Late landing clearance at LHR
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410,
A few months after the 777-300 starting coming in we got an Operational Memo explaining that you like/require a slightly faster approach. I'd suggest just reinforcing this expectation by telling the approach controller as soon as possible after coming on frequency.
Flaps,
About the late clearance. I'd say that if you see the a/c ahead has cleared the runway but the r/t is blocked, leave it to the latest point at which you can safely carry out a go-around, then go around if no clearance has been given. Stating the obvious here, I know, but don't land without a clearance! I had one a/c proceed to land even after I had told it to go around. Lucky for him there was nothing else on the runway than the a/c vacating.
Gonzo
A few months after the 777-300 starting coming in we got an Operational Memo explaining that you like/require a slightly faster approach. I'd suggest just reinforcing this expectation by telling the approach controller as soon as possible after coming on frequency.
Flaps,
About the late clearance. I'd say that if you see the a/c ahead has cleared the runway but the r/t is blocked, leave it to the latest point at which you can safely carry out a go-around, then go around if no clearance has been given. Stating the obvious here, I know, but don't land without a clearance! I had one a/c proceed to land even after I had told it to go around. Lucky for him there was nothing else on the runway than the a/c vacating.
Gonzo
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Father Jack, I suspect that most of the 777s you're dealing with are -200s if the pilots are making the "180k to 8, 160k to 4" request of you, and no, I don't think they're trying you on. That's a comfortable profile for a -200, if just a little tight maintaining 160k to 4. (In Cat II/III conditions, ideally, they'd probably like to be back at ~140k by 6nm [and ~150k for a -300] to allow for a properly stabilised approach below 1500'.)
However, if it's a heavy -300, 170k to 6nm would be ideal (if you're wanting things kept tight), to save having to get the gear out too early with all the associated extra noise and unnecessary extra fuel burn. A -300, close to MLW, (as we usually are when landing at Heathrow), can't go much below ~167k without taking 30 flap, for which we have to have the gear down.
Hope this helps.
[This message has been edited by 410 (edited 27 April 2001).]
However, if it's a heavy -300, 170k to 6nm would be ideal (if you're wanting things kept tight), to save having to get the gear out too early with all the associated extra noise and unnecessary extra fuel burn. A -300, close to MLW, (as we usually are when landing at Heathrow), can't go much below ~167k without taking 30 flap, for which we have to have the gear down.
Hope this helps.
[This message has been edited by 410 (edited 27 April 2001).]
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Gul dukat,
Life is a little different down there. When the radar is not present and the radionavaids are out all you need is CAVOK and when it's dark, believe it or not, some lights. In this case I think he must have seen our lights so we continued on the INS to the field and descended to our minimum safe alt. When we overflew the field, still on the INS, we must have woken him up with the engine noise. He came on the radio and asked us what was up. When we explained him that we must have missed the field he came back with the magic words: "Oh I think I'll switch on the lights".
It worked.
Life is a little different down there. When the radar is not present and the radionavaids are out all you need is CAVOK and when it's dark, believe it or not, some lights. In this case I think he must have seen our lights so we continued on the INS to the field and descended to our minimum safe alt. When we overflew the field, still on the INS, we must have woken him up with the engine noise. He came on the radio and asked us what was up. When we explained him that we must have missed the field he came back with the magic words: "Oh I think I'll switch on the lights".
It worked.
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Thanx everybody for all the nice comments. Its nice to know that the crews out there appreciate the hard work that goes into squeezing every last bit of utilisation out of the runways!!!
If any of you ever fancy a visit so that you can see how much of a challenge it actually is, then feel free to email one of us and we can sort something out for you. We will be more than happy to plug you in with us on Ground so that you can see all the stuff we have to deal with as well as talking to aircraft.
If any of you ever fancy a visit so that you can see how much of a challenge it actually is, then feel free to email one of us and we can sort something out for you. We will be more than happy to plug you in with us on Ground so that you can see all the stuff we have to deal with as well as talking to aircraft.
