drunkenbeagle
Gang Member
I have mode S, but not the type that sends that. More curious who can receive it in the US now
why do you keep slowing down
- Thread starter RetiredATLATC
- Start date
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deadstick
Well-Known Member
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Well-Known Member
Here is our procedure when we get "slam dunked" on the visual:
So if you slam dunk a 'bus this spring and summer, be ready ATC!
- Select speed 170 knots
- Select 1,000' AFE in FCU window
- Gear Down at 240 knots or below
- Flaps 1 & 2 on schedule
- At 190 knots, pull OP DES
- Flaps 3 at 170 knots
- Speed Brakes (1⁄2 on the A320, full on the A319)
- Maintain 170 knots using SEL SPD
So if you slam dunk a 'bus this spring and summer, be ready ATC!
Here's our "intercept glideslope from above" procedure, typically used during visual approaches. often used in approaches to MCO 18R and TPA 1L
Assumptions: established on the localizer with a valid glideslope, level at glideslope intercept altitude at 180kts and flaps 2 by the FAF
As glideslope approaches intercept and no visual approach clearance received:
- Set FCU to an altitude above current altitude
- Select SPD 150kts, Gear Down, Flaps 3
- Preset V/S -2000ft
Cleared for the visual approach.
- Pull V/S, adjust V/S as necessary to respect flap limit speed
- Arm APPR, second AP
G/S*
- Manage speed
- Flaps Full, Landing Checklist
- Set go-altitude in the FCU.
Assumptions: established on the localizer with a valid glideslope, level at glideslope intercept altitude at 180kts and flaps 2 by the FAF
As glideslope approaches intercept and no visual approach clearance received:
- Set FCU to an altitude above current altitude
- Select SPD 150kts, Gear Down, Flaps 3
- Preset V/S -2000ft
Cleared for the visual approach.
- Pull V/S, adjust V/S as necessary to respect flap limit speed
- Arm APPR, second AP
G/S*
- Manage speed
- Flaps Full, Landing Checklist
- Set go-altitude in the FCU.
Yeah. When you clear us for an approach, the speed assignment goes out the window, unless it is stated once again
RetiredATLATC
Well-Known Member
My issue is no notice slowing on the downwind, base etc. There are times, when there is a strong headwind on the base, and we are expexting you to keep the last assigned speed, you slow and jack up the entire final sequence.
Just ask, you're not the only one flying near the busiest airport in the world (for now)
I agree. It drives me nuts when the guy to my left decides to slow down on downwind for no apparent reason. I can only imagine how it messes up your sequencing. I wonder if changing phraseology from "XYZ, reduce speed to 210" to "XYZ, maintain 210 knots" would help with that. I feel that with the former, people get the (stupid) idea they're going too fast and ATC wants them to slow down, so why not slow a little further? If you told them to maintain a certain speed, they cound't interpret it any other way.
I usually have aircraft slow to 210 knots downwind passing abeam the airport, then slow to 170 or greater until the marker after turning 8-10 mile final. Once the pattern and final develops, I slow appropriately to keep the pattern. Unless weather forces me to turn on closer in, and if that is the case we usually go to monitors anyway.
N519AT
Ahh! This is how I change this!
Here's our short approach procedure on the Dash:
Autopilot off, Flight Director Standby, Power Idle, Maintain Altitude
Slow to gear speed. Gear down
Condition levers 1050 (200) or 1200 (300)
Flaps at flap speed
Slow to Vref Ice
Come down like a homesick devil
Autopilot off, Flight Director Standby, Power Idle, Maintain Altitude
Slow to gear speed. Gear down
Condition levers 1050 (200) or 1200 (300)
Flaps at flap speed
Slow to Vref Ice
Come down like a homesick devil
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ASpilot2be
Qbicle seat warmer
We chop the power and throw the CLs to max. Once below 200 the gear comes down, then flaps 15, then 20. If feeling adventurous flaps 35 comes next.
N90-EWR
Well-Known Member
Not sure what you guys do over there with those offenders, but over here if I assign a speed, and somebody slows early to the point that it would force me to slow the whole conga line behind, I just take the offending aircraft out of the sequence, and send them back to the end of the line (wherever that may be). It usually only takes one of those to send the point across. Second time around you notice how much better they keep the speed up.
Most of the time, when I notice the early slowdown, I pick up the offending aircraft's speed. I try not sending the offender around because I really don't want to see him again. Usually the other aircraft, when hearing me deal with the offender, will help me out by slowing to 150 for a while until things clear up a bit.
Or...they (the tower folks) don't understand that as soon as that aircraft descends another 200-300 feet they are going to get smacked in the face with a 40 knot wind.
*grumble grumble*
This.
It's almost laughable how NextGen is touted as the thing that's going to save us all.
Look! Reduced separation!
Look! Reduced wake turbulence!
Look! Direct routing!
Look! Look! Look!
That's nice. So....are we going to start painting colored dots on the runways al la Oshkosh?
The number of airplanes that can occupy pavement is absolute. NOTHING in the air changes that.
N90-EWR
Well-Known Member
deadstick
Well-Known Member
Only just one?
The navy (well marine corps actually) lands 7 of those tiltrotors in 800ft of deck space.
"Knightrider 06, port delta, BRC 135, winds 30 port@15, roll 2, pitch 2, Charlie spot 4 ... Knightrider 14, Charlie spot 5 ... Knightrider 08, Charlie spot 6 ...
deadstick
Well-Known Member
Well, if I had more time, I'd have typed all that out.
It was ONE example. I think the spots were spaced at 500 ft or so around KOZR on 4 parallel lanes. What kind of itevals do the tiltrotors fly on an approach? If they could have 4 on the final segment that would work for the airlines. Might need new TCAS software and PRM breakout procedures, but hey, who knows what the future holds.