flaps

Jay Honeck wrote:
Spend an hour or two landing on the numbers with the stall horn squalling.

It's funny how much easier this was to do when I was renting
airplanes. Heck, I'd routinely drag it in at minimum forward air
speed and plunk it on the numbers, just to see how short I could land.

When you own an aircraft -- especially one with a big, heavy 6-
cylinder engine that is slightly nose-heavy -- you think twice before
"practicing" such things. Tires, struts, brakes, firewalls, props,
and engines all become HUGE impediments to "practicing" landings with
the stall horn squalling, since you're paying for them all.

I believe my 182 had a similarly sized engine to your Piper and I always
landed as close to full-stall as I could get. If you do it all the
time, then you get to where it works pretty much all the time. And
landing this way SAVES on tires and brakes and, done properly, has no
affect on struts, firewalls, prop or engine.


This post, IMHO, above all else, is a real tribute to the utility of
manual, Johnson-bar flap actuators. Hard to miss when THOSE don't
work.

It is hard to miss Cessna flaps either. I have to admit to wondering
where Kobra mind was during that landing. Full flaps in any Cessna I've
flown is simply hard to ignore, but I haven't flown a 177.

Matt