##  Normal (Calm Wind) Approaches and Landings 

A normal or regular approach and landing involves the use of procedures for what is considered a simple situation. It provides the minimum number of variables for the student pilot to learn during the fi rst landings; that is, when engine power is at idle, wind is light, and the final approach is made directly into the wind, the fi nal approach path has no obstacles, and the landing surface is firm and of ample length to bring the aircraft gradually to a stop. This includes normal runways used for WSC that are asphalt, concrete, solid dirt, gravel or short grass. The selected landing point should be beyond the runway’s approach threshold but within the fi rst one-third portion of the runway. 

The factors involved and the procedures described for the normal approach and landing also have applications to the other-than-normal approaches and landings which are discussed later in this chapter. Therefore, the principles of simple (or normal) operations are explained first and must be understood before proceeding to more complex operations. 

To assist the pilot in understanding the factors that infl uence judgment and procedures, the last part of the approach pattern and the actual landing is divided into fi ve phases: 

• Base leg 

• Final approach 

• Roundout 

• Touchdown 

• After-landing roll 

Remember that the manufacturer’s recommended procedures, including aircraft configuration, airspeeds, power, and other information relevant to approaches and landings in a specifi c make and model aircraft are contained in the Aircraft Flight Manual (AFM) and/or Pilot’s Operating Handbook (POH) for that aircraft. If any of the information in this chapter differs from the aircraft manufacturer’s recommendations as contained in the AFM/POH, the aircraft manufacturer’s recommendations take precedence. 

##  Throttle Use 

As discussed in Chapter 2, Aerodynamics, the WSC aircraft has a good glide ratio, and normal landings can easily be done with the power at idle. It is a good practice to master the landings with the throttle at idle so that the glide angle, speeds, and descent rates become habit and part of a normal routine. This is helpful so that, if there is an engine failure, the pilot is accustomed to landing with minimum power and is able to spot land the WSC aircraft for emergency conditions at or beyond a specified point. As a general practice for 

normal landings in calm conditions or a slight headwind, the throttle should be brought back to idle at the start of the base leg for landings. 

Title 14 of the Code of Federal Regulations (14 CFR), section 91.119, Minimum Safe Altitudes: General, is an important safety precaution and states: “Except when necessary for takeoff or landing, no person may operate an aircraft anywhere below... an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.” This allows long fi nal approaches “with power when necessary,” but overall, it is important to be no lower than an altitude from which you can glide to a safe landing area. For the purposes of this approach-and-landing discussion, it is assumed that there are no safe landing areas other than the runway. 

It should be noted that the power is above idle for some landing situations, such as: 

• Students first learning to land; a slower rate of descent is the result of higher power settings. In this case, the landings would be done with a target farther down the runway so a safe landing could always be made with engine failure. 

• Shallower descent angle if directed by air traffi c control (ATC), or a longer final approach is required. 

• High winds and/or turbulent conditions requiring a higher energy level. 

For landings where throttle is required, the foot throttle is typically used so the hands can stay on the control bar while approaching the ground for this critical phase of fl ight. However, the hand/cruise throttle may be set above idle for specific situations as required by the pilot. Higher power settings for approaches and landings are discussed later in this chapter. 

##  Base Leg 

The placement of the base leg is one of the more important judgments made by the pilot in any landing approach. [Figure 11-1]  The pilot must accurately judge the altitude and distance from which the descent results in landing at the desired point. 

The base leg should be started at a point where the power can be brought back to idle and the WSC aircraft can glide to the landing spot at the approach speed recommended by the manufacturer. The intended landing point should not be at the end of the runway on a threshold or numbers, but beyond at the landing lines. [Figure 11-2]  This provides some margin if the landing is shorter than anticipated. For smaller runways that do not have these markings, establish an appropriate 

