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ILS approach to near minimums - Video
First time for me going down to near ILS minimums by myself. Video
includes how I brief my IFR approaches. http://www.youtube.com/watch?v=NCk_RRMemnM Video I think does a good job on demonstrating why the runway may not be always exactly in front of you after wind correction angle considerations and ONLY being 1/2 dot off the localizer. I flew for 2.5 hours waiting for ceilings to climb above 500 AGL. My next video will contain the VOR alpha back into Madison executed at minimums. ATC and I had an on air "bet" going on whether I'd make it in. To my surprise, I would have lost that bet. |
#2
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ILS approach to near minimums - Video
On Sep 26, 11:10*am, " wrote:
First time for me going down to near ILS minimums by myself. Video includes how I brief my IFR approaches. http://www.youtube.com/watch?v=NCk_RRMemnM Video I think does a good job on demonstrating why the runway may not be always exactly in front of you after wind correction angle considerations and ONLY being 1/2 dot off the localizer. I flew for 2.5 hours waiting for ceilings to climb above 500 AGL. *My next video will contain the VOR alpha back into Madison executed at minimums. ATC and I had an on air "bet" going on whether I'd make it in. *To my surprise, I would have lost that bet. I noticed when you broke out at 500 feet agl you aligned the axis of the airplane with the runway then tended to drift a little left, and coordinated turned yourself onto the center line again. Absolutely nothing wrong with that, but my habit is a little different. I continue to fly the localizer at whatever crab angle I need to keep the needle centered and when much lower drop the windward wing, kick the airplane into alignment and transition to a cross wind landing. It would be interesting for the thread to address the advantanges and disadvantages of each method. |
#3
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ILS approach to near minimums - Video
On Sep 26, 8:46*pm, a wrote:
On Sep 26, 11:10*am, " wrote: I noticed when you broke out at 500 feet agl you aligned the axis of the airplane with the runway then tended to drift a little left, and coordinated turned yourself onto the center line again. Absolutely nothing wrong with that, but my habit is a little different. I continue to fly the localizer at whatever crab angle I need *to keep the needle centered and when much lower *drop the windward wing, kick the airplane into alignment *and transition to a cross wind landing. It would be interesting for the thread to address the advantanges and disadvantages of each method. A, While IMC, I do exactly what you say, fly the crab all the way down. Problem and why you see me drift left when I break out was I was 1/2 dot off fthe localizer to the right, so in order to find the centerline, it required a slight turn to the left when I broke out 512 MSL or 200 AGL. You can see my "reintercept" of the centerline from 7:20 to to 7:30 by watching the point of the cowling in relationship to the runway centerline. During this 10 seconds, I was correcting the right of the localizer problem. Couple of thoughts, as I did not even realize until breaking out that I had that much of a crab as I was so focused on maintaining the localizer. . It took several adjustments of the header bug on descent to find that sweet spot in tracking. When I broke out, needless to say I was surprised at my crab angle (like, oh crap, where's the runway!), and thus the sharp "response on the yoke" My subsequent approaches were not that abrupt on the yoke as I was better prepared. This was a quartering "downwind landing" 34L was closed so only 16L was available. It's fun to Monday QB my videos and I sincerely appreciate this kind of feedback! |
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ILS approach to near minimums - Video
On Sep 26, 10:42*pm, BeechSundowner wrote:
On Sep 26, 8:46*pm, a wrote: On Sep 26, 11:10*am, " wrote: I noticed when you broke out at 500 feet agl you aligned the axis of the airplane with the runway then tended to drift a little left, and coordinated turned yourself onto the center line again. Absolutely nothing wrong with that, but my habit is a little different. I continue to fly the localizer at whatever crab angle I need *to keep the needle centered and when much lower *drop the windward wing, kick the airplane into alignment *and transition to a cross wind landing. It would be interesting for the thread to address the advantanges and disadvantages of each method. A, While IMC, I do exactly what you say, fly the crab all the way down. Problem and why you see me drift left when I break out was I was 1/2 dot off fthe localizer to the right, so in order to find the centerline, it required a slight turn to the left when I broke out 512 MSL or *200 AGL. You can see my "reintercept" of the centerline from 7:20 to to 7:30 by watching the point of the cowling in relationship to the runway centerline. *During this 10 seconds, I was correcting the right of the localizer problem. Couple of thoughts, as I did not even realize until breaking out that I had that much of a crab as I was so focused on maintaining the localizer. . *It took several adjustments of the header bug on descent to find that sweet spot in tracking. *When I broke out, needless to say I was surprised at my crab angle (like, oh crap, where's the runway!), and thus the sharp "response on the yoke" *My subsequent approaches were not that abrupt on the yoke as I was better prepared. This was a quartering "downwind landing" *34L was closed so only 16L was available. It's fun to Monday QB my videos and I sincerely appreciate this kind of feedback! It's not intended as Monday morning quarterbacking. I noticed you did something different than the way I do, and asked about it. It's rather fun when sliding down the glideslope to look at the dg and compare it to the expected heading. I've seen 20 degrees difference at the OM change to 10 degrees at minimums -- you can tell the pax where to look for the runway environment if you're lucky enough to have an extra pair of eyes in the cockpit. I coach the person in the right hand seat to say 'runway lights in sight'. This is also worth trying, especially in a low wing airplane where ground effect is more obvious. When you have a safety pilot aboard, if there is not much wind stay under the hood until you feel ground effect. What we do is fly glide slope to the MM, then just the localizer and start backng off the throttle a bit. It's a confidence builder to know you can fly to touchdown that way. You'll likely bounce -- I do at least -- but I know in the worst conditons (think snow sqaull at your alternate) if I have no choice I can get on the ground more or less safely. Keeping the localizer centered down low is 'entertaining'.. |
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ILS approach to near minimums - Video
On Sep 26, 7:10*pm, " wrote:
First time for me going down to near ILS minimums by myself. Video includes how I brief my IFR approaches. http://www.youtube.com/watch?v=NCk_RRMemnM Jeez, in most videos I've seen of yours, the stall horn has sounded just before touchdown. I bet you like hairy landings Very good video (and audio) quality, btw. Thanks! Ramapriya |
#6
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ILS approach to near minimums - Video
On Sep 27, 12:26*pm, D Ramapriya wrote:
Jeez, in most videos I've seen of yours, the stall horn has sounded just before touchdown. I bet you like hairy landings Very good video (and audio) quality, btw. Thanks! Ramapriya Thanks for the compliment Ramapriva, I was just happy to hit the center line LOL. Stall horn did go off at 7:59, but I just didn't drag it like I usually do since I had the Southwest flight behind me barreling down the glide slope. |
#7
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ILS approach to near minimums - Video
On Sep 28, 8:36*am, Clark wrote:
D Ramapriya wrote in news:2f5fa47a-a9a0-4d76-897e- : Jeez, in most videos I've seen of yours, the stall horn has sounded just before touchdown. I bet you like hairy landings Just an educational point: a perfect landing includes a full stall about a foot off the ground. Typically the stall horn will sound about 5 to 10 knots above the actual stall. Alan's landings appear to be quite good. In other words, there is no harm in stalling within a few inches of the runway. On the other hand, there can be great harm in attempting to land way to fast. Thanks, mate. Won't this lead to dodgy finals in a situation where the headwind tails off for some reason (a gust or some such)? Ramapriya |
#8
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ILS approach to near minimums - Video
That crab "correction" was the hardest thing to get used to when I flew the
B-52H back in the early 60s. We had a little chart near the rudder control knob to enter the angle and velocity of the crosswind, then we pulled up on the knob and cranked it to the chart value to hydraulically move the main gear so that it would be aligned with the runway even though we landed still in a crab. We could crank up to 20° of alignment correction. All of my previous years, once we finally saw the runway at very low altitude we'd kick out the crab and use wing low cross control for landing. GCA minimums were 100' ceiling. You had to psyche yourself ahead of time to insure that when you finally spotted the runway you'd leave the crab in and land that way. (but...make sure you entered the crab correction in the right direction) "BeechSundowner" wrote in message ... On Sep 26, 8:46 pm, a wrote: On Sep 26, 11:10 am, " wrote: I noticed when you broke out at 500 feet agl you aligned the axis of the airplane with the runway then tended to drift a little left, and coordinated turned yourself onto the center line again. Absolutely nothing wrong with that, but my habit is a little different. I continue to fly the localizer at whatever crab angle I need to keep the needle centered and when much lower drop the windward wing, kick the airplane into alignment and transition to a cross wind landing. It would be interesting for the thread to address the advantanges and disadvantages of each method. A, While IMC, I do exactly what you say, fly the crab all the way down. Problem and why you see me drift left when I break out was I was 1/2 dot off fthe localizer to the right, so in order to find the centerline, it required a slight turn to the left when I broke out 512 MSL or 200 AGL. You can see my "reintercept" of the centerline from 7:20 to to 7:30 by watching the point of the cowling in relationship to the runway centerline. During this 10 seconds, I was correcting the right of the localizer problem. Couple of thoughts, as I did not even realize until breaking out that I had that much of a crab as I was so focused on maintaining the localizer. . It took several adjustments of the header bug on descent to find that sweet spot in tracking. When I broke out, needless to say I was surprised at my crab angle (like, oh crap, where's the runway!), and thus the sharp "response on the yoke" My subsequent approaches were not that abrupt on the yoke as I was better prepared. This was a quartering "downwind landing" 34L was closed so only 16L was available. It's fun to Monday QB my videos and I sincerely appreciate this kind of feedback! |
#9
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ILS approach to near minimums - Video
On Sep 28, 1:36*am, D Ramapriya wrote:
On Sep 28, 8:36*am, Clark wrote: D Ramapriya wrote in news:2f5fa47a-a9a0-4d76-897e- : Jeez, in most videos I've seen of yours, the stall horn has sounded just before touchdown. I bet you like hairy landings Just an educational point: a perfect landing includes a full stall about a foot off the ground. Typically the stall horn will sound about 5 to 10 knots above the actual stall. Alan's landings appear to be quite good. In other words, there is no harm in stalling within a few inches of the runway. On the other hand, there can be great harm in attempting to land way to fast. Thanks, mate. Won't this lead to dodgy finals in a situation where the headwind tails off for some reason (a gust or some such)? Ramapriya In most of our SELs the stall warning sounds 5 or 8 knots before the stall. That's a nice margin. The only time I am not going to want the stall to sound is if there's a big cross wind and I am running out of rudder authority at low air speeds. Too much airspeed in the flair is, in this pilot's opinion, the sign of an airplane driver who has not been trained well. Ditto, for that matter, for the guy who touches down in a SEL 2000 feet from his turn off, then finds himself driving the airplane on the ground for an extra 1000 plus feet. A good landing in my view is where there's a stall warning, throttle aft, touchdown, and make the turn off without using throttle or break. |
#10
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ILS approach to near minimums - Video
"a" wrote A good landing in my view is where there's a stall warning, throttle aft, touchdown, and make the turn off without using throttle or break. Or without using the brakes, in case nothing is broken. ;-) -- Jim in NC |
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