probably wouldn't gain very much in a 300 either because it's max speed is about 30 knots or so.
LOL that's just great, I mean they really are buckets of bolts aren't they?
Don't mean to be dense.........but
Is that the same process as a down wind quick stop, flare/lower lever/turn??
Not really ( and I must say in you absloute defence that it is far easier to answer what you may think is a dumb question than fix a stupid mistake) but by extension the same ideas and procedures prevail, get your instructor to demonstrate it in detail.
Soggy boxer one has explained it.
you need to be careful at the top of climb as you push over so as not to get low g
No, the airspeed / attitude is set by the , ahem attitude, that's the relativity between the dot on the windscreen and the horizon, maintain that and then control descent with the collective, simple. and yes your instructor will easily explain that too.
In advanceed techniques one can extenuate further with techniques from super low level at eight feet or so / high speed to then establish the aircraft in a profile which is mandatory for all EOL's, I. E. the final approach path to a termination area prior to pitch pull (touchdown). Shytorque actually identified that if you read his post carefully.
It really doesn't matter whether you start from fifty, one hundred and fifty, or one thousand and fifty feet, the EOL is made up of three simple steps.
1) Auto-rotational descent, or flight path,
2) Termination area, this is the time for flare and maybe a bit of pitch pull, usually in a lightie it's one foot of altitude for every remaining knot of airspeed).
3) Touchdown, (time for prudent collective use to cushion the remaining vertical descent).
all the best tet