Normal Landing

now that we've covered the basics of the normal and crosswind approach and landing we're going to examine some of the specific procedures and requirements for the maneuver as with all other maneuvers there are certain criteria that you will be expected to meet for the end of course checkride in order to prepare your airplane for landing you will first need to complete the descent checklist prior to beginning your approach this will ensure that the airplane is set up and will keep you from any extra distractions during your final approach as you approach the airport use either the traffic pattern procedure outlined earlier or the instructions given to you by ATC to position the airplane on downwind approximately a half mile from the runway once established on the downwind set the power to 2200 rpm and maintain 100 knots make power adjustments as required for the current conditions and trim the airplane is necessary while you are established on downwind select the point on the runway where you intend to land this point could be a particular runway stripe or marking or even the intersection of an adjacent taxiway by selecting an aiming point you will be able to better manage your descent and will ensure that you touchdown with plenty of runway remaining once the airplane comes a beam your intended point of landing reduce your power to 1500 rpm remember that as you do so the nose of the airplane will want to drop with the loss of propwash across the horizontal stabilizer add a little back pressure to the yoke to keep the airplane from descending too quickly and gaining speed when your airspeed slows down below 110 knots call out hello it's a flap step and set the flaps to 10 degrees as the flaps move down the nose will have a tendency to pitch up so a little forward pressure on the elevator will be required to maintain your pitch attitude once the flaps are set establish a descent at 80 knots place the top of the compass on the horizon as an initial visual reference this should give you an approximate one degree nose down pitch attitude when the point of intended landing is 45 degrees behind you start your base turn and remember to correct your drift for the current wind conditions once established on the base leg verify that the airspeed is at or just below 85 knots and call out for 85 laps twice set your flaps to 20 degrees and compensate for the tendency of the nose to pitch up as you add flaps lower your pitch attitude to approximately 3 degrees nose-down and establish a 70 knot descent don't forget to retrain the airplane for the new configuration before you begin your turn to final visually verify that the opposite base and final approach paths are both clear of other traffic once you've cleared the area it is safe to begin your turn to line up with the runway remember to adjust your roll rate based on the wind conditions a tailwind on base will require a higher rate of roll than a headwind so plan ahead and be careful not to under or overshoot your turn when you have lined up the airplane on final verify that the magnetic heading matches the intended runway and call out runway and runway number verified for example if you are intending to land on runway 2 3 the call-out would be but wipe your pre verified once you have verified the runway and a safe landing is assured make sure that your air speed is below 85 knots and call out below 85 laps per set the flaps to 30 degrees and maintain the same pitch attitude as before establish the airplane in a 65 knot descent plus half the gust factor if necessary we trim the airplane for your new configuration now that the airplane is configured and at your final approach speed you can make your final Corrections to ensure that you will land on your aiming point at this position your aiming point should appear not to be moving up or down on the windscreen if the point is moving down in your field of vision you are too high and should reduce your power and lower your nose to reestablish the airplane on the proper glide path if the point appears to be moving up on the windscreen the airplane is too low you will need to add power and raise the pitch slightly to adjust so that you will land on the intended point on the runway small adjustments like these may be necessary all the way down final depending on the wind conditions prior to descending through 300 feet above field elevation complete the descent final items flow to make sure that the airplane is fully configured for landing at 200 feet if the airplane is in a stabilized approach meaning that you are on speed configured and on glide path call out order feet stabilized kotecha if for any reason the approach is not stabilized call out 200 feet not stabilized going around and execute a go-around remember that you are never committed to landing you can always go around and try again if you are landing with a crosswind you need to establish the airplane in a wing low side slip to compensate for the wind drift the amount of control deflection will vary with the strength of the wind and may change as you approach the runway so keep your eyes outside and don't be afraid to make corrections during your descent in a wing low side slip you will use the ailerons to lower the upwind wing into the wind to stop the sideways drift of the airplane without this input the airplane would be pushed with the wind away from the centreline of the runway as you establish your drift correction the nose of the airplane will be turned into the wind you will have to apply opposite rudder to keep the longitudinal axis of the airplane aligned with the centerline of the runway if you were to touchdown without these Corrections you would side load the wheels and potentially lose directional control on the runway remember that the stronger the wind the greater the input must be as you come over the threshold of the runway keep your eyes outside and focus your attention on the end of the runway in the distance instead of your aiming point this will help you maintain directional control and give you the perfect visual reference for the flare pitch attitude begin your round out by reducing your power to idle now remember then as you reduce the power you will lose the dead wash over the elevator so you will have to increase back pressure on the yoke to keep the nose from dropping continue slowly increasing the back pressure and raising the nose and the flare until the main wheels touch down you should be just above stall speed and minimum controllable airspeed when you touch down and the pitch attitude will be similar to that of the power off stall continue to hold the back pressure on the yoke to keep the nose wheel off the ground and maximize aerodynamic braking as the airplane slows down through the rollout if you are touching down with a crosswind maintain the wing low side slip and touch down on the upwind wheel first as the airspeed decreases you will have to increase the aileron input into the wind as the opposite Mane touches down naturally continue increasing the aileron deflection until the yoke is pointed fully into the wind and just like touching down with a headwind keep increasing the back pressure on the yoke to keep the nose wheel from touching down until it settles gently on its own maintain directional control throughout the rollout and maximize aerodynamic braking by keeping the back pressure on the yoke as you approach your exit from the runway smoothly apply the brakes and slow just enough to safely make the turn and exit the runway once you have cleared the hold short line with the entire airplane bring the aircraft to a stop and complete the after landing checklist

Channel: ERAU SpecialVFR

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Keywords: Flying, flight training, aviation, Cessna, pilot, private pilot, embry riddle, erau, airplanes, ground school

Id: E7-rqMLasWE

Length: 8min 7sec (487 seconds)

Published: Thu Aug 25 2016