Comair Pilot Error

In article . com,
"Andrew Sarangan" wrote:

No, my anger is not misplaced. It may be
unnecessary and useless, but it is not an unsual reaction for this type
of tragedy.

Andrew, if this is your first child, you are about to receive many years
of continuing education in distrations. Let us hope you and yours do not
suffer any harm as a result.

In article ,
"Morgans" wrote:

If your family was on that plane, would you be angry? Damn straight, you
would be.

An interesting question to ask someone who flies.
I would say the answer one would get would depend on what type of flier
your asked.
I put fliers in two catagories. There are pilots and there are aviators.
A pilot is a flier who just performs the mechanics of the flight.
An aviator is a flier who is a student of the theory and studiously
plans and contemplates the processes involved in flying.
As an example, consider a flight in a single engine piston airplane.
The pilot leans until roughness, then enriches a couple quarter turns.
The aviator calculates density altitude and uses the CHT/EGT to
accurately adjust the mixture.
Possibly the same result, but different processes to attain the goal.
What is the difference between the two?
What are the commonalities?
Both can make the same mistake, one may figure it out sooner than the
other.

john smith wrote:

The pilot leans until roughness, then enriches a couple quarter turns.

If he doesn't have an EGT gauge, using roughness or RPM peaking is
not a bad system.

The aviator calculates density altitude and uses the CHT/EGT to
accurately adjust the mixture.

Tell me what possible use a calculated density altitude or CHT is
for setting the mixture. A EGT with reasonable response time is
preferable, other than that using the RPM peaks/roughness is as
as good as can be obtained. I can tell you on my plane, that
even using my multipoint EGT I get mixture settings not substantially
different (save a little better fuel economy) than the "lean to
roughness" technique.

In article ,
Ron Natalie wrote:

john smith wrote:

The pilot leans until roughness, then enriches a couple quarter turns.

If he doesn't have an EGT gauge, using roughness or RPM peaking is
not a bad system.

The aviator calculates density altitude and uses the CHT/EGT to
accurately adjust the mixture.

Tell me what possible use a calculated density altitude or CHT is
for setting the mixture. A EGT with reasonable response time is
preferable, other than that using the RPM peaks/roughness is as
as good as can be obtained. I can tell you on my plane, that
even using my multipoint EGT I get mixture settings not substantially
different (save a little better fuel economy) than the "lean to
roughness" technique.

Consider the fact that many pilots do not even look at the tables in the
POH/AOH.

Additionally, they have no clue what the manufacturer recommended
degrees rich/lean of peak to operate at max power or max range.
How much do you adjust the mixture after attaining roughness? A little?
A lot? Just enough to smooth it out? That kind of adjustment can kill an
engine quickly.

Consider the fact that many do not even care!

john smith wrote:


Consider the fact that many pilots do not even look at the tables in the
POH/AOH.

What tables apply to leaning?


Additionally, they have no clue what the manufacturer recommended
degrees rich/lean of peak to operate at max power or max range.
How much do you adjust the mixture after attaining roughness? A little?
A lot? Just enough to smooth it out? That kind of adjustment can kill an
engine quickly.

As long as they are below 75% power it doesn't really matter that much.
You haven't demosntrated any better knowledge of how to set the mixture
than the "leaning it until it roughens and then push it in a notch."

In article ,
Ron Natalie wrote:

john smith wrote:


Consider the fact that many pilots do not even look at the tables in the
POH/AOH.

What tables apply to leaning?


Additionally, they have no clue what the manufacturer recommended
degrees rich/lean of peak to operate at max power or max range.
How much do you adjust the mixture after attaining roughness? A little?
A lot? Just enough to smooth it out? That kind of adjustment can kill an
engine quickly.

As long as they are below 75% power it doesn't really matter that much.
You haven't demosntrated any better knowledge of how to set the mixture
than the "leaning it until it roughens and then push it in a notch."

They don't even know that fact.

You know this stuff, many do not. Especially low time renters.
I deal with flight instructors during my BFR's who don't know it.