I don't know if anyone told ya, but we get paid by the hour. Why in the world do you think we'd want to do (more than) 250 below 10K BTW, I heard that the FAA is going to expand the "test" to other terminal areas. Any idea where?

Cheers

 

[QUOTE]Originally posted by Merlot
[B]
If it's blinking 12-12-12-12, they he should stay on the rope-start airplanes.

 

I don't know if anyone told ya, but we get paid by the hour. Why in the world do you think we'd want to do (more than) 250 below 10K BTW, I heard that the FAA is going to expand the "test" to other terminal areas. Any idea where?


This is hard to belive when I tell a pilot to reduce his/her speed and they start to complaining or keep asking when they can go faster. As far as I am concerned, you should be able to fly as fast or as slow as you like, but that can't happen when you are trying to keep a group of planes in line.

I do not know where the other termail areas are.
I been with the FAA for 17 years and this has always been the rule, maybe out dated.

 

This is hard to belive when I tell a pilot to reduce his/her speed and they start to complaining or keep asking when they can go faster. As far as I am concerned, you should be able to fly as fast or as slow as you like, but that can't happen when you are trying to keep a group of planes in line.
[/B][/QUOTE]

I've complained too, but it would be 150 miles out still at cruise - or even worse - speed restricted to .78 all the way from LGA to ORD (of course this would be the last leg of the trip & time to go home, otherwise who cares).

I've never been given a clearance to exceed 250 below 10 on arrival, I just remeber the IAH program that allowed you to get out of town as fast as you wanted on departure. I think the concern was it would be easy to fly out of the class B lateral limits and find non-mode C (TCAS) aircraft at a higher speed.

- Cheers

 

I've never been given a clearance to exceed 250 below 10 on arrival, I just remeber the IAH program that allowed you to get out of town as fast as you wanted on departure. I think the concern was it would be easy to fly out of the class B lateral limits and find non-mode C (TCAS) aircraft at a higher speed.

Thats because we are not part of that program working in the center. I think that the arrivals speed into IAH should be based on the runway in use, like landing 8/9 coming from the west, then 250kts, but on 26/27 with another 60 miles to fly then 280kts. IAH Apch likes to get their aircraft out on time, so we are almost always give'in an in-trail restriction on the arrives. The normal arrival rate at IAH is 72 aircraft per-hour, and that is on a clear day. So if we have a arrival pust comeing in from the NE, then all the other sectors will get in-trail or hold. And the only way to do the in-trail of 10-20 miles is vectors and assign speeds to keep the spaceing after you get it. Now if all the planes in all the airlines would fly at the same speeds, say .77 to say 310kts(below FL290) then it would be easier on me. But you can and do get pilots who will want to fly at 280kts(below FL290) and I am not even talking about "slow-tation" C550 that the best they can do is 262kts.

Now when leaving IAH and he/she has two aircraft that are flying the same route, with the faster in back, the controllers should but doesn't always ask the pilot if they would like to have an different alt or the speed restriction.

I've complained too, but it would be 150 miles out still at cruise - or even worse - speed restricted to .78 all the way from LGA to ORD (of course this would be the last leg of the trip & time to go home, otherwise who cares).

I have seen this in Albuquerque Center over AZ, because Chicago Center puts a in-trail restriction that is regardlest of alt they want 10-20 miles in trail on all aircraft.

 

Ahhh, brings back memories; 20 miles in trail of anything going anywhere because of T-storms at O'hare. I don't miss that!

Seems like the only thing I worry about these days is: Are the RVSM requirments met, and do we have enough coffee? Those 14 hour flights to Hong Kong, Shanghai, and Sydney there doesn't seem to be the traffic that there is over the midwest.

Cheers -

 

I had the opportunity to fly a Cessna 172 as well as a Citabra, the pilots both let me try them out, although I have no license at the moment.

On the 172 the pilot took me on a wild ride, put it in a total stall then a hard dive, I thought he'd rip the wings off her, but he pulled out OK. (thank God) The G's were awesome and squished me into my seat. Ouch!

My last few flights in a light aircraft were in a 172 surveying mountains in British Columbia. The wind currents can be very treacherous if you are not on the ball they can slam you into the rocks. I only did a few runs with my boss and bolted.

 

Almost done with my private.

- Warren