Ewfflyer

Shallower approaches create more float than steep approaches. If you are on airspeed, when you transition from that approach to the flare, that kills a lot of energy and speed when you change the vector of the aircraft in the flare. I also agree that you shouldn't be teaching that the "Clearing the engine" technique, because you won't have that in a real situation. It's not as crap-shooting as you think. If you practice a few times, identically, you'll be fine. Also, just subtract 1 second from your downwind leg for every 3kts of wind on final. For X-winds, it should work too. Might have to modify that for your plane of choice.

beachflyer

how could a shallower approach create more float? The float comes from the speed and a steep approach has more speed? Are you coming in steep with full flaps?

Cubdriver

Here's another one: if you happen to be landing longer than you expected, redeclare your aiming point to be a little farther down so you have got something that will work out. This technique is best used on grass strips obviously since all grass looks the same, but also works on runways with faded markings and on DEs who can't see any more. If on the other hand you are falling short of the runway just say "damned rental plane" and add power as required. Swear the engine was about to fritz out, but that you managed to prevent it. This technique can be supplemented by someone paid to say thank heavens you're ok, and wow I'm glad you guys made it. If the DE looks doubtful, make an angry phone call to a mechanic, it doesn't matter which.

Ok I'm kidding, but the suggestion about using engine clearings to get more travel is ridiculous. I do an engine clearing on very late downwind or early during base leg, it is not meant as an aid to poor airmanship it is meant to prevent engine bogging. If you really have to push it, there is no rule against delaying landing gear deployment to get better glide distance. Be careful using that trick.

Ewfflyer

Beachflyer.

Regardless of configuration, your approach speed should be the same regardless. So take in that you are a bit higher or tight, with no power. What do you do? Well first off you do not push over until you've done one of two things or both. First add flaps, makes sense right because that sets up a normal approach. So this alone will make you come in at a steeper angle to the runway, but at the exact same airspeed as a regular approach. If you still find yourself a little high, push over further and do a forward slip. Obviously doing this low and slow is a bad idea, so pushing forward prior to initiating is always a good idea, and add about 5-10kts until you lower yourself to a more acceptable approach path. I know it all happens fast, but it is a very good and accurate means of adjusting flight path. It also keeps you a little high. You can always come in steeper, but try correcting for a low glidepath and you'll already be in the tree's.

beachflyer

i dont teach ppl the clear engine trick, but i do let them know about it "just in case" on the checkride for some reason you are a little low or slow you can just do that to pass. Of course in a real engine out in the TP you cant do it, but then again im not aiming for the numbers in that situation either, im just going to make the runway no matter what. (unless the field is really short) But it really sucks to get a pink slip on a checkride because you didnt judge the wind, or base turn distance correctly. Somedays my students do the 180 perfectly all day and the next day they cant seem to make it happen right no matter what. Sometimes you can hit an unseen downdraft, or the 10kt headwind could cease blowing right when your are on final. its sometimes and unpredictable manuver and why spend another 500.00 to do another checkride to do 1 power off 180. But i do agree that its bad practice to let students do this constantly, but i do let them know about it before their checkride just in case. My main goal is to teach every student to fly as dilligently and as safely as possible but also i try to save them some cash if i can, especially with the cost of avgas and flight training skyrocketing. Not to mention if they pass that user-fee bill. God i hope they dont!

Turnbase

This particular maneuver almost earned me a pink slip on my commercial ride. One thing that hasn't been pointed out as of yet is the fact that it is a maneuver and you can go around and try again (not sure if you can do that on landings). I was on my third attempt (I knew I would pink if I didn't nail it this time). The DE owned the same aircraft we were in (Piper Arrow). The first two attempts, I kept on extending flaps, would float, miss my point and go around. On the third attempt, I came in w/ no flaps and hit my point dead on. Obviously each situation is going to be unique, and a lot of good advice has already been passed here. The main point I wanted to emphasize was the difference between a landing and a maneuver. Not sure about the language (CFI's please chime in) but, I do remeber being told that I could go around and try again as many times as necessary (or the DE will tollerate) as long as I didn't let the wheels touch. SO that should take the feeling of pressure off you just a bit.

Not sure I would have been able to pull the "clearing the engine" trick on my DE.

Cubdriver

There is another technique, very advanced where you clear your throat and do an engine clearing at the same time while pointing away to distract the DE. I do not teach that one, because it is almost always easier to blame it on the airplane or land long and redeclare target.

Satire. This discussion is hard to keep a straight face with. I admit I have never signed anyone off for a checkride, but I would hope to have enough confidence in them without their having to resort to artifices.

LeoSV

wtf is "clearing the engine"?

Ewfflyer

Giving it a little throttle to make sure it's still running, and anything over 200RPM and a few seconds is overkill.

Cubdriver

Actually this raises the question of what goes on in an engine clearing.

My theory is, that the temperature starts rising in a carb of the idled engine, due to the lack of fuel evaporation and lower vacuum. In turn it raises the density altitude of the mixture, so it has less chemical energy and the engine then slows down even more. If the particular engine is not set to a high enough minimum idle it may just quit.

It reminds me of a pushmower with the handlebar safety switch defeated. You set the power to idle and go in to make a pastrami sandwich on rye with lettuce and tomato. When you come back in a few minutes the mower is not running any more. You look under the mower for dead cats and none there, nor is it not out of gas. Same thing.