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:

• Pilots are advised to configure aircraft for approaches using its best rate of climb (or cruise climb) speed, rather than traditional slower speeds, to mitigate dangerous pitch-up tendencies and reduce stall risk during a missed approach.
• Partial (approach) flaps should be used for increased stability and improved forward visibility, while landing gear extension at glideslope intercept or the Final Approach Fix (FAF) helps establish the correct descent rate and prevents gear-up landings.
• The article recommends stabilizing the aircraft in its approach configuration early, and provides techniques for rapidly transitioning from high-speed requests to a normal stabilized approach, ultimately reducing pilot workload and enhancing safety.

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