(Ben Jackson) wrote:
1) Is there any point in practicing any "best forward speed" approaches
besides the ILS?

It doesn't hurt, but as a practical matter, the only time you'll get
"best speed" requests is at a busy airport with lots of jet traffic, and
in that case, it's almost certain that they're flying an ILS.

2) How fast is fast enough? Obviously 120kts is better than 90kts
(maybe 1.5m less time after you turn onto the localizer), but does the
additional 20-30 seconds saved by going 130-140kts make a difference?

In a typical spam can, 120 kts sounds plenty fast to me. I remember one
day, the controller asked for "best speed" and I decided to have some
fun (we were in visual conditions) and flew the ILS as fast as I could
get the thing going, which was probably about 150 KIAS. Turned out I
was following a Citation, and was gaining on him. The controller had to
tell me to slow it down again.

3) Do you fly these in a different flap/gear configuration or just use
more power?

In most light planes, anything that's likely to be fast enough for the
controller to appreciate will probably be above the white arc, so flaps
up. Some people like to fly ILS's that way anyway in spam cans. I'd
probably keep the gear down, but that's a judgement call.

4) Do you try this even when expecting to break out at minimums (with
less time to slow down)?

Not me. Try it some day in VFR conditions. Fly the glide slope (or
VASI) down to 200 AGL at 120 KIAS with the flaps up, then try to land
and see how much runway you use up.