Saw a DCA Missed Approach Tonight...
12-03-2011, 06:43 AM
#51
Gets Weekends Off
Joined APC: May 2010
Posts: 350
Two reasons you get left too high: the first is the proximity of IAD. When DCA is landing south, the arrivals coming in over IAD (or AML or ELDEE, whatever) have to stay at 6000 until crossing IAD, and then the controller has to issue successive descents right on time. The second is that the flightpath after IAD needs to go northeastbound to give you more room to get down, but if you're number one the controllers will often take you due east to the Potomac.
These profiles worked well with 72's and DC-9s. Not so much these days!
As far as the tower changing runways on you, don't let them. It's great that you want to accommodate their demands, but just tell them "no" whenever you don't want to make a change. The tower has a young workforce right now, and should get better with time.
These profiles worked well with 72's and DC-9s. Not so much these days!
As far as the tower changing runways on you, don't let them. It's great that you want to accommodate their demands, but just tell them "no" whenever you don't want to make a change. The tower has a young workforce right now, and should get better with time.
12-03-2011, 07:51 PM
#52
Gets Weekends Off
Joined APC: Feb 2010
Posts: 2,339
Two reasons you get left too high: the first is the proximity of IAD. When DCA is landing south, the arrivals coming in over IAD (or AML or ELDEE, whatever) have to stay at 6000 until crossing IAD, and then the controller has to issue successive descents right on time. The second is that the flightpath after IAD needs to go northeastbound to give you more room to get down, but if you're number one the controllers will often take you due east to the Potomac.
These profiles worked well with 72's and DC-9s. Not so much these days!
As far as the tower changing runways on you, don't let them. It's great that you want to accommodate their demands, but just tell them "no" whenever you don't want to make a change. The tower has a young workforce right now, and should get better with time.
These profiles worked well with 72's and DC-9s. Not so much these days!
As far as the tower changing runways on you, don't let them. It's great that you want to accommodate their demands, but just tell them "no" whenever you don't want to make a change. The tower has a young workforce right now, and should get better with time.
12-03-2011, 09:20 PM
#53
Gets Weekends Off
Joined APC: Nov 2005
Position: B777 Left
Posts: 736
I believe your observation of these forums has skewed your views of what airline flying is.
Each flight is as hands on or as hands off as you want to make it. I prefer very hands on, and I keep it that way. When things are visual, I use a minimum of automation (FD/AT/AP all off) and as things get progressively "worse" I add levels as appropriate while remaining very engaged, making sure I have a mastery of all levels. As a result, when things begin to go wrong I find that I can much more efficiently and accurately respond to the situation.
If you want to make it mindless, airline flying can be that to you. When the poop hits the fan (and it will at some point), the pilot that makes it mindless is the last person I want to entrust my life to.
Each flight is as hands on or as hands off as you want to make it. I prefer very hands on, and I keep it that way. When things are visual, I use a minimum of automation (FD/AT/AP all off) and as things get progressively "worse" I add levels as appropriate while remaining very engaged, making sure I have a mastery of all levels. As a result, when things begin to go wrong I find that I can much more efficiently and accurately respond to the situation.
If you want to make it mindless, airline flying can be that to you. When the poop hits the fan (and it will at some point), the pilot that makes it mindless is the last person I want to entrust my life to.
Back to original post, I can remember flying L1011s on a regular basis into LGA. Now that was "fun".
12-04-2011, 03:18 AM
#55
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,730
I flew them both, they would both drop like a stone if you got caught high and hot. Both were designed wayyy back in the 1950's, when jet fuel was about 25 cents a gallon. They had short wings and very high wing loading, and tiny, low bypass or 'pure jet' engines.
Then the price of fuel went up. So Boeing designed the 'new' generation jets (757-767), they put longer wings and high bypass engines on them. High bypass engines at flight idle produce a lot of thrust so it's tough to get them to come down. Seems we always needed the speedbrakes out on the 757 to get down. "When in doubt, whip it out!" was what we used to say. I said I was going to apply for my Glider Ticket, because I spent so much time at idle, trying to get down, and floating in the flare!
I have never flown the 737's or any French airplane, so I have no idea how well they will come down, dirty, but the 757 (200) is a Kite.
Last edited by Timbo; 12-04-2011 at 03:25 PM.
12-04-2011, 06:54 AM
#56
Line Holder
Joined APC: Oct 2006
Position: M88A
Posts: 87
You are right and wrong. As planes are becoming more sophisticated from the manufacturers, the airlines are going to "demand" (sop) that the automation be used. In their view point it is the perverbial "pilot error" that causes accidents. With more automation they assume that the aircraft is safer. Case in point, the A380 automatically responds to a TCAS RA. No pilot input. Many airlines outside of the US are now requiring full use of automation unless something is inop.
Back to original post, I can remember flying L1011s on a regular basis into LGA. Now that was "fun".
Back to original post, I can remember flying L1011s on a regular basis into LGA. Now that was "fun".
12-08-2011, 05:30 AM
#57
On Reserve
Joined APC: Sep 2006
Position: A320
Posts: 12
12-08-2011, 05:39 PM
#58
Line Holder
Joined APC: Jan 2008
Posts: 40
12-09-2011, 08:23 AM
#59
Gets Weekends Off
Joined APC: Jul 2009
Position: Downwind, headed straight for the rocks, shanghaied aboard the ship of fools.
Posts: 1,128
12-09-2011, 07:48 PM
#60
Gets Weekends Off
Joined APC: Jul 2008
Position: A320 CA
Posts: 163
My funny DCA story. Last aircraft on the LDA19 at dusk as they were changing runways to 01. Called airport in sight at minimums and ATC promptly turned off the localizer. Descending below 500 feet ATC turned off the approach lights (I assume in order to turn on 01 runways lights for the next inbound) In a scene out of airplane everything in front of us went black FO quickly and assertively requested lights back on which they did as we lined up out of the turn at 300 feet. Too ridiculous to do anything but laugh...
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