I always believed that feathering meant pitching the blades so that they were not facing the oncoming airflow, so there is less drag... e.g. if an engine fails it gets feathered so it doesn't create lots of drag on the blades...

I may be wrong?   (I'll be corrected accordingly  )

Yep, "feathering" simply means the leading and trailing edges are in line and perpendicular(a better word is welcomed) to the wing. Turboprops feather to stop the prop's rotation. While in flight a dead engine's prop would be feathered to reduce aerodynamic drag.

Skittles wrote on Mar 18^th, 2007 at 7:59pm:


Perpindicular is 90°, or T. I believe you're thinking parallel, or in-line.

OK! I guess that's the end of this question.

Thanks for the picture, that's what I thought.

I thought "feathered" was a generic term meaning to minimize the angle of attack.  For example, if the prop is still spinning the "feathered" position wouldn't be perpendicular like that in the photo, it would be at some other angle depending on the speed of rotation and airspeed.  It's the angle at which the prop produces the least effect on the wind (drag, thrust, etc).  A stopped prop would indeed feather perpendicular like the photo.

The term is also used in canoeing/kayaking.  When you remove your paddle from the water and bring it forward for the next stroke you feather it so it slices through the wind.  Same concept.

A bit more interesting info on variable pitch/ constant speed Prop's....>>>>

http://www.thaitechnics.com/propeller/prop_control_3.html

...and a few tips on the use of VP/CS Propeller controls....(the little blue lever)... ...>>>

Quote from Pilot Magazine, October 2005

Constant Speed Propellers:

"Everyone knows if you are in fifth gear in your car and the engine's doing 1,500 revs, putting your foot down is going to strain the engine. You must have the revs to absorb the power. The same principle applies to CS Props.
"Rev up, throttle down is the rule. So if you want to increase power, advance the pitch lever first, then the throttle; to reduce power, throttle back before before the pitch lever. That's why you prepare for a go-around on final approach by advancing the pitch lever-then it's ready to absorb full throttle.
"The 'over square rule' is that manifold pressure can be equal to, but never more than rpm, and generally the two should be in step.
Twenty inches with 2,000 rpm. 22 with 2,200, but never 24 with 2,000"

End Quote.

(Try it on the Default Beech Baron)... ...!

Paul....with a variable-speed Motor Bike... ...!

Hagar wrote on Mar 20^th, 2007 at 7:37am:


I don't know it's possible to fully feather the props on the Beech Baron Twin (as appears in you photo, Doug), but I do know that if I pull the prop lever back to fully coarse pitch with a only small throttle opening, it will stall my engine(s)... ... ... ...!

I think I read somewhere, that on an aircraft not fitted with means of fully feathering the prop(s) to reduce drag, upon engine failure the pilot would seize-up his engine by any means, to prevent the prop from free-wheeling and creating excessive drag... ...!

During my daily flight in my trusty Beech Baron, I take great care to observe my Throttle, Prop, and Mixture settings, and watch their effects via my engine instruments; Exhaust gas temperature, Cylinder head temperature, Manifold pressure, Oil pressure and Oil temperature, RPM, Fuel flow, etc, etc.... ...!
Excellent practice....and lots of fun, and satisfaction in getting it right...

Paul...playing with the levers... ...!