Just a question from a rookie:When is the "Side Step" to another parrallel runway used. Is this a directive from ATC or a request by the pilot? When or why would this happen? Only thing i can think of is sudden ruway incursion.

I don't think there is a particular reason for this to occur. Maybe if there is an aircraft on the runway and another on approach. I believe this happened when the BA 777 crashed at EGLL an airbus had to sidestep to 27R. Here is a video of a side step occurring.http://www.youtube.com/watch?v=I0Y6GTI9pg4&feature=channel_video_titleP.S Check out the description of the video. And one of the comments asks for the reason of the side step.Thanks

Shayan. Thanks for the video. I guess then that more often than not, this is initiated by ATC?

Here's the text from the FAA's Instrument Flying Handbook:Side-Step ManeuverATC may authorize a side-step maneuver to either one of two parallel runways that are separated by 1,200 feet or less, followed by a straight-in landing on the adjacent runway. Aircraft executing a side-step maneuver will be cleared for a specified nonprecision approach and landing on the adjacent parallel runway. For example, "Cleared ILS runway 7 left approach, side-step to runway 7 right." The pilot is expected to commence the side-step maneuver as soon as possible after the runway or runway environment is in sight. Landing minimums to the adjacent runway will be based on nonprecision criteria and therefore higher than the precision minimums to the primary runway, but will normally be lower than the published circling minimums.Sidesteps occur at least as often, sometimes more, when the weather is VFR. At airports with parallel runways, ATC will generally use one runway for departures and the other for arrivals. Another good example where sidestepping occurs frequently is at KPHX. Look at the airport diagram: KPHX AirportFor example, when landing to the east, ATC will be conducting approaches on 8 and 7R and departures on 8 and 7L. Obviously, a/c want to use the longest runway available and take off and landing so when there is a lull in departures and ATC can accommodate a pilots request to use 7L (or 8, for that matter), they will clear the aircraft for a visual approach with a sidestep to the requested runway. Sometimes, during a lull, ATC will offer the sidestep without the pilot asking knowing that they prefer the longer runway and the shorter taxi time to the gate. At PHX, I'd say pilots request the sidestep as much as ATC offers it, unsolicited.

Runway incursion is one. Another due to slower aircraft imagine you are in a Cessna and theres a G5 behind you IFR to land. Its alot easier for the tower to move the Cessna than make the G5 go around. Doesnt happen as much with the big guys.

Thanks for the replies. I,m thinking maybe this would be an intresting addition to Radar contact v5, as i can't find any mension of it in v4.3.Oops, wrong forum.

I've gotten side step clearance at KLAS (Las Vegas) on many occasions when landing 19R, guy ahead is slow to get off so we dog leg to 19L. Just gotta stay flexible, it helps that the weather is usually CAVU.

Here in Phoenix I'm pretty sure it's mainly done for expediting taxiing, not because of runway length or anything. The normal landing runway on the south side of the airport is the shorter 7R/25L, but it's a longer taxi - if 7L/25R is clear of takeoffs, you'll see planes get the side-step clearance all the time so that their taxi is faster after they get off the runway. You also decrease the risk of runway incursion because there's nothing to cross if you land on 7L/25R.

Sidestepping was commonplace at KCLE before the new 24R came into being. The old 23L/23R (now 24L and the closed 24C) were so close together that there were no instrument approaches for 23R.But heavily loaded airplanes couldn't use 23R for takeoff due to its short length.The solution? Fly the approach to 23L, side step 23R for landing, and launch off of 23L.Naturally if there was no departing traffic on 23L, the arrivals would take that runway to avoid crossing a runway on the taxi.That was back when Cleveland had traffic though. After spending all that tax money to redo the airport, I bet they could still get by with one instrument approach and two closely spaced runways. It sure made the ATC frequencies fun to listen to!

So from what i read here, side stepping is not generally a last minute request or decision due to an emergency like runway incursions, but more for expeditious reasons or as in the case of KCLE, use another runway for its ILS availability to get you close before side stepping to a non ILS runway. Have i got that right?

Here in Phoenix I'm pretty sure it's mainly done for expediting taxiing, not because of runway length or anything. The normal landing runway on the south side of the airport is the shorter 7R/25L, but it's a longer taxi - if 7L/25R is clear of takeoffs, you'll see planes get the side-step clearance all the time so that their taxi is faster after they get off the runway. You also decrease the risk of runway incursion because there's nothing to cross if you land on 7L/25R.

I'll start by saying that I don't disagree with any of the reasons you give as being the primary factors for the sidestep at PHX. And usually what's good for the controller is good for the pilot, i.e. no hold-short clearances, expedited taxi times, overall, less opportunity for errors. My reference to the runway length is a valid consideration from the pilots standpoint, though. So I'll clarify my earlier statement and not sound as though I'm speaking for ATC or other pilots by saying that I prefer the sidestep to 7L (or 25R, whichever the case may be) due to the extra 2500' it provides. And I'm sure that ATC probably gives far more consideration to all of the reasons you've suggested than the runway length when they offer the sidestep to the pilots so it's really a matter of perspective. I'll request the sidestep when I think it will make my life easier and the controller will generally offer it when it makes theirs easier, as well.

So from what i read here, side stepping is not generally a last minute request or decision due to an emergency like runway incursions, but more for expeditious reasons or as in the case of KCLE, use another runway for its ILS availability to get you close before side stepping to a non ILS runway. Have i got that right?

Generally, yes. If you study air traffic control's FAAO7110.65 you'll see that it is (in my recollection) 95% normal ops / 5% abnormal. When everything is A-okay, follow these rules, stay between the lines, and don't fall asleep. When the poo hits the fan, the book says to use your head. There are very few prescribed emergency procedures. Side step, circle to land, etc all have their foundation in normal everyday operations but can be very useful when things don't go as planned.

I got a sidestep request the last time I (virtually) flew into KSFO. The initial approach controller told me to expect 28R. Then the final approach guy set me up for 28L. After I turned to final, the tower (or perhaps the final app controller, I cant remember) asked if I could take 28R. Since I was flying as a FedEx MD11 and the cargo ramp is the the right of 28R I had no issues with that. But, it was further proof that you should always remain alert for any last-minute requests from ATC. You never know what might be asked of you.

Generally, yes. If you study air traffic control's FAAO7110.65 you'll see that it is (in my recollection) 95% normal ops / 5% abnormal. When everything is A-okay, follow these rules, stay between the lines, and don't fall asleep. When the poo hits the fan, the book says to use your head. There are very few prescribed emergency procedures. Side step, circle to land, etc all have their foundation in normal everyday operations but can be very useful when things don't go as planned.

So going back to my earlier reply, it would be nice to include this option in ATC. Be it Radar Contact or whatever. It would add just a little bit more realism.

Sure, suggest this to the Radar Contact forum next door.