landing area. From the key point on, the approach is a normal  power-off approach.  [Figure 8-29] but full flaps are not used until established on the final  approach. The angle of bank is varied as needed throughout  the pattern to correct for wind conditions and to align the  airplane with the final approach. The turn-to-final should be  completed at a minimum altitude of 300 feet above the terrain. With the greater choice of fields afforded by higher altitudes,  the inexperienced pilot may be inclined to delay making  a decision, and with considerable altitude in which to  maneuver, errors in maneuvering and estimation of glide  distance may develop. Common errors in the performance of power-off accuracy  approaches are: All pilots must learn to determine the wind direction and  estimate its speed from the windsock at the airport, smoke  from factories or houses, dust, brush fires, and windmills. Once a field has been selected, a pilot should always  be required to indicate the proposed landing area to the  instructor. Normally, the pilot should be required to plan  and fly a pattern for landing on the field first elected until  the instructor terminates the simulated emergency landing.  This provides the instructor an opportunity to explain and  correct any errors; it also gives the pilot an opportunity to  see the results of the errors. However, if the pilot realizes  during the approach that a poor field has been selected—one  that would obviously result in disaster if a landing were to be  made—and there is a more advantageous field within gliding  distance, a change to the better field should be permitted.  The hazards involved in these last-minute decisions, such  as excessive maneuvering at very low altitudes, must be  thoroughly explained by the instructor. Instructors must stress slipping the airplane, using flaps,  varying the position of the base leg, and varying the turn  onto final approach as ways of correcting for misjudgment  of altitude and glide angle. During dual training flights, the instructor should give  simulated emergency landings by retarding the throttle and  calling “simulated emergency landing.” The objective of  these simulated emergency landings is to develop a pilot’s  accuracy, judgment, planning, procedures, and confidence  when little or no power is available. A simulated emergency  landing may be given with the airplane in any configuration.  When the instructor calls “simulated emergency landing,”  immediately establish a glide attitude and ensure that the  flaps and landing gear are in the proper configuration for the  existing situation. When the proper glide speed is attained,  the nose can then be lowered and the airplane trimmed to  maintain that speed. Eagerness to get down is one of the most common faults of  inexperienced pilots during simulated emergency landings.  They forget about speed and arrive at the edge of the field  with too much speed to permit a safe landing. Too much  speed is just as dangerous as too little; it results in excessive  floating and overshooting the desired landing spot. Instructors  must stress during their instruction that pilots cannot dive at  a field and expect to land on it. During all simulated emergency landings, keep the engine  warm and cleared. During a simulated emergency landing,  either the instructor or the pilot should have complete  control of the throttle. There must be no doubt as to who has  control since many near accidents have occurred from such  misunderstandings. A constant gliding speed is maintained because variations of  gliding speed nullify all attempts at accuracy in judgment of  gliding distance and the landing spot. The many variables,  such as altitude, obstruction, wind direction, landing  direction, landing surface and gradient, and landing distance  requirements of the airplane, determines the pattern and  approach procedures to use. Use any combination of normal gliding maneuvers, from  wings level to spirals to eventually arrive at the normal key  position at a normal traffic pattern altitude for the selected  Every simulated emergency landing approach is terminated  as soon as it can be determined whether a safe landing could  have been made. In no case should it be continued to a point  8-26 Emergency Approaches and Landings  (Simulated) • Forcing the airplane onto the runway in order to avoid  overshooting the designated landing spot • Use of throttle to increase the glide instead of merely  clearing the engine • Premature flap extension/landing gear extension • Attempting to “stretch” the glide during an undershoot • Failure to lower landing gear in retractable gear  airplanes • Skidding turns in an effort to increase gliding distance • Inadequate compensation for wind drift on base leg • Overextension of downwind leg resulting from a  tailwind • Downwind leg is too far from the runway/landing area