Approach and landing

Approach and Landing

The approach is the second-most critical phase (after take-off). Stabilisation is the alpha and omega.

Stabilised approach

Definition (ICAO/EASA, EASA AMC 20-25): By 1000 ft AAL at the latest for IFR or 500 ft AAL for VFR, all of the following must be fulfilled:

1. Aircraft on correct approach path (lateral and vertical).
2. Correct speed (Vref + 5 KIAS rule of thumb).
3. Landing configuration (flaps, gear).
4. Constant descent angle and rate (~500 fpm on a 3° approach).
5. Appropriate power setting (stable trim).
6. Briefings done, checks complete.

If not stabilised by 500 ft AAL: go-around is mandatory.

Pattern (VFR circuit)

Standard circuit (left-handed in EU unless AIP says otherwise):

• Crosswind: 90° to runway after take-off or entry.
• Downwind: parallel to runway in opposite direction, 1000 ft AAL.
• Base: 90° to runway, descent begins.
• Final: aligned to runway, final approach.

Speeds

POH values are binding.

Pre-landing check (example "FUEL")

• Flaps as required
• Undercarriage (gear) down (fixed: nothing to do)
• Engine: mixture rich, carb heat as needed, magnetos both, prop full forward (CS)
• Lights: landing light ON, taxi light ON if needed

(Other common code: GUMPS — Gas, Undercarriage, Mixture, Prop, Switches/Seatbelts)

Approach techniques

Power-off approach (glide)

• Throttle idle, glide at best-L/D speed (POH).
• Flaps as needed for altitude excess.
• Standard skill-test exercise.

Power-on approach

• Standard approach with controlled power for 3° descent.
• Power adjustments for path correction (power for path, pitch for speed — FAA mantra).

Touchdown and roll-out

1. Flare (round-out): at ~10 ft → nose up slowly, power back to idle.
2. Touchdown: main wheels first (tricycle), then nose.
3. Aileron into wind on roll-out (against crosswind).
4. Braking smooth, pedals even.
5. Flaps retracted after leaving the runway (not on the runway — confusion risk).

Go-around

Mandatory if not stabilised, runway not clear, or other problems:

1. Throttle FULL immediately.
2. Carb heat OFF (if on).
3. Pitch to Vy.
4. Positive climb → flaps in stages (10° at a time, then after speed gain).
5. Inform tower: "Going around runway 26."
6. Pattern again for another attempt.

Obstacles before the runway — e.g. row of poplars

Overflying a tall row of poplars on final approach to a short runway requires special technique:

• Full flaps (per POH) — lowest stall speed, shortest landing roll.
• Minimum speed on final (POH Vref) — no excess speed, otherwise the roll-out exceeds the runway.
• Expect turbulence in front of and above the obstacle line — poplars churn the airflow; the pilot anticipates sink areas and stall risk.
• Be ready for a go-around — if the approach doesn't work, go around immediately and plan a new approach.

Dense shower on final

When a dense local rain or snow shower prevents visual contact with the ground on final (the pilot can no longer see the runway clearly):

• Hold outside the shower — wait for an opening.
• If conditions don't return: divert to an alternate.
• Do NOT descend further without visual contact — the visual approach requirement is broken.

Blinded by low sun

When the pilot is blinded by a low sun on approach (typical on final to the east at sunrise or to the west at sunset):

• In calm wind the pilot may request permission to approach from the opposite direction (reverse approach, opposite runway direction). ATC will grant this with low traffic and tailwind within the allowed range.
• At uncontrolled fields: choose the opposite runway direction yourself, with a blind broadcast to other traffic.
• Emergency aids: sunglasses (Subject 040), sun visor, hand to shield eyes.

Terrain rising before the runway

When the terrain rises steeply toward the threshold (e.g. mountain airfield, valley):

• Higher and faster approach — lee effect and turbulence below the approach path require additional energy reserve.
• Concrete consequence: not the standard 3° path, but a steeper (e.g. 4-5°) approach with Vref + 5-10 KIAS.
• Go-around readiness at every moment.

Gear extends but won't lock

When the pilot notices that the gear extends but does not lock in the extended position after several attempts (no "down and locked"):

• Perform an emergency landing per the flight manual / checklist — the manufacturer specifies the exact emergency procedure for each aircraft (e.g. belly landing, manual lock).
• Standard elements usually: full flaps, touchdown at minimum speed, fuel/master OFF before impact, doors unlatched.
• Mayday/PAN-PAN as severity dictates.

Stall warning and stall recovery

Function of the stall warner

The stall warner is an audible and/or visual warning that alerts the pilot of imminent flow separation at the wing — typically 5-10 KIAS above stall speed.

Recovery from a stalling / tipping aircraft

When the aircraft is about to tip over due to a stall (e.g. inadvertent slow flight near stall, stall in flare):

• Release the elevator (yoke) or push forward — angle of attack reduces, flow re-attaches.
• Increase engine power (throttle forward) — additional thrust for acceleration and altitude.
• Ailerons neutral — in stall the ailerons are ineffective and can trigger a spin.
• Maintain wings level with rudder.

Prevent stall in a steep turn

To avoid a stall in a steep turn (e.g. pattern turn with bank > 30°), the pilot must fly with sufficiently high speed, because:

• Stall speed rises with bank: Vs(bank) = Vs / √cos(bank). At 30° bank = 1.07 × Vs; at 45° = 1.19 × Vs; at 60° = 1.41 × Vs.
• → Compute the required minimum speed before the turn or precautionarily fly +20 % above normal Vapp.
• In the pattern (base-to-final turn): especially critical — altitude loss + low speed = classic stall/spin trap.

Rudder stuck in neutral

If the rudder is stuck in the neutral position (mechanical defect, icing):

• The pilot should try to reach the aerodrome with slight deflections of elevator and ailerons (combination of aileron bank and elevator) and land.
• Aileron + slight bank can partially substitute for yaw — keep bank angle small to avoid side-slip.
• Choose the wind line: a runway with mostly headwind, no crosswind.
• Declare mayday/PAN-PAN, inform ATC.

Crosswind landing

See next lesson "Crosswind Landing Techniques".