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Yes EASA requires a LDA calculation, that's a fact. That does not mean you can stop thinking once a number appears on your performance tool. I have seen this attitude many times when I working for an ACMI airline where 'ticking the boxes' was considered a priority over common sense.
To me it looks like CVividasku is addressing this rather than saying it's ok to ignore regulations. Good attitude if you ask me. |
Originally Posted by Track
(Post 11711587)
That does not mean you can stop thinking once a number appears on your performance tool.
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Why are so many of you discussing GS mini when GS mini is not really relevant in the question asked?
There is no GS-mini protection for a crosswind, GS-mini only looks at the headwind component, GS mini is irrelevant in this. What is relevant in answering the question is that the FCTM recommends to add a few knots in a gusty crosswind situation. Again, nothing to do with GS-mini. Wether or not I would pull selected speed to add this increment to Vapp to assist in a last minute gusty crosswind scenario is a whole other debate which I will stay away from, as it’s too much dependent on company culture and SOP. |
Originally Posted by PENKO
(Post 11712230)
Why are so many of you discussing GS mini when GS mini is not really relevant in the question asked?
There is no GS-mini protection for a crosswind, GS-mini only looks at the headwind component, GS mini is irrelevant in this. What is relevant in answering the question is that the FCTM recommends to add a few knots in a gusty crosswind situation. Again, nothing to do with GS-mini. Wether or not I would pull selected speed to add this increment to Vapp to assist in a last minute gusty crosswind scenario is a whole other debate which I will stay away from, as it’s too much dependent on company culture and SOP. |
Sel spd
A few reasons I've used selected speed is if Vapp is right on Vls. Otherwise G/S mini and ATC asking for minimum approach speed.
Not sure how much micro managing your company does (someone says you'll be in the office for selecting speed? Crazy). Anyhow managed speed is a great tool and awesome 99% of the time. But don't over think it if you want to do something different. You could always change Vapp in the box if heavier than GW, but on short final ask the PM to select a speed (or just fly a couple kts fast if a/thr is off). |
Originally Posted by CanadianAirbusPilot
(Post 11717117)
A few reasons I've used selected speed is if Vapp is right on Vls. Otherwise G/S mini and ATC asking for minimum approach speed.
Not sure how much micro managing your company does (someone says you'll be in the office for selecting speed? Crazy). Anyhow managed speed is a great tool and awesome 99% of the time. But don't over think it if you want to do something different. You could always change Vapp in the box if heavier than GW, but on short final ask the PM to select a speed (or just fly a couple kts fast if a/thr is off). |
Originally Posted by CanadianAirbusPilot
(Post 11717117)
A few reasons I've used selected speed is if Vapp is right on Vls. Otherwise G/S mini and ATC asking for minimum approach speed.
Not sure how much micro managing your company does (someone says you'll be in the office for selecting speed? Crazy). Anyhow managed speed is a great tool and awesome 99% of the time. But don't over think it if you want to do something different. You could always change Vapp in the box if heavier than GW, but on short final ask the PM to select a speed (or just fly a couple kts fast if a/thr is off). |
Originally Posted by CVividasku
(Post 11711103)
In my experience of 2000 hours until now,.
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