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Past, Present, Future

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BobsV35B(at)aol.com
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Posted: Sat Jan 21, 2006 3:08 pm Post subject: Past, Present, Future

Good Afternoon John,  



That was the way it was taught in the days of the DC-4. By the time the  DC-6 

and DC-7 were on the scene, thoughts on handling the flaps began to  change.

 

By the time the jets came upon the scene, almost everybody agreed that full  

flaps were the best way to go. However, the last few years, many airlines  

have reduced their flap settings for the final approach to reduce fuel  

consumption and to reduce the noise. In any case, when partial flap approaches  are 

executed these days, they are generally followed by partial flap  landings.

 

Anyone who is currently teaching the application of flaps when the landing  

is assured, is still working in the dark ages!  I am not saying the they  are 

wrong, just not in step with current thinking.

 

I was taught to not take full flap until I had the field made when I  

received my multiengine rating fifty-six years ago. I did it that way and taught  it 

that way for the next fifteen years or so. However once I was trained to  

evaluate the approach and use flaps as appropriate for the conditions that  

prevail, I started to go with those that feel full flap should be used the vast  

majority of the time.

 

A full evaluation of all the reasons to use full flap, and the reasons not  

to do so, would take a lot more band width than I believe the list wants to  

bear, but as I remember the characteristics of the Aero Commanders I flew all  

those many years ago, I would recommend full flap being applied either when the 

 final descent to landing is initiated or very soon thereafter.

 

The old idea was that you didn't want to take full flap because you may  have 

to go around.  There are many other ways to handle the go around with  full 

flap, but that does depend on the conditions encountered on the landing in  

question.

 

As Always, It All Depends!!

 

Happy  Skies,



Old Bob

AKA

Bob Siegfried

Ancient Aviator

Stearman  N3977A

Brookeridge Air Park LL22

Downers Grove, IL 60516

630  985-8503

 

Do Not Archive



 

In a message dated 1/21/2006 4:44:13 P.M. Central Standard Time,  

john(at)vormbaum.com writes:



I guess  it's a shortcoming of my training; I was trained not to go full 

flaps  until the runway was assured. How do all you other guys manage your 

flaps  in Commanders?

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nico(at)cybersuperstore.c
Guest

Posted: Sat Jan 21, 2006 4:13 pm Post subject: Past, Present, Future

Good grief, Bob, you don't mess around when you refer to yourself as 'Old

Bob', huh?



---

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BobsV35B(at)aol.com
Guest

Posted: Sat Jan 21, 2006 4:16 pm Post subject: Past, Present, Future

In a message dated 1/21/2006 6:14:12 P.M. Central Standard Time,  

nico(at)cybersuperstore.com writes:



Good  grief, Bob, you don't mess around when you refer to yourself as 'Old

Bob',  huh?



Hey I was an Eagle Scout! Gotta tell the truth.

 

Do Not Archive

 

Happy  Skies,



Old Bob

AKA

Bob Siegfried

Ancient Aviator

Stearman  N3977A

Brookeridge Air Park LL22

Downers Grove, IL 60516

630  985-8503

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john(at)vormbaum.com
Guest

Posted: Sat Jan 21, 2006 4:23 pm Post subject: Past, Present, Future

Bob,



Thanks for the reply. I hope I'm still flying 56 years from now. Heck, I 

hope I'm still HERE 56 years from now!



It's definitely starting to sound like there's little consequence to using 

full flaps on a Commander anywhere in the approach, assuming you can manage 

a go-around with a modicum of skill.



Again, I'll have all sorts of fun stuff to try the next time I go flying. 

Whenever that is....the weather here isn't so good right now.



/J

---

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BillLeff1(at)aol.com
Guest

Posted: Sun Jan 22, 2006 10:36 pm Post subject: Past, Present, Future

Jets use full flap approaches to keep the engines spooled up to reduce  

engine response time in the event of a go around or wind shear. Prop aircraft,  ie 

Commanders, do not have that problem. So, full flaps when the landing is  

assured is still proper in the Commander.

 

Jets also reduced the flap settings to meet Stage II and III noise  

requirements and did carry that setting to landing. I know one case, the DC-9-30  

series reduced the landing flaps from 50 deg. to 40 for vibration.

 

Bill Leff

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