30 pages in my ATPL book or simply a couple of minutes watching with perfect visualizations to memorize it a hundred times better. Thank you for your effort. I‘d love to see more ATPL related!
got my cpl systems in 4 days and I was having a mental breakdown because I couldn't comprehend the book. Thank you so much for explaining it so well and summarised
Great Explanation and visuals. I watched 3 other videos on the same subject and found them rambling and disorganised, with no proper visuals. This was perfect!
no other explanation, is as concise and precise as these flight-club animations. So well scripted, edited and animated. I refer to all of them for my PPL
Ah that's how they work. Very well explained. I think James Clerk-Maxwell wrote something on this subject a while ago. Kudos for the like and to those who know who James Clerk-Maxwell was. For others he wrote a paper "On governers" in 1868. It gave the mathematics behind designing governors as used with Watt's steam engine. The first paper on control. He also combined electricity and magnetism to show them as being one. Later another physicist stood on his shoulders who is today sadly much better known than Clerk-Maxwell.
I'm tired to keep trying understand this system in my books still complicated but know I'm so satisfied with your explication it's very helpful thank you so much
All the serie of those videos are very very good and simple to understand. I also want to tell that this women has a beautiful and clear diction and a very cute accent.
Greetings from Phoenix, Arizona. About to start working on a "complex" endorsement - that is what we call it in the states anyway. Thank you very much for this presentation, it is clear and concise! I wish more explanation videos were this good. Peace.
Thank you very much. I appreciate your videos so much and am so happy you are making them again. I'm from Australia and about to sit my PPL exam. I read the two main authors I Australia for this topic and couldn't only sort of get my head around it. Your video, excellent!
Thanks for the video! You got a new subscriber. However, a couple of suggestions: at the beginning of video when showing fine and coarse pitch I would add "feathered" position. Secondly, when climbing/descending, the order of using throttle lever, eg. when Climbing (adding power): Pitch first, Throttle second; when Descending (reducing power): Throttle first, Pitch second. Cheers
Really good. Just one thing, on the DA42 all is opposite. To achieve high pitch and low RPM oil should flow from the propeller to the oil tank and vice versa.
From this vedio, what I got to see that while at climb or takeoff, low pitch and high rpm is required for which oil goes back from propeller to oil tank.
Keep in mind the direction of actuation is often different be single engine and multi engine aircraft. Generally... Multi engine aircraft will move into a feathered position when there is no engine oil pressure and single engine aircraft will move to max fine.
great explanation, cheers. As you said the pilot increase the RPM but the plane pitched up, the governor would automatically adjust the blade angle to compensate the RPM?
my understanding is yes. as pilot increases throttle, rpm goes up. gov increases pitch to bring it back down. in doing so prop has more bite, more thrust. if the pilot pulled up without increasing throttle, then prop loading will slow rpm down, causing governor to reduce pitch, allowing speed to pick up again. so rpm remains constant. caveat is prop will be at lower pitch during climb.
Hi could you please explain at the beginning of the video (1:30) it says as engine RPM increases(small blade angle) the fly weights move OUTWARDS and as the engine RPM decreases(large blade ) the flyweight move INWARDS , later on in the videos(3:45) it says as to maintain the high RPM (small blade angle) the flyweights now move INWARDS and to maintain a low RPM the flyweights now move OUTWARDS, which is contradicting what was said in the beginning of the video. Could you kindly provide some clarity? Thanks
This is only correct for single acting non-counterweighted propellers. The Governor is not always directly driven by the crankshaft, many are driven from the accessory drive, or even the from the gun synchronizer drive, i.e. P&W 985 for one.
This is just a general intro to the basic concept. The point is, it turns a speed proportional to the engine. Any point the motion gets picked off from, is all the same result.
Thanks a lot for the great work but if I may, I think the explanation is fundamentally misleading by confusing variable pitch propellers and constant speed ones. It is true that CSU achieve their goal by varying blade angle but the goal of a CSU is first and foremost to keep the engine running at a fairly constant RPM (like a gearbox) , the aerodynamically phenomena on the propeller being the mean rather than the end goal. So saying that CSU are the answer to fixed pitch propellers not having an optimal AoA in most phases of flight isn't correct: variable pitch propellers without a CSU do exist and are a solution to that problem. The philosophy behind CSU has more to do with engine power and efficiency. It is indeed a complex topic and comments and suggestions are welcome.
This is a great animation, except one thing that make me confused. For PA44-180, when aircraft overspeed, oil leaves the prob hub and make pitch angle increases and vice versa. This is seems opposite animation in this video. Is there the general concept for all aircraft's CSU, or it differ aircraft by aircraft. Btw, that a great animation.
Be careful this is for single-engine aircraft. With oil pressure lowering the RPM, and nitrogen gas/spring send the PRM towards the high. So in the case of losing oil pressure, the propeller will work at full fine position. In multi-engine, it is completely opposite, oil pressure increases the RPM(fine), nitrogen gas/spring decreases the RPM(Coarse/feather). So in case of engine failure in a multi-engine aircraft, the pilot can feather the bad engine to decrease drag.
The animation would be for a non counterweighted prop as the animation showed the engine oil flowing into the prop and increasing to a more course position
why is it that in a free turbine when the plane shuts down (less RPM) the prop feathers (pitch increases)? wouldn`t the oil lines have to be swapped and the propeller adjust pitch the other way around?
They're depicting a single engine aircraft where the engine is designed to windmill when oil pressure is lost. Most multies are designed to feather when oil pressure is lost. Direct drive turbines like most multi pistons have a locking pin that drops in place to prevent the props from feathering when RPM is too low.
Sounds like this is for a naturally unfeathered prop where oil pressure increases blade angle (coarser), whereas other videos show a naturally feathered prop where oil pressure decreases blade angle (finer).
Wait... Right off the bat I dont understand why in the fixed pitch example, a change in airspeed would change prop AOA. I'm now deep down the rabbit whole. Send Help.
Because relative airflow is the resultant of rotation speed (RPM) and airspeed, if speed vector increase the distance between blade chord line and relative airflow decrease so AOA decrease as well
If the airplane ascending it must increase speed to prevent stall so the blades must be increase angle to take a huge bite of air so the engine must increase the torque.. and opposite is right descending .. not as you mention in video!
kinda following your thinking. as it climbs, prop loading slows engine rpm, this in turn causes gov to reduce pitch to maintain rpm. but you have less bite, less thrust. only way to maintain thrust is to increase power. right ?
30 pages in my ATPL book or simply a couple of minutes watching with perfect visualizations to memorize it a hundred times better. Thank you for your effort. I‘d love to see more ATPL related!
I'm so pleased you found it useful. Thanks for your feedback.
same here , atpl student in greece, thank you very much
Perfect
I agree 100%. Excellent visuals along with a perfect explanation. Thanks for putting in the time.
Facts
got my cpl systems in 4 days and I was having a mental breakdown because I couldn't comprehend the book. Thank you so much for explaining it so well and summarised
Hands DOWN the best explanation I’ve found! Brilliant!
Wow, thanks!
Thank you for the simplicity! Now I can read my maintenance engineering textbook with the basic understanding that it assumes I already have.
This is the best Constant Speed Propeller explanation on internet. Congratulations
Wow, thanks!
This is "The Best" explanation of CSU and variable pitch propeller ❤️
Excellent, short and better than lengthy and confusing videos. Yet, keeping the speech slower, clearer and adjusting the governor of the lesson, lol.
Great Explanation and visuals. I watched 3 other videos on the same subject and found them rambling and disorganised, with no proper visuals. This was perfect!
Awesome, thank you very much for such positive feedback!
Thats amazing! you cant even imagine how much we appreciate to these efforts made to make this video happen!
We appreciate you watching and the feedback too. Thank you!
The best explanation on the internet regarding Constant Speed Propellers. You Sir are amazing.
Thanks a lot
studying this for my oral test over constant speed propellers ! thanks 🙏
no other explanation, is as concise and precise as these flight-club animations. So well scripted, edited and animated. I refer to all of them for my PPL
Thank you so much Peter!
Fabulous video. One can really picture how the whole system works in a way that makes perfect sense.
As has been said by others in these comments. This is the best explanation with video explaining the CSP on the Internet!
One of the best explanations I’ve ever seen! Great job and thank you for the effort!!
Wow, thanks!
that visualisation is as brilliant as the mechanics it shows. Thank you very much for your awesome videos. I learn a lot from you.
I’m glad I watched this before my CPL flight test!
Wow! All the best!
It is a perfect video and you speak very clear, thank you.
That's so kind. Thank you very much.
Came looking for the kind used in power systems on commercial planes, had no clue this existed. Thank you for this content.
You're welcome.
Your videos are such clear and elegant things. Please keep up the excellent work.
Thank you! Will do!
Ah that's how they work. Very well explained. I think James Clerk-Maxwell wrote something on this subject a while ago.
Kudos for the like and to those who know who James Clerk-Maxwell was. For others he wrote a paper "On governers" in 1868. It gave the mathematics behind designing governors as used with Watt's steam engine. The first paper on control. He also combined electricity and magnetism to show them as being one. Later another physicist stood on his shoulders who is today sadly much better known than Clerk-Maxwell.
I'm so glad I found this on my recommended videos page! Thank you!!
You're so welcome!
Studying for my ATPL and this was very straight to the point and well explained. Thank you!
These explanations are so precise, concise, and well put together. Thank you for your hard work.
You're very welcome!
What a brilliant video, covering each and every relevant detail.
Fantastic.
This was truly amazing
That was both interesting and informative. Thanks!
Glad you enjoyed it!
Thank you for this video. So easy to learn and understand!
Glad it was helpful!
I'm tired to keep trying understand this system in my books still complicated but know I'm so satisfied with your explication it's very helpful thank you so much
Great to hear!
Great to see you back. Be more frequent please 👍
All the serie of those videos are very very good and simple to understand. I also want to tell that this women has a beautiful and clear diction and a very cute accent.
1st time viewer.
New subscriber.
Thank you.
Welcome and thank you too.
Thank you so much for your video,this is absolutely the best the video about the propeller pitch control and CSU! Your beneficence is boundless!
Glad you liked it!
Greetings from Phoenix, Arizona. About to start working on a "complex" endorsement - that is what we call it in the states anyway. Thank you very much for this presentation, it is clear and concise! I wish more explanation videos were this good.
Peace.
I live in Surprise, Az and if you ever need a passenger for a check flight I’m available Sundays and Mondays.
Thank you and best of luck with the endorsement.
@@flightclubonline Thank you. I completed and got the endorsement. My instructor was impressed with how well I knew the governor operation!
@@makeupyourmindinator Surprise is a nice area, I fly over it when going KDVT => KBXK
Well done! That's fantastic news.
Thankyou so much for such a great and amazing ever seen animation !!
Best explanation around. Thank you!
Glad it was helpful!
Lot of thanks. Very nicely explained. Huge appreciations!
Glad it was helpful!
All your videos are of superb quality.. Thanks a lot for the effort put in making this, it's greatly appreciated
Glad you like them! Thank you very much.
Awesome video! Great visuals.
Much appreciated!
This is beautifully explained! Thank you
Glad you enjoyed it! Thank you so much.
Super useful knowledge! Thanks!!
Glad it was helpful!
Very nice and interesting visualization. Thanks for sharing this. It helps me a lot to understand this control system.
Glad it was helpful!
Amazing explanation, can't be better than this!
Thanks so much! This is a wonderful explanation!
Thank you very much. I appreciate your videos so much and am so happy you are making them again. I'm from Australia and about to sit my PPL exam. I read the two main authors I Australia for this topic and couldn't only sort of get my head around it. Your video, excellent!
You are so welcome!
Brilliant video
Thanks for the video! You got a new subscriber. However, a couple of suggestions: at the beginning of video when showing fine and coarse pitch I would add "feathered" position. Secondly, when climbing/descending, the order of using throttle lever, eg. when Climbing (adding power): Pitch first, Throttle second; when Descending (reducing power): Throttle first, Pitch second. Cheers
Thanks for the suggestion. I should make a follow up video on this topic.
Fabulous explanation . Thank you so much.😀
You are welcome 😊
Really good. Just one thing, on the DA42 all is opposite. To achieve high pitch and low RPM oil should flow from the propeller to the oil tank and vice versa.
From this vedio, what I got to see that while at climb or takeoff, low pitch and high rpm is required for which oil goes back from propeller to oil tank.
Simply perfect.
Great video, found this explanation very helpful!
Awesome, thank you!
This video was 👌🏻💯+10
Stunning video! thanks
Many thanks!
This video was very very useful👍
Glad to hear that
Thank you for this
This is amazing and very clear! Thank you! :)
You're so welcome!
Excellent animation!
Much appreciated. Thank you.
Keep in mind the direction of actuation is often different be single engine and multi engine aircraft. Generally... Multi engine aircraft will move into a feathered position when there is no engine oil pressure and single engine aircraft will move to max fine.
Thanks!
great explanation, cheers. As you said the pilot increase the RPM but the plane pitched up, the governor would automatically adjust the blade angle to compensate the RPM?
my understanding is yes. as pilot increases throttle, rpm goes up. gov increases pitch to bring it back down. in doing so prop has more bite, more thrust. if the pilot pulled up without increasing throttle, then prop loading will slow rpm down, causing governor to reduce pitch, allowing speed to pick up again. so rpm remains constant. caveat is prop will be at lower pitch during climb.
Good video. For pitch up condition, torque should be high. Kindly correct me.
I'm wondering if this only applies to McCauley because Hartzell oil pressure does the fine pitch part?
Hi could you please explain at the beginning of the video (1:30) it says as engine RPM increases(small blade angle) the fly weights move OUTWARDS and as the engine RPM decreases(large blade ) the flyweight move INWARDS , later on in the videos(3:45) it says as to maintain the high RPM (small blade angle) the flyweights now move INWARDS and to maintain a low RPM the flyweights now move OUTWARDS, which is contradicting what was said in the beginning of the video. Could you kindly provide some clarity? Thanks
What happens with blade angle when we add power in cruise with constant speed prop? Does blade angle also increase?
Thanks
Brilliant!
This is only correct for single acting non-counterweighted propellers. The Governor is not always directly driven by the crankshaft, many are driven from the accessory drive, or even the from the gun synchronizer drive, i.e. P&W 985 for one.
This is just a general intro to the basic concept. The point is, it turns a speed proportional to the engine. Any point the motion gets picked off from, is all the same result.
Thanks a lot for the great work but if I may, I think the explanation is fundamentally misleading by confusing variable pitch propellers and constant speed ones. It is true that CSU achieve their goal by varying blade angle but the goal of a CSU is first and foremost to keep the engine running at a fairly constant RPM (like a gearbox) , the aerodynamically phenomena on the propeller being the mean rather than the end goal.
So saying that CSU are the answer to fixed pitch propellers not having an optimal AoA in most phases of flight isn't correct: variable pitch propellers without a CSU do exist and are a solution to that problem. The philosophy behind CSU has more to do with engine power and efficiency.
It is indeed a complex topic and comments and suggestions are welcome.
awesome explanation. best on WWW. thank you!
This is a great animation, except one thing that make me confused. For PA44-180, when aircraft overspeed, oil leaves the prob hub and make pitch angle increases and vice versa. This is seems opposite animation in this video. Is there the general concept for all aircraft's CSU, or it differ aircraft by aircraft. Btw, that a great animation.
so how does the oil pressure get into the propeller hub when all that stuff is spinning?
Be careful this is for single-engine aircraft. With oil pressure lowering the RPM, and nitrogen gas/spring send the PRM towards the high. So in the case of losing oil pressure, the propeller will work at full fine position. In multi-engine, it is completely opposite, oil pressure increases the RPM(fine), nitrogen gas/spring decreases the RPM(Coarse/feather). So in case of engine failure in a multi-engine aircraft, the pilot can feather the bad engine to decrease drag.
I was trying to find the correct answer after this video and it gave me a headache thank you for your help 👍
Blade angle is referred to as low pitch or high pitch, not coarse/fine.
Is the yellow part the nitrogen?
Why is the propeller backwards. Spins clockwise as seen from the front.
The animation would be for a non counterweighted prop as the animation showed the engine oil flowing into the prop and increasing to a more course position
napaka lupit
i think the oil pump tend the porpeller to decrease the pitch angle not to increase't
i need answer
why is it that in a free turbine when the plane shuts down (less RPM) the prop feathers (pitch increases)? wouldn`t the oil lines have to be swapped and the propeller adjust pitch the other way around?
They're depicting a single engine aircraft where the engine is designed to windmill when oil pressure is lost. Most multies are designed to feather when oil pressure is lost. Direct drive turbines like most multi pistons have a locking pin that drops in place to prevent the props from feathering when RPM is too low.
Isn’t this something that could be used in human sized quadcopter?
How energy efficient is it?
What does CSUB stand for?
Sounds like this is for a naturally unfeathered prop where oil pressure increases blade angle (coarser), whereas other videos show a naturally feathered prop where oil pressure decreases blade angle (finer).
clockwise spin or anti-clockwise?
yes
Why all of this governer thing if the PIC can just control the flow of the oil from the pilot valve instead?
The engine can also have a governor that maintains engine RPM at the desired throttle setting.
Wait... Right off the bat I dont understand why in the fixed pitch example, a change in airspeed would change prop AOA. I'm now deep down the rabbit whole. Send Help.
Because relative airflow is the resultant of rotation speed (RPM) and airspeed, if speed vector increase the distance between blade chord line and relative airflow decrease so AOA decrease as well
So stick shift for planes :p
More like automatic but with gear selection.
F to the guy who came up with that idea lol
can I get a pin ?
If the airplane ascending it must increase speed to prevent stall so the blades must be increase angle to take a huge bite of air so the engine must increase the torque.. and opposite is right descending .. not as you mention in video!
kinda following your thinking. as it climbs, prop loading slows engine rpm, this in turn causes gov to reduce pitch to maintain rpm. but you have less bite, less thrust. only way to maintain thrust is to increase power. right ?