Flap up limit stop switch

[gasman]

Originally Posted by L.Adamson

My 6A also uses the end of travel for down flaps. While weighing the plane, it slipped backwards off the scale ramps, and the flap which was in down position, hit a helpers leg. No bent flap, but it didn't push down far enough to release the top skin either. With my plane, I see no reason for limit switches at all. I do have the spring loaded flap switch by the throttle.

L.Adamson

AND THAT'S THE WAY IT SHOULD BE.........

Not all installations will need a limit switch..... After you have your flaps set, lower them into the lowest position and then push on them. If they pop out past the wing skin, then you will need a limit switch to reduce the down travel.

[az_gila]

Originally Posted by gasman

AND THAT'S THE WAY IT SHOULD BE.........

Not all installations will need a limit switch..... After you have your flaps set, lower them into the lowest position and then push on them. If they pop out past the wing skin, then you will need a limit switch to reduce the down travel.

...for the RV-6 to use a wider hinge on the flap/rear spar if needed to fit. This might place the flap a little further aft from the rear spar.

I wonder if this has anything to do with the skin catching problem, or is just a general indication of tolerance problems in that area?

[JonJay]

Originally Posted by az_gila

...for the RV-6 to use a wider hinge on the flap/rear spar if needed to fit. This might place the flap a little further aft from the rear spar.

I wonder if this has anything to do with the skin catching problem, or is just a general indication of tolerance problems in that area?

Good catch Gil.
I bet it is the later. Wouldn't a wider hinge worsen the problem? I am having trouble visualizing it.
I would be curious to see the difference in the top wing skin overlap, flap, and flap hinge geometry comparing a 6 to a 7,8,9. I have not heard of any
6's having this problem. I think all models use the same actuator which is held over from the original 6 design. Is it possible that the tolerances are different?
Scott M., if you see this and are so inclined, what say you?

[frazitl]

I built one bracket for the flap uplimit switch that also mounts the flap position switch used for my trim speed select signal. This is mounted on the passenger side of the baggage compartment just above the flap actuator arm. The switches are actuated by the arm itself. I have a similar bracket and switch on the driver side for the AOA flap position sensor microswitch






Not flying yet, but I will adjust the linkage so that the motor downlimit prevents the flaps from dropping too far and catching the wing skin on retraction. The uplimit will be set with the heavy duty microswitch allowing me to use on-off-momon switch for the panel. I like the dump and forget feature for flaps up based on my Mooney flying experience.

[airguy]

Originally Posted by frazitl

I like the dump and forget feature for flaps up based on my Mooney flying experience.

Same here - I flew a M20C with the hydraulic flaps and loved that part. I flew a C172 a couple weeks ago with a 3-position on/off/momentary switch for lowering the flaps on momentary, and for retraction simply push it up and leave it, the stop switch cuts out the motor. That was my first experience with that type of flap switch, and I liked it.

[Captain Avgas]

Originally Posted by Garage Guy

Sure, you can control the angle of extended flaps with only an up limit switch. Adjust the up limit switch to stop the flap motor exactly when flaps are fully retracted; the down limit is then determined by the flap motor actuator release point.
--Paul

So many good ideas. It makes me wonder how anybody built a decent amateur-built plane before the advent of the internet.