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Robert DiGiovanni
Robert DiGiovanni
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Mounting of propellers is strongly related to aircraft function design.

If possible, thrust is generated most efficiently by one large prop. Drag is also reduced through smaller tail surfaces if the engine and prop are mounted in front, on the nose, which places CG forward.

Once the design limitation of prop arc is reached, the next best thing is 2 on the wings. Accelerated airflow formfrom wing mounted prop blast add a bit more lift, reducing the required wing area, which saves weight and drag. Span loading the wing also increases its tolerance to manuvering G forces. This is why wing mounts were very popular for long range prop driven aircraft, and remain with jet airliners.

One draw back on wing mounts is that a sudden increase in throttle will create more of a nose-up pitching tendency than a nose mount (by way of greater increase of lift). Mounting the engines with a down angle solves this but results in a loss of efficiency (downward thrust component). Nose mounts are easier for aircraft such as trainers, where throttle changes are much more common than with long distance cruisers.

Mounting of propellers is strongly related to aircraft function design.

If possible, thrust is generated most efficiently by one large prop. Drag is also reduced through smaller tail surfaces if the engine and prop are mounted in front, on the nose, which places CG forward.

Once the design limitation of prop arc is reached, the next best thing is 2 on the wings. Accelerated airflow form wing mounted prop blast add a bit more lift, reducing the required wing area, which saves weight and drag. Span loading the wing also increases its tolerance to manuvering G forces. This is why wing mounts were very popular for long range prop driven aircraft, and remain with jet airliners.

One draw back on wing mounts is that a sudden increase in throttle will create more of a nose-up pitching tendency than a nose mount (by way of greater increase of lift). Mounting the engines with a down angle solves this but results in a loss of efficiency (downward thrust component). Nose mounts are easier for aircraft such as trainers, where throttle changes are much more common than with long distance cruisers.

Mounting of propellers is strongly related to aircraft function design.

If possible, thrust is generated most efficiently by one large prop. Drag is also reduced through smaller tail surfaces if the engine and prop are mounted in front, on the nose, which places CG forward.

Once the design limitation of prop arc is reached, the next best thing is 2 on the wings. Accelerated airflow from wing mounted prop blast add a bit more lift, reducing the required wing area, which saves weight and drag. Span loading the wing also increases its tolerance to manuvering G forces. This is why wing mounts were very popular for long range prop driven aircraft, and remain with jet airliners.

One draw back on wing mounts is that a sudden increase in throttle will create more of a nose-up pitching tendency than a nose mount (by way of greater increase of lift). Mounting the engines with a down angle solves this but results in a loss of efficiency (downward thrust component). Nose mounts are easier for aircraft such as trainers, where throttle changes are much more common than with long distance cruisers.

Source Link
Robert DiGiovanni
Robert DiGiovanni
  • 21.3k
  • 2
  • 28
  • 75

Mounting of propellers is strongly related to aircraft function design.

If possible, thrust is generated most efficiently by one large prop. Drag is also reduced through smaller tail surfaces if the engine and prop are mounted in front, on the nose, which places CG forward.

Once the design limitation of prop arc is reached, the next best thing is 2 on the wings. Accelerated airflow form wing mounted prop blast add a bit more lift, reducing the required wing area, which saves weight and drag. Span loading the wing also increases its tolerance to manuvering G forces. This is why wing mounts were very popular for long range prop driven aircraft, and remain with jet airliners.

One draw back on wing mounts is that a sudden increase in throttle will create more of a nose-up pitching tendency than a nose mount (by way of greater increase of lift). Mounting the engines with a down angle solves this but results in a loss of efficiency (downward thrust component). Nose mounts are easier for aircraft such as trainers, where throttle changes are much more common than with long distance cruisers.