Airline Pilot Central Forums - Normal FedEx Approach??

Airline Pilot Central Forums (https://www.airlinepilotforums.com/)

- Cargo (https://www.airlinepilotforums.com/cargo/)

- - Normal FedEx Approach?? (https://www.airlinepilotforums.com/cargo/71313-normal-fedex-approach.html)

av8rmike, well said.

Inbd right flap might be seen moving and trigger a nice GPWS "too low, gear"

Glad it worked out.

Quote:

Originally Posted by av8rmike (Post 1298861)

Ok, I'll try again. My point was that there seems to be a normalization of doing descent/decel planning to be stable right at 500' if VMC. If everyone just targeted stable at 1K instead, you wouldn't have this video. The complaint I hear about doing this is "you're slowing down too early!"

If 120kts (Vapp) at 1K instead of 180kts at 1K, what's it really cost in time? Assuming both situations would be 120kts at 500', you have 500' to play with. Also, making the math really simple, I'm assuming an instantaneous decel from 180kts to 120kts right at 500'.

Three degree glide path is 314'/nm, so 500'=1.6nm. Compare the difference in time to travel this 1.6nm at 120kts (48 sec) vs 180kts (32 sec). I just don't get the cavalier attitudes I see regarding stable approaches and the willingness most display to say "close enough". All over less than 16 seconds?... If you routinely target stable at 1K, you've at least got a fighting chance to make it with the Mempho 30kt tailwinds. Fly however you want, it just doesn't make any sense to me.

16 secs is no big deal? Do you often hear what sounds like a panicking ATC calling out, "'(call sign)' slow to final approach speed...", and it's not for you?

Quote:

Originally Posted by pipe (Post 1298668)

Engine out in a heavy airplane?

After burning off that much Jet A, it's now a lighterweight 2-engined heavy plane...Having done enough 2-out-of-3 approaches in sims, it's not that big a deal if one out of three is gone. One out of two is a bit more of an issue, but I can't imagine there's much difference in their manual when doing a 2-engined approach.

Vapp 120 in an MD-10?

Quote:

Originally Posted by AFW_MD11 (Post 1298780)

Landing flaps are either 35 or 50 in the MD-10/MD-11 - not 40 (but you probably knew that :rolleyes:)

I would be open to your idea of a "reasonable explanation" - but it depends on what your definition of "wrong" is.

Anything is "possible"......

**Note: Before you answer - check the MD-11/10 CFM, MD-11/10 FCTM, and the FOM - especially FOM section 1.01 & 1.03

(documents outlining how the FAA has approved FedEx to operate their aircraft/airline)

***Note also: maintenance check flights are not done on revenue flights from MEM to ORD - so that "reasonable explanation" is out from the start.

First of all, I haven't flown the airplane in several years and didn't care to get into the manuals because it really wasn't germane to the point.

The point was that none of us was there, none of us knows the circumstances, and therefore none of us can come to an informed conclusion.

There are a lot of candidates for flight management positions on this board. Why does everybody want to assume that the crew is in the wrong? I don't get it. I thought this was a pilot board. God help any of us that ever sit in front of a jury of our peers.

PIPE

Quote:

Originally Posted by sandlapper223 (Post 1298921)

Vapp 120 in an MD-10?

Only in a MD-10-10 at <250K lbs with 50 Flaps.

Quote:

Originally Posted by JamesNoBrakes (Post 1298920)

One out of two is a bit more of an issue, but I can't imagine there's much difference in their manual when doing a 2-engined approach.

:confused: I'm not sure why you would "imagine" there's not much difference. A single engine approach in an MD-10-10 is a pretty big deal. It can barely get out of its own way with 3 engines. Losing 66% of your available thrust tends to be a big deal on any aircraft, IMO.

With an of the MD-11/-10 family a two-engine out approach is significantly different than just one engine out. It's a slats only approach, airspeeds are significantly higher, no auto-throttles during landing and no go-around option once the gear is down or the aircraft is below 1000' AGL.

Single engine out is a non-event in comparison. Normal flap settings and speeds and auto-land is even an option.

Quote:

Originally Posted by Adlerdriver (Post 1298957)

Single engine out is a non-event in comparison. Normal flap settings and speeds and auto-land is even an option.

you misspelled "auto-land is even a recommended option."

It is funny how someone can post an undocumented video and you guys get your panties in a wad monday morning quarterbacking an act that nobody can prove even happened.

Being bored I'll say at least 2 were running because they had the flaps down. The flight blocked as scheduled and from TOD first leveled at 11,000 for a couple minutes than started final approach from 4000', 12 minutes later. If they had fuel issues they left MEM with them. What scenario are you hoping those things lock out 15 seconds before you need them. Too many sims to count and never was putting myself that far down sans gear except for when it was an oops, It will happen and thats why they have that mode of the GPWS.