Aileron Final Approach Stability 
Pilot's Life Blog
JUNE 18, 2025
Here’s a basic step-by-step approach we teach at Leopard Aviation: Approach Setup Begin by adjusting your heading slightly into the wind to maintain runway alignment. Maintain a stable approach speed, slightly above your normal landing speed, to help control the aircraft. What steps should I follow during a crosswind approach?
Inflight Pilot Training
MARCH 13, 2025
This leads to unstable approaches, excessive pitch changes, and increased workload in the cockpit. Why It Happens: Nervousness and lack of trust in the aircrafts stability. Forgetting to apply rudder and aileron corrections simultaneously. Feeling overwhelmed during short final and flare.
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Flying Magazine
APRIL 26, 2024
The small aileron “tabs” were not doing a great job in crosswind ability. For the final approach, I calculated V REF of about 128 was fought with much shear, with airspeed variances of up to 20 to 30 knots, providing a wild ride. There was no inherent stability. Taking off in violent winds was a task.
Flight Training Central
DECEMBER 4, 2023
The final approach speed for a soft field approach and landing should be the same as is used for a short field technique to minimuze float once you enter ground effect. If gusty conditions are present, increase final approach airspeed by one half the gust factor.
Pilot Institute
OCTOBER 16, 2024
Brief that you will use the right rudder to align the aircraft straight with the runway and the left aileron to counteract drift. It also allows you to focus on flying during the last stages of the approach and landing. This allows you to configure appropriately and ensures a stabilized approach.
Pilot Institute
JULY 12, 2024
The easiest way to achieve this is by flying a stabilized approach. So, what is a stabilized approach? A stabilized approach requires the pilot to establish and maintain a constant angle glidepath towards an aiming point. Most approaches use a 3:1 glidepath. Keep the ailerons into the wind.
Aerotime
JULY 19, 2024
The primary flight controls on the DC-10 (ailerons, rudder, elevators, spoilers) were all operated by hydraulic pressure and the first officer was quick to realize that his controls were unresponsive to his inputs. Upon his return, he reported that both right-hand and left-hand rear stabilizers had sustained damage.
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