How fast do you fly an instrument appch?

[erjdriver]

CHQ pilots: 250 kts to the marker, then speedbrakes, gear, flaps9...land at Vref, take the 1st exit and get to the gate before Eagle, which landed 5 minutes prior.

 

[hobbsmeter]

In a 172...

At class B airports it's definitely helpful to approach as fast as possible (130-140) I usually go 0 flap for the approach at B airports because then I dont have to worry about flap speed. About 2 miles out slowly bring the throttle back bit by bit and by the time you cross the threshold your speed should be back to normal. You can then put flaps in and land normally, or you can land 0 flap since most class B runways are planty long for a 172 (I hope so anyway)
Bottom line do what you're comfortable with, or take a knowledgeable CFI you know and trust with you to show you the ropes.

 

[bobbysamd]

172 instrument approaches

I agree with the above. That's how my instructor basically taught it. ILS-equipped runways will have a good length, typically 5000 feet or more. So, landing no-flaps in a 172 works fine.

Most people, and the airlines, teach that you should set your final approach configuration at the OM. So, that same thought process applies perfectly to a no-flap in a 172. Should also work just fine in an Archer or Warrior, too.

By the way, the old Clinton-Sherman airport in Central Oklahoma had the perfect no-flap ILS runway. Ten-thousand feet!

 

[erjdriver]

It really depends on you and the operations you're conducting.
If you're a freight dog, you'll fly as fast as you can for as long as you can...I've landed so many time with "dead throttles" because I couldn't slow down.
In a pax operation you must be a lill more careful (ie. follow SOP). Although high speed approaches are the norm (ie 250 to the marker). It also depends on the airplane you;re flying...it ain't easy to slow down a jet.
As a general rule, though, especially for GA pilots wanting to go to the regionals, fly the approach as fast as you can (140 would be great).
To give you an idea: average Vapp (approach speed) in the E145 is 140 kts and average Vref (landing speed) is 130 kts.

 

[atpcliff]

Hi!

On the faster end of the spectrum, the fastest I've flown approaches was about 185 kts. on short final! Not a lot of time to recover from a crappy approach. Stabilized is the key!

 

[flyboy]

Exactly, stability is the key. In a 172 on a typical day (10-15kt winds), screaming down the approach at 120kts is not stable, especialy in IMC. You need to consider Va if you are in turbulent conditions and also any low-level temperature inversions. Otherwise, do as you please or what mr. ATC says.

 

[WileE]

Just for FYI

The army trains instruments They train all their pilots in helicopters. All the training standards are that you fly the approach at 90 KIAS or more.

 

[bobbysamd]

C-12 approaches

Interesting. What about in the C-12s?

The Army trains great instrument pilots. My first instrument student was an ex-Army Huey rotorhead who wanted to add instrument privileges to his Private Airplane rating. Did a great job flying. I probably gave him more dual than he needed, because I was new and wanted to be sure.

 

[surplus1]

Nastygram

CHQ pilots: 250 kts to the marker, then speedbrakes, gear, flaps9...land at Vref, take the 1st exit and get to the gate before Eagle, which landed 5 minutes prior.

Only kids play with toys and race them to gates. If that's really a reflection of your philosophy and not a joke, I'll keep it mind and buy my tickets on Eagle.

Cowboys should ride horses and stay out of airliners.

 

[atpcliff]

Hi!

To surplus one:

I was with TSA flying J41s. Sometimes ATC would ask us to maintain 250, or 220, or 200 kts. to the marker for traffic spacing, and after you've flown a lot of these types of approaches, it is easy to do, and not an unusual or dangerous manuever.

Cliff
GB,WI

 

[surplus1]

Hi!

To surplus one:

I was with TSA flying J41s. Sometimes ATC would ask us to maintain 250, or 220, or 200 kts. to the marker for traffic spacing, and after you've flown a lot of these types of approaches, it is easy to do, and not an unusual or dangerous manuever.

Cliff
GB,WI

Cliff,

Its not the IAS that bothers me, its the unstabilised apch, the make the first turn wear out the brakes syndrome and the race to the gate concept. In my little book if I need speed brakes and reconfiguration inside the marker I've mismanaged the approach.

Every aircraft type has an appropriate speed and configuration for the approach and a lot of lattitude about what you do outside the marker. I have no problem with that part of it.

BTW I know what ATC does and tries to do. The moral for that is simple, they fly the tower and I fly the airplane. I don't give controllers control of my airplane or my judgement. That's why I never accepted LASHO. If they want to be thrilled they can bungee jump off the tower.

I just want to get there, keep the people in the back comfortable (without any thrills on final), keep my flight attendants on their feet and not hanging on while I taxi, go home when its done and live to grow old.

Never been in a J41. How do you like it? Nice machine or typically British?

 

[TurboS7]

738-vref+5
727-vref+10

 

[WileE]

For the C-12's

Generally 120 kias or vref + 10, whichever is higher.

 

[bobbysamd]

C-12 approaches

That's about what I figured. Thanks.