How do hit the numbers?

[qmdv]

After reading the Backcountry Landing Practice post I have a question for you seasoned guys. When on approach when a little low we can add a bit of power. If a little high we can put in some slip.

[Glidergeek]

Alright Tim I can't wait what's the question

[qmdv]

Alright Tim I can't wait what's the question

Read the top of the thread

Tim

[Glidergeek]

I did it says "how do hit the numbers" huh

[GumpAir]

How do hit the numbers? It's easy.

Pick the numbers do hit. Push forward on the yoke until the spinner is aimed at the number you want. Push/pull to keep it lined up. Hold it until do hit.

Gump

[Glidergeek]

I knew there had to be a good explanation

[Aviatorpa11]

Like this.....

This is how I did it anyways. With a slip.

[OregonMaule]

I use both

[porterjet]

Stable approach, on speed is the first key. I keep losing my keys though.

[shortfielder]

The real seacret is to go vary vary slow, just befour you are rite over the numbars, pull back hard on the stick/yoke, wa-la, there ya are.
Gary

[porterjet]

The real seacret is to go vary vary slow, just befour you are rite over the numbars, pull back hard on the stick/yoke, wa-la, there ya are.
Gary

Otherwise known as the "pull back and the houses get smaller, pull back some more and they get bigger" method.

[shortfielder]

that's it, I gues the seacret is out
Have a good weekend
gary

[dirtstrip]

Keep both in your tool box. When over numbers drop the tool box. It do hit.

Just funin' ya. The real answer is whatever it takes. Slip with altitude margin preferred over being low with added power for obvious reasons. I actually want to see Motodave's answer, he has BCP'rs on record in his posts concerning approaches over obstacles. Is there a difference beyond size of target?

[aktahoe1]

Here, hold my beer and watch this...

[JDW]

I use both, depends? Mostly I aim at them yella things, gets ya fairly close...

[172heavy]

With a hammer!

[Threefingeredjack]

The same way you get to Carnegie Hall..........

[hotrod150]

With a splat?

[Littlecub]

The same way you get to Carnegie Hall..........

+1

We need place to drop a 'Like' vote...
This one needs a 'Damn True' vote place, too!
lc

[contactflying]

The apparent brisk walk rate of closure approach, regardless of angle of descent, will put us on the numbers every time. Look down while cruising at 500.' We are approaching everything at what appears to be a brisk walk. On 1/4 mile final, as we get closer and lower, this apparent rate of closure appears to speed up. By using power to maintain glide angle and elevator to maintain what appears to be this brisk walk, we will arrive at the numbers at or near stall speed. We will not need to round out (we are already in a landing configuration,) hold off, or flair except to protect the nose gear on airplanes that have them. Our ground speed, regardless of wind, will be slow. In a strong headwind, our airspeed will be high while our ground speed is slow. We have to be careful not to allow the airplane to move backwards. In a tailwind, our airspeed will be slow while our ground speed is slow. On short final we will often go behind the power curve and mush, requiring more power. This considerable amount of power may cause us to still be flying at slower than stall speed. All of this doesn't matter if we just keep the angle of descent with power and the apparent brisk walk with elevator. On short final we can evaluate our situation (check for zoom reserve which we don't want) by pulling back on the stick a bit. If the angle of descent decreases, we are going too fast. We need to keep the extra pitch and reduce power. If the aircraft begins to mush, we are going too slow. We need to add a bit of power to cushion the airplane onto the numbers.

I used this technique with zero time crop duster students. They all soloed in less than seven hours and never went long. While unconventional, it is a much easier approach than the hold off. The hold off burns the students brain out while waiting, completely out of control, for the thing to finally come down in it's own good time.

I am not saying we should not practice power off spot landings from time to time for the high altitude engine failure. Slips, forward or side as necessary, are very important with this round out, flair, and hold off technique. Also we need to shoot a directed course to somewhat short of the numbers. 75% of forced landings touch down in the center of the landing zone, usually resulting in damage to tin and skin.