CFI-to-CFI Newsletter - Volume 10 Issue 4 - 9
Many runways also have lighting systems that
indicate if you are on the proper glide path.
When approaching to land during instrument
meteorological conditions (poor or no visibility),
you will use your instruments to determine if
you are on the proper glide path.
If you are below the glide path, pitch up slightly
and add a small amount of power. If you simply
pitch up without adding power, your airspeed
will decay, which is poor energy management. Of
course, if you are too low and too fast at the same
time, then pitching up without adding power may
be appropriate. By trading airspeed for altitude,
you fix two problems with one action.
On the other hand, if you are too high on the
glide path, you need to pitch down slightly and
reduce the power at the same time. If you pitch
down without reducing power, your airspeed will
increase, again not good energy management.
GO-AROUND
ONCE YOU CONFIGURE FOR LANDING
AND DESCEND BELOW PATTERN
ALTITUDE ON ONE ENGINE, YOU MAY
VERY WELL BE COMMITTED TO LAND
There is a practical limit to how much you can
correct without gaining airspeed. If you find
yourself unable to correct without gaining
airspeed, the correct action is to go around.
There is absolutely no shame in doing so. In
fact, making the decision to go around is part
of professionalism. You should also abandon
the approach and go around anytime you are
descending at a rate of more than 1,000 fpm. Such
an approach is no longer stabilized. Failure to
do so puts you at a much higher risk. Crashing
into the runway is generally frowned on. Every
airplane also has an appropriate profile for a goaround. The main idea is to promptly set power for
the climb, reduce drag by retracting landing gear
and flaps as appropriate, and so forth. Follow the
recommendations of your aircraft's POH.
ONE-ENGINE OUT
If you are approaching to land in a twin with one
engine inoperative, the same principles of flying
a profile and keeping the approach stabilized
apply-in fact, it is even more critical that you do
so. You will need more power on the operative
engine during the approach and you will probably
want to configure the inoperative engine to reduce
drag by feathering the propeller. You may also
want to delay final flaps until you are sure that you
can make it to the runway. Better yet, consider
landing with approach flaps only. You also need
to know if your airplane is capable of a singleengine go-around under the current conditions
and at your current weight. Even if it is, once the
CFI-to-CFI Newsletter - Volume 10 Issue 4
Table of Contents for the Digital Edition of CFI-to-CFI Newsletter - Volume 10 Issue 4
CFItoCFI Newsletter—Vol. 10, Issue 4
CFI Notes and letters
In the Spotlight: ASI's New eFIRC
Energy Management Concepts—Building Good Habits
Energy Management Concepts Quiz
Safety Seminar: More Difficult Decisions—Choices and Consequences
Collected Wisdom: Tricks of the Trade
CFI News
CFI Tips: Leadership Skills for CFIs
ASI Message: Critical Phase of Flight
There I Was... CO Poisoning—Waking Up
Standards Dissected: ACS In the Air—Knowledge, Risk Management, and Skills
Weather Wise: Cold Weather Ops Drill Down—Coping with Chilly Weather
Reality Check: Takeoff and Landing Performance—Book vs Actual Values
You Can Fly: Customer Experience Workshop
Safety Quiz: Night Ops
CFI Tools: The Basics of BasicMed
Chief's Corner: Giving Back
Ask ATC: Why Talk to ATC?
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFItoCFI Newsletter—Vol. 10, Issue 4
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI Notes and letters
CFI-to-CFI Newsletter - Volume 10 Issue 4 - In the Spotlight: ASI's New eFIRC
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 4
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Energy Management Concepts—Building Good Habits
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 6
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 7
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 8
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 9
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 10
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Energy Management Concepts Quiz
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 12
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Safety Seminar: More Difficult Decisions—Choices and Consequences
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Collected Wisdom: Tricks of the Trade
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI News
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 16
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 17
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 18
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI Tips: Leadership Skills for CFIs
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 20
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 21
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 22
CFI-to-CFI Newsletter - Volume 10 Issue 4 - ASI Message: Critical Phase of Flight
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 24
CFI-to-CFI Newsletter - Volume 10 Issue 4 - There I Was... CO Poisoning—Waking Up
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 26
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 27
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Standards Dissected: ACS In the Air—Knowledge, Risk Management, and Skills
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 29
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 30
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Weather Wise: Cold Weather Ops Drill Down—Coping with Chilly Weather
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Reality Check: Takeoff and Landing Performance—Book vs Actual Values
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 33
CFI-to-CFI Newsletter - Volume 10 Issue 4 - You Can Fly: Customer Experience Workshop
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Safety Quiz: Night Ops
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 36
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI Tools: The Basics of BasicMed
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 38
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 39
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Chief's Corner: Giving Back
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 41
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 42
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Ask ATC: Why Talk to ATC?
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