Why did flaps go electric?

[201er]

I see a lot of guys reminiscing about manual gear, flaps, etc. Not sure aobut the gear, but I know I found manual flaps to be more convenient when I flew an arrow. Why did manufacturers all go to electric flaps since? How are they supposed to be better? I could never really see the advantage or is it just the control takes less space?

Speaking of electric flaps and go arounds, how do you retract the 201 flaps partially? Mine seem to require being held down to extend flaps and just click up to retract. Doesn't seem to be any way to retract partially.

[Jeev]

On the retract you just have to guess.  When I am practicing touch and goes or landing in gusty situations where I may have to go around I land with take off flaps.  I once retracted all my flaps from full to none on a hot day and it was an "eye opening" experience.  

[Shadrach]

My bird climbs fine on go arounds even with full flaps, though I've never tried it at gross.

[Hank]

Wow, you guys with your modern, information-filled POH's! My Owner's Manual does not have any information on balked landing, missed approaches or go-arounds. It does have the following information under "Flight Operations--TAKEOFF"

As speed increases during the takeoff roll, apply back pressure on the control wheel at about 65 to 75 MPH . . . Keep the nose on the horizon just after the aircraft breaks ground to allow smooth flight from the runway without an abrupt change in pitch attitude.

Retract the landing gear only when safely airborne and in good control. Retract the flaps when the aircraft has cleared all obstacles and has gained an indicated airspeed of about 80-90 MPH.

The "Before-Takeoff Check" includes

Trim Indicator--TAKEOFF

Flap Indicator--TAKEOFF or as desired

and I usually desire Flaps UP for normal departures, Trim slightly above TAKEOFF; when flying heavy or departing at high DA, Trim at TAKEOFF, Flaps at TAKEOFF.

As for going from hydraulic to electric, I would guess that it was customer-driven although it may well have been a Marketing-driven change. ["Don't buy the cheap Brand X, our fine aircraft all have electric flaps!"] Having the little three-way switch on the console beside the mixture lever is easy to reach, and it only moves when I hold it up or down--no presets, no detents, and it stops when I let go. Very easy to set exactly the amount of flaps that I want, and on a go-around/miss, it's establish positive rate of climb, gear up, clear obstacles, flaps up [may delay slightly for poor climb rate from weather, but never to 500 agl unless there is something really tall that I can't go around].

[MooneyMitch]

Why do you desire flaps UP for a normal departure?

[MooneyMitch]

"Why do you desire flaps UP for a normal departure?"

 

This is not my post.  Someone didn't look to see if they were signed in as themselves, which I have done a few times myself.

Happy Mooney flying.

Mitch

[DaV8or]

Quote: 201er

Not sure aobut the gear, but I know I found manual flaps to be more convenient when I flew an arrow.

[Hank]

Quote: Mitch

Why do you desire flaps UP for a normal departure?

[zaitcev]

I was a fan of Johnson bar in Cherokee until one day I was making a turn to final and suddenly *BAM*, flaps retracted with a slam. Perhaps I did not latch them right, but still...

[kerry]

Quote: DaV8or

Agreed. The Arrow/Cherokee flap arrangement is pretty ideal IMO. Better than the hydraulic Mooney even. Only downside is the need to have clear floor space and you have to step over it. It was not an option for the M20 because they opted to go with a manual gear with the Johnson bar. No place for the Cherokee style flap handle, so they went hydraulic. I like the hydraulic just fine, but it's not as maintenance free or as positive as the Piper system.

They went to electric flaps for the same reason they went to electric gear, it's more modern, frees up space in the cockpit and it's convenient. Two things to consider on the designers choices, one in the 60's they didn't have decades of actual flight experience to show them that manual equipment was more reliable, now we have the luxury of comparison. Two, a buyer of a brand new airplane will pick the electric equipment every time over manual. This is because they figure everything is new and is a long way off from failure and the airplane is covered by a warranty. I'm sure this is why manual gear and flaps left the Mooney line up. Buyers back in the late sixties didn't really want it. Piper, Cessna, Beech were all offering simple electric operation and Mooney had to keep up with the competition.

[1964-M20E]

Here Here I like the manual flaps on the A and B models and the manual gear.  Mine has the hydraulic flaps it’s all good.

 

[tlandrum]

I didn't think anyone liked the flap bar on the cherokee!!! I love the hydraulic flaps on my 67 F, much better than any electric I have ever used! They are so easy to do with out ever looking at them, just grab and pump! The Johnson Bar for the gear is fine, electric there would be nice, but at least the bar you don't have to unbuckle you shoulder belt and reach down to you heals to pull it up to you like in the cherokee!

[Piloto]

The switch to electric flaps was for the same reason that cars went for electric windows, it looks cool and no need to pump or crank. The same for the landing gear.

José