9. DESCEND.

CLEARANCE.

PNF:Scandinavian 149 standing by for descent.
ATC:Scandinavian 149 descend to FL 140.
PF will set 14000 on the APS and it is time to leave our cruising level. Rotate the vertical speed wheel on autopilot panel, to obtain 500ft in sink. Then reduce the EPR a bit and increase the rate of descent to 1000ft/min. Normal descent speed is 280kt. On high levels, use the cruise Mach until you reach 280k, use autopilot IAS HOLD.

DESCENT RATE.

If you look at the descent table , there is a gap at FL250. The DC9 must descent width 1000 ft/min down to FL250, because of the cabin pressure. After FL250 use idle thrust and speed 280kt. .
Check your cabin rate of descent--it must not be more than 400ft/min for passenger comfort.
Around FL150 or 10-15 minutes before landing, it is time to switch on the seat belt sign.

Sometimes during the descend, we will receive our inbound clearance.
Control:Scandinavian 149 cleared inbound ESGG MOXAM 1E arrival.
Of course this clearance will readback .

When approaching Fl140, we will probably be sent over to the approach at ESGG and will get a lower level. Speed below FL100 are supposed to be 250kt. At level 110 we start to reduce our speed. Disconnect IAS hold and use VERT SPEED at 1000ft/min and we will have 250kt at level 100.
Use IAS HOLD again.

STAR.

This is the STAR (Standard Arrival Route) to be follow.

ESGG STAR It is possible that we will get cleared for the approach any time after passage of MOXAM. The only restriction then, is to maintain 3 000ft until intercepting the ILS glidepath. We will then use our own navaids to follow the STAR, and make our own turn on to the localizer. When passing radial 221 from LAV turn to heading 055 (30 degree intercept angel)and arm the autopilot for ILS.

In this weather, we can normally expect radar vectoring for the final approach. Until then, we just follow BAK radial 034 (set on NAV1).


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