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coupers, I still use the method of approach and landing as taught to me by
an old ex-naval instructor back in 1959. Pull carb heat middle of 45 entry apply
full throttle( flying aeronca champ) .when even with the numbers retard throttle
to 12-1500 rpm, hold nose in level flight until glide speed is reached, set trim
until stick is loose in in your hand adjust down wind leg based on wind speed as
observed in pattern entry, turn base so runway can be made if a power failure
should occur.oh yes clear the engine on base. Slip or use flaps as required. Ah,
sounds good! BUT what about those Cessna pilots that think they are flying a 747
and fly a five mile final. It messes up the whole approach. Just some rambling
thoughts. Dick L. N3041H, N 35RL
----- Original Message -----From: [EMAIL PROTECTED]Sent: Sunday, May 21, 2006 9:48 AMSubject: Re: [COUPERS-TECH] Coupe approach pattern----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----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 FunRegards,Harry FrancisN93530============================================================================== To leave this forum go to: http://ercoupers.com/lists.htm
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