Approach Configuration Management

The concept was new to me when I first started teaching in high-performance aircraft: There are pre-chosen settings for aircraft power and configuration, i.e., flap and landing gear position, that result in predictable performance. Set the power, establish the configuration, and the airplane will perform as expected. Manage the drag (with gear and flaps) and power (manifold pressure and propeller, turbine speed or pressure) and the airplane will attain the proper airspeed and vertical speed for an approach or a missed approach.

Key Takeaways:

• Adopt a methodical approach configuration by flying at the airplane's best climb speed with partial flaps to ensure predictable performance, enhance stability, improve visibility, and prevent dangerous pitch-up during a missed approach.
• Strategically deploy landing gear at glideslope intercept or the Final Approach Fix (FAF) to initiate descent and prevent gear-up landings, adjusting timing based on aircraft type and drag characteristics.
• Practice transitions from high-speed approach requests by ATC (using landing gear as the primary speed brake) to a stabilized approach configuration, ensuring efficient deceleration and reduced pilot workload.

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