120.4
BA is obviously a culprit here.
757 - latest we can start slowing from 160 is 1500aal. So 160 to 4 never is adhered to I'm afraid. From our Flying Manual for "ATC Speed Controlled Approach":
It quotes "Typical LHR ATC app 180 to 6d, 160 to 4d" i.e. what we will be asked to do. It then says to achieve this:
@2000'aal - Gear Down, slow 160K. It says 2000'aal is 6d, but my maths says a bit over 6.5d. [No problem to slow to 160K earlier which is often requested]
It then says:
@1500'aal slow to Final App speed. It alleges this is at 4.5d, but again, my maths reckons nearer 5d.
It then points out that @4d (1300') we will be 150K or less.
We have to aim for (and if we fail to achieve - "consider a GA") App speed (may be as low as 120K), full flap, App power up at 1000'aal. In an E4 757, with Engine Anti Ice (read cloudy / rainy with TAT +10C or less) anything other than a screaming headwind, and a slow Final Speed (more speed to lose) this is all not possible, and the reduction from 160 must be earlier.
Suggest LHR and the BA ATC services man discuss what gives - the 160 to 4 rqmt, or our strict 1000' criteria. Don't blame me for that - it is a little OTT IMHO.
160 to 5 would be better - its what we actually do.
Why do we not tell ATC everytime? We've been doing it like this for a number of years... so can't see anything's changed.
Thanks for pointing it out - will make more of an effort to point out what we can and cannot achieve on the day.
NoD