is it that obvious ?
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When I said max RPM I should really have said higher RPM, for the reasons already stated. That of course would be for an aircraft with a CSU. If you've a VP prop with climb or cruise settings, I'd put it to climb for the circuit.
I appreciate what you say about drag Chuck, but at the same time I can't see that having that little bit extra ever hurts? Short fields with obstacles are one example that spring to mind. You might want flap and a beast of a slip to get in, so the drag from the higher revving prop would help. Also with the engine at high power settings, I don't think you could say the engine was being laboured particularly.
I appreciate what you say about drag Chuck, but at the same time I can't see that having that little bit extra ever hurts? Short fields with obstacles are one example that spring to mind. You might want flap and a beast of a slip to get in, so the drag from the higher revving prop would help. Also with the engine at high power settings, I don't think you could say the engine was being laboured particularly.
Join Date: Oct 2001
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I appreciate what you say about drag Chuck, but at the same time I can't see that having that little bit extra ever hurts? Short fields with obstacles are one example that spring to mind. You might want flap and a beast of a slip to get in, so the drag from the higher revving prop would help.
That example is not what we are discussing.....my comments are directed at increasing prop RPM in the circuit as a normal proceedure....my position is very simple....leave the prop in cruise RPM unless you want to go around..at that point you increase prop RPM to climb RPM and add climb power.
Otherwise leave the RPM in cruise as you do not require much power to descend to a landing.
Moving the prop pitch to full fine as you close the throttle/'s for the landing will ensure you are set up for a go around or the next take off.
Also with the engine at high power settings, I don't think you could say the engine was being laboured particularly.
How can you descend for a landing at high power settings and still maintain the desired A.S. for the approach?
That example is not what we are discussing.....my comments are directed at increasing prop RPM in the circuit as a normal proceedure....my position is very simple....leave the prop in cruise RPM unless you want to go around..at that point you increase prop RPM to climb RPM and add climb power.
Otherwise leave the RPM in cruise as you do not require much power to descend to a landing.
Moving the prop pitch to full fine as you close the throttle/'s for the landing will ensure you are set up for a go around or the next take off.
Also with the engine at high power settings, I don't think you could say the engine was being laboured particularly.
How can you descend for a landing at high power settings and still maintain the desired A.S. for the approach?
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Chuck in the UK virtually all PPLs put pitch to fine because of this BUMPF pre-landing check that came from WW2 pilot training.
Air taxi pilots flying the same aircraft over here NEVER select pitch fine downwind. Its either on short finals or after landing.
Air taxi pilots flying the same aircraft over here NEVER select pitch fine downwind. Its either on short finals or after landing.
Join Date: Oct 2001
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Quote::
Chuck in the UK virtually all PPLs put pitch to fine because of this BUMPF pre-landing check that came from WW2 pilot training.
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Don't feel alone, it is the same here in Canada...must be something in the training mentality that is common to flight schools.
Could it be ignorance?
Chuck in the UK virtually all PPLs put pitch to fine because of this BUMPF pre-landing check that came from WW2 pilot training.
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Don't feel alone, it is the same here in Canada...must be something in the training mentality that is common to flight schools.
Could it be ignorance?
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I'm a UK PPL and I was taught to go to fine pitch, if at all, on short finals. I can see no value in doing so downwind. In fact I usually land with the prop in cruise. Maybe that is wrong, but it works just fine.
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Maybe that is wrong, but it works just fine.
It works just fine because that is the correct way to do it', but it would be better to go to full fine pitch as you close the throttle, just in case you have to go around and of course it is ready for the next trip.
It works just fine because that is the correct way to do it', but it would be better to go to full fine pitch as you close the throttle, just in case you have to go around and of course it is ready for the next trip.
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V-A = Vital Actions (Pre TO)
P-L = Pre Landing (checks)
rest look much as described though I did not look at the replies too closely, just noticed most could not work the start ones out.
P-L = Pre Landing (checks)
rest look much as described though I did not look at the replies too closely, just noticed most could not work the start ones out.
