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EASA Note: Subject: Adherence to Filed Flight Plans in European Airspace

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EASA Note: Subject: Adherence to Filed Flight Plans in European Airspace

Old 7th Jul 2019, 06:49
  #21 (permalink)  
Join Date: Dec 1999
Location: LHR/EGLL
Age: 40
Posts: 4,293
Yes, very true. The idea is to get airborne at the appropriate time (understanding uncertainties over winds) in order to minimise such speed changes.
Gonzo is offline  
Old 10th Jul 2019, 22:01
  #22 (permalink)  
Join Date: Feb 2006
Location: I Wish I Knew
Posts: 65
Would it be mean of me to suggest that the only way of making it possible to automate the system is to make it so rigidly rule based that there is no room for adaptability, and that removing the flexibility of the human controller is the only way to make the numbers stack up for the holy grail of automation to appear like a step forward?
Mad As A Mad Thing is offline  
Old 11th Jul 2019, 15:49
  #23 (permalink)  
Join Date: Aug 2007
Location: Sweden
Age: 33
Posts: 57
Originally Posted by balicab View Post
Could be a response to some operators policy of filing plans with non-realistic levels (let's say ryanair to london filed with fl240), and as soon as they exit approach, they request Fl360/380 and a direct??? That pretty much messes the entire nmoc / predictible flow idea.
Where do you get the idea that Ryanair files non-realistic levels? In your specific example I have been filed FL240 to London, but that was due to operating with a single air conditioning pack, which makes us restricted to maximum FL250. If not we are always filed close to the optimum level (usually FL360-380), or slightly lower if the upper sectors are saturated.
LMX is offline  

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