Let me take you back to Tiger Moth and Chipmunk days where glide approach and landings were the norm. These were not practice forced landings in the circuit which is what is taught nowadays and which in turn is heavily dependant on the position of other aircraft ahead of you. The circuit was flown at normal speed and circuit width. Height was maintained on base leg until at the desired point the throttle was closed to idle, best glide speed attained and descent started.
There were no specific forced landing drills because the purpose was to practice and become proficient at a simple glide approach before first solo. Forced landing practice with its specific drills was saved for the training area. When proficient at glide approaches to land in the circuit before first solo, these skills were transferred directly to practice forced landings from altitude in the training area
If found to be undershooting during the glide approach in the circuit, sufficient power was immediately applied to hold level flight at approach speed until it was obvious the aircraft had regained the proper glide profile, where the pilot simply closed the throttle once more and resumed the landing approach. If the flaps (if fitted) were already down when the undershoot started to occur, more power was need to maintain level flight but the end actions were as before. Regain the glide profile and close the throttle once on profile.
If an aircraft is in front of you while downwind, the technique is to simply extend downwind normally in order maintain adequate separation and maintain normal level flight. Depending on the position of the aircraft ahead, it may even be necessary to maintain height until a position on final is reached where the throttle can be closed and the glide approach profile resumed.
If the glide approach gets too high for any reason, ensure the throttle is definitely closed and not slightly open and extend flaps if fitted. Consider a side slip to lose excess height but be aware of limitations in this regard re side slipping with flaps down and possible effect of blanketing of the tail surfaces in a high wing type.
The advantage of this whole technique is you are not dependant on who is ahead of you in the circuit especially if that aircraft has made a long downwind. There is no need to cut inside of him since all you do is to delay your own descent be it on base or on final until you can safely resume the glide approach.
It means you can practice a true glide approach on every circuit without upsetting other aircraft in the circuit. ATC do not need to know if you are doing a power-on or power-off approach since speeds and circuit width are unchanged. Remember, this type of circuit (glide approach as the norm) was SOP at all aero clubs before and after WW2. It was only when heavier and faster aircraft were flown where the glide approach was changed to a power-on approach as the normal technique. This was because heavier and faster types usually had unacceptable very steep glide angles with engines at idle. For Tiger Moths and Chipmunks et al, practice power-on approach and landings were made by fully closing the throttle on base earlier than usual. Eventually when a undershoot began to materialise because of early throttle closure, a modicum of power was applied to maintain the desired angle of approach. That occurred usually around 300 feet. Bob's your uncle - a powered approach is performed. What could be simpler? The glide approach techniques described above are equally applicable to almost all light single engine types flying now.
As the Cessna 152 and Cessna 172 POH states under the Normal Procedures Section: "Normal landing approaches can be made with power-on or power-off with any flap setting desired". Just like Tiger Moth and Chippie days.
Last edited by Tee Emm; 29th Jun 2015 at 10:51.