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"Best forward speed" approaches



 
 
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  #11  
Old September 2nd 03, 09:15 PM
Snowbird
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(Ben Jackson) wrote in message news:[email protected]

I haven't done the math, but it seems like if you float down half a 2
mile runway after zooming down the ILS you're not going to be clear any
sooner that if you'd flown the ILS more slowly but made the first turnoff.


Well, let's take a stab at the math. I like my approach speed (whatever
it will be) stabilized outside the FAF. Typical glideslope intercept is
4-5 nmiles. So if I'm slowing, I want to slow down about 6 nmiles out.
That's ~4.5 minutes to DH. OTOH, if I keep my speed to 120 kts, I
can do the same in 3 minutes.

So the question is, does it take me an extra 1.5 minutes to get off the
runway? I don't think so...I can throttle back when I break out and
slip a little bit to scrub speed so I can dump in the flaps. Maybe
an extra 1/2 minute?

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.

I also know pilots who want to slow up (if they're going to slow)
way earlier than I do, in which case the time differential is greater.

Cheers,
Sydney
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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


--
--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%[email protected]
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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