Flight Training - May 2014 - 45

configuration, power, and speeds appropriate to the airplane you fly most often.
SET YOUR CONFIGURATION. If we're flying downwind in the 152, we pull on the
carburetor heat and reduce power when
we're abeam the numbers. This is also
where we'll put in the first notch of flaps.
Two turns down on the trim wheel will set
us up for a stable descent as the airplane
begins to slow to our desired approach
speed of 65 knots.
At 45 degrees past the threshold, we'll
turn onto the base leg of the pattern. As
soon as we roll out to be wings level again,
we can add the second notch of flaps.
We will judge our turn to final so that
when we roll out the airplane will be
lined up with the runway's centerline.
That's where we will make a decision
about whether we want to use full flaps or
land with only two notches deployed. It's
perfectly fine to land with a lesser flap setting, especially when the wind is higher.
In calmer winds, full flaps may be the
appropriate choice. Either way, make the
decision based on the circumstances and
deploy flaps shortly after rolling wings
level on final.
You can see the trend. The key is to fly
methodically, configuring the airplane in
a specific way at a specific point in each
approach to landing. By consistently
configuring the airplane the same way
at the same point on each approach, our
approach to landing becomes predictable. That predictability helps us turn
each landing into a nonevent where
the wheels touch the ground where we
intended. And they do it softly, without
jarring our passengers.
SET YOUR POWER. When you pass the

numbers on downwind you will reduce
power and put in the first notch of flaps.
As you work with your flight instructor, pick a setting that works for you and
stick with it. Somewhere around 1,500
rpm is a good starting point. The airplane
will perform differently if you pick 1,400
rpm than it will if you pick 1,700 rpm.
Neither setting is right and neither setting is wrong. Just make sure you use
that same power reduction for each land-

A GREASE-JOB LANDING

IS 50 PERCENT LUCK;
TWO IN A ROW ARE ENTIRELY LUCK;

THREE IN A ROW AND

someone's lying.
ing you do. Selecting that specific power
setting every time will give you predictable performance on each approach.
PITCH FOR AIRSPEED. A perennial argument among pilots is whether pitch
controls airspeed, or power controls
airspeed. The truth is, they both do. But
you can't fly predictably and smoothly
while trying to control airspeed with two
variables at the same time. So pitch for
airspeed. With the airplane configured
properly, trimmed appropriately, and with
the power set, your pitch inputs will be
small and your airspeed should remain
steady throughout the approach.
Of course, you won't be perfect. That's
to be expected, and any small deviations

from what you planned become easy to
correct.
If you're too low, a measured increase
in power combined with a slight pitch
up to maintain airspeed will slow your
descent rate while maintaining the same
forward speed. Conversely, if you're too
high on final you can reduce the power
somewhat and pitch down to maintain
your target airspeed. The result will be
a stable approach with a steeper descent,
while maintaining a consistent airspeed.
Those three steps will make all the
difference in the quality and consistency
of your landings. By configuring the
airplane the same way at the same point
in your approach to landing, setting your
power, and pitching for a specific target
airspeed each time you set up to land,
you will be able to duplicate the same
performance profile time after time,
regardless of whether you're at your
home field or a brand-new destination.
That's the secret. If you're coming
down to the flare at a consistently predictable 65 knots, with 20 degrees of
flap deployed every time, you'll be able
to perfect that last 10 feet of your descent
in no time.
Even when you land with full flaps,
the approach to touchdown will be so
stable and familiar to you that it will
enhance your ability to show your piloting prowess when you squeak the tires
onto the pavement right where you
intended to, rather than floating 500 feet
down the runway, feeling for the ground
every moment along the way as you
watch the trees at the far end get bigger
and closer.
Jamie Beckett is a writer and flight instructor living
in Winter Haven, Florida.

It's a good landing
IF YOU CAN STILL GET THE

DOORS OPEN.

N

MAY 2014 FLIGHT TRAINING

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Flight Training - May 2014

Table of Contents for the Digital Edition of Flight Training - May 2014
