Originally Posted by
oggers
Seeing as you are so competent can you tell me if a 747 needs to be at 160 at 11 dme in order to meet BA's strict stabilised approach criteria?
That's not what happened.
The controller requested 180 or greater to 5.
The pilot said he was unable and suggested 160 or greater to 5.
I think 160 or greater to 5 at 11 DME is maybe slightly on the slow side but perfectly acceptable.
Also, if the controller had been a bit less aggressive, maybe they would have been met with more cooperation.
e.g.
"180 or greater to 5"
"unable"
"Roger what's your best speed sir"
"160 or greater to 5"
"Roger. Best speed please and no less than 160 to 5"
The Norwegian behind wasn't committed on a closing heading yet IIRC so there was plenty of time to manage the spacing.
Also I doubt that 747 was doing 250 reducing to 160 by magic. It was already on a slower speed. Controllers can see that. Trail dots, ground speed, mode S. They can predict the impact on the next one in the sequence. It's what we do every day. Bring earlier speed control on no. 2. Widen out the heading. Etc.
Breaking off the approach out of spite is just an unprofessional power trip that achieves nothing other than demonstrating instability in a job the requires the opposite.