Mike Koerner Posted December 11, 2016 Report Share Posted December 11, 2016 The POH calculations may assume you leave the flaps in position throughout the roll-out, like you would in a retractable-gear aircraft. In our case, though 30 degree flaps increase aerodynamic drag, they also decrease braking effectiveness due to reduced weight on the wheels. In our light-weight aircraft the flaps should come all the way up to negative as soon as the wheels touch down (I wish I had a manual flap handle so I could accomplish this quicker). We need the flaps up for braking; but more importantly to reduce our susceptibility to gusts. All ground maneuvering (and when the plane is tied outside) should be in the negative flap position. I leave mine up while taxing out and during run-up and only position them for take-off as I turn onto the runway. Mike Koerner Link to comment Share on other sites More sharing options...
FlyingMonkey Posted December 12, 2016 Report Share Posted December 12, 2016 The idea that a CT needs 2000ft+ landing distance seems laughable. I have landed my CTSW on a 1350ft grass strip and been stopped by about 2/3 of the distance using 30° flaps. I guess they are assuming book speeds, which seem a bit faster than what is really needed, and a very baseline skill set. Or maybe a CTLS is just a lot different? Here is the shaky video of a landing at that 1350ft shot by a friend on his phone. The rollout was not captured, he dropped the phone just after I touched down. https://www.youtube.com/watch?v=YmlMeZyZm5M Link to comment Share on other sites More sharing options...
Doug G. Posted December 12, 2016 Report Share Posted December 12, 2016 Was that at max weight, high DA and over a 50 ft. obstacle? Link to comment Share on other sites More sharing options...
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