The Beech T tails are very nice to fly, big enough and out
of prop and downwash.


wrote in message
ups.com...
|
| Jim Macklin wrote:
| But the flaps move the center of lift aft on the wing
and
| you need back elevator pressure to force the main gear
| (trike) or tailwheel on the ground to prevent weather
vaning
| and skidding the wheels under braking. The flaps will
tend
| to lift the lift the tail and you need to follow through
on
| the flare to lever the balance point on the main gear.
|
| Airplanes like the 150, 172 and 182 will pitch up
on flap
| application. The downwash off the flaps stikes the stab
and pushes the
| tail down. A 185 or Glastar will pitch down; I suppose the
lower
| position of the stab has something to do with it.
|
| I once owned an Auster AOP 6. It had no pitch
change with
| flap application, and those flaps were serious big Zap
flaps. The
| elevator had two trim tabs: one was the usual
manually-operated tab,
| and the other was connected to the flap mechanism to zero
out any pitch
| changes when the flaps were raised or lowered. That old
airplane would
| land in 200' (half of book figures) if an approach was
made at 1.1 Vso
| and the Johnson-bar flaps were suddenly raised just before
the wheels
| hit the grass. Why did we need to put electric flaps in
small
| airplanes? Same technique works in the 185.
| The Auster's brakes, on the other hand, were less
than
| enthusiastic, so one could clamp them on before touchdown
and really
| get ahead of the game.
| Not that I'm recommending that Auster owners go
try it...
|
| Dan
|