It has long been said that the key to
a good landing is a good approach to
the runway, in other words, one that
requires few corrections. Landing is not
hard when the pilot can get the airplane
to the runway without having to make
many corrections.
Approaching the runway without
having to make a number of corrections
hinges on coming out of the fi nal turn
aligned with the runway. Consistently
coming out of the fi nal turn already
lined up with the runway requires
that you keep your turns precise and
start them in the right spot. In short,
a successful landing is accomplished
through a singular focus on the setup to
landing.
Good Landings Are No Accident
If you have ever watched a profi cient
pilot land, you probably noticed how
easily he or she made it look. One
reason is that profi cient pilots tend to
use a 180° turn to set up their landings
because—compared to two 90° turns—a
180° turn requires fewer inputs and
takes up less space, thereby making it
easier to see and to position, especially in
a crosswind.
The fi rst step to achieving great
landings is learning to perform consistent
turns. Second, the fi nal turn must be
kept mostly level to avoid the anxiety
and excess speed that tends to build up
Lessons in proactive flying
vs. reactive flying
Mastering the
Landing Approach
by Dave Scott
Graphics by the author
during a descending turn (Figure 1).
After you’ve mastered consistent turn
inputs and level turns, you can start
fi guring out where to place your turn to
consistently come out of it aligned with
the runway.
Ground Targets: The Six Ps
There is an old saying, “Prudent prior
planning prevents poor performance.”
Profi cient pilots don’t strive to make
Figure 1: A simpler 180° nal turn takes less space so it is easier to predict where it will nish.
Keeping the nal turn nearly level prevents excess speed (and anxiety) from building before to
landing.
good adjustments to come out of the
fi nal turn aligned with the runway.
Profi cient pilots anticipate where to start
the turn so that few, if any, adjustments
are needed. Half of the battle is already
won by locating a good target area from
which to start the fi nal turn and to come
out on the centerline without having to
make many adjustments.
After determining the direction in
which you will be landing, walk out
Figure 2: With
consideration for
the wind’s e ect on
the average turn,
estimate where you
will need to start the
nal turn to come out
over the extended
centerline reference.
Choose a ground
reference to mark
that turning point.
Target
Centerline
Reference
Right-hand
pattern
Average turn width
to the centerline of your runway and
identify a ground reference on the
horizon in line with the centerline.
Estimate where you think you should
start the final turn to come out near
the centerline reference, and choose a
ground reference “target” (tree, hill, etc.)
to mark that turning point (Figure 2).
If there’s a crosswind, consider the
effect that the wind will have on the
turn and adjust the target (where you
start the turn from) accordingly. Turning
with a crosswind will result in a wider
turn, and therefore you’ll need to widen
your target (Figure 3). How much will
depend on the strength of the crosswind.
Turning into (against) a crosswind will
tighten the turn, so you’ll need to choose
Go wide Turn Wind
Turning with the wind
Turn Wind
Turning against the wind
Move in
Figure 3: When turning with a crosswind, plan to start the final
approach wide to accommodate a wider turn.
Figure 4: When
turning into a
crosswind, plan
to start the final
turn closer to the
runway centerline
because the
turn will be more
compact.
Start the final turn when the airplane intersects your line of site with the target.
If the aircraft does not exit the turn above the centerline reference, change
where you start the turn the next time.
Target
Centerline
Reference
a target slightly closer to the centerline.
Plan to initiate the turn when the
airplane intersects your line of sight with
the target, and if the turn doesn’t come
out exactly over the centerline reference,
adjust your target accordingly (Figure 4).
Finding good targets will greatly
reduce the number of corrections
needed to align with the runway, and
provide you the opportunity to start
thinking about the proper time to idle
the engine and land. Of course, to realize
the benefits of using “targets,” your turns
must all be similar, which is the result of
consistent control inputs.
Staying Ahead of the Wind
Although wind is often blamed for
causing deviations, the principle effect
of wind is helping to exaggerate the
deviations and mistakes that pilots
can otherwise get away with in calmer
conditions.
When a crosswind exists,
inexperienced pilots often make the
mistake of completing the final turn
when the fuselage points at the runway
and then try to input a crab into the
wind in response to seeing the airplane
get blown off of the centerline. The
result is a more challenging approach.
The correct method is to anticipate
the crosswind and overshoot or
undershoot the turn slightly so that the
required crab angle into the wind is
already in place (Figure 5). How much
will depend on the strength of the
crosswind.
Final Approach
Even the best RC pilots can only
approximate the airplane’s position
above the ground at a distance, and yet
they consistently end up landing on
the runway centerline. That’s because
proficient pilots perceive how far the
runway centerline is from where they
are standing and then fly the airplane
to that point in front of them. Rather
than making hit-or-miss estimates of
where the airplane is above the ground,
proficient pilots keep track of where
the airplane is heading in reference to
themselves (Figure 6).
In most flying environments, the
runway centerline is approximately 75
feet in front of where the pilot stands.
The objective is to maintain an approach
SONY
SONY
SONY
When turning into a crosswind, exit the nal turn
slightly early to establish a crab into the wind.
Figure 5: When turning with a crosswind, overshoot the
nal turn slightly to establish a crab into the wind.
Figure 6:
Rather than
trying to
estimate the
airplane’s
position above
the ground, pro cient fliers observe how far the runway centerline is in
front of their position. Standing at 75 feet, the pilot should maintain an
approach that brings the airplane 75 feet in front of his or her position.
Figure 7: Because the runway does not typically come into view until the
last moment when practicing on a simulator, the pilot must guide the
airplane toward himself or herself, remembering that the runway was
directly in front of his or her virtual position when he or she took o .
Actual fl ight path when the
fuselage is mistakenly pointed
at the runway in a crosswind.
Wind
Wind
that will bring the airplane 75 feet in front of
you.
Compare this approach with how a person
lands on the runway when fl ying a simulator.
Because the runway does not come into view
until the last moment, the pilot needs to
guide the airplane nearly at his or her virtual
position, remembering that the runway was
directly in front of his or her virtual feet when
taking off. As a result, the airplane is always
close to the runway, and the tiny corrections to
perfect the centerline when it comes into view
are barely noticeable (Figure 7).
Controlling the Touchdown Location
Wind, model type, etc., all infl uence the
angle and length of the landing-glide slope,
making it diffi cult to judge when to idle the
engine to consistently land near the front end
of the runway. The solution is to reduce the
throttle and begin a gradual descent before
the fi nal turn and by doing so, set up a lower
approach. A lower approach will take the
guesswork out of when to fully idle the engine
since the airplane will not have far to go before
touching down (Figure 8).
Determining the touchdown location on
the runway is easier when standing near
the approach end. When you see that the
projected touchdown is going to be short
of your position, you’ll know that you need
www.ModelAviation.com APRIL 2013 Model Aviation 33
Interactive Article!
Improve your skills through this interactive
article available in our tablet app.
Le : Figure 9: Determine when and if you should idle the engine by
comparing the airplane’s projected touchdown location relative to
your position standing near the front end of the runway.
Figure 8: Reducing power and altitude before the nal turn sets up a lower
Touchdown Area (regardless of wind) approach, which makes judging when to idle the engine easier.
Idle
Reduce throttle
Dave Scott is a winning full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature the accelerated training
techniques that he developed instructing more than 1,200 RC pilots
during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
to extend the approach (Figure 9).
A projected touchdown in front of
yourself will obviously be near the front
of the runway, whereas you can predict
a touchdown well past you and will
likely overshoot the runway.
Besides not using ground targets and
performing a diving fi nal turn to lose
altitude, the most common error made
Touchdown short of you
= undershoot
Touchdown in front of you
= fi rst half of the runway
Touchdown past you
= likely overshoot
during landing is failing to establish a good alignment
before becoming distracted with throttle and altitude,
leading to an angled approach and a more diffi cult
landing.
On the other hand, those who hold off from thinking
about the throttle until after they get aligned, end up
having more time to properly manage the throttle
because of a less-demanding approach, and the landing
fl are/touchdown will be easier when everything leading
up to it is more relaxed.
Summary
The ease of your landings will tend to refl ect the quality
and consistency of the turns that set them up. How close
you come to the centerline will refl ect how consistently
you line up the airplane in front of yourself.
Keep the fi nal turn nearly level and make sure you’re
aligned with the centerline before you think about
idling the engine. Not only will things seem like they’re
happening slower, but don’t be surprised if landing
becomes a lot of fun as well!
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
Edition: Model Aviation - 2013/04
Page Numbers: 31,32,33,34
Edition: Model Aviation - 2013/04
Page Numbers: 31,32,33,34
It has long been said that the key to
a good landing is a good approach to
the runway, in other words, one that
requires few corrections. Landing is not
hard when the pilot can get the airplane
to the runway without having to make
many corrections.
Approaching the runway without
having to make a number of corrections
hinges on coming out of the fi nal turn
aligned with the runway. Consistently
coming out of the fi nal turn already
lined up with the runway requires
that you keep your turns precise and
start them in the right spot. In short,
a successful landing is accomplished
through a singular focus on the setup to
landing.
Good Landings Are No Accident
If you have ever watched a profi cient
pilot land, you probably noticed how
easily he or she made it look. One
reason is that profi cient pilots tend to
use a 180° turn to set up their landings
because—compared to two 90° turns—a
180° turn requires fewer inputs and
takes up less space, thereby making it
easier to see and to position, especially in
a crosswind.
The fi rst step to achieving great
landings is learning to perform consistent
turns. Second, the fi nal turn must be
kept mostly level to avoid the anxiety
and excess speed that tends to build up
Lessons in proactive flying
vs. reactive flying
Mastering the
Landing Approach
by Dave Scott
Graphics by the author
during a descending turn (Figure 1).
After you’ve mastered consistent turn
inputs and level turns, you can start
fi guring out where to place your turn to
consistently come out of it aligned with
the runway.
Ground Targets: The Six Ps
There is an old saying, “Prudent prior
planning prevents poor performance.”
Profi cient pilots don’t strive to make
Figure 1: A simpler 180° nal turn takes less space so it is easier to predict where it will nish.
Keeping the nal turn nearly level prevents excess speed (and anxiety) from building before to
landing.
good adjustments to come out of the
fi nal turn aligned with the runway.
Profi cient pilots anticipate where to start
the turn so that few, if any, adjustments
are needed. Half of the battle is already
won by locating a good target area from
which to start the fi nal turn and to come
out on the centerline without having to
make many adjustments.
After determining the direction in
which you will be landing, walk out
Figure 2: With
consideration for
the wind’s e ect on
the average turn,
estimate where you
will need to start the
nal turn to come out
over the extended
centerline reference.
Choose a ground
reference to mark
that turning point.
Target
Centerline
Reference
Right-hand
pattern
Average turn width
to the centerline of your runway and
identify a ground reference on the
horizon in line with the centerline.
Estimate where you think you should
start the final turn to come out near
the centerline reference, and choose a
ground reference “target” (tree, hill, etc.)
to mark that turning point (Figure 2).
If there’s a crosswind, consider the
effect that the wind will have on the
turn and adjust the target (where you
start the turn from) accordingly. Turning
with a crosswind will result in a wider
turn, and therefore you’ll need to widen
your target (Figure 3). How much will
depend on the strength of the crosswind.
Turning into (against) a crosswind will
tighten the turn, so you’ll need to choose
Go wide Turn Wind
Turning with the wind
Turn Wind
Turning against the wind
Move in
Figure 3: When turning with a crosswind, plan to start the final
approach wide to accommodate a wider turn.
Figure 4: When
turning into a
crosswind, plan
to start the final
turn closer to the
runway centerline
because the
turn will be more
compact.
Start the final turn when the airplane intersects your line of site with the target.
If the aircraft does not exit the turn above the centerline reference, change
where you start the turn the next time.
Target
Centerline
Reference
a target slightly closer to the centerline.
Plan to initiate the turn when the
airplane intersects your line of sight with
the target, and if the turn doesn’t come
out exactly over the centerline reference,
adjust your target accordingly (Figure 4).
Finding good targets will greatly
reduce the number of corrections
needed to align with the runway, and
provide you the opportunity to start
thinking about the proper time to idle
the engine and land. Of course, to realize
the benefits of using “targets,” your turns
must all be similar, which is the result of
consistent control inputs.
Staying Ahead of the Wind
Although wind is often blamed for
causing deviations, the principle effect
of wind is helping to exaggerate the
deviations and mistakes that pilots
can otherwise get away with in calmer
conditions.
When a crosswind exists,
inexperienced pilots often make the
mistake of completing the final turn
when the fuselage points at the runway
and then try to input a crab into the
wind in response to seeing the airplane
get blown off of the centerline. The
result is a more challenging approach.
The correct method is to anticipate
the crosswind and overshoot or
undershoot the turn slightly so that the
required crab angle into the wind is
already in place (Figure 5). How much
will depend on the strength of the
crosswind.
Final Approach
Even the best RC pilots can only
approximate the airplane’s position
above the ground at a distance, and yet
they consistently end up landing on
the runway centerline. That’s because
proficient pilots perceive how far the
runway centerline is from where they
are standing and then fly the airplane
to that point in front of them. Rather
than making hit-or-miss estimates of
where the airplane is above the ground,
proficient pilots keep track of where
the airplane is heading in reference to
themselves (Figure 6).
In most flying environments, the
runway centerline is approximately 75
feet in front of where the pilot stands.
The objective is to maintain an approach
SONY
SONY
SONY
When turning into a crosswind, exit the nal turn
slightly early to establish a crab into the wind.
Figure 5: When turning with a crosswind, overshoot the
nal turn slightly to establish a crab into the wind.
Figure 6:
Rather than
trying to
estimate the
airplane’s
position above
the ground, pro cient fliers observe how far the runway centerline is in
front of their position. Standing at 75 feet, the pilot should maintain an
approach that brings the airplane 75 feet in front of his or her position.
Figure 7: Because the runway does not typically come into view until the
last moment when practicing on a simulator, the pilot must guide the
airplane toward himself or herself, remembering that the runway was
directly in front of his or her virtual position when he or she took o .
Actual fl ight path when the
fuselage is mistakenly pointed
at the runway in a crosswind.
Wind
Wind
that will bring the airplane 75 feet in front of
you.
Compare this approach with how a person
lands on the runway when fl ying a simulator.
Because the runway does not come into view
until the last moment, the pilot needs to
guide the airplane nearly at his or her virtual
position, remembering that the runway was
directly in front of his or her virtual feet when
taking off. As a result, the airplane is always
close to the runway, and the tiny corrections to
perfect the centerline when it comes into view
are barely noticeable (Figure 7).
Controlling the Touchdown Location
Wind, model type, etc., all infl uence the
angle and length of the landing-glide slope,
making it diffi cult to judge when to idle the
engine to consistently land near the front end
of the runway. The solution is to reduce the
throttle and begin a gradual descent before
the fi nal turn and by doing so, set up a lower
approach. A lower approach will take the
guesswork out of when to fully idle the engine
since the airplane will not have far to go before
touching down (Figure 8).
Determining the touchdown location on
the runway is easier when standing near
the approach end. When you see that the
projected touchdown is going to be short
of your position, you’ll know that you need
www.ModelAviation.com APRIL 2013 Model Aviation 33
Interactive Article!
Improve your skills through this interactive
article available in our tablet app.
Le : Figure 9: Determine when and if you should idle the engine by
comparing the airplane’s projected touchdown location relative to
your position standing near the front end of the runway.
Figure 8: Reducing power and altitude before the nal turn sets up a lower
Touchdown Area (regardless of wind) approach, which makes judging when to idle the engine easier.
Idle
Reduce throttle
Dave Scott is a winning full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature the accelerated training
techniques that he developed instructing more than 1,200 RC pilots
during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
to extend the approach (Figure 9).
A projected touchdown in front of
yourself will obviously be near the front
of the runway, whereas you can predict
a touchdown well past you and will
likely overshoot the runway.
Besides not using ground targets and
performing a diving fi nal turn to lose
altitude, the most common error made
Touchdown short of you
= undershoot
Touchdown in front of you
= fi rst half of the runway
Touchdown past you
= likely overshoot
during landing is failing to establish a good alignment
before becoming distracted with throttle and altitude,
leading to an angled approach and a more diffi cult
landing.
On the other hand, those who hold off from thinking
about the throttle until after they get aligned, end up
having more time to properly manage the throttle
because of a less-demanding approach, and the landing
fl are/touchdown will be easier when everything leading
up to it is more relaxed.
Summary
The ease of your landings will tend to refl ect the quality
and consistency of the turns that set them up. How close
you come to the centerline will refl ect how consistently
you line up the airplane in front of yourself.
Keep the fi nal turn nearly level and make sure you’re
aligned with the centerline before you think about
idling the engine. Not only will things seem like they’re
happening slower, but don’t be surprised if landing
becomes a lot of fun as well!
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
Edition: Model Aviation - 2013/04
Page Numbers: 31,32,33,34
It has long been said that the key to
a good landing is a good approach to
the runway, in other words, one that
requires few corrections. Landing is not
hard when the pilot can get the airplane
to the runway without having to make
many corrections.
Approaching the runway without
having to make a number of corrections
hinges on coming out of the fi nal turn
aligned with the runway. Consistently
coming out of the fi nal turn already
lined up with the runway requires
that you keep your turns precise and
start them in the right spot. In short,
a successful landing is accomplished
through a singular focus on the setup to
landing.
Good Landings Are No Accident
If you have ever watched a profi cient
pilot land, you probably noticed how
easily he or she made it look. One
reason is that profi cient pilots tend to
use a 180° turn to set up their landings
because—compared to two 90° turns—a
180° turn requires fewer inputs and
takes up less space, thereby making it
easier to see and to position, especially in
a crosswind.
The fi rst step to achieving great
landings is learning to perform consistent
turns. Second, the fi nal turn must be
kept mostly level to avoid the anxiety
and excess speed that tends to build up
Lessons in proactive flying
vs. reactive flying
Mastering the
Landing Approach
by Dave Scott
Graphics by the author
during a descending turn (Figure 1).
After you’ve mastered consistent turn
inputs and level turns, you can start
fi guring out where to place your turn to
consistently come out of it aligned with
the runway.
Ground Targets: The Six Ps
There is an old saying, “Prudent prior
planning prevents poor performance.”
Profi cient pilots don’t strive to make
Figure 1: A simpler 180° nal turn takes less space so it is easier to predict where it will nish.
Keeping the nal turn nearly level prevents excess speed (and anxiety) from building before to
landing.
good adjustments to come out of the
fi nal turn aligned with the runway.
Profi cient pilots anticipate where to start
the turn so that few, if any, adjustments
are needed. Half of the battle is already
won by locating a good target area from
which to start the fi nal turn and to come
out on the centerline without having to
make many adjustments.
After determining the direction in
which you will be landing, walk out
Figure 2: With
consideration for
the wind’s e ect on
the average turn,
estimate where you
will need to start the
nal turn to come out
over the extended
centerline reference.
Choose a ground
reference to mark
that turning point.
Target
Centerline
Reference
Right-hand
pattern
Average turn width
to the centerline of your runway and
identify a ground reference on the
horizon in line with the centerline.
Estimate where you think you should
start the final turn to come out near
the centerline reference, and choose a
ground reference “target” (tree, hill, etc.)
to mark that turning point (Figure 2).
If there’s a crosswind, consider the
effect that the wind will have on the
turn and adjust the target (where you
start the turn from) accordingly. Turning
with a crosswind will result in a wider
turn, and therefore you’ll need to widen
your target (Figure 3). How much will
depend on the strength of the crosswind.
Turning into (against) a crosswind will
tighten the turn, so you’ll need to choose
Go wide Turn Wind
Turning with the wind
Turn Wind
Turning against the wind
Move in
Figure 3: When turning with a crosswind, plan to start the final
approach wide to accommodate a wider turn.
Figure 4: When
turning into a
crosswind, plan
to start the final
turn closer to the
runway centerline
because the
turn will be more
compact.
Start the final turn when the airplane intersects your line of site with the target.
If the aircraft does not exit the turn above the centerline reference, change
where you start the turn the next time.
Target
Centerline
Reference
a target slightly closer to the centerline.
Plan to initiate the turn when the
airplane intersects your line of sight with
the target, and if the turn doesn’t come
out exactly over the centerline reference,
adjust your target accordingly (Figure 4).
Finding good targets will greatly
reduce the number of corrections
needed to align with the runway, and
provide you the opportunity to start
thinking about the proper time to idle
the engine and land. Of course, to realize
the benefits of using “targets,” your turns
must all be similar, which is the result of
consistent control inputs.
Staying Ahead of the Wind
Although wind is often blamed for
causing deviations, the principle effect
of wind is helping to exaggerate the
deviations and mistakes that pilots
can otherwise get away with in calmer
conditions.
When a crosswind exists,
inexperienced pilots often make the
mistake of completing the final turn
when the fuselage points at the runway
and then try to input a crab into the
wind in response to seeing the airplane
get blown off of the centerline. The
result is a more challenging approach.
The correct method is to anticipate
the crosswind and overshoot or
undershoot the turn slightly so that the
required crab angle into the wind is
already in place (Figure 5). How much
will depend on the strength of the
crosswind.
Final Approach
Even the best RC pilots can only
approximate the airplane’s position
above the ground at a distance, and yet
they consistently end up landing on
the runway centerline. That’s because
proficient pilots perceive how far the
runway centerline is from where they
are standing and then fly the airplane
to that point in front of them. Rather
than making hit-or-miss estimates of
where the airplane is above the ground,
proficient pilots keep track of where
the airplane is heading in reference to
themselves (Figure 6).
In most flying environments, the
runway centerline is approximately 75
feet in front of where the pilot stands.
The objective is to maintain an approach
SONY
SONY
SONY
When turning into a crosswind, exit the nal turn
slightly early to establish a crab into the wind.
Figure 5: When turning with a crosswind, overshoot the
nal turn slightly to establish a crab into the wind.
Figure 6:
Rather than
trying to
estimate the
airplane’s
position above
the ground, pro cient fliers observe how far the runway centerline is in
front of their position. Standing at 75 feet, the pilot should maintain an
approach that brings the airplane 75 feet in front of his or her position.
Figure 7: Because the runway does not typically come into view until the
last moment when practicing on a simulator, the pilot must guide the
airplane toward himself or herself, remembering that the runway was
directly in front of his or her virtual position when he or she took o .
Actual fl ight path when the
fuselage is mistakenly pointed
at the runway in a crosswind.
Wind
Wind
that will bring the airplane 75 feet in front of
you.
Compare this approach with how a person
lands on the runway when fl ying a simulator.
Because the runway does not come into view
until the last moment, the pilot needs to
guide the airplane nearly at his or her virtual
position, remembering that the runway was
directly in front of his or her virtual feet when
taking off. As a result, the airplane is always
close to the runway, and the tiny corrections to
perfect the centerline when it comes into view
are barely noticeable (Figure 7).
Controlling the Touchdown Location
Wind, model type, etc., all infl uence the
angle and length of the landing-glide slope,
making it diffi cult to judge when to idle the
engine to consistently land near the front end
of the runway. The solution is to reduce the
throttle and begin a gradual descent before
the fi nal turn and by doing so, set up a lower
approach. A lower approach will take the
guesswork out of when to fully idle the engine
since the airplane will not have far to go before
touching down (Figure 8).
Determining the touchdown location on
the runway is easier when standing near
the approach end. When you see that the
projected touchdown is going to be short
of your position, you’ll know that you need
www.ModelAviation.com APRIL 2013 Model Aviation 33
Interactive Article!
Improve your skills through this interactive
article available in our tablet app.
Le : Figure 9: Determine when and if you should idle the engine by
comparing the airplane’s projected touchdown location relative to
your position standing near the front end of the runway.
Figure 8: Reducing power and altitude before the nal turn sets up a lower
Touchdown Area (regardless of wind) approach, which makes judging when to idle the engine easier.
Idle
Reduce throttle
Dave Scott is a winning full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature the accelerated training
techniques that he developed instructing more than 1,200 RC pilots
during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
to extend the approach (Figure 9).
A projected touchdown in front of
yourself will obviously be near the front
of the runway, whereas you can predict
a touchdown well past you and will
likely overshoot the runway.
Besides not using ground targets and
performing a diving fi nal turn to lose
altitude, the most common error made
Touchdown short of you
= undershoot
Touchdown in front of you
= fi rst half of the runway
Touchdown past you
= likely overshoot
during landing is failing to establish a good alignment
before becoming distracted with throttle and altitude,
leading to an angled approach and a more diffi cult
landing.
On the other hand, those who hold off from thinking
about the throttle until after they get aligned, end up
having more time to properly manage the throttle
because of a less-demanding approach, and the landing
fl are/touchdown will be easier when everything leading
up to it is more relaxed.
Summary
The ease of your landings will tend to refl ect the quality
and consistency of the turns that set them up. How close
you come to the centerline will refl ect how consistently
you line up the airplane in front of yourself.
Keep the fi nal turn nearly level and make sure you’re
aligned with the centerline before you think about
idling the engine. Not only will things seem like they’re
happening slower, but don’t be surprised if landing
becomes a lot of fun as well!
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
Edition: Model Aviation - 2013/04
Page Numbers: 31,32,33,34
It has long been said that the key to
a good landing is a good approach to
the runway, in other words, one that
requires few corrections. Landing is not
hard when the pilot can get the airplane
to the runway without having to make
many corrections.
Approaching the runway without
having to make a number of corrections
hinges on coming out of the fi nal turn
aligned with the runway. Consistently
coming out of the fi nal turn already
lined up with the runway requires
that you keep your turns precise and
start them in the right spot. In short,
a successful landing is accomplished
through a singular focus on the setup to
landing.
Good Landings Are No Accident
If you have ever watched a profi cient
pilot land, you probably noticed how
easily he or she made it look. One
reason is that profi cient pilots tend to
use a 180° turn to set up their landings
because—compared to two 90° turns—a
180° turn requires fewer inputs and
takes up less space, thereby making it
easier to see and to position, especially in
a crosswind.
The fi rst step to achieving great
landings is learning to perform consistent
turns. Second, the fi nal turn must be
kept mostly level to avoid the anxiety
and excess speed that tends to build up
Lessons in proactive flying
vs. reactive flying
Mastering the
Landing Approach
by Dave Scott
Graphics by the author
during a descending turn (Figure 1).
After you’ve mastered consistent turn
inputs and level turns, you can start
fi guring out where to place your turn to
consistently come out of it aligned with
the runway.
Ground Targets: The Six Ps
There is an old saying, “Prudent prior
planning prevents poor performance.”
Profi cient pilots don’t strive to make
Figure 1: A simpler 180° nal turn takes less space so it is easier to predict where it will nish.
Keeping the nal turn nearly level prevents excess speed (and anxiety) from building before to
landing.
good adjustments to come out of the
fi nal turn aligned with the runway.
Profi cient pilots anticipate where to start
the turn so that few, if any, adjustments
are needed. Half of the battle is already
won by locating a good target area from
which to start the fi nal turn and to come
out on the centerline without having to
make many adjustments.
After determining the direction in
which you will be landing, walk out
Figure 2: With
consideration for
the wind’s e ect on
the average turn,
estimate where you
will need to start the
nal turn to come out
over the extended
centerline reference.
Choose a ground
reference to mark
that turning point.
Target
Centerline
Reference
Right-hand
pattern
Average turn width
to the centerline of your runway and
identify a ground reference on the
horizon in line with the centerline.
Estimate where you think you should
start the final turn to come out near
the centerline reference, and choose a
ground reference “target” (tree, hill, etc.)
to mark that turning point (Figure 2).
If there’s a crosswind, consider the
effect that the wind will have on the
turn and adjust the target (where you
start the turn from) accordingly. Turning
with a crosswind will result in a wider
turn, and therefore you’ll need to widen
your target (Figure 3). How much will
depend on the strength of the crosswind.
Turning into (against) a crosswind will
tighten the turn, so you’ll need to choose
Go wide Turn Wind
Turning with the wind
Turn Wind
Turning against the wind
Move in
Figure 3: When turning with a crosswind, plan to start the final
approach wide to accommodate a wider turn.
Figure 4: When
turning into a
crosswind, plan
to start the final
turn closer to the
runway centerline
because the
turn will be more
compact.
Start the final turn when the airplane intersects your line of site with the target.
If the aircraft does not exit the turn above the centerline reference, change
where you start the turn the next time.
Target
Centerline
Reference
a target slightly closer to the centerline.
Plan to initiate the turn when the
airplane intersects your line of sight with
the target, and if the turn doesn’t come
out exactly over the centerline reference,
adjust your target accordingly (Figure 4).
Finding good targets will greatly
reduce the number of corrections
needed to align with the runway, and
provide you the opportunity to start
thinking about the proper time to idle
the engine and land. Of course, to realize
the benefits of using “targets,” your turns
must all be similar, which is the result of
consistent control inputs.
Staying Ahead of the Wind
Although wind is often blamed for
causing deviations, the principle effect
of wind is helping to exaggerate the
deviations and mistakes that pilots
can otherwise get away with in calmer
conditions.
When a crosswind exists,
inexperienced pilots often make the
mistake of completing the final turn
when the fuselage points at the runway
and then try to input a crab into the
wind in response to seeing the airplane
get blown off of the centerline. The
result is a more challenging approach.
The correct method is to anticipate
the crosswind and overshoot or
undershoot the turn slightly so that the
required crab angle into the wind is
already in place (Figure 5). How much
will depend on the strength of the
crosswind.
Final Approach
Even the best RC pilots can only
approximate the airplane’s position
above the ground at a distance, and yet
they consistently end up landing on
the runway centerline. That’s because
proficient pilots perceive how far the
runway centerline is from where they
are standing and then fly the airplane
to that point in front of them. Rather
than making hit-or-miss estimates of
where the airplane is above the ground,
proficient pilots keep track of where
the airplane is heading in reference to
themselves (Figure 6).
In most flying environments, the
runway centerline is approximately 75
feet in front of where the pilot stands.
The objective is to maintain an approach
SONY
SONY
SONY
When turning into a crosswind, exit the nal turn
slightly early to establish a crab into the wind.
Figure 5: When turning with a crosswind, overshoot the
nal turn slightly to establish a crab into the wind.
Figure 6:
Rather than
trying to
estimate the
airplane’s
position above
the ground, pro cient fliers observe how far the runway centerline is in
front of their position. Standing at 75 feet, the pilot should maintain an
approach that brings the airplane 75 feet in front of his or her position.
Figure 7: Because the runway does not typically come into view until the
last moment when practicing on a simulator, the pilot must guide the
airplane toward himself or herself, remembering that the runway was
directly in front of his or her virtual position when he or she took o .
Actual fl ight path when the
fuselage is mistakenly pointed
at the runway in a crosswind.
Wind
Wind
that will bring the airplane 75 feet in front of
you.
Compare this approach with how a person
lands on the runway when fl ying a simulator.
Because the runway does not come into view
until the last moment, the pilot needs to
guide the airplane nearly at his or her virtual
position, remembering that the runway was
directly in front of his or her virtual feet when
taking off. As a result, the airplane is always
close to the runway, and the tiny corrections to
perfect the centerline when it comes into view
are barely noticeable (Figure 7).
Controlling the Touchdown Location
Wind, model type, etc., all infl uence the
angle and length of the landing-glide slope,
making it diffi cult to judge when to idle the
engine to consistently land near the front end
of the runway. The solution is to reduce the
throttle and begin a gradual descent before
the fi nal turn and by doing so, set up a lower
approach. A lower approach will take the
guesswork out of when to fully idle the engine
since the airplane will not have far to go before
touching down (Figure 8).
Determining the touchdown location on
the runway is easier when standing near
the approach end. When you see that the
projected touchdown is going to be short
of your position, you’ll know that you need
www.ModelAviation.com APRIL 2013 Model Aviation 33
Interactive Article!
Improve your skills through this interactive
article available in our tablet app.
Le : Figure 9: Determine when and if you should idle the engine by
comparing the airplane’s projected touchdown location relative to
your position standing near the front end of the runway.
Figure 8: Reducing power and altitude before the nal turn sets up a lower
Touchdown Area (regardless of wind) approach, which makes judging when to idle the engine easier.
Idle
Reduce throttle
Dave Scott is a winning full-scale aerobatics competitor,
professional RC air show pilot, founder of the 1st U.S.
R/C Flight School, and author of several RC flight training
manuals. His books and articles feature the accelerated training
techniques that he developed instructing more than 1,200 RC pilots
during his school’s four- and ve-day courses.
More information about Dave’s books and flight school can be
found at www.rcflightschool.com.
to extend the approach (Figure 9).
A projected touchdown in front of
yourself will obviously be near the front
of the runway, whereas you can predict
a touchdown well past you and will
likely overshoot the runway.
Besides not using ground targets and
performing a diving fi nal turn to lose
altitude, the most common error made
Touchdown short of you
= undershoot
Touchdown in front of you
= fi rst half of the runway
Touchdown past you
= likely overshoot
during landing is failing to establish a good alignment
before becoming distracted with throttle and altitude,
leading to an angled approach and a more diffi cult
landing.
On the other hand, those who hold off from thinking
about the throttle until after they get aligned, end up
having more time to properly manage the throttle
because of a less-demanding approach, and the landing
fl are/touchdown will be easier when everything leading
up to it is more relaxed.
Summary
The ease of your landings will tend to refl ect the quality
and consistency of the turns that set them up. How close
you come to the centerline will refl ect how consistently
you line up the airplane in front of yourself.
Keep the fi nal turn nearly level and make sure you’re
aligned with the centerline before you think about
idling the engine. Not only will things seem like they’re
happening slower, but don’t be surprised if landing
becomes a lot of fun as well!
—Dave Scott
[email protected]
SOURCES:
1st U.S. R/C Flight School
www.rcfl ightschool.com
