Some questions on flying a STAR

[stealthbob]

So I have been trying my hand at /L with the JAR A332 and I am really enjoying it. I still prefer /A...even for an Airliner but its nice to change things up once in a while. I also want to be ready to fly all those new locations once expansion comes.

So for the most part I get what is on a STAR plate and understand the constrictions, my questions are more related to what is not on the plate.

As far as constraints, if you know you are not going to make it for both speed and alt, which one should your prioritize? I assume also that a call to the controller to advise that unable to meet either speed/alt is appropriate?

Speed control outside of the 250kts below 10,000 and other indicated constraints, what is the etiquette to speed changes while on arrival and approach? I assume it is not really a factor when your the only one on arrival but once you get cleared for the approach how should I handle my speed? I find myself slowing too early and once I changed my mind and sped back up. I am sure I would have got questioned on that if I was in a line with others. If it were congested would the controller take over by calling out approach speeds, otherwise I am on my own discretion?

As for TOD, and actual decent rate (descend pilots discretion)...what is an appropriate glide to use? The A330 I fly typically settles into a 2k decent automatically, is going more aggressive frowned upon? (I assume it would be in RW by the Pax). This one also applies to my first question and trying to dive to make a constraint.

Thanks

[HRutila]

So I have been trying my hand at /L with the JAR A332 and I am really enjoying it. I still prefer /A...even for an Airliner but its nice to change things up once in a while. I also want to be ready to fly all those new locations once expansion comes.

So for the most part I get what is on a STAR plate and understand the constrictions, my questions are more related to what is not on the plate.

As far as constraints, if you know you are not going to make it for both speed and alt, which one should your prioritize? I assume also that a call to the controller to advise that unable to meet either speed/alt is appropriate?

Advising the controller is the first step, because what you prioritize in this situation is probably not going to be up to you; it's going to depend on the traffic scenario at the time.

I'm yield to the jet-qualified pilots to write about the rest.

[tshuff]

Welcome to the wonderful world of glass. To address your speed question, I would suggest checking out these documents. These are the docs I have learned to follow to set myself up for approaches in both the A330 and A320. By doing this you're able to keep the plane in managed speed mode (barring speed restrictions ala KEPEC3) for the entirety of the approach and will find yourself set up quite nicely in terms of speed when you are on short final.

ILS Approach- http://www.smartcockpit.com/aircraft-re ... nding.html
Visual- http://www.smartcockpit.com/aircraft-re ... roach.html

Be aware the controllers may assign a speed to you if there is traffic (180kts til FAF, etc).

[Peter Grey]

Hello,

Here my take on your questions:

As far as constraints, if you know you are not going to make it for both speed and alt, which one should your prioritize? I assume also that a call to the controller to advise that unable to meet either speed/alt is appropriate?

First obvious answer is don't run into this situation. This is a deviation and isn't good. However, if it happens let ATC know and they will let you know which one matters more. Depending on the restriction, airport, and traffic the one that matters more may not be obvious to you.

Speed control outside of the 250kts below 10,000 and other indicated constraints, what is the etiquette to speed changes while on arrival and approach? I assume it is not really a factor when your the only one on arrival but once you get cleared for the approach how should I handle my speed? I find myself slowing too early and once I changed my mind and sped back up. I am sure I would have got questioned on that if I was in a line with others. If it were congested would the controller take over by calling out approach speeds, otherwise I am on my own discretion?

If your exact speed matters ATC will restrict you to what is needed.

If they don't it's really up to you. Some "general rules" 250 until you're on a downwind vector/15 mile final. Then a reduction to 200 ish, once on the approach 180 ish till around 5-10 out miles then slow to final approach speed. This can vary a lot (we could do 250 to a 5 mile final in the CRJ I used to fly).

As for TOD, and actual decent rate (descend pilots discretion)...what is an appropriate glide to use? The A330 I fly typically settles into a 2k decent automatically, is going more aggressive frowned upon? (I assume it would be in RW by the Pax). This one also applies to my first question and trying to dive to make a constraint.

3 degrees is the goal. A 3 degree glideslope is your Ground Speed X 500 ft/min. 2000 ft/min is fine, pax won't notice until you blow the pressurization systems ability to keep up, and that's pretty hard to do short of emergency descents. More is fine as well, I wouldn't think twice going to 3000 ft/min in the RJ, past that speed control becomes the issue. I've seen 5000 ft/min done as a "normal descent" and that was a little sketchy.

[stealthbob]

Nice....I was working on the 2000ft/min "limit" so hearing that doing a 3000ft/min (or even slightly more) is perfectly normal I won't feel like I am "diving down" if I need that.

As far as the speeds, again that is exactly what I needed to see.

Great info guys....that clears up a lot!

See you on an approach some time....