Originally Posted by
Pull what
The stabilisation height should be a target but most GA pilots have never even heard of stabilisation height so its hardly surprising they dont make an attempt to stabilise the aircraft by the target height. We/I use 200 feet on our training aircraft and that also coincides with the obstructed runway solo go around decision height.
My own view is that stabilisation height isn't relevant to operating a fixed gear SEP and there are many situations in which you simply can't be stable by 200ft. Landing on a short grass strip with obstructions on the centreline on short final is just one obvious example. The weather will frequently make a mockery of any attempt at stability (my local airport as I type this: EGHH 051350Z 22023G35KT 9999 BKN025 15/08 Q1000); on days like today I'd likely have the flaps up immediately after touchdown to keep a clear differentiation between air and ground ops.
I've frequently made a runway change below 200ft; it certainly used to be common practice at Wycombe for operational reasons (getting out of the way of Lord King's personal transport was one such occasion) and (in perfect weather) I've even made a very low level change from 24 to 27 at EHAM
. (It's been awhile, but as I recall it went something like:
"G-xx short final 24" "G-xx cleared land RWY 24"
"Cleared land 24 be advised going international on departure G-xx" "Can you make 27"
"Affirm" "G-xx cleared land RWY27 no need to acknowledge"
).
It's important to distinguish being stable with being in control. Light aircraft are generally very manoeuvrable and imposing stable approach criteria is just denying the pilot the advantages of this manoeuvrability. OTOH, if you are in any doubt at all about being in control on short final, then I'd agree a GA is called for, and I can see the merit of imposing a commit height for this.
I'd agree teaching a stabilised approach with a commit height makes sense if the student's short term aspirations are the RHS of a B738; but IMO it would be better if those folks were never let anywhere near an SEP and we made the most of their brief time in training by concentrating on matters relevant to airliner operation. Unlike some here, I've no issue about low time pilots in the RHS of an airliner if properly trained, but that training needs to be relevant to the job they're actually being asked to do.