I quite agree. PAT and APT still ringing in my ears after 25 years ( I hope
I got those right ).
Jerry@ban-bi.com
www.Ban-bi.com or www.avnet.co.uk/touchdown
----- Original Message -----
From: "STOUT, GARRY V, CSFF2" <garrys@att.com>
Subject: RE: was RE: Europa-List: G-OWWW first flight .now a debate
aboutThrottle/power levers.
<garrys@att.com>
>
> I have been flying my Europa CS prop for 4 years. Throttle equals
> power. When I want to climb I push the throttle forward. When I want
> to descend I pull the throttle lever backward. Power equals climb, lack
> of power equals decent. I remember the words of my primary flight
> instructor some 35 years ago........pitch for airspeed, power for
> altitude.
>
> Regards,
>
> Garry V. Stout
>
> Trigear N4220S
> E-Mail: garrys@att.com
>
>
> -----Original Message-----
> From: Mark Burton [mailto:markb@ordern.com]
> To: europa-list@matronics.com; ptag.dev@ukonline.co.uk
> Subject: Re: was RE: Europa-List: G-OWWW first flight .now a debate
> aboutThrottle/power levers.
>
>
> I hesitate to comment in the face of expert opinion, but...
>
> Irrespective of whether you have a CS prop or not, waggling the
> throttle does influence how much power the engine generates so
> Richard's statement appears reasonable. i.e. the throttle always acts
> as a power lever.
>
> The fact that the RPM doesn't change (much) for different power levels
> when using a CS prop is not really relevant.
>
> Cheers,
>
> Mark
>
> ---------
>
> From: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
> Subject: was RE: Europa-List: G-OWWW first flight .now a debate about
> Throttle/power levers.
> Date: Thu, 27 Feb 2003 13:40:13 -0000
>
> <ptag.dev@ukonline.co.uk>
> >
> > Hi! Richard.
> > I'm sorry but I disagree with your statement below that "the throttle
> is
> > always a power lever."
> > It is always the lever which regulates the intake of fuel and normally
> > associated with RPM. However if a Constant Speed Prop is restraining
> the RPM
> > to a fixed level then although the lever performs the same fuel
> control
> > function it is actually now controlling the POWER output of the engine
> > against the fixed RPM.
> > So Rotax or not you can be inflicting a call for an impossible(and
> therefore
> > damaging) power demand against the fixed constant RPM course pitched
> > propeller unless you have known manifold pressure parameters within
> which to
> > stay.
> > I will be very interested how you present your case and the outcome of
> the
> > argument you are destined to have.
> > Regards
> > Bob Harrison G-PTAG
> >
> > -----Original Message-----
> > From: owner-europa-list-server@matronics.com
> > [mailto:owner-europa-list-server@matronics.com]On Behalf Of Richard
> > Holder
> > To: europa-list@matronics.com
> > Subject: Europa-List: G-OWWW first flight.
> >
> >
> > > On the Manifold Pressure question, without one you will never know
> whether
> > > you are running the engine constantly overloaded or not, with the CS
> > > prop.your throttle becomes a power lever since the RPM control is
> done by
> > > the prop.
> >
> > Actually the throttle is ALWAYS a power lever, CS or no. What you
> mean, I
> > think, is that with CS the tacho is NOT a measure of power.
> >
> >
> >
> >
> >
>
>
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