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BMWBikeCrz(at)aol.com Guest
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Posted: Thu Feb 21, 2008 5:48 am Post subject: Prop size ?? |
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Anyone running a 66 inch prop ? How much boom clearance do you have ?
Also Do Larger props with higher inertia cause More P factor to the point that a smaller prop with less inertia would be more desirable and make a more controllable Airplane ?
Could a high inertia prop cause stress damage on an older Firestar ?
Thanks ! Dave
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Ralph B
Joined: 14 Apr 2007 Posts: 367 Location: Mound Minnesota
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Posted: Thu Feb 21, 2008 6:07 am Post subject: Re: Prop size ?? |
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BMWBikeCrz(at)aol.comA Quote: |
Anyone running a 66 inch prop ? How much boom clearance do you have ?
Also Do Larger props with higher inertia cause More P factor to the point that a smaller prop with less inertia would be more desirable and make a more controllable Airplane ?
Could a high inertia prop cause stress damage on an older Firestar ?
Thanks ! Dave] |
I've been using an Ivo 66" prop for all these years. A 66" prop is what is recommended for the Firestar.
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_________________ Ralph B
Kolb Kolbra 912uls
N20386
550 hours |
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jb92563
Joined: 23 Mar 2007 Posts: 314 Location: Southern California
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Posted: Thu Feb 21, 2008 8:01 am Post subject: Re: Prop size ?? |
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P-Factor is caused primarily by the generation of thrust, gyroscopic effects and the swirling airflow over the wing and tail causing the aircraft to veer off its intended course slightly.
It is most noticeable at low speed before the control surfaces have become fully effective.
Higher pitch props, and higher RPMs contribute to it, so the way to reduce it is to use less than full thrust initially and gradually advance the throttle instead of just jamming it to full power.
There is really no way around it since you want the thrust to be available as well as the higher rpms. Its all controlled in the technique of advancing the throttle gradually.
A smaller prop would not be a good thing, just apply power gradually and the effect will be reduced even with a larger prop.
Some would rather concentrate on only 2 things, rudder and aileron control at full throttle, than gradually advancing the throttle and having less rudder/aileron inputs to deal with.
Its a personal choice really as to how many things you can effectively monitor and manage at the same time.
I prefer the gradual application of throttle generally as I feel its easier on the engine and less divergent on the runway, but with my Lazair(See my icon) Ultralight it was balls to the wall with brake release at full power to get a nice quick lift off on a shorter runway and to minimize x-wind gust effects on that light a plane.
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_________________ Ray
Kolb UltraStar (Cuyuna UL-202)
Moni MotorGlider
Schreder HP-11 Glider
Grob 109 Motorglider
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