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I can't get my head around how you can pull the same rpm in take off and WOT level?

My warp drive getting 5320/60k climb and 5600/5650 WOT level.

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Gday, Finally the results of testing the EProp in comparison to Bolly and Kool (Luga), using manifold pressure to set engine power exactly equal for each. Once again surprising results that

First tests with the variable pitch propeller     

All CSU (I gather thats what your commenting on Bruce) are expensive. I personally dont think they are worth the cost for the performance for our type of aircraft.   Posted above is the std

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Don't know if you have heard of this little "trick" that may assist with adjusting the blade pitch - try a thin smear of carnauba wax (polish) round the clamping base.

With the clamping bolts/screws firmed up, to remove unintended movement, the wax will give just enough "slip" to make fine adjustments but not enough lub to inhibit clamping when desired blade position/pitch achieved.

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Yes I have heard that but didnt want to do anything other than in the paperwork supplied...certainly as time goes on no doubt I will refine the process....We are all amazed at how different the prop performs

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Dan went flying today as the weather was quite nice. This was to do some more flying behind the Eprop and also to test the new jets he put in the carbs to get better mixture results than standard jets were producing.

 

The chart is pretty self explanitory.

The aircraft was 2 POB and 3/4 fuel so was around 500 + kg The weather was very cool this morning with fog in a lot of places so the air was pretty thick

 

Normal cruise is around 85kts for his VG savannah

 

With the prop reset to produce 5500 rpm on the ground the pitch was further reduced from the 24.9 we set on sunday to now 24.6 deg

Cruise now at 89kts..thats a lot more than I expected considering Dan is usually only himself on board. The climb rate at 68kts at 1100 fpm is also pretty darn good with 2 pob and that was at 5300 rpm. He thinks because the engine was running pretty rich at full power with the jet change he would get to the 5500 on climb as he did get to max ground rpm but only himself on board that day. The one thing he did comment about was now it would be quite easy to get to VNE with this prop especially when you lower the nose to decend as you dont have the blade drag like the others.

 

In my savannah 1 up and at 5600 rpm with the bolly at WOT level flight I could only get 97 kts..his with 2 up gets 100kts at 5500.

There is basically no vibration from the engine at all and also the buffeting around the airframe is far reduced during flight to the point where it is very noticable also the noise level in the cockpit is greatly reduced . He took the headset off and said you can now easily fly without the headset without too much drama

 

So all things considered these are very big improvements with this new prop.

 

Currently there are 2 more going to WA and one going to Victoria. in about 3 or 4 weeks time we will have some more data and done on different aircraft..Foxbat A22. CTSW and Tecnam P2008..This will be interesting to see some different numbers and also vibration reports

 

 

 

Dannychart.jpg.7ae69dd2c4fac9d16ccdb8ed7180c9d8.jpg

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Good to hear Mark, starting to show why the Dynamic Balance on my prop was so close to perfect. Its resin and mat is very similar to the E Props as it is the predecessor in design technology to the E-Props; I guess. Cheers

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  • 3 weeks later...

We have been trialing the prop I got in as a demo on Danny's Savannah. Performance increase has been pretty impressive. 4 kt cruise speed increase at 5000 rpm which is impressive by itself for a savannah. Super smooth running and pretty much all vibrations are gone. More climb and takeoff performance. Danny ordered one and it has arrived but we have been doing some throttle mods today and will fit the new prop with a slightly smaller extension for his and then I can get mine back. I have a guy here..well from Gympie that has a Sav with a Airmaster and loves it and he is willing to drop the airmaster off and try the Eprop for the savannah and we can do a comparison with how much different it is to the constant speed..that will be interesting

 

I have another 5 ordered and 3 have been delivered to customers. One in WA has fitted his and been waiting or some better weather so he could fly it. Today he flew it..he rang me while flying in the aircraft on his Lightspeed headset..which I have to say if you didnt know you wouldnt think he was at 3000 ft doing 100kts

 

Obviously I want to see other numbers from other aircraft. His aircraft is a A22 Foxbat that had the factory fitted Warp Drive. Below are the specs from that warpdrive that he has been flying with for a long time

This is from the texts he sent me this afternoon

 

Warpdrive was 5400 ground. 5500 WOT straight and level. Best climb was 5350. Cruise was 5300 93kts. Wot was 95kts climb 1000fpm.

 

 

This is with the Eprop

 

Eprop set 25.6 degrees ran 5620rpm wot on ground. Best climb was 5380. With 1200 fpm. Wot straight and level was 5420. With 106-110kts. Cruise at 5250 98-100kts TAS. Smooth as idles smoother starts and stops easier. No clunk on shut down. No wind buffering all over fuselage. Over all best prop out there. Essentially I gained 7-8kts more on cruise and so much smoother with no vibrations.

 

There is another that has been fitted to a Tecnam P2008 in Victoria but due to some airfield maint and weather he will be testing soon

 

I like data to be able to quantify results so will see what improvements are on the different aircraft. I have props ordered for a CTSW in WA and a 100hp Trike in NSW it will be interesting to see the difference in their numbers

 

Mark

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The Eprop setup is to set the pitch for 5500 rpm in horizontal flight WOT. We have found that it is close to the same on the ground at WOT. They give you a suggested pitch setting for the initial run to see what you get at WOT then adjust for 5500 if required. They state in the paperwork a pitch increase of 0.6deg will result in a decrease of 100 rpm and a pitch decrease of 0.6 deg will create a 100rpm increase

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The Eprop setup is to set the pitch for 5500 rpm in horizontal flight WOT. We have found that it is close to the same on the ground at WOT. They give you a suggested pitch setting for the initial run to see what you get at WOT then adjust for 5500 if required. They state in the paperwork a pitch increase of 0.6deg will result in a decrease of 100 rpm and a pitch decrease of 0.6 deg will create a 100rpm increase

It sounds like a fairly straightforward operation.

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We have been trialing the prop I got in as a demo on Danny's Savannah. Performance increase has been pretty impressive. 4 kt cruise speed increase at 5000 rpm which is impressive by itself for a savannah. Super smooth running and pretty much all vibrations are gone. More climb and takeoff performance. Danny ordered one and it has arrived but we have been doing some throttle mods today and will fit the new prop with a slightly smaller extension for his and then I can get mine back. I have a guy here..well from Gympie that has a Sav with a Airmaster and loves it and he is willing to drop the airmaster off and try the Eprop for the savannah and we can do a comparison with how much different it is to the constant speed..that will be interesting

 

I have another 5 ordered and 3 have been delivered to customers. One in WA has fitted his and been waiting or some better weather so he could fly it. Today he flew it..he rang me while flying in the aircraft on his Lightspeed headset..which I have to say if you didnt know you wouldnt think he was at 3000 ft doing 100kts

 

Obviously I want to see other numbers from other aircraft. His aircraft is a A22 Foxbat that had the factory fitted Warp Drive. Below are the specs from that warpdrive that he has been flying with for a long time

This is from the texts he sent me this afternoon

 

Warpdrive was 5400 ground. 5500 WOT straight and level. Best climb was 5350. Cruise was 5300 93kts. Wot was 95kts climb 1000fpm.

 

 

This is with the Eprop

 

Eprop set 25.6 degrees ran 5620rpm wot on ground. Best climb was 5380. With 1200 fpm. Wot straight and level was 5420. With 106-110kts. Cruise at 5250 98-100kts TAS. Smooth as idles smoother starts and stops easier. No clunk on shut down. No wind buffering all over fuselage. Over all best prop out there. Essentially I gained 7-8kts more on cruise and so much smoother with no vibrations.

 

There is another that has been fitted to a Tecnam P2008 in Victoria but due to some airfield maint and weather he will be testing soon

 

I like data to be able to quantify results so will see what improvements are on the different aircraft. I have props ordered for a CTSW in WA and a 100hp Trike in NSW it will be interesting to see the difference in their numbers

 

Mark

:tongue in cheek:

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  • 2 weeks later...

I use an e-props for last 800 h on my savannah, still completly satisfied (performance and ageing) !

 

I am glad to hear about someone who has long term experience with an e-prop on the Savannah.

 

Thank you, erd72 !

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Here is a small video of when we fitted the Eprop to Rogers World Aircraft Company "Spirit" He got a extra 5kts in cruise and doubled his heavy configuration takeoff climb performance. Less vibration as well. This was my test prop with a 0mm spacer the same prop that was on Danny's Savannah with the 120mm extension. Danny ordered a complete prop and spinner with a 105mm extension to suit his modified VG with a S cowl. His is now fitted which of course left my demo prop free to try on Rogers.

 

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  • 5 weeks later...

Got a report yesterday from a customer in WA with a CTSW who replaced his factory Neuform prop. He is pretty happy

 

  • Pitch 27.2º (within 0.3º specified tolerance)
  • Test carried out without spinner
  • Conditions (approx.)
    • 1022.1hPa
    • 14º
    • Wind ESE @ 11kts

    [*]Load

    • Two pax
    • Approx. 60l fuel
    • 10kgs water ballast

    [*]Run-up info

    • Oil temp 150º
    • CHT 170 º
    • Oil press 25psi
    • Idle RPM 1650

    [*]Take off

    • 15º flaps
    • 5400 WOT @ 65kts

    [*]Climb out

    • 0º flaps
    • 5400 WOT @ 85 kts building to 90kts
    • 1,000ft/min

    [*]Cruise readings

    • Oil temp 200º
    • CHT 165 º
    • Oil press 50psi

    [*]Cruise in sequence @ 1700’

    • 4200 @ 90kts
    • 4400 @ 100kts
    • 4600 @ 105kts
    • 4800 @ 110kts
    • 5000 @ 115kts
    • 5400 @ 125kts (This was only held for a short period but we believe the speed could have continued to increase at this throttle setting)

    [*]There is a noticeable lag when throttle is applied rapidly – it’s only momentary, but noticeable. We think this may be a characteristic of the high aspect ratio producing momentary cavitation. It’s not problematic, especially as all of us use gradual throttle increases.

    [*]Given the reduced swept area of the props, it may be that the breaking effect on final is reduced – again, not a problem but requiring a bit of relearning.

We are very pleased. It’s going to improve marginally with the spinner. Also, we stripped the sealing tape between the wings and the fuselage. We know from previous experience that when it’s replaced it will effect the speed by at least a couple of knots.

 

 

 

VERY pleased with the results. The system definitely exceeds our expectations,

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Got a report yesterday from a customer in WA with a CTSW who replaced his factory Neuform prop. He is pretty happy

 

  • Pitch 27.2º (within 0.3º specified tolerance)
  • Test carried out without spinner
  • Conditions (approx.)
    • 1022.1hPa
    • 14º
    • Wind ESE @ 11kts

    [*]Load

    • Two pax
    • Approx. 60l fuel
    • 10kgs water ballast

    [*]Run-up info

    • Oil temp 150º
    • CHT 170 º
    • Oil press 25psi
    • Idle RPM 1650

    [*]Take off

    • 15º flaps
    • 5400 WOT @ 65kts

    [*]Climb out

    • 0º flaps
    • 5400 WOT @ 85 kts building to 90kts
    • 1,000ft/min

    [*]Cruise readings

    • Oil temp 200º
    • CHT 165 º
    • Oil press 50psi

    [*]Cruise in sequence @ 1700’

    • 4200 @ 90kts
    • 4400 @ 100kts
    • 4600 @ 105kts
    • 4800 @ 110kts
    • 5000 @ 115kts
    • 5400 @ 125kts (This was only held for a short period but we believe the speed could have continued to increase at this throttle setting)

    [*]There is a noticeable lag when throttle is applied rapidly – it’s only momentary, but noticeable. We think this may be a characteristic of the high aspect ratio producing momentary cavitation. It’s not problematic, especially as all of us use gradual throttle increases.

    [*]Given the reduced swept area of the props, it may be that the breaking effect on final is reduced – again, not a problem but requiring a bit of relearning.

We are very pleased. It’s going to improve marginally with the spinner. Also, we stripped the sealing tape between the wings and the fuselage. We know from previous experience that when it’s replaced it will effect the speed by at least a couple of knots.

 

 

 

VERY pleased with the results. The system definitely exceeds our expectations,

 

Any comparisons Mark.

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Dannys Savannah now climbs at 1200ft/min with 2 up at 60kts and MTOW..his cruise at 5000 rpm is 90kts. He takes off before he even gets to full throttle.

Rogers Spirit fully maxed at MTOW climbed out at 300 to 400ft/min now it climbs at 800+ ft/min he has increased his cruise by at least 4 kts and takes off much quicker

A Tecnam 2008 in Vic also has had dramatic ft/min climb also almost 100 mtr shorter takeoff and I think it was 6 or 7kts extra in cruise

A Foxbat in WA has also major ft/min improvement also 8kts extra in cruise at almost 100 rpm less than before

 

So far everyone is over the moon with the improvements

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How did you guess that Marty? :roflmao:

 

Yes Its a funny story actually but basically I stumbled into it. Its turned out to be something much bigger than I had anticipated..a new product that actually works and beats the pants off anything else around.

I was looking for something better than the Bolly that I was using and I know a lot of people around the world and was told to check them out and was given the lead to the boss there by someone who uses them exclusively now for their factory built aircraft. I couldnt believe the difference when I tried the first one which was to be for me. The issue was the Eprop arrived the week after I sold the GF so I asked Danny to try it...then he wouldnt take it off until I got him one

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Hi Mark, any chance e-prop will produce something for 160-180hp lyco in the future. It would appear that they could beat the performance of a metal hartzell CS prop with a big wieght saving. Big market in experimental.

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How did you guess that Marty? :roflmao:

 

Yes Its a funny story actually but basically I stumbled into it. Its turned out to be something much bigger than I had anticipated..a new product that actually works and beats the pants off anything else around.

I was looking for something better than the Bolly that I was using and I know a lot of people around the world and was told to check them out and was given the lead to the boss there by someone who uses them exclusively now for their factory built aircraft. I couldnt believe the difference when I tried the first one which was to be for me. The issue was the Eprop arrived the week after I sold the GF so I asked Danny to try it...then he wouldnt take it off until I got him one

 

I might have to talk to you soon about what would work for the 701.

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Hi Mark, any chance e-prop will produce something for 160-180hp lyco in the future. It would appear that they could beat the performance of a metal hartzell CS prop with a big wieght saving. Big market in experimental.

 

 

I believe they are working on that area and also for Jabiru etc

I spoke with the boss last night and they are working 2 shifts and looking for more staff and building another building and making more machinery. They are very busy just trying to do production and also developing other props

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