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#11
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Flaps on take-off and landing
Peter Duniho writes:
I lower the flaps for the preflight inspection so that I can properly inspect the flap mechanisms, but then retract them after engine start and before taxiing. Doesn't flap movement require engine power? IMHO, since you're not actually flying an airplane, I wouldn't worry about it. Put the flaps down whenever you want. The idea is to try to approach real life. Additionally, many things are simulated. If adjusting flaps has a bad effect in real life, there's a good chance that it has a bad effect in simulation as well. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#12
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Flaps on take-off and landing
Thomas Borchert writes:
No. But who cares - you're not flying, you're simming. The whole idea of simulation is to approach real life, whence the name. For landing, you don't want to accidentally touch the wrong switch while in a hurry on the runway (e.g. the gear switch - happens often). Your primary concern is to get off the runway. After that, stop and complete the after landing checklist, which includes flaps. Do aircraft commonly have mechanisms to prevent gear retraction when the wheels are touching ground, or is it usually up to the pilot not to do anything unwise? Your stall speed is reduced by the flaps by maybe 10 or 20 knots. If the wind is blowing enough for your stall speed to be a factor - don't fly. I was under the impression that full flaps is a normal configuration for landing; is this not true? -- Transpose mxsmanic and gmail to reach me by e-mail. |
#13
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Flaps on take-off and landing
"Mxsmanic" wrote in message
... At what point does one normally set flaps before take-off? I've been doing it only when aligning with the runway, on the theory that extending flaps prior to that would just make me more vulnerable to wind while on the taxiway or at the gate. Similarly, I retract the flaps completely as soon as I'm completely on the runway for landing, so that the wind doesn't push me around. Is this the correct way to do it? I put in 2 notches of flaps when I hit 60MPH on my take-off roll. |
#14
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Flaps on take-off and landing
Some airplanes use electric motors to move the flaps, some
use engine driven hydraulic pumps. Some use hand cranks and some use a lever. Most light aircraft use either a mechanical human powered lever or crank or electric motors that will run on the battery. Heavier airplanes, over 12,000 pounds often use hydraulics. Sometimes the hydraulic pumps are electric powered, but engine driven pumps are common. "Mxsmanic" wrote in message ... | Peter Duniho writes: | | I lower the flaps for the preflight inspection so that I | can properly inspect the flap mechanisms, but then retract them after engine | start and before taxiing. | | Doesn't flap movement require engine power? | | IMHO, since you're not actually flying an airplane, I wouldn't worry about | it. Put the flaps down whenever you want. | | The idea is to try to approach real life. Additionally, many things | are simulated. If adjusting flaps has a bad effect in real life, | there's a good chance that it has a bad effect in simulation as well. | | -- | Transpose mxsmanic and gmail to reach me by e-mail. |
#15
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Flaps on take-off and landing
Squat switches of some type are common on all retractable
gear airplanes built since WWII. But they can fail for several reasons. Some airplanes have a squat switch on only one gear strut, later models of the same aircraft often added a second squat switch. A gentle landing with an over-inflated strut might not compress the strut enough to activate the switch (open) or a bump can allow the strut to re-extend. Most gear up landings are just that, the pilot did not put the gear down. But gear can be retracted while on the ground if the airplane has the right combination of "problems" such as over-inflated struts, shorted squat switches, hydraulic problems, , etc. "Mxsmanic" wrote in message ... | Thomas Borchert writes: | | No. But who cares - you're not flying, you're simming. | | The whole idea of simulation is to approach real life, whence the | name. | | For landing, you don't want to accidentally touch the wrong switch | while in a hurry on the runway (e.g. the gear switch - happens often). | Your primary concern is to get off the runway. After that, stop and | complete the after landing checklist, which includes flaps. | | Do aircraft commonly have mechanisms to prevent gear retraction when | the wheels are touching ground, or is it usually up to the pilot not | to do anything unwise? | | Your stall speed is reduced by the flaps by maybe 10 or 20 knots. If | the wind is blowing enough for your stall speed to be a factor - don't | fly. | | I was under the impression that full flaps is a normal configuration | for landing; is this not true? | | -- | Transpose mxsmanic and gmail to reach me by e-mail. |
#16
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Flaps on take-off and landing
In article ,
Cubdriver usenet AT danford.net wrote: The first plane with flaps that I flew was a PA-18 Super Cub. When I reached for the flap lever (it has a name, but I forget), what I got was a rocket from my instructor in the back seat. "Don't touch anything till you stop rolling!" Of course the PA-18 is a taildragger and more sensitive to a pilot's inattention. I make the same point of my students transitioning to retracts. I make them pull off the runway and come to a full stop before cleaning up the airplane. You really don't want to get confused and pull up the gear instead of the flaps will you're still rolling out on the runway. Makes for really impressive short-field performance, but requires a lot of power to taxi to the ramp. Think it can't happen? It does. I once had a student who owned a C-206 for umpty years and was learning the Bonanza. Flap and gear levers in opposite positions on the two models. Damn, am I glad the squat switches worked. |
#17
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Flaps on take-off and landing
In article ,
Mxsmanic wrote: Thomas Borchert writes: No. But who cares - you're not flying, you're simming. The whole idea of simulation is to approach real life, whence the name. Do you guys do simulated ramp checks? |
#18
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Flaps on take-off and landing
Roy Smith wrote:
In article , Mxsmanic wrote: Thomas Borchert writes: No. But who cares - you're not flying, you're simming. The whole idea of simulation is to approach real life, whence the name. Do you guys do simulated ramp checks? I have read of many sim pilots actually drinking alcohol while they fly, too. -- Peter |
#19
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Flaps on take-off and landing
Jim Macklin wrote: ... You can also use the flaps to "jump over" a fence or ditch that you see at the last moment before a forced landing if they are up for the glide. ... Yes and that's one lesson I'll never forget. The instructor had me do a power-off "short approach" and told me I was *not* allowed to apply power no matter how bad I thought it was! The pucker factor increased enormously and I could see the edge of the hill under the runway looming. Certain that we were going to crash into it, I was begging to add power. The instructor calmly demonstrated how to use flaps just to get a few more feet and complete the landing. It was a good lesson but I think he owes me some new underwear. |
#20
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Flaps on take-off and landing
Steve Foley wrote:
"Mxsmanic" wrote in message ... At what point does one normally set flaps before take-off? I've been doing it only when aligning with the runway, on the theory that extending flaps prior to that would just make me more vulnerable to wind while on the taxiway or at the gate. Similarly, I retract the flaps completely as soon as I'm completely on the runway for landing, so that the wind doesn't push me around. Is this the correct way to do it? I put in 2 notches of flaps when I hit 60MPH on my take-off roll. Does your POH describe how to use the flaps for short takeoffs, soft field takeoffs, etc? |
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