Some of the main reasons for stepping up to a high performance aircraft are to take advantage of greater aircraft speed, higher altitudes were the weather is better and tailwind stronger, and to carry more payload. While the vast majority of small aircraft fly similarly, high performance aircraft pose several new challenges to the novice pilot.

The first challenge is extra airspeed. Most of the aircraft, usually supercharged or turbocharged, are likely to cruise substantially faster than most pilots have cruised before. While cruise flight does not present any unusual problems, descent and landing are the critical maneuvers where precise airspeed control is necessary. It is not unusual to come into the airport area too fast during the first few flights in a high performance aircraft. Higher power output and cleaner airframe design both contribute to the seeming inability to slow down. Pilots who are used to flying advanced aircraft, such as the Piper Arrow, find little difficulty in slowing down, at least to gear extension speed, and subsequent to gear extension, the aircraft decelerates nicely to flap speed. A high performance aircraft may cruise 30 kts or more above gear extension speed, requiring either a sharper power reduction or more time or slow down. Given the risk of thermoshocking the engine by making too drastic a power reduction, it is recommended that extra time be planned for the deceleration so that a higher power setting can be maintained. This requires that the pilot anticipate the slow down farther from the airport than usual. Just because an aircraft cruises faster than some other aircraft you may be used to flying, do not assume that it has a proportionately higher final approach and touchdown speed. In fact, the approach and touchdown speeds are usually only marginally faster than for lower performance aircraft. Check your POH for the correct speeds prior to getting airborne.

One other challenge is managing power on takeoff and climbout. A supercharged or turbocharged aircraft may not allow a full throttle setting on takeoff. Depending on how the system is set up, the pilot may have to select a lower manifold pressure setting to keep from over boosting the turbocharger. If the aircraft has altitude turbocharging, then relatively normal manifold pressure settings can be expected throughout the flight. This type turbocharging eliminates the extra power it doesn’t need by using a "waste gate." The waste gate slowly closes off with increasing altitude in order to maintain the desired manifold pressure setting. Once the waste gate is completely closed, the manifold pressure will begin to drop off as it does with altitude in a non-turbocharged aircraft.

If the aircraft has ground-boosting, then you may see manifold pressure settings as high as 38 inches or more depending on the engine. This system loses manifold pressure with increase in altitude just like a normal aircraft but since it starts out higher, performance at low altitudes can be impressive. Obviously, the later system requires a stronger engine and beefed up internal engine components in order to withstand the higher crankcase pressures. It is important that the pilot understand exactly which type of system they are flying so they can properly monitor its operation.

The last real challenge to the pilot flying a high performance aircraft is dealing with the higher cruise altitudes possible in such an aircraft. While high altitude flight may help the pilot clear lower weather, problems such as clear air turbulence, high winds, and inlet scoop icing crop up. Although the ambient temperature may be well below freezing in cirrus and stratus clouds at high altitude, ice crystals suspended within these clouds are efficiently collected by turbocharger inlets. There are actual reports of power loss at altitude due to suspected ice crystal blockages so we assume that this is not simply a rumor but a real threat.

Winds, while our friend when they’re at our backs, are our foes when we face them head on. Winds aloft, where a high performance aircraft might fly, can easily reach above 50 kts, more than enough to severely hamper your forward progress. Make sure that you get an adequate winds aloft briefing and that when aloft, you check your groundspeed to see how accurate your planning is.

Clear air turbulence is associated with the jetstream and can be difficult to predict precisely. This topic is worthy of review if a planned flight will be near the forecasted jetstream. Suffice to say, the pilot in a small aircraft will not fare well in clear air turbulence any better than their large aircraft counterparts; and they spend a good deal of effort trying to avoid it all together.

The last concern for the pilot at high altitude is the pilot him, or herself. Assuming the aircraft is not pressurized, (a topic for another day) it is important to consider the physiological affects of high altitude flight. Regardless of regulatory requirements, extended flight above 10,000 feet should include supplemental oxygen. Aircraft oxygen must be of the aviator’s type and not of the medical or welders oxygen type. The latter two have a high water vapor content that may freeze at high altitude and restrict oxygen flow. The pilot must also be alert for signs of hypoxia in themselves and their passengers. It is important to brief passengers on the symptoms of hypoxia so they can recognize it as well. Also brief passengers on the correct use of supplemental oxygen. The type of delivery mechanism for the oxygen also bears discussion. Face masks, as opposed to the nasal cannula, require that the face be clean of petroleum products such as Vaseline and chapstick type products to minimize the possibility of facial burns.

High altitude, high performance flight can not only be performed safely, it can be quite fun. The view from 15,000 feet on a clear day can be breathtaking, and the feel of power at your finger tips will renew your love for flying. Observe some of the simple tips I’ve laid out above and you can make it an enjoyable experience.