Cessna 152 landing technique
09-21-2014, 04:33 PM
#31
New boss = Old boss
Joined APC: Mar 2005
Position: Ca B737
Posts: 2,762
Originally Posted by Ewfflyer
Making a simple situation more complex, IMO.
For someone that's been in the industry, surely you can appreciate that there are at least 10 plus ways to do the same thing. Put your $.02 in and let it go.
For someone that's been in the industry, surely you can appreciate that there are at least 10 plus ways to do the same thing. Put your $.02 in and let it go.
09-21-2014, 08:38 PM
#32
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Joined APC: Oct 2011
Posts: 103
Originally Posted by 2StgTurbine
I would disagree. The FAA says you should not go below the GS, there is nothing wrong with staying above it. You are describing how to land a large aircraft. In a light single with a low power engine, I treat every landing like a power off landing for three reasons, an engine failure is a non event, it improves your piloting skills, and it is fun. A 2 mile final at a constant 3 degrees with full flaps and power in a 172 is for the flight schools that make the CFIs dress as airline pilots.
There is no one-size-fits all technique. Fly the airplane you're in.
Last edited by ShadyMilkman; 09-21-2014 at 08:50 PM.
09-21-2014, 08:43 PM
#33
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Joined APC: Oct 2011
Posts: 103
Originally Posted by 2StgTurbine
Lots of time in a 150, and I have never had carb ice in the pattern with the carb heat on. As far as making it harder for a student to transition to a larger aircraft, that is not the point. Fly the plane you are in, not the plane you want to be in. There is no landing technique that works for every airplane, so teach the technique for the plane the student is in. When that student wants to learn to fly a larger aircraft, then a CFI will teach them how to land that plane.
And a little aviation history... Standard practice for students learning how to fly in the 1930s was to pull the power to idle abeam the touchdown zone and use drag to adjust your descent rate all the way to the runway.
And a little aviation history... Standard practice for students learning how to fly in the 1930s was to pull the power to idle abeam the touchdown zone and use drag to adjust your descent rate all the way to the runway.
09-21-2014, 09:18 PM
#34
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Joined APC: Nov 2012
Position: ERJ, CA
Posts: 718
The difference is learning to fly a C152 in order to learn to fly other light aircraft OR learn a C152 as a means to advance to other high performance aircraft and eventually jets. If all you are going to do is fly light aircraft, then pitching for airspeed works fine, if imprecisely.
In a turbine aircraft travelling at 135 kts, you aren't going to power off on the glideslope or pitch up to slow down. If you do you'll find yourself hundreds of feet above the glideslope (glidepath) in seconds.
I think the best way to fly any powered approach in ANY aircraft is: pitch+power=performance. Otherwise, you can pitch for airspeed when you are in a glider.
In a turbine aircraft travelling at 135 kts, you aren't going to power off on the glideslope or pitch up to slow down. If you do you'll find yourself hundreds of feet above the glideslope (glidepath) in seconds.
I think the best way to fly any powered approach in ANY aircraft is: pitch+power=performance. Otherwise, you can pitch for airspeed when you are in a glider.
09-21-2014, 09:40 PM
#35
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Joined APC: Apr 2012
Posts: 639
I just realized that the OP is the guy who was asking about carrying a gun because he didn't trust his safety pilots :roll eyes:
http://www.airlinepilotforums.com/av...-aircraft.html
And is the same private pilot with an instrument rating who just realized he may not be able to survive on regional wages. double :roll eyes: (as in you just figured that out?)
http://www.airlinepilotforums.com/le...-thoughts.html
http://www.airlinepilotforums.com/av...-aircraft.html
And is the same private pilot with an instrument rating who just realized he may not be able to survive on regional wages. double :roll eyes: (as in you just figured that out?)
http://www.airlinepilotforums.com/le...-thoughts.html
09-22-2014, 06:30 AM
#37
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Joined APC: Dec 2007
Position: ATL717A
Posts: 890
Originally Posted by CRM114
I just realized that the OP is the guy who was asking about carrying a gun because he didn't trust his safety pilots :roll eyes:
http://www.airlinepilotforums.com/av...-aircraft.html
And is the same private pilot with an instrument rating who just realized he may not be able to survive on regional wages. double :roll eyes: (as in you just figured that out?)
http://www.airlinepilotforums.com/le...-thoughts.html
http://www.airlinepilotforums.com/av...-aircraft.html
And is the same private pilot with an instrument rating who just realized he may not be able to survive on regional wages. double :roll eyes: (as in you just figured that out?)
http://www.airlinepilotforums.com/le...-thoughts.html
And can't survive on regional pilot wages.
What's the big deal?
09-22-2014, 08:33 AM
#38
New boss = Old boss
Joined APC: Mar 2005
Position: Ca B737
Posts: 2,762
Originally Posted by Jughead
So he's almost a commercial pilot who can't land a 152 and might need to shoot his safety pilot.
And can't survive on regional pilot wages.
What's the big deal?
And can't survive on regional pilot wages.
What's the big deal?
09-22-2014, 05:15 PM
#39
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Joined APC: Oct 2008
Position: JAFO- First Observer
Posts: 997
And the same OP that had a "hard landing" while renting a plane. The aircraft was substantially damaged apparently...
He is also interested in splitting / sharing expenses to build flight time in the DFW area. As long as both y'all "carry" then it should be completely safe to fly with each other.
He is also interested in splitting / sharing expenses to build flight time in the DFW area. As long as both y'all "carry" then it should be completely safe to fly with each other.
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