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bgreen(at)bimi.org
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 Posted: Fri Apr 08, 2016 3:53 am Post subject: Kolb-List Digest: 3 Msgs - 04/07/16 |
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Just reading the comments about flap use on take off and landing. Have not read any statements about using flap retraction to allow the plane to settle to the runway as a way to limit the plane from floating down the runway and using up the runway. Once down to a foot or so above the runway the flaps can be retracted on landing to shorten the landing. Definite coordination between elevator control and flap retraction is absolutely necessary to keep nose attitude correct. This procedure as well as extending the flaps to the full down position once the aircraft has almost reached flying speed can shorten the take-off roll. This works very well for very short take-offs, especially on rough fields. There Must Be Care to Stay In Ground Effect Until Flying Airspeed Well Established. These uses of flaps on landing and takeoff should not be the norm but it is good that a pilot is aware and capable of flying his aircraft safely using all the safe options.
Can be very useful when landing a plane on the colored dots at Oshkosh, but then the Kolbs are not landing on 18 left and right or 36 left and right.
Lots of interesting input from vets like John Hauck.
Hope Sun-n-fun going well.
Bob
Mark3X with flaperons
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neilsenrm(at)gmail.com
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| Posted: Fri Apr 08, 2016 12:32 pm Post subject: Kolb-List Digest: 3 Msgs - 04/07/16 |
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Bob/All
We are getting a bunch of posts on flaps.
It appears we need to specify when we are talking about flaperons or flaps. I have never flown a plane with flaperons.
I have never heard of raising flaps to shorten the float down the runway with a Kolb, interesting. I have heard of faster/heaver airplanes raising flaps and/or spoilers to get more weight on the breaking wheels during roll out. I use one notch of flaps(conventional flaps) to shorten the float in the air and would go to full flaps if I wanted to stop quicker. Most of our planes have the wheels a bit aft of the normal tail dragger configuration which limits brake usage. Would be interesting to test this in the real world.
Just returned from Sun-N-Fun. The Kolb gang and John Hauck are doing well.
Rick Neilsen
Redrive VW Powered MKIIIC(conventional flaps)
On Fri, Apr 8, 2016 at 7:52 AM, Bob Green <bgreen(at)bimi.org (bgreen(at)bimi.org)> wrote:
| Quote: | --> Kolb-List message posted by: Bob Green <bgreen(at)bimi.org (bgreen(at)bimi.org)>
Just reading the comments about flap use on take off and landing. Have not read any statements about using flap retraction to allow the plane to settle to the runway as a way to limit the plane from floating down the runway and using up the runway. Once down to a foot or so above the runway the flaps can be retracted on landing to shorten the landing. Definite coordination between elevator control and flap retraction is absolutely necessary to keep nose attitude correct. This procedure as well as extending the flaps to the full down position once the aircraft has almost reached flying speed can shorten the take-off roll. This works very well for very short take-offs, especially on rough fields. There Must Be Care to Stay In Ground Effect Until Flying Airspeed Well Established. These uses of flaps on landing and takeoff should not be the norm but it is good that a pilot is aware and capable of flying his aircraft safely using all the safe options.
Can be very useful when landing a plane on the colored dots at Oshkosh, but then the Kolbs are not landing on 18 left and right or 36 left and right.
Lots of interesting input from vets like John Hauck.
Hope Sun-n-fun going well.
Bob
Mark3X with flaperons
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