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Quoting "William R. Bayne" <[EMAIL PROTECTED]>:
> And then there's still the question of precisely what to do with all
> the extra energy when you're over your chosen spot and still high!
1) Slip (can't do that in a 2-control Coupe)
2) Flaps (can't do that in a 2-control Coupe)
3) "Ercoupe Flaps" (1, 2, or 3 arms with optional flying leathers outside
the cockpit, more properly Ercoupe dive brakes, good for 200-350FPM
down)
4) S-turns
5) Sink it at a lower airspeed/higher drag config (pick up the airspeed
promptly about 50-100 feet above desired glide-slope)
6) Nose down and waste energy at a speed above 'best glide' (note that
being either ABOVE or BELOW best glide equals burned-up E)
7) Screw it...if you have lots of field above you it WILL get used up in
ground effect and you just CAN'T use more than 3000ft to get a Coupe
down and stopped
And above all
8) Practice. Practice. Practice. Have tried all of these tricks until they
are absolutely, positively, 2nd nature. There is nothing wrong with
having
spent 100 or 200 hours doing pattern work in the airplane of your
choice.
Know every trick in the world to make the 'sight picture,' which is
always
the truth, look right. Know what 'sink' versus 'normal glide' looks
like
over the nose. Know just what gives you a 'greaser' with a long
roll-out
(i.e., 'soft field') versus a 'plant' with 300-foot rollout (short
field)
landing. Be able to do either, at will. Get passionate about
short-field
landings and soft-field landings. And by the way, take-offs. Go back to
your primary training. Become the best damned 500-hour student pilot
that
you can become. Get into short-field landing rivalries with the guys at
your airport (but don't bend it with too low an airspeed in a 415D;
that
isn't the way to short-field it anyway, and above all just pretend that
the first 1/3 of the runway doesn't exist so you don't end up screwed).
Learn the difference between a Coupe power-on and power-off; they're
two different airplanes.
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