>Pitch for speed>Power for altitudeTrue for GA and some other small aircraft (I suppose about 6 pax). Completely wrong for bigger aircraft where pitch=altitude and power=speed.Andreas

>>True for GA and some other small aircraft (I suppose about 6 pax). >>Completely wrong for bigger aircraft where pitch=altitude and >>power=speed.Not actually true, it isn't completely wrong! First of all, the Pitch for Speed, Power for Height (PSPH for short...I'm lazy) approach is taught in small a/c but that does not mean it is limited to 'small' a/c. It works well on pistons where throttle response is quick, whereas turbine response can be slow and so it is less popular but you can't say it isn't valuable.However, PSPH technique is often dispensed with flying an ILS where you can't delay getting back onto the glideslope so it is the Pitch Height, Power Speed (PHPS) technique.Just to confuse matters, some teach that airliners should be flown PSPH to stabilise the speed after glideslope capture. Once stabilised then revert to PHPS. As a filler, swept wing aircraft because very speed unstable (speed wants to reduce at an increase rate) at approach speeds and so are particuarly hard to fly, hence the addition of lots of drag inducing devices being deployed as it allows I high level of engine thrust to be be maintained at low speed that greatly impoves throttle response. If a turbine is allowed to idle it takes a relative age to get back up to speed for a go-around.To make matters even worse, many pilots will tell you that at the end of the day, on many types (big and small, turbine and piston), that they know roughly how much power to add/take and how to anticipate the effect for a pitch change and so are able to adjust power and pitch virtually simultaneously thus negating any debate!Controversially, the US Navy either did or still does use the PSPH technique for jet carrier landings!

The navy also goes to full military power (up to the throttle stop without going into after-burner on planes equipped with it) just before touchdown just in cast the catch cable or hook should happen to fail otherwise our tax dollars would be putting a lot of planes into the deep blue. (Because of turbine lag)As far a GA aircraft, I even teach my students (or rather used to when I still instructed) to cary a bit of power all the way to touchdown especially in heavier and more complex aircraft. Doesn't work too well in a Cessna 150 or Piper Cub when they are solo but once they move on to the 182's, Cherokee's, Bonanza'a and such it's a great practice to learn as well as being much easier on the power-plant.

Want to try a skinny runway? Try FD51, Summerland Key, Florida. 2250 ft X 20 ft, asphalt.Dan

>>There is actually a pretty simple way to do this. Go to>view>>options and enable the axis indicator. I prefer to use the>>large V. The center of the V corresponds to the nose of your>>aircraft as well (as nose gear). >>>Anyone know why some aircraft will not show the axis>indicator??>How to fix??>thanks, >Randy AWhat I'd like to know is; is there a way to set the system so that the axis indicator comes on by default?

>What I'd like to know is; is there a way> to set the system so that the axis indicator> comes on by default? Yes, turn it on, then save the situation as the default.Usually I save it as: Previous Flight, and check the default box. Then, whenever I exit the Flightsim, it gets saved in that location. So it always loads at the field where I left the aircraft. Bob

>>As far a GA aircraft, I even teach my students (or rather used to when >>I still instructed) to cary a bit of power all the way to touchdown >>especially in heavier and more complex aircraft.Yes. I have been flying an Archer lately (as opposed to my usual AA5). The Archer is definately easier to gease with a trickle of power to a few feet. The AA5 and Cessna do seem to be best with the power chopped at about 50'. This is curious as the Archer isn't huge in comparison and as the Archer is notorious for floating if you are carrying even a tad too much speed.

I'd like to chime in here, if I may. I am also a RW pilot, and I would suggest that in addition to the other pieces of advice that are right on the money, I would suggest changing where you look on the runway in order to hit the centerline. You should always hit the centerline. I suggest you cross check your lateral position by focussing on the FAR end of the runway. You'll notice this phenomenon while driving your car. It is much harder to keep in the center of the lane while focussing down close to the car. But if you get your head up and look down the road, you'll do a better job. Changing your focus will help you to line up your approach from further out. Keep looking back and forth between your intended touchdown zone and the far end of the r/w. I think you'll be surprised at how much easier it will make your landings.Oh yes, be sure to practice a lot! Happy landings! :>

very good!, im not a r/w pilot and i read the above somewhere and it has made a HUGE differences in my landings! i was landing good before but take the above advice (by rightseat) and viola! works everytimeciao!Brian S

I was tought to keep whatever line you wanted to track between your legs.