COZY: Re: [c-a] Landing and taking off in a canard
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I’d skip it. If you need it to land the your runway is too short or your speed is too hight. Go slower or go somewhere longer
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Izzy (603)410-7277 On Aug 14, 2022, at 21:41, Joel Ventura <ventura@...> wrote:
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Ryszard Zadow
The landing brake is a very useful flight control that should be used on every landing. It will lower the deck angle of the aircraft just a little which will help some pilots with a better view over the nose. This could be very beneficial to see the runway touchdown zone especially to a new Canard Pilot. It’s also the only drag device on the aircraft. Again, though it’s contribution is small, it’s all you have, better than nothing and worth using. We also teach taxiing with the landing brake extended. It will help prevent FOD getting slung into your prop. Having it extended for landing will do the same, FOD doesn’t just exist on taxiways. A common argument against this is forgetting to retract it for takeoff however if you develop and use good cockpit procedures and habit patterns that won’t be as much of a concern. Those good cockpit procedures and habit pattens come from having a foundation of good instruction, being disciplined to continue to use that foundation as your experience grows, and as all CfIs should know, utilizing the Law of Primacy, which states humans have a greater chance of successful learning if they are taught the right way from the start. <Primacy, the state of being first, often creates a strong, almost unshakable impression and underlies the reason an instructor must teach correctly the first time and the student must learn correctly the first time. > On Aug 15, 2022, at 08:04, Izzy via groups.io <inbriggs@...> wrote:
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My big argument against the air brake is forgetting to put it up on a go-around which results in CHT’s soaring past redline in moments, adding to an already stressed out new pilots workload.
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The last plane I tested…last week….the mechanical airbrake failed to auto retract at 125 knots….and it was supposed to auto-retract at 90 knots. Leaving off the wheelpants can also help lower the deck angle as well as help reduce speed. To be blunt, if the pilot can’t keep it on the centerline much less the runway at 35 knots on a taxi test then there are other problems. Additionally, the visibility over the panel issue would be discovered on the ground at the 55-60 knot test. For new test flights, eliminating ANY extra variables is important. Primacy quote is cool, and they teach that in basic flight instructor school, and maybe it applies here. Like you said, lots of ways to argue this out but for those who lost control of their aircraft and wiped it out on first flight typically ignored the GRADUATED increase of speed and opted to just be in a rush to get it over with. It’s a discipline. Some are more disciplined than others. The results tell the tale. Izzy (603)410-7277 On Aug 15, 2022, at 11:40, Ryszard Zadow <ryszardzadow@...> wrote:
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