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On Tue, 15 Dec 2009 05:53:38 -0800 (PST), Mark wrote:
On Dec 14, 2:42*pm, wrote: On Dec 14, 1:02*am, Jeffrey Bloss wrote: There's too much jackscrew grease or the lube's spreading too easily if its getting to the switches. Get it right. Alaskan 261 was running a failing jackscrew which looked like lube drift. -- * Huh. I wonder if you've ever had anything to do with these things? Dan Hi Dan. What you wanna do is never respond to that poster again, or better yet, killfile that name. It reads our posts, runs to google to "brush up", then hurrys back to insult you. Killfile it or don't ever read it or answer. --- Mark Better yet, dump both you loons into the killfile. *PLONK* |
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On Dec 15, 9:23*am, Gezellig wrote:
Better yet, dump both you loons into the killfile. *PLONK*- Sock puppet, I hope you did. -- Mark |
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On Dec 15, 12:49*pm, a wrote:
Hmm. New purchase? Congratulations. In the insurance thread you wrote that you rented. Yeah, that's the thing about being a liar, they can't remember what they said. laughing --- Mark |
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#16
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"brian whatcott" wrote in message
... I am still familiarizing with a newly acquired 150. The other day I flew on a chilly evening just above freezing. I applied flaps in the pattern, and when I landed, the flaps didn't want to retract I had earlier exercised the flaps on preflight without problem and before the plane was put away, the flaps went up OK. I guessed that the actuator froze up, so it probably needs lube to keep the water away.... The flap motor fuse checked OK of course... Any thoughts? Brian W Hi Brian Just thought I'd pass this along. You probably know all this anyway but..... I've never had a problem with the flaps on my Cessna 150F but I use the standard 10 downwind, 20 on base and keep it on 20 on final until I'm close enough to the numbers to check for deer, runway is clear etc before I use the 30 flap setting and only if I need 30 which is rare. I know my C150 will fly with 20 degrees of flap. With 20 I can arrest the descent and climb out. When doing T & G's always put your two eyes on the flaps to verify they have gone back up before lifting off the ground. May not seem like it but you have plenty of time while accelerating. Just a quick glane out both sides. If one doesn't look right stay on the ground and shut it down. You don't want one flap handing down on climb out. Winter can cause unusal problems such as a piece of ice getting someplace it doesn't belong. Just a few thoughts to pass along to all that read this newsgroup... Terry N6401F |
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Terry wrote:
Hi Brian Just thought I'd pass this along. You probably know all this anyway but..... I've never had a problem with the flaps on my Cessna 150F but I use the standard 10 downwind, 20 on base and keep it on 20 on final until I'm close enough to the numbers to check for deer, runway is clear etc before I use the 30 flap setting and only if I need 30 which is rare. I know my C150 will fly with 20 degrees of flap. With 20 I can arrest the descent and climb out. When doing T & G's always put your two eyes on the flaps to verify they have gone back up before lifting off the ground. May not seem like it but you have plenty of time while accelerating. Just a quick glane out both sides. If one doesn't look right stay on the ground and shut it down. You don't want one flap handing down on climb out. Winter can cause unusal problems such as a piece of ice getting someplace it doesn't belong. Just a few thoughts to pass along to all that read this newsgroup... Terry N6401F Sounds good to me. I want to set about 15 deg flaps for landing, having seen what 40 years of landings do to a tail tie down eye bolt - its lower surface is about 40% its original thickness.... About deer: I hear some unicom chatter from a field 30 miles down the road: * take care for the deer inside the fence line * Those aren't deer they're hogs. * There are deer AND hogs. Which reminded me of the intelligence from the homeowner where I keep a horse: "deer are becoming a nuisance so the does are open every hunting dasy. And I know a man at Dallas who will purchase live wild hogs - he fattens them for the top drawer restaurant market as wild boar: which they are, essentially...." Brian W |
#18
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"Terry" wrote
I know my C150 will fly with 20 degrees of flap. With 20 I can arrest the descent and climb out. In fact Terry, FAR Part 23 requires that your aircraft and all of the Cessna 150/152/172 series be able to execute a go-around at the maximum flap setting at the maximum TOGW. This requirement is what actually sets the maximum TOGW for these aircraft. Several years back, Cessna was able to raise the Maximum TOGW of the C- 172 by 100 lbs by simply removing the 40 degree flap setting. Section 23.77: Balked landing. (a) Each normal, utility, and acrobatic category reciprocating engine- powered airplane at 6,000 pounds or less maximum weight must be able to maintain a steady gradient of climb at sea level of at least 3.3 percent with- (1) Takeoff power on each engine; (2) The landing gear extended; (3) The wing flaps in the landing position, except that if the flaps may safely be retracted in two seconds or less without loss of altitude and without sudden changes of angle of attack, they may be retracted; and (4) A climb speed equal to VREF, as defined in 23.73(a). Bob Moore, ATP CFI PanAm (retired) |
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"Robert Moore" wrote in message
5.247... "Terry" wrote I know my C150 will fly with 20 degrees of flap. With 20 I can arrest the descent and climb out. In fact Terry, FAR Part 23 requires that your aircraft and all of the Cessna 150/152/172 series be able to execute a go-around at the maximum flap setting at the maximum TOGW. This requirement is what actually sets the maximum TOGW for these aircraft. Several years back, Cessna was able to raise the Maximum TOGW of the C- 172 by 100 lbs by simply removing the 40 degree flap setting. Section 23.77: Balked landing. (a) Each normal, utility, and acrobatic category reciprocating engine- powered airplane at 6,000 pounds or less maximum weight must be able to maintain a steady gradient of climb at sea level of at least 3.3 percent with- (1) Takeoff power on each engine; (2) The landing gear extended; (3) The wing flaps in the landing position, except that if the flaps may safely be retracted in two seconds or less without loss of altitude and without sudden changes of angle of attack, they may be retracted; and (4) A climb speed equal to VREF, as defined in 23.73(a). Bob Moore, ATP CFI PanAm (retired) Hi Bob Your correct in every aspect. I know what my airplane is capable of at or near gross. I know that I can climb at 30 degrees of flaps but not the 40 degrees that my C150 has. I was just trying to put some general guidelines into winter flying with an underpowered 100hp engine. I don't know if a new student or experience pilot such as yourself is reading this newsgroup. ![]() Terry N6401F |
#20
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On Dec 17, 8:40*am, "Terry" wrote:
"Robert Moore" wrote in message 5.247... "Terry" wrote I know my C150 will fly with 20 degrees of flap. With 20 I can arrest the descent and climb out. In fact Terry, FAR Part 23 requires that your aircraft and all of the Cessna 150/152/172 series be able to execute a go-around at the maximum flap setting at the maximum TOGW. This requirement is what actually sets the maximum TOGW for these aircraft. Several years back, Cessna was able to raise the Maximum TOGW of the C- 172 by 100 lbs by simply removing the 40 degree flap setting. Section 23.77: Balked landing. (a) Each normal, utility, and acrobatic category reciprocating engine- powered airplane at 6,000 pounds or less maximum weight must be able to maintain a steady gradient of climb at sea level of at least 3.3 percent with- (1) Takeoff power on each engine; (2) The landing gear extended; (3) The wing flaps in the landing position, except that if the flaps may safely be retracted in two seconds or less without loss of altitude and without sudden changes of angle of attack, they may be retracted; and (4) A climb speed equal to VREF, as defined in 23.73(a). Bob Moore, ATP CFI PanAm (retired) Hi Bob Your correct in every aspect. *I know what my airplane is capable of at or near gross. I know that I can climb at 30 degrees of flaps but not the 40 degrees that my C150 has. I was just trying to put some general guidelines into winter flying with an underpowered 100hp engine. *I don't know if a new student or experience pilot such as yourself is reading this newsgroup. * ![]() Terry N6401F That full-flap go-around requirement is likely based on standard conditions. 15°C and sea level. Don't try it on a warm day here at 3000' ASL or you'll end up in the crops. Dan |
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