CA.IV.B.S7
SkillMaintain manufacturer’s published approach airspeed or in its absence not more than 1.3 times the stalling speed or the minimum steady flight speed in the landing configuration (VSO), ±5 knots with gust factor applied.
From the FAA library
- 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…
- Chapter 16: Transition to Jet-Powered Airplanes › Jet Engine Landing › Landing Speeds
Landing Speeds As in the takeoff planning, there are certain speeds that should be taken into consideration when landing a jet airplane. The speeds are as follows: ⦁ VSO —stall speed in the landing configuration. ⦁ VREF —1.3 times the stall speed ... landing configuration. ⦁ Approach climb—the speed that guarantees adequate performance in a go-around situation with an inoperative engine. ⦁ Landing climb—the speed that guarantees adequate performance in arresting the descent and making a go-around from the final stages…
- Chapter 9: Approaches and Landings › Crosswind Approach and Landing
Common Errors Common errors with forward slips to a landing: 1. Incorrect pitch adjustments that result in poor airspeed control. 2. Reacting to erroneous airspeed indications. 3. Using excess power while trying to lose altitude. 4. A slip ... same direction as any crosswind. 5. Poor glidepath control. 6. Late transition to a sideslip during landing with crosswinds. 7. Landing without the longitudinal axis parallel to runway. 8. Landing off the centerline. Crosswind Approach and Landing Most runways…
- 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 › Normal Approach and Landing › Final Approach
drift correction is established and maintained to follow a ground track perpendicular to the extension of the landing runway centerline. This requires that the airplane be angled sufficiently into the wind to prevent drifting farther away from the intended landing ... spot. Figure 9-3. Base leg and final approach. Final Approach After the base-to-final approach turn is completed, the pilot aligns the longitudinal axis of the airplane with the centerline of the runway or landing surface…
- Chapter 9: Approaches and Landings › Short-Field Approach and Landing
When safety and conditions permit, a wider-than-normal pattern with a longer final approach may be used. This allows the pilot ample opportunity to adjust and stabilize the descent angle after the airplane is configured and trimmed. A stabilized ... approach is essential. The procedures for landing on a short field or for landing approaches over obstacles as recommended in the AFM/POH should be used. [Figure 9-22 and Figure 9-23] These procedures generally involve a final approach started…