Landing

[Tony]

When I was at SnF I was talking to flocker about my troubles getting used to landing the plane. I was using the same technique that worked for me with my Cessna. I would chop the power over the fence and glide down to the runway.  This led to very unsatisfactory landings in the P2008. Flocker said he carried power right down to the flare at 60 knots. I tried that on my next flight and experienced my first squeaker. I have since had many more satisfying landings using flocker’s suggestion.  It’s amazing how one small remark has completely changed my outlook on flying this awesome plane.  Thanks flocker!

[ChiMike]

Yes, you can take the P2008 easily under 50 knots and as long as you don’t take the nose up too high—when you’re still too high—you won’t stall it and bounce down. But, I do the same as Flocker. I’d rather have the speed at 60ish all the way down from the threshold and let it settle in, rather than hitting the threshold at a just above stall speed and hoping I’m not too high before I settle. Hope that makes sense.

Also, if the cross winds are a little squirrelly, I’ve got power to finesse and fly through it, rather than trying to ballet dance onto the runway.

[Tony]

Yes I agree completely. This technique works best for me with this plane. It’s a rock solid stable approach down to the runway and maintains rudder authority well into the landing. Takes a little more runway but still allows you to make the first turnoff most of the time.

[montanapilot]

This is just for something else to try. This has nothing to do with landing correctly or incorrectly - just something you might try. I do like Flocker's method, since the airplane is in ground effect when he pulls the throttle to idle. However, if you chop the power over the fence, you're not yet in ground effect and you either have to lower the nose to maintain speed (while you're close to the ground) or leave the pitch alone and the speed bleeds off in a rather uncontrolled way.

So, a thought. I like to use every landing to improve proficiency. I actually chop the power on downwind and my rule is that if I have to add power, I get a C-. That's the way we were all taught years ago (57 for me) since pulling the power during approach was a typical time for an engine failure, so you were taught that once any power was reduced on approach, you always had to be in a position to make the runway. Fortunately, that's not the issue it once was so now, I just use it for practice and to increase the precision of my flights.

I fly an Astore. The first thing I needed to do was to figure out how far away from the runway I needed to be on downwind. I put the wingtip on the runway, and that keeps me at the same distance every time. That's not as easy to do in a high wing, but there are still some visual cues that can be used to always be the same distance from the runway on downwind. I then chop the power completely abeam the numbers. I then lower takeoff flaps (15 degrees) and go right to 65 kts. I look back at the runway and turn base 30 degrees from the approach end. I maintain 65 on base. I turn final and go to 60 kts. When I know I can make the runway with full flaps, I extend them at that time. I'd guess that it's about a half mile out. I maintain 60 kts. I also pick out a landing spot and try to hit it.

This is in no way a "better" way to land. I also often approach with power and go to idle during the flair. If that method doesn't give you a nice smooth landing, it's your fault, not the airplane's. The technique I'm describing here is just a way to force precision and more "feel" for your airplane.

[Tony]

When I got my PP ticket my CFI made me do many power off landings in the 172 and in his Cub. We used a spot on the strut to get a consistent distance from the runway. I haven’t tried any in the P2008 but it’s a good way to have some fun on a Saturday afternoon. I’ll be trying it soon. Thanks for the reminder.

[Glenn]

May 5, 2018 16:34:40 GMT montanapilot said:

...I actually chop the power on downwind and my rule is that if I have to add power, I get a C-. That's the way we were all taught years ago (57 for me) since pulling the power during approach was a typical time for an engine failure, so you were taught that once any power was reduced on approach, you always had to be in a position to make the runway. Fortunately, that's not the issue it once was so now, I just use it for practice and to increase the precision of my flights...

That's a great way to maintain or develop the skill needed for an "off-airport engine failure" landing.  Chop the power to idle.  Pick a spot on the runway and see if you can make it.