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#41
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French Bulldog? This is my idea of a French Bulldog:
http://www.jetphotos.net/viewphoto.php?id=191673 :-) Paul "Jeff" wrote in message ... http://www.turboarrow3.com/newplane/chino/index.html |
#42
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"Snowbird" wrote in message
m... "C J Campbell" wrote in message ... We get foggy here at Tacoma Narrows this time of year (which is the reason I post more on these groups in the winter than in the summer). One thing we see a lot of is guys who fly the ILS too fast. I have no problem with flying the ILS at 90 or 100 knots if the ceiling is well above minimums, but it seems to me that if the ceiling is 200 feet overcast you ought to be flying the approach slowly enough that you can land at that speed. You don't need to configure for a short field landing, but you are not going to slow from 90 knots to 60 in a Skyhawk in only 200 feet of altitude, especially if you can't risk ballooning back up into the soup. CJ, I don't understand this post at all. It seems to me that 90 kts to DH is standard way most people are taught to fly an ILS. To be fair to CJ, I think his observation is mostly about the poor skills of pilots he watches at TIW. People here are talking about their own personal habits, and everyone knows this is an advanced and skilled group of pilots who won't go all wobbly on breakout. -- David Brooks |
#43
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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". |
#44
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While it IS poor form to come blazing down the ILS to 200 ft minimums in
a skyhawk at 100 kts, wouldnt you agree that most runways that are capable of ILS landings are more than long enough to sustain the float and bleedoff of airspeed, and eventual safe landing? And.. if you do screw the pooch and manage to baloon 200 ft back up... well.. thats what go-arounds/missed approaches are for. But.. you are right, too fast is too fast.. and Instrument work is about PRECISION.. Dave C J Campbell wrote: We get foggy here at Tacoma Narrows this time of year (which is the reason I post more on these groups in the winter than in the summer). One thing we see a lot of is guys who fly the ILS too fast. I have no problem with flying the ILS at 90 or 100 knots if the ceiling is well above minimums, but it seems to me that if the ceiling is 200 feet overcast you ought to be flying the approach slowly enough that you can land at that speed. You don't need to configure for a short field landing, but you are not going to slow from 90 knots to 60 in a Skyhawk in only 200 feet of altitude, especially if you can't risk ballooning back up into the soup. You just want to hold your breath when you hear somebody coming down the ILS. You don't see him, but you hear the engine start to roar as he begins his missed approach. Then he suddenly breaks through and tries to land anyway. Sometimes they make it, probably touching down on the last half of the runway, and sometimes they don't, having to make a go around back up into the soup, only now the missed approach is all messed up, too. Two lessons he 1) If the field is really at minimums, you have 200 feet to slow down to landing speed. That is not much time. Better you should be ready to land before you break out. 2) If you decide to go missed, then go missed. Don't change your mind just because you got a glimpse of the runway as you were flying overhead. |
#45
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Dave S wrote:
While it IS poor form to come blazing down the ILS to 200 ft minimums in a skyhawk at 100 kts, Huh? Who says? -- Peter ----== Posted via Newsfeed.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.newsfeed.com The #1 Newsgroup Service in the World! 100,000 Newsgroups ---= 19 East/West-Coast Specialized Servers - Total Privacy via Encryption =--- |
#46
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"Richard Kaplan" wrote in message ws.com...
ILS runways are usually 5,000 feet or longer. You could dissipate speed over the runway. 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 don't know about a Skyhawk, but FWIW, our former home airport used to have only 1 ILS, to Rwy 8 which meant if low wx combined with wind, one might be landing with a tailwind (prevailing winds from west in these parts). As a training exercise, one time I kept my speed up to 90 kts over the threshold. I didn't run off the runway, but I was durn close to my "go around!" point before my plane decided to quit flying and settle down. I definately landed on the last 3rd of a 6,500 ft runway. Dunno what the tailwind was -- nothing too startling (10-12 kts?) Unfortunately, since many training ILS are done to a missed approach, landing from an ILS isn't something at which some instrument pilots get a lot of practice. Cheers, Sydney |
#47
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180 H.P engine @ about 2500 RPM fixed pitch prop
On 21 Jan 2004 12:15:25 -0800, (Snowbird) wrote: Bill Zaleski wrote in message . .. Ron's thoughts are very realistic and deal with real world scenearios. All of my instrument students get the experience of flying 140 KT ILS speeds in my skyhawk at the later points of their training. Bill, Just curious, how do you fly 140 kt ILS in a Skyhawk? Or do you have a controllable prop? Cheers, Sydney |
#48
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Dave S wrote in message hlink.net...
While it IS poor form to come blazing down the ILS to 200 ft minimums in a skyhawk at 100 kts It is? Gosh, what's "good form"? Sydney |
#49
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#50
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"Michael" wrote in message om... 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 I would say an overrun cannot happen in a 172 on ILS into the wind or with calm winds as long as the power is cut at decision height. If the airspeed is high as discussed in this thread and the airplane is on the glideslope, then the airplane should be within gliding distance of the runway at decision height. As far as flying an ILS with a tailwind, I agree that could cause an overrun. I would also suggest that landing out of an ILS in actual IMC conditions with a tailwind is an exercise which should be attempted only by an experienced, advanced IFR pilot and/or with an experienced CFII on-board. In particular, a pilot who is uncomfortable flying a high-airspeed ILS with a headwind certainly should not attempt a tailwind ILS. -- Richard Kaplan, CFII www.flyimc.com |
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