-Flycold..why not.???
Having A-320 rating on your licence is far from being a bad rating!.
-Alcatraz.:ok:

I do the same when I fly with an idiot on right hand seat.
Idiot= bad attitude or bad flying skills or bad knowledge or all of that.

Alka69,
explain, please.
HL

High qualified and experienced kids ... oops ... pilots
 

Kids, when you grow up you will understand the CDA isn't the QR policy. They don't care about fuel. Have you ever heard about anyone being called at the safety office due to waste fuel? while many pilots are being called there due to unstable approach. With this behave you will end up at safety office. I know you are high qualified and experienced kids ... ooops ... pilots. :E This is the reason QR chooses this criteria of burning fuel instead of unstable approach. Wake up!

synergie
 

retard on the RHS, idiot in the LHS... what a great place to work :E
I understand now why they ask you all those crazy questions during the interview :hmm:
Anyway, on your shiny bus or boring, the aircraft does the CDA alone even with a retard on the RHS and an idiot on the LHS :rolleyes:

Kijangnim
 

Your mind is so small that it is impossible for you to follow my thought.:mad:

Blacksteel7, it's time you woke up. CDA's are in fact QR policy - a very thorough QR document can be found on the subject on the QR portal under Training Documents.

Most European airports expect you to fly CDA's going into them now days. If you don't yet know your 3 x table and haven't worked out the relationship between track miles to run versus height above the ground, I suggest you peruse the QR document mentioned above.

CDA's in my opinion have nothing to do with saving money for the company; once you get airborne it's up to you to manage what to do with the fuel in your tanks. If you are happy burning it all at 2000ft for 15 miles, then who is the one with the small brain?

As for your argument about getting called to the safety office due to unstable approaches...the reason you get called in, is if you are unstable at 1000 and continue to land (like some pilots seem to think it's fine to do.)

If we want to progress as an airline maybe a bit of professionalism in the cockpit would be a good place to start.

NOT a true statement even in the Gulf!

So TRUE and CDA is one good option of saving fuel and like someone said, the modern toys can plan and execute a perfect CDA on their own, without considering ATC or altitude restrictions!
Having said that, if you aren't stable on an approach (after the commit altitude = usually < 1000ft AGL) we MUST execute a GA, and ... here we have just lost the opportunity the get the golden ORYX FUEL AWARD at the end of the year. I'm just kidding about the award but you got the message! Unstable app. not follow by a GA is pretty bad picture. This was one of the reasons why TK1951 'landed' short in AMS. Lessons identified.

Guys.. The thread subject is been driven away from JOINING to CDA.. May I suggest going back to it.

It is really great thread and thank you all for the information provided.

yes sorry mow ... read ace and practice wwyd interview with your mother-in-law!

"NOT a true statement even in the Gulf!"
 

Bundu, tosna, etc... leveled at FL 220 (from the southeast) and Sesna leveled at FL250 (from northwest). And finally "EXTRA FUEL FOR POSBL ARR CONGESTION". How can you talk about CDA. :eek:
Continuous Descent Approach starts ideally from Top of Descent. It is not from 2000' or Najma. In the Gulf the true statement is stepped approach. Halas.

-CDA is First of all a "NOISE ABATEMENT TECHNIQUE" ...(not a saving fuel technique,eventhough off course it save fuel,emissions..) and the FIRST purpose of it is to REDUCE NOISE level on arrivals and on ground.!I don't think they really care about noise here,as most of the approach is performed overhead the sea,unless they care about fish confort..
-CDA is pilot's job BUT also ATC job!(Not very efficient in a place like doha when the ATC guy/lady is overloaded,No STARS... ),slightly more efficient when they split the approach into two VHF frequencies, and the controller has more time to monitor your descent.

I know this is pointless discussion.

The objective of a CDA is to reduce aircraft noise, fuel burn and emissions.

Kijangnim

CDA is a flight procedure where the vertical profile of an arrival has been optimized, not to include "step downs" or intermediate level flight operations, so that it can flown from a high altitude in "idle" engine (low power) condition until a stabilization point to touch down on the runway, i.e. Standard Terminal Arrival (STAR) with an optimized vertical profile.
Or
Continuous Descent Approach (CDA):
An optimized approach procedure where the aircraft descends continually at idle thrust from cruise to landing.


This is quite different from The low-drag or delayed-flaps approach.
Now have you learned? :ok:

that's called an unstable approach :E

Why doing nice landings?? kiss landings are not mention in the SOPs, so I smash the plan each time I land :}

CDA :zzz:

A nice&good landing(From pilot's side) is not especially a kiss landing and vice&versa...thats why Kiss landing is not mentioned in SOP...:E

that's why I said nice! maybe too subtle for you :ugh:
nice/good landings :zzz: :zzz:

This company is losing millions a year on wasting fuel

Some of the flight plan block fuel figures are based on not dragging it in for the last 15 miles, so why do it. I'll tell you why, because they are scared and worried about being unstable and having to go around or being dragged in the office for an unstable approach. A bit sad I think, but that seems to be the way it is.

We got a memo a few weeks ago about using company property and how they wanted to stop wasting money and how it had to make a better profit ? and yet the one thing that is costing them millions is the wasted fuel by those who are quite happy to descend to platform level 25 miles out and drag it in, unbelievable

Assuming an APU consumption is around 150kg/hour,and the number of A/C we do have here,a simple gesture like connnectig the GPU as soon as the A/C is at the parking stand(so we can get rid of the APU straight..fuel,noise.. at least in winter when you don't need ACU), could SAVE TONS of fuel EVERYDAY in this airline!
So why they don't do it..IF they are concerned about fuel...
Does APU cycle(maintenance..) cost more than fuel consumption at the end of the day?:confused:

Who cares about saving fuel, is there any incentive, no so screw them. Plus i always try to burn more than flt plan fuel.

Acgenerator2..i think its time for you to take a beer in order to cool down a little,your generator is overheating..