hazek

And you guys are ok with potentially dropping a firebomb on someone’s house? What about dry forest? In Europe, SERA forbids dropping any objects for example. Of course an emergency allows for ignoring any rules but still, it’s also a consideration. So far this thread shows that basically there are no good options but thankfully and also clearly the risk is very low.

I did this last month and see the same.

Before you attack the engine with tools, maybe I suggest that it should be your top priority to figure out how to download data from your engine monitor and upload it to here: https://apps.savvyaviation.com/ (you can sign up for free) and share it. Think of it like going to your doctor and doing a blood test before surgery. Don't go straight for a surgery.

Could you share the data from a flight maybe via savvy? My CHTs easily stay below 400 in climb at 120IAS 34"/2400/cowl flaps open. And specifically nr 2 is the coolest of them all in any phase of flight.

Good lesson! Btw, I see no runup? Mag check before flight could have given us clues about nr 6? EGT increasing and staying constant while CHT climbing would indicate a more complete combustion for some reason. Initially EGT follows the family but CHT starts to depart immediately followed by EGT until you go mixture rich. CHT keeps climbing until you reduce power. After that CHT nr 6 starts to cool off and EGT 6 comes slowly back into family. Also your TIT seems low. Will be interesting to see what was going on in nr 6!

Woah, where did this come from? I'm trying no such thing.

I'd definitely take a look if it were free. As can be seen from my questions to him, I'm definitely curious about the "whys" to the "hows".

Ok, so to summarize, you advocate and teach to lower gear in level flight still at beginning of downwind(I believe you said on the crosswind 100ft below traffic pattern already), keeping an increased power setting and to maintain flap speed in the pattern, not just for transition training, not just for pattern work, but always? And your reason for this is it's to make handling the plane's speed easier to the pilot? Neither the smart **s or the CFI answer have answered my question how do you define a good landing though.

If I were flying the States it's less likely I'd want to use it but it's still useful. You might need information available to you in flight that is urgent or at least very convenient. Like to book a hotel, rebook something, like a rent-a-car, notify someone when you're coming, checking opening times.. Say you get delayed or have to divert, finding hotels, cars, restaurants.. all that can now be done in the air by your pax or maybe even you.

At some point you get to fly aircraft where this is never practiced anymore. In my Bravo I would never go power off and I wouldn’t use it for this kind of training. If I had to train this I would rent a 172 or something. You ever seen a TBM practice this? PC12? What about a Baron?

I don’t understand, you said it was for pattern work. Now you say it’s for transition training pattern work? Also, what is your criteria for a good landing?

I shot a video of my flight and looking back at when I remove it for landing and how much I extend my hand to do so gives me a good idea of distance to be able to say that I am definitely far enough from it.

For what it's worth I asked Grok AI about that reddit thread: https://grok.com/share/bGVnYWN5_d8a152b1-427f-4232-8c0c-4bf6c71ea9a0

Here in Europe we don’t get any wx or traffic data in flight by default. For traffic you must have expensive equipment and even then it’s not 100% coverage. For weather you pretty much have to have onboard radar. So for me the primary reason is to get some sort of traffic via the app SafeSky and to have internet weather. Comms via internet is an added bonus.

You specified your procedure is for when you do “pattern work with full stop landings”. Maybe I misunderstood what that means. To me “pattern work” means you are performing t&gs and staying in the traffic pattern. Since you classified your procedure for just this situation, I was wondering what your procedure is during non pattern work approach and full stop landing. Are you then saying it’s the same? And please remember my original question which is me wondering why did you adopt this procedure of extending landing gear first before reducing power. Since you gave me the answer “to prevent the plane getting ahead of the pilot in pattern work” I now wonder if you do the same when not doing pattern work and what your reason is then? I hope I’m making sense. Essentially, why do you drop gear first in level flight still instead of reducing power to slow down?