Power-out spot landing techniques?

(Dan Thomas) writes:

Reducing glide speed 5 knots can make a big difference in the glide
angle. Diving at the spot is the wrong thing to do, as it increases
airspeed which will only cause float when you reach the surface.

And that's only half the problem: at the higher speed, you also close
with the threshold sooner, so there's less time for the plane to
descend. 700 fpm is 700 ft/nm at 60 kt, but only 525 ft/nm at 80 kt.
If you start two miles back even with no wind, you'll end up 350 ft
higher over the threshold with the 80 kt dive than you would with the
60 kt mush.


All the best,


David

--
David Megginson, , http://www.megginson.com/

David Megginson wrote:

And that's only half the problem: at the higher speed, you also close
with the threshold sooner, so there's less time for the plane to
descend. 700 fpm is 700 ft/nm at 60 kt, but only 525 ft/nm at 80 kt.

Ever heard of such a thing as a polar curve?

Stefan

David Megginson wrote:

And that's only half the problem: at the higher speed, you also close
with the threshold sooner, so there's less time for the plane to
descend. 700 fpm is 700 ft/nm at 60 kt, but only 525 ft/nm at 80 kt.

Ever heard of such a thing as a polar curve?

Stefan



..

David Megginson wrote:

And that's only half the problem: at the higher speed, you also close
with the threshold sooner, so there's less time for the plane to
descend. 700 fpm is 700 ft/nm at 60 kt, but only 525 ft/nm at 80 kt.

Ever heard of such a thing as a polar curve?

Stefan



..

at the higher speed, you also close with the threshold sooner, so
there's less time for the plane to descend. 700 fpm is 700 ft/nm at 60
kt, but only 525 ft/nm at 80 kt. If you start two miles back even with
no wind, you'll end up 350 ft higher over the threshold with the 80 kt
dive than you would with the 60 kt mush.

Sounds like you just proved that the faster you go, the greater your
glide range. :-)

use the best glide speed

Best glide is a clean speed; with gear down, an aircraft will have a
greater glide range with a slower speed.

(Richard Thomas) wrote in message ...
My instructor has me doing power out simulted emergency spot landings
in prep for my checkride. I've already had my checkride put back once
cause I'm not getting them right often enough. Did some more today but
still not 100%.

Does anyone ahve any tips? He wants me to land on the numbers. I can
sometimes do it 2 or 3 times in a row but next time, I'll be 100 ft
too high or just a little too low

A power off approach to touch down "on the numbers" is a commercial
maneuver called a 180 precision approach. For private you just want to
be about 1/3 of the way down the runway. However, its up to your CFI.
I find that students have the most trouble doing engine outs from
cruise altitudes, so I usually end air work (stalls, slow flight, etc)
by pulling the engine and we go for an off field landing. There really
is only one "trick" necessary and if you can understand it, everything
about your landings will get better. When you are approaching a
landing spot there is one spot that does not move in your field of
vision. If you were writing a filght simulator program, you'd need to
make everything above and below this magic point "stretch" because
that's what happends in real life. The area that does not move is
where you will be if you don't touch anything. Once you can see that
point you can predict where you will touch down and can correct. Also,
I teach to come in high and do a lot of slipping. I also take students
out and just practice slipping because it makes engine out landings
so, so , so much easier because you can so greatly control your rate
of decent. It also makes tailwheel transition easier.

-Robert, CFI

On 11 Aug 2003 16:48:59 -0700, (Robert M. Gary)
wrote:

A power off approach to touch down "on the numbers" is a commercial
maneuver called a 180 precision approach. For private you just want to
be about 1/3 of the way down the runway. However, its up to your CFI.
I find that students have the most trouble doing engine outs from
cruise altitudes, so I usually end air work (stalls, slow flight, etc)
by pulling the engine and we go for an off field landing. There really
is only one "trick" necessary and if you can understand it, everything
about your landings will get better. When you are approaching a
landing spot there is one spot that does not move in your field of
vision. If you were writing a filght simulator program, you'd need to
make everything above and below this magic point "stretch" because
that's what happends in real life. The area that does not move is
where you will be if you don't touch anything. Once you can see that
point you can predict where you will touch down and can correct. Also,
I teach to come in high and do a lot of slipping. I also take students
out and just practice slipping because it makes engine out landings
so, so , so much easier because you can so greatly control your rate
of decent. It also makes tailwheel transition easier.

-Robert, CFI

My CFI is convinced that the examiner will want me to do it. I will
find out on Thursday I guess. Tried some more today at a different
runway with the CFI onboard and didn't do too well. Didn't really get
enough sleep last night though so perhaps that didn't help. Will try
and get a couple of practice ones in before the checkride in the
morning maybe.

Rich

Well, I took the checkride and passed on Thursday. Yay for me. I
certainly don't feel I deserve to pass, I didn't get the
short-field-on-the numbers landing right (coming in considerably down
from the numbers) but the examiner then asked me for a soft field "on
the numbers" which I did get on the numbers so was passed based on
that. Then the examiner informs me that I shouldn't be chasing the
airspeed (apparently, for one I was coming in OK at 60 knots but was
supposed to be 55 so I adjusted a litle above the runway and that
caused me to come in long). Was also told that I should have used
slips as necessary. My instructor had not said that this was OK. He
later said he wanted people to get it right without slips first then
work in slips later. Well, that's OK for general principle but when it
comes to checkride time I'd like to have every allowable technique at
my disposal to pass. But I passed and he's a great instructor in
general so I'll forgive him.

As I say, I don't feel I deserved to pass {though I do not feel that I
am unsafe either). But maybe that's a good thing as now I know I still
have to work on improving. I also now feel that I can learn for
learning's sake and not just to get through a test.

So now I have checked out in the airport's 4-seater and should be
taking my family out for a meal this Friday. I do hope I don't scare
them too much.

Rich

Congratulations, Rich!
As many of us will tell you, you have earned a "Certificate to Learn".
You will never "master" any one aspect of aviation. There are just too
many variables.
Every time you take off, cruise or land, something is always different.
Weight, temperature, wind, everything.
What you will learn is how to adapt to each situation, and apply a given
technique to a given condition.
Use your brain, be safe, and above all... have fun!