Be ready to counter that change and undo the thing you just did no matter what your flight attitude is. The much more important lesson is to pay close attention to the airplane whenever you make any configuration change to see if it’s doing something unexpected. So the question is, if you feel the need to extend flaps to adjust your speed and configuration for landing, and can’t wait until rolling level, is it worth the tiny risk that you’ll have an unfavorable flap extension? For me, that’s a yes. Furthermore, you’d have a 50-percent chance the roll would be opposite your current bank and the bank would actually give you more time to recover. However … asymmetrical flap extension is exceedingly rare. The thinking of not doing it in a turn is that if the flap asymmetry caused a roll in the direction you were already banked, you might lose control of the airplane before you could recover from the roll. You’d have to counter with opposite aileron and retract the flaps back to a symmetrical position, or land with compromised controls. An uncommanded roll close to the ground is dangerous. The plane would roll toward the less extended flap. That means one flap will be extended farther than the other and act like an aileron. Here’s the thinking behind your instructor’s admonishment: Whenever you extend (or retract) flaps, there’s a chance they will deploy asymmetrically. Some aircraft carry fuel in the fuselage others carry the fuel in the wings. Passengers and cargo are carried in the rear of the fuselage. The pilots sit in the cockpit at the front of the fuselage. It’s really an issue of risk tolerance and probability. Smaller, low-speed airplanes use propellers for the propulsion system instead of turbine engines. Funny thing is that i keep seeing similar mistakes over and over again.“ While I, personally, have no issue with extending flaps while banked, the flight instructor isn’t misinformed. I guess this is why we sometimes call this maneuver the "smash and go". These systems have a significant portion of the functionality of the big airliners, for 10 of the price. Its bigger brother the Garmin G1000 is on board of the Cessna Citation Mustang. But then I would not have been heading for the trees, either. On the other end of the scale, a full suite of modern avionics for smaller GA airplanes such as Garmin G500 can be obtained for USD 20,000. If that had been me in the left seat, I would have swatted that hand away pretty quickly and pushed the throttle back in. That’s because our general aviation fleet includes so many small planes that are many years old. But I think they would have been okay if the engine had stayed at full power. Still, most small planes in the general aviation fleet (non-airline, non-military) do not have built-in GPS. The pilot flying did a very poor takeoff as he did not stay lined up with the runway. But, I'd say the throttle was applied a bit too quickly, and I simply do not understand why it was pulled back again at 0:21. In these moves it is not uncommon for a right seat pilot to handle the throttle so that the left seat pilot can focus on the yoke/stick/rudder. This is done as a way to practice landings without all the bother of stopping and taxiing back. It looks like it was intended to be a touch and go maneuver, where the pilot lands and then immediately takes off again.
0 Comments
Leave a Reply. |