How do you land?

ppragman said:
You're the exception at UAA (its true, I've heard you do it), I've gone around about 10 times this year for 2SP. CAP is even worse, they'll land the Beaver at the lowest possible airspeed imaginable when here are three Navajos coming up their tailpipe.
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Don't even get me started on the CAP DHC-2..... They've screwed me more times than I can count...

As for me, I like leaving just a smidge of power until the mains hit... it doesn't matter what I'm flying.. my landings seem to be smooth as silk.
 
ppragman said:
You're the exception at UAA (its true, I've heard you do it), I've gone around about 10 times this year for 2SP. CAP is even worse, they'll land the Beaver at the lowest possible airspeed imaginable when here are three Navajos coming up their tailpipe.
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Interesting. In my time flying at UAA, I have never seen another aircraft go around. I must fly at the right time of the day:buck:

I dont mind getting out of the way, it is more spent buzzing around:)
 
ppragman said:
Even o320s require a little finesse, no they're not IO520s or 540s, but they still don't like to be beat on. You don't think that going from readline to idle in about 2 seconds isn't rough on it? I'd recommend a slow deceleration on the glide slope, as you shoot the approach to land.
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[RANT]

I hate to hammer the engine. We have 540s and we really have to baby them or we get cracked cylinders (happened to me) or cracked cases (also happened to me on approach down to mins. NOT FUN.)

Some "pilots" in my company take freight dogging to the extreme with this, and the SIC will call "them" out on it but "they" follow the PIC is god rule which is wrong.

I think when you start the descent, lead the MP by 1" per thousand. Then start backing it out 3" per minute so you are at your target altitude/power setting turning final. This way you can avoid certain manuevers, such as s-turns, go-arounds, slips, ect. on final.

[/RANT]
 
kiloalpha said:
[RANT]

I hate to hammer the engine. We have 540s and we really have to baby them or we get cracked cylinders (happened to me) or cracked cases (also happened to me on approach down to mins. NOT FUN.)

Some "pilots" in my company take freight dogging to the extreme with this, and the SIC will call "them" out on it but "they" follow the PIC is god rule which is wrong.

I think when you start the descent, lead the MP by 1" per thousand. Then start backing it out 3" per minute so you are at your target altitude/power setting turning final. This way you can avoid certain manuevers, such as s-turns, go-arounds, slips, ect. on final.

[/RANT]
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Plan your descent.

If you lose an inch of MP per thousand on climbout, then you are going to gain back that inch of MP per thousand in the descent. Not that hard to figure out how far out you need to start down to make a nice, stable, and good to the engine descent and approach.
 
ctab5060X said:
Plan your descent.

If you lose an inch of MP per thousand on climbout, then you are going to gain back that inch of MP per thousand in the descent. Not that hard to figure out how far out you need to start down to make a nice, stable, and good to the engine descent and approach.
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Unfortunatly, some "pilots" aren't that smart. How they still have a job? I have no idea.
 
minitour said:
For those still in love with the idea of shock cooling. Here's what a guy that has done quite a bit of research on how to operate an engine has to say about it.

http://www.avweb.com/news/maint/182883-1.html

-mini
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I dunno, I've been referenced this article about 100 times, and frankly, it doesn't jive for me. Here's the article from lycoming that specifically mentions shock cooling:

And finally, power-off letdowns should be avoided. This is especially applicable to cold-weather operations when
shock-cooling of the cylinder heads is likely. It is recommended that cylinder head temperature change not exceed 50˚ F. per minute. Plan ahead, reduce power gradually and maintain some power throughout the descent. Also keep the fuel/air mixture leaned out during the descent. If an exhaust gas temperature gage is installed with a normally aspirated engine, keep it peaked to ensure the greatest possible engine heat for the power setting selected; for a turbocharged installation, lean to peak during descent unless otherwise specified in the Pilot’s Operating Handbook, or under conditions where the limiting turbine inlet temperature would be exceeded.
Exposure to snow, frost and cold weather while flying requires the consideration of many factors, both airframe and engine related. This discussion deals with issues relating to the engine. While there may be other issues, those items which are asked about most frequently have been discussed. Safer flying and longer engine life could result from careful consideration of the material addressed.
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That's on page 17

Here's from page 18
Sudden cooling is detrimental to the good health of the piston aircraft engine. Lycoming Service Instruction 1094D recommends a maximum temperature change of 50˚ F per minute to avoid shock-cooling of the cylinders.
Operations that tend to induce rapid engine cooldown are
often associated with a fast letdown and return to the field after dropping parachutists or a glider tow. There are occasions when Air Traffic Control also calls for fast descents that may lead to sudden cooling.
The engine problems that may be expected when pilots consistently
make fast letdowns with little or no power include:
1. Excessively worn ring grooves accompanied by
broken rings.
2. Cracked cylinder heads.
3. Warped exhaust valves.
4. Bent pushrods.
5. Spark plug fouling.
Generally speaking, pilots hold the key to dodging these problems.
They must avoid fast letdowns with very low power
(high-cruise RPM and low manifold pressure), along with rich mixtures that contribute to sudden cooling. It is recommended that pilots maintain at least 15" MP or higher, and set the RPM at the lowest cruise position. This should prevent ring flutter and the problems associated with it.
Letdown speed should not exceed high cruise speed or approximately
1,000 feet per minute of descent. Keeping descent and airspeed within these limits will help to prevent the sudden cooling that may result in cracked cylinder heads, warped
exhaust valves and bent pushrods.
The mixture setting also has an effect on engine cooling. To reduce spark plug fouling and keep the cylinder cooling within the recommended 50˚ per-minute limit, the mixture should be left at the lean setting used for cruise and then richened gradually
during descent from altitude. The lean mixture, maintaining some power and using a sensible airspeed should achieve the most efficient engine temperatures possible.
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I can't upload the whole document because its too big, but heres the linky:

http://74.125.95.132/search?q=cache...res&cd=1&hl=en&ct=clnk&gl=us&client=firefox-a
 
ppragman said:
I dunno, I've been referenced this article about 100 times, and frankly, it doesn't jive for me. Here's the article from lycoming that specifically mentions shock cooling:
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These are the same people that tell you that you will explode your engines if you run them lean of peak. They don't *always* know *everything* about running their engines.
 
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