Hi

   First let me say that using high rpm (low Pitch) and low MP is very
hard on the engine.  This is usually one of the most critical tests
during engine certification.  It is called the gas load test and puts
very high loads on the engine in a way that the engine is not really
designed to withstand.  This is from 4 years of experimental flight test
on certificated engines or soon to be certificated.  I worked for a
major airframe manufacturer in the past.

   Now for the best slow down technique, I would recommend for long
engine life and the lowest noise level on the ground (this is now
becoming a major design point) reducing power smoothly and slowly to 16"
about 6 miles from the landing airfield at pattern altitude.  This will
give flap and gear speed at the airport.  In addition it saves fuel and
wear and tear on the airplane.  The 6 miles works well for the the
320/360 and use 8 to 9 miles for the IV or IVP.  The engine cool down is
gradual and the ride is quiet to the airport.

   Opposite your landing spot drop your landing gear, drop the MP to
12"  and finish your check list   Don't reduce power further until you
have full flaps and idle at touchdown.  Interestingly I have found that
speed brakes added in the late flair 20' or so above the ground reduces
your landing roll for the IV/IVP about 200' with the same or no braking
(depending on RW length).

  As most pilots with lots of high performance time (Jets and Props)
speed brakes in flight are poor planning or ATC problems, since they
cost you fuel and can stick up in a variety of situations.  Most
recently I have experienced this problem (stickup in a IVP).  The speed
brakes were sent back and when returned still would stick up over 140
kts if deployed above 225 kts.  Icing is another time to be very careful
with speed brakes as installed on most Lancairs.

Jack Webb
L 360, L IV
ATP, Ohio