brianh
6th Oct 2005, 02:31
As a non-ATC, involved in examining some airspace proposals, I would value your comments on the approach profiles of the newer generation jets.
The case in questions is as follows: -
"The raising of the step from A075 to A085 at 30 DME north has resulted in the inability of high performance jet aircraft to conduct a continuous decent approach straight in RWYXX.
The aircraft most affected are the new generation B737-800, A330 and A320 aircraft which cannot operate to the aircraft's normal descent profile, while other aircraft including the B767 and B747 are all affected to some degree.
'New generation' aircraft require careful energy management by the pilot to arrive at the appropriate point in space at a speed at which final approach can commenced. Reasons for this include the minimal drag created by the aircraft and the design of the software contained in the aircraft's Flight Management and Auto-flight systems."
It seems to me that this case has significant flow on implications if accepted at face value. What is implicit is that the 30 Nm/8500 feet existing equals the 2.82 degree ILS glideslope therefore we are suggesting that the 737 and A320/330 have difficulty managing the glideslope profile between 30Nm and whenever they stabilise for the ILS.
Are any ATC coming across this situation?
The case in questions is as follows: -
"The raising of the step from A075 to A085 at 30 DME north has resulted in the inability of high performance jet aircraft to conduct a continuous decent approach straight in RWYXX.
The aircraft most affected are the new generation B737-800, A330 and A320 aircraft which cannot operate to the aircraft's normal descent profile, while other aircraft including the B767 and B747 are all affected to some degree.
'New generation' aircraft require careful energy management by the pilot to arrive at the appropriate point in space at a speed at which final approach can commenced. Reasons for this include the minimal drag created by the aircraft and the design of the software contained in the aircraft's Flight Management and Auto-flight systems."
It seems to me that this case has significant flow on implications if accepted at face value. What is implicit is that the 30 Nm/8500 feet existing equals the 2.82 degree ILS glideslope therefore we are suggesting that the 737 and A320/330 have difficulty managing the glideslope profile between 30Nm and whenever they stabilise for the ILS.
Are any ATC coming across this situation?