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Approach speeds for ILS
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. -- Christopher J. Campbell World Famous Flight Instructor Port Orchard, WA If you go around beating the Bush, don't complain if you rile the animals. |
#2
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In a previous article, "C J Campbell" said:
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. I regularly shoot approaches at 110 knots in the Archer or 120 knots in the Dakota, and don't touch the throttle until the flare. Granted, I haven't done it to minimums in actual, but I've done it under the hood, and I don't gain any altitude. Sure you float down the runway, but if you've got 8000 feet, you've got plenty of room for it. And ATC appreciates a fast approach when they've got a 767 on your tail. -- Paul Tomblin http://xcski.com/blogs/pt/ I didn't need to sabotage anything. Not being around to say "No that won't work" or "you can't do it that way" is more than enough damage. (Ego problem? It's not a problem.) -- Graham Reed, on job endings |
#3
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"C J Campbell" wrote in message ... 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. I am not sure I understand. Slowing from 90 kts to landing from 200 feet should not be a problem for a moderately skilled pilot on an average sized ILS runway (4000 ft or more). That is what one would expect from an instrument rated pilot, no? |
#4
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In article , "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. otoh - I can slow my cherokee 140 down from 90 knots at the middle marker to a good landing speed at the GIP. I know I can do it because that's the way I've done every single ILS approach and that was the way I was taught from day one. ymmv -- Bob Noel |
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"plumbus bobbus" wrote in message news:SylPb.109551$8H.237126@attbi_s03... | | "C J Campbell" wrote in message | ... | | 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. | | I am not sure I understand. Slowing from 90 kts to landing from 200 feet | should not be a problem for a moderately skilled pilot on an average sized | ILS runway (4000 ft or more). | | That is what one would expect from an instrument rated pilot, no? You would expect that, but observation teaches otherwise. Reaction time after breaking out of the clouds may be a factor. There is always a little disorientation. The newer 172s are surprisingly slippery, especially if you are not using any flaps. Add to that a pilot that may not be all that current and I think you have trouble. |
#6
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"C J Campbell" wrote...
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. I think you may need to practice your ILS approaches, especially the transition to visual and landing. The transition to visual is very difficult -- probably moreso than flying the needles. Try flying ILS approaches in full VMC conditions -- not even a hood -- but with a safety pilot or instructor aboard. Let the outside stuff distract you from your instrument scan, and force yourself to look back inside. Practice the transition to visual at 200', including the power reduction, decel, flaps (if you use more to land than you use in the approach), and flare. It is NOT the same as your normal VFR landing, and it DOES require specific practice. When you get proficient, only then should you attempt to fly when the weather is anywhere near minimums. 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. Nope -- not unless you are flying a Cat III certified airplane. You should be ready to transition to land AFTER you break out! A C172 at 90 knots is only descending at 400-500 FPM. At 200' AGL, you have 20-30 seconds until touchdown, even if you don't flare at all! You can do a lot of decelerating, reconfiguring, and flaring in 20 seconds. Since the only reconfiguring you should have to do, if any, is final flaps, you have plenty of time! 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. That is good advice. |
#7
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"Paul Tomblin" wrote in message ... | you've got 8000 feet, you've got plenty of room for it. And ATC | appreciates a fast approach when they've got a 767 on your tail. | | Not many 767s at TIW! Seriously, I have no problem with accommodating ATC when it can be done safely, but neither am I going to do their job for them when they screw up. It is always fun to watch somebody who landed too fast and too long then try to turn off at the first exit just because the tower asked him to, especially when it was probably the tower that asked him to keep his speed up when he was on final. They come whipping around there, side loading the gear and nearly careening off into the infield, tires smoking and screeching. But what the heck, it's only a rental. |
#8
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"John R Weiss" wrote:
You can do a lot of decelerating, reconfiguring, and flaring in 20 seconds. 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 :-) |
#9
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"C J Campbell" wrote in message ... | I am not sure I understand. Slowing from 90 kts to landing from 200 feet | should not be a problem for a moderately skilled pilot on an average sized | ILS runway (4000 ft or more). | | That is what one would expect from an instrument rated pilot, no? You would expect that, but observation teaches otherwise. Reaction time Point taken. |
#10
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In article ,
C J Campbell wrote: 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 You really want people flying differently in tough weather conditions? You're better off flying what you practiced. If you can't fly a 100kt ILS and land after breaking out at 200' you should either practice that or fly all of your approaches at 90kt. If you pull power and put in 10 degrees of flaps (haven't the last 30 years or so worth of 172 allowed the first 10 degrees at like 110kts?) you'll be down to full flap speed in a matter of seconds and after that you can drop like a brick if you want. -- Ben Jackson http://www.ben.com/ |
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