Flight Instructors Training Procedures _revised AIC_x

5.
6.
7.
i.
i.
SHORT LANDING
Fly a normal circuit.
FLAPLESS APPROACH AND LANDING
Fly a normal circuit but extend the downwind leg
a little longer than for a normal landing.
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v. Use flap to regulate approach path while
maintaining required approach speed.
vi. Note angle of approach and rate of descent.
vii. Discuss speed/rate of descent relationship.
viii. Round-out – commenced higher because of
greater attitude change and higher sink rate.
ix. Hold-off – faster rate of sink after round-out
because of lack of power.
x. The touches-down – follow same technique
as for normal landing.
xi. Application to forced landing – discuss.
i. Base leg as for engine-assisted approach.
ii. Full flap on final approach.
iii. Minimum approach speed in high drag
configuration – note nose attitude.
iv. Descent regulated with power.
v. Pre-selected touch down point – Runway
threshold.
vi. Maintain minimum approach speed to
selected touch down point.
vii. Round-out and hold-off of shorter duration
immediate touch down when throttle closed.
viii. Touch-down firmer.
ix. Use of brake – heavier application required.
x. Short landing run.
xi. Application to precautionary landings.
i. Position at which to turn onto base leg –
discuss.
ii. Speed control – discuss.
Power/speed relationship due to decreased
drag.
iii. Flatter approach path, higher nose attitude.
iv. Weave aircraft to observe runway if aircraft
nose obscures the runway.
v. Speed at round-out (transition to Vref speed):
a. Power on – as recommended.
b. Glide – as recommended.
vi. Longer period of float and landing run –
touch down near runway threshold essential.
vii. Touch down – note nose attitude.
viii. Application to flap failure, gusty, strong wind
conditions and crosswind landings.
ix. No steep turns to position onto final approach
– higher stalling speed.
CROSSWIND LANDING i. Drift allowance on downwind leg.
ii. Wind effect on base leg – lengthen or
shorten.
iii. Wind effect on turn onto final approach.
iv. Use of less or no flap in gusty or very strong
wind conditions.
v. Drift allowance on final approach path – crab
or slip method.
vi. Round-out and fly onto the ground with a low
controlled rate of descent maintaining some
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