Variable Pitch Propellers! What is the Blue Knob/Lever in Aircraft, and how to use it!
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- Опубліковано 22 лип 2024
- Enjoy! Let me know what you thought, and what I should make next! #aviation #Tutorial
Bookmarks
00:00 Intro
00:30 How a Propeller Works
00:52 Types of Propellers
01:25 What is "Pitch"
03:05 Kinds of Variable Pitch Propellers
04:00 Manifold and Tachometer
04:57 Changing Power Settings
06:00 Demo Circuit with a Constant Speed Propeller (DA-40)
11:49 What is a FADEC?
12:59 Feathering
14:17 Reverse Prop (Beta Range)
14:52 Conclusion!
Sources
Cutler, C. (n.d.). How A Constant Speed Propeller Works. Online Flight Training Courses and CFI Tools. www.boldmethod.com/learn-to-f....
Peppler, W. N., & F., M. D. S. A. (2010). From the ground up. Aviation Publishers Co. Ltd.
Legal note: I am obviously not a certified CFI or etc... So don't complain ifyou fail your test(s), etc... ;) - Ігри
Going to start working on my high performance endorsement today. This really helped de-mystify the prop control and made me feel a lot more confident going into the 182 for the first time. Thanks!
Well, how'd it go?
Amazing video, I have been so puzzled by this knob for sometime and been having difficulty wrapping my head around it. This video was absolutely amazing, I now have a much much better understanding. Awesome job lad👍🏼
Great video. Good explanation of what is sometime thought to be PFM!
Great video, getting ready to write my TC PPL written, this was very helpful
Congrats! Best of luck! :D
You mentioned the order of changing things then the first thing you do once airborne its change the propeller pitch, I don't understand. Is there an order or not?
There’s a specific order for every situation that won’t change but you gotta know em
Wow I suck at replying to comments haha indeed, but in the DA40, like many other aircraft, you take off using the full prop, but after 400-500 AGL, you bring the prop back to 2400RPM, which is max continuous prop rated for the engine. Hope that helps!
as you accelerate to climb speed, rpm can raise too, so for climb you should correct rpm and man pressure , it can be done in same time if you are experienced, you act fadec
Simple and great video! Thank you
Great video, really helped crystallize it for me.
You can think of a fixed piched propeller as a car that is stuck in Second or third gear. Second is great for circuits and climbing, but lower top speed. Third gear is sliwer to accelerate and climb, but great for cruising.
This video helps so much, yk I’m kinda glad I’m a DA40 student pilot 😂
Excellent tutorial! Thank you :)
Thank you for the video. Just for purposes of demonstration I think that having the "camera" focused on the levers rather than the outside view of the landscape would be more beneficial. If you want to demonstrate how the levers work...show the levers and the resulting reaction by the rpm and manifold pressure. Graphics are crisp but there's a little bit of jumping around as you are preparing for takeoff. Good luck in future videos.
On a complex airplane, full throttle is not full power unless the prop is turning at maximum RPM. The formula for shaft horsepower is; Torque x Prop RPM x .00019=Shaft Horsepower. From the formula, it can be seen that if max RPM is not set, max power will not be achieved. Also, with the prop turning at high rpm, the blades are at a finer angle and produce more thrust.
Thank you, really helped me.
Thank you! Finally, I understand!
Glad it helped!
helpful, thanks a lot 👏🏻
Thank you sir . Learning.
Super useful! Just to make sure I understand, if I set the rpm to 2200, I can then lower the thruster until the governor cannot fight anymore and rpm start dropping again ?
nice,,, i know to keep engine pressure lower than prop speed,,,, what happens in a turbo engine when the pressure will likely always be higher than prop speed ?
i would like to add you can also have round pitch propellers. i am taking my FAA powerplant written exam.
When decreasing power after take off, at 1100' elevation, you reduce prop pitch RPM before manifold pressure. Isn't this the reverse of what you recommended earlier in the video?
Starting to get ready to get my complex rating with the sim. I get that the prop control RPM. How do we decide manifold pressure to use?
That's exciting! Congrats! (Again I'm not a CFI) BUT it depends on the aircraft you fly! For example, on the 40's I fly, a good typical cruise setting is 23' of manifold and 2300RPM, there is a chart for all aircraft in their POH for power settings and the fuel rates, etc... they give ;) So depending what you are flying, if you are going for economy, speed, etc... You choose the settings from there!
Question - on the dual engine, talking about feathering - for the failed engine - do you set the propeller for a fine or coarse pitch for the reduced drag?
Coarse I think
Feathering is when you bring the prop all the way back so technically coarse as it goes with the airflow so there is less drag. We don't actually use "coarse" though, we just say "feathering the prop" on multi engines :) Here's an article about it: www.skybrary.aero/articles/blade-pitch
Jesus fucking christ I finally understand this shit!!!! Thank you! Do one on supercharger gears for the love of god
haha, happy it helped! Also thanks for the topic idea, can start making the next one soon :) Cheers and happy landings!
My question becomes. When you set your prop rpm’s how do you know what to set your manifold pressure as? Like how do you know if your manifold pressure is set too low or too high in either cruise, a T/O or Landing config?
when i was on single engine, there was "settings", for TO-full power , low pitch, for climb-reduced TO power, low pitch, for cruise- some rpm(by pitch) and some man press(by power lever), for landing-idle, low pitch
On your climb out shouldn’t you have reduced throttle prior to reducing RPM with pitch to avoid high cylinder pressures?
Hey! Nice question! Prob depends on the aircraft but for the 40's I fly on, you reduce the RPM to 2400 (Max continuous) after you are 400-500 feet above ground. You keep full power because you are still in a climb. You can then reduce to a preferable power setting later for a cruise (typically 23', 2300rpm) Again I'm not a CFI and the procedure is different for different aircraft but again this is how it's taught on the 40's I fly on.
The part i had trouble with (exam question) is that you increase the pitch when descending, this is counter intuïtieve because you want to fly slow.
It is in case you need to go around
1:24 Canadair!! Can somebody tell me where this is, because I might have been there.
ASL? NICE SIMULATOR.
Amazing video, captain ! What simulator program is that ? Thank you very much
X-Plane 11 at 6:00 and Microsoft Flight Simulator from 11:50 onwards
Thanks, Erick :)
@@Henrybailliebrown Nice video thanks! Can you pls share a link to the DA40 aircraft that you used for X-plane. Cheers
great explanations, thanks! liked and subbed, it was a given seeing you spent 400$ an hour for that bird. Good credits.
So happy it helped! Thank you so much for your support, and yeah finished my Multi over the summer, did it in a DA42, was like $1000/hr. Rip my wallet lol.
@@Henrybailliebrown And here I thought that was just a joke in the simulator, lol! Congrats nonetheless!! haha
Ground adjustable propellers..
yes, by tool , when prop is still
Getting ready to fly the 181,200s and 201s😩
Have fun!
It's your airplane's manual transmission
I typed this title into Google and got a very different list of videos
Oh dear XD
5:36
Enjoy, everyone!
Sorta tired of the incorrect description that a prop pushes the plane forward...it PULLS the plane forward. A prop is a wing and it produces lift in the same way the horizontal wing produces lift. The direction of lift is above the plane and forward of the plane. So the prop is therefore lifting the plane forward, or pulling it thru the air.
A wing partly pushes too, atoms colliding with it are pushed down and push the plane up (the wing is slightly angled to push air down) - or in case of a prop, push the plane forward.
This is why even a non hydrofoil shape (eg a paper plane) can still fly. Wings do not just rely on hydrofoil profile for forces
@@Tom--Ace Not quite. A prop 'pulls' the plane thru the air the same way an airfoil in a sail pulls a boat thru the wind. This is why a sail boat can sail 'upwind'. But there are two physical forces at play in lift. 1. Newton's third law is: For every action, there is an equal and opposite reaction. 2. Bernoulli's theorem describes the pressure difference created when you speed up airflow. The wing shape curves the airflow over the top of the wing producing lower air pressure. The bottom of the wing is flat and the air moves faster. Producing lift. A prop is shaped like a wing and produces lift the same way except in the horizontal direction in front of and ahead of the plane. So, when the plane is taking off, Newton's equal and opposite is more in play on the wing. When the plane is in level flight, Bernoulli's theorem is producing most of the lift. The prop is always a Bernoulli device. The prop has to OVERCOME the drag produced by the wind hitting the front of the prop. Likewise the wing has to overcome the drag produced as the wind strikes the front of the wing.
Thank you for pointing this out.
front mounted prop is puller, rear mounted prop is pusher
@@makantahi3731 No. The prop in front is called a "tractor" and it pulls. The prop in back is called a pusher.
demonstration without the camera on the throttle levers is pointless
The audio sounds like you're talking through a pillow. Very muffled.
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