If any of you guys were inbound/outbound to KATL last night around 10-11......
07-20-2007, 01:29 PM
#11
Works Every Weekend
Joined APC: Apr 2006
Posts: 1,210
Originally Posted by usmc-sgt
117!? Rookies
step 1: fly down the pipe at the yellow arc (higher if the air is smooth) all the way down to the approach lights.
step 2: put the plane into a full slip but hold glide path so you are using the drag to reduce speed and not lose altitude.
step 3: once the airspeed is around 110 put in full flaps and roll out of the slip as the flaps are extending making sure to abide by "slips with flaps are not reccomended"
step 4: land the airplane somewhere around 80 which should give you just enough float to not land that sweet short field landing on the numbers of your favorite class B and then taxi 4000' to the first exit at 5 knots giving thumbsup to all of the jets holding short for your "sweet" perfect short field landing right on the numbers
It makes controllers happy when you say you can give them 140 on an approach in a skychicken
disclaimer: please do not attempt this if it is beyond your ability, and not reccomended in actual unless you have more ifr experience than the 3 hours in the hood you got for your private
step 1: fly down the pipe at the yellow arc (higher if the air is smooth) all the way down to the approach lights.
step 2: put the plane into a full slip but hold glide path so you are using the drag to reduce speed and not lose altitude.
step 3: once the airspeed is around 110 put in full flaps and roll out of the slip as the flaps are extending making sure to abide by "slips with flaps are not reccomended"
step 4: land the airplane somewhere around 80 which should give you just enough float to not land that sweet short field landing on the numbers of your favorite class B and then taxi 4000' to the first exit at 5 knots giving thumbsup to all of the jets holding short for your "sweet" perfect short field landing right on the numbers
It makes controllers happy when you say you can give them 140 on an approach in a skychicken
disclaimer: please do not attempt this if it is beyond your ability, and not reccomended in actual unless you have more ifr experience than the 3 hours in the hood you got for your private
My instructor and I came down the ILS at TUS at 170 indicated the last time I was down there... Although the PA-44 Slows down a bit quicker than a 172.
07-20-2007, 02:49 PM
#15
Gets Weekends Off
Joined APC: Oct 2006
Position: C172, PA28, PA44...Right
Posts: 301
Originally Posted by pete2800
Thats very nice.
My instructor and I came down the ILS at TUS at 170 indicated the last time I was down there... Although the PA-44 Slows down a bit quicker than a 172.
My instructor and I came down the ILS at TUS at 170 indicated the last time I was down there... Although the PA-44 Slows down a bit quicker than a 172.
07-20-2007, 03:17 PM
#16
Moderator
Joined APC: May 2006
Position: ATP, CFI etc.
Posts: 6,056
Originally Posted by surreal1221
haha - rock on.
Now, everytime someone gives me hell for wanting to go into ATL at 3am in a Diamond Twinstar I'll let them know some guy in a Cessna 172 went in there at 10-11PM.
Nice.
Now, everytime someone gives me hell for wanting to go into ATL at 3am in a Diamond Twinstar I'll let them know some guy in a Cessna 172 went in there at 10-11PM.
Nice.
Last edited by Cubdriver; 07-20-2007 at 03:47 PM.
07-20-2007, 03:18 PM
#17
Gets Weekends Off
Joined APC: Apr 2007
Posts: 606
Originally Posted by ERAUdude
Yeah, going into SNA one time, we were doing about 160 KIAS over the 405 freeway. Yes, it is a good thing they slow down FAST. Over the freeway power to idle, at 140 gear down, at 100 flaps fully extended. Man was it fun! No exaggeration, those that have flown the PA-44 know how fast that thing slows down.
07-20-2007, 05:08 PM
#18
Super Moderator
Joined APC: Jun 2006
Posts: 3,948
sometimes you just have to keep it interesting. Vref is for over the threshold, what happens before that is dependent upon the situation.
in case you are wondering..i am not some renegade pilot or one of those "bold" pilots that is out with a death wish. I do feel however that if you know your machine it opens up alot of doors and options for you. Just look at mr. hoover
in case you are wondering..i am not some renegade pilot or one of those "bold" pilots that is out with a death wish. I do feel however that if you know your machine it opens up alot of doors and options for you. Just look at mr. hoover
07-20-2007, 06:39 PM
#19
On Reserve
Joined APC: Jul 2007
Position: comfortable
Posts: 20
The closest I came to that kind of fun was a Cessna 152 into CLT during July. Joined the 737 conga line and flew the ILS wide open at a screaming 100 kts. Good news? It wasn't prime time and I don't think that I irritated the working pros or the controllers. Great experience.
07-20-2007, 08:26 PM
#20
Gets Weekends Off
Joined APC: Sep 2006
Position: FOD
Posts: 521
Well, I have to issue an apology. Yesterday my student and I took a x/c down to PHX. Everything went really smoothly, quick in and out at 1630 local time. Except I pretty much botched the arrival...approach told us to PLAN to follow an Alaska 737, and I heard FOLLOW the 737. So I told my student to turn and fall in behind him. Thirty seconds later approach was all over my case saying I needed to listen up and pay attention, now Alaska was too close to me (apparently we were keeping up???) and he couldn't let him descend. Approach asked Alaska if they could make it (about 3,000 AGL a mile or two out) and AK said "I don't know, we'll see". Long story short, I nearly made a 737 go around in my bugsmasher. They made it, we survived the tongue lashing, and I learned a lesson. With a shameful entry though. 
So if you were flying into PHX yesterday and some idiot in a 172 wouldn't let you descend, I owe you a beer and an apology.
So if you were flying into PHX yesterday and some idiot in a 172 wouldn't let you descend, I owe you a beer and an apology.
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