On 17 Oct 2006 06:15:09 -0700, "Bill" wrote:

BPPP recommendations on instrument approach is not more
than appr flaps for approach phase. Reasons:

1. More speed is good; avoid slipping behind power curve
in turbulence; usually you are being nagged to keep speed up
anyway

Yup

2. Full flaps & full power on go around tend to pitch airplane
into dangerously high attitude to cope with if in clouds

In the clouds? Hell it's dangerous on a bright sunshiny day:-)) That
thing will want to stand on end.

3. It is very easy to go full flaps and stabilize at landing speed
when landing is assured; can easily be done in 1/2 mile.

Easily. (If the pilot knows his airplane)


4. Burns less gas.

Cheapest part of flying even when prices were at their highest.


In airplanes w/o flap preselect, we suggest you do it clean
because there is no real advantage to extending the flaps;
that way you will get the same exact answer each time: 0 degrees.

1001, 1002, 1003...has worked for me for the past 13 or 14 years.


Changing the flaps part way down creates an unnecessary trim
event. Keep it simple.

Ahhh...Changing flaps in my Deb does not change trim at all.


Bill Hale BPPP instructor K0QA

My Deb does not change trim at all from no flaps to full flaps. It
changes trim drastically with speed or a large increase in power. So
if the application of flaps slows me then, yes I'd have to retrim. On
mine the trim is that big wheel under the panel, out of sight. A
quarter inch movement on the circumference of that wheel will either
lift you right out of the seats, or push you down into them. It took
a while to get used to that. :-)) I believe after the first 30 or 40
units they changed the trim to something more easily manageable. OTOH
you don't have to waste time getting the nose down on a go-around
:-))

As I'm normally reading MPH it's 120 stabilized prior to the localizer
intercept. trimmed for level hands off at GS intercept. Hold the nose
level with gear extension at GS intercept. Add or reduce power by 1"
MP for each 100 fpm change needed. It rides the ILS as if it were on
rails.

Full flaps when the runway is made.

I don't remember the instructor's name I had down at Port Columbus,
but I'd sure like to thank him for drilling in the "failed engine
procedures". Mine quit on take off and I didn't even have to think
about what to do. It was a nice, uneventful landing far shorter than
I'd have expected. The diaphragm in the spider on top of the engine
blew. Instant silence. That fuel shut off valve really works. So
does the manual one as that thing was spraying a 1/4 inch stream of
gas on those hot cylinders.

That three blade prop will wind mill down to about 30 -35 MPH.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com