GET OFF THE RUNWAY !!!

Kell you have a different opinion of KORL than I do.

"1 Sierra Mike hold short for the Cessna 152 on a five mile final" is pretty standard there.

They are the most cowardly controllers I have worked with.

Admittedly, 152s have this bad habit of coming to a near dead stop in the air when they go to flaps 40, but if you are listening and pay attention to who is in front of you, you can plan accordingly.
 
My instructor said he flew a 152 backwards one time
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This was in Dallas, Texas where it can get pretty windy
 
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My instructor said he flew a 152 backwards one time
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This was in Dallas, Texas where it can get pretty windy

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I did that once in my primary training -- Twin Cities in winter. It's a pretty weird experience, but cool!
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MF
 
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some slow-a$$ C-208 at 95kts .

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I flew c-208's part 135 (cargo) for over 2 years and my app sp was more like 175...
they usually slowed ME down for some jet doing 100, 5 MILES OUT!!!!
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these are cool

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Wait what? Maybe you got the two speeds mixed up? I've never heard of a C-208 doing 195...
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175.....in a Caravan? Were you descending at 80 degrees nose low at full power?

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175 not 195

That's 5 knots under red line

That's 3 deg slope with 60-70 % power,

That's also 10 deg flaps speed
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Once you bring idle and flaps ten (and runnning full trim down), you are at or below 150 which is 20 deg flap speed.
Once you put flaps 20 (and still running trim dn
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) you will be at or below 125 which happens to be full flaps speed.....
Once you put full flaps (and a bunch a trim) you will stop in the air and be flaring right around 55 kts.....
If you don't bring power back, you started that little maneuver by 300 feet high....If you started earlier, you will need much more power !!!!

I'm sure all the freight dawgs out there flying 208's know exactly what i'm talking about...for both the 175 app and the :
"NXXX please slow down to app speed...
I AM at app speed...
NXXX you are 70 kts faster than the citation ahead............."

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I may add...
This is Not in any way a AFM approved procedure....
I am NOT in any way teaching, advising of the approach described above...
I am not describing a procedure that i may have done....
hum...
bla bla bla ..bla bla

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1 Sierra Mike hold short for the Cessna 152 on a five mile final" is pretty standard there.

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It's Murphy's Law of Orlando. If you're on the ground it takes forever to get in the air, and if you're in the air they like to make you dance through hoops to get back on the ground. I've had to hold short just about every time unless it's early in the morning or at night.
 
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some slow-a$$ C-208 at 95kts .

[/ QUOTE ]

I flew c-208's part 135 (cargo) for over 2 years and my app sp was more like 175...
they usually slowed ME down for some jet doing 100, 5 MILES OUT!!!!
spin2.gif

these are cool

[/ QUOTE ]
Wait what? Maybe you got the two speeds mixed up? I've never heard of a C-208 doing 195...
confused.gif


[/ QUOTE ]

175.....in a Caravan? Were you descending at 80 degrees nose low at full power?

[/ QUOTE ]


175 not 195

That's 5 knots under red line

That's 3 deg slope with 60-70 % power,

That's also 10 deg flaps speed
cool.gif


Once you bring idle and flaps ten (and runnning full trim down), you are at or below 150 which is 20 deg flap speed.
Once you put flaps 20 (and still running trim dn
spin2.gif
) you will be at or below 125 which happens to be full flaps speed.....
Once you put full flaps (and a bunch a trim) you will stop in the air and be flaring right around 55 kts.....
If you don't bring power back, you started that little maneuver by 300 feet high....If you started earlier, you will need much more power !!!!

I'm sure all the freight dawgs out there flying 208's know exactly what i'm talking about...for both the 175 app and the :
"NXXX please slow down to app speed...
I AM at app speed...
NXXX you are 70 kts faster than the citation ahead............."

buck.gif
buck.gif


[/ QUOTE ]

Sounds interesting. I guess I never opened our Grand Caravans we flew like that. All of ours were sluggish sponges.
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Last ime I tried something cool like that, I was in a turboprop, didn't slow as fast as I was hopping it would; At least it gave me a chance to practice VFR traffic pattern after the go-around!! (Gave me a chance to practice the go-around!)

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I fly into PIT alot and its not uncommon for the controller to ask for 210 to the marker or even 250 ... yes 250 to the marker, in the BE-200 its easy to slow down and make a normal full flap landing in the jet its not so easy.

Jim
 
I think the max for a maddog is about 210 to the marker. Any faster than that and you're really pushing to get it stabilized.

Now the Beech 1900, wow! You could go almost as fast as you wanted to the marker and have no trouble getting it slowed and stabilized.
 
Yeah for us first flaps are at 210 and its a long ways from 250 to 210 unless you use speed brakes and even then it takes a few moments. Personally I think its BS for the controllers to put everyone in that situation, why not slow them down further out? I like to use the benchmark of 5 miles prior to the final approach fix to be at 210 ... and to cross the FAF with Landing Flaps, gear down and check list complete. Speeds here would be 210 with Landing Flaps at 20 or 170 with Landing Flaps Full, if its a timed FAF to MAP approach I like to be stabe at Vref +20 at the FAF inbound.
 
I try to cross the marker at 180 with flap 11, and then start further configuring, dropping the gear, etc to arrive at 1000 AFE at Vref.

The problem with the maddog is that it trims so slowly and is inherently unstable. You can be trimmed up, on speed, fully configured, and the next thing you know, you're about three units out of trim and slow!

It's a lot like trying to stand on a half-flat basketball!
 
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I try to cross the marker at 180 with flap 11, and then start further configuring, dropping the gear, etc to arrive at 1000 AFE at Vref.

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Yeah...me too.


No wait...... that's not me.


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