Task IV.B
Normal Approach and Landing
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with normal approach and landing with emphasis on proper use and coordination of flight controls.
Note: If a crosswind condition does not exist, the applicant’s knowledge of crosswind elements must be evaluated through oral testing.
References: AIM; FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23, FAA-H-8083-25; POH/AFM
Quick Review
Touch down within 400 ft beyond the specified aim point, on centerline, with proper crosswind correction.
Tolerances per FAA-S-ACS-6C (ASEL).
Study Notes
A stabilized approach means the airplane arrives on final already configured (landing flaps set, trimmed, on centerline, on a constant glidepath at a constant airspeed), so the only job left is small corrections.
Final approach speed is the manufacturer's recommended speed, or in its absence 1.3 Vso, held +10/−5 knots with gust correction applied (ACS PA.IV.B). In gusty wind I add half the gust factor to the approach speed (AFH ch 8).
If it's not stabilized by short final (chasing airspeed, diving at the runway, drifting off centerline), the answer is a go-around, not a salvage.
The aim point is the spot on the runway the airplane would hit if I never flared; it stays fixed in the windshield when the glidepath is constant. The touchdown point is farther down the runway, because the roundout and flare carry the airplane beyond the aim point while speed bleeds off.
So I pick an aim point short of where I intend to touch down, and the float covers the difference. The ACS standard is touching down within 400 ft beyond the specified point, which is why excess approach speed is the enemy: every extra knot stretches the float and eats that window.
- Over the threshold with the landing assured, throttle smoothly to idle.
- At roughly 10–20 ft, begin the roundout: a gradual pitch increase that breaks the descent into a slow settling just above the runway.
- Shift my eyes down the runway toward the far end, since looking close makes height judgment nearly impossible and drives over-flaring.
- Hold the airplane off as speed decays, increasing back pressure to keep it flying just above the surface.
- Touch down on the mains first, at a nose-high attitude near minimum controllable airspeed, on centerline with no side drift.
On final I crab into the wind to hold centerline. Approaching the flare I transition to the wing-low sideslip: aileron into the wind to stop the drift, opposite rudder to keep the nose aligned with the runway.
Touchdown is on the upwind main first, then the other main, then the nosewheel as speed decays. Through the rollout I keep flying the airplane: aileron deflection into the wind increases as the airplane slows, because the controls lose effectiveness while the wind doesn't weaken.
Floating: excess approach speed; the airplane won't quit flying. Hold it off and let speed decay; if the touchdown window is gone, go around.
Ballooning: flaring too much or too fast, so the airplane climbs away from the runway. For a slight balloon, hold the attitude and let it settle; a pronounced balloon means go around, because airspeed is decaying with the runway no longer close underneath.
Bouncing: touching down too fast or nosewheel-first. A minor skip can be re-flared, with a touch of power to cushion the second touchdown; a firm bounce means go around; the second bounce is usually worse than the first (AFH ch 8).
Anytime the approach or landing stops looking like the one I planned:
- Unstabilized on short final: airspeed, glidepath, or centerline not under control
- Floating past the point where the touchdown window is achievable
- A pronounced balloon or bounce
- The runway stops being usable: traffic, wildlife, a vehicle
The decision is the skill being tested: an early, unhesitating go-around is a demonstration of judgment, not an admission of failure (ACS PA.IV.N).
Official ACS elementsreference
Knowledge3 elements
The applicant demonstrates understanding of:
PA.IV.B.K1A stabilized approach, including energy management concepts.PA.IV.B.K2Effects of atmospheric conditions, including wind, on approach and landing performance.PA.IV.B.K3Wind correction techniques on approach and landing.
Risk Management13 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.IV.B.R1Selection of runway/landing surface, approach path, and touchdown area based on pilot capability, aircraft performance and limitations, available distance, and wind.PA.IV.B.R2Effects of:PA.IV.B.R2aa. CrosswindPA.IV.B.R2bb. WindshearPA.IV.B.R2cc. TailwindPA.IV.B.R2dd. Wake turbulencePA.IV.B.R2ee. Landing surface/conditionPA.IV.B.R3Planning for:PA.IV.B.R3aa. Rejected landing and go-aroundPA.IV.B.R3bb. Land and hold short operations (LAHSO)PA.IV.B.R4Collision hazards.PA.IV.B.R5Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).PA.IV.B.R6Distractions, task prioritization, loss of situational awareness, or disorientation.
Skills12 elements
The applicant exhibits the skill to:
PA.IV.B.S1Complete the appropriate checklist(s).PA.IV.B.S2Make radio calls as appropriate.PA.IV.B.S3Ensure the airplane is aligned with the correct/assigned runway or landing surface.PA.IV.B.S4Scan the runway or landing surface and adjoining area for traffic and obstructions.PA.IV.B.S5Select and aim for a suitable touchdown point considering the wind conditions, landing surface, and obstructions.PA.IV.B.S6Establish the recommended approach and landing configuration, airspeed, and trim, and adjust pitch attitude and power as required to maintain a stabilized approach.PA.IV.B.S7Maintain manufacturer’s published approach airspeed or in its absence not more than 1.3 times the stalling speed or the minimum steady flight speed in the landing configuration (VSO), +10/-5 knots with gust factor applied.PA.IV.B.S8Maintain directional control and appropriate crosswind correction throughout the approach and landing.PA.IV.B.S9Make smooth, timely, and correct control application during round out and touchdown.PA.IV.B.S10Touch down at a proper pitch attitude, within 400 feet beyond or on the specified point, with no side drift, and with the airplane’s longitudinal axis aligned with and over the runway center/landing path.PA.IV.B.S11Execute a timely go-around if the approach cannot be made within the tolerances specified above or for any other condition that may result in an unsafe approach or landing.PA.IV.B.S12Use runway incursion avoidance procedures, if applicable.