Hi Tower, I dont believe it, I know it. Its published as the procedure and I use it every departure and arrival between the published times. It was on trial for the last 12 months and has been included as standard, CDA from 20nm BEL with given start altitude and radar vectors.
A Continuous Descent approach for those unaware requires a rate of descent equating to around 300 feet per nautical mile thus when added to the final approach fix altitude would give 6000 ft at Bangor to start the descent. If you are still unbelieving try reading the AIP (freely available but extracted here for you):
UK AIP
BELFAST ALDERGROVE AD 2-EGAA-1 - 9
EGAA AD 2.21 — NOISE ABATEMENT PROCEDURES
1. General a. Pilots must comply with the procedure detailed below and in particular with reference to speed control. b. The Continuous Descent Arrival procedure provides pilots with the ATC assistance necessary for them to achieve a continuous descent during
intermediate and final approach, at speeds which require minimum use of flap. The procedure is designed to minimise noise disturbance and fuel consumption during the approach phase.
2. Arrivals a. Unless there are valid reasons, the Continuous Descent Arrival procedure is to be employed for all approaches by IFR aircraft to all runways
between 2200-0700 (local). b. Headings and Flight Levels/Altitudes to leave the holding facility will be passed by ATC. When holding is not necessary, radar vectors may be given prior to the aircraft reaching the holding pattern and descent clearance will include an estimate of track distance to touchdown. c. Further distance information will be given between initial descent clearance and intercept headings to the ILS. On reciept of descent clearance the pilot will descend at the rate he judges will be best suited to the achievement of continuous descent, the object being to join the glidepath at the appropriate height for the distance without recourse to level flight.
d. Pilots should typically expect the following speed restrictions to be enforced: i. 220 kt from the holding facility (or if holding is not required, 220 kt by 20 nm from touchdown) during intermediate approach phase; ii. 180 kt on base leg/closing heading to the ILS; iii. Between 180 kt and 160 kt when first established on the ILS, and thereafter 160 kt to 4 DME.
e. These speeds are applied for ATC separation purposes and are mandatory. In the event of a new (non-speed related) ATC clearance being issued (eg: an instruction to descend on ILS), pilots are not absolved from a requirement to maintain a previously allocated speed. All speed restrictions are to be flown as accurately as possible. Aircraft unable to conform to these speeds should inform ATC and state what speeds will be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasable within their own operational constraints, advising ATC if circumstances necessitate a change of speed for aircraft performance reasons.
f. The term ‘No ATC Speed Restriction’ does not absolve a pilot from flying in accordance with the speeds stated in paragraph d.
3. Departures a. During the hours of 2200-0700 (local), all departures with a MTOW greater than 5700 kg, will climb on the runway track to 2000 ft ALT before
commencing any turn, thereafter as per ATC clearance..
11 Mar 10
And for the sake of completeness, for the uninitiated wishing to know more see
here
