Thanks @Harry.Brown , lots of insightful stuff.
You seem have a very good attitude and believe me attitude is everything in flying. Unfortunately some advice can be very confusing especially when it comes from myth. I wanted to clarify a point that was mentioned in which a previous poster stated that, and I quoteIf you land properly, then at touchdown you should be at stall speed, at whatever flap setting you choose.
Yes this is a student forum and this is why you need to understand that that statement is misleading and incorrect.
The operative words here are LANDING PROPERLY
and AT STALL SPEED
, those words are incorrectly used in the above context.
The only speed to target after the stabilisation point on an approach( in fact years ago it was called Vat, target threshold speed) is the speed where the last check of the speed is made at the threshold, deemed to be at 50 feet. After the threshold it’s eyes outside, fly attitude and respect the stall warner on ALL conventional aircraft.
As I pointed out, the Americans ( and Tiger Moth FI’s) favour the statement about stalling the aircraft onto the ground, it's a widely heard folklore myth from the heroes and cowboys.
This is what the US FAA state in their manual
The touchdown is the gentle settling of the airplane onto the landing surface. The round out and touchdown are normally made with the engine idling and the airplane at minimum controllable airspeed so that the airplane touches down on the main gear at approximately stalling speed.
As the airplane settles, the proper landing attitude is attained by application of whatever back-elevator pressure is necessary.
The New Zealand CAA Flight Instructors guide says.
The landing is one smooth manoeuvre designed to slow the rate of descent to zero and the speed to just above the stall speed
, as the wheels touch the ground
We use two books on our Flight Instructor Courses, neither of which I fully recommend because they are written by former Tiger Moth FI’s and are outdated but in their day and I have been using them for nearly forty years on FI Courses, do contain useful information.
1 The Instructor Patter Manual
Makes no reference to airspeed after the threshold and certainly no mention of landing at stall speed.
2. The Campbell Flight Instructor's Manual
Flying Training For The Private Pilots Licence. Instructor Manual
No mention of speed or stall is mentioned after the approach and certainly no mention of landing at stall speed.
No mention on his pre flight briefing either
However especially for the Tiger Moth flying instructors this is what Air Ministry 1942 RAF Instructors Handbook says
From the point at which the descent is checked, the pilot, by gentle gentle backward pressure on the stick, first alters the flight path until it is approximately parallel to the ground, and then continues to alter the attitude as the speed falls off, keeping the aeroplane just above the ground until it lands gently on it when the angle of attack has very nearly reached the stalling angle..
The AFE manual, which is the most widely used training manual says this:
The aim of the hold off is to ensure that the aircraft touches down at the correct airspeed ( slightly faster than the stall),
on the main wheels with the nosewheel still in the air.
The most useful FI Course book around at the moment is Pad Pilot’s, The Complete Flight Instructor ( only 10 years out of date) but I do recommend it for FI Courses.
It makes no further mention either of speed after the 300 feet stabilisation check on the approach and certainly no mention of landing at stall speed.
Note none of these publications support the view that If you land properly, then at touchdown you should be at stall speed, at whatever flap setting you choose.
Take the AFE manual it says, touchdown slightly faster than the stalling speed. If you can interpret that as saying touch down AT the stall speed I would just like to say good luck.
The key to landing the aircraft correctly is to fly the aircraft to the threshold at the correct threshold speed and then make the appropriate attitude and power changes to touch down in the correct landing attitude while always respecting the stall warner. It’s worked for me for over 40 years in an Airbus to an Auster, it should work for you.