I think we may be disagreeing about slightly different scenarios. My mental picture was of being roughly in a downwind or long base position at about 30 miles from touchdown (i.e. roughly 10,000ft) when you are given a short cut (which, by the way, you don't have to accept). In which case I would stand by what I have posted. I've been doing it (and teaching it as a "fix") for years. It works.
The TAS(approx) for 250kts IAS at various heights is as follows:
15000ft - 312kts
10000ft - 290 kts
5000ft - 272kts
3000ft - 260kts
Do you think you will cover fewer miles in a deceleration starting from 312kts or starting from 260kts? At 3000ft the air is denser hence there will be more total drag so the rate of deceleration will be greater. In addition, if the deceleration segment is level, there is no sacrifice of kinetic energy loss against potential energy loss so, again, the deceleration will be more rapid. If that doesn't completely solve the problem, you are into flap 2, gear down, 180kts and V/S -2000 to capture the glideslope from above by 1500ft or you won't stable at 500ft.
If you are thinking of a senario much closer and lower than 30 miles/10000ft/250kts, for example, 15 miles/5000ft/250kts then I would say don't accept the short cut.
Last edited by Wingswinger; 12th May 2007 at 08:31.