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Rich,
I am learning how to land with the prop
set for TO power and getting better at it. In fact, I would have to learn
all over again to switch so I will probably stay with the former method. The
problem is that the prop is such a brake, I have to carry power to
touchdown. If I chop power, the plane just stops flying and falls to the
runway due to the braking effect of the flat prop. Also since it is
electric and somewhat slow to respond, I have to feed power in gradually else
it will over speed the engine. I like to keep it below 7100 rpm.
B2
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
On Behalf Of ARGOLDMAN@aol.com
Sent: Thursday, November 14, 2013
5:29 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Rotary
Digest Activity
I suggest that you reconsider setting the
prop as suggested. Perhaps Mark is used to flying fixed props and wants to
operate his controllable prop like one of those. this defeats one of the
greatest benefits of the C/S prop.
When you go to fine pitch, your choice of
when, certainly not in your initial decent, (I do it on final,)
enrich your mixture to T.O setting and
when you flatten the prop to T.O., it acts like a wonderful speed brake,
enabling you to do a steeper approach.
The other effect is that if and when you
have to do a go-around, the prop is already set at T.O pitch, and all you have
to worry about is advancing the throttle for max climb.
Perhaps I missed the beginning of
this string, but it is beyond my comprehension why anybody would spend the
extra bucks on a prop that gives you better T.O and climb, while
sacrificing possibly some top end speed, and not use it to it's maximum
capability, especially in the light of a go-around and landings. Perhaps some
dual with an instructor who flies complex aircraft will help.
I don't think that you will ever find a
pilot of a store bought craft with a c/s prop that would think of landing with
any setting other than t.o. fine. Remember GUMPS The M stands for Mixture
(rich) the P stands for Prop (T.O. fine pitch). With quadrant throttles, full
forward on mixture and prop or mixtures and props. With vernier, mixture in
then prop in. If your governor is set correctly and you don't ram the
controls in or operate the prop control too quickly, you will find it a great
thing to use.
If you do not have a C/S governor, as
part of your initial setup, you will have created a fine pitch stop and use
your pitch switch to get it there and the blade flattening will
stop appropriately.
Maximize the use of your equipment--- you
paid for it.
In a message dated 11/14/2013 3:46:01
P.M. Central Standard Time, bbradburry@bellsouth.net writes:
Mark,
I tried setting the prop for a more coarse setting prior to landing
like you describe. I probably come in too fast, but with the prop set
like that, I floated in ground effect almost the length of the runway, then
when I added power to go around, I didn’t have much climb power. I
tried it a few times and it was similar each time. I could probably learn
to land that way, but I gave it up and went back to the brake effect you get
with a flat prop when you cut the power.
I will try the learning method you describe to see if that fixes
the surge problem.
You haven’t reported on how your plane is doing with the new
panel???
B2
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mark Steitle
Sent: Thursday, November 14, 2013
2:35 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Rotary
Digest Activity
I also have an M/T electric prop. I discovered a long time
ago that my landings are more predictable if I switch the prop over to manual
mode prior to entering the pattern. I typically level off about 3-5 miles
out, change the prop rpm to 2100, wait for it to re-adjust itself, then switch
to manual mode. This makes the prop behave like a fixed-pitch, and from
this point to touchdown I fly it like a fixed-pitch prop.
Regarding your surging issue, Tracy suggested to me to simulate a landing,
but at a safe altitude. Set up as if you were in the pattern preparing to
land, and then put the EM-2 into auto-tune mode. Let the EM-2 tune the
settings which are impossible to tune on the ground. Worked for me.
Thanks,
Mark
On Thu, Nov 14, 2013 at 12:06 PM, Bill Bradburry <bbradburry@bellsouth.net> wrote:
Jack,
I think everybody is waiting for an opportunity to help someone
with a problem. So I am always ready with one that I can use a little
assist on.
I am having an engine surge and wildly fluctuating mixture when I
get into the pattern and reduce the manifold pressure to around 15 inches and
below. I have an MT electric constant speed prop, so my engine rpm at
this time is pretty high, usually around 6K. This is an area that can not
be tuned on the ground and I suspect that is the problem, however, the MAP
table is at the factory setting of zero in areas that I have not tuned. It
can get pretty exciting when it starts so I would like to get it ironed out.
Others having similar problems or how to go about the fix?
Bill B
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of marv@lancair.net
Sent: Thursday, November 14, 2013
12:08 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Rotary
Digest Activity
HI Jack,
I checked and found your subscription to be intact. It
appears that there has been no Flyrotary traffic since 11/3. Very
strange, indeed... but it happens I guess. Could be everybody's buttoning
down for the winter... we'll see.
<marv>
"Jack Hilditch" <wmjack@t3cs.net>:
> Good morning,
>
>
>
> I watch for the digest every morning but the last one that arrived is
>flyrotary
> Digest #3834 dated 11/04/2013. Have I been unsubscribed for some unknown
>reason
> or has the list simply gone quiet?
>
>
>
> Thanks very much,
>
>
>
> Jack
>
>
>
> Jack Hilditch, MCP
>
> T3CS Systems Support
>
> 205 Storrs Road
>
> Mansfield Center, CT 06250
>
> Cell 860-729-6948
>
> <mailto:wmjack@t3cs.net> wmjack@t3cs.net
>
>
>
>
>
>
>
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