Best Forward Speed Technique- Trying Again

[StarShip]

I am slugging along in a Piper Archer at 100-120 kts and would like to land at "Big Airport" presumably Cl B or Cl C. Normally I try to slow down to 90 downwind, 80 base, 70 final and 65 over the fence. That is probaly too slow for their environment. The Tower requests "Best Forward Speed" for a runway, lets assume the runway is long at 6000 feet.

What is the best stabilized approach technique and flaps settings to approach? Assume the Tower directed a base approach. What airspeed and flaps if any should I be on the extended approach and finally over the numbers?

The Ukraine Airline 737 just Landed, and the North Korean Airline 727 is right behind me (and is not slowing down).

[MikeGolf172]

Well first and foremost, safety is the top concern, so if they're asking you to do something you can't, or are unable to do, let them know and take position behind the faster traffic. That being said, whenever I go into a 'big' airport solo or with a friend, if I'm in a Cherokee, I usually come in (if it's a straight in) with about 2000rpm while descending down the final, keeping the airspeed up around 110KIAS until I get to about 1/2 mile final, I pull the power, level the nose to slow down and put in flaps to help with the braking. I hate chugging along at 75kts while on a 5mile straight in final to a 9000' runway.

[PilotPF]

This is an interesting question. I'm still a student Pilot, but I fly out of KFRG, Republic Airport, Class D. Close by is KISP, Islip-McGarther Airport, Class C, and I've done probally 20 T&Gs there, they've never asked me to change my airspeed once.

I do notice that I am typically on a a secondary Runway, but I have had a Southwest flight on the ground holding short waiting for me to land for it to taxi to the ramp to unload. . .

Maybe Long Island is weird

[MikeGolf172]

This is an interesting question. I'm still a student Pilot, but I fly out of KFRG, Republic Airport, Class D. Close by is KISP, Islip-McGarther Airport, Class C, and I've done probally 20 T&Gs there, they've never asked me to change my airspeed once.

I do notice that I am typically on a a secondary Runway, but I have had a Southwest flight on the ground holding short waiting for me to land for it to taxi to the ramp to unload. . .

Maybe Long Island is weird

They usually won't unless there's traffic behind you that could be an issue.

[jerryp]

I get this all the time flying Angel Flights into Logan. Approach usually asks what my best forward speed is and I usually say 140 in the Six or the Arrow. The approach goes like this. Power at 24 squared, trimmed nose down for the visual glide slope. I'll hold that until crossing over the airport boundary and then pull the power to idle, drop the gear on the Arrow, bring the prop forward and nose up for the white arc. Then it's full flaps, red-blue-green-runway-clean and wait till the plane stops flying.

[Wayne]

No flaps and keep your speed up. Land no flaps, which will be a little faster as the stall speed is higher. Get off the runway promptly (i.e. at a safe speed). Knowing where the turn-offs are, especially high-speed turn-offs are is a big benefit. It's better to land long than taxi long if the turn-off is far down the runway.

Sometimes "unable" is the best answer. It may mean you'll need to extend quite a bit and wait.

[patflannigan]

Get off the runway promptly (i.e. at a safe speed). Knowing where the turn-offs are, especially high-speed turn-offs are is a big benefit. It's better to land long than taxi long if the turn-off is far down the runway.

Great point! Firewalling it to the runway won't make a lick of difference if you spend all day getting off at the next taxiway. Remember, that jet behind you is doing 130-140 knots and cannot safely slow down! I actually just wrote an article about planning your taxi-off on my blog.

I get this all the time flying Angel Flights into Logan. Approach usually asks what my best forward speed is and I usually say 140 in the Six or the Arrow. The approach goes like this. Power at 24 squared, trimmed nose down for the visual glide slope. I'll hold that until crossing over the airport boundary and then pull the power to idle, drop the gear on the Arrow, bring the prop forward and nose up for the white arc. Then it's full flaps, red-blue-green-runway-clean and wait till the plane stops flying.

Bingo. Piper aircraft are great in that you can speed right down to the numbers and slow up nicely with those manual flaps. Try practicing 'best forward speed' approaches at your home airport and get a feel for how much the plane tends to float. It's not a bad idea to take a CFI with you on your first go either...