bluejay@samuri.DEC (02/20/85)
One other item on flaps -
As was indicated in some other reply, applying flaps while turning may
not be a good idea. The reason given was to avoid having to do too
much at one time.
There's another reason: Depending on the design of the flap system on
your airplane, it may be possible for a failure to leave you with
asymmetrical flaps. Now, if you happen to be turning into the failed
(up) flap, your control problems will be significantly increased,
since the airplane will want to keep banking in the direction the
airplane is already banked in.
- Bluejay Adametz, CFI
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Raven1::Bluejay | other than [perhaps] myself.ark@alice.UUCP (Andrew Koenig) (02/21/85)
I was once doing night landings at a good-sized controlled airport when I heard a 172 call in and request a touch-and-go. Said 172 landed, took off again, then radioed that he had had a flap failure. That 172 had just lifted off with full flaps and four people on board! 172's with full flaps don't climb too well, but it was a cool night. The controller cleared the pattern, and the 172 limped around at about 200 feet AGL and made it back to the runway in one piece.
cfiaime@ihnp4.UUCP (Jeff Williams) (02/22/85)
Probably this should be subtitled: "How to go around with full flaps in a Cessna." Fact: with full flaps a Cessna does not climb very well. Especially a Cessna with 40 degrees of flap. However, a trick that an FAA examiner showed me helps a lot. If you have a flap failure on a Cessna, climb at the BOTTOM of the GREEN arc, or at Vs1 (flaps up stall speed). The warning horn will be on, but the airplane will climb. I was shown this in a 1977 Cessna 172 in Kansas, OAT of around 100, and the airplane was about 350 pounds below maximum certified gross weight. The rate of climb was around 300 feet per minute. As for flaps on a touch and go, LOOK AT THE FLAPS COMING UP BEFORE YOU COMMIT TO YOUR TAKEOFF. I have had flap failures in the Cessna 177 series, typically caused by a dirty or poorly adjusted micro- switch in the flap circuit. I have not had the 150/152, 172, or 182 fail, but it could easily happen. One other note, some airplanes have a commit point on landing before the wheels actually touch down. As an example, in a twin engine airplane, certificated under FAR part 23 (light aircraft), you can not really expect the airplane to do a single engine go around. Once the gear and flaps are out on a single engine approach, plan on crashing somewhere on the airport, either controlled or uncontrolled. You are committed to land, even if you have to land off of the runway. Now, I don't think that full flaps in a Cessna are as firm a committment to land, but, you should be ready to reconfigure your airplane to 20 degrees at any time in the approach. In addition, if you are in the flare and have a flap failure on a go around, consider landing straight ahead, or off to one side of the runway. jeff williams AT&T Bell Laboratories ihnp4!cfiaime
ron@brl-tgr.ARPA (Ron Natalie <ron>) (03/02/85)
> As for flaps on a touch and go, LOOK AT THE FLAPS COMING UP BEFORE > YOU COMMIT TO YOUR TAKEOFF. I have had flap failures in the Cessna > 177 series, typically caused by a dirty or poorly adjusted micro- > switch in the flap circuit. I have not had the 150/152, 172, or 182 > fail, but it could easily happen. > One of the effects of shoving the throttle in with full flaps on the 152 is wheelbarrowing. The mains come off the ground while the nosewheel is still there. Attempting to steer in this condition is kind of comical. -Ron