Reduce to minimum speed
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Gertrude,
Without wishing to get into a detailed discourse about approach speeds, I would ask you to accept that at the busier airfields/airports the vast majority of approaching aircraft will be able to achieve 160kts to 4nm. Where we are dealing with the integration of MEP/SEP types with significantly slower approach speeds at all stages of the approach I might suggest that most, but perhaps not all, controllers will make due allowance for the performance of those types. If you are more comfortable flying the ILS at 85kts tell the controller and he/she will work the rest around you. Aviate, navigate, but don't forget to communicate - its what CRM is all about.
Without wishing to get into a detailed discourse about approach speeds, I would ask you to accept that at the busier airfields/airports the vast majority of approaching aircraft will be able to achieve 160kts to 4nm. Where we are dealing with the integration of MEP/SEP types with significantly slower approach speeds at all stages of the approach I might suggest that most, but perhaps not all, controllers will make due allowance for the performance of those types. If you are more comfortable flying the ILS at 85kts tell the controller and he/she will work the rest around you. Aviate, navigate, but don't forget to communicate - its what CRM is all about.
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Flying an SEP on an ILS at a relatively busy A/P, the problem is keeping the speed up not down and as Gertrude eludes, keeping the glideslope in check when you eventually do pull back on the speed and drop the flaps.
Encountered more of slow SEP approaches in Florida. Going into Ormand Beach, position approx left base, cleared to land No. 3 with the preceeding pair visible in close formation in front. No surprise that the check ride included focus on maintaining slow flight (obviously with flap) at just above the stall speed (less the buffett) for this very reason. Spent quite abit of time doing that and the need was pressed far more than we see over here.
I can recall a number of occasions in the UK in the pattern at various airfields, where spacing was affected due to an apparent inability to consider and apply lower speeds to that of the 'norm'.
Encountered more of slow SEP approaches in Florida. Going into Ormand Beach, position approx left base, cleared to land No. 3 with the preceeding pair visible in close formation in front. No surprise that the check ride included focus on maintaining slow flight (obviously with flap) at just above the stall speed (less the buffett) for this very reason. Spent quite abit of time doing that and the need was pressed far more than we see over here.
I can recall a number of occasions in the UK in the pattern at various airfields, where spacing was affected due to an apparent inability to consider and apply lower speeds to that of the 'norm'.
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With high speed approaches how well you do is very often type specific.
Slippery aircraft with low gear and flap extension speeds can be a handful holding high speed down the ILS and then knocking it off quickly for landing.
I used to fly a Cessna 303 which was a doddle knocking off speed late in a descent on the ILS as the gear extension speed was high! Higher infact than the cruise speed at 175 kts which was a high speed extension for a light twin.
The same with flaps and if your lucky speed brakes. Even prop pitch can help slow down if your careful with it.
Mooney and I would imagine the Cirrus are both slippery aircraft and would both lead to embarrassment if you slide down the ILS too fast and expect to slow up in time to land.
High or low speed and the secret is accurate flying
I think a lot depends on where you are ?? I am sure at Dublin main they will not be very happy if you drag in at 75 kts from 6+ miles out 
Pace
Slippery aircraft with low gear and flap extension speeds can be a handful holding high speed down the ILS and then knocking it off quickly for landing.
I used to fly a Cessna 303 which was a doddle knocking off speed late in a descent on the ILS as the gear extension speed was high! Higher infact than the cruise speed at 175 kts which was a high speed extension for a light twin.
The same with flaps and if your lucky speed brakes. Even prop pitch can help slow down if your careful with it.
Mooney and I would imagine the Cirrus are both slippery aircraft and would both lead to embarrassment if you slide down the ILS too fast and expect to slow up in time to land.
High or low speed and the secret is accurate flying
I might suggest that most, but perhaps not all, controllers will make due allowance for the performance of those types.
Pace
Last edited by Pace; 1st Apr 2013 at 00:23.
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Quote...
I think a lot depends on where you are ?? I am sure at Dublin main they will not be very happy if you drag in at 75 kts from 6+ miles out
It also depends on what you are flying...
Anything aerobatic, that can prop-hang.
or
A Helicopter...
I think a lot depends on where you are ?? I am sure at Dublin main they will not be very happy if you drag in at 75 kts from 6+ miles out
It also depends on what you are flying...
Anything aerobatic, that can prop-hang.
or
A Helicopter...
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I think a lot depends on where you are ?? I am sure at Dublin main they will not be very happy if you drag in at 75 kts from 6+ miles out
Last edited by foxmoth; 3rd Apr 2013 at 08:41.
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It also depends on what you are flying...
Anything aerobatic, that can prop-hang.
or
A Helicopter...
Anything aerobatic, that can prop-hang.
or
A Helicopter...
