• Effective immediately we will be deleting, without notice, any negative threads or posts that deal with the use of encryption and streaming of scanner audio.

    We've noticed a huge increase in rants and negative posts that revolve around agencies going to encryption due to the broadcasting of scanner audio on the internet. It's now worn out and continues to be the same recycled rants. These rants hijack the threads and derail the conversation. They no longer have a place anywhere on this forum other than in the designated threads in the Rants forum in the Tavern.

    If you violate these guidelines your post will be deleted without notice and an infraction will be issued. We are not against discussion of this issue. You just need to do it in the right place. For example:
    https://forums.radioreference.com/rants/224104-official-thread-live-audio-feeds-scanners-wait-encryption.html

Heads up Little Rock and Memphis ATC

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VernM

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Didn;t catch the call, but an aircraft, likely airline, has just called Memphis/Little Rrock to declare an emergency and ask for the longest runway available. Problem is stuck flap, he said. Time is 2030 UTC 09/08
 

KCChiefs9690

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Should be a pretty benign issue. Since flaps are used during landing, it shouldn't be too hard with the flaps already down, like they should be for landing. Only issue is if it's only one flap that's stuck, then it would create an inbalance.
 

rbts

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KCChiefs9690 said:
Should be a pretty benign issue. Since flaps are used during landing, it shouldn't be too hard with the flaps already down, like they should be for landing. Only issue is if it's only one flap that's stuck, then it would create an inbalance.
The flap setting is not just up and down. There's several flap settings for most aircraft.

Sometimes the flaps fail at a setting other than the one needed for landing. When that happens, we get data from a quick reference handbook to adjust landing distance needed to land and stop based on landing weight. Flight crews have to adjust approach speeds, again based on landing weight, to compensate for the particular flap setting where the flaps failed.

Faster approach speeds and longer distance needed to touch down and stop are usually not issues with dry, uncontaminated runways. If there is snow, ice, slush or standing water then a flaps fail can turn into a mess very quickly and might involve a diversion to an airport with longer runways.

Obviously, Boeing's and Airbus' are going to need more runway than CRJ's, ERJ's and turboprop aircraft if their flaps fail. It's all based on estimated landing weight.
 
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mancow

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I remember flying in a 1940's Aircoupe with a friend. The concept of flaps there consisted of sticking your hands up over the windscreen. :p
 
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