constant speed prop

Come fly with me as I demonstrate the use of a constant speed prop in different flight phases with my Piper Arrow.

[@davidmeyer4192]

ive watched like 20 videos on constant speed props and finally I think something clicked for me, thank you

[@neurogod3013]

This video is golden! Not a lot of people can explain this better than you.

[@riccihodgson6134]

Brilliant video - I've been searching for days for an instructional video and this is gold! Many thanks!

[@ricklynch8620]

Fantastic video! No wasted 'fluff', just pure and clear instruction - thank you - great job!

[@kujoclips4962]

Thank you. I love the feedback. I am hoping to get some new videos going soon. My situation has changed in the last few years, so I have been unable to add content for a while. I am now in a flying club with several aircraft, so I am planning to do some comparison videos next. Stay tuned.

[@chuckp210]

this is the best video I've seen explaining the use of the constant speed prop. simple and to the point. Thanks for sharing your knowledge.

[@jdipierro]

Great video, thank you! Most videos about constant speed props just repeat the theory and leave me asking "Okay, but when do I use it, and in which order?". You answered that very clearly and the demonstration really helped!

[@aaronmunson3502]

I just wanted to thank you so much. I’ve been flying for many years and even have complex and multi engine endorsements. I have however always struggled with WHY I am doing what I am doing with the throttle and prop levers when flying a constant speed though, I have really shy’d away from them because I didn’t feel that I truly grasped them. I understood that throttle managed fuel and changed manifold pressure and prop adjusted the governor but couldn’t fully grasp why you do what at certain times besides the fact that my instructors have just said that’s how it’s done. After watching your video I really feel like I’ve grasped the true understanding and feel so much more better. I just really wanted to thank you. I’ve watched countless videos and read articles over several years and they all focused on more so what it does but didn’t touch on the same dynamics as you did. It was refreshing to have a different take on things. Thank you so much again!!!!

[@mattwikette6961]

Best short Video posted on Constant Speed Prop, very helpful for newbies. Thanks

[@hmleao]

You rock, my man. Been struggling to wrap my head around this. This helped a lot.

[@ryanrodgers1590]

This is exactly the information I've been looking for. Thank you!

[@rackum44]

Great video,and explanation of the mysterious blue handle.. I'm just a sim pilot but I love learning everything I can which is a lot lot more

[@huckinfillbilly3960]

Thx for skippin the labor and gettin to the baby 👍

[@AmericanGi370]

Best video so far showing how you would actually use it. Im transitioning from a warrior 3 to an arrow my next lesson and this was super helpful. Thanks

[@dtsviper]

Thank you for discussing changing everything AFTER you get to cruise and either need to change altitude or descend! Most detail videos just describe the initial setting after reaching cruise altitude and done! You completed the other scenarios for us and that is fantastic!

[@lucatav09]

Finally! This is without doubt the best video i've watched on constant speed prop. Really helpful, thank you so much

[@stevenhyde9850]

This is the best video I have seen regarding how to actually USE a constant speed prop in practice. All the "theory" in the world does not do for anyone (including newbies), what this video does. Thanks a lot. Will have to check you out in Cedar Rapids if ever in the area. Safe Flying.

[@RossLougheed]

I experienced the same, and always wanted to learn exactly this. Thank you very much!

[@danielkalny8853]

At last someone shows how to fly constant speed prop and not only how it works. Great thank you!

[@doctorwonderful]

The best video on the subject; short, simple, and very informative.

[@nicholasalatis3778]

This is a great, simple but clear, instructional video. I have complex time from a long time ago and wanted a refresher before I transition from my Cherokee 140 to my new (to me) Cherokee Lance. Thank you for this video.

[@compman0678]

Thank you !!! The best video i have ever seen which explains the constant speed prop in easy to understand terms

[@viacheslavronenko7278]

Finally a video with actually helpful info on how to use it. Thank you so much!

[@troyparker9726]

Awesome video! Thanks for sharing! Just flew over Cedar Rapids yesterday!

[@TDJ737]

Very clear video on how to deal with the prop lever. Thanks for the post!

[@Participant616]

Fantastic video. I've been looking for something like this that just gets to the point very clearly. Thank you

[@AeroRamer]

Great and straight up explanation with a keep it simple concept. The flat blade explanation and reasons when to use it was very educational.

[@TheWestwoodone]

Incredibly helpful video. Thank you for sharing!

[@keithhoward9238]

Thanks for the informative real-world video that will help me visualize the use of the Constant Speed Prop for my upcoming Commander 112a.

[@hoitevandervelden3584]

Perfect demonstration, straight forward no-nonsense, thanks

[@KaisTheFireWarrior]

I'm glad you didn't tell anyone to go "25 squared" the POH never mentions this yet its being taught for no apparent reason.

[@-cml-schoff4848]

Great video for a new pilot making the transition. Thank you!

[@brettlaichak9676]

Awesome vid. Just what I needed to know! Thanks!

[@michaelmonaco6513]

Thanks so much for a clear, easy to understand demo. I fly a fixed pitch 172, but want to advance to a complex airplane, and this has "demystified" the issue. More, please...

[@roddraym]

Wow, straight and to the point! Thank you.

[@julianzabala8287]

Amazing video, congratulations. It helped me a lot!

[@northernandyboy]

Much appreciated. Going to start my complex endorsement and this was a very useful start.

[@Video-tipsTv]

THANKS! REAL good and detailed video!

[@michelgardes]

Very good video. Thanks for posting.

[@chrisbarker5336]

Great vid, well explained 👍

[@gintoxin]

Very nice work. Very helpflull!

[@rfresh1011]

Excellent video...!!!

[@vetdetect]

Great video!

[@DOLRED]

Thanks much!! My checkout instructor pointed out to begin prop adjustment while still in climb out. After working with this, I would rather wait until I am safely at altitude. Reducing throttle on climb out is a little hairy to me. I just flew the Cardinal this week and for some weird reason the engine backfired once as I reduced the throttle doing this. Apparently, it did not agree with the process as I was told. So, from now on, I wait until I am 1000+ agl or more (As you show). For my short time hours, the incident this week was the first time an engine has backfired in flight on me. It rattles you for a second or 2. PS...not far away at MLI.

[@asmith8896]

good video well explained and not made out to be rocket science, which some pilots do..for obvious reasons. thanks for this video it needs to be here on youtube.

[@Joel07zx6r]

great video !

[@bananajoe3669]

Nice! In Germany we say: "Radau, von rechts nach links", means: "row, from the right to the left" and, "leiser, von links nach rechts", means: "lower noise, from the left to the right".

[@OmarCapellan]

Great video

[@cessnaflyboy42v]

Nice Job !!!

[@mr.whatever1188]

Great video thanks

[@PhilPendlebury]

Great video thank you :-)

[@av8tore71]

It must be a warm day cuz you're bouncing around they're pretty good

[@rh1204]

Great video, correct about not much out there explainng real world usage. Would love to see what is involved in the runup procedure for the csp, thanks

[@stealhty1]

Very confidence, well trim, letting the plane do the flying and not forcing it,,,Remember you remove the pitch when the RPM begin to decay on final approach

[@toonybrain]

As an aside, the perspective from which you film makes your hands look really small. LOL I enjoyed this video. Thank you. Practical instruction.

[@artdecoaviator200]

Great Video! Just a side note. The prop is only ever on the low pitch stop until sufficient airspeed allows the governor to control RPM. As soon as the RPM stops increasing on T/O roll the governor is doing its job. In a non feathering C/S (most S/E recips) the prop will default to a low pitch/high RPM config resulting in increased drag but the ability for easier restarts. With a loss of oil pressure the prop lever will be useless. Just an A&P/IA's two cents

[@milanaero]

Yes, you can hear it - usually when you are past half or 2/3s of the throttle, you hit 2700 rpm and then you just hear the RPM slowly oscillating around the redline as the governor reacts to the RPM trying to go over the redline until the throttle is balls to the wall where it finally finds its equilibrium :)

[@remythebully1811]

Greets video, thanks for sharing

[@msrt8]

nice video! Thanks

[@marcseal]

Thabnks a lot, very helpful.

[@goodisnipr]

Slower RPM = fewer explosions per minute = better gas mileage. But, mixture is also a key factor. LoP is good if done right. I don't have a plane to play with, but I have a 1980s McCulloch chainsaw that runs pretty dang good LoP.

[@8788luigi]

To increase power PT (physical training). prop first then throttle. To reduce power TP ( toilet paper) reduce throttle first then prop.

[@mikejw58]

8788luigi Why “toilet paper”. Is that because you’re dumping power as in “taking a dump” hence the need for toilet paper?

[@a.flowers8737]

Well done

[@ecorocdrone614]

interesting video, thanks

[@lrh411]

Good vid, all you really need to know for the basics.

[@alexwonner7469]

also enjoying the video. Will be nice if you could film the actual needles moving and insert them into your video. That will require a bit of editing but it will definitely be awesome for non initiate like me to understand fully how the things work in real time. Thank you anyway, it was really helpful

[@SgfGustafsson]

I use 25 squared for climb out from around 500' up until cruise.

[@shamu3838]

You the man. Get your CFII Thanks

[@kujoclips4962]

Haha, thanks for the vote of confidence! I need to get this IFR done in the next month before I worry about that :).

[@shamu3838]

@@kujoclips4962 working on mine too.

[@paulhorvat8750]

Great job , I finally got this, we should go fly some time ,I`m at KMRJ

[@TheNaxo1989]

do you lean the mixture by feeling the engine? same as with a constant pitch? (max rpm)

[@kujoclips4962]

You can yes. If you have an egt gauge, that is best. You can also use the fuel flow gauge to quickly go to your known fuel flow (a lot of manifold pressure gauges also have ff). I use all three depending on the situation. Thanks for the question.

[@JohnDoe-jt9oq]

Thank you

[@bapbiswas]

At last I get it thanks

[@pellman87]

Good video! How do you figure out the right mixture setting?

[@pellman87]

My bad, just noticed you did a video on it!

[@kujoclips4962]

Glad you found it! I was going to point you to it. Basically you can use EGT on an engine monitor if you have it, otherwise you can pull mixture until you feel deceleration and then slightly enrichen to smooth it out. If you have poor fuel distribution or are carbureted, you may have to run fairly rich.

[@frankleggio9012]

Thanks

[@MartinSage]

Wish i could see your dials so I could understand better. I understand the formula Tach + manifold pressure = power, setting. What ,if any, is your constant?

[@kujoclips4962]

If I understand your question correctly, I think you are looking for the power setting table from the POH. It won't let me paste a picture here in the comments, but you can search for the arrow II POH online. The power setting table shows manifold pressure settings for different RPM settings and resulting engine power. In the arrow, the Scimitar prop recommended RPM was 2300. Because of that, I usually cruised at 2300RPM and

[@azcharlie2009]

Ha! This is funny! I thought I recognized the tower controller's voice. I used to fly out of Cedar Rapids about 15 years ago. Kept my plane in the west t-hangers also. BTW, I fly a fixed prop Archer but got checked out in a complex aircraft when I was training many years back. I remember my instructor saying use 21 squared, which meant 21 inches manifold pressure with throttle, then 2100 RPM with the prop shortly after take off. Am I wrong there? Or is that just for cruise? The plane was an old Beechcraft retractable. Not a Bonanza.

[@kujoclips4962]

Sounds like a reasonable cruise power setting. I wouldn't climb out with that low of a RPM setting. Some people do pull it back to 25" 2500RPM for climb out, but I never found much logic in that. It takes longer to climb that way which means you have high load, poor cooling for longer period of time. In addition, pulling back on the throttle actually lowers the fuel flow which means you are running hotter. It all comes down to the POH. If the POH allows max continuous power, use it for climb or cruise climb. That is my $0.02 anyway.

[@dominicbarbagallo3158]

How did you get cockpit audio with your light speed headset

[@kujoclips4962]

I use an adapter like the one below with my Gopro. Basically it plugs into the USB in the GoPro and has a 1/4 in headset jack through that you plug into the rear seat intercom jack. It works quite well actually, but make sure it is fully inserted into the camera. It is a little tricky to get it connected well. www.marvgolden.com/mg-88s-gopro-hero5-8-recorder-adapter-for-g-a-headsets.html?gclid=Cj0KCQjwqfz6BRD8ARIsAIXQCf1LZVPut0_udd5Qdi82XLeqCSubQC5TBsZJnUT21w29VG_F6L8RrMcaAi2kEALw_wcB

[@readmore3634]

I like to do do my run-up and mixture adjustment slightly rich. But during take-off I really don't want to be pushing levers and flipping switches...just might hit the wrong one....One hand on throttle and one on the yoke till I get some altitude....then start dicking with stuff.

[@richregan8911]

Why wouldn't you want the prop to be set for an aggressive bite to move more air during takeoff ?

[@kujoclips4962]

Think of it as starting a car in 5th gear. An aggressive pitch loads the engine heavily. Trying to go full throttle with heavy pitch loading will limit how quickly the engine can get to full RPM and the net amount of air moving will not be as high as high RPM/low pitch. Maybe at high altitudes there are techniques involving low RPM prop settings, but I don't know. If you have limited runway or have a go around situation on landing, you will want to spin that prop up to full RPM quickly. Have you ever flown a fixed pitch prop (maybe a 172) with a cruise prop vs. climb prop? At takeoff, the thing is a dog, and max RPM is pretty low. Once you pitch up, the p-factor adds to the loading on the engine, and you really notice the effect of the aggressive pitch.

[@richregan8911]

Ok, that makes sense to me...thanks!

[@garyvanremortel5218]

I would and do, especially for high altitude takeoffs. You can feel the additional thrust. Otherwise in low pitch you are just beating the air and making noise.

[@MacGyverGTP]

Agree with the other commentors, well done on this video & subject! Instructors should send potential students to this video before a training flight. You make it look as easy as it should be.

[@TonyP9279]

So let's say you were to fly at 10,000 feet MSL, you will have probably about 19 inches at most with full throttle, right? So what would your RPM setting be?

[@kujoclips4962]

So you would have to look at your poh, but the combination of mp and rpm determine your power setting. My arrow poh says at 10000ft, you can set 18.3" and 2400rpm for 55% power. It doesn't list a power setting for 2300rpm or lower, but for the same mp, it would probably be around 50% power. With a turbo, it would be different.

[@PilotDiggerdavid]

GUMPS!

[@av8tore71]

In my Mooney right after takeoff and gear is up and I know that I'm establishing a climb I'll pull back the throttle and about 22.5-23.0 inches then I'll pull prop back for RPMs. I've never done it the way how you just did it in your airplane to get up right at about cruising altitude and pull everything back I would think that would be a lot more stressful on the engine I guess it's just the way how people are different when they're flying their airplanes

[@kujoclips4962]

At the end of the day, everyone does things a little differently. I also know a guy with a Bonanza who pulls back power just after take off to go easier on the engine. A few things to consider in this case. I have read that the mixture is extra rich when the throttle is full due to a boosting mechanism. If this is true, you have to make sure that by pulling back the throttle early, you aren't leaning more than expected. Another thing I consider is that as you climb, your power will reduce even with full throttle (unless you have a turbo). By 5000ft or so, you are already limited to ~75% power. Pulling the throttle early just means a longer climb with decreased airflow over the cylinders. I think it really comes down to monitoring temps and following the philosophy you buy into. I have heard several, but this is what I have adopted.

[@av8tore71]

KujoClips I know inside of an airplane carburetor there's a mechanism for I don't remember what it's called but if you give it Full Throttle it doesn't bog down the engine and get it more power and I'm on a police salary I can't afford anything with a turbo. But I would say you are correct it depends on how you're taught with the POH States which airplanes you're flying ETC ETC ETC!! Good point KUJO!!

[@av8tore71]

KujoClips it's called main metering system

[@readmore3634]

I like to do do my run-up and mixture adjustment slightly rich. But during take-off I really don't want to be pushing levers and flipping switches...just might hit the wrong one....One hand on throttle and one on the yoke till I get some altitude....then start dicking with stuff.

[@milanaero]

@@kujoclips4962 I also noticed that in some cases, only the RPM is pulled back after takeoff, eg. from 2 700 to 2 600 rpm in order to keep the engine rich ...

[@garyvanremortel5218]

I guess I'm the odd guy out. I often climb at less than square. In my RV-6A 180hp I keep throttle wide open (rich) and in the climb (and sometimes on the roll at high altitude airports) I dial prop back to get a bigger bite of air at 2500rpm. You can feel the additional thrust push you back in the seat. Only when established on the climb do I set throttle for 25inHg. YMMV.

[@aviatortrucker6285]

There is nothing more annoying in these instructional videos by having ATC blaring over the radio at a loud volume. . They should be doing these demonstrations VFR away from traffic and turning the radio down. Better yet, have someone listen over a headset. You lose every bit of the facts that you’re learning by listening to all the ATC and radio traffic over blaring what the pilot is saying and also disrupting the conversations. Not only that. Many times on this instructional video, the thought and concentration of a subject gets lost when the pilot was trying to concentrate on the radio. When I talk to my passengers, I don’t have a ATC blowing smoke over the speaker.

[@craigsutton4287]

You sound nervous, big man .