Page 28 - Feb17TNT

Powerful winter storms, fueled by plenty of moisture, can stretch from Texas to Canada, setting up an ideal environment for icing stretching for hundreds of miles.
de-ice equipment on, the spoilers out and the power at a good 65 percent to keep everything hot. On reaching the initial approach altitude of 4,700 feet, the spoilers stay out as the pitch goes up, which rapidly decelerates the airplane to flap extension speed. At that point, almost simultaneously, the spoilers are retracted and the flaps are lowered (spoilers out with flaps down is prohibited in a Lear 40).
Shortly thereafter, we are established on the glide slope with the speed down to 150 knots, flaps at 40 degrees, three green on the gear and the autopilot plugging in a 10-degree wind correction angle to the right. Somewhat surprisingly, we break out at about 1,700 feet AGL and can see the airport about 3 miles away through a windshield fringed with ice. Knowing the airplane is carrying ice, I want to get a feel for how it is handling well before landing. I shut the autopilot off but keep the speed up 10 knots above the Vref of 125. I brief the PNF that I intend to transition from a crab to a slip over the approach lights, touch down
controller helps by telling us to keep our speed up as much as possible, as we are number one for the ILS, with a Citation close behind. We come out of 18,000 at over 325 knots descending at 4,000 fpm and ask the Citation what they need us to do in order to maintain spacing. Their
reply is 250 kts. To us that seems a bit slow given the ice, and so with speed restrictions released, we keep the angle of attack low, and the speed above 300.
The IAF (initial approach fix) for the KLBF 30 ILS is OMESE and we come charging down to it with all the
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26 • TWIN & TURBINE
February 2017