Airline Pilot Forums

Anyone having problems with this added profile to our descents into the planet ? I have been hearing that the Airbus will not make the speed constraints very well, sometimes as much as 20 kts over the limits, which does not surprise me as the profile in that airplane does not always work as advertised when you need it most. What about the other aircraft in the fleet, are they able to fly this OPD accurately ?

Anyone having problems with this added profile to our descents into the planet ? I have been hearing that the Airbus will not make the speed constraints very well, sometimes as much as 20 kts over the limits, which does not surprise me as the profile in that airplane does not always work as advertised when you need it most. What about the other aircraft in the fleet, are they able to fly this OPD accurately ?

Flew LTOWN6 on the morning of the 26th with no issues. Works just like anywhere else we do them.

Work as advertised in the 57.

The 72 flies it just fine..err..WE fly it just fine as well:D

Flew two others in the MadDog - no problem

I had to pop the brakes a few times (757) but overall the STAR worked fine. Less comm traffic was a nice change.

Anyone having problems with this added profile to our descents into the planet ? I have been hearing that the Airbus will not make the speed constraints very well, sometimes as much as 20 kts over the limits, which does not surprise me as the profile in that airplane does not always work as advertised when you need it most. What about the other aircraft in the fleet, are they able to fly this OPD accurately ?

Maybe they could use the speed brakes.... :)

Anyone having problems with this added profile to our descents into the planet ? I have been hearing that the Airbus will not make the speed constraints very well, sometimes as much as 20 kts over the limits, which does not surprise me as the profile in that airplane does not always work as advertised when you need it most. What about the other aircraft in the fleet, are they able to fly this OPD accurately ?

That would be a first...Wanting an Airbus to go slower.:rolleyes:

Only problem is with an cost index 55 flight. The bus tends to slow to 277ish at T/D but will acell in a couple of thousand feet to make 290 for the first point. Either Vert Rev the T/D speed to 290 at current cruise altitude or just sit on your hands and let Profile do its job. Wouldn't recommend Tac Mode, it overrides the downline speed constraints.

Change the cost index back to 100 or 132 before T/D. Heck, pick a number between 55 and 100 and see what happens.

I've flown the monaa and the ltown in the last few days in an A310-200. The speed was not even close. Over 30kts slow. It seemed like more radio chatter not less the nights I flew. Everyone kept asking for clarification on what they were supposed to be doing. But I just read an FCIF that said everything is great, so I guess it is.

YMMV widely. If you're left on the published plan, all SHOULD be well. It's when you start getting vectors 70 degrees off track, with an intermediate altitude clearance, that things have started to gum up. Then, you are subsequently cleared direct to the final point, with "descend via the LTOWN arrival." Took us 3 radio call exchanges the other day to clarify exactly what they wanted us to do--and when-- and to get "descend at pilot's discretion to 10,000." The old-way "cross LTOWN at 10,000" seemed to work pretty well, but what do I know? Somebody's new initiative to get promoted at the FAA, maybe?;)

Atis says we are landing 18s.

"Cleared to descend via the xxxxx arrival north transition". Ok North Transition, we are heading north of the airport to land south right?

Nope, you should have turned to 067 and you are now super high. It was straight forward when the clearance altitude let you know which runway or that they had turned things around, 10,000 vs 12,000.

The description seems to be counter intuitive.

Very confusing when they are switching runways back and forth.

Transition= landing direction.

We do these a bunch of other places, why we making it seem so tough?

Has anyone actually flown the entire arrival on the 36s all the way down to 3000' (or whatever the final altitude is)? It seems to me after flying the LTOWN6, MONNA, and one from the west (can't remember the name.. typing from memory), that they take you off after leaving 10K and level you at about 6k. Also, how come when you select a north arrival it includes points on the south arrival with no notation that it doesn't apply to the north arrival? Should be obvious right? We all know how common -- common sense is!

ODP makes sense in LA. Most arrivals are from the east and you land to the west. The ODP puts you right on final. They often clear you the approach during the middle of the arrival. I don't think I've ever been given an exception to the arrival. Ever fly the redeye on a Mem AM departure? They send you out over the water and clear you the visual back to the east. LA uses an ODP when it makes sense.. landing west during the day.

Instead of using an ODP, why not just have everyone fly the same airspeed on the MEM arrivals? 3 degree descent, level at 10 or 12k depending on north or south, and common airspeed? Pick-off cross-runway as required.

I'm just a lowly peon, but maybe the confusion with the ODPs at MEM so far is because an exception to the arrival is really the rule....

Worked great coming from kric last week into 27, power never really had to come up (757).