THE OFFICIAL PUBLICATION FOR BONANZA, BARON & TRAVEl ...

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MANAGING THE IFR FLIGHT Approach and landing phase BY GERRY PARKER, HOUSTON. TEXAS Preflight and depanure were covered in the February 2007 issue, and my May 2007 anicle covered en route flight when operating lFR. Thi s article will address the approach and landing phase of IFR flight. STAY INFORMED - While en route, I keep track of the weather at my destination and alternate. If weather or other conditions dictate, I may diven to my alternate. I like to make that decision as early as possible. I do not belong to the "Let's take a look" group. If the weather is below my personal minimums, I will go to my alternate. GET READY - The last few minutes of the en route segment is the time to get ready. I wake up sleeping passengers, stow loose objects and tray tables, etc. I review the appropriate approach chartS, program the GPS and enter radio frequencies. When ATC issues a descent, I run the checklist and commence descent. BRlEF THE APPROACH - Well before I expect to commence the approach, I brief it- to myself or to whoever is in the right seat. My purpose is to double-check critical information and make sure the avionics and instruments are set properly for the approach. I also read aloud the missed approach and make sure I understand it; some are quite complicated. SLOW DOWN - 1 stan slowing down to approach speed about five minutes before I will need to be at approach speed. There are a number of possibilities at that point: I may enter a hold. either to let down, reverse course or wait my turn . I may need to execute a procedure turn. If I am usi ng a distant transition fix for a GPS approach, I usually keep the speed up until 1 am within five minutes of the FAF or the holding pattern, then stan slowing down. SET CONFIGURATION - I prefer a clean configu ration until the final approach fix if it is possible to keep the speed where I want it at a reasonable power setting. I normally fly our club A36 at 120 knots and most Barons at 130 knots with flaps up. A missed approach is a series of 'ups"- power up, pitch up, clean up, speak up. The fewer things to fiddle with on a missed approach, the better! Some early Barons have very low flap extension speeds. In those airplanes I may reduce power to slow down, extend approach flaps and reapply power before the FAF in order to keep the speed within the white arc and manifold pressure wi thin the green arc. I also set the rpm to 2,500 (on most Beech airplanes) so I can apply climb power for a go-around or missed approach without changing the rpm . FLY PRECISELY AND TRIM, TRIM, TRIM - Once level and inbound to the FAF, it is ti me to focus on flying precisely. I brief my passengers beforehand not to talk during this part of the fli ght unless they notice a safety hazard. I focus on maintaining precise control and correct pitch trim whi le flying the approach. At the FAF, I will lower the landing gear. Thi s nornlally results in the correct descent for a precision approach, ignoring wind, with very little power or trim change. If I am executing a nonprecision approach, I may also make a power reduction - the "dive and drive" strategy. At the MDA, I will add power and concentrate on maintaining the correct altitude until in a position to descend for landing. MISSED APPROACH - If the airpon does not appear by the MAP, 1 execute the missed approach, even if the runway suddenly appears as I go by. This is no time to try to sneak in. A clean configuration and the proper rpm setting payoff here. A mi ssed approach is a series of "ups"- power up, pitch up, clean up, speak up. At 120 KlAS (or 130 K in a Baron) there will be very Iinle trim change. The fewer things to fiddle with on a missed approach, the better! LANDING - Once I have the runway in sight, I set up the airplane for landing. At lLS minimums at most airpons, there is plenty of time and runway to slow to landing speed and land. I will have successfully completed another lFR flight. Gerry Parker. a BPPP instructor and former USAF navigator, has instructed in single-- and twin-engine airplanes for more than 35 years. In his spare time, he practices accounting and operates a computer consulting business. He lives in Houston and can be reached at gparker@pmkc.com. Established in 1983, the Beechcrafl Pilat Proficiency Program (SPPP) promotes aviation safety and is the mast effective model-specific flight training available (W'NW.bppp.arg).lnitial and recurrenl programs are available for Bonanzas, Barons, Trovel Airs and Dukes. There is also a Companion Clinic for right-sealers. BPPP has been approved as a recurrenllroining program by ~ rtuol~ fNery insurance company in Ihe nolion. See BPPP Clinic schedule on pg. 10709.
GENERAL AVIATION NEWS - - - - - -- FLY UTAH! These two volumes present a wealth of information on Utah's vast and largely unexplored bockcountry and recreational airstrips. Each airstrip is photographed to aid identificotion from overhead. The text supplies tips and advice for safe landings and takeoffs, recreational info, history and locol toll tales. Other valuable sections contain a Runway Hazard Index, Terrain Elevation Models and Runway Elevation Profiles. The two valumes containing 950 poges, 83 airstrips, 332 color illustrations and 172 color photos are available at pilot shops and online (www.flyidaho.com) for 559.95. MENA AIRCRAFT ENGINES As president of Mena Aircraft Engines, Inc., on FAA-certified engine-overhaul repoir stofion, I would like to announce for any and all who would still desire the Ultimate Engine workmanship and pertormance, we will be introducing our SS Endurance Engine and have employed several of the former Ultimate Engines, llC personnel, including their master engine builders Jim Crawly and Rick Griffith, and original co-owner and co-founder Mike Guinn. -Robert Smith, Jr., Presiden!' Mena Aircraft Engines, Inc. (479-394-7688). BONANZAIBARON SHIPMENTS Shipment record for Bonanzas and Borons over the lost five years: ~ 2003 2004 2005 2006 2007 Bonanza 832 ~ 55 11/0 62 11/0 32 39 11/0 80 11/0 73 Boron ~ ~ 27 11/0 31 11/0 14 14 11/0 38 11/0 38 Total Bonanza shipments - 278 Total Boron shipments - 162 Information from General Aviation Manufacturers Association ICE PROTECTION SYSTEMS AS& T, the Salina, Kansas- cockpittraffic-
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