Thread: Propellor Question For Roger Lee

I saw someone mention Warp Drive props and Roger Lee, so I have to ask Roger, is the Warp Drive prop better on the Flight Designs airplanes ? I am very familiar with Warp Drive, but I have no idea about Neu Form props and how they perform. Are the New Form props ultra efficient at high speed or something ??? They dont look as strong as Warp Drive Props. Of course, if anyone else has any information on this I would also like to hear from you also

Mike.

my impression is that my warp drive prop matches or beats the performance of the neuform.

my ct has always been a top performer

Hi

I have tried different prop on my 80 hp CTSW.

3 blades are smoother than the original Neuform 2 blades (for sale BTW)

Not much difference in cruise from one to the other. Although , the 3 blade Neuform gives me LESS static and climb rpm. (compared to the Aero that I had just before)

http://eng.aero.lg.ua/ also called Koolprop

One prop than I will like to have is the DUC . It is used on CT in France and maybe the guys in Europe could tell us more on this

http://www.duc-helices.com/anglais/swirl.htm

An interressant article on different props is here .

http://www.stolspeed.com/props-comparison

Tests were made on a slower plane than CT ..but same engine

But....the BEST prop FOR the CT is an inflight ajustable. (IFA)

I will sell all the props I have ( WD,Aero, Kiev,GSC,Neuforms ) and [ one of these days ] get a Kaspar IFA. ( because it's the only IFA accepted on the CT in canada )

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so, is the WD better ? performance wise, propbably equivalent but it has more inertia and maybe harder on the engine mount. But.. less expensive and in case of damage, you will be back flying sooner because it is made in the US

my 2 cents...canadian

Be sure to check out the overhaul requirements. The last I heard, the Neuform props had to go back to Europe for overhaul as there is no US service center.

Hi Jacques,

Before anyone says anything this is my opinion and yours may be different.

Props are like oil, you seem to like one over another and they all work. I like Ford trucks this guy likes Chevy trucks, they both work.
So there are several props on CT's around the world. I happen to have a Warp Drive like some others. The CT Warp Drive prop is a 66" and the Neuform is a 65" prop and the inertia on the Warp Drive for that size isn't an issue. I have flown the Neuform 3 blade, Neuform 2 blade and the Warp Drive side by side and at approximately WOT (approx. 5500 rpm) to each other. I have heard claims that this prop makes the CT much faster, but in my actual in flight side by side experience they are all about the same. No one pulls away from the other unless there is a disparity in the rpm's. There is a difference in sound and vibration frequency between the 2 blades and 3 blades.
Now of course an in flight adjustable prop is another animal altogether and it can't be compared to a ground adjustable. The in flight adjustable prop gets the best of all worlds in rpm while in flight compared to a ground adjustable that we have to balance the flight characteristics on the ground.
I picked a Warp Drive a few years back because I have used them for 20 years and they have never let me down. I was worried at that time I purchased my CT back in Dec. 2006 that I couldn't get a blade replacement for a Neuform over night from FD if I dinged a Neuform and I was stranded some where. Warp is made in the USA and I could get a replacement over night if I had to. I was going to do more dirt and gravel strips which would have added to possible prop damage. If I dinged a Warp Drive I could most likely still fly home or get out of a tight spot, but a Neuform is a lighter composite and if it gets dinged you may be grounded depending on the size of the ding. The Warp is about 1/3 the price of a Neuform and I don't have the worry of shipping the Warp over seas for an inspection at 1000 hrs.
The pro's of the Warp are, quick replacements, carbon fiber resist dings better and less expensive if you have a problem. If the Warp needs some work it is easier to get it done here in the US. Cons, it will transmit more shock to the gearbox on a prop strike because it is carbon fiber.
The Neuform pro's are less energy transmitted to the gearbox on a prop strike because it will come apart easier. The cons, 3 times more expensive and can be put out of commission on a fairly good ding.


So you see props are like oil or cars. You either like one or the other for it's characteristics that you personally feel are important to you. These are my own likes and dislikes and my own opinion and others will certainly have their likes and dislikes.

Bottom line is any prop will likely work, but you are right to consider an in flight adjustable and I'm sure it will really help with the 80 hp engine.
I have not flown a CT with these props, Aero, Kiev,GSC and you know more about their performance on a CT. I have flown a few of these on other aircraft, but that's comparing apples to oranges.
The other consideration amongst all of this discussion is the prop you select legal with your own rules & regs and legal with FD.


p.s.
I read the prop comparison article from that other person. He says the same thing, they all seem to work with very little difference.

Now here's a scientific reason for basing a preference -not. I like the way the Neuform looks on the CT. And it came with the plane I bought. So, until US LSA regulations allow IFA's, or until I need to replace/overhaul my Neuform, it stays. If I had to replace it today, I'd probably go with a WD but only because of the cost, availability, etc that Roger mentions.

Hi Roger

100% agrees with you.
I have a Neuform ONLY because it's the one accepted in Canada for the CT.....AND I had it at a fair price (barely used)

I'm a Warp Drive dealer since they are in business and highly recommend it to my customers. Great product and service.
Just whish it would be authorized in Canada (on the CT).

Jim is correct about the overhaul for the Neuform. (1000 hrs)
One more point fo the WD..


cheers

Thanks to everyone for the great information on Props for the Flight Design. Warp Drive definately sounds like the answer for me. I like a strong prop with a nickel leading edge, and if the performance is even close to the NeuForm, I will go with Warp drive for the extra durability, speed and ease of getting parts, and 1/3 the cost is icing on the Cake. I have a Warp Drive on my 912-S right now and I like it a lot.

I understand the performance advantages of Inflight Adjustable, but it is not worth the extra complexity, extra maintenance, and is just something else to go wrong and leave me standed somewhere. You could not give me an IVO in-flight adjustable for free, I have read too many failure reports on those Witht the 100 HP rotax, I will set the Warp Drive prop for best cruise, and accept a little less climb rate for a much more reliable and trouble free prop.

So one more question for those with a Warp Drive Prop, is the 3 blade the best for the CT2K , and what diameter warp drive prop with the 100 HP 912-S ??

Mike

The prop for the CT is a 66" Warp. The Neuform's are 65". Stay away from the nickle edge due to increased blade inertia. Square tip over the tapered tip. It is the one thing taught in Rotax class about the extra inertia from the nickled edge.You can't put a constant speed prop on an SLSA in the states. Set your rpm to achieve at least 5500 and up to 5600 WOT flat and level and this will get you the best over all performance and economey. Depending on where you live and what altitude you fly you may want to tweak the rpm some. For instance if you always fly between 8K'-10K' msl most of the time then set the prop up for that altitude and not just 800' off the deck of your airport. If you only fly 3k'-4k' msl then set the rpm for that altitude. With a ground adjustable prop we need to balance climb verses speed. If you want a little more one way or the other this is where a little tweaking comes in, but you can lug the engine down by only having the WOT rpm set to 5100-5200 WOT rpm. If you set the rpm to see 5800 WOT at flat and level you will loose some speed, but gain some climb performance. If you lug the engine or have it set for high rpm's then you will loose some fuel economy.

Like the Monk said in the show Kung-Fu: Balance Grasshopper, Balance.
Ok maybe it wasn't his exact words, but you get the meaning.

My home airport is at 10 feet MSL here in miami, and most of my flying is not much above that This place is flat, and I mean flat ! There is not a hill, not even a natural rise of just 10 feet in the land within 150 miles of me, so most of my flying is very close to see level. What we do have lots of is Rain, heavy rain develops very quickly here, there are times I can not avoid it. The nickel leading edge would make a big difference to me, I think I really need it. How about a nickel leading edge, with taper tips to keep the inertia down ? Why the square tips over the taper on the flight design ?

Mike