I'm having problems with these, especialy the poweroff with no flaps. I end up floating about a thousand feet down the runway before I touch.
What are the procudures for set up?
What are the objectives?
Any tips that could help?

 

best tip I can give is know your airspeed and hold it as exact as physically possible. It is amazing what a few knots will do to float. Also try picking an aiming point well before your touchdown point and keep adjusting to keep yourself aiming at that point. Once you pull power keep the airplane coming down in the same pitch attitude until you are a few feet above the runway and then hold it there with back pressure that should also help minimize the float.

and stabilized approach...be able to fly the entire approach on glidepath and on airspeed with very minimal control movements and without touching the power.

 

Use slips to bleed off altitude if needed.

Best Glide speed and just plan on floating if no flaps so aim before your touchdown point. Most of all practice them until you can't screw them up.

 

They are best done at uncontrolled fields so you don't get interfered with, on mildy windy days so as to make it a challenge.

Spot the runway mark as a first priority when you originally cut power in the pattern. Start your landing right there. Go to best glide at the same time. Keep your eyes glued to that mark, glancing occasionally at airspeed and traffic. If you wait to some later point than the moment of engine cut you rapidly squander your overall advantage.

Fly a normal but slightly tight pattern while being prepared to tuck it in radically, should you discover there is an adverse wind to fight.

You do not have to drop gear or flaps until you feel like it is required and routine checklist timing does not apply to power-off 180s. If you get to the last few hundred yards of final your latest point of putting gear down is to have enough time for it to extend and you to glance out and see if did.

Lots of practice is the only real method. It's a test of correlated skills in a number of areas, if you think you might be weak on something go back and practice that individually. The point is to have a battery of techniques at your disposal to deal with managing the aircraft.

It is a simulated emergency manuever and should be taken seriously so if you ever do it for real you stand a chance of surviving. Experienced GA pilots tell me selecting and mentally rehearsing an off-airport landing is one of the foremost things on their mind at all times while flying whether doing this particular manuever or not. From what I gather it's the single most significant thing to show a DE you are good at, also.

Get good at them and you will win spot landing competitions too.

 

When I trained in a 150 I would pick my aim point about 50 feet sooner than where I said I would land. Keep that new aim point at the same place on your windscreen and nail your final approach speed. If you're going to be short, it's much easier to correct longer with a little power.

 

First off, a great landing starts off with a great traffic pattern and a stable approach. If you're floating that means that you're off speed (too fast), too high coming over the threshold, and/or shifting your aim point. Your instructor should be demonstrating landings and giving you tips on power settings for different landing configurations. I somewhat remember out of the back of my mind that 1,400-1,500 RPM in a C172R with full flaps pretty much held you on speed (65 kts). Power pull is also important (as in when you pull the power). It should be smooth and mechanical every time. With a no-flap landing, you can pull the power a bit earlier because of the decreased drag of a clean airplane. You should be coming over the threshold at about 50 feet. Don't be afraid to pull the power earlier. Remember that you can basically pull the power to idle on a 172 or Cherokee/Warrior at midfield downwind and make a normal landing. Power and altitude provides a new pilot comfort from the inevitable rough landing and so floating is quite common. Ground rush can cause you to tence up on the yoke ever so slightly, which in turn shifts your aim point. Landing is the hardest thing to teach and it requires a lot of muscle memory to master. I wouldn't get discouraged. I've had students that had extended growing pains with landings only to have something "click" one day and they were landing better than me.