Max descent gradient on final
Thread Starter
Joined: Nov 2002
Posts: 69
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From: Europe
Max descent gradient on final
If you are very high on a straight-in approach, and have to make the max descent gradient to be stabilized on short final, you need max drag (final-landing configuration), throttles idle, and then:
- Vmax for your configuration
- Vref (+ additives)
- Depend on the AC type
Thanks
- Vmax for your configuration
- Vref (+ additives)
- Depend on the AC type
Thanks
Last edited by Gryphon; 18th November 2002 at 11:15.
Joined: Mar 2000
Posts: 8,571
Likes: 3
From: Arizona USA
Generally, from a practical point of view, gear and flaps (full) and speed at the flap limit, throttles closed. Some types allow spoilers in this case, but beware, sometimes very large rates of descent can develop.
But a better idea is to plan ahead a little better, ATC cooperating, of course.
But a better idea is to plan ahead a little better, ATC cooperating, of course.
Joined: Dec 1999
Posts: 259
Likes: 0
From: delta.bc.canada
Generally in anything larger that the B737 the idea is not to start a 'large'+1000 fpm'close to the ground,under 1000'agl.
It's generally understood that in this situ'one should be considering the Overshoot.The B727 taught the industry to avoid the practice.Sometimes it's more beneficial(I not going to say prudent)to keep the power on(spooled) and take a higher airspeed(within reason)keeping in mind the extra runway required.
It's generally understood that in this situ'one should be considering the Overshoot.The B727 taught the industry to avoid the practice.Sometimes it's more beneficial(I not going to say prudent)to keep the power on(spooled) and take a higher airspeed(within reason)keeping in mind the extra runway required.
