Today's Message Index:
----------------------
1. 10:52 AM - G - Loads (BobbyPaulk@comcast.net)
2. 11:59 AM - Re: G - Loads (Bryan Martin)
3. 01:18 PM - Re: G - Loads (Jeff)
4. 04:25 PM - Re: G - Loads (Bryan Martin)
5. 06:28 PM - Re: G - Loads (Paul Mulwitz)
Message 1
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Guys,
I went to pushrods on the ailerons and have the stops on my flaps.
I have not used flaps since the only stop on the screw jack is a $10 micro switch
( I have the older flap actuator ). If that Micro switch fails the power developed
by the actuator would twist the rear spar without hesitation. Also I read
some where that the G-Loads drop to 2.0 when flaps are deployed. In Florida
we can get wind shear or thermals greater than 2.0.
Just a thought
Bobby ( age 74 )
Zodiac 601 XL "B"
Jabiru 3300 S/N 1141
Sensenich 64" x 51" Prop
Bing Carb 260 Main & 285 Needle Jet
Status - Flying 181 hrs.
Do Not Archive
Message 2
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I have never heard of the maximum G load being reduced because of flap deployment
on this or any other airplane. The maximum speed is reduced, but not the maximum
G loading.
The current draw of the flap motor increases significantly when it hits a hard
stop. Just install a fuse that will blow when this happens and it will prevent
any damage. I have never had a single issue with those micro-switches in nearly
nine years and 300 hours of flight time in my plane.
On May 27, 2013, at 1:51 PM, BobbyPaulk@comcast.net wrote:
> Guys,
> I went to pushrods on the ailerons and have the stops on my flaps.
> I have not used flaps since the only stop on the screw jack is a $10 micro switch
( I have the older flap actuator ). If that Micro switch fails the power
developed by the actuator would twist the rear spar without hesitation. Also I
read some where that the G-Loads drop to 2.0 when flaps are deployed. In Florida
we can get wind shear or thermals greater than 2.0.
>
> Just a thought
>
> Bobby ( age 74 )
> Zodiac 601 XL "B"
> Jabiru 3300 S/N 1141
> Sensenich 64" x 51" Prop
> Bing Carb 260 Main & 285 Needle Jet
> Status - Flying 181 hrs.
>
> Do Not Archive
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus re-drive.
do not archive.
Message 3
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When the flaps go down, the G load limit goes down on every airplane that I've
ever flown,,,and that's a bunch of airplanes.
J. Webb
ATP,CFI,CFII,MEI, General Aviation Enthusiast!
Sent from my iPad
On May 27, 2013, at 2:59 PM, Bryan Martin <bryanmmartin@comcast.net> wrote:
>
> I have never heard of the maximum G load being reduced because of flap deployment
on this or any other airplane. The maximum speed is reduced, but not the
maximum G loading.
>
> The current draw of the flap motor increases significantly when it hits a hard
stop. Just install a fuse that will blow when this happens and it will prevent
any damage. I have never had a single issue with those micro-switches in nearly
nine years and 300 hours of flight time in my plane.
>
> On May 27, 2013, at 1:51 PM, BobbyPaulk@comcast.net wrote:
>
>> Guys,
>> I went to pushrods on the ailerons and have the stops on my flaps.
>> I have not used flaps since the only stop on the screw jack is a $10 micro switch
( I have the older flap actuator ). If that Micro switch fails the power
developed by the actuator would twist the rear spar without hesitation. Also
I read some where that the G-Loads drop to 2.0 when flaps are deployed. In Florida
we can get wind shear or thermals greater than 2.0.
>>
>> Just a thought
>>
>> Bobby ( age 74 )
>> Zodiac 601 XL "B"
>> Jabiru 3300 S/N 1141
>> Sensenich 64" x 51" Prop
>> Bing Carb 260 Main & 285 Needle Jet
>> Status - Flying 181 hrs.
>>
>> Do Not Archive
>
>
>
> --
> Bryan Martin
> N61BM, CH 601 XL,
> RAM Subaru, Stratus re-drive.
> do not archive.
>
>
>
>
>
>
>
>
>
>
Message 4
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After further research I find that the G load limits of most aircraft do decrease
with flap deployment, but that doesn't make the use of flaps during landing
a bad idea under most circumstances.
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus re-drive.
On May 27, 2013, at 4:18 PM, Jeff <cw4jasper@bellsouth.net> wrote:
>
> When the flaps go down, the G load limit goes down on every airplane that I've
ever flown,,,and that's a bunch of airplanes.
>
> J. Webb
> ATP,CFI,CFII,MEI, General Aviation Enthusiast!
>
> Sent from my iPad
>
> On May 27, 2013, at 2:59 PM, Bryan Martin <bryanmmartin@comcast.net> wrote:
>
Message 5
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My understanding is full flaps should be used on landings unless the
weather conditions include high and or gusty winds. In that case many
planes should be landed with no flaps.
The question of how high is high can be answered by the stall speed of
the plane in question. I can't give a formula for this decision, but
higher stall speed means higher immunity to gusty air situations. This
does relate directly with wing loading.
I just read someplace that even airliners with their incredibly high
wing loading and stall speeds will not fly if the winds are over 50
knots. (Just as an approximation: Light Sport Airplanes like the
CH601XL have wing loading around 10 pounds per square foot; most general
aviation planes with reciprocating engines have wing loading from 15 to
perhaps 25 or 30 p/sf; jet fighters typically run around 50 p/sf; jet
airliners usually have upward of 100 p/sf.)
Paul
Camas, WA
On 5/27/2013 4:25 PM, Bryan Martin wrote:
>
> After further research I find that the G load limits of most aircraft do decrease
with flap deployment, but that doesn't make the use of flaps during landing
a bad idea under most circumstances.
>
>
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