Landing with Power
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Join Date: Jun 2003
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Landing with Power
This is for the Preffesonal pilots , how imporatnt is landing a C172 with power , will say avoiding the days with a 20-30 knots headwind ,
Prop
Prop
Reminds me of the grief I got when I asked about "professional engineers" (the name of a licence in the US amongst other things). Then again, I did spell it right!
Anyhow, landing with power in strong crosswinds allows a shallower approach angle, and since near the ground the wind gradient is quite strong, this means a smaller crab angle / wing-down angle (depending upon preferred or recommended crosswind approach method) and thus a generally less hard work crosswind landing.
In a strong headwind, for the same reasons, it'll generally mean a quicker approach since you'll be getting out of the strongest wind components earlier in the final approach.
A further advantage is that in piston-prop aircraft the wash over the tail and wing centre section, combined with alteration of the forces on the aircraft tends to reduce the stalling speed, and thus gives you a (slightly) larger safety margin against inadvertent gust-induced stall on finals. (Although the flip-side of that is that if you do inadvertently stall it, there's a greater risk of wing-drop and spin with power selected.)
The above only really applies to piston-prop aircraft; jets and turboprops are really only designed and scheduled to be landed with power in a near 3° approach angle and so it's really a null question since landing at idle is generally an emergency procedure only on those. But you did ask about a C172.
G
Anyhow, landing with power in strong crosswinds allows a shallower approach angle, and since near the ground the wind gradient is quite strong, this means a smaller crab angle / wing-down angle (depending upon preferred or recommended crosswind approach method) and thus a generally less hard work crosswind landing.
In a strong headwind, for the same reasons, it'll generally mean a quicker approach since you'll be getting out of the strongest wind components earlier in the final approach.
A further advantage is that in piston-prop aircraft the wash over the tail and wing centre section, combined with alteration of the forces on the aircraft tends to reduce the stalling speed, and thus gives you a (slightly) larger safety margin against inadvertent gust-induced stall on finals. (Although the flip-side of that is that if you do inadvertently stall it, there's a greater risk of wing-drop and spin with power selected.)
The above only really applies to piston-prop aircraft; jets and turboprops are really only designed and scheduled to be landed with power in a near 3° approach angle and so it's really a null question since landing at idle is generally an emergency procedure only on those. But you did ask about a C172.
G
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(or at-least engage reverse thrust) once at-least 2 wheels are on the ground.
But seriously I think he means leaving some power on until the main wheels touch down. This will certainly lead to softer landings than chopping the power and then trying to flare at exactly the right point to achieve a soft touchdown, but, and I don't know the 172 (read the Pilots Operating Handbook) this may not be the approved technique of Cessna. The danger is achieving that soft touchdown at some considerable length down the runway due to floating in ground effect with power on. Again, read the POH and if you are still at a flying school ask one of the instructors on type who will probably be more than happy to chat it over with you over a cup of coffee (bought by you of course!)whilst the thunderstorm passes........................!
PP
Join Date: Apr 2003
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Ah Pete, if you'd been at the Popham microlight fair this year you'd have seen the CH601 with reverse thrust. Watching that being reversed into parking slots for the next customer demo flight was a real pleasure.
Seriously, I agree power during the flare is a great way for a soft landing - until you hit the hedge at the far end.
P
Seriously, I agree power during the flare is a great way for a soft landing - until you hit the hedge at the far end.
P
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I used to fly a Tampico (TB9). This one was quite heavy, and every instructor I had on it, insisted on leaving some power on during the flare.
I guess it suits some airplanes, and not others.
I guess it suits some airplanes, and not others.
