DA40 – STABLE,

UNSTABLE &
ABNORMAL
APPROACHES
Introduction
Statistics indicate that a significant number of
accidents occur during approach and landing.
This lesson covers:
► “Stabilized Approach” concept
► How to recognize Abnormal and Unstable approaches.

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 Elements of a Stabilized Approach
1. Aircraft is on the correct 6. Power setting is
flight path. appropriate for aircraft
configuration.
2. Only small heading and
7. All briefings and checklists
pitch changes are
have been performed.
required to maintain
correct flight path. 8. ILS approaches are flown
within 1 dot (LOC & GS).
3. Aircraft is maintaining
target airspeed. 9. Visual approaches are
‘wings level’ at 500 ft
4. Aircraft is in proper Height Above Touchdown
landing configuration. (HAT).
5. Descent rate is 10. Approaches with unique
appropriate to ground features require special
speed. briefing.

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Stabilized Approach Definition
A stabilized approach is any approach that
incorporates the elements just described.
In short, the airplane:
► Is on correct flight path, at correct airspeed and in correct
configuration
► Has power setting and descent rate appropriate to
configuration and ground speed
► All briefings and checklists are complete by height above
touchdown specified in SOPs.

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Stabilized Approach Concept 1
A stabilized approach is characterized by a constant
angle and rate of descent from a specific altitude to
the point where the landing maneuver begins.
Other characteristics are proper airspeed and power
control, an appropriate descent rate and correct
ground track.

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Stabilized Approach Concept 2
Aiming point
(descent angle intersects ground)

Touchdown

Distance traveled in flare

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Stabilized Approach Concept 3
• When moving straight towards an object or point, it appears stationary.
• Aiming point is point that does not move in the windscreen.
• Other points appear to move outward as you approach aiming point.
• Important pilot skill when landing:
– Ability to accurately determine True Aiming Point from any distance out
on final approach.

Too high – Proper angle – Too low –

Above glide slope On glide slope Below glide slope

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Stabilized Approach Concept 4
A stabilized approach is facilitated if true aiming
point coincides with desired touchdown point.
With a constant airspeed, glidepath is adjusted with
power.
Airplane must be configured for landing and trimmed
for approach airspeed.





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Stabilized Approach Concept 5
Target is to complete briefings and stabilize the
approach by 500 ft HAT:
► Go-around is mandatory if approach not stabilized by 200 ft
HAT.

In an airliner, all appropriate briefings and checklists

should be complete and approach stabilized before:
► 1,000 ft HAT in Instrument conditions
► 500 ft HAT in Visual conditions.

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Unstable Approach Definition
Unstable approach; any approach where there are
significant variations in:
► Airspeed or power setting
► Approach angle
► Descent rate
► Ground track.

Approach is also considered unstable if:

► Airplane is not properly configured
► Briefings and checklists not complete by target height.

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Why Approaches Become Unstable
An approach can be come unstable due to:
► Failure to establish appropriate descent power setting
► Failure to establish appropriate descent angle and rate
► Failure to properly trim airplane in final approach
► Improper use of elevator or power to manage glidepath
► Over-controlling airplane
► Failure to complete checklists in timely manner
► Improper correction for wind drift.

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 Unstable Approach Solution
• Only one solution to unstable approach: Immediately execute a go-around!

Climb to published Missed Approach

Altitude or VFR Pattern Altitude.

Configure the airplane for a go-around / missed approach:

• Apply full power
• Control pitch attitude change At 800 ft AGL call for “Flaps Up,
• Establish positive rate of climb After Takeoff Checklist”
• Accelerate to Vy (66 knots)
• Set Flaps T/O
• Accelerate to 73 knots
• Set Flaps UP
• Trim airplane for normal climb.

IFR Approach:
• At DH/MDA commit to landing or execute the Missed
Approach
VFR Approach:
• Commit to landing or execute a go-around if required
Establish climb at Vy (73 Kt)
• PF “Go-Around”

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Abnormal Approaches
Abnormal approaches different from unstable
approaches.
We will discuss causes of abnormal approaches; and
what can we do to correct the situation.
If at any time, you doubt safety of approach, execute
immediate go-around.

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Abnormal Approach Causes
An equipment failure may require an abnormal
approach procedure, but if properly executed, the
approach will be fully stabilized.
An abnormal approach can become an unstable
approach.

LANDING WITH A FLAT MAIN TIRE

1. Approach ……………………………………………………….
NORMAL
2. Wing Flaps ………………………………………………………….
FULL
3. Touchdown …………………………………..
GOOD MAIN TIRE FIRST
a. Hold airplane off flat tire as long as possible with aileron control
4. Directional Control …………………………………………..
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Abnormal Approaches
Abnormal Approach conditions:
► Flaps UP; approach and landing
► Landing without elevator control
► Landing with flat main wheel tire.

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Airliner Abnormal Approaches
The more complex and technically advanced an
airplane is, the more things can go wrong.
In an airliner, some of the things that characterize an
abnormal approach are:
► One engine inoperative
► Autospoilers or autobrakes inoperative
► Flap asymmetry
► Elevator trim problems
► Contaminated runways / braking action problems.

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Flaps UP Landing
Landing with flaps UP is not a major problem:
► Trim for normal approach airspeed
► Control descent angle and rate with power
► Use normal 3° glidepath
► Less power is required because there is less drag with flaps
retracted (fully UP)
► A longer final approach may be required.

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Landing Without Elevator Control
Trim for level flight at 65 knots IAS with flaps set to
Takeoff.
Do not change the elevator trim setting:
► Control glide angle by adjusting power.

To round out for landing, adjust elevator trim towards

full nose up as power is reduced to idle.

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Landing With a Flat Tire
Use these procedures if a landing must be made with
a flat main or nose tire.

Landing with a Defective Tire on the Main Landing Gear

CAUTION CAUTION
A defective (e.g. burst) tire is not usually easy to detect. The damage normally
occurs during takeoff or landing, and is hardly noticeable during fast taxing. It is
only during the rollout after landing or a lower taxiing speeds that a tendency to
swerve occurs. Rapid and determined action is then required.

1. Advise ATC
2. Land the airplane at the edge of the runway that is located on the side of the intact tire, so
that changes in direction which must be expected during rollout due to the braking action of
the defective tire can be corrected on the runway.
3. Land with one wing low. The wing on the side of the intact tire should be held low.
4. Direction should be maintained using the rudder. This should be supported by use of the
brake. It is possible that the brake must be applied strongly – if necessary to the point where
the wheel locks. The wide track of the landing gear will prevent the airplane from tipping
over a wide speed range. There is no pronounced tendency to tip even when skidding.

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Common Approach / Landing Mistakes
Landing Mistakes include:
► Final approach too low or too high
► Overshooting final approach course
► Airspeed too slow
► Flare too low, too rapid or too high
► Floating while in landing flare
► Ballooning or bouncing
► Porpoising or wheelbarrowing
► Touching down in a drift or crab.
Many flight path deviations can be corrected by prompt
action.
Remember, if you doubt that the approach can continue
safely, execute a go-around.

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Overshooting the Final Approach Course
Causes: Caution:
► Turn to final approach started ► DO NOT attempt to correct this
too late error, a fatal stall/spin may
► Incorrect compensation for result.
tailwind on base leg
Remedy:
► Insufficient bank angle during
turn to final. ► Execute a go-around.

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 Final Approach Too Low
• Causes: • Caution:
– Insufficient power – Do not increase pitch without
– Flaps extended early increasing power
– Base leg too low – Do not retract flaps.
– Wind speed misjudged. • Remedy:
– Add considerable power
– Maintain airspeed
– Increase pitch
– Regain correct glide path.
Add power, Nose up, Hold altitude
No
rma
l ap
pro
ach
pat Intercept normal
h glidepath
Resume normal
Wrong (dragging it in with high approach
power / high pitch altitude)

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Final Approach Too High
• Causes: • Caution:
– Insufficient descent rate – Trim airplane to maintain target
– Too much power airspeed.
– Base leg too close to runway • Remedy:
threshold – Increase flap extension
– Insufficient flap extension. – Reduce power
– Adjust pitch to maintain target
airspeed.
No flaps

Steeper descent angle

Full flaps
Increased rate of descent

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Airspeed Too Slow
• Causes: • Remedy:
– Inattention to target airspeed – Increase power to accelerate and
– Incorrect trim setting reduce sink rate
– Attempting to control descent – Execute go-around.
rate with pitch instead of
power.

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Flare Too High
• Causes: • Remedy:
– Poor height judgment – Hold pitch attitude constant or
– Flare too rapid decrease slightly
– Excessive nose-up pitch – Add small amount of power.
change.

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Flare Too Low / Too Rapid
• Causes: • Caution:
– Poor height judgment – Sudden increase in angle of
– Pulling the elevator control attack may cause accelerated
backward too fast. stall
– May result in hard landing and/or
bounce.
• Remedy:
– Prompt, positive increase in
power
– May require go-around.

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Floating While in Landing Flare
• Causes: • Remedy:
– Excessive airspeed on final – Proper airspeed control
approach – Careful pitch control and height
– Diving at runway if too high judgment as speed dissipates
on final. – Execute go-around.

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Ballooning
• Causes: • Remedy:
– Misjudging sink rate – Hold landing attitude
– Too rapid flare – Allow airplane to decelerate
– Excessive airspeed on final – Apply power as necessary or
approach. execute go-around.

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 Bounced Landing
• Causes: • Remedy:
– Excessive sink rate at – Adjust pitch to obtain landing
touchdown attitude
– Insufficient flare and improper – Apply power as necessary or
touchdown attitude. execute go-around.

Decreasing AOA

Normal AOA
Rapid increase in AOA
Small AOA

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 Porpoising
• Causes: • Remedy:
– Improper recovery from – Increase pitch and add power
bounced landing – Recover from bounce or execute
– Improper airspeed control go-around.
– Inadequate flare resulting in
nose wheel touching first.

Decreasing AOA Decreasing AOA

Normal AOA Normal AOA

Rapid increase in AOA Rapid increase in AOA

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Wheelbarrowing
• Causes: • Remedy:
– Insufficient flare resulting in – Reduce power
touching down on nose wheel – Smoothly apply back pressure on
– Too much speed elevator
– Forcing airplane onto runway – Execute go-around.
by pushing nose down.

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Touchdown in a Drift or Crab
• Cause: • Caution:
– Improper correction for a – Ground loop may result if drift or
crosswind. crab is excessive.
• Remedy:
– If slight, aileron into wind, use
rudder and brake to gain
directional control
– If severe, execute go-around.

C of G

Inertia force

Force resisting side motion

Weight
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Summary
A superior pilot uses superior knowledge and judgment
to avoid the necessity of demonstrating superior skill!

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DA40 – STABLE,
UNSTABLE &
ABNORMAL
APPROACHES