NAVWEPS DD-BOT-80  APPLICATION OF AERODYNAMICS  TO SPECIFIC PROBLEMS OF FLYING  and stall speed in the turn.  Figure 6.4 illus-  trates the typical change in thrust required  caused  by a steep turn.  A steep turn may cause  the airplane to stall or the large increase  in in-  duced drag may create an excessive rate of  descent. In either case, there may not be suf-  ficient altitude to effect recovery. If the .air-  plane is not properly lined up on the final ap-  proach, it is certainly preferable to take a  waveoff and go around rather than “press on  regardless” and attempt to salvage a decent  landing from a poor approach.  attack (and, hence, airspeed) and the flight  path of the landing aircraft and signal correc-  tions to be made in order to achieve the desired  flight path and angle of attack.  Because of  the field of orientation available to the LSO,  he is able to perceive the flight path and angle  of attack more accurately than the pilot with-  out an angle of attack indicator and mirror  landing system.  The specific techniques necessary  during the  phase of approach and landing may vary con-  siderably between various types of airplanes  and various operations. However, regardless  of the airplane type or operation, there are  certain fundamental principles which will de-  fine the basic techniques of flying during ap-  proach and landing.  The specific procedures  recommended for each airplane type must be  followed exactly to insure a consistent, safe  landing technique.  THE APPROACH AND LANDING  The proper coordination of the controls is  an absolute necessity  during the approach.  In  this sense, due respect must be given to the  primary control of airspeed and race of descent  for the conditions of the steady approach.  Thus, the proper angle of attack will produce  the desired approach airspeed; too low an  angle of attack will incur an excess  speed  while  an excessive angle of attack will produce a  deficiency of speed and may cause stall or con-  trol problems. Once the proper airspeed and  angle of attack are attained the primary control  of rate of descent during the steady approach  will be the power setting. For example, if it  is realized that the airplane is above the de-  sired glide path, a more nose-down attitude  without a decrease  in power setting will result  in a gain in airspeed.  On the other hand, if it  is realized that the airplane is below the desired  glide path, a more nose-up attitude without an  increase  in power setting will simply allow the  airplane to fly more slowly and-in  the region  of reversed command-eventually produce a  greater rate of descent.  For the conditions of  steady flight, angle of attack is the primary  control of airspeed and power setting is the  primary control of rate of climb and descent.  This is especially true during the steady ap-  proach to landing.  Of course, the ability of  the powerplant to produce rapid changes in  thrust will affect the specific technique to be  used. If the powerplant is not capable of pro-  ducing immediate controlled changes in thrust,  the operating technique must’ account for this  THE APPROACH. The approach must be  conductrd to provide a stabilized, steady flight  path to the intended point of touchdown.  The  approach speed specified for an airplane must  provide sufficient margin above the stall speed  or minimum control speed  to allow satisfactory  control and adequate maneuverability. On the  other hand, the approach speed must not be  greatly in excess  of the touchdown speed or a  large reduction in speed would be necessary  prior to ground contact. Generally, the ap-  proach speed will be from 10 to 30 percent  above the stall speed depending on the air-  plane type and the particular operation.  During the approach, the pilot must attempt  to maintain a smooth flight path and prepare  for the touchdown.  A smooth, steady ap-  proach to landing will minimize the transient  items of the flight path and provide the pilot  better opportunity to perceive and orientate  the airplane along the desired flight path.  Steep turns must be avoided at the low speeds  of the approach because  of the increase  in drag  360 