Just set and forget.įor taxiing you are constantly changing power, you could lean a bit maybe. I mean, its not even practical, how are you supposed to lean the mixture when flying a traffic pattern for example? Remember, every time you adjust power you need to reset the mixture, its more important to look outside and not hit that Cessna joining downwind than being worried about a bit of spark plug fouling or a bit higher fuel consumption. I can tell you about all the times I thought to be smarter than the manufacturer, turned out that there actually were good reasons why things are the way they are. Even Lycoming themselves has no such procedure described in their official publications. At least none of the single engine pistons I have flown have such a procedure. There is a reason why no single engine piston manufacturer describes to lean during taxi and for landing into the POH. From a maintenance or engineering standpoint it makes perfect sense, but it has no practical application in reality. I’m not saying he doesn’t know what he is talking about, I’m just saying be careful going of what some guy on Youtube says. He’s founder and CEO of Savvy Aviation, Inc., the world’s largest firm providing maintenance-management, consulting, analysis and breakdown assistance services for owner-flown aircraft. Mike has been a pilot and aircraft owner for 50+ years with 8,000+ hours logged, and he is a CFIA/I/ME. He is renowned for his free monthly maintenance webinars and his standing-room-only forums at EAA AirVenture Oshkosh. His monthly “Savvy Maintenance” column appears in AOPA PILOT magazine, and his writing has appeared in numerous publications including EAA Sport Aviation, AOPA’s Opinion Leader’s Blog, AVweb, and magazines for the three largest GA type clubs (ABS, CPA, and COPA). In 2008, he was honored by the FAA as “National Aviation Maintenance Technician of the Year.” Mike has been a prolific aviation writer for nearly five decades. Mike Busch is arguably the best-known A&P/IA in general aviation. This the guy you ae claiming does not know what he is talking about, I personally am happy to listen to him even if he is on YouTube: Just follow the POH and not what some guys says on Youtube I can give you another example of a joker who claims to be A320 TRI, yet doesn’t understand how a crosswind landing works… This clown thinks that the aircraft is experiencing a crosswind component and the nose will “weather vane” into the wind when in-flight, making a direct crosswind not a direct crosswind anymore. Just follow the POH and not what some guys says on Youtube. I would rather select some power and lean mixture before take-off for a minute or so to burn the spark plugs clean. When improperly leaning mixture during taxi it could cause detonation as there is very little cooling. Same reason you set mixture full rich before making any power changes.įor taxiing you are kind if right, although I would still prefer to keep mixture full rich. For landing mixture is set to full rich to prepare for go-around, should you decide to go-around with a leaned mixture the engine could cut as mixture becomes too lean to sustain combustion. For take-off a rich mixture is used to improve engine cooling. Full rich for taxi is definitely a bad thing. So here’s what I do if you want to do some pattern work for say X-wind landing practice etc.įull rich for take-offs and landings is controversial (see video below). As soon as you pitch for level flight – watch that airspeed increase. How would we fly a standard pattern? This is a fast airplane. So what we covered so far is all the key phases of the flight and power settings on average. Typically reducing 1" of manifold gives you around 100fpm descent… Non Precision Approaches – Descent is typically 800 – 1000 fpm. Precision Approach – Descent is typically 500 – 600 fpm Based on what is modeled in MSFS, I think it looks relatively safe. it will be very sensitive to pitch up motions. Depending on the Weight after a long flight the CG will be aft and you have to be careful not to get too aft as that will make the plane pretty unstable on landing. W&B – In the Real Bonanza you should always do a W&B for Departure and Landing. Almost all Bonanza’s you would take off with Flaps Up.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |