A37575
25th Jan 2007, 01:21
Operators may specify their own exceedance calls with regard to planned airspeed. Examples vary from +10 knots to -5 knots from planned manoevre speed to +15 knots minus zero (ie no tolerance if below selected speed)
Boeing define a stabilised approach to include a maximum of +20 knots above Vref as an upper exceedance limit presumably before a call is necessary. This does seem rather liberal. Original Boeing philosophy dictated exceedance calls on final approach as based upon Vref. More common now, calls are made based on selected approach speed including wind and gust additives whre pertinent. For example, if Vref +15 was the selected approach speed, I wonder what exceedance over or under that bugged speed should generate a warning support call? Clearly in this case an exceedance of only six knots would be sufficient for a warning support call that Vref +20 had been exceeded. Would then that warning call by the PM be "Bug plus six?" After all Bug+6 sounds pretty reasonable and well within most exceedance calls boundaries. Except the danger lies in the exceedance above Vref and not necessarily above the planned approach speed.
A clarification is needed as I see it, and I wonder if exceedance calls on final by stabilisation minimum height would be better based on Vref rather than selected approach speed. Boeing offer no hints in this area - leaving it to operators to apply their own tolerances. And the problem arises further when the half-the-headwind component additive recommended by Boeing is required to be bled off approaching touch down. Depending how "approaching touch-down" is defined by Boeing (it is not) this could mean a steady reduction of additive commencing at 1000 ft for example. Free stream air flow starts around 2000 ft. Discussion appreciated
Boeing define a stabilised approach to include a maximum of +20 knots above Vref as an upper exceedance limit presumably before a call is necessary. This does seem rather liberal. Original Boeing philosophy dictated exceedance calls on final approach as based upon Vref. More common now, calls are made based on selected approach speed including wind and gust additives whre pertinent. For example, if Vref +15 was the selected approach speed, I wonder what exceedance over or under that bugged speed should generate a warning support call? Clearly in this case an exceedance of only six knots would be sufficient for a warning support call that Vref +20 had been exceeded. Would then that warning call by the PM be "Bug plus six?" After all Bug+6 sounds pretty reasonable and well within most exceedance calls boundaries. Except the danger lies in the exceedance above Vref and not necessarily above the planned approach speed.
A clarification is needed as I see it, and I wonder if exceedance calls on final by stabilisation minimum height would be better based on Vref rather than selected approach speed. Boeing offer no hints in this area - leaving it to operators to apply their own tolerances. And the problem arises further when the half-the-headwind component additive recommended by Boeing is required to be bled off approaching touch down. Depending how "approaching touch-down" is defined by Boeing (it is not) this could mean a steady reduction of additive commencing at 1000 ft for example. Free stream air flow starts around 2000 ft. Discussion appreciated