Hey guys! I wanted to let you know I just launched an "Insiders" Newsletter where once a week I'm sharing an important lesson I've learned in aviation, links to my latest content so you don't miss out, and links to any other interesting or helpful content I've found. I'm also working on a HUGE project I can't announce yet but I'm going to be sharing more behind the scenes info with Insiders first - Subscribe (it's free) at: airplaneacademy.com/insiders
Great video! The lightbulb moment came for me in the last minute of the video. Flying with prop control full forward is just like flying a fixed pitch trainer. Simplifies the thinking greatly. The prop lever just becomes an extra tool in your toolbox to get added efficiency out of your engine. The bicycle gears analogy was great too.
Decades ago I read an article by Bob Hoover. He suggested keeping full throttle on climb to altitude and backing off on the RPM within the limits of the POH. Manifold pressure automatically goes down an inch for each thousand feet of altitude gained so rather than reducing power after takeoff, then adjusting it back up as you climb, leave the throttle alone till leveling off at cruising altitude.
I think this is good general advice, but of course you’ll want to check your POH for their recommended settings. In a normally aspirated engine, you’ll find that you’ll always be undersquare at cruise altitude.
I can't express enough how much we appreciate the content you put out for us. You always explain things clearly where I am able to understand it perfectly. Thanks for everything that you do!🛩
Thank you for this video, I haven't started flying constant speed props yet, but the idea was so confusing. this laid it out so amazingly clearly and doesn't seem nearly as daunting now!
Quality content. Thanks for helping clarify. Transitioning from a piper warrior to Diamond DA40 & I was also intimidated by the constant speed propeller. This really helps!
Charlie, you are a very CLEAR teacher. I recently bought a Piper PA-28 235 with a constant speed prop and find operating it most confusing. I think your explanation will help me transition from my fixed pitch training. Thanks!
I'm a new pilot, trained in a 172 fixed pitch, and now just starting to fly with our new Vans RV10 with io540, and in my first flight this was pretty daunting and confusing even though I watched various videos including this one, but after my first flight and now watching this video again, I'm amazed at how simple you make it! Thanks a bunch for this amazing video, one of the best ones on the internet! You really helped me sort it all out! 5 stars! 👍👍👍👍👍
Great video. I went through complex training and never hear of under square or over square. That’s a really great way to put it. I’m going to start using these terms in my flight training. Thanks!
I have searched everywhere to find out what pilots were referring to when they talked about rpm and inches. THIS video is an absolute BOSS! Thank you! Can't wait to explore more of your content. I subscribed!!
Thank you so much for this! I'm an aspiring GA pilot, close to checkride. Definitely want to learn the constant speed prop but, like many others, I'm intimidated by it. Your explanation made a lot of sense and took a lot of the apprehension away. Great presentation!
Great video, thanks, Charlie. Nice rule of thumb (on STD arrangement Throttle-Prop-Mixture): Thrust increase: Right to Left, Thrust decrease: Left to Right. E.g Go around: Mixture RICH, Prop high RPM, Throttle forward. Power reduction for level off at top of climb: Adjust MAP, then RPM, then Mixture. (Some mentioned this for thrust increase but the reverse for reduction works also).
This assumes you're flying from the left seat LOL 1- thrust increase bring 9:32 it to you(as u adjust levers) right to left 2-thrust decrease move levers away from you, left to right, again assuming flying from left seat, avoid over boosting meaning having MP greater than rpm, I loved flying the Beech Sierra in complex training, steep turns with gear up!, but for engine out I practiced with gear up but on ckride I was asked to demo from slow flight with gear down, I had to redo the ckride but sucked up the gear on the reck as I had less drag to make base, then I dropped the gear, I passed but the old b-17 pilot examiner said "that's one way to do it" lol
I don't even fly but this was such a quality video. No bs, no clickbaits, jot even ask to like and subscribe 100x at end of video. Awesome content dude. Subscribed.
Most of this is great! However, oversquare operations are generally more efficient, and healthier for the engine than underquare. I agree it's best to work the knobs/levers left to right, but oversquare is not any more risky than the engine being shut down with 30"MP & 0RPM. Mike Busch has a plethora of good material on the benefits of oversquare operations. I fly a TR182 which is turbocha. As you said, I operate almost exclusively oversquare. As long as we don't operate outside of the parameters set in the POH / Engine manual, oversquare is a good thing, not a bad thing. It is possible that one could force an overspeed, but that won't occur until the prop has already reached its maximum blade angle and still has too much power to maintain the desired low RPM.
Mixture, props, throttle. That's the mantra on power advance. You learned in primary that the mixture needs to be rich enough before advancing throttle, so now the props need to be set high enough before advancing throttle. That's all you need to remember. Everything else, you just set the power according to the POH. I keep my RPM setting at the cruise setting until the pattern or until after final approach fix. If I'm too high or fast, keeping the throttle closed and advancing RPM is like throwing out an anchor. ;)
Hey Charlie, I've been really struggling to understand this portion of my ground school. I finally decided to see if there's a video on UA-cam that could explain it better and found your channel. Total game changer. Thank you for explaining this so clearly! I think I finally understand it now 🙂
I just subscribed to you and liked this video after watching hours of videos explaining aspects of flight and your video was not only the best and easiest to understand but you teaching abilities are incredible. You solved my question and my new go too if I don’t fully understand. Great work!
Excellent explanation! I'm doing my EASA ATPL exams at the moment and your video really helped me understand the basics of a constant speed prop. Thanks Charlie.
The bicycle analogy made my day, it is literally that. You have many combinations of gears and “effort” that you put on the pedals, and there is a perfect combination of them both for each phase of the flight. The selected gear would be the RPMs: low gear = high RPM and less effort to move the prop/bycicle, therefore you can put more effort (manifold pressure) without becoming too tired, whereas a high gear (lower RPM) offers more resistance, which means you can’t go as high on manifold pressure (you’ll become too tired), but it’s ideal to go faster on a flat surface (on cruise).
Thanks for making this topic so easily understandable. Lots of places on the web talk about how a constant-speed propeller works, but few give a simple explanation of how to use it. Now can you talk about why we still use two separate controls for this, instead of a unified control (which has been around since WW2)?
Hi, great lesson; terrific delivery and explanation. Your non-verbal communication is spot on. I say that as it's obvious you know the material, and you're passionate. Thank you for posting the video and sharing your knowledge.
First video of yours I've watched and I don't think you even, at least verbally, asked for a Like or Sub. You earned both here man. In msfs 2020 I've been hauling cargo with the SWS Kodiak 100 and have popped the engine twice - granted with many many flights logged already. I've been keeping the prop lever full forward until reaching cruise height. For descent I've been leaving it back for 2000 rpm until entering the pattern. The way I understand it now I need to mix the power and prop levers to achieve the POH recommended torque. I've yet to test this in the sim but that must be it. Doing that I should be able to achieve SWS's POH torque numbers that I thought, being a sim, were real world numbers but unachievable in the simulated 100. Doh! Their POH is, of course, not as comprehensive as the real one - I assume - but it does have reference charts for different altitudes, OAT, and total aircraft weight. Mainly I've ignored the POH charts because I didn't understand, thoroughly, the relation between those two levers. Secondarily, flying in VR as I do, reading PDFs by peeking out of the headset along my nose, is awkward and "immersion breaking," I'm buying Sim EFB, which is made for VR - but works for monitor flight too - and supports reading PDFs in VR. (Yeah!) Edit: I bought Sim EFB but, apparently, I was mistaken in thinking it supported displaying PDFs. Sigh. Now to look for another solution... For now I have msfs's Engine Stress Damage, or whatever it's labelled, disabled but once I get a handle on managing torque I'll re-enable it. So thanks for a short, concise yet thorough, explanation and for getting right to it in the first second of the video. I'm going to check out your website and, assuming there's paid instruction, might even buy some. If it's all ad supported... Great!
Thanks for your comment and glad you found the content helpful! Your VR sim immersion sounds really fun. One day I might get into that. Thanks for the sub!
Even though I did my training in a Decathlon with a CS prop, I found this video interesting. Pretty much what you said is how I was taught to use it. One thing worth mentioning though is at higher altitude and descending one needs to pay attention to manifold pressure as it can rise above RPM setting. Of course though it can be said that during a descent you should just pull back some power anyways as you can use the descent to maintain your airspeed.
As one who has flown only fixed props but plans to transition to constant speed not too far in the future, thank you! Every other video talks about how a prop governor works, and which knob affects which engine setting, but none talk about how the pilot should plan to adjust the prop with regard to the various flight phases. I was beginning to think that everyone just knew it instinctively, just did what their instructor taught them, or didn't know what they were doing. This clarified it pretty well.
Thanks so much, Eric. I'm so glad to hear this. As I got into making the video, I realized "wow there's more to explain here than I thought" and I was hoping that it would still make sense. Really glad it did. Trust me, none of us know it instinctively!
i have flown constant speed done the training in the classroom and have it on my licence but its been a few years since i flew one so im back refreshing on it and it always amazes me how easily the details and the second nature understanding dissapears if we dont keep doing something.
Really appreciate the simplifying explanation with full forward prop at lower power settings. I just started my Multi and was overcomplicating things thinking about prop setting for landing/slow flight and the way you explained it really helps it click.
Wow! Amazing explanation! I've heard so many explanations of how to fly a CSP, along with some tips on how to remember which lever to operate first (*) but yours is by far the best and easiest one! [*] - climb: "going to the SKY" - blue first (since the prop lever is usually blue) - descent: "going to the GROUND" - black first (i.e. manifold)
Excellent! Best video about constant speed propellers so far. I'm preparing to adapt a new plane and have seen many. Very clear and practical explanation to whom is transitioning. Thank you!!
This was a very insightful video, particularly the "lightbulb moment" part. Your video is the first time I've heard anything other than a passing mention of "over/under square." It's not mentioned in FAA-H-8083-3C - Airplane Flying Handbook, Chapter 12: Transition to Complex Airplanes, Controllable-Pitch Propellers. Based on the complex training and the POH, I figured out the T/O, landing, and pattern prop settings were all going to be "full in" i.e. shallow angle for the most low-speed "bite." It's not for speed, but it is tuned to provide the greatest thrust at full throttle when your aircraft is travelling in the Vx and Vy speed range. Usually, timing one's descent to arrive at the IAP on altitude and airspeed with a low or idle power setting from cruise altitude is best for energy management. However, if you need to descend faster, pushing the prop full in shallows the angle of the blade, and with the throttle at idle and higher descent velocities, near or in the yellow arc, your propeller acts like a brake. You must, however, pay attention to the RPM to ensure it doesn't windmill its way past your engine's RPM limits. Always adhere to your POH! If you don't need to waste energy to get down faster, keeping your prop at cruise settings, or even full out, will minimize friction during the descent when your engine is at idle.
Great explanation ! I remember how intimidated I was when making this transition. I had built it up in my mind, that it "seemed" like relearning engine management p. As explained here, it's not. Great video Charlie !
Very good information. I'm learning to fly a 182 in Flight Sim 2020 (40th anniv) and was struggling to know what power settings. I could fudge them a bit but,until watching this it was guess work on approach and a bit nerve-wracking. Thank you for putting this clip together.
Man your channel is one of my favorite if not THE favorite. Thank you for all the great information. I Hope to meet you shake your hand and fly with u one day.
Not there yet, but a nice clean explanation of constant speed props. I will sure get back to this video multiple times. Thx for sharing your gems of knowledge with us!
Thanks for the video! I have gone through several videos that could not explain properly what the blue lever does. You finally made some sense out of it.
You’re a fantastic teacher, and the video is so well put together. This really helped my understanding and I feel confident for my next rating. Definitely subscribing!
Great explanation. Thank you. I'm a pilot in the North Texas area. I've flown out of Addison a few times, but I'm up closer to Sherman these days. Would love to fly with you sometime.
I was fortunate enough to have the first portion of my flight training in a "complex" aircraft. Not knowing any difference, it just seems natural. As a student you're flying the checklist; no need to worry about what to do -- it's right there in black and white.
What my instructor told me many times regarding the "what should I reduce first?" problem (timestamp is 6:03 ) is simply "propeller is ahead of the engine" - reduce manifold pressure first, increase RPM first
Possible Future Topic: setting up an ifr flight plan using a basic Garmin gps? When i quit flying, gps was just becoming available in small GA aircraft. I made a few approaches using gps, for exposure to the concept, but i mainly practiced conventional navigation and approaches for my ifr ticket. I know that there are tons of vids on the aforementioned subject but you have a knack for not overcomplicating things. Thanks!.
Thanks for the recommendation! Thanks for the compliment, too... I try really hard to make it as digestible as I can. Sometimes I do better or worse than other times. But glad to hear it's resonating!
You know what's interesting? I've been doing this in DCS's simulation of the Spitfire Mk IX. If there's any difference at all, it's that prop RPM goes up to 3,000 not 2,600 RPM. And there's a supercharger for very high altitude. And, you know, 3000 horsepower instead of 300. But otherwise, the same. I've been kind of doing it wrong, so thank you for setting me straight!
I was looking to learn the basics of this to play with a 182 (or da40) in MS Flight sim before I eventually will learn to fly this in real life. This video was extremely helpful and well put together. Thanks!
You may have mentioned it, and I didn't hear it. We refer to two propulsion systems, a "fixed pitch propeller" and a "constant speed propeller". What I've yet to hear is how do you adjust the pitch on the propeller? Can you adjust it manually or is it done automatically by some algorithm between manifold pressure and engine RPM? BTW I'm reading your attached article now to see if the answer is in there.
Great explanation!!! It’s also worth noting that in a normally aspirated engine you’ll have to continue to increase the manifold as you’ climb because air density is falling. Much better explanation, than trying to figure out what speeder springs do.
Hey guys! I wanted to let you know I just launched an "Insiders" Newsletter where once a week I'm sharing an important lesson I've learned in aviation, links to my latest content so you don't miss out, and links to any other interesting or helpful content I've found. I'm also working on a HUGE project I can't announce yet but I'm going to be sharing more behind the scenes info with Insiders first - Subscribe (it's free) at: airplaneacademy.com/insiders
Great video! The lightbulb moment came for me in the last minute of the video. Flying with prop control full forward is just like flying a fixed pitch trainer. Simplifies the thinking greatly. The prop lever just becomes an extra tool in your toolbox to get added efficiency out of your engine. The bicycle gears analogy was great too.
Decades ago I read an article by Bob Hoover. He suggested keeping full throttle on climb to altitude and backing off on the RPM within the limits of the POH. Manifold pressure automatically goes down an inch for each thousand feet of altitude gained so rather than reducing power after takeoff, then adjusting it back up as you climb, leave the throttle alone till leveling off at cruising altitude.
I think this is good general advice, but of course you’ll want to check your POH for their recommended settings. In a normally aspirated engine, you’ll find that you’ll always be undersquare at cruise altitude.
I can't express enough how much we appreciate the content you put out for us. You always explain things clearly where I am able to understand it perfectly. Thanks for everything that you do!🛩
Ditto. It's like having a flight instructor for free!
S@@jbl7092
Thank you for this video, I haven't started flying constant speed props yet, but the idea was so confusing.
this laid it out so amazingly clearly and doesn't seem nearly as daunting now!
I wish that I was taught the constant speed prop as clearly as you just did… thanks !
Quality content. Thanks for helping clarify. Transitioning from a piper warrior to Diamond DA40 & I was also intimidated by the constant speed propeller. This really helps!
Charlie, you are a very CLEAR teacher. I recently bought a Piper PA-28 235 with a constant speed prop and find operating it most confusing. I think your explanation will help me transition from my fixed pitch training. Thanks!
Thanks Tim! Congrats on your purchase and I'm glad you found the video helpful. It'll get easier with practice, promise!
I'm a new pilot, trained in a 172 fixed pitch, and now just starting to fly with our new Vans RV10 with io540, and in my first flight this was pretty daunting and confusing even though I watched various videos including this one, but after my first flight and now watching this video again, I'm amazed at how simple you make it! Thanks a bunch for this amazing video, one of the best ones on the internet! You really helped me sort it all out! 5 stars! 👍👍👍👍👍
Great video. I went through complex training and never hear of under square or over square. That’s a really great way to put it. I’m going to start using these terms in my flight training. Thanks!
I have searched everywhere to find out what pilots were referring to when they talked about rpm and inches. THIS video is an absolute BOSS! Thank you! Can't wait to explore more of your content. I subscribed!!
Nice!! Glad you enjoy the channel and to have you as a subscriber!
Thank you so much for this! I'm an aspiring GA pilot, close to checkride. Definitely want to learn the constant speed prop but, like many others, I'm intimidated by it. Your explanation made a lot of sense and took a lot of the apprehension away. Great presentation!
THIS IS THE BEST QUALITY AVIATION CONTENT I'VE FOUND ON UA-cam!! AND I'M AN INSTRUMENT RATED PRIVATE PILOT. Thank you for this video!!
Thanks Bill! Really appreciate that and glad you've found it helpful!
Great video, thanks, Charlie.
Nice rule of thumb (on STD arrangement Throttle-Prop-Mixture):
Thrust increase: Right to Left,
Thrust decrease: Left to Right.
E.g Go around: Mixture RICH, Prop high RPM, Throttle forward.
Power reduction for level off at top of climb: Adjust MAP, then RPM, then Mixture.
(Some mentioned this for thrust increase but the reverse for reduction works also).
Like right to left or left to right, never over boost the engine, I will search for any other neumonic memory aids
This assumes you're flying from the left seat LOL 1- thrust increase bring 9:32 it to you(as u adjust levers) right to left 2-thrust decrease move levers away from you, left to right, again assuming flying from left seat, avoid over boosting meaning having MP greater than rpm, I loved flying the Beech Sierra in complex training, steep turns with gear up!, but for engine out I practiced with gear up but on ckride I was asked to demo from slow flight with gear down, I had to redo the ckride but sucked up the gear on the reck as I had less drag to make base, then I dropped the gear, I passed but the old b-17 pilot examiner said "that's one way to do it" lol
I don't even fly but this was such a quality video. No bs, no clickbaits, jot even ask to like and subscribe 100x at end of video. Awesome content dude. Subscribed.
Thanks so much! Really appreciate the feedback and glad to have you as a subscriber!
The best explanation of constant speed pro, I've heard. Thank you so much!! This video finally removed the mystery for me.
Most of this is great! However, oversquare operations are generally more efficient, and healthier for the engine than underquare. I agree it's best to work the knobs/levers left to right, but oversquare is not any more risky than the engine being shut down with 30"MP & 0RPM. Mike Busch has a plethora of good material on the benefits of oversquare operations.
I fly a TR182 which is turbocha. As you said, I operate almost exclusively oversquare. As long as we don't operate outside of the parameters set in the POH / Engine manual, oversquare is a good thing, not a bad thing. It is possible that one could force an overspeed, but that won't occur until the prop has already reached its maximum blade angle and still has too much power to maintain the desired low RPM.
Mixture, props, throttle. That's the mantra on power advance. You learned in primary that the mixture needs to be rich enough before advancing throttle, so now the props need to be set high enough before advancing throttle. That's all you need to remember. Everything else, you just set the power according to the POH.
I keep my RPM setting at the cruise setting until the pattern or until after final approach fix. If I'm too high or fast, keeping the throttle closed and advancing RPM is like throwing out an anchor. ;)
Hey Charlie, I've been really struggling to understand this portion of my ground school. I finally decided to see if there's a video on UA-cam that could explain it better and found your channel. Total game changer. Thank you for explaining this so clearly! I think I finally understand it now 🙂
Awesome! So glad to hear that. Glad it helped!
I just subscribed to you and liked this video after watching hours of videos explaining aspects of flight and your video was not only the best and easiest to understand but you teaching abilities are incredible. You solved my question and my new go too if I don’t fully understand. Great work!
Thanks so much - so glad it helped!
Excellent explanation! I'm doing my EASA ATPL exams at the moment and your video really helped me understand the basics of a constant speed prop. Thanks Charlie.
Awesome! Glad it helped
The bicycle analogy made my day, it is literally that. You have many combinations of gears and “effort” that you put on the pedals, and there is a perfect combination of them both for each phase of the flight.
The selected gear would be the RPMs: low gear = high RPM and less effort to move the prop/bycicle, therefore you can put more effort (manifold pressure) without becoming too tired, whereas a high gear (lower RPM) offers more resistance, which means you can’t go as high on manifold pressure (you’ll become too tired), but it’s ideal to go faster on a flat surface (on cruise).
Really great video. I like your teaching style, you really break it down. Thank you
This is a great explanation of how to fly with the constant speed propeller. Thanks.
As a newb I didn't really understand the constant speed/variable pitch prop idea. Thanks for explaining it so well.
Thanks for making this topic so easily understandable. Lots of places on the web talk about how a constant-speed propeller works, but few give a simple explanation of how to use it.
Now can you talk about why we still use two separate controls for this, instead of a unified control (which has been around since WW2)?
Thanks, I'm glad you found it helpful! Some newer aircraft do integrate it.... Cirrus, TBM, others.
Hi, great lesson; terrific delivery and explanation. Your non-verbal communication is spot on. I say that as it's obvious you know the material, and you're passionate.
Thank you for posting the video and sharing your knowledge.
First video of yours I've watched and I don't think you even, at least verbally, asked for a Like or Sub. You earned both here man.
In msfs 2020 I've been hauling cargo with the SWS Kodiak 100 and have popped the engine twice - granted with many many flights logged already. I've been keeping the prop lever full forward until reaching cruise height. For descent I've been leaving it back for 2000 rpm until entering the pattern.
The way I understand it now I need to mix the power and prop levers to achieve the POH recommended torque. I've yet to test this in the sim but that must be it. Doing that I should be able to achieve SWS's POH torque numbers that I thought, being a sim, were real world numbers but unachievable in the simulated 100. Doh! Their POH is, of course, not as comprehensive as the real one - I assume - but it does have reference charts for different altitudes, OAT, and total aircraft weight.
Mainly I've ignored the POH charts because I didn't understand, thoroughly, the relation between those two levers. Secondarily, flying in VR as I do, reading PDFs by peeking out of the headset along my nose, is awkward and "immersion breaking," I'm buying Sim EFB, which is made for VR - but works for monitor flight too - and supports reading PDFs in VR. (Yeah!) Edit: I bought Sim EFB but, apparently, I was mistaken in thinking it supported displaying PDFs. Sigh. Now to look for another solution...
For now I have msfs's Engine Stress Damage, or whatever it's labelled, disabled but once I get a handle on managing torque I'll re-enable it.
So thanks for a short, concise yet thorough, explanation and for getting right to it in the first second of the video. I'm going to check out your website and, assuming there's paid instruction, might even buy some. If it's all ad supported... Great!
Thanks for your comment and glad you found the content helpful! Your VR sim immersion sounds really fun. One day I might get into that. Thanks for the sub!
Even though I did my training in a Decathlon with a CS prop, I found this video interesting. Pretty much what you said is how I was taught to use it. One thing worth mentioning though is at higher altitude and descending one needs to pay attention to manifold pressure as it can rise above RPM setting. Of course though it can be said that during a descent you should just pull back some power anyways as you can use the descent to maintain your airspeed.
I'm working on my complex endorsement right now. This video makes things more understandable. Thanks for posting this.
As one who has flown only fixed props but plans to transition to constant speed not too far in the future, thank you! Every other video talks about how a prop governor works, and which knob affects which engine setting, but none talk about how the pilot should plan to adjust the prop with regard to the various flight phases. I was beginning to think that everyone just knew it instinctively, just did what their instructor taught them, or didn't know what they were doing. This clarified it pretty well.
Thanks so much, Eric. I'm so glad to hear this. As I got into making the video, I realized "wow there's more to explain here than I thought" and I was hoping that it would still make sense. Really glad it did. Trust me, none of us know it instinctively!
i have flown constant speed done the training in the classroom and have it on my licence but its been a few years since i flew one so im back refreshing on it and it always amazes me how easily the details and the second nature understanding dissapears if we dont keep doing something.
Really appreciate the simplifying explanation with full forward prop at lower power settings. I just started my Multi and was overcomplicating things thinking about prop setting for landing/slow flight and the way you explained it really helps it click.
This video is right on time. I had my first complex lesson today in a Arrow, and I was like huh most of the time. Love the content.
Awesome! Hope it helps in some small way! It can be a little intimidating at first and then eventually it will be second nature. So hang in there!
Wow! Amazing explanation!
I've heard so many explanations of how to fly a CSP, along with some tips on how to remember which lever to operate first (*) but yours is by far the best and easiest one!
[*]
- climb: "going to the SKY" - blue first (since the prop lever is usually blue)
- descent: "going to the GROUND" - black first (i.e. manifold)
Wow! Thanks so much! This means a lot!
This is the first of your videos I’m watching but so far I really like your energy and how you explain things! Thank you
Thanks so much! Welcome to the channel!
Excellent! Best video about constant speed propellers so far. I'm preparing to adapt a new plane and have seen many. Very clear and practical explanation to whom is transitioning. Thank you!!
Awesome, thanks so much! Glad it was helpful!
This was a very insightful video, particularly the "lightbulb moment" part. Your video is the first time I've heard anything other than a passing mention of "over/under square." It's not mentioned in FAA-H-8083-3C - Airplane Flying Handbook, Chapter 12: Transition to Complex Airplanes, Controllable-Pitch Propellers. Based on the complex training and the POH, I figured out the T/O, landing, and pattern prop settings were all going to be "full in" i.e. shallow angle for the most low-speed "bite." It's not for speed, but it is tuned to provide the greatest thrust at full throttle when your aircraft is travelling in the Vx and Vy speed range. Usually, timing one's descent to arrive at the IAP on altitude and airspeed with a low or idle power setting from cruise altitude is best for energy management. However, if you need to descend faster, pushing the prop full in shallows the angle of the blade, and with the throttle at idle and higher descent velocities, near or in the yellow arc, your propeller acts like a brake. You must, however, pay attention to the RPM to ensure it doesn't windmill its way past your engine's RPM limits. Always adhere to your POH! If you don't need to waste energy to get down faster, keeping your prop at cruise settings, or even full out, will minimize friction during the descent when your engine is at idle.
Well said, Justin. Thanks!
Great explanation ! I remember how intimidated I was when making this transition. I had built it up in my mind, that it "seemed" like relearning engine management p. As explained here, it's not. Great video Charlie !
Thanks so much!
Great video; as a commercial student, this topic has never been intuitive to me. About the best explanation and video I’ve seen. Thx again
Thank you! I'm glad it was helpful to you. Thanks for letting me know.
Thank you. Great explanation of the constant speed prop.
Mate, this has just explained CSU to me in such an easy way. THANK YOU for this video!!
Awesome! Glad it was helpful!
Here to say I really loved this video. Very clear, concise, easy to understand. Good pace and just all around tops! Thanks brother!
Thanks so much!
That was super helpful! The descent/landing settings confused me until I saw this. Really appreciate the simplicity here.
Very good information. I'm learning to fly a 182 in Flight Sim 2020 (40th anniv) and was struggling to know what power settings. I could fudge them a bit but,until watching this it was guess work on approach and a bit nerve-wracking. Thank you for putting this clip together.
Brilliant. Thanks for your simplified explanations. The bikes were helpful.
Man your channel is one of my favorite if not THE favorite. Thank you for all the great information. I Hope to meet you shake your hand and fly with u one day.
Thanks Marius - I'm glad you've found the channel helpful! I'm sure we'll meet at some point.
Smart, well spoken, no bull video.
What a nice surprise compared to most YT crap.
Thanks.
Thank you!!
Thank you so much for explaining a complex procidure in such a simple way .
This video is the most helpful one i've watched on how the csu works and how to fly it. Thanks!
Thanks so much! Glad it was helpful.
I wish I could watch this video back in 2008 when I was training for my commercial... 👏👏👏 Great job!
Thank you! Never flown a constant speed prop because I figured it would be so complicated. This video helps so much!!!
Not there yet, but a nice clean explanation of constant speed props. I will sure get back to this video multiple times. Thx for sharing your gems of knowledge with us!
Best explanation I have found on UA-cam! It is 100% clear now, thank you!
Wow!! Thanks so much for saying so. Glad it was helpful!!
The best video for this topic, went over everything in detail and explained it well. Thank you
Thanks so much! Appreciate the feedback.
You explained this so perfectly thank you 🙏
Well-constructed, easy to understand and insightful. Value-added.
Thanks for the video! I have gone through several videos that could not explain properly what the blue lever does. You finally made some sense out of it.
Thanks! So glad to hear that.
The bike gear analogy was perfect! Thanks for the videol
Nailed it! I've always wondered how best to use a CSP. Thanks for the awesome explanation!
The best video you've ever made...Congratulations!!!
Wow!! Thanks so much! Really appreciate your kind words!
You’re a fantastic teacher, and the video is so well put together. This really helped my understanding and I feel confident for my next rating. Definitely subscribing!
Thanks Taylor! So glad it was helpful.
This is the best, straight to the point explination dude. Great content
Thanks so much! Really appreicate it!
this is the absolute best explanation I've seen about this
Thanks so much! Really appreciate it and glad this was helpful for you!
Yep you've done the best job I've heard, great vid reviewing more than once!!!
As someone who went from a multi speed bike to a fixed gear for commuting about a week ago, I really appreciated that little analogy lol
i just started in a 182 (put on my big boy pants) and this helped simplify. Thanks.
Great explanation. Thank you. I'm a pilot in the North Texas area. I've flown out of Addison a few times, but I'm up closer to Sherman these days. Would love to fly with you sometime.
This is the best explanation I’ve had for learning constant speed props! Thank you! Eric
Thanks so much! Really appreciate it and glad it was helpful!
Just learning to fly, and I'm learning on a CSP. SO thankful for your explanation here. Well done, especially for an old codger like me.
Best explanation I have seen. Thanks Mark
Thank you, this was the best explanation I ever got.
I was fortunate enough to have the first portion of my flight training in a "complex" aircraft. Not knowing any difference, it just seems natural. As a student you're flying the checklist; no need to worry about what to do -- it's right there in black and white.
Great video! I don’t think there’s a video as good as this one about constant speed props on UA-cam
Wow! Thanks so much. Really appreciate that.
The best constant prop video out there. Thank you very much.
Wow! Really appreciate that.
To date, this is the best vid I've seen on the topic
Awesome, thanks so much for saying so!
What my instructor told me many times regarding the "what should I reduce first?" problem (timestamp is 6:03 ) is simply "propeller is ahead of the engine" - reduce manifold pressure first, increase RPM first
I don't get it. First the blue one or the black one? (By setting it in cruise mode after climbing)
Possible Future Topic: setting up an ifr flight plan using a basic Garmin gps?
When i quit flying, gps was just becoming available in small GA aircraft. I made a few approaches using gps, for exposure to the concept, but i mainly practiced conventional navigation and approaches for my ifr ticket.
I know that there are tons of vids on the aforementioned subject but you have a knack for not overcomplicating things.
Thanks!.
Thanks for the recommendation! Thanks for the compliment, too... I try really hard to make it as digestible as I can. Sometimes I do better or worse than other times. But glad to hear it's resonating!
Amazing addicted focused hardworking ! You are more than genius! 😎🤗
I give you mad props for putting out this great video
Thank you! Glad you enjoyed!
Nice presentation. I can tell that took a lot of work.
Rule og thumb: RPM should always be at or ahead of Manifold pressure ,Great clip Charlie G
On a Beaver you fly at 28” 1800 RPM.
You know what's interesting?
I've been doing this in DCS's simulation of the Spitfire Mk IX. If there's any difference at all, it's that prop RPM goes up to 3,000 not 2,600 RPM. And there's a supercharger for very high altitude. And, you know, 3000 horsepower instead of 300. But otherwise, the same.
I've been kind of doing it wrong, so thank you for setting me straight!
You are very talented to explain quite difficult issues very easy. Congrats and thank you!
I was looking to learn the basics of this to play with a 182 (or da40) in MS Flight sim before I eventually will learn to fly this in real life. This video was extremely helpful and well put together. Thanks!
Really good explanation and nicely edited. Thanks.
Thanks so much for the feedback! Glad you enjoyed.
@@AirplaneAcademy …and Happy Christmas!
You may have mentioned it, and I didn't hear it. We refer to two propulsion systems, a "fixed pitch propeller" and a "constant speed propeller". What I've yet to hear is how do you adjust the pitch on the propeller? Can you adjust it manually or is it done automatically by some algorithm between manifold pressure and engine RPM? BTW I'm reading your attached article now to see if the answer is in there.
Very good explanation, congrats!!
Another example is a turbo 206. 39 inches hg for take off at 2500 rpm. 30 inches hg for cruise at 2400 to 2100 rpm.
Great explanation!!! It’s also worth noting that in a normally aspirated engine you’ll have to continue to increase the manifold as you’ climb because air density is falling. Much better explanation, than trying to figure out what speeder springs do.
Great simple explanation. Thanks!
Very gooooooooodddd!!!! Excelent video
Great Explanation, Thank You.
Another great video!
Excellent video. Great work!
Thanks so much!
ThNk you so much you really made it clear how this work a and I’m a long time pilot A&P. Thanks again.
Thanks ! I understand constant speed props now...
It all makes sense now, great video!
That was excellent!!! Thanks for uploading quality content.
Thanks so much! Glad you enjoyed the video!
Great great video. I'm only a sim pilot but I love knowing everything and this definitely taught me something
Cool! Thanks!