Flight Training: Establishing And Maintaining Stabilized Approaches.
Professional-level flight training can be extremely distinct from safe, recreational flight training.
Disclaimer: Any and all statements, including digital print and associated media, and/or instruction herein at Aerospace Weekly (A.W.) is intended for recreational flight simulator usage and not intended to be interpreted and/or replaced and/or assumed to be utilized for, or facilitate, professional flight instruction in any way, shape, or form.
Captain Andrew Heath, an esteemed member of the flight simulation community, whom is the Founder and Owner of Positive Control L.L.C. (POSCON). POSCON is “The Next Generation Flight Simulation Network,” which can be found by clicking here.
In his day job, Captain Heath is a Boeing 767 First Officer (F.O.) for American Airlines. He has worked for American Airlines since April of 2013, over six years, starting as a Captain of an Embraer 190 (E-190). Prior to American Airlines, Captain Heath worked as a F.O. at Express Jet Airlines. Captain Heath started his airline career at Great Lakes Airlines positively and progressively being promoted to a Captain position at the regional airline in a reasonable period of time, three years and nine months.
After high school, Captain Health graduated the University of Colorado Boulder with a Bachelor’s of Arts (B.A.) degree in history. In order to accumulate sufficient flight hours to have a competitive application for an entry-level airline pilot job, Captain Heath worked as a United States (U.S.) Federal Aviation Administration (F.A.A.) Certified Flight Instructor (C.F.I., C.F.I.I., M.E.I.), prior to joining Great Lakes Airlines.
Captain Heath is not affiliated in any way with Aerospace Weekly (A.W.). However, I felt it was appropriate and due to provide a relevant, credible, and viable introduction for Captain Health’s work. Moreover, I think it imperative the source and quality of data and information to be of the highest quality and highest-fidelity possible, and/or achievable.
The initialphases of any flight of a fixed wing aircraft are most vulnerable and susceptibleto incidents and accidents are the take-off and landing phases.
During my commercial pilot training back in 2001, I recall being extensively trained and enjoying aggressive forward slips to landings. Typically, this maneuver is utilized in single-engine (e.g. Cessna 172, etc.) flight training aircraft. When an aircraft is very high, to extremely high, on final approach to the runway a significant adjustment is required, or the approach is aborted and a “Go–Around” is executed. To recover to a typical, or safe glidepath, the aircraft needs to go into a forward slip. The primary lift is shifted from the wings to either the left or right side of the fuselage with a steep bank. Simultaneously, the nose of the aircraft is pushed down greatly and the flight path is kept on a flight path to the landing threshold, while plummeting with the great loss of lift. The nose pitch-up attitude is controlled with the rudder. The aircraft is then restored to its normal flight attitude when it approaches the typical safe glidepath.
In a recent article on POSCON, Captain Heath expertly dissects and explains a Safe “Stabilized Approach” in Granular Detail including: Approach Visual Perspectives, Stabilized Approach Requirements, Main Causes of Unstabilized Approaches, and “Techniques to Flying a Stabilized Approach.”