" I am definitely no expert on this. However, as I understand it, your assumption is an over simplification which might seem sensible at first glance, but is actually wrong. Atkinson claims to have measured data which proves this. Apparently it is to do with higher RPMs resulting in lower internal cylinder pressure. "
Fair comment, I will grant you this discussion is about small engines.
Conversely all certified aircraft have guidelines as to power settings and RPM for given power settings.
There are basically three power settings with limits on RPM.
Full power for take off.
Climb power.
Cruise power.
This whole discussion started with checks on the down wind.
My comments started with saying that setting the props to full fine on the down wind portion of the circuit was not in my opinion good airmanship.
I then stated that I select full fine on the power reduction to land ( closing the throttle/s. )
I have also added the comments that should I for some reason have the need for go around power I will set go around RPM and climb power as I pitch up from the decending attitude to the climb attitude and there is sufficient time to do this without endangering the safety of the flight.
I also am of the opinion that a go around or the need to stop a uncommanded rate of descent does not constitute a stressful situation for me as I fly the approach and landing profiles with due care and attention to conditions.
When the propellor governor is set to full fine and the throttle/s are opened to produce enough power to compensate for a uncommanded loss of height/airspeed they will generally surge in RPM past climb RPM, I am of the opinion that this much RPM change is not needed under most every flight situation that you will encounter.......
.......or to put it another way, I do not recall ever having to use that much sudden power application in around thirty thousand hours of flying...and in some very critical situations I might add...
So I hope that better explains where I was coming from.
