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Common errors in the performance of normal approaches and
landings include the following:
• Not realizing there is a tailwind during downwind to
complete an early base
• Inadequate wind drift correction on the base leg
11-12
Too High
Too Low
Desired Descent Angle
Figure 11-20. Change in runway shape if approach becomes
narrow or steep.
4,000' x 100' Runway
1,600' From Threshold
100' Altitude
Same Runway, Same Approach Angle
800' From Threshold
50' Altitude
Same Runway, Same Approach Angle
400' From Threshold
25' Altitude
Figure 11-19. Runway shape during stabilized approach.
11-13
• Overshooting or undershooting the turn onto fi nal
approach
• Unstabilized approach
• Attempting to maintain altitude or reach the runway
by slowing WSC aircraft below the minimum
manufacturer’s recommended approach airspeed
• Gaining any altitude during the roundout
• Rounding out too fast during landing
• Focusing too close to the aircraft, resulting in an overly
high roundout
• Focusing too far from the aircraft, resulting in an overly
low roundout
• Touching down prior to attaining proper landing
attitude
• Failure to lower the nose after the rear wheels touch
down
• Failure to lower the nose after the front wheel touches
down
• Excessive braking after touchdown
Go-Around ( Rejected Landings)
Whenever landing conditions are not satisfactory, a go-around
is warranted. There are many factors that can contribute
to unsatisfactory landing conditions. Situations such as
ATC requirements, unexpected appearance of hazards on
the runway, overtaking another aircraft, wind shear, wake
turbulence, mechanical failure and/or an unstabilized approach
are all examples of reasons to discontinue a landing approach
and make another approach under more favorable conditions.
The assumption that an aborted landing is invariably the
consequence of a poor approach, which in turn is due to
insuffi cient experience or skill, is a fallacy. The go-around is
not strictly an emergency procedure. It is a normal maneuver
that may at times be used in an emergency situation. Like
any other normal maneuver, the go-around must be practiced
and perfected. The fl ight instructor should emphasize early
in the student pilot’s training that the go-around maneuver is
an alternative to any approach and/or landing.
Although the need to discontinue a landing may arise at any
point in the landing process, the most critical go-around is
one started when very close to the ground. Therefore, the
earlier a condition that warrants a go-around is recognized,
the safer the go-around/rejected landing is. The go-around
maneuver is not inherently dangerous in itself. It becomes
dangerous only when delayed unduly or executed improperly.
Delay in initiating the go-around normally stems from one
or both of two sources:
1. Landing expectancy or set—the anticipatory belief
that conditions are not as threatening as they are and
that the approach will surely be terminated with a safe
landing, and
2. Pride—the mistaken belief that the act of going around
is an admission of failure to execute the approach
properly. The improper execution of the go-around
maneuver stems from a lack of familiarity with the
two cardinal principles of the procedure: power and
speed.
Power
Power is the pilot’s fi rst concern. The instant the pilot decides
to go around, full or maximum allowable takeoff power must
be applied smoothly and without hesitation and held until
fl ying speed and controllability are restored. Applying only
partial power in a go-around is never appropriate unless the
WSC aircraft is at an unusually high pitch angle. The pilot
must be aware of the degree of inertia that must be overcome
before an aircraft that is settling toward the ground can regain
suffi cient airspeed to become fully controllable and capable
of turning safely or climbing. The application of power
should be smooth as well as positive. Abrupt movements of
the throttle in some aircrafts causes the engine to falter.
Speed
Speed is always critical when close to the ground. When
power is added, a deliberate effort on the part of the pilot
is required to keep the nose from pitching up prematurely.
The aircraft executing a go-around must be maintained well
beyond the stall point before any effort is made to gain
altitude or to execute a turn. Raising the nose too early may
produce a stall from which the aircraft could not recover if the
　
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