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Need explanation on EGKK departure to DVR


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Hi.

Yesterday I flew from Gatwick. Created route via DVR as "exit point", this way I expected to use DVR 9M/9V for 26L or DVR 2P/2W for 08R, as published on charts "AD 2.EGKK-6-18".

It was 26L in use. Giving clearance ATC adviced me to follow ADMAG 2X departure, after ADMAG go to DVR. ATC tried to explain quickly why but honestly I didnt really understand, partly because my flight had certain schedule on departure, en-route and arrival times so I just agreed with ATC and took ADMAG 2X (even this way I was late 10 min on departure but it doesnt matter in this topic).

Yesterday is yesterday, today is today. And today I would like to understand whats wrong with DVR departures, especially DVR 9M/9V departure for 26L. I checked charts once again and didnt really find anything wrong about it. In another words, I cant find the reason why ATC couldnt give or accept with me (I told him I was expecting DVR 9M) ... Can anyone explain?

Thanks in advance.

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Good question, I think I have it. On the note section General information no. 9 it says: DVR 9M/9V: "In order to alleviate airspace congestion and improve ATC flexibility, pilots may be offered WIZAD 4M/4V SID at late stage prior to departure." Both WIZAD and ADMAG is east of gatwick so both these sids are probably used to sequence traffic. I don't know how much traffic it was when you were flying but I reckon have a rerouting like this is not unusual.

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Some time ago the DVR SIDs (along with quite a lot of others in the London TMA) were truncated.

 

The new RNAV departures finish at ADMAG but then the standard (only) route out is via the airway to DVR, just like the old DVR departure.

 

This was done for fuel saving reasons (in the past airlines had to flight plan to remain at 6000ft all the way to DVR, even though in practice they would have got a climb from ATC much earlier anyway). Now you only need to carry fuel to stay at 6000ft to ADMAG which is obviously a lot closer... hence big savings!

 

Because the ADMAG departures require RNAV1, the old DVR departures have been retained for use by aircraft that are not capable of flying the RNAV. However the RNAV1 SID will be issued by default unless the pilot specifically requests a conventional nav SID (in reality and also on VATSIM).

 

There are a number of other departures out of other London TMA airports which are similar (e.g. ULTIB/UMLAT replacing WOBUN/BUZAD at Heathrow etc).

 

Hope that helps explain it!

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It has made a noticeable difference for our profile in the flight plan, it has us climbing much earlier which probably has resulted in less fuel uplift.

 

The only downside is the old routing (EGSS-LEBL) was CPT UN859 PUMAL. Now it's a few more airways to punch into the FMC.

Martin Loxbo

Director Sweden FIR

VATSIM Scandinavia

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I'm surprised that you guys do not have a relevant safety item like ACARS/AFIS available! I thought that this would make your operation more efficient, too, as you won't waste time punching in flightplans, you'll get all the loadsheets, weather information, company com etc.. When our AFIS does not work I feel like flying without TCAS: naked and blind!

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