Hi Bob,
Generally 1.3 Vso, which in my case is 65 knots. I use 90 downwind, 80 base, 70 final. Over the numbers I have generally bled to 65; usually the AoA is squawking right prior to touchdown. This is for average winds down the runway. Slight adjustment for cross/gusty wind conditions.
I second Dan and Yen's comments.
The only thing I do different is to deploy all the flaps abeam the touchdown point and trim for my finale approach speed and fly the pattern at that number.
This allows you to stabilize the approach because you aren't making pitch changes when you drop the flaps on final.
Remember, Pitch for speed and Power for distance.
Same here. Quite a few transient military at my field. Fun to occasionally get the call, "slow for the F-18, 16, etc." The planes are easy to operate either slow and stable, or come in a little more hot and bleed the speed. Just have to be comfortable with it. This flexibility gets me priority landing and taking off very often.Well.....since I commonly fly in a class C with airline commuters and lots of GA jets, it is frequently straight in at 140 knots, slow to 70 kts at around 200 feet AGL, get the flaps in and keep slowing down 'till full stall touchdown.
Just sayin', the path to the end state can take many forms.
To address the original question, as already mentioned, don't fixate too much on numbers. They vary by plane/system error, and your loading and DA.
How do indicated numbers vary with DA?
IAS at the stall does not vary with DA for light aircraft, so there should be no reason to vary approach speed with DA. Of course the TAS for a given IAS does vary with DA, so the runway distance required for landing varies significantly with DA.How do indicated numbers vary with DA?
Thanks. I stand corrected - again.IAS at the stall does not vary with DA for light aircraft, so there should be no reason to vary approach speed with DA. Of course the TAS for a given IAS does vary with DA, so the runway distance required for landing varies significantly with DA.