Gaining SEP Rating (CPL MEIR holder)
Join Date: Feb 2006
Location: London
Posts: 307
Likes: 0
Received 0 Likes
on
0 Posts
And flying schools probably train what gives the highest chances at a skill test pass... if they teach to do stuff too early, it is more likely driven by trying to reduce student workload on the approach (slow --> easy) than any alleged airline operation. But fully configured beacon outbound in an Arrow is silly, that thing cruises slower than its gear limiting speed... other than on the approach, you cannot be too fast in an Arrow.
For my private flying, I try to keep it simple after the FAF, so I aim to be fully configured there to avoid gear/flap changes on the glideslope - unless I am asked to fly faster on the final approach. No point in slowing down too early, it just costs time and money.
For my private flying, I try to keep it simple after the FAF, so I aim to be fully configured there to avoid gear/flap changes on the glideslope - unless I am asked to fly faster on the final approach. No point in slowing down too early, it just costs time and money.
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
You don't get a FAF on a ILS glideslope but I know what you mean.
ILS's your normally expect folk to do 210 then 180 on base and 160 to 4 in bigger things.
None precision is very dependent of the person flying it. Those with more capacity will do the same speeds others its better to get configured and do as you say run it in without unstabilising things. I am the same as you if we will be going down to near mins. Might as well get your hand loaded with all the high cards and your just going to have to do it again if you make a pigs ear of it.
ILS's your normally expect folk to do 210 then 180 on base and 160 to 4 in bigger things.
None precision is very dependent of the person flying it. Those with more capacity will do the same speeds others its better to get configured and do as you say run it in without unstabilising things. I am the same as you if we will be going down to near mins. Might as well get your hand loaded with all the high cards and your just going to have to do it again if you make a pigs ear of it.
Join Date: Feb 2006
Location: London
Posts: 307
Likes: 0
Received 0 Likes
on
0 Posts
You don't get a FAF on a ILS glideslope but I know what you mean.
but yes, for ILS I actually mean neither, but the GS intercept.Interesting that you use 160kt on final - that explains why Brussels wants us little'uns to maintain 160kt until the OM... which is good fun, but only if you have speedbrakes or can put the gear down at these speeds...
Last edited by Cobalt; 10th Jun 2012 at 20:30.
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
Those speeds are pretty standard to be honest.
If you have a look at most large airports they are in the AIP plates.
If you do those speeds you hardly ever get speed controlled.
160knts is our gear extension limit.
Its still FAF in ICAO and JAR speak as well its just you only get them for NPA's If you look at say a ILS only plate or a CAT II ILS plate you won't have the little star at the top of decent or somewhere else. That star when it is there is for the LOC approach.
If you have a look at most large airports they are in the AIP plates.
If you do those speeds you hardly ever get speed controlled.
160knts is our gear extension limit.
Its still FAF in ICAO and JAR speak as well its just you only get them for NPA's If you look at say a ILS only plate or a CAT II ILS plate you won't have the little star at the top of decent or somewhere else. That star when it is there is for the LOC approach.
Join Date: Feb 2006
Location: London
Posts: 307
Likes: 0
Received 0 Likes
on
0 Posts
The US use the term FAF for precision approaches as well, but they mark them with a little flash symbol [instead of the cross for the NPA, and other than Jepp which do not have that flash]. Their definition is that it is the GS intercept at the lowest published platform altitude for the approach.
And the only reason I remember this useless detail is that I did my JAR IR first and only ever used Jepp plates. For the FAA checkride some time later, I was examined on the FAA plates, and that was one of the things I did not know in the oral...
And the only reason I remember this useless detail is that I did my JAR IR first and only ever used Jepp plates. For the FAA checkride some time later, I was examined on the FAA plates, and that was one of the things I did not know in the oral...
never heard of it before.
