Fun with trailling edge dive brakes

Scott,

I'm surprised that no PIK 20B or HP pilots have so far joined in the
trailing-edge brakes debate! I've been flying my 20B now for 2 years
(400+ hrs and 178 landings) and have to admit that landing can be a
high work-load time especially in windy conditions. Generally letting
down with 45-60 degree flaps at anything faster than 55 kts results in
a bounce or two - best results occur at around 48 kts in still air.

I've practised trying to 2-point the ship ad nausium but finally
concluded that the higher angle of attack simply increases the risk of
excessive float. Now I settle her onto the main wheel then steadily
wind off the flap to -8 degrees. The transition from neutral to -4
results in the tail-wheel kissing the ground and I then ease the stick
back to nail the tail down and progress to -8 to ensure best aileron
authority for the roll-out, using wheel brake as required.

In gusty conditions I restrict the flap setting to 30-40 degrees and
approach at Vs plus half wind-speed. One strong gust with 60+ flap
can stop you dead, drop you in and spoil your whole day as I found out
the hard way, even with 65 kts on.

Geoff Vincent
VH-GAX


On 26 Sep 2004 17:42:58 -0700, (Scott Elhardt)
wrote:

I've been happily flying my H303 Mosquito for a year now and my
landings seem to be getting worse as time goes on. I have tried a lot
of approaches to the process, but inevitably I'm faster that I want to
be and don't touch as lightly as I'd like especially with a lot of
brake out.

Any trailing edge dive brake experts care to describe your accumulated
perspectives?

Scott