Well, this morning I tried my first ever intrument landing (RV6 landing challenge... 4? I forget). I've never tried one in Flight/FSX/FS9/F4 or any other flight sim. I've also never tried one in real life, although I do have the required hours under the hood for my PPL.My first attempt went... OK. My real life experience using VOR's allowed me to get close. I actually ended up breaking out over the airport, although I was over near the beacon and nowhere near where I should have been for a proper landing.One of my biggest problems was keeping the needle for the glide slope centered. And this was really a result of not know what power setting to use for descent and approach in the RV6. In real life, I know 1600 RPM in a C172 will give me the descent rate I want (assuming I'm at my target airspeed/flap settings). Does anyone have a suggestion for the equivalent setting in the RV6? This is one thing that's not in the checklist.Also, maybe we could post the suggested approach power settings for the Icon, Stearman, and Maule as well...? If someone knows them... (I think they tell you 45% for the Icon in the landing tutorial...).Thanks!

Also, maybe we could post the suggested approach power settings for the Icon, Stearman, and Maule as well...? If someone knows them... (I think they tell you 45% for the Icon in the landing tutorial...).

Did you try the checklist for descent and landing approach?I have just started using the checklist, and think it may refer more to speed versus throttle percentage, but accomplishes the same?

Looking at my videos... I was using between 7 and 9" in the Van's and looks like 14" in the Maule (prop would have been full forward by that point). I (primarily) use pitch to maintain glideslope and power to maintain airspeed (the opposite for a visual approach).

Did you try the checklist for descent and landing approach?I have just started using the checklist, and think it may refer more to speed versus throttle percentage, but accomplishes the same?

Well, normally when landing a small plane, you use pitch to control speed and power to control descent. But...

Looking at my videos... I was using between 7 and 9" in the Van's and looks like 14" in the Maule (prop would have been full forward by that point).I (primarily) use pitch to maintain glideslope and power to maintain airspeed (the opposite for a visual approach).

Is this how it's done in real life IMC, or is it just a workaround for Flight? I'm just curious...

Is this how it's done in real life IMC, or is it just a workaround for Flight? I'm just curious...

It's a good question for sure.Pitch for glideslope, power for airspeed was what I was taught in Purdue's Pilot Program. The aircraft was a C172RG. Once a "Double I" I taught the same thing."try it... I think you'll like it"The thing is... you can follow glideslope much easier adjusting pitch... much quicker to make corrections. You don't need this quick of correction for airspeed. A ballpark 90kts and you will be within a few seconds for timing for the MAP (MAP in the sense that... if glideslope became INOP and was possible to revert to a Localizer approach).Edit: btw did you mean decent, descent or decent descent settings?

... Edit: btw did you mean decent, descent or decent descent settings?

Actually, I was trying to post a question about the 90's PC game where you flew laser shooting robots through tunnels and mines! :Just Kidding:

Actually, I was trying to post a question about the 90's PC game where you flew laser shooting robots through tunnels and mines! :Just Kidding:

A game I am all too familiar with! Half would like to install VM-ware to see if I could play it again...

Should probably point out that 1600rpm in your 172 is only good for the right descent in THAT 172, at whatever altitude /density altitude..also, how many hours do you have in? why not go get your ppl? you're missing out.edit:the power for airspeed thing is what i was taught also (and how i fly)....but i just started my instrument rating material...and apparentlyduring an IFR landing, you intercept the GS and control your descent on the slope with power...or you're supposed to, something i'll probably get more used to as i build toward that 150hrs.

Should probably point out that 1600rpm in your 172 is only good for the right descent in THAT 172, at whatever altitude you're at, and whatever the density altitude is. :)also, how many hours do you have in? why not go get your ppl? you're missing out.

Good point. 1600 RPM is my starting point for the 3 or 4 C172SP's in my flying clubs rental fleet. I've mostly flown at or near sea level so I haven't had to deal much with altitude. There certainly have been warm days with a couple people in the plane where 1600 wasn't quite enough.I have my PPL! I'm up to about 140 hours right now.

VM-ware to see if I could play it again

I've actually done that using "dosbox". Brings back old memories, and works very well.

Pitch for airspeed, or throttle for airspeed has always been a great & highly debateable topic on AVSIM. Most instructors teach throttle for altitude and pitch for speed......because it's what the student needs to know, when on the backside of the power curve for landing. I, myself am with the throttle for speed & pitch for altitude group. The US Navy teaches one way, and the Air Force the other. The 1940's book "Stick & Rudder" has it's (pitch for speed) method, and the FAA now says pitch for altitude when you have availible power.Unless I'm wrong........I believe it's pitch for altitude and throttle for speed on ILS landings. An auto-pilot will use the elevator to maintain the descent, while the pilot controls the throttle. This would be the opposite of what most instructors will teach students for non instrument landings. Actually, it's just a combination as far as I'm concerned, and I think it's a bit old fashioned to teach........as if it's just one way...period.As to the RV. I usually hit the pattern "final" high. Would be looking at four white lights. Power is off, and I'm decelerating quickly from 80 kias, even though I can be dropping up to 1300 fpm. The C/S prop is a wonderful airbrake. Around 60 kias, I know that I have to be close to the runway in the flare, because the decrease from 60 kias to wheels touching is very quick. The flare must be timed perfectly, or you must add power. Otherwise, it will stall and fall those remaining feet to the runway. I have done that. There is no sensation of ground effect, with the constant speed. The other method is to use a bit of power. This is perfectly acceptable, and makes passengers feel more comfortable, than the steep elevator... aircraft carrier method. Flaps usually half or full.L.Adamsonedit: Note, for most landings, I do use the pitch for airspeed & throttle for altitude method. For formation work, high speed flybys, aerobatics, & takeoffs, it's the other way.

VM-ware to see if I could play it again

No need, just google Descent *your OS* and enjoy :D

I think (IANAP) the pitch-for-airspeed / power-for-glideslope thing is an anti-stall measure. As someone said, pitch is a quicker response than power, so a quick response to airspeed is what you want when IFR.IRRC, power-for-glideslope is also the theory used for jet landings. I can recall the power-for-airspeed teaches from waaaaay back in the manual for FS2 on the C64 (apart from RC gliders, thats how I learned to fly), but power doesn't give you an immediate response; if you're on the edge of stall adding power will simply make for a noisier impact with the ground! You MUST learn to ignore the instinct to pull up in a stall - even the pros (Air France in the Atlantic...) have the instinct to pull the nose up when near a stall - you MUST push the nose down - reduce AoA at all costs, the only way to have a chance is to NOT stall the wings.ah, 100 posts. After nearly EIGHT years I'm not considered a 'newbie' anymore.

The only time it really matters which method you use is at high angles of attack and high power, i.e. back of the power curve country, climbouts etc. I think you'll find that you use both simultaneously for both purposes in most other situations, regardless of what you've been taught :). Of course, I mainly fly gliders, and have no choice but to pitch for speed (and "throttle back", i.e. deploy spoilers to increase sink if I have to on final).The RV, though, has a constant speed prop, and on landing both mixture and rpm levers should always be FULL FORWARD. So I'd leave them there and use throttle to control power on final, nothing else.