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"Best forward speed" approaches



 
 
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  #12  
Old September 3rd 03, 06:42 PM
Robert M. Gary
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But I can see where it *could* take at least an extra minute for
some planes which are slicker or if the pilot is unwilling to just
throttle back.


Yes, I call it the EDM effect. Once you buy a graphic engine analyiser
and see how fast your engine freezes when you pull power, you'll think
twice before pulling back too far when coming down.

-Robert
  #13  
Old September 3rd 03, 07:53 PM
Ray Andraka
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Well, I feel vindicated. I haven't changed my let down procedure as a
result of putting in an EDM700. The procedure I was using typically only
cools the engine by a few degrees/minute, about 1/10th the default limit
set on the unit. Basically, I leave the trim alone, which keeps airspeed
more or less constant, and drop about 4" of manifuld pressure without
touching the mixture. With the new engine I have been also reducing RPM
to keep from driving the engine with the prop, in which case I do see a
bit more of a temp drop, but still well under 20 deg/min. 4" gets me a
500 FPM descent without touching anything else, and then putting the power
back in I get back to level flight without ever messing with trim.

"Robert M. Gary" wrote:

But I can see where it *could* take at least an extra minute for
some planes which are slicker or if the pilot is unwilling to just
throttle back.


Yes, I call it the EDM effect. Once you buy a graphic engine analyiser
and see how fast your engine freezes when you pull power, you'll think
twice before pulling back too far when coming down.

-Robert


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--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


  #14  
Old September 5th 03, 03:25 PM
Al
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I'd only practice ILS "peddle faster!" approaches. You'll only get the
request at a large airport and then you'll always get it on the ILS.

Large airplanes fly the ILS at 140 to 160, so if you go from 90 to 120 kts,
you'll help them alot, and in my Arrow, the procedure is:

Fly the approach with trim, leave power in.
At breakout, pull power and wait for 150 MPH or lower.
Lower the gear.
Wait for 100 MPH.
Lower flaps.
Land.

Never had a complaint.

As for breakout, I don't worry about speed. At these airports there is
plenty of runway and the arrow stops on a dime... Now, if I were in a
Mooney.........

--
remove underscores to email

"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?

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?

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

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

--
Ben Jackson

http://www.ben.com/



 




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