SlamClick From United States of America, joined Nov 2003, 10062 posts, RR: 67
Reply 7, posted (9 years 4 months 1 week 1 day 9 hours ago) and read 6587 times:
Barber pole minus one knot.
As has been said there are many places in the world where this can be done. At one time it was believed (incorrectly, it turns out) that the arrivals from over Catalina Island to KSNA you could maintain barber pole until three miles from the shoreline. At least one airline routinely did so - motoring through a training area infested with Cessnas at 320-330 Knots.
I have a cool piece of video of a friend doing three low-level passes in a DC-9. It was all coordinated with the FAA and all the squares were filled. The first pass was at 180K and was not good for our purposes. It was nose-high and looked a little scary. Second pass was at 250 and looked pretty good. Third pass was at 345 where redline was 348. Sounded like a military jet, and he had to push to keep it in ground effect. That is a really choice piece of video and made for some good still photos, which was the objective.
If I had taken the stills that day I would post them on here. The guy who did is a regular browser here but not a member. I cannot talk him into posting the pics.
Happiness is not seeing another trite Ste. Maarten photo all week long.
Schooner From United Kingdom, joined Oct 2001, 139 posts, RR: 0
Reply 10, posted (9 years 4 months 1 week 1 day 5 hours ago) and read 6486 times:
MEL, below 313kts below 8000ft the windows are designed to withstand an impact from a bird. Above that their integrity is not assured but we are apparently ok because birds dont fly any higher than that (says the man from Boeing!! ).
Quoting 752is (Reply 9): 350 knots jumpseating on a 757 autothrottle had disconnected having some sort of problem with the REEC just after takeoff from JFK at about 3000ft.....we were told very loudly to slow down
Christ, thats up against the barbers pole at that low altitude!
IAHFLYR From United States of America, joined Jun 2005, 4790 posts, RR: 22
Reply 13, posted (9 years 4 months 4 days 9 hours ago) and read 6154 times:
Anyone remember about 10 months back when Houston TRACON had the ability to allow departures to climb at whatever their flight plan sleep was...term used "no speed limit"? We'd see B752's, B762/4's go up to 350 KIAS and wow would they ever have a great vertical speed as well....there were some B727's with the high dash number engines that AA had would be up in the 390 KIAS (or so they said)! Most B73NG's climb around 320-330 KIAS and MD8X's, 335 KIAS. Great ATC tool that was taken away from us and want it back!
Any views shared are strictly my own and do not a represent those of any former employer.
Also swans have been known to cruise at FL220(22,000 feet) and in the 1970's the highest recorded aircraft impact with a bird (a griffen vulture) occured at 28,000 feet in east africa both the aircraft and bird had to make a emegency landing.No such thing as TCAS in those days for the aircraft and bird to put it's squawk into.
So next time you see a swan rotate dont grab it's legs without oxygen.
your pilots today on this 747 flight are captain oliver hardy and assisting will be FO stan laurel.Have a safe flight
Ftrguy From United States of America, joined Aug 2003, 358 posts, RR: 0
Reply 22, posted (9 years 4 months 2 days 20 hours ago) and read 5594 times:
500 KIAS @ 200ft in the Nevada Desert. Have also done M1.0+ at 9K or so over the ocean (don't remember how fast, just looked at the Mach after pulling out of a dive and saw above 1.0 and said Oh S..T, better slow down).
Woodreau From United States of America, joined Sep 2001, 1075 posts, RR: 6
Reply 23, posted (9 years 4 months 2 days 18 hours ago) and read 5561 times:
Quoting 2H4 (Reply 21):
What were you flying...and was it difficult to get slowed down in time?
I was flying a turboprop and barberpole for the aircraft is 248kts indicated. Keeping best forward speed is a typical request during the evening crush. Normally the instructions are, "Cleared for the ILS 18R approach, best forward speed (or whatever assigned speed) until the outer marker" which is about a 5 mile final. We intercept the localizer, and intercept the glideslope and ride the glideslope down at barberpole until the outer marker. If they give us an assigned speed, like 180kts, we fly 180kts, the assigned speed.
It was just that particular day, ATC told us "best forward speed until told otherwise." I think the approach controller forgot when he told us to switch to tower. Tower didn't mention anything to us other than to tell a following jet, "Runway 18R cleared to land #2 behind a 'hot' turboprop." I don't think it was that close to 2 mile final when we slowed, but it was inside the outer marker, so we decided that ATC probably didn't need us to keep the speed up any more somewhere between 3 and 4 mile final, we slowed the aircraft from 245-248kts to Vapp (140kts).
You reduce the power and decrease the rate of descent from 1500-1800ft/min to 700-800ft/min as the aircraft slows to stay on the glideslope. As the speed bleeds off, configure for landing, approach flaps, gear down, landing flaps.
The speed comes off very quickly and smoothly all while descending on the glideslope, probably takes a mile/mile and a half to slow from Vmo to Vapp. It's easily doable in a turboprop, but I would not do this in a CRJ-200 or any other jet.
[Edited 2005-11-02 06:03:00]
Bonus animus sit, ab experientia. Quod salvatum fuerit de malis usu venit judicium.