When performing an approach recovery in VMC, what is the latest point for configuration?

When performing an approach recovery in VMC, what is the latest point for configuration?

• A. At the Final Approach Fix (FAF)
• B. At the Initial Approach Fix (IAF)
• C. At the Decision Height (DH)
• D. At the Minimum Descent Altitude (MDA)

Answer: (A)

The latest point for configuring the aircraft during an approach recovery in Visual Meteorological Conditions (VMC) is indeed at the Final Approach Fix (FAF). At this juncture, pilots are expected to have the aircraft properly configured to facilitate a stable approach to the runway. Configuring at the FAF ensures that the aircraft is set up correctly for landing—this includes adjustments such as lowering the landing gear, flaps, and managing speed, all of which are critical for maintaining control and performance during the final phase of the approach. Configuring the aircraft at this point allows the pilot to focus on maintaining proper glide path and managing any potential go-around procedures if necessary, without introducing last-minute adjustments that could compromise safety. In contrast, configuring earlier at the Initial Approach Fix (IAF) could lead to unnecessary pilot workload and complicate the approach, while waiting until reaching Decision Height (DH) or Minimum Descent Altitude (MDA) is generally too late for optimal aircraft handling as those points represent thresholds to determine whether to continue descending or execute a go-around. Thus, the FAF is the appropriate point for final configuration before landing.

The latest point for configuring the aircraft during an approach recovery in Visual Meteorological Conditions (VMC) is indeed at the Final Approach Fix (FAF). At this juncture, pilots are expected to have the aircraft properly configured to facilitate a stable approach to the runway. Configuring at the FAF ensures that the aircraft is set up correctly for landing—this includes adjustments such as lowering the landing gear, flaps, and managing speed, all of which are critical for maintaining control and performance during the final phase of the approach.

Configuring the aircraft at this point allows the pilot to focus on maintaining proper glide path and managing any potential go-around procedures if necessary, without introducing last-minute adjustments that could compromise safety.

In contrast, configuring earlier at the Initial Approach Fix (IAF) could lead to unnecessary pilot workload and complicate the approach, while waiting until reaching Decision Height (DH) or Minimum Descent Altitude (MDA) is generally too late for optimal aircraft handling as those points represent thresholds to determine whether to continue descending or execute a go-around. Thus, the FAF is the appropriate point for final configuration before landing.