The Other Half
5th Dec 2004, 03:26
G'Day,
Some advice please. I have the following little procedure in my head as to the configuration of the aircraft when flying the majority of approaches. I'ts in a light twin. I don't have much experience in the day-to-day use of twins, only IR renewals etc. My question is, is the config of the aircraft that I have said i'll try to maintain after an engine failure a sensible option in the given situations? :confused:
• If entering a straight in approach (except ILS) and not entering a holding pattern then complete before landing checks before arrival over IAF and select one stage/approach flap. Lower gear when ready to descend from commencement altitude down to DA (As it’s a straight in approach). If engine failure during approach, continue flying, complete Phase 1 checks but leave flaps and gear down. Raise minima by calculation.
• If entering a holding pattern then complete before landing checks whilst in holding pattern and select one stage/approach flap. If straight in approach then lower gear when ready to descend from commencement altitude down to DA (As it’s a straight in approach) If reversal procedure for a runway aligned approach lower gear only when established inbound, for circling approach leave gear retracted. If engine failure during approach, continue flying, complete Phase 1 checks, for a runway aligned approach leave flaps and gear down, for a circling approach leave flaps down and gear up. Raise minima by calculation.
• If entering directly into a reversal procedure without entering holding pattern then complete before landing checks before arrival over IAF and select one stage/approach flap. For a runway aligned approach lower gear only when established inbound, for circling approach leave gear retracted. If engine failure during approach, continue flying, complete Phase 1 checks, for a runway aligned approach leave flaps and gear down, for a circling approach leave flaps down and gear up. Raise minima by calculation.
• PUFF checks 500 ft before minima
• All that you’re required to do is lower landing flap when visual on finals and if circling lower gear on downwind
My theory is, that if you're descending in an approach then you should leave the config the way it is as there should be enough performance to continue safely down. You are also assuming that you'll probably be visual. As soon as you are you'll probable need more brain capacity to land the aircraft with an assymetric situation. If a go around is necessary then you have already allowed the extra margin and all you need do is apply full power and raise gear/flaps.
Sounds ok? Any suggetsions
Cheers :ok:
Some advice please. I have the following little procedure in my head as to the configuration of the aircraft when flying the majority of approaches. I'ts in a light twin. I don't have much experience in the day-to-day use of twins, only IR renewals etc. My question is, is the config of the aircraft that I have said i'll try to maintain after an engine failure a sensible option in the given situations? :confused:
• If entering a straight in approach (except ILS) and not entering a holding pattern then complete before landing checks before arrival over IAF and select one stage/approach flap. Lower gear when ready to descend from commencement altitude down to DA (As it’s a straight in approach). If engine failure during approach, continue flying, complete Phase 1 checks but leave flaps and gear down. Raise minima by calculation.
• If entering a holding pattern then complete before landing checks whilst in holding pattern and select one stage/approach flap. If straight in approach then lower gear when ready to descend from commencement altitude down to DA (As it’s a straight in approach) If reversal procedure for a runway aligned approach lower gear only when established inbound, for circling approach leave gear retracted. If engine failure during approach, continue flying, complete Phase 1 checks, for a runway aligned approach leave flaps and gear down, for a circling approach leave flaps down and gear up. Raise minima by calculation.
• If entering directly into a reversal procedure without entering holding pattern then complete before landing checks before arrival over IAF and select one stage/approach flap. For a runway aligned approach lower gear only when established inbound, for circling approach leave gear retracted. If engine failure during approach, continue flying, complete Phase 1 checks, for a runway aligned approach leave flaps and gear down, for a circling approach leave flaps down and gear up. Raise minima by calculation.
• PUFF checks 500 ft before minima
• All that you’re required to do is lower landing flap when visual on finals and if circling lower gear on downwind
My theory is, that if you're descending in an approach then you should leave the config the way it is as there should be enough performance to continue safely down. You are also assuming that you'll probably be visual. As soon as you are you'll probable need more brain capacity to land the aircraft with an assymetric situation. If a go around is necessary then you have already allowed the extra margin and all you need do is apply full power and raise gear/flaps.
Sounds ok? Any suggetsions
Cheers :ok: