Almost fifty percent of all fatal accidents in general aviation are determined to be due to the pilot's loss of control.
Loss of control accidents occurring during the approach phase are related to unstabilized approaches, inappropriate go-around technique, or the over-reliance on automation.
Learning your aircraft's power, attitude and configuration combinations yields known results that are useful during instrument flight. For example, a certain reduced power setting (remembered by it's RPM) combined with a specific pitch attitude and flap configuration will generally yield a consistent descent rate.
For VFR, a stabilized approach is considered to be when the aircraft is configured for a consistent and controllable descent at or above 500 feet above the touchdown zone while descending for touchdown on the final approach course.
For IFR, a stabilized approach is considered to be when the aircraft is configured for a consistent and controllable descent at or above 1,000 feet above the touchdown zone while descending for a touchdown on the final approach course.
For either IFR or VFR, a stabilized approach is considered to be when the aircraft is within +10 to -5 knots of the recommended airspeed.
By 500 feet VFR or 1,000 feet IFR during the landing approach, the aircraft should be configured to land and the landing checklist should be completed fully.
During a VFR or IFR descent, a glideslope provides the most accurate indication of appropriate vertical descent to the runway. In the absence of and in addition to the glideslope, the pilot should use the VASI , PAPI, or other visual glideslope if available for descent guidance. This becomes especially important during night approaches when mountainous terrain or obstacles may not be visible on the final approach course.
Destabilizing factors during the final approach include excessive altitude, excessive airspeed, too low or too slow on final, improper power management, improper flap and/or landing gear configuration, requests from ATC (such as to make a 360 turn in the pattern or S-turns on final approach), and the actions of other pilots flying in your vicinity.
Aircraft that are too fast on final approach will tend to have an increased landing distance, extended landing flare, and longer stopping distance. A 10 percent increase in landing speed results in a 21 percent increase in landing distance. The airspeeds for safe aircraft operation are found in the aircraft's pilot operating handbook (POH) or the aircraft flight manual (AFM).
Once an decision is made to initiate a go-around, the pilot should remain committed to that decision. Changing that decision generally leads to an unstable approach with a longer than normal landing distance. If you find yourself below 1,000 feet AGL and with an excessively high airspeed (+20 knots), you should strongly consider a go-around. During the go-around, it is essential to maintain aircraft control, arrest your descent rate, apply climb power and pitch up carefully to a climb attitude.
During an instrument approach, the pilot should preview the missed approach procedure as he or she is previewing the approach course, altitudes and frequencies. It is prudent to plan to execute the missed approach procedure for all approaches, then continue the approach to land when the runway becomes visible.
Once again, we hope you have enjoyed this presentation method and we welcome your comments and suggestions at faasteamtv@gmail.com. This series continues with new additions at 7:00 PM Central Time every second Tuesday of each month. Thanks for watching FAASTeamTV.