Declared first emergency last week

On Oct 27, 5:23 pm, brian whatcott wrote:
Ken S. Tucker wrote:
It's a good case to practice some 'dead stick' landings. AFAIK you
should be able to kill the bird anyway in the circuit and dead stick.
That's how I was trained on a cessna-152.
Ken

It used to be training SOP to pull the throttle to idle onto base
until the cold shock issue forced a gentler kinder approach
Brian W

Never heard of that, but I can understand it.
Ken

In article
,
"Ken S. Tucker" wrote:

On Oct 27, 5:23 pm, brian whatcott wrote:
Ken S. Tucker wrote:
It's a good case to practice some 'dead stick' landings. AFAIK you
should be able to kill the bird anyway in the circuit and dead stick.
That's how I was trained on a cessna-152.
Ken

It used to be training SOP to pull the throttle to idle onto base
until the cold shock issue forced a gentler kinder approach
Brian W

Never heard of that, but I can understand it.
Ken

I was taught to pull the power on downwind, even with the desired
touchdown point.

--
Remove _'s from email address to talk to me.

On Oct 28, 12:46*pm, Orval Fairbairn
wrote:
In article
,
*"Ken S. Tucker" wrote:

On Oct 27, 5:23 pm, brian whatcott wrote:
Ken S. Tucker wrote:
It's a good case to practice some 'dead stick' landings. AFAIK you
should be able to kill the bird anyway in the circuit and dead stick.
That's how I was trained on a cessna-152.
Ken

It used to be training SOP to pull the throttle to idle onto base
until the cold shock issue forced a gentler kinder approach
Brian W

Never heard of that, but I can understand it.
Ken

I was taught to pull the power on downwind, even with the desired
touchdown point.

--
Remove _'s *from email address to talk to me.

This was pretty standard procedure during the period when I learned to
fly. As an instructor I "altered" the way I approached this a bit by
stressing proper stepped down power reduction on letdowns prior to
entering downwind so that by the time the power was reduced on final,
the engine temps and pressures were under control.
There's always been a "discussion" about the advantages and
disadvantages of doing power off approaches as practice for forced
landings.
What I did was to treat forced landing practice as forced landing
practice and otherwise stressed proper engine management as suggested
by the engine manufacturer.
Dudley Henriques

On Oct 28, 12:46*pm, Orval Fairbairn
wrote:
In article
,
*"Ken S. Tucker" wrote:

On Oct 27, 5:23 pm, brian whatcott wrote:
Ken S. Tucker wrote:
It's a good case to practice some 'dead stick' landings. AFAIK you
should be able to kill the bird anyway in the circuit and dead stick.
That's how I was trained on a cessna-152.
Ken

It used to be training SOP to pull the throttle to idle onto base
until the cold shock issue forced a gentler kinder approach
Brian W

Never heard of that, but I can understand it.
Ken

I was taught to pull the power on downwind, even with the desired
touchdown point.

--
Remove _'s *from email address to talk to me.

In my Mooney with its IO 360, we consider it a good approach if the
throttle does not have to be advanced from downwind until turning off
of the active (and using the brakes to slow down on the runway is
considered bad form). At most airports I use good planning would be a
touchdown maybe a 1000 feet past the numbers to make the first turnoff
comfortably, so my thinking is if the engine chooses to fail I do have
some altitude in the bank.

On Oct 28, 9:46 am, Orval Fairbairn
wrote:
In article
,
"Ken S. Tucker" wrote:

On Oct 27, 5:23 pm, brian whatcott wrote:
Ken S. Tucker wrote:
It's a good case to practice some 'dead stick' landings. AFAIK you
should be able to kill the bird anyway in the circuit and dead stick.
That's how I was trained on a cessna-152.
Ken

It used to be training SOP to pull the throttle to idle onto base
until the cold shock issue forced a gentler kinder approach
Brian W

Never heard of that, but I can understand it.
Ken

I was taught to pull the power on downwind, even with the desired
touchdown point.

Yeah, I had no prob with dead stick, but I respect what Brian wrote,
as I flew a lot in cold weather. Shutting off the heat flow to the air
cooled fins, while the core (cylinder temp) is hot and the exterior
cools rapidly may induce a thermal gradient stress due to uneven
contraction of the metal as it cools from the outside in.
Ken