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EAA | Aviation Interests | Homebuilders | Resources for While You're Building | Building Articles | Propellers and Spinners | What Size Propellers?
If this information becomes available later, we will pass it along as well. The propeller pitch range shown, in some cases, is the
absolute maximum authorized by the propeller manufacturer. In other cases it merely reflects the composite limits for the
representative aircraft listed and the authorized limits for that prop Model may really be just a bit greater. However, stick to the
numbers shown, or check with the manufacturer, or Propeller Shop, before you do anything drastic.
I guess it is generally accepted that the propeller diameter should be greater for efficient low airspeed operations, and smaller
for high airspeeds. This does not mean, of course, that you can get STOL performance just because you put on a large prop
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numbers shown, or check with the manufacturer, or Propeller Shop, before you do anything drastic.
I guess it is generally accepted that the propeller diameter should be greater for efficient low airspeed operations, and smaller
for high airspeeds. This does not mean, of course, that you can get STOL performance just because you put on a large prop
any more than you can make a racer out of a Pietenpol with one of Ray Hegy's small props.
One more word on propeller diameter. Have you ever heard of this one? "Keep your prop as long as possible as long as
possible!" I'll give you one good argument for longer prop diameters. Next time you get near a nice homebuilt with a beautifully
cowled engine . . . just check and see how much of the propeller area is blanketed out by the engine cowl when the prop is in
the horizontal position.
IT MUST SUIT THE AIRPLANE TOO
You may have the correct prop for the engine but maybe you can't use it on your airplane. For one thing, the diameter may
simply be too big. In other words you can't get enough ground clearance. Years ago this matter of ground clearance was quite
an important thing. However, with the tricycle landing gear somehow that problem has been shoved off' into obscurity. Now that
I think about it, I haven't heard any comments from the FAA as to a minimum propeller ground clearance for homebuilts. While
there are some inspectors who may insist on a minimum clearance, it has become more a personal responsibility of the
homebuilder. A minimum of 9" is good insurance. By nine inches, I mean with the tail up in level attitude and at least nine
inches between the prop tip and the ground. This guarantees, among other things, that your prop will stay longer longer! There
is a beautiful sleek all-wood tail dragger job I know of that could never make a wheel landing safely because it has little, if any,
propeller ground clearance. Anyhow, by all means do consider the requirement for safe ground clearance in selecting your
propeller diameter.
WEIGHT AND BALANCE IS A FACTOR
Determine from your weight and balance calculations whether you need a heavier prop (metal) or a light (wood) propeller. The
wood prop will be lighter by about 10 pounds for the smaller engines.
Considering the higher cost for metal propellers, I wonder why more builders are not using wooden propellers. I realize, of
course, that wood props are more delicate and not as well suited to outdoor parking conditions. I guess one reason for the
popularity of the metal propeller is, believe it or not, because it is much heavier than a wood prop. Most homebuilt designs are
prone to be tail heavy and a metal prop often helps to balance things up. Wood props are nevertheless gaining in popularity
again. They are being made by a number of people in EAA circles and can be obtained for reasonable prices. A recent price
list showed that metal props for the smaller Continental engines were listing for about $250 and up to $310 for props for a 165
hp mill. The same company's wood props listed for much less than that . . . about $105.
SEE WHAT OTHERS ARE USING
While you are busy searching through Trade-A-Plane and the local airports for that outstanding propeller "buy", continue to
gather performance data from the builders and owners of aircraft like yours.
If your airplane is a popular one, there are probably a number of them already built and flying. Ask their owners what size prop
they are using. If possible, compare the results as reported by them and form your own conclusions. Remember, though, that
some of these gents may not really have accurate data to give you. Accept the information with the same reservations you
may have in accepting your neighbors claim of gas mileage for his new car.
STATIC RPM AS A GUIDE
Once you have a propeller, the static rpm that your engine can turn up with that a particular prop is a good indicator of whether
or not it can get you off the ground safely. By static rpm, we mean the rpm the engine is capable of reaching at full throttle
while the aircraft is stationary.
Static rpm is established for all certificated engines. If your engine is not one of those shown in Figure 2, check with any local
A&P mechanic or repair shop. What does this static rpm mean to you? Well, if you full throttle your engine and it does not rev
up to the recommended static rpm . . . it is quite possible that the prop is too big in diameter or that it has too much pitch,
maybe both. It means that perhaps you won't get enough thrust from that prop for a safe take-off. What if your static rpm is
much higher than that recommended? Well, you may get off' O.K. but there is the possibility of exceeding the red-line limits for
your engine, even during the takeoff sequence.
Lycoming advises that, when using a fixed pitch propeller, the static rpm should be 2300 plus or minus 50 rpm when the engine
is rated at 2700 rpm. This will vary slightly depending on the type of propeller. If the static rpm is too high, there is the chance
of overspeeding at full throttle level flight. (With a constant speed propeller, static rpm will be the rated rpm of the engine. This
is controlled by the low pitch settings of the propeller.)
Here are the recommended static rpms that each engine should be capable of achieving with any suitable fixed pitch propeller.
ENGINE
STATIC RPM
Continental A-65
Continental C-85
2200 rpm
Continental C-90
2125 rpm
Continental 0-200
2320 rpm
Lycoming 0-235
2200 rpm
Lycoming 0-29002
2200 rpm
Lycoming 0-320
2300 rpm
FIGURE II
MAX RPM OR REDLINE RPM AS A GUIDE
In straight and level flight, with full throttle, what is the maximum rpm that the engine will turn? Is this above or below the
recommended rpm redline limits established for that engine Model? If the rpm exceeds the redline limit for your engine, the
prop could be too short, or more likely, the propeller could absorb more pitch. To sum this all up. If you pick a prop that is
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