I'm sure I could also do it in my airplane (well, the plane I fly). That doesn't necessarily make it a wise decision. Actually it makes it so unwise the company says NO, and FOQUA (sp?) will tell on you. Completely configured and on speed with engines spoiled by 1000 agl, and 500 if visual is mandatory. I understand it's a bigger airplane, but those are good parameters for all.
Doesn't really make it an unwise one either.
"On speed" in a bug smasher doing 90 knots is at least 40 knots above stall, and it's generally agreed it's stupid to land going that fast. And the system generally doesn't take too kindly to 50 knot approaches.
If you want to do it that way, go for it. You can fly a Cessna like the big iron. You'll be getting a lot of "please maintain best forward speed" requests.
If I do it in the STOL airplane, 1.3 Vso would be somewhere just above 40 knots. Call it 45 for mom and the dogs. It'd be about 10 minutes from the Procedure turn to the airport on most approaches. Could probably vector three of you into the final in front of me and you'd all be down and stopped before I got there.
My DPE *during my checkride* recommended flying them at 110 after seeing how the STOL kit makes the airplane do a very slow oscillation in pitch and speed at 90.
He's been flying big iron for longer than I've been a pilot and had no problem with me hanging him from his seat belt at DH on the last one to get the airplane slowed to some reasonable speed to land at. (Actually the last one was non-precision but same deal.)
He was smart enough to understand the requirements for the equipment being flown and how it interrelates to there being not one, but three KC-135s in the pattern with us that day, shooting T&Gs.
If I'd have flown the approach at 45, the tower would have spun us, multiple times. We might still be circling the Lincoln airport, in fact.
Hey if I'm all alone with nobody else around and not picking up any ice and the tower doesn't mind, maybe I'll fly it at 60. No real reason to, though. Even at 60 I need to lose 20+ knots of energy to land the thing properly...
It's not "unwise" to know your equipment and the limitations on you, including that there's a huge gap between a "normal approach speed" and the landing speed of my aircraft. In fact, it's the exact opposite.
If I put a 182 driver in my airplane and tell them to fly the approach and land, they're going to chew up 3000'+ of runway and be touching down 20-30 knots faster than necessary, nowhere near stall speed. Any gust of wind will launch them skyward again. It's just the nature of the modifications done to it.
The first time they did it, they would gain "wisdom" and probably know they needed to get the power off at breakout at 90 knots or they'll be landing at the airport the next county over. Only takes once to figure it out.
