Longworth wrote:
Trip to Michigan and Illinois, June 29 - July 4, 2005 Rick & Hai
Longworth


she decided to call them speed bumps. I became a little anxious when
Detroit had not addressed us for 10 minutes or so. I wanted to be sure
we were not forgotten so I requested to be back on track for Muskegon.
The controller, with as much patience as he could muster, replied that
that was what he intended. "Yes sir", I said, realizing I had been
a bit foolish to think he had actually dropped an IFR flight plan on
the floor. I felt like a real novice, to put it mildly!

I've had controllers send me on a vector and then forget I was there.
It never hurts to ask.

Localizer, Hai slowed to 90 knots to give herself plenty of time to
relax and mentally prepare for the approach. Muskegon came back with a
request for "at least 110 knots". Hai quickly added power, and
with the descent angle still in, we shot up to 110 knots, then 130
knots, then 140 knots!

I fly out of a very busy reliver airport full of jet traffic. When
asked I will keep cruise speed up to the FAF, but then all bets are
off. If ceilings are 800' or more then I've got plenty of wiggle room
and I'll keep the speed up, but if it's low, I'll fly the speed that I
want to.

This is also pretty easy to manage in a 172 because you cruise at 100
and fly the ILS at 75 and you can lose 25 knots in under 30 seconds. If
you're in something like a Bo or Mooney then you may be looking to lose
50 knots and doing so will take more planning.

Bottom line is that it's ATC's job to keep the G-V off your tail once
you're inside the approach gate.

Best,
-cwk.