Do you use full flaps on landing?

Touching down with full flaps gives you the lowest stalling speed. It also gives you an additional benefit: maximum drag so you will decelerate as rapidly as possible with the power off, getting you down through that red zone of poor control, rapidly.



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Retracting conventional wisdom on landings. Last year in this column I made passing reference to the technique of retracting the wing flaps immediately after touchdown. The purpose of this is to reduce wing lift and add weight to the wheels, which significantly improves braking effectiveness and deceleration.

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In some situations, such as during a landing on a contaminated runway, the firm touchdown may have been intentional. As stated in the definition above, a hard landing is classified as the exceedance of a manufacturer limitation, which will vary by the category and purpose of the aircraft.

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If any problems occur with the engine or wings, the crew can see it out of those tiny round windows in a cabin. If the aircraft needs to be evacuated, passengers and the whole crew is able to see which side of the aircraft is safer for evacuation.

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Most airlines IRL use Flaps 30 as the standard. It would go something like (1/5/15/25/30) 40 is used when there are higher wind conditions of the sort to try and stablize the aircraft on approach.

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As the runway is long and the angle of glide slope is minimum i.e 2.5 degrees, flap 3 landing is done, as it easily stops the aircraft in this scenario but if the runway is small then, in that case, the pilot has to use flap-full (flap 4) i.e the pilot has to do flap full landing.

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Most of the time, landing flap will be determined by the landing performance required, flap 30 is nearly always desirable unless we need the lower approach speed, or if increased forward visibility is required such as during low vis ops. Performance is the determining factor.

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