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The Propeller.

Breaking NewsPosted by News From F1 Hoverpod Ltd Mon, May 25, 2015 12:11:42

25.05.2015

The understanding and definition of Propeller. I would like to start with the definition of the word Propeller to which in the world of Hoverpod® is something that is often misused. I have hear the driving force of the Hoverpod® called a Fan, Turbine and many other terms but in truth it is a propulsion system and to that end defines it as a Propeller. The definition and description of the propeller as well as this history of the propeller has a varied and interesting history and some of which is defined below:

The twisted airfoil (aerofoil) shape of an aircraft propeller was pioneered by the Wright brothers. While some earlier engineers had attempted to model air propellers on marine propellers, the Wrights realized that a propeller is essentially the same as a wing, and were able to use data from their earlier wind tunnel experiments on wings. The Wrights introduced a twist along the length of the blades. This was necessary to maintain a more uniform angle of attack of the blade along its length. Their original propeller blades had an efficiency of about 82%, compared to the 90% of modern propellers.

Mahogany was the wood preferred for propellers through World War I, but wartime shortages encouraged use of walnut, oak, cherry and ash. Alberto Santos Dumont was another early pioneer, having designed propellers before the Wright Brothers (albeit not as efficient) for his airships. He applied the knowledge he gained from experiences with airships to make a propeller with a steel shaft and aluminum blades for his 14 bis biplane. Some of his designs used a bent aluminum sheet for blades, thus creating an airfoil shape. They were heavily under-cambered, and this plus the absence of lengthwise twist made them less efficient than the Wright propellers. Even so, this was perhaps the first use of aluminum in the construction of an air screw.

Originally, a rotating airfoil behind the aircraft, which pushes it, was called a propeller, while one which pulled from the front was a tractor. Later the term 'pusher' became adopted for the rear-mounted device in contrast to the tractor configuration and both became referred to as 'propellers' or 'air-screws'. The understanding of low speed propeller aerodynamics was fairly complete by the 1920s, but later requirements to handle more power in a smaller diameter have made the problem more complex. A well-designed propeller typically has an efficiency of around 80% when operating in the best regime. The efficiency of the propeller is influenced by the angle of attack (α). This is defined as α = Φ - θ, where θ is the helix angle (the angle between the resultant relative velocity and the blade rotation direction) and Φ is the blade pitch angle. Very small pitch and helix angles give a good performance against resistance but provide little thrust, while larger angles have the opposite effect. The best helix angle is when the blade is acting as a wing producing much more lift than drag. Angle of attack is similar to advance ratio, for propellers.

A propeller's efficiency is determined by Propellers are similar in aerofoil section to a low-drag wing and as such are poor in operation when at other than their optimum angle of attack. Therefore some propellers use a variable pitch mechanism to alter the blades' pitch angle as engine speed and aircraft velocity are changed. The three-bladed propeller of a light aircraft: the Vans RV-7A A further consideration is the number and the shape of the blades used. Increasing the aspect ratio of the blades reduces drag but the amount of thrust produced depends on blade area, so using high-aspect blades can result in an excessive propeller diameter.

A further balance is that using a smaller number of blades reduces interference effects between the blades, but to have sufficient blade area to transmit the available power within a set diameter means a compromise is needed. Increasing the number of blades also decreases the amount of work each blade is required to perform, limiting the local Mach number - a significant performance limit on propellers. A propeller's performance suffers as the blade speed nears the transonic.

As the relative air speed at any section of a propeller is a vector sum of the aircraft speed and the tangential speed due to rotation, a propeller blade tip will reach transonic speed well before the aircraft does. When the airflow over the tip of the blade reaches its critical speed, drag and torque resistance increase rapidly and shock waves form creating a sharp increase in noise. Aircraft with conventional propellers, therefore, do not usually fly faster than Mach 0.6.

There have been propeller aircraft which attained up to the Mach 0.8 range, but the low propeller efficiency at this speed makes such applications rare. There have been efforts to develop propellers for aircraft at high subsonic speeds. The 'fix' is similar to that of transonic wing design. The maximum relative velocity is kept as low as possible by careful control of pitch to allow the blades to have large helix angles; thin blade sections are used and the blades are swept back in a scimitar shape (Scimitar propeller); a large number of blades are used to reduce work per blade and so circulation strength; contra-rotation is used.

The propellers designed are more efficient than turbo-fans and their cruising speed (Mach 0.7–0.85) is suitable for airliners, but the noise generated is tremendous (see the Antonov An-70 and Tupolev Tu-95 for examples of such a design). Since the 1940s, propellers and prop fans with swept tips or curved "scimitar-shaped" blades have been studied for use in high-speed applications so as to delay the onset of shock waves, in similar manner to wing sweep back, where the blade tips approach the speed of sound. The Airbus A400M turboprop transport aircraft is expected to provide the first production example: note that it is not a prop fan because the propellers are not mounted directly to the engine shaft but are driven through reduction gearing.

Variable Pitch

The purpose of varying pitch angle with a variable-pitch propeller is to maintain an optimal angle of attack (maximum lift to drag ratio) on the propeller blades as aircraft speed varies. Early pitch control settings were pilot operated, either two-position or manually variable. Following World War I, automatic propellers were developed to maintain an optimum angle of attack. This was done by balancing the centripetal twisting moment on the blades and a set of counterweights against a spring and the aerodynamic forces on the blade.

Automatic props had the advantage of being simple, lightweight, and requiring no external control, but a particular propeller's performance was difficult to match with that of the aircraft's power-plant. An improvement on the automatic type was the constant-speed propeller. Constant-speed propellers allow the pilot to select a rotational speed for maximum engine power or maximum efficiency, and a propeller governor acts as a closed-loop controller to vary propeller pitch angle as required to maintain the selected engine speed. In most aircraft this system is hydraulic, with engine oil serving as the hydraulic fluid. However, electrically controlled propellers were developed during World War II and saw extensive use on military aircraft, and have recently seen a revival in use on home built aircraft.

On some variable-pitch propellers, the blades can be rotated parallel to the airflow to reduce drag in case of an engine failure. This uses the term feathering, borrowed from rowing. On single-engined aircraft, whether a powered glider or turbine-powered aircraft, the effect is to increase the gliding distance.

On a mufti-engine aircraft, feathering the propeller on a failed engine helps the aircraft to maintain altitude with the reduced power from the remaining engines. Most feathering systems for reciprocating engines sense a drop in oil pressure and move the blades toward the feather position, and require the pilot to pull the propeller control back to disengage the high-pitch stop pins before the engine reaches idle RPM. Turboprop control systems usually utilize a negative torque sensor in the reduction gearbox which moves the blades toward feather when the engine is no longer providing power to the propeller. Depending on design, the pilot may have to push a button to override the high-pitch stops and complete the feathering process, or the feathering process may be totally automatic.

Reverse Pitch

In some aircraft, such as the C-130 Hercules, the pilot can manually override the constant-speed mechanism to reverse the blade pitch angle, and thus the thrust of the engine (although the rotation of the engine itself does not reverse). This is used to help slow the plane down after landing in order to save wear on the brakes and tires, but in some cases also allows the aircraft to back up on its own - this is particularly useful for getting float planes out of confined docks. See also Thrust reversal.

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