Ive got a smallish heavy plane with a short fuselage that comes in pretty hot. Flapperons when deployed causes nose dives/spoilerons cause it to climb.Obviously, Ill need to mix in elevator,but which will be better for increasing lift while slowing it down?Any thoughts would be appreciated.

Flaps/flaperons generate lift and drag varying upon the amount used.
spoliers/spoilerons generate drag and destroy lift varying on the amount used.

using either will require retrimming the elevator in most planes.

http://en.wikipedia.org/wiki/Spoileron

http://en.wikipedia.org/wiki/Flaperons

I can understand that, but I guess whats throwing me is why does it go up when spoilers are deployed, if its supposed to kill lift? Heres a pic to if anyones interested.

When the "spoilers" go up they DO reduce lift. They also upset the trim which can make the plane pitch "up" which makes you THINK it's generating lift. It isn't.

Thats cool,I may have had too much spoilerons causing them to act like elevons over powering the the elevator.

So whats considered the desirable result of proper flapperon usage. Currently I come in about 3 ft up on one end of the runway and it takes about 400 feet to slow it down enough to set it down gently.I can also come slower nose high in a near stall configuration and it kind of plops down,sometimes If i blip the throttle just right it sets down nicely but most of the time it bounces back up.

Are flapperons going to get me somewhere in between.How do I know whats too much flapperons and whats not enough,am I looking for flat level flight when deployed or nose up attidude.Do I set them up at idle speeds or higher throttle,sorry about all the questions.

let's start with the basics. You may have too much pitch on the prop or too high an idle. The way I teach you should be losing speed even before entering the downwind leg of the pattern and smoothly and steadily dropping speed from then on (depending on wind conditions). By the time you turn on final approach you should be down to just above landing speed (allowing for gusts) and fly a fairly constant stabilized approach from there just like a full scale does. Set your glide path and use the elevator to control speed and the engine to control altitude. It's a balancing act, part of what your training is all about. Let the plane fly down the glideslope with the nose either level or just slightly (1/2 wheel) high.

Prop & low smoothe idle are first. Also double check your CG.

Bruce is right on the money. The plane you have there shouldn't need either flaperons or spoilerons to land. Just learning to do a proper landing will probably do more to improve the landing than anything else. While it's not said too often, I think it's especially true, that the landing is one of the most difficult maneuvers to do PROPERLY. Too many people say they are landing but in actuality it's more of an "arrival" than anything else. I've been flying for 10 years now and I still shoot touch and goes almost every trip to the flying field. IMHO nothing looks better than a perfect approach on the runway and the wheels of the plane just start "turning" as they gently touch the runway. No bounce, no jar, just a perfect landing. sweet!!!!

Ken

Lol!

I've been in a few commercial flights that proves this also applies to the big boys.

You sure got that one right!!!!!

Ken

You go and try plopping a few hundred tons down on a runway in turbulence and I'll watch from the sidelines too. They do a good job as a rule and anyone can have an off landing. The trick is not to be too far off.

BTW - the new Airbus A-380 has a max takeoff weight of 650 US tons.

Is that all?? I thought it was heavy or something!!!!

Ken

Yes on all three counts.

As long as you can walk away.... but I'd still classify some as "arrivals".

Lol.

I had a Southwest flight not too long ago that the pilot opened up a bunch of the overhead bins when he "touched" the runway.

Ken

You're so short coupled that raising the big ailerons as flaps probably moves the lift/center-of-effort to well forward of the ceter of gravity. The surface area of your ailerons is probably about the same as the horizontal stab. Is your center of gravity on the 23% +/- distance from the leading edge? Your S.P.A.D. probably thinks it's a flying wing or delta wing because the empennage has such little leverage.

I was on an AA flight to Ft. Lauderdale and the pilot must have thought he was still flying F-18's. He literally jammed the throttles forward faster than I can on my transmitter. [X(] Unreal the power a 757 can produce in a hurry. On landing, I guess he decided to set the plane up in landing attitude at the outer marker, or just plain forgot to flair – as in the plane never changed attitude from the time full flaps had been deployed until we “arrived” on the runway. [:@] Hardest landing I’ve ever been in. [>:] The whole time he hand flew the plane he was just yank and bank, nothing smooth at all – should have been flying for Evergreen……

Hogflyer

Perfect carrier technique though. Probably ex-Navy.