The Contact Patch
by Todd Vosper
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What's NEW!
Making it up as
they go? Probably
not.
Go Around!

2015 hours, 8 nautical miles northeast of Marine Corps Air Station Miramar. Ceiling 300’,
visibility 2 miles in light rain. Winds out of the northwest, 20 knots gusting 30-35 knots.
Atilla 600, twin engine Cessna Citation, is on final approach…

Copilot: “Approach, Atilla 600 final approach fix inbound, three down and locked.”

Approach: “Atilla 600 Roger, continue, advise when you have the runway in sight.”

Pilot: (intercom) Man, this crosswind is kicking my butt.

Copilot: (intercom) No worries, looking good, but you’re starting to drift left.

Pilot: (intercom) Got it, thanks.

Copilot: (intercom) 130 kts, 700’, looking good.

Copilot: (intercom) 120 kts, 600’, watch your speed.

Pilot: (intercom) Rog. Little power for ya.

Copilot: (intercom): 120 kts, 500’, you’re drifting left again.

Pilot: (intercom) Got it, got it.

Copilot: (intercom) Power. 115 kts and slowing, 400’.

Pilot: (intercom) Screw this. Let’s try it again. (adding power) Tell ‘em we’re going around.

Copilot: “Approach, Atilla 600 on missed approach, climbing to 1200’, like vectors for
another one.

Approach: “Atilla 600 continue climb to 2000’ runway heading, vectors for the ILS runway
24R…”

While this example is pretty short and simple, it demonstrates the concept of a “stable
approach.” In my attack days flying Harriers, we were responsible for our own butt and the
taxpayers’ plane, and we prided ourselves on being able to handle any situation, make
any landing, etc. Flying a light transport plane is different; you are responsible for not
only yourself and the aircraft, but your crew and passengers as well. Borrowing a page
(many pages, actually) from the airline industry, we had stable approach criteria which
were meant to take the “I think I can make it” decision out of the pilot’s hands. Instead, we
institutionalized our risk management into a procedure that said basically “at a certain
point in the approach, if you aren’t flying a stable and acceptable flight path, you go
around.”

I bring this up because I see more and more drivers and riders trying to salvage a “bad
approach.” That approach might have been to a particular freeway exit, a mall parking lot,
or a particular turn lane. I can’t tell you how many times I’ve seen vehicles dive across
multiple lanes of traffic to make an exit, or come to a complete stop in the middle of a
surface street because they wanted to make a right turn and but can’t get over due to
traffic. And as bad as that is when cagers do it, the consequences of a time/space
miscalculation are much more severe for those of us on two wheels. As I told my three
teenagers (until they were tired of hearing it) the first rule of driving (or riding) is “Be
Predictable.” If the other drivers and riders know what you are doing or are going to do,
the chances of you being in an accident decrease dramatically.





















other rural areas are saying “hey city boy, we don’t have exits every mile out here.”No
you don’t, but in rural areas you generally don’t have 4 lanes in each direction with
enough traffic to make things dicey. You probably have a much more predictable situation
– changing one lane with no traffic in the immediate vicinity. Notice I didn’t say “always go
around”, I said go around when you can’t correct it PREDICTABLY. However, let’s
suppose you did go around every time, and maybe that cost you 15 minutes instead of 5.
I guarantee you’ll spend more than 15 minutes in physical therapy if you make an abrupt
move and lose control, or worse yet, get clipped by an inattentive driver who wasn’t ready
for your “watch this” maneuver.

And remember, “slow is smooth, and smooth is fast.” Wait, that’s another rule…
Now, that may sound kind of granny-like and applicable
only to slow speeds and straight lines. But take some time
to watch the next Moto GP or World Superbike Race on
TV. Those are the best riders in the world, and do you
think they could ride wheel to wheel at triple digit speeds
without knowing what the guy next to them is going to do
or which line he’s going to take? Do you think the
Thunderbirds or Blue Angels can fly wingtip to wingtip if
each pilot has to guess what his wingman is going to do
next? Predictability, and the resultant smoothness and
control, is a requirement of high speeds and precision
maneuvering.

So what’s the answer? Well, next time you find yourself out
of position and you know you can’t correct it predictably –
go around. Take the next exit, go up one block and circle
back, readjust your route and continue to your destination
(you did do a map study and have a paper back-up just in
case, right?). Here in southern California, that will cost you
maybe 5 minutes. I know the folks in the Dakotas and