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Photo credit Divinity PriceAs an instructor there are a few major things you have to decipher. One of which is technique vs. procedure. Let's review one of several maneuvers that challenge both student and instructor - the power-off 180.
You are getting close to your checkride, and you are working on your landings. You remember from private how to do short and soft field takeoff and landings. The only thing that has changed from private to commercial ACS is standards get tighter. Take a look at the ACS skills pictured below for short-field landing.
The whole point of the standards becoming more accurate is because commercial operations require a certain level of "mastery of the airplane". This is why you will be performing an accuracy approach and landing made by gliding with the engine idle—Power-off 180. This maneuver is performed through a specific pattern to a touchdown beyond and within 200 feet of designated aiming points on the runway. The objective is to instill in the pilot the judgment and procedures necessary to accurately fly the airplane, without power, to a safe landing. The most challenging part is to demonstrate the ability to estimate the distance an airplane glides to a landing.
So, the question is, how do I master the daunting power-off 180? There are several techniques to get the job done but at the end of the day, whichever you feel more comfortable and proficient performing.
Photo credit PHAK Chapter 9Let's imagine we are in the traffic pattern approaching our aim point of the 1,000-footers. Your instructor reaches up and pulls the throttle to idle. How do you properly manage your energy to place the plane safely on those 1,000-foot blocks?
Your first thought should be to pitch for the best glide speed so you are getting the greatest glide distance for total drag.
Next, on a perfect day with light to no winds, you can still fly a tightened pattern (downwind, base, to final leg) and safely make your desired landing mark. As the wind velocity increases your ground speed decreases (on final) which will greatly alter your pattern. A rounded downwind, base and final may be a better option to quickly get yourself over the runway environment. It is always better, in my opinion, to come in a bit high than to be too low. If you're too low, there is no recovery other than to add power and go around. But if you are high, you can increase your descent rate without increasing your airspeed with flaps. In extreme cases, you can also use a forward slip to increase drag. By exposing the aircraft to the relative wind, you may be able to adjust your glide path. There is much debate about, "Is a forward slip in the event of a power-off 180 stable?" There isn't anything in particular stating you cannot use one in the ACS procedure therefore it is still an option to use.
Photo credit PHAK Chapter 9The more you practice it the better the pilot can judge whether the glide safely terminates at the desired spot. Use ground effect to your advantage. Some call it a "cushion of air" but it is better explained as reduced induced drag. It will allow the airplane to extend its glide closer to your touchdown point. This can also be done by throwing in flaps last minute to cause a ballooning effect to carry the airplane further. I personally do not find this method stable and find it often results in hard landings. Only use it as a last-minute attempt but do not practice it as a primary method. Learn to use your flaps throughout the approach and how to properly manage your energy.
The biggest thing to take away from the power-off 180 maneuver is energy management—potential and kinetic.