-----Original Message-----
From: Roy Smith ]
Posted At: Monday, July 23, 2007 5:19 PM
Posted To: rec.aviation.ifr
Conversation: VOR approach SMO
Subject: VOR approach SMO

In article
,
Hamish Reid wrote:

The other point is that you're on an approach with a lot of faster
aircraft behind you, and I'm sure the temptation is to keep going
like a
bat out of hell right up until the MDA, at which point you don't
have a
lot of time and space to slow down. That hasn't happened to me, but
I
can understand why it might. I was asked for best forward speed all
the
way from somewhere out near OHIGH to CULVE.

You worry about flying the approach and let ATC worry about the
aircraft
behind you. If you're not comfortable flying it any faster than 90
kts,
when they ask you for best speed, just tell them 90 kts IS your best
speed.
They'll deal with it.

Of course the way they deal with it could easily have you practicing a
hold for quite a while.

When I was working out of Boeing Field, I intentionally took my advanced
instrument students down to Portland because it gave them an exposure to
pressure situations they couldn't get in Seattle. Portland required good
speed down final which often meant no gear or flaps until the middle
marker or minimums. Students taught to stabilize the approach at 90
knots without getting to experience an approach at 120 or 140 or more
are often very uncomfortable in high-traffic situations. I'd rather they
were uncomfortable when I was there to help them. Besides, it is best if
we all try to work together.

I still practice high-speed approaches occasionally just to keep myself
comfortable with the reactions and timing necessary and to stay
comfortable with the aircraft handling during the quick configuration
changes.


Kindest regards,
Jim Carter

Politicians fear most an armed, educated electorate.