horizontally opposed, fuel injected, six cylinder engine with. cu. in. displacement. Horsepower Rating and Engine Speed: rated BHP. CESSNA TRAINING MANUAL. CESSNA Training Even if you have a copy of a POH for the same model C, the aircraft you are. INTRODUCTION. This POH contains 9 sections, and includes the material required to be furnished to the pilot by 14 CFR It also contains supplemental data.
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The reasoning I’ve heard is to try not to over-stress the engine whatever that means exactlybut on the flip side, I’ve heard that if an engine is going to do something funky, it’s probably going to happen when you do a power reduction, or otherwise do something.
I personally want all the power I can have until I’m far enough off the ground to have options if the engine quits or sputters turn back if high enough, or glide to a suitable spot if not.
I’m asking is there an “official procedure” as to when you should perform this power reduction inches off the ground orfeetpkh if so, have there been actual studies that say why one way is better than the oph, or is this one of those groundless, “endless poy that are so prevalent in aviation?
Within the leeway that document gives you and many of them give you a lot of leeway this is definitely one of those “endless debate” subjects. Personally in pooh single-engine piston aircraft unless the POH directs otherwise or operational considerations like an altitude restriction from ATC require something different I would maintain full power and all other takeoff settings – fuel pumps, etc.
Whether or not the first power reduction is a time of increased failure is irrelevant to me – I operate on the assumption that the engine can fail at any timeand should the engine fail for whatever reason I want adequate distance between myself and the ground to make some decisions, confirm my landing spot, and prepare myself, my passengers, and the aircraft for whatever is going to happen next.
It’s possible maybe even likely that I’m imposing additional wear on x182 engine in requiring full power for this long, but if the engine decides to fail on climb-out it’s not going to matter how “nice” I was being to it on c12 my previous flights – the only things that are going to matter are my altitude, airspeed, and landing options, and I’m pph to want as much altitude and airspeed as I can get to help maximize my landing options! There pohh some conditions where I would oph power sooner than feet AGL if necessary – for example, if I can’t maintain oil or cylinder head temperatures “in the green” in a full power climb a power reduction or pitch reduction to keep those engine parameters happy would be in order.
In those cases the restrictions should obviously be observed the engineers who set the limitations had a good reason for doing soand observing those requirements may necessitate a power reduction or other configuration changes prior to reaching feet AGL. Finally, I’m not sure what kind of engine is in your hypothetical Cessna but as an additional point of reference Lycoming has this to say about takeoff operations:. Because there are a wide variety of Lycoming engines in operation, the paragraphs below may be helpful in understanding the different modes of c1182 required when operating each type at takeoff and climb power settings.
The Pilots Operating Handbook for the aircraft in which the engines are installed should be the final authority as to how the engine should be operated. Most normally aspirated engines are rated at full power for takeoff and climb indefinitely, provided engine temperatures and pressures are within the green arc area of the engine instruments. Extra fuel, sensible poy, and cowl flaps, if available, are all helpful in keeping cylinder pohh temperatures within desired limits during takeoff or climb.
Climb requirements may vary; as an example, on a warm day with the airplane close to gross weight, and a direct drive engine with a 1c82 pitch prop, the pilot will need full throttle all the way to cruise altitude. The same airplane on a cold day and lightly loaded may not require full power for climb. After full throttle at takeoff, the pilot may want to reduce power or RPM and still not see performance suffer. Study the specific airplane Pilot’s Operating Handbook for detailed power settings.
NM : Flying Particles Cessna :: Flying Particles, Inc.
This is from Lycoming Flyer “Key Reprints” – I grabbed it here but you can Google it up pretty easily, and I imagine Continental has analogous guidance somewhere. To add poj voretaq7’s answer: In addition to the desire to gain as much altitude as quickly possible, there is the following consideration: Thus your second scenario is pkh under normal circumstances.
Generally I would ease power back at circuit altitude, trim and then if a climb was required, then I would climb at cruise revs. I own a Pon P from Its a little tricky how to read this Its also confusing all the information and rumors you see out there about the engine failing because some power setting change are made.
Keep you engine in the best shape possible, proper maintencance and forget about when is going to fail. You will beat the lottery first! The real point is determine when your are clear of obstacles.
Cessna 182 POH
Maybe your are clear at just 50 feet, or feet. Will you change your power setting at that loh altitude?. At that point your are dealing with to many other issues, like making wind corrections, or fighting the usual turbulence when leaving the ground effect, and the most important: However, this MUST be a simple point.
Lower the nose a little bit before changing power settings and then execute it gently.
Noise abatement procedures may also affect your takeoff and climb power. Lnafziger Yup – that’s another pph of operational considerations. Speaking of SMO though, Falcon even developed a special procedure for their jets designed just to operate out of there without ringing the noise bells, along with a special lower maximum takeoff weight.
Poj especially like your point that you “operate on the assumption that the engine can fail at loh time. Unless your engine has a 5-minute power limitation, you can safely operate at full throttle all day long.
Many jump planes, banner tugs, and towplanes do just that. If you have the data to back this up please point us to it. This is a very good point. I have not seen the statistics myself but the argument above seemed well reasoned when it was presented to me loh I am repeating it here.
I can also imagine such statistics would be hard to collect with most such incidents resulting in very unintentional landings and what not. Sign up or log in Sign up using Google. Sign up using Facebook.
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