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Sydney Airport
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YSSY
| Airport | |
|---|---|
| ICAO: YSSY – IATA: SYD | |
| Summary | |
| Name | Sydney Airport |
| Region | Asia and Pacific |
| Territory | Australia 
|
| Location | Mascot, New South Wales |
| Serving | Sydney |
| Elevation | 6.401 m <br />21 ft <br />21 ft6.401 m <br /> |
| Coordinates | 33° 56' 23.37" S, 151° 10' 31.93" E |
| Runways | ||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
|
| METAR | |
|---|---|
| Observation | YSSY 251400Z 29007KT 9999 VCSH SCT036 BKN048 15/09 Q1018
|
| Station | Sydney Airport |
| Date/Time | 25 October 2021 14:00:00 |
| Wind direction | 290° |
| Wind speed | 07 kts |
| Lowest cloud amount | scattered clouds |
| Temperature | 15°C |
| Dew point | 9°C |
| Humidity | 67% |
| QNH | 1018 hPa |
| Weather condition | in vicinity: showers |
| BS | |
|---|---|
| Tag(s) | Bird Strike |
International airport serving Sydney, Australia.
Climatology
Temperate Marine climate/Oceanic climate (Köppen climate classification Cfb). Moderately cool summer and comparatively warm winter
Maps
Terrain
Airport Layout
Accidents & Serious Incidents at or in vicinity of YSSY
- A332, Sydney Australia 2009 (On 4 July 2009, an Airbus A332 being operated by Jetstar Airways on a scheduled passenger flight from Sydney to Melbourne carried a 750 kg ULD which had been expressly rejected by the aircraft commander during the loading operation without flight crew awareness. There was no reported effect on aircraft handling during the flight.)
- A333, Sydney Australia, 2017 (On 17 December 2017, it was discovered after completion of an Airbus A330-300 passenger flight from Sydney to Bejing that freight loading had not been correctly documented on the load and trim sheet presented to and accepted by the Captain and as a result, the aircraft had exceeded its certified MTOW on departure. The Investigation found that the overload finding had not been promptly reported or its safety significance appreciated, that the error had its origin in related verbal communications during loading and noted that the aircraft operator had since made a series of improvements to its freight loading procedures.)
- B703, Sydney Australia, 1969 (On 1 December 1969, a Boeing 707-320 being operated by Pan Am and making a daylight take off from Sydney, Australia ran into a flock of gulls just after V1 and prior to rotation and after a compressor stall and observed partial loss of thrust on engine 2 (only), the aircraft commander elected to reject the take off. Despite rapid action to initiate maximum braking and the achievement of full reverse thrust on all engines including No 2, this resulted in an overrun of the end of the runway by 170m and substantial aircraft damage. A full emergency evacuation was carried out with no injuries to any of the occupants. There was no fire.)
- B738, Sydney Australia, 2007 (On 14 July 2007, a Boeing 737-800 being operated by New Zealand airline Polynesian Blue on a scheduled passenger service from Sydney to Christchurch New Zealand commenced take off on Runway 16R with asymmetric thrust set and veered off the side of the runway reaching the intersecting runway 07 before rejected take off action initiated by the flight crew took effect and the aircraft came to a stop.)
- B744, Sydney Australia, 2007 (On 15 April 2007, a Qantas Boeing 747 flew through a microburst as it began to flare for a daylight touchdown at Sydney and a hard touchdown accompanied by activation of the onboard reactive windshear warning followed. A go-around was flown to an uneventful further approach and landing. The Investigation noted the absence of an LLWAS, that the ‘dry’ microburst involved would not have triggered an onboard predictive windshear alert had such a system been fitted and the failure of ATC to fully communicate relevant wind velocity information. The hard landing was judged to have been inevitable.)