When you land at bigger airports, Do you get pressured to land quickly

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FloridaPilot

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When you land at bigger airports do you feel pressured because of the bigger planes that want to land ahead of you? Does that happen a lot?



I always learn something from your posts and for that I'm truly grateful!
 
It's the tower's job to sort that out. No reason to feel pressured. Watch out for wake turbulence.
 
Sac Arrow said:
It's the tower's job to sort that out. No reason to feel pressured. Watch out for wake turbulence.
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Yeah, well try that at ATL during Delta's landing hour and see what happens. Was flying a light twin doing 120 and was told to increase to 140. Since 90-100 was normal approach speed, no pressure!!!!:no:
 
Depends on the airport and time of day. If you arrive at a Class B airport during big 'push' times, Approach will sometimes try to hurry you up. How pushy they are depends on the controller and how busy it is.

It isn't so much a factor of bigger planes wanting to land ahead of you as it is about maintaining sufficient separation which can be challenging when you are flying a 90 kt approach speed in front of a jet doing 140-160. If you dawdle, and the jet sequenced behind you starts closing too quickly, that is when controllers start to squirm.

I've found that with most of the piston airplanes I fly, I can fly an approach at 150 KIAS to around DH and still slow it down to make a normal landing.
 
I am based out of a Class D airport with two quite large runways with corporate jets in and out often. The controllers are great, but if I'm not comfortable with a distance or time, I will ask and they will always accommodate. It may have you flying a longer downwind or waiting in line for T/O longer but it's a non issue.. Actually if there's a few jets ready for T/O I will ask for an intersection departure if I'm ready and they're usually accommodating to that as well with a " no delay" clearance..
 
I've landed at KHPN, KTEB, KFXE, and KMCI.

The closest I've been asked to hurry up was a KHPN where a call went out to a A320 on my tail asking him to slow down and then asking me to expidite my taxi. In fact, I think I've gotten more grief from the controllers at my local sleepy class Delta than any of the busy airports servicing transport aircraft.
 
old cfi said:
Yeah, well try that at ATL during Delta's landing hour and see what happens. Was flying a light twin doing 120 and was told to increase to 140. Since 90-100 was normal approach speed, no pressure!!!!:no:
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Haven't done ATL yet, but when I go into PHX or CLT in the Baron, I'm doing 150 (with gear down and approach flaps) from the FAF to DH. At DH, I'll pull the power back, pitch up and drop full flaps as soon as I'm under 120. Works out pretty well.
 
I mean it's not like you have to get behind the plane and push it if they tell you to speed up.
 
Sac Arrow said:
It's the tower's job to sort that out. No reason to feel pressured. Watch out for wake turbulence.
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While Sac's comment is true, approach and tower both have been known to ask pilots to keep their speed up when it is busy. Note that "busy" can happen at even sleepy airports when several aircraft arrive at the same time.

After a few times at the rodeo I think most of us develop a pretty good feel for what is needed by just listening. If you're behind a Mooney and have a Citation behind you, well, maybe try just a little bit to keep moving right along. Sure, it might be the Citation's responsibility to go around if you can't get out of the way in time and it was Approach or the Tower who got the sequence wrong but ya still feel a little responsible 'cause maybe ya coulda gone faster. On the other hand, it's bad form to run over a Mooney.

As a student or low time pilot, it usually isn't a big deal (unless you do run over the Mooney). After a few hundred hours you'll have it figured out.
 
labbadabba said:
I've landed at KHPN, KTEB, KFXE, and KMCI.

The closest I've been asked to hurry up was a KHPN where a call went out to a A320 on my tail asking him to slow down and then asking me to expidite my taxi. In fact, I think I've gotten more grief from the controllers at my local sleepy class Delta than any of the busy airports servicing transport aircraft.
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Worst I ever experienced was at my home field right here at ORF (Class C). Had some controller freaking out the whole way in telling me to make max forward speed (I was already doing 150 and just kept it there) because he was bringing an RJ in behind me.

I attribute that to a junior controller. When I pulled off on the taxiway, the RJ was still a few miles out. I was shutdown on the ramp before the guy even crossed the threshold.
 
I haven't had the controller pressure me at the local Class C but I often feel like I should make every effort to stay out of the airlines way. Afterall, they are burning allot of fuel. I have had the controller ask me to "go straight to the numbers" to shorten the time.
I also try to pick a spot on the runway that will allow me to slow enough to turn at the next taxiway and clear the runway ASAP.
 
Fearless Tower said:
Worst I ever experienced was at my home field right here at ORF (Class C). Had some controller freaking out the whole way in telling me to make max forward speed (I was already doing 150 and just kept it there) because he was bringing an RJ in behind me.

I attribute that to a junior controller. When I pulled off on the taxiway, the RJ was still a few miles out. I was shutdown on the ramp before the guy even crossed the threshold.
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That's a good one. That controller would have a nervous breakdown at FTG (contract tower) where the controllers know just exactly how much horizontal separation they need on the runway and are willing to use it at times. APA has been known to stack them in tight at times also. BJC isn't so bad since it gets used as a training tower...of course DEN is a whole different story but when they let us go over there it's 'cause they're done with a runway for awhile and they don't care much what we do as long as we don't stray off centerline. I haven't been to DEN in many years and don't know that they tolerate touch-and-goes anymore, heard a rumor that the don't allow them.
 
I've had to keep the speed up on the ILS into KSNA in a 172RG. Put the gear down, and flew the approach at just about the middle of the yellow arc. My CFII was chiding me to slow down and let ATC deal with it.
 
I've had two "hurry up" experiences, one positive and one not so positive.

At Baton Rouge, ATC asked me if I could keep my speed up (Cherokee 140 Ha Ha) and continue my ~ 30 degree off runway alignment approach to the numbers due to an inbound airliner. No problem. Did as asked. Turned, dropped flaps, and killed power over the numbers and received a " Well Done".

At New Orleans (KMSY) first time ever and prior to construction of the GA runway, was vectored in to land from the East on the East/West runway. Had reviewed the airport layout before hand but hadn't memorized it. Was requested to keep speed up and advised that I had a DC-9 behind me. On short final, I was told to land and exit taxiway alpha. I didn't have question in my mind at all as to what he meant. Get it down and off at the first taxi-way which is what I did, only to discover that A was two miles down the runway at the far end and I could just get across the hold short line and no farther due to taxiway construction. After traffic was clear, I got to taxi the 2 miles down the runway.

No harsh words but I learned a lasting lesson about communications and hearing what you expect to hear as well as to include the direction of taxiway designations in a preflight review.
 
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I flew into ATL last Monday evening at @ 8pm in a Navajo. (right seat mind you) We were at 140, told approach we could do 170 if need be, they said, naaa, 140 is fine. Of course we got the obligatory, "caution, wake turbulence, 737". Landed a little long, it was a non-event. Taking off, they turned us out of the way before we got to the end of the runway. For a 70 hour PP, that was an interesting flight to say the least.
 
Most airports where it's an issue, you've got 8-10k foot of runway to deal with.

In most 4-6 seaters, it shouldn't be an issue to keep fast until short final and slow up with plenty of runway to spare.
 
I've had it happen a few times. Tower will ask for best forward speed, and you do what you can. You're PIC, so if you need to slow down for safety, you do exactly that. If your airplane is draggy (Cessna), you can usually keep it fast pretty close in, especially if you have two miles of runway ahead of you.

One thing you do hurry is getting your landed butt off the runway as fast as you can, especially if the runway has high speed turnoffs (and many big airports do).

The only really rude things you can do are extended finals at short field approach speed, and stopping or slowing excessively on the runway. If tower puts a 737 behind a 152, it's going to be a problem no matter what you do.
 
When I landed at KDEN they told me "maximum speed". So I went in at 120 indicated. Which was barely keeping up with the Boeings (going at minimum speed). Then you level out above the runway, until youve bled off enough speed to land normally. Then you have to taxi. That can be hard. They have "ramp control" not just "ground control". Whatever. If you start screwing up maybe they will put you on your own frequency.
 
I was once asked to slow down going into KORL - and I was flying an Archer.

Controller can ask you to maintain best forward speed for traffic. Just as they can ask you to make a short approach for traffic. Those aren't pressure, just understandable and quite reasonable requests.

Pressure is something you feel in response to the request and is more about you, your experience, your perceived skills and your personality than about them.
 
Only two times have I had any issues. One was at IAD (20 years ago) on my 2nd approach to 19. I did not have the glideslope on 19L and after the miss they gave me 19R and asked me to keep my speed up (gs was working on 19R). With the long runway and the request for speed, I was going 140 knots when I broke out. I had to slow down to gear speed and when I finally touched down I was beyond the last of the early turnoffs and I had to taxi to the end. The 727 touched down while I was still on the runway. The other was at JFK, where I was asked to keep my speed up on the north approach until I passed the sandbar. I was able to make the first turn left turn off. Take off was interesting with the Concorde in line in front of my taxi/ hold on departure and the wheels of the 747 in front of me was higher than my head. I did chuckle on the departure when the controller after all the caution wake turbulence statement warned me about a bump in the runway 4K feet down from the departure end of the runway. He did ask me to turn to my heading as soon as possible.
 
As CFIs we can all do our students a favor by teaching them approaches at different speeds from slow to full throttle. Teaching is learning and when asked to do it, it isn't one of those "pressure" moments the OP refers to. I did it with PPL and especially my instrument students. Knowing how to "whoa" over mm or dh can ease their fears greatly. 65k in a 172 just doesn't cut it at some airports.
 
Landing at John Wayne one day I was asked to make first left turn onto a taxi way while I was in the flare. I told tower unable due to the speed they brought me into the runway at. Tower then said they had a 320 behind me, I said you put him there. If I would have taken the turn and bent metal it would have been my fault.
 
BJC has told me Nxxx straight for the numbers, cleared to land 30R, expedite , Citation on x mile final.
 
Luvrv8 said:
Landing at John Wayne one day I was asked to make first left turn onto a taxi way while I was in the flare. I told tower unable due to the speed they brought me into the runway at. Tower then said they had a 320 behind me, I said you put him there. If I would have taken the turn and bent metal it would have been my fault.
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Too much conversation in the flare.

"Unable. Stand by."
 
Depends on the time of day. When I flew into CLE I wasn't told best forward speed. When I flew into HPN I was told best forward speed. Just remember, you are PIC and don't do anything you're uncomfortable with. If you can't keep up speed go around and let the faster go in front of you.
 
jordane93 said:
Depends on the time of day. When I flew into CLE I wasn't told best forward speed. When I flew into HPN I was told best forward speed. Just remember, you are PIC and don't do anything you're uncomfortable with. If you can't keep up speed go around and let the faster go in front of you.
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Much to my surprise, I got to take ILS approaches at SJC at my leisure recently.

Now, if I could just get in ONE IFR departure without a hold for release due to 3 or 4 arriving purple 737s….
 
old cfi said:
Yeah, well try that at ATL during Delta's landing hour and see what happens. Was flying a light twin doing 120 and was told to increase to 140. Since 90-100 was normal approach speed, no pressure!!!!:no:
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There is this magic word "unable"

They might send you around and resequence you, but the important thing is to get down safely and not be pressured into coming in hot and making a mess of it. They can ask you to speed up, but you can say no.
 
Keep up your speed,is a request from the controller,your the one flying the airplane. However if your feeling the pressure don't go into those airports during their busy times.
 
StinkBug said:
There is this magic word "unable"

They might send you around and resequence you, but the important thing is to get down safely and not be pressured into coming in hot and making a mess of it. They can ask you to speed up, but you can say no.
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Yep - that's the magic word but since I had done approaches at the faster speed, it wasn't a problem and didn't put any pressure on me. And the way we were sequenced, going to the back of the line would have made a turn to final somewhere over Denver!!:lol::lol:
 
old cfi said:
Yeah, well try that at ATL during Delta's landing hour and see what happens. Was flying a light twin doing 120 and was told to increase to 140. Since 90-100 was normal approach speed, no pressure!!!!:no:
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Or, try teterboro ........"mooney , pickup your speed to 120 ( on long final) you have a heavy behind you, " happened several times when I landed there in the 201. Busy place! If your not used to it , best to take someone who is till you get acclimated to it.
 
StinkBug said:
There is this magic word "unable"

They might send you around and resequence you, but the important thing is to get down safely and not be pressured into coming in hot and making a mess of it. They can ask you to speed up, but you can say no.
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You are in essence correct, but I would submit that if you cannot safely keep your speed up in such a situation, you have no business going into a place like ATL at rush hour in the first place.
 
Jimmy cooper said:
Or, try teterboro ........"mooney , pickup your speed to 120 ( on long final) you have a heavy behind you, " happened several times when I landed there in the 201. Busy place! If your not used to it , best to take someone who is till you get acclimated to it.
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Teterboro is rough. I flew in with the owner of the flight school I work at during the NBAA forum this past summer. Never in my life have I seen so many jets.
 
Fearless Tower said:
You are in essence correct, but I would submit that if you cannot safely keep your speed up in such a situation, you have no business going into a place like ATL at rush hour in the first place.
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Ahhhmen. Very true. Lucky for me I had over a thousand hours when I first went into teterboro! Even then, it got my undivided attention. I did EXACTLY as I was told.
 
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frfly172 said:
Keep up your speed,is a request from the controller,your the one flying the airplane. However if your feeling the pressure don't go into those airports during their busy times.
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Exactly this.


Sent from my iPad using Tapatalk
 
Luvrv8 said:
Landing at John Wayne one day I was asked to make first left turn onto a taxi way while I was in the flare. I told tower unable due to the speed they brought me into the runway at. Tower then said they had a 320 behind me, I said you put him there. If I would have taken the turn and bent metal it would have been my fault.
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Yeah. Be sure to have an airport diagram available and studied. You might well be asked to turn off earlier than you really want to, even onto a crossing runway, if there is an airliner behind you. "Unable" is an OK response, but it's better for everyone if you are prepared and able.
 
Fearless Tower said:
You are in essence correct, but I would submit that if you cannot safely keep your speed up in such a situation, you have no business going into a place like ATL at rush hour in the first place.
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I won't disagree with you there. It's a request I've gotten many times since my home field only has one runway and mixes a lot of jets with the pistons, but at the end of the day if everybody is on the ground safe that's all that matters. My first night XC as a student pilot ended up being right in the middle of the UPS arrivals into ONT and the tower didn't have any trouble sequencing a very slow cherokee into the middle of a bunch of 757 and 747 cargo planes. We even made their job interesting by doing 6 full stop taxi backs.
 
Training at class D with airlines, seems like more often than not we get extended or delayed vs a hurry request, though it does happen some.
 
Was told to fly max speed on the approach 1 time at a Class C. (IFR conditions, on an approach.)

Been told 4 times to fly max speed to the FAF at Class B's. (every time I was in IFR conditions.)

Was told 1 time to land on the second half of the runway at a Class B to help the "Heavy" traffic behind me.

All times were not really an issue, but I felt like it was bad on the engine/airplane.. I prefer to gradually slow the engine down. Nothing like going full power to the FAF and chopping the throttle.
 
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