Squawk 8888, if that's your SOP then great, however I do have to disagree with the way your copmany operates.
<font face="Verdana, Arial, Helvetica" size="2">During the rollout we take carb heat off then raise the flaps</font>
Most would argue that touching
anything at all on the runway is a bad idea. Our company policy prohibits the retraction of flap until clear of the runway. Even after exiting the runway a visual identification is made by the Captain - followed by identification and verification by the FO. Rolling down the runway is not the time to be doing this. If single pilot and in the heat of the moment you can quite easily inadvertantly retract the gear. What you are doing by adhering to your company SOPs is maybe doubling your chances of retracting the gear by retacting flap
and turning carby heat off.
Retracting flap on the roll has it's time and place but certainly not under normal operating conditions.
<font face="Verdana, Arial, Helvetica" size="2">In a Go-around, our procedure is nose up, then full throttle, then carb heat off, then flaps 20.</font>
First, applying the nose up to the climb attitude in most training aircraft (especially if at low or idle power) can
possibly result in a stall. I assume you got your procedure a bit "backwards" and power is applied before pitching the nose up into your positive climb attitude?
Second, you should really apply carby heat to the off position
prior to applying full power. Full power (when carby heat is on) may possibly result in detonation (i.e. very high CHTs and low approach speeds).
Correct use of carby heat
The correct use of carby heat is defined differently in different climates, condtions and countries. Where you may not use carby heat ever in Central Australia, for example, you may find yourself using it often on the South Coast of OZ.
Use Carby heat when either:
a)The Aircraft's Flight Manual Dictates its use at a particular power setting or particular climatic conditions;
b)The Conditions are conducive and you
suspect that Carby Ice will form - this is open to interpretation from pilot to pilot. Most people generally use RH 50% or greater and a temp range of -10 degrees to +25 degrees celcius. There is an excellent chart produced from CASA that, based on current conditions, assess your carby ice risk. I'll try and locate it soon...
c)You have ice and want to remove it.
Our own Operations Manual requires carby heat to the OFF position by 300'agl if it was applied so maximum power is available in a go-around. Keep in mind though that although you want maximum power available to you in the missed approach - that does not mean that carby ice will not form with full power set. You must stil keep a good lookout out for the symptoms of the formation of ice.
Minimising the use of Carby heat will undoubtedly increase the life of your engine. Remember that's it's hot unfiltered air that's making its way into the cylinders - not a good thing!
Bottom line. Read your Copmany SOPs, Flight Manual or Pilot's Operating Handbook. If it has been written up correctly then there is a relevant section explaining your company procedure on the above matter.
Touchdown Point
As
-Y- correctly pointed out, the aircraft shoud fly over the threshold at Vref (based on weight), with full flap and at idle power. If flying to a PAPI or T-Vasis that should have you aiming for the 1000 foot markers (which equates to 3 degrees). I think the US use a slightly shallower ILS approach (maybe 2.7 degrees?) Unsure.
It's actually a really good argument the whole touchdown point thing. I worked at a company once that encouraged a high approach that would permit a landing from anywhere in the circuit - including a base or final. Other schools encouraged the Airline approach utilising the PAPI or T-vasis for guidance. Other taught reference points on the nose (i.e. threshold on the nose to touchdown on the numbers). It's all up to the operator. Our copmany policy has the MetroIII and other larger turbines fly at 3 degrees but we teach abinitio students in Cherokees to come in at closer to 4 degrees.
Each to their own I say. If it's in your SOPs, if you can justify it and you always thrive to improve your standards and consistantly account for the way you do things then you're doing it right!