Can anyone tell me how to adjust the"FPM"(feet per minute) manually, for a landing configeration. I hope I am right in saying that first you adjust your speed, lets say reduce, to start descending and then adjust the trim to achieve how ever feet per minute you require, (usually 500 fpm) for catching the glideslope. I have always relied on the auto-pilot to get it right for me up till now, but would like a sure tried and tested method way of adjusting it.I have found that it is very difficuilt to get the fpm rate steady, it always seems to shoot above and below the intended figure I require, before I eventually get it right. On an approach by the time I nail it im always well passed the intended runway.Any advice would be gratefully appreciated. John

Pitch for airspeed, power for altitude, especially when on approach. You control your rate of descent and glide path position by making small adjustments to the throttle(s), and you pitch the aircraft to maintain airspeed. I use trim on approach to keep the pressure on the yoke light, and when doing a flapless landing I will trim to help maintain airspeed. Practice makes perfect.

Thanks for that audiohavac, so I am right in adjusting the power down to start descending, and then adjusting the pitch by way of the pitch trim to take the pressure off the yoke to keep the pitch angle down. ?.This I have been doing but I still find while I`m adjusting the power & then Pitch trim, the rate of FPM still fluctuates up and down un-controllably, and its very hard I find, after several minutes of pitch trim adjusting to keep it on a pre - determined setting . I find when for instance trying to get 500 fpm, the guage will fluctuate up and down between 400 & 600 fpm, like a yoyo. You say practice makes perfect, does that mean someone like yourself with lots of practice can power down, adjust the pitch trim and get near as dammit close to their choice of fpm in a matter of seconds ?.Does it get easier when your speed is lower or does it not matter. John.

Just building on what the others have said, the way I teach my flight students is to never pitch the aircraft down, first reduce power and let the aircraft begin a slow decent. Flying the correct approach speed is critical as well as using the right amount of flaps (if you are doing a full flap landing). Trim for airspeed not for altitudeAnd yes, with time you will begin to remember what power setting u are using (rpm,manifold pressure, or epr) and that can be used as a ball park figure to get you on the descent right away, then u can fine tune as ur flying the approach

Just building on what the others have said, the way I teach my flight students is to never pitch the aircraft down, first reduce power and let the aircraft begin a slow decent. Flying the correct approach speed is critical as well as using the right amount of flaps (if you are doing a full flap landing). Trim for airspeed not for altitudeAnd yes, with time you will begin to remember what power setting u are using (rpm,manifold pressure, or epr) and that can be used as a ball park figure to get you on the descent right away, then u can fine tune as ur flying the approach

oh and dont forget to NOT chase the VS needle. adjust power and pitch then wait for it to stable, then re-adjust. dont try to chase it up and down

Thanks for that acdc much obliged.

In light aircraft we say:Climb: Power - Attitude - TrimLevel off:- Attitude - Power - TrimDescend: Power - Attitude - TrimLevel 0ff: Attitude - Power - TrimAs stated above, rate of climb and descent is a factor of power setting.

oh and dont forget to NOT chase the VS needle. adjust power and pitch then wait for it to stable, then re-adjust. dont try to chase it up and down

+1 There is actually a little bit of a lag in the VS indicator response in FSX and in RL, so you have to give it time to settle and not chase it. Just try to maintain a consistent attitude and airspeed and don't worry about small fluctuations in the VSI. If, from your point of view, the approach end of the runway is rising in the windscreen you are descending to quickly and need too increase power and vice versa. When the approach is stable the approach end of the runway should remain in the same position in relation to the windscreen as you move towards it.