At around this time, the pilot called another friend to discuss problems with power and rpm control. The friend did not understand why, with a constant-speed propeller, there would be a problem, but the pilot explained that the constant-speed controller was not yet installed on the engine. Instead, the electrically operated variable-pitch propeller was connected to a toggle switch on the instrument panel; it allowed the pilot to change the blade pitch, but at any given setting the propeller behaved
like a fixed-pitch. This was a potentially confusing situation, especially for a low-time pilot, because he might intuitively associate the coarse pitch setting used for high-speed cruise with high power, whereas for initial maximum-performance climb a fine pitch setting would be required. The pilot had, in fact, made a go-around at Taunton during which he could not achieve more than 1,900 rpm.