Written with AI assistance and may contain mistakes. Verify against the official Transport Canada publications before relying on anything here.

Constant-speed propeller handling procedure

Wrong pitch lever and throttle order, any phase from start to landing, masks a fault or overstresses the engine.

Power change order (TP 1102):

Change	First	Then
Increase	Pitch forward	Throttle
Decrease	Throttle back	Pitch back

Pitch alone raises RPM and lowers MP: throttle must follow on an increase (TP 1102).
Reducing RPM first lets MP rise past engine limits (PHAK ch.7).

Start and run-up:

Start with pitch fully forward (full high RPM). Starting needs about 250 RPM. Coarser blade angle can strain or defeat starter and battery (TP 1102).
Exercise the propeller: two cycles minimum, high to low RPM, during warm-up and ground check. Confirms pitch-change mechanism works, circulates warm oil.

Settings by phase:

Phase	Throttle	Pitch
Take-off (non-turbocharged)	Full throttle	Fully forward
Climb (established)	Back to climb manifold pressure (MP) first	Then back to climb RPM
Cruise	To MP for desired speed first	Then back to matching RPM
Descent	Pull back continuously to hold MP	-
Landing	-	Full high RPM, in circuit, at latest after turning final

Climb: decrease-power order.
Holding full take-off power to cruise altitude (fixed-pitch-trainer habit) abuses the engine.
Climb: MP falls with altitude. Keep opening throttle to hold it until fully open.
Descending: MP tends to rise.
Landing: full power then instantly available for go-around with gear and flaps out.

Turbocharged:

Abrupt throttle movement, especially on cold engine, can overboost past engine limits. Make power changes smooth and progressive.

Trap: treating the climb transition like a power increase. It cuts power from take-off setting: throttle back FIRST, then pitch back.

PPL Tester