The Constant Speed Propeller: See How it Works with Animated Propeller Blade
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- Опубликовано: 9 июн 2024
- #thecorporatepilotdad #propeller #constantspeedprop #propcontrol #proplever
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Learn To Fly Here Video #4. The constant speed propeller is explained but also illustrated while in flight with the help of some graphics that move as controls and power settings change. The propeller control lever directly changes the pitch of the propeller blades and this video shows what happens to the blades while in flight. This video talks about how the propeller works and how to use it correctly.
This video also talks about different propeller types such as climb and cruise props. How to set the propeller control and the order of throttle, prop lever, and mixture is demonstrated as well as the order of operation for increasing power.
High and low pitch stops can make a constant speed propeller act like a fixed pitch propeller. This video explains why. It also explains why an aircraft like the Cirrus SR22 has a constant speed propeller but NO PROP LEVER.
This video was made with Microsoft Flight Simulator and is for entertainment purposes only. Always consult applicable publications for real world applications concerning systems and limitations for specific aircraft.
Switch functions and controls can change over time in the simulator with updates. This video was made in September 2021 after Sim Update 5 and World Update 6.
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#ConstantSpeedPropeller #propcontrol #propeller #PropLever #realpilot #Aviation #Learntofly
0:00 - Intro
0:22 - Propeller Types
1:22 - Controlling Propeller Pitch
2:15 - High/Low Pitch Stops
3:20 - Low/Pitch High RPM Takeoff
4:30 - Advantage Of Constant Speed Propeller: Efficiency
5:30 - Effect of RPM on Manifold Pressure
6:17 - Power Setting Table
7:24 - Bonus Material: When To Retract The Gear
7:42 - Steps For Reducing Power
7:55 - Steps For Increasing RPM
8:38 - Common Practices
9:44 - Correction: Cirrus Does NOT Have a FADEC
10:23 - Additional Resources
CORRECTION - The Cirrus does not have a FADEC. A separate cable is attached to the throttle which controls the propeller via the governor. The system is set to maintain 2500 RPM during cruise and 2700 RPM at full power.
If you enjoy aviation podcasts, check out The Corporate Pilot Guys Podcast which I am a part of with another corporate pilot: open.spotify.com/show/3CGTyNGt0hGG9nlSDElOlj
Love this series. There’s a lot of tutorials to tell you what to do, not so many to tell you why to do it.
Isn't that what a tutorial is supposed to do? ;) There are so many topics to cover in this series. The first few didn't do so well in the view department, but it's the overall package in the end that counts.
@@thecorporatepilotdad Most people think “press this because I told you so” is a tutorial. I like all the technical babble that goes with it, although I might be in the minority for msfs 🤷♂️
@@exiletsj2570 I like the technicalities too. When I go to recurrent training I study the maintenance manual. Telling why something is done makes it easier to learn a new skill and understand it.
I've been flying a constant speed Super Dimona TMG for about a year now. I've been through a lot of reading- and watching-material about how this prop system works, but I feel I only truly understood how it operates now after watching this. Thus, thank you very very much for this very clear and didactic video! Your way of explaining is great.
Excellent video!!
Love your videos. Most tutorials is basically follow instructions, press A or B buttons, but doesn't explain why. Keep up the good work.
I’ve been hearing this recently and it is good to hear. Being a former flight instructor comes in handy with a channel like mine. I’ve seen some of the tutorials you’re talking about. Telling people why they’re doing something makes the learning process easier versus press these buttons in this order.
Very informative video! Thanks for sharing this.
Just what I needed.
Constant speed props are the bane of my training.
I barely understood how these things worked and was frustrated as heck.
Join the club. I was the same way back then and they were not explained well by anyone. Just remember this basic characteristic: the prop RPM is set by the prop lever. The governor will adjust pitch within its limits to maintain the selected RPM. The blade angle will change based on speed changes and changes in manifold pressure by the pilot to maintain the selected RPM.
Excellent series! Love the way things are explained, and learning why and how things actually work. Well done - please keep this series going!
Keeping it going is the plan. This series will be the overall theme of videos in the future along with other MSFS specific videos and reviews.
Another piece of the puzzle .....many thanks. I had it kinda figured out, but your explanation now tells me the reasoning behind it.
You are welcome and that little animation of the propeller blade really helps. When I learned to fly there was a time when constant speed propellers were as confusing as ever. There wasn't a way to see what was going on as the prop was being moved by the lever or airspeed changes. Believe it or not, I had to put thought into this video. It's been 15+ years since I've even flown an airplane with a propeller except for maybe 2-3 flights in a 172 and an Extra 300.
Well made video. Comprehensive, clear, and easily understood. Thanks for not smothering your good work in mood music.
Thank you. I made the mistake of mood music in my early videos and quickly learned people’s feelings on the music.
Great video and explanation!
The art work is superb.
My day has been made knowing someone appreciates my art work. Drawing that little propeller blade took 30-45 minutes then it had to be on a transparent background and moved to Premiere and then animated with key frames to move. Either way, it works and takes a lot of mystery out of the subject of constant speed propellers.
Excellent explanations, thanks for all your efforts!
You are very welcome.
Thanks for the upload, you're doing a great work, keep going.
Thank you for that and the encouraging words.
First video I think I’ve seen about the blue lever! Having only flown 172’s I’ve never had any training on the blue lever. Very interesting!!
I actually flew a 172 today in the real world for fun. A blue lever would have been nice because airplanes with blue levers usually go faster. I'm not used to ground speeds of 60 knots on climbout. Had an absolute blast though. Now, if you transition to complex airplanes ever you will know how what's happening when the blue lever is moved.
Looking for basics on learning to fly? Check out my latest work in progress - Learn To Fly Here series: ruclips.net/video/XBBGnV8joWs/видео.html
Excellent presentation!!!!!!!!!
That is nice to read. Thank you. This video turned out really well.
Great explanation, thanks for your videos.
Also ... artwork admired 😉
Thank you for admiring the artwork! The concept is so much easier to understand because of the artwork if I do say so myself.
Love these tutorials!
Thank you. This video was fun to make. The original idea didn't have the propeller blade moving on screen, but it did help by showing relative blade angle for each situation.
Thank you so much for pointing out that book available on the FAA website ! Just the reading material I was looking for. 🤓👍
There are lots of free FAA publications in that same area on the FAA website. Amazon and other places charge for the same book but they are all on the FAA site for free in PDF form.
I just bumped up to a piper arrow after a quick 100 or so flight hours. So easy in the sim.....
This was just what I needed to get used to the blue lever. Thanks
Nice artwork too!
Don’t forget the Arrow has altitude hold if you hit the Piper logo on the mode selector for the autopilot. That AP in real life doesn’t have Altitude hold but the JF programmers were nice for adding it. I did a video on that autopilot if you need that by chance also. Glad you liked the artwork. The video wouldn’t be nearly as good without the fancy artwork. That took so much work. There is also a video on the emergency gear lever which explains the three positions the lever can be placed in. Enjoy!
@@thecorporatepilotdad thanks. I just read the manual and saw the AP hold switch. Ill check out the video though. the AP was one area where I wish they took some design liberties. Would have preferred a vertical speed or whatever you call it switch.
Thanks dad
You're welcome. This video has been in the works for weeks but the animated prop view only came to be a few days ago. Glad I waited because the animation simplifies the concept a lot.
Good presentation. Oversquare needn't to be that bad. There are situation where you can save fuel be doing that.
Thorough and very informative. Thank you for your time and effort to put this up 🙏
Didn't enjoy your artwork 😆, but got the point!
All that aircraft weird behaviour and screaming make sense now 🤓 THANX again ❤️️🙏
I am NOT offended that you did not enjoy my art work. The point of the video is what matters and that it was easy to understand. Glad you enjoyed it and these videos do take lots of effort so thanks for that. Each of my videos take about 15 hours to make from start to finish.
Hello, loved the video very informative. I was wondering what flight sim you useded for this video. Thanks!
It was made with MSFS (the 2020 version). Glad you enjoyed the video!
Update: The end of the video states the Cirrus has a FADEC. It does not. My mistake, but the propeller works the same regardless. It uses a mechanical linkage from the throttle to the propeller governor to regulate RPM. At full power the prop RPM maintains 2700 and in cruise, 2500 RPM.
ohhh the blue lever. Fancy.
Fancy blue lever finally got to star in a video.
That outro music slaps😂
That music is used on the intro and outro. It's perfect.
AFAIK, the Cirrus isn't actually a fadec, it's a little mechanical lever system down there in the center console.
After more research, you are correct. The Cirrus does not have a FADEC. Too bad that wasn't caught when I made the video! I was told it had a FADEC.
I put a correction in the description. Thank you for bringing that to my attention.
Question.
Why not just have an engine that performs the same way a fixed pitch works and then just add a variable pitch lever to simplify things?
You set your desired pitch and then fiddle with the rpm when needed.
Set the prop for takeoff, then set rpm. In the climb, just alter rpm as necessary. In cruise, set cruise propeller then fiddle with the rpm as necessary and same thing for descent and landing.
Would that not be simpler than all this overstated undersquared stuff?
I'm a pilot in training, and constant speed gives me a headache to use and understand. I assume it annoys other people too, that's why new planes come with single lever operation.
Thanks for this really good explanation!
I have a question regarding the prop lever: Am I right that not all prop-angle-adjustable planes have a constant-speed prop? I'm not a pilot, just a flight simmer, but from my experience, the Bonanza G36 adjusts the angle of the blades with the blue prop lever, and if you decrease the throttle, the RPM drop, so for me it seems the blade angles are not re-adjusted for trying to keep the RPM.
Thanks in advance for your answer!
The prop is constantly changing the blade angle to maintain the desired RPM. The propeller blade has a certain angular range of operation. When those limits are hit (high/low pitch stops) the propeller will act like a fixed pitch propeller and blade angle won’t adjust with airspeed and throttle changes as often seen when coming in for a landing when the prop RPM decreases on final even though the prop lever is full forward.
@@thecorporatepilotdad Thanks for your reply. I checked the 'advertisement' description on the homepage of the Bonanza manufacturer and indeed, they state that the Bonanza has a constant speed prop. Just my experience in the MS 20202 Flightsim was that even in the middle range of the prop angle range there was no readjustment in order to reach the desired RPM again when throttle was moved. I saw this in other planes, however. I will later check in the Filght Sim .. ;-)
I understand that once reaching cruise altitude you throttle back to the manifold pressure as listed in the POH (say, 23 in.) Do you then always turn the prop back to about 100x this value (about 2300 rpm)? And then to increase power (or get ready to land) you start with the prop to full then advance the throttle? As for the mixture in a non-turbo, what do you gauge it's setting by without an EGT reading?
23 squared is acceptable. Generally, keeping the RPM higher than MP is a good rule of thumb. I've heard this is not true as much anymore with modern engines, but it depends on who you ask. Yes, prop full forward then throttle as needle on final. For leaning, most airplanes will have a CHT or EGT, but if not, fuel flow could be used. Watch it start dropping and the engine may lose some power and or the engine will run rough then increase the mixture a little after that.
Is that the Just Flight PA28R for MSFS? Is it good? Studying for commercial and looking for a good GA aircraft.
It is the Just Flight PA28R and PA28RT-201T for MSFS. I suggest the Turbo Arrow. My commercial and CFI training were done in a Turbo Arrow IV. It is a great GA aircraft and the turbo characteristics are by the book. I was part of the test team for this add-on aircraft. There is another video on my page showing the major differences between the Arrow and Turbo Arrow. Good luck on your commercial training!
👍🏻👍🏻👍🏻
So in your correction, you mentioned that the Cirrus doesn't have a FADEC. Since it also doesn't have a prop control lever, what actually controls the prop pitch and RPM then?
The throttle is connected to an arm which moves a cable connected to the prop which is the same thing as the pilot moving a prop lever with conventional controls. If the throttle is pulled back the prop RPM is reduced. There is a really good diagram of it in flying magazine if you do a google search it should come up.
I've just started to learn about constant speed props. I think there's one detail that isn't represented in most tutorials but I'm posting here (to one of the most recent video uploads on the topic) in hopes that if I'm wrong someone will point it out to me.
When the engine throttle and pitch are in the full forward positions, the propeller is spinning at max RPM and the engine is running at a high manifold pressure. The blade is slicing through the air relatively easily because the pitch is very low, right? It's not completely clear to me why this is preferable for climbing and takeout vs. a lower RPM and lower manifold pressure with higher pitch. Is the thrust of the lower manifold/blade RPM pressure situation less even though the blade pitch is higher?
Regardless, what I think I have worked out is:
If the engine throttle is decreased, the engine begins producing less power. The manifold pressure drops. In order to spin the blade at a constant RPM, the pitch of the blades becomes even less than with the throttle at high. At some point there is a "stop" but the blade will be more flattened-out as the throttle is decreased. There is a change to the pitch even though the RPM/speed/blue lever has not been touched at all. Then, when the blue lever is pulled back slightly, at some point the pitch is back to where it was originally, but the propeller rotation speed is less since the engine does not have the power to rotate it at the same speed any longer. Right? For some reason I wasn't "getting" the connection between the throttle and pitch changing together when the blue lever was not touched.
Next, I'm thinking if the blue lever is pulled back far enough, eventually the propeller angle-of-attack will be so high that it will stop producing thrust, correct? And if it can be, and is pulled back into a "feather" position then the engine would be meeting the highest amount of resistance possible but this is a position which is never intended to be used while the engine is rotating the blade, right?
I believe from the tutorials I already understand that pulling the blue lever back while leave the throttle at max would result in the highest thrust but this would come at the cost of stressing the engine beyond what it is designed for. And simply pulling the throttle back after leveling-out takes load off of the engine but since it causes the blades to "flatten out" thrust is lost quickly.
If I'm off on anything I'd appreciate a correction!
That was a great comment. The prop at low pitch/high RPM does produce less thrust per blade rotation but it spins more times in a given amount of time giving more overall thrust.
The blade angle will change based on speed (think of a fixed pitch propeller and how it speeds up with an increase in airspeed) and if speed increases, the prop blade will increase pitch to bring the RPM back to where it was. It does it fast enough that it goes unnoticed.
The prop lever can't be pulled back so far that it goes to feathered pitch on a single engine piston but on a twin-engine it can and no thrust is produced in that situation, but more importantly, drag is greatly reduced from the prop being feathered to help the airplane climb better and or possibly maintain level flight. On a single engine piston the prop lever can't be pulled back to make the prop go to a feathered position. It has a very small angle of change from low to pitch to high pitch. When it goes outside those ranges because the blade angle can't be moved anymore, it then acts like a fixed pitch propeller.
In flight, the prop blade controls prop RPM. Knowing what it does it nice for fundamentals but when it comes to flying an airplane, it controls RPM and you're along for the ride. There are other considerations with constant speed props such as increasing RPM in icing conditions to to attempt to keep ice from accumulation on the prop. The prop lever can be moved full forward in a descent to increase drag and increase the rate of descent (think the opposite of feathering a prop). No one does that too often, but it can be done. Props can overspeed as well and no control can be maintained as well as very little thrust being made to maintain level flight. There are NTSB reports on that happening.
Hopefully all your questions were answered.
6:48 - is there anything behind "Lower RPM = Less Noise Inside The Cockpit"? Let's say we are at 6000ft MSL and according to the table we have 5 different combinations of RPM/MP which yields to the same 65% BHP. Are there any other factors that would make you choose one setting over another?
Lower RPM is quieter but also in icing conditions a higher RPM can sling off more ice off the prop from centrifugal force.
Maybe you can help me with this. After pressing the NAV button in the citation longitude the plane starts oscillating crazy in the air (about 10 to 15 degrees left and right) the only way I found to fix it is just flying the plane in heading mode. Do you have the same problem?
Everyone on MSFS has that propblem as far as I know. It's been a problem since MSFS came out. It does it at high altitudes but not down in the 20s and below. I think there is a mod for the Longitude but whether it fixes that or not is a mystery. Check out the Official MSFS forum on that one. Too bad that hasn't been fixed yet. I wish I had better news on that one but I don't.
What is the biggest propeller ever made?
wind turbine ! ;-)
OooK... The largest aeroplane propeller ever to fly was the 6.9 m (22 ft 6 in) diameter Garuda propeller, fitted to the Linke-Hofmann R II which flew in 1919 and was built in Breslau, Germany (now Wroclaw, Poland). It was driven by four 195 kW (260-hp) Mercedes engines and turned at only 545 rpm. Today, typical single-engine aircraft have propellers of roughly 2 m (6.56 ft) diameter, and turn at approximately 2,500 rpm.
Idk but the Corsair from ww2 had the biggest props ever used on a fighter at the time. 13 ft 1 inch.
@@sebastianthehotsaucedude5473 That is a huge prop. Think of all the torque and gyroscopic forces the engine components attached to it would have undergone while dog fighting. That's a pretty amazing feat.
@@thecorporatepilotdad i imagine she reallllly wanted to roll left.
Which Aircraft is this? I'm guessing a 182
Piper Turbo Arrow IV by Just Flight. I use it a lot because I flew one during my flight training 20 years ago and it's very accurate in the sim.
@@thecorporatepilotdad Ah, I was a bit off. Thanks anyway.
@@wesleyjohnston4557 No worries! The Turbo Arrow and the 182 have very similar performance.
Great video!