Well I don't think I was imagining 40 degree setting in the 172N that I took my instrument checkride in.
Here's something I surfed up: "...not until the 1981 model year was the maximum flap extension reduced from 40 to 30 degrees." http://search.netscape.com/ns/boomfr...2FA02P0136.asp C172Ps were the last of the 1980's Skyhawks, and were introduced in 1981 according to wikipedia. So, my guess is that was where the 40 setting actually ended, when the P was introduced. I never found much use for the 40 degree setting as it slowed down touch n goes due to retraction time. I think they were for super-short field landings which no one does anymore, perhaps a sales gimmick. As far as I know they only only added drag which is of little value when forward slipping because that does it so much better. |
Originally Posted by VTcharter
(Post 129370)
in did. As for the tail stall being an old wives tale...turbulent airflow over an airfoil is the beginnings of a stall, and with a slow enough airspeed, or sudden change in relative wind, it would be very easy for a tail stall to develop.
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I looked up the TCDS for the 172N. I had a seaplane, so that's where I got the 30 degrees of flaps, from. The landplane did have 40 degrees. The P models and newer had 30 degrees.
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Originally Posted by de727ups
(Post 129813)
I looked up the TCDS for the 172N. I had a seaplane, so that's where I got the 30 degrees of flaps, from. The landplane did have 40 degrees. The P models and newer had 30 degrees.
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One more thing...
There are also some models that want you to avoid prolonged slips due to fuel starvation.....good to know in my opinion!
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