> "Speaking of N891JF, Jim has mentioned "seeing speeds as low as 40 mph"
while landing (in his "The Perfect Landing" piece at
http://jfaughn.com/other/kr/uniquepartsofmykr/kr_landing.html ), so he's
definitely talking about IAS, rather than GPS"

I think it's understood (hopefully) by everyone that the airspeed
indicator isn't reading accurately at high angles of attack.  And when
touching down, the wing should be at quite a high angle of attack - as
close to stall as is possible.  Unless you're 20 feet above the runway as
I was that day on the Wyoming border, you can't really get the wing fully
stalled in a KR without the tail hitting, so all we can do is get as
close to stall as we can.  

This conversation made me realize I never look at my airspeed indicator
except on close final and sometimes on climbout if I'm worried about
engine temps on a hot day.  I also haven't ever made note of my GPS
touchdown speed but I ought to do that.  I can't imagine why I never
have, but I haven't.  I look for the needle to be below 60, the closer to
50 the better as I near the threshold.  Otherwise I'm going to float too
much once I'm in ground effect.  Being careless just a little bit with
speed at this point makes the difference between the first turn out or
the second turnout.  If I have to use brakes to make the first turnout
I've been sloppy.  I can't remember ever looking at the needle when
feeling for the runway but I'm pretty sure if I've kept it as slow as I
try to, my needle is going to show somewhere near 40 when the tires
touch, as Jim says.  It's a constant challenge to get that slow and is
why I wish I had a better belly flap.  Makes landing short much, much
easier as I learned when flying Jim Morehead's plane.

Mike
KSEE


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