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#1
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Use of Flaps in the Pattern
I wonder how other pilots of flapped ships are using their flaps. I don't use any flap till I am aligned with the runway on final approach. Don't like the sluggish aileron control and the forward stick pressure required on the dreaded base to final turn. I switch to positive flap on final. Any comments ?
Dan G |
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Use of Flaps in the Pattern
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#3
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Use of Flaps in the Pattern
For an ASW20:
Thermal flap on downwind. Landing flap on final. What does the manual recommend for your glider? |
#4
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Use of Flaps in the Pattern
On Sunday, October 13, 2013 10:22:16 AM UTC-4, chuck wrote:
For an ASW20: Thermal flap on downwind. Landing flap on final. What does the manual recommend for your glider? OOPs Ship is a Ventus C and the manual talks only about approach flap position which I take to be on Final. It recommends Landing flap or thermal flap. I Wonder why do you use thermal flaps on downwind ? Dan G |
#5
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Use of Flaps in the Pattern
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#6
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Use of Flaps in the Pattern
Why is the final turn "dreaded"? I find that THE most rewarding part of the
pattern! I fly a LAK-17a which has flaps and upper surface spoilers/dive brakes. I have 5 flap positions ranging from -1, 0, 1, 2, and L. Minus 1 is for high speed cruise, zero is for normal cruise, 1 and 2 are for thermalling, though there's not much difference in climb, only drag, and 3 is for landing. It's very hard to slow my ship down from final glide since I'm very conservative until there's no doubt that I've got the airport made, but I usually accomplish slowing down with a climbing turn to below the white arc on the airspeed indicator and then put flaps down to 1 as I enter downwind. I progressively lower flaps to L (landing) and, just before beginning a descending 180 to landing, I extend the gear and then open the dive brakes. I hold a relatively constant airspeed by varying dive brake extension as I maintain my aim point. I usually roll out on final over the numbers at about 50 feet and gently modulate pitch and dive brake to achieve my touchdown point. On rollout, I relax the dive brakes and keep the flaps down to make it easier to roll on the main tire. When my stopping point is assured (a wide taxiway clear of the runway), I move flaps to -1. The tail comes down and aileron control is improved as I roll to a stop. Dive brakes are now ineffective and, since my wheel brake is on the stick grip, I leave the dive brake handle alone. Of course, your ship will have its own requirements. wrote in message ... I wonder how other pilots of flapped ships are using their flaps. I don't use any flap till I am aligned with the runway on final approach. Don't like the sluggish aileron control and the forward stick pressure required on the dreaded base to final turn. I switch to positive flap on final. Any comments ? Dan G |
#7
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Use of Flaps in the Pattern
On Sunday, October 13, 2013 3:22:16 PM UTC+1, chuck wrote:
For an ASW20: Thermal flap on downwind. Landing flap on final. Why would you want thermal flap downwind in a 20? You're probably flying at 55 kts - so neutral flap gives better performance and handling. Thermal flap or landing flap on final, sure, depending on the conditions and desired approach speed. Personally I almost never use full landing flap - but position 5 instead. Having said that, I fly a 20F, and I think later versions of the 20 had less flap in the landing flap position. Paul |
#8
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Use of Flaps in the Pattern
On Sunday, October 13, 2013 12:27:30 PM UTC-4, wrote:
Thank you Bob for the detailed post. I am flying a Ventus C with airbrake and flap combination. Dan G The answer to your original question varies immensely depending on type of glider. For your glider, first consult the manual... Then, it depends on the type of wingtips fitted. With the original tips you may find roll control 'uncomfortable' in landing configuration and rough conditions, in which case don't use 'L'. With winglets fitted (or short tips) this is less of a problem in your glider... Hope that helps ! Best Regards, Dave "YO electric" |
#9
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Use of Flaps in the Pattern
At 16:55 13 October 2013, Dave Nadler wrote:
I completely agree with Dave's comments; on the PIK20E ( and maybe D) the L position (16deg) degrades the roll control so much that I never use it; landing sequence on downwind is gear down, flaps to +12, trim for approach speed required. JMF On Sunday, October 13, 2013 12:27:30 PM UTC-4, wrote: Thank you Bob for the detailed post. I am flying a Ventus C with airbrake and flap combination. Dan G The answer to your original question varies immensely depending on type of glider. For your glider, first consult the manual... Then, it depends on the type of wingtips fitted. With the original tips you may find roll control 'uncomfortable' in landing configuration and rough conditions, in which case don't use 'L'. With winglets fitted (or short tips) this is less of a problem in your glider... Hope that helps ! Best Regards, Dave "YO electric" |
#10
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Use of Flaps in the Pattern
Hi, I hope your glider has a trim control, as that should be used to trim
off any unnecessary stick pressure after each change of configuration or speed. You should not need to push the stick on the base/final turn. At 23:56 12 October 2013, wrote: I wonder how other pilots of flapped ships are using their flaps. I don't u= se any flap till I am aligned with the runway on final approach. Don't like= the sluggish aileron control and the forward stick pressure required on th= e dreaded base to final turn. I switch to positive flap on final. Any comme= nts ? Dan G |
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