As with most things in life, a successful flight is all about preparation; unfortunately, the longer we fly the more complacent we tend to get. We can handle any situation that arises—we can ‘wing it’ when we have to. However, to fly the perfect approach you have to prepare for it.
Reviewing the approaches that may be required both at the primary and the alternate are high on the to-do list. You either have paper copies or you have a fool-proof means of assuring that you will have a copy on your tablet when the time arrives. You checked NOTAMS, WX, aircraft loading and performance, fuel requirements, and all the other things you were taught by your flight instructor (if not, well here is your reminder). There is nothing that tells ATC that they have a winner on the other end of the radio than a pilot requesting a NOTAM’ed out approach. It is hard to sound like a Top Gun after that.
You’ve executed the departure phase and flown most of the enroute segment. It’s about time to get mentally prepared for the final approach. Think about your biological needs. I don’t drink much water before or during the en route portion of the flight anymore (most of us have learned that lesson). However, I still want to be in top form physiologically during the approach. So, about 45 minutes before the Initial Approach Fix, I drink most of a bottle of water. I like to eat a granola bar or some other snack. This helps wake me up and ensures my blood sugar/hydration needs are met for my brain and reflexes to work to their fullest ability. I then address any bladder needs to prevent distractions when I start the approach.
Briefing The Approach
With my biological needs taken care of, I re-familiarize myself with the approach. I like to conduct a pre-approach brief, even if I am single-pilot. My brief goes something like this: “I am conducting the VOR 16 approach into Little Town airport. My frequencies are 123.45, and then 122.8. I will be using the Ruffy VORTAC, until I fix DANDY intersection, the IAF, and then will switch to the Limerick Nav Aid—NoPt. My final approach course is 160; final approach fix is 6.9 DME. My altitudes are 1800 feet until SWIFER and then I am clear to descend to 320 feet, my missed approach point is 1.3 DME.”
I find saying it aloud, keeps me in a routine and makes me walk through the entire approach mentally. It is imperative to be aware of the next event trigger during the approach phase, knowing the next point at which heading, altitude, configuration or communication will occur—and what those numbers are when you get there.
With respect to configuration, while it is critical for larger transport category aircraft, even small GA types need planning. Consideration should be given to power settings well before the IAF so that when the point to drop the gear comes you are not above the VLE speed. Consider using the first increment of flap to help stabilize the airspeed especially on some of the higher performance singles like the Cirrus SR-22.
Night approaches require an even higher level of care and planning. At non-towered airports, have you activated the pilot-controlled lighting? Is the landing light on? What kind of runway lighting are you expecting when you go visual? Is the cockpit lighting at the right level to ensure that when you go visual you will have some night vision? Is there a VASI? Most of these questions were answered before you left the ground, but you do know where to find the information if one or more has managed to slip your mind.
Don’t Overlook The Miss
Did you notice what I missed in my earlier brief? If not, don’t feel too bad, many pilots forget to brief it, but it arguably ranks as one of the most important parts of the approach—the missed approach procedure. When I am giving a checkride, I wait to see if the pilot will brief it and if not, you can guess what happens when I call for the missed approach. I don’t do this as a gotcha, but to reinforce the importance of knowing what to do during this critical, high-stress portion of flight.
Far too many missed approaches end tragically because the pilot was not prepared for the miss and was trying to find the procedure on the plate while going through the litany of transitioning the aircraft to get away from the ground—a setup for confusion and vertigo. Those of you who have had to go missed in bad weather know exactly what I mean. This isn’t a time for distractions. All you should need is a cursory glance at the approach plate to confirm the procedure—but only after you are in the climb and well trimmed. Things have a way of happening fast and only speeding up during those critical phases of flight.
Of course, one aspect of flying the perfect approach is the right mind-set at the MAP or DH. How long will you gaze out at the gray matter in front of you before making the judgment to miss? Again, many a pilot has flown the perfect approach to this point and then made the mistake of allowing any number of factors to delay the resolution to push that power forward and accept that the conditions are not there to “go visual.”
What About The Autopilot?
Another aspect of my “how to fly a perfect approach” model is to start flying the aircraft manually about 30-minutes out. I want to feel the aircraft and get my control touch back prior to entering the approach phase. I have seen numerous pilots use the autopilot right up to the initial approach fix and then fight the controls when they take the aircraft manually. In fact, many pilots will fly the AP through the approach and then, unexpectantly, have to take control manually at the miss. Even if you are flying something more sophisticated, I find it a good idea to regain that control feel prior to an approach in case you have any autopilot issues.
OK, so you greased it on, brought the aircraft to the turn-off, and cleared the holding bars. Not a bad time to just take a breather; open the cowl flaps, tune to ground, request taxi, and retract the flaps. Take your time, you have been under a relatively high stress model and your body, and brain needs to get settled. Wait until you are serviced and tied-down before you start assessing the flight and patting yourself on the back for a job well-done. However, if you are like most of us, you are yet to fly the perfect approach. In some respects, none of us should ever think that there was nothing in a given flight that couldn’t have been done more effectively, efficiently, or safely. Keep working towards that perfect approach.
Jason Smith is a military instructor pilot and flight examiner. He also holds ATP and CFII ratings and is a FAASTeam member.
This article originally appeared in the June 2014 issue of IFR Refresher magazine.
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