Flight Training - October 2013 - 48

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TECH TALK

ARE YOU STABILIZED?

If not, go around
» By Jared Dirkmaat

EVERY PILOT HAS an opinion regarding
what creates a good landing. Some will
say it’s all about seat position; others will
tell you it’s strictly airspeed control or
where you look down the runway in the
flare. As with many things in aviation,
it comes down to planning and preparation. Those two ingredients come from a
stabilized approach to land.
What does it mean to be stabilized?
Consider all the elements that make for a
good landing: airspeed control, stabilized power setting, stabilized normal
descent rate, on glidepath/slope, runway
centerline, landing configuration, and
all checklists completed. If all of these
items are in place, the aircraft is stabilized and ready to land.
Many accidents that occur during the
landing phase happen because a pilot
attempted to “fix” an unstable approach,
such as making drastic power changes to
correct glidepath/slope; an excessive rate
of descent to “get down” below a cloud
deck; or overbanking to correct for an
overshoot of final. These are the first links
in the error chain that could result in an
undesirable outcome.
The error chain references a series of
events that, if left uncorrected, could lead

A DIVISION OF THE
AOPA FOUNDATION
48 /

FLIGHTTRAINING.AOPA.ORG

to an undesirable aircraft state, meaning the aircraft is departing from normal
flight conditions and could experience an
accident or incident.
The concept of a stabilized approach
is designed to assist the pilot in ensuring
the aircraft doesn’t depart from normal
flight by requiring all aspects
of the approach to be on target by a
certain point.
Since most aircraft incidents occur
during takeoff and landing, it’s important to have a definitive point at which,
if the aircraft isn’t ready to land, a goaround must be performed.
Most airlines require stabilization criteria to be met at certain altitudes above
the airport elevation. For example, during a visual approach to land, the aircraft
must be stabilized by 500 feet above
airport elevation. During an instrument
approach, the aircraft must be stabilized
by 1,000 feet above airport elevation.
The next time you’re on final, ask
yourself, “Am I stabilized?” Airspeed?
On glidepath/slope? Fully configured
for landing? Stabilized power setting?
Checklists completed? There are only
two answers to that question: stabilized
or go around.


http://www.eFIRC.com http://FLIGHTTRAINING.AOPA.ORG

Flight Training - October 2013

Table of Contents for the Digital Edition of Flight Training - October 2013

Flight Training - October 2013
Contents
Member Benefits
Right Seat
Centerline
Letters
Night Flight
Success Story Flight Training Excellence Award Winner
How It Works
After the Checkride
AOPA Action
News From Airventure 2013
ASI News
Tech Tip
Final Exam
Flight Lesson
Flying Carpet
The Oops List
One Pilot, Many Tools
Stop, Look, Listen
Technique
Weather
Accident Report
Fuel Management
Career Advisor
Tech Talk
Familiarity Breeds Good Training
Perceptual Magic
Advertiser Index
Debrief
Flight Training - October 2013 - Flight Training - October 2013
Flight Training - October 2013 - Cover2
Flight Training - October 2013 - Contents
Flight Training - October 2013 - 2
Flight Training - October 2013 - 3
Flight Training - October 2013 - Member Benefits
Flight Training - October 2013 - 5
Flight Training - October 2013 - Right Seat
Flight Training - October 2013 - 7
Flight Training - October 2013 - Centerline
Flight Training - October 2013 - 9
Flight Training - October 2013 - Letters
Flight Training - October 2013 - 11
Flight Training - October 2013 - Night Flight
Flight Training - October 2013 - 13
Flight Training - October 2013 - Success Story Flight Training Excellence Award Winner
Flight Training - October 2013 - How It Works
Flight Training - October 2013 - After the Checkride
Flight Training - October 2013 - AOPA Action
Flight Training - October 2013 - News From Airventure 2013
Flight Training - October 2013 - 19
Flight Training - October 2013 - ASI News
Flight Training - October 2013 - Tech Tip
Flight Training - October 2013 - Final Exam
Flight Training - October 2013 - Flight Lesson
Flight Training - October 2013 - Flying Carpet
Flight Training - October 2013 - 25
Flight Training - October 2013 - The Oops List
Flight Training - October 2013 - 27
Flight Training - October 2013 - 28
Flight Training - October 2013 - 29
Flight Training - October 2013 - 30
Flight Training - October 2013 - 31
Flight Training - October 2013 - One Pilot, Many Tools
Flight Training - October 2013 - 33
Flight Training - October 2013 - 34
Flight Training - October 2013 - 35
Flight Training - October 2013 - Stop, Look, Listen
Flight Training - October 2013 - 37
Flight Training - October 2013 - 38
Flight Training - October 2013 - 39
Flight Training - October 2013 - Technique
Flight Training - October 2013 - 41
Flight Training - October 2013 - Weather
Flight Training - October 2013 - 43
Flight Training - October 2013 - Accident Report
Flight Training - October 2013 - Fuel Management
Flight Training - October 2013 - Career Advisor
Flight Training - October 2013 - 47
Flight Training - October 2013 - Tech Talk
Flight Training - October 2013 - Familiarity Breeds Good Training
Flight Training - October 2013 - 50
Flight Training - October 2013 - Perceptual Magic
Flight Training - October 2013 - Advertiser Index
Flight Training - October 2013 - 53
Flight Training - October 2013 - 54
Flight Training - October 2013 - 55
Flight Training - October 2013 - Debrief
Flight Training - October 2013 - Cover3
Flight Training - October 2013 - Cover4
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