how is airspeed reduced if no speed control instructions from controller?
 

hye, when descending from crusing level , how is airspeed reduced if no speed control instructions from controller? is KIAS or throttle level kept constant during descending?

We balance rate of descent and throttle position to stay about 2-3knots below the overspeed alarm.

2-3 knots? Pah! Why so slow? You could easily go 1-2 knots faster!

Yeah, I know that's pretty girls-blouse wimpy, but on the C525s there is no "barber pole" to warn if the buzzer is about to go off - it just blares suddenly and wakes the boss up!

Climb .80 , cruise .80 and descend at .80 , start reducing speed at about 12500 ft to ensure 250 knots at 10,000.

With a 2.7 degree descent angle this works out perfectly.

Isnt this a bit fast? We do .75:O

What do you understand in this part of the world by the words, "high speed approved", or "maintain high speed"?

Mutt

2.7

Why so shallow?

3.7 is more of an airliner profile airbi and similar

In our type (C56X) a descent with 2000/2500 fpm and maximum speed usually works fine.
At about 9000 ft we reduce to 250 (260 knots plane limitation at 8000 ft), with passengers on board we aim to be at 200 knots at about glide interception, and where passenger comfort is not a priority (ferry?) and if requested by ATC to maintain high speed we can maintain 250 until 6/7 nm on final.
Not personally a big fan of this super high speed approach but can be done.

@ mutt. "Isnt this a bit fast? We do .75"

Some if us descend at .83/320KIAS.

Yea but your wing is 16 feet longer :):) and your max speed is 4 KIAS faster :)

Mutt

I quite like the sound of the o/spd alarm on the LR35.. :O

Mutt, when leaving Jeddah, I like to do it as fast as possible :)

I use .75 when climbing between JED-RUH or else we tend to get held down in the mid thirties.

When given cleared high speed, I transition to 300 until asked to slow down or until it becomes too bumpy, or we need to slow down, so as to be 220 at LOC intercept, unless instructed otherwise. ATC has thanked us a few times for flying this profile so I guess we are ok??

Have a feeling I am about to get schooled here, but by you, no problem :ok:

Why 2.7% - we have found that it allows a nearly idle thrust descent without the use of speed brakes. Our principle doesn't like speed brakes being used. It just works for hitting numbers and speeds without being forced to work too hard. Plus I find that when we set anything over a three degree slope we never actually reach calculated top of descent before ATC descends us.

Cheers

How do you know? You´re not supposed to hear it! :} :) :ok:

2.7 is very popular
 

many of the FMS procedures do not work very well in G550 at 3.0.....not quite enough margin before the POWER anuc, and loss of auto speed looms.....set 2.7....

true on G450 too, often set at 2.5 there, same logic...

certainly not FLC at TOD, and 4-5000 fpm downards......

glf

I was taught flying jets by a guy (maybe the same one who taught you) who used to pull the circuit breaker of the overspeed warning and fly flat out until past the outer maker... Probably can't do that in a Lear because it will go supersonic :) But really: If you want to fly slowly, take a Cessna 152.

What next, probably or rather most likely the same little dude... :ok:

I remember the face of the predecessor of said guy as a DO when they flew an approach into your home base with said CB tripped and loads of thunderstorms and turbulence around. He really looked troubled...

Every time you do a rotary test :E and a few times when your not being attentive ;) Well in my bird anyway! Overspeed? dont massage my birds ego too much :E Slowtation!!! but in reality she easely busts it as do they all in the lower levels.

Pace

I totally agree, unfortunately I'm usually flying with some 500 hour wonder that likes to climb at GD and for the slightest turbulence will try to reduce speed to .76. :ugh::ugh:, impossible to teach them anything about jet operations, they already know it all.:mad:

In this part the world (somewhere near the ALPS) a well thought out and planned descent goes down the tubes when your told to descend 200nm before TOD.
Then it's fifty frequency changes of "slow down", "speed up", slow down", "Speed up" to a final cap of "if you dont speed up down the Glide I am going to ban you from our airspace", trying to softy place your noise around the bell triggers.

Just before planting your rubber to the asphalt the principle wants to know why the scenic tour of rocks and snow was conducted at anal clenching (his words) height (he prefers some couple of thousands more, seeing he invested in something that can fly some 30000ft higher).


(story was given a slightly humours effect to those who want to start bashing)

Quote
Probably can't do that in a Lear because it will go supersonic

Yes on 35's 25,s 24,s it would go supersonic about 5 seconds after the wings came off. In the late 60's early 70's a lot of lears crashed in the USA and very soon the investigators would go straght to the remains o the CB panel to see if the overspeed and mach CB's had ben pulled. Invariably yes. The straight wing lears had a nasty habit of tucking at about M .85, that is why the CAA reduced the MMO a tad.
Your Kapitan CB puller must have been ex Luftwaffer so he would have had permission to be a prat