O No, not the old they and themselves again, no one on Pprune will be able to understand what you mean Capn, and will cause untold conniptions by those who believe in freehand conjugation of verbs.

Never the less, if the pilot in question had used either method we wouldn't be reading about him.

Not necessarily. Both techniques are doable. In my flight school we were trained exactly like you say. But using pitch to adjust rate of descent and power to adjust speed work also very well. In fact on Airbus the second technique is the one I have been told to do. At first was really confusing but you get use to it eventually.

That's the way I was taught! I'm still here 40 years later! :E

Folks,
Amazing as it may seem, sorry, Lead Balloon, I am going along with my old mate Bloggsie here, a bit against the grain, but there you go.
"Attitude controls rate of climb and descent, power controls airspeed" always works, as I have gone into some (including historic) detail on other threads on this subject.

"Attitude controls airspeed, power controls rate of climb and descent" is really applicable to the era of glide approaches being the normal approach.

However, just to redeem myself, I will ask if Bloggsie has actually read said well known book, where at one point the whole concept of fixing the "point of no relative movement" at the desired aim point and maintaining the target airspeed with power, is the real point of the exercise.

For a real discussion, how many of you have heard of, and practice, "minimum ground speed" (Yes!! ground speed, not a mistake) approaches ---- where the IAS on approach varies quite widely.

Tootle pip!!

Well spotted. Ixily, you have been usurped!

[quote-Leddie]Attitude controls airspeed, power controls rate of climb and descent" is really applicable to the era of glide approaches being the normal approach.[/quote]
Actually, in a real glide approach ie engine dead, one uses the stick/pitch to control the flight path or else...

Yes I have, and there are sufficient contradictions in it on the topic to cast doubt on the ideas put forward ie that power controls approach path.

Wasn't that "Reference Ground Speed"? ;)

No Bloggsie, a very long time ago we would calculate a "Minimum Ground Speed" and fly it within limits of Vref -0/+ 20 if I remember rightly. In most cases it worked quite well. Then it morphed into "Reference Ground Speed".

Rojer Must, I recall a skygod mate referring to the "Reference" one a couple a decades back... Lead Balloon's got a GPS in his machine, maybe you could introduce him to RGS? Might help him stay on speed in the bumps while he's pulling the nose up to get back on slope... :E

All,
My mistake, I did mean "reference ground speed". Originally developed in a collaboration between the long gone Flying Tigers cargo airline and Qantas, and a really effective defense against wind sheer.

Well, who'd 'ave thunk it?? Talk about a statement of the bleeding obvious.

Tootle pip!!

Merely pointing out that Lead Balloon's normal operation (power for slope) is completely different to his engine failure operation (pitch for slope).

Was that the one where a Flying Tiger DC8 pilot was aware by listening closely to reported wind changes that a severe windshear was happening and added some 50 knots to his IAS on final in the correct expectation of a massive change in wind velocity. He was right; as his speed dropped rapidly half way down the ILS losing all his additives and he arrived at the threshold at the correct VREF. I recall he advised ATC to change the duty runway but it was too late for a 727 that got caught with huge windshear and crashed.
Any idea what magazine that was published in?

Centaurus,
That's the one, don't remember his name now, but as you probably know, there were a number of occasions (and continue to be) of "landings" short of the runway, where shear is/was probably a factor.
"Autothrottle" is NOT the answer in severe cases, with the obvious connotations for current day accepted SOP.
Ground speed awareness is also a major help in combating downbursts.
Tootle pip!!

You guys going "pitch for slope" on a glide approach better keep your eye on speed as well! ;)

May I suggest that if a pilot is carrying 50 knots extra down final because he expects to lose it all in a windshear, he is an idiot! And what's more, since he got in, he unwittingly "encouraged" the 727 crew to try the same.

Tank, when you hear the strangled cat, raise the nose no more! :)

Be good to know a bit more of the back ground to it before judging. There is likely a buffer added to the expected shear number. And likely runway to spare.

Buffers are good - I've done a hill top landing in a fixed wing where the aircraft has gone from 'top of the white' (max flap) on final, to a full stall landed in under two seconds. A big surprise after over 10 years of operations to the strip, though the wind were just right on the day to give a perfect little high intensity roll wave at the threashold to catch me.

This covers the subject in detail. Note one contributor agrees the auto-throttle is not the answer in severe windshear cases.
What is ground speed mini ? [Archive] - PPRuNe Forums

Leadsled. His name was Captain Jack Bliss. He died in 2010.
See the following wonderful story about him. A lot of initial reading but you will quickly see his story and the newspaper cutting about him.
You Gotcher Handsfull Buddy!

Thanks to the truck and Chieftain drivers for creating the thread and as always giving rise to thread drift. Interesting read Centaurus