Allow to explain my thoughts about this being a fast approach:Allow to explain my thoughts about this being a fast approach:
This was at manchester so it quite possible there was a BMI 330 behind the TCX 757. The A330 is notriously fast on approach. So fast that often it jumps the que for landing. This wing on it is just so damn efficiant they can’t slow it down as well as any other pax jet.
SO……, our TCX 757 is on approach and is told by ATC to maintain a speed a little longer than usual so that Mr. BMI A330 doesn’t have to circle in a hold. consequently, The flaps are commanded at a much later time than usual.
Now please, tell me whats so funny about that? Seems perfectly logical.
OK lets take this all apart.
Maybe there was a BMI 330, but the 330 is no quicker on the approach than a 320/1 or 757 etc, its all weight dependent. The wing is very efficient true, but speed control is all down to good management by the crew.Its classed as a Cat C aeroplane. If it was a DC10 then they are a tad quicker over the hedge, not much though.
Next, if ATC have a sequence for landing its highly unusual to “Jump” the queue, except if its an Iberia flight in AGP, which is perfectly normal 😀 😀
Next most airlines SOP’s (Standard Operating Procedures” forbid what you are calling late flap deployment. Its normal practice to be stable and fully configured with power on at a minimum of 1,000′ above the ground, roughly 3 and a bit miles out, most achieve the requirements by 5 miles out. ATC often ask for 160knots to 4 miles, but this makes for an unstable approach, most of us do our best.
Happy to educate, but please i do have nearly 9,000 hours on Airbus and Boings, so i like to think i know what i’m doing. Perhaps WYSIWYG can chip in.
Spotty M Driver.
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