I have always been able to fly with piston engined a/c reasonably well -- using a combination of power and attitude to maintain the final glideslope. But turboprops are my downfall. I can never seem to get the final approach right. It seems to me that in turboprops , it is essential to have a fairly constant power on approach because of the delay in spooling the engines up or down -- but a constant power on approach gets me into trouble.How do others fly turboprops on final?Regards Barry

First of all, keeping the condition lever in flight idle biasesthe power to where spool up should be quick enough as opposed to having the condition lever at ground idle. That is its purpose.It is correct that depending on the aircraft type you may have to carry some additional power beyond flight idle. You need to apply flaps and power at the approach schedule for your landing weight.You did not state what trouble you are experiencing.If you tend to suddenly sink even with pitching up you may be overweight and stalling and not using enough airspeed. If you need too much airspeed to prevent this you are overweight or out of balance at landing. You should check you fuel load before take off having enough for the distance, alternate airportm plus an additional 45 minutes and not more so your landing weigh will not be exceeded. Larger turbo-props typically have a high sink rate and flaring at idle may not arrest descent in time. Look at the performance tables for your landing weight and flaps setting to provide thirty percent above the flap setting stall plus 1/2 any gusting wind speed at the point where you are crossing the threshold. Before you reach the last couple of miles of final, you will carry more airspeed above the thirty percent mark by just a little for that flap setting. In the tables the thirty percent added to the stall speed AIS is called Vref.If you are descending too slowly at idle then your airspeed is too high for your flaps setting. If you cross the threshold too fast for your weight then you will tend to float along the runway after flaring. Insure your prop pitch is set for maximum rpm so the engine has maximimum effect on thrust allowing prop idle drag to slow you or increase thrust responsively for a go-around if required. Yourgear should be down by the OM or a few miles out so its drag is applied.The technique of using low engine power with minimum pitch/maximum rpm to slow the aircraft from prop drag is called by some flat-blading. It is similar in effect down down shifting an automobile to slow it and have greater effect on low speed control.Since you did not state your particular problem, there is probably more that could be added if we know what the difficulty is.