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#11
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#12
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But I can see where it *could* take at least an extra minute for
some planes which are slicker or if the pilot is unwilling to just throttle back. Yes, I call it the EDM effect. Once you buy a graphic engine analyiser and see how fast your engine freezes when you pull power, you'll think twice before pulling back too far when coming down. -Robert |
#13
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Well, I feel vindicated. I haven't changed my let down procedure as a
result of putting in an EDM700. The procedure I was using typically only cools the engine by a few degrees/minute, about 1/10th the default limit set on the unit. Basically, I leave the trim alone, which keeps airspeed more or less constant, and drop about 4" of manifuld pressure without touching the mixture. With the new engine I have been also reducing RPM to keep from driving the engine with the prop, in which case I do see a bit more of a temp drop, but still well under 20 deg/min. 4" gets me a 500 FPM descent without touching anything else, and then putting the power back in I get back to level flight without ever messing with trim. "Robert M. Gary" wrote: But I can see where it *could* take at least an extra minute for some planes which are slicker or if the pilot is unwilling to just throttle back. Yes, I call it the EDM effect. Once you buy a graphic engine analyiser and see how fast your engine freezes when you pull power, you'll think twice before pulling back too far when coming down. -Robert -- --Ray Andraka, P.E. President, the Andraka Consulting Group, Inc. 401/884-7930 Fax 401/884-7950 http://www.andraka.com "They that give up essential liberty to obtain a little temporary safety deserve neither liberty nor safety." -Benjamin Franklin, 1759 |
#14
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I'd only practice ILS "peddle faster!" approaches. You'll only get the
request at a large airport and then you'll always get it on the ILS. Large airplanes fly the ILS at 140 to 160, so if you go from 90 to 120 kts, you'll help them alot, and in my Arrow, the procedure is: Fly the approach with trim, leave power in. At breakout, pull power and wait for 150 MPH or lower. Lower the gear. Wait for 100 MPH. Lower flaps. Land. Never had a complaint. As for breakout, I don't worry about speed. At these airports there is plenty of runway and the arrow stops on a dime... Now, if I were in a Mooney......... -- remove underscores to email "Ben Jackson" wrote in message news:N1t4b.316097$o%2.144170@sccrnsc02... A few questions about fast (by spamcan standards) approaches in busy terminal environments: 1) Is there any point in practicing any "best forward speed" approaches besides the ILS? 2) How fast is fast enough? Obviously 120kts is better than 90kts (maybe 1.5m less time after you turn onto the localizer), but does the additional 20-30 seconds saved by going 130-140kts make a difference? 3) Do you fly these in a different flap/gear configuration or just use more power? 4) Do you try this even when expecting to break out at minimums (with less time to slow down)? -- Ben Jackson http://www.ben.com/ |
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