Rwy 24L vs Rwy 24R

"Peter R." wrote in message
...
Roy Smith wrote:

snip
If things are not busy, they'll probably assign individual flights to
the left or right runway based on which involves less taxiing to get
to or from.

I have observed that it could also be the presence of an ILS Category II
or
III approach to one runway, but not the other.


Many airports use one or the other for touch & go's almost exclusively.


--
Matt
---------------------
Matthew W. Barrow
Site-Fill Homes, LLC.
Montrose, CO

"Gene Seibel" wrote in message
ups.com...
One may involve a shorter taxi to the terminal. Often airline terminals
will be on one side of the field and and general aviation on the other.
There may be other factors too.
Note how many of the parallel runways have the longer on closer to the
terminal. Also note how many have one of them appreciably longer.

One exception is the two N-S runways at Colorado Springs -- they have the
terminal right in between them.


--
Matt
---------------------
Matthew W. Barrow
Site-Fill Homes, LLC.
Montrose, CO

"Don Tuite" wrote in message
...

Other folk's answers seem to be assuming commercial IFR traffic. In
my experience in general aviation VFR, the assignment is based in part
on where you are when you first call in. Based on that, you'll get
assigned the base or downwind entry that involves the least
maneuvering.

(Sometimes, as is the case at Palo Alto, in California, one runway may
have traffic patterns on each side. Which one you're assigned depends
on where you're coming from.)

For practicing touch and goes, instructors with lower-time primary
students may request the longer runway.

The airports I've flown from will run T&G's from one (usually the shorter)
then shift you over to the other for your full stop.


--
Matt
---------------------
Matthew W. Barrow
Site-Fill Homes, LLC.
Montrose, CO

Depends where you are parking. Airlines and GA pilots will request
certain runways to limit taxi time. Often the GA/military/airlines are
on different sides of the fields so they generally get that most
advantageous runway for their location.

-Robert

I've also found that if I depart IFR I"m more likely to get the
airline's runway than the GA runway at most airports.

-Robert

In article om,
I've also found that if I depart IFR I"m more likely to get the
airline's runway than the GA runway at most airports.

That's certainly true at HPN. 16-34 is the big runway used by jets,
but spam cans often depart 11, mostly because it's a whole lot less
taxiing from the GA ramp. Except IFR. If you're IFR and ask to
depart 11, you'll almost always get turned down and sent to 16 or 34.

Years ago I was a passenger on an airliner landing at Stapleton in Denver,
Colorado. I was listening to ATC and for some reason the cabin crew wasn't
blabbering. We had been cleared for the visual to 17L and were on about a
five mile final when the tower asked if we wanted 17R. One of the crew said
yes and requested to "fly the runway." That was approved. We made a smooth
transition to line up with 17R, whose threshold was about 5000 feet south of
the left runway's. From my window seat on the left side of the plane I
watched as we flew and then taxied past many planes waiting on the taxiway
between the runways. We turned off at the end and taxied west a short
distance to our gate. I'd never heard of "fly the runway" before, and I
haven't heard of it since. While leaving the plane I told the captain how
cool I thought that maneuver was. "Yeah," he said with a smile, "we passed
about a dozen planes with that one!"

A typical configuration for more recent airport development consists of
parallel runways on opposite sides of the airport, with land-side
facilities in the center. Expansion plans for this configuration often
consist of doubling these, so there is a takeoff and landing runway on
each side. In this type of configuration, because the runways are spaced
by a relatively great distance, and because they don't want to have a lot
of traffic crossing over, the runway choice is often determined (in
addition to all of the other considerations already mentioned here) by
the departure and arrival procedures. In the case of a 06/24 you may find
that traffic departing to the north and west is more often sent to
06L/24R, and their departure procedure never brings them anywhere near
the 06R/24L traffic departing to the south and east. Same for arrival
procedures.

GF

"Matt Barrow" wrote:


"Gene Seibel" wrote in message
oups.com...
One may involve a shorter taxi to the terminal. Often airline terminals
will be on one side of the field and and general aviation on the other.
There may be other factors too.
Note how many of the parallel runways have the longer on closer to the
terminal. Also note how many have one of them appreciably longer.

One exception is the two N-S runways at Colorado Springs -- they have the
terminal right in between them.

Another example is Atlanta, where the terminal is midfield, with two
of the four parallel(E-W) runways north of the terminal and two (soon
to be three) south of the terminal.
--
Alex -- Replace "nospam" with "mail" to reply by email. Checked infrequently.

You could always ask them what their policy is - or if there is any
policy at all. It may be whatever the controller on duty thinks
appropriate. I used to fly out of an airport with parallel runways, and
noticed that they seemed to prefer the left one (which was slightly
wider) when traffic was light. If it was busy, both would be in use,
with left traffic on the left and right traffic on the right.

Some years ago I flew into a very busy parallel runway airport in the
SF Bay area. The controller told me
to "follow the plane ahead" - which I did until on final. Since he
hadn't cleared me to land, I asked. Guess
what? He had forgotten me - and at tle last possible moment switched me
from the right to the left. If there was conflicting traffic I never
saw it - and still don't know why the switch.

David Johnson