We've had a DPE in our local area causing quite a stir on instrument approaches and how to fly them. Conventionally, and per the the Instrument ACS, a pilot should become stabilized at the FAF and maintain an airspeed +/-10, altitude +/- 100, and heading +/-10 until landing.
For us in our C-172SP's, we would slow down to 90 KIAS and put flaps 10 in before the FAF, and fly that down to minimums and/or the MAP. If we broke out, we'd reduce power and set flaps as necessary to slow down to the landing speed listed in the C-172 POH chapter 4 (65 - 75 KIAS Flaps UP or 60 - 70 KIAS Flaps FULL: source: http://aeroatlanta.com/docs/aero-atlanta-c172sp-naviii-poh.pdf page 4-22)
The DPE has stated that coming in at 90 KIAS is not appropriate, and states that we should come in at 75 KIAS with 20 degrees of flaps, as that is more in line with the POH landing speed. His rationale being that if we break out at ILS mins (200' AGL typically) at 90 KIAS, we won't slow down in time to the landing speed, which throws off landing distance data, thereby breaking 14 CFR 91.103.
He also stated that if we must initiate a missed approach, we would have to put a high load on the airplane to bring the airspeed down to 60 KIAS initially when climbing, as that required by the POH go-around procedure (Page 4-23 in the POH).
Now, 75 KIAS is pretty slow to come in at on an approach, especially if the FAF is 5-10 miles away (as it is on some RNAV approaches) and you have traffic behind you. But this DPE stated that we don't need to be configured or slow down until 1,000' above the TDZE, as that is the criteria for a stabilized approach per the FAA's guidance (source: Instrument Procedures Handbook Ch. 4-37), not the FAF. This would also put us 3nm away from the airport if we were on a 3 degree glide-path down.
His preferred method would be to come in initially at 120 KIAS (9 KIAS less than Vno) past the FAF, and upon getting close to 1,000', reduce power and configure, and fly the 75 KIAS in until landing. This way you aren't too slow for faster traffic on the approach, while at the same time slowing down to a proper landing speed when only 3 miles out.
This seems like a very unstabilized method for a general aviation aircraft. To come in lightning fast and then obliterate all that speed coming up on 1,000' off the ground. It sounds like this gentleman is trying to have us fly the approach similar to a turbojet rather than a light single engine aircraft. Any thoughts?
 Ace Any FAA Written Test!
|
 Pass Your Checkride With Confidence!
|
 The World's Most Trusted eLogbook
|
| Our sincere thanks to pilots such as yourself who support AskACFI while helping themselves by using the awesome PC, Mac, iPhone/iPad, and Android aviation apps of our sponsors. |
The following terms have been auto-detected the question above and any answers or discussion provided. Click on a term to see its definition from the Dauntless Aviation JargonBuster Glossary.