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…”period of indecision” between 50 feet and touchdown… Check our Part 4 of the POH specific to aircraft type.
For instance the Cessna 152 manual suggests “…make an approach at 54 KIAS with 30 deg. flaps using enough power to control the glide path. After all approach obstacles are cleared, progressively reduce power and maintain 54 KIAS by lowering the nose of the airplane. Touchdown should be made with power-off and on the main wheels first…slightly higher approach speeds should be used under turbulent air conditions…” CASA Flight Manual nominates 54 KIAS (1.3 Vs) as approach speed.
I find that once power is reduced to idle at fifty feet and speed pinned at the prescribed figure, continued monitoring of the ASI is unnecessary. Your student should scan the touch-down zone and the upwind end of the runway. During the flare, speed will reduce as induced drag increases. Ground effect will compensate.
My comments pertaining to 1.1 Vs were included to simply demonstrate the margin of safety built-in with 1.3 Vs. Our operational reasons for using such figures revolved around SAR and similar issues and I would NOT advocate such techniques unless circumstances left little or no alternative. We trained regularly to fly accurately at such reduced speed – and the tail-wheel configuration and spring-steel legs ensured adequate propeller clearance and shock absorption resulting from such a steep approach.
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dragchute
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