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De aanname achter dat punt was dat het makkelijker was maar dat je daardoor de stall van de rechtervleugel zou versnellen. Not a happy thought.mac wrote:Waarom kan je geen rechter bocht maken als motor 2 stuk is? Is zelfs makkelijker. En als motor 1 de geest geeft dan lukt het ook wel hoor.
Taking off from RWY 10 in St. Maarten is characterized by high terrain in the vicinity. Due to this fact the engine out procedure is non-standard and that limits the performance limited take-off weight considerably. With a normal passenger load, departing RWY 10 for the flight to Amsterdam is not possible.
Depending on the estimated takeoff weight, it might therefore be needed to depart from RWY 28 with tailwind. The A330 has a 15 kts tailwind limit for takeoff. The performance calculation will normally be done via LINTOP. With (up to) 15 kts tailwind RWY 28, the performance calculation will result in a balanced takeoff using CONF 3, Airconditioning OFF and the takeoff will be runway length limited.
On a A330-300 Vmcg is considerably higher than on a -200. This will penalize the performance on a relatively short runway during tailwind conditions. On a wet runway this effect is even more pronounced. The flight is therefore planned with an A330-200.
With tailwind speeds over 15 kts departing RWY 28 is not possible. In this case a fuelstop has to be performed on the way to Amsterdam. Several options exist:
PTP (TFFR) is the preferred fuel stop as Air France operates to PTP on a daily basis. This will make a lot of difference when problems would occur during the groundstop.
If necessary SJU (TJSJ) can be used, which does not make a lot of difference in flying time.
Other airports (St Johns TAPA & St Kitts TKPK) are looked into the next coming months. When other airports become available this will be communicated. TER (Lajes) is located halfway, but service wise TER is not an attractive option as passengers would like to rest during this part of the flight,
The same can be said for Bermuda. In remote cases however Bermuda or Lajes may however be the best option (for instance when tropical storms are active in the Caribbean).
Lijkt me niet verstandig. Puerto Rico is US territory en in de VS kennen ze niet zoiets als 'transit'. Zodra de wielen de grond raken, moet iedereen er uit en ingeklaard. Logistieke nachtmerrie. Dat je alleen maar komt tanken interesseert ze niet.If necessary SJU (TJSJ) can be used
Kortom een operatie SXM-AMS "on the edge" , T/O alleen mogelijk van RW28 (relatief korte baan, gemiddelde tailwind SXM = 10kts + relatief vaak regen ) met een reële kans op een tussenlanding wegens T/O performance limitations.nustyR wrote:Ter info voor diegene die dit leuke info vinden;Taking off from RWY 10 in St. Maarten is characterized by high terrain in the vicinity. Due to this fact the engine out procedure is non-standard and that limits the performance limited take-off weight considerably. With a normal passenger load, departing RWY 10 for the flight to Amsterdam is not possible.
Depending on the estimated takeoff weight, it might therefore be needed to depart from RWY 28 with tailwind. The A330 has a 15 kts tailwind limit for takeoff. The performance calculation will normally be done via LINTOP. With (up to) 15 kts tailwind RWY 28, the performance calculation will result in a balanced takeoff using CONF 3, Airconditioning OFF and the takeoff will be runway length limited.
On a A330-300 Vmcg is considerably higher than on a -200. This will penalize the performance on a relatively short runway during tailwind conditions. On a wet runway this effect is even more pronounced. The flight is therefore planned with an A330-200.
With tailwind speeds over 15 kts departing RWY 28 is not possible. In this case a fuelstop has to be performed on the way to Amsterdam. Several options exist:
PTP (TFFR) is the preferred fuel stop as Air France operates to PTP on a daily basis. This will make a lot of difference when problems would occur during the groundstop.
If necessary SJU (TJSJ) can be used, which does not make a lot of difference in flying time.
Other airports (St Johns TAPA & St Kitts TKPK) are looked into the next coming months. When other airports become available this will be communicated. TER (Lajes) is located halfway, but service wise TER is not an attractive option as passengers would like to rest during this part of the flight,
The same can be said for Bermuda. In remote cases however Bermuda or Lajes may however be the best option (for instance when tropical storms are active in the Caribbean).
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