|
|
Bryan Winberry wrote:
Ed,
You’re losing me here. If I understand you correctly, you are taking off with lower prop RPM now compared to the original prop? But the RD-1C allows the engine to produce more HP(via more rpm). Isn’t the goal to turn the prop just short of its’ max RPM for T/O? Come to think of it, maybe that’s your point. Do you know the prop rpm’s for the two scenario’s?
Bryan
Bryan, wouldn't it be great if you were only trying to optimize two variables.
Hp is tied to RPM. The faster you turn, the more Hp you get. The more Hp you get, the faster you turn.
Blade pitch is tied to AoA (angle of attack). Add more pitch, the blade has higher AoA and tries to gulp more air.
AoA is tied to RPM. Take little bites of air, and you can take them faster. Try to take to big of a bite, and you don't get any (the blade stalls).
Blade length is tied to Hp. It takes power to move that cylinder of air. The bigger the cylinder, the more power required.
dV (acceleration of the air) is tied to AoA. If you're taking bigger bites, the air has to move through faster.
AoA is tied to the airplane's speed. As the plane accelerates, the prop blades AoA flattens out.
Now, let's go through the optimized blade design process.
You want a climb prop. You want maximum Hp right off the line, so pick a high RPM for the static tests. Pick the longest blade that will fit on your plane, and pitch it to absorb that Hp that is produced at that RPM. Now the blade will have much to little AoA at the chosen cruise RPM and speed. So, you shorten the blade and increase the pitch. You end up absorbing the same Hp, but the second blade absorbs more at a faster speed.
You want a cruise prop. Maybe start with the target RPM for the engine on the takeoff role. This will translate to a certain Hp, that goes through your reduction gear of choice to give a prop RPM. I would pick a blade pitch such that the prop would be just barely past stalled. I would know this, because using a short field technique I would apply full breaks at the end of the runway until the engine came up to speed. When the ASI comes alive I'll note that the the RPM begins to drop off a little (the forward speed drops the blades AoA lets it move out of stall). At cruise speed, the blade will be in a drag bucket (most efficient) at my cruise RPM. I'll modify the blade length to absorb whatever Hp the engine is producing at takeoff.
If you follow this thought process for real, and bolt the result to the front of your real plane, it might be the last thing you do.
If you spend $50 on a copy of Xplane, you can play with it all day long (minus potty breaks) to see the effects. In any case, there isn't *A* goal. There are a bunch of goal*S*, with each one starting from a slightly different initial set of circumstances. I think someone smart once said, "It depends." 8*)
|
|