nope, next and last LCY of the month (though still 2 reserve days to sit) will be on Monday 20th in the morning.

Anyway, I'm sure our coffee tastes better :D :D :cool:
(Yeah, I know, it is thanks to the accompanying chocolate ;) )

I can't blame you for thinking that; you probably never tasted our coffee with belgian choclates?????????

But your meals are mostlikely much better since we don't get any....even on a 6 sector day they are trying to stuff (or is it stiff) us with leftovers. and there aren't any!!!!

we'll stop complaining and order crewmeals next time!

But before all that it's sweat box time tomorow.

I'll be around on Thursday morning, about 0815Z. Only for an hour though! Look for the scruffy BE 146...

By the way, it's a good idea to visit the tower around Christmas, that way you get to munch VLM choccies for free... :D

Hi RD

Interesting idea regrading the Dash 8! Aren't you 146 chaps airframe limited to 250Kts below FL80? :D

It probably is fair to say that many of the TMA controllers do feel harrassed and probably they sometimes just have to do what works rather than the ideal. Seriously, why not come and have a look around; I am sure you would find it very interesting and your company is bound to give you time in lieu and expenses :D :D

A fokker 100 can be done at London City. I had to go from Amsterdam to Stansted but because of traffic we had to go to London city. KLM UK operates with especially F100 from Holland. But when we landed at City he had to hit the brakes, no good feeling :eek: ! So it can be done

Cheers BA-2 :)

Little correction ;) Not a F100 but a F70.

NO doubt about it because the 100 is not certified for LCY. with special F100 they ment ;"it shrunk in the laundry and it only fits 70 pax now"

Pointer is correct. No F100 movements at LCY, I believe.

09L, I'd love to visit, trouble is I live in Scotland! That means going to see 10W's lot, not a pleasant thought!!! ;)

Yes, we are limited to 250kts below FL080, but then show me the Dash that can do 250 kts at ANY time!!! :D :D :D

We're only 7kts shy of 250kts, and extremely speed-flexible all the way down the slope to satisfy ATC demands, as indeed are most t/props.

7 knots shy? Only at Vne, methinks!!!

Seriously though, how long can you maintain 243 kts in the Dash before you need to start slowing down? The 146 has that great airbrake, but you guys have those great big props (best brakes in the business).

I'm sure you are more speed-flexible on the ILS too. Do you find the Dash slows down well once into the final approach?

Just interested, not wanting a battle!! ;)

I can't actually find a Vne speed in the book, and I remember asking the same during type training. What is published is a Vmo speed of 243kts, (300) with a note that states this must not be exceeded unless for authorised flight testing/pilot training, so it must go faster without the wings falling off.

Although I miss the F27, the DHC wins hands down when it comes to simultaneously coming down and slowing down. Our SOPs state that 1200 rpm must be used for take off and landing, but for most other phases of flight we bring the rpm back to 900rpm to make things quieter. This is where the flexibility comes from, because if you're high and fast on an approach, bringing the rpm up to 1200 and the power levers back to flight idle makes the thing literally stop on a sixpence, although you would have to be very fast to go to this extreme.

Straight & level is generally 210kts, but in theory, if you could maintain a continuous descent and straight-in approach, I suppose you could keep it at 243kts to about 3-4nm and still get in, :eek: but I suspect the flaps may still be travelling over the threshold. Anybody ever done this out there?

Long enough for a one airport chit - chat not particularly related to Tech, I think. Feel free to start again in Questions" :)