DME arc??
Join Date: Jan 2005
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Flew into LFMN / NCE yesterday. Noted the 'Saleya' Circling procedure with prescribed tracks for 22L/R utilizes a 20 DME arc from the AZR VOR. It expects you to be at MAX 200KIAS and 4000' upon completion of the arc. This is around Min Clean on the 737-800.
Again another destination that I have been to recently (EGCN / DSA) utilizes a 12D arc to established onto the LOC for the ILS. No speed guidance issued on the plate. So practice standard speeds when applicable or permitted.
220KIAS at the IAF and 180KIAS on base. So I'm flying between these speeds. Always seems to work.
Again another destination that I have been to recently (EGCN / DSA) utilizes a 12D arc to established onto the LOC for the ILS. No speed guidance issued on the plate. So practice standard speeds when applicable or permitted.
220KIAS at the IAF and 180KIAS on base. So I'm flying between these speeds. Always seems to work.
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I am not aware of any regulation that specifies speed limits for DME arc procedures as such, but clearly there may be restrictions in place for some specific approaches, and of course there is the 250 kt limit below FL100 for traffic not granted "high speed."
As much as I hate to do it, on this occassion I have to agree with 411A. If the arc is more than say 10 nm, and asuming high speed has been approved if below FL100, 300 kts does actually work like a charm. The bank angle is not as much as one might imaginge, but it is sufficient to assist adequate de-accelaration for config changes in the latter stages of an arc that intercepts the final approach course.
As an aside, although I agree with the genaral concept of SOP's, and the practice of flying "by numbers," I do sometimes wonder if the art of "airmanship" is being diluted as a result of them.
As much as I hate to do it, on this occassion I have to agree with 411A. If the arc is more than say 10 nm, and asuming high speed has been approved if below FL100, 300 kts does actually work like a charm. The bank angle is not as much as one might imaginge, but it is sufficient to assist adequate de-accelaration for config changes in the latter stages of an arc that intercepts the final approach course.
As an aside, although I agree with the genaral concept of SOP's, and the practice of flying "by numbers," I do sometimes wonder if the art of "airmanship" is being diluted as a result of them.
I agree with Fullyspooled. While there isn't any rule about speed on all arcs there may very well be a speed limit on the place where you have to fly one or at least good airmanship may limit the speed you would want to fly.
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Most of the DME ARCS here in the US are within 10 miles of so of the FAF and the point where you would intercept the ARC at the IAF would dictate that you be down around flaps 5 in a B777, and somewhere roughly around 180Kts. If your going to be doing a VNAV approach with this ARC transition you need to get some flaps out for the "on approach logic" to kick in. I don't how anyone would do this approach maneuver clean, much less at 250kts?
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What Alteburger said. There are designed speed limits for the charted procedures if it complies with Pans Ops procedures.
Speed is specified in the Pan Ops criteria for the category of aircraft. Required max speeds are defined by the approach point ie initial approach etc.
There is a wealth of info on the jeppesen site regarding this stuff and more.
General Aviation IFR Chart Clinic - Jeppesen Supplies and look under the chart clinic reprints.
Speed is specified in the Pan Ops criteria for the category of aircraft. Required max speeds are defined by the approach point ie initial approach etc.
There is a wealth of info on the jeppesen site regarding this stuff and more.
General Aviation IFR Chart Clinic - Jeppesen Supplies and look under the chart clinic reprints.
