pilotinsky

I've been working on power-off 180 accuracy + short field landing on the spot w/my CFI.

Most of time I got too high on short final resulting extra flare and miss the spot.

Does the combo of 180-accuracy plus short-field landings on spot require for multi checkride?

Or they can be done seprarely as 2 manuevers?

Any tips on settings?

Thanks

Squawk_5543

On your multi checkride you'll be required to make a single engine approach and landing.

D. TASK: APPROACH AND LANDING WITH AN INOPERATIVE
ENGINE (SIMULATED) (AMEL and AMES)
REFERENCES: FAA-H-8083-3; POH/AFM.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to an approach and
landing with an engine inoperative to include engine failure on
final approach.
2. Recognizes engine failure and takes appropriate action,
maintains control, and utilizes recommended emergency
procedures.
3. Banks toward the operating engine, as required, for best
performance.
4. Monitors the operating engine and makes adjustments as
necessary.
5. Maintains the recommended approach airspeed ±5 knots, and
landing configuration with a stabilized approach, until landing is
assured.
6 Makes smooth, timely and correct control applications during
roundout and touchdown.
7. Touches down on the first one-third of available runway, with
no drift and the airplane’s longitudinal axis aligned with and
over the runway center/landing path.
8. Maintains crosswind correction and directional control
throughout the approach and landing sequence.
9. Completes appropriate checklists.

Power off 180 is for the single engine checkride.....

K. TASK: POWER-OFF 180° ACCURACY APPROACH AND
LANDING (ASEL and ASES)
REFERENCE: FAA-H-8083-3.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to a power-off 180°
accuracy approach and landing.
2. Considers the wind conditions, landing surface, obstructions,
and selects an appropriate touchdown point.
3. Positions airplane on downwind leg, parallel to landing runway,
and not more than 1000 feet AGL.
4. Abeam the specified touchdown point, closes throttle and
establishes appropriate glide speed.
5. Completes final airplane configuration.
6. Touches down in a normal landing attitude, at or within 200 feet
(60 meters) beyond the specified touchdown point.
7. Completes the appropriate checklist.

the King

There's no way to help you with settings without knowing what you're flying and where. Even then, my suggestion is to follow the standardization manual or POH if they have the maneuver in them. Ask your instructor for some speeds to know for base and final.

FlyingChipmunk

Sounds like you just need to work your configuration a little bit. One thing I would remind my comm. students is to adjust thier aim point based on the winds (Light winds longer = Longer float during the flare, Strong Wind = shorter float). Also Dont forget to adjust your pattern on the base if you have any x-wind component a headwind on base will typically cause you to end up lower and visa versa for a tailwind...

Hope that helps a little bit. Thats the best I can do without knowing specifically what A/c you are flying..

crewdawg

Biggest crapshoot maneuver ever! One time you could be right on and others be way off. FlyingChimpmunk seems to have about the best advice, goodluck.

WmuGrad07

The turn to base is the key point in the maneuver. At that point you have three choices to make. If you're low point it to the numbers, if your on target square it up like normal approach, if you're high kind of make your base turn more diagonal. On final if your low, you could push the nose over (if there is no obstacle) and use ground effect to keep you flying, obviously if you're on target keep flying, if your high there are s turns, flaps, or forward slips. I hope that helps man. Good luck

beachflyer

you can cheat a little. If your coming in too low just "clear the engine" to get a little power boost. I found that coming in high or right on the glideslope with usually always cause you to float past your mark. So coming in a little low and "clearing the engine" on final will get me there perfect every time. Also make sure that if your trying to hit the numbers then your aimpoint should be about 200 to 300 feet in front of that either at the threshold(if there) or out in front of the grass before the numbers. Make sure not to use more than 10 degrees flaps because anymore is just drag. I only use more flaps if im way too high and fast. What i dont understand about this manuver is that in a real life engine out in the pattern i would not be trying to hit the numbers, i would just make sure i made the runway!

POPA

I sure hope you're not teaching this to students.

beachflyer

why not? its not against the rules and it helps. I think the 180 is a crapshoot manuver too. The main reason for it is only to get a feel for how much glide/endurance your training airplane has

Ewfflyer

I like coming in a little high and using a side-slipe to adjust for slope. That way it's easy to come out of it to extend your slope, or use a combination flaps/side-slip to dive in. Also, some airplanes are placarded for no forward-slips with flaps extended. Typically this is because people doing the base-final turn and spining them in. So don't do that, only do them once established on final. Another technical side is flaps extended could mean flaps fully extended. So if you put them almost all the way down, then you're ok to do it.