-----Original Message-----
From: facpi ]
Posted At: Monday, January 01, 2007 7:55 AM
Posted To: rec.aviation.ifr
Conversation: R172K Approach Configuration
Subject: R172K Approach Configuration


Anyone give me a clue of the approach configuration of R172K? For
instance, now I use 100kts, 15inch, 2500RPM with no flaps for the
precision approach (ILS) for the training but it is not stable and too
fast for landing after DA.

I insist 90kts is good speed for the approach level and the precision
approach for R172K but my instructor suggested 100kts in terms of some
reason like the strong wind of winter.

I would appreciate if someone could show me the power setting of
approach configuration like non-precsion, precision, approach level
for
R172K. Thank you.




--
facpi

For now follow your instructor's direction; after all he or she is the
one you chose to prepare you for your checkride. The 172 is plenty
stable at 100K and there is rarely a reason that you can't make a no
flap landing after an approach.

One reason a lot of instructors use the higher speeds is it forces you
to deal with things more rapidly. You won't be surprised when asked to
"keep your speed up on the localizer" as you work at larger (air
carrier) airports. When I worked out of Seattle years ago, we used to
take students down to Portland on short trips to get them familiar with
dealing with the whole enroute structure. Portland needed best possible
speed down the localizer because they were only using one runway.
Approach asked one of my students what his speed down final would be as
we entered the hold over the IAF. Even though I had pre-briefed to use
120 to 130K down final, my student told them he'd give them 90K (we were
in a Commander 112A). After two trips around the hold, approach asked
him again what his speed down final would be. I suggested that he ask
them what they needed, to which approach responded "125K if possible".
He agreed to 125K and we were cleared for the approach almost
immediately.

Another benefit of the higher speed is the aircraft is more responsive
to corrections and less affected by crosswinds (smaller wind correction
angles needed).

Yet another benefit (students may see it as a burden however) is that
your reactions have to be more precise and you can't sit around to see
what happens. You have to think farther out in front of the aircraft
when you are moving faster.

Finally, if you are flying into fields that need you to use higher
speeds for traffic sequencing you are going to be landing at airports
that have runways long enough to accommodate most light aircraft even if
they have to bleed of 30 or 40 knots after breaking out. So you land
long and make a mid-field turnoff - no big deal.

10 knots (the difference between 100 and 90) may not seem like a lot
now, but it forces you to deal with lots of other issues that will
eventually arise when you start working in the system. In all
probability though, your instructor will most likely start you flying
the approach at different speeds so you can experience the different
timings, responsiveness, sounds, and aircraft attitudes that go along
with them -- that usually comes later in the syllabus though. We would
teach approaches from 80K up to 140K just to expose the students to what
might be expected in the real world.