But they have to retract the flaps for takeoff, so it’s the same number of cycles.
Aren't flaps down typically a pre-flight item?
Skycatchers have a Johnson bar for flaps.
There is no motor on a Skycatcher. It uses manual flaps.
The Skycatcher uses a reflexive system. You can pull the flap down even when the Johnson bar is in the "flaps up" position. Therefore, the answer to your question is "no".
He mentioned other planes too, and if they're down already it could encourage some to actually look instead of skipping that step. I'm guilty lol.
Well, if they’re down, we know they extended. And if they retract, them it’s working in both directions. No need to cycle them again, but even if you do it’s not going to wreck the flap system.
That implies that the flaps are a spring-return system. Such systems were used in many older airplanes, including Piper ragwings and Maules. Those flaps get banging up and down if the airplane is tied down with its tail to the wind, and damage ensues. If the flaps are left full-down, they cannot move.
The proper procedure is for the flaps to be up so that you can check the spring tension.
Ah, but the POH still does not say to put the flaps down for parking/securing. If anything, it says that the correct procedure is for the flaps to be up (to facilitate the installation of gust locks).
The POH says moving the flap by hand is the correct procedure (post #15, “Deflect and check”).
I always took that to mean "deflect [with the Johnson bar] and check", but I'm willing to be wrong.
A couple things point away from that. First, one cannot get a good check of the spring tension by yanking the Johnson bar. Second, a few steps before the above excerpt is the cabin section and one of the steps there is to put the flaps up.
Correct. But I bet the airplane came with gust locks that owners put into some cupboard and promptly forgot about. Since owners are famous for never reading the POH, they will do whatever it takes to stop flaps banging around instead of reading that book that Cessna paid so much to have written. From posts on POA, I get the impression that at least half of owners don't know what their POH says.
The cables won't jump off the pulleys. The guards are much too close to allow that.
That's what I teach.
Thanks Dan!
As the actual POH as posted by others does not say this, then I assume your flight school is using a modified, tailored checklist. Therefore the only real way to answer this question is to ask them. But if it's a typical flight school with a high turnover, it's possible nobody there remembers why they put that in there, and you'll just get uneducated guesses.
Open S hooks should never be used to tie down aircraft. The flap position will not make a difference.
Doesn't work with some Beechcraft models, designed to have flaps stepped on.
What should be used? Is your statement about how chains should never be used?
A more likely variant IMO is that the flight school doesn’t want to trust renters with plugs, covers, or control locks.
Never use open S hooks on the end of ropes. Airplanes bounce in high winds, can create slack in the line and the S hook can release. I've watched aircraft tumble across a ramp with the rope in good condition with the S hook still in place. I've also seen "cheap" S hooks unbend.
