Today's Message Index:
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1. 04:05 AM - Re: Stabilized approach procedures for CS / FI (Ralph E. Capen)
2. 04:10 AM - Re: Stabilized approach procedures for CS / FI (Ralph E. Capen)
Message 1
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| Subject: | Re: 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
-----Original Message-----
>From: Kelly McMullen <kellym@aviating.com>
>Sent: May 19, 2014 8:43 PM
>To: rv-list@matronics.com
>Subject: Re: RV-List: 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@gmail.com wrote:
>>
>> I fly the approach faster
>>
>> Greg
>>
>> On May 19, 2014 9:21 AM, "Ralph E. Capen" <recapen@earthlink.net
>> <mailto:recapen@earthlink.net>> wrote:
>>
>> <recapen@earthlink.net <mailto:recapen@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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>>
>>
>>
>> *
>>
>>
>> *
>
>
Message 2
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| Subject: | Re: 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!
-----Original Message-----
From: Jhnstniii
Sent: May 19, 2014 10:20 PM
Subject: Re: RV-List: 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.
-----Original Message-----
From: Ralph E. Capen <recapen@earthlink.net>
Sent: Mon, May 19, 2014 12:18 pm
Subject: RV-List: 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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