jnmeade wrote: I've never heard that recommended.
I know it's unconventional (like much of my curriculum). But there are some definite advantages to reducing the number of variables. Here's the routine I teach:
I have my students complete a pre-landing checklist and establish slow flight on downwind, 1000 AGL, 1/2 mile or so from the runway. (In the SportStar, that's left tank, fuel pump on, monitor ATIS, set 4000 RPM. Slow down inside the white arc, set flaps 15, trim for level flight, and you'll find yourself stabilized at 60 kts). You can fine-tune airspeed with elevator, altitude with power.
Abeam the numbers, my students close the throttle and glide, still at 60 kts. (Carb heat on if relative humidity is high and temp/dewpoint spread is narrow). The plane will try to nose down and accelerate a bit, so they may need some back pressure on the stick to hold 60 kts -- but, they're maintaining that speed primarily by monitoring pitch angle, only cross-checking the airspeed indicator occasionally.
While rolling onto base, I have the students set flaps 30. In this plane, the extra drag just about compensates for the effects of the back-pressure being held following the power reduction. In other words, by adding flap, relaxing stick pressure, and doing nothing else, the plane will continue to glide at 60 kts, pretty much hands-off. No re-trimming required.
If all this is done correctly, and absent any adverse winds, you end up turning final about 500 AGL and 1/2 mile from the threshold. Once lined up, assess the glidepath. If on target, just keep gliding at 60 kts, flare over the threshold, and land. If high or landing long, you still have another notch of flaps available. If low or landing short, one can always bring the power back in.
If
really low, or not lined up properly, or airspeed not stabilized, or anything else not perfect, just go around and try again. Since you've been gliding at (and are already trimmed for) 60 knots, which is normal climbout speed, the go-around requires merely easing in full power, compensating for torque with right rudder as required, and holding the speed at 60 on the climbout, with elevator pressures as necessary. Once established in the climb, one can bleed off the flaps gradually, a notch at a time.
The nice thing about doing constant-airspeed glider landings is that, if the student ever has an engine failure requiring a for-real emergency landing, it becomes a non-event (you've already done this a hundred times).
I've been teaching pattern work this way for a couple of years now. It doesn't work for everyone, and isn't always the right technique (short field, soft field, obstructed, cross-wind, or gusty wind landings require tricks of their own), but it's a good place to start.
Students, try this sometime (only, discuss it with your instructor first).