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Stabilized approach procedures for CS / FI

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

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

Posted: Mon May 19, 2014 8:40 am Post subject: Stabilized approach procedures for CS / FI

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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 t="_blank">http://www.matronics.com/contribution

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Greg RV-7

Kellym

Joined: 10 Jan 2006
Posts: 1700
Location: Sun Lakes AZ

Posted: Mon May 19, 2014 4:45 pm Post subject: Stabilized approach procedures for CS / FI

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

     ===========

     target="_blank">http://www.matronics.com/Navigator?RV-List

     ===========

     MS -

     k">http://forums.matronics.com

     ===========

     e -

              -Matt Dralle, List Admin.

     t="_blank">http://www.matronics.com/contribution

     ===========



 *

 *

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_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

jhnstniii(at)aol.com
Guest

Posted: Mon May 19, 2014 6:21 pm Post subject: Stabilized approach procedures for CS / FI

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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recapen(at)earthlink.net
Guest

Posted: Tue May 20, 2014 3:05 am Post subject: Stabilized approach procedures for CS / FI

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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recapen(at)earthlink.net
Guest

Posted: Tue May 20, 2014 3:10 am Post subject: Stabilized approach procedures for CS / FI

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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