College of Engineering and Aeronautical Technology

Department of Aircraft Maintenance Technology

AMT 612 Aircraft Propellers (Lecture)

Submitted by:

Johnzen kim F. Baluyot

1st Yr. A
Slipstream Effect

The most pronounced “slipstream effect” would

be the rotation, which causes the airplane to
yaw left in most single engine propeller airplanes.
“Downwash” usually refers to the change in
airflow direction caused by the generation of lift
on an airplane wing.

A slipstream is a region behind a moving object

in which a wake of fluid (typically air or water) is
moving at velocities comparable to the moving
object, relative to the ambient fluid through which the object is
moving.[1] The term slipstream also applies to the similar region
adjacent to an object with a fluid moving around it. "Slipstreaming" or
"drafting" works because of the relative motion of the fluid in the
slipstream.
A slipstream created by turbulent flow has a slightly lower pressure
than the ambient fluid around the object. When the flow is laminar,
the pressure behind the object is higher than the surrounding fluid.
The shape of an object determines how strong the effect is. In
general, the more aerodynamic an object is, the smaller and
weaker its slipstream will be. For example, a box-like front (relative to
the object's motion) will collide with the medium's particles at a high
rate, transferring more momentum from the object to the fluid than a
more aerodynamic object. A bullet-like profile will cause
less turbulence and create a more laminar flow.
A tapered rear will permit the particles of the medium to rejoin more
easily and quickly than a truncated rear. This reduces lower-pressure
effect in the slipstream, but also increases skin friction (in engineering
designs, these effects must be balanced).

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Asymmetric Effect (P-Factor)
P-factor, also known as asymmetric blade
effect and asymmetric disc effect, is
an aerodynamic phenomenon
experienced by a moving propeller,[1] that
is responsible for the asymmetrical
relocation of the propeller's center
of thrust when an aircraft is at a high angle
of attack. This shift in the location of the
center of thrust will exert a yawing moment on the aircraft, causing it
to yaw slightly to one side. A rudder input is required to counteract the
yawing tendency.

CAUSES: When an aircraft is in straight and level flight at cruise speed,

the propeller disc is perpendicular to the relative airflow. Each of the
propeller blades will contact the air at the same angle and speed and
thus the thrust produced is evenly centered across the propeller. As
the aircraft's angle of attack increases and the propeller disc rotates
toward the horizontal, the airflow will meet the propeller disc at an
increasing angle.

The propeller blades moving down and forward (for clockwise

rotation, from the one o'clock to the six o'clock position when viewed
from the front) will have a greater relative wind velocity and therefore
will produce greater thrust, while propeller blades moving up and
back (from the seven o'clock through 12 o'clock position) will have a
decreased relative wind velocity and therefore decreased thrust. This
asymmetry displaces the center of thrust of the propeller disc towards
the blade with increased thrust. In an aircraft with two or more
propeller engines, P-Factor is what determines which engine is
the critical engine.

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Asymmetric Effect (P-Factor)

Reaction torque is the force that acts on

an object when it is not free to rotate. In
the workplace setting, reaction
torque usually refers specifically to the
force produced by electrically powered
tightening tools. This torque force occurs when the tightening cycle is
complete and can be quite abrupt.

Torque refers to the twisting force applied to a fastener. The

resistance produced when this twisting force can not move the
object is called reaction torque. Using a wrench to attempt to
loosen a frozen bolt can produce reaction torque. With regard to
electrical power tools used to tighten threaded fasteners, reaction
torque occurs when the tool enters the final phase of the tightening
process. When the parts of the fastener are joined and can no
longer be turned, the force being exerted by the tool is transferred
back to the tool as reaction torque.
This is important to consider on a worksite as this force may then be
distributed to the hand and arm of the tool's operator and trigger a
reflexive muscle reaction. Prolonged or repeated exposure to
reaction torque may result in injury or musculoskeletal damage to
the operator. The risks of reaction torque can be reduced by the use
of specialized tools designed to detect and limit torque reactions.

On a shaft-
driven vehicle, the reaction between the bevel pinion with its shaft (
which is supported in the rear axle housing)and the bevel ring gear (
which is fastened to the differential housing) that tends to rotate the
axle housing around the axleinstead of rotating the axle shafts alone
.

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Gyroscopic Effect

is a device used for measuring or

maintaining orientation and angular
velocity.[1][2] It is a spinning wheel or
disc in which the axis of rotation is
free to assume any orientation by
itself. When rotating, the orientation
of this axis is unaffected by tilting or
rotation of the mounting, according to the conservation of angular
momentum.

Gyroscopes based on other operating principles also exist, such as the

microchip-packaged MEMS gyroscopes found in electronic devices,
solid-state ring lasers, fibre optic gyroscopes, and the extremely
sensitive quantum gyroscope.

Applications of gyroscopes include inertial navigation systems, such

as in the Hubble telescope, or inside the steel hull of a submerged
submarine. Due to their precision, gyroscopes are also used
in gyrotheodolites to maintain direction in tunnel
mining.[4] Gyroscopes can be used to construct gyrocompasses,
which complement or replace magnetic compasses (in ships, aircraft
and spacecraft, vehicles in general), to assist in stability (bicycles,
motorcycles, and ships) or be used as part of an inertial guidance
system.

Gyroscope is a wheel mounted in two or three gimbals, which are

pivoted supports that allow the rotation of the wheel about a single
axis. A set of three gimbals, one mounted on the other with orthogonal
pivot axes, may be used to allow a wheel mounted on the innermost
gimbal to have an orientation remaining independent of the
orientation, in space, of its support. In the case of a gyroscope with
two gimbals, the outer gimbal, which is the gyroscope frame, is
mounted so as to pivot about an axis in its own plane determined by
the support. This outer gimbal possesses one degree of rotational
freedom and its axis possesses none.

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