- Sat Mar 10, 2018 1:52 pm
#402630
I'm with Eric in this regard, I transition early (much earlier than my compatriots) because of one thing I learned from powered aviation:
When you are on your downwind leg you should be in the landing configuration. You don't see powered airplane pilots doing a lot of configuration changes (especially for complex airplanes) on final because of the vastly increased workload. Very experienced pilots can do a full, 180 degree power off approach, drop flaps and gear, set mixture, prop and check seat belts while setting up a perfect profile to landing... that's just too much to do for most people. In my case, as I turn base my gear is down and locked (i.e. out of the harness, legs free) hands up the uprights and I am totally focused on the approach path, rounding out and waiting for the bar pressure to fade away.
Anything you can do to reduce your workload in the landing phase you should do so you are ready to take on any problems you might encounter. 1' off the deck is no place to find out you can't get out of your harness or get upright.
When you are on your downwind leg you should be in the landing configuration. You don't see powered airplane pilots doing a lot of configuration changes (especially for complex airplanes) on final because of the vastly increased workload. Very experienced pilots can do a full, 180 degree power off approach, drop flaps and gear, set mixture, prop and check seat belts while setting up a perfect profile to landing... that's just too much to do for most people. In my case, as I turn base my gear is down and locked (i.e. out of the harness, legs free) hands up the uprights and I am totally focused on the approach path, rounding out and waiting for the bar pressure to fade away.
Anything you can do to reduce your workload in the landing phase you should do so you are ready to take on any problems you might encounter. 1' off the deck is no place to find out you can't get out of your harness or get upright.