Flaps Inop

GlennAB1 said:
I would smack the motor hard and try it again. Could be your best low cost fix, temporarily.
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I'm not judging here, but "hammer" and "airplane" don't seem to be two things that would go well together... LOL ... especially with the verb "SMACK" in there somewhere...
 
I would never use a MOPAR adjustment tool on my airplane.

Speaking of adjustment: verdict - up limit switch was out of adjustment.

Why? Don't know...should I be wary of some cause?
 
FlySince9 said:
I'm not judging here, but "hammer" and "airplane" don't seem to be two things that would go well together... LOL ... especially with the verb "SMACK" in there somewhere...
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You're obviously new to the industry. Hammers come in many sizes and flavors, and if you are out in the field without tools, a wheel chock can come in pretty handy sometimes.
 
GlennAB1 said:
You're obviously new to the industry. Hammers come in many sizes and flavors, and if you are out in the field without tools, a wheel chock can come in pretty handy sometimes.
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So it's not the size of your hammer it's how hard you bang it?
 
GlennAB1 said:
You're obviously new to the industry. Hammers come in many sizes and flavors, and if you are out in the field without tools, a wheel chock can come in pretty handy sometimes.
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Far from "new in the industry" hence my POA handle. Just a tongue-in-cheek observation of what, on its face, sounds like a Neanderthal solution to something you might think needs a more skilled touch...
 
Yeah, so since I got what I needed from this thread, lets derail it now:

Is a Mooney hammer bigger or a Bonanza hammer? Cessna or Piper?
 
PaulS said:
So it's not the size of your hammer it's how hard you bang it?
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25$ Service Fee to show up with hammer....500$ Knowledge Fee for knowing where to hit it, how much energy to impart to the part when hitting it and knowing the correct set of vectors to impart that energy on the part...:p
 
SkyDog58 said:
Yes, because we all know that hydraulics never fail. :rolleyes2:

So how do the hydraulic flaps work in your plane? What powers the hydraulic pump?
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HIs right arm moving the silver lever in the pic. It can indeed fail, but there's not a whole lot that can go wrong.
 

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FlySince9 said:
Far from "new in the industry" hence my POA handle. Just a tongue-in-cheek observation of what, on its face, sounds like a Neanderthal solution to something you might think needs a more skilled touch...
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LOL I'll give you that, finesse is required much more than gorilla tactics, but there's a time and place for both.
 
steingar said:
I do. There's a little lever on the panel that gets pumped, twice for takeoff flaps, 4-5 times for landing flaps. Its just hydraulic lines and a cylinder. Of course, if the cylinder breaks I'm certain its made from unobtainium. But its just a cylinder.
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I've got a spare one. Want to buy it?
 
steingar said:
As in all things, depends on the price.
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I have the pump, not the actuator. How bad fo you need it? They can be rebuilt with a seal kit, you may be better off doing that. LASAR has the kit.
 
SkyDog58 said:
Often referred to as malletization. :cool:
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I signed off a B-727 flap motor like that years ago, surprised it didn't come back to haunt me. This is when we all used those huge mag-lites as malletizers. Did fix it though, write up didn't repeat.
 
Darn switch. Stopped working again today. Maybe time to replace it or the actuator if worn.
 
Finally found mine on 182q. Loose screw on Microswitch in wing. What a ***** to get to. Finally drilled a little hole, then stuck a plug in it. So far, so good.
 
GRG55 said:
Asymmetric extension of the flaps is the sort of thing that kills people. One drive (hydraulic cylinder, electric motor, whatever) and mechanical linkage (torque tube, etc.) connecting the flaps to ensure they move in unison.
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Yep. Here's the system in my -9A, with an electric actuator. The failure mode here is that sometimes grease form the actuator's screw drive works its way to the motor's commutator. But if it ever fails, flaps will be asymmetric.

IMG_2683.jpg
 
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