controllers were not allowed to offer visual approaches
Glasgow have a very useful wee phrase ... "report at any time if you wish to continue visually", thereby putting the initiative with the pilot, but letting them know that ATC are receptive to it if circumstances permit.
That is very distinct from "Can you accept a visual approach" - which in my book is 'offering'.
on 24 you can now not join final at less than 7 miles
Glasgow are restricted on 23 to not joining less than 5 miles final. And if you go outside 10 miles you have the dreaded Campsie Line which keeps you up at 3500 and then a 12/13 miles final.
(Visuals are also very handy for SAABs etc coming in from the north and northwest - sure that applies at Eddy too.)
I would say a visual at Glasgow (via 5 mile final) saves a minimum of 8 miles and possibly up to 12 - now if there is a sequence running behind, then that saving can add up and is pretty significant if numbers 2, 3, 4, 5 etc consequently get to save mileage by the very fact that number 1 is 8 miles closer to touchdown.
I would estimate a visual for 24 at PH might save about 6 miles?
Rolaaaaaaaaaaaaaaaand the party animal wrote
vast majority of the PF heavies are early morning transatlantic arrivals
Summer transatlantic schedules are only 4 or 5 767s in the morning, actually I would reckon there is a much bigger amount of other 'Heavies' during the rest of day (particularly in the summer) - BAL, TCX, FCL, OOM, TSC, UAE, MYT, MON.... I'm sure all of them operate 767s, A330s etc
Is there still the additional spacing required for Mediums/Smalls behind 757s too ? Doesn't Glasgow get many more 757s ?
Glad to see too that there is still a flying club and UAS (just) at Glasgow which chuck about another 8 light aircraft into the mix - as one caller said ... please don't squeeze out the little guys ...
