A 3 degree glideslope.

Rule of Thumb
 

Hi all
Thanks for all your responses,

I have one for you, if its any use.

To quickly determine NM per minute, round your airspeed to the nearest 10, drop the zero and divide by 6.

Example TAS =178KTS = 180knots

Drop the zero and divide by 6:
18 divided by 6 = 3NM per minute:ok:

With regard Glide slope.
Another one is add a zero to your ground then half it.

IE: 50knts add 0 = 500 half it =250ft/min

what do you think?

Why not track the glideslope as indicated by the glideslope indicator?

Easier for GS

Your ground speed divided by 2 . ex : 150 KT gs , vs =750'/mn :cool:

During a Non Precision approach such as a VOR/DME Procedure with a promulgated 3 degree slope.

OK, I get that.

I just wondered how many NP approaches have their continuous descent alternative at exactly 3 degrees, while not having the pre-calculated FPM figures (for various GS values) shown on the chart.

To determine the IQ of a random group of people, take the lowest IQ of the group, multiply by ten, add fifty, divide by ten, subtract five.:ok:

Maybe it is just me, but surely you find it easier to "nominate" an initial rate of descent once the glideslope has been intercepted and thereafter to make adjustments to descent rate in order to maintain the slope , rather than simply charging up and down the sky hoping to recapture it?

Edit.. all so much easier on autopilot of course..

People from the random group? or IQ points?

....You only have too much fuel when you are on fire....

Obviously one doesn't just "charge up and down the sky hoping...".

At the GS intercept, I drop the gear and select 1st stage flap. This gives me very close to the required -VS. And the aircraft remains trimmed as it was before. This is IMHO better than trimming in a hurry at the GS intercept.

I am sure others have different methods.

Have heard that

"halve your groundspeed, multiply that by 10" will keep you pretty close to a 3deg slope.

also
5x your groundspeed = required ROD for a 3 degree approach.

the above are the same, just depends on how good you are at maths!!!

sorry if someone has mentioned it and i've missed it and am repeating!


DAR, you said "you only have too much fuel when you are on fire"...

.....or if you have a boss like mine that books too many people on a flight in the heaviest aircraft and you are already on min fuel and get an earbashing from them because you 'have too much and we havn't had this problem before'..... :ugh:

300' above field elevation per ever mile on final will keep you outta trouble

@1 mile...300 AGL, 2 miles 600 AGL...so on and so forth

basic pilot stuff, works every time, no matter what airplane you're in, big or small...

this has been totally abused on an earlier thread, for sure, but here we go...

can't use the runway behind you
can't use the altitude above you
the only time that you'll ever have too much fuel on board is when you're on fire...

git sum!
never jim-jam the flim-flam...

... or with 2 rugby players in a C150

But it doesnt work if you are making an approach to somewhere like Oban where there is an 1100ft mountain a mile from the threshold...

At single/light twin approach speeds, 100rpm or 1" of manifold pressure is worth about 100 fpm

Is anyone actually looking out of the window ?

My first Nav. instructor told me to stop doing a maths exam in a rattling steel cabinet. Same goes for flying the beast. KISS