Constant Speed Prop: What You NEED to Know | Part 1
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- Опубликовано: 19 июн 2024
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What you need to know about constant speed (controllable pitch) propellers for your commercial pilot or CFI checkride! We'll explain the difference between a constant speed propeller and a controllable pitch propeller, as well as how the system works, and what you need to know before starting your flight training!
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Very useful to me as i was just switched from a cessna 172n to a 172xp with a constant speed prop as my trainer. Much better performance but a new way to think about power.
Love that you are covering this. Thank you.
Finally a very good explanation for Microsoft Flight Simulator for my Mooney M20R Ovation. I've been using it and pretty much having to learn by the seat of my pants, now I understand what's happening under the bonnet and why. Thank you.
love the transponder on 7500 lol
Same lol
I really enjoy when people know exactly what the are talking about and making sense
Before constant speed props, there were controllable pitch propellors, whose pitch could be set for climb or cruise, but would not self-adjust. The difficulty was to provide this control over a rotating propellor, for example with a mechanical linkage. The constant speed prop uses OIL PRESSURE to set the pitch, because oil pressure is easy to communicate to a rotating propellor hub. The "constant speed" feature, of controlling oil pressure by RPM rather than some direct mechanical control, is a great advantage for fighter aircraft who could set full power and high RPM, and dive and climb without need for re-adjustment. The COST for regular civilian pilots is that we don't notice power loss e.g. by carb ice, or just by increasing altitude, because it is MASKED by the constant-speed mechanism, we can no longer HEAR a drop in power, we now have to watch the manifold pressure guage (MPG).
Excellent video, thanks.
Great explanation!
VERY well done! Thank you!
Glad it helped!!
You're the man, Jon!
Thanks for the great explanation
Excellent film footage and commentary.
Informative video for sure. I bet I know what Island that is at the end of your video.
A little Aviation induced humor at the end. Parasitic drag, got a genuine laugh out of that. Thanks for posting. Cheers
Lol glad ya enjoyed it. Cheers!!
Awesome explanation
Thanks great explanation, but please can you help with the right procedure to ad power to a constant speed prop, between increase RPM, increase manifold pressure, and richer mixture? What is the correct sequence? I suppose to keep it under square, one should increase RPM first??
The cirrus SR series doesn’t use a fadec. Instead of utilizing a separate lever for the prop governer, the linkage is attached to the throttle. Inputs made with the throttle lever control manifold pressure and rpm.
Another entry level video.
Constant Speed's gift is most "visible" when landing. On Fixed Pitch you have to have your engine speed low, on a Constant Speed Propeller you can have the RPM at a reasonably high RPM with the pitch set very low.
BUT
In an emergency when you slam the throttle forward on a Fix Pitch your engine starts speeding up, but there's a delay before you actually get a noticeable increase in speed. With a Constant Speed propeller you will accelerate much faster!
As a flight simmer, I’ve always wondered why you have so much range on the prop lever, when you only ever seem to make very slight adjustments to the lever. Why is that so?
John thanks so much as always!
Glad it helped ya!
@@fly8ma.comflighttraining199 You're basically my unofficial CFI!
I don't fly, so I always thought that the pitch was a manual setting. Neat to know that its actually controlled by an oil pressure based governor to sense RPM and vary the pitch to hold that RPM its set for.
Me too! This is the first video that I have ever seen that explains that pitch is not manually adjusted. I was confused by so many pilots adjusting only the RPM lever without explaining its relationship with pitch.
Hi! I've been watching and learning a lot with your videos but there's something I think you didn't teach and I really need to know. How to connect the headset to the camera audio? hehehe
I appreciate you making this video man and the information I'm finding that is useful is getting lost in all of the analogies and examples. It's hiding the facts and I have to keep replaying segments of the video over and over to try and work out what is really being said, with closed captions on. I hope this feedback helps, gonna try and work through this video! Much appreciate your efforts and time making this, just some feedback I have for you for future videos.
Going through the video again 2x speed with CC on is definitely helping. Seems to be how my brain operates best with informative RUclips videos
I spent a while searching youtube for "part 2" of this video, but came up empty handed. Turns out (based on the creator's comments, below) that part 2 is behind a paywall - it is only available to those who buy a subscription to the commercial pilot course offered by the creator.
Seriously!!??
bugger
Well sure.
mdickinson knowledge is worth money...
Ripoff!
well explained; thank you!
Glad it was helpful!
Thanks
Kinda like a helicopter's main rotor. This makes so much sense to me since the only formal flight training I've had is 1hr in a Robinson R22. All the gauges suddenly made sense.
I'm glad it helped!
Would be nicer if added swash plate for thrust vectoring
Great Video
Technical terminology nitpick: The prop control does not change the angle of ATTACK, (that depends on airspeed as well as RPM) it changes the angle of INCIDENCE of the prop to its direction of rotation whatever the airspeed might be.
Great video. What about “feathering”? For when you lose or shut down one engine and want to minimise drag? Or for when you don’t want your idling seaplane to get away from you?
You adjust the pitch of the blade So much that it stalls and it's almost flat so it's just spinning through the air like a big impeller doing nothing but trying to twist the plane sideways instead
you should mention variable pitch -without governor and automatic pitch prop
Awaiting the part 2 of this please.
Part 2 is included in the commercial pilot bootcamp on our site! You can sign up here: fly8ma.com/subscription-options/
Have to pay
Xp11 just flight Arrow is my guess for your sim example :)
Yeah I thought that too
3:18 people is referring to a constant speed turbo fan. Works the same, but you set the last stage compressor pressure instead of manifold . Very efficient.
what fan engine works as you described
I'm just ribbing.
Why do you set the prop to fully fine dirtiness the take off check I learnt . Flew a Cherokee 6 and Lance for 2 hours but too long ago except to remember the T Tail was a bitch to land smoothly because the tail was above the prop wash but landing it was very satisfying.
Useful and nice video. My only suggestion is the interchangeable use of terms of both "pitch" and "AOA" . . . by definition, not the same thing, even though we all get the gist. :)
pitch and aoa are mostly different but in some cases can be same
Thank U.
Glad it helped ya!
The Chord line should be from the leading edge to the trailing edge of the aerofoil (prop blade in this example) not the underside of the aerofoil or blade face as the example given.
Great video 👍👍👍
Question, what does it mean when a propeller "windmills" and why is that bad?
A windmilling propeller is just one that is spinning by the force of the airflow around it. It's a concept used a lot in multi-engine flying. If you were to completely shut down an engine in flight, the airflow could keep the propeller spinning, even though the engine isn't even on. It's bad because it produces much more drag than a non-windmilling (or 'feathered') propeller, and when flying a twin on one engine, you want to reduce drag as much as possible.
I already knew everything in this video, what I needed to know I guess is in part 2 :(
p.s. that being said, if you guys were to make a part 2, I'm sure it would be a great quality video.
Part 2 is on our website at www.fly8ma.com in the commercial pilot bootcamp!
I used the commercial pilot bootcamp while I was training for my commercial certificate, and it is a good program. You never get something for nothing - Sometimes quality content costs money.
Hey Jon, I'm strugling to find part two, can you link it?
Probably a small matter but the motion graphic early in the presentation makes it appear that the prop is a solid piece of metal, twisting to different positions within the hub. This would mean, though, that the pitch of one blade is decreasing while the pitch on the other one is increasing. We all know that's not what happens. Just trying to help avoid a newbie getting the wrong impression!
David Sproul. He won't tell you unless you PAY him.
if this is constant speed prop, what is name for props on turboprop a/c that has only one power lever and governor keeps same rpm in flight no matter of power settings
Hate teasers. Should say part 2 is for sale
So how does the pitch angle of the blade change? Is that another video?
I sort of understand what you're saying but I can't translate this information into practice, like visualising it in a real flight!
Thanks for your effort. Still confusing, over-complicated and hazy explanation though.
1. What's the relationship of propeller blade pitch angles to maintained engine power: climbing pitch (wider or narrower?), higher airspeed (wider?).
2. What's pitch angle got to do with engine power if there's no reduction drive between the crank and the governor - does a wider blade pitch angle require greater airspeed to maintain power (shifting up a gear)? If I climb for altitude does the constant speed governor shift into a lower gear/angle of attack or increase it?
3. Can high pitch angle stall engine power output in a steep climb? Can a low blade pitch angle stall air lift in a steep climb?
1.higher pitch needs more power for same rpm, in climb max rpm because max power and smaller pitch that can afford max rpm, but not small as on take off, if plane flyes faster in climb it needs higher pitch then if flyes slower with same rpm/power
2. yes, yes
3. no, it can reduce rpm to very low for case of stall from climbing( i put havy prop on my rc plane and guy pull to vertical climb and reduced power to idle, plane became to go in reverse and engine stalled)
I do not know how much it is called a constant speed prop. But variable pitch prop yes.
Plus I do not know how constant the speed of the prop would be, since changing pitch changes the load on the motor and that might in turn make it not so constant.
You are confusing two different types of propellers. The rare old-fashioned _variable-pitch propeller_ is not what is being discussed in this video. The subject of the video is the _constant-speed propeller,_ and the mechanism inside the propeller's hub _does_ keep the RPM constant as airplane pitch and power are changed.
Hey guys :) sorry i still don‘t quite get it
Could someone please tell me what the throttle does to the propeller? So let‘s say the prop lever is at 2200rpm and i move the trottle forward, how does it produce thrust?
Thanks in advance :)
How do I know if the plane I fly has a cruise or climb prop?
back in the early day , parasite drag example was "the instructors head " .
At takeoff isn't a constant speed prop controls, throttle and rpm put in max rpm (so max fine pitch) forcing the blades to be locked against the blade's fine stops turning it into a fixed blade prop for maximum power at slow speed?
I've never seen such an explanation talking about them vary from fine during takeoff. Perhaps they do at 10,000ft on a 90deg day with 90% humidity (and a tailwind) but I'm not aware of the blade pitch moving during a normal takeoff - only as a function of pilot rpm control and power setting during cruise or cruise climb.
Think of a constant speed propeller as an airplane with a fixed propeller flying along in straight and level flight. Then, try and imagine that it would be better when you want to climb that it would be better to have a flatter propeller mounted on the nose. Think you are able to call on your radio to have a little man come out and take off your cruising propeller and change it in flight and put a flatter propeller on your plane so you can climb with better performance. Then after you level off, think of the same little man come back and place the original cruising propeller back on the airplane.
Then consider that this same little man has the ability to replace the "fixed" propeller with an infinite number of other propellers with different degrees of "twists" to it and can replace them on in an instant. Well, your propeller controller, blue in color, is your controller for that little man to come out and replace whatever angle propeller you want when you need it.
daffidavit y
Nice video! When is coming part 2?
Someone else within this comment thread mentioned that the 2nd part of this video is behind a paywall requiring anyone who is interested in seeing the 2nd half purchase a subscription to one of RUclips vloggers courses.
You have to pay. Other people have this all free online.
Please someone let me know if I'm righ
A rule then to carry out power ups or downs is:
- if I am going to increase power; increase rpm (adjust blue pitch angle knob), and then increase manifold pressure (push throttle)
- if I am going to decrease power; I decrease manifold pressure (pull out throttle), and then lower rpm (adjust blue pitch angle knob)
Am I right???
Nice DA-42, she fit you
Regardless if the videos answers or add questions to my knowledge they are always good learning tools, thank you for them. I am not clear about the difference between constant speed and controllable pitch propellers (both are variable pitch) Do constant speed propellers change their pitch automatically to maintain a constant RPM, if that is the case do they have the blue manual lever seen in the video? Thanks.
Constant speed = you set the speed, controllable pitch = you set the pitch of the blade, and throttle and airspeed affect the speed (speed means rpm in this example). It's explained throughly in part 2 on the commercial course!
The blue lever is the propeller control, which the pilot uses to adjust the propeller blades. Once the pilot sets the control for a certain engine RPM speed, e.g. 2200 or 2400 RPM, then the blades automatically adjust their pitch in to keep the engine at the desired RPM.
Constant speed is the propellers blade angle adjusts if the govenor is overspend the tension on the flyweights pushes up speeder ring so blade angle turns lower if underspeed blade angle turns higher cause constant speed propellers are best for cruise and the higher the blade angle and rpm the propellers blades are taking more damage as well as the engine if proppeller isnt balanced correctly
Good question. Terrible video No difference. Just different name. Yes the governor controls the prop pitch. Governor tries to maintain a constant RPM. Prop control- blue control sets the desired rpm.
There are controllable-pitch propellers that are not constant-speed. You adjust them on the ground, using a wrench or special tool, before you start your engine. That way, you can tune your prop pitch for better climb or better cruise performance, but not both. As he said, the fixed-pitch props found on lower-performance, non-complex GA aircraft are a compromise. For my money, a constant-speed prop is the way to go.
You're squawking 7500 at 7:20 need help?
Nice catch 😂
I like how you compared it to a bicycle with multiple gears I have had people say is there one gear that does it all I tell them no God gave me 12 gears and I use them all of them
just wondering you said high power and low rpm for cruise… I’ve been instructed to avoid operating oversquared… any thoughts?
Depends on the engine and aircraft...some POHs call for over square, some do not. Follow the book....there's always some truth to the old wives tales of aviation, but they're not always 100%
0:14 "lets go ahead and dive right in" xD
Why isn't it called a variable pitch prop rather than a constant speed prop though? I've been flying since I was a kid and I have NFI what the excuse for that is.
Great explanation man !!!
Glad it helps! Share the video on Facebook and with your friends around the Airport!!! Fly Safe!
C.S. props= more efficient use of rotational energy! I never think of "shifting gears" like on a bike......
Why not? Shifting gears like on a bike gives you more efficient use of rotational energy too
Does a constant speed prop then improve glide performance? Say I install a constant speed prop on a warrior, with all else being equal, I should be able to glide farther with the prop full back vs the fixed pitch prop, right?
Stan Correct. It’s called feathering a propeller. You basically pitch for minimum drag. You can’t do that with a fixed pitch propeller.
yeah I have noticed with a VPP there are movable stops so you can take the pitch beyond its max or min pitch
Anyone else notice at 2:20 in the video the transponder is reading 7500? That'll make for an interesting day!
All he wanted was a free airshow
@@ravilaud6086 exactly 😂
Was there ever going to be a part 2, or?
did you watch all the way to the end, or?
They're just using this one as a teaser to get you to visit their page and get the rest of the training. Still, I enjoyed the clear explanation and the transmission analogy. Clear skies!
bummer he cheated part 2 to be something you paid for. That's cheap!
Delta Bravo lmao- your cheap if you expect it for free and can’t afford it. Kind of ironic
Well the instruments used to interpret the picture the attic to altitude indicator airspeed indicator Baltimore and my vertical speed indicator check I haven't had any change in the pitch registers on these estimates and direct portion to the magnitude of the change I'm now checking my pants instruments straight and level flight the altimeter is considered primary pitch pitchment I'll take it should be constant with the airplane is level flight my deviation is out to the kids need for pitch change my rate of change in direction of moving the ultimate needle are both indicators for maintaining level flight I am now ready for altitude correction rules which are to prevent over controlling my bank control I'm now going over my instrument panel
Hi it’s me again I just watched the rest of your video and noticed a 6:54 you mention what I would expect to be the case and say the we can use high power and high RPM to produce lots of thrust
To get the plane off the ground. Could you please clarify for me. Thank you so much.
Also could you talk slower I am a new pilot and it takes a while for the words to sink in 😊
Akashley, did you get straightened out on this?
Adjust the video speed
The graphic showing angleofattack on the propellor doesn’t make sense.!!?
Am I the only one who noticed the Cessna was squawking for a highjacking in the sim on takeoff?
At 4:31 in your video ,you say that a high rpm and low pitch produces very little thrust
Why then would you use a setting that produces little thrust to get the plane moving and off the water or ground. I grew up on a farm we and have operated a fair amount of equipment
And I know that first gear produces the MOST power...... iam confused?
You are not, You got it right, Guys over think this right into the ground !
akashley, you are right - that line is an error in the video. When we set the propeller for takeoff (maximum thrust) we choose fine pitch which gives high RPM.
your notice is ok but he meant on something else that this planes do not have and it is pitch on which prop makes no thrust-very low angle on halfe props radius but negative on tips, it is used in turboprop a/c to brake with engine after landing to slow down
What happens to the RPM if the throttle is increased, but without adjusting the prop? Will the prop move coarser while maintaining the same RPM?
Yes
Beautiful analogy "a constant speed propeller is much like a car/bike transmission."
Except that this analogy is completely incorrect. A cyclist uses gears to keep a constant cadence at different speeds. But the primary function of the propeller control is _not_ to match RPM to airspeed. Rather, the primary purpose is to allow the pilot to select the blade pitch best suited to the phase of flight. The pilot moves the propeller control forward for climb (fine pitch, small bite, high RPM, better climb performance) and moves the control back for cruise (coarse pitch, large bite, lower RPM, less wear on engine parts).
mdickinson I'm a complete novice, and clicked in curiosity, it's totally confusing, thank you for your observations.
You are dead wrong Ves is correct, Very much like a variable ratio transmission
@@mdickinson Are you a pilot ? Rated complex ?
@@pauleyplay I've owned a complex ASEL for the last 24 years, and more importantly, have 24 years as a CFI, teaching mostly in complex aircraft.
For a more thorough explanation of why what I wrote above is correct, see my comment below that begins "There are several factual errors in this video."
(btw I agree there are similarities to a CVT - but not to bicycle gears or a typical car transmission.)
I have a question:
So when you're sitting on the runway and apply full "power" your prop will pitch a certain amount to maintain RPM at that power setting.... but if you're at 100kts and you apply full power, would the prop apply even more pitch than if you were stationary because of your forward airflow?
Yes
Yes You got it.Its that simple
Sweet thanks guys
where is the part 2 video?
Who else noticed that he is squawking 7500 at 2:21?
Previous simulator pilot must have been practicing hijack procedures! HeHeHe!
So can the prop blades stall if they're rotated too far in certain wind conditions?
They really don't rotate that far....it might be a concern for an engineer, but not a pilot operating the plane
Haha! Well that was my engineer's brain thinking! I'm an aeronautical engineer by degree discipline, electrical power engineer by occupation at the moment so I'm out of the loop of it at the moment!
Actually...in a twin you can feather them to completely stop the spinning (stall) to reduce drag on the dead engine...but that's a hole other video all together!
your airplane is always hijacked during the lesson ahahaha
excellent video.. but i gotta mention the elephant in the room: sandals?
This is what still baffles me. If constant speed props maintain the optimum angle of attack possible for any given RPM, then why do we need to vary it and pull that blue lever back? Surely the optimum angle will always be the one with the most thrust and least drag?
It si designed to allow adjusments to change the trust provided by the prop while maintaining engine rpms within a given range. If you have a powerful enough engine, you could set the engine at a constant rpm and adjust speed only using the prop lever. When used with smaller engines with less power, the prop is used more like a transmission. In a car, you do not want to run the engine at full throttle to maintain highway speed, so you want a higher gear for the highway, but when you need to climb a hill you need to shift to a lower gear to keep from stalling the engine.
When you adjust the prop lever in a plane, you are essentially chancing gears, so the engine can run at its most effecient rpm for the state of flight the plane is in. Pulling the lever back is basically like changing to a higher gear. The faster the plane goes, the higher the gear you need.
As for always wanting the most thrust with the least amount of drag, that is what pulling the prop lever back does, it changes the angle of the blades from facing sideways to the flow of air, to pointing more into the flow of air, both increasing thrust, especially at higher speeds, and reducing drag.
The max thrust a fixed prop can produce is usually during a climb speed and rpm. When it is in cruise it produces less thrust and creates more drag at lower rpm and therefore is less effecient than a prop with variable pitch blades. A fixed pitch prop is like driving a 6 spd car with the transmission stuck in 4th gear.
I’m not sure that definition of parasitic drag will help to pass the checkride, but it might get a chuckle out of the examiner 😅
Can a standard prop be converted to a constant speed prop?
Kevin Hillgren jr No way. Both are very different mechanically.
One note: The tachometer does not show the revolution of the propeller rather the revolutions per minute of the engine.
Unless engine is geared both the same ! minor point
yes they are always geared with fixed gear ratio and engine rpm can be different from prop rpm( not in%)and engine rpm indicator shows engine rpm
Where is Part 2?
""What's up guys" !! ??
As soon as I saw this video's title I instantly knew the answer. A constant speed propeller is one in which you provide an infinite amount of food to the hamster. Feel free to open up any more questions.
and what would be automatic pitch prop
where is the part 2??????????
Where’s part 2?
RPM is engine rpm not propeller rpm. Many geared engines will have a much lower propeller rpm than the engine.
Anyone else see the 7500 transponder code, exceeding Vne 😂 in a dive?
You have 7500 Squaked for the transponder in the sim..
nice catch!
Some constant speed propellers are controlled electrically instead of hydraulically.
28 speed bicycle?
At 0:24 your animation of the blades changing pitch is wrong. You made it as if the pitch on one blade decreases while on the other it increases and vice versa. This is not the real case. The pitch on both blades is always always equal.
Great video but still confusing
Where is part II?
Dave Johnson - it’s like that shitty 80’s drug PSA. “First one’s free, next time you’ll Pay” lol
Were you squawking 7500?!?
lol I noticed that too
Yeah noticed it too.
In standby mode.
Oi, have you got a loicense for that squawk code?
It’s a flight simulator he can squawk what he wants😂