Beaver flaps angle

Never flown a Beaver specifically, but typically TO and climb flap angles on many planes are about 15 degrees. Landing may be like 30, and full as much as 40.

from a Flight Simulator add-on: DeHavilland DHC2- MkIII Turbo Beaver Full Package for FS2004

All new FSDS2 design as of 3 Sept, 2006 Copyright 2006 by Premier Aircraft Design

Barry Blaisdell Jean-Pierre Brisard Bob May Kevin Pardy

specifically : flaps-position.0 = 0 // degrees flaps-position.1 = 15 // degrees flaps-position.2 = 35 // degrees flaps-position.3 = 50 // degrees flaps-position.4 = 58 // degrees

HTH HAND

Steve Vernon

well , it`s MS Flight Simulator model, are you sure this numbers in real? Flaps angle 58 degrees sounds tremendous.

Considering its STOL capabilities, I suspect around 60 degrees. The Cessna L-19/O-1 Bird Dog had 60.

I thought Beavers had paws not flaps LOL Dan

I've just been giggling at the thread title. (I admit it... I don't have a very sophisticated sense of humour.) There are other newsgroups that discuss beaver flaps at great length. Allegedly!

;-)

Enough to cause a crash if you didn't know what you were doing:

"The DHC-2 Beaver aircraft flight manual contains the following information about the use of full flap. Section 1.12.3 states that "FULL FLAP is only required for emergency landing in very restricted areas." Section 2.14.1 states that "Minimum run landings may be necessary under extraordinary circumstances. Pilots familiar with the aircraft and experienced in short landing technique may perform minimum run landings by using full flap and reducing the airspeed on the final approach to

65-68 mph and maintaining that speed to the point of flare-out."

The short landing technique, as described in the aircraft flight manual, requiring the use of full flap, increases aerodynamic drag significantly and places the aircraft in a steep, nose-down attitude. The aircraft buffets from the interaction of the flaps and airflow. Reportedly, the pilot had received no training in short landing technique in previous employment flying the Beaver, nor was there any record of such training or experience. The pilot had flown only one training flight at Pickerel Arm Camps, and that training did not include short landing technique.

Analysis

The most likely scenario, based on the damage to the aircraft and the bank and impact angles, is that the aircraft experienced an aerodynamic stall on final approach.

The size of the open-water area and the weather conditions at Fawcett Lake would not have required the pilot to use a full-flap configuration, which is specified for use only in an emergency landing in a restricted area. However, the pilot selected FULL flap during the approach; the reason for the selection could not be determined. While the pilot was familiar with the aircraft type, training in this type of approach had not been conducted recently, nor was there any information found to show prior experience.

During an approach with full flap, a steeper-than-normal nose-down attitude is required to maintain the required airspeed and, combined with engine power, the approach path. Any shallowing of the approach angle would bring the aircraft closer to the attitude that was normally seen by the pilot during the final stages of an approach without full flap. However, because of the drag at the full flap setting, there would be a more rapid reduction in airspeed than on a normal approach, unless significant engine power was added.

The full nose-down position of the elevator trim, consistent with the aft C of G, indicates that the pilot may have been holding the elevator in position with forward pressure on the control yoke to maintain the desired approach path and airspeed. Any distraction could result in the pilot relaxing the pressure on the control yoke and would result in a shallowing of the approach angle. The heavy weight of the aircraft would increase the stall speed. The pilot, without training in approach and landing with full flap, may not have been aware of the nose-down pitch attitude necessary to maintain the approach airspeed and the requirement to maintain this pitch attitude until immediately prior to initiating the landing flare. The additional buffet from the full flaps may also have masked some of the aerodynamic stall characteristics. These factors may have contributed to the pilot not recognizing the impending aerodynamic stall. When the stall developed fully, the wing dropped violently at an altitude that was insufficient for the pilot to recover the aircraft."

Pat