What would happen if I told the final approach controller that I was unable to maintain 170 to the FAF
The reason I ask is that my airline has new procedures, and if I hold that speed, I will be unstable and have to perform a go-around.
170 to the FAF
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Ghost Rider
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Re: 170 to the FAF
If it's a common airplane type and your company is the only one that has rules that make it impossible for you to maintain 170, you can hear their eyes roll over the radio, but not much else will happen. It mainly affects traffic behind you and those people will also start rolling their eyes and call you all kinds of silly names in their head.
As an AvCanada discussion grows longer:
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
Re: 170 to the FAF
What procedure would make 170 to the FAF impossible?Ghost Rider wrote: ↑Mon Nov 24, 2025 10:23 am What would happen if I told the final approach controller that I was unable to maintain 170 to the FAF
The reason I ask is that my airline has new procedures, and if I hold that speed, I will be unstable and have to perform a go-around.
Re: 170 to the FAF
At a busy airport, say YYZ, if everyone would now report they're requiring 160 to the marker, then a 56 arrival/hr rate may become a 52 or 54 rate. If the new rate has to be sustained for several hours, then there will be more flow restrictions if the demand is higher than the target rate. As an arrival controller, it makes no difference if I need to run an extra half-mile or mile in trail in a mixed-mode operation, but then again I'm not paying for extra fuel or missed/delayed connections on your end. Methinks there would be discussions at higher levels
