David Anthony
Filing Flight Plan
When it comes to flying with a constant speed propellor in a traffic pattern, do you look at rpm or manifold pressure when making power changes. Do you use both when flying in the pattern?
When it comes to flying with a constant speed propellor in a traffic pattern, do you look at rpm or manifold pressure when making power changes. Do you use both when flying in the pattern?
Or if you read the manual for your engine you realize that your engine can't produce enough power to ruin it based on your rpm setting. But who reads the engine manual...Think about it from an oh sh** perspective; not everything is peachy one.
As your wheels touch and someone pulls onto the runway and you have to aboet and climb away. Or on base and some idiot is coming straight in on the wrong frequency... (Both of these happened to me on my current trip)
You have your hand on one lever. When you are surprised human reaction is to tense muscles not relax and spread them.
So, considering human factors; what is the best way to make the most power and not ruin the engine?
When you answer that, you know what you should be doing, where the levers should be and what gauge matters.
Tim
Sent from my HD1907 using Tapatalk
Or if you read the manual for your engine you realize that your engine can't produce enough power to ruin it based on your rpm setting. But who reads the engine manual...
You always know a rookie when you here the prop screaming on downwind.
Unless you're really trying to slow up or purposeful trying to tick off the neighbors!! Lol
Not in any aircraft of performance. GUMPS is the final check prior to landing, but most of those steps are likely taken before you're doing the last power reduction abeam the numbers.GUMPS starts abeam the numbers at the end of the runway.
Yep, each one is different. At 2300 rpm, I can't produce enough MP to damage the engine, between 1800 (max 23") and 2300 I have to interpolate. But the plane never seems to like to go below 2200 if it isnt on the stops, so damage is never an issue.Yes you can, mine strictly says not to exceed 23” below 2100 RPM
In a jet I expect there are lots of complexities to deal with, but in GA piston plane just fly.
Making changes on final is not considered a stable approach. It also adds one more task in a critical phase.If you select high rpm, the airport neighbors won’t appreciate the addition noise and there is no reason to go with prop high selection until final or upon power reduction abeam the approach end of the runway. At some MP, the governor will no long hold a lower RPM and that’s a good place to go prop control forward.
You always know a rookie when you here the prop screaming on downwind.
When it comes to flying with a constant speed propellor in a traffic pattern, do you look at rpm or manifold pressure when making power changes. Do you use both when flying in the pattern?
Yea, that's about where my engine idles too. I don't have a constant speed prop, but I will usually pull back to about 5000 RPM in the pattern to keep the noise down.the plane never seems to like to go below 2200
The “P” in GUMPS is for prop. In the pattern it’s supposed to be all the way forward.
Not really. The main "complexity" is speed and the management of speed. Slowing down to the max flap speeds can be a challenge is you are too high and/or fast. Requires planning well before reaching the pattern. Faster speeds make it much more difficult to see and follow slower traffic at non-towered fields.In a jet I expect there are lots of complexities to deal with, but in GA piston plane just fly.
Not in any aircraft of performance. GUMPS is the final check prior to landing, but most of those steps are likely taken before you're doing the last power reduction abeam the numbers.
I'm not understanding you. I'm not rushed and I won't be stabilized if I make major configuration changes on final. The gear is down way before abeam the numbers (when in a VFR pattern and IFR it usually comes down at the FAF) and in my plane I tend to leave the gear up longer than in most retracts (since the Vle is fairly low).You start GUMPS on final, must suck to have to fly so rushed. On final I’m 100% configured ready to land and stabilized.
MP until the prop governor's limit is reached then RPM.
Not really. The main "complexity" is speed and the management of speed. Slowing down to the max flap speeds can be a challenge is you are too high and/or fast. Requires planning well before reaching the pattern. Faster speeds make it much more difficult to see and follow slower traffic at non-towered fields.
The aircraft systems are simpler to operate than those in the Mooney in your Avatar. The engines are simple. Push to go faster, pull to go slower, spool by 1000'. On some jets you turn on the ignitors for landing, some you don't. Flaps, put them down on schedule. Gear, down is good. Spoilers, arm. In most jets, you have another pilot who does most of that for you.
You start GUMPS on final, must suck to have to fly so rushed. On final I’m 100% configured ready to land and stabilized.
Making changes on final is not considered a stable approach. It also adds one more task in a critical phase.
Takes your eyes inside the plane, also makes you move your hand to find another lever....
None of these are conducive to avoiding mistakes, reaction time in emergency, or eyes out the window.
Tim
Sent from my HD1907 using Tapatalk
Never flown a 15+ mile final or did you drag it alllllll the way in?![]()
Never said that.Let me see if I understand this, changing a flap setting on final is stabilized, but pushing in a knob isn’t?