I just read an interesting thread covering much the same points as you have here...
http://www.pprune.org/ubb/NonCGI/For...ML/000501.html in reference to carby heat, go-arounds and different approaches.
I am not totally sure about the rest of the world but the Aussie Flight Manual broadly states that for "Light Aircraft" the aircraft will fly over the threshold at a height of 50' with full flap, idle power and at the Vref (based on 1.3Vs). That part of the equation on our end of the planet is
not open to interpretation...
...what is quite unclear is what happens in the "period of indecision" between 50 feet and touchdown! This is left to the individual operator. Most would argue that you would hold Vref to the flare and ideally touch down at the nominated touchdown speed. This becomes awkward when it's the same speed that you have maintained til 50'agl. Regardless, it should theoretically be done. TKOF and landing distances are calculated using this method so you're not going to run out of runway if you did your math right.
Having said that, I think it's in every instructors best interest to "share" the aircraft's operating envelope with a student. Even though the published performance charts are based on achieving 50 feet above the threshold under the above discussed conditions - it still makes sense to teach
real short field performance. Aim for the grass to touch down on the first inch of runway kinda thing...and find a local grass runway if you can - makes it more fun and helps make it "real".
Each company should have it's own approach procedures for both the instructional training syllabus and 'real life' commercial operations. Read your Operations Manual as your bible. If you have ideas, comments or suggestions tell your Chief Pilot who can possibly action the change if it's in the companies best interest.
dragchuteillustrated this. I don't think that a 1.1 Vs is in the POH but in the light of operational experience if you can prove that it works you can write it into your SOPs or Ops Manual and then it does become legally binding. Your company then accepts responsibility or becomes 'liable' for your operating procedures...very different to becoming responsible for your
flying mind you.
Capt Crash. If leaving carby heat ON until after landing is what your company does - good luck to you! We couldn't get away with that in the heat at Sydney (or anywhere else in OZ) when you REQUIRE full power out of the engine at times. Full power is NOT possible with carby heat on. I would suggest you re-think your company’s approach here. I do think this is a terrible idea for all the reasons discussed in other posts.