The scenario leads to some questions about the normal operation of the aircraft at this aerodrome.
If the plan was to fly the NDB timed procedure and the ountobund leg is limited to 180Knots then why was the aircraft not at 180 knots (and configured) prior to starting the leg?
Not only does it appear the aircraft proceed outbound on the procedure in excess of the maximum speed but the plan of reducing speed and configuring the aircraft while outbound plays havock with the timing does it not?
Therefore my biggest question is why was the flap problem not discovered prior to proceeding outbound?
That would at a minimum have permitted 1 or two more holds while speeds were re-calculated etc etc. What you have not even thought about is the missed approach - even if there is fuel left, can you comply with the missed approach speed requirements? No point in rushing the procedure and keeping some fuel for a missed approach that you can't fly.
If as per the scenario, the only option is to complete the outbound at 205 knots rather than the planned 180 then I would count that has having an effective tailwind of 25 knots (in no wind conditions) and adjust the timing accordingly.
----------
Originally Posted by 411A
Get a grip, Shaunny, it's not an emergency...it's an abnormal.
It would be some emergency if the aircraft ATC puts ahead blocks the runway.
Let me see, I am over a the only field that i can land at because I have no fuel to divert and I have a flap problem. I may not be able to execute a missed approach as published and the landing could result in an over-run
Unless I had enough fuel to hold while a disabled aircraft was removed then I want to own that runway and if necessary others are going to have to wait / divert. The words "Mayday" will give ATC a clear indication of why I am demanding that.