A better approach?

[WingFlaps]

Until recently I was using the approach to landing that involved
setting airspeed with elevator and power for rate of descent. More
recently, under advanced instruction for aerobatics I have been told
to set the aim point and attitude and use power for airspeed. This
enables me to decide much earlier if I am going to make my touchdown
point when too high and decide to add more flap or just go around. It
seems to work well so why is this not taught initially? is it because
the student has little "feel" for when the plane is getting too slow
and can't scan properly to make the throttle adjustments? Any thoughts
on what is the "best" method?

Cheers

[Capt. Geoffrey Thorpe]

Post by WingFlaps
Until recently I was using the approach to landing that involved
setting airspeed with elevator and power for rate of descent. More
recently, under advanced instruction for aerobatics I have been told
to set the aim point and attitude and use power for airspeed. This
enables me to decide much earlier if I am going to make my touchdown
point when too high and decide to add more flap or just go around. It
seems to work well so why is this not taught initially? is it because
the student has little "feel" for when the plane is getting too slow
and can't scan properly to make the throttle adjustments? Any thoughts
on what is the "best" method?

"The book" sez elevator for speed and power for rate of climb / descent.

But the fact of the matter is that power and elevator interact with each
other so if you dink with one you typically change both speed and climb -
eh?

And, what do you when you want to cruise at a constant altitude at 75%
power? You set the power and use the elevator trim to maintain altitude.

Now, for a landing if you are power off you have to use elevator for
airspeed on account of what that is the only knob you have - right? Hence
the concept of using elevator for speed.

Whatever works for you, works for you.

[BT]

I always "pitch for speed" and power or drag devices for glide path control.
On an ILS final.. pitch controls speed, power controls glide path.
2 notches of flaps, pitch to 100knts, 17in MP gives me a 3 degree path
if high, power to 15MP, if low power to 20mp.. maintain pitch for 100knts

in a glider, pitch for airspeed, drag devices for glide path

BT

Post by WingFlaps
Until recently I was using the approach to landing that involved
setting airspeed with elevator and power for rate of descent. More
recently, under advanced instruction for aerobatics I have been told
to set the aim point and attitude and use power for airspeed. This
enables me to decide much earlier if I am going to make my touchdown
point when too high and decide to add more flap or just go around. It
seems to work well so why is this not taught initially? is it because
the student has little "feel" for when the plane is getting too slow
and can't scan properly to make the throttle adjustments? Any thoughts
on what is the "best" method?
Cheers

[Brian]

Post by WingFlaps
Until recently I was using the approach to landing that involved
setting airspeed with elevator and power for rate of descent. More
recently, under advanced instruction for aerobatics I have been told
to set the aim point and attitude and use power for airspeed.  This
enables me to decide much earlier if I am going to make my touchdown
point when too high and decide to add more flap or just go around. It
seems to work well so why is this not taught initially? is it because
the student has little "feel" for when the plane is getting too slow
and can't scan properly to make the throttle adjustments? Any thoughts
on what is the "best" method?
Cheers

It is usually easier to do it the way you were initially taught. The
reason is in most aircraft changing the power also changes the
attitude unless you counteract it with trim or control pressure. Most
primary instructors are most concerned with airspeed control while
landing so by teaching it as the primary thing to set reinforces how
important it is to maintain it. Also by teaching it this way students
are mostly just changing attitude with the power while the airspeed
remains constant. Very little if any changes in control pressure or
trim are required.

Doing as you describe if attitude and power setting you select cause
the plane to slow you must add power which will cause the nose to rise
requiring you to add forward pressure or trim to maintain the
attitude. The opposite is true if you reduce power. This requires a
much more complex response to adjust the approach angle, especially
for new students.

I am not sure why the former seems easier to you, it may be that you
are simply looking at the approach attitude differently or perhaps
setting the initial power settings differently. That is one trick
experienced instructors like to use is to try and describe the same
thing in different terms, One description will finally stick and seem
to work for you to produce the desired results.

Brian
CFIIG/ASEL

[s***@here.com]

On Sun, 21 Dec 2008 11:53:26 -0800 (PST), WingFlaps

Post by WingFlaps
Until recently I was using the approach to landing that involved
setting airspeed with elevator and power for rate of descent. More
recently, under advanced instruction for aerobatics I have been told
to set the aim point and attitude and use power for airspeed. This
enables me to decide much earlier if I am going to make my touchdown
point when too high and decide to add more flap or just go around. It
seems to work well so why is this not taught initially? is it because
the student has little "feel" for when the plane is getting too slow
and can't scan properly to make the throttle adjustments? Any thoughts
on what is the "best" method?

As the Captain said, Either works. It depends on the situation and the
pilot. At the Air Safety Foundation training the one instructor had
me show him landings using both. That works with power on landings,
but you might be a bit hard pressed with a power out landings.

Roger (K8RI)
N833R, World's oldest Debonair.

Post by WingFlaps
Cheers