Brake To Vacate
Joined: Mar 2006
Posts: 1,115
Likes: 86
From: England
Brake to Vacate - Intelligent Assistance, IA
Peter H 
IA - Intelligent Assistance, not AI.
Intelligent from the users viewpoint and Assistance according to the situation.
Thus Brake to Vacate could be seen as Intelligent Assistance, if so then human intelligence is required to use it; to use all the resources available to manage safety - minimise the likelihood of harm.
IA - Intelligent Assistance, not AI.
Intelligent from the users viewpoint and Assistance according to the situation.
Thus Brake to Vacate could be seen as Intelligent Assistance, if so then human intelligence is required to use it; to use all the resources available to manage safety - minimise the likelihood of harm.
Joined: Jul 2006
Posts: 1,100
Likes: 111
From: Somewhere over the rainbow
We have a very junior captain; in fact it was his first flight after released who did not comply with the speed restrictions imposed by ATC on short final ( eg 160kt until 5 miles) and took too long to vacate the runway causing a 747 to go around. Obviously ATC reported the case and we got an email from our chief pilot to remind us to comply with ATC speed restrictions. It always amazed me when pilots fly so slow, fully configured by 2000 feet and blatantly disregard the speed imposed by ATC and vacate at 15kt or less on on a high speed taxiway.. Not professional at all and that guy learnt it the hard way.
Joined: May 2008
Posts: 171
Likes: 13
From: Sheffield
We have a very junior captain; in fact it was his first flight after released who did not comply with the speed restrictions imposed by ATC on short final ( eg 160kt until 5 miles) and took too long to vacate the runway causing a 747 to go around. Obviously ATC reported the case and we got an email from our chief pilot to remind us to comply with ATC speed restrictions. It always amazed me when pilots fly so slow, fully configured by 2000 feet and blatantly disregard the speed imposed by ATC and vacate at 15kt or less on on a high speed taxiway.. Not professional at all and that guy learnt it the hard way.
Joined: Jul 2006
Posts: 1,100
Likes: 111
From: Somewhere over the rainbow
We must be stabilised by 1000 feet. If using flaps 3 the VAPP is around 140 on A320 and 145/150 on A321 so it’s never a real issue while using flaps 3. I personally always use flaps 3 unless I need a lower VAPP to vacate earlier. We don’t operate on short runways. Flaps 3, you fly faster, better handling and burn less fuel. It’s a win for everyone. It’s never an issue for us to comply with any speed restrictions by ATC since as long we are within 20kt from VAPP target we are considered stabilised. In normal conditions ( no excessive tailwind shifting to headwind) we lose about 15kt per NM with gears and flaps full on the Baby bus.
In Hong Kong airport if your VAPP is less than 125kt you must advise ATC. Many airports also require minimum flaps setting for landing to expedite traffic flow. From my experience the faster you fly on final, the happier the ATC will be as long as you are not getting too close to the traffic ahead of you or affecting a potential departing traffic.
In Hong Kong airport if your VAPP is less than 125kt you must advise ATC. Many airports also require minimum flaps setting for landing to expedite traffic flow. From my experience the faster you fly on final, the happier the ATC will be as long as you are not getting too close to the traffic ahead of you or affecting a potential departing traffic.
Last edited by pineteam; 14th May 2025 at 16:39. Reason: Typo
