Return-Path: Sender: (Marvin Kaye) To: lml Date: Sat, 10 Aug 2002 08:13:09 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r06.mx.aol.com ([152.163.225.102] verified) by logan.com (CommuniGate Pro SMTP 4.0b6) with ESMTP id 1685656 for lml@lancaironline.net; Sat, 10 Aug 2002 01:43:16 -0400 Received: from JIMRHER@aol.com by imo-r06.mx.aol.com (mail_out_v33.5.) id q.6f.2bd70a01 (4418) for ; Sat, 10 Aug 2002 01:43:11 -0400 (EDT) From: JIMRHER@aol.com X-Original-Message-ID: <6f.2bd70a01.2a8601ef@aol.com> X-Original-Date: Sat, 10 Aug 2002 01:43:11 EDT Subject: LIV Flap Speed X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Mailer: AOL 7.0 for Windows US sub 10509 David wrote: I solved this problem by adding a second restrictor fitting on the flap cylinder. I now get a standard eight second second retract/extend cycle which gives me adequate response time in an emergency situation. If I get a go-around situation, I can depend on my control imputs being effective with no pitch excursions from flaps snapping closed, and I can depend on keeping my eyes on the runway with no reaching to joggle the flap switch. David Jones, Pecatonica, Illinois I like your solution. Could you email me the information on the orifice size and where you put it? Seams like a better go around solution than using reduced power, Iike I have thought about, until I get the flaps under control. Jim Hergert JIMRHER@AOL.com