Hi Richard49,
I have to (nicely) differ with you regarding flap settings on a C152. I warrant that full flaps might be a bit over the top on a 2.5 kilometer runway, but might seem a little more reasonable on the many, many shorter runways that I've subsequently landed on. Ever been to Fenland? Sibson? Headcorn? Or that stumpy bit of tarmac that's used at Leicester from time to time? Believe me, short-fields are the norm, it's the long-fields that are at a premium.
Next point: the only way to maintain a 3 degree glideslope in a C152, with even a whisker of the barn-doors showing, is to make a more shallow approach than would be advisable, with more power than is healthy.
This boils down to a shallow approach with plenty of power.
Since completing my PPL, etc, I've adopted the principle that each approach should be made on the assumption that the donkey will quit. (Blow me, not just the approach, I work with that assumption all the way around the circuit). How does a shallow approach fit into this strategy? It doesn't. How does a unnecessarily higher-powered approach fit? It doesn't either. Either could lead to embarrassment if the engine stops.
It's probably just me that thinks like this.
TW