How does a 757 complete a 5.6 degree glide from 3,100' - Air Greenland BGBW
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Boeing says for the B757/767 "To avoid buffeting, use of speedbrakes with flaps greater than 5 should be avoided." (FCTM)
Flew into BGBW a few times on the 757 and as a previous poster noted, the procedure was to make a 360 overhead the end of the runway to lose altitude. If you were visual early enough, you could descend visually, fully configured, in the turn over the village (Brattahlid) and no 360 necessary obviously (just careful not to trigger GPWS).
Brattahlid was a viking settlement where Leifur Ericsson was born.
Most fun, though, was to make a visual for rwy 25 over the glacier.
Flew into BGBW a few times on the 757 and as a previous poster noted, the procedure was to make a 360 overhead the end of the runway to lose altitude. If you were visual early enough, you could descend visually, fully configured, in the turn over the village (Brattahlid) and no 360 necessary obviously (just careful not to trigger GPWS).
Brattahlid was a viking settlement where Leifur Ericsson was born.
Most fun, though, was to make a visual for rwy 25 over the glacier.
Last edited by PyroPet; 25th Aug 2016 at 11:58.
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"Apparently you can get a 787-800 in there
Flying over it yesterday and the FMC seems to think it could cope with the glide angle (but not the go around gradient). The Performace suggests that at 185,000 tons with a five knot tailwind Max Autobrake would stop you going off the end. Still suspect you would need speedbrake to prevent acceleration down the slope? "
If you really flew the 787 you would know its not a -800 and the FMC is only programmed with the relevant data from Jepps or Lido - just because its in the box doesn't mean you can fly it......
Flying over it yesterday and the FMC seems to think it could cope with the glide angle (but not the go around gradient). The Performace suggests that at 185,000 tons with a five knot tailwind Max Autobrake would stop you going off the end. Still suspect you would need speedbrake to prevent acceleration down the slope? "
If you really flew the 787 you would know its not a -800 and the FMC is only programmed with the relevant data from Jepps or Lido - just because its in the box doesn't mean you can fly it......
Of course, in the old days, pre-GPS, pre-RNAV, the procedure was a cloud break on the SIMIUTAQ beacon and a 25 NM crawl up the fjord, passing the beached fishing boat on the left, at the last turn (hopefully). If no shipwreck in sight, you were in the wrong fjord!!!
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"Apparently you can get a 787-800 in there
Flying over it yesterday and the FMC seems to think it could cope with the glide angle (but not the go around gradient). The Performace suggests that at 185,000 tons with a five knot tailwind Max Autobrake would stop you going off the end. Still suspect you would need speedbrake to prevent acceleration down the slope? "
If you really flew the 787 you would know its not a -800 and the FMC is only programmed with the relevant data from Jepps or Lido - just because its in the box doesn't mean you can fly it......
Flying over it yesterday and the FMC seems to think it could cope with the glide angle (but not the go around gradient). The Performace suggests that at 185,000 tons with a five knot tailwind Max Autobrake would stop you going off the end. Still suspect you would need speedbrake to prevent acceleration down the slope? "
If you really flew the 787 you would know its not a -800 and the FMC is only programmed with the relevant data from Jepps or Lido - just because its in the box doesn't mean you can fly it......
The FMC Does not include approaches Boeing deems can't be executed...and the onboard performance tool is totally representative of what can be achieved.
Transparency International
FMC databases are populated with airports ands procedures as requested by the operators ops-dept. It is rarely possible to omit only one specific procedure unless all procedures of that type are removed (based on my experience with Honeywell).
Anyway, why are you mixing 767/787 into a question about 757? The common typerating is no indication of common field performance.
Anyway, why are you mixing 767/787 into a question about 757? The common typerating is no indication of common field performance.
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FMC databases are populated with airports ands procedures as requested by the operators ops-dept. It is rarely possible to omit only one specific procedure unless all procedures of that type are removed (based on my experience with Honeywell).
Anyway, why are you mixing 767/787 into a question about 757? The common typerating is no indication of common field performance.
Anyway, why are you mixing 767/787 into a question about 757? The common typerating is no indication of common field performance.
I asked the question because as far as I know the 757 is the largest commercial aircraft ever to land at BGBW.....I am interested to know what procedures Air Greenland employed because for long periods of our transit it is often the only uncontained Fire option apart from the fairly cold sea. OK?
The Performace suggests that at 185,000 tons with a five knot tailwind Max Autobrake would stop you going off t
Transparency International
RMC, a colleague who flew Air Greenland 757 into UAK for many years tells me that
.
Technically there are 4 NDB apps into UAK. Category A-B with/without DME and category C with/without DME. All of them sports the following note as quoted from the AIP:
PM if you want a copy.
"even with a slight tailwind (ca. 5 kts) it was possible to make it on a straight-in to RWY 07 from MAPt"
Technically there are 4 NDB apps into UAK. Category A-B with/without DME and category C with/without DME. All of them sports the following note as quoted from the AIP:
For ACFT not able to follow the steep APCH
path (5.6°) from Decision Point to the RWY it is
recommended to descend towards the RWY,
and when overhead the THR carry out a 360°
left turn and intercept the final, as the weather
in this area can be observed from the airport.
Turn radius should not exceed 1nm. This
procedure may only be used during daylight
and within the civil twilight periods.
path (5.6°) from Decision Point to the RWY it is
recommended to descend towards the RWY,
and when overhead the THR carry out a 360°
left turn and intercept the final, as the weather
in this area can be observed from the airport.
Turn radius should not exceed 1nm. This
procedure may only be used during daylight
and within the civil twilight periods.
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RMC - Can you make a selection into the OPT to either enter approach angle or the specific approach that you are flying?
West coast - Why would the weight need editing?
West coast - Why would the weight need editing?
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