Aircraft Propeller Systems Overview

Propeller Blade Movement

• Increasing oil pressure in a conventional constant-speed, variable-pitch, full-feathering propeller moves the blades toward low-pitch, high rpm.

Recommended Bank Angle

• The recommended bank angle for turns with one engine inoperative is 15 degrees.

Propeller Assymetry

• In high angles of attack (AoA) situations, the descending propeller blade generates higher thrust than the ascending blade due in part to the propeller having three blades.

Factors Affecting Vmc

• An increase in weight and a forward center of gravity (CG) lowers Vmc.

Propeller Turning Tendency

• Propeller asymmetrical load contributes to a left turning tendency in conventional airplanes.

High RoD During Power Reduction

• A high rate of descent (RoD) during a sudden power reduction in an approach is due to reduced induced airflow.

Fuel Pump Types

• There are engine-driven fuel pumps and electrical boost pumps.

Recommended Takeoff Speed

• Recommended takeoff speed is Vmc + 5 knots.

Instrument Approach on One Engine

• Execute instrument approaches on one engine by planning the final approach at Vyse or Vmc (whichever is lower.)

Critical Engine

• The right engine is not the critical engine in all multi-engine airplanes where both propellers turn clockwise.

Definition of Vxse

• Vxse is defined as the best angle of climb with one engine inoperative.

T/O Run Checks

• During takeoff run, pilots should monitor RPM, map, oil temperature and pressure.

Stabilized Approach

• Executing a stabilized approach prevents a risky engine-out go-around.

Power Differential

• Power differential is a factor for considerations during departures.

Engine Failure Consideration

• Engine failure must be considered during all departures in multi-engine aircraft.

Best Rate of Climb Speed

• The speed for best rate of climb in a multi-engine airplane is Vy.

Density Altitude and ASD

• The longer the ASD, the lower the density altitude.

Critical Engine in Twin Engine Aircraft

• The left engine isn't the critical engine in all twin-engine aircraft.

Propeller Tendency

• Propeller asymmetrical loading tends to cause a left turning tendency in conventional airplanes.

Landing Gear Warning Horn

• The landing gear warning horn will not sound if the gear is up and only one throttle is reduced to idle.

Single-Engine Service Ceiling

• The single-engine service ceiling for a twin-engine airplane is determined by a 50 ft/min rate of climb.

Propeller Feathering

• If an inoperative engine cannot be restarted, feather the propeller to reduce drag.

Decision Speed

• The decision speed (V1) is the highest speed at which a pilot can initiate action to stop the aircraft in the case of an aborted takeoff.

Propeller Synchronizer

• A propeller synchronizer may be used to balance the rpm between engines during takeoff.

Flaps During Approach

• Flaps should be operated as little as possible during an OEI aircraft approach until the landing is ensured.

Engine Failure Drag

• Full flaps cause more drag during engine failure.

Takeoff Altitude and Engine Failure

• If a takeoff is initiated at an altitude greater than the OEI service ceiling, engine failure will result in a level flight.

Altitude at Equal Vx and Vy

• The altitude at which Vx and Vy are the same is known as the absolute ceiling.

Gear Indication System

• A red light on the landing gear indication system implies that the wheels are in an ascending, descending, or unlocked position.

Turbocharging and Service Ceiling

• Turbocharging increases the service airplane's ceiling, it does this by providing more airflow which enable a better air-fuel ratio and provides a sea level or greater map at high altitudes.