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12-20-2010, 08:39 PM
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Join Date: Jun 2005
Location: Cedar Park, TX
Posts: 3,156
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In our two pilot ship, the copilot reconfigures at touchdown for max nose wheel lift (retract flaps), fuel pump off,lean for taxi, only when the aircraft is under control and clear cold. Single pilot is no different, don't touch anything until either off the runway or stable airborn again.
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Scott Card
CQ Headset by Card Machine Works
CMW E-Lift
RV-9A N4822C flying 2200+hrs. / Cedar Park, TX
RV8 Building - fuselage / showplanes canopy (Done!)
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12-21-2010, 02:33 AM
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Join Date: Sep 2010
Location: Sao Paulo, Brasil
Posts: 72
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Quote:
Originally Posted by videobobk
The flap switch is the first thing I hit when the wheels are down. Makes it easier to keep the nose up, allows it to stay up longer, and still lets the nose down easy. With the nose up, the aerodynamic braking is fine. Also, with the 9, having the flaps up protects the wing/flap joint as you enter/exit. I am always afraid of someone stepping on that back two inches of the wing (not the flap) and damaging it. Fixing a flap is easier than fixing a wing.
Bob
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So how comes 8 out of 10 leave the flaps on 10 degrees down position when parked, as we often see on airshows? I thought the reason was to prevent passengers to step on the flaps when entering or exiting the aircraft.
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12-21-2010, 07:20 AM
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Join Date: Oct 2009
Location: Victoria, BC, Canada
Posts: 3,932
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If you leave the flaps all the way down when parked, and if a spectator leans against your flaps while admiring your cockpit, it's possible to flex them just enough to allow the top skin of the flap to pop free from behind the top skin of the wing. Just enough that it will catch when you go to retract the flaps later.
Raising the flaps to 10 or 20 degrees means that you still have a visual reminder to not step there, and looky-loos can't set you up for an ugly or expensive repair later on.
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Rob Prior
1996 RV-6 "Tweety" C-FRBP (formerly N196RV)
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12-21-2010, 07:37 AM
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Join Date: Jul 2005
Location: North Atlanta
Posts: 1,120
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If I had manual flaps I would probably lift them. When I build an -8 I will add the "one-push-to-flap-up" switch. The last thing people need to be in a habit of doing is taking their hand off the throttle to hold a flap switch for 7 seconds in a tail dragger. If it's an electric flap machine and a true short field the aircraft will be stopped by the time the flaps fully retract anyway.
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Sid Lambert
RV-7 Sold
RV-4 - Flying - O-320 Fixed Pitch - Red over Yellow
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12-21-2010, 08:06 AM
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Join Date: Oct 2008
Location: Schaumburg, IL
Posts: 2,053
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Here's what I have been doing.
Approaching the airport/pattern.
As soon as I slow the airplane to 80KIAS I add 10 degrees flaps. No matter where I am at in time and space. I find that the -9 has a rather nose down feel to it in cruise and when I slow to 70-80 KIAS it has a slight nose high feel. The 10 degrees of flaps keeps the nose in a slight nose down attitude. Plus it allows for a little more rpm which in WI helps with shock cooling.
Abeam
When I am abeam my landing point, I dump full flaps unless there is significant wind. Then I stay at 10 degrees. Add more if needed on final.
On the runway
I don't usually pull the flaps up, but then I am on a 5800 ft paved surface usually. On a short/ soft field, once I have it under control I will bring the flaps up.
Now here's my story, My son and I were landing on a short/soft and very uneven strip lined with corn fields on either side. I touched down and was going to do a 180 for a back taxi and immediate takeoff. At about 20 kts or so, I started to move left for a my RH 180, however the 20 degree LH turn put me aimed at the corn and we had a RH 15kt cross wind. Just as I was correcting right the runway fell away from under us and I was nearly airborne, with no braking action heading straight for corn. Yikes, I stood on the rudder and managed to keep it from an early corn harvest. Barely! Had I been in the habit of raising my flaps on the soft-fields on touch down, I doubt this would have happened. I, like Mr Clark, have taught my students not to touch anything until we are clear of the runway. In fact that is my flight schools policy. However, from now on, in my RV, my students will be taught, to raise the flaps on soft fields on touch down. (they can raise the gear if they like)
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Tony Phillips
N524AP, RV 9 (tail wheel)
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12-21-2010, 08:23 AM
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Join Date: Mar 2005
Location: Dallas area
Posts: 10,769
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The landing gear switch on my RV-6 (Yes, I have one) is on the upper left of the instrument panel. My flap switch (the very long one as on the original RV-6) is between the seats. Not much danger of confusing the two.
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Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
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12-21-2010, 08:35 AM
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Join Date: Aug 2009
Location: Winnipeg, Canada
Posts: 214
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Quote:
Originally Posted by Mel
The landing gear switch on my RV-6 (Yes, I have one) is on the upper left of the instrument panel. My flap switch (the very long one as on the original RV-6) is between the seats. Not much danger of confusing the two.
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Um... Ok, I'm relatively new here. Why do you have a landing gear switch on your -6? 
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12-21-2010, 08:37 AM
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Join Date: Mar 2005
Location: Dallas area
Posts: 10,769
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Quote:
Originally Posted by sbal0906
Um... Ok, I'm relatively new here. Why do you have a landing gear switch on your -6? 
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I fly retracts regularly and using the switch keeps me in practice.
I have the switch, warning light and horn. I have used it religiously for over 17 years.
__________________
Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
Last edited by Mel : 12-21-2010 at 08:42 AM.
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12-21-2010, 08:42 AM
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Join Date: Aug 2009
Location: Winnipeg, Canada
Posts: 214
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Quote:
Originally Posted by Mel
I fly retracts regularly and the switch keeps me in practice.
I have the switch, warning light and horn. I have used it religiously for over 17 years.
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Thanks for the explanation. It makes sense and is a good idea.
Cheers,
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12-21-2010, 03:42 PM
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Join Date: Jan 2007
Location: Bay Village, OH
Posts: 886
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:)
Do you call down and welded on final?
Rick 90432
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