Pitch and Power on the ILS

[cforst513]

good advice. i'll try to practice it when i go out. thanks!

 

[minitour]

a stabilized approach policy appropriate for the a/c is a good idea.

Yep...I was taught (and I like) crossing the marker flaps 10, reduce power and ride the slide.

Then, if needed, when you break out at 200' you can put in more flaps...but usually you can land a 172 with 10 and no problems.

The whole point is a stabilized approach.

-mini

 

[sky37d]

i shoot ILS approaches at 100kts in a 172. when i intercept the glideslope, i throttle back to around 1800-2000 rpm, which will keep my speed at or around 100kts and follow the glideslope down. once i am 400-500ft above DH, i start to slow myself up by putting in 10 degrees of flaps and pitching back a bit, while reducing power to keep on the glideslope. then, as i see fit, i try to slow down more with flaps and pitch until i either land or go missed.

100 Kts in a 172??!!!uke: Man, you are loading yourself with way to much to do, at a critical time to do it. Don't try this in a complex airplane, at all. 100 knots is what, 20% less than cruise speed?? and 120% more than stall speed!! You got to be nuts to fly approaches at those speeds in a 172.

 

[Pedro]

100 Kts in a 172??!!!uke: Man, you are loading yourself with way to much to do, at a critical time to do it. Don't try this in a complex airplane, at all. 100 knots is what, 20% less than cruise speed?? and 120% more than stall speed!! You got to be nuts to fly approaches at those speeds in a 172.

I don't agree with you, 100 kts in a 172 is just fine.

 

[9GClub]

Pitch should always be used to control path and power for airspeed. But if you change one you will need to change the other.

There are only two situations when you should use pitch for airspeed:

1. When the power is fixed (Full power, no power...).
2. When you are on the back side of the power curve (Slow flight, carrier landing..).

Isn't final approach flown on the back side of the power curve? Don't we pitch for AS and power for ALT in the little stuff?

 

[Singlecoil]

Isn't final approach flown on the back side of the power curve? Don't we pitch for AS and power for ALT in the little stuff?

:angryfire Sounds like flamebait to me!

 

[Foxcow]

100 Kts in a 172??!!!uke: Man, you are loading yourself with way to much to do, at a critical time to do it. Don't try this in a complex airplane, at all. 100 knots is what, 20% less than cruise speed?? and 120% more than stall speed!! You got to be nuts to fly approaches at those speeds in a 172.

Thats what I was taught to do in a Warrior and its what I teach. Sometimes I fly them at 110 (PA28-180/C.182). There is so much stuff to be done in a 172...

 

[Pedro]

Isn't final approach flown on the back side of the power curve? Don't we pitch for AS and power for ALT in the little stuff?

Yeah, on the flare!!

 

[Bernoulli]

Pitch should always be used to control path and power for airspeed. But if you change one you will need to change the other.

There are only two situations when you should use pitch for airspeed:

1. When the power is fixed (Full power, no power...).
2. When you are on the back side of the power curve (Slow flight, carrier landing..).

I agree 100% Pitch for airsped if you are at full power or no power and when you are behind the power curve... IE... when you are entering the realm of slow flight... On an ILS in a light GA aircraft this would be when you start throwing flaps in around 200 AGL. If you have power available, such as on an ILS, then pitch and trim for the VSI that will hold your glide slope and use power to hold the approach speed you want. That's how I was taught and what I do and it works for me... but I know it's not the only way. Whatever consistently works.

 

[midlifeflyer]

BTW, I love the, "Pitch for airspeed down the runway." Classic. Wish I had heard it sooner.

Don't worry. There's one for the other side also. Pull the power to idle while in the air pull the yoke all the way back and and show me how you pitch up to gain alitiude.