Lesson Overview

The student should develop knowledge of the elements related to the power-off 180° accuracy approach and landing as required in the ACS/PTS.

References : Airplane Flying Handbook (FAA-H-8083-3C, page(s) 8-22)

Key Elements

  1. Best Glide Airspeed

  2. Wind Correction

  3. Stabilized Approach
Elements

  1. General

  2. Selecting a Touchdown Point

  3. The Maneuver
Schedule

  1. Discuss Objectives

  2. Review material

  3. Development

  4. Conclusion
Equipment

  1. White board and markers

  2. References
IP Actions

  1. Discuss lesson objectives

  2. Present Lecture

  3. Ask and Answer Questions

  4. Assign homework
SP Actions

  1. Participate in discussion

  2. Take notes

  3. Ask and respond to questions
Completion Standards

The student can perform a power-off 180° accuracy approach and landing, landing within 200’ beyond the selected landing point. The student will understand when corrections should be made and will have the ability to make the necessary corrections in order to maintain a stabilized approach to landing.

Instructor Notes

Attention

The power-off 180 is a challenging and very fun maneuver. Personally, it’s one of my favorites…
Overview

Review Objectives and Elements/Key ideas
What

An approach and landing made by gliding with the engine idling through a 180° pattern, begun abeam a specified touchdown point on the runway, to a touchdown at or within 200’ beyond that point.
Why

It instills judgment and procedures necessary for accurately flying the plane, without power, to a safe landing.

Lesson Details

This is a precision maneuver and is an exercise in continuously checking and adjusting the aircraft’s glide path. The airplane should be configured for a normal landing, with flaps used as necessary to control the glide path of the approach. The aircraft will be trimmed for the best glide airspeed, with the pitch attitude being used to maintain that speed. Lowering the nose (which increases the airspeed) results in a steeper descent angle, and raising the nose results in rapid settling due to a slow airspeed and insufficient lift. Never try to stretch a glide by raising the nose!

During this maneuver the pilot should fly a basically normal pattern. However, wind and altitude conditions may change the pattern from the norm. This is not a maneuver that can be flown mechanically, but instead takes adjusting to fit the current prevailing conditions. At all times the aircraft should remain in coordinated flight, and a turn should never be hastened by the application of extra rudder.

Selecting a Touchdown Point

For this maneuver the pilot should select a point within the first third of the runway. Do not select the actual leading edge of the runway as an undershoot will put the aircraft into the weeds and approach lights. Once the touchdown point has been selected (using the 1,000 foot touchdown markers is common) the pilot should select an aiming point. The airplane will float approximately 400 to 500 feet, depending upon conditions, which equates to about 2 runway stripes.

The Maneuver

The downwind leg should be flown normally, at 1,000 feet AGL. All before-landing checklist items should be completed on downwind. Abeam the key point (which is often abeam the numbers). Upon doing this maintain altitude until reaching the best glide speed ({airspeed-best-glide} for the {aircraft-type}), and trim for that airspeed. At this point the pilot should have a good idea of the wind speed and direction.

If the wind is strong the base leg will need to be started early to avoid landing short. In that case groundsped will be lower resulting is less ground covered. If the wind is calm the downwind leg will have to be extended to avoid an overshoot.

Immediately after turning base the aircraft will be a the base key point. At this point the pilot needs to evaluate and make necessary corrections before getting deep into the approach. If there is a crosswind and it results in a tailwind on base, the tendency is to be high (and vice versa). So the pilot must adjust accordingly.

Observe the aiming point and look for up or down movement in the window. This will clue the pilot as to when to turn final. If no up/down movement is detected then the aircraft is on the proper approach and should simply continue. If the aiming point is moving down the aircraft is getting too high and adjustments must be made. Use flaps, adjust airspeed, or increase the approach length to compensate. If the aiming point is moving up the aircraft is getting too low and adjustments must also be made. Delay lowering flaps, maintain best glide speed, and turn early toward the aiming point.

Final Approach

Evaluate the approach and make necessary adjustments to reach the aiming point. Flaps may be sued to increase the descent rate and also to slow the airplane to landing speed. Remember that the flaps will result in a slower airspeed and increased sink rate. It may be necessary to be slightly high when using the flaps or it may be necessary to accept the balloon when adding flaps to maintain the correct approach.

Do not allow the aiming point to move in the window, and make adjustments as needed. If the point moves up delay flaps and/or go directly to the runway. If it is close use flaps closer to the ground to balloon/float further. If the point is moving down use any remaining flaps, S-turn, slip, reduce the airspeed, or decrease the pitch attitude and aim slightly before the original aiming point (by maybe 100 to 150 feet). Slight adjustments help maintain a stabilized approach. Do not wait for large aiming point changes, but be proactive in making earlier adjustments.

Roundout and Touchdown

Make a normal landing in the proper touchdown attitude at or within 200 feet of the touchdown point. Remember that the airplane will normally glide approximately 400 to 500 feet before touching down. If necessary, hold the airplane off the runway until reaching the touchdown point.

While spot touchdowns are important a properly executed approach/landing is essential to the maneuver as well. Don’t sacrifice a good approach and landing to just hit the spot. Also, don’t force the aircraft down or stretch a glide as those actions may result in a hard landing.

Directional Control

During the maneuver it is critical to maintain directional control. This is done in the normal manner using rudder and applying any necessary crosswind correction. When braking always use equal pressure on both brakes to avoid swerving or loss of control.

Common Errors:

  • Failure to establish approach and landing configuration at proper time or in proper sequence

  • Failure to identify the key points in the pattern

  • Failure to establish and maintain a stabilized approach

  • Failure to consider the effect of wind and landing surface

  • Improper use of power, wing flaps, or trim

  • Improper procedure during roundout and touchdown

  • Failure to hold back elevator pressure after touchdown

  • Poor directional control after touchdown

  • Improper use of brakes

Conclusion

The power-off 180o accuracy approach and landing consists of constantly evaluating and adjusting the approach as necessary based on the wind, altitude, groundspeed, and other factors.

ACS Requirements

To determine that the applicant:

  1. Exhibits instructional knowledge of the elements of a 180o power-off accuracy approach and landing by describing:

    1. Configuration and trim.

    2. Effects of wind and selection of a touchdown area.

    3. The key points in the pattern.

    4. A stabilized approach at the recommended airspeed to the selected touchdown area.

    5. Coordination of flight controls.

    6. Timing, judgment, and control procedure during roundout and touchdown.

    7. Directional control after touchdown.

    8. Use of checklist.

    9. After landing runway incursion avoidance procedures.

  2. Exhibits instructional knowledge of common errors related to a 180o power-off accuracy approach and landing by describing:

    1. Failure to establish approach and landing configuration at proper time or in proper sequence.

    2. Failure to identify the key points in the pattern.

    3. Failure to establish and maintain a stabilized approach.

    4. Failure to consider the effect of wind and landing surface.

    5. Improper use of power, wing flaps, or trim.

    6. Improper procedure during roundout and touchdown.

    7. Failure to hold back elevator pressure after touchdown.

    8. Poor directional control after touchdown.

    9. Improper use of brakes.

  3. Demonstrates and simultaneously explains a 180 o power-off accuracy approach and landing from an instructional standpoint.

  4. Analyzes and corrects simulated common errors related to a 180o power-off accuracy approach and landing.

Commercial Pilot ACS Skills Standards

  1. Complete the appropriate checklist.

  2. Make radio calls as appropriate.

  3. Plan and follow a flightpath to the selected landing area considering altitude, wind, terrain, and obstructions. Scan the landing runway and adjoining area for traffic and obstructions

  4. Position airplane on downwind leg, parallel to landing runway

  5. Correctly configure the airplane

  6. As necessary, correlate crosswind with direction of forward slip and transition to side slip for landing

  7. Touch down within -0/+200 feet from the specified touchdown point with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the runway centerline.