Commercial in a T210

[Morettis]

You're right, its not just chop and drop anymore. When you get into bigger faster cleaner planes, its chop, get dirty and drop. And then once you're stabilized, you'll carry more power to maintain your speed on the way down to the runway.

 

[ALIMBO]

You're right, its not just chop and drop anymore. When you get into bigger faster cleaner planes, its chop, get dirty and drop. And then once you're stabilized, you'll carry more power to maintain your speed on the way down to the runway.

Exactly I find myself coming in with a little bit of power in this plane. But I can land this thing way smoother than a 172, I think its because it doesn't float at all.

 

[millhouse21]

Remember in a 210 it's just "one green." Do look out the window though and have the examiner do the same from the right seat.

 

[ALIMBO]

Ya I always do my instructor usually does the same. We've had some hiccups with the plane. The gear retracts but the the door won't close so we don't get a positive indication of the gear up and the handle will stay in the up position so I gotta do some + and - g's to help it get closed. The flaps also like to trip the breaker and not extend all the time so I have to reset on final usually to get them down all the way. LOL ghetto I know.

 

[PURPLEHAZE21]

What is considered "Stabile" in part 91 ops. ? Just curious if there is a difference between "Parts 135, 121, 91 etc.."

 

[ALIMBO]

Did you mean stable?

 

[Amish RakeFight]

What is considered "Stabile" in part 91 ops. ? Just curious if there is a difference between "Parts 135, 121, 91 etc.."

An example of a typical "stabilized approach" in GA:

IFR - Stabilized by 1000' AGL (ILS)
IFR - Stabilized by MDA (NP)
VFR - Stabilized by 500' AGL

Stabilized criteria:

Gear down
Flaps set
Heading established (for wind correction)
Steady needles
Constant airspeed
Constant descent rate

Basically, have the landing configuration achieved with little or no corrections by establishing your heading, airspeed and descent angle prior to reaching these altitude milestones.

Any time this criteria is not met by these altitudes, you should GO-AROUND. You'll see how important this concept is to adhere to when it comes to flying low IFR.

 

[momalley81]

An example of a typical "stabilized approach" in GA:

IFR - Stabilized by 1000' AGL (ILS)
IFR - Stabilized by MDA (NP)
VFR - Stabilized by 500' AGL

Stabilized criteria:

Gear down
Flaps set
Heading established (for wind correction)
Steady needles
Constant airspeed
Constant descent rate

Basically, have the landing configuration achieved with little or no corrections by establishing your heading, airspeed and descent angle prior to reaching these altitude milestones.

Any time this criteria is not met by these altitudes, you should GO-AROUND. You'll see how important this concept is to adhere to when it comes to flying low IFR.

Forgot two-

135 freight >200-1/2 - Stabilized by the airport fence
135 freight <200-1/2 - Stabilized by DH

:laugh:

 

[Goose Egg]

At my company in the E-120 we consider an approach to be "stabilized" if the airplane is straight in, on approach speed, and configured for landing by 500' AGL for VFR approachs, and by 500' to approach minimums for IFR approaches. The beauty of flying part 91 is that within the FARs, you get to decide what you are comfortable with. I personally think that requiring yourself to be stabilized by 1000' in a light piston is probably overly conservative, but that's just me.

Every commercial student that I ever signed off (and they all passed) did the commercial maneuvers part of the checkride in a Cessna 172, and then did the pattern work in a Piper Arrow. It's the way to go, as far as I'm concerned.

One other thing that you may want to think about while flying the 210 is keep the engine from cooling down too quickly, i.e. "shock" cooling. High-airspeed/power-off descent, this could happen pretty easily, at least without some advanced planning. Just one more thing to think about... oh joy!

Take care and good luck.

-Goose

 

[Amish RakeFight]

At my company in the E-120 we consider an approach to be "stabilized" if the airplane is straight in, on approach speed, and configured for landing by 500' AGL for VFR approachs, and by 500' to approach minimums for IFR approaches. The beauty of flying part 91 is that within the FARs, you get to decide what you are comfortable with. I personally think that requiring yourself to be stabilized by 1000' in a light piston is probably overly conservative, but that's just me.

The poster inquired about 91 which I'll assume is for personal IFR flying in a light aircraft. What your company SOP's predicate with trained line pilots is one thing, but for a guy flying occasional 91 on instruments is another thing.

Stabilized at 1,000' in IMC isn't really that conservative for an ILS approach, especailly for a new instrument pilot. That's how I instructed instrument students to execute an ILS approach. Remember, most OM's are about 1,400 HAT and at 1,000' AGL, you're well into the commencement of the glideslope. If you really aren't stabilized (everything being close to a constant, with minimal corrections) by this point in the soup, you had BETTER go around. Chasing needles below 1,000 AGL in IMC is DANGEROUS. The plane should be in severe hands-off trim riding the rails with fingertip corrections.