![]() ![]() if your scan/cockpit workflow isn’t up to speed yet and you’re not mindful of your power adjustments and let yourself get way too fast). Once you have the ball, fly that the rest of the way down.ĭoes this means we should only deploy speedbrake while wheels already touched the deck and not in the air ?Īdding to the summary from the Rhino usually has no problem slowing down, and, in the landing pattern once you’re at the initial at 800 feet getting ready to go into the break (for Case I), using speedbrake basically means you’ve gone seriously out of parameters (e.g. ![]() Start your descent maintaining the proper AoA. You will capture the glideslope at about 6 miles. At about 8 miles out, gear down, flaps full and slow to final approach speed. You will be at 1200 feet 10 miles out at 250 kts. By then you should have the ball and you fly that down the rest of the way.Ĭase 3 is used at night or in bad weather. Roll onto final about 3/4 miles out at 350 feet. At 90 degrees of turn you will be at about 450 ft. You will need to add a little bit of power to control your descent rate which should on be about 200 fpm. Just past abeam of the stern, begin the 180 turn to final. You should be on speed and on AoA in full landing configuration at this point. Vary the angle of bank in the turn so you end up in a downwind about 1 - 1 1/2 miles from the boat. Below 250 you can drop the gear, set flaps to full and descend to 600 ft. Maintain 800 until the aircraft slows to 250 kts. Throttles go to idle and start your upwind turn. As you pass the boat, you start the break. In a normal Case 1 approach you fly the upwind leg at 800 feet and 350 kts. The simple answer to your question is that you don’t do short and steep approaches to the boat. ![]()
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