"Best forward speed" approaches

But I can see where it *could* take at least an extra minute for
some planes which are slicker or if the pilot is unwilling to just
throttle back.

Yes, I call it the EDM effect. Once you buy a graphic engine analyiser
and see how fast your engine freezes when you pull power, you'll think
twice before pulling back too far when coming down.

-Robert

Roy Smith wrote:

Not me. Try it some day in VFR conditions. Fly the glide slope (or
VASI) down to 200 AGL at 120 KIAS with the flaps up, then try to land
and see how much runway you use up.

On my last IFR proficiency lesson (my first lesson since obtaining my
instrument rating last March), the instructor had me fly the ILS at 110
knots until about DH, then slow it down and do a short field landing at
60 knots in a C172. I was able to do it and land in a few hundred feet,
but I'll be danged if I can do it again without floating/ballooning.

More practice, I suppose.

--
Peter

I'd only practice ILS "peddle faster!" approaches. You'll only get the
request at a large airport and then you'll always get it on the ILS.

Large airplanes fly the ILS at 140 to 160, so if you go from 90 to 120 kts,
you'll help them alot, and in my Arrow, the procedure is:

Fly the approach with trim, leave power in.
At breakout, pull power and wait for 150 MPH or lower.
Lower the gear.
Wait for 100 MPH.
Lower flaps.
Land.

Never had a complaint.

As for breakout, I don't worry about speed. At these airports there is
plenty of runway and the arrow stops on a dime... Now, if I were in a
Mooney.........

--
remove underscores to email

"Ben Jackson" wrote in message
news:N1t4b.316097$o%2.144170@sccrnsc02...
A few questions about fast (by spamcan standards) approaches in busy
terminal environments:

1) Is there any point in practicing any "best forward speed" approaches
besides the ILS?

2) How fast is fast enough? Obviously 120kts is better than 90kts
(maybe 1.5m less time after you turn onto the localizer), but does the
additional 20-30 seconds saved by going 130-140kts make a difference?

3) Do you fly these in a different flap/gear configuration or just use
more power?

4) Do you try this even when expecting to break out at minimums (with
less time to slow down)?

--
Ben Jackson

http://www.ben.com/