Why is the final turn "dreaded"? I find that THE most rewarding part of the
pattern!

I fly a LAK-17a which has flaps and upper surface spoilers/dive brakes. I
have 5 flap positions ranging from -1, 0, 1, 2, and L. Minus 1 is for high
speed cruise, zero is for normal cruise, 1 and 2 are for thermalling, though
there's not much difference in climb, only drag, and 3 is for landing.

It's very hard to slow my ship down from final glide since I'm very
conservative until there's no doubt that I've got the airport made, but I
usually accomplish slowing down with a climbing turn to below the white arc
on the airspeed indicator and then put flaps down to 1 as I enter downwind.
I progressively lower flaps to L (landing) and, just before beginning a
descending 180 to landing, I extend the gear and then open the dive brakes.
I hold a relatively constant airspeed by varying dive brake extension as I
maintain my aim point. I usually roll out on final over the numbers at
about 50 feet and gently modulate pitch and dive brake to achieve my
touchdown point.

On rollout, I relax the dive brakes and keep the flaps down to make it
easier to roll on the main tire. When my stopping point is assured (a wide
taxiway clear of the runway), I move flaps to -1. The tail comes down and
aileron control is improved as I roll to a stop. Dive brakes are now
ineffective and, since my wheel brake is on the stick grip, I leave the dive
brake handle alone.

Of course, your ship will have its own requirements.

wrote in message
...
I wonder how other pilots of flapped ships are using their flaps. I don't
use any flap till I am aligned with the runway on final approach. Don't like
the sluggish aileron control and the forward stick pressure required on the
dreaded base to final turn. I switch to positive flap on final. Any comments
?
Dan G