I don't think so. Pulling the prop control out tells the governor to increase pitch to limit the RPM to a specific number, and it takes power to spin up to that RPM. Try pulling your prop control all the way out at idle sometime. Try it at 1200 RPM. See if it does anything. The governor has its limits.
And high pitch is what you'd want to reduce the drag on the windmilling prop. Next best thing to feathering. My point is that the governor's range usually doesn't extend down to windmilling RPMs
Using the aerial view in google maps to get scale, the street appears to be 30-32 feet wide. Assuming 32' and adding another 4' for the distance from the curbs to the poles, you would get EXACTLY the wingspan. I suspect that the 32' and 4' assumptions are both generous.
I have tried it with the throttle set to idle power. The difference is quite noticeable.
Works fine on mine and every other one I’ve tried. If there’s still oil pressure it’ll assure the prop stays “as feathered” as the design allows, assuming it isn’t already there, as you say.
If it’s already against the high pitch stops it won’t change anything, but at higher airspeeds it won’t be. And pulling it will lower RPM and pitch them mi toe, depending on how fast it’s windmilling.
If the power loss includes stopping the engine driven oil pump, the spring is going to pull it flat anyway. But windmilling, might as well pull it out and make sure any oil pressure still available is fighting the spring and trying to hold it on the high pitch stops.
It’s one of those “Doesn’t hurt, but may not help.” things. Depends on airspeed.
Kinda like moving the handle in a twin that has auto-feathering. It already feathered but you don’t want it going back. Of course even without auto-feather if you lose oil pressure in those, they’re going the other direction.
Not very hard for twin drivers to remember either. Ha. If it’s dead, pull the blue handle out. Works in either type, just may already be there in a slow flying single or may be impossible to move it if all the oil already went overboard.
Not in my neck of the woods. Most high-wing Cessnas are 36' wingpan, plus or minus a few inches. The two-lanes around here are 24' from white line to white line, and may not even have shoulders. Rural roads are narrower, 20' or even less.
Now I need to go find that feature. I have several measurements that I would like to make with that.
I would not assume that he meant to make the displaced threshold. The pavement that starts at the perimeter fence would have been plenty good enough, and was most likely his intended touchdown spot. Displaced thresholds mean absolutely nothing in an emergency.
I wish my C150 could actually slip a darn. Woe the little ineffective rudder of a docile trainer. But I do have the 40 degree barn door flaps and with those I can point the nose *almost* straight down and lose a lot of altitude without getting out of the white arc no matter how hard I try. Get the wheels on the pavement in an emergency, I don't care if I am a little fast and crash through the fence on the other end. It worked on my emergency landing at Danbury. High and fast into the short runway, but just pulled full flaps and pointed it down, landed a bit long but with 3400' and only needing 500' to actually stop, who cares. I was not going to try to do a pattern with a fuel issue.
I guess most of the time I am slipping with flaps already in and it doesn’t seems to make much difference at the slow airspeed with the tail blanketed by the flaps.
That is true, but unavoidable when flying into a Class D airport that is below Class C airspace for the adjacent airport.