Cleared high speed......
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Cleared high speed......
Ahhh those wonderful ATC words...no speed restrictions etc etc
Just wondering if any of you drivers out there have your own rules of thumb you use in a high speed descent and approach.
I'm not talking about the standard speed/descent profile with a reduction to 250kts below 10000'.........I'm talking about high speed all the way down to the point where you slow down and configure to land
Me personally...I'll start slowing the 757 down from 300kts about 12-15 miles and 2000' above the LOC G/S intercept, seems to work most times
Anyone else have their own techniques?
Just wondering if any of you drivers out there have your own rules of thumb you use in a high speed descent and approach.
I'm not talking about the standard speed/descent profile with a reduction to 250kts below 10000'.........I'm talking about high speed all the way down to the point where you slow down and configure to land
Me personally...I'll start slowing the 757 down from 300kts about 12-15 miles and 2000' above the LOC G/S intercept, seems to work most times
Anyone else have their own techniques?
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More importantly what do you do when you hit the birds at greater than 250kts. Turbulance is also a consideration.
What happens on the other occasions?
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We used to do 270kts to 5nm straight in, in the Brasilia
Good fun, and it looks all wrong from the cockpit. I don't think the pax appreciated too much though. Too much noise and an uncomfortable decel.
330kt to 10nm 2000' and join base leg works in the B73
Cheers,
Con
Good fun, and it looks all wrong from the cockpit. I don't think the pax appreciated too much though. Too much noise and an uncomfortable decel.
330kt to 10nm 2000' and join base leg works in the B73
Cheers,
Con
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Good papers to review when considering hi speed. http://www.birdstrikecanada.com/Papers.htm
Warning Toxic!
Disgusted of Tunbridge
Disgusted of Tunbridge
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I 'discourage' any flap at more than 15 miles unless ATC required- there is no excuse for it. Even on a 747 I practised that. If you stay below the profile, you can keep high speed until slow-up and on the slot. As an experiment once, we were doing just under 290 kts level at 10 miles in a 737-200, slowed up, gear then flaps, and dropped neatly down onto final approach hitting 1000' with the right config. Now SESMA watches you it's not so easy!
Now now you boat drivers, everybody knows you can stop on a dime with your rotating speedbrakes! We're talking about REAL aeroplanes here.
ATR: 240KIAS at 9nm on slope is no problem for a 717!
We're talking about REAL aeroplanes here.ATR: 240KIAS at 9nm on slope is no problem for a 717!
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250kts to 4nm is entirely possible in a 146 although not comfortable
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Wow ,a lot of brave pilots here...do you think the speed restriction bellow FL100 is mainly for ATC reasons?...well,you're wrong...the main reason are birds.
You should do a search,for ex for the 767 AA bird hit,at FL120,over CDG,or for the poor cpt who died after receiving a direct hit on his windshield,at high speed.
How much time you'll get if flying so fast,bellow FL100?
...10-20 sec? you'll risk a lot,maybe your life for so much?
I've had my share of birds,and I can tell you,at high speeds they are not something to mess about.
On the 767 that I've talked about,flying at around 300 kts,a bird managed to enter the cockpit dislocating part of the instrument panel,after entering through the radome.
So,think twice if you think you're flying with a tank...the aluminium sheet is so,so thin..
ContractCon: you are trying to tell that you're doing 330 kts ,untill 10 NM ,at 2000' in a 738,and then what? ..at this speed you'll barely manage 210 kts at 4NM (in level flight..mind you ,there is a ldg gear speed limit ,so..) A,ok ,330kts at 10NM,then a nice pass over the field,can be done,especially in the FS2004
You should do a search,for ex for the 767 AA bird hit,at FL120,over CDG,or for the poor cpt who died after receiving a direct hit on his windshield,at high speed.
How much time you'll get if flying so fast,bellow FL100?
...10-20 sec? you'll risk a lot,maybe your life for so much?I've had my share of birds,and I can tell you,at high speeds they are not something to mess about.
On the 767 that I've talked about,flying at around 300 kts,a bird managed to enter the cockpit dislocating part of the instrument panel,after entering through the radome.
So,think twice if you think you're flying with a tank...the aluminium sheet is so,so thin..
ContractCon: you are trying to tell that you're doing 330 kts ,untill 10 NM ,at 2000' in a 738,and then what? ..at this speed you'll barely manage 210 kts at 4NM (in level flight..mind you ,there is a ldg gear speed limit ,so..) A,ok ,330kts at 10NM,then a nice pass over the field,can be done,especially in the FS2004
The birds I tell you - watch for the bloody birds. One hit dead on the windscreen while doing an exhiliarating 300 knots plus at low level (below 10,000) and you will lose an eye at the very least and your whole head if its a BIG bird. It is simply not worth the thrill or the risk and the passengers won't go to your funeral - although their lawyers will. In any case you are saving very little time by keeping high speed below 10 when compared to 250 below 10. High speed below 10 is for thrill seekers and suckers.
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WWWwwwhhhhhhhheeeeeeeeeeeeee
And the forgetful and the late 
Argh WTF ok ok... Thrill Seekers
Must admit though.. I'm not brave just stoopid but <300Kts from 12-15 2000' above??? the Glide... Come off it.. is that with the Anchors out all the way down?
Argh WTF ok ok... Thrill Seekers Must admit though.. I'm not brave just stoopid but <300Kts from 12-15 2000' above??? the Glide... Come off it.. is that with the Anchors out all the way down?
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Weeeeeeeeeeee
Jeez guys, catchup. I do 110Kts in my 172 below 10,000. OK Truth, I get to 110Kts in a dive FROM 10,000! I must work on my straight and level!
I must work on my straight and level!
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You guys have Capatins beside you?
Man I love a useless conversation-who can be more stupid below F100.
Maybe you guys know better than the manufacturer/test pilot or are you just winding one another up and neither of you actually flies anything bigger than a Joystic on MS Sim.
Just curoious thats all.
My vew point, short term gain long term loss with that kind of stupidity.Remember ATC are trying to slot as many as they can ie making their life easier.Just because its on offer why are you hell bent on exceeding your type's limitation for the sake of 2 mins?
What ever happened to airmanship?
Man I love a useless conversation-who can be more stupid below F100.
Maybe you guys know better than the manufacturer/test pilot or are you just winding one another up and neither of you actually flies anything bigger than a Joystic on MS Sim.
Just curoious thats all.
My vew point, short term gain long term loss with that kind of stupidity.Remember ATC are trying to slot as many as they can ie making their life easier.Just because its on offer why are you hell bent on exceeding your type's limitation for the sake of 2 mins?
What ever happened to airmanship?
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mm, the most i've done is 300kts to 10nm at 1500ft on the 732, usually dropping the landing gear at 270kts with speedbrakes and at 210kts selecting flap 40 and lowering the speedbrakes in level flight results in a rapid deceleration and flaps going down on schedule, not very comfortable with passengers and you do have a bird strike issue too by flying low and fast, but on a 35min flight, going high speed below FL100 can mean a 5 min difference or more if you flew at a high speed cruise too...
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The real world
"Monarch 123, expect no delay, for sequencing make speed 300 kts through 5000'........ errrr director Monarch 123, unable due possibility of a bird strike"
Yeah right..... we hear this EVERY day, dont we ??????...........
Oh... almost forgot...
" Monarch 123, roger ..... enter the BNN hold, your now number 20 in approach sequence"
Yeah right..... we hear this EVERY day, dont we ??????...........
Oh... almost forgot...
" Monarch 123, roger ..... enter the BNN hold, your now number 20 in approach sequence"