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Date: Wed, 12 Apr 2006 11:19:49 -0400
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Subject: Re: [LML] Re: fixed-pitch prop
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In a message dated 4/10/2006 9:14:20 P.M. Central Daylight Time,  
n103md@yahoo.com writes:

........highly pitched fixed 
prop has MUCH less drag that a typical  C/S prop that reverts 
to flat pitch when the engine quits. My 235 has a  64x78 wood 
prop, and like Paul's has a glide ratio of well over 10:1 with  the 
engine idling or with the mixture cutoff. I haven't measured it  
with the prop stopped. 

Also like Paul's aircraft, mine takes a  while to stop on the runway. 
This is a definite disadvantage of a highly  pitched fixed prop. 
It is also a challenge when descending in formation  with draggier 
aircraft, including LNC2s with a flatter prop. 

Paul  seems to be a pretty smart guy that knows a thing or three
about prop drag.  I don't think he was quoting from an advertisement, 
or resorting to  numerical mumbo jumbo. Also, his prop is quite a bit
different. The thin  tips probably reduce gliding drag relative to my 
more ordinary thick   wood  prop. 
He did claim 15:1 with the engine idling and not with the  prop stopped. 
That seems reasonable to me... and I've got a lot more hours  without
an engine than with.


Bob and Paul,
 
Sorry if I was misunderstood and I haven't flown a fixed pitch prop since  
1990 (C152).  Also, it was unfortunate that I hadn't brought my copy of  
"Aerodynamics for Naval Aviators" (AfNA) along with me while on  vacation.
 
Let's look at the diagram Paul referred to:

 
Paul has mistakenly claimed that this diagram represented drag vs pitch -  it 
does not since beta is blade angle.  Earlier, the AfNA makes two  important 
statements:
1) Beta, the blade angle, includes the effective pitch angle,  theta, plus 
the angle of attack.
2) Beta varies along the blade, but a characteristic value is measured at  
75% of the blade length from the hub (Paul did his calculation at that  point). 
 
Guys, please allow me to take back the mumbo-jumbo part.  It was a  mistake.  
The main purpose of my comments were to note that optimistic  estimates of 
engine out performance will not do anyone any good when their  engine fails.  
Time can be lost in trouble shooting and  maintaining best glide once it is 
reached, time that takes away from glide  distance.  It would be best to know a 
pessimistic rule-of-thumb for  evaluating what landing site might be reached.
 
Bob, I am glad to see you mention the 10:1 ratio, would you use that ratio  
if you lost the engine and the prop was still rotating?
 
On further thought, I would agree that a stopped fixed pitch  prop would 
provide less drag than a stopped (at fine pitch) CS prop because  the blade width 
and angle are probably more beneficial in the fixed  pitch environment.  There 
also may be important differences between  different fixed pitch props, too.
 
With rotating props and the CS prop at coarse pitch, I'm not sure which is  
best.  I will try to find the actual blade angles for my CS prop at fine  and 
coarse settings and report back.  It does not fully feather as  that adds to 
the complexity and weight in the hub. Twins need the feather  capability to 
minimize drag should one engine fail and the extra one is  working to lengthen the 
glide.   
 
Part of the problem is that prop drag is a significant drag component when  
our slick craft are operating at best glide without power.  Note that the  AfNA 
chart is labeled "Propeller Drag Contribution."  Prop drag is  less 
significant in a draggy airplane full of rivets, wings held on  with struts and with 
wheels hanging out in the breeze.  The chart is  useful in pointing out the 
penalty for a wind milling prop at fine pitch and the  drag reduction as the pitch 
is coarsened, even if by only a relatively small  amount.
 
Here is some data from my 320 powered LNC2 with the 70 inch  Hartzell prop.  
This propeller is the same design as an 84 inch prop, but  with 14 inches 
lopped off (by Hartzell design).  Thus, the blade is  very wide.  At cruise pitch 
(somewhat fine), power reduced to near  idle and at best glide (about 107 KIAS 
for the load as indicated by the AOA  device), the descent rate was 1500 to 
1600 fpm (104 Kts is 10,836 fpm), a worse  case ratio of about 6:1.  At coarse 
pitch, the rate was reduced to 400-500  fpm and a worse case ratio of about 
21:1.  I don't know if I could get  the prop to stop for a test, but I think the 
drag is some where between fine and  coarse (the area of the chart curve 
where beta is less than 22 degrees).
 
BTW, I use the rotating coarse pitch 10:1 rule-of-thumb ratio because  I 
would like to arrive at the "set down" site with plenty of reserve  altitude.
 
I would say that the most important element of our LML communications is to  
advise the reader of the flying configuration so there is no confusion when  
trying to figure out the point - I think this started out that way several  
e-mails ago....
 
 
Scott Krueger  AKA Grayhawk
Lancair N92EX IO320 CS Prop
Slow Build 1989, Flown 1996  
Aurora, IL (KARR)

Do not fly behind me, for I may not lead. Do not  fly ahead of me, for I may 
not follow. Do not fly beside me, for I may turn on  you.


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<!DOCTYPE HTML PUBLIC "-//W3C//DTD HTML 4.0 Transitional//EN">
<HTML><HEAD><META http-equiv=3DContent-Type content=3D"text/html; charset=
=3DUS-ASCII"></HEAD>
<BODY id=3Drole_body style=3D"FONT-SIZE: 10pt; COLOR: #000000; FONT-FAMILY:=20=
Arial"   bottomMargin=3D7 leftMargin=3D7 topMargin=3D7 rightMargin=3D7><FONT=
 id=3Drole_document   face=3DArial color=3D#000000 size=3D2>
<DIV>
<DIV>In a message dated 4/10/2006 9:14:20 P.M. Central Daylight Time,=20
n103md@yahoo.com writes:</DIV>
<BLOCKQUOTE   style=3D"PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blu=
e 2px solid"><FONT     style=3D"BACKGROUND-COLOR: transparent" face=3DArial=20=
color=3D#000000     size=3D2>........highly pitched fixed <BR>prop has MUCH=20=
less drag that a typical=20
  C/S prop that reverts <BR>to flat pitch when the engine quits. My 235 has=20=
a=20
  64x78 wood <BR>prop, and like Paul's has a glide ratio of well over 10:1 w=
ith=20
  the <BR>engine idling or with the mixture cutoff. I haven't measured it=20
  <BR>with the prop stopped. <BR><BR>Also like Paul's aircraft, mine takes a=
=20
  while to stop on the runway. <BR>This is a definite disadvantage of a high=
ly=20
  pitched fixed prop. <BR>It is also a challenge when descending in formatio=
n=20
  with draggier <BR>aircraft, including LNC2s with a flatter prop. <BR><BR>P=
aul=20
  seems to be a pretty smart guy that knows a thing or three<BR>about prop d=
rag.=20
  I don't think he was quoting from an advertisement, <BR>or resorting to=20
  numerical mumbo jumbo. Also, his prop is quite a bit<BR>different. The thi=
n=20
  tips probably reduce gliding drag relative to my <BR>more ordinary thick&n=
bsp;=20
  wood&nbsp; prop. <BR>He did claim 15:1 with the engine idling and not with=
 the=20
  prop stopped. <BR>That seems reasonable to me... and I've got a lot more h=
ours=20

  without<BR>an engine than with.<BR></FONT></BLOCKQUOTE></DIV>
<DIV></DIV>
<DIV>Bob and Paul,</DIV>
<DIV>&nbsp;</DIV>
<DIV>Sorry if I was misunderstood and I haven't flown a fixed pitch prop sin=
ce=20
1990 (C152).&nbsp; Also, it was unfortunate that I hadn't brought my copy of=
=20
"Aerodynamics for Naval Aviators" (AfNA)&nbsp;along with me while on=20
vacation.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Let's look at the diagram Paul referred to:</DIV>
<DIV><IMG SRC=3D"cid:X.MA1.1144800963@aol.com"  style=3D"WIDTH: 480px; HEIGH=
T: 303px" height=3D303 width=3D480 vspace=3D5   comp_state=3D"speed" DATASIZ=
E=3D"20367" ID=3D"MA1.1144800963" ></DIV>
<DIV>&nbsp;</DIV>
<DIV>Paul has mistakenly claimed that this diagram represented drag vs pitch=
 -=20
it does not&nbsp;since beta is blade angle.&nbsp; Earlier, the AfNA makes tw=
o=20
important statements:</DIV>
<DIV>1) Beta, the blade angle, includes the effective pitch angle,=20
theta,&nbsp;plus the angle of attack.</DIV>
<DIV>2) Beta varies along the blade, but a characteristic value is measured=20=
at=20
75% of the blade length from the hub (Paul did his calculation at that=20
point).&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV>Guys, please allow me to take back the mumbo-jumbo part.&nbsp; It was a=
=20
mistake.&nbsp; The main purpose of my comments were to note that optimistic=20
estimates of engine out performance will not do anyone any good when their=20
engine fails.&nbsp;&nbsp;Time can be lost&nbsp;in trouble shooting and=20
maintaining best glide once it is reached, time that takes away from glide=20
distance.&nbsp; It would be best to know a pessimistic rule-of-thumb for=20
evaluating what landing site might be reached.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Bob, I am glad to see you mention the 10:1 ratio, would you use that ra=
tio=20
if you lost the engine and&nbsp;the prop&nbsp;was still rotating?</DIV>
<DIV>&nbsp;</DIV>
<DIV>On&nbsp;further thought, I would agree that a stopped&nbsp;fixed pitch=20
prop&nbsp;would provide less drag than a stopped (at fine pitch) CS prop bec=
ause=20
the&nbsp;blade width&nbsp;and angle are probably more beneficial in the fixe=
d=20
pitch environment.&nbsp; There also may be important differences between=20
different fixed pitch props, too.</DIV>
<DIV>&nbsp;</DIV>
<DIV>With rotating props and the CS prop at coarse pitch, I'm not sure which=
 is=20
best.&nbsp; I will try to find the actual blade angles for my CS prop at fin=
e=20
and coarse settings&nbsp;and report back.&nbsp; It does not fully feather as=
=20
that adds to the complexity and weight in the hub.&nbsp;Twins need the feath=
er=20
capability to&nbsp;minimize drag should one engine fail and the extra one is=
=20
working to lengthen the glide.&nbsp;&nbsp; </DIV>
<DIV>&nbsp;</DIV>
<DIV>Part of the problem is that prop drag is a significant drag component w=
hen=20
our slick craft are operating at best glide without power.&nbsp; Note that t=
he=20
AfNA chart is labeled "Propeller Drag <U>Contribution</U>."&nbsp; Prop drag=20=
is=20
less significant in a draggy airplane full of rivets, wings held&nbsp;on=20
with&nbsp;struts and with wheels hanging out in the breeze.&nbsp; The chart=20=
is=20
useful in pointing out the penalty for a wind milling prop at fine pitch and=
 the=20
drag reduction as the pitch is coarsened, even if by only a relatively small=
=20
amount.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Here is some data from&nbsp;my&nbsp;320 powered LNC2 with the 70 inch=20
Hartzell prop.&nbsp; This propeller is the same design as an 84 inch prop, b=
ut=20
with 14 inches&nbsp;lopped off (by Hartzell design).&nbsp; Thus, the blade i=
s=20
very wide.&nbsp; At cruise pitch (somewhat fine), power reduced to near=20
idle&nbsp;and at best glide (about 107 KIAS for the load as indicated by the=
 AOA=20
device), the descent rate was 1500 to 1600 fpm (104 Kts is 10,836 fpm), a wo=
rse=20
case ratio of about 6:1.&nbsp; At coarse pitch, the rate was reduced to 400-=
500=20
fpm and a worse case ratio of&nbsp;about 21:1.&nbsp; I don't know if I could=
 get=20
the prop to stop for a test, but I think the drag is some where between fine=
 and=20
coarse (the area of the chart curve where beta is less than 22 degrees).</DI=
V>
<DIV>&nbsp;</DIV>
<DIV>BTW, I use the rotating coarse pitch&nbsp;10:1 rule-of-thumb ratio beca=
use=20
I would like to arrive at the&nbsp;"set down"&nbsp;site with plenty of reser=
ve=20
altitude.</DIV>
<DIV>&nbsp;</DIV>
<DIV>I would say that the most important element of our LML communications i=
s to=20
advise the reader of the flying configuration so there is no confusion when=20
trying to figure out the point - I think this started out that way several=20
e-mails ago....</DIV>
<DIV>&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV><FONT lang=3D0 face=3DArial size=3D2 FAMILY=3D"SANSSERIF" PTSIZE=3D"10"=
>Scott Krueger=20
AKA Grayhawk<BR>Lancair N92EX IO320 CS Prop<BR>Slow Build 1989, Flown 1996=20
<BR>Aurora, IL (KARR)<BR><BR>Do not fly behind me, for I may not lead. Do no=
t=20
fly ahead of me, for I may not follow. Do not fly beside me, for I may turn=20=
on=20
you.<BR></FONT></DIV></FONT></BODY></HTML>

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