T/O FLAP SETTING FOR LANDING ?

[Will.iam]

3 hours ago, T. Peterson said:

I am a rookie and have little experience in piston airplanes, but flying final with the stall warning chirping gives me the Heebie Jeebies.

That’s because if we get a stall warning in the jet you’re most likely going to get a tailstrike to go along with that chirp.

 

[Will.iam]

I set t/o flaps for my final approach mainly because autopilot flight with any flaps setting greater than that is prohibited in my poh. Besides as someone pointed out earlier, every ILS runway I’ve been to is more than long enough to land no flap let alone t/o flap setting and go-arounds are much easier to handle at that flap setting. 

[rbp]

11 hours ago, jaylw314 said:

Uh, technically, ALL landing accidents happen at or after touchdown 

Laugh all you want! But accidents that happen on approach never get a chance to become landings

[T. Peterson]

4 hours ago, Will.iam said:

That’s because if we get a stall warning in the jet you’re most likely going to get a tailstrike to go along with that chirp.

 

Not to mention that a stall warning is exactly that - warning of an impending stall! Long landings, bounced landings or prop strikes are survivable events. A stall on final is not. One good gust will take care of that 5-7 knot cushion.

[Will.iam]

3 hours ago, T. Peterson said:

Not to mention that a stall warning is exactly that - warning of an impending stall! Long landings, bounced landings or prop strikes are survivable events. A stall on final is not. One good gust will take care of that 5-7 knot cushion.

So very true. Flew over your neck of the woods taking my niece back to austin. Would have stopped by but had to get back for a flight later that day. 

[DCarlton]

On 6/11/2022 at 11:15 PM, Shadrach said:

It’s should be in your POH. Perhaps your ASI is in need of calibration.

 

I plan to check the POH again; it's in the plane.  My airplane has had a ton of mods over the last 50 years.  Belly pan, windshield, fairings, gap seals, cowl, three blade prop, etc.  The documents (such as the POH) provide great guidance, but I think what's most important is how the plane actually flies and stalls in real world conditions and where that falls on the airspeed indicator (regardless of the displayed numerical value).  Either way, we're debating a few mph and the data error is probably in the +/- 2 mph range.   And if you look closely at the bottom of the white and green arcs on my ASI, the actual stall numbers I recorded in flight aren't that far off.  So again, debating a few mph is splitting hairs.  I think I'm in good shape slowing down about 5 mph from what I've been doing.  I have no interest in dragging it in on the edge of a stall if it's not necessary.  Again appreciate everyones input; lots of great discussion.  

VREF

— Calculated reference speed for final approach. Final approach speed. Usually 1.3 times VSO or higher. Small airplanes: bottom of white arc plus 30 percent. Jets: calculated from landing-performance charts that consider weight, temperature and field elevation. To this speed jets typically calculate an approach speed (VAP) by adding (to VREF) half the headwind component plus the gust factor (to a max of 20 knots).

Edited June 19, 2022 by DCarlton