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1900D Or Dash 8 Appr & Landing Config  
User currently offlineMarkus From United States of America, joined May 1999, 275 posts, RR: 0
Posted (13 years 9 months 1 week 1 day 9 hours ago) and read 5850 times:

As a COEX employee, I've flown on a lot of different turboprops (COEX and others); E-120, ATR-42/320&500, ATR-72, DHC8-100/200, Saab 340A/B. But I've yet to fly on the Beech 1900D. I tried to twice when I worked in CLE but was bumped or flt was weight restricted. For those of you who have flown the plane or flown on the plane...What is the approach and landing configuration for the 1900D? For example, coming into 23L in CLE with a 5kt headwind(9000ft rwy) would you use full flaps or 17deg? What's the typical approach speed at 2-3 miles out. VREF speeds would be great. Also if anyone out there can give me the same info on the DHC8-100/200 it would be appreciated.
Cheers,
Markus

5 replies: All unread, jump to last
 
User currently offlineLatechpilot From United States of America, joined Jun 2005, 0 posts, RR: 0
Reply 1, posted (13 years 9 months 1 week 3 hours ago) and read 5793 times:

The Beech 1900 always lands with 35 degrees of flaps unless they are broken, in that case, no flaps are used at all. Typical approach speeds vary depending on traffic, type of approach, icing conditions, or flap position. It is possible to stay at 240 knots until about a four mile final and slow to the 125 knot target speed while descending to the runway. Although the procedure is not SOP, it is used sometimes when ATC requires it. Otherwise, the profile would suggest that flaps 17 be selected 3 miles from the FAF causing the speed to have to be below 188 knots. At the FAF (final approach fix), the gear is lowered (below 180 knots) and the propellors are brought to the full RPM (1700). As the aircraft slows to 160 knots, flaps can be extended to 35 degrees and 125 knots (or V ref +10) is maintained to the threshold where the speed is bled off to about 116 knots. That is the company profile. It is NEVER used except during training. Ice speeds are usually like 131 V ref and 141 knots target with flaps 35. They are higher when the flaps are MEL'd. Minimum speed during icing conditions is 160 knots, so the objective is to keep the plane as clean as possible for as long as possible, often inside of the marker. I hope this helps.

User currently offlineDC-9CAPT From , joined Dec 1969, posts, RR:
Reply 2, posted (13 years 9 months 1 week 1 hour ago) and read 5775 times:

Hey bud,

you just asked a question over on trip reports as follows:

>>>>>"I'll be traveling from CLE-IAD next week on a Beechcraft 1900 D. Has anyone ever flown on one ofthose? Where is the best place to sit? Is the back quieter than the front? Is there a flight attendant? Restroom? Is it safe? I'm sure it is going to be very shaky since it is so small. I'm dreading this trip."


User currently offlineLatechpilot From United States of America, joined Jun 2005, 0 posts, RR: 0
Reply 3, posted (13 years 9 months 1 week ago) and read 5767 times:

DC-9CAPT,

You're right, I did write that post. It was to be considered a "parody" on the type of things discussed in the trip reports section...somewhat of a joke. I enjoy hearing passenger's views of prop aircraft. I solicit them to dispell misconceptions so that they may better understand that the smaller aircraft are just as worthy of respect as larger ones. I've just added you to my "respected" list.

Cheers


User currently offlineDC-9CAPT From , joined Dec 1969, posts, RR:
Reply 4, posted (13 years 9 months 1 week ago) and read 5769 times:

I figured you were pulling a leg or two. I used to fly 1900Ds for Lakes.


"Minimum speed during icing conditions is 160 knots, so the objective is to keep the plane as clean as possible for as long as possible, often inside of the marker."

I hear ya on that one. We used to fly into places such as RHI and CWA in the dead of winter and I remembered to keep our airspeed up as much as possible.
Those were great time building days, I upgraded fast, and I don't miss it a bit.


User currently offlineATRpilot From , joined Dec 1969, posts, RR:
Reply 5, posted (13 years 9 months 6 days 6 hours ago) and read 5767 times:

nothing wrong with a little leg pulling guys... and posts like La's do tend to at least help get begudging respect for scooter trash like myself!

As for the DHC8, approach configurations change depending on the situation. The most comon is flaps 15 with the conditon levers at max or 1050 rpm (max at touchdown or go around). I don't have the speed cards in front of me, but at MGLW this would result in a ref in the 105 kt range.

Now, the Dash is a true short field bird. On confined runways we lower the barn doors to 35 degrees and the condition levers go to max. This results in a ref of around 90 kts... nice and slow to land on postage stamp airports!

Of course, in busy terminal areas we try not to be too much of a speedbump. Techniques vary, but I hold 250 until about 8 miles, 200 until GS intercept and slow to 190 until 4 mile final. This alows a nice decelleration to ref+20 at 1000 AFE, provided the power levers are at flight idle and you configure on speed. As with most airplanes, the goal is to cross the threshold at ref+5/-0.



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