Constant speed props

C,

If you are renting an airplane, though, run it the way the owner/operator
wants it treated, which is invariably in accordance with the manufacturer's
operating instructions.


I don't know. If there's a better way, why not embrace it. Most rentals I
know can't run LOP anyway, so the point is kind of moot.

--
Thomas Borchert (EDDH)

Greg,

It bothered me how
lean he was suggesting the engine should be run.


I am really interested: What exactly bothered you? What points in his
line of reasoning could you not follow? What part of his data did you
find lacking?

--
Thomas Borchert (EDDH)

Greg,

All the explanations you got are good. Now for the carb heat check.
What happens to the EGTs?

FWIW, a while ago I had a too high RPM drop on the mag check with our
Lyc O-360. A look at the engine monitor showed one cylinder's EGT going
very high. This points strongly to one plug being fouled. A little time
of running the engine at high rpm and very lean on the ground cleared
the problem, which could also clearly be seen on the engine monitor.
These things are worth their weight in gold, even on the simpler
engines.

--
Thomas Borchert (EDDH)

C,

In fact, a careful reading of his columns will show no test data for
the most common engine and propeller combinations in use today.


Well, my careful reading shows the opposite.

--
Thomas Borchert (EDDH)

Thanks for your reply, as well as the debate on my actual intentions. "Get
with my instructor" was implying that I will be getting the proper training
in this aircraft from a qualified CFI. I simply wanted to increase my
knowledge prior to that instruction.

"Dudley Henriques" wrote in message
ink.net...
I don't wish to sound like a smartass here, but what's your problem with
getting a full checkout in this airplane from a competent pilot current
in the aircraft?
It sounds like you might benefit from a bit of complex training here!!!
Dudley Henriques
International Fighter Pilots Fellowship
Commercial Pilot/ CFI Retired
For personal email, please replace
the z's with e's.
dhenriquesATzarthlinkDOTnzt
"Greg Copeland" wrote in message
news
On Thu, 24 Jun 2004 12:30:03 +0000, EDR wrote:

In article , GE
wrote:

I'm taking delivery today of my first aircraft and it had a
constant speed
prop. I have only flown fixed props thus far. I want to have as
much
understanding of the c-s prop as possible before I get with my
instructor. I
understand the basic difference in what the controls do, but I
don't really
have a good understanding of the hows and whys of flying with them.
Any
general information, explanations, and tips would be greatly
appreciated.

Go to www.avweb.com
on the left side of the screen, select COLUMNS
scroll down to find THE PELICAN"S PERCH
there are articles on fuel injection, manifold pressure, constant
speed
props, leaning, etc
Everything you ever want to know about operating a high performance
aircraft engine is in those articles.


Great link!

I started reading this
article, http://www.avweb.com/news/columns/186619-1.html, and have a
question. In the Runup section, when he starts to test for proper mag
operation, somethings seems odd there. Can someone help explain that?
He
says, "Are the mags working? The leaner the mixture, the more mag drop
you'll see on one mag, and that's normal." He then goes on to say,
"The
EGTs should rise on the first single-mag operation, stay there for the
second, then drop again on the return to BOTH. That rise is
proof-positive
the entire ignition system is working, and working well, and the
leaner
the mixture, the more diagnostic it is."

Can someone help explain the supporting logic there? If both mags are
working properly and you switch to a single mag, why would the EGT go
up?
After all, in theory, you're producing less spark and thusly, a
slightly
less effecient ignition of the fuel/air. I would of thought that EGT
would stay the same or go down *just slightly* when running off of one
mag. Likewise, if one mag is not working, I would fully expect to see
a
big EGT drop for the given problematic mag, which he does agree with.
But, he further asserts that, "If any of them fail to rise or even
drop
during single-mag operation, there is a problem with that plug, the
wire,
or the mag."

So, why would running on one mag, versus two, always cause higher
EGTs?
And why would no rise in EGT indicate a bad mag, wire or plug?

Anyone?


P.S. I cross posted because this seems like good student pilot
material
too.

"GE" wrote in message
...
Thanks for your reply, as well as the debate on my actual intentions.
"Get
with my instructor" was implying that I will be getting the proper
training
in this aircraft from a qualified CFI. I simply wanted to increase my
knowledge prior to that instruction.

No problem, and I assumed you would be doing that. The reason I didn't
handle your post with the information you asked for is because there is
a difference between generics and specifics; and for what you will be
doing, specifics are called for. The checkout in a new complex is
aircraft specific and should be treated as such. Since you didn't state
what specific aircraft you were dealing with, I would refrain from
offering advice other than pointing you to the checkout procedure.
It's my practice that whenever a question like yours comes up without
stating what airplane the question is dealing with, I opt to steer the
poster to the checkout procedure rather than get into the specifics
requested. It's a safety issue with me......a personal preference so to
speak.
Best of luck with your checkout. I'm sure you'll do fine.
Dudley Henriques
International Fighter Pilots Fellowship
Commercial Pilot/ CFI Retired
For personal email, please replace
the z's with e's.
dhenriquesATzarthlinkDOTnzt

God forbid someone is PROACTIVE enough to do the THEORY portion in
advance of the practical portion of instruction. I hope you wouldnt
consider me as trying to shortcut things because I had passed my private
written and was reading on instrument and commercial before I EVER took
my first lesson.

Dave

Dudley Henriques wrote:
"Andrew Gideon" wrote in message
online.com...

Dudley Henriques wrote:


You hope!!!

Granted, he could be lying to us. But he did write "get with my
instructor". Admittedly, this is imprecise, but I took it to mean

"...for

a checkout".

- Andrew


So did I. I just believe that as important as any pre check flight prep
might be, the actual check flight and checkout procedure is far more
important to emphasize in the answer, as it relates to a specific
aircraft!
Dudley Henriques
International Fighter Pilots Fellowship
Commercial Pilot/ CFI Retired
For personal email, please replace
the z's with e's.
dhenriquesATzarthlinkDOTnzt

"C J Campbell" wrote in message
...

"Tom Sixkiller" wrote in message
...

"C J Campbell" wrote in message
...
I think Deakin is worth reading, but some of what he says should be
taken
with a grain of salt. His columns are mostly based on experiments with
his
own highly modified Bonanza, a few high performance radial engines,
and
some
theory. In fact, a careful reading of his columns will show no test
data
for
the most common engine and propeller combinations in use today.

You've not read hiscolumns about the test beds they've run at GAMI?

I merely point out that his theories are controversial -- they are hardly
universally accepted, as even this thread amply demonstrates.

Ah...no, you said he doesn't support his conclusions. Charles "Cory" Scott
actually did a very elaborate reply that explains it better than I have the
patience for.

As I said, I
think he has a point, but I have to consider that the engine manufacturers
and aircraft manufacturers might know at least as much about their
products
as GAMI does.

You might want to look into that, because the test stand data shows they may
not know as much as they pretend. Sounds more to me like the manufacturers
are trying to cover their asses for poor quality and potential legal
liability.

Have you looked at the data that Cory and I pointed you to?

"Dave S" wrote in message
k.net...
God forbid someone is PROACTIVE enough to do the THEORY portion in
advance of the practical portion of instruction. I hope you wouldnt
consider me as trying to shortcut things because I had passed my private
written and was reading on instrument and commercial before I EVER took
my first lesson.

Dave

INFIDEL!!!

"Dave S" wrote in message
k.net...
God forbid someone is PROACTIVE enough to do the THEORY portion in
advance of the practical portion of instruction. I hope you wouldnt
consider me as trying to shortcut things because I had passed my
private
written and was reading on instrument and commercial before I EVER
took
my first lesson.

Dave

As usual with posts like yours; you have missed the point and read into
your comment something you wanted to see rather than what was actually
there.
No one is saying in any shape or form that proactive or theory work is a
negative. In fact, proactive and theory work are IMPERATIVE to success
in flying.
There's only one issue here, and that issue concerns the fact that the
initial poster didn't state the specific aircraft he was getting ready
to transition into. This should have been a red flag to pilots answering
his request for information.
The CORRECT response to his post in my opinion, since he didn't state
aircraft type, is either to simply point him to the checkout procedure,
or, if you want to address his questions specifically, at least find out
what he's flying before offering answers.
In my case, I don't offer generic answers when specific answers are
called for. It's that simple, and has absolutely nothing to do with
being opposed to theory and proactive work.

Dudley Henriques
International Fighter Pilots Fellowship
Commercial Pilot/ CFI Retired
For personal email, please replace
the z's with e's.
dhenriquesATzarthlinkDOTnzt