Rob2160

You make a good and very valid point, that a particular elevator angle places the aircraft in trim at a particular angle of attack and hence a particular speed.

Two follow-on points though

1. when flaps are deployed the principles remain exactly the same, but all the numbers change, and how much (i.e. the new trimmed AoA or airspeed) depends on pitch coupling which varies from aircraft to aircraft.
2. All the full size flying instructors I've ever met said "re-trim, re-trim, re-trim" whenever you change anything, power, speed, flap angle,socks, whatever
   I hope you teach the same. I assume that you advocate that the aircraft should be in trim at 1.3*Vs on the approach??? In which case please explain further the following quote
   
   "When landing a real aircraft you aim to approach at 1.3 x the 1 g stall speed in the landing configuration.
   Which means, flying a stable final approach at the correct speed, you should be holding steady back elevator of about 55 to 60% deflection.."
   
   

In full size flying we are constantly taught that the secret to a good landing is a good approach, in trim at the correct speed (1.3*Vs as you said).

That is what my posts above were trying to get at. You set the elevator trim to the angle which, with full landing flap, will AUTOMATICALLY lock the angle of attack and trimmed airspeed at the optimum approach speed, 30% above stalling speed (in landing config as you said).
Carrying more airspeed than this (due to not enough up elevator) is what causes excessive float on landing.



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