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Stabilized approach procedures for CS / FI

 
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recapen(at)earthlink.net
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PostPosted: Mon May 19, 2014 8:18 am    Post subject: Stabilized approach procedures for CS / FI Reply with quote

Folks,

I am trying to set up some standard procedures for slowing down during the approach/landing phase.

I am currently doing IFR training in my 6A and am experiencing some frustrating moments...:

During the final approach - in preparation for go-around with the MAP already pulled back, I set the prop set to full fine pitch. Even at 90 knots, I get pulled forward in my seat...meanwhile, I think my injection system is dumping excess fuel as I get drainage from the air-bowl after landing.

What are the rest of you doing?

Thanks,
Ralph Capen


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mr.sun



Joined: 30 Jan 2007
Posts: 85

PostPosted: Mon May 19, 2014 8:40 am    Post subject: Stabilized approach procedures for CS / FI Reply with quote

I fly the approach faster
Greg On May 19, 2014 9:21 AM, "Ralph E. Capen" <recapen(at)earthlink.net (recapen(at)earthlink.net)> wrote:[quote] --> RV-List message posted by: "Ralph E. Capen" <recapen(at)earthlink.net (recapen(at)earthlink.net)>


Folks,

I am trying to set up some standard procedures for slowing down during the approach/landing phase.

I am currently doing IFR training in my 6A and am experiencing some frustrating moments...:

During the final approach - in preparation for go-around with the MAP already pulled back, I set the prop set to full fine pitch. Even at 90 knots, I get pulled forward in my seat...meanwhile, I think my injection system is dumping excess fuel as I get drainage from the air-bowl after landing.

What are the rest of you doing?

Thanks,
Ralph Capen






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Kellym



Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

PostPosted: Mon May 19, 2014 4:45 pm    Post subject: Stabilized approach procedures for CS / FI Reply with quote

Well,
I see no reason to adjust the prop from cruise during the approach
phase. You aren't going to go lower than 200 ft without seeing the
runway environment anyway. Your engine can run just fine at 2400 rpm and
full throttle and will give you plenty of climb power.
A lot of the guidance for flying approaches dates back to WWII with
radial engines, that really does not apply to a 2 seat high performance
plane with a flat 4 or 6 cyl engine. Most any place that has an ILS is
going to want max speed you can do and still get slowed down after
breaking out. I use 100 kts in my 200 hp Mooney, which is probably as
hard to slow down as your RV. I can't even deploy flaps until below 87
kts. I'c go faster, but max gear down speed is 105kts.
As for dripping from manifold after shutdown, very common among injected
Lycomings. Not anything wrong.

On 5/19/2014 9:39 AM, mr.gsun(at)gmail.com wrote:
Quote:

I fly the approach faster

Greg

On May 19, 2014 9:21 AM, "Ralph E. Capen" <recapen(at)earthlink.net
<mailto:recapen(at)earthlink.net>> wrote:


<recapen(at)earthlink.net <mailto:recapen(at)earthlink.net>>
Folks,

I am trying to set up some standard procedures for slowing down
during the approach/landing phase.

I am currently doing IFR training in my 6A and am experiencing
some frustrating moments...:

During the final approach - in preparation for go-around with the
MAP already pulled back, I set the prop set to full fine pitch.
Even at 90 knots, I get pulled forward in my seat...meanwhile, I
think my injection system is dumping excess fuel as I get drainage
from the air-bowl after landing.

What are the rest of you doing?

Thanks,
Ralph Capen
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===========
MS -
k">http://forums.matronics.com
===========
e -
-Matt Dralle, List Admin.
t="_blank">http://www.matronics.com/contribution
===========

*
*


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jhnstniii(at)aol.com
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PostPosted: Mon May 19, 2014 6:21 pm    Post subject: Stabilized approach procedures for CS / FI Reply with quote

Fellow RVers--In the approach environment (in my CS RV-6A) I fly at 120 knots at all times, including down the ILS. I fly 2400 rpm at all times after takeoff and reducing power to 16 inches produces 120 knots in level flight. The value of this for me is:

1) Easy math (two miles per minute groundspeed, 600 fpm down on the ILS) (assuming no wind). 
2) Airplane is already trimmed for climb at 120 on the missed, just push power and prop full forward, flaps are still up.
3) Happy controllers.
4) Firm controls.

Upon breaking out, there is plenty of time to pull power, slow to flap operating speed, lower flaps, and land.


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PostPosted: Tue May 20, 2014 3:05 am    Post subject: Stabilized approach procedures for CS / FI Reply with quote

Kelly,

Thanks for the input - I'll try the 2400 next time I'm out putting around.
As for the dripping, I contacted the FI system manufacturer and he provided some additional guidance regarding the purge valve.....

Ralph

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PostPosted: Tue May 20, 2014 3:10 am    Post subject: Stabilized approach procedures for CS / FI Reply with quote

Not the first to recommend a higher speed - but the first with this level of common sense explanation...worth considering.

Thanks!

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