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#1
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Are you gliding when you touch down?
I guess my question is simply put this way, do you cut power
immediately before touching down? If not, when? I suppose a carrier landing would be an extreme. Only curious. Thank you. |
#2
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Well, my power is off at touch down.
When I cut the power depends. Normally I keep some power during final to prevent a too steep descent, my flaps are very effective speed brakes. Sometimes I need a steep descent so I cut the power early and dive Stuka-like to the runway. -Kees. |
#3
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Every landing is different and you may or not carry power to touchdown,
or you may cut power while still on the downwind leg. Sometimes you have to add power after you have touched down like with some planes on skis. The snow slows you down so fast you have to add power to get a strong airflow over the elevator to keep it down instead of nosing over. A carrier landing is done with full takeoff power in case of a "bolter" or missed wire and you have to take off immediately. When the pilot feels the sudden deceleration from a confirmed wire, he/she chops the power and the rest of the landing process proceeds. |
#4
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I cut the power anywhere from immediatly after taking off (Aborted
Takeoff) to just after taxing off the runway(Soft Field Landing) In my Glider I cut the power typically at about 2000' AGL(Release from the Towplane). It usually takes me about 3 hours to get around to actually landing. I power aircraft I normally cut the power on downwind abeam my touch down point and they try to adjust my configuration (Flaps), glide path and airspeed to land at a specified spot on the Runway without having to add power again. But I use a different techniques for Short and Soft Field landings. Brian CFIIG/ASEL |
#5
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It entirely depends on what you're trying to do with each landing. Standard
landing, wind no factor, I cut power on downwind and glide all the way in. Strong headwind on landing, I'll carry a little power to extend the glide. If I want to stay high for some reason, I'll cut power later in the pattern. There have been times in the Taylorcraft when I've not cut power until on final, still at 1000 feet, and managed to put her down on the numbers. So, really, the question as it stands doesn't have much meaning beccause there are so many variables. Shawn "John Doe" wrote in message ... I guess my question is simply put this way, do you cut power immediately before touching down? If not, when? I suppose a carrier landing would be an extreme. Only curious. Thank you. |
#6
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John Doe wrote: I guess my question is simply put this way, do you cut power immediately before touching down? If not, when? Depends on the type of landing. If I'm trying to make a soft landing, I will carry power until after I'm solidly down. I'll do the same for landings in strong crosswinds. If I'm trying for a short field landing, I'll cut the power several hundred feet up, increase power at about 20' AGL, and cut it again just before touchdown. George Patterson The desire for safety stands against every great and noble enterprise. |
#7
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Answers will vary by type of aircraft, since some glide better power
off than others. For my Arrow, it comes down so fast with 3 blade prop in flat pitch and gear down that I usually carry a little power into the flare unless it's a short runway. I have landed power off from downwind, but it means an immediate 180 to final approach, no square pattern. |
#8
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On Thu, 20 Jan 2005 10:29:17 GMT, John Doe
wrote: I guess my question is simply put this way, do you cut power immediately before touching down? If not, when? I suppose a carrier landing would be an extreme. It depends on the airplane and the conditions. I normally carry power into the flair, but it's at idle when I touch down. (Unless it's windy and slippery) As with many slippery airplanes I carry power into the flare so I don't have to use most of the runway to stop. Power off landings in a Bo use about twice the runway of a power on landing when done properly. Final is steep even with power. I don't believe in dragging it in. Power off finals are 10 to 15 MPH faster (varies with model) than power on finals as you need the extra speed to produce enough energy to flare. That extra 10 to 15 MPH uses a lot more runway. In a 172 I'd be at idle some where on down wind most of the time. With the Cherokee I carried power to some where on final depending on conditions. In all three I use full flaps. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com Only curious. Thank you. |
#9
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I fly a Tripacer and I try to cut power abeam the numbers on downwind. I'm
satisfied with the landing if I grease it on the numbers without having to add power. I always have the power to idle at the very latest somewhere on short final. I never let the wheels touch with the engine anywhere above idle. mike regish "John Doe" wrote in message ... I guess my question is simply put this way, do you cut power immediately before touching down? If not, when? I suppose a carrier landing would be an extreme. Only curious. Thank you. |
#10
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"John Doe" wrote in message ... I guess my question is simply put this way, do you cut power immediately before touching down? If not, when? I suppose a carrier landing would be an extreme. Only curious. Thank you. For standard landings, am I the only one who learned (in a C-172) 2100RPM 10 degree flaps on downwind, 1700/20 on base, 1700/30 or 40 on final, cut the power over the threshold (maybe a little later) ? I thought that was a standard pattern. Now, in my Beech, I do a similar pattern, usually cutting the pattern either close to the threshold, or in the flare. Any disadvantages to this approach? Adam N7966L Beech Super III |
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