Descent rate - Class G
Thread Starter
Descent rate - Class G
After an incident in class G airspace recently, I ponder the question.... with no radar guidance/advice, what do you feel should logically be the greatest rate of descent (or climb for that matter) for any aircraft?
If there is a reg, whoops, I haven’t checked :-)
If there is a reg, whoops, I haven’t checked :-)
I'm not aware of the incident but the last thing we need is a rate of decent limit. Completley impractical for skydiving ops, and pretty impractical for all the high capacity jets and turbo props (especially the ones operating above 10000ft), and no doubt impractical for some others.
Airmanship suggests easing the ROD/ROC near crossing traffic you are aware of, but this is class G we are talking about.
The question should rather be focused on how appropriate class G is in a given area.
Airmanship suggests easing the ROD/ROC near crossing traffic you are aware of, but this is class G we are talking about.
The question should rather be focused on how appropriate class G is in a given area.
Thread Starter
What descent rate do skydiving aircraft get up to? I’m guessing turboprops would be much higher.
Thread Starter
Let me just say that the attached video above sums up the issue very nicely!
Perhaps not quite as quick in this case, but 100% relevant.
Perhaps not quite as quick in this case, but 100% relevant.
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A good rule of thumb is your altitude in fpm
So 10,000fpm at 10,000ft
5000fpm at 5000.
1000fmp at 1000 etc.
Some airlines have 5000fpm to 5000 etc, but with speed brake and a high IAS this is easily breached.
So 10,000fpm at 10,000ft
5000fpm at 5000.
1000fmp at 1000 etc.
Some airlines have 5000fpm to 5000 etc, but with speed brake and a high IAS this is easily breached.
Some airlines have 5000fpm to 5000 etc, but with speed brake and a high IAS this is easily breached.
Every tried an emergency descent
Got 10,000 fpm going into Glasgow and Gibraltar on trident 1s with reverse and brakes but my best was positioning a F100 into Fumicino were I saw 16,700 fpm before I chickened out..fair bit below VNE..recon 20,000 was attainable. Happy days when a captain was a captain and could fly an aircraft manually.
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Gobbo, I don't know what leadsled you fly, but that sounds ridiculous. First, you'd be doing 250KIAS max in G below 10, and I very much doubt you'd get anywhere near "easily breached" 5,000fpm even with full boards in an "airliner". Even I would be puckering at 5,000fpm below 10k, let alone approaching 5,000ft AGL.
The thread poster said class G with no mention of pressurised or unpresurized but no Airline machine is going to be doing a high ROD in that environment OCTA neither would a basic GA plane due comfort . There's lots to consider, EPGWS/TAWS etc. Normal Vnav's go down at approx 2500fpm and if programmed correct there's no need for an excessive ROD unless traffic or ATC restrict normal Ops. Airline SOP's also have restrictions during the last 1000 ft. Add in body angle etc there's really no need for it.
Capn Bloggs - In the baby Citation, we're normally 2-3000 but 4-5000 is needed occasionally and is no great drama - and that's at M.63 into 250. The bigger Citations, Lears, and airliners might be comfortable at double our FPM.
When you live....
Over 1000 fpm unpressurised, I find people start getting aware of their ears............Also instructors start sweating.
1000+ OK for seconds in a good sideslip to renovate an approach.
My planning figure is 500fpm for no good reason.
1000+ OK for seconds in a good sideslip to renovate an approach.
My planning figure is 500fpm for no good reason.
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500FPM for unpressurized piston twins (AC50/PA31/PA34) is easy on the ears and seems to keep me nicely in (or out, as required) the control steps and sets up for an easy approach, allowing time for speed management (gear/flap) and engine temps.
Pressurised piston ops (601P) are a little different, but still 1000-1500 is pretty good, the cabin can keep 500 or less at that speed, and still gives you plenty of options for speed control and doesn’t have you in the yellow arc when it’s bumpy.
Adding a ROD/ROC restriction would be a pain in the a$$ and add another consideration to your approach that isn’t really needed.
As for skydiving, isn’t it get down as quick as you think you can get away with without tearing the wings off‽??
Pressurised piston ops (601P) are a little different, but still 1000-1500 is pretty good, the cabin can keep 500 or less at that speed, and still gives you plenty of options for speed control and doesn’t have you in the yellow arc when it’s bumpy.
Adding a ROD/ROC restriction would be a pain in the a$$ and add another consideration to your approach that isn’t really needed.
As for skydiving, isn’t it get down as quick as you think you can get away with without tearing the wings off‽??
Bloggs, a bus will easily pull over 5000fpm with full boards at 250kts, especially if you’ve slowed for whatever reason, say to green dot, then wind it back to 250 and pull out the brake.
If you pull speed at 190kts with flap 2 and brake/open descent, it’ll do it too.
If you’re silly enough to be in expedite descent below 10 with 1/2 brake, you’ll be pulling 6-7000fpm.
If you pull speed at 190kts with flap 2 and brake/open descent, it’ll do it too.
If you’re silly enough to be in expedite descent below 10 with 1/2 brake, you’ll be pulling 6-7000fpm.
