Wow - heard on the air... (long)

wrote:

Personally I'd never fly into a Class B
airport in something slow, but I know guys that have with varying
degress of success (measured by the controller's level of
exasperation).

The first year I flew for Angel Flight I did several flights to Teterboro,
NJ (through NY class B), Baltimore-Washington Int., and Boston Logan in a
C172SP. Perhaps it was the fact that I was flying under the AF callsign,
but not one controller complained outwardly. My response was to always
remain extra sharp, listen, and immediately comply.

During the various approaches, I do recall *always* receiving a "best
speed, please" request, however.

--
Peter
























----== Posted via Newsfeeds.Com - Unlimited-Uncensored-Secure Usenet News==----
http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups
----= East and West-Coast Server Farms - Total Privacy via Encryption =----

Flying something slow is not the issue. I say use the Class Bs when
they are the right thing to do. It's a privelege as sweet as any in
this country.

But keeping up with ATC is the key. If your radio work is good and your
flying precise and reliable - no problems. If you can't, speed won't
save you.

Some controllers on a good day will make it all work for you despite
yourself. But no one should put themselves in a position to have to
depend on that.

wrote:
Here in southern CT I've heard some exchanges with NY Approach (don't
recall if the acft in question was trying to get into JFK or LGA) that
just had me shaking my head. Personally I'd never fly into a Class B
airport in something slow, but I know guys that have with varying
degress of success (measured by the controller's level of
exasperation). The airspace just south of here is too damn busy to
accommodate newbies or most weekend flyers safely.

Will

wrote:

Here in southern CT I've heard some exchanges with NY Approach (don't
recall if the acft in question was trying to get into JFK or LGA) that
just had me shaking my head. Personally I'd never fly into a Class B
airport in something slow, but I know guys that have with varying
degress of success (measured by the controller's level of
exasperation). The airspace just south of here is too damn busy to
accommodate newbies or most weekend flyers safely.

Will


I flew my 182 into Logan, Philly, Washington National and a few other
fairly busy airports. They had no problem at all handling me with the
jets. They usually brought me in on a close-in pattern and I landed on
a runway other than what the airliners were using. I don't have any
problem with a little crosswind and it worked out great.

Now taxiing is a whole 'nother adventure at airports like that... :-)


Matt

I flew my 182 into Logan, Philly, Washington National and a few other
fairly busy airports. They had no problem at all handling me with the
jets. They usually brought me in on a close-in pattern and I landed on
a runway other than what the airliners were using. I don't have any
problem with a little crosswind and it worked out great.

I flew into LAS after 160 hours TT and no IFR (now I got it) about
a year ago. It was no big deal at all. They asked me a few
times if I really meant LAS versus North Las Vegas but no big
deal. It was a quiet night though. Going out, again no big deal
even though they had be departing in the middle of 5 HP A320's, 4 SW
737's, a CO 757 and a few corporate jets and I was in a bug smashing
'PA-28-181 Heavy.'

Now taxiing is a whole 'nother adventure at airports like that... :-)

I didn't have to go far at LAS. But today I was flying out of
Denver on United and I couldn't even follow the calls....actually
some of them I could but man, that sounds complicated.

gerald

wrote:
Here in southern CT I've heard some exchanges with NY Approach (don't
recall if the acft in question was trying to get into JFK or LGA) that
just had me shaking my head. Personally I'd never fly into a Class B
airport in something slow, but I know guys that have with varying
degress of success (measured by the controller's level of
exasperation). The airspace just south of here is too damn busy to
accommodate newbies or most weekend flyers safely.

Will

I did all my primary training in a Class B and it's not the tough, but
you have to follow the rules and be flexible! I learned very early how
to bring a 172 to the numbers at 120k (yes, it can be done at full
throttle with the nose pushed over) and get off on the first high speed.
It's the folks who try to fly the approach at 60k who make life
intersting for the controllers.

Margy

Margy wrote:
I did all my primary training in a Class B and it's not the tough, but
you have to follow the rules and be flexible! I learned very early how
to bring a 172 to the numbers at 120k (yes, it can be done at full
throttle with the nose pushed over) and get off on the first high speed.
It's the folks who try to fly the approach at 60k who make life
intersting for the controllers.


Ain't that the truth? When I was making my long solo cross country as a
student, I dragged in a long approach to RDU at 60 knots, not knowing any
better. When I wanted to leave a little later, the tower seemed to have great
difficulty "hearing" me. I got the message loud and clear. Now I bring them in
smoking and use a combination of chopped power, full flaps and slipping to stuff
them onto the ground.

A Cherokee Six can do 160 knots on the ILS if need be, and you will never hear
the controller asking you to "keep the speed up".

One exception: I was flying back to Charlotte in a C-402 one morning with only
one brake. The controller keep after me to keep the speed up. As I got closer
and closer, I kept trying to slow down but the controller got onto me again.
Alrighty then....

I was cleared on very short final to land and "make the first turnoff ASAP".
Needless to say, I rolled past that turnoff at a manly rate of speed. USAirways
behind me had to go around. So sad, too bad. He shouldn't have rushed me.



--
Mortimer Schnerd, RN

VE

One exception: I was flying back to Charlotte in a C-402 one morning with only
one brake. The controller keep after me to keep the speed up.

Did you try telling the controller "unable due to equipment problems"?

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

On Thu, 21 Jul 2005 15:30:54 GMT, "Mortimer Schnerd, RN"
wrote:

snip

A Cherokee Six can do 160 knots on the ILS if need be, and you will never hear
the controller asking you to "keep the speed up".

I often hear, "keep the speed up as long as praticable" prior to even
hiting the the approach, or pattern. Normally 140 is fast enough as
that is going to put you in the same category as a 737.

I was on the ILS for 28R (think it was 28) at Port Columbus doing a
practice instrument approach. The instructor told me to lift the
foggles and look out to the left. Straight off the wing tip was a 737
and as we had both intercepted well outside the outer marker we flew
like that for several miles. That is, until I put the gear down.
:-)) That brings me down to the normal 120 I typically fly.


One exception: I was flying back to Charlotte in a C-402 one morning with only
one brake. The controller keep after me to keep the speed up. As I got closer

Been there and done that, but I only had one engine. At least I
didn't have to fly an ILS.:-))

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

and closer, I kept trying to slow down but the controller got onto me again.
Alrighty then....

I was cleared on very short final to land and "make the first turnoff ASAP".
Needless to say, I rolled past that turnoff at a manly rate of speed. USAirways
behind me had to go around. So sad, too bad. He shouldn't have rushed me.

Margy wrote:

I learned very early how
to bring a 172 to the numbers at 120k (yes, it can be done at full
throttle with the nose pushed over) and get off on the first high speed.

My old Maule would've needed a JATO unit to land at that speed.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

Actually, I can bring my Maule down an ILS at 115+ knots. Flaps in
negative (that's the key), low cruise power (about 2400rpm fixed pitch
before applying flaps), produces about 4-500 fpm and 115 knots. Just
keep the power below redline. Minimal trim changes required due to the
flaps. I fly vectors at cruise then just reflex the flaps when hitting
the slope.

It would be really awkward doing it without the reflex flaps. Lots of
trim required and a very bouyant aircraft with all that high lift wing.

The critical words here are "to the numbers". Actually, I start
chopping, triming and flapping at dh and still make an early turnoff.

BTW, my Maule cruises at 114knots at 2600 rpm, flaps normal. The only
thing limiting a faster descent down the slope is engine redline.

George Patterson wrote:
Margy wrote:


I learned very early how to bring a 172 to the numbers at 120k (yes,
it can be done at full throttle with the nose pushed over) and get off
on the first high speed.


My old Maule would've needed a JATO unit to land at that speed.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.