Andy Blackburn wrote:
I have often used somewhat higher speeds on approach
as well. The logic is simple: trade a little altitude
for airspeed and you will get a better perspective
on field slope, power lines and other features that
my not be visible at higher view angles.

I know this flys in the face of the traditional stabilized
approach philosophy - so I'm interested in counterpoints.

Effective airbrakes do a great job of dissapating speed too.
In a Lancair IVP recently, without them it was really
a headache to land. The glide angle even with power off
was at such a high speed that to clear terrain we were
way too fast every time. Speed brakes 4 miles out
got us to the airport at the right approach speed every time.

Having extra energy is great, if you can get rid of it
when you need to. But I've seen some manuals where the
best full spoiler descent rate is at a pretty slow speed.

And it seems different gliders respond very differently to slips.
So I'd definitely test out the slips too...

Some of my more exciting landings have been when I got a
lot of unforseen lift right before touchdown, rather than
problems with sink. At shorter runways, or with weak
spoilers, this could have been a big issue.

You guys in your flap only PIKs and such get my respect.
Adjustments on short final must be "interesting."
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Mark Boyd
Avenal, California, USA