Well, there are many issues involved and as always I hesitate to dive deeply on the internet into what normally takes 6 years of engineering study to cover. But for the sake of general discussion, frontal sweep area of the blade system in proportion to the global drag coefficient for the airplane is not much of the story as Rick pointed out. There are many more variables like those mentioned above, plus angle of attack and a bunch more. I put the little picture above to show the geometries are different. For example, the moment arms from the outer reach of the seminole prop is much longer than that of the jet engine. This is a large, but not the only, factor in Vmc determination.

Oh they are works of art- namely, the art of propulsion engineering. Turbine technology is a highly developed topic that has yet to reach maturity but has already traveled an amazing journey from the times of O'Hain and Whittle in the early 1920s. The way to really get into this subject is to study mechanical engineering or aerospace engineering, with an emphasis on propulsion. The field is so large that you can spend your entire career studying only an area like making a better combustor for a jet turbine. As a layman, I find the subject fascinating and I am particularly interested in how these engines are becoming more efficient, quiet, and able to burn renewable fuels. Blade design touches on heat transfer, structures, material science, aerodynamics, testing, manufacturing, and a number of other fields.



Good nacelle design makes your statement more true than untrue fortunately, but flight test pilots and perhaps some military fleet pilots have experienced compressor stall at a high relative wind angle. I have not experienced it personally as my jet time is still very low, but perhaps some else here has.