As soon as I intercept the glideslope I like to get my planed configured to
land, gear down, start putting in flaps, slow down, I use 90 kts when its for
real, but I sometimes use some stupid speeds when its under the hood and I am
going around (one time I had a tail wind on an ILS under the hood and and I did
it with gear up and no flaps, had 140 kts indicated and and like 170 kts GS.
that was a pretty quick approach)
but I choose to use 90 kts because I can slow down to 70 to land from that speed
real quick and also if I need to do a missed, I have just enough speed to be
able to take off again. I have a turbo charged engine so I have to apply power
slowly.
Even at places like long beach, ca where its very busy I use 90. they have never
asked for more when its IFR, they do when its VFR, but not IFR. So far.

C J Campbell wrote:

We get foggy here at Tacoma Narrows this time of year (which is the reason I
post more on these groups in the winter than in the summer). One thing we
see a lot of is guys who fly the ILS too fast.

I have no problem with flying the ILS at 90 or 100 knots if the ceiling is
well above minimums, but it seems to me that if the ceiling is 200 feet
overcast you ought to be flying the approach slowly enough that you can land
at that speed. You don't need to configure for a short field landing, but
you are not going to slow from 90 knots to 60 in a Skyhawk in only 200 feet
of altitude, especially if you can't risk ballooning back up into the soup.

You just want to hold your breath when you hear somebody coming down the
ILS. You don't see him, but you hear the engine start to roar as he begins
his missed approach. Then he suddenly breaks through and tries to land
anyway. Sometimes they make it, probably touching down on the last half of
the runway, and sometimes they don't, having to make a go around back up
into the soup, only now the missed approach is all messed up, too.

Two lessons he

1) If the field is really at minimums, you have 200 feet to slow down to
landing speed. That is not much time. Better you should be ready to land
before you break out.

2) If you decide to go missed, then go missed. Don't change your mind just
because you got a glimpse of the runway as you were flying overhead.

--
Christopher J. Campbell
World Famous Flight Instructor
Port Orchard, WA

If you go around beating the Bush, don't complain if you rile the animals.