BrianR
Pre-takeoff checklist
On climbout, the CFI was on me rather adamantly to get the power back to 23 in. MP and the prop back to 2400 rpm no later than 400-500 ft agl.
But in my simple mind, I know that statistically, an engine failure on takeoff is most likely to occur at the first power reduction. Therefore, wouldn't it make more sense to leave the power alone until reaching an altitude of, say, 700-1000 ft, where, in the event of engine failure, the "impossible turn" would more than likely be possible?
What's the rush to reduce the power? Risk of overheating? Overspeed? The POH is rather vague on the topic, just mentioning power/prop reduction in cruise climb. And the Airplane Flying Handbook doesn't address this issue either.
This is my first experience with a constant speed prop (as well as an engine with more than 180 hp). In the flying I've done behind smaller engines and fixed pitch props, I was always taught to just leave it at full power until reaching cruise altitude.
But in my simple mind, I know that statistically, an engine failure on takeoff is most likely to occur at the first power reduction. Therefore, wouldn't it make more sense to leave the power alone until reaching an altitude of, say, 700-1000 ft, where, in the event of engine failure, the "impossible turn" would more than likely be possible?
What's the rush to reduce the power? Risk of overheating? Overspeed? The POH is rather vague on the topic, just mentioning power/prop reduction in cruise climb. And the Airplane Flying Handbook doesn't address this issue either.
This is my first experience with a constant speed prop (as well as an engine with more than 180 hp). In the flying I've done behind smaller engines and fixed pitch props, I was always taught to just leave it at full power until reaching cruise altitude.