Gusty Winds Full Flaps?

On my MEL checkride I was asked to do a single engine approach (simulated) followed by a short field landing. It was gusting around 30+kts (but below 35) and more or less straight down the runway although the mountains nearby did a few weird things with the winds. I naturally dropped full flaps once landing was assured, bounced the plane, watched the DPE start to reach for the controls which I responded with "My PLANE!" so that she didnt counter my inputs and surprise me. I felt bad for bouncing it. We taxied to the ramp and I got a "Job well done, by why the HELL did you go full flaps, it was going to be a short field with NO flaps with those winds!" Lesson learned/noted. I passed.

I tend not to land with full flaps on the Seminole. However, my commercial instructor insists full flaps with him. His thought, get use to having more difficult flights with a CFI so that what is thrown at you solo is much more manageable. Just a week or two ago, we were up flying a G1000 172 when he asked me the last time I did a no flap landing. It had been a while so he said, well lets do one now. As I turned final I was pretty high and he suggested I could go around. I threw in a slip all the way down touching down at the point I called. All he could say was..."yeah yeah, you Pitts guys..."
 
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Runincolorado said:
On my MEL checkride I was asked to do a single engine approach (simulated) followed by a short field landing. It was gusting around 30+kts (but below 35) and more or less straight down the runway although the mountains nearby did a few weird things with the winds. I naturally dropped full flaps once landing was assured, bounced the plane, watched the DPE start to reach for the controls which I responded with "My PLANE!" so that she didnt counter my inputs and surprise me. I felt bad for bouncing it. We taxied to the ramp and I got a "Job well done, by why the HELL did you go full flaps, it was going to be a short field with NO flaps with those winds!" Lesson learned/noted. I passed.

I tend not to land with full flaps on the Seminole. However, my commercial instructor insists full flaps with him. His thought, get use to having more difficult flights with a CFI so that what is thrown at you solo is much more manageable. Just a week or two ago, we were up flying a G1000 172 when he asked me the last time I did a no flap landing. It had been a while so he said, well lets do one now. As I turned final I was pretty high and he suggested I could go around. I threw in a slip all the way down touching down at the point I called. All he could say was..."yeah yeah, you Pitts guys..."
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I only have s few hours in a Pitts, but the damn thing came down like a brick. I'm guessing you used the slip to see where you are going?
 
mshunter said:
I only have s few hours in a Pitts, but the damn thing came down like a brick. I'm guessing you used the slip to see where you are going?
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You should try slipping a Pitts! A brick glides better. I have about 20hrs in one and absolutely love it (my bank account hates it). It has done wonders for my other flying skills and I strongly encourage anyone and everyone to get some aerobatics time.
 
PeanuckleCRJ said:
I really like the way fifi handles overall flaps 3 (which is like flaps 25 on a 757, flaps 30 on a CRJ or 737).... I'm 3 unless otherwise needed (short runway typically).

With a high crosswind, absolutely flaps 3... autothrust off? Absolutely! 95% of my landings are that way anyways.... much better energy delivery and pilot engagement into the flare.
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E170 problems: people who don't override (or just outright disconnect, for that matter - "Hey look it's an airplane again!") the autothrottles on gusty days.

"STOP IT."
 
UAL747400 said:
I did full flaps in the 172 Ms in high winds, but that's the second highest time airplane in my logbook(finally). I was comfortable with it. It does get a little helicopterish though. :)

SOP settings these days. Full on the 99. 25 or 45 in the Metro. 25 in the Brasilia. I do 45 into BQN though. I'm non-violently making Bravo dammit! Haha The Metro is VERY sloppy on final, but settles down in the flare better with full flaps IMO
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We also did some amazingly stupid things in those 172s. Looking back on it.
 
Autothrust Blue said:
E170 problems: people who don't override (or just outright disconnect, for that matter - "Hey look it's an airplane again!") the autothrottles on gusty days.

"STOP IT."
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Hah. I'm in the schoolhouse going from the 190 to the Bus and its "you 190 guys need to not touch/disconnect the autothrust and let the damn plane do its thing"
 
L-16B said:
Hah. I'm in the schoolhouse going from the 190 to the Bus and its "you 190 guys need to not touch/disconnect the autothrust and let the damn plane do its thing"
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Wait... what??
twitching-sheldon.gif
 
PhilosopherPilot said:
Do you ever REALLY fly Fifi?
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I don't fly Fifi, despite the screen name. (I'll fly the poo out of it given the chance, though!)

Other than not stalling the thing and some other niceties, the Embraer fly by wire is a happy compromise from Boeing "let's let you kill yourself and the people in back if you really think it's necessary" and Airbus "you are an idiot who cannot be trusted with the flight controls" approaches.
 
Autothrust Blue said:
I don't fly Fifi, despite the screen name. (I'll fly the poo out of it given the chance, though!)

Other than not stalling the thing and some other niceties, the Embraer fly by wire is a happy compromise from Boeing "let's let you kill yourself and the people in back if you really think it's necessary" and Airbus "you are an idiot who cannot be trusted with the flight controls" approaches.
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I think Gulfstream is the one who has got it right. At least the sticks move and move together... :)
 
Maximillian_Jenius said:
Does your auto throttle move too?
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Hell yes. If you don't like what the autothrottles are doing, you put your hand out and stop them. (Mostly because flight idle is often inappropriate in level flight at 370, which happens in wave all the time.) I think the "gain" needs to be dialed down a bit on them, honestly.

The Airbus breaks the design contract of how we expect airplanes to behave.
 
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