DME arc??
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No. Typically they are part of a procedure, and so would be subject to those limits. I suspect that for most of them you want to be going fairly slow, since many of the ones you are likely to actually fly seem to be inside the Andes.
Bottums Up
No mandate in Aus, though individual procedures may have a speed limit (eg 24DME arc, south of YBCS on Hendo STAR - 210kias to minimise chance of GPWS alert).
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Have recently been looking into this myself and my interpretation is as follows - If the DME arc forms part of an initial approach procedure, PANS-OPS promulgates the acceptable speed range dependent on the category of aircraft that the procedure is designed for, or restricted to. (Cat C 160 to 240kts). While the procedure design does allow for winds aloft to affect the ground track, PANS-OPS also states that for this type of procedure, you only get the full 984ft (300m) of terrain clearance within 2.5nm of the DME arc centreline and so in some conditions, lower speeds may well be advised to remain within this area.
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Normal instrument approach speed limits (performance catagory specific) apply from the initial approach fix. If there is an arc before the IAF I am not aware of any limit on speed as long as you are within tracking tollerances.
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Read the question mansah;
As pointed out by Alteburger, a speed range is specified under PANS-OPS, based on the category of aircraft if the arc is part of a procedure, from the Initial Approach Fix. A local AIP may stipulate a speed different to PANS-OPS (usually slower), as in the one quoted by Capt Claret. A procedure design expert would explain why, but I suspect it is because the specific range of speeds already mentioned would not allow clearance from terrain due to radius of arc.
Nowhere, does ICAO specify a config, because every aeroplane is different. By stipulating a speed (or speed range) they allow the operator to select an appropriate config to comply with the speed restriction(s).
So Air Cowboy, what is your reference for
Perhaps a company restriction?
As an aside, the 160-240kts restiction for Category C aircraft (like the 737 and 757) is why the FMC descent speed defaults to 240kts below 10,000ft and not 250kts. You should hear some of the explainations I have heard for why it does that.............!
PP
does ICAO specify config to fly a dme arc or maybe even speed??
Nowhere, does ICAO specify a config, because every aeroplane is different. By stipulating a speed (or speed range) they allow the operator to select an appropriate config to comply with the speed restriction(s).
So Air Cowboy, what is your reference for
Latest revelation... minimum clean speed
As an aside, the 160-240kts restiction for Category C aircraft (like the 737 and 757) is why the FMC descent speed defaults to 240kts below 10,000ft and not 250kts. You should hear some of the explainations I have heard for why it does that.............!
PP
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Here’s a rather simple way to look at it.
First, imagine that you are conducting a right hand visual approach to runway 36. Your track on the downwind leg would be 180(with speed and configuration appropriate) and the track on the base leg would be 270 (again, with speed and configuration appropriate). When the aircraft is about 45 degrees to the runway, you make the turn to base, etc, etc. Simple enough.
Now, you are flying the DME arc to this same airport. At some point during this ARC procedure, you will be “Downwind” (This point may be a lead radial / distance to the ARC). Then, at some point you will be on “Base” during the ARC procedure. Configure the aircraft appropriately and all works just fine.
The real issue is that of “Situational Awareness”. All too often people get caught up in the ARC itself and loose the basics of “Where are we” in relation to the bigger picture.
Keep in mind where you are, and the ARC becomes as simple as the visual approach referenced above.
First, imagine that you are conducting a right hand visual approach to runway 36. Your track on the downwind leg would be 180(with speed and configuration appropriate) and the track on the base leg would be 270 (again, with speed and configuration appropriate). When the aircraft is about 45 degrees to the runway, you make the turn to base, etc, etc. Simple enough.
Now, you are flying the DME arc to this same airport. At some point during this ARC procedure, you will be “Downwind” (This point may be a lead radial / distance to the ARC). Then, at some point you will be on “Base” during the ARC procedure. Configure the aircraft appropriately and all works just fine.
The real issue is that of “Situational Awareness”. All too often people get caught up in the ARC itself and loose the basics of “Where are we” in relation to the bigger picture.
Keep in mind where you are, and the ARC becomes as simple as the visual approach referenced above.
Just a question n the minimum clean speed.
I agree that it makes more sense, however if the a/c is at min Clean speed and you bank hard to captue the inbound radial or the ILS then surely the margin above the stall is greatly reduced.
Would it therefore be better to fly Min Clean Speed +10kts or apply the first stage of flap before the final part of the arc.
Any guidance would be appreciated.
Some aircraft default to a lower speed due to the risk of birdstrike below FL100 or FL80. Could this be a reason?
I agree that it makes more sense, however if the a/c is at min Clean speed and you bank hard to captue the inbound radial or the ILS then surely the margin above the stall is greatly reduced.
Would it therefore be better to fly Min Clean Speed +10kts or apply the first stage of flap before the final part of the arc.
Any guidance would be appreciated.
Some aircraft default to a lower speed due to the risk of birdstrike below FL100 or FL80. Could this be a reason?
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i think that the speed depends on how far out the arc is. if you have 20+ NM to go then why fly slow. In the 737 i usually fly it at 250 if there is greater than 10nm final. that way it is a steady 5 - 10 degree bank all the way around.
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Pilot Pete
A DME arc is designed for terrain clearance and traffic flow. Speed is generally irrelevant, unless there is a possibility of GPWS activation due to rate of closure to rising terrain beneath the arc.
Alteburger:
Winds aloft vs. ground track are irrelevant when flying a DME arc - the arc is to be flown within tolerances. Making allowances for wind to achieve this is part of pilot skills.
My $0.20 worth.
A DME arc is designed for terrain clearance and traffic flow. Speed is generally irrelevant, unless there is a possibility of GPWS activation due to rate of closure to rising terrain beneath the arc.
Alteburger:
Winds aloft vs. ground track are irrelevant when flying a DME arc - the arc is to be flown within tolerances. Making allowances for wind to achieve this is part of pilot skills.
My $0.20 worth.
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Okay I'll bite. I have chewing on this for a week or more now and for some reason it does not compute. The B777, be it a -200 or a -300 uses the 240 kts below 10,000 on the FMS as well. Both of these are class D aircraft... so how do you figure the defaults for these aircraft? Just trying to make some logic of your earlier statement.