For any single revolution of the propeller, the amount of air handled depends on blade angle, which determines how big a "bite" of air the propeller takes; thus blade angle is an excellent means of adjusting the load on the propeller to control the engine RPM. Increasing propeller blade angle increases the angle of attack and produces more lift and drag; this action increases the horsepower required to turn the propeller at a given RPM. Since the engine is still producing the same horsepower, the engine and propeller slow down. If the blade angle is decreased, the propeller speeds up. Thus, engine RPM can be controlled by increasing or decreasing the blade angle. Low pitch is associated with a small blade angle and is most efficient in slow flight, while high pitch is associated with a large blade angle and is the most efficient angle of attack in fast flight.

If RPM remains constant and MAP is increased, power will be increased; also, if MAP is held constant and RPM is increased, power will be increased. However, setting a high manifold pressure with a low RPM can lead to high cylinder pressures and possibly detonation. To avoid high MP and low RPM when increasing power, first increase RPM with the propeller control, then increase MP to the desired value. When reducing power, reduce MP first. Remember "Prop Up, Throttle Down.”

Propellers make much more noise than engine exhaust. Noise can be reduced by decreasing propeller RPM, decreasing engine power, and increasing distance to the noise sensitive area. If the propeller is vibrating, reduce RPM. If the problem worsens, the bolts attaching it to the propeller shaft could be loosening. Shut down the engine and execute a forced landing.

For takeoff, to develop maximum power and thrust, you should use a small angle of attack (low-pitch) and high RPM on a controllable-pitch (constant-speed) propeller, then a higher-pitch lower RPM setting for cruise.

To establish climb power after takeoff in an airplane equipped with a constant-speed propeller, you should first decrease manifold pressure and then decrease RPM. When the propeller control is moved to reduce RPM, the propeller blade angle increases. A high blade angle increases, not reduces, propeller drag, and allows less, not more, engine power.

Constant speed propellers have manufacturer recommended TBO's (Time Between Overhaul) just like aircraft engines. A typical TBO might be 1500 hours or 5 years, whichever comes first.