Something like this must indeed have happened.
The IndiaFoxTecho Mb339 never stopped working.
Vanilla Asobo A320 and Longitude required a rebind to axis/2 key solution.
My guess is they made the function more aircraft type specific?
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As far as automatic deployment on landing, maybe I missed something but it doesnât appear that the CJ4 has this capability.
Havenât tested that way, but IRL thatâs the backup for spoiler extension and exactly the reason why idle reverse thrust is mandatory on most jets.
If the spoilers have been correctly armed they extend with wheel spinup.
On both aircraft they donât retract on their own IRL. Thatâs a bug.
A little off topic, does anyone else miss using the enter key for flying and confirmation?
Why would key mappings change in an update?
or for a certain urge to go somewhere :DD
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With the Cessna Longitude no spoiler problems. They work well binded to the Saitek X52 button T1 and T2
I use retract and extend spoiler option. There is no default key set. There used to be the toggle switch bound before WU5. You can bind keys to it. I used â/â for extend and â/â with â*â to retract. This worked well for me while I waited for a control box to arrive.
@SwiftTugboat430
I like the idea of combining with reverse thrust. I am going to look into that. I combine brake and retract flaps in that fashion, so when I hit the brake on landing it retracts flaps for me.
Why would you want to do that?
Except for extreme bush flying cases I donât know where and when you would need that.
A separate spoiler extend/retract command is highly desireable IMO because this way it canât happen that you unintentionally extend them or keep them extended.
Moved to Self-Service, peripherals.
I only use brakes to retract flaps, not to extend them. I have buttons assigned on the HOTAS to extend and retract flaps for control in flight. My brakes button is on a flight stick and bound to both apply brakes and retract flaps. You only use brakes when you on the ground and slowing down. Why would you want flaps extended at this point?
I never said that. Again, why would you want the flaps to retract with brake application?
You usually donât do that IRL.
But again why would you want flaps when you are using brakes. If I have not added this binding, then I would be applying the same functions only in succession, as opposed to consecutively.
Do you understand what Iâm asking? One more try.
Why do you retract the flaps when applying brakes?
Once you are down, you want as little lift as possible.
You are being passively aggressive while not actively giving a response. If there is a reason for having flaps extended after landing then I genuinely would like to know.
I think what they meant is that, when you apply full brake and your flaps retract, they would retract prematurely when you wanted to apply full manual braking.
If youâre approaching a short runway, for example. Letâs say EGLC. You want to apply full manual braking as soon as you touchdown to not risk a runway overrun. But if you bound the brakes with flaps retract into the same key, when you apply full manual braking, you would inadvertently retract the flaps, which will reduce the drag on the wings. With reduced drag, your stopping power is reduced, thus increasing the risk of overrunning the runway in the end.
Itâs not about lift. Thatâs why we have spoilers to âspoilâ the airflow to eliminate lift entirely. But instead we are introducing Drag. The Drag from both the spoilers and the flaps are what helps the stopping performance of the aircraft. Itâs not because of lift.
Ideally, you want full flaps, full manual braking, full reverse thrust, and spoilers deployed for as long as it needs until you reach your desired speed for the maximum stopping performance. Only then when you vacate the runway, you retract the spoilers and retract the flaps.
Retracting the flaps while under braking is like stowing your parachute when youâre skydiving before you even touch the ground. Your stopping performance will lose the drag coming from the flaps, increasing your stopping distance instead.
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Again, you usually DONâT do that IRL.
What???
It actually is about lift reduction, but itâs considered very bad practise to retract the flaps during the landing run if not absolutely necessary.
You will usually find this flaps-up-to-kill-lift thing not on anything bigger than small, single engine, fixed gear GA aircraft.
Btw. thereâs at least one jet which extends the flaps beyond the landing flap setting after touchdown which increases drag to help slowing down the aircraft.
From link
As a private pilot, I can only answer with regard to small single-engine aircraft, not large commercial airliners: there is a very significant difference in the breaking efficiency, with a high chance of skidding (thus damaging the tires and possibly the aircraft) if breaks are applied heavily at high speed while the flaps are down. Retracting the flaps immediately after touchdown is part of the recommended procedure for short field landing in the Pilotâs Operating Handbook of both makes of aircraft I fly, Cirrus and Cessna.
If anything you really should not apply brakes until the flaps are retracted. I would bet that would only apply when sitting a test. Practise would be remove remaining throttle, remove flaps and start to brake. All done in one movement.
As stated above. This is only the case if absolutely required and only on small fixed gear aircraft.
Thatâs why I was asking this question. Why are you doing this?
It would make only sense if you do nothing but bush flying to very short runways in e.g. the xcub.
Nothing passive aggressive about that.
These small aircrafts that the pilot mentioned, they donât have spoilers installed, do they?