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If the entire air transport industry is to benefit by changes at Sydney Airport then ATC flow computations must be used to provide a mix of aircraft movements to make the most efficient use of the runway capacity available. At present much of what passes as a means of reducing capacity through fiscally limiting the access of smaller aircraft such as those depicted above is nothing more than a blatant (and successful) attempt by government to further enhance its revenue base via aviation in general. (Rob Finlayson)
Sydney Airport Delays Continue
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Delays at Sydney Airport Continue – Does the Industry Have the Will to Overcome the Problems?
CAA data indicates that there has been a significant increase in air traffic movements at Sydney Airport from August 1991 to February 1992.
In particular, there has been sustained growth rates greater than 10% from December 1991 to February 1992, when compared to the same period the previous year. This traffic increase has caused congestion and significant delays at the airport, particularly during the morning peak and shoulder periods. Indeed, most of the growth has been in the shoulder periods with the morning shoulders showing a 16% increase when comparing November 1991 with November 1990 movements.
Total monthly delays have climbed beyond 1,100 hours and are approaching levels recorded before simultaneous runway operations (Simops) were introduced. Clearly, there is a need to maximise the capacity at Sydney airport, whilst limiting the number of movements to this capacity to contain delays to an acceptable level.
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