8.normal-approach-landing. Normal Approach and Landing
A normal approach and landing is the recovery from a stabilized final approach to a smooth touchdown on the main wheels, executed in light or no wind with no obstructions on final. It is the foundation maneuver from which all other landings (crosswind, short-field, soft-field, power-off) are built. The pilot's objective is to arrive over the runway threshold at the proper airspeed, descent rate, and alignment, then transition the airplane from a descending attitude to a slightly nose-high, power-idle touchdown attitude at minimum controllable airspeed.
The Traffic Pattern Setup
A standard rectangular pattern is flown at the published traffic pattern altitude (TPA), typically 1,000 ft AGL. The pattern consists of upwind, crosswind, downwind, base, and final legs. On downwind, abeam the intended touchdown point, the pilot completes the before-landing checklist and begins the configuration sequence:
- Reduce power to approximately 1,500 RPM (or manufacturer's recommended setting).
- Maintain altitude until the airspeed enters the white arc, then extend the first increment of flaps.
- Trim for the desired approach speed.
The base leg is entered with a 90° turn from downwind, generally when the touchdown point is approximately 45° behind the wing. Additional flaps are extended as required, and a stabilized descent is established. The base-to-final turn is the most critical traffic-pattern turn — bank should not exceed 30°, and the pilot must avoid the temptation to use rudder to tighten the turn (a classic stall/spin scenario).
Stabilized Final Approach
Final approach is flown at the manufacturer's recommended approach speed, typically 1.3 V_SO (V_REF). For a typical training airplane this is around 60–70 KIAS with full flaps. A stabilized approach has the airplane:
- On the proper glidepath (a normal descent angle is approximately 3°).
- On centerline, wings level, in trim.
- At the target airspeed, ±5 knots.
- At an appropriate descent rate (typically 500–700 fpm).
- In the proper landing configuration with power set.
Glidepath control uses pitch and power together: pitch primarily controls airspeed and power primarily controls descent rate. If the runway aim point appears to move down in the windshield, the airplane is overshooting (too high); if it moves up, the airplane is undershooting (too low). Adjust power to reposition the aim point, then trim.
The Roundout (Flare)
The roundout begins at approximately 10–20 ft AGL. The pilot smoothly applies back pressure to slow the descent and progressively raise the nose, while gradually reducing power to idle. The roundout transitions the airplane from a descending approach attitude to a level attitude just above the runway. The rate of back pressure must match the rate of airspeed decay — too fast a roundout balloons the airplane; too slow results in a hard, flat touchdown.
The Touchdown
From level flight a few feet above the runway, continued back pressure raises the pitch attitude into the landing attitude, which is approximately the same pitch attitude as the takeoff lift-off attitude. Power is at idle. The airplane decelerates and settles, touching down on the main wheels first at minimum controllable airspeed, with the longitudinal axis aligned with the centerline and no drift.
The After-Landing Roll
After main-wheel touchdown, back pressure is gradually relaxed to lower the nosewheel smoothly to the runway — but not abruptly. Aileron pressure is held into any wind. Directional control is maintained primarily with rudder; brakes are used only as needed after the nosewheel is on the ground. The after-landing checklist (flaps up, carb heat off, transponder, etc.) is completed only after the airplane has cleared the active runway.
Common Errors
- Failure to establish a stabilized approach — fixing speed/altitude on short final.
- Improper use of power and pitch — chasing the glidepath.
- Roundout too high (ballooning) or too low (hard touchdown).
- Touchdown on the nosewheel or with drift.
- Failure to maintain directional control after touchdown.
- Premature retraction of flaps before clearing the runway.
Go-Around Decision
If the approach becomes unstabilized — excessive speed, off centerline, high or low on glidepath, improper configuration — or if a balked landing develops, the correct response is an immediate go-around. There is no stigma in executing a go-around; it is the prudent decision and is expected by examiners on a checkride when conditions warrant.