Cessna 152/150 CHECKLIST
Wrong Again!!!!
From DX Wombat;
Dude, I'm looking at a copy of the C152 (1980 to be specific) and the takeoff checklist specifies 0-10 degrees.
The amplified procedure reads verbatim,
It may be your choice to use nil flap and take the extra distance, but I am definitely not wrong.
Wrong! The POH for the 152 states 10degs flap for SHORT FIELD take off. No flap is required for a normal take off.
The amplified procedure reads verbatim,
Normal takeoffs are accomplished with wing flaps 0-10 degrees. Using 10 degrees wing flaps reduces the total distance over an obstacle by approx 10%. Flap deflections over 10 degrees are not approved for takeoff. If 10 degrees wing flaps are used for takeoff, they should be left down untill all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached.
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What really makes me worry about these discussions is trying to figure out why a pilot would make the decision to take off thinking that that 10% difference in the climb over the obstacle is going to do the trick in one of those little bug smashers. 
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Short Field Take-off
Chuck, when you have only 540 metres with trees either end, which are a consideration, 10 degrees of flap in a C152 is worth setting. Clear the obstacle with a bit of padding, accelerate and retract the flap makes sense to me. To take off with zero flap makes no sense in that circumstance. The fact that it is a "puddle jumper" makes no difference. If the "P" charts say it is OK, remembering that they are factored, then there is no question it is safe. A darn site safer than taking off at 100000 tons heavier than the data used like SIA did in Auckland.
Aerocat
I believe that is a valid definition and why the POH has a 10 degree requirement in that case, but it also lists 0-10 degrees for a normal takeoff. Anyone able to prove me wrong?
The whole underlying theme of this thread is about reading the manual.
Some people would do well to actually start doing this.
I believe that is a valid definition and why the POH has a 10 degree requirement in that case, but it also lists 0-10 degrees for a normal takeoff. Anyone able to prove me wrong?
The whole underlying theme of this thread is about reading the manual.
Some people would do well to actually start doing this.
Originally Posted by MakeItHappenCaptain
Aerocat
I believe that is a valid definition and why the POH has a 10 degree requirement in that case, but it also lists 0-10 degrees for a normal takeoff. Anyone able to prove me wrong?
I believe that is a valid definition and why the POH has a 10 degree requirement in that case, but it also lists 0-10 degrees for a normal takeoff. Anyone able to prove me wrong?
The Wombat flat out said I was wrong. Crap.
Similar to trying to get me to admit I'm actually conducting a short field takeoff?
Your school uses 0, mine used 10. I'm sure we can agree to use our own choices, but personally, I'm happy using the higher flap setting.
I won't be telling you you're wrong for doing it though. Nuff said.
No but your statement has undergone a subtle change.
Your school uses 0, mine used 10. I'm sure we can agree to use our own choices, but personally, I'm happy using the higher flap setting.
I won't be telling you you're wrong for doing it though. Nuff said.
Last edited by MakeItHappenCaptain; 2nd May 2008 at 11:51.
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Normal takeoffs are accomplished with wing flaps 0-10 degrees. Using 10 degrees wing flaps reduces the total distance over an obstacle by approx 10%. Flap deflections over 10 degrees are not approved for takeoff. If 10 degrees wing flaps are used for takeoff, they should be left down untill all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached.
If you use 10 degrees of flap for take off are you climbing with a higher nose up attitude than with 0 degrees of flap and is your airspeed any lower?
If you use 10 degrees of flap for take off are you climbing with a higher nose up attitude than with 0 degrees of flap and is your airspeed any lower?
