MIKE

We all know that we need to be able to vary the lift that a wing produces for different phases of flight.

The easiest method of doing this is by altering the angle of attack of the wing and the power of the aeroplane to give us different performances.

We have a potential problem though in using this method to land an aeroplane.  In order to reduce the air speed we raise the nose.  In doing so, we spoil the view ahead which can be a potential issue on the approach. We have all seen the high nose attitude of a flapless landing and the increased touchdown speed.

The idea of altering the camber of the wing by using flap allows us to fly the aeroplane more slowly, safely, with better forward visibility.  However I am noticing a wide variety of flap settings being used.

Think through what is happening to the wing at different flap settings. At say 10 degrees the flap is acting as a high lift device.  Incidentally there is no mention of this flap setting in a Warrior POH.  It appears to be a hang over from Cherokee 140 tooling.

At 25 degrees of flap we are still getting a benefit of lift.  This is normally how you set up the approach stage of a landing.  Once you are sure of making the runway at say 300 feet on the approach you apply full flap and commence your round out and flare.

Suppose you then had to go around.  The correct sequence of control inputs for a light single, would be to add full power (Cb Ht off), control the pitch/speed, retract drag flap and begin to climb away on the dead side.  Only when you have a positive rate of climb do you bring up flap stages 2 and 1.  Remember, it's important!

Of late I have flown with people for various reasons and one or two land without full flap as they “feel its more gentle” or “the wind is a bit strong”.

Flying isn’t really about ad-libbing its about doing the correct thing each time you fly.  If the POH says use full flap use full flap.

Your touch down speed will be slower saving wear and tear on the tyres and oleos.  More obviously the drag component of the aeroplane will be greater hence the phrase “drag flap”.  That means when you touch down you will more likely stay down.

Perversely the 25 degree setting can leave you skittering around on the runway as it is still providing a lift component.  Don’t believe me? Check the flap setting for a short field take off.  A legitimate action that you could take on landing, in strong gusty conditions, is to retract the flaps as soon as you are down, to keep all of the aeroplanes weight on the main gear. (One presupposes that you have confirmed that you have got hold of the flap lever and not the gear lever).  However we are entering the realms of flying in extreme conditions here.

Remember that aeroplanes have a crosswind limit which is there to keep you safe and away from extremes.

If you don’t have the skills or currency to fly the aeroplane in accordance with the POH please get some help from an instructor.  An hour brushing up your technique will be more beneficial (cheaper) in the long run that adopting a lazy non standard technique that sooner or later will have you in the runway side lights.

We are moving toward Autumn and as the jet stream moves above us so our weather will get more and more windy. Given that Saturdays only option is 18/36 at Wellesbourne make sure that you are competent at crosswind techniques.

Planning Ahead?

Giving yourself time to plan ahead of a flight is as important as the flight itself.  We have touched on this in the past with regard to go no go decisions and pre flight checks.  Most every cross country flight that you make is won or lost in the pre flight prep before you go flying.

I often see vague lines drawn between destinations on a chart with little additional visual details added.  I'm amazed that "Dead Reckoning" navigation can be done accurately this way.  So amazed in fact, that I suspect that it's hardly navigation at all but a blag known as feature crawling!

I would say the bare minimum that your chart should have is your track line and a wind arrow.  At least that way you know roughly which way to add some drift.

A better approach might be to add 10 degree fan lines from your destination so you can make a reasoned correction at the half way point.  If you really wanted to get accurate adding some 6 minute marks along track would also help. Remember in 6 minutes (1/10th hour) you will travel 1/10th of your groundspeed distance.

i.e. groundspeed = 120 kts you will cover 12 miles in 6 minutes groundspeed = 80 kts you will cover 8 miles in 6 minutes.

The additional chart prep will take you less than 5 minutes and is well worth the effort. If you want a brush up on simple DR again ask – you never know when your batteries will go on the blink in your GPS!

Circuits (or Tours of Warwickshire!)

The airfield users meeting has again raised the size and shape of the circuit.  I want to remind you that the downwind leg 18/36 is just outside the villages of Loxley and Hampton Lucy.  The whole purpose of flying in this position is so that you can land back on the airfield if your engine fails.

Skirting Alscot and the eastern environs of Stratford on Avon will put you outside the ATZ. Every time that you leave an ATZ with a FISO you must report on the radio and tell them when you come back into the ATZ. Stay in the ATZ is my advice.

The airfield users group have stated that an aeroplane flying the correct position in the ATZ will carry on doing so and any other traffic will give way to it.

Of late there have been one or two exchanges on this subject airborne. Please do not get in to this kind of banter as it is unprofessional and can spoil a low hours student pilots confidence.

If anyone has issues about this they can come and speak to me personally. Similarly if anyone from elsewhere on the airfield has issues they can also come and talk to me.

Vive La France!

According to Loop Magazine….. NPPLs can use their licences in France.

After lengthy negotiations the British delegates were proud to report that subject to gaining a Class 2 medical and a certificate of ICAO compliance signed by NPLG Ltd which confirms a minimum of 40 hours total time 10 hours solo and 5 hours cross country to include a 150 mile trip with two full stop landings – QXC in effect in an SSEA or SEP aeroplane, an NPPL can fly by day in France!

Is it me or does this sound like 88% of a JAR PPL to you too?  Well done the British negotiating team – nice to see the French met you half way on that one!

Safe flying

John E