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