Approach speeds for ILS

"Roy Smith" wrote...
Since the only reconfiguring you should have to do, if any,
is final flaps, you have plenty of time!

Pulling the power back to idle might be nice too :-)

I consider that part of the 'stick and throttle' part of flying that is done
constantly, not "reconfiguring," which is done a couple times per flight.
Besides, some airplanes don't take well to idle at 200' (including my current
744)... ;-)

"John R Weiss" wrote in message
news:OSzPb.98715$5V2.327271@attbi_s53...
"Roy Smith" wrote...

Pulling the power back to idle might be nice too :-)

Besides, some airplanes don't take well to idle at 200' (including my
current
744)... ;-)

If you brought it in 50% faster than normal, it might well do...

Paul

"Paul Sengupta" wrote...

Besides, some airplanes don't take well to idle at 200' (including my
current 744)... ;-)

If you brought it in 50% faster than normal, it might well do...

Can only do a missed approach in that situation -- goes against the "stabilized
approach" rule... :-)

In article OSzPb.98715$5V2.327271@attbi_s53,
"John R Weiss" wrote:

"Roy Smith" wrote...
Since the only reconfiguring you should have to do, if any,
is final flaps, you have plenty of time!

Pulling the power back to idle might be nice too :-)

I consider that part of the 'stick and throttle' part of flying that is done
constantly, not "reconfiguring," which is done a couple times per flight.

I s'pose. But you really shouldn't be playing with the throttle
constantly either. Somewhere along the line I picked up adding "DFWTP"
to my ILS checklist. DFWTP at GS intercept, GUMPS at DH. It stands for
"Don't F*** With The Power".

GUMPS at DH

You don't mean a GUMPs check at decision height, do you? I want everything
checked well before decision height so there's nothing to do at decision
height except either land or go missed.

"Roy Smith" wrote in message
...
In article OSzPb.98715$5V2.327271@attbi_s53,
"John R Weiss" wrote:

I s'pose. But you really shouldn't be playing with the throttle
constantly either. Somewhere along the line I picked up adding "DFWTP"
to my ILS checklist. DFWTP at GS intercept, GUMPS at DH. It stands for
"Don't F*** With The Power".

In article ,
"Mick Ruthven" wrote:

GUMPS at DH

You don't mean a GUMPs check at decision height, do you? I want everything
checked well before decision height so there's nothing to do at decision
height except either land or go missed.

"Roy Smith" wrote in message
...
In article OSzPb.98715$5V2.327271@attbi_s53,
"John R Weiss" wrote:

I s'pose. But you really shouldn't be playing with the throttle
constantly either. Somewhere along the line I picked up adding "DFWTP"
to my ILS checklist. DFWTP at GS intercept, GUMPS at DH. It stands for
"Don't F*** With The Power".



Well, OK, maybe not at DH per-se, but it certainly gets done just before
I land. That doesn't mean it wasn't all set up correctly before, but
the habit of doing GUMPS on short final isn't a bad habit.

"Roy Smith" wrote in message
...
In article OSzPb.98715$5V2.327271@attbi_s53,
"John R Weiss" wrote:

"Roy Smith" wrote...
Since the only reconfiguring you should have to do, if any,
is final flaps, you have plenty of time!

Pulling the power back to idle might be nice too :-)

I consider that part of the 'stick and throttle' part of flying that is
done
constantly, not "reconfiguring," which is done a couple times per
flight.

I s'pose.

Autothrottle does all that in Weiss' airplane and he slept through it.

Hmm, I was taught to use the throttle to stay on glideslope, not the elevator.
I find using the throttle results in more controllability.

Roy Smith wrote:

I s'pose. But you really shouldn't be playing with the throttle
constantly either. Somewhere along the line I picked up adding "DFWTP"
to my ILS checklist. DFWTP at GS intercept, GUMPS at DH. It stands for
"Don't F*** With The Power".

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

"Ray Andraka" wrote in message
...
Hmm, I was taught to use the throttle to stay on glideslope, not the
elevator.
I find using the throttle results in more controllability.

A little late to the thread, aren't you? That was over a month ago.
Anyway...

Your comment points to a classic debate, of course. Likely that no person
on one side will be convinced to change their methods. However, suffice to
say there are plenty of us that find that elevator is a more responsive and
useful way to adjust glideslope during an instrument approach. You're above
L/Dmax (so pitch changes do "what you expect"), and the result of a pitch
change is somewhat more uniform from airplane to airplane (power changes can
produce radically different results from airplane to airplane, depending on
drag, weight, and type of powerplant).

Either throttle or pitch can be used for the same purpose, with
approximately the same effect.

All that said, IMHO if you're going to say something like "I find using the
throttle results in more controllability", you ought to define what
"controllability" means. Making glideslope changes with pitch instead
certainly doesn't cause the airplane to go out of control, so it's not
really clear what difference you're talking about.

Pete

I used to do it with elevator, till an instructor on one of the refresher
courses I took showed me how much better power worked for my airplane (a
cherokee six). I can keep the needle centered much better with small changes in
power than I can with the elevator. SO what I mean by controllability, is the
ability to keep the needle pegged.

Peter Duniho wrote:--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759