Propeller Products

Other prop info:

Concerning performance and aerobatics: The blades are very efficient and are able to make default pitch in fine or coarse pitch. Performance will be best determined by choosing the best prop diameter and hub for the application. I would offer the following note worthy structural information.

1. Vesta has a dual bearing retention mechanism. In the Vesta hub, there is a 56k psi taper roller bearing as the main thrust bearing and a 50k psi trust bearing on the other side of the shelf preloaded together. Other manufacturers have a single row of ball bearings with a plastic thrust shim (1k psi) on the other side preloaded to hold the prop in place. Basically with the plastic shims, the blade rely entirely on centrifugal force to "seat" the bearings. In low RPM and perhaps other aerobatic maneuvers, the centrifugal force is less and the blade has the potential to "rock" and loosen up. Because of the dual bearing configuration on the Vesta hub, centrifugal force is not required for seating the bearing. This is a very strong mechanism to resist torsional vibrations, power pulse, and other unknown resonance.

2. The Vesta blade is probably stronger than most. Compared to hollow cores, foam cores, and Q cell cores used by other manufacturers. The Vesta core is solid structural composite 35k psi compression. Also you probably will not find another blades with more fabric in the construction. Vesta uses up to 32 layers of carbon graphite uni through the length of the blade. The diameter of the VT blade is 3.375" at the root. For Aerobatic applications additional Carbon Graphite can be used.

3. The propeller is designed for the builder to be able to perform his own maintenance, and the blades are field repairable.. The prop comes apart easily with common tools, there are few moving parts, and the builder is able to perform their annual inspections in the field. The bearing and blades will probably last the life of the aircraft. The parts that wear are the o-ring seals and the brass sliders that slide on the ferrule cam pins. These parts are very low cost ($10-$30) and can be ordered from Vesta.

4. The silicon carbide material used on the leading edge was a material invented to coat the inside of steel railroad cars from the erosion of gravel. Water, dust, and insects are not a problem. In the event of a "rock strike", the builder repairs his own blade with same silicon carbide material by drilling, filling, and sanding. Because of the "field repairable" feature of the silicon carbide material, Vesta has discontinue the Nickel leading edges. (which was expensive and had to be returned to the factory when damaged)

5. The retention system on the blades is like no other. First each of the 30 layers of Carbon Graphite are woven into aluminum rings at the base of the blade. The blade is then cast into a steel ferrule which is serrated on the inside and forms a "baseball bat" type shape at the end of the blade. Then 8 steel pins are drilled and set through the steel ferule, the aluminum rings, and uni into the solid core. In addition there is a 3/4" grade 12.9 bolt cast into the center of the blade with a nut on the end that is threaded into the steel ferrule. The end result is that the retention system is designed to hold 100,000lbs. and is tested to 80,000 lbs. The FAA would require Vesta to demonstrate twice the actual centrifugal force used in flight if certification was desired. The typical centrifugal load at 2700RPM is about 20,000 lbs.

VESTA Inc.

DEVELOPMENT OF AUTO ENGINES, PSRU, AND PROPELLERS FOR EXPERIMENTAL AIRCRAFT.

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WARRANTEE/DISCLAIMER :

PROPELLERS not certified by the FAA. Classified as EXPERIMENTAL Use only.