JamesNoBrakes

Then I take it you've never flown a single engine?

JamesNoBrakes

That brings up the issue with that kind of approach, if you simply vary the power for headwinds, you are essentially dragging it in at a higher and higher AOA as the winds increase, putting yourself in a reserve power and lift deficit situation. If you encounter a downdraft, you could get slammed into the ground because you don't have the power to get out of it coming in on that approach. IF you want to maintain the same AOA, come in higher on the approach with less power as the winds increase (but in actuality your "normal" power setting). I've brought those light planes in to a 3/4 final at 1000 feet and then "elevatored" down with flaps and my "normal" power setting. Works well and I have lots of extra power available for the downdrafts, should I encounter them, more importantly, I'm not placing myself in an extreme AOA situation. Unfortunately, our small planes do not go as fast as big ones that are traveling faster and less affected by a 30kt headwind, which is more than half of the approach speed of a 152.

Also consider this, although I don't agree with the entire "come in power off" idea as standard practice, coming in with 2000rpm absolutely guarantees during an engine failure you won't make anywhere near the runway or airport. On that shallow of an approach for the conditions and at that high of an AOA, a power failure will mean a quick abrupt drop in airspeed and those 30kt winds will basically stop you over the ground. You'd go a lot further being higher on the approach at a lower power setting and AOA.

Ewfflyer

Side-note: if we didn't trust these single engine planes, we wouldn't be flying them in the first place. Not saying we shouldn't be prepared, but let's adjust the focus here.

Going back a few years when i instructed in 152/172's.

Abeam the numbers, power to 1500rpm, carb heat, flaps 1st notch, 85kts

45 degree's, turn base, next flap setting, 75 kts

Final, full flaps, 65kts, pull power off as you initiate your flare.

Reason i used 65 vs 60, I saw better results in getting the fundamentals and a better safety margin, while not compromising landing distance too much. We flew off a 3100'x40' Rwy with tree's and displaced thresholds at each end. Once that was established, and the solo was long out of the way we worked on getting the speed down and developing accuracy.

This was over 9 yrs ago, so if I am off on something I apologize.

mike734

Wrong. Most airports, even for small aircraft have 3° glide slopes. A C152 will fly perfectly fine on G/S with power. You guys advocating for a gliding approach are setting the student up for carb ice and a harder transition when they step up to larger (faster) aircraft.

JamesNoBrakes

So I take it you've never tried to fly the manufacturers recommended power settings, flaps and airspeed on an approach?

mike734

Every approach is different. You're a pilot right? Or am I arguing with a wantabe?

JamesNoBrakes

Well, in calm conditions, with no wind, the manufacturer's recommendations do not result in a 3 degree glidepath.

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.

mike734

Thanks for the history lesson. I've only been flying 35 years so I'm a little new to this. It seems I've already forgotten everything you know about flying a 150.

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.