The airplane is tracking the extended centerline to the runway with only minor heading/pitch changes necessary to correct for wind or turbulence to maintain alignment. Bank angle should not exceed 15 degrees on final approach.

The pilot maintains a constant target airspeed within +10/-5 knots indicated airspeed (KIAS), which is usually at, but no lower than, the recommended landing speed specified in the pilot’s operating handbook (POH)/Airplane Flight Manual (AFM), approved placards/markings, or 1.3 times the stalling speed or the minimum steady flight speed in the landing configuration (VS0), if not specified.

The airplane is in the correct landing configuration with flaps as required, landing gear extended, and the airplane in trim.

Descent rate is a constant and generally no greater than 500 feet per minute (fpm). If a descent greater than 500 fpm is required due to approach considerations, it should be reduced prior to 300 feet above ground level (AGL) and well before the landing flare and touchdown phase.

Power setting is appropriate for the airplane configuration and is not below the minimum power for approach as defined by the POH/AFM

All briefings and checklists (except the landing checklist) are completed prior to initiating the approach.

Another area where pilots have experienced LOC is while maneuvering in IMC. Vertigo or spatial disorientation has been a significant factor in many aircraft accidents. The common result when a non-instrument-rated pilot inadvertently continues flight into IMC is spatial disorientation of the pilot and LOC. Pilots who are instrument rated, but not instrument proficient, are also susceptible. Recovery from LOC in IMC can be nearly impossible without skills and competency. Additionally, instrument-rated pilots maneuvering in IMC who fail to prioritize pilot workload properly and use Crew Resource Management (CRM) or Single Pilot Resource Management (SRM) may become inattentive or distracted and lose situational awareness (SA), which too often can lead to LOC. The GAJSC determined that pilots and flight instructors need to emphasize effective preflight planning and pilot proficiency to reduce the risk of LOC in IMC.

Pilots and aircraft owners have taken advantage of modern avionics and flight automation equipment. “Glass cockpits” are available for virtually every new aircraft, as well as for many legacy and experimental aircraft. Global Positioning Systems (GPS), positioning on a moving map, real-time weather, terrain/traffic awareness, and modern autopilots have made a significant presence in the GA fleet. Pilots also employ handheld equipment not installed in the aircraft much more frequently than in the past. This equipment can make flight operations safer and help avoid LOC situations; however, pilots should be proficient in all
automation tools and know the system limitations. The FAA reminds flight instructors conducting flight reviews and IPCs to ensure that a pilot under evaluation is proficient with the automated system and knows what to do if it fails.