how soon after take off.....
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The SOP with a piston is to climb with all 3 forward until top of climb, then trim to cruise speed, and when that is reached, set power for cruise.
There are various refinements, applied when climbing to reasonable altitudes e.g. transition to a +500fpm cruise climb (engine leaned for cruise) if that gives adequate engine cooling. One can even apply the Deakin constant-EGT method where one leans to keep a specific cylinder at a constant EGT all the way up; that gives you a constant CHT all the way up and fuel savings.
One has to transition to some sort of cruise climb anyway at about 12k ft otherwise the engine will be too rich.
There are various refinements, applied when climbing to reasonable altitudes e.g. transition to a +500fpm cruise climb (engine leaned for cruise) if that gives adequate engine cooling. One can even apply the Deakin constant-EGT method where one leans to keep a specific cylinder at a constant EGT all the way up; that gives you a constant CHT all the way up and fuel savings.
One has to transition to some sort of cruise climb anyway at about 12k ft otherwise the engine will be too rich.
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When I learnt in a 152 with 2 POB it was a case of full power for the climb. That's a bit overkill most of the time in the 177 so I tend to throttle back to 25 square about 1000agl and that gives a nice 700fpm @ 95kt.
Have a look in your POH, they're usually quite informative.
Have a look in your POH, they're usually quite informative.
Definitely not before 500ft. A fair proportion of engine failures happen when changing the power, so it's best to think of a possible 'worst case' scenario.
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The SOP with a piston is to climb with all 3 forward until top of climb
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The SOP with a piston is to climb with all 3 forward until top of climb
It's a few years since I was current in a DA20, so cannot recall the numbers, but the revs were reduced at 500 feet.
Blah Blah Blah
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In a conventional single I only throttle back when I am ToC.
If I am flying the PA32 I will lean up and reduce manifold pressure after a couple of hundred feet and cruise climb to ToC. I know it does not tell me to do that in the POC but it does save on the fuel burn. I do the same in a twin.
If I am flying the PA32 I will lean up and reduce manifold pressure after a couple of hundred feet and cruise climb to ToC. I know it does not tell me to do that in the POC but it does save on the fuel burn. I do the same in a twin.
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Depends entirely on what's appropriate for type. In the Slingsby, I would reduce MAP and RPM and lean at c.1500'. In the Extra, it's pretty much as soon as stable in climb (c.200')!
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I think that mostly applies to standard training aircraft with fixed pitch props.
in the likes of a cessna T210 if i remember rightly SOP only allows for 5 minutes at max power setting before resetting throttle/prop for a climb power setting (26/26 160lbs ff ... i think
)
in the likes of a cessna T210 if i remember rightly SOP only allows for 5 minutes at max power setting before resetting throttle/prop for a climb power setting (26/26 160lbs ff ... i think
)
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I tend to throttle back to 25 square
Does the POH suggest this? Presumably this is at full rich otherwise you might get into the detonation region.
A fair proportion of engine failures happen when changing the power
I think that is an OWT, but it has been doing the rounds of pilot forums for years.
This debate could get into engine management issues, all over again
Does the POH suggest this? Presumably this is at full rich otherwise you might get into the detonation region.
A fair proportion of engine failures happen when changing the power
I think that is an OWT, but it has been doing the rounds of pilot forums for years.
This debate could get into engine management issues, all over again
An OWT? Not sure what that is, but I guess it means an unsubstantiated statement? Fair enough - I cannot prove it, just what I had passed onto me, and I figured it couldn't hurt to follow. Just a Professional Rumour
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If it's a fixed pitch 160/180HP lycoming then it gets left fully forward until top of climb as IO says. However, anything bigger, with a Variable pitch prop then reduce not before 500ft when established in the climb.
The "All 3 fully forward until top of climb" statement really concerns me - both the IO360, IO540 and I'm pretty sure the TIO-540 (the 3 piston engines I mainly fly) all have a "Max RPM limit" of 5 mins. This, plus noise abatement, means I come back to 25/2500 (IO360 & IO540) and 30/2500 (TIO-540) once above 500ft and established in the climb.
The "All 3 fully forward until top of climb" statement really concerns me - both the IO360, IO540 and I'm pretty sure the TIO-540 (the 3 piston engines I mainly fly) all have a "Max RPM limit" of 5 mins. This, plus noise abatement, means I come back to 25/2500 (IO360 & IO540) and 30/2500 (TIO-540) once above 500ft and established in the climb.
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I tend to throttle back to 25 square
Does the POH suggest this? Presumably this is at full rich otherwise you might get into the detonation region.
Does the POH suggest this? Presumably this is at full rich otherwise you might get into the detonation region.
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OWT - old wives tale.
both the IO360, IO540 and I'm pretty sure the TIO-540 (the 3 piston engines I mainly fly) all have a "Max RPM limit" of 5 mins
Not mine (IO540-C4D5D)
both the IO360, IO540 and I'm pretty sure the TIO-540 (the 3 piston engines I mainly fly) all have a "Max RPM limit" of 5 mins
Not mine (IO540-C4D5D)
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I stand corrected - mine's a C4D5D too which has max cont 2575. (The Arrow I still own has the max figure placarded though)
However - I think I'll stick to throttling back in the climb. That 92l per hour figure on the digital flowmeter when everything goes forward really un-nerves me
However - I think I'll stick to throttling back in the climb. That 92l per hour figure on the digital flowmeter when everything goes forward really un-nerves me
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Depends when and where - in the school Baron from a noise sensitive airfield we got it back to 25/25 as soon as possible; now with the ULM/Rotax I take off at firewall/58 and reduce to 24/52 at 500ft because I'm now paying for the engine servicing and I can safely fly a complete deadstick circuit from that altitude...
Does the POH suggest this? Presumably this is at full rich otherwise you might get into the detonation region.
I come back to FT/2400 (2 x IO-320) at a few hundred feet and leave it there to ToC, leaning for a specific EGT or below, and monitoring CHT carefully.
Having tried it both ways, I've found that a higher power, higher airspeed regime tends to keep the CHTs lower than reduced power, lower airspeed. I think the difference between 2400 and max RPM is relatively small in terms of power, but significant in terms of noise and possibly temperatures, though I haven't been very scientific about the latter.
If I were in a single, I would consider leaving it at max RPM for rather longer.
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Flying behind a 60+ year old engine most of the time (either Gipsy Major or Walter Mikron), as soon as I feel comfortable about the rate of climb, its back 100 rpm or so, to give the old ladies a bit of a rest!