does it state in the C172 POH to lower the flaps for the preflight inspection?
The flight manual for the 182S states that the flaps are to be lowered (1-17) for the preflight inspection, And inspected (3-2) and (8-2).
at 70 knots, unless you are doing something spectacular you're probably going to be OK... even with a "split flap"
Not for my experience! I had very slight flap asymmetry (1 degree or so) in an Aztec once, and it was alarming. In the 180, the flap jam and resulting asymmetry demonstrated to me that an uncontrollable roll could result from a few degrees difference. Do not assume insignificance of a failure in an airplane!
I'm also thinking about changing the flaps to the down position for the walk around, but for a different reason. The Grob G115 is a low wing, and with the flaps left up there is the potential for someone to step on the flaps when entering the cockpit. I'm thinking about having the flaps put to the full down position at shutdown, and left in that position until after start up, when they would be retracted. The flap linkage in the wing can be inspected through a clear window on an inspection port on the bottom of the wing, and more of the linkage can be seen above the wing with the flaps extended. The AFM just calls for the flap and hinges to be checked in the walk around with out stating the flap position. It then states that the flaps should be extended and retracted during the engine warm up.
Thanks for the pic Mr. Ruckus. I do have some Grob 115 experience. The 60 degrees of flaps provide a lot of drag and kind of make part of the preflight inconvenient as they are deflected downward so much when fully extended. So when I first approach the plane, I check the back side of the landing gear and the underwing inspection windows and then extend the flaps.
I have accidentally taken off with full flaps a couple of times. Once in a 150 a long time ago on a touch and go. With little performance during the climb, I discovered the flaps at 40 degrees. I selected them up immediately which helped significantly until the retracted past 10 degrees when the aircraft started sinking noticeably. Remember to retract in stages such as to 20 degrees, 10 degrees, and then to up when speed is sufficient.
A more embarrassing event was on a Twin Cessna. After a full flap landing, I did my normal procedure and selected the flaps to the takeoff position for the return leg. What I did not notice was that the flap CB popped while fully extended. It did not occur to me that there was a problem when I got out of the aircraft or when doing the next walkaround for the return flight that the flaps were down when I had selected them from landing position to takeoff. I confirmed that the flap handle was at the takeoff position for the next flight. The indicator was just a small mechanical needle that stuck out of the panel which was not checked. The takeoff was fine and the rate of climb was reasonable but there was no acceleration once airborne until I discovered the problem.
Nowadays, I like to think that I would catch this as I always visually check the flaps when called for in the checklist and to a final check of any killer items just prior to takeoff.
So a checklist doesn't necessarily guarantee everything and neither does flap selection. It has to be combined with using all your resources available.
We operate the Grob 120A like that as well. Full flaps prior to shutdown and flaps all the way up after start-up.
In my experience, it works great. Just have to check the main wheel from the front, lying down under the wing... the joy of a low wing retractable gear aircraft
We operate the Grob 120A like that as well. Full flaps prior to shutdown and flaps all the way up after start-up.
In my experience, it works great. Just have to check the main wheel from the front, lying down under the wing... the joy of a low wing retractable gear aircraft
Greg
Sounds good but I suspect not many people are going to lie down when it is wet or /muddy/oily/etc dirty meaning that part of the walkaround will be missed including the inspection windows for the flaps. Will probably be OK though.
You're right. I was just talking about the Grob we have here. I realize the way we operate it might be a bit different than most.
Our ramp is clean, no oil, mud, FOD, etc... If rainy, walkaround can be done inside a hangar usually. No other aircraft except ours sitting outside. Not many people flying the fleet. And most of them are under close supervision and will lie down under the wing if told to do so.
Anyway that's my experience with the flaps setting on the Grob120A and I assume a Grob115 wouldn't be so much different.
For my own C172, flaps down for the walkaround to check the rods, rollies and tracks.
Pilot DAr as usual has very sound advice.
I would add that IF you flew a long way to a deserted airstrip,in your own plane , that you fly all the time, with plans for leaving, you might not drop them all the way as
1. they could stick down, if the motor fails etc,
2. it could use the last of the battery.
both of these may result in a stranding, that was not nec.
I am always thinking about where I am, and how do i get home.
at YKF etc learning to fly, do what your instructor tells you...
flyingreg38 wrote:You're right. I was just talking about the Grob we have here. I realize the way we operate it might be a bit different than most.
Our ramp is clean, no oil, mud, FOD, etc... If rainy, walkaround can be done inside a hangar usually. No other aircraft except ours sitting outside. Not many people flying the fleet. And most of them are under close supervision and will lie down under the wing if told to do so.
Anyway that's my experience with the flaps setting on the Grob120A and I assume a Grob115 wouldn't be so much different.
For my own C172, flaps down for the walkaround to check the rods, rollies and tracks.
