Anda di halaman 1dari 9

Student:_____________________ Date Completed:________________

Commercial Pilot Flight Training

Power-Off 180° Accuracy Approach & Landing

To instill in the pilot the judgment and procedures necessary for accurately flying the plane, without power, to
a safe landing.
1. How to determine landing performance and limitations.
2. Configuration, Pitch, power, and trim.
3. Obstructions and other hazards, which should be considered.
4. Stabilized approach at best glide airspeed (or 1.4 VSO if not specified) to the selected touchdown area.
5. Selection of key position, and judgment of altitude and leg distances from landing point.
6. Careful attention to wind conditions, and how they affect the approach
7. Coordination of flight controls & precise ground track.
Preflight Discussion 0:15
Inflight Demonstration and Student Practice 0:30
Postflight Discussion 0:15
All Times Dependent on Pilot's Ability
Aircraft Drawing Surface and Marking Utensil
Instructor's Actions: Student's Actions:
 Discuss lesson objective  Discuss lesson objective.
 Discuss common student errors in performing the  Listens and takes notes.
maneuver.  Resolves Questions.
 Discuss the FAA's emphasis on safety including INFLIGHT
collision avoidance and division of attention.  Reviews maneuvers.
INFLIGHT:  Pays attention and asks questions.
 Demonstrate the maneuver.  Practices maneuver as directed.
 Coach student practice.  Answers questions posed by instructor.
 Evaluate student understanding of maneuver. POSTFLIGHT
POSTFLIGHT:  Ask pertinent questions.
 Critique student performance.  Answers questions posed by instructor.
 Answer student questions.  Critiques own performance.
 Assign homework for next lesson.  Completes assigned homework.
Commercial Pilot Flight Training
Completion Standards: FAA-H-8081-12B (Commercial PTS, IV., K., 1-7)
1. Exhibits knowledge of the elements related to a power-off 180° accuracy approach and landing.
2. Considers the wind conditions, landing surface, obstructions, and selects an appropriate touchdown
3. Positions airplane on downwind leg, parallel to landing runway, and not more than 1000 feet AGL.
4. Abeam the specified touchdown point, closes throttle and establishes appropriate glide speed.
5. Completes final airplane configuration.
6. Touches down in a normal landing attitude, at or within 200 feet beyond the specified touchdown
7. Completes the appropriate checklist.
Common Errors: FAA-H-8083-3A (Chapter 8-23)
1. Downwind leg too far from the runway / landing area.
2. Overextension of downwind leg resulting from tailwind.
3. Inadequate compensation for wind drift on base leg.
4. Skidding turns in an effort to increase gliding distance.
5. Failure to lower landing gear in retractable gear airplane.
6. Attempting to “stretch” the glide during under-shoot.
7. Premature flap extension / landing gear extension.
8. Use of throttle to increase the glide instead of merely clearing the engine.
9. Forcing the airplane onto the runway in order to avoid overshooting the designated landing spot.
FAA-H-8083-3A (Chapter 8-23) FAA-H-8081-12B (Commercial PTS, IV., K., 1-7)
Things to Remember:
Commercial Pilot Flight Training
Power-Off 180° Accuracy Approach & Landing Technique:

1. Perform pre landing checks

2. Line airplane up on downwind, heading parallel to the landing runway
3. Altitude should not exceed 1,000 feet AGL
4. Pick a runway location for touchdown
5. Close Throttle
6. Maintain altitude
7. Establish glide speed
8. Trim airplane
9. Consider wind strength in determining turn to base. (Base key position)
10. Vary the bank to achieve the desired glide angle to the touchdown point
11. Extend landing gear
12. Use flaps to help control the glidepath
13. Maintain glide speed
14. Perform before landing checklist.
15. Dissipate speed to land on the selected touchdown point
Instructor notes
and visual aids
Commercial Pilot Flight Training
Performing Power-Off 180° Accuracy Approach & Landing Narrative:
The 180° power-off approach is executed by gliding with the power off from a given point on a
downwind leg to a preselected landing spot.

It is an extension of the principles involved in the 90° power-off approach just described. Its objective is
to further develop judgment in estimating distances and glide ratios, in that the airplane is flown
without power from a higher altitude and through a 90° turn to reach the base-leg position at a proper
altitude for executing the 90° approach.

The 180° power-off approach requires more planning and judgment than the 90° power-off approach.
In the execution of 180° power-off approaches, the airplane is flown on a downwind heading parallel to
the landing runway. The altitude from which this type of approach should be started will vary with the
type of airplane, but it should usually not exceed 1,000 feet above the ground, except with large
airplanes. Greater accuracy in judgment and maneuvering is required at higher altitudes.


 When abreast of or opposite the desired landing spot, the throttle should be closed and altitude
maintained while decelerating to the manufacturer’s recommended glide speed, or 1.4 VSO.
 The point at which the throttle is closed is the downwind key position.
 The turn from the downwind leg to the base leg should be a uniform turn with a medium or slightly
steeper bank.
 The degree of bank and amount of this initial turn will depend upon the glide angle of the airplane and
the velocity of the wind.
 Again, the base leg should be positioned as needed for the altitude, or wind condition.
 Position the base leg to conserve or dissipate altitude so as to reach the desired landing spot.
 The turn onto the base leg should be made at an altitude high enough and close enough to permit the
airplane to glide to what would normally be the base key position in a 90° power-off approach.
 Although the key position is important, it must not be overemphasized nor considered as a fixed point on
the ground.
 Many inexperienced pilots may gain a conception of it as a particular landmark, such as a tree, crossroad,
or other visual reference, to be reached at a certain altitude.
 This will result in a mechanical conception and leave the pilot at a total loss any time such objects are not
 Both altitude and geographical location should be varied as much as is practical to eliminate any such
 After a medium-banked turn onto the base leg is completed, the throttle should be retarded slightly and
the airspeed allowed to decrease to the normal base-leg speed.
 On the base leg, the airspeed, wind drift correction, and altitude should be maintained while proceeding
to the 45° key position.
 At this position, the intended landing spot will appear to be on a 45° angle from the airplane’s nose.
 The pilot can determine the strength and direction of the wind from the amount of crab necessary to hold
the desired ground track on the base leg.
 This will help in planning the turn onto the final approach and in lowering the correct amount of flaps.
 At the 45° key position, the throttle should be closed completely, the propeller control (if equipped)
advanced to the full increase R.P.M. position, and altitude maintained until the airspeed decreases to the
manufacturer’s recommended glide speed. In the absence of a recommended speed, use 1.4 VSO.
 When this airspeed is attained, the nose should be lowered to maintain the gliding speed and the controls
 The base-to-final turn should be planned and accomplished so that upon rolling out of the turn the
airplane will be aligned with the runway centerline.
 When on final approach, the wing flaps are lowered and the pitch attitude adjusted, as necessary, to
establish the proper descent angle and airspeed (1.3 VSO), then the controls re-trimmed.
 Slight adjustments in pitch attitude or flaps setting may be necessary to control the glide angle and
 However, NEVER TRY TO STRETCH THE GLIDE OR RETRACT THE FLAPS to reach the desired landing spot.
 The final approach may be made with or without the use of slips.
 After the final approach glide has been established, full attention is then given to making a good, safe
landing rather than concentrating on the selected landing spot.
 The base-leg position and the flap setting already determined the probability of landing on the spot.
 In any event, it is better to execute a good landing 200 feet from the spot than to make a poor landing
precisely on the spot.
Commercial Pilot Flight Training
Lesson Plan Notes:
 This flight procedure is used to develop judgment in estimating distances and glide ratios, flying the
airplane without power from a higher altitude and through two 90° turns to execute a safe approach and

 With only your pitch attitude, flaps & slip to control your airspeed and descent rate, this maneuver
develops your judgment of gliding and energy management.

 Precision in approach and landing, and judging descent rate & glide ratios is a key element of pilot

 Adjust airspeed with pitch.
 Explain, then demonstrate 180° Accuracy Approach and Landing, including configuration, pitch, power
and trim - how and when to set
 Demonstrate stabilize approach at recommended airspeed (or 1.4 VSO if not specified).
 Emphasize coordinated use of flight control (until side slip), and crosswind compensation for ground track
 Demonstrate how to judge landing obstructions, and choose touchdown point
 Emphasize & demonstrate that a go-around is always better than an un-stabilized approach
 Nuances - too high & too slow...

 Conduct a critique and review procedures and techniques.

 Judgment and procedures for accurately flying the plane, without power, to a safe landing.
 Energy management: airspeed & descent rate with only pitch angle
 Pre-landing checklist downwind, then close throttle abeam landing point
 Correction for wind drift
 Adjust for difference in winds between TPA and ground
 Fly VG on base, then adjust approach speed on final
 Use flaps, slip to change glide angle
 Airspeed tradeoff - VG - covers most ground
o Faster than VG - more forward progress . extended glide
o Slower than VG - higher AoA means more lift, more drag . shorter glide
Key positions

Base leg turning points

Base key position