AA.VI.I.S3
SkillRetract the wing flaps/drag devices and landing gear, if appropriate, in the correct sequence and at a safe altitude, and establish a positive rate of climb and the appropriate airspeed/V-speed, ±5 knots.
From the FAA library
- Chapter 16: Transition to Jet-Powered Airplanes › Jet Engine Landing › Approach Speed
There are strong relationships between trim, speed, and power in most jet airplanes, and it is important to stabilize the speed in order to minimize those other variables. ⦁ The optimum descent rate is dependent upon ground speed. A rule ... thumb is to multiply half of ground speed by 10. For example, a 130-knot ground speed should result in a (65 times 10) 650 feet per minute descent rate. Typical descent rates fall between 500 and 700 feet…
- 14 CFR § 97.3 Symbols and terms used in procedures.
standard instrument procedures prescribed in this part— Aircraft approach category means a grouping of aircraft based on a speed of VREF, if specified, or if VREF is not specified, 1.3 Vso at the maximum certificated landing weight. VREF ... maximum certificated landing weight are those values as established for the aircraft by the certification authority of the country of registry. The categories are as follows— (1) Category A: Speed less than 91 knots. (2) Category B: Speed 91 knots…
- Chapter 9: Approaches and Landings › Final Approach › Stabilized Approach Concept
Airspeed. The aircraft speed is within +10 /-5 KIAS of the recommended landing speed specified in the AFM, 1.3VSO, or on approved placards/markings. If the pilot applies a gust factor, indicated airspeed should not decay below the recommended landing ... speed. 4. Configuration. The aircraft is in the correct landing configuration with flaps as required; landing gear extended, and is in trim. 5. Descent rate. A descent rate (generally 500-1000 fpm for light general aviation aircraft) makes…
- Chapter 9: Approaches and Landings › Normal Approach and Landing › Base Leg
base leg is one of the important judgments made by the pilot to set up for a good landing. [Figure 9-3] The pilot accurately judges the height, distance from the approach end of the runway, and rate of descent ... allow a stabilized approach, round out, and touchdown at the desired spot. The distance depends on the altitude of the base leg, the current winds, and the amount of wing flaps used. When there is a strong wind on final…
- Chapter 9: Approaches and Landings › Power-Off Accuracy Approaches › 180° Power-Off Approach
Full flaps should be delayed until it is clear that adding them will not cause the landing to be short of the point. The pilot should never try to stretch the glide or retract the flaps to reach the desired ... landing spot. On short final, full attention is given to making a good, safe landing rather than concentrating on the selected landing spot. The approach angle used and final approach airspeed determine the probability of landing on the spot…
- Chapter 9: Approaches and Landings › Emergency Approaches and Landings (Simulated)
Emergency Approaches and Landings (Simulated) During dual training flights, the instructor should give simulated emergency landings by retarding the throttle and calling “simulated emergency landing.” The objective of these simulated emergency landings is to develop a pilot’s accuracy, judgment ... planning, procedures, and confidence when little or no power is available. A simulated emergency landing may be given with the airplane in any configuration. If the simulated power failure occurs while above best glide speed, the pilot allows the airplane…