I'm having a bit of trouble piecing together information I read in the Jeppesen PPL, Rod Machado, Gleim and the Private Pilot ground school textbook.
I thought that the RPM set referred to amount of revolutions of the prop but perhaps it is that of the engine as well? It makes sense, the crankshaft is part of the engine and it turns the prop so, shouldn't the RPM of the prop match that of the engine?
If I set the Tach to 1900 during a decent - is that 1900 RPM for the engine and prop?
I think I may have gotten confused by the introduction of a constant speed prop. The tach controls the throttle, or the power supply.. and it displays the RPM right? while MP is the amount of pressure in the intake manifold?
I might be overcomplicating it.. but my understanding was that when using a constant speed prop the amount of MP reduces with a high RPM setting because there is less time for the cylinder to experience a charge.
Meaning, as the cylinder is going through it's cycle, the compression cycle is shorter because of the high RPM.
Am I way off here? Thanks for the help!
I thought that the RPM set referred to amount of revolutions of the prop but perhaps it is that of the engine as well? It makes sense, the crankshaft is part of the engine and it turns the prop so, shouldn't the RPM of the prop match that of the engine?
If I set the Tach to 1900 during a decent - is that 1900 RPM for the engine and prop?
I think I may have gotten confused by the introduction of a constant speed prop. The tach controls the throttle, or the power supply.. and it displays the RPM right? while MP is the amount of pressure in the intake manifold?
I might be overcomplicating it.. but my understanding was that when using a constant speed prop the amount of MP reduces with a high RPM setting because there is less time for the cylinder to experience a charge.
Meaning, as the cylinder is going through it's cycle, the compression cycle is shorter because of the high RPM.
Am I way off here? Thanks for the help!