![]() ![]() with no speed restriction issued, the pilot can just assume that there's no one behind him, or that he's far enough ahead that there's no conflict with him slowing down. "JBU XXX cleared ILS approach runway XX, maintain 230 knots or better until the outer marker, traffic 6 nm in trail" etc.) otherwise, the pilot can assume that the traffic behind him is not a concern and start slowing down and retracting flaps, gear, etc. If the controller does not want to backlog the guys behind this guy, then he needs to amend the clearance with something to that effect (ie. Unless you are given a restriction by the pilot NOT to slow down to below X speed until crossing the outer marker, or something to that effect, the pilot is free to slow down at will. ![]() I COMPLETELY disagree with the last post. Pilots are issued 250 KTS at CAMRN and LENDY, and I agree with this controller that slowing down from that restriction would be a possible deviation. The pilot needed to understand right away that what he did does not work in New York, and if he wanted to slow, then he would be resequenced behind faster traffic that wanted to land. JFK is a saturated airport, and if one plane slows when not told to do so, everyone slows, and the holding patterns fill up and last the rest of the day.Īgain, the controller was 100% correct. Everyone behind that lead car gets put in an unsafe situation, while getting delayed, and in turn, creating a traffic jam. The lead car slows to 35 MPH without hitting the brakes. You are in the middle of 15 cars driving in the left lane of the LIE doing 55 MPH, each with just a few feet between them (minimum spacing). The airspace over NY is not designed for someone who wants to pull the speed back without alerting the controller first. We are working our tails off to get everyone on the ground as safely and efficiently as possible with unrealistic levels of traffic. Pilots flying into JFK ought to know the drill at JFK, and it is rare to find a pilot (especially at JBU) doing this kind of thing anymore. Obviously the controller was expecting him to have the 250kt restriction. But the previous controller (this would have been given by ZDC) may not have given him the speed restriction. ![]() I guess what I'm saying here is JBU very well could have been given a speed restriction of 250kts over CAMRN. But, on the other hand, if given an assigned speed of 250kts at FL190 then given a clearance to descend to 8,000', the speed restriction stays valid. If assigned a speed of 310kts, for example, while cruising at 10,000', and then given a clearance to descend to 8,000', that deletes the previous speed restriction as well. They are just advisory of what to anticipate from the center controller. Also, as these are "expect" only, we are not required to comply with them. But I only get the speed restriction about 75% of the time (I've had them ask me to speed up). When I fly these arrivals, I get the altitude crossing restriction 100% of the time. But the clearances, per the SID, are CAMRN: " Expect to cross at 11,000' and 250kts" and LENDY: " Expect to cross at FL190 and 250kts". I'm not doubting the controller, he knows his airspace better than I do. Here is Norwegian Air Shuttle Boeing 737-31S LN-KHC (cn 29265/3073) seen in Stockholm - Arlanda (ARN / ESSA), April 1, 2009.What the controller says about assigned speeds of CAMRN and LENDY isn't necessarily correct. Aviation Partners Blended Winglets make older aircraft more valuable, and useful for years to come. Here in AmeriJet International Boeing 727-212/Adv(F) N598AJ (cn 21947/1506) with winglets. In fact, Airbus is looking at changing the trademark airbus wingtip and adding blended winglets to its' A320 Familes! Here is Airbus A320-211 F-WWBA (cn 001), at Toulouse - Blagnac (TLS / LFBO) in January 2009, looking smart with her new winglets! The B727-200 was one of the first to get them when they came out. Absolutely they make a difference! They save gallons of fuel, the airplane can fly farther, and carry more payload.
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