High and Cleared for the Visual-WWYD?

Trip7

Well-Known Member
You're at 10,000ft 6 miles away from the airport(TDZE sea level) on downwind abeam the numbers and clean config at 180 knts. You've been cleared for the visual. With respect to your specific aircraft WWYD to get it down?
 
R

Roger, Roger

Guest
Scream in panic because we're 17 knots above Vne (C172).
 

B767Driver

New Member
You're at 10,000ft 6 miles away from the airport(TDZE sea level) on downwind abeam the numbers and clean config at 180 knts. You've been cleared for the visual. With respect to your specific aircraft WWYD to get it down?
Select flaps 20 with enough speedbrakes to establish a good descent rate that is still comfortable for the passengers.....extend the downwind......plan turning a 6 or 7 mile final.
 

Trip7

Well-Known Member
I know there's alot CR200 guys on here so they can chime in.

I would drop the gear, go flaps 30, power idle, full spoilers, and pitch down for about 160. Plan my base to set up about a 5-6 mile final and go flaps 45 as I'm turning final and slow to Ref
 

B767Driver

New Member
I probably would not extend the gear at 10,000'. I'd rather extend the pattern and wait until some lower altitude...a more normal landing "slot". It's just too much noise for the customers.
 

Gonzo

Well-Known Member
I probably would not extend the gear at 10,000'. I'd rather extend the pattern and wait until some lower altitude...a more normal landing "slot". It's just too much noise for the customers.
:yeahthat:

We have some CA's and FO's that will put the gear down at 250 to slow down and get down fast. I just look at them and ask if they know how much noise it makes.
 

ZapBrannigan

Old School
Configure for landing -- gear and landing flaps, slow to Vref plus 10 - 20, idle thrust until 1000-1500 agl then stabilized. Adjust pattern as necessary for rate of descent.

No spoilers necessary.
 

mtsu_av8er

Well-Known Member
Well, in the new plane, I'd type "Abeam the numbers on downwind, how can I get down?"

The reply from Mother would most likely be "Available Data insufficient". Or, "I'm sorry, I can't do that, Lloyd".
 

ppragman

FLIPY FLAPS!
Scream in panic because we're 17 knots above Vne (C172).
Pitch up because I'm only 5kts over Vne and simultaneously reduce power to 15". As I slow, as soon as I break 140kts, flaps ten, then 100kts flaps full. Once I hit 80kts I should already be well into the beginnings of a good descent, if I pull the power off all the way I could probably make a base turn at a spot that would put me at a 3 mile final. If you're heavy, the sled will fall at 2000-2500ft per nautical mile at 80kts. If you're heavy.
 

Bumblebee

Commodore
You're at 10,000ft 6 miles away from the airport(TDZE sea level) on downwind abeam the numbers and clean config at 180 knts. You've been cleared for the visual. With respect to your specific aircraft WWYD to get it down?
funny, as I pass SFO that's exactly how I'm set up, just in case they give it to me. It's flaps 15 and pwr idle as I call for the geardown before landing checklist, then flaps 25 and start the turn inside of the bridge, square it up nice and pretty and add power at 1500 . . . works great! (and it's fun!):rawk:
 

Derg

New Arizona, Il Duce/Warlord
Staff member
I probably would not extend the gear at 10,000'. I'd rather extend the pattern and wait until some lower altitude...a more normal landing "slot". It's just too much noise for the customers.
I was the Mad Dog King -- wasn't a visual that I couldn't throw out the slats and get it on speed, on glidepath and configured at 1000AFE.

These Boeings, to me, descend like dirigibles.
 

B767Driver

New Member
I was the Mad Dog King -- wasn't a visual that I couldn't throw out the slats and get it on speed, on glidepath and configured at 1000AFE.

These Boeings, to me, descend like dirigibles.
The 'Dog was a great airplane to handfly below 10K. Seems to me that I remember being 250kias on ten mile final and you could be comfortably and safely configured by 1000'.

These Boeings are too clean...just won't slow down...especially the 757.
 

AMH

Well-Known Member
I know there's alot CR200 guys on here so they can chime in.

I would drop the gear, go flaps 30, power idle, full spoilers, and pitch down for about 160. Plan my base to set up about a 5-6 mile final and go flaps 45 as I'm turning final and slow to Ref

This happens all the time in ATL when they surprise you with a visual and short approach. Most guys use flaps at 20 and full boards. If autopilots still flying select speed mode and it'll come down around 3500 fpm. Once you're low enough turn inbound and gear/flaps 30 at the marker or if it's short approach when turning base.
 

Keefe Overby

Well-Known Member
since im still a student pilot flying little planes i would do a forward slip ALL the way down,and tell every one,HOLD ON WERE GOING DOWN!!!!!!LOL!!!oh yeah 180 is fun in the Bellanca,(did IT!)
 

Trip7

Well-Known Member
This happens all the time in ATL when they surprise you with a visual and short approach. Most guys use flaps at 20 and full boards. If autopilots still flying select speed mode and it'll come down around 3500 fpm. Once you're low enough turn inbound and gear/flaps 30 at the marker or if it's short approach when turning base.
Yeah that sounds even better.
 

Derg

New Arizona, Il Duce/Warlord
Staff member
The 'Dog was a great airplane to handfly below 10K. Seems to me that I remember being 250kias on ten mile final and you could be comfortably and safely configured by 1000'.

These Boeings are too clean...just won't slow down...especially the 757.
I remember my last leg on IOE on the 75, coming up from MCO at ATL, 6000 (I can't remember as I've only flown in ATL once in two years) abeam the numbers on downwind, then approach clears us for the visual and requests a short approach.

I looked over at Hop, the check pilot and said, "Help! How? :)"

Mad dog's a piece of cake: "Bring 'em straight out to 11", dive dive dive! :)

But to people who haven't flown both aircraft, the flap/slat philosophies are different. On the Douglas equipment, flaps are drag & high lift devices. Need to get down? Start dirtying up.

On the 757/767, flaps are thought of as "high lift" devices, used to decrease manuevering speed when flying slow and really shouldn't be thought of as drag devices like the Douglas.

I'd better go back and re-read that as I think I confused myself.
 

Nick

Well-Known Member
Spot On

Well, in the new plane, I'd type "Abeam the numbers on downwind, how can I get down?"

The reply from Mother would most likely be "Available Data insufficient". Or, "I'm sorry, I can't do that, Lloyd".


RESET ALT SEL?
 
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