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Bonanza (A36) Approach Speeds
Any other Bonanza pilots have thoughts on Approach Speeds?
Eckelbar posits 105 knots. I've tried it and it works, but is a handful to reconfigure and slow down in time for a more reasonable 75 KIAS final approach speed. Dick Collins recommends flying approaches fast ("the runways are usually long..") Thoughts? |
#3
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Bonanza (A36) Approach Speeds
I used speed on VFR approaches that were comfortable in the VFR pattern. At
busy airports, I might fly the ILS at 140 KIAS to keep up with the jet ahead and behind. As long as the gear was working, slowing down was not a problem. VFR I would maintain high speed until the last mile, on an ILS until break-out. If you want to make every approach the same, 105 isn't a bad choice. It is too high for a short grass strip and too slow for ATL or ORD. The A36 has a big speed envelope and speed changes with weight. wrote in message ... | Any other Bonanza pilots have thoughts on Approach Speeds? | | Eckelbar posits 105 knots. I've tried it and it works, but is a | handful to reconfigure and slow down in time for a more reasonable 75 | KIAS final approach speed. | | Dick Collins recommends flying approaches fast ("the runways are | usually long..") | | Thoughts? |
#4
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Bonanza (A36) Approach Speeds
On Dec 16, 1:24 pm, "Jim Macklin"
wrote: I used speed on VFR approaches that were comfortable in the VFR pattern. At busy airports, I might fly the ILS at 140 KIAS to keep up with the jet ahead and behind. As long as the gear was working, slowing down was not a problem. VFR I would maintain high speed until the last mile, on an ILS until break-out. If you want to make every approach the same, 105 isn't a bad choice. It is too high for a short grass strip and too slow for ATL or ORD. The A36 has a big speed envelope and speed changes with weight. I don't know of any grass strips with an IAP (at least around here (Southwest PA). Agree that the A36 has a big speed envelope -- but I'm leaning towards slow is better for most situations. No doubt landing at a busy air terminal will require a different approach, but the real advantage of GA is avoiding the ATL and ORD and landing at a nearby relieved field. Dan http://trainingforcfi.blogspot.com/ |
#5
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Bonanza (A36) Approach Speeds
On Dec 16, 10:58 am, " wrote:
Dick Collins recommends flying approaches fast ("the runways are usually long..") Thoughts? I have a thought but it is not Bonanza specific. If this D Collins guy is the editor of Flying magazine I would take anything he says with a grain of salt. I read flying twice a year (The freebies I get at Oshcosh and S&F) and every time I do I am reminded why I am not a subscriber. Collins does some pretty contriversal stuff. I remember reading an "IFR how to" by him and a columnist named Benston (SP?) and it was pretty much pure bull****. I wonder how many accidents were caused by their bad advise. To Collins defence, I think he is instructed to be contriversal to keep the readership interested and entertained. If you dont feel comfy at a fast approach speed try following the speeds outlined in your POH. Also, you will keep yourself out of trouble if you do it the way the airlines do it. FB |
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Bonanza (A36) Approach Speeds
On Dec 16, 3:47 pm, "F. Baum" wrote:
On Dec 16, 10:58 am, " wrote: Dick Collins recommends flying approaches fast ("the runways are usually long..") Thoughts? I have a thought but it is not Bonanza specific. If this D Collins guy is the editor of Flying magazine I would take anything he says with a grain of salt. I read flying twice a year (The freebies I get at Oshcosh and S&F) and every time I do I am reminded why I am not a subscriber. Collins does some pretty contriversal stuff. I remember reading an "IFR how to" by him and a columnist named Benston (SP?) and it was pretty much pure bull****. I wonder how many accidents were caused by their bad advise. To Collins defence, I think he is instructed to be contriversal to keep the readership interested and entertained. If you dont feel comfy at a fast approach speed try following the speeds outlined in your POH. Also, you will keep yourself out of trouble if you do it the way the airlines do it. FB Dick Collins has been past editor of Flying as well as AOPA Pilot. He's been a GA fixture for years and I am in no position to gainsay his extensive experience (10,000 plus in GA airplanes). However -- I'm also aware that what works for him in his airplane isn't law for everyone else. No problem there. But I think it's worth considering his advice given his experience. There is no specific POH guidance for IAPs. What specifically his Dick Collins written that is Controversial? Dan http://trainingforcfi.blogspot.com |
#7
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Bonanza (A36) Approach Speeds
I have an S35. Eckelbar reccommends 15-16 inches and whatever RPM you
had it at in cruise, 2100-2500. I get 135-140 MPH indicated and fly the approaches at that speed. At the outer marker/FAF/inbound course intercept I'll lower the gear. That by itself tips the nose over to about 500 fpm, and slows you down about 20 mph, just what you need for the ILS. Fly the rest of the approach at about 110 MPH indicated. No need for flaps until short final if you want them, otherwise don't bother. As you pull more power out it slows down nicely. wrote: Any other Bonanza pilots have thoughts on Approach Speeds? Eckelbar posits 105 knots. I've tried it and it works, but is a handful to reconfigure and slow down in time for a more reasonable 75 KIAS final approach speed. Dick Collins recommends flying approaches fast ("the runways are usually long..") Thoughts? |
#8
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Bonanza (A36) Approach Speeds
On Dec 16, 8:35 pm, Newps wrote:
I have an S35. Eckelbar reccommends 15-16 inches and whatever RPM you had it at in cruise, 2100-2500. I get 135-140 MPH indicated and fly the approaches at that speed. At the outer marker/FAF/inbound course intercept I'll lower the gear. That by itself tips the nose over to about 500 fpm, and slows you down about 20 mph, just what you need for the ILS. Fly the rest of the approach at about 110 MPH indicated. No need for flaps until short final if you want them, otherwise don't bother. As you pull more power out it slows down nicely. Thanks. That's pretty much what I've been doing to date -- slow to 105 prior to FAF, drop gear at FAF, re-trim to maintain 105, descend at 550-600 FPM (depending on headwind). The only I problem I see with this method is that once the runway is in sight, there's a significant configuration change to slow the airplane down and still remain on glideslope while getting to a more appropriate approach speed (The A36 POH only specifies NORMAL LANDING APPROACH SPEED). The A36 lands in a very short space at 70 KIAS approach speed (power is required to arrest the descent at that slow an airspeed). 78 KIAS is recommended for power off emergency landing, so is probably the best speed for short final. I don't agree with the stereotypical Bonanza driver that lands at 100 KIAS and needs 4000 x 150 or greater. This wing will fly at a slow enough speed to keep the landing roll short -- very short, in fact. Dan |
#9
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Bonanza (A36) Approach Speeds
On Dec 16, 2:03 pm, " wrote:
: Dick Collins recommends flying approaches fast ("the runways are usually long..") Thoughts? Dick Collins has been past editor of Flying as well as AOPA Pilot. He's been a GA fixture for years and I am in no position to gainsay his extensive experience (10,000 plus in GA airplanes). There is no specific POH guidance for IAPs. What specifically his Dick Collins written that is Controversial? Contriversial was probably not a good word choice. How about unorthodox. All I can remember from the article is that this Tom B did most of the series (And not very well ) and there were side bars by Collins about all of the corners he cuts while flying IFR. If you consider the fact that there could be some low time pilots reading the magazine, it is probably not a good idea to brag about how much stuff you can get away with. It has been awhile since I have done much teaching and as I recall, I never set out to teach people to cut corners. This is what I found to be unorthodox. The only other thing I can remember about the guy was a few less than accurate editorials. I understand Flying has a new guy in there now, but I would still take any of these " How To" piloting articles with some healthy sceptisism. BTW how are you aware of Collins backround and experience. Do you know him personally ? FB |
#10
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Bonanza (A36) Approach Speeds
On Sun, 16 Dec 2007 09:58:04 -0800 (PST), "
wrote: Any other Bonanza pilots have thoughts on Approach Speeds? Eckelbar posits 105 knots. I've tried it and it works, but is a handful to reconfigure and slow down in time for a more reasonable 75 KIAS final approach speed. Dick Collins recommends flying approaches fast ("the runways are usually long..") Check with the ABS on this and a quick phone call should suffice. They have some good advise. They do say that *most* Bo pilots land far too fast. With 10 hours of class room (ground school) they drilled into us we would NOT be landing too fast.:-)) You should have heard the complaints when we were informed we'd be calculating the approach and departure speeds (for VFR) based on aircraft weights and flying those within a couple MPH/knots. Most of those pilots had never landed that slow let alone come down final at that speed. :-)) We did short filed landings and takeoffs at book speeds which is a really steep and slow final carrying lots of power. Then we did the notably faster power off landings. They didn't have us do any no flap landings which are a real education in nose high, float forever, use a lot of runway exercises. 105 is what they had me flying the ILS in the Deb/F33 at Columbus. As the foggles/break out did not come off until the MM (200 feet) the reconfiguration was rather short and quick. Yes, it is a hand full to reconfigure (retrim) while going full flaps. If the 36 is like the 33 with trim it's dependent on air speed, not flap settings which means a lot of retrimming from the 105 down to about 70 in the roundout. The Deb/33 does not change pitch or trim with changes in flap settings, but small changes in speed in the 70 to 105 knot range require substantial trim changes. Roger (K8RI) Thoughts? |
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