Cessna 40 degrees vs 30 degrees of flaps
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- Опубликовано: 17 дек 2020
- Which setting is better for backcountry flying.
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Very nicely flown with excellent narrative. I've got a couple of longtime friends who fly backcountry up through the west and into Alaska with a Cessna 206 and a Maule. I admire greatly the skill it takes to do what you do on a regular basis. At 74, I enjoy a beautiful "fastback" straight tailed 1960 Cessna 150 flown off a grass field in Texas. 40 degrees of flaps is my choice for landing as there are some tall trees and power lines to get over. Even with a good crosswind, it is not a problem. With no obstacles ahead, flaps up and a little forward slip will reward you with a nice landing. After touchdown, the "Johnson bar" quickly retracts the flaps and you are right at your taxi speed,. Thank you for a great video! "Keep 'em Flying . . . Lest We Forget." "Mike" Kelly "Old School" Aviator and CFI
I really like the in cockpit camera angle showing the guages when you're talking us through your procedures! More of that please! Love the videos!
This channel is so underrated. Love all of the content!
These Backcountry strips are incredible! Flying in and out of them must be absolutely amazing.
Didn’t realize tricycle gear can do backcountry landings so well!! Very skillful and impressive!!
Still a plane...
4444344⁴3343333334444 es un un reto hacer un autogiro en casa de ⁴44444😃😄😄4😁😁😃💞💞💞💞💞💞😃😃😃😃😃😃😃😃😃😃😃😃😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😄😁😁😁😁😁😁😁😁😁😁😁😁😁😁😁😁😊😊😊😊😊😊💞4 es un 4444444444 4 que 4 ⁴4 en la unidad 44 4 en el 4 de 44 y el resto de 4444455r
I learned on Cessna 150s and 152s. When I'd use 40 degrees of flap on landing I was able to point it down towards the threshold quite steeply and it wouldn't gain airspeed. Regardless, 40 degrees allowed you to lock in an airspeed on a stablilized approach and the IAS didn't wander even a knot.
I enjoyed this video. I found myself wishing there was a camera looking directly over your shoulder so we can see the instruments as you execute your approach. I could see some but the sun glared out the others. Thank you!
When I started taking flying lessons as a kid, my dad gave me his copy of "Stick and Rudder". Great book! It reinforced the concept of power controlling the rate of descent and pitch controlling airspeed. I easily translated that into a skill set before solo as it became second nature. I wish more pilots maintained skill sets and a comfort level in a more broad area of the performance envelope. I guess that is the kindest way I could say it. Excellent airmanship! I enjoy the videos!
Problem is that is completely wrong. Basic Aerobatics by Goulian is much better at explaining control. Trying to abuse the power as an altitude control dramatically reduces control and ignores the true aerodynamics. As soon as you step up to a larger aircraft it won't accept the abuse anymore.
Problem is that is completely wrong. Basic Aerobatics by Goulian is much better at explaining control. Trying to abuse the power as an altitude control dramatically reduces control and ignores the true aerodynamics. As soon as you step up to a larger aircraft it won't accept the abuse anymore.
@@joshualandry3160 Oh really? Please, enlighten me? Apparently I have had it all wrong for the last 30 years and thousands of hours.
@@MrJDP1974 Quite likely. You can always tell because the quality of flight sucks even if the small birds will let you get away with it. Wings work of AoA therefore pitch attitude. The proof is very simple. Push forward and you get a dive, pull back and you climb and slow down. Airspeed and altitude are both connected.
Best thing is to read this.
code7700.com/control_performance_technique.htm
@@joshualandry3160 Solo yet?
Even at hard top airports I prefer using full flaps in order to be touching down as slow as possible. It's easier on my tires and my brakes.
Bravo
I currently fly a C-172G model, and have had a C-150L in the past both with 40 degrees...I also enjoy the steep descent rate the 40 degrees of flaps allows and usually use them when wind conditions are favorable to full flaps. I fly at paved airports, many without approach obstacles, however, I prefer steep approaches (and slow touchdowns) for various reasons; the 40 degrees allows them to sink like a rock. I usually deploy them on mid to short final and it works out nicely.
You certainly have to be prepared for the go-arounds and aware of the amount of forward pressure required on the yoke (and trim if desired) required to gain airspeed safely before nursing the flaps out in a positive climb, but, it's manageable.
Side note - your content is some of my favorite on YT. You are one with your flying machine; your skills are superb.
Thanks for sharing this great video! I used to land with my flaps at 40 degrees, in my '67 G model C150 but always had to make sure that I had a way out due to 100 hp. Always wished that I had a 180 or 182. Very skilled pilot, I learned some important things in this clip!
Great channel. Beautiful back country flying.
It's really nice to see your eyes during the whole approach, interesting to see where you look at! Amazing video, as always!
Impressive as always! I prefer the older 172’s w/ flaps 40. If windy, we can always use less.
Very interesting video. I love the aerial photograghy
very impressive demonstration of the usage of different flaps settings
Your channel is awesome great explanations
Love these videos.. so great hearing the horn and just calm as can be! AoA FTW!
Great video! Just mounted the GoPro to the wing of my plane. Cool stuff!
Amazing videos - this is where I hope to be someday. Currently at ~80 hrs in a Skylane and absolutely love the airplane.
Love flying a 150 like a leaf, crabbing Etc. A 172's flaps got me in trouble once. Outflew my avgas and landed in a farm field. On departure, following the book, I used flaps but also got the nose up quickly to avoid "pot holes". Damn near ran out of field before I realized I was plowing and lowered the nose. Another lesson learned!!
Excellent examples and landings! I can't recall if it was a later model 182, 172XP or U206 with the float kit, but I found but I found it was possible to reach underneath the panel and manually actuate the lower micro-switch and extend the flaps beyond the 35degree flap by rolling the spring-loaded assembly the switches are mounted on. As I recall the flaps did not retract back to 35degrees until the flap lever was moved up from 35degrees. I remember using it a couple of times, once at Red's Horse Ranch and another time actuating it a couple of times for additional flaps. One had to be aware and cautious that it was possible to to extend the flaps beyond 45degrees and bind the bell-cranks in the wings.
Great video.
nice flying. thanks.
I have a 1967 172 and I like the 40 degrees of flaps! It literally feels like brakes when you use them.
Same aircraft and agreed...30 keeps too much energy in the airplane but 40 gives me a good sight picture and slows her down just a bit 👍
love your vids
I like your videos very much. I think you'd really enjoy a Skywagon for work.
I recall the older Cessnas had so much flap that if one flap failed, there wouldn’t be enough aileron authority to keep the wings level. That’s why the subsequent designs had a reduced flap angle. I have to admit having all that flap was great for getting in short, though.
That is incorrect. First, the flaps on the 172 are categorized as being unable to have a split flap condition due to the design. Second, Cessna actually tested the aircraft with a full split condition and it is perfectly controllable. The real reason for the change is because at full flaps airflow over the tail is disturbed and a slip will blank out one half of the horizontal stabilizer. Also the reason for the placard to "avoid slips with flaps extended"
The Cessna 1956 172 I owned had flaps that would deflect to 40 degrees. The newer iterations were revised. Ever since, Cessna 172’s in the category were built with 30. Keep reading, Joshua.
@@tedshredz58 Okay, your ignorance doesn't change the fact that split flap conditions where tested and are not an issue on the aircraft while the blanking effect on the tail is.
Thanks
My first airplane was a Cessna 150 with 40 flaps. I did not fly short fields very often and seldom used 40 flaps. I called them barn doors. Only real problem I found with them was that an aborted landing could be dicey because I had to milk up that extra 10 degrees of flaps. It took a while and sometimes time was short. Under the circumstances, 40 flaps would sometimes be very useful.
Thank you Sir! Have a wonderful christmas. Please share more of your perfect videos!
I am working on a house in Fall City and always have an eye looking for you. Would love to come hold a camera for you sometime!
2:09 City: Bandera
ID: 4W0? Off I-90 East of Seattle? Man, dragging in low and slow with those tree's at same altitude had me puckering! Especially with that stall warn beeping. 2300ft runway. Lot of runway for low and slow! But despite my pucker factor......fun video!
On my 150, I call 30 degrees of flaps "spoilers half," 40 degrees, "spoilers full." I do practice 40-degree landings often just to keep sharp, but the majority of my landings are paved runways at least 3,000 ft long, so I use 20-30 degrees flaps at the most.
Larry, I have been watching aviation channels for a long time, and subscribe to many of the best ones on YT. But, after watching several of yours, I have decided that you are the consummate professional when it comes to landings. I am subscribing because I want to see more as you post them. One question - since you are better than most pilots at controlling the landings on short, rough strips with problematic approaches, is this really attributable to the effort you take with understanding the aircraft (poh)? Or do you have an intrinsic talent that most others do not have? You seem to have a skillset beyond the normal.
I fly a 206 and I would like to see the Backcountry
Wow, What a pro.... amazing the confidence and skill you have as a pilot...what an awesome feature flaps are....this may be a dumb question as an experienced passenger (not a pilot) on small aircraft. But are slats avail on small planes? I know some can be held on the wing with spring tension at all times. And the force of aerodynamics push them to the retracted position so they operate automatically.... but are those devices mainly for larger or heavy aircrafts? I’m just thinking if things could get any better for your Cessna as far as handling characteristics go.?
Larry, love your videos! I'm getting ready to paint my Sportsman STOL edge and would like to know about the stripe outboard of your right flap - can you tell me dimensions of it? Main stripe with narrow stripe on either side.
I can let you know, but in about a month, plane is in Costa Rica at the moment and I go there in January
Nicely done. What do you have on top of the instrument panel? Is it a head up display or angle of attack ?. I bet you wash your 182 every 2 days with all the dirt and the mud.
nice jeep
Any update of the repair of the Bird? Glad you made it okay. The bird can be fixed.
I think 3 or 4 months until is ready
I wish I could fly with you!
What is the flip up sight picture looking device on the dash?
That is some awesome flying. Definitely impressive.
AoA Angle of Attack Display.
That is some impressive skills you've got there. It was quite exhilarating to watch. I've got to admit, I get very nervous whenever I have to get that close to trees for that long. There is one field I used to fly into with some regularity that has 1/2 mile of tall trees at one end. My friends used to tell me I was doing space shuttle approaches. I would stay high enough to glide to touch down if the engine quit. (No flaps) Once I was sure I would clear the trees, I would drop 40⁰ of flap and do a full rudder deflection slip to just before touch down. I was flying a 1964 C-150 with manual flaps, so you can go from 0⁰ to 40⁰ in less than a second.
BTW, what is the device that is protruding from the top of your panel? I've not flown in years and I've never seen anything like that.
"I would stay high enough to glide to touch down if the engine quit." i see pilots doing straight ins at my local airport in singles and no way are they going to glide in. even some of them flying the pattern might as well be doing straight ins because they turn base so far from the runway. i liked turning base pretty close to the threshold and using flaps or slips because it was more fun. all that said no one has ever crashed short at that airport in over eighty years.
@@hulado I guess the video made the trees look closer than they really were. It's often hard to tell distances from videos. I've got to say that's a good safety record for a strip with so many trees all around.
Thanks for the response. May all your landings go smoothly.
A friend has a lovely tail wheel C-170B with a C-172 wing. He didn’t know that details when he purchased the airplane. He never used 40 degree flaps (full flaps) only 30. Is there anyone of you who has experience on that particular plane configuration?
Kind regards
Keep in mind. Cessna reduced max flap to 30 degrees due to elevator flutter in side slips. This would be my only caution.
Boy have you got a lot of crud on those wings!
Que bueeeeeeno! De donde sos?
What the display on the dash?
hi, what is this thing on the inst.panel that seems like a head up display?
😱 too near those trees for me
I get so stressed watching your videos. You have mad skill.
Is the airfield at about 3:57 Bandera?
why did cessna stop doing 40?
All cudos! You got balls flying low and even banking with this stall warning buzz in your ears!
182 tyre sizes ?
8.5s x6 on the mains and 7.00 x 6 on the nose
@@motoadveBackcountry182 gracias !!! hablas en español verdad ? nose fork ?
I was on my PPL flight test in C172, PFL, on my last few feet over my target spot, when I started to float and knew I would overshoot. Fortunately, I was on 30 flaps at the time, and I quickly slammed the flaps to 40 and managed to hit the target spot. After getting my ppl, the flaps were locked at 30 and the reason given was there had been cases where pilots were unable to go around with 40 flaps due to insufficient engine power.
What strip is that at 8:45?
Lower loon in Idaho
Oh cool the place with the FSX tutorial
2:41 now making a solid decision not to get my ppl in the mountain west.
No guts, no glory. Then again, if you can fly in the mountains, you can fly anywhere. Kind of like, when I got my private, I learned to fly in a class D about adjacent to another class D to the south, with a class C just beyond, under a class B, and just near another class D to the north. Then we'd leave Palo Alto for Livermore :-)
I love to come out and fly with you anytime
I like wheel pants, but I Don't like mud in my flaps!
I don't think slips are recommended above 10° of flaps
Cessna 182, you are allowed to do them with 40 degrees of flaps, 172 and 170s have a restriction, I think to 10 or 20 degrees.
The music is so loud I cant hear anything... sad, I was really interested..
You need to wash your plane