How to Fly a Stabilized Approach

I see a number of pilots struggle maintaining a stabilized approach on final. I consider a stabilized approach to be:

• on glideslope
• on airspeed
• on the runway extended centerline

A stabilized approach doesn’t start on final though. It starts with:

• flight planning
• a thorough airport briefing including
  • runways
  • pattern altitude
  • frequencies
  • crosswind component
  • traffic direction
  • taxi diagram
• completing the pre-landing checklist prior to entering the pattern
• knowing your numbers; airspeed, altitude and power settings

The following is my recommendation for an Archer at an uncontrolled field.

Downwind

• 2000 rpm
• 90 kn
• 1000′ AGL
• a distance from the runway that visually puts it halfway down the wing
• ground track parallel to the runway confirmed with the GPS
• downwind call

Abeam the aiming point on the runway

• reduce power to 1400 rpm (without looking at the tach) by ear and throttle travel
• 10º of flaps (first notch)
• adjust power to 1400 rpm
• let the nose drop to an appropriate down line for 400–500 fpm descent
• maintain ground track

Downwind to base turn

• 800′ AGL (descended 200′)
• look back for a 45º angle to the runway
• confirm 1400 rpm

Base

• Flaps 25º, second notch
• 80kn
• ground track perpendicular to the runway
• base call optional*

Base to final turn

• 400–500′ agl
• 75–80kn (don’t get slow!)
• coordinated (excessive bottom rudder will put you into a dangerous low altitude skidding turn)
• the goal is to finish your turn lined up on the runway extended centerline
• final call

Final approach

• on the runway extended centerline
• on glideslope, determined by
  • runway visual geometry
  • altitude and distance from runway
  • PAPI
• on the runway extended centerline
• on airspeed according to the POH:
  • 75kn initial approach speed
  • 66kn final approach speed (adding 1/2 gust factor)
• on the runway extended centerline
• 40º flaps (third notch) on short final with the runway made
• on the runway extended centerline

Touchdown and rollout

• runway centerline between the main landing gear
• aircraft longitudinal axis aligned with the runway
• ailerons into the wind
• aerodynamic braking by slowly pulling the yoke full aft (brakes are expensive!)

As the plane slows in a crosswind, increase the aileron deflection to full. Apply aerodynamic braking by gradually pulling the yoke back; a great way to determine how much energy is left in the wings. Aerodynamic braking in gusty conditions can result in a surprise takeoff, ask me how I know! Finally, fly the plane all the way to the hanger. Remember dive into and climb away from?

You may have noticed that I emphasize being on the runway extended centerline. There are times when making an angled final approach is appropriate but they are few. I don’t consider an approach stabilized unless the aircraft is on the extended centerline by 300–400′ AGL. If your base to final turn is too early, fix it right away. If your base to final turn is too late and you have a crosswind blowing you away from the runway, go around. As long as your airspeed is correct and you’re not pulling back on the yoke, banked turns up to 30º are appropriate.

*On the optional base call. At some airports with a high volume of training traffic, pilots are encouraged to make only a downwind and final position call. Another appropriate situation is when you are obviously the only one in the pattern. I instruct private students to make a base call so it becomes a habit.

Pattern Entry

Enter the pattern either on a 45º to downwind or by flying an upwind, crosswind and then downwind; not entering the pattern by crossing midfield to the downwind. I recommend flying the upwind just far enough off the runway to be able to easily see any traffic on the field. Crossing midfield doesn’t leave much time to configure the plane on downwind. Flying upwind and crosswind gives the pilot enough time to be on airspeed, altitude and ground track once turning downwind.