Hi Overload
Been reading this thread, saw it was all getting a little out of hand (as these things can!) and thought I'd drop you a line - hopefully you haven't dropped out of the thread.
I fly the Conc., and must admit was a little surprised to hear that you experienced such problems dealing with us. I offer the following in an attempt to find a fix for the problems you perceive, and if you have any outstanding issues please come back at me - if I cannot resolve them, I'll take them to someone on the fleet who can.
I take your point about departure climb rates, but as soon as noise abate is over (effectively once we've cleared 'WOD' and know we're going to make the subsequent 6000' restriction) we achieve 300+kts very quickly which gives us a consistant 3-4000'fpm climb. It is a little more sporty than the 757 (but not much) but it is consistant (and therefore plannable) - but please: if you want to level us off then do so, of course we'd rather not (no more than any other jet type - again my previous 757 comes to mind) - believe me we'd rather level off than bang into someone else. Most LHR departures do unavoidably involve many level-offs, I have perceived no special handling here over my previous fleet.
Regarding one-way against inbound flow, don't really understand this. I guess there must be a predominant flow according to time of day, but surely these airways are not actually one-way streets, aircraft fly in both directions all day (not just the Conc.)and ATC and its equipment is there to coordinate this? We fly a standard SID and fly standard published routes and very often we even get cleared direct to the accel, if this causes problems then give us vectors - we won't get cross!! And anyway, at F260, aren't we below most conventional jet traffic?
I take your point about the accel itself - it must take a bit of juggling to manage it. Vectors are possible, but we can end up "focussing" a boom on someone's greenhouse - but if it is needed it would be better than a collision! And surely the lack of GS readout is an ATC deficiency? (If you need it just ask us - we've got one :-)
You say we are cleared to F600 and add that we never meet it. The first part of that comment is actually untrue - you clear us to the *block* F450-F600, and we adhere to that clearance with altitude fluctuating with the OAT affecting engine efficiency, but averaging a climb - usually to about F580 on the Atlantic and F600 to Barbados.
Regarding the inbound subsonic bit - yes we descend at the optimum point, but so do all jets - that's the idea. Contrary to popular belief fuel is no tighter than other types - on the inbound sector we can carry as much (and sometimes more) holding fuel as I could doing the same sector on a 767. If you want us to descend at a certain point - please tell us. And if you think the standard routing isn't working then there must be an alternative, but I must say I have perceived no more or less vectoring in the Conc inbound to LHR than other types - and no perceivable extra conflicts on the R/T. We descend at 350kts (not 370) but 320 would be fine too, if you asked for it (320 is actually min. drag at landing weight) - and subsequently standard speeds are not a problem either. We could offer everything from 190 to 380 knots up to base leg - it is a remarkably flexible beastie
!!
(admittedly less than 250 when still significantly before OCK would be less than ideal!!)
To sum up, please don't feel you have to handle us with kid gloves - if we can do something to make your job easier, tell us - it may be an unconventional aircraft, but we can be more flexible than you seem to think.
[ 18 November 2001: Message edited by: NW1 ]