X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-m06.mx.aol.com ([64.12.143.80] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6421833 for lml@lancaironline.net; Fri, 16 Aug 2013 21:15:04 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.80; envelope-from=Sky2high@aol.com Received: from mtaomg-da02.r1000.mx.aol.com (mtaomg-da02.r1000.mx.aol.com [172.29.51.138]) by omr-m06.mx.aol.com (Outbound Mail Relay) with ESMTP id 59A53700000A7 for ; Fri, 16 Aug 2013 21:14:31 -0400 (EDT) Received: from core-mtb003b.r1000.mail.aol.com (core-mtb003.r1000.mail.aol.com [172.29.234.201]) by mtaomg-da02.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 35D45E000085 for ; Fri, 16 Aug 2013 21:14:31 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: Date: Fri, 16 Aug 2013 21:14:31 -0400 (EDT) Subject: Approach and prep for landing To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_b795f.58af1189.3f402877_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1376702071; bh=ZcU1vZTDJWaRbmSbpruDKeKEUx1SF3v0fIKFz7RjZcg=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=M52wb7VAtHsCE6mYac0/3zj0bDA+79mKCNXt1TxLAMdY5ri3Jg6di3iJcdCCGz7Nh pNyP3NZDoYDE97egnXNz/4nr1z+iOC2rGEBS57eHdDs+anZbULz+3JHRB3knYDJqAm tVBVPow2HNj/Wnb5OKPiwC2LLHJm6eA2KSzQlJQg= x-aol-sid: 3039ac1d338a520ece773960 --part1_b795f.58af1189.3f402877_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Egads, the "Flaps at Takeoff" topic was totally hijacked and morphed by folks thinking that low approaches and other weird maneuvers are OK after engine failures. Well, be that as it may, consider a more analytical approach to approaches. If one were to look critically at 99% of GPS approaches and adopt the principles contained therein, one would find consistent, stabilized approaches to all airports, resulting in safer and better landings. Almost all GPS approaches are accomplished in three 5-mile legs. 1st Leg: Get down to a reasonable altitude, speed and configuration. Mentally prepare for the final 10 miles 2nd Leg: Lower altitude (usually around 2000 - 2500 AGL), approach speed (depends on aircraft, 320 = 110 to 120 KIAS) and configuration (320 should ultimately result in flaps at take off position or about 10 degrees from reflex), Mixture appropriate for altitude. Stabilized. 3rd Leg: Gear down and pattern entry at an altitude slightly above that established for underpowered spam cans and wide enough to do a controlled 180 arc from downwind to final so that runway alignment adjustments are made throughout the arc rather that dangerous 90 degree turns. Speed, descent, and position reasonably controlled by power and further flap extension. No need to adjust prop. On final, one need not muck around much with things except perhaps power. Go around only requires throttle to cruise power (prop already there), stopping descent, and begin to clean up drag before any drastic maneuvers. Go out and practice this method. See how it meets the requirement of the Commercial License credo - give the passenger a good ride. Oh well, what the hell, fly it any way your experienced C150 instructor tells you........... Scott Krueger --part1_b795f.58af1189.3f402877_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Egads, the "Flaps at Takeoff" topic was totally hijacked and morphed b= y=20 folks thinking that low approaches and other weird maneuvers are OK after e= ngine=20 failures. Well, be that as it may, consider a more analytical approac= h to=20 approaches.

If one were to look critically at 99% of GPS approaches and adopt the= =20 principles contained therein, one would find consistent, stabilized approac= hes=20 to all airports, resulting in safer and better landings.

Almost all GPS approaches are accomplished in three 5-mile legs.<= /DIV>

1st Leg: Get down to a reasonable altitude, speed and=20 configuration. Mentally prepare for the final 10 miles

2nd Leg: Lower altitude (usually around 2000 - 2500 AGL),= =20 approach speed (depends on aircraft, 320 =3D 110 to 120 KIAS) and configura= tion=20 (320 should ultimately result in flaps at take off position or about 10 deg= rees=20 from reflex), Mixture appropriate for altitude. Stabilized.

3rd Leg: Gear down and pattern entry at an altitude slightly abov= e=20 that established for underpowered spam cans and wide enough to do a control= led=20 180 arc from downwind to final so that runway alignment adjustments are mad= e=20 throughout the arc rather that dangerous 90 degree turns. Speed, desc= ent,=20 and position reasonably controlled by power and further flap extension. No = need=20 to adjust prop.

On final, one need not muck around much with things except perhap= s=20 power. Go around only requires throttle to cruise power (prop already= =20 there), stopping descent, and begin to clean up drag before any drastic=20 maneuvers.

Go out and practice this method. See how it meets the requiremen= t of=20 the Commercial License credo - give the passenger a good ride.

Oh well, what the hell, fly it any way your experienced C150 instructo= r=20 tells you...........

Scott Krueger

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