Normal FedEx Approach??
11-23-2012 | 07:58 AM
#11
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no, not required. I think you may be remembering FAR 91 rules for ops into class D for large turbine a/c. (1500 pattern entry, use of G/S etc). Practically though, the large majority of approaches are configured (especially gear) well above 1000'.
11-23-2012 | 08:19 AM
#13
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From: B777 Captain
Gear needs to be down and locked early enough to get the flaps to their final setting prior to 500'. In the particular flight, the tail number is easy to see, and it won't take someone 5 minutes to pull up the line of flight and figure out who the crew was. This moves it from a FOQA event (where it would have been flagged, but protected) to non-sole source. There need to be a couple of ASAPs filed here.
11-23-2012 | 08:24 AM
#14
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From: Bent Over
Gear needs to be down and locked early enough to get the flaps to their final setting prior to 500'. In the particular flight, the tail number is easy to see, and it won't take someone 5 minutes to pull up the line of flight and figure out who the crew was. This moves it from a FOQA event (where it would have been flagged, but protected) to non-sole source. There need to be a couple of ASAPs filed here.
11-23-2012 | 09:32 AM
#15
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guessing they received a call from the ALPA Gatekeeper on this one and maybe they were encouraged to submit and ASAP if they had not already done so. Let's hope so, because as others have said big brother is watching and figuring out who's on first is JV level work. Going around is not a failure of the mission.
11-23-2012 | 09:54 AM
#17
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From: MD-11 FO
Not being familiar with the MD-10/11, how far can you have the flaps out before it starts to scream at you about the gear? In the ERJ, we can have up to Flaps 22 out (Flaps 45 is the final setting) with the gear up. However, the GPWS starts bugging us at 1200' RA...and in typical Embraer fashion, it's not subtle either.
11-23-2012 | 10:00 AM
#18
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From: MD-11 Captain
Simple math problem?
Here's the way I see it ...
(yes, it's possible I have too much time on my hands and I'm bored?)
According to the clock at the bottom of the video ...
:13 seconds - gear starts down
:52 seconds - tire smoke (runway contact)
If we assume 140KIAS (typical DC-10 landing speed), that equals 236 feet/sec (no wind).
236fps x 39 seconds = 9204'
9204' / 5280 feet per mile = 1.74 miles
1.74 miles x 300 feet per mile (typical 3 degree approach) = 523'
I would call that a typical (IAW SOP) visual approach
Now ... what was the OP's question?
MM
(yes, it's possible I have too much time on my hands and I'm bored?)
According to the clock at the bottom of the video ...
:13 seconds - gear starts down
:52 seconds - tire smoke (runway contact)
If we assume 140KIAS (typical DC-10 landing speed), that equals 236 feet/sec (no wind).
236fps x 39 seconds = 9204'
9204' / 5280 feet per mile = 1.74 miles
1.74 miles x 300 feet per mile (typical 3 degree approach) = 523'
I would call that a typical (IAW SOP) visual approach
Now ... what was the OP's question?
MM
Last edited by MaydayMark; 11-23-2012 at 10:24 AM.
11-23-2012 | 10:13 AM
#19
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Here's the way I see it ...
(yes, it's possible I have too much time on my hands and I'm bored?)
According to the clock ay the bottom of the video ...
:13 seconds - gear starts down
:52 seconds - tire smoke (runway contact)
If we assume 140KIAS (typical DC-10 landing speed), that equals 236 feet/sec (no wind).
236fps x 39 seconds = 9204'
9204' / 5280 feet per mile = 1.74 miles
1.74 miles x 300 feet per mile (typical 3 degree approach) = 523'
I would call that a typical (IAW SOP) visual approach
Now ... what was the OP's question?
MM
(yes, it's possible I have too much time on my hands and I'm bored?)
According to the clock ay the bottom of the video ...
:13 seconds - gear starts down
:52 seconds - tire smoke (runway contact)
If we assume 140KIAS (typical DC-10 landing speed), that equals 236 feet/sec (no wind).
236fps x 39 seconds = 9204'
9204' / 5280 feet per mile = 1.74 miles
1.74 miles x 300 feet per mile (typical 3 degree approach) = 523'
I would call that a typical (IAW SOP) visual approach
Now ... what was the OP's question?
MM
you start the clock when the gear "starts" down...gear doors not closed until about 15 seconds to touchdown and in my jet "gear down" is not complete until the doors lights are out. Not too mention they cant put final flaps in until the gear is down unless they don't mind more chatter on the EGPWS.
11-23-2012 | 10:35 AM
#20
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only one problem with your rithmatic...
you start the clock when the gear "starts" down...gear doors not closed until about 15 seconds to touchdown and in my jet "gear down" is not complete until the doors lights are out. Not too mention they cant put final flaps in until the gear is down unless they don't mind more chatter on the EGPWS.
you start the clock when the gear "starts" down...gear doors not closed until about 15 seconds to touchdown and in my jet "gear down" is not complete until the doors lights are out. Not too mention they cant put final flaps in until the gear is down unless they don't mind more chatter on the EGPWS.
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