You just described why it's essential that we teach students to move the red knob full forward (mixture to full rich), and the prop blue knob to full forward (max RPM) when throttling back abeam the numbers to begin descent in the pattern. The aircraft always needs to be configured for a potential go-around during landing, which requires immediate availability of full rich mixture and max RPM; the student should be able to simply put in full throttle to obtain maximum go-around horsepower. (A side benefit is that the engine is also properly configured for a touch-and-go landing, often useful when practicing with an instructor.)Rich wrote:The exception is a go-around, of course.
fuel burn da40
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- CFIDave
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Re: fuel burn da40
I was not describing how to teach at a high altitude airport like in Colorado, where of course you don't use full mixture. And I agree that students must be taught to adjust the mixture after leaving the traffic pattern.
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Re: fuel burn da40
As I am still a student pilot I do a lot of circuits. When doing circuits my instructor instructed me to (1) leave the *fuel pump on (2) leave mixture full rich (3) leave prop full forward. The only time I every touch the mixture and prop is on x-country. *Once outside the circuit fuel pump is off as normal but in circuit its on.
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Re: fuel burn da40
If you happen to make it into a warbird like a Mustang or Bearcat, do not go full throttle for the go around. You don't have the rudder authority yet to handle it (and the wheels are not on the ground, the way they are when you takeoff with full throttle).
Colin Summers, PP Multi-Engine IFR, ~3,000hrs
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colin@mightycheese.com * send email rather than PM
http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)