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#81
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Flaps on take-off and landing
Dudley Henriques wrote:
"Jose" wrote in message m... The term "solo stick time" comes to mind here :-)) If you're not any good, is that a dead stick landing? Jose Is it a rainy day where you are Jose? Its lousy here. My wife is convinced that these "intellitecual exchanges" we get into on RAP only happen when we're not flying and all of us are sitting around bored to tears. I'd be interested in what Margy Natalie thinks about this :-) I think you blew it thinking there was a solo requirement for sole manipulator of the pilot in command. It's raining here too and I'm supposed to be painting the study :-), but this is so much more fun! Margy Personally, since I'm retired and don't fly much any more , I think this shoots all kinds of holes in my wife's theory. The truth is that pilots are most likely and collectively natural born punsters. Maybe Shakespeare was right!!! :-)) Dudley Henriques |
#82
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Flaps on take-off and landing
Ron Natalie writes:
Then why would you you have them? The FAA believes that FULL FLAPS should always be used for landings (not one that I believe in). Hmm ... so in theory I'm always supposed to land with full flaps? -- Transpose mxsmanic and gmail to reach me by e-mail. |
#83
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Flaps on take-off and landing
I think you blew it thinking there was a solo requirement for sole manipulator of the pilot in command.
Maybe, but no matter how you handle it, if you can't get the motor running, you have a dead stick landing. Of course, if there are no paved runways around, you could end up tumbling in a haystack. Jose -- There are more ways to skin a cat than there are cats. for Email, make the obvious change in the address. |
#84
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Flaps on take-off and landing
Chris W writes:
out of curiosity, when flying the simulators do you use any kind of head tracking device? I don't know if such devices are available for commodity simulators like MSFS; there is no fundamental technical obstacle to employing them, and perhaps someone out there is building them. For more advanced simulators, head tracking can be used to selectively enhance resolution on displays so as to provide extremely high-resolution images without the need for hardware horsepower to drive resolution in the entire visual field at once. Some simulators use head tracking and virtual helmets or eyepieces to provide all visual input, eliminating the need for screens. I'd personally prefer a more conventional simulation because wearing a special headset would be less like real life, althoug I suppose a good virtual helmet or goggle set could probably do better than screens at creating realistic visual input. The main limiting factor is the cost of special hardware. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#85
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Flaps on take-off and landing
Mxsmanic wrote:
Ron Natalie writes: Depends on the aircraft. Some planes they are purely mechanical from the flap handle in the cockpit. I'm surprised that a small handle in the cockpit would provide enough leverage to lower flaps. Who said the handle is small? Some of these "handles" are 2 - 3 feet long. Margy Isn't there are a lot of aerodynamic pressure to overcome against them (at least if they are lowered in flight)? |
#86
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Flaps on take-off and landing
In article ,
Dale wrote: In article , Roy Smith wrote: Think it can't happen? It does. I once had a student who owned a C-206 for umpty years and was learning the Bonanza. Flap and gear levers in opposite positions on the two models. Damn, am I glad the squat switches worked. Interesting 206 that had a "gear lever". G 207? Whichever of that series had folding legs. |
#87
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Flaps on take-off and landing
In article xXfOg.22647$SZ3.11479@dukeread04,
"Jim Macklin" wrote: And a Playboy magazine is safer than sex. Yeah, but the staples in the centerfold can be painful. |
#88
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Flaps on take-off and landing
Margy Natalie writes:
Who said the handle is small? Some of these "handles" are 2 - 3 feet long. Where are they in the cockpit? I haven't seen many small cockpits; is there a picture on the Net of one that has this kind of lever? It sounds like it would be awkward to use in flight. I go by what I've seen in the handful of pictures of cockpits that I've encountered. Most of these are of jet aircraft, and the flap lever is longer than most but hardly long enough to provide much leverage. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#89
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Flaps on take-off and landing
"Margy Natalie" wrote in message m... Dudley Henriques wrote: "Ron Natalie" wrote in message ... Dudley Henriques wrote: "Jim Macklin" wrote in message news:xXfOg.22647$SZ3.11479@dukeread04... And a Playboy magazine is safer than sex. Indeed; a good trait for any pilot is one that...shall we say....has the situation "well in hand". :-)) Dudley What do you log if you are the sole manipulator of the pilot in command? The term "solo stick time" comes to mind here :-)) Dudley Not necessarily ;-) Margy I think I see the point!!! :-))) Dudley |
#90
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Flaps on take-off and landing
Every airplane with flaps has speed limits with flaps
extended. If there is a positive stop, they may have a series of allowable speeds. The same sort of limits apply to landing gear extension and operation with the gear extended. In some airplanes the gear is not to be extended at speeds above a certain speed because the motor and linkage is not strong enough, but once fully extended and lock down, the airplane can be flown at a higher speed. Some airplanes can have the gear extended at very high speed in an emergency, but then the gear doors may be damaged and require replacement or adjustment before the next flight. Real airplanes and the simulators that exactly duplicate a particular airplane are flown by the identical procedures. Table-top PC "simulators" are more properly known as training devices and they mimic some generic airplanes. A real simulator costs more than the airplane it is duplicating, a Beechjet or Boeing simulator can cost $8-10 million dollars or more. It is worthwhile because it doesn't burn several thousand pounds of fuel per hour, can be run nearly 24/7, rarely kills anyone and it is a safe place to do things that can't be done safely in a real airplane. Also, it allows the airplane to be out earning revenue. Even a PC based training device is very useful for learning and practicing procedures, but you get what you pay for. A King Air trainer with out full visual and motion still allows learning all the systems and practicing the various emergency and abnormal procedures. "Mxsmanic" wrote in message ... | Ron Natalie writes: | | Depends on the aircraft. Some planes they are purely mechanical from | the flap handle in the cockpit. | | I'm surprised that a small handle in the cockpit would provide enough | leverage to lower flaps. Isn't there are a lot of aerodynamic | pressure to overcome against them (at least if they are lowered in | flight)? | | I'm always surprised by how much is still mechanically linked in | aircraft. I'm not necessarily saying that's bad--simple is reliable, | generally speaking--but somehow I don't picture control surfaces as | something that one could easily move without assistance. I suppose | small planes are lighter than they appear, and just because the wings | look relatively big doesn't mean that they are heavy or hard to move. | | My plane specs flaps up or 1/2 for takeoff (short field takeoff done | with 1/2). Landing can be done with any setting of flaps. | | I've always been landing with flaps down completely, and usually | taking off with some flaps, as I had read that this was necessary (and | I had seen accident reports about pilots who crashed because they took | off without first lowering flaps). But from what you and others here | say it sounds like I have considerably more discretion in whether or | not I lower flaps for both operations. | | Are there good reasons to lower flaps in flight, outside take-off and | landing? I've thought that they would be useful for increasing drag | and lowering airspeed, but since they apparently cannot be used at | high speeds I guess this isn't a good idea. Sometimes if one must | descend rapidly just idling the throttle doesn't seem to be enough to | stay below hazardous speeds, and few aircraft seem to have speed | brakes. | | -- | Transpose mxsmanic and gmail to reach me by e-mail. |
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