A question about touchdown

To my knowledge 🙄 the Vref is the speed the aircraft should be at 50ft above the runway, i.e just prior to flaring 😉

This speed is calculated by pilots as 1.3 of Vso...Vso being the speed at which the craft will stall 😉

Vref is the landing speed. It is meant to be as specific as possible. It is used when approaching an airport because it is hard to tell your speed when you are flying at a couple of thousand feet on approach. When flying close to the ground at 50 feet, the attention if focused more on judgement outside of the aircraft and visual cues combined with the instruments. What I am getting at is, yes, the Vref is very important and should be maintained as closely as possible, but when you reach 10-50 feet, you cut power and flare, from Vref so yes, your landing speed will probably be a few knots slower - but there won't be a significant difference.

Hope it helps 😉

Yeah, thanks! It reassures me, Jolegg...

I just never knew about 1.3 of Vso... And why would the pilots need to calculate that when there's an FMC to do it automatically, or at least a speed chart... But I guess it's safer to do it the old way!

😀

Its not done manually, I think PW was just pointing out how you can work it out for the sim for aircraft without an FMC 😉

99jolegg wrote:

Its not done manually, I think PW was just pointing out how you can work it out for the sim for aircraft without an FMC 😉

Although whats the difference between an FMC and a calculator really 😂

A few more buttons maybe 😀

i always cut engines to idle when i pass over the threshold

If you do no cut power won't the plane tend to float?

Vapp will be approach speed as you cut the power (depends on AC type) but generally threshold- speed will then bleed back to Vref due to drag overcoming thrust.

JarJarBinks wrote:

i always cut engines to idle when i pass over the threshold

I think when you pass over the theshold you're still a bit too high, so if you flare the aircraft might slow down too much and the VS can suddenly increase (below zero) causing you to drop onto the runway.

What's the deal with the Learjet? On approach if you engage the air brakes (spoilers) w/e you want to call them, the plane goes up? Why is that? Doesn't that defeat the purpose of an airbrake? I find the Leajet increasingly hard to fly, it's annoying. Also on take off with all trim central, the plane climbs really fast and i find myself adding downward pressure. What's the deal with that? ANyone else have a clue what im talking about ? or is it just my lack of skillz?

I would not say a lack of skills but really you need a good understanding of powered flight to really appreciate why things happen. Additionally it would be beneficial to spend some time in the Cessna before jumping into the lear....even with experience it is not the easiest to hand fly.
First of all spoliers should not be used on the approach, certainly below 1500ft AGL. Very briefly the reason you "balloon" when selecting spoilers is most probably down to the fact you are doing high speed. The spoiler will act as the elevator does, initiallycreating an upwards pitching moment...this needs to be anticipated and reacted to by applying slight forward pressure on the control column. There is much more to it but I hope this helps.
As you accelerate the wings create more lift etc etc therefore you need to trim once the airspeed settles down this will relieve the need for continuous forward pressure on the control column. Go to lessons to learn more.