preferred speed down final

[msmspilot]

I learned long ago not to always put the jets in front of a turboprop. Inside of 20 miles all the King Airs, 1900s, PC12s, are outrunning the commercial jet traffic. Too bad a lot of other controllers think a jet will always be number 1.

Even a lowly 210 can do that. EVERY SINGLE MORNING I'd be running into the airport with FedEx the same time out (occurring to Center). Every morning (assuming VFR) I'd cancel and be tied down on the ramp unloaded before FedEx touched down. The controllers never seemed to figure it out.

 

[BEEF SUPREME]

Dassault says to maintain ref from FAF to touchdown. LOL. It's like 114 knots 95% of our trips in the Falcon 900. Good thing we never went into anywhere major. Really. Or at least that often.


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[NovemberEcho]

Inside the FAF that's not a big deal. I was more curious about between the IAF and FAF.

 

[ajmezz]

Dassault says to maintain ref from FAF to touchdown. LOL. It's like 114 knots 95% of our trips in the Falcon 900. Good thing we never went into anywhere major. Really. Or at least that often.


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Yeah all the private jets I deal with always want to come screaming in down to the numbers. Makes it quite interesting sequencing with foreign trainers.

 

[bike21]

Inside the FAF that's not a big deal. I was more curious about between the IAF and FAF.

180 give or take for me. Depends how far out the IAF is. Also since we get paid by the minute I'm generally not in a rush.

 

[woodreau]

I learned long ago not to always put the jets in front of a turboprop. Inside of 20 miles all the King Airs, 1900s, PC12s, are outrunning the commercial jet traffic. Too bad a lot of other controllers think a jet will always be number 1.

I remember one day we were at the marker following Southwest to land and tower told us he was showing a 120 knot overtake with southwest being just 3 miles ahead but he let us keep our speed because southwest was going around shortly.

So speeds I'm comfortable flying while descending on a 3 degree glide path (in my very limited experience)

B1900 248kts to 1200ft AGL
CRJ-700 230kts to 1600ft AGL
EMB-145 250kts to 1800ft AGL
A319/A320 180kts to 1800ft AGL
A321 200kts to 1800ft AGL

 

[Stinger]

B1900 248kts to 1200ft AGL

B190 and BE99...I've seen both do some crazy things. Basically max speed until a 2-3 mile final is normal. Runway change at a mile final...not a problem. S-turns, square base, short approach direct the numbers, they'll do anything I need.

 

[amorris311]

B190 and BE99...I've seen both do some crazy things. Basically max speed until a 2-3 mile final is normal. Runway change at a mile final...not a problem. S-turns, square base, short approach direct the numbers, they'll do anything I need.

The beauty of a straight wing turboprop.

 

[FM_Weasel]

B190 and BE99...I've seen both do some crazy things. Basically max speed until a 2-3 mile final is normal. Runway change at a mile final...not a problem. S-turns, square base, short approach direct the numbers, they'll do anything I need.

That LabQuest Phenom likes to scream in until 2 mile final, also.

 

[TUCKnTRUCK]

Given that we only do the same 45 min flight, I like to mix it up and keep the controller guessing. One day I'll be ref+10 at 10dme, the next I'll be going around because I couldn't get it slowed in time.

 

[dhood84]

Depends on the airport we are going in with the Phenom. Podunk airport we are 120 to 500AGL then slowing to REF. SFO or comparable we are whatever they ask for or 200kts + down final till our 1000 / 500 call to meet "stable".

Derek

 

[Autothrust Blue]

180 give or take for me. Depends how far out the IAF is. Also since we get paid by the minute I'm generally not in a rush.

Vfo8/20.

lolomgwtf

 

[Stinger]

That LabQuest Phenom likes to scream in until 2 mile final, also.

Has he told you that you sound familiar yet?

 

[FM_Weasel]

Has he told you that you sound familiar yet?

No, I don't expect he'd recognize me.

 

[CFI A&P]

170-180 to the FAF was not fun the Citation, because of the gear horn around 170. Every time we were given that speed restriction, the other pilot would jokingly say "They must be typed and know about the gear horn."

In one of the other airplanes, it is a navigational hazard and always told "best forward speed".

 

[Cessnaflyer]

Put the props full forward on the dash made it slow quicker than full reverse! I loved that little beast!

 

[Autothrust Blue]

170-180 to the FAF was not fun the Citation, because of the gear horn around 170. Every time we were given that speed restriction, the other pilot would jokingly say "They must be typed and know about the gear horn."

In one of the other airplanes, it is a navigational hazard and always told "best forward speed".

GEAR HORN MUTE, CONFIRM?

 

[Max Power]

The Dash 200 can keep just under barber pole (242) until about 8 miles and still be stable at 500 without using the props as speedbrakes, but it takes some work. 210 to the marker is fine. The 300 takes a bit more, especially when heavy, but flaps 5 and Vlo are higher, so you can use that. Pushing the props forward to 1200rpm and horsing the plane around gives you more options, but it's not a great ride for the pax.

But echoing the other turboprop guys, we have no problem slowing down or making room. I really wish Potomac would use our ability to squeeze into traffic holes more often rather than 22 mile finals. I mean, we all like extra money but sometimes I'd rather get on the ground. New York does a better job, but I wish we could use 11/29 in EWR more often.

I cringe (and always feel I should "query ATC") when I controller asks us to slow to final. A new controller asked us to do that once 10 miles out from IAD on a windy day. Ref+10 was 115 or so, we had a 90 kt groundspeed. We asked her to confirm and she was adamant. I felt bad for the Citation that had to go around behind us.

There's an adage that car enthusiasts use: " It's more fun to drive a slow car fast than a fast car slow"

 

[Max Power]

170-180 to the FAF was not fun the Citation, because of the gear horn around 170. Every time we were given that speed restriction, the other pilot would jokingly say "They must be typed and know about the gear horn."

In one of the other airplanes, it is a navigational hazard and always told "best forward speed".

Ugh, that effin gear horn!

 

[NovemberEcho]

The Dash 200 can keep just under barber pole (242) until about 8 miles and still be stable at 500 without using the props as speedbrakes, but it takes some work. 210 to the marker is fine. The 300 takes a bit more, especially when heavy, but flaps 5 and Vlo are higher, so you can use that. Pushing the props forward to 1200rpm and horsing the plane around gives you more options, but it's not a great ride for the pax.

But echoing the other turboprop guys, we have no problem slowing down or making room. I really wish Potomac would use our ability to squeeze into traffic holes more often rather than 22 mile finals. I mean, we all like extra money but sometimes I'd rather get on the ground. New York does a better job, but I wish we could use 11/29 in EWR more often.

I cringe (and always feel I should "query ATC") when I controller asks us to slow to final. A new controller asked us to do that once 10 miles out from IAD on a windy day. Ref+10 was 115 or so, we had a 90 kt groundspeed. We asked her to confirm and she was adamant. I felt bad for the Citation that had to go around behind us.

There's an adage that car enthusiasts use: " It's more fun to drive a slow car fast than a fast car slow"

you like 11 because if we eff it up its the guy on 22 who goes around lol