Another speed & crossing Q (sorry)
07-16-2013, 01:51 PM
#11
Gets Weekends Off
Joined APC: May 2010
Posts: 351
Good stuff, thanks.
On a related note, partially more of an ATC question I suppose, but... I understand speed restrictions motoring down an arrival, get people slowed down and spaced/sequenced out. However, with regard to altitudes, why are they so low on most arrivals into the big bravo airports? Crossing a fix @ 10-14K ~40 miles out only to be on a 10,000ft downwind seems pretty inefficient. It's even more puzzling when that scenario plays out, you get to the field, and there's no other arrivals. CVG for example
On a related note, partially more of an ATC question I suppose, but... I understand speed restrictions motoring down an arrival, get people slowed down and spaced/sequenced out. However, with regard to altitudes, why are they so low on most arrivals into the big bravo airports? Crossing a fix @ 10-14K ~40 miles out only to be on a 10,000ft downwind seems pretty inefficient. It's even more puzzling when that scenario plays out, you get to the field, and there's no other arrivals. CVG for example
07-16-2013, 08:51 PM
#12
Gets Weekends Off
Joined APC: Mar 2007
Position: Capt
Posts: 3,215
When you need to descend, you can: Use speedbrakes, fly faster, extend the gear early and/or extend the flaps early. You can also ask for vectors back around the box or a 360 to lose altitude.
If you are assigned 210 knots, you are supposed to stay at that speed until the assignment has changed. Often they will say "170 until 4 DME". Sometimes they just assign the speed, and we have to ask the controller (usually the next controller) if they still want us at that speed...the controllers forget about us....and usually they will let us slow down when we ask.
You may be sent down early at a "non-busy" airport if their airspace conflicts with some other airport's. For example, anywhere near Chicago you often have to descend early because of ORD/MDW traffic, even if you aren't landing there.
If you are assigned 210 knots, you are supposed to stay at that speed until the assignment has changed. Often they will say "170 until 4 DME". Sometimes they just assign the speed, and we have to ask the controller (usually the next controller) if they still want us at that speed...the controllers forget about us....and usually they will let us slow down when we ask.
You may be sent down early at a "non-busy" airport if their airspace conflicts with some other airport's. For example, anywhere near Chicago you often have to descend early because of ORD/MDW traffic, even if you aren't landing there.
07-17-2013, 05:18 PM
#13
Gets Weekends Off
Joined APC: Jun 2008
Position: In the TRACON
Posts: 109
From an approach control standpoint....if I assign an a/c a specific speed, I am expecting that aircraft to maintain that speed until otherwise advised. Some of us are more cognizant than others with regard to situations in which a flight crew may slow down to comply with some sort of charted or aircraft performance restriction. I always welcome questions if I was inadvertently unclear about an instruction that might conflict with another restriction, and I work at a very busy approach control......so to say it again, when in doubt, ask.
One more thought....if I tell you to slow to 210, then descend to 7000, then come back when you are leaving 9500 and tell you to slow to 180, I want you to slow to 180 now, even if that means leveling off, then continue descending.
One more thought....if I tell you to slow to 210, then descend to 7000, then come back when you are leaving 9500 and tell you to slow to 180, I want you to slow to 180 now, even if that means leveling off, then continue descending.
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