Bugging up Vref?
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Join Date: Oct 2009
Location: Dallas
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Bugging up Vref?
Dear Forum:
Would appreciate inputs and opinions on pros and cons of increasing Vref on approach when flying with steady headwind (no cross wind and no gusts).
Recently, the First Officer I was flying with, made the case for the need of increasing the Vref speed by 15 Kts as we were flying an approach to RNW 34 with a reported wind of 340/15. His argument was that by doing so we would compensate for the loss of ground speed, and basically there was no downside as the runway was long and surface conditions were dry.
I do not agree with this operating philosophy, but I am no "astronaut" so I welcome everyone's ideas.
Thanks for participating.
ANA
Would appreciate inputs and opinions on pros and cons of increasing Vref on approach when flying with steady headwind (no cross wind and no gusts).
Recently, the First Officer I was flying with, made the case for the need of increasing the Vref speed by 15 Kts as we were flying an approach to RNW 34 with a reported wind of 340/15. His argument was that by doing so we would compensate for the loss of ground speed, and basically there was no downside as the runway was long and surface conditions were dry.
I do not agree with this operating philosophy, but I am no "astronaut" so I welcome everyone's ideas.
Thanks for participating.
ANA
Join Date: May 2009
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So its +5 in calm conditions and half the wind speed when windy, so in 20kts you plus 10, in gusty conditions say 15 gusting 30 you would plus 30???? What a load of c**p. Maybe specify type.
Join Date: Sep 2009
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Well i think half the wind is ok .. but about me i use less than half the wind speed a lil bit
for example if the wind reported on runway 24 300/15 G 20 i might increase 6 or 7 Maximum KTS ,
for example if the wind reported on runway 24 300/15 G 20 i might increase 6 or 7 Maximum KTS ,
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Would appreciate inputs and opinions on pros and cons of increasing Vref on approach when flying with steady headwind (no cross wind and no gusts).
Recently, the First Officer I was flying with, made the case for the need of increasing the Vref speed by 15 Kts as we were flying an approach to RNW 34 with a reported wind of 340/15. His argument was that by doing so we would compensate for the loss of ground speed, and basically there was no downside as the runway was long and surface conditions were dry.
I do not agree with this operating philosophy, but I am no "astronaut" so I welcome everyone's ideas.
Recently, the First Officer I was flying with, made the case for the need of increasing the Vref speed by 15 Kts as we were flying an approach to RNW 34 with a reported wind of 340/15. His argument was that by doing so we would compensate for the loss of ground speed, and basically there was no downside as the runway was long and surface conditions were dry.
I do not agree with this operating philosophy, but I am no "astronaut" so I welcome everyone's ideas.
FWIW, I believe Vref does NOT change -- your "bug speed" (the actual approach speed) is what changes.
Where the controlling documents give you a choice, blindly increasing the Vref additive will cause you to use more runway and more brakes and more fuel, and to make more noise. All that will NOT in any increase the "safety" of the operation, because safety factors have already been considered when Vref is calculated and additives applied as written.
