"C J Campbell" wrote in message ...
"Paul Tomblin" wrote in message
...

| you've got 8000 feet, you've got plenty of room for it. And ATC
| appreciates a fast approach when they've got a 767 on your tail.
|
|

Not many 767s at TIW! Seriously, I have no problem with accommodating ATC
when it can be done safely, but neither am I going to do their job for them
when they screw up.

It is always fun to watch somebody who landed too fast and too long then try
to turn off at the first exit just because the tower asked him to,
especially when it was probably the tower that asked him to keep his speed
up when he was on final. They come whipping around there, side loading the
gear and nearly careening off into the infield, tires smoking and
screeching. But what the heck, it's only a rental.

Like CJ mentioned, a fast approach speed makes it somewhat difficult
to transition to the landing phase. However, I believe that the
benefits outweigh the disadvantages.

- ATC likes it if you fly the approach faster

- Reduces the exposure time in icing conditions. At this time of year,
we can often climb above the clouds and remain there until the
approach phase. A fast approach will minimize ice accretion during
approach.

- A faster approach speed makes it possible to adjust for altitude
excursions by using elevator alone and without compromising too much
airspeed. At slower airspeeds you will have to make power adjustments.
For example, at 90 knots you will lose about 9 knots in order to climb
100 ft. At 60 knots you will lose 18 knots to climb 100 ft.


Finally, 90 kts to 60 kts in a draggy airplane like a skyhawk is not a
big problem. You can do that by pulling power to idle and not even use
any flaps. However, in a slippery airplane like a Mooney that may be a
problem. But such airplanes tend to have high approach speeds anyway,
so slowing down much below 90 may not be an option.