Aircraft

Propellers 

General Information

 Type of

Propellers 

Control and Operations

 

 

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 General Information      Thrust is the force that move the aircraft through the air.Thrust is generated by the propulsion system of the aircraft. There are different types of propulsion systems develop thrust in different ways, although it usually generated through some application of Newton's Third Law. Propeller is one of the propulsion system. The purpose of the propeller is to move the aircraft through the air. The propeller consist of two or more blades connected together by a hub. The hub serves to attach the blades to the engine shaft. .

 

      The blades are made in the shape of an airfoil like wing of an aircraft. When the engine rotates the propeller blades, the blades produce lift. This lift is called thrustand moves the aircraft forward. most aircraft have propellers that pull the aircraft through the air. These are called tractor propellers. Some aircraft have propellers that push the aircraft. These are called pusher propellers.

 

 Description

     Leading Edge of the airfoil is the cutting edge that slices into the air. As the leading edge cuts the air, air flows over the blade face and the cambe side.

 

 

 

 

 

 

 

      Blade Face is the surface of the propeller blade that corresponds to the lower surface of an airfoil or flat side, we called Blade Face.

 

      Blade Back / Thrust Face is the curved surface of the airfoil.

 

      Blade Shank (Root) is the section of the blade nearest the hub.

     Blade Tip is the outer end of the blade fartest from the hub.

     Plane of Rotation is an imaginary plane perpendicular to the shaft. It is the plane that contains the circle in which the blades rotate.

 

 

   

      Blade Angle is formed between the face of an element and the plane of rotation. The blade angle throughout the length of the blade is not the same. The reason for placing the blade element sections at different angles is because the various sections of the blade travel at different speed. Each element must be designed as part of the blade to operate at its own best angle of attack to create thrust when revolving at its best design speed

 

      Blade Element are the airfoil sections joined side by side to form the blade airfoil. These elements are placed at different angles in rotation of the plane of rotation.

      The reason for placing the blade element sections at different angles is

because the various sections of the blade travel at different speeds. The inner part of the blade section travels slower than the outer part near the tip of the blade. If all the elements along a blade is at the same blade angle, the relative wind will not strike the elements at the same angle of attack. This is because of the different in velocity of the blade element due to distance from the center of rotation.      The blade has a small twist (due to different angle in each section) in it for a very important reason. When the propeller is spinning round, each section of the blade travel at different speed, The twist in the peopeller blade means that each section advance forward at the same rate so stopping the propeller from bending.      Thrust is produced by the propeller attached to the engine driveshaft. While the propeller is rotating in flight, each section of the blade has a motion that combines the forward motion of the aircraft with circular movement of the propeller. The slower the speed, the steeper the angle of attack must be to generate lift. Therefore, the shape of the propeller's airfoil (cross section) must chang from the center to the tips. The changing shape of the airfoil (cross section) across the blade results in the twisting shape of the propeller.

 

      Relative Wind is the air that strikes and pass over the airfoil as the airfoil is driven through the air.

     Angle of Attack is the angle between the chord of the element and the relative wind. The best efficiency of the propeller is obtained at an angle of attack around 2 to 4 degrees.

     Blade Path is the path of the direction of the blade element moves.

 

      Pitch refers to the distance a spiral threaded object moves forward in one revolution. As a wood screw moves forward when turned in wood, same with the propeller move forward when turn in the air.

     Geometric Pitch is the theoritical distance a propeller would advance in one revolution.

 

      Effective Pitch is the actual distance a propeller advances in one revolution in the air. The effective pitch is always shorter than geometric pitch due to the air is a fluid and always slip.

 Forces and stresses acting on a propeller in flight

The forces acting on a propeller in flight are :     1. Thrust is the air force on the propeller which is parallel to the directionof advance and induce bending stress in the propeller.     2. Centrifugal force is caused by rotation of the propeller and tends to throw the blade out from the center.     3. Torsion or Twisting forces in the blade itself, caused by the resultant of air forces which tend to twist the blades toward a lower blade angle.

 

 The stress acting on a propeller in flight are :     1. Bending stresses are induced by the trust forces. These stresses tend to bend the blade forward as the airplane is moved through the air by the propeller.     2. Tensile stresses are caused by centrifugal force.     3. Torsion stresses are produced in rotating propeller blades by two twisting moments. one of these stresses is caused by the air reaction on the blades and is called the aerodynamic twisting moment. The another stress is caused by centrifugal force and is called the centrifugal twisting moment.

  

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Aircraft Propellers

 General Information 

Type of Propellers 

Control and Operations

 

  

  

 

 

TYPE OF AIRCRAFT PROPELLERS Type of propellers       In designing propellers, the maximum performance of the airplane for all condition of operation from takeoff, climb, cruising, and high speed. The propellers may be classified under eight general types as follows:

      1. Fixed pitch: The propeller is made in one piece. Only one pitch setting is possible and is usually two blades propeller and is often made of wood or metal.       Wooden Propellers : Wooden propellers were used almost exclusively on personal and business aircraft prior to World War II .A wood propeller is not cut from a solid block but is built up of a number of seperate layers of carefully selected .any types of wood have been used in making propellers, but the most satisfactory are yellow birch, sugar mable, black cherry, and black walnut. The use of lamination of wood will reduce the tendency for propeller to warp. For standard one-piece wood propellers, from five to nine seperate wood laminations about 3/4 in. thick are used.

      Metal Propellers : During 1940 , solid steel propellers were made for military use. Modern propellers are fabricated from high-strength , heat-treated,aluminum alloy by forging a single bar of aluminum alloy to the required shape. Metal propellers is now extensively used in the construction of propellers for all type of aircraft. The general appearance of the metal propeller is similar to the wood propeller, except that the sections are generally thinner.

      2. Ground adjustable pitch: The pitch setting can be adjusted only with tools on the ground before the engine is running.

 

 

 

 

 

This type of propellers usually has a split hub. The blade angle is specified by the aircraft specifications. The adjustable - pitch feature permits compensation for the location of the flying field at various altitudes and also for variations in the characteristics of airplanes using the same engine. Setting the blade angles by loosened the clamps and the blade is rotated to the desired angle and then tighten the clamps.

 

       3. Two-position : A propeller which can have its pitch changed from one position to one other angle by the pilot while in flight.

      4. Controllable pitch: The pilot can change the pitch of the propeller in flight or while operating the engine by mean of a pitch changing mechanism that may be operated by hydraulically.

      5. Constant speed : The constant speed propeller utilizes a hydraulically or electrically operated pitch changing mechanism which is controlled by governor. The setting of the governor is adjusted by the pilot with the rpm lever in the cockpit. During operation, the constant speed propeller will automatically changs its blade angle to maintain a constant engine speed. If engine power is increase, the blade angle is increased to make the propeller absorb the additional power while the rpm remain constant. At the other position, if the engine power is decreased, the blade angle will decrease to make the blades take less bite of air to keep engine rpm remain constant. The pilot select the engine speed required for any particular type of operation.

      6. Full Feathering : A constant speed propeller which has the ability to turn edge to the wind and thereby eliminate drag and windmilling in the event of engine failure. The term Feathering refers to the operation of rotating the blades of the propeller to the wind position for the purpose of stopping the rotation of the propeller to reduce drag. Therefore , a Feathered blade is in an approximate in-line-of-flight position , streamlined with the line of flight (turned the blades to a very high pitch). Feathering is necessary when the engine fails or when it is desirable to shutoff an engine in flight.

 

       7. Reversing : A constant speed propeller which has the ability to assume a negative blade angle and produce a reversing thrust. When propellers are reversed, their blades are rotated below their positive angle , that is, through flat pitch, until a negative blade angle is obtained in order to produce a thrust acting in the opposite direction to the forward thrust . Reverse propeller thrust is used where a large aircraft is landed, in reducing the length of landing run.

      8. Beta Control : A propeller which allows the manual repositioning of the propeller blade angle beyond the normal low pitch stop. Used most often in taxiing, where thrust is manually controlled by adjusting blade angle with the power lever.

  

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Control and Operation   (page 1)

 Propeller Control         basic requirement: For flight operation, an engine is demanded to deliver power within a relatively narrow band of operating rotation speeds. During flight, the speed-sensitive governor of the propeller automatically controls the blade angle as required to maintain a constant r.p.m. of the engine.           Three factors tend to vary the r.p.m. of the engine during operation. These factors are power, airspeed, and air density. If the r.p.m. is to maintain constant, the blade angle must vary directly with power, directly with airspeed, and inversely with air density. The speed-sensitive governor provides the means by which the propeller can adjust itself automatically to varying power and flight conditions while converting the power to thrust.

       Fundamental Forces : Three fundamental forces are used to control blade angle . These forces are:           1. Centrifugal twisting moment, centrifugal force acting on a rotating blade which tends at all times to move the blade into low pitch.           2. Oil at engine pressure on the outboard piston side, which supplements the

centrifugal twisting moment toward low pitch.           3. Propeller Governor oil on the inboard piston side, which balances the first two forces and move the blades toward high pitch            Counterweight assembly (this is only for counterweight propeller) which attached to the blades , the centrifugal forces of the counterweight will move the blades tohigh pitch setting

       Constant Speed, Counterweight Propellers The Counterweight type propeller may be used to operate either as a controllable or constant speed propeller. The hydraulic counterweight propeller consists of a hub assembly, blade assembly, cylinder assembly, and counterweight assembly.            The counterweight assembly on the propeller is attached to the blades and moves with them. The centrifugal forces obtained from rotating counterweights move the blades to high angle setting. The centrifugal force of the counterweight assembly is depended on the rotational speed of the propellers r.p.m. The propeller blades have a definite range of angular motion by an adjusting for high and low angle on the counterweight brackets.      Controllable : the operator will select either low blade angle or high blade angle by two-way valve which permits engine oil to flow into or drain from the propeller.

      Constant Speed : If an engine driven governor is used, the propeller will operate as a constant speed. The propeller and engine speed will be maintained constant at any r.p.m. setting within the operating range of the propeller.

 

      Governor Operation (Constant speed with counterweight ) the Governor supplies and controls the flow of oil to and from the propeller. The engine driven governor receives oil from the engine lubricating system and boost its pressure to that required to operate the pitch-changing mechanism. It consists essentially of :      1. A gear pump to increase the pressure of the engine oil to the pressure required for propeller operation.      2. A relief valve system which regulates the operating pressure in the governor.       3. A pilot valve actuated by flyweights which control the flow of oil through the governor      4. The speeder spring provides a mean by which the initial load on the pilot valve can be changed through the rack and pulley arrangement which controlled by pilot.      The governor maintains the required balance between all three control forces by metering to, or drain from, the inboard side of the propeller piston to maintain the propeller blade angle for constant speed operation.      The governor operates by means of flyweights which control the position of a pilot valve. When the propeller r.p.m. is below that for which the governor is set through the speeder spring by pilot , the governor flyweight move inward due to less centrifugal force act on flyweight than compression of speeder spring. If the propeller r.p.m. is higher than setting , the flyweight will move outward due to flyweight has more centrifugal force than compression of speeder spring . During the flyweight moving inward or outward , the pilot valve will move and directs engine oil pressure to the propeller cylinder through the engine propeller shaft.

 

 Principles of Operation (Constant Speed with Counterweight Propellers)       The changes in the blades angle of a typical constant speed with counterweight propellers are accomplished by the action of two forces, one is hydraulic and the other is mechanical.      1. The cylinder is moved by oil flowing into it and opposed by centrifugal force of counterweight. This action moves the counterweight and the blades to rotate toward the low angle positon.

      2. When the oil allowed to drain from the cylinder , the centrifugal force of counterweights take effect and the blades are turned toward the high angle position.      3. The constant speed control of the propeller is an engine driven governor of the flyweight type.

 Continue on Propeller Control and Operation Page 2

 

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Control and Operation   (page 2)

 Governor Operation Condition On-Speed Condition      The on-speed condition exists when the propeller operation speed are constant . In this condition, the force of the flyweight (5) at the governor just balances the speeder spring (3) force on the pilot valve (10) and shutoff completely the line (13) connecting to the propeller , thus preventing the flow of oil to or from the propeller.

 

  

 The pressure oil from the pump is relieved through the relief valve (6). Because the propeller counterweight (15) force toward high pitch is balanced by the oil force from cylinder (14) is prevented from moving, and the propeller does not chang pitch

Under-Speed Condition      The under-speed condition is the result of change in engine r.p.m. or propeller r.p.m.which the r.p.m. is tend to lower than setting or governor control movement toward a high r.p.m. Since the force of the flyweight (5) is less than the speeder spring (3) force , the pilot valve (10) is forced down. Oil from the booster pump flows through the line (13) to the propeller. This forces the cylinder (14) move outward , and the blades (16) turn to lower pitch, less power is required to turn the propeller which inturn increase the engine r.p.m. As the speed is increased, the flyweight force is increased also and becomes equal to the speeder spring force. The pilot valve is move up, and the governor resumes its on-speed condition which keep the engine r.p.m. constant.

 

 Over-Speed Condition      The over-speed condition which occurs when the aircraft altitude change or engine power is increased or engine r.p.m. is tend to increase and the governor control is moved towards a lower r.p.m. In this condition, the force of the flyweight (5) overcomes the speeder spring (3) force and raise the pilot valve (10) open the propeller line (13) to drain the oil from the cylinder (14). The counterweight (15) force in the propeller to turn the blades towards a higher pitch. With a higher pitch, more power is required to turn the propeller which inturn slow down the engine r.p.m. As the speed is reduced, the flyweight force is reduced also and becomes equal to the speeder spring force. The pilot valve is lowered, and the governor resumes its on-speed condition which keep the engine r.p.m. constant.

 

Propeller aerodynamics

The airplane propeller consists of two or more blades and a central hub to which the blades are attached.

Each blade of an airplane propeller is essentially a rotating wing. As a result of their construction, the propeller blades are like airfoils and produce forces that create the thrust to pull, or push, the airplane through the air.

The power needed to rotate the propeller blades is furnished by the engine. The engine rotates the airfoils of the blades through the air at high speeds, and the propeller transforms the rotary power of the engine into forward thrust.

An airplane moving through the air creates a drag force opposing its forward motion. Consequently, if an airplane is to fly, there must be a force applied to it that is equal to the drag, but acting forward. This force is called “thrust.”

Figure 1: Airfoil sections of propeller blade.

A cross section of a typical propeller blade is shown in figure 1. This section or blade element is an airfoil comparable to a cross section of an airplane wing. One surface of the blade is cambered or curved, similar to the upper surface of an airplane wing, while the other surface is flat like the bottom surface of a wing. The chord line is an imaginary line drawn through the blade from its leading edge to its trailing edge. As in a wing, the leading

edge is the thick edge of the blade that meets the air as the propeller rotates.

Figure 2: Propeller blade angle.

Blade angle, usually measured in degrees, is the angle between the chord of the blade and the plane of rotation and is measured at a specific point along the length of the blade. Because most propellers have a flat blade “face,” the chord line is often drawn along the face of the propeller blade. Pitch is not the same as blade angle, but because pitch is largely determined by blade angle, the two terms are often used interchangeably. An increase or decrease in one is usually associated with an increase or decrease in the other.

The pitch of a propeller may be designated in inches. A propeller designated as a “74-48” would be 74 inches in length and have an effective pitch of 48 inches. The pitch in inches is the distance which the propeller would screw through the air in one revolution if there were no slippage.

When specifying a fixed-pitch propeller for a new type of airplane, the manufacturer usually selects one with a pitch that will operate efficiently at the expected cruising speed of the airplane.

Unfortunately, however, every fixed-pitch propeller must be a compromise, because it can be efficient at only a given combination of airspeed and r.p.m. Pilots do not have it within their power to change this combination in flight.

When the airplane is at rest on the ground with the engine operating, or moving slowly at the beginning of takeoff, the propeller efficiency is very low because the propeller is restrained from advancing with sufficient speed to permit its fixed-pitch blades to reach their full efficiency. In this situation, each propeller blade is turning through the air at an angle of attack that produces relatively little thrust for the amount of power required to turn it.

To understand the action of a propeller, consider first its motion, which is both rotational and

forward.

Thus, as shown by the vectors of propeller forces in figure 2, each section of a propeller blade moves downward and forward. The angle at which this air (relative wind) strikes the propeller blade is its angle of attack. The air deflection produced by this angle causes the dynamic pressure at the engine side of the propeller blade to be greater than atmospheric, thus creating thrust.

The shape of the blade also creates thrust, because it is cambered like the airfoil shape of a wing.

Consequently, as the air flows past the propeller, the pressure on one side is less than that on the other. As in a wing, this produces a reaction force in the direction of the lesser pressure. In the case of a wing, the airflow over the wing has less pressure, and the force (lift) is upward. In the case of the propeller, which is mounted in a vertical instead of a horizontal plane, the area of decreased pressure is in front of the propeller, and the force (thrust) is in a forward direction.

Aerodynamically, then, thrust is the result of the propeller shape and the angle of attack of the blade.

Another way to consider thrust is in terms of the mass of air handled by the propeller. In these terms, thrust is equal to the mass of air handled, times the slipstream velocity, minus the velocity of the airplane. The power expended in producing thrust depends on the rate of air mass movement.

On the average, thrust constitutes approximately 80 percent of the torque (total horsepower absorbed by the propeller). The other 20 percent is lost in friction and slippage. For any speed of rotation, the horsepower absorbed by the propeller balances the horsepower delivered by the engine.

For any single revolution of the propeller, the amount of air handled depends on the blade angle, which determines how big a “bite” of air the propeller takes. Thus, the blade angle is an excellent means of adjusting the load on the propeller to control the engine r.p.m.

The blade angle is also an excellent method of adjusting the angle of attack of the propeller. On constant-speed propellers, the blade angle must be adjusted to provide the most efficient angle of attack at all engine and airplane speeds. Lift versus drag curves, which are drawn for propellers as well as wings, indicate that the most efficient angle of attack is a small one varying from 2° to 4° positive. The actual blade angle necessary to maintain this small angle of attack varies with the forward speed of the airplane.

Fixed-pitch and ground-adjustable propellers are designed for best efficiency at one rotation and forward speed. They are designed for a given airplane and engine combination. A propeller may be used that provides the maximum propeller efficiency for either takeoff, climb, cruise, or high-speed flight.

Any change in these conditions results in lowering the efficiency of both the propeller and the engine.

Since the efficiency of any machine is the ratio of the useful power output to the actual power input, propeller efficiency is the ratio of thrust horsepower to brake horsepower.

Propeller efficiency varies from 50 to 87 percent, depending on how much the propeller “slips.”

Propeller slip is the difference between the geometric pitch of the propeller and its effective pitch.

Figure 3: Propeller slippage.

Geometric pitch is the theoretical distance a propeller should advance in one revolution; effective pitch is the distance it actually advances. Thus, geometric or theoretical pitch is based on no slippage, but actual or effective pitch includes propeller slippage in the air.

The reason a propeller is “twisted” is that the outer parts of the propeller blades, like all things that turn about a central point, travel faster than the portions near the hub.

Figure 4: Propeller tips travel faster than hubs.

If the blades had the same geometric pitch throughout their lengths, at cruise speed the portions near the hub could have negative angles of attack while the propeller tips would be stalled. “Twisting,” or variations in the geometric pitch of the blades, permits the propeller to operate with a relatively constant angle of attack along its length when in cruising flight. To put it another way, propeller blades are twisted to change the blade angle in proportion to the differences in speed of rotation along the length of the propeller and thereby keep thrust more nearly equalized along this length.

Usually 1° to 4° provides the most efficient lift/drag ratio, but in flight the propeller angle of attack of a fixed-pitch propeller will vary—normally from 0° to 15°. This variation is caused by changes in the relative airstream which in turn results from changes in airplane speed. In short, propeller angle of attack is the product of two motions: propeller rotation about its axis and its forward motion.

A constant-speed propeller, however, automatically keeps the blade angle adjusted for maximum efficiency for most conditions encountered in flight.

During takeoff, when maximum power and thrust are required, the constant-speed propeller

is at a low propeller blade angle or pitch. The low blade angle keeps the angle of attack small and efficient with respect to the relative wind. At the same time, it allows the propeller to handle a smaller mass of air per revolution. This light load allows the engine to turn at high r.p.m. and to convert the maximum amount of fuel into heat energy in a given time. The high r.p.m. also creates maximum thrust; for, although the mass of air handled per revolution is small, the number of revolutions per minute is many, the slipstream velocity is high, and with the low airplane speed, the thrust is maximum.

After liftoff, as the speed of the airplane increases, the constant-speed propeller automatically changes to a higher angle (or pitch). Again, the higher blade angle keeps the angle of attack small and efficient with respect to the relative wind. The higher blade angle increases the mass of air handled per revolution.

This decreases the engine r.p.m., reducing fuel consumption and engine wear, and keeps thrust at a maximum.

After the takeoff climb is established in an airplane having a controllable-pitch propeller, the pilot reduces the power output of the engine to climb power by first decreasing the manifold pressure and then increasing the blade angle to lower the r.p.m.

At cruising altitude, when the airplane is in level flight and less power is required than is used in takeoff or climb, the pilot again reduces engine power by reducing the manifold pressure and then increasing the blade angle to decrease the r.p.m. Again, this provides a torque requirement to match the reduced engine power; for, although the mass of air handled per revolution is greater, it is more than offset by a decrease in slipstream velocity and an increase in airspeed. The angle of attack is still small because the blade angle has been increased with an increase in airspeed.

Torque and P factor

To the pilot, “torque” (the left turning tendency of the airplane) is made up of four elements which cause or produce a twisting or rotating motion around at least one of the airplane’s three axes. These four elements are:

1. Torque Reaction from Engine and Propeller.2. Corkscrewing Effect of the Slipstream.3. Gyroscopic Action of the Propeller.4. Asymmetric Loading of the Propeller (P Factor).

Torque reaction

Torque reaction involves Newton’s Third Law of Physics—for every action, there is an equal and opposite reaction. As applied to the airplane, this means that as the internal engine parts and propeller are revolving in one direction, an equal force is trying to rotate the airplane in the opposite direction.

Figure 5: Torque reaction.

When the airplane is airborne, this force is acting around the longitudinal axis, tending to make the airplane roll. To compensate for this, some of the older airplanes are rigged in a manner to create more lift on the wing that is being forced downward. The more modern airplanes are designed with the engine offset to counteract this effect of torque.

NOTE—Most United States built aircraft engines rotate the propeller clockwise, as viewed from the pilot’s seat. The discussion here is with reference to those engines.

Generally, the compensating factors are permanently set so that they compensate for this force at cruising speed, since most of the airplane’s operating lift is at that speed. However, aileron trim tabs permit further adjustment for other speeds.

When the airplane’s wheels are on the ground during the takeoff roll, an additional turning moment around the vertical axis is induced by torque reaction.

As the left side of the airplane is being forced down by torque reaction, more weight is being placed on the left main landing gear. This results in more ground friction, or drag, on the left tire than on the right, causing a further turning moment to the left. The magnitude of this moment is dependent on many variables. Some of these variables are: (1) size and horsepower of engine, (2) size of propeller and the r.p.m., (3) size of the airplane, and (4) condition of the ground surface.

This yawing moment on the takeoff roll is corrected by the pilot’s proper use of the rudder or rudder trim.

Corkscrew effect

The high-speed rotation of an airplane propeller gives a corkscrew or spiraling rotation to the slipstream.

At high propeller speeds and low forward speed (as in the takeoffs and approaches to power on stalls), this spiraling rotation is very compact and exerts a strong sideward force on the airplane’s vertical tail surface.

Figure 6: Corkscrewing slipstream.

When this spiraling slipstream strikes the vertical fin on the left, it causes a left turning moment about the airplane’s vertical axis. The more compact the spiral, the more prominent this force is. As the forward speed increases, however, the spiral elongates and becomes less effective.

The corkscrew flow of the slipstream also causes a rolling moment around the longitudinal axis.

Note that this rolling moment caused by the corkscrew flow of the slipstream is to the right, while the rolling moment caused by torque reaction is to the left—in effect one may be counteracting the other. However, these forces vary greatly and it is up to the pilot to apply proper correction action by use of the flight controls at all times. These forces must be counteracted regardless of which is the most prominent at the time.

Gyroscopic action

Before the gyroscopic effects of the propeller can be understood, it is necessary to understand the basic principle of a gyroscope.

All practical applications of the gyroscope are based upon two fundamental properties of gyroscopic action: rigidity in space and precession. The one of interest for this discussion is precession.

Figure 7: Gyroscopic precession.

Precession is the resultant action, or deflection, of a spinning rotor when a deflecting force is applied to its rim. As can be seen in figure 7, when a force is applied, the resulting force takes effect 90° ahead of and in the direction of rotation.

The rotating propeller of an airplane makes a very good gyroscope and thus has similar properties. Any time a force is applied to deflect the propeller out of its plane of rotation, the resulting force is 90° ahead of and in the direction of rotation and in the direction of application, causing a pitching moment, a yawing moment, or a combination of the two depending upon the point at which the force was applied.

This element of torque effect has always been associated with and considered more prominent in tailwheel-type airplanes, and most often occurs when the tail is being raised during the takeoff roll.

Figure 8: Raising tail produces gyroscopic precession.

This change in pitch attitude has the same effect as applying a force to the top of the propeller’s plane of rotation. The resultant force acting 90° ahead causes a yawing moment to the left around the vertical axis. The magnitude of this moment depends on several variables, one of which is the abruptness with which the tail is raised (amount of force applied). However, precession, or gyroscopic action, occurs when a force is applied to any point on the rim of the propeller’s plane of rotation; the resultant force will still be 90° from the point of application in the direction of rotation. Depending on where the force is applied, the airplane is caused to yaw left or right, to pitch up or down, or a combination of pitching and yawing.

It can be said that as a result of gyroscopic action—any yawing around the vertical axis results in a pitching moment, and any pitching around the lateral axis results in a yawing moment.

To correct for the effect of gyroscopic action, it is necessary for the pilot to properly use elevator and rudder to prevent undesired pitching and yawing.

Asymmetric loading (P-factor)

When an airplane is flying with a high angle of attack, the “bite” of the downward moving blade is greater than the “bite” of the upward moving blade; thus moving the center of thrust to the right of the prop disc area—causing a yawing moment toward the left around the vertical axis.

That explanation is correct; however, to prove this phenomenon, it would be necessary to work wind vector problems on each blade, which gets quite involved when considering both the angle of attack of the airplane and the angle of attack of each blade.

This asymmetric loading is caused by the resultant velocity, which is generated by the combination of the velocity of the propeller blade in its plane of rotation and the velocity of the air passing horizontally through the propeller “disc.” With the airplane being flown at positive angles of attack, the right (viewed from the rear) or downswinging blade, is passing through an area of resultant velocity which is greater than that affecting the left or upswinging blade. Since the propeller blade is an airfoil, increased velocity means increased lift. Therefore, the downswinging blade having more “lift” tends to pull (yaw) the airplane’s nose to the left.

Simply stated, when the airplane is flying at a high angle of attack, the downward moving blade has a higher resultant velocity; therefore creating more lift than the upward moving blade.

Figure 9: Asymmetrical loading of propeller (P-factor).

This might be easier to visualize if the propeller shaft was mounted perpendicular to the ground (like a helicopter). If there were no air movement at all, except that generated by the propeller itself, identical sections of each blade would have the same airspeed. However, with air moving horizontally across this vertically mounted propeller, the blade proceeding forward into the flow of air will have a higher airspeed than the blade retreating with the airflow. Thus, the blade proceeding into the horizontal airflow is creating more lift, or thrust, moving the center of thrust toward that blade. Visualize ROTATING the vertically mounted propeller shaft to shallower angles relative to the moving air (as on an airplane).

This unbalanced thrust then becomes proportionately smaller and continues getting smaller until it reaches the value of zero when the propeller shaft is exactly horizontal in relation to the moving air.

Each of these four elements of torque effects vary in values with changes in flight situations. In one phase of flight, one of these elements may be more prominent than another; whereas, in another phase of flight, another element may be more prominent.

The relationship of these values to each other will vary with different airplanes—depending on the AIRFRAME, ENGINE, AND PROPELLER combinations as well as other design features.

To maintain positive control of the airplane in all flight conditions, the pilot must apply the flight controls as necessary to compensate for these varying values.

This concludes the propeller aerodynamics page. Please return to the Aircraft Powerplant page to continue study. 

 Flight Operation This is just only guide line for understanding . The engine or aircraft manufacturers' operating manual should be consulted for each particular aircrat.

       Takeoff : Placing the governor control in the full forward position . This position is setting the propeller blades to low pitch angle Engine r.p.m. will increase until it reaches the takeoff r.p.m. for which the governor has been set. From this setting , the r.p.m. will be held constant by the governor, which means that full power is available during takeoff and climb.      Cruising : Once the crusing r.p.m. has been set , it will be held constant by the governor. All changes in attitude of the aircraft, altitude, and the engine power can be made without affecting the r.p.m. as long as the blades do not contact the pitch limit stop.      Power Descent : As the airspeed increase during descent, the governor will move the propeller blades to a higher pitch inorder to hold the r.p.m. at the desired value.       Approach and Landing : Set the governor to its maximum cruising r.p.m. position during approach. During landing, the governor control should be set in the high r.p.m. position and this move the blades to full low pitch angle.

 Hydromatic Propellers ........... next page

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