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#11
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On Thu, 27 Jan 2005 11:15:04 -0800, "gatt"
wrote: Hey, all. Haven't shot instrument approaches in a complex aircraft yet, and I'm getting ready to so I'm curious: When you're doing a practice approach in which you know it's going to be missed, do you complete/amend/ignore the GUMPS check? I'm guessing yes, but I'm curious as to what others do. Finishing up my complex endorsement this afternoon, but haven't done any approaches in that plane yet. Don't skip anything. The reason why we train is so that you build muscle memory as well. It comes in handy when the S*$% gets deep and your mind is having to concentrate so hard, that you want some things to come "Naturally". If you start making adjustments to how you would normally do something because you know your are going around, you are training you mind to that which could potentially cause problems down the road. Always complete the GUMPS when you normally do it and then when its time to go around do the 5 C's. Scott D To email remove spamcatcher |
#12
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On Thu, 27 Jan 2005 12:40:09 -0800, "Bob Gardner"
wrote: Many instructors advise instrument students to hang the gear out when the glideslope is about a dot above center..the added drag starts you down the hill, and it's awfully hard to forget the gear if you follow this advice. Bob Gardner This his how I have always done it, but with a little variation. When I intercept the glideslope, Usually at the FAF, I then lower the gear. The only time that I did not do this, was when I had an engine failure on a twin shooting the approach in IMC. I just kept saying to myself as I was descending, was "DONT FORGET THE GEAR, ...." Once I broke out and I knew I had the runway made, the gear came down. Scott D To email remove spamcatcher |
#14
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why would you intentionally have the aircraft configured for an approach
that you are not used to. In the Bonanza, and in the Arrow, having the aircraft trimmed for level flight at approach speed, and then extending the gear at the FAF makes for a nice transition to the 500-600fpm required to capture and maintain the glide slope on the local ILS. BT "gatt" wrote in message ... Hey, all. Haven't shot instrument approaches in a complex aircraft yet, and I'm getting ready to so I'm curious: When you're doing a practice approach in which you know it's going to be missed, do you complete/amend/ignore the GUMPS check? I'm guessing yes, but I'm curious as to what others do. Finishing up my complex endorsement this afternoon, but haven't done any approaches in that plane yet. -c |
#15
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But... I teach a "keep your forward speed up" that we seem to always get
. You need to know the plane's very different feel if keeping on glide slope with gear up. Also multiple GUMPS checks on all approaches make you check on short final DA+200 ft. for example. BTIZ wrote: why would you intentionally have the aircraft configured for an approach that you are not used to. In the Bonanza, and in the Arrow, having the aircraft trimmed for level flight at approach speed, and then extending the gear at the FAF makes for a nice transition to the 500-600fpm required to capture and maintain the glide slope on the local ILS. BT "gatt" wrote in message ... Hey, all. Haven't shot instrument approaches in a complex aircraft yet, and I'm getting ready to so I'm curious: When you're doing a practice approach in which you know it's going to be missed, do you complete/amend/ignore the GUMPS check? I'm guessing yes, but I'm curious as to what others do. Finishing up my complex endorsement this afternoon, but haven't done any approaches in that plane yet. -c |
#16
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The most important thing for your CFII to teach you on an instrument approach is how to find the power/prop settings that result in your approach being at the exact speed you plan for (we plan 90kt in the Mooney as well as a configuration for 130kts when necessary). All these power settings would be out the window if you flew with the gear up. I usually have the student put the gear down at the point of the initial let down on a non-pre approach and on GS intercept on a pre approach. -Robert, CFI gatt wrote: Hey, all. Haven't shot instrument approaches in a complex aircraft yet, and I'm getting ready to so I'm curious: When you're doing a practice approach in which you know it's going to be missed, do you complete/amend/ignore the GUMPS check? I'm guessing yes, but I'm curious as to what others do. Finishing up my complex endorsement this afternoon, but haven't done any approaches in that plane yet. |
#17
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You can't fly 130 knots with gear down in an Arrow
Robert M. Gary wrote: The most important thing for your CFII to teach you on an instrument approach is how to find the power/prop settings that result in your approach being at the exact speed you plan for (we plan 90kt in the Mooney as well as a configuration for 130kts when necessary). All these power settings would be out the window if you flew with the gear up. I usually have the student put the gear down at the point of the initial let down on a non-pre approach and on GS intercept on a pre approach. -Robert, CFI gatt wrote: Hey, all. Haven't shot instrument approaches in a complex aircraft yet, and I'm getting ready to so I'm curious: When you're doing a practice approach in which you know it's going to be missed, do you complete/amend/ignore the GUMPS check? I'm guessing yes, but I'm curious as to what others do. Finishing up my complex endorsement this afternoon, but haven't done any approaches in that plane yet. |
#18
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Actually, you can (at least in the Arrow II, the only kind I have direct
experience with). The "Maximum Gear Extension" speed is 150MPH, or about 131 knots. The "Maximum Gear Retraction" speed is at 125MPH, so you'd have to slow down before you pull the gear up on the missed. It's interesting that they don't publish a "Maximum Gear Extended" speed, but I wouldn't go more than an "ooops" over 150MPH. Then again, you can always save fuel and fly at something other than full throttle. :-) -Rob "Bill J" wrote in message ... You can't fly 130 knots with gear down in an Arrow Robert M. Gary wrote: The most important thing for your CFII to teach you on an instrument approach is how to find the power/prop settings that result in your approach being at the exact speed you plan for (we plan 90kt in the Mooney as well as a configuration for 130kts when necessary). All these power settings would be out the window if you flew with the gear up. I usually have the student put the gear down at the point of the initial let down on a non-pre approach and on GS intercept on a pre approach. -Robert, CFI gatt wrote: Hey, all. Haven't shot instrument approaches in a complex aircraft yet, and I'm getting ready to so I'm curious: When you're doing a practice approach in which you know it's going to be missed, do you complete/amend/ignore the GUMPS check? I'm guessing yes, but I'm curious as to what others do. Finishing up my complex endorsement this afternoon, but haven't done any approaches in that plane yet. |
#19
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"Bill J" wrote in message
... But... I teach a "keep your forward speed up" that we seem to always get . You need to know the plane's very different feel if keeping on glide slope with gear up. Also multiple GUMPS checks on all approaches make you check on short final DA+200 ft. for example. agreed.. and on "most" aircraft... once you've for the gear down.. you can speed up to max gear extended speed, not gear extension speed.. had that happen to me in a Seneca II, slowed to a nice 110knt approach and approach control decided that was not fast enough.. so on glide path.. speeding up.. and retracting flaps.. able to leave the flap lever at 1 notch, 160knt speed.. and left the gear down.. 150knt speed.. nice exercise to change configuration and drag while still tracking the loc/glideslope BT |
#20
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Rob Montgomery wrote:
The "Maximum Gear Extension" speed is 150MPH, or about 131 knots. Are you saying that you don't lose any speed when you drop the gear at 131 kts? In the Bonanza, I drop the gear at 155 kts and immediately lose about 25-30 kts due to drag. -- 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 =---- |
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