AOPA Stall/Spin Study -- Stowell's Review (8,000 words)

Turns are where the problems usually arise. I was taught 1.3 through the
turn to final then aiming for 1.1 to 1.2, depending on wind conditions, as
you come across the threshold.

I've had good luck doing the power thing with 40 degree flaps, arresting the
descent more with a burp of power than flare. Of course, if you got to that
point and discovered that your engine was just windmilling on you, you'd
probably make a spectacular bounce. I always check at runup that the
engine keeps running at idle with the carb heat on.

--
Roger Long

Roger Long wrote:

I've had good luck doing the power thing with 40 degree flaps, arresting the
descent more with a burp of power than flare. Of course, if you got to that
point and discovered that your engine was just windmilling on you, you'd
probably make a spectacular bounce.

Never happen with my Maule. Anything below 1.3 with full flaps requires back
pressure on the yoke and some power. There's no way you'll fly final at, say,
55 mph with a windmilling engine and not know it.

George Patterson
A friend will help you move. A really good friend will help you move
the body.

Come to think of it, that may be true of the 172 also. I usually fly short
final at 1500 RPM and go to idle crossing the numbers. I think I often put
in a bit of power with the last notch of flaps to set a good descent rate.
At this point, I'm not paying much attention to numbers but flying by the
windshield. I do keep an eye on the airspeed however.

If the engine quit, it would probably be pretty evident by the far end of
the runway disappearing behind the sun visors and a dramatic descent rate if
you kept the airspeed up. That would still be pretty exciting if you
weren't paying attention. Maybe that's why the lawyers made Cessna reduce
maximum flaps to 30 degrees.

Back when I was still learning to land, the steeper my descent, the better
my touchdowns. I gather the reverse is true for most people.

--
Roger Long

Roger Long wrote:

If the engine quit, it would probably be pretty evident by the far end of
the runway disappearing behind the sun visors and a dramatic descent rate if
you kept the airspeed up.

Actually, the descent rate would be most dramatic if I kept the airspeed down.
In my aircraft, the ROD increases dramatically below 57 mph.

My best chance of making the field would be to raise the flaps, lower the nose,
and get the speed up to 80 mph.

George Patterson
A friend will help you move. A really good friend will help you move
the body.