We love going fast. We buy an airplane and immediately start wishing we could go faster. If there is a performance-enhancing mod, we add it to the airframe. We dream of the 300-knot turbine single, or the ultimate single-pilot jet, so we can go just a little faster.
Faster is better.
There are times, however, when going slow is the best choice.
“November nine two one x-ray tango, turn right heading zero nine zero, climb and maintain two thousand, cleared for takeoff runway three-one.” This was the clearance from the tower controller at Dallas Executive as I rode right seat with friend and M2 owner, Larry King.
It was Larry’s first takeoff from this runway. Without the immediate, 140-degree turn, you are in the traffic pattern for Dallas, Love (KDAL). And the level off at 2,000 feet comes very quickly. To increase the challenge, our destination was only eighteen miles away at Mesquite (KHQZ).
“V1 and rotate,” I called out. At our light weight, we were a rocket ship. Larry left the climb power selected as we leveled at 2,000 feet. I could sense what was about to happen. At 220 knots IAS, I suggested a power reduction.
“Oops,” said Larry. It was a learning experience. By the time we got to Mesquite, Larry had everything under control. He had his approach speeds nailed.
There are so many examples of excessive speed, both on departure and approach. It’s probably the number one contributing factor in runway excursions and even loss-of-control accidents.
Something is ingrained in our pilot mentality that pushes us to go fast. We brag to our pilot friends about tailwinds, not headwinds.
Recently, I spoke at the TBM Owner’s convention in Savannah, Georgia. There, they introduced a new safety initiative, the TBM Advanced Aviator Program (TAPP). One of the pillars of that program is airspeed control in all phases of flight.
The folks at Citation Jet Pilots (CJP) have been working on this effort for several years with their Safe To Land ™ initiative. They reported recently that member accident rates are now seven times less than the non-member group.
For many of us, flying slowly is just not as much fun. But flying precisely can be just as satisfying as barreling down the localizer at 240 knots IAS. Yes, a Citation Mustang crew did this on multiple occasions in Germany until they lost control in IMC and perished.
And with new insurance underwriters like 5X5 entering the market, precise flying can be profitable. They will monitor your ADSB or aircraft-generated flight data and offer you a significant discount if you qualify. Precisely.
Things are changing in the safety world. Make sure you are on the right side of the power curve.
Fly safe.
