CSU and Retrac Endorsements
I know it sounds ponderous, but don't just flick the gear switch down and continue on with your landing checklist.
Get in the habit of leaving your paw on it and either saying or thinking "Gear selected down, then Three greens, gear down" and don't remove your paw until you have seen those three green lights.
Saved me some embarrassment once.
Oh, and of course PUF!
Get in the habit of leaving your paw on it and either saying or thinking "Gear selected down, then Three greens, gear down" and don't remove your paw until you have seen those three green lights.
Saved me some embarrassment once.
Oh, and of course PUF!
What I have been able to take from this so far (and Im still at the green end of the scale, so forgive me) is that you wont do any REAL (detonation, pre-ignition etc.) damage to an engine flying POH figures. Manufacturers publish these figures because around 75% of owners really dont care to do any real learning about correct engine/fuel management for what their flying and are happy enough to pot around at a "safe" setting in their a/c. Anyone who seems serious about engine and fuel management are doing the research and finding that there is some actual science behind it and advantages to be had.
Join Date: Apr 2008
Location: Australia
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Those owners whom operate at 'safe' settings soon change their attitude once they get the bills that go with a maltreated engine. Even in saying that, very few of the owners that I know actually DO take the time to read the books and literature available to them in order to extract the best out of their engine(s).
The bigger problem lies with guys like myself and many others who fly multiple types, I REALLY need to spend some research time before a flight just to ensure I am operating at the manufacturers parameters.
The bigger problem lies with guys like myself and many others who fly multiple types, I REALLY need to spend some research time before a flight just to ensure I am operating at the manufacturers parameters.
Join Date: Jul 2007
Location: in the classroom of life
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Those owners whom operate at 'safe' settings soon change their attitude once they get the bills that go with a maltreated engine. Even in saying that, very few of the owners that I know actually DO take the time to read the books and literature available to them in order to extract the best out of their engine(s).
The bigger problem lies with guys like myself and many others who fly multiple types, I REALLY need to spend some research time before a flight just to ensure I am operating at the manufacturers parameters.
The bigger problem lies with guys like myself and many others who fly multiple types, I REALLY need to spend some research time before a flight just to ensure I am operating at the manufacturers parameters.
Fuel is fuel, it does not care what engine it is in, round or flat, turbo or not turbo. The science is the same. Learn the science and apply accordingly.
What you need to be aware of is the section in the POH that is called LIMITATIONS. If there is anything written in there, then take notice. There will most likely be a good reason for anything written in "Limitations". And think about how those might affect your operation. For example if Max Rated Power is limited for say 5 minutes, that means climb outand perhaps using a combination of reduced RPM and the ever reducing MP as you climb to achieve a cetain % power by a certain time, problem solved. You may find that the climb alone gets you out of the limitation zone just by reduced MP. What it does not want you doing is balls to the wall up the beach at 50' for half an hour
.It may be a Rev range due to harmonics.....different thing again. Otherwise its an engine. Be a student to the science....its a great thing and it never ends.
