![172p v speeds final approach speew with flaps 172p v speeds final approach speew with flaps](https://www.cfinotebook.net/graphics/maneuvers-and-procedures/PowerOffStall.jpg)
The pilot may also select an intermediate flap setting for this phase of the approach.The airplane at this speed has good positive speed stability, as represented by point A on Figure 4-11. The landing gear will most likely be extended at the beginning of the descent to the minimum descent altitude, or upon intercepting the glideslope of the instrument landing system. If heavy, vref 145, vls 125, and again, dont hesitate to add 10 or 15 knots in weather. However, this same airplane may maintain 90 knots (1.8 VSO) while on the final segment of an instrument approach. if light, vref 135, vls 115 liberally add to vref in gusting or turbulent conditions, like Id add 15 knots in weather to that vref until short final. This is the maximum speed at which a retractable gear aircraft should be flown with the landing gear extended. VH Maximum speed in level flight at maximum continuous power. An airplane with a stall speed of 50 knots (VSO) has a normal approach speed of 65 knots. Regulatory V-speeds V-speed designator Description VFE Maximum flap extended speed. Most small airplanes maintain a speed well in excess of 1.3 times VSO on an instrument approach. I concede that it will be different for different pilots and planes. I'm not debating, this is just FYI.from the Instrument Flying Handbook FAA-H-8083-15B page 4-9. At 120 knots, you would float for a mile before reaching suitable touchdown speed. Just remember, into shorter runways, fly the slower speeds, and use your flaps as you get visual. I found the 120 knot ILS was smoother than most of my 90 knot ones.
![172p v speeds final approach speew with flaps 172p v speeds final approach speew with flaps](https://i0.wp.com/pilotstories.net/wp-content/uploads/2017/12/IMG_2157.jpg)
Your instructor is probably using the higher speed to keep from having conflicts with the other traffic at the airport he uses, or the DPE uses. He warned that I was not going not be allowed to use speed for an excuse for failing the approach, I said OK, and flew it to minimum, and went missed. He said go around, and I accepted the 120 knot speed. I asked the examiner if we were landing, or going around. 4 miles outside the marker, the controller requested a half rate left turn to allow an airliner to pass.Īs the localizer started to center, still 4 milers outside the marker, he asked me to maintain 120 to keep spacing for the following airliner. That was my training setup, but.When the check ride came, we arrived at BWI at a high traffic time, and normal went out the window.
#172p v speeds final approach speew with flaps full#
The speed allows entering a circling approach below the Category A (91 knots), allows for full flaps extension in all models, and allows smooth transition from approach to landing from an ILS. Approach at 80 to 90 KIAS depending upon the amount of the accumulation. 90 KIAS / 10 degree flap is the proper instrument approach configuration in a 182. 20-30° NOTE If no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10° flaps.