Prop to High RPM on downwind

On 21 Nov 2004 20:04:44 -0600, Andrew Sarangan
wrote:

Do you do a final gear check on final?
Yes
If so, then how much extra work
is it to push the prop to forward on final?
For my philosophy the final check, should be just that - only a check,
no work unless an error has occurred. Subtle I'm sure, but the less
"work" on short final the better IMO.

This will only become an
issue if you are performing a go-around *and* you forget to push the
prop forward. Even if you forget the prop on final, I don't see how you
can forget it again on a go-around. The go-around procedure calls for
everything forward, and you will catch it if the prop is out.
If in your mind you think you pushed it forward you'll probably
realize it isn't only after the throttle has been pushed full forward.
(I know not an absolute, but more likely than not for an average
person). If it does happen you'll be way "over square" and
potentially do alot of engine damage. Not withstanding the damage
potential, you could get alarmed by the condition, fixate on
rectifying it, and relax the pitch control. In heavier airplanes you
could get enough of a pitch up that it's hard for a person to recover.
I'm not being sexist, but I had this happen to a woman I was flying
with, lets just say it was a good learning experience for her. g
This was in a 172RG so heavy is a relative term.


Going prop forward after the governor has hit the limit is a good
practice. It makes less noise, and it demonstrates that you are smooth
at the controls.
Now i"m confused. It seems like we agree. I may not have been clear,
or may have missed something, but this is what I meant when I said to
go full forward after throttle reduction.

z