Transition from high speed approach to normal landing.

[I_Money]

Thanks for all the help guys.

I do what I can to help.

Good to know about not being able to be assigned a speed within the FAF.


At that time there hadnt been a heavy arrival for sometime. The biggest concern was jet blast from heavies departing the perpendicular runway.


Almost all the approach is over water so I like to try and get the approach done as fast as possible. I also like to help ATC out.

I found it to be a common misconception that going faster helps ATC out - it is like oxygen too much is as a bad as too little.

 

[ASpilot2be]

Pretty common. Nothing to worry about. I like to build a day or two of pattern work in to instrument training if I can, to keep the student "sharp". ...of course, we fly some of the "patterns" at circling MDA...to keep things interesting.

-mini

Yeah. I talk my instructor into letting me do some pattern work if we end up back at the airport early. I really need to work on my circle to land pattern though.

I found it to be a common misconception that going faster helps ATC out - it is like oxygen too much is as a bad as too little.

Normally I wont do the 120 on approach unless the ask for max forward speed. Normally it is between 100 and 110.

 

[minitour]

Yeah. I talk my instructor into letting me do some pattern work if we end up back at the airport early. I really need to work on my circle to land pattern though.

I thought it was a dumb idea until some old salty dog heard me trying to debrief a student who was struggling with circling. So we went out and did some circling MDA work with no hood, no instruments...just finding the field and flying it visually to the runway.

Clicked really quick for him and been doin' it ever since.

-mini

 

[HeimerPilot]

Try to be at Vref at DH rather than slowing to Vref after DH. Nothing wrong with crossing the marker at 120 and slowing to ref from that point.

-mini

Blasphemy! You sir have been away from freight for too long.

 

[dasleben]

We do this in the 402 constantly. 170-180 to the marker, then a gradual deceleration to hit 120 on short final. At 200' it's flaps full, slow to Vlanding. All it takes is practice. If you can do it without the slip that'd be preferable too.

 

[TXaviator]

If you can do it without the slip that'd be preferable too.

i agree, but a slip works fine in a pinch for a quick and dirty way to slow down real quick in a light single

i dont think id use that as my standard technique though... :insane:

 

[SpiraMirabilis]

Routinely do about 160 to the numbers, justs floats a little bit longer. Hold the nose off and stay on center line is the only advice I can think of.

I don't think slipping it will help you too much, sometimes its not even worth it -- except for crosswind correction and I add that just as I am about to touchdown.