landing
BEagle is correct in my view!
P+A=Perfermance is true throughout all phases of flight INCLUDING approach to land.
to achieve Climb/S+L/Turn/Descent whatever the configuration (flaps and gear postion) we select a power and attitude by reference; horizon, feature or cloud formation. So include the runway when that is where you are going.
Constant approach = power as required and the runway (threshold or touchdown point) the reference. I can't say i like the term Point & Power which is really for jets which is why the CFS has gone for it.
However consider; constant reference + pwr. as required.
If the aircraft is too slow the a/c will tend to descend below the glide path therefore add power as required but maintain attitude to reference, this will increase speed and recover the correct glide path. Re-adjust to maintain the correct path and speed.
If too fast the a/c will tend too high; continue to maintain constant reference reduce pwr. The a/c will slow and the descent will steepen, on achieveing the glidepath + correct speed re-adjust pwr. maintaining reference and speed.
By this method you have not taught your student anything at odds with what you have already emphasised throughout the earlier excercises! In fact should the a/c change in height the the attitude together with power must change when a constant reference is followed. Therefore power/attitude is used throughout the approach.
The hold-off requires the simultaneous use of pwr./att. in my view. The student experiences less of the SUDDENLYs in pitch, yaw and roll and converts more easily later to high performance types.
I have always taught partial flap; 20 degrees for the C150 for it allows more float and gives the student more time to adjust for the landing. Going to max. flap later when covering performance landing(POH) at a later stage. There should be no difference in glide-path profile whether partial or max flap is used only a difference in speed due to the differences in drag!