Slow down for Falcon Jet

[201er]

Coming into Addison, I was asked to slow down for Falcon jet traffic ahead on final 

Coming into Denver, I overtook a Skyhawk on about a ten mile final and was asked to keep the speed up to improve separation. I was already pumping gas by the time he landed. 

So satisfying to fly a Mooney 

[Mcstealth]

Was it a three engine Falcon?

Oh the Shame.

[RobertGary1]

Even a light 737 can approach at 90 knots and be over taken by a Mooney. 

-Robert

[Danb]

You really have to wonder what goes in in the head of the tower controller's, they should have to have an idea of what differing planes can and can not do. I could not make a landing at Hartford, they kept me at 5000 ft until about five miles out, I told them I could not land I was to high, the ass sent me to the penalty box , had me in a hold for 10-15 minutes seemed like forever came back and asked if I could land now!

[Browncbr1]

45 minutes ago, Danb said:

You really have to wonder what goes in in the head of the tower controller's, they should have to have an idea of what differing planes can and can not do. I could not make a landing at Hartford, they kept me at 5000 ft until about five miles out, I told them I could not land I was to high, the ass sent me to the penalty box , had me in a hold for 10-15 minutes seemed like forever came back and asked if I could land now!

Assuming you were in vmc, slip and ask for s turns approval.  Without a slip or turns, dropping 4000-5000 in 5 miles doesn't seem impossible????, so long as I wasn't too fast to drop gear and start decent and you use full flaps and slow down to 1.2 vso...  Maybe I'm totally wrong and maybe we are flying different models.  I also know this is a totally different story flying heavy compared to light.  I know my F doesn't slow down nearly the same when loaded up.

 

I know I have had to cancel at 9000 before for them leaving me too high to make a stable and safe approach, as I knew it would be fast through bumpy air for the last 2-3k feet and they were taking their sweet time clearing me for lower

[tigers2007]

A few days ago a Skywest CRJ asked me to make way because I was "probably to slow". I totally could have landed and been off the active prior to him turning onto final. Fortunately, I'll take any reason to stay aloft. I should dig up the Broadcastify.com audio recording. There was a pause before I replied as I was thinking about saying something funny...

[Danb]

Brownie, I was flying a J, was descending from 10,000 and at 5000 I realized no way to make it, I'm guessing at the five miles out, it was mvfr 2000ft ceiling in light rain  I entered the clouds at about 8000 ft instead of going missed I went to their penalty box.  My point is not to consider if I was 2 or 5 miles out but to determine what is a stable approach  to ensure a good outcome. In our area a busy GA airport like Lancaster compared to Wilmington De, KLNS handles the flow of us little guys considerably better that KILG. At KILG I may have to wait for the  C172, 4 miles out to land before I line up vs KLNS where they move us in and out with a good pace. 

[RobertGary1]

4 hours ago, Danb said:

You really have to wonder what goes in in the head of the tower controller's, they should have to have an idea of what differing planes can and can not do. I could not make a landing at Hartford, they kept me at 5000 ft until about five miles out, I told them I could not land I was to high, the ass sent me to the penalty box , had me in a hold for 10-15 minutes seemed like forever came back and asked if I could land now!

Check out the ifr approach into smo. In the soup I'm idle power and full rudder slip up make the decent. I think some of the jets are cheating the altitude at the faf to make it. Only tower I know that calls out your speed check. Technically it's shown as a circle but they usually have jets lined up behind you  I bet if you said you needed the 360 circle they'd send you back to approach  

-Robert

Edited March 18, 2017 by RobertGary1