Author Topic: c/n 509, RA-2777G  (Read 12496 times)

Jason Stephens

Re: c/n 509, RA-2777G
« Reply #45 on: August 19, 2022, 07:42:40 AM »
Maybe Louis you are seeing the difference between the landing gear with the restrictor vs no restrictor in the gas strut?  I believe that is the difference but could be wrong.

Rais

Re: c/n 509, RA-2777G
« Reply #46 on: August 20, 2022, 11:48:15 PM »
Thanks for your comments. I have yet to study this amazing aircraft.
You have to understand that I'm still an entry-level pilot. I graduated from flight school in 2020. I studied on a Cessna 172.
Then I bought a small aircraft FK9ELA, with a ROTAX 912 engine and flew 200 hours on it.
Now I have to master Helio H-395. To be honest, I don’t know how different Helios differ from each other.
I still have to deal with the position of the flaps. A test pilot flew on an airplane, he especially delved into the correct installation of the flaps. His task was to understand how the aircraft behaves in flight and whether it is possible to fly on it.
I will also deal with the movement of the chassis. It is quite possible that for 4 years without flights, the axles and the shock absorbers themselves have soured on it.
While the task is to start flying.)

Thanks Rais.

Louis

Re: c/n 509, RA-2777G
« Reply #47 on: August 21, 2022, 03:48:24 PM »
For the position of the flaps, the usual consensus is a full deflection of the aileron.  You look outside, turn the aileron at the maximum downward deflection, and align the flaps to it.  This is the takeoff position.  For landing, myself it is always full flaps.  But some prefer what is called 20 degrees ( position of takeoff ) since it is easy on a go-around ( you don't have to touch the flaps.

It depends in fact of your load.  In a 395, you will have pleinty of power for a go-around with full flaps at it's maximum grossweight. But if you are overload, full flaps might be too much of a drag. 

But myself it is always full flaps, even overload, managing the plane to never be slats out AND full flaps AND overweight on approach.  These three condition together being capable to bring you behind the power curve.

Fly the slats. There are there as the best Angle Of Attack indicator

Louis

Louis

Re: c/n 509, RA-2777G
« Reply #48 on: August 21, 2022, 03:50:38 PM »
the restrictor vs no restrictor in the gas strut? 

The restrictor for the ski operation ?

I think you nailed it

Louis

Rais

Re: c/n 509, RA-2777G
« Reply #49 on: August 22, 2022, 01:15:49 AM »
For the position of the flaps, the usual consensus is a full deflection of the aileron.  You look outside, turn the aileron at the maximum downward deflection, and align the flaps to it.  This is the takeoff position.  For landing, myself it is always full flaps.  But some prefer what is called 20 degrees ( position of takeoff ) since it is easy on a go-around ( you don't have to touch the flaps.

It depends in fact of your load.  In a 395, you will have pleinty of power for a go-around with full flaps at it's maximum grossweight. But if you are overload, full flaps might be too much of a drag. 

But myself it is always full flaps, even overload, managing the plane to never be slats out AND full flaps AND overweight on approach.  These three condition together being capable to bring you behind the power curve.

Fly the slats. There are there as the best Angle Of Attack indicator

Louis

Thank you!) "Fly the slats." - What is it like?

JamesCaird

Re: c/n 509, RA-2777G
« Reply #50 on: August 22, 2022, 06:47:15 PM »
OH Boy-  it looks like Rais's Helio gets off ok but, as he mentioned, maybe the struts are stuck.  Seems like the gas should extend them as the mains are unloaded which brings the wheel ends closer together when the weight is off them.  I overhauled one set of mine and had some spares:  one set actually had an extra brass ring inside which would limit the amount that it  would extend, diminishing the amount that the main wheels would tuck in.  Just a thought. /JC