LIFT, DRAG, AND FLAPS (AOPA)

[GAHorn]

The latest AOPA e-newsletter contains:
"LIFT, DRAG, AND FLAPS
Flaps increase a wing's lift and drag. The increased lift allows flight at lower airspeeds, and the increased drag permits steeper approaches. But that's not the whole story. Lift and drag team up differently at different flap settings. Understanding how they vary is necessary to know what kind of performance to expect from your aircraft. The changing influence of lift and drag as flap deployment changes also explains why the immediate partial retraction of flaps is required during go-arounds after a full-flap approach in many aircraft.

"Flaps represent a way to increase the approach angle because the lift generated by flaps is accompanied by an increase in drag. Although it varies with the exact type of flap (Fowler, slotted, unslotted, simple hinged), it is generally assumed that as flaps are extended past 15 degrees, they begin generating more drag than lift," wrote Budd Davisson in the February 2008 AOPA Flight Training feature "Controlling your approach path: Drop flaps or slip the ship." http://www.aopa.org/epilot/redir.cfm?adid=14278


The acceleration-inhibiting drag prevalent in intermediate to full flap deployments is the reason that go-arounds may require immediate flap reductions. "In a balked landing (go-around) climb, the wing flap setting should be reduced to 20 degrees immediately after full power is applied. Upon reaching a safe airspeed, the flaps should be slowly retracted to the full up position," says the pilot's operating handbook (POH) for a 1980 Cessna 152, a trainer with flap settings of 10, 20, and 30 degrees. (Note that it is the lift provided by the first flap setting that enables the Cessna 152 to make better short-field and soft-field takeoffs with one "notch" of flaps extended.)

In flight, understanding the performance and control implications of flap settings helps a pilot to choose among the options available when facing a given set of runway and wind conditions, as discussed by Alton K. Marsh in the August 2004 AOPA Pilot feature "The flap about flaps." http://www.aopa.org/members/files/pilot ... s0408.html Always observe the airspeed limitations on the use of flaps as depicted on the white arc of your aircraft's airspeed indicator and as noted in the POH. Also note any cautions in the POH about combining slips [see the Feb. 24, 2006, Training Tips] with flaps. http://www.aopa.org/epilot/redir.cfm?adid=14279

The right amount of flap extension, at the right time, will give you the best performance."

[cessna170bdriver]

Good info, George. However, "immediate" flap reduction in a go-around in an airplane with electric (slow) flaps is one thing; dumping 20 degrees of manual flap in a 170 is quite another. While you don't want to dawdle in a flaps-40 go-around situation, you shouldn't reduce the flap setting any faster than would happen with electric flaps, IMHO. If you immediately dump from 40 degrees to 20 before the airplane has a little time to accelerate, you're going to get a sinking feeling.

Miles

[GAHorn]

Technique has a lot to do about it. In theory, there's no reason one cannot "dump" flaps.... as long as the appropriate angle-of-attack (pitch up) is also adopted just as quickly.