Shortly after getting my Cessna 340, one afternoon I was flying an ILS into Modesto, CA, where we’d found a temporary home for our airplane. I’d recently achieved the heady milestone of 1000 hours total time and a whopping 100 hours of multi-engine time. Plus, I’d just gotten all my I’s (CFI, CFII, MEI), so, of course, I was truly a great pilot. I’d then gotten my initial training (ground and sim) in the 340, finished off with 25 hours with an experienced Twin Cessna instructor pilot. Humility wasn’t in my self-image that afternoon. By evening, it had returned with a vengeance.
Are You Ever Stable?
Shortly after getting my Cessna 340, one afternoon I was flying an ILS into Modesto, CA, where wed found a temporary home for our airplane. Id recently achieved the heady milestone of 1000 hours total time and a whopping 100 hours of multi-engine time. Plus, Id just gotten all my Is (CFI, CFII, MEI), so, of course, I was truly a great pilot. Id then gotten my initial training (ground and sim) in the 340, finished off with 25 hours with an experienced Twin Cessna instructor pilot. Humility wasnt in my self-image that afternoon. By evening, it had returned with a vengeance.
Key Takeaways:
- The author's personal experience with an unstabilized ILS approach, despite his qualifications, underscored the critical importance of being fully configured and "ahead of the airplane."
- A stabilized approach, as defined by FAA guidelines, requires meeting specific criteria (e.g., correct glidepath/centerline, stable airspeed, proper configuration, controlled descent) by a certain altitude (1000 ft IMC, 500 ft VMC), with a mandatory go-around if unstabilized below 300 ft AGL.
- Pilots should develop their own practical interpretation of stabilized approach criteria, prioritizing non-negotiable elements like lateral/vertical guidance and safe airspeed, and understand that consistent, prepared approaches are fundamental to safety.
Key takeaways sponsored by Aviator Pro | Start Your Training ->
See a mistake? Contact us.
