Interesting pattern technique

In article ,
m pautz wrote:

"Once on final, he
slowed down to 60 or 65 knots before he was 40 or 50 feet above the
runway."


Now let me quote one of the requirements for a private license exam,
"Maintains recommended approach airspeed, +10/-5 knots."

The commercial requirement is,
"Maintains recommended approach airspeed, +-5 knots."

Gosh, that sounds pretty lax, unless it's a rather rough and gusty day
(and would you do an exam on such a day?). I'd have to check video or
something, but I'd be unhappy if I wasn't within maybe +- 2 knots (or,
more realistically, +5/-0).

But surely a more appropriate standard is "maintains the intended
approach airspeed, +-fudge knots"? It's entrely reasonable to have a
plan such as "I'm going to fly at XX speed until after I turn final,
then YY speed until the flare.

--
Bruce | 41.1670S | \ spoken | -+-
Hoult | 174.8263E | /\ here. | ----------O----------

At 06:18 14 July 2005, Bruce Hoult wrote:
'Gosh, that sounds pretty lax, unless it's a rather
rough and gusty day (and would you do an exam on such
a day?).'

Reminds me of my pp sel checkride in a 172a mid august
phx az at 2:00pm on a Sun afternoon with one of the
cylinders with stuck rings. so much for altitude, direction,
or atitude holding. I couldn't even read the compass
because it was vibrating so badly at low RPM's.She
tried to 'show me ' how to do it! Finally the examiner
said to forget chasing the airspeed as we went through
the 15 kt thermals and 20kt cross wind and went through
all of the position stuff, vor ect ect. Best idea I
ever had taking it then

On Wed, 13 Jul 2005 18:51:15 UTC, "Per Laursen"
wrote:

: ... he made sure to arrive at the
: airport with enough altitude to fly directly over the center of the
: active runway....
:
:
: Probably not a winch launch site....

Not if he wants to keep those nice long wings.

Ian

Um, I thought everyone did that ?
Besides, helps spot any rough spots on the ground.
See ya, Dave