Jan 20, 2015 · In a well-practiced sequence, the student reduces power to 1,500 rpm when opposite the touchdown zone, holds the aircraft in level flight with gentle back-elevator pressure, and watches for the airspeed to slow to the aircraft’s V FE of 85 knots.
10 to 0 degrees of flaps at specified speed (check POH)and 200/300 feet agl. Climb at Vy and trim. The climb out patch depends on the traffic in the circuit, usually you will turn and join mi-downwind. If the you feels that a clearance for landing is unacceptable (for example the approach is too high for landing properly), immediately inform ATC.
May 08, 2015 · The responses you’ll get are aviation’s form of red states versus blue states. The no-flap or partial-flap crowd points to a number of Owner’s Manuals and Operating Handbooks that repeat a phrase which says something along the line of using the minimum flap setting for the runway length on landing. They correctly point out that the pitch ...
overshoot the desired landing spot, use more flaps, reduce power, and lower pitch attitude for a steeper approach. If the desired landing spot is being undershot, shallow the approach by increasing power and pitch to readjust the descent angle. Never retract the flaps to correct for an undershoot, since
Wind: Landing into wind results in a lower groundspeed and shorter landing run. Takeoff and landing distances are reduced by about 1.50 per cent for each knot of headwind up to 20 knots. Gusty conditions also necessitate a higher approach speed, which results in a longer landing roll.
When the airplane contacts the ground with a sharp impact as the result of an improper attitude or an excessive rate of sink, it tends to bounce back into the air.
I’ll give you the lawyer answer: It depends. However, the accident data indicates that, in most circumstances, you are better off with full flaps.
Someone always jumps in the discussion and claims that a ________ (just fill in the blank) won’t climb with full flaps. That simply is not true for any general aviation trainer made in the last 60 years unless it is a hot day in Denver. If the airplane will not climb with full flaps something is wrong with the airplane or pilot technique.
The light wing-loading airplanes with no flaps—other than the Ercoupe—have a fairly high landing accident rate. The no-flap airplanes also tend to be tailwheel machines, which adds another variable to the issue of landing accidents. They are more challenging to control on rollout.
So what is the down side? The fact it takes more work to line up with the runway and make the touchdown. It requires more skill to land the airplane with full flaps. Looking beyond the seemingly obvious, the fact that it takes more skill to get the airplane to the desired spot on the runway with full flaps is actually a benefit.
Upon takeoff you can also take off without flaps. It is common for less or non flaps upon takeoff use more runaway for takeoff but after takeoff having a higher climb rate. So if you're taking off in a Cessna at a very long runaway and there are hills in front of you don’t use flaps.
Flaps do two things: They increase lift, and increase drag. In deciding to use flaps, the pilot may be striving for either or both of these effects. Flaps increase lift by extending the camber of the wing, which increases the maximum lift coefficient. This allows the aircraft to fly at a lower speed without stalling.
Flaps decrease airplane speed, or to make flight possible for the airplane to fly at lower speeds, which is a safer condition for landing and take off, and uses less runway length. In the same philosophy, aircraft take off and land against the wind. 1.7K views. ·.
There are two most important parts in an airplane that help it fly, the ENGINES and the WINGS. The wings directs the air downwards and the engines provide speed. During the take off the engines provide speed to the aircraft. When the plane catches the speed the air flows rapidly over the wings.