Now for all those experts who say it's no different to flying a Cessna, lets compare the difference:
Let's look at Cessna making a visual approach (operating in its usual environment -OCTA/ Class D zone (old GAAP zone):
- CTA steps are not a problem if you are coming from OCTA/remaining OCTA (you can just descend to circuit altitude as far out as you want, and descend shallow/fly level until ready for final approach)
- if descending within CTA (class c), then CTA steps are less likely a problem (because of slower speed)
- slower speeds/easier to slow down
- you can still descend normal profile and slow down easily
- gear is fixed (less things to worry about)
- only 1 flap speed, and usually no difficulty to slow down, even whilst descending
- there might only be 2 or 3 flap settings
- no formal checklist to complete (apart from maybe BUMPFISCH in your head, on downwind)
- very easy to slow down if a bit fast/high, just reduce further power (unlike a jet where the thrust might be idle and the speed brake not very effective)
- no need to correctly program the FMS (for correct waypoint sequencing, to give accurate track miles/VDEV info/FPLAN track for go around)
- no company speed limits or rate of descent limits (which makes it more challenging to descend sometimes/more things to think about)
- no ATC approach speed limits (230/185/160 etc)
- most important, no stable approach criteria:
- you don't have to be stablished on path by 1,000' with all the other criteria
- you don't have to fly and be established on 3 degree slope/on the PAPI
(to be on slope on the PAPI at 1,000, is to be within +/- 80' (narrow tolerance +/- 8%) at 3 miles from the threshold, good luck to anyone who can just eyeball that without ever looking down)
- you don't have to land within the zone (you can land short or long)
- you can approach as steep or as flat as you want
- you have more flexibility on your approach speed, the speed you fly, and how soon/late you are stabilized
- if you completely mess it up, you can even continue the approach with the engine at idle (there is no minimum thrust setting for approach)
- there is no FOQA to report you if you did something wrong (which means usually you still continue)
- OCTA, there is no one (ATC) watching you fly and to report your mistakes
- less workload, you don't need to set any bugs (or ask someone to do it for you) (heading/speed/VS/altitudes/FD)
If only a jet was this easy. (ready for incoming
)
Btw...if this flight was a Cessna operating OCTA/entering a Class D zone from OCTA, then there would no incident/report to start with.