When to configure and complete before landing checklist on instrument approach

4 Answers

1. 
   

   
   

   Bryan on Jul 12, 2022

   There isn’t exactly a one-size-fits-all answer to this question.

   The Instrument ACS does not mention flaps or gear but it does mention configuring the aircraft in accordance with the airplane manufacturer’s instructions. That’s the first place you’re going to look.

   The answer would also depend on the specifics of each approach. Did ATC slam dunk you such that you need full flaps, idle power, and a slip to descend rapidly or do you have a 737 chasing you down the approach course and ATC is asking you for maximum forward speed. Are you going to circle to land once you have the runway environment in sight? Do you have a course reversal to fly that you would rather not do in slow flight? All of these things might affect the timing of gear, flaps, and other associated checklists.

   I had a 737 chasing me down the ILS for 28R at KBOI last summer while I was in an Archer. It was about 2230 at night and I had never been into the airport. ATC asked for maximum forward speed. I put the nose down with power in and was well into the yellow arc but still exactly on glide slope. When I got 3 miles out, I slowed up and configured per the POH and turned off the runway at the first taxiway.

   At the end of the day, it’s a risk question where you weigh the advantages and disadvantages, right? Configuring early gives you more time to run the checklist and make sure you didn’t miss anything, but you will be flying slower with all your stuff out which means more hobbs time and possibly more disruption to other traffic. Configuring later gets you on the ground quicker but could lead to task saturation in a critical phase of the approach.

   The trick is to balance your competence and experience against these other factors. If you’ve been flying the plane so long that the checklist is basically memorized and you use the do-verify method with your checklists, you’ll probably be much more comfortable configuring later. If your instrument rating isn’t even plastic yet, you might want to configure it earlier until you get more experience.

   You are the pilot in command. 3 P’s, DECIDE, whichever model works for you – consider your options, execute, evaluate your decision, adjust as necessary.

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2. 
   

   
   

   John D Collins on Jul 13, 2022

   In general, the purpose of the intermediate segment is to provide an aircraft with the leg where the aircraft is configured for landing. This is from TERPS:

   “2-5-1. Intermediate Approach Segment. This is the segment which blends the initial approach segment into the final approach segment. It is the segment in which aircraft configuration, speed,and positioning adjustments are made for entry into the final approach segment.”

   Each aircraft will be different as to how to use the intermediate leg. For example, in my Bonanza, I reduce power to 16 inches MP to slow down to 110 Kts, no later than on the intermediate segment. I don’t use flaps and the only other configuration change I make is upon intercepting the GS/GP, where I lower the landing gear, set the mixture and at a non towered airport with pilot controlled lights, click the mike appropriately to set the lights on. So my configuration takes place in steps along the intermediate leg.

   Other aircraft may be different.

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3. 
   

   
   

   awair on Jul 13, 2022

   To echo Bryan and John’s comments above, I would use one of the following two options:

   1) When you need to, or
   2) At the “same point” on every approach.

   To clarify, 1) requires judgment, and 2) requires motor memory.

   You should be trying to build resilient habits to avoid the ‘gear-up landing’. In simpler aircraft, you may only be permitted one stage of flap with the auto-pilot engaged: so every aircraft is different. In more complex aircraft, auto land is available, hence full configuration will occur somewhere on the glide-path.

   In option 2) your “same point” may not be the same as the next guy, but it needs to be consistent, eg:
   a) 10-mile final
   b) 2000’ agl, or
   c) level flight, 1-dot below the glide

   Later on in your aviation life, and I hope it’s not before you’ve finished training, you or ATC will position the aircraft for the slam-dunk type approach. Recognising this requires experience, and judgment, as to whether earlier configuration (and drag) allows you to safely continue the approach.

   So option 1), “when you need to”, will come with experience and higher levels of situation awareness, that normally imply you are not overloaded.

   You’ve already achieved one mile-stone, which is recognising the need to avoid task saturation. The level that this occurs will gradually change with experience. Your best safety net is recognising that feeling of task saturation, and using this as a trigger to go-around and start again.

   Good luck.

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4. 
   

   
   

   Mark Kolber on Jul 16, 2022

   I treat my before landing checklist as a briefing. It’s early in the process, during descent into the approach environment. I do what it makes sense to do now and defer the short list of the remainder.

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