They've got grounspeed numbers. Taken with known winds-aloft, they've got TAS (and thus IAS at these lower-altitudes, as it is easy enough to calculate). If I'm wrong, somebody correct please

 

"Taken with known winds-aloft"

Unless things have changed since I worked in the radar room, there is no way a controller knows "known winds-aloft". They have a groundspeed readout with their target data.

 

I know that...But it's not too difficult for a controller to gather that information. How would you have done it - and how would they do it today? We're asked what the winds aloft are all the time.

 

Our bent aircraft record has nothing to do with doing 250 below 10K. We are expected and do not exceed 250 below 10K. There is a danger with us slowing below 250 when below 10K. There is a reason the sabbs commonly have a different crossing altitude than the jets. We are going much faster. And yes you will need to have speed adjustments when joining jet/tprop traffic. We can only slow to ref (135-142kts) and that is second fastest in the transport category behind the md-11.

This entire discussion came up after having a convo with my future father-in-law who happens to be a senior MEM controller. If a crj slows to 210 30 miles out when all the other in trail traffic is doing 250 it doesn't take long for an issue to come up. There are soo many new guys training in the facilities that trying to design your own arrival is only putting you and your other pilots in danger. I do not remember the last time I was in a class B that did not issue me a speed by the time I reached 7-8K. And if you listen they have their own way and everyone will be getting the same setup.

 

I like to maintain 250 until the glide's alive, slowing to 220 by the marker. Works great. No need to touch the thrust until flaps 45 comes in right at 1500' (IFR) or 1000' (VFR).

Who knows, the plane behind us may have a commuter trying to get home...

 

If I'm on THP it is at least Min. Clean or SOP if on block hours.

PtP