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When doing low clg approaches, I tend to slow down some time after the FAF (maybe 1000 AGL). Yes, it is more effort to hold the GS at 90 knots than 130, but I don't want the extra effort of slowing down at low altitudes with a limited amount of time. I tend to hand fly most approaches, so not doing the throttle dance necessary on coupled approaches. Larry |
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Not just low ceilings but also low visibility. Remember that if it?s really 1/2 mile vis, then at 200? agl you can?t see the runway - just the approach lights. That?s not a great time for reconfiguring the airplane. |
You all have good points. I personally have higher minimums than published. I am going to try some different configuration settings. I just have to dial the auto pilot in. I would think in today?s software you could set the autopilot settings different on approach then cruise. Let?s face it, if you press the APR button on the autopilot it should be able to say hay we are now going to use approach configuration not cruise. Maybe wishful thinking!
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When you hand fly an approach, you have a feeling for what the plane is doing, and you can decide how much elevator and how much throttle you want to use for corrections. But, with the autopilot flying pitch to track the glideslope, you have to adjust the throttle using only airspeed. This can be really ugly if there are updrafts and downdrafts.
Remember your first instructor telling you not to chase the airspeed indicator? That's what can happen here. |
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Larry |
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That said I was tired one day at the end of a flight and it was quite bumpy. I was glad that I had practiced with the AP a bit more, as I felt better letting George fly the approach that day. As long as you stay active with the throttle, they can fly them pretty well. The key is to keep the throttle changes in harmony with the AP's pitch changes. Larry |
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A properly applied, installed, and tuned Garmin AP system will likely perform equal or better than the typical certified system costing many orders of magnitude more. The RV9 should be easy to tune in due to its increased stability. Have you spoken with TeamX yet? |
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The procedure is stepwise and clear. Be sure you pay attention to your set speeds for auto trim too, if you have it. A little off on the tuning and trim setting mismatch and the trim can lag behind aircraft conditions and overload the servo, it hits the torque limit and BAM . . . suddenly you have a nose down 3000fpm. |
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