Maybe Dons right he could have been avoiding something? I hate to assume it is pilot error.
I also agree 100%with Don. It is all about AS control. This idea of shooting an approach at blue line seems crazy to me. The idea that you should slow from vyse to 95kts when landing is assured, is asking for trouble IMHO. It is an unstable approach
When is landing assured? What is the benefit of flying a unstable approach like that. The line forever has been “it is so you can GA in the event of an engine failure”. In a Commander you can GA SE at any speed above VMC. In fact in many airplanes you can.
My manual shows 93kts vmc, and 95kts vxse. Those are based on max GW. Vyse is listed as 113kts. Why fly an approach up to 18kts faster than is needed.. Plus you will typically be much lighter on landing creating even lower V speeds than those published in the flight manual.
I like 100kts on approach it is fast enough particularly when light and is slow enough to elimante floating. Trying to slow at 200ft is destabilizing and creates issues that continue throughout the landing.
If the absolute worst happens and you lose an engine at DH and the runway is not assured, a GA is still the right answer. You will dip below DH but that’s ok. You will dip below DH on any go around. It is baked into the numbers of a DH, remember it is not a MDA which is a hard altitude. The only consideration is obstacles on the GA. SE will impact that, but you will be climbing at vyse or vxse. Those speeds are the best you can do.
Since I am ranting I will weigh in on braking
In an airplane with reversing props your primary braking is reverse thrust till you slow, then you transition to brakes.
I have found it easy to start chasing the nose, on hard braking, if you jump on the brakes. I am not sure if that is from the unique nose wheel steering on the TC or perhaps the big rudder. I also have trouble keeping the rudder pedals neutral on braking. Just too many years flying other airplanes. I need to remind myself to keep the pedals neutral right before touchdown particularly if I plan on using max braking. That really helps.
The first turnoff at my home airport CMA is short, maybe 1500ft from the end. I practice max braking there and find I am usually slowed to taxi speed before the turnoff. It is easy when using 100kt approach 95kt threshold and by keeping brake pedals neutral. I also think most guys don’t use full reverse. It is really impressive to use the entire capability of the Commander.
