dave wrote
However rare an engine failure in the pattern might be we've all read
about them.

Actually, the only ones I know of where there wasn't enough power left
to limp to the runway were indeed fuel exhaustion.

I can't recall anyone ever hitting an updraft in a cub,
citabria, etc. on final that pushed them so high they missed the field.
Where have you seen this?

In Texas, where we routinely see 500 fpm updrafts in the summer. I
was in a Cub. I knew I was a little high and a little hot and I was
already slipping - and then I hit an updraft and nothing I did was
good enough to get down. Oh, I suppose I might have managed a landing
well past midfield but at that point a go-around seemed like the hot
tip.

I also try to be high on final and then
slip if needed.

There's a difference between a little high on final and slip off the
altitude if need be, and being high, hot, and slipping like crazy on
every approach. I favor the former, but not the latter.

In a glider, the ideal approach is one where you fly your pattern with
half spoilers - in the middle of your range. That allows you to
flatten the glide if you hit sink or steepen it if you hit lift.

By the same token, in a no-flaps airplane I favor an approach that
puts me about 1/3 of the way down the runway without slipping, and a
medium slip to scrub off the altitude on short final - all of this at
normal approach speed. I believe that if you need close to a
maximum-effort slip on final, then one of two things happened - either
you set up too high and too hot, or you hit a serious updraft on
final. If you're consistently slipping hard down final, you're not
leaving yourself an out against the day you have to fly short final
over a hot parking lot.

My objection is not to power-off patterns, which I favor. I also do
not object to slipping down final a little, especially in a no-flaps
airplane. I'm just saying that you can overdo it. Too much speed and
altitude can be as bas as too little.

Michael