Flying High-Performance SEP
Do you know the Piper Saratoga ? Its official designation is PA32R-301, or P32R when filing an ICAO flight plan. The “R” stands for “retractable undercarriage” and the 301 for 300 horse-power. Nothing in the designation refers to the flaps nor to the variable pitch propeller. According to the FAA definitions, the retractable gear (who says “undercarriage” anyway ?) and the 300 HP engine makes it both a complex and high-performance single-engine aircraft. I was lucky enough to spent more than 130 hours in such aircraft, mostly Saratoga and Bonanza, an this page is all about it.
Flying high-performance, complex aircraft require the same skills than flying simpler, slower aircraft, but to a higher level:
- More systems to know about
- Less time to make decisions
- More inertia
The heavier the aircraft, the more difficult to loose, or gain speed, for example. The notion of “stabilized approach” takes more sense. Large adjustments on short final are not as easy as with lighter and slower aircraft. And don’t forget to extend the landing gear on final – it requires a few seconds…
Managing the landing gear is not that complex. Retract it after take-off, extend it before landing. And don’t forget the emergency extension procedure. The variable pitch propeller is no big deal: throttle controls the manifold pressure, propeller lever controls the RPM, together they control speed. High RPM for take-off and landing (as preparation for go-around), and low RPM for better performance in cruise. Powerful engines bring an extra challenge: fuel plays an important role for lubrication and cooling, so it’s not possible to fully retard the throttle at any time.
The major drawback of flying high-performance aircraft is the price. Powerful engines consumes a lot of fuel (16 USG/H for the PA32, cruising at 160kts). The complexity also increases the cost, because of the higher risk of pilot error (you know… belly landing) and the corresponding insurance premiums.
I exclude aircraft from Piper Malibu family – it’s one class above, not to mention the TBM and Pilatus families. I don’t know a lot of private pilots who can afford such aircraft. The state-of-the-art when it comes to high performance singles is probably the Cirrus SR-22. Modern design, roomy interior, leading-edge avionics… a dream. I had the chance to fly one only once, and I’m convinced, despite my long relationship with the Saratoga and Bonanza.
I was also lucky enough to act once as safety pilot on a pressurized Cessna 210, and the advantages of flying at higher altitudes are definitely worth the price – particularly regarding icing. Something that I still miss is a Mooney experience. However some friends who regularly fly Mooneys told me that folding myself in one could be challenging – I’m a tall pilot with my 1m90.
All in all, flying high-preformance, complex single engine piston aircraft simply takes the challenges and rewards of flying one level higher. The extra speed opens new possibilities, but the extra complexity and inertia requires better flying skills.
Read more:
Transition to complex aircraft
Emergency landing gear extension – Keep it simple
