It depends on the airplane, but since you said you are flying a C150 which has 40 degrees if I remember correctly, I don't think full flaps are necessary or even desirable at all times. You'll find that people have many conflicting ideas about flaps. I once watched a heated argument about flaps between and owner and employee that ended up with the guy either walking out or being fired or both.
I never used any flaps in the Cessna I learned in.
The Cessna I fly now mandates full flaps unless complying with the checklist for an abnormal procedure (of which there are many).I never used any flaps in the Cessna I learned in.
Depends on a few things.
I've given about 700 hours of primary flight instruction in C-150's, and I'll stick with full flaps. There is more than enough control authority down to full flap approach speed to handle any gusts or crosswinds you have any business flying in, and the extra drag makes the flare (where most folks lose it) much shorter and easier to control.
Cessna 120?I never used any flaps in the Cessna I learned in.
That's a choice you can indeed make for yourself, but my experience giving refresher training to pilots who fly only for fun and not very often (say, less than 75 hours a year) is that when they do it differently every time, they never do it well.
Nobody's suggesting otherwise, but I still recommend full flaps every time once you reach that point.
The Cessna POH's also recommend (for reasons probably known only to Cessna's attorneys) approach speeds than anyone who knows anything realizes are much higher than is a good idea.
Takeoff is a different story.
I'd like to know how you figure using only 20 degrees of flap on landing improves safety on go-arounds. I've never had any trouble teaching trainees how to safely retract a C-150's flaps from 40 to zero on go-arounds. It's just a matter of doing so incrementally, and adjusting pitch attitude appropriately.
Whether or not they will extend fully and symmetrically, except a couple of times a year when practicing EP's including flap failure.
It is because of the power setting required to maintain GS with full flaps extended.
1.3*Vs0, based on actual gross weight and flap setting (normally full). Typically, that's about 55-60 KIAS in a C-172.
Since the regs on operations in higher level airspace directly or indirectly require compliance with 91.126, it applies in them all.
How about not knowing where the other end of the runway is?
Could be awhile before you sell it. You might as well get your MEI and bring it out to nebraska so I can get my commercial multi and MEI.
First, there's no direct relationship I know between groundspeed and rudder authority. Second, I know of no plane where the difference in rudder authority between full and zero flap stall airspeed is significant to the aircraft's ability to be landed in a crosswind. Finally, for go-arounds, that's why you have a flap retraction mechanism. If you were really that concerned about systems failures, you'd never pull the gear up after takeoff.I think there a certain balance between rudder authority and groundspeed when selecting a flap setting.. besides you don't want full flaps when you have to go-around anyway, too much drag.
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Initial CFI in a 310 -- ought to be an interesting ride.