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taildragger173 · November 27th, 2006, 18:22

I usually try to keep the power in for a descent unless I have to pull it back. I do this mainly because of engine wear and tear. Rapid pulls to idle from cruise are hard on an engine and when you start operating high performance airplanes you will have to stage cool your engine. While the Arrow doesnt require stage cooling, keeping cruise power set and slowly backing off the power as the manifold pressure increases is a good way to get in the habit. I also like going fast. You can make up a lot of time in a descent if you plan it correctly. I've been in a Cessna Cardinal going 160 in a descent and passed a Barron...now that was fun. Going fast in a descent often allows me to start descending farther out but at a shallower rate vs. an idle descent.

If I'm flying an airplane with a 130 kt Ground Speed, I may plan my descent for 150 kts and then work out the 3/6 rule for that. When I get to my specified distance, I just push the nose forward and let the airspeed build. As I get closer to the airport and to TPA, I'll start reducing power and then level off without a power increase to bleed off speed. First notch of flaps if you're in an airplane where you can add them before the white arc or I'll drop the gear (in the Cardinal I'll drop flaps 10, then the gear almost simultaneously) and then usually the speed bleeds off pretty fast. At that point I'll set a Downwind power setting which I know will give me my desired speed on downwind.

At the end of the day though, it boils down to technique. There is no right or wrong way to do something like this as long as it is within the specs of the airplane. Try it many different ways so that you can find something that works for you. It will lead to experience which will in turn make you a better CFI.

November 27th, 2006, 18:22	#10
taildragger173 Senior Member Join Date: Jun 2004 Location: Siberia Posts: 447	Re: Is my CFI right about this? I usually try to keep the power in for a descent unless I have to pull it back. I do this mainly because of engine wear and tear. Rapid pulls to idle from cruise are hard on an engine and when you start operating high performance airplanes you will have to stage cool your engine. While the Arrow doesnt require stage cooling, keeping cruise power set and slowly backing off the power as the manifold pressure increases is a good way to get in the habit. I also like going fast. You can make up a lot of time in a descent if you plan it correctly. I've been in a Cessna Cardinal going 160 in a descent and passed a Barron...now that was fun. Going fast in a descent often allows me to start descending farther out but at a shallower rate vs. an idle descent. If I'm flying an airplane with a 130 kt Ground Speed, I may plan my descent for 150 kts and then work out the 3/6 rule for that. When I get to my specified distance, I just push the nose forward and let the airspeed build. As I get closer to the airport and to TPA, I'll start reducing power and then level off without a power increase to bleed off speed. First notch of flaps if you're in an airplane where you can add them before the white arc or I'll drop the gear (in the Cardinal I'll drop flaps 10, then the gear almost simultaneously) and then usually the speed bleeds off pretty fast. At that point I'll set a Downwind power setting which I know will give me my desired speed on downwind. At the end of the day though, it boils down to technique. There is no right or wrong way to do something like this as long as it is within the specs of the airplane. Try it many different ways so that you can find something that works for you. It will lead to experience which will in turn make you a better CFI.