FGD135
Maybe I've oversimplified the effect, but was I actually wrong? You do understand that relative airflow changes depending on rpm AND airspeed?
ie. On final and ready to start your T/O roll are WAY different
This was only one part of the reason for setting pitch fine on short final. I see benefit in having the engine ready for a go around if required, especially in the post PPL training environment where the instinctive manipulation of controls in the correct order has not yet developed. More importantly, perusing my collection of flight manuals for finals checks;
Beech;
55 Props low pitch (high rpm)
58 Same
65 Advance to full low pitch at min appch speed
80 Props low pitch
76 Props high rpm
Britten Norman
BN2 props fully fine
Cessna;
172RG Prop high rpm
182 Same
206 Same
208 Prop max
210 Prop high rpm
303 Props high rpm
310 Props full forward
337 Props high rpm
340 Props full forward
401 Props forward
Decathlon Prop full increase rpm
DH8 Condition levers max rpm
Mooney M20 Prop full increase
Partenavia P68 Props full forward
A-viator Condition Levers Max 100% Np
Are we seeing a pattern here?
You are going to have to look hard to find an exception.
It's not an OWT.
Last edited by MakeItHappenCaptain; 28th Sep 2011 at 15:16.