Cessna 152 landing technique
 

I need a 2nd opionon on the strategy my cfi has taught me on how to land the 152.

My CFI tells me that once I turn final, I pitch for 60 knots, and once 60 knots is reached, to idle the power(assuming I can glide from cut off point to Rwy) and glide the airplane in. Is this commonly accepted practice? Also, with respect to crosswind landings, I use the crab to slip method. When turning final, say I have a x wind from the right. Do i align the nose of the arcft with the centerline first, notice drift, then crab, or do I just "guess" and turn the plane to the right(crab) a little bit and see, then make adjustments?

Take a guess at the wind, based on the reported surface wind. At 60 knots on final, each knot of crosswind equals about a degree of crab INTO the wind.

Example: runway 27, wind reported 340/10. You should anticipate a 10 knot crosswind hence 10 degrees of wind correction. Roll out on about 280 degrees and watch if that heading holds the runway in the same point in the windshield. Correct as necessary.

BTW, in a jet with a 120 knot sped on final, the expected crab angle would be half or 5 degrees.

GF

No, you don't glide in for a routine landing. You fly the VASI with full flaps and enough power to stay in G/S and speed.

As for crosswind. Maintain a coordinated crab, stay on centerline and when you get to the flare, simultaneously dip the wing in to the wind and straighten the nose.

What power setting are you using in the pattern (and at what altitude)? When you turn final, do you pitch up for 60 knots? How do you get from pattern speed to 60 knots without adjusting the power?

I think you might be leaving some details out.

Yes, accepted practices, however I will withhold comment on speed considerations as not to interfere with your instruction, Etc. Your instructor is also looking for several things at this point, including you not using power as a crutch or assist to arrive at the predetermined/chosen touchdown spot. For cross wind correction you should use a crab initially to maintain course, then transition to the slip. You generally don't want to touch down in a crab. After touchdown with a cross wind, be sure to keep aileron in the direction the wind is coming from, while using your feet to stay aligned with the runway. When you do transition to a slip beware your descent rate will increase and adjust for that accordingly. Further and if memory serves me; that airplane only has a static port on one side of the plane, therefore the airspeed indicator will not read correctly when in a slip...

Maintain upwind until -300 ft from pattern altitude, 2100 RPM in the pattern, about 90 knots. Abeam, pull back power to slow to 85, carb, flaps 10. Base, slow to 70-75, flaps 20. Final, Pitch up for 60, once 60 is reached, and runway can be made with out power, throttle idle. Acrft glided in all the way without power.

Obviously they are just learning to land and working the pattern, with essentially short approaches. Doesn't seem they are to the point of strait in approaches, extended final quite yet. PS, for any posters who are not flight instructors it is important to not give a student at this stage a range of power settings or speeds. They need to keep it simple and only be told single settings for each stage or configuration. It will make learning much easier, for them to fly by the numbers, then they will learn to make adjustments in due course.

Everyone here trusts their engine a lot more than I do, good heavens!

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.

I don't trust engines, and I used to work at an engine shop and build them.