Basic Engine and Propeller Performance - Revision history

Jbowman90: Fixed spelling errors

2008-01-21T16:20:15Z

Fixed spelling errors

← Older revision		Revision as of 16:20, 21 January 2008
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	In the Lycoming O-320 section above, it was stated that the maximum rated power increase of 6.7% does not explain all of the performance benefits seen when upgrading to high compression cylinders. The reason is because of where the propeller power absorbed curves intersect the engine power curves. These points of intersection are the equilibrium points of the engine-propeller combination.		In the Lycoming O-320 section above, it was stated that the maximum rated power increase of 6.7% does not explain all of the performance benefits seen when upgrading to high compression cylinders. The reason is because of where the propeller power absorbed curves intersect the engine power curves. These points of intersection are the equilibrium points of the engine-propeller combination.

	The plot to the right shows the low and high compression O-320 brake power curves but also the propeller power absorbed curves for a generic (from the propeller curves above) McCauley 7359 at various airspeeds. Because points were picked off of the graph, errors exists most notably in the static RPM case. However, the trends are correct. Although the high compression STC adds about 6.7% more maximum brake power, it effects a much higher improvement in propulsive power and thrust. At lower ~~airspeed~~ the thrust power improves by 14% or about ''double'' what you would expect from the engine alone. This effect decreases greatly at the higher speeds to about 8% compared to the engine-alone 7%. But this is still about 14% more power than you would expect!		The plot to the right shows the low and high compression O-320 brake power curves but also the propeller power absorbed curves for a generic (from the propeller curves above) McCauley 7359 at various airspeeds. Because points were picked off of the graph, errors exists most notably in the static RPM case. However, the trends are correct. Although the high compression STC adds about 6.7% more maximum brake power, it effects a much higher improvement in propulsive power and thrust. At lower airspeeds, the thrust power improves by 14% or about ''double'' what you would expect from the engine alone. This effect decreases greatly at the higher speeds to about 8% compared to the engine-alone 7%. But this is still about 14% more power than you would expect!

	For takeoff performance, the reduction is ground roll is approximately the improvement in thrust power. According to the chart to the right, this is about a 10% reduction in takeoff distance. Because [[Climb \| climb]] depends on excess power, performance benefits from the high compression STC are discussed there.		For takeoff performance, the reduction in ground roll is approximately the improvement in thrust power. According to the chart to the right, this is about a 10% reduction in takeoff distance. Because [[Climb \| climb]] depends on excess power, performance benefits from the high compression STC are discussed there.

Jbowman90: Completed the section on Engine and Propeller Performance

2008-01-21T16:18:26Z

Completed the section on Engine and Propeller Performance

← Older revision		Revision as of 16:18, 21 January 2008
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	== Engine and Propeller System Performance ==		== Engine and Propeller System Performance ==

			[[Image:O320 and Propeller Power Curves.png\|thumb\|200 px\|Combined O-320 and Propeller Performance]]

	In the Lycoming O-320 section above, it was stated that the maximum rated power increase of 6.7% does not explain all of the performance benefits seen when upgrading to high compression cylinders. The reason is because of where the propeller power absorbed curves intersect the engine power curves. These points of intersection are the equilibrium points of the engine-propeller combination.		In the Lycoming O-320 section above, it was stated that the maximum rated power increase of 6.7% does not explain all of the performance benefits seen when upgrading to high compression cylinders. The reason is because of where the propeller power absorbed curves intersect the engine power curves. These points of intersection are the equilibrium points of the engine-propeller combination.

	~~[[Image:O320~~ and ~~Propeller Power Curves.png\|thumb\|200 px\|Combined~~ O-320 and ~~Propeller Performance~~]]		The plot to the right shows the low and high compression O-320 brake power curves but also the propeller power absorbed curves for a generic (from the propeller curves above) McCauley 7359 at various airspeeds. Because points were picked off of the graph, errors exists most notably in the static RPM case. However, the trends are correct. Although the high compression STC adds about 6.7% more maximum brake power, it effects a much higher improvement in propulsive power and thrust. At lower airspeed the thrust power improves by 14% or about ''double'' what you would expect from the engine alone. This effect decreases greatly at the higher speeds to about 8% compared to the engine-alone 7%. But this is still about 14% more power than you would expect!

			For takeoff performance, the reduction is ground roll is approximately the improvement in thrust power. According to the chart to the right, this is about a 10% reduction in takeoff distance. Because [[Climb \| climb]] depends on excess power, performance benefits from the high compression STC are discussed there.

Jbowman90: Added plots showing combined engine and propeller performance

2008-01-21T16:05:48Z

Added plots showing combined engine and propeller performance

← Older revision		Revision as of 16:05, 21 January 2008
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	Propeller pitch is the theoretical distance the propeller would move forward, without slippage, in one revolution. Matching a propeller, i.e. diameter and pitch, to an engine is very important. Propeller pitch is like gears on a car. If the gear is too low, the engine over revs. If the gear is too high, the engine bogs down. Propeller pitch is usually measured 3/4 of the distance from the propeller hub to the tip. Propeller pitch can be specified in two different, but equivalent, ways. The first is the blade angle, and the second is the pitch. The two are related as follows: beta = atan( pitch / (2pi0.75*d/2)), where beta is the blade angle, pi is 3.14159, and d is the propeller diameter. Note that the pitch and diameter must be specified in the same units.		Propeller pitch is the theoretical distance the propeller would move forward, without slippage, in one revolution. Matching a propeller, i.e. diameter and pitch, to an engine is very important. Propeller pitch is like gears on a car. If the gear is too low, the engine over revs. If the gear is too high, the engine bogs down. Propeller pitch is usually measured 3/4 of the distance from the propeller hub to the tip. Propeller pitch can be specified in two different, but equivalent, ways. The first is the blade angle, and the second is the pitch. The two are related as follows: beta = atan( pitch / (2pi0.75*d/2)), where beta is the blade angle, pi is 3.14159, and d is the propeller diameter. Note that the pitch and diameter must be specified in the same units.

			<br style="clear:both;"/>

	== Propeller Performance ==		== Propeller Performance ==

	Propeller ~~performance is usually characterized by thrust and power coefficients and propeller efficiency~~. ~~The thrust coefficient is related to how much thrust the propeller is developing~~. ~~Simple? The power coefficient is related to how much power is takes to turn the propeller. Sometimes this is usually stated as the amount of power the propeller ''absorbs''.~~		[[Image:typical_propeller_eff.jpg\|left\|thumb\|200 px\|Typical Propeller Efficiency]]
			[[Image:typical_propeller_CT.jpg\|right\|thumb\|200 px\|Typical Propeller Thrust Coefficient]]
			[[Image:typical_propeller_CP.jpg\|thumb\|200 px\|Typical Propeller Power Coefficient]]


	~~[[Image:typical_propeller_eff~~.~~jpg\|thumb\|200 px\|Typical Propeller Efficiency]]~~		Propeller performance is usually characterized by thrust and power coefficients and propeller efficiency. The thrust coefficient is related to how much thrust the propeller is developing. Simple? The power coefficient is related to how much power is takes to turn the propeller ''not'' how much thrust power it develops. Sometimes this is usually stated as the amount of power the propeller ''absorbs''.
	~~[[Image:typical_propeller_CT~~.~~jpg\|thumb\|200 px\|Typical Propeller Thrust Coefficient]]~~
	~~[[Image:typical_propeller_CP~~.~~jpg\|thumb\|200 px\|Typical Propeller Power Coefficient]]~~

	The thrust coefficient is defined as CT = Thrust / (density * n^2 * d^4), where density is the air density, n is the revolutions per second, and d is the propeller diameter. The power coefficient is defined as CP = Power Absorbed / (density * n^3 * d^5). Since the propulsive power is, by definition, the product of the thrust and flight speed, and efficiency is the ratio of propulsive power to absorbed power, the efficiency of the propeller is eta = J * CT/CP, where J is the advance ratio. The advance ratio is a measure of the angle-of-attack on the propeller blades and is given by J = V / (n * d). Typical efficiency, thrust, and power coefficients are shown to the right. For the Cheetah 59" and 61" pitch propellers with 73" diameters, the blade angles are 18.9 deg and 19.5 deg, respectively.		The thrust coefficient is defined as CT = Thrust / (density * n^2 * d^4), where density is the air density, n is the revolutions per second, and d is the propeller diameter. The power coefficient is defined as CP = Power Absorbed / (density * n^3 * d^5). Since the propulsive power is, by definition, the product of the thrust and flight speed, and efficiency is the ratio of propulsive power to absorbed power, the efficiency of the propeller is eta = J * CT/CP, where J is the advance ratio. The advance ratio is a measure of the angle-of-attack on the propeller blades and is given by J = V / (n * d). Typical efficiency, thrust, and power coefficients are shown to the right. For the Cheetah 59" and 61" pitch propellers with 73" diameters, the blade angles are 18.9 deg and 19.5 deg, respectively.


			<br style="clear:both;"/>

	== Engine and Propeller System Performance ==		== Engine and Propeller System Performance ==

	~~Aircraft performance can not be predicted with engine or propeller alone. Both must be analyzed together. Since~~ the power ~~output~~ of the ~~engine must identically equal the power required~~ to ~~drive the propeller, we must find the points~~ where the ~~engine and~~ propeller power curves intersect~~. The~~ engine power ~~curve was shown previously~~. ~~To produce the propeller power required curves, we compute power absorbed vs. RPM for a variety~~ of ~~flight speeds. The~~ intersection of the propeller ~~and engine curves is the equilibrium RPM for that flight speed~~.		In the Lycoming O-320 section above, it was stated that the maximum rated power increase of 6.7% does not explain all of the performance benefits seen when upgrading to high compression cylinders. The reason is because of where the propeller power absorbed curves intersect the engine power curves. These points of intersection are the equilibrium points of the engine-propeller combination.

	~~To be completed shortly ..~~.		[[Image:O320 and Propeller Power Curves.png\|thumb\|200 px\|Combined O-320 and Propeller Performance]]

Jbowman90: Updated engine brake horsepower graph and text

2008-01-21T15:39:12Z

Updated engine brake horsepower graph and text

← Older revision		Revision as of 15:39, 21 January 2008
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	== The Lycoming O-320 ==		== The Lycoming O-320 ==

			[[Image:O320 Brake Power Curves.png\|thumb\|200 px\|O-320 Brake Horsepower]]

	The O-320 on Grummans is a horizontally-opposed, carbureted, 4-cylinder engine with 320 cubic inches of displacement. This engine typically comes in low compression (7:1) and high compression (8.5:1) varieties. The low compression version was rated by Lycoming at 150HP at 2700RPM, and the high compression engine was rated at 160HP at 2700RPM. The Cheetahs came from the factory with the low compression engine. Bill Scott of [http://precisionengine.home.mindspring.com/ Precision Engine] developed an STC to convert the low compression cylinders to high compression cylinders with an RPM restriction of 2650RPM. The RPM restriction allowed Bill Scott to avoid testing since the restriction placed the high compression engine within the tolerances allowed by the FAA for the low compression engine. The FAA will no longer approve changes of this type without testing. The maximum horsepower, with the RPM restriction, is roughly 157 HP.		The O-320 on Grummans is a horizontally-opposed, carbureted, 4-cylinder engine with 320 cubic inches of displacement. This engine typically comes in low compression (7:1) and high compression (8.5:1) varieties. The low compression version was rated by Lycoming at 150HP at 2700RPM, and the high compression engine was rated at 160HP at 2700RPM. The Cheetahs came from the factory with the low compression engine. Bill Scott of [http://precisionengine.home.mindspring.com/ Precision Engine] developed an STC to convert the low compression cylinders to high compression cylinders with an RPM restriction of 2650RPM. The RPM restriction allowed Bill Scott to avoid testing since the restriction placed the high compression engine within the tolerances allowed by the FAA for the low compression engine. The FAA will no longer approve changes of this type without testing. The maximum horsepower, with the RPM restriction, is roughly 157 HP.

	~~[[Image:O320.png\|thumb\|200 px\|O-320 (Low Compression) with Estimated High Compression]]~~		The plot to the right shows the power developed by the O-320 A/E (150HP, low compression) and O-320 B/D (160HP, high compression) engines. Note that the percent difference in maximum rated power is 6.7%. The impact of this improvement will be discussed shortly. As it turns out, this 6.7% increase in maximum rated brake horsepower does not sufficiently explain all of the performance benefits obtained by upgrading the 150HP O-320 to 160HP.

	The plot shows the power developed by the low-compression O-320 ~~engine~~ (~~lower curve~~)~~, and~~ the ~~higher curve~~ is ~~the 150 HP engine adjusted by a simple ratio to make 160 HP at 2700 RPM~~. ~~Because the high-compression engine has different characteristics~~, this is not ~~strictly correct. Power developed by an engine is the product~~ of the ~~torque output of~~ the ~~engine and the engine RPM adjusted by some factor~~ to ~~make the units work out~~. ~~Since the high-compression engine has different torque characteristics, the power curve will necessarily be different.~~

	== Propellers Used by Grummans ==		== Propellers Used by Grummans ==

Bob Steward: removed "low compression STC" from AA-5/AA5A

2008-01-12T17:50:27Z

removed "low compression STC" from AA-5/AA5A

← Older revision		Revision as of 17:50, 12 January 2008
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	\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)		\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)
	\|-		\|-
	\|AA-5 \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), (By STC) Sensenich 74DM7-0-59 (low compression ~~STC~~, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)		\|AA-5 \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), (By STC) Sensenich 74DM7-0-59 (low compression, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (w/high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)
	\|-		\|-
	\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), (By STC) Sensenich 74DM7-0-59 (low compression ~~STC~~, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)		\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), (By STC) Sensenich 74DM7-0-59 (low compression, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (w/high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)
	\|-		\|-
	\|AA-5B \|\| McCauley 1A170/FFA-7563 (cruise, 75" dia, 63" pitch), (By STC) Sensenich 76EM8S10-0-61 (climb, 76" dia, 61" pitch), Sensenich 76EM8S10-0-63 (cruise, 76" dia, 63" pitch), Sensenich 76EM8S10-0-65 (cruise, 76" dia, 65" pitch)		\|AA-5B \|\| McCauley 1A170/FFA-7563 (cruise, 75" dia, 63" pitch), (By STC) Sensenich 76EM8S10-0-61 (climb, 76" dia, 61" pitch), Sensenich 76EM8S10-0-63 (cruise, 76" dia, 63" pitch), Sensenich 76EM8S10-0-65 (cruise, 76" dia, 65" pitch)

Bob Steward: Added "by STC" to AA-5, AA-5A, AA-5B

2008-01-11T08:14:04Z

Added "by STC" to AA-5, AA-5A, AA-5B

← Older revision		Revision as of 08:14, 11 January 2008
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	\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)		\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)
	\|-		\|-
	\|AA-5 \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)		\|AA-5 \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), (By STC) Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)
	\|-		\|-
	\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)		\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), (By STC) Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)
	\|-		\|-
	\|AA-5B \|\| McCauley 1A170/FFA-7563 (cruise, 75" dia, 63" pitch)		\|AA-5B \|\| McCauley 1A170/FFA-7563 (cruise, 75" dia, 63" pitch), (By STC) Sensenich 76EM8S10-0-61 (climb, 76" dia, 61" pitch), Sensenich 76EM8S10-0-63 (cruise, 76" dia, 63" pitch), Sensenich 76EM8S10-0-65 (cruise, 76" dia, 65" pitch)
	\|-		\|-
	\|AG-5B \|\| Sensenich 76EM8S10-0-61 (climb, 76" dia, 61" pitch), Sensenich 76EM8S10-0-63 (cruise, 76" dia, 63" pitch), Sensenich 76EM8S10-0-65 (cruise, 76" dia, 65" pitch)		\|AG-5B \|\| Sensenich 76EM8S10-0-61 (climb, 76" dia, 61" pitch), Sensenich 76EM8S10-0-63 (cruise, 76" dia, 63" pitch), Sensenich 76EM8S10-0-65 (cruise, 76" dia, 65" pitch)

Bob Steward: Added AA-1A,B

2008-01-11T08:10:40Z

Added AA-1A,B

← Older revision		Revision as of 08:10, 11 January 2008
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	{\|border="1"		{\|border="1"
	\|-		\|-
	\|AA-1 \|\| McCauley 1A105/SCM-7153 (climb, 71" dia, 53" pitch), McCauley 1A105/SCM-7154 (climb, 71" dia, 54" pitch), McCauley 1A105/SCM-7157 (cruise, 71" dia, 57" pitch)		\|AA-1/A/B \|\| McCauley 1A105/SCM-7153 (climb, 71" dia, 53" pitch), McCauley 1A105/SCM-7154 (climb, 71" dia, 54" pitch), McCauley 1A105/SCM-7157 (cruise, 71" dia, 57" pitch)
	\|-		\|-
	\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)		\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)

Bob Steward: Added AA-1 props

2008-01-11T08:08:52Z

Added AA-1 props

← Older revision		Revision as of 08:08, 11 January 2008
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	{\|border="1"		{\|border="1"
	\|-		\|-
	\|AA-1 \|\|		\|AA-1 \|\| McCauley 1A105/SCM-7153 (climb, 71" dia, 53" pitch), McCauley 1A105/SCM-7154 (climb, 71" dia, 54" pitch), McCauley 1A105/SCM-7157 (cruise, 71" dia, 57" pitch)
	\|-		\|-
	\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)		\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)

Bob Steward: Added AG-5B and props

2008-01-11T08:04:39Z

Added AG-5B and props

← Older revision		Revision as of 08:04, 11 January 2008
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	\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)		\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)
	\|-		\|-
	\|AA-5B \|\| McCauley 1A170/FFA-7563 (cruise, 75" dia, 63" pitch)		\|AA-5B \|\| McCauley 1A170/FFA-7563 (cruise, 75" dia, 63" pitch)
			\|-
			\|AG-5B \|\| Sensenich 76EM8S10-0-61 (climb, 76" dia, 61" pitch), Sensenich 76EM8S10-0-63 (cruise, 76" dia, 63" pitch), Sensenich 76EM8S10-0-65 (cruise, 76" dia, 65" pitch)
	\|}		\|}

Bob Steward: Added AA-1C, -1C props, corrected Sensenich model on AA-5/A

2008-01-11T07:58:23Z

Added AA-1C, -1C props, corrected Sensenich model on AA-5/A

← Older revision		Revision as of 07:58, 11 January 2008
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	\|AA-1 \|\|		\|AA-1 \|\|
	\|-		\|-
	\|AA-5 \|\| ~~McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch),~~ Sensenich ~~74DM6~~-0-59 (~~low compression STC~~, 74" dia ~~clipped to 72.5" and tips beveled~~, 59" pitch), Sensenich ~~74DM6~~-0-61 (~~high compression STC~~, 74" dia ~~clipped to 72.5" and tips beveled~~, 61" pitch)		\|AA-1C \|\| Sensenich 72CK-0-52 (climb, 72" dia, 52" pitch), Sensenich 72CK-0-56 (cruise, 72" dia, 56" pitch)
	\|-		\|-
	\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), Sensenich ~~74DM6~~-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich ~~74DM6~~-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)		\|AA-5 \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)
	\|-		\|-
	\|AA-5B \|\| McCauley 1A170/FFA-7563		\|AA-5A \|\| McCauley 1C172/SBTM-7357 (climb, 73" dia, 57" pitch), McCauley 1C172/SBTM-7359 (cruise, 73" dia, 59" pitch), Sensenich 74DM7-0-59 (low compression STC, 74" dia clipped to 72.5" and tips beveled, 59" pitch), Sensenich 74DM7-0-61 (high compression STC, 74" dia clipped to 72.5" and tips beveled, 61" pitch)
			\|-
			\|AA-5B \|\| McCauley 1A170/FFA-7563 (cruise, 75" dia, 63" pitch)
	\|}		\|}