34 Add power Hold altitude 1 Intercept normal glidepath Reduce power smoothly Resume normal approach 2 N o r m a l  A p r oa ch  P at h W r o n g  ( A pp r o a c h  T oo L ow) Figure 11-36. Right and wrong methods of correction for low final approach. Whenever a low-speed approach is noted, the pilot should  apply power and accelerate the aircraft to reduce the sink rate  to prevent a stall. This should be done while still at a high  enough altitude to reestablish the correct approach airspeed  and attitude. If too slow and too low, it is best to execute a  go-around. Power can be used if required during the approach and  roundout to compensate for errors in judgment. The pilot  should be ready to use the foot throttle while managing the  energy throughout the landing, utilizing energy management  procedures for the current landing conditions. Power can be  added to reduce the descent rate if needed; thus, the descent  can be slowed to an acceptable rate. After the aircraft has  touched down, it is necessary to close the throttle to remove  additional thrust and lift allowing the aircraft to stay on the  ground.  Sometimes when the aircraft appears to stop moving downward  temporarily, the roundout has been made too rapidly and the  aircraft is flying level, too high and too slow above the runway.  Continuing the roundout would further reduce the airspeed,  resulting in an increase in AOA to the critical angle. This  would result in the aircraft stalling and dropping hard onto  the runway. To prevent the hard drop, pitch attitude should  be reduced slightly to increase speed to approach speed while  throttle is added to maintain altitude. After speed has been  increased and altitude maintained, the throttle and speed can  both be reduced smoothly and gradually for a gradual descent  with a normal roundout and touchdown.  Although speed is needed after the high roundout is noticed in  order to be corrected, the power application must be enough to  remain level and not initially descend as the speed is increased.  Energy management proficiency is critical. If too little throttle  is added, the momentary decrease in lift that would result  from lowering the nose and decreasing the AOA may be  so great that the aircraft might contact the ground with the  nosewheel first, which could then collapse. As for all landing  maneuvers that are questionable and the outcome is uncertain,  it is recommended that a go-around be executed. Starting the roundout too late or pushing the control forward  too rapidly to prevent the aircraft from touching down  prematurely balloons the aircraft up above the runway.  Suddenly increasing the AOA and stalling the aircraft during  a roundout is a dangerous situation since it may cause the  aircraft to land extremely hard on the main landing gear and  then bounce back into the air.  Recovery from this situation requires prompt and positive  application of power and a lowering of the nose to increase  speed prior to occurrence of the stall. This may be followed  by a normal landing, if sufficient runway is available, similar  to the high roundout discussed above—otherwise the pilot  should immediately execute a go-around. If the airspeed on final approach is excessive, it usually results  in the aircraft floating in ground effect. This is not a problem  if there is plenty of runway and if the pilot floats with the  wheels just inches above the surface. Simply maintain this  position inches above the runway, slowly rounding out as  required until the speed bleeds off for a normal touchdown.  If conditions are turbulent, the nose can be lowered gradually  and the aircraft flown onto the ground, as discussed earlier  in the landing in turbulence procedures.  If the aircraft is well past the desired landing point and  the available runway is insufficient, perform a go-around  immediately.  Use of Power  Late or Rapid Roundout  High Roundout  Floating During Roundout 11-28