Engine Failure on Final

[Final 3 Greens]

If you're coming down short finals at significantly more than that in a light aircraft, you're more likely to over-flare and cause yourself a problem.

This is a very strong statement - I had typed nonsense, but edited that as it was rude.

Also, you haven't allowed for headwind in your approximation of the sink rate required.

In a PA28, you would be at 75kts, less a typical headwind of 10kts =65kts, so a 3 degree slope would require 325fpm, from a distance to the threshold of about 1 mile, which is not sensible in a light single, IMHO. The stronger the wind, the worse the numbers.

I would approach around -600 fpm, adjusting for wind accordingly, giving me a very comfortable and stable approach.

Having got my licence in 1994 and made several hundred (incident free) landings since, I speak from experience, not theory.

Having also operated a lot in a CATZ, there simply was not room to make a 3 degree approach, a 1/2 mile final from 300 feet was normal.

And it's not only light aircraft that can do this, have you experienced the 146/RJ on the 5.5 degree glideslop to LCY/EGLC?

There is another thread about bomber circuits - there is some fit with 3 degree approaches and these.

[High Wing Drifter]

Foxmoth says:

raising flap from full will reduce drag, but you will probably need to lower the nose for a slightly higher best glide speed

Agreed. For the Arrow, the best glide speed with 2/3rds flap is about 85kts and about 80ks with full flap, so a little nose lowering would be in order. FWIW, I noticed that there is virtually no sink when raising full flap to 2/3rds on the Arrow..or indeed any of the aircraft I've flown with flaps (with the possible exception of the AA5). I would not remove more than the last stage though!

Human Factors wrote:

If you're coming down short finals at significantly more than that in a light aircraft, you're more likely to over-flare and cause yourself a problem.

I agree with F3G. I don't believe that a steep approach is particuarly challenging. As mentioned before, a full flap glide approach in an Arrow feels more like a dive bombing exercise. Even a barndoor flap glide approach in a 152 is pretty steep. But is pretty much bread and butter flying...really...IMHO.

[Biggles_in_Oz]

After a long trip and then side-slipping-in on final due to strong cross-winds, the thought of fuel-starvation caused by unporting of an emptyish tank does cross my mind.
So, I tend to favour a dive-bomb the runway approach.

The Arrow gear doors make fantastic airbrakes , but because of the gear cycle-time I'd leave the wheels where they are if you're below about 700'