That's an interesting perspective that I've never heard in the instrument approach context. So you are concerned about stalling with a standard approach speed of 90 in an airplane with a stall speed over 20 KTS slower and feel the extra 5 knots or so makes a big difference?
What are you talking about? No where did stall come into it. At no time are you below 1.3 Vso on approach. 90kts clean is 43 mph over Vso of 67mph for C182K (60mph flaps extended). So 90 kts is almost 1.6x Vso!!! Stall is not an issue clean. Once you "break out" on an instrument approach you configure for landing, extend flaps for landing. This is a simple question asking opinion, technique based. I am sure clean is safe and works for final segment on a IAP, but two examples of excellent answers:
@455 Bravo:
16” no flaps until 2 miles from FAF.
FAF 13” Flaps 10
Every 1” gives me about 150 fpm descent
@WDD
10 degree flaps, speed set to 90. Makes the decent a little easier, more settled IMHO than no flaps.
@midlifeflyer
No flaps for me in a 182.
For all the other comments about landing and bouncing, you all did not read the question or understand.
It is not about landing but final approach segment. If you are not Instrument rated pilots, let me teach you something. Instrument approaches are LONG straight in approaches and flown well above normal VFR pattern final approach speeds for reasons I will explain. An IAP final can be over 5 miles long, adding the intermediate and/or initial segments the approach can be 12 miles or more from airport. For VFR traffic pattern final approach in this C182K is 70 to 80
mph (60kts to 70kts) with landing flaps on final. You are going to peeve off a lot of people including ATC, any planes holding wanting to land in IMC flying the approach at 75mph (65kts). You are expected to do at least 90 kts. Yes you can fly an approach real slow with full flaps at 65kts technically. Not illegal just not practical or efficient. It is like flying a plane capable of 140kt cruise and going on a long cross country at 70 kts.
Once landing is committed, you "breakout", have "runway environment" in sight, very close to runway, 2 nm or less, may be 200-400 ft above touchdown typically, you bring in landing flaps 10 if not already selected, then flaps 20, 30. In the case of C182K it has flaps 40 degrees. I don't use 40 unless it is max performance (short field). Also this plane in particular has STOL kit, leading edge cuffs and fence (STOL). It does not have droop ailerons. So stall is ridiculously low. In fact power on stall does not exist. We still use book stall number of 60-67 mph for planning. The actual stall is lower but STC does not change that in POH supplement.
You should know that min speed for approach is 1.3 x the stall speed for you configuration. That is a MIN, until landing. People call this DMMS - Defined Minimum Maneuvering Speed or D.M.M.S. This is not new been around forever. However people still stall. The other suggestion I don't make but not a bad idea, is mark your airspeed indicator for DMMS. Of course that changes with flaps. So people put a range. It mirrors bottom of green and bottom of white arcs. When flying IFR you never should be near DMMS unless you are near or over the runway rounding out and flaring for landing.
Thanks 455 Bravo and WDD I will try flap 10 first, I think that will be ideal, unless there is some serious wind and have to fly faster to keep 90 kts ground speed and have margin for gusts.
NOTE: Instrument students who only learn in docile weather, you are going to have a shock when flying IMC in high winds and turbulence. So do some head work on how to handle that. Wind correction angles of 45 degrees? Yep. Adding speed to avoid stall or subtracting speed (below Va or Vno) in gusty conditions good idea? Yep. If weather is that bad stay on ground? Yep. The issue is frontal systems come through with gust fronts. It is best to divert or hold until it passes. Wind shear can take down large aircraft. I am not saying stalling is not a concern in IFR just not on final at 90kts unless you are flying larger twins and , turbine, Cat B, C and D aircraft.