NW1,
What *is* different is the post-hold bit. 320kts is min-drag at landing weight, and any less piles up the drag (hence fuel flow). By 210kts the wing is really biting the breeze, and below 190kts the fuel flow is almost what it is at 1150kts. Speed can be more important than track miles for that reason.
You can probably appreciate why we have to stick to the 250/210/190 speed regime off the stack under most circumstances.
If you went much quicker you'd need more space in front which would effectively mean further lost arrival slots. One Conc arrival at standard speeds takes up about an 11 mile chunk of the final approach, a significantly faster approach would probably require much more.
Eye: Slot swaps (as I know you know!!) go on all the time. As long as they remain within the same company, its all fair - a flexible way of managing resources as long as it doesn't inconvenience anyone else. All the hardware and fuel is owned by the same company - it makes sense for the company to optimise the way they are used.
I understood that EAT swopping had been stopped in the TMA by edict from above.
You're more than welcome - its been very interesting talking to you guys - I'd like to think we could get more face 2 face meetings organised, like latcc visits and fam. rides etc. - we work too closely to let misunderstanings develop, eh?
Feel free to get in touch anytime you want to come in for a visit, you're always welcome. Maybe you could come on the same day I show TrafficTraffic around
Many years ago, when approach was still over at the airport, and on a lovely clear night BAW4 came back from NYC and reported visual south abeam the airfield at FL70.
"Cleared visual approach 27L" said I.
Amazing......dropped like a brick, turned final inside 4 miles and landed, all over in about 30 secs
Then the phones started ringing
WF.