Thank you!
Keep in mind too, Bruce... it takes a number of hours to get all this "stuff" you are trying to do squared away... sometimes *many* hours. Like Dudley and Oracle mentioned with respect to "primacy", you want to teach good technique from the beginning, but it surely does not mean that is what will happen. One would need angel DNA to put it all together from the start. And you don't want to hear your instructor start sounding like Yoda when they say, "you must unlearn, what you have learned...".Bruce Hamilton wrote:I'm just not convinced that teaching a new pilot to do stall landings is correct, Dudley.
Keep in mind, the POH numbers are for a fully loaded airplane. The only time carrying extra airspeed is generally warranted with something like our C172, is when dealing with gusty wind conditions.Dooga wrote:P.S.: There is an entirely different can of worms with the 172 trying to land 'properly' when she's fully loaded, especially with ppl on the back seats: pulling her into the stall on flare might result in a tailstrike. So in that case you want to carry a bit more speed...
It's not the weight / "pulling into a stall" that will get you with the flare wrt a tailstrike... it's over-rotating / over zealousness with the elevator (and I have seen this in a C152). This is why it is important to recognize a good landing attitude... not too nose low (and possible wheelbarrow) or too nose high (and possible tail-strike).
Airspeed control is the most important factor in achieving landing precision.
At anytime, if you happen to be carrying extra airspeed in the flare, the airplane will float; that is, it will glide from over your aim point, past the intended touchdown point, until that excess airspeed dissipates. (On Landings, Part II - FAA P-8740-49)