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Ed, You are right...we need to review our landing approach situation.
Long ago, we were taught to fly downwind at pattern altitude, and observing
the wind velocity, close the throttle somewhere around the end of the runway,
just off the wing tip; allowing sufficient energy to make base and final, with
only an occasional clearing of the throttle, prior to touchdown.
The along came jet engines. While reciprocating engines respond quickly to
the opening of the throttle if additional power is needed to make the runway,
jet engines do not. Jet engines take several seconds to "spool up' in order to
produce more energy.
So, in training, which supported that all pilots were to eventually go fly
jets....we began to see power approaches become the standard approach. This
meant that one could fly a mile or so past the end of the runway, slowly
descend, add a little power and make a jet like power approach.
All is well, if the engine continues to run.....but potential disaster if
it quits.
True, engine failure is very uncommon...even these old Continentals.....but
they do occur occasionally, for varied reasons...as per this week shows.
The old days said to climb to cruising altitude at climb power, continually
observant of a suitable landing place, maintaining altitude so as to be able to
make a field.....and be aware of fuel available and usage....and the potential
of carb ice forming when one adjusts the throttle.....at all times.
Recently we have been advised that closing the throttle to glide to a
landing was hard on the engine...".Temperature/Thermal shock" - excessive
cooling too quickly...... recent articles suggest that thermal shock is a false
idea.......especially on small Continentals . However, It may be of more concern
on a high performance turbo charged engines...
I continue to try to fly downwind about 1 1/2 wing lengths from the runway
at 1000 agl, and judging the headwind/crosswind situation, pull carb heat,
reduce power slightly, attain a suitable glide speed and attitude on base, turn
final, and close the throttle to achieve a suitable glide speed, and try to land
on the numbers......as I was taught in 1954.....flying PA 18s and T-6s in
the USAF...
Still works for me.
Fly Safe - Have Fun
Regards,
Harry Francis
N93530
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