Matt,

 

Interesting.........

 

Facts:

 

1. Many years ago (before 1996), when 320/360s had 1/4" diameter flap push rods, some were being bent - Lancair increased the diameter so they were beefier and I haven't heard of one bending since.  Important to me, I haven't bent mine.

 

2. The Lancair test pilot often instructed 235 pilots to put the flaps up in full reflex before going over 160 KIAS - remember that in the 235 the flap faired to the fillet is out of reflex at zero degrees (or down 7, what ever reference you like).  This was because of the severe wing twist thus exerted at high speeds when they were at zero.

 

3. You are right that the flap limiting speed is 100 KIAS.  But I believe that limitation is for full flap deployment - in a 320-360 I think that is 45 degrees down from the reflex position. 

 

My experience:

 

I have flown for years using the following procedures:

 

Upon approaching an airport (8 - 10 NM) I must slow down and probably go down some.  If I am close to the right altitude, MAP back to 17"-19" and when the speed drops to about 160 KIAS, the flaps are ticked down a few degrees to help keep the nose down and add some drag. 

 

At about 140 KIAS the flaps are out of reflex and the nose stays down plus the added drag gets me to 120 KIAS (approach/gear drop speed) and at that speed the flaps are down to takeoff position - about 10 degrees from full reflex.  I can fly level all day in this configuration - note that the aircraft pitch angle is abut 6 degrees less than it would be if the flaps were still in reflex).  Since I fly a higher pattern, the downwind mid field leg must be slowed down - maybe 14" MAP and the gear dropped.  The descending arc to base and final is further controlled with more flap deployment so that short final is at about 85 KIAS.  I do fly a wider pattern than a C152 or some such.

 

However, this is the way I fly my somewhat modified 320.  For example, gap seals and other tid bits make it very hard for me to slow down and go down.  I don't like to use an artificial climb to bleed off speed, either.  I have learned to plan the step downs much further out with careful control of power and flaps.  

 

This is also why I particularly like standard T shaped GPS approaches. From the IAF there are three 5-mile legs. The first is used to configure the aircraft and stabilize at 120 KIAS, the turned to final course second leg usually requires some small descent and the further stabilization with trim, flaps and power set just right so that at the FAF the gear drop adds the right amount of drag for the descent to the DH (uh, runway threshold for me, my limits are pretty high - they go up with age).   

 

Anyway, the flaps help satisfy my aversion to slow flying with the nose sticking up too high.  But, I am flexible - if some 172 calls in at the same distance that I am from my home field, I am liable to uh, keep up my speed.  Otherwise, I'd have to shoot him out of the pattern with my wing mounted rockets.

 

Scott

 

Quoting Sky2high@aol.com:

> by the time I have reached the pattern, the flaps are in takeoff 
> position and that give me a very stable 120 KIAS...

Scott,
That raises a question for me.  Flap limiting speed is 100 knots 
right? So in the pattern with takeoff flaps (10 degrees or so), have 
you had any issues with flap extension above 100 knots?  I know I've 
occasionally slipped above 100 knots when I've pushed the nose down 
and I'm deploying the flaps.  So I know it won't break, but I'm just 
curious if you've seen any problems since that is your standard 
approach.

Thanks,
Matt McManus
LNC2 360



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