Hi Dwayne,
I agree with number 1 below. I know there are many techniques in teaching, so ultimately the instructor uses what he thinks works the best. I am of the philosophy as well that a student needs to demonstrate control and mastery of the plane before attempting to land. If he can't fly the length of the runway in a controlled fashion, why let him screw around inches above the ground where there is zero margin for error? Personally, I start with the student flying a good approach followed by a go around. When he can fly a good approach (good glideslope control, good centerline control, good airspeed control, use slips as necessary, etc.) we progress to flying the length of the runway gradually getting lower and lower. When he can do that, a good landing is a natural next step. I have had very good results using this method. I define good results as no bent equipment and a student who is quite good at landing and has the ability to decide when landing attempts should be aborted and a go around performed. The airplane I use is quite expensive and one incident requiring repair would wipe out profits for a long time. So, we fly with the philosophy of no repairs needed after the flight.
I respectfully disagree with the philosophy that landing on the centerline is not important at first. It's always important, even if the runway is 200' wide, and here's why. What is learned first, sticks with the student. If lineup is emphasized, and a control of ground track is emphasized, then later when landing on narrow runways becomes important, the skill has already been learned. I teach in taildraggers, so sideways drift is not an option. I don't care how wide the runway is, we have to be tracking down the runway in the direction we intend to land with the fuselage aligned with the ground track, or we risk a ground loop, skidding tires, squealing rubber, etc. Even a tricycle gear airplane will be experiencing unnecessary side loads on the gear, so why not just get used to landing on centerline with the fuselage aligned from the beginning. That way, the student knows that anything less is unacceptable. When you say a little drift is fine, that tells me you are teaching in a tricycle gear airplane. When the pilot transitions to a tail wheel, he will learn that a little drift is not fine. And when the day comes that he is flying on a snow covered slick runway with snowdrifts on each side, he will realize the importance of flying the airplane from the start of the takeoff roll, because the wheels don't have enough traction to track him down the centerline, he must fly the airplane, even at very low speed and he must be very precise in controlling centerline and ground track. (That is a description of an accident that occurred at the field I fly from.)
Jim
Sent: Thursday, August 26, 2010 3:50 PM
Subject: RE: Light-Sport Aircraft Yahoo group Re: Remos Nose Gear Collapse
At the time they realized the flare was too high, with too much speed. Why put a student through this, when his abilities to correct for this is way too much for him? He dropped the power when he was 3 to 4 feet off the ground, 1/2 way down the runway, "forcing" him to land even though the setup was poor, and the runway is being eaten up by long approach?
Go around. . .get a BETTER approach (towards the first 1/2 of the runway).
1. They were 3 feet off the ground with enough power to make them float the whole length of the runway..
2. They were way over speed.
3. They were drifting all over the place, and it seemed they were more focused on staying in the center of a runway that seems to be 200 feet wide.
When learning to land, center of runway is NOT important, unless your runway is very narrow.
1. If you cannot successfully fly straight down that runway about 15 MPH above stall speed, you shouldn't be landing yet IMO. That means no ballooning.
This involves controlling power, Altitude, speed, rudder, and elevator.
2. When #1 is accomplished the "setup" is there, and a little drift is fine. Now you can focus on distance above runway, power application, bleeding off speed, and if you float a little to the left or right on the center of the runway that is wide enough, that is fine. With #1 accomplished, he would not have drove the airplane into the ground when he let off the power.
3. Landing center of runway comes after you master landing with confidence, and can focus a little bit more on centering, instead of all the other stuff.
Great to hear from ya!
--- On Wed, 8/25/10, Michael Huckle <m230683@hotmail.com> wrote:
From: Michael Huckle <m230683@hotmail.com>
Subject: RE: Light-Sport Aircraft Yahoo group Re: Remos Nose Gear Collapse
To: "Sport Aircraft" <sport_aircraft@yahoogroups.com>
Date: Wednesday, August 25, 2010, 1:47 PM
> Here's my question:
> At what moment should that student or instructor have
> moved the throttle to full power for a go-around?
> Mike
> From: jimbair@live.com
> Never? Because go arounds just cause crashes?
> (I hope I get the answer right.)
> [Smile emoticon] Jim
LOL
I trust you noticed the guy -did- crash, Jim.
So, the question again, for other contributors:
> At what moment should that student or instructor have
> moved the throttle to full power for a go-around?
> Mike
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