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Phil Matheson wrote: >But my reply was meant ask Why you would want to put out your Brake at high >speed. 130 knots. Or even 100 kts. ? Like Mark, sometimes it's not intentional. I always use 10? of flaps on take off to generate a little extra lift, but sometimes just simply forget to retract them after take off. Usually I notice either because my engine temps don't seem right during climb out, or if I'm really obtuse that day, when I push over into cruise, the plane just seems to hit a wall on speed. But I have seen speeds in excess of 170 mph with flaps partially extended, not because I intended to, but because I was distracted by something else and failed to retract them after take off, then went around and flew a fast pass down the runway when leaving.? Hey, we all make mistakes.? At least I make my fair share of them. As Mark said, you want to engineer your plane with some leeway for mistakes. In another scenario, because of the location of my home airport, approaches are typically straight in from 6 miles out. If I am already approaching from that direction, I'm usually coming down from altitude and cranking along somewhere around 180 - 190 mph IAS. At about 3 miles out, I want to transition to a stabilized approach. In most traffic patterns, making your turns from downwind to base and final are great for scrubbing off excess speed. But with a straight in approach, I'll be throttled back, but still at high speed. I don't want to pull the nose up enough to scrub off 100 mph of excess speed, so instead I'll level off at pattern altitude and deploy about 10? of flaps at something like 140 mph IAS to generate some drag. The plane will slow down very nicely without ballooning in altitude. Once I hit 100 mph IAS, I drop the flaps to the full 37?, then when I see 85 mph IAS, I pitch back over forward on a stabilized approach. In the space of about 1 mile, I can scrub off 100 mph of excess speed and set myself up on a nice stable approach. -Jeff Scott ?Los Alamos, NM
