Power Off 180° Accurracy Approach in a Complex Aircraft?

Question

Any tips ??

Answer 1

It depends on what you're in, but remember, the more wind down the runway, the closer you will have to start your turn, as you cover less ground with a headwind (it pushes you out on downwind and slows your groundspeed on final). As soon as you pull the engine, pitch up to get some altitude and run through your gumps. Then aim ahead of your point. You can always lose altitude, but you can't get it back. Once you have it on base and you have your aiming point made, you can do a bunch of things to lose the excess speed and altitude. Flaps is an easy one. So are S-turns if you are far enough out. Slipping it works well, both on final and in the turns to get a higher sink rate. Transition to an aiming point about 500 feet before your touchdown point, and bleed off any extra airspeed in the flare. Remember that you can't touch down before your point, but you have 200 feet after it. Good luck, and don't underestimate what a slip can do for you.

Answer 2

Fly the plane and do what it takes!

Don't feel that you need to square out your pattern or follow a checklist, just make sure that gear is down asap so you don't have to worry about it.

If you're low, turn towards the field. If your high, wait longer to turn. By doing so you can control how much distance you travel and how much altitude you loose.

Also wait as long as possible to deploy flaps, that way you can at least control your glide angle better than with a no flap low approach.

Remember, if you fly slower or faster than glide speed the plane will not glide as well. No need to ever fly slower... If you can make your touchdown point with a higher airspeed that's good because you have more energy available to work with should things turn bad. If you don't need the energy get rid of it with flaps or a slip.

Note, best glide speed also changes with a/c loading, wind, and updrafts/downdrafts. The heavier the plane the faster the best glide speed is and the lighter the slower. Add 1/3 to 1/2 of the headwind component to your airspeed, no need to worry about tailwind. If you encounter downdrafts fly faster, for updrafts fly slower. The best glide speed in the planes handbook may only apply for a certain weight/configuration and still air. It is possible to calculate the different glide speeds, but it is time consuming.

In general, it helps to get familiar with the planes glide angles at different speeds in different configurations (flaps, gear, etc.). You can do this with any landing. I practiced on solo flights and with my instructor.

Answer 3

I was taught how to do it in a piper arrow. One technique i was told about was pull your power out at the normal spot on downwind and count for as many seconds as there is knots of wind down the runway. For example 10 knots down the runway count ten seconds after pulling the power. AFter the alotted time is up start your base turn. Its all about judgment and planning. Dont add flaps unless you know you have the spot made. Delay putting the prop full forward too. It might help a little. I hope this helps. Again it was a general tip on how to start. Just practice.

Answer 4

Some people think the object of the game is to set up ahead of time. The object is if on a normal approach and your engine quits, and the only way you know how to land is with power on, you're toast.
My original instructor was from the old school of pull the power opposite the numbers, land on the numbers.
Practice, practice, practice. Practice until you get it right, then when the need arises you can do it.

Answer 5

Most of the problems I've seen is that you'll find that you're too low near the end of the maneuver. You've been flying at best glide so you're essentially hosed. Yeah, you can dive for the deck and see if you can pull it out by using ground effect but there's not a lot of precision in that.

Fly the maneuver 10 knots faster than best glide. If everything looks on target as you're getting close to landing the 10 knots is easy to get rid of by using flaps and/or a slip. The advantage to this approach makes itself clear if you find yourself too low. You now have a way if increasing your glide ratio by slowing to best glide speed.

In summary, if you fly at best glide you have no flexibility to increase your gliding distance. If you have more headwind than anticipated or if you simply misjudge there's no way to correct. Flying 10 knots faster gives you flexibility in BOTH directions.

Good luck.

Answer 6

In a Pitts S2B, I have no flaps to play with so I set up high and steep and make good use of slipping the airplane in. Apparantly you're working on your commercial rating and I haven't done that in quite awhile so whether or not my idea helps pass the ride I don't know. As far as the complex airplane part goes, just don't forget the gear.

Answer 7

I'm been stuck with this maneuver and the best tip is keep working on it.