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routinely by many pilots to help ensure making the landing
point if the engine fails.
The two types of procedures (or a combination thereof) used
are based on the angle of descent required. To perform a steep
approach, evaluation of the situation considers the angle of
descent required to land at or within 400 feet of a specifi ed
point in which the steep angle or alternating turns are utilized.
For all steep approaches, the throttle is brought to idle.
• Failure to modify the pattern for strong crosswind
conditions;
• Failure to do a go-around when the fi nal approach to
the runway is downwind of the runway centerline;
• Attempting to land in crosswinds that exceed the pilot’s
capabilities;
• Attempting to land in crosswinds that exceed
the aircraft’s maximum demonstrated crosswind
component;
11-21
34
Normal Final Approach
Steep
Normal Approach Speed
Approach
Decrease speed and intersect normal Touchdown
Figure 11-29. Steep approach—steep angle technique.
Steep Angle
For situations in which an increase in the descent angle is
needed for the intended landing spot, the normal procedure
is to increase speed above the best LD speed in order to
descend. The greater the speed is, the greater the parasitic
drag and descent angle.
Each design has different descent rates based on the parasitic
drag of the wing and carriage. For example, a single surface
with an exposed crossbar wing and a stick carriage (no
streamlined cowling) increases the descent angle quickly
because of the dramatic increases in drag with increased
speed. A double surface wing with a streamlined carriage
does not develop parasitic drag as fast with increased speed
and is less able to achieve a steep angle with increased speed.
The pilot should understand that this characteristic is unique
to the make/model being fl own. This steep angle technique is
the optimum steep approach procedure because the aircraft
is lined up on the runway and the pilot can easily judge the
glideslope using the stabilized approach method covered
earlier. [Figure 11-29]
Increase speed as required to obtain the descent angle for
the intended touchdown point. Use the stabilized approach
technique to obtain the increased angle for the aiming
point. At the higher speeds and greater descent, slow to the
normal approach speed, intersect the normal fi nal approach
path, and perform the landing required for that particular
situation (calm air/crosswinds/turbulent air). As the student
gains profi ciency at steep approach techniques, the altitude
to transition from the high speed steep angle to the normal
approach speed can be lowered and eventually combined
into one continuous roundout for landing started at a higher
altitude than the normal approach and roundout. For this
situation, note that with the increased speed the roundout
covers additional distance that should be accounted for as
the speed is decreased.
Alternating Turns
If at a height at which a steep approach is necessary, but
the aircraft is too high to obtain an angle steep enough to
make the intended landing area, alternating turns can be
made to decrease altitude to a point at which the steep angle
technique could be applied for the remainder of the descent.
These alternating turns should be performed no lower than
400 feet above ground level (AGL). The turns should be
an equal distance from the runway centerline extension to
keep track and maintain the relative position on the runway
centerline. The bank and direction of turns across the runway
centerline should be determined by how much altitude must
be lost to position the WSC aircraft for utilization of the steep
angle technique for the remainder of the steep approach, if
required. [Figure 11-30]
Power-Off Accuracy Approaches
Power-off accuracy approaches are made by gliding with
the engine idling through a specifi c pattern to a touchdown
beyond and within 200 feet of a designated line or mark on
the runway. The objective is to instill in the pilot the judgment
and knowledge of procedures necessary for accurate fl ight,
without power, to a safe landing. This simulates procedures
for an emergency engine-out situation. The ability to estimate
the distance an aircraft glides to a landing is the real basis of
all power-off accuracy approaches and landings. This largely
determines the amount of maneuvering that may be done from
a given altitude. In addition to the ability to estimate distance,
the ability to maintain the proper glide while maneuvering
　
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