X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-dupuy.atl.sa.earthlink.net ([209.86.89.62] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6411749 for lml@lancaironline.net; Fri, 09 Aug 2013 20:29:59 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.62; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=D7Y9W00brzulLgfhZ7wxCLSs4O33e1yzwaQGLWeh6ttFUdlknwXT327SJgMV8Gnf; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [216.168.103.114] (helo=[10.10.10.16]) by elasmtp-dupuy.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1V7x3c-0000OF-QR for lml@lancaironline.net; Fri, 09 Aug 2013 20:29:25 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1085) Content-Type: multipart/alternative; boundary=Apple-Mail-228-502888252 Subject: Re: [LML] Re: Flaps on take-off? Date: Fri, 9 Aug 2013 20:29:22 -0400 In-Reply-To: To: "Lancair Mailing List" References: Message-Id: X-Mailer: Apple Mail (2.1085) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da94020c5f9f37dc107407b7fbc0c992bfc65350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 216.168.103.114 --Apple-Mail-228-502888252 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 I like Bob's restrictor on the retract idea. flap retraction on a IV = can be "startling" if built per plans. to Dico's question though, arguments in favor of using flaps: - you'll need them on a short runway so you should get used to what = performance you should expect and be ready to make a quick decision if = you are not getting expected performance. - take it easy on your gear. 100 mph on little tires is quite a bit = of exercise on those tires - flaps let you get positive rate sooner which means you can get cleaned = up sooner which means you are set up for maximum glide sooner. - in theory you should be able to get to a safe altitude sooner. On Aug 9, 2013, at 7:49 PM, Robert R Pastusek wrote: Dico, =20 I use about 20 degrees of flaps on takeoff=85extended to when they have = moved all the way aft, and just before they start tilting down. For me, = this occurs when the flaps align with a fully deflected aileron. I also = have a flap position indicator, but looking out the window works better, = even at night. I also installed an adjustable restrictor valve in the line that = =93free-flows=94 in one direction, but can be modulated in the other. I = adjusted this to allow the flaps to retract in about 5 seconds on the = ground. They come up just a bit faster under air loads during takeoff, = but I never get that =93sinking feeling=94 at any time. This, along with the original restrictor valve in the down-flow = direction allows me to control the flap operating speed in both = directions. A great improvement to the original design. =20 The McMaster-Carr specs and part number for the brass version: 1/8" 1 15/16" 0.28 0.125" 4982K71 $36.71 =20 Works like a champ! =20 Bob =20 Hi All, I am wondering how many people use flaps on take off with the IVP? I = was told to use about 15 degrees of flaps. I've also discovered that = I don't like retracting the flaps unless the IAS is about 135knots IAS. = No real reason other than I notice that you don't really feel the = retraction as much as you do at the lower speeds. So I guess I am wondering, if you only have a couple people on board (or = even a full load with lots of runway), do you use flaps? -Dico --Apple-Mail-228-502888252 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 I like Bob's restrictor on the retract idea. = flap retraction on a IV can be "startling" if built per = plans.

to Dico's question though, arguments in favor = of using flaps:

- you'll need them on a short runway so you = should get used to what performance you should expect and be ready to = make a quick decision if you are not getting expected = performance.

- take it easy on your gear. 100 mph = on little tires is quite a bit of exercise on those tires

- = flaps let you get positive rate sooner which means you can get cleaned = up sooner which means you are set up for maximum glide = sooner.

- in theory you should be able to get to a safe = altitude sooner.

On Aug 9, 2013, at 7:49 PM, = Robert R Pastusek wrote:

I use = about 20 degrees of flaps on takeoff=85extended to when they have moved = all the way aft, and just before they start tilting down. For me, this = occurs when the flaps align with a fully deflected = aileron. I also have a flap = position indicator, but looking out the window works better, even at = night.

I = also installed an adjustable restrictor valve in the line that = =93free-flows=94 in one direction, but can be modulated in the other. I = adjusted this to allow the flaps to retract in about 5 seconds on the = ground. They come up just a bit faster under air loads during takeoff, = but I never get that =93sinking feeling=94 at any = time.

The = McMaster-Carr specs and part number for the brass = version:

1/8

1 15/16

Works = like a champ!

Hi All,

I am wondering how many people use flaps = on take off with the IVP? I was told to use about 15 degrees of = flaps. I've also discovered that I don't like = retracting the flaps unless the IAS is about 135knots IAS. No real = reason other than I notice that you don't really feel the retraction as = much as you do at the lower speeds.

So I guess I am wondering, if = you only have a couple people on board (or even a full load with lots of = runway), do you use = flaps?

-Dico

<= /div>= --Apple-Mail-228-502888252--