I understand your point, but the accident record tells us that landing faster than appropriate for the aircraft is a much bigger problem than jets running over light singles when both are under IFR control.
A competent instrument pilot will know how fast he can SAFELY come down an ILS. You're doing your students a great disservice if they can't manage anything other than a "normal speed" approach.
Let's see the long runway is 14,500' so just short of 3 miles. Yeah, maybe someone can quantify the dangers of overrunning a 172 on that runway?
'Zactly. When I fly into PHX, I'm typically going 150-160 on final and don't start pulling the power back until I'm approaching the fence. I land with partial flaps and still use less than half the runway.
Beats me. Taking a 172 into JFK, ORD, ATL, etc., doesn't make much sense at all on any level.
Mine as well. I think it's a disservice to the student if the CFII sticks to the book and doesn't have you deviate... I hear that pretty often; "There's no need to go faster than normal. Just us the magic "unable."" They seem to fail to realize that shooting a fast approach isn't only for traffic sequencing, but rather emergencies. I feel everyone, both in training and after, should practice and be comfortable shooting an ILS to mins near Vne...
I think there is a big difference between flying an approach fast and flying it at Vne.
Have you guys never been asked to keep your speed up on an approach? That's not what ATC asks you to do, nor is it what they expect. Without exception they will ask you to keep your speed up to a certain fix at which point you can slow down, reconfigure as necessary, and land. The trick is maintaining your profile on the ILS while you're decelerating.
So you're going to race a plane down a glideslope at redline, pop out (hopefully) 200ft above the runway, then yank back on the yoke and throw the plane sideways while still near structural limit speed and under the very low clouds?
And who is going to pay the repair bill?
OK, so it was an exception to the rule - that happens and I should have known better to put it the way I did. I fly into John Wayne (SNA) on a very regular basis and those guys are masters at working the conga line. Listen, no one will expect you to fly your light single, twin or even jet at Warp Factor 3 to the runway threshold. I don't care what you fly or whether your IFR or VFR, it's incumbent upon a competent pilot to know how to fly a fast approach and at what point he needs to back off and get things stabilized for the landing. It's called Basic Airmanship - Don't leave home without it.
