"Ben Jackson" wrote in message
news:N1t4b.316097$o%2.144170@sccrnsc02...
A few questions about fast (by spamcan standards) approaches in busy
terminal environments:

1) Is there any point in practicing any "best forward speed" approaches
besides the ILS?

Requests for best forward speed seem to come at approaches at
less-than-major airports on some degree of frequency. So I suppose its
possible that you may find yourself flying into a satellite airport with a
VOR approach with two charter flights behind you.


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?

It does if it prevents the aircraft behind you going 140 from catching up on
you. In reality, I don't think controllers expect much more than 120kts
best forward speed from the spamcan crew. 140kts is nice, 70 is not.



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

Depends on the plane, the runway, and wind conditions. More often than not,
I fly precision approaches with no flaps, or maybe 10degrees. For a best
forward speed approach, I use the same configuration with a couple more
inches (or 100s of RPM) of power. Power back to idle and a good slip at DH
is usually enough to slow it down for landing. I try not to change the flap
settings past the FAF.


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

If its 200 & 1/2, and people are flying misses ahead of me, I'd probably
elect to stack the odds in my favor. If I felt that a 120kt approach would
be less stable and more likely to result in a missed, I would exercise my
PIC authority and fly at the speed I was most comfortable to fly the
approach.



--
Ben Jackson

http://www.ben.com/