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Old 05-22-2015, 02:31 PM
  #6291  
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The pilot at LAX this afternoon who didnt like AeroMexicos "slow" taxi. Called them "Tacos" and advised them "we use 10-9s here in the United States!".
Not sure who said it but there was a VA and a SWA jet behind them.
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Old 05-22-2015, 02:33 PM
  #6292  
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Originally Posted by Bugaboo View Post
The pilot at LAX this afternoon who didnt like AeroMexicos "slow" taxi. Called them "Tacos" and advised them "we use 10-9s here in the United States!".
Not sure who said it but there was a VA and a SWA jet behind them.
Wow. What time was that? Might be worth digging through the LiveATC archives for that one!
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Old 05-22-2015, 02:54 PM
  #6293  
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Originally Posted by wrxpilot View Post
Wow. What time was that? Might be worth digging through the LiveATC archives for that one!
Around 1200 local...ground frequency on the North Side.
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Old 05-22-2015, 03:05 PM
  #6294  
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What's the meaning of "10-9s"? Gracias
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Old 05-22-2015, 03:20 PM
  #6295  
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Shouldn't that be "Diez-Nueves"?
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Old 05-22-2015, 03:55 PM
  #6296  
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Originally Posted by N9373M View Post
What's the meaning of "10-9s"? Gracias
Airport diagram page in Jepp parlance.
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Old 05-22-2015, 04:30 PM
  #6297  
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Originally Posted by skypilot35 View Post
How about "Otis 2345, cleared visual approach runway 25".

To me (and the FAA) this means speed is at the discretion of the pilot.

Is it inferred or expected that you maintain 180kts to final?
Without restating the speed, we expect speed will be at your discretion.

He's talking about like on the downwind, when you're given "fly heading 270, reduce speed to 210" which you do, but then some minutes later decide you're going to slow to 180. You can't do that! The only reason you don't get called on a pilot deviation is because we can't see your indicated speed to prove it. But if we say a specific speed, that means you're in a string and we're relying on everyone keeping it to maintain spacing and separation. The more people who cheat, the more other pilots get screwed over when they need to get pulled out and resequenced, and ultimately the more buffer room we need to build in (which means lower arrival rate and longer ground delays for everyone).

It's not a problem if you need to slow, just tell us first so we can adjust everyone else without having to give panic vectors.
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Old 05-22-2015, 05:09 PM
  #6298  
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B-47's could pop the drag chute in the air, maybe that needs a look.
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Old 05-22-2015, 05:10 PM
  #6299  
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Originally Posted by cardiomd View Post


Do a bit of reading and research if you have not already. It is absolutely true, marketed in very similar manner to relatively inexperienced pilots with similar results. I considered buying one - Cirruses are very affordable for some professional demographics, almost analogous to the Bonanzas back in the day. Fatal accident rate is significantly higher than Cessna or lower wing-loading birds, and has a very high loss of control + stall/spin accident rate.

[/IMG]
Doc you should do a little research it is not true and here is some proof. I will make it easy for you here is a cut and paste from the Cirrus Owners Website. I think you can access the Safety tab as a nonmember. Yes I am a Cirrus owner.

Cirrus Fatal Accident Rate
Because Cirrus Design collaborates with COPA, we have access to their compilation of fleet flying hours. This enables COPA to calculate the following fatal accident rates.*

Past 36 months: 0.74
We use a 3-year average because, with a modest fleet size of 5,800 airplanes flying about 1,000,000 hours per year, the accident rate varies substantially with only a few accidents. By contrast, the GA fleet contains 200,000 airplanes flying about 20,000,000 hours per year, or about 35 times more aircraft flying about 20 times more hours.

In the past 36 months, there have been 20 fatal accidents and approximately 2,700,000 flying hours for a rate of 0.74 fatal accident per 100,000 hours of flying time.

Past 12 months: 0.32
In the past 12 months, there have been 3 accidents in approximately 950,000 flight hours for a rate of 0.32 fatal accidents per 100,000 hours.

GA fleet: 1.05 overall, 2.38 for Personal & Business flying
We compare the Cirrus fatal accident rate to the overall general aviation rate for non-commercial fixed-wing aircraft of 1.05 for 2013 (ref NTSB aviation safety statistics).

https://www.cirruspilots.org/copa/sa...ent-rates.aspx
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Old 05-22-2015, 05:36 PM
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Originally Posted by ATCBob View Post
Without restating the speed, we expect speed will be at your discretion.

He's talking about like on the downwind, when you're given "fly heading 270, reduce speed to 210" which you do, but then some minutes later decide you're going to slow to 180. You can't do that! The only reason you don't get called on a pilot deviation is because we can't see your indicated speed to prove it. But if we say a specific speed, that means you're in a string and we're relying on everyone keeping it to maintain spacing and separation. The more people who cheat, the more other pilots get screwed over when they need to get pulled out and resequenced, and ultimately the more buffer room we need to build in (which means lower arrival rate and longer ground delays for everyone).

It's not a problem if you need to slow, just tell us first so we can adjust everyone else without having to give panic vectors.
Thanks ATCBob. That's what I thought. We were "Cleared for the Visual" the other day, no speed restriction assigned. I began slowing for our last notch of flaps and the approach controller got pretty upset. She said we needed to speed back up and that we should have notified her of our speed change. Again, we were cleared for the visual, no speed assigned and established on the localizer within 3nm to 5nm of the FAF. We reminded her that we had been cleared for the visual w/o a speed restriction and got an indignant "Otis 1234, switch to tower".

I understand that tight tolerances on the arrival exist, but if I am told I am cleared for a visual, slowing the aircraft reduces the workload and makes the speed transitions a little smoother for the folks in the back.
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