That is not a true statement at all.I reduce my RV-6A's prop rpm to slow down on descents, until I'm slow enough to lower my flaps (this was recommended to me by a real RV pilot).After I have slowed down and have my flaps lowered, I crank the prop rpms back up.

If Flight produces the "braking effect", then so much the better. As a general rule, I've never used a sim, that produces the effect as well as the actual plane. I still don't have the Flight.RV6. In the actual 6, I was able to descend down a mountain canyon (had to stay under Class B airspace) at 2000 fpm, and not gain airspeed. It wouldn't be possible with a fixed pitch. And having a C/S prop, along with the lighter weight and climbing ability of the RV6, I was also able to climb back up that canyon area, without a bunch of circling, as required in a Cessna 172. Note: It's not a blind canyon with no recourse. Just turn 180 degrees and the valley floor is all open at 5000' below. KSLC area.L.Adamson

Note: This a very brief summary on how to handle a constant speed propeller, don't shoot at me if it is not exactly what should be done in a RW aircraft.

hope this will help

Amedee

No shooting.. I promise.. :) .. just some clarifications to help keep all the little mis-conceptions at bay..The, high-gear / low-gear.. gearshift, analogy does not apply. Consider that an automobile in any gear, will operate across a wide RPM range. As you increase/decrease throttle for a geared car, RPMs go up/down, along with the vehicle speed.. Whereas a C/S-prop keeps the engine/prop at a set RPM, and as throttle-setting or airspeed change, it adjusts blade-pitch (AoA) to stay AT a set RPM. You can go from a takeoff roll, climb to altitude, and enter a top-speed cruise; never ever touching the prop-control.Try picturing a C/S-prop as an infinately variable transmission that is always in "D"; designed to allow the engine under power, to stay at a selected RPM at all times. It can/will go through the entire blade-pitch range, without any prop-RPM adjustment.Examine an airspeed increase at level cruise; where prop-rpm is at 2600, and MP is at 22" (I know this is not a typical setting,, this is just an illustration).. As you increase power (MP) to 25", the aiplane accelerates, but RPMS stay at 2600.A simple explanation, is that when you open the throttle, the engine "wants" to increase its RPM; and actually does, for a brief period.. this RPM increase results in a higher hydraulic pressure at the blade-pitch mechanism, which forces the blade AoA higher (not pitch, as AoA is prop-speed dependent, just like wing AoA is not an just the angle, but the airspeed ), which "holds" the RPMS as set (carefully designed differential between oil pressure and mechanism position, varied by the prop-control "valve"), translating the increased MP into increased airpseed via increased thrust, without having to increase RPMs. A geared car, in a similar scenario, would see RPMs and vehicle speed BOTH increase.The best analogy I've been taught, is to think of the C/S-prop as a pilot during takeoff. Prop-RPM is airspeed, and prop Vy is what has been set by the prop-control. Just like a pilot constantly adjusts wing AoA to maintain HIS Vy.. the C/S-prop adjusts ITS AoA to maintain its Vy (RPM as set by the prop-control).@LAdamson.."Takeoff with prop knob full forward. Engine revs to 2700 rpm, as set by the prop governor."The governor doesn't set 2700.. you set 2700 when you push the knob all the way forward. That 2700 is maintained in the same way any other RPM setting is maintained.. via prop-AoA. Prop(engine) RPM stay at 2700 throughout the takeoff roll because of a constantly-changing blade-AoA, not a mechanical governing device. I know this sounds nit-picky, so forgive me if I misundestood you. One of the key mis-conceptios around C/S-props, is that there's an RPM governor, when the the highest RPM setting, is just that. A setting at the top end of the (ground adjustable) RPM range.As I mentioned before.. if your airfram/engine/prop combo is getting max-thrust at 2650RPM, you might wanna re-adjust the governor so that a prop-control all the way forward, sets a (constantly adjusting) blade-AoA at 2650RPM. Why would you ever want to run the combo at an RPM higher than where max-thrust is generated ?

What a fantastic thread. I can't get my head wrapped around some of it, but there is termendous knowledge here. I have read every word and am really impressed with you guys.Kind regards,

@LAdamson.."Takeoff with prop knob full forward. Engine revs to 2700 rpm, as set by the prop governor."The governor doesn't set 2700.. you set 2700 when you push the knob all the way forward. That 2700 is maintained in the same way any other RPM setting is maintained.. via prop-AoA. Prop(engine) RPM stay at 2700 throughout the takeoff roll because of a constantly-changing blade-AoA, not a mechanical governing device. I know this sounds nit-picky, so forgive me if I misundestood you. One of the key mis-conceptios around C/S-props, is that there's an RPM governor, when the the highest RPM setting, is just that. A setting at the top end of the (ground adjustable) RPM range.As I mentioned before.. if your airfram/engine/prop combo is getting max-thrust at 2650RPM, you might wanna re-adjust the governor so that a prop-control all the way forward, sets a (constantly adjusting) blade-AoA at 2650RPM. Why would you ever want to run the combo at an RPM higher than where max-thrust is generated ?

In my case, my reference to the prop governor setting at 2700 rpms is exactly that. Being an experimental class kitbuilt airplane, I installed the governor, and set the limit at 2700 rpms. Doesn't mean the prop is at full fine pitch..........to maintain those 2700 rpms. And that's the advantage of a constant speed. A fixed pitch prop would have to have to be pitched at a fine setting for maximum takeoff thrust, but would most likely go over the 2700 maximum recommended rpm during cruise at full throttle. BTW-- A friend of mine who owns a small Reno class racer, spoke with another racer owner at our EAA meeting last evening. For those guys, the mid 3000's to 4000+ rpms are common. Just doesn't work well for engine longevity.As to 2650 & 2700 rpm, it just works out, that full rpm is best for takeoff performance, and being slightly under is best for top speed. It's the same for quite a number of aircraft.L.Adamson

"As to 2650 & 2700 rpm, it just works out, that full rpm is best for takeoff performance, and being slightly under is best for top speed. It's the same for quite a number of aircraft."Yeah.. there are many factors.. specific propeller designs (or flaws, or even wear/tear).. the aerodynamics of the airframe.. density altitude AT altitude.. and even engine wear that can "move" the power curve a bit. And of course the difference twixt 2650 and 2700 is not only minimal, but already at your disposal, on the ground or in the air by simply not pushing the control all the way forward .. :) .. I was just illustrating C/S propeler theory.

Wow! Great bunch of people here with a lot of Flight knowledge and experience! Many thanks and safe flying.Jasps. I've read that Flight automatically manages air/fuel mixture but since I have a Saitek quadrant with 1 remaining axis open, I may assign that to mixture.

Wow! Great bunch of people here with a lot of Flight knowledge and experience! Many thanks and safe flying.Jasps. I've read that Flight automatically manages air/fuel mixture but since I have a Saitek quadrant with 1 remaining axis open, I may assign that to mixture.

Flight manages mixture for you, if you have that option enabled in the game settings. Disable if you want to manage mixture yourself.I am lazy, I leave that option enabled.

like other people said, think of the prop RPM adjustment to save gas/wear or add torque for climbing. I'm sure its a different term then torque, but when the prop is at MAX RPM it has the most torque to pull you up. Then when your cruising, you reduce the RPM to save gas and wear on the mechanisms, but which also reduces the available power.