Received my first speed restriction

[Peter R.]

Yesterday, while wrapping up my complex, high performance instruction in a
Bonanza V35, I received my first speed restriction from ATC during the
approach back into the class C airport. "Bonanza XX, do not exceed 150,
number two following a Dash 8, cleared ILS 28 approach."

After a little more than two years of receiving "maintain best speed" in
the 172, this was a pleasant contrast.

On the ground, the instructor signed his name under the complex, high-
performance endorsement, a little more than 12 hours of instruction later.


--
Peter












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[john smith]

Peter, if you haven't already purchased it, I highly recommend you
obtain a copy of John Eckalbar's FLYING THE BONANZA book.
There are many things I learned that I did not know nor was I made aware
of during my checkout.
Regards, Eric

[Maule Driver]

"Peter R."
> Yesterday, while wrapping up my complex, high performance instruction in a
> Bonanza V35, I received my first speed restriction from ATC during the
> approach back into the class C airport. "Bonanza XX, do not exceed 150,
> number two following a Dash 8, cleared ILS 28 approach."
>
Congrats!

My one and only speed restriction (at HPN) went like this "Maule, how slow
can you go?", "80 knots", "...reduce speed to 80 knots, your number 2 behind
blah blah". What a mess. I did it but it didn't matter... got a missed
approach on short final.

The controller appeared to be handling, or perhaps coordinating a lot of
traffic with other controllers. In any case, he was using speed changes and
restrictions to manage it instead of vectors. Problem was that my
groundspeed varied about 30 knots throughout the approach. I'm sure that
everyones elses did too. Embedded, low energy cells seem to alternately
cause headwinds and tailwinds. No way that airspeed management would work
on such a day.

The 'Bo sounds nice. Hope to get the chance one day.

[Paul Tomblin]

In a previous article, Peter R. > said:
>approach back into the class C airport. "Bonanza XX, do not exceed 150,
>number two following a Dash 8, cleared ILS 28 approach."

Gee, and I thought it was cool when I was being vectored to the runway at
one airport in the flying club's new PA28-236 Dakota and got told "you're
going 40 knots faster than the 172 ahead of you. Slow it down." Heh,
take that Cessna!


--
Paul Tomblin > http://xcski.com/blogs/pt/
Last I checked, it wasn't the power cord for the Clue Generator
that was sticking up your ass.
-- John Novak

[Larry Dighera]

On Wed, 10 Mar 2004 22:07:39 +0000 (UTC),
(Paul Tomblin) wrote in Message-Id: >:

>...PA28-236 Dakota and got told "you're
>going 40 knots faster than the 172 ahead of you. Slow it down." Heh,
>take that Cessna!

With 47% more horsepower, I would hope you'd be faster.

[Larry Dighera]

On Wed, 10 Mar 2004 20:28:58 GMT, john smith > wrote in
Message-Id: >:

>Peter, if you haven't already purchased it, I highly recommend you
>obtain a copy of John Eckalbar's FLYING THE BONANZA book.
>There are many things I learned that I did not know nor was I made aware
>of during my checkout.
>Regards, Eric

It must be good; they're not givin' it away:
http://www.bookfinder.com/search/?ac=sl&st=sl&qi=zYMt9NKqY3c.6JOYV4lfQoGQYRk_2001195461_2:33:73

[Jay Honeck]

> >...PA28-236 Dakota and got told "you're
> >going 40 knots faster than the 172 ahead of you. Slow it down." Heh,
> >take that Cessna!

Fun, ain't it?

:-)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[Roger Halstead]

On Wed, 10 Mar 2004 12:49:45 -0500, Peter R.
> wrote:

>Yesterday, while wrapping up my complex, high performance instruction in a
>Bonanza V35, I received my first speed restriction from ATC during the
>approach back into the class C airport. "Bonanza XX, do not exceed 150,
>number two following a Dash 8, cleared ILS 28 approach."

Wait till you get one that says, "Maintain speed as long as
possible"<:-))

I had been flying safety pilot for a friend who flys a Mooney. Later
we brought the Deb over to MBS for some practice. I received one of
those "Please maintain speed as long as possible"

He remarked later that had he flown the ILS at *that* speed we'd have
stopped some where out in the bean field off the other end of the
runway. <:-))

Right Joe?

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

>
>After a little more than two years of receiving "maintain best speed" in
>the 172, this was a pleasant contrast.
>
>On the ground, the instructor signed his name under the complex, high-
>performance endorsement, a little more than 12 hours of instruction later.

[Andrew Boyd]

Maule Driver wrote:

> My one and only speed restriction (at HPN) went like this "Maule, how slow
> can you go?", "80 knots"

Years ago, I was flying a practice ILS 32 in VMC at CYOW in our
Maule:

http://www.pittspecials.com/images/maule.jpg

and I was asked by ATC for "minimum speed" after glideslope intercept.
It was a neat exercise to keep the needles centered under the hood during
the airspeed reduction to 50 mph ias.

I was grinning away because a cold front had passed, and the wind out
of the northwest gave me a nice headwind, so my groundspeed (knots)
was in the high teens, which is probably not something ATC sees every
day on the ILS ... but they did ask for "minimum speed", didn't they? :-)

--
ATP http://www.pittspecials.com/images/oz_down.jpg

[Andrew Boyd]

Roger Halstead wrote:

> "Please maintain speed as long as possible"
>
> He remarked later that had he flown the ILS at *that* speed we'd have
> stopped some where out in the bean field off the other end of the
> runway. <:-))

It depends upon the aircraft. Some of the most experienced airshow
performers, such as Sean Tucker, Skip Stewart, Freddy Cabanas, etc
take advantage of the their wide-chord three-bladed propellors to make
high speed straight-in approaches (eg 180 - 200 mph) to very short
final. Then, the throttle goes to idle, the drag of the prop pushes
you forward into your shoulder harness, and you rapidly slow to a
normal
approach speed (eg 120 mph) for touchdown.

Flying cross-country with two Pitts S-2B's, what I've found works
well for large airports is side-by-side at a gentle 150 mph on the
glidepath, then as you get quite close, stay a bit high, then chop
the throttle and push the nose down so you can see the runway. It
makes for a bit of a rapid flare, but you get both aircraft on (and
off) the runway in a most expeditious manner.

--
ATP
http://www.pittspecials.com/images/oz_hh.jpg

[Gig Giacona]

"Larry Dighera" > wrote in message
...
> On Wed, 10 Mar 2004 20:28:58 GMT, john smith > wrote in
> Message-Id: >:
>
> >Peter, if you haven't already purchased it, I highly recommend you
> >obtain a copy of John Eckalbar's FLYING THE BONANZA book.
> >There are many things I learned that I did not know nor was I made aware
> >of during my checkout.
> >Regards, Eric
>
> It must be good; they're not givin' it away:
>
http://www.bookfinder.com/search/?ac=sl&st=sl&qi=zYMt9NKqY3c.6JOYV4lfQoGQYRk
_2001195461_2:33:73


They figure if you can afford to fly a Bo you can afford to pay $70.00 for a
book.

Gig G

[Mike Rapoport]

After touching down at SFO I was told: "keep your speed up...100kts or
greater please" This was on the ground to clear the 747 that was departing
on the intersecting runway.

Mike
MU-2

"Roger Halstead" > wrote in message
...
> On Wed, 10 Mar 2004 12:49:45 -0500, Peter R.
> > wrote:
>
> >Yesterday, while wrapping up my complex, high performance instruction in
a
> >Bonanza V35, I received my first speed restriction from ATC during the
> >approach back into the class C airport. "Bonanza XX, do not exceed 150,
> >number two following a Dash 8, cleared ILS 28 approach."
>
> Wait till you get one that says, "Maintain speed as long as
> possible"<:-))
>
> I had been flying safety pilot for a friend who flys a Mooney. Later
> we brought the Deb over to MBS for some practice. I received one of
> those "Please maintain speed as long as possible"
>
> He remarked later that had he flown the ILS at *that* speed we'd have
> stopped some where out in the bean field off the other end of the
> runway. <:-))
>
> Right Joe?
>
> Roger Halstead (K8RI & ARRL life member)
> (N833R, S# CD-2 Worlds oldest Debonair)
> www.rogerhalstead.com
>
> >
> >After a little more than two years of receiving "maintain best speed" in
> >the 172, this was a pleasant contrast.
> >
> >On the ground, the instructor signed his name under the complex, high-
> >performance endorsement, a little more than 12 hours of instruction
later.
>

[Maule Driver]

"Andrew Boyd" >
> Years ago, I was flying a practice ILS 32 in VMC at CYOW in our
> Maule:
> http://www.pittspecials.com/images/maule.jpg

That's the nicest pic of an (older) Maule that I've ever seen. Nice lines
on a nice ship! Looks like you've moved on to a Pitts...

> and I was asked by ATC for "minimum speed" after glideslope intercept.
> It was a neat exercise to keep the needles centered under the hood during
> the airspeed reduction to 50 mph ias.
>
> I was grinning away because a cold front had passed, and the wind out
> of the northwest gave me a nice headwind, so my groundspeed (knots)
> was in the high teens, which is probably not something ATC sees every
> day on the ILS ... but they did ask for "minimum speed", didn't they? :-)
>
Yep, they did. The ironic thing is that with the negative or reflex flaps
on my Maule, the easiest way to fly an ILS is to speed up. I don't know if
your Maule had a negative setting but my normal ILS procedure is to fly
cruise or slow cruise until GS intercept, then select negative flaps.
Depending on the RPMs, I get a 600ft/min descent with a touch of up trim at
115 to 125 knots. Fits into traffic real well.

The 80knots would have been a good exercise except that I was almost airsick
from the turbulence. Man, did I want to be on the ground.

[Peter R.]

Gig Giacona wrote:

> They figure if you can afford to fly a Bo you can afford to pay $70.00
> for a book.

Reminds me of college book prices.


--
Peter







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[John Galban]

(Andrew Boyd) wrote in message >...
>
> It depends upon the aircraft. Some of the most experienced airshow
> performers, such as Sean Tucker, Skip Stewart, Freddy Cabanas, etc
> take advantage of the their wide-chord three-bladed propellors to make
> high speed straight-in approaches (eg 180 - 200 mph) to very short
> final. Then, the throttle goes to idle, the drag of the prop pushes
> you forward into your shoulder harness, and you rapidly slow to a
> normal
> approach speed (eg 120 mph) for touchdown.
>

When I used to base my 172 at PHX, it was fairly common for ATC to
squeeze me in between a couple of 737s and request that I "maintain
120 kts until over the fence". For the old straight tail, this was no
flaps, full throttle and pointed downhill :-) With a 737 on final
behind me I knew this would be followed by "minimum time on the
runway, please". Over the fence I'd chop the throttle, pitch up to
the white arc, then drop all 40 degrees of flap and point the nose at
the numbers. Never missed the 1st taxiway with that approach. Gotta
love those barn door manual flaps!

John Galban=====>N4BQ (PA28-180)