flaps again

On Jan 2, 4:35 pm, Michael wrote:

Which brings us to the one (and only) difference between landing flaps
up and gear up. Gear up is expensive, every time. Flaps up is
actually more likely to be fatal (as in, you get too slow in a turn)
but most of the time it costs nothing at all except some extra runway,
which is free. That's it.

Unless you are landing on a minimal runway, as we often do
out here in the Canadian west. An inadvertent flaps-up landing can get
really messy at the far end, depending on the obstacles that might be
there. Tall grass, not so bad. Fence, gonna scratch the airplane some.
Trees, not good. Big trees, bad. Mud, gonna get the top of the
airplane really dirty and dented. Big rocks, very bad. Lots of scrap
metal and maybe scrap people. Water, well...I hope you survive long
enough to get out of the airplane.
So pay attention to what the airplane is telling you.

Dan

On Jan 2, 9:15 pm, wrote:
On Jan 2, 4:35 pm, Michael wrote:

Which brings us to the one (and only) difference between landing flaps
up and gear up. Gear up is expensive, every time. Flaps up is
actually more likely to be fatal (as in, you get too slow in a turn)
but most of the time it costs nothing at all except some extra runway,
which is free. That's it.

Unless you are landing on a minimal runway, as we often do
out here in the Canadian west. An inadvertent flaps-up landing can get
really messy at the far end, depending on the obstacles that might be
there.

Not really, you just need to learn how to land better,
making use of flare and ground effect.
Landing with zero flaps, needs a tricky extended flare
and once the tires are on the runway, keep the nose up,
with pitch control to the elevator, that way the entire
main wing operates as an air brake.
Be very gentle on wheel braking control because that
will lower the nose, and you want the nose as high
as possible, while rolling.

Once the nose falls, it's hard to get it up because of
the relation of the CM to the wheel contact point on
the ground. At a high AOA, the CM is pretty close
to the vertical location of the wheel contact point,
and the elevator is effective.

The key is to understand the wheel contact point in
relation to the CM. Most A/C with tricycle gear are
designed to keep the weight on the mains and keep
the forward lightly loaded.
Ken

On 3 Jan, 09:16, "Ken S. Tucker" wrote:
On Jan 2, 9:15 pm, wrote:

On Jan 2, 4:35 pm, Michael wrote:

Which brings us to the one (and only) difference between landing flaps
up and gear up. *Gear up is expensive, every time. *Flaps up is
actually more likely to be fatal (as in, you get too slow in a turn)
but most of the time it costs nothing at all except some extra runway,
which is free. *That's it.

* * * * *Unless you are landing on a minimal runway, as we often do
out here in the Canadian west. An inadvertent flaps-up landing can get
really messy at the far end, depending on the obstacles that might be
there.

Not really, you just need to learn how to land better,
making use of flare and ground effect.
Landing with zero flaps, needs a tricky extended flare
and once the tires are on the runway, keep the nose up,
with pitch control to the elevator, that way the entire
main wing operates as an air brake.
Be very gentle on wheel braking control because that
will lower the nose, and you want the nose as high
as possible, while rolling.

Once the nose falls, it's hard to get it up because of
the relation of the CM to the wheel contact point on
the ground. At a high AOA, the CM is pretty close
to the vertical location of the wheel contact point,
and the elevator is effective.

The key is to understand the wheel contact point in
relation to the CM. Most A/C with tricycle gear are
designed to keep the weight on the mains and keep
the forward lightly loaded.
Ken



Good grief.


Bertie