Robert Reser, in "How to Fly Airplanes," mathematically explains thrust component lift on page 2 Figure 1-1. He offers the e-book free or I can attach a copy with his permission at [email protected]. While the math is above my pay grade, I do appreciate the ability to use power (thrust) to accurately control the glide angle and rate of descent with elevator pitch deceleration on short final to touchdown slowly and softly on the numbers every time. All I need here is for someone to explain the math. Bob attempted this and also explained how the rudder could increase rate of turn in the energy management turn on page 33 last paragraph and Figure 3-2.. I got the rudder part but struggle with the thrust component lift, even though I know it works. Wolfgang and Bob understood aerodynamics. I just moved the controls until I got what I found useful.

To make the throttle extremely accurate in the control of glide angle and rate of descent, we slow down enough to get a significant sink or mush. We do not have to go behind the power curve, but that works as well. We can attain this pitch attitude, with full flaps works best, either way high and way out as does Patrick, or we can decelerate on short final to touchdown slowly and softly on the numbers with power. Either technique is eliminating the need to round out and hold off with the throttle closed. Accurate glide angle and rate of descent control with the throttle closed, with elevator control only, is a one shot deal as with accuracy landing or autorotation. Active throttle control makes the outcome of the maneuver less in doubt, headwind component being equal, when accuracy is actually necessary.

Slowing to significant sink, slower stall airspeed both out of and in low ground effect with the extra relative wind of prop blast still going over the wing, up elevator causing sink rather than rise on glideslope, thrust component lift, and ground effect on very short final and more in low ground effect at the numbers all contribute. My question is what is the percentage effect of thrust component lift greater than that of just gravity effect thrust at closed throttle, if such a thing can be mathed out? We who use higher pitch attitude with throttle as an active control consistently get down more accurately. How much more accurately?