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Bill, What would help if you were to fly the plane as if the engine were a
big bore aircraft engine,
All of your engine control movements should be slow. The
overspeeding problem is not restricted to electric props. Go to your local
airport and watch and listen to aircraft such as Bonanzas take off. You will
quickly see the difference between the airplane drivers and the pilots. The
hydraulic governor also has a lag and what you will hear on takeoff is the
engine overspeeding due to too fast movement of the throttle. there is no reason
to advance the throttle quickly, even in an IFR missed approach.
In fact with engines with dynamic crank balancers (I know the rotaries
don't have that problem) fast movement of the throttle will cause the balancing
weights to bang against their stops leading to possible damage.
Nothing wrong with carrying a little power on final. All of the bigger
planes do it. With the prop in fine, you will be flying a steeper approach. You
will also be providing a small amount of power.
rich
In a message dated 11/14/2013 4:44:49 P.M. Central Standard Time,
bbradburry@bellsouth.net writes:
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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