ILS and full flaps

[Edward Summer]

Our company's a/c profiles state that on an ILS, select gear down 1/2 flaps prior to reaching OM and 1 dot abv g/s. This is for two reasons. First, only half selected flaps retract quicker in case of a missed approach/go around, and second we only select full flaps when landing is assured.

Question is this...I've flown with some transient furloughed 121 guys and they'll select full flaps while descending on the g/s and well before the MM. They say it's best to configure the a/c for landing prior to the MM and not have any configuration changes and pitch changes while on the slope down low (with exception to a/c structural icing situations).

I know what the AFM and company specs say about this, but what about other opinions???

Thanks
Ed

 

[JetPilot500]

Most SOP's I've seen will say something like this:

In IMC aircraft must be Stabilized before 1,000' HAT.
In VMC aircraft must be Stabilized before 500' HAT.

This would allow us the opportunity to deviate somewhat from the profile and put in flaps a little later.

Me personally, if the wx is low, I fly it just like the profile says so I am stabilized all the way down the GS.

Hope this helps,
JetPilot500

 

[cvsfly]

That's the difference between large transport types and general aviation types. I assume by your quals your company is flying the SA-227. Follow the AFM and YOUR company ops. Not all aircraft are created equal. Any twin engine prop plane I don't think I would select full flaps until landing is assured or close to it.

 

[maverick_fp00]

usually when I'm about 3 miles from the OM I'll put some approach flaps to get me slowed down a little, then as soon as I hit the OM I'll drop my gear and start my descent... middle marker - depending on how the approach is going, I'll drop the rest of the flaps and hold the nose up a little so I don't go below the g/s.

 

[Rick1128]

Having flown the Metro, all I can say is follow the company procedures. The airplane takes a lot of power to fly the approach in the full flap configuration. Especially the 23 and the 16K models. Also at the busy international airports they want you to keep your speed up until touch down. The stabilized approach works well for jets and transport catagory aircraft, but doesn't work real well for part 23 aircraft.

 

[bobbysamd]

Flaps

I always learned approach flaps on the intermediate segment, and gear down one dot above. Putting gear down added enough drag to hold the glideslope with minimal power and pitch adjustments. Full flaps with landing assured. We taught something like that at Mesa in our Bonanzas and Barons, as a line procedure to prepare students to fly the 1900s.

Just the same, the SOPs and AFM rule, even if you think it should be different. Follow it and you will never be wrong.

 

[Edward Summer]

Thanks for all the replies.

Ed

 

[dsee8driver]

Standard ILS in the soup!

Standard ILS for us:

Downwind or before final intercept turn you must be at flaps 23/25. Once you are established, glideslope ALIVE gear down, 2 dots below, flaps 35, glideslope intercept, flaps 50 (FULL). Now if you are handflying the approach, I go to 50 1/2 dot below to get her going down and compensate for extra lift, somewhat of a smoother transition, I think. If george is flying approach, it is recommended to go flaps 50 after glideslope intercept has occured and plane is starting it descent to avoid kicking george off.

Offcourse the above profile changes if you are on a straight in approach and intercept at a higher altitude. God knows you don't want to drag it in in the middle of the night at flaps 50 from 20 miles out waking up the neighborhood. Then again if you are over guarantee, you might want to