Approach speeds for ILS

chino california (CNO) the ILS on 26R is 4858 ft.
my wife took pictures all the way down the glideslope a few months ago, there
was no clouds that day, just some ground fog.
http://www.turboarrow3.com/newplane/chino/index.html



Michael wrote:

"Richard Kaplan" wrote
What speed do you use to fly the ILS if asked to "keep your speed up"?

These are different situations. If you're asked to keep your speed
up, it's generally because you're landing at an air carrier airport.
That means only minimal tailwinds (if any) and very long runways. You
can float and float and float and land 5000+ ft down the runway and
it's still fine. Being able to fly an ILS fast is an important skill,
but it's not the ONLY important skill.

ILS runways are usually 5,000 feet or longer. You could dissipate speed
over the runway.

It's true that ILS runways with a total length of less than 5000 ft
are pretty rare - at least I've never seen one. However, the ILS and
(typically available) visual glideslope aid will not put you on the
numbers. Having an available landing distance of less than 5000 ft is
actually pretty common. Unfortunately, this typically happens at
airports served by only one ILS. If the weather is low enough to need
an ILS, it may require a tailwind landing. At such a place you will
not be asked to keep your speed up (unless the controller really
screwed up). On the other hand, if you're a bit fast on the ILS and a
bit slow to retard the throttle, you do risk overrunning the runway.

This brings us to another interesting problem. When visibilities are
less than a mile, especially at night, the visual cues available are
not really sufficient for precise control of the airplane. The visual
segment must be flown with at least some reference to instruments.
This is not something that is normally taught, and it's not really
something you can effectively practice in blue sky conditions. I
suspect that most of the pilots having trouble slowing down would have
done fine in good VMC flying under the hood.

I personally like to take an advanced instrument student to an airport
served by only one ILS when that approach is downwind, preferably in
low vis, at night, or both. This quickly reveals any lingering
technique issues, and lets us work them out in an environment that
won't cover them up. Once he can handle landing out of an ILS at
night with a 10 kt tailwind, he can pretty much handle any straight in
visual segment.

I suspect if you cross the runway threshold right on the glideslope at 90
knots in a Skyhawk with a 5,000 foot runway, there is no way you could
overrun the runway if you tried.

I suspect you're right - as long as there is really 5000 ft of landing
distance available and no significant tailwind. However, lately I'm
seeing a lot of people flying the ILS at 100+ kts in Cherokees and
Skyhawks. I find this fascinating since it's faster than I fly the
ILS in my twin, unless I am specifically instructed to keep my speed
up.

Michael