wrote:= >=20 > Greetings genlepeople of the rotary pursuasion, > =20 > For those of you using variable pitch (C/S) props, an operating question t= hat has been bugging me. Perhaps the collective wisdom of this group can set= my mind at rest. > =20 > In piston aircraft engines, the concept of running over squared MP vs RPM= has been heavily questioned to the extent that some suggest running at full= throttle all the time and controlling the power output via RPM (within reas= on). The thought is to, I believe, eliminate the induction restriction of th= e butterfly valve increasing the efficiency. > =20 > Now we have a rotor spinning, a gear box gearing and a propeller propellin= g. Does this concept hold true for the rotaries. What are people doing in te= rms of setting power after take off (full throttle max RPM). > =20 > My enquiring and rotating mind wants to know.=20 > =20 > (Unturbocharged Renesis with RD1-c Box) > =20 > Thanks > =20 > Rich --Apple-Mail-41425976-3F69-4384-A1CF-1284760FD8E5 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit

Rich,

I've been running a constant speed M/T on my. 3-rotor for years now. I typically adjust prop rpm for a max of 7k rpm for takeoff, WOT. Once a climb has been established I bring the rpm down to around 6k for the remainder of climb. For cruise, I leave throttle set to WOT, but set rpm via prop setting to give 5100 rpm. For sightseeing flights, I'll back off the throttle to give around 150 kts.

Mark

Sent from my iPad

On Jun 7, 2015, at 9:33 AM, ARGOLDMAN <flyrotary@lancaironline.net> wrote:

Greetings genlepeople of the rotary pursuasion,

For those of you using variable pitch (C/S) props, an operating question that has been bugging me. Perhaps the collective wisdom of this group can set my mind at rest.

In piston aircraft engines, the concept of running over squared MP vs RPM has been heavily questioned to the extent that some suggest running at full throttle all the time and controlling the power output via RPM (within reason). The thought is to, I believe, eliminate the induction restriction of the butterfly valve increasing the efficiency.

Now we have a rotor spinning, a gear box gearing and a propeller propelling. Does this concept hold true for the rotaries. What are people doing in terms of setting power after take off (full throttle max RPM).

My enquiring and rotating mind wants to know.

(Unturbocharged Renesis with RD1-c Box)

Thanks

Rich

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