Cessna 404 Titan POH
There is a previous thread called C402 and C404 Info.
Check list.
1. Reduce speed and select Flap10 Before starting descent.
2. Reduce MP at less than 1 imch per minute on descent.
3. Plan so as to achieve 1 and 2 to arrive in CCT at 120 kn or thereabouts.
4. Allow turbochargers to cool before shutdown
(If not your check pilot will swear at you and hit you).
All else is standard.
SB
Check list.
1. Reduce speed and select Flap10 Before starting descent.
2. Reduce MP at less than 1 imch per minute on descent.
3. Plan so as to achieve 1 and 2 to arrive in CCT at 120 kn or thereabouts.
4. Allow turbochargers to cool before shutdown
(If not your check pilot will swear at you and hit you).
All else is standard.
SB
Unfortunately I gave away my copy of the C404 POH many years ago, but I do not recall any advice from Cessna to "reduce speed and select flap 10 before starting descent", or such complex instructions re engine management. No flight engineer, so what attention would our pilot be paying to the outside world if fixated on manifold pressure?. Not saying that is is not worthy of some care, but really - less than an inch per minute? Is that done by use of a stopwatch or, in reality could we be trusted with general advice to gradually reduce it, rather than make rapid changes, and heed the other general advice pertaining to geared props: to keep them positively loaded until near landing?
That 'checklist' is more like a (misguided) instruction manual for student pilots. Hanging flap out before you need it is a baaad idea, not only from a cost perspective, but many airframes are less tolerant of turbulence with flap.
When operating any aircraft: time/drag = fuel = money, so whoever wrote that checklist was not flying in the real world..
However, we all know that older tech turbo charged engines do need gentle run down time. The more of that done while taxying in, the better, as air-cooled engines don't take kindly to idling while stationary on a hot day. The checklist-cum-how-to-fly book quoted above is a bit light-on with sound advice, but big on bullsh!t.
That 'checklist' is more like a (misguided) instruction manual for student pilots. Hanging flap out before you need it is a baaad idea, not only from a cost perspective, but many airframes are less tolerant of turbulence with flap.
When operating any aircraft: time/drag = fuel = money, so whoever wrote that checklist was not flying in the real world..
However, we all know that older tech turbo charged engines do need gentle run down time. The more of that done while taxying in, the better, as air-cooled engines don't take kindly to idling while stationary on a hot day. The checklist-cum-how-to-fly book quoted above is a bit light-on with sound advice, but big on bullsh!t.
...which also shows why the 'idling on ground for a few minutes after landing to cool the turbo' usually achieves the opposite of what those who advocate it intend.
Page 7-42 Engine Shutdown
After extended periods of ground engine operation above 1600 RPM or when the CHT indicator shows values within the upper half of the green arc, reduce engine power to between 600 and 800 RPM for a period of not less than 2 to 3 minutes prior to engine shutdown. This procedure is intended to reduce internal turbocharger temperatures and preclude the possibility of premature accumulation of carbon on the turbine shaft seals.
After extended periods of ground engine operation above 1600 RPM or when the CHT indicator shows values within the upper half of the green arc, reduce engine power to between 600 and 800 RPM for a period of not less than 2 to 3 minutes prior to engine shutdown. This procedure is intended to reduce internal turbocharger temperatures and preclude the possibility of premature accumulation of carbon on the turbine shaft seals.
And after a long descent, approach, landing and short taxi at RPMs below 1600?
Think I’ve got a shiny C421C one… same donkeys? Can’t remember.
Ahhh memories!
The 404 all I remember is what a truck!
Ahhh memories!
The 404 all I remember is what a truck!
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
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flyauskiwi; I`m currently in Japan, but will be returning to Australia in about a week. If you haven`t had any other replies by then, I`ll see what I can do.
For anybody interested: I have an original (hard copy) 1979 C404 POH in good condition available. First in with an offer, best dressed. PnP at your cost. QLD based. PM me if interested. (Also have B76 and B58 in vgc).
Last edited by Unregistered User; 9th Aug 2023 at 02:21.
