I know they don't fly on the backside of the power curve for an approach. I was just pointing out the the description given earlier would indicate the Navy flies on the backside of the power curve.
My instructor was an Instructor on the Viking. He is the one who in no uncertain terms said the navy teaches pitch for altitude and vise versa
From Aerodynamics for Naval Aviators:
FLYING TECHNIQUE.
Since the conditions of steady flight predominate during a majority of all flying, the fundamentals of flying technique are the principles of steady flight:
(1) Angle of attack is the primary control of airspeed.
(2)
Power setting is the primary control of altitude, that is, rate of climb/descent.
With the exception of the transient conditions of flight which occur during maneuvers and acrobatics, the conditions of steady flight will be applicable during such steady flight conditions as cruise, climb, descent, takeoff, approach, landing, etc. A clear understanding of these two principles will develop good, safe flying techniques applicable to any sort of airplane.
The primary control of airspeed during steady flight conditions is the angle of attack. However, changes in airspeed will necessitate changes in power setting to maintain altitude because of the variation of power required with velocity. The primary control of altitude (rate of climb/descent) is the power setting. If an airplane is being flown at a particular airspeed in level flight, an increase or decrease in power setting will result in a rate of climb or descent at this airspeed. While the angle of attack must be maintained to hold airspeed in steady flight, a change in power setting will necessitate a change in attitude to accommodate the new flight path direction. These principles form the basis for "attitude" flying technique, that is, "attitude plus power equals performance," and provide a background for good instrument flying technique as well as good flying technique for all ordinary flying conditions.
One of the most important phases of flight is the landing approach and it is during this phase of flight that the principles of steady flight are so applicable. If, during the landing approach, it is realized that the airplane is below the desired glide path, an increase in nose-up attitude will not insure that the airplane will climb to the desired glide path. In fact, an increase in nose-up attitude may produce a greater rate of descent and cause the airplane to sink more below the desired glide path. At a given airspeed, only an increase in power setting can cause a rate of climb (or lower rate of descent) and an increase in nose-up attitude without the appropriate power change only controls the airplane to a lower speed.
(My emphasis)
Bob Gardner
