'Point-Merge'.
My experience with point merge is rather more that getting a slippery aircraft down, configured and stable with a bit of a tailwind is a far more likely issue than worrying about busting a CDA. Even with a howling headwind, you shouldn't have too much of a problem.
Yet to avoid having to reach for the lever of shame on one
Yet to avoid having to reach for the lever of shame on one
I am not quite sure what was meant to be contained in the previous post by Jwscud but from personal observation the current ability to fly a CDA @ LGW seems very poor by certain operators. It doesn't help that NATS deleted the applicable page from the UKAIP a while ago, hence the lack of any reference to it in charts provided by the commercial publishers.
Sorry Tubby - Dublin is not a "thou shalt CDA or else" airport, but the point I was trying to make was that the way point merge at DUB is structured in terms of distances, when given direct LAPMO (10nm on the ILS) from anywhere on the arc, you are slightly high and fast on profile, especially when one has a tailwind.
I think point merge will make doing a CDA (from the level segment on the arc) fairly simple, though as a driver not a controller I obviously don't know the ins and outs of the plans.
I think point merge will make doing a CDA (from the level segment on the arc) fairly simple, though as a driver not a controller I obviously don't know the ins and outs of the plans.
Now that Point Merge has been operating at a few airports in Europe for a while, I'm interested in pilots and controllers opinions in this method of final approach sequencing compared to vectors-to-final and the trombone style star. Is it working as well as everyone had hoped?
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I hate to imagine how much fuel has been burnt compared to before.
If your negative PRNAV its cracking we are regularly on the ground 5-10mins in front of the jet that was 5 miles ahead of us coming in from a down wind direction which is PRNAV.
If your negative PRNAV its cracking we are regularly on the ground 5-10mins in front of the jet that was 5 miles ahead of us coming in from a down wind direction which is PRNAV.
My experience of using it in GCRR is that it makes the atcos life easier as the traffic flows are now better seperated but the arrival now takes you miles to the south.
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Does it matter where the arrival takes you, if the alternative is sitting in a hold, or vectors for spacing? AIUI you land at the same time, but with a better chance of making a CDA, and reducing speed earlier to save fuel.
