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m˙e the mass flow rate or mass per unit time at the nozzle exit of
a propulsion device,
m˙0 the mass flow rate or mass per unit time at the nozzle
entrance or free stream region of the propulsion device,
V e the velocity at the nozzle exit ,
V 0 the velocity at the free stream region ,
p e the pressure at nozzle exit ,
p 0 the free stream pressure ,
A e the nozzle exit area ,
Major Propeller Components
Blade Geometry
Blade Terminology
Pitch, or Blade Angle
Angle of Attack
FIXED PITCH PROPELLERS
• Disadvantages
• A fixed pitch propeller receives its relative airflow
from a direction governed by the aircraft’s true
airspeed (TAS) in the direction of flight and its
own RPM in the plane of rotation. The operating
angle of attack will be the angle between the
relative airflow and the chord line of the propeller
blade. This chord line will be set at an angle to the
plane of rotation; the “blade angle” or propeller
“pitch angle”.
Propeller Efficiency
• The checks to be carried out are much the same. There will, of course,
be detail differences in basic RPM settings etc., but the object will be
the same. To ensure rapid response to RPM control lever signals.
• It is necessary, once the lubricating oil in the main engine has warmed
sufficiently, to exercise the pitch change mechanism. This will
evacuate the cold, sluggish oil from the pitch change cylinder and
purge it from the CSU and oil passages.
• As with the Seneca, once the oil has warmed, there will be an engine
test procedure which will involve causing the pitch change piston to
traverse from the fine-pitch stop to the feathering stop more than once.
With a double acting propeller, there is not only double the amount of
actuating oil in circulation, but also an extra system to check.
• The correct functioning of the feathering pump may have to be
ascertained, along with the functioning of the pressure operated cut-out
switch.
DIESEL ENGINES
• The diesel engine generally runs at a lower RPM and higher
torque than a conventional engine.
• The good torque outputs translate into greater static-thrust values
allowing the Aircraft greater take-off performance levels.
• These features also allow the use of Constant Speed Propellers
with typically more blades than a conventional gasoline powered
unit..
• Gearboxes may be used to ‘step-down’ the engines output RPM to
match engine/propeller performances. Propeller-control in the
modern diesel is co-ordinated with the fuel delivery by means of a
‘single-lever’ concept similar in principle to the Turbo-Prop.
• Fuel scheduling, propeller pitch, torque-monitoring and other
parameters are controlled electronically by the FADEC unit.
PROPELLER PITCH DURING A TYPICAL FLIGHT
• On the ground, an airplane with free-turbine engines is
usually parked with the propellers feathered. For single-
shaft engines, the propellers are typically in flat pitch.
• Prior to the startup of single-shaft engines, the propeller
blades are set to the blade angle that produces minimum
torque. Typically, this will be at a pitch close to 0 degrees.
This is also near the blade angle that produces minimum
thrust for a non-moving airplane.
• For free-turbine engines, the engine is started with the
propeller in feather. After the engine has warmed up, the
propeller is unfeathered to the ground-idle blade position.
Typically, this is near flat pitch.
• When the power lever is increased, the blade angle
increases along a prescribed path known as the beta
schedule, and thrust is produced so that the airplane can
taxi. For taxi, the power lever needs only to be a few
degrees above the angle for ground idle.
PROPELLER PITCH DURING A TYPICAL FLIGHT
• For a non-rolling takeoff, the power is increased, which
increases the blade pitch along the beta schedule until the
propeller begins to govern. This occurs with the airplane braked
until takeoff power and RPM are reached. Blade angle is
typically about 25 degrees.
• When the brakes are released, the airplane rolls down the
runway. To maintain constant power and RPM, the propeller
pitch will increase as airspeed increases.
• When a reduction in the RPM is commanded after initial climb,
the propeller blade angle will increase to allow governing at the
selected RPM. The propeller pitch continues to increase with
increasing airspeed, and also increases whenever a command to
reduce RPM is made. The propeller reaches its maximum angle
at cruise airspeed, power and altitude. This angle is typically
about 40 to 45 degrees, depending on the operating conditions
and selected governing speed.
PROPELLER PITCH DURING A TYPICAL FLIGHT
• When the airplane descends, power is reduced and the blade pitch decreases to
maintain RPM. The pitch will decrease as the airspeed is reduced to maintain a
constant RPM.
• During approach, a propeller RPM of 100% is selected. This will decrease the
blade pitch. During final approach, the airspeed and power are low, and the
propeller RPM may fall below the selected governing speed. This occurs because
the blade angle is limited to a minimum inflight angle to protect against high drag
at very low airspeeds and power. This angle limitation is commonly referred to as
the low-pitch stop. The low-pitch stop is the lowest blade angle that the propeller
can achieve in-flight. This angle is set by the airplane manufacturer, and is
dependent on the specific installation.
• After touchdown, the power lever is pulled back to below flight idle. The
propeller transitions to operation on the prescribed beta schedule. The actual blade
angle is typically a function of power lever position and engine operating
conditions; the angle may be as high as full reverse pitch with the power lever at
full reverse.
• As the airplane slows, the blade pitch is controlled by the power lever, which is
typically positioned near ground idle. After taxi, the engine is shutdown with the
propeller in flat pitch for a single-shaft engine, and feathered for a free turbine
engine.
QUESTIONS – PROPELLERS
1. The blade angle of a propeller is the
angle between:
a. The root chord and the tip chord of the
propeller.
b. The chord and the airflow relative to the
propeller.
c. The chord of the propeller and the longitudinal
axis of the aircraft.
d. The propeller chord and the plane of rotation of
the propeller
2. The blade angle:
a. At the tip.
b. At about 75% of the length.
c. At the mid point.
d. At the root.
27. The Beta range of a propeller is from:
a. Low rpm.
b. Decreasing rpm.
c. High torque.
d. Low torque.
29. What happens to the pitch of a variable pitch
propeller in order to maintain constant rpm when
(i) IAS is increased and (ii) Power is increased?
(i) (ii)
a. increases decreases
b. decreases increases
c. increases increases
d. decreases decreases
30. Propellers may have an ‘avoid’ range of rpm:
a. “OFF”.
b. “ON”.
c. “BOOSTER”.
d. “BOTH”.
4. Immediately an engine has started up, what
is the first instrument reading to be checked?
a. Oil pressure.
b. Battery volts.
c. Gyro erection.
d. Vacuum.
5. What would be the likely effect of
prolonged running with a weak mixture?
a. Overheating.
b. Failure to come up to correct running
temperature.
c. Carburettor icing.
d. High oil pressure
6. Should over-priming cause a fire to start in
the engine’s carburettor during starting,
what is the best immediate action?
a. Evacuate the aircraft and make a “flash” call to the
airport fire services.
b. Shut down the engine. The fire will extinguish
itself.
c. Keep the engine turning on the starter motor and
select “idle cut-off”. The fire should be drawn
through the engine.
d. Select weak mixture on the mixture control and
rapidly increase RPM.
7. When is the “Reference RPM” of an engine
established?