Trim settings the same for takeoff and landing?

On Apr 22, 7:35*am, Richard wrote:
On Apr 21, 9:32*am, Mark wrote:
Snippage
*as simulation doesn't really translate to the real world.

Thanks.

---
Mark

Bob Moore
ATP CFII
PanAm (retired)

To quote the bunyip:

BWAHAHAHAHAHAHA!!!

Yeah genius, tell that to Boeing, LockMart and nasa to name a few.

Idiot.

NO. You're the idiot. This isn't a NASA newsgroup.

It's recreational piloting. (I know, you're lost) And,
flight simulators don't translate to light sport planes
either.

Your smart-mouth reveals *your* ignorance.
But hey, at least we're talking aviation, unlike
Ari/Jeff Bloss. I take no offense. (because I'm
right)

---
Mark

On 21 Apr 2010 13:08:22 GMT, Bob Moore wrote:

Mark wrote

Because you fly out at 65 kts and land
at the same speed. The commonality is your airspeed.

Mark, you have failed to consider that in most lightplanes, the TO is
made with FLAPS UP and landings are generally made with FULL FLAPS.
Flaps require a really large trim adjustment, remember the GO-AROUND...
the large trim change required immediately after applying power and raising
the flaps? The difference between TO power and approach power also adds to
this large trim change in propellor driven aircraft.

Bob Moore
ATP CFII
PanAm (retired)

Failed to consider?

You're posting to the next Mxsmanic.
--
A fireside chat not with Ari!
http://tr.im/holj
Motto: Live To Spooge It!

On Apr 21, 11:35*am, Ari wrote:
On 21 Apr 2010 13:08:22 GMT, Bob Moore wrote:

Mark wrote

Because you fly out at 65 kts and land
at the same speed. *The commonality is your airspeed.

Mark, you have failed to consider that in most lightplanes, the TO is
made with FLAPS UP and landings are generally made with FULL FLAPS.
Flaps require a really large trim adjustment, remember the GO-AROUND...
the large trim change required immediately after applying power and raising
the flaps? The difference between TO power and approach power also adds to
this large trim change in propellor driven aircraft.

Bob Moore
ATP CFII
PanAm (retired)

Failed to consider?

You're posting to the next Mxsmanic.
--
A fireside chat not with Ari!http://tr.im/holj
Motto: Live To Spooge It!

Beat it asshole. You are the crossposting, spamming,
post forging, non-pilot who floods this group.

On Wed, 21 Apr 2010 16:45:15 -0700 (PDT), Invisible dog wrote:

On Apr 21, 11:35*am, Ari wrote:
On 21 Apr 2010 13:08:22 GMT, Bob Moore wrote:

Mark wrote

Because you fly out at 65 kts and land
at the same speed. *The commonality is your airspeed.

Mark, you have failed to consider that in most lightplanes, the TO is
made with FLAPS UP and landings are generally made with FULL FLAPS.
Flaps require a really large trim adjustment, remember the GO-AROUND...
the large trim change required immediately after applying power and raising
the flaps? The difference between TO power and approach power also adds to
this large trim change in propellor driven aircraft.

Bob Moore
ATP CFII
PanAm (retired)

Failed to consider?

You're posting to the next Mxsmanic.
--
A fireside chat not with Ari!http://tr.im/holj
Motto: Live To Spooge It!

Beat it asshole. You are the crossposting, spamming,
post forging, non-pilot who floods this group.

Mark?

Why do you call yourself Invisible Dog?

And Todd?

And Livingston?

And so many more nyms my fingers (Tiger) would /lol/ be numb from
typing?

Why?
--
A fireside chat not with Ari!
http://tr.im/holj
Motto: Live To Spooge It!

Bob Moore wrote:
... in most lightplanes, the TO is
made with FLAPS UP and landings are generally made with FULL FLAPS.
Flaps require a really large trim adjustment, remember the GO-AROUND...
the large trim change required immediately after applying power and raising
the flaps? The difference between TO power and approach power also adds to
this large trim change in propeller driven aircraft.

Bob Moore
ATP CFII
PanAm (retired)

Yep: flaps and power setting determine trim needed in numerous aircraft
types.

Brian W

On Apr 22, 7:05*am, brian whatcott wrote:
Bob Moore wrote:
... *in most lightplanes, the TO is
made with FLAPS UP and landings are generally made with FULL FLAPS.
Flaps require a really large trim adjustment, remember the GO-AROUND...
the large trim change required immediately after applying power and raising
the flaps? The difference between TO power and approach power also adds to
this large trim change in propeller driven aircraft.

Bob Moore
ATP CFII
PanAm (retired)

Yep: flaps and power setting determine trim needed in numerous aircraft
types.

Brian W

My certificate says SEL among other things. I do pay attention to
setting the trim to the recommended settings for take off, but that is
the only time I look at the marks. After that it's simply trimming to
remove yoke pressures except I no longer adjust trim when I'm breaking
the descent and pulling back for landing. That leaves the trim in a
reasonable place -- not ideal -- should it be necessary to go around.
At least it will not be set for the nose up attitude I use for touch
down. For sure if I have to fly a miss from 20 feet agl I won't be
fighting with an airplane badly out of climb trim.

For sim jockeys, that is a real life issue if a deer happens to wander
onto the runway, or the guy waiting to take off starts to taxi onto
the active at the wrong time, or if tower says "Mooney 201whatever go
around!."