There are certain times when it makes sense to fly a fast final approach. Again, this is to ensure that you can get configured and stabilized well before you reach approach minimums. When you're in the final stages of an instrument approach in the clouds, ATC can't request that you fly faster. ![]() It's the same reason why ATC isn't allowed to ask you to change your speed on the final approach segment in IMC. Higher descent rates are always required when flying faster. The faster you fly, the harder it is to make a safe descent as you approach the runway. If you fly too fast in a jet (and even a fast prop) on final approach, you're much more likely to overshoot your landing point.Īnother reason for flying at the appropriate approach speed on final is so you have a better chance of descending from MDA to the runway on a non-precision approach. If you ever plan to fly a larger aircraft, they can be difficult to slow down. First off, you develop good habits for the future. ![]() It can feel like you're hovering, and the long wait results in many pilots flying much faster than the "normal" approach speed for their light airplane.īut, there are several reasons why it's a good idea to fly your recommended speed along a final approach. There's nothing more frustrating than getting stuck flying along a 10 or 20 mile long ILS course at approach speed in a light, single-engine airplane. Why You Should Fly A Stable Approach Speed Higher minimums give you a higher safety margin when you're flying fast. When you fly faster, you have less time to react to a missed approach, as you bring yourself closer and closer to the ground. This update makes sense, because higher minimums correspond with higher speeds. Today, it's all based on your indicated airspeed flown (circling and straight-in). In years past, the AIM suggested that pilots choose straight-in minimums based on the certified approach category of the aircraft flown.
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