Turbo 182: correct mixture for final approach at high altitude?

"Jeff" wrote in message
...
you would think that since its a turbo airplane, cessna would expect it to
be
used at high altitude airports so they would have made it so it would not
cut
out on landing.

And yet, this is a common enough issue, with many different makes and models
of turbocharged aircraft.

Why single Cessna out? There's all sorts of inconveniences related to the
technologies used in "modern" aircraft. One of them happens to be the
likelihood of engine stoppage if the mixture is set to full-rich at high
density altitudes. This isn't unique to Cessna, and it seems to me it's
along the lines of "Doc, it hurts when I do this..." joke. Since it "hurts"
when one does that, one just doesn't do that.

Simple enough, IMHO. The main problem is that, for some reason, pilots who
are introduced to turbocharged aircraft are often not told about the need to
avoid full-rich mixture settings at high density altitudes. This was true
of me (I found out myself the hard way...only took two high altitude
landings for me to figure it out though ), and it's apparently true of
other pilots as well.

Pete

In article , Peter Duniho
wrote:

Simple enough, IMHO. The main problem is that, for some reason, pilots who
are introduced to turbocharged aircraft are often not told about the need to
avoid full-rich mixture settings at high density altitudes. This was true
of me (I found out myself the hard way...only took two high altitude
landings for me to figure it out though ), and it's apparently true of
other pilots as well.

The real problem is, most pilots are flat-landers.
There just is not the opportunity to train pilots in the real world
environment until they actually get there.

"EDR" wrote in message
...
The real problem is, most pilots are flat-landers.
There just is not the opportunity to train pilots in the real world
environment until they actually get there.

One need not witness the engine stopping to learn to not land with the
mixture full rich at high density altitudes. If I had been taught, when I
got checked out in my first turbocharged airplane, to not land with mixture
full rich at high density altitudes, I'm sure it would have only taken ONE
engine stoppage for me to figure out what was wrong. I might have avoided
it altogether.

My point is that it doesn't sound like anyone is even bothering to mention
this. It's not just a matter of poor retention due to lack of first-hand
experience.

Pete

"Peter Duniho" wrote in message ...
The main problem is that, for some reason, pilots who
are introduced to turbocharged aircraft are often not told about the need to
avoid full-rich mixture settings at high density altitudes. This was true
of me (I found out myself the hard way...only took two high altitude
landings for me to figure it out though ), and it's apparently true of
other pilots as well.


This is not isolated to pilots of turbocharged aircraft. Every
summer I see flatland pilots in the high country blindly following a
"mixture - rich" item on a landing checklist and killing the engine on
rollout. A go-around attempt will usually result in a belch of black
smoke and a close encounter with pine trees if they're lucky, bent
metal if they're not.

John Galban=====N4BQ (PA28-180)

I am glad this isnt an issue with the turbo arrows.





Simple enough, IMHO. The main problem is that, for some reason, pilots who
are introduced to turbocharged aircraft are often not told about the need to
avoid full-rich mixture settings at high density altitudes. This was true
of me (I found out myself the hard way...only took two high altitude
landings for me to figure it out though ), and it's apparently true of
other pilots as well.

Pete