"Jim Carter" wrote in message
et...
back when we had 40 - 50 - or 60 degrees of flaps available we didn't
always raise them even for short field landings. At 60 degrees and full
back elevator the O-1 would almost hover to a landing, brakes were kind of
ornamental at times.

The point is it all depends on the aircraft you're flying, the surface
friction, and where you want to turn-off. There shouldn't be a pedantic
mantra that you follow regardless of circumstance.

--
Jim Carter
Rogers, Arkansas

B I N G O !

Plus what works in airplane A is likely to be very costly in airplane B...

Examples. In a Cessna 120, the best short field technique I've found is to
simply plant the mains as soon as you get down to the ground (and over the
threshold) and lean on the brakes. If you try to 3-point, all you are going
to do is float if you are even a teeny bit fast. In a Luscombe, as I
understand it, that technique will get you stopped quickly but cost you a
prop and engine overhaul. Try it in a Cessna 150 and you are going to
wheelborrow and stand a chance of doing some significant damage.

If you have a Johnsen bar for the flaps and fixed gear, it MIGHT make sense
to retract. If you have electric flaps that take 15 - 20 seconds to retract,
and the flap lever is right next to the gear - well - I could probably think
of dumber things to do, but I'd have to work at it.

Learn to fly whatever airplane you are flying. They all have their
differences. That's why there is more than one kind.

--
Geoff
The Sea Hawk at Wow Way d0t Com
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