How to decide landing config?
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Good morning Cactus,
Yes indeed, we have been asked for 180kts by ATC - they gave as a speed restriction/reduction, they did not tell us to configure . . that was my point. Picky, I know.
As the person was asking when we configure and has less knowledge than most on here - it could have been interpreted as "Cactus select flap 1" - as the person is not a pilot.
Also I could be picky about 180kts being based on whether you are heavy, descending, level or light, straight or manouvring - but, not wanting to push a point right?
Yes indeed, we have been asked for 180kts by ATC - they gave as a speed restriction/reduction, they did not tell us to configure . . that was my point. Picky, I know.
As the person was asking when we configure and has less knowledge than most on here - it could have been interpreted as "Cactus select flap 1" - as the person is not a pilot.
Also I could be picky about 180kts being based on whether you are heavy, descending, level or light, straight or manouvring - but, not wanting to push a point right?
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Picky, I know.
Also I could be picky about 180kts being based on whether you are heavy, descending, level or light, straight or manouvring - but, not wanting to push a point right?
Last edited by de facto; 12th Jul 2013 at 07:48.
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You will know when to use CONF 3 or FULL and which autobrake by performing a landing performance calculation. As you become more experienced you will have a feel for it but should still perform a calculation to confirm.
Personally I would rather not do a CONF 3 on a steep approach. I also prefer CONF 3 to approach and land with.
Clearly outside of windshear conditions on an allowable runway it doesn't make sense to use a combination of CONF 3, MED autobrake and FULL reverse. Check your QRH for the different braking actions to see the credit you get per reverser used with different Config/ Autobrake combinations.
Other than that your OMs/ FCOM will have a prescriptive list as to when to use either config.
The best advice: ask your training department - I'm sure they'll be happy to go through it with you.
Personally I would rather not do a CONF 3 on a steep approach. I also prefer CONF 3 to approach and land with.
Clearly outside of windshear conditions on an allowable runway it doesn't make sense to use a combination of CONF 3, MED autobrake and FULL reverse. Check your QRH for the different braking actions to see the credit you get per reverser used with different Config/ Autobrake combinations.
Other than that your OMs/ FCOM will have a prescriptive list as to when to use either config.
The best advice: ask your training department - I'm sure they'll be happy to go through it with you.
Last edited by WhyByFlier; 12th Jul 2013 at 07:57.
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You must be on drugs or in serious need to get a holiday or another hobby
Last edited by Natstrackalpha; 12th Jul 2013 at 19:22.
