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Commercial pilot · ACS CA.IV.B · Instructor lesson plan

Normal Approach and Landing

Student pack: Train: Normal Approach and Landing · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain normal approach and landing in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.IV.B.

Why it matters for safety: Most landing accidents are loss of control or overruns after an unstable approach, and gear-up landings are a classic complex-airplane accident. A stabilized approach, a gear check you never skip, and a firm go-around rule prevent nearly all of them.

2 · Assign before the lesson

Pre-work: the free Train pack, Normal Approach and Landing. A stabilized approach at the published speed ±5 knots, gear down and checked, touchdown within 200 feet of your point.

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Pack: pilotprep.pro/train/cpl/normal-approach-and-landing · Full lesson: pilotprep.pro/prepare/cpl/normal-approach-and-landing

3 · Teach sequence

Key points to land

  • A stabilized approach: on path, on speed, configured, small corrections only. Not stable by your gate: go around.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Approach at the POH speed, or not more than 1.3 VSO if none is published; in gusts add no more than half the gust factor (unless the POH says otherwise), and hold ±5 knots of that target.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.B.S7; Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • In a retractable: the POH before-landing checklist and GUMPS on downwind, and gear down and locked confirmed by the indication your POH specifies (three green on many types) again on final.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes; Your airplane's POH/AFM)
  • Pitch and power together: power mainly for the descent rate, pitch for the airspeed, adjusted together to stay on path and speed.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Touch down at a proper pitch attitude within 200 feet beyond or on your point, no side drift, the axis aligned with and over the centerline.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.B.S10)
  • Crosswind: crab on final, wing-low sideslip before the flare; touch down on the upwind main wheel first, then the downwind main, then the nosewheel, with no drift; keep increasing aileron into the wind on the rollout.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • LAHSO: accept only if you know the available landing distance and your airplane can stop within it.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))

The stabilized approach and energy

  • Energy is airspeed plus height: too much of either means floating or landing long; too little, landing short or stalling.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Stabilized by your gate (for example 500 feet above the runway in visual conditions): on a constant-angle path to the aiming point and on the centerline; at the target speed with the gust additive; landing configuration and trim set; sink no more than about 1,000 fpm; appropriate power; checklists and briefing done; only small corrections needed. If not, go around.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.B.S6)
  • The aiming point is where the airplane would hit if you didn't flare, not where it touches down: aim short of your touchdown point by the distance the roundout uses. Hold it steady in the windshield: moving up means getting low; moving down means getting high.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Round out about 10 to 20 feet up and shift your eyes toward the far end of the runway. Ballooning: hold the attitude and add a little power; don't push the nose down. A bounce: hold the attitude, add power, and re-land or go around depending on how big it was and the runway left. Porpoising: go around; never push forward.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)

Wind, conditions and the runway

  • High density altitude: same indicated speed, higher groundspeed, longer roll.(PHAK (FAA-H-8083-25C), Aircraft Performance)
  • Crab on final; transition to a sideslip before touchdown so the axis is aligned and there's no drift.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Pick the runway and touchdown point for your skill, the airplane, the length and the wind.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Before landing: the checklist on downwind (in a retractable, gear down and checked on the POH indication, again on short final), the radio calls for the airport, and confirm you're lined up on the right runway at the right airport.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes; Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.B.S2-S3)
  • After touchdown: keep directional control, brake as needed, slow to taxi speed before turning off, hold the controls for the wind, and use runway incursion avoidance procedures through the exit.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.B.S11-S12)

Wind, surface and wake on landing

  • Crosswind: crab on final, then sideslip (upwind wing low, opposite rudder) to touch down without drift, aligned with the centerline; keep adding aileron into the wind on the rollout.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • The maximum demonstrated crosswind is a tested value, not a limit, unless the POH puts a crosswind value in its Limitations section; then it is one. Check the POH first, then set your own lower limit.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Your airplane's POH/AFM)
  • A tailwind raises groundspeed and landing distance. In gusts, add no more than half the gust factor to the approach speed (unless the POH says otherwise), and hold ±5 knots of that adjusted target.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Wind shear on short final can cause a sudden loss of airspeed and a high sink rate: be ready to go around.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Behind a larger airplane landing, stay at or above its approach path and land beyond its touchdown point. Behind one departing, land well before its rotation point. A light quartering tailwind can hold vortices in the touchdown zone.(AIM, Chapter 7, Wake Turbulence)
  • Wet or grass surfaces lengthen the roll and reduce braking: use the POH corrections.(PHAK (FAA-H-8083-25C), Aircraft Performance)

Planning for the go-around, and LAHSO

  • Brief your go-around triggers before the approach: not stable by your gate, too fast or high, drifting, or the runway not clear.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • LAHSO: the pilot in command decides whether to accept. Accept only if you know the available landing distance (ALD, in the Chart Supplement) and your airplane can stop within it for the conditions; otherwise say "unable". Read back the full clearance, including "hold short of" the runway, taxiway or point. Once accepted it binds you unless you get an amended clearance or have an emergency. Expect it only with at least a 1,000-foot ceiling and 3 SM visibility, and not on a wet or contaminated runway; student pilots and pilots unfamiliar with LAHSO shouldn't participate.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))
  • If you accept LAHSO and then must go around, maintain separation from the intersecting runway's traffic and tell the tower promptly.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))

Low, slow and busy

  • Look for traffic on final and on the runway before you line up or turn final, and use landing lights.(AC 90-48, Pilots' Role in Collision Avoidance)
  • Near the ground there's no room to recover: a skidding turn to final or a nose-high climb can stall and spin; a distraction can lead into terrain or obstacles.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Fly the airplane first: checklists and calls before the critical moments. Overloaded on final, go around.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches for a stable approach by your gate, speed within 5 knots, a gear check before landing, a smooth roundout, touchdown within 200 feet of the point, and a prompt go-around when it's not working.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What approach speed applies with no POH figure?

    A strong answer: Not more than 1.3 VSO, plus no more than half the gust factor in gusty wind.

  2. Understand · Why check the gear on final as well as on downwind?

    A strong answer: Gear-up landings happen when the downwind check is interrupted or forgotten. A second check on final catches it while there's still time to go around.

  3. Apply · On short final you see only two green gear lights. What do you do?

    A strong answer: Don't troubleshoot on short final: go around, then at altitude follow the POH (recycle only if it allows, bulbs, breaker, the emergency extension), tell the tower and ask for a visual check if available, and land prepared for a gear collapse if it's still in doubt.

Scenarios to talk through

  • Tower: "Cleared to land runway 27, hold short of runway 33." The ALD in the Chart Supplement is 3,000 feet; your POH landing distance today is about 1,600 feet. Do you accept?

    Sound decision: You may, if you're confident of stopping well within the ALD and you're familiar with LAHSO. Once accepted, you must hold short. If in any doubt, say "unable".

  • Wind 12 knots gusting 22; normal approach speed 80 knots. What speed do you fly?

    Sound decision: Add half the 10-knot gust factor: about 85 knots, and be ready to go around.

  • A gust pushes you toward the runway edge at touchdown. What do you do?

    Sound decision: More aileron into the wind and rudder to hold the centerline; if control is in doubt and there's room, full power and go around.

5 · Common student errors

  • Skipping the final gear check.

    Why it matters: It's the last chance to catch a gear-up landing.

    How to correct it: GUMPS on downwind, gear check again on final, every time.

  • Carrying extra speed.

    Why it matters: Floats past the 200-foot window and lengthens the roll.

    How to correct it: Fly the published speed plus only half the gust factor.

  • Forcing an unstable approach.

    Why it matters: Unstable approaches cause most landing accidents.

    How to correct it: Have a gate and go around if not stable there.

6 · Completion standard

  • Establish the configuration, airspeed and trim; maintain the POH approach speed, or not more than 1.3 VSO, ±5 knots with gust factor applied.
  • Touch down at a proper pitch attitude within 200 feet beyond or on the specified point, with no side drift, aligned with and over the centerline.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.IV.B: pilotprep.pro/exam?exam=CPL&focus=CA.IV.B

7 · References

  • Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Approaches and Landings; Transition to Complex Airplanes
  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aircraft Performance; Aerodynamics of Flight
  • Aeronautical Information Manual (AIM), 4-3-11 (LAHSO) and Chapter 7 (wake turbulence)
  • AC 91-73, Single Pilot Procedures During Taxi Operations
  • Commercial Pilot ACS (FAA-S-ACS-7B), Area IV
  • Your airplane's POH/AFM, normal procedures, performance charts and speeds
  • Airman Certification Standards, task CA.IV.B

PilotPrep instructor lesson plan, from the Normal Approach and Landing lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.