David,I decided to go fly the approach a few times to see what kind of results I would get. Here's what I found...I flew the first one as a coupled approach to 500ft, but the autopilot was a little late intercepting the GS so I was initially high, and the extra VS required to get back on the GS resulted in Vref+25 at flight idle. I was still able to manage speed in the flare, and with a little bit of float. I touched down firmly and in the touchdown zone. With spoilers, max reverse, and max braking I was able to make the Charlie turnoff.For the second aproach, I hand-flew the raw data ILS and found that with 20 pax and 900lb FOB, I was able to maintain Vt at idle all the way down the glideslope. I arrived at the flare carrying the extra 15 knots, but was able to bleed airspeed down to Vref during the flare. I landed in the TDZ and was still able to make the Charlie turnoff using spoilers, reverse, and only light/moderate braking.I was going to try a third approach, this time starting at Vref, but since I managed to get it stopped without trouble on the previous two attempts, I didn't bother.A few things for you to consider if you're ending up in the river: Are you flying the approach at significantly high/low gross weight? Are you floating excessively after the flare? Are you deviating excessively from the GS during the approach? Was your initial capture of the GS smooth and timely?Don't be afraid to plant it firmly if necessary. The sooner you get her down, the sooner you can get the boards out, get into reverse, and get on the brakes. Excessive float in order to be below Vref and/or attain a smooth touchdown isn't adviseable on short/wet runways.

Nick,Very interesting and useful to know what's possible at LCY from someone like you who knows what he's doing. Once I've built a bit more experience in more forgiving circumstances, I shall return and see whether I can match your experience.In answer to your questions: I have been flying these approaches at around 20,000 pounds landing weight. The initial glideslope capture via APR has always been perfect, from below, with everything fine until about 1500 ft agl, when speed at Flight Idle has built above Vt and we start to fly high. Hand flying from 200 ft I was probably over the numbers at VRef + 10 (having to lose a bit of height to regain glidepath), but didn't yet manage to bleed speed back to Vref in time for the TDZ (Dan's hangar crowd would have loved it!).With everyone's excellent advice (your's and others'), I now have some great learning points to implement. Thanks again, gentlemen, for your generosity in explanation.Best wishes,David Abrahams

Floating is never a good idea, it also looks very amaturish to the hanger crowd that is always there watching when I botch a landing :(

Quite so, Dan, quite so!Best wishes,David Abrahams

I know from personal experinece and other places on the Internet that the A318s and E170/190s that operate into and out of City have steep approach kits that use the spoilers to increase drag and reduce lift on approach, allowing them to sail down the 5.5

I've flown the JS41 into Aspin KASE with 6.6 deg approach, and although the pilot needs to practice the aircraft is quite capable of these approaches without mods. Energy management is the key.

After I went through the manual and took note of that propellers property I started intentfully flying steep approaches (at my all favourite LSGS - Sion Airport). After many tries I discovered the only way to keep the speed under control during the descent was to be at Vapp, Gear Down, Flaps 25 before actually reaching the IAP and to enter the descent at around 120 knots. Even with the engines idle the Jetstream picks up speed and the only way to keep control is to sideslip... Well, I can only wonder why the egineers did not make the spoilers to be available in flight...