Relay-Version: version B 2.10 5/3/83; site utzoo.UUCP Posting-Version: version B 2.10.2 9/18/84 (Fortune 01.1b1); site rhino.UUCP Path: utzoo!utcs!lsuc!pesnta!hplabs!hpda!fortune!rhino!marcum From: marcum@rhino.UUCP (Alan M. Marcum) Newsgroups: net.aviation Subject: Re: Flap Flap (or High and Fast vs Low and Slow) Message-ID: <287@rhino.UUCP> Date: Fri, 15-Feb-85 14:52:13 EST Article-I.D.: rhino.287 Posted: Fri Feb 15 14:52:13 1985 Date-Received: Sun, 17-Feb-85 08:42:43 EST References: Reply-To: marcum@rhino.UUCP (Alan M. Marcum) Organization: Fortune Customer Support Lines: 48 Summary: Yes, use flaps Lots of philosophies abound on this matter. Some of these philosophies are a bit outdated, but should still be understood. Back in the olden days, engines failed frequently. Knowing that, the accepted pattern was high, power off, with a slip down to the field. This was done so that if the engine quit, you could ALWAYS make your field. Today, engines rarely fail (but they still do, occasionally...). Most approaches flown are such that if an engine failure occurs after about ten seconds past the numbers (remember that spot where your instructor ALWAYS pulled the power during primary training? the spot where you would JUST make the field if you did it right?) until maybe 1/2 mile final, you'll be short of the field. Many singles are flying in the IFR environment, shooting approaches, mixing it up with the big guys. Just TRY to request an old-days pattern at, for example, DCA or SFO! From my training (and current practice), follow the manufacturers recommendations. Every plane I've flown should touch down near power-off stall. Why? The less kinetic energy you have at landing, the greater the chances for a safe one, the less energy there is to dissipate in a critical situation. Remember good-ol 1/2*m*v**2 from high school physics? That v**2 is a doozy! Flaps both slow you down, and cause the wing to generate more lift at lower speeds. Yes, we practice no-flaps landings, mostly in case of flap extension failure or emergency high-wind landings. I'll land with full flaps, and, ideally, with the stall warner beginning to bleep. IF there's a big crosswind (8-10kt component), or conditions are gusty, I'll come in with partial flap, carrying a bit of extra airspeed (1/2 the gust component over normal approach). A good approach is a stabilized approach. Track the VASI, gradual deceleration, reduce power over the fence, roundout, flare. Flying a mid-60s Debonair (old 4-place Bonanza) taught me a great deal about the last phase of the approach. The plane has a vernier throttle -- very similar to most mixture controls. If you flew the approach right, you gradually screwed out the throttle during the final few seconds of the approach. Over the fence at the right airspeed, screw out the throttle, and she just landed by her lonesome. -- Alan M. Marcum Fortune Systems, Redwood City, California ...!{ihnp4, ucbvax!amd, hpda, sri-unix, harpo}!fortune!rhino!marcum