Figure 7-9. Glideslope Corrections

T-34C CONTACT

CHAPTER SEVEN

There are three general areas to consider in flying a good approach.

SCAN. A rapid integrated scan pattern is a necessity. The exterior cues of the

"picture" and landing area alignment, and the internal cues of tactile sensation

and inner ear ("seat-of-the-pants"), must be "scanned" and integrated with

instrument readings for an accurate total appraisal of the pilot's present

situation. An anticipation of trends and early correction can then be made.

ii.

FUNNEL EFFECT. Because of the cone shape of the straightaway/groove

large corrections must be made while far out, and small corrections as

touchdown is approached.

iii.

COUNTER-CORRECTION. For every correction that is made, there will be

a counter-correction necessary to achieve stability. The overall goal is to

achieve stability of attitude and rate of descent, and cross the runway at a

precise altitude on the centerline of the landing area. Stability of the above

factors must not be construed to mean that power and controls are necessarily

stable. Smoothness comes from recognizing errors early, through a rapid scan,

and being able to make a small correction before the aircraft deviates far from

optimum.

The glideslope (altitude) is controlled primarily with power, and the attitude/

airspeed primarily with the stick, but it cannot be overemphasized that there

must be a coordinated use of both in any correction. In analyzing a situation,

there are two basic elements to be considered: speed (either fast or slow) and

altitude (either high or low). There are many possible combinations of these

elements, which will compound the error analysis and correction. The

following is a list of the most common deviations and corrections to ensure the

"perfect approach." (Figure 7-9).

Aircraft above glideslope

Glide

slop

Aircraft below glideslope

Figure 7-9 Glideslope Corrections

(a)

HIGH - To correct a high situation, reduce power slightly and lower the

nose to maintain airspeed with nose attitude. Power should be reduced,

FLIGHT PROCEDURES 6-13