Mephisto said:that's pretty typical if there's level II/III+ activity in the area. the normal slam and jam flow just turns into a bunch of guys/girls blasting the fuck out of eachother with their weather radars on max gain tilting and panning all over the sky trying to find some green in a sea of red, yellow, magenta and +'s (lightening strikes on the stormscope are denoted with "+"). as a result everyone funnels into the same corridors in the sky trying to get to the destination. the normal ATC routes go to hell in a handbasket pretty quick because everyone starts asking for "deviations 10 degress right for 20 miles for a buildup" or "30 right for 5 for weather" or "looking for lower, continuous moderate to severe chop" or "severe clear icing in the descent", etc, etc. what you get is a big free for all while everyone tries to sneak in with a load of whining, bitchy passengers giving the trolly dollies in the back a hard time.
this has the same effect as the 401 out in the west end where like 6 lanes bottleneck into 3 as the storm grows and the clear areas on the radar grow sparse. in toronto, for instance, there are the four "bedposts" (kitchener VOR to the west, the mans VOR to the north west near own sound, simcoe VOR south-east of lake simcoe and the bulge intersection to the south east over lake ontario). if there's a big boomer hanging over toronto or severe icing, etc, etc then all the arrivals start to get stacked up over the bedposts (or whichever one isn't in an area getting hammered with weather) in a holding pattern which looks like a big staircase as a slot opens up for the final approach course the flight at the bottom of the stack peels away and makes a hail mary run through the gauntlet to the runway...then the other flights shuffle down two thousand feet, then lather, rinse, repeat. on really bad nights the controllers know we have our hands full so they'll just give everyone like 10miles in-trail spacing and tell us all "deviations left/right of course approved" and give a block altitude so we can climb/descend at our own discretion to avoid the shit.
of course this is the last scenario you want to see when you've arrived from an 8 hr flight from austria and had a 150kt headwind the entire way so it's not uncommon to hear guys/gals calling "bingo" (min fuel) and having to divert to another airport as opposed to waiting to get sequenced for an airport that's 100 movements behind their normal hourly rate.
TrIbAlNuT said:I was in the flight deck of a B767-200ER over the atlantic ocean on saturday night. We had over 120kts tail winds thereby making our flight time about 30min shorter. Before I got to go in the flight deck the passenger screens showed the ground speed at 1,150KM/hr but in the flight deck the speed tape was at around 310kt M0.83, cant remember the exact numbers. I still dont understand true airspeed, indicated airspeed and goundspeed. Is true air speed taking the wind speed into consideration, and is the Indicated speed without the wind component added?
i don't remember seeing any other catIII approaches in the CAP so you might be right. i imagine they'll be putting one in for 05/23 as well. CATII/III is a pain in the ass for everyone...when an airport goes to CATII/III op-specs it slows everything right down and even the taxiways the ground controllers can use are more limited so as a rule everyone tries to avoid doing it unless it's absolutely necessary. there are some airports that are famous for being CATII/III darlings though (halifax, logan, etc)....nantucket/martha's vineyard have been the banes of my professional existence on more than one occasionps. one more quick Q, is 24R/06L the only rwy at YYZ that is ILS CAT III?