Hey Guys and Gals,

I am going to be doing some recurent IFR training in the Next few weeks starting with A sim and then to a 172 and then into a Twin.

I was Wondering if anyone out there has some numbers for me that are used for IFR flight.

Stock Power settings for Holds, Non Precision Prescision approaches
Standard Airspeeds for The same and any other little tidbits that might make this Recurrent training go as smooth as posible.


Thanks

Meathead

Whoops, mabe I should have proof read The numbers that I would be looking for to start off with would be for your average C-172.

Thanks Again

Um, can't the instructor/aircraft owner/flight school provide you with those numbers .....?

Yeh Genius Im sure they can, but I am in a different city right now contracting and don't have the Instructor, School, Or Owner picked out yet was just looking for a little help to get a jump start.

Well insulting someone asking a seemingly important question is not the way to get the help you want. It was a very valid questions after all as every school, instructor and owner probably has slightly different numbers they like to fly by. It depends on what mods the aircraft has, how the school likes to treat there engines, numbers that just seem to "work" for that particular airframe...

Oh and no I am not going to give you any numbers so better insult me too


Sigh what happened to people being gracious...

Perhaps "meathead" was a fitting name. I think ruderless was asking a perfectly valid question meathead, perhaps if you had responded professionally you may have gotten the info you required. I would say now you be S%*t outa luck. Perhaps a lesson in manners would be a start before that IFR training.

numbers? for a 172? isn't it more like number? can't you do everything at 70 knots?

anyway I woldn't worry about it. just fly the ils and figure out the wind in the hold - 5 knots and 200 rpm means squat.

Stock Power settings for Holds, Non Precision Prescision approaches
Standard Airspeeds for The same and any other little tidbits that might make this Recurrent training go as smooth as posible.

BALLS TO THE WALL ALL THE WAY!

really, there isn't a very big speed range on those airplanes

Doing a full procedure in a 172 compared to a solid IFR machine is like comparing golf to F1 racing

Thanks For the help, The Avcanada Comunity come through for someone reaching out for help again. Right-On.

Here's what I used for the M model...

Holds: 2000rpm/80kts. 2300rpm/95kts on turbulent days.
Approach Procedure Turn: 2000-2300 as above
Approaches: 75kts, 10 degrees flaps, 1500rpm down to MDA. If on an ILS with around 15kts headwind 1500 rpm usually gave the 300fpm you'll need.

Well Thank-you all that took the time to grace me with your intelect, But it is nice to see some people have a little Class and dont ask Questions In a condicending manner.

Thanks "C-GPFG"

Regards

Meathead

Ya no kidding meathead, maybe you could learn from them.

Meathead wrote:Yeh Genius Im sure they can, but I am in a different city right now contracting and don't have the Instructor, School, Or Owner picked out yet was just looking for a little help to get a jump start.

I'll consider that a complement coming from someone with a reputaion like yours

The 172 is a terrible IFR trainer.... way too slow. You can get away with just about everything. Just make sure you review your procedures and if your a half decent pilot there shouldn't be much to flying the airplane

I get my students to approach at 90kts.... probably because we are operating in a major city center. I havent really had any issues with examiners telling me thats 'too fast'

Approaches: 75kts ... on an ILS with around 15kts headwind

ATC is NOT gonna be happy about you sharing the ILS with a stream of Boeings and Airbuses running up your rear end ...

FWIW ... at large airports in the USA, in a single engine airplane, I typically use 140 to 150 mph until very short final. That seems to keep ATC happy. Just keep Va in mind for the bumps down low (mine is very conservatively rated at 156 mph, if you run the numbers, it's much closer to 180 mph).

Back to the 172 ... apart from driving ATC crazy, it's slow speed means that the wind correction angles can be incredible (eg hold outbound).

Hedley wrote:

Approaches: 75kts ... on an ILS with around 15kts headwind

ATC is NOT gonna be happy about you sharing the ILS with a stream of Boeings and Airbuses running up your rear end ...

I see your point. I remember that guilty feeling coming into Buffalo on their ILS and see 4 or 5 jets waiting for us to land and clear. But I wouldn't suggest doing 120kts to DH then waiting for it to slow down to 55 kts for touchdown. I presume ATC knows the rough approach speed of a 172 and would space the aircraft behind accordingly.

I flew 90kt approaches in the C-172 -- made the g/s arithmetic a bit easier and YYZ ATC could live with it, but they'd sometimes ask for faster, i.e. "as fast as you can fly".

I may be crapped on from a great height for suggesting this, but ...

If I had to fly an ILS in a 172 into KBUF, with Boeings and Airbuses everywhere, you can bet that the throttle would be wide open while I was level, vectored for the localizer. After gs intercept, I would leave the throttle wide open going downhill until I got the top of the green arc on the ASI, or if it was bumpy, Va.

At DH, you're visual, throttle all the way off, sideslip with full rudder until the white arc, then 40 degrees of flaps, still in the sideslip. The runways at BUF are plenty long enough (as are most all runways with ILS's) to get stopped.

ATC would be profoundly grateful because I didn't hog their ILS.

ATC are like women. If you don't plan on coming back again, sure, skip the foreplay, piss them off, you get what you want - fly the ILS at 60k groundspeed.

But if you want to ever get some from them again ...