Emergency Procedures

I was checking out in a Civil Air Patrol 182T the other day and the
check airman pulled the power on me. No big deal, but then he
demonstrated how the glide improved when the propeller was pulled to
low RPM. No one had ever showed that to me before.

Question is:

In retrospect it seems obvious that there will be less resistance when
the prop is closer to a feathered position. Buy why don't I see this
as part of emergency checklists for airplanes with constant speed
props? What am I missing here?

It, does work, but most people don't know it or teach it. The improvement
in glide isn't great, however.

Rod

"rod" wrote:

It, does work, but most people don't know it or teach it. The improvement
in glide isn't great, however.

It's over 50 FPM less sink in my airplane.

That may not seem like much, but if you only need a few more feet to glide
over some trees, it will seem like a whole lot.

--
Dan
C172RG at BFM

Lots of planes include this. The Bonaza I used to teach in gave two
best glide speeds, one for prop forward, one for prop back. My Mooney
also recommends prop back.

Its interesting that he did this in the 182T though. In our wing we
require pilots to be 182 current (annual form 5) before checking out in
the 182T. The 182T checkride is just about the glass cockpit and
autopilot usage.

-Robert, CAP check pilot

Mitty wrote:
I was checking out in a Civil Air Patrol 182T the other day and the
check airman pulled the power on me. No big deal, but then he
demonstrated how the glide improved when the propeller was pulled to
low RPM. No one had ever showed that to me before.

Question is:

In retrospect it seems obvious that there will be less resistance when
the prop is closer to a feathered position. Buy why don't I see this
as part of emergency checklists for airplanes with constant speed
props? What am I missing here?

It was a conventional panel "T." The glass is next.

On 7/15/2006 3:27 PM, Robert M. Gary wrote the following:
Lots of planes include this. The Bonaza I used to teach in gave two
best glide speeds, one for prop forward, one for prop back. My Mooney
also recommends prop back.

Its interesting that he did this in the 182T though. In our wing we
require pilots to be 182 current (annual form 5) before checking out in
the 182T. The 182T checkride is just about the glass cockpit and
autopilot usage.

-Robert, CAP check pilot

Mitty wrote:
I was checking out in a Civil Air Patrol 182T the other day and the
check airman pulled the power on me. No big deal, but then he
demonstrated how the glide improved when the propeller was pulled to
low RPM. No one had ever showed that to me before.

Question is:

In retrospect it seems obvious that there will be less resistance when
the prop is closer to a feathered position. Buy why don't I see this
as part of emergency checklists for airplanes with constant speed
props? What am I missing here?

It's a technique I was taught during my commercial license training as
a way of adjusting drag when doing the "180-degree power-off precision
landing".

My guess is that it's not included in emergency checklists beacuse
once the engine stops, you loose oil pressure, and the propellor will
go to the fine-pitch position anyway on a single-engine plane.
It's not something you can rely on in an emergency.

Tim.

On Sat, 15 Jul 2006 14:06:18 -0500, Mitty wrote:

I was checking out in a Civil Air Patrol 182T the other day and the
check airman pulled the power on me. No big deal, but then he
demonstrated how the glide improved when the propeller was pulled to
low RPM. No one had ever showed that to me before.

Question is:

In retrospect it seems obvious that there will be less resistance when
the prop is closer to a feathered position. Buy why don't I see this
as part of emergency checklists for airplanes with constant speed
props? What am I missing here?

If the engine is turning, it has oil pressure.


To get maximum glide, a stopped prop has less drag, but most
instructors do not recommend slowing down enough to stop the
prop,on compression.


--
James H. Macklin
ATP,CFI,A&P

"Tim Auckland" wrote in message
...
| It's a technique I was taught during my commercial license
training as
| a way of adjusting drag when doing the "180-degree
power-off precision
| landing".
|
| My guess is that it's not included in emergency checklists
beacuse
| once the engine stops, you loose oil pressure, and the
propellor will
| go to the fine-pitch position anyway on a single-engine
plane.
| It's not something you can rely on in an emergency.
|
| Tim.
|
| On Sat, 15 Jul 2006 14:06:18 -0500, Mitty
wrote:
|
| I was checking out in a Civil Air Patrol 182T the other
day and the
| check airman pulled the power on me. No big deal, but
then he
| demonstrated how the glide improved when the propeller
was pulled to
| low RPM. No one had ever showed that to me before.
|
| Question is:
|
| In retrospect it seems obvious that there will be less
resistance when
| the prop is closer to a feathered position. Buy why
don't I see this
| as part of emergency checklists for airplanes with
constant speed
| props? What am I missing here?
|

"Jim Macklin" wrote:
If the engine is turning, it has oil pressure.

Only if it has oil.

Still, I teach pulling the prop all the way back. It may work, it may not,
but it sure can't hurt.

On 7/15/2006 6:28 PM, Roy Smith wrote the following:
"Jim Macklin" wrote:
If the engine is turning, it has oil pressure.

Only if it has oil.

Still, I teach pulling the prop all the way back. It may work, it may not,
but it sure can't hurt.

Makes sense to me.

That's true. Also, knowing that the prop and governor are
using engine oil, apply that if you have a zero engine oil
pressure indication, if the prop work-so is the engine oil
pump and there is some oil pressure and volume. Still, a
precautionary landing is advised, but don't panic and cause
more problems with a shutdown or off airport landing.

In a single-engine airplane, the prop will go to low pitch,
high rpm and operate as a fixed pitch if you do not have
pressurized oil from the governor and it won't be supplied
unless the engine oil pump is working. In a multiengine
airplane, the first indicator of a failure may be the
affected prop feathering.


If my aunt had been born with different plumbing, she'd have
been my uncle.


--
James H. Macklin
ATP,CFI,A&P

"Roy Smith" wrote in message
...
| "Jim Macklin"
wrote:
| If the engine is turning, it has oil pressure.
|
| Only if it has oil.
|
| Still, I teach pulling the prop all the way back. It may
work, it may not,
| but it sure can't hurt.