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The CSU also allows aircraft engine designers to keep the ignition system simple: the automatic spark advance seen in motor vehicle engines is simplified, because aircraft engines run at a roughly constant RPM. Virtually all high-performance propeller-driven aircraft have constant-speed propellers, as they greatly improve fuel efficiency and ...
The original type (designated as Type 1) calls for operation at 540 revolutions per minute (rpm). A shaft that rotates at 540 rpm has six splines on it, and a diameter of 1 + 3 ⁄ 8 inches (35 mm). [10] Two newer types, supporting higher power applications, operate at 1000 rpm and differ in shaft size. [10]
The Fairey Aviation Company fixed-pitch propeller used was partially stalled on take-off and up to 160 mph (260 km/h) on its way up to a top speed of 407.5 mph (655.8 km/h). [36] The very wide speed range was achieved because some of the usual requirements for aircraft performance did not apply.
The constant-speed propeller is distinguished from the reciprocating engine constant-speed propeller by the control system. The turboprop system consists of 3 propeller governors , a governor, and overspeed governor, and a fuel-topping governor. [ 14 ]
When the airspeed increases and the loading decreases (e.g., in a dive), the RPM will increase and the pilot has to decrease the throttle/power in order to prevent RPM from exceeding the operational limits and damaging the motor. If the aircraft is equipped with adjustable-pitch or constant-speed propeller(s):
Contra-rotating propellers Contra-rotating propellers on the Rolls-Royce Griffon-powered P-51XR Mustang Precious Metal at the 2014 Reno Air Races. Aircraft equipped with contra-rotating propellers (CRP) [1] coaxial contra-rotating propellers, or high-speed propellers, apply the maximum power of usually a single piston engine or turboprop engine to drive a pair of coaxial propellers in contra ...
Air Florida Flight 90 crashed on take-off in snow and icing conditions. The required take-off thrust was 14,500 lb which would normally be set by advancing the thrust levers to give an EPR reading of 2.04. Due to EPR probe icing the value set, i.e. 2.04, was erroneous and actually equivalent to 1.70 which gave an actual thrust of only 10,750 lb.
Max take-off weight, full power Boeing 747-8: 0.269 Max take-off weight, full power Boeing 777-200ER: 0.285 Max take-off weight, full power Boeing 737 MAX 8: 0.311 Max take-off weight, full power Airbus A320neo: 0.310 Max take-off weight, full power Boeing 757-200: 0.341 Max take-off weight, full power (w/Rolls-Royce RB211) Tupolev 154B: 0.360