timwinters
Ejection Handle Pulled
99% of all landings I make are short field. Minimum speed, minimum amount of runway used. Practice short field every time regardless of whether there is 1,000' or 10,000' of ruway in front of me. But then...
Okay, call me irresponsible, call me reckless, call me…well…whatever you want to call me, BUT, when I’m returning to my home ‘drome (KSGF), my three favorite words to hear from approach control is “MAXIMUM FORWARD SPEED” especially when followed by “to the runway.” It typically goes something like this:
So, I’m coming in from the NW at 5500’ last week, I check ATIS and, amongst other things, it reports the active runway to be 14. I contact approach 20 miles out and shortly thereafter I’m cleared for a straight in approach to 14 and I’m also told “maximum forward speed to the runway if possible”.
Whoo…hooo!
IF THE AIR IS SMOOTH….I give it to them…TO THE RUNWAY! Smooth air is very important, one big bump and the rest of this game is cancelled.
There’s no backing off the throttle for descent, instead I simply roll the trim down to achieve about 500 FPM at cruise power (20/2300 in my case). I then closely watch airspeed and my descent rate. I maintain indicated airspeed at the top of the green (160mph) throttling back only if necessary to keep the speed below the yellow arc and a descent rate of 500 to 700 fpm.
All the way to the runway.
Not all the way to final…not all the way to short final…but all the way to the numbers!
Then, with 8000’ of pavement in front of me I cut the throttle at the numbers, level the aircraft (about 10’ above the runway) and start to bleed off the airspeed. I hold it there and once I hit the white arc, start adding flaps. I continue to hold the airplane about 5’ to 10’ off the runway until all the excess airspeed is gone and we land.
I pull off and still have 3000’ of runway in front of me.
Know your airplane.
Fly your airplane.
Know exactly what your airplane will and will not do for you.
And, most importantly, have fun when ATC tell you to.
I do!
Okay, call me irresponsible, call me reckless, call me…well…whatever you want to call me, BUT, when I’m returning to my home ‘drome (KSGF), my three favorite words to hear from approach control is “MAXIMUM FORWARD SPEED” especially when followed by “to the runway.” It typically goes something like this:
So, I’m coming in from the NW at 5500’ last week, I check ATIS and, amongst other things, it reports the active runway to be 14. I contact approach 20 miles out and shortly thereafter I’m cleared for a straight in approach to 14 and I’m also told “maximum forward speed to the runway if possible”.
Whoo…hooo!
IF THE AIR IS SMOOTH….I give it to them…TO THE RUNWAY! Smooth air is very important, one big bump and the rest of this game is cancelled.
There’s no backing off the throttle for descent, instead I simply roll the trim down to achieve about 500 FPM at cruise power (20/2300 in my case). I then closely watch airspeed and my descent rate. I maintain indicated airspeed at the top of the green (160mph) throttling back only if necessary to keep the speed below the yellow arc and a descent rate of 500 to 700 fpm.
All the way to the runway.
Not all the way to final…not all the way to short final…but all the way to the numbers!
Then, with 8000’ of pavement in front of me I cut the throttle at the numbers, level the aircraft (about 10’ above the runway) and start to bleed off the airspeed. I hold it there and once I hit the white arc, start adding flaps. I continue to hold the airplane about 5’ to 10’ off the runway until all the excess airspeed is gone and we land.
I pull off and still have 3000’ of runway in front of me.
Know your airplane.
Fly your airplane.
Know exactly what your airplane will and will not do for you.
And, most importantly, have fun when ATC tell you to.
I do!
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