Very interesting to finally here a point of view from the guys on the other side of the MIC.
I have had allready the same reflections as the Captain here said: why those vectorings wher you put aircraft with 10+miles seperation on the ILS?
Speed vectoring from the moment you enter the OTBD Control Zone together with SLPs ( e.g. 160Kts 4 miles final) like most major airports do could help a lot.
The main reason for this is the fact that a lot of pilots here have forgotten the basics of flying. In a descent they just follow the " calculated vertical profile" of the FMGS. This is a VERY conservative calculation mode usually bringing you 4000ft low on profile. People do not calculate anymore their profiles. On top of that they use a CI of 40 ( A330 ) which gives you a descent speed of 285kts. A std ATC speed in descent is 300kts or more.
So that is why a lot of airplanes come in TOO low /too slow making life for ATC very difficult.
Speed constraints, SLPs etc could help this problem a lot.
RWY OCC time I think remains the limitting factor. QR unfortunately put an autobrake LO recommended note in their SOPs. Although this is actually an airbus recommendation it is totally useless in OTBD because the first exit ( C) is far enough from the TDP. Even a heavy A330, when landed the correct way ( no 3 Retard calls heard by trying to achieve the kiss landing of the century!!!), will easily vacate C by using idle reverse and some mild braking when approaching the exit.
This as well is a High speed exit so no need to brake all the way to 5 kts taxispeed on the RWY!
Last edited by Qatari515; 1st Feb 2006 at 06:19.