Air traffic controllers will tell you that one of the more difficult things they have to do is sequence single-engine Cessnas and Boeing 737s to the same runway. The jets can't go any slower, and far too often many of the light aircraft refuse to go any faster. I can almost hear some pilots saying, "My job is to fly the airplane safely. There is no way that I am going to compromise my procedures just to make the controller's job a little easier." Up to a point, this attitude is completely correct. One mark of a professional is that he does not knowingly allow anything, or anyone, to pressure him into putting the aircraft in jeopardy. I applaud this outlook. It is the very definition of pilot-in-command. But another mark of a mature pilot is that he does everything he can do safely to help out his fellow professionals at the other end of the microphone.
On final approach, almost any jet from a Cessna Citation to a Boeing 747 will be flying between 115 and 135 kt indicated airspeed. Farther out, while being sequenced, these airplanes are likely to be flying much faster. The speed differences between aircraft are usually less of a problem farther out from the airport itself because controllers have more space to work with and more options for using that space. It is really the last few miles from the runway that pose a problem.
For example, imagine a controller has a big jet following a Piper Cherokee on a four-mile final. Once the Cherokee pilot slows to his final approach speed of 80 kt, the controller has to vector the jet following him way out of the way to give the Cherokee time to get down, or else he risks forcing the jet to go around if the Cherokee fails to clear the runway in time.
What would happen, though, if the Cherokee flew his final approach at 110 kt or even faster? If the jet was doing 130 kt, the speed difference would be only 20 kt. For air traffic controllers, a 20-kt overtake speed is not usually significant unless it is drawn out over an extended period of time. In any case, that 20-kt speed difference is much better than the 50-kt difference if the Cherokee were to slow to 80 kt.
Of course, this is not the way pilots normally operate, and they have plenty of objections to flying a fast approach.
I just can't fly the approach at 110 kt. Why not? You cruise at 110 kt or faster all day long, so obviously this speed has no ill effects on the aircraft.
I won't be able to slow down when I reach the runway. No? If this runway is serving big jets, it is almost certainly long enough to give you plenty of room to stop. (And, as part of your flight planning, you should know exactly how much runway you do have well before touchdown.) Of course, if you're flying well above touchdown speed when you cross the threshold, it's vitally important that you know how to slow your airplane down. In some airplanes, many Mooneys for example, slowing down can be difficult. If you're lucky enough to have speed brakes, use them. But whether you have speed brakes or not, be sure you know how much runway you'll use up before you slow to an appropriate touchdown speed.
Regardless of the type of aircraft you're flying, if you fly your final approach fast, you have a couple of options for slowing down. You can reduce power to slow down on very short final and proceed normally from there, or you can dissipate extra speed with the help of ground effect during a long flare. This type of flare is going to feel very different from what you're used to, but we'll get to that a little later. In either case, you won't be making the first turnoff, but that may not be as important as keeping up your speed before landing.
I can't put my flaps down at that speed. Fine. Either delay putting them down until short final when you have slowed down to flap operating speed, or land without them. If you are current on landing flaps-up, it should be no sweat. Choosing to make a no-flaps landing also means you'll have a slightly higher touchdown speed. In other words, you'll have that much less energy to dissipate before touchdown.
What about wake turbulence? Every pilot should know how to plan for and avoid wake turbulence, and of course this becomes critical when operating around heavier aircraft. Wake turbulence must be avoided at all costs, regardless of the speed at which you fly your approaches. But if you were to have a wake turbulence encounter, being at a higher speed would mean more controllability, not less, and a better chance of flying out of the disturbance successfully.
I don't like to shock cool my engine. This is a valid concern. On cold days, shock cooling could be a problem, depending on how you do things. You might choose to maintain cruise speed as you start your final descent, then very gradually reduce power all the way down to short final, bleeding off speed as you go. With some practice, you can arrive at the threshold at a normal approach speed, in landing configuration, with an engine that has not been unduly stressed.
The speed difference is less of a problem when it comes to mixing jets and high-performance singles and light twins. But even here, the pilot can help out by maintaining an extra 10 or 20 kt on the approach. In some cases this might mean delaying lowering the gear. This is where you have to beware. Remember what I said in the beginning - safety must always be your primary consideration. If your aircraft has a low gear extension speed, and there is any doubt about remembering to get the gear down later, it would be best to just stick to your routine.
As with any new procedure, this one should be practiced before being put to the test. A fast approach will definitely feel and look different than a normal approach, and that may be disconcerting the first few times. Practice flying a faster-than-normal approach when you don't have the pressure of turbines breathing down your neck. In fact, it's a good idea to test out fast approaches with an instructor on board. Two or three repetitions will be all you need to experience the changes in feel and how the airplane behaves. Then practice periodically, especially if you know you're going to a big airport.
One last thing. Unless you fly frequently to the same airport and the controllers have become used to your piloting style, they won't know whether you are capable of flying a fast approach. Typically, controllers won't ask you to do so unless they really need your help. But if you've got a jet behind you, you can bet the controller will be grateful for any spacing help you can offer. Consider volunteering to fly a little faster. Tell the controller how fast you will fly and when you'll slow down: "Tower, we can hold 120 kt until a one-mile final."
As traffic gets heavier, general aviation pilots will be called upon to work ever harder to fit into the system. Flying faster approaches is one way we can help. It's not hard, and when done right it doesn't compromise safety. Practice, and you'll be ready to do your part to keep traffic moving.
