To do this, you must first determine the correct power setting and attitude. Fly an approach using your normal technique, and when airspeed stabilizes on final with full flaps extended, note the airplane's attitude and power setting. These are the settings you will use on subsequent approaches.
The best way to check and set pitch attitude is to use the wing-tip's chord line position in relation to the horizon. (The chord line is the imaginary line that connects the wing-tip's leading and trailing edges.) This pitch-attitude reference is important because it is somewhat generic. For a given flight mode-climb, cruise, or descent-the pitch attitude reference will be approximately the same for any modern, piston-powered light airplane with a similar wing configuration.
Once you establish the correct pitch attitude, look forward and use over-the-nose references-nose cowl position, and windshield framework position-to maintain that attitude.
When you've memorized these references, try flying a constant-attitude and -power, variable-airspeed approach. Start by flying the traffic pattern downwind leg at slow cruise, a flight mode that requires a slight nose-high attitude and an airspeed that's below VFE, the airplane's maximum flap-extended speed. When abeam your planned touchdown point on the runway-assuming that you're number one for landing-establish the required power setting and pitch attitude and extend the first increment of flaps.
This power setting should be slightly less than what you determined earlier because as you descend from pattern altitude using a fixed throttle setting, atmospheric pressure (manifold pressure) and power will increase slightly. (Atmospheric pressure increases by approximately one inch per thousand feet of descent.)
The pitch attitude should be identical to the one you identified on your previous final approach. Remember to set pitch attitude using the wing-tip reference and maintain it using over-the-nose references. Your goal is to maintain this same attitude and power setting until you reduce power to idle during the landing flare.
During this type of approach, you should be constantly evaluating factors that could affect the airplane's position: What is the wind direction and velocity? Will surface conditions and temperatures cause risers or sinkers on final approach? When should I start the base leg? If I am too high or too low, how will I adjust the base leg or the turn to final? When should I select full flaps?
As you answer these questions, keep in mind that airspeed will automatically decrease from slow cruise to final approach speed as flaps are extended. No throttle adjustment is needed. A passenger who notices that the airplane transitions from pattern speed and attitude to approach mode with minimal pilot input will view you as an extremely smooth pilot.
The mental evaluation and planning that you go through as you fly these approaches is itself the payoff. Practicing this type of thinking helps to keep you proficient in the skills you will need in the event of a forced landing. Remember, a forced landing caused by a partial or complete loss of power is a constant-power maneuver; you won't have any power to adjust. With no power your glide path will be steeper, but all other considerations are the same as those involved in a constant-attitude and -power, variable-airspeed approach. Can you successfully execute this approach every time? If you misjudge the wind or surface conditions or don't make the proper traffic pattern adjustments to account for conditions, you will find yourself too high or too low, and you will need to make a power correction. However, the more you practice, the more success you'll have at nailing power, attitude, and conditions, and the sharper you'll become. When you get the knack of it, you'll recognize the value of autosharp. I guarantee it.
