Beginner - Want to ask why the Cirrus 20 G6 throttle is not linear operation, which is too difficult for a beginner to operate
Perhaps elaborate on why you think it’s not linear?
Welcome to COPA Peony. The alternative to the single power lever would be two levers, one for prop RPM and a throttle. I am not sure that’s easier for beginners, on a go around it’s often forgotten to go full prop RPM. That’s not possible in a Cirrus.
There are downsides, but I would argue not for beginners, rather for experienced pilots who want to control throttle and prop separately.
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May be referring to the prop linkage.
I am guessing he means the detent in the power lever that operates the prop cable?
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Peony, welcome to COPA.
The Cirrus throttle lever is uniquely designed to control both the throttle cable and the propeller governor cable with one lever.
When you advance the throttle lever, there is a point where the induction throttle cable reaches maximum wide open throttle position (WOT). Continuing to push forward beyond that, the lever is only controlling the propeller, and you will not see the manifold pressure change any further.
Your flight instructor will be able to explain further, but we’d like to encourage you to become a member of COPA which will open a wealth of knowledge and training opportunities for you.
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I think the answer is that the “throttle” actually is both a throttle and a prop control combined into one lever. The non-linear operation is probably considered easier for beginners than having two separate controls (throttle & prop), which is what most other planes with controllable pitch aka constant speed prop have.
In addition, with the two separate controls, a beginner could accidentally stress the engine by, for example, running high power with low prop RPM - this is essentially impossible to do with the single lever Cirrus power lever.
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throttle is linear, propeller control is not. Same lever, 2 functions. Study the systems you are trying to operate.
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While I really like the Cirrus solution that would be my smallest concern. You always have your hand across ALL levers (black and red, or black, blue and red). If you have learned to fly like that you will never forget it.
Unless you started in a Cirrus and much later went to an old airplane like I did and forgot the prop lever.
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Dealing with the sensation of a surge after advancing the throttle halfway can be tricky—it’s the prop changing angles at that point. What I recommend is taking your time when advancing the throttle, especially if you have access to a long runway. Try a gradual advancement over 5-8 seconds. This will help you get accustomed to the change, recognize when the surge occurs, and adjust by slowing down your push forward during that transition. It will also help you get a better feel for when to apply more rudder.
Speaking from experience—over 1,000+ hours in a Cirrus—you just get used to it over time. If you think a 20’s is tricky try a 22. Lots more power to manage. Personally, I count to five in my head as I smoothly advance the throttle: “1, 2, 3, 4, 5.” During this process, I cross-check everything: airspeed is alive, all indicators are in the green, and there’s nothing out of the ordinary. I’ve also found that smooth throttle transitions help maintain the health of the engine, prop governor, and other components—though that’s just my opinion.
To build confidence, I suggest practicing takeoffs on runways 4,000 feet or longer. Use this time to focus on advancing the throttle slowly and identifying the moment when the prop angle begins to change. At that point, ease off the throttle advancement slightly and be ready to apply more right rudder. Once you’re familiar with this process, everything will feel much smoother.
Last, make sure someone is teaching you how to pull the throttle back to cruise power correctly. I have flown with at least 30+ Cirrus pilots and over half of the don’t do it right at all. It’s very easy to do if you do it correctly. I have even seen CSIP’s do it wrong. Feel free to reach out to me if you want some advance on this as well.
The great thing about this forum and community is we are all here for each other and we have all been were you are at right now. Things only get better from here and read up on everything you want to know about these airplanes on this forum.
You got this…
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I’m a student pilot, training in SR22. What’s the “correct” way to pull the throttle back to cruise?
Pull it back till you get to the lowest MP while still staying at 2,500 RPM’s then push it back up to bring the MP where you want it. If you go too far down you will drop below 2,500 and now you are out of wide open throttle. Push it back to the top and start over. You will learn the plane soon enough. If it’s a g5 or g6 than just pull it back to the MP you want and stay at 2,500 rpm’s. Super easy.
The important details are all about how to lean the engine properly using the mixture control. Are you training with a CSIP?
Aware of how to lean properly. The original poster stated that he sees many pilots who don’t know the proper way to pull throttle to cruise. He’s referring to proper leaning technique?? What’s the connection to proper leaning? Confused…
I was just taking your post as a beginner assuming that by “set the throttle” you meant “setting power” in general which of course means a combination of throttle and mixture.
What technique are you using for leaning?
I’ve been taught to use the bar graph in the mfd. What I was seeking clarification on: The previous poster said that he’d seen many pilots, even CSIPs, who (sic): did not know the proper way to pull power to cruise. If he was referring to leaning, then I misunderstood.
I think I have a good handle on leaning…
Thanks for your reply!