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1. 06:46 AM - Re: and off we go (Richard Trickel)
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| Subject: | Re: and off we go |
The engineer types are starting to confuse me so I will just -go flying.
My head hurts but I love it
Rich
--- On Tue, 3/15/11, BlueSkyFlier <bleuskyfly@teledynamix.com> wrote:
From: BlueSkyFlier <bleuskyfly@teledynamix.com>
Subject: KIS-List: Re: KIS TR-1 Propeller
Just before I close the cupboard door ...
>From postings earlier in this thread it appears that some may be under the
impression that opening up the throttle when using less than top RPM will
give immediate access to power. That is a dangerous notion not to be trifle
d with.
Please be aware that once your RPM has dropped - there is no guarantee that
you will be able to regain RPM (i.e. power). Propeller loading and remaini
ng available power alone will determine if rpm will increase again or not.
-
For example, in the above diagram for 55 degree turn at 3500 feet the full
throttle power at 3000 feet (for 125 hp engine) is shown as the lowermost d
iagonal rising line between 70 and 132 knots on the chart. Once the RPM has
dropped below 2000 and the speed below 100 kt the load on the propeller wi
ll not allow it to speed up again even if you push the throttle to the wall
- unless you can sacrifice altitude to reduce the load on the propeller.
The true (hidden) meaning of the 'full throttle' power curve lies therein t
hat - despite full throttle - you can not access all the power your engine
can produce at that altitude unless your propeller loading is such that it
allows rpm to increase. And if you increase the prop load by trying to make
the plane go higher you lose even more power. You all know the scenario ..
.
That is why it is best to avoid these areas where the 'full throttle' power
dips below the power required to sustain level flight.
Fair winds ...
- Alfred
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