On Tue, 04 Mar 2008 18:11:59 GMT, "JGalban via AviationKB.com"
u32749@uwe wrote:

Bob Gardner wrote:
I am reluctant to teach anything that should "always" be used. Flaps are a
tool, and we learn early on in life that there are many ways to use a tool
to achieve different results.

I agree. I usually use multiple flap extensions at my home airport. Lots
of student traffic, so there's really no point in slowing down early and
flying a wide pattern behind a bunch of students emulating 747s. On the
other hand, when I fly into small strips with tall obstructions, I drop full
flaps abeam and fly a slow, tight, steep pattern all the way around. It

Why? The Bo is a great short field airplane that can slow rapidly. I
fly down wind pretty much the same. If it's tight, I dump the gear at
the end of the runway. From that point I use the appropriate amount of
flaps and size my pattern accordingly.(With full flaps it'll be short
and close) If necessary I can go full flaps (40 degrees on those big
barn doors is EFFECTIVE) right after gear down as it'll slow so
quickly with the gear down the flap speed is no problem. At that point
I can simply make a slipping U-turn from pattern altitude on a *close*
down wind to the end of the runway and my speed will be down to less
than 80 at the round out. With practice I can make it over the so
called 50 foot obstacle, at the end of the runway and still make the
first turnoff at 800 feet when alone. That PA28-180 can do it in
even less distance with those Johnson bar flaps.

makes speed control a lot easier in tight places. Different procedures for
different conditions.

John Galban=====N4BQ (PA28-180)
BTW the Deb has the same wing loading as the PA28-180 give or take
change (17#/ ft^2. The earlier V35s had even less.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com