Propeller

PROPELLER
PROPELLERS
Purpose to convert engine power to useful
force termed THRUST.
Driven by either a turbine or reciprocating
(piston) engine.
As technician, you must know the basic
principles, maintenance, and repair of the
propeller system.
Introduction
Early propeller designs from simple fabric
covered wooden paddles.
Flat boards which merely pushed air
backward, produce lift and pull a/c forward.
New materials produced thinner airfoil
sections and greater strength.
Made from aluminum alloys.
Old propellers constructed from wood.
Improved design prop. with new airfoil shapes,
composite materials and multi-blade
configurations.
TERMINOLOGIES
Basic terms and component names.
Propellers consist of at least two blades are
connected to a central hub.
Blade that is nearest to hub referred to blade
shank.
Furthest from the hub is blade tip.
Hub assembly is bored out to create a hub bore
which permit a propeller to be mounted on the
engine crankshaft.
Basic term and component name

Propeller acts as a rotating wing to produce lift and
pull an a/c through the air.
Propeller blades have a:-
leading edge.
trailing edge.
chord line.
blade back.
blade face.
blade angle.
Conts
Leading edge.
- most forward of an airfoil section.
Trailing edge.
- most aft of an airfoil section.
Chord line.
- an imaginary line drawn through an airfoil from the leading to the
trailing edge.
Blade back.
- curved or cambered side of the blade.
Blade face.
- the flat face.
Blade angle.
- the acute angle formed by a propellers plane of rotation and the
blades chord line.
@ Propeller plane of rotation is always perpendicular to the engine
crankshaft.
Conts
Clamping rings.
That secures the removal blades to a hub assembly.
Blade root. Flanged butt or shoulder which mates with
grooves in hub assembly.
Blade shank. Typically round and extends out to at least

the end of the hub assembly. However, in some cases
the shank may extend beyond the hub assembly and
into the airstream. When this is case, blade cuffs to be
installed.
Conts
Blade cuff.
- An airfoil shaped
attachment made of thin
sheets of metal, plastic or
composite material
mounted on the shank to
increase flow of cooling air
to the engine.
- Mechanical clamping
devices or bonding agent such
as rubber base adhesive or
epoxy adhesive are utilized to
attach the cuffs to the blade.
Conts.
Blade station.
A reference position on
propeller blade that is a
specified distance from
the center of the hub.
Gradual distance of 6 ins.
from center of the hub to
the tip.
Propeller Theory
Propeller rotates through the air:
- low pressure area is created in front of
the blade.
- high pressure area behind the blade.
- allow a propeller to produce thrust.
Amount of thrust produced depends on;
- the angle of attack.
- speed of the blade.
- airfoil shape.
Conts.
Angle of attack. The angle formed
by the cord line and relative wind
(airflow).
Relative wind. Determined by the
speed an a/c moves through the air
and rotational motion of the
propeller.
Propeller rotates on a stationary a/c,
the direction of the relative wind is
exactly the opposite, to the
rotational movement of the
propeller.
Therefore, propeller blades angle of
attack is the same as the propeller
blade angle.
Conts
A/c moves forward, relative wind
changes direction.
The combination of the rotating
and forward motion produce a
resultant relative wind that is not
directly opposite the movement
of the prop. blade.
The angle of attack less than the
blade angle.
# - In flight, a/c moves fm. A to B,
prop. moves C to D. Prop.
trailing edge follow the path fm
C to D which represent the
resultant relative wind.
- This results in an angle of attack
less than the blade angle.
Conts
Based on forward motion
effect the relative wind acting
on a prop. blade.
Faster a/c moves through the
air, the smaller the angle of
attack of the blade.
If prop. speed increases, the
trailing edge of the blade
travels a greater distance for a
given amount of forward
movement.
Prop. speed increases,
relative wind strikes the prop.
blade at a greater angle and
the angle of attack increases.
Conts
The most effective angle of attack is between 2 and 4
degrees.
Any angle of attack exceeding 15 degrees is ineffective
because of propeller blade stall.
A fixed pitch propeller is designed to produce an angle of
attack between 2 and 4 degrees at either a climb or
cruise airspeed with a specified rpm setting.
Propeller section near the tip rotates much faster than
the hub.
Difference in rotational velocity along the blade can be
calculating the circumference of the arc traveled by a
point on that segment.
Formula for blade velocity :2r
Conts
Formula for blade velocity; 2r
Circumference multiplied by engine
rpm to find velocity.
Blade velocity at point 18 ins.
rotates at 1,800 rpm.
velocity = 2r x rpm.
= 2 x 22 x 18 x rpm
7
= 113.1 x 1800 = 203,575.
Convert to miles per/hr divided by
63,360, no. of ins. in one mile.
multiply by 60, the no. of mins. in
one hour.
Velocity = 203,575 x 60
63,360
= 192.7 m/hr.
Conts
To compensate for the difference in
velocity along the propeller blade.
Blade is set at a difference angle.
The gradual decrease in blade angle from
the hub to the tip is called pitch
distribution. This give the twisted
appearance.
Blade twist provides a fairly constant angle
of attack along the length of the blade.
Conts
Propeller are built with
a thicker, low speed
airfoil near the hub and
thinner, higher speed
airfoil near the tip.
Combined with blade
twist, permit a
propeller to produce
relatively constant
amount of thrust along
the propeller blades
entire length.
FORCES ACTING ON A PROPELLER

Rotating propeller is subjected
to many forces that cause
tension, twisting and bending
stresses within the propeller.
Centrifugal force.
Causes the greatest stress
which tries to pull the blades out
of the hub. The amount of
stress can be greater than
7,500 times the weight of the
blade.
Thrust bending force.

Force tends to bend the
propeller blade forward
at the tips.
Occurs because blade
are thinner at the tip.
Thrust produced at the
tip to flex the blade
forward.
Its also opposes
centrifugal force to
some degree.
Torque bending force.

Air resistance
opposes the
rotational motion of
the prop. blade.
Force tends to bend
the blades in the
opposite direction.
Aerodynamic twisting
force.
Force tends to increase
a blade angle.
Help to change the
blade on a propeller.
Centrifugal twisting
force.
Centrifugal force tries to
decrease blade angle.
Its also known as CTM.
At operational speed
centrifugal twisting force
is greater than
aerodynamic twisting
force.
Blade vibration.
Vibration occurs due to the aerodynamic and mechanical
force that are present.
Ex. aerodynamic forces tend to bend blade forward at the
tips producing buffeting and vibration.
On the other hand. mechanical vibration caused by the
power pulses in a engine.
Mechanical vibrations more destructive than aerodynamic
vibrations.
Engine power pulses tend to create standing wave
patterns that can lead to metal fatigue and structural
failure.
Most critical location is about six inches from the blade
tips.
Conts
Critical range.
- Is the operational range at which could result
serve propeller vibration.
- Combination of engine and propeller is
indicated on the tachometer by a red arc.
- Engine operation in this range must be
limited to a brief passage from one rpm
setting to another.
- Extended period can lead to structural
failure of propeller or a/c.
PROPELLER PITCH
a) Geometric pitch.
b) Effective pitch.
c) Slip.
PROPELLER PITCH
- The theoretical distance a propeller advances longitudinally in
one revolution.
a) Geometric pitch.
- Define as the distance a propeller move forward in one revolution
and did not encounter any loss of efficiency.
b) Effective pitch.
- Actual amount a propeller moves in one revolution.
d) Slip.
- Is the difference between geometric pitch and effective pitch.
- Propeller slip represents the total losses caused by
inefficiencies.
- If prop has a geometric pitch of 50 ins, its should move 50 ins in
one revolution.
- If a/c moves only 35 ins the effective pitch is 35 ins or 70%
effective.
- Slip represents 15ins or 30% loss of efficiency.
- Most propellers are 75 to 85 % efficient.
PROPELLER CLASSIFICATIONS
Propeller are typically
classified according to
their position on the
aircraft.
a) Tractor.
- propellers are mounted
on the front of the a/c
and pull the a/c forward.
advantage:- lower stresses are induced
in the propeller as it
rotates in relatively
undisturbed air.
a) Tractor type propeller.
PROPELLER CLASSIFICATION
b) Pusher.
- propeller are mounted
on the aft end of the a/c
and push the a/c forward.
disadvantage:- little propeller to ground

clearance.
- subject to damage from
rocks, gravel small
objects that are dislodged
by wheels are thrown or
drawn into a pusher-type
propeller.
Pusher type propeller
Conts
Propeller are classified by the method
used to establish pitch.
Classification are:a) Fixed pitch propeller.
b) Ground adjustable.
c) Controllable pitch.
d) Constant pitch.
e) Reversible pitch.
f) Feathering propeller.
Conts
a)
-
Fixed pitch propeller.

Propeller are designed for a particular a/c to produce
optimum efficiency at a specific rotational and forward
speed.
- A fixed pitch propeller with low blade angle often called
climb propeller, provide the best performance for takeoff
and climb.
- A fixed pitch propeller with high blade angle often called
a cruise propeller, for high speed cruise and high altitude
flight.
- Change in rpm or airspeed reduces the efficiency of the
propeller.
Conts
b) Ground adjustable propeller.
- Similar to fixed pitch propeller, blade cannot be
changed in flight.
- Blade angle to be changed on the ground only
(adjusted with eng stop).
c) Controllable pitch.
- Blade angle can be changed in flight between a
minimum and maximum pitch setting to provide best
performance for a particular flight condition.
d) Constant speed propeller.
- Sometimes referred to as automatic propeller.
- Once pilot selects an operating rpm, propeller blades
automatically adjust to maintain the selected rpm.
- Pitch is control by a governor.
Conts
e)
Reversible pitch.
- Propeller blade can be rotate to a negative angle to
produce reverse thrust.
- Permits a shorter landing roll and improved ground
maneuvering.
- Reduce brake wear and aid in aerodynamic braking.
f) Feathering propeller.
- Ability to rotate the blade so the leading edge is
pointed forward into wind.
- Selected to feather when engine fail in flight.
- Eliminates drag cause by propeller wind milling.
- Prevent further damage to the engine.
Propeller Quizs.
1. State the purpose of the propeller.
ans. Convert eng horsepower to propeller thrust.
2. The curved or chamfered sides of the propeller are known as .
ans. Blade back.
3. What is blade angle?
ans. Angle between chord line and relative airflow.
4. At what blade angle for an a/c efficiently during takeoff and landing.
ans. Low pitch.
5. Names the forces acting on the propeller.
ans. - centrifugal force.
- thrust bending force.
- torque bending force.
- aerodynamic twisting force.
- centrifugal twisting force.
6. What make the a/c moves forward as the propeller rotates?
ans. When a/c rotates low pressure is created in front of the blade and high pressure behind the blade.
7. Where is the greatest force occurs at propeller and what cause the this stress?
ans. At the propeller hub and cause by centrifugal force.
8. What force that tends to increase propeller blade angle?
ans. Aerodynamic twisting force.
9. Actual distance of an a/c moves forward in one revolution of the propeller known as ?
ans. Effective pitch.
10. What is the propeller classifications?
ans. Classify by pusher or tractor propeller.
11. The most forward edge of the blade aerofoil section is;
ans. Leading edge.
12. What is chord line?
ans. An imaginary line drawn from leading edge to trailing edge.
PROPELLER CONSTRUCTION
Propellers are made of:a) Wood

b) Aluminum.
c) Steel.
d) Composite material.
a) Wooden propeller.
Made from hardwood such as birch, mahogany,
maple, cheery, oak, and black walnut or any
several others posses the flexibility and strength
required.
Wood must be free from grain irregularities, knot
pitch pocket and insect damage.
Constructed of min 5 layers, kiln-dried and
laminated together with waterproof resin glue to
prevent warp.
Each layer of the same thickness. Alternate
different layers of wood types may be used.
Once laminated it forms Propeller Blank (A).
The Blank then cut to shape (B).
The finish exact airfoil and pitch dimension is called

White (C).
Center bore bolt-holes are drilled.
- Metal Hub assembly inserted into hubbore to accommodate mounting bolts and
face plate.
- White is sanded smooth, glued with
cotton fabric to reinforce tip sections, then
dope to prevent deterioration.
- Amour coated with black or grey plastic
coating to provide additional strength
against chipping.
Monel brass or stainless
steel tipping applied to
leading edge and tip to
prevent damage from small
stones.
The metal is notched to the
blade to permit metal edging
to conform to the contour of
leading edge.
Drill three small holes using
no. 60 drill 3/16 in deep into
tip of each blade to drain
moisture from behind metal
tipping and allow wood to
breath.
b) Aluminum Alloy Propeller.

Thinner blade and more efficient.
Much stronger and flexible to accommodate high engine
horsepower.
Blades less susceptible to damage from gravel and
debris on ground operation.
Small damage such as nicks, dents can be easily
dressed out with files.
It may be repitched to approved blade angle by certified
propeller repair station.
It is susceptible to damage caused by resonant vibration.
It requires vibration test during certification process.
It is high strength aluminum forging.
It is ground to the desired airfoil shape and blade is
twisted to desired angle.
Heat treated to relieve internal stress.
b) Aluminum Alloy Propeller conts.

New propeller need to balance horizontally
and vertically.
Vertical balance achieve by removing metal
from leading and trailing edges or by
adding or removing balance weight to side
of propeller hub.
Horizontal balance is achieved by placing
lead wool in balance holes near the boss.
Finally blade is anodized and painted.
Propeller Designation
Federal Aviation Regulation
require all propeller be
identified with:- Builder name.
- Model designation.
- Serial number.
- Type certificate.
- Production certificate
number if there is one.
Most manufacture of fixedpitch propeller stamp all the
required information on the
propeller hub.
Propeller Designation
Need to be familiar with the
information provided on the
propeller.
eg. McCauley propeller
1A90/DM 7651.
- 1A90 - basic design.
- DM - type of
crankshaft.
- 7651 - diameter is
76 ins, and the
pitch at 75
percent station is
51 ins.
conts.
Propeller Designation conts.

Sensenich propeller
designated:- M74DM-61
- diameter of 74 ins.
- D designation identifies
the blade design.
- M special hub design
with mounting
information.
- 61 blade pitch in ins. At
the 75 percent station.
- Number 1 stamped at the
blade roots identifies as
blade no. 1.
ADJUSTABLE-PITCH PROPELLER
The design and construction of adjustable pitch
propeller permit the a/c operator to change the
blade angle.
Offers the advantage of maximum propeller blade
efficiency from propeller/engine combination.
Modern adjustable pitch propellers permit pilot to
change the propeller pitch in flight.
First adjustable pitch propeller offered two pitch
setting, low and high pitch setting.
Present adjustable propeller pitch systems are
capable of a range of pitch setting.
GROUND-ADJUSTABLE PROPELLERS
Allows the blade angle to changed when a/c on ground and engine
shut down.
Found on old a/c.
Consist of two aluminum or steel halves that are machined to form a
matched pair.
The interior of it half is machined for shank of blades to be held
between two hub halves.
Blade is machined with shoulder that fit into grooves of hub halves
to prevent centrifugal force pulls the blades out of the hub.
If wooden blade, the shoulders are cast or machined into a metal
sleeve and fastened to blade shank by lag screws.
GROUND-ADJUSTABLE PROPELLERS conts.
Once the blades are inserted between the hub halves,

bolts are used to secured the hub halves when steel
blades are used.
Wood or aluminum alloy blades are used, either bolts or
clamp rings may be used to hold the hub halves
together.
CONTROLLABLE-PITCH PROPELLERS
Have an advantage over ground adjustable
propellers.
Allows the blade angle to changed while in flight
(rotating).
Provides the best performances for particular
flight condition.
Types in used:
a) Two position controllable propeller.
b) Constant - pitch propeller.
a) Two position controllable propeller.
Permitted pilot to select one of the two position low pitch or high
pitch.
Low pitch used during takeoff and climb.
- engine max. rpm and full power.
High pitch for cruised flight.
- permit more efficient high-speed flight while increasing
fuel economy.
Primary components:- propeller hub.
- propeller blades.
- piston assembly.
At the center of the hub is the spider.
Spider consists of two or three arms on which the blades are
attached.
Blades are made from an aluminum alloy and have hollow end
which fit over the arms of the spider.
Once the blades are inserted on the hub, counterweight brackets
are attached to the base of each blade.
a) Two position controllable propeller conts

Hamilton-Standard propeller consists of two piece
hub encloses the spider and holds the propeller
blades in place.
To allow blades to rotates between low and high
pitch stop, each blade ride on a set of roller
bearings, counterweight bracket is installed at the
base of each prop. blade.
Blade angle on Hamilton-standard is changed by
combination of hydraulic and centrifugal force.
Hydraulic force decrease the blade angle.
Centrifugal force acting on a set of counterweight,
increase blade angle.
Two position controllable propeller
decrease (low) blade angle
high (increase) pitch position

Hydraulic force to decrease
blade angle:- eng. oil that flows out of the
crankshaft and acting on a
piston assembly that
mounted on the front of the
propeller hub.
- eng. oil flows into the piston
controlled by 3 ways selector
valve from the cockpit.
- Valve forward - decrease
propeller blade angle.
- oil is routed into the piston
assembly to force the piston
outward.
- piston moves out, pulls the
counterweights in and
decreased blade angle.
- oil pressure hold blades in
position once the blades
reach their low pitch stop.

To move the blades to a high (increase) pitch position.
- propeller control lever is moved backward (aft).
- rotate selector valve to release oil pressure in the prop. hub.
- oil pressure removed, centrifugal force acting on the counterweights
causes them to move outward.
- rotate the blades to high pitch position.
- oil is forced out from prop cylinder and returned to the engine sump.
- blade stop rotating when they contact high pitch stops.
conts
The pitch stops on a two-position propeller can be
adjusted.
Adjust pitch stop nut to desired blade angle.
Operational requirement:- before engine shut down, propeller should
be place in high pitch position, to protect
corrosion, accumulation of dirt and
prevent from congealed in cold weather (oil is
out from piston).
b) Constant Speed Propeller.

It also called variable pitch or controllable pitch propeller.
Common type used on a/c today.
Advantage:a) converts a high percentage of engines power into
thrust over a wide range of rpm and airspeed
combinations.
b) allow operator to select most efficient eng. rpm for
given condition.
c) it maintains selected engine rpm under all flight
condition by means a governor automatically adjust
prop. blade angle.
d) low pitch for takeoff and land.
e) high pitch for climb and cruise.
Conts
After selecting a desired rpm during flight,
an increase in airspeed or decrease in
propeller load will cause;
blade angle to increase as to maintain
selected rpm.
If reduction on airspeed or increase in
propeller load will cause blade angle to
decrease.
Conts
Constant speed range (constant speed propeller) is the
range of blade angle travel define by high and low pitch
stops:
a) RPM will maintain as long as blade angle not touching
the high or low pitch stop.
b) Once prop blades contact a pitch stop, the engine rpm
will increase or decrease with changes in airspeed and
prop load.
If a/c speed decreases, rotate blade to contact low pitch,
any further decrease in airspeed will cause engine rpm to
decrease.
As a/c accelerates, prop blade angle increases to
maintain the selected rpm until high pitch stop is reached.
Blade cannot increase any further and engine rpm
increases.
Conts
A/c equipped with constant-speed propeller,
engine power output is control by the throttle and
indicated by a manifold pressure.
Propeller blade angle is controlled by a propeller
control lever and the resulting change in engine
rpm caused by a change in blade angle is
indicated on the tachometer.
Providing the operator a means of controlling
both engine power output and propeller angle,
for most efficient combination of blade angle and
engine power output at all a/c flight conditions.
Conts
Ex. During takeoff;
- engine to maximum power.
- throttle and prop control fully advanced (blade low pitch).
- engine turns to maximum rpm on takeoff.
- Established in cruise flight;
- throttle can be retarded for engine runs at a more
economy speed.
- prop angle can be increased to increase propeller
efficiency for higher speed flight.
note:- when operating a constant-speed propeller at given rpm
setting, there is a max allowable manifold pressure.
- operating above this level may cause internal engine
stress.
- avoid high manifold pressure with low rpm setting.
Operating principles
Most constant-speed, non - feathering propeller;
- rely on combination of hydraulic and centrifugal forces
to change the propeller blade angle.
high pressure oil to increase blade angle.
centrifugal twisting force to decrease the blade angle.
Feathering propeller utilize counterweight and centrifugal
force to pull the blades to high pitch.
Oil pressure to force the blades to low pitch.
to prevent confusion between the operation of
feathering and non-feathering propellers, discussion will
focus on non-feathering and non-counterweight propeller
assembly.
Conts
The device that regulate the flow of
high-pressure oil to the propeller is
called governor.
Governor does three thing:a) boost engine oil pressure
before it enters the propeller
hub.
b) controls the amount of oil flows
to the propeller.
c) senses engine rotational speed
and adjust blade angle to
maintain a constant rpm.
Propeller governor is mounted
either on the front of the an engine
near propeller shaft or on the
engine accessory case.
Governor consists of:
1) gear-type boost pump.
2) pilot valve.
3) flyweight assembly.
Conts
1) Gear-type boost pump.
a) Installed in base of the governor.
b) Boost oil pressure between 180 psi to 300
psi depend on the system requirement.
c) Gear type boost pump (constant displacement pump).
d) Incorporated with relief valve to prevent damage to
seals and other components.
e) Relief valve route excess oil back to the pump inlet.
2) Pilot valve.
a) Responsible for routing oil into and out of the propeller
hub.
b) Pilot valve is a shutter valve type that covers and uncovers oil
passages allowing oil to flow into or out of the propeller hub.
c) Located inside the drive shaft extends into flyweight assembly
where it rest on the toe of each flyweight assembly.
d) Flyweight tilt in and out, the pilot valve up or down.
Conts
3) Flyweight assembly.
a) It senses engine speed.
b) Consist of:
i) Flyweight.
- mounted on flyweight head.
ii) Speeder spring.
- is provided to adjust amount
of pressure acting on the
flyweights and pilot valve.
iii) Flyweight head.
- a set of flyweight mounted on it.
Assembly driven by the same shaft
that drive the boost pump.
c) When flyweight tilt in or out will
move pilot valve up or down to
allow oil in or out of the propeller.
d) Speeder spring adjust amount
of pressure acting on flyweight
and pilot valve.
3) Flyweight assembly conts.

When propeller control push forward low
pitch position:
a) speeder spring compressed.
b) flyweight will tilt inward.
c) pilot valve move down.
d) no oil pressure into propeller hub.
With no oil pressure acting on the pitch change
mechanism in the prop hub, centrifugal twisting
force hold the blades in the low position, typically
used during takeoff with max eng power output.
Cont,s
When propeller control pull aft.
- speeder spring pressure decreased.
- flyweight will tilt outward due to centrifugal force.
- pilot valve move up.
- governor oil pressure directed to propeller hub.
- cause blade angle to increase.
- RPM will decrease reduction of centrifugal force
acting on the flyweights.
- allow flyweight to tilt inward and lower pilot valve to
cutoff oil to the propeller.
- speeder spring pressure and centrifugal force acting on
the flyweight balance, the governor is on-speed.
Cont,s
Once the rpm is selected, the
governor automatically adjust the
propeller pitch to maintain selected
rpm.
Changes in load and airspeed on
the propeller will change in blade
angle.
A/c initiated in climb from level flight
will decreased in airspeed and prop
load increases.
As engine speed decreases in turn
reduces centrifugal force acting on
the flyweight.
Speeder spring pressure force the
flyweight to tilt inward.
Governor will be in an underspeed condition.
Flyweight inward pilot valve moves
down and oil is ported out of the
prop hub back to the engine.
Cont,s
As the oil is ported out of the prop
hub, centrifugal twisting force moves
the blade to the lower pitch.
Lower pitch reduces the load on the
prop and allow the engine to
accelerate.
As the engine rpm increases, the
centrifugal force acting on the
flyweight also increases and cause
the flyweight to tilt outward and return
the governor to an on-speed
condition.
When airspeed increases or the load
on the prop decreases, centrifugal
force acting on the flyweight to
increase.
Flyweight tilt outward creating an
over-speed condition.
As the flyweight move outward, the
pilot valve moves up and boost pump
oil is directed to the propeller hub to
Conts
The increased pitch increases the load on the propeller
and slows the engine.
As engine rpm decreases, the centrifugal force acting on
the flyweight also decreases.
Centrifugal force acting on the flyweight decreases,
cause it to tilt inward and return the governor to an onspeed condition.
Safety feature to protect engine from over-speed;
- governor incorporate an adjustable stop screw that
limits how low the blade pitch on a given constant-speed
prop can go.
- incorporate a balance speeder spring that automatically
sets the governor to produce a cruise rpm should the
propeller control cable break.
McCAULEY CONSTANT-SPEED PROPELLERS.

Mostly used on light and medium
size aircraft.
Two types of constant-speed
propeller.
a) Threaded series.
- uses retention nut which
screws into the propeller hub
and holds the blade in the hub.
b) Thread less series.
- employ a split retainer ring to
hold each blade in the hub.
Both use the same pitch change
mechanism in the propeller hub.
Method used to attach the
propeller blades into the hub does
differ.
Conts
Both series are non-feathering and
non-counterweighted.
Use oil pressure to increase the blade
angle.
Centrifugal twisting force and internal
spring pressure to decrease (low)
blade angle.
- High blade pitch is selected:
- high pressure oil is routed to
the propeller hub.
- it pushes against a piston.
- overcome the spring pressure
inside the hub and the centrifugal
force exerted on the blade.
- the piston slides back toward the
hub.
- rotate the propeller through blade
actuating link to actuating pin on the
blade butt.
Conts
Propeller blades, hub and piston are made from
an aluminum alloy.
Propeller cylinder, blade actuating pin, piston rod
and spring are made from chrome or cadmium
plated steel.
Most actuating links are made of a phenolic
material to prevent metal particles from wear off
the actuating links and trapped inside the
propeller hub.
To prevent pitch change oil leaking into the center
of the hub and down the propeller blade, O-ring
seals are installed.
Propellers pitch change mechanism can be
lubricated with grease.
McCAULEY GOVERNORS
Governors direct high
pressure oil to the
propeller hub to increase
the propeller blade angle.
This is directly opposite
from the HamiltonStandard system.
The other thing is:
- MaCauly governor oil
pressure approximately
290 psi.
- Hamilton-Standard oil
pressure is 180 200
psi.
Governor use a control
arm instead of a pulley to
adjust the speeder spring
pressure acting on the
flyweight and pilot valve.
McCauly non-feathering Governor
Governor conts
For safety purpose:
- Governor control lever is
spring loaded to the high rpm
setting (low blade angle/max
power output) should control
cable break.
Incorporated with high rpm stop
to prevent propeller and engine
from over speeding.
Both high and low rpm stop arc
adjustable by set screw on
governor head.
Depend on engine and
governor combination, one turn
(screw) will change the rpm 17,
20 or 25 rpm.
Ability to interchange the
governor with other.
Full explanation of a given
designation refer to McCauly
maintenance manual.
HAMILTON-STANDARD CONSTANT-SPEED
PROPELLERS
Two position counterweight propeller system
transformed into a constant-speed propeller system by
installed flyweight governor.
Propeller used with Hamilton Standard constant speed is
essentially the same counterweight propeller used as the
two position propeller discussed earlier.
Counterweight propeller used oil pressure to decrease
(low or fine) blade angle.
Centrifugal force acting on the counterweight to increase
(high or course) blade angle.
Governor divided into three parts;
1) Head - contains flyweight and flyweight assembly.
2) Body - house pilot valve.
3) Base - house booster pump.
Hartzell Constant-Speed Propellers

Wide used in modern a/c and
share market with McCauly.
Two type:
A) Steel hub propeller.
- Similar to the HamiltonStandard constant-speed
propeller.
- Pitch change mechanism is
exposed.
B) Compact propeller.
- Hartzel compact propeller is
housed inside the propeller
head.
- Regardless of the type of
hub used, model designation
code stamps on both the
propeller hub and the
propeller blade.
A) Steel Hub Propeller

Its pitch change mechanism is exposed.
Its may or may not be counterweight.
If has counterweights, use oil pressure to
decrease blade angle and centrifugal force to
No counterweight, oil to increase and centrifugal
force to decrease blade angle.
Central component of a Hartzel steel hub
propeller is a steel spider.
Spider consist of central hub and two arms.
Arms provided attachment for blades with bearing
assembly that allow blades rotate to change
blade pitch angle.
A) Steel Hub Propeller

Two pieces steel
clamps use to screw
blades on spider arm.
Aluminum piston placed
over the cylinder.
Piston is connected to
the blade clamps on
each blade by a sliding
rod and fork system.
This way, as oil is
directed into and out of
the propeller hub will
change the blade
angle.
B) Compact Propeller.
Pitch change mechanism is
enclosed in the hub.
Hub is smaller, lighter and
more dependable.
Hub is forged aluminum
alloy as two separate
halves.
Each half is machined out
so that the shank of each
propeller blade can be held
between the two hub halves.
Entire pitch change
mechanism can be
contained.
Bolts are used to secure the
halves together.
B) Compact Propeller.
Its utilized either a Woodward governor or
a modified Hamilton-Standard governor.
Woodward governor produce 275 psi of oil
pressure from engine oil 60 psi.
Hartzel governor pressure setting refer to
Hartzel maintenance manual.
Feathering Propellers
Engine fail in flight, propeller
continue to windmill.
Feathering help to eliminate drag
created by windmilling propeller.
Prevent further damage to the
engine by rotate the propeller to 90
degree angle.
Control in the cockpit, when
selected to feathered position.
Blade will move from low to high
then to feathered position.
If from high angle, blade will move
from high pitch to the feathered
position.
On most system, feathering
functions are independent.
In other word, the operator can
feather the propeller at any time.
In fact, some system the propeller
can be feathered without engine
running.
Hartzel Compact Feathering Propellers.

The constant-speed operation of a Hartzel
compact feathering propeller is the same
as the constant-speed model with one
difference;
- feathering propeller uses both governor
oil pressure and centrifugal force to low
blade angle.
- nitrogen gas, an internal spring or
counterweight to increase blade angle.
Another type:
- high pressure nitrogen
and mechanical spring
to increase and feather.
- high pressure nitrogen
charge stored in the
propeller hub.
Safety feature:- Governor oil drop to zero.
- Propeller automatically
move to the feathering
position.
- Prevent windmilling and
further damage to engine
and drag.
Conts
Prevent propeller from feathering on ground during shut down, most
Hartzel compact propellers utilize an automatic high pitch stop.
Latch mechanism is comprised of spring-loaded latches fastened to
the hub which engage high-pitch stop plates bolted to the movable
blade clamps.
Propeller rotate above 800 rpm, centrifugal force allow the pin to
overcome spring pressure and disengage the latches from the highpitch stop plate.
Propeller pitch may be increased to the feathering position.
Below 800 rpm, the latch spring engage the latches with high-pitch
stop and prevent the propeller pitch angle from increasing.
To feather a Hartzel compact feathering propeller.
- Control to feather position.
- oil pressure out from the hub.
- nitrogen charge and either spring pressure or centrifugal force
rotate the blades to feather position.
- the speed (time taken) depends on how fast the oil drain out.
- Hartzel propeller takes about 3-10 sec to feather.
Conts
Unfeathering.
Propeller control to normal flight range and restart the
engine.
As engine turn, governor starts to unfeather the blades.
Once partially unfeathered, the propeller start to
windmilling and accelerate the unfeathering process.
To facilitate engine cranking with blades feathered, the
feathering blades angle is set at 80 to 85 at the point
on the blade.
Some a/c utilize accumulator to speed up the unfeathering.
Accumulator stores oil under pressure until it is needed to
unfeather the propeller.
Accumulator allows operator to unfeather before start.
Unfeathering conts
Accumulator stores oil
under pressure until it is
needed to unfeather the
propeller.
Accumulator allows
operator to unfeather
before start.
One side of the
accumulator is charged
with nitrogen and the other
is filled with oil.
Normal operation,
accumulator valve open, oil
flows in.
To feather valve closed,
trap oil in accumulator.
Control to unfeather, oil
flows out to propeller hub
and moves the blades to
unfeather position.
HAMILTON-STANDARD HYDROMATIC PROPELLER

A non-reversing,
full-feathering
propeller is
made up of
three major
assemblies:
a) Hub/barrel
assembly.
b) Dome.
c) Distributor
valve.
- Not much in
used today.
Conts
Hub/Barrel assembly.
Its consist of:- Two halves hub.
- Spider.
- Propeller blades.
Each propeller blades has sector gear mesh with pitch
change gear in dome assembly.
Each blades slips onto spiders arm.
Spider/blade assembly placed between two hub halves.
To allow each blades to rotate freely within the hub and
hold the blade in place, combination of bearing and
spacers are installed between the blade butt and hub.
Conts
Dome Assembly.
Houses the pitch mechanism:- Piston.
- Rotating cam.
- Fixed cam.
Dome assembly threaded into propeller hub.
Oil pressure act on the piston to move it fore and aft
within the dome.
When piston move, a set of cam roller will rotate the
rotating cam within the fixed cam.
Rear of the rotating cam is attached with beveled gear
meshes with blade sector gear, causes the blade angle
changed as the cam rotate.
Conts
Distributor valve.
Acts as extension to engine crankshaft.
Installed in the center of dome assembly.
Purpose:- to direct both governor oil and engine oil into and out of
the dome assembly.
GOVERNORS.
A hydromatic governor contain high pressure transfer
valve that disables the governor constant-speed function
when the propeller is feathered or unfeathered.
An electrical pressure cutout switch is located on the
side of the governor.
Cutout switch automatically stop oil pressure once the
blades have reached their full feathered position.
Conts
OPERATING PRINCIPLES.
Hydromatic propeller differs from other constant-speed propeller.
- its has no spring or counterweights to change blade
angle.
- engine oil pressure act one side of the piston while
governor oil pressure act on the opposite side.
Depending on the propeller model, governor oil pressure can be
directed to either the inboard or outboard side of the piston.
For the purpose of this discussion;
- Governor oil pressure to the inboard side of the piston
while engine oil pressure to the outboard side.
- engine oil pressure (60 90 psi) with centrifugal force decrease
blade angle.
- governor oil pressure (200 300 psi) increase blade angle.
Conts
During constant speed operation.
- governor oil pressure, controlled by the pilot valve.
- if the load on the propeller or a/c speed increases,
propeller rotate faster creating an over-speed condition.
- centrifugal force tilts the flyweights outboard, raising the
pilot valve.
- governor boosted oil pressure is routed to backside of
the piston.
- at the same time, oil in front of the piston is routed
through the distributor valve and back to the inlet side of
the governor.
- difference in oil pressure between the front and back
sides of the piston cause the piston to move forward.
Conts
- as the piston moves, it causes the cam rollers to move
forward.
- cam roller engage a set of slots in the rotating cam,
movement of the cam roller causes the rotating cam to
turn.
- as the rotating cam turn, bevel gear on the cam engage
the gears affixed to the blade and rotate blade to high
pitch.
- blade angle increase, rpm decrease and flyweights
begin to tilt back to inward to lower the pilot valve.
- the piston stops moving system return to an on-speed
condition.
Conts
When an under-speed condition exits.
- centrifugal force decrease flyweight tilt inward.
- pilot valve move down (lower), governor oil pressure
from back side of the piston is ported back to the
governor then back to engine.
- at the same time, engine oil pressure continue to
exerted on the front side of the piston.
- back side pressure decrease below than the engine oil
pressure and centrifugal force acting on the blades.
- rotate cam in opposite direction (back).
- propeller blade angle decrease.
- blade angle decreases, rpm increases and flyweight tilt
outward raise the pilot valve.
- piston stop, system on-speed condition.
FEATHERING
Unlike most other feathering propeller rely
(depend) on counterweight, spring or
compressed nitrogen.
Hydromatic propeller requires high pressure oil
to feather the blade.
Utilize high pressure oil to feather the blades:
- consist of:- oil reservoir.
- electric pump.
- shut-off switch.
- feathering button.
Conts
Feathering sequence;
- feathering button depressed in the cockpit.
- holding coil hold button in until feathering complete.
- solenoid relay energized feathering motor.
- feathering pump draw oil from reservoir and boost it to 600 psi.
- oil shift the high pressure transfer valve and isolate the governor
system.
- auxiliary oil pressure flow through oil passage to in-board side of
the piston, piston and cam rings move outward until propeller
blades reach the feathered position.
- when fully feathered, piston stop by high pitch stop.
- oil pressure continue buildup and sense by oil pressure cutout
switch on the governor.
- reaches 650 psi, feather button holding coil opened and deenergize the relay and shut-off the oil pump.
Unfeather
Conts
To unfeather.
- the feather button is pressed and manually held in to prevent it from
popping back out when the pressure cutout switch open.
- electrical oil pump, pumping auxiliary oil to the inboard side of the
piston causing the pressure to built up.
- pressure greater than spring pressure and oil pressure holding the
distributor valve, distributor valve will shift.
- allow high oil pressure to flow to outboard side of the piston.
- a passage is provided to drain oil from the inboard side of the piston
back to the engine.
- piston move aft (backward) rotate blade to lower blade angle.
- once the blade angle is decreased, propeller starts to windmill.
- allowing the engine to be restart.
- feather button is released and system return to constant-speed
operation.
- relief valve off-seats and release oil pressure over 750 psi from the
outboard side of the piston and rotating cam contacts the low blade
angle stop.
Turboprop aircraft
TURBOPROP ENGINE TPE-331
TURBOPROP ENGINE
TURBOPROP ENGINE
TURBOPROP PROPELLER
It is a new design and technique to improve
reliability and efficiency of the propeller powered
by TURBINE ENGINE.
Basic design and operational characteristics are
common to all turboprop engines.
Propeller Speed Reduction

Although reciprocating engine and turboprop engine
system are similar but there is a difference, mostly on
operational.
Turboprop engine operate at high rotational speed
compared to piston engine.
Reduction gear assembly is necessary to convert engine
high speed, low torque to a usable low speed high
torque.
Reduction gear system perform under extreme
operational condition.
Turboprop engine operates more than 40,000 rpm, and
propeller turns at approximately 2,200 rpm so reduction
gear ratio for certain aircraft is about 14:1
Power Section
The combination of reduction gear assembly and
propeller referred as POWER SECTION.
There are two methods used to drive a
turboprop power section:
a) Direct driven by integral turbine through
fixed shaft.
b) Driven by power turbine or free turbine.
- No mechanically connection with the gas
generator.
POWER SECTION
Power section generally refers to:

a) Power turbine.
b) Reduction gearbox.
c) Propeller.
Propeller governing
All turboprop engine utilize constant-speed,
feathering propeller and propeller are controlled
by one or more governors.
Use the same governing principle to control
propeller pitch and maintain constant rpm.
Propeller pitch change more extensively with
turboprop engine to produce changes in thrust.
Unlike reciprocating engine , turboprop engine
takes more time to react to fuel flow and power
changes.
Due to slow reaction, gas generator speed is held
constant while propeller pitch is varies to produce
desired amount of thrust.
Reversible-Pitch Propeller
In addition to constant speed and feathering,
most turboprop propeller is reversible.
Capable of operating beyond the low pitch limits,
blade rotate to a negative blade angle.
Propeller thrust is directed forward instead of aft.
Advantages of reversible:- reduce a/c landing distance.
- reduce brake wear.
- improve landing performance.
- better control taxi speed and back the a/c up.
- improve maneuverability on ground.
Turboprop propeller has two operating ranges: a) Alpha range operating under constantspeed mode (from flight idle to full power or
from 95 100% N1)
b) Beta range operating on ground, when the
blade is rotated so they produce zero or
negative thrust.
- beta range may be divided into two ranges;
i) Beta for taxi range.
ii) Beta plus power range.
i) Beta for taxi range.
- blade angle that fall between the bottom of the
Alpha range to zero thrust blade angle.
- used primarily for taxiing and gas generator
operate at high rpm and limiting the amount of
thrust produced by the propeller.
- a/c operator has better control the a/c speed
an the ground.
ii) Beta plus power range.

- represents the range of blade angle that produce negative thrust.
- in this range power lever also control the fuel flows to the engine.
- farther back you move the more reverse thrust produced.
- power lever quadrant is generally either striped or a placard is
provided.
Disadvantages of reversible propeller.

= stir up FOD in front of the a/c, will be ingested into the engine.
= damage the propeller blade due to FOD.
= difficulties in rear viewing.
= be accomplished on smooth, clean surfaces and limit the speed to
a minimum.
= moving backward rapidly and when brake applied, a/c nose to rise
off the ground and cause the tail to strike the ground.
Note:Reversing the propeller during flight is prevented by electro
hydraulic stop.
The quadrant range for: Alpha range.
max pwr
90
Beta range.
a) beta for
taxi range.
b) beta plus
power range.
Alpha range
flt idle
34
Grd. Idle
16
Beta range.
0
ve
A reversible propeller is very similar to typical constant-speed
propeller.
i) Oil pressure used to either increase or decrease blade angle.
ii) Combination of spring pressure, centrifugal force acting on
counterweights and nitrogen pressure on the opposing side.
The only difference between reversing and non-reversing propeller is
the absent of fixed low pitch stop (blade can pass through it to
reverse).
Appropriate blade angle must be maintained by creating a hydraulic
lock with the propeller governor can be change as necessary.
Once a desired angle is achieved, oil pressure in the hub balances the
sum of the acting forces acting on the propeller blade.
Primary pitch lock mechanism prevent blade from rotating to reverse
pitch.
Secondary pitch lock as back up should primary system fails.
TURBOPROP FUEL CONTROL

Fuel control working conjunction with propeller
governor to control blade angle.
Speed above flight idle, power lever control fuel
flow and propeller blade.
When power lever advance further, more fuel
flow and increase blade angle to maintain its
optimum efficiency and vise-versa.
Speed below flight idle, propeller blade angle is
controlled by power lever (exclusively) and
governor incapable handling it.
HARTZEL REVERSING PROPELLER SYSTEM

This propeller is used on Allied Signal TPE-331 and Pratt & Whitney
PT6 engine.
This engine is constant-speed engine; operate at or near 100% rpm
throughout operational cycle.
Reduction gear on the front of the engine with a fixed shaft coupled
directly to the gas generator turbine.
Its reduction gear ratio is about 14:1
HARTZEL REVERSING PROPELLER SYSTEM

Negative torque sense (NTS) incorporated in
reduction gear assembly to prevent propeller
drive the engine.
When engine power decelerated rapidly (by
automatically increase the blade pitch) enough
to prevent propeller drive the engine.
If engine fail NTS senses the loss of engine
torque and rotate the blade to high pitch
position.
Some engine are incorporated with Thrust
Sensitive Signal (TSS) automatically feathers
the blades should engine fails.
Propeller
The propeller used on a TPE-331

engine is a flange mounted three
or four bladed Hartzel steel hub,
feathering and reversing
propeller.
Blade is moved to low pitch and
reverse by governor oil
pressure.
Centrifugal force acting on
counterweight and spring
pressure increase blade angle.
Set of retractable pitch stop
prevent blade to feather during
shutdown.
Spacer or Beta Tube in place of
low pitch stop acts as reverse
pitch stop.
Beta tube serve as oil transfer
tube between the propeller pitch
control and propeller dome.
Propeller Control
During flight:
- engine power, control by fuel control unit and
propeller blade angle control by governor.
- governor permits operator to set a desired
engine rpm by direct oil into and out of the propeller
hub and change the angle.
During ground operation:
- under speed governor control fuel flow to the engine
(Beta mode).
Propeller pitch control meter oil in and out of the propeller
hub to control the blade angle, because propeller
governor has no ability to select angle to reverse.
Cockpit Control
Consist of two engine controls:
a) Power lever.
b) Speed or Condition lever.
Cockpit Control
Power lever has four position:
a) Reverse.
b) Ground idle.
c) Flight Idle.
d) Maximum.
During flight power lever directly adjust fuel control unit.
On ground power lever has three position connected to
primary and under speed governor through mechanical
linkage is to control rpm and manually cut-off fuel and
feather the propeller.
a) Cut-off.
b) Low rpm.
c) High rpm.
Cockpit Control
Some a/c feather valve connected to condition
lever, some with separate feather handle.
Moving condition lever fully aft, will feather the
blade or moving the feather handle to feather
position.
During flight condition, lever is set by pilot and
the propeller governor will maintain rpm by
changing blade angle.
In beta range condition lever adjusts underspeed
governor on fuel control unit through power lever
adjustment.
Cockpit Control
Most TPE-331 include an unfeathering button.

Unfeathering switch or button used to unfeather the propeller, when
attempting to restart the engine.
Unfeathering switch is activated, electrical unfeathering pump forces oil into
the propeller dome to rotate the blades out of the feathered position.
System operation
Two basics operating mode of TPE-331are;
- a) Beta mode.
- includes all ground operations:
= engine starting.
= taxing.
= reverse thrust.
- in most cases, the Beta range includes all power
settings from 65 to 95 percent N1.
- b) Alpha mode.
- all operation from flight idle to full power or from 95
to 100 percent N1.
To begin, TPE-331 is sitting at idle on an a/c with
propeller blades resting against the pitch stop.
System operation
Once engine starts:

- Propeller latches are
retracted by easing
power lever toward the
reserve position.
- Mechanical linkage
connecting the power
lever to the propeller
pitch control (PPC) slides
the follower sleeve in the
PPC forward.
- Open the port in the oil
transfer or beta tube
allowing high pressure
governor oil to be ported
to the propeller hub.
System operation
Once the governor oil reaches propeller hub, oil
pressure overcomes both spring pressure and
centrifugal force acting on the counterweight to
force the piston outward.
Piston move out, propeller blades move to
shallow pitch, in turn removes the weight of the
blades from the pitch stop.
Weight removed, centrifugal force retracts the
pitch stop.
Beta tube is attached to the propeller piston;
- propeller piston moves, the Beta tube also
moves.
System operation
Propeller blades
angle will stop
changing when the
port in the Beta tube
moves forward
enough to be
blocked by the
follower sleeve.
This is referred as
neutral position and
represents the point
where oil pressure
within the propeller
hub balances both
spring pressure and
centrifugal force
acting on the
counterweight.
System operation
Once propeller reached to a lower pitch and the pitch
stop retract, the power lever is move forward to increase
blade pitch.
As the power lever moves, a mechanical linkage pulls
the sleeve in the propeller pitch control aft, unporting the
Beta tube.
Beta tube oil port open, oil is free to flow into the gear
reduction case.
Combination of spring tension and centrifugal force on
the counterweight to force oil out from the hub to
increase the blade angle.
Blade angle increase, the propeller piston and beta tube
moves aft until Beta tube return to its neutral position in
the PPC.
Blade angle change proportional to the degree of power
lever movement.
System operation
System operation
Take-off:
- condition lever to high setting.
- power lever to the flight idle.
Condition lever in a high rpm position, under-speed
governor is fully opened and no longer controls fuel flow.
In addition, when power lever to FLT> IDLE, the
followers sleeve in the propeller pitch control is slide
forward that no longer cover the port in the Beta tube.
This effectively eliminates the ability of the PPC to
change the propeller pitch giving the propeller governor
full control over the propeller blade angle.
In this mode, power lever is used to control fuel flow from
engines fuel control unit and has no effect on propeller
pitch change.
System operation
In Alpha / flight mode.
- Propeller governor adjusted by condition lever
to set rpm setting.
- Power lever control the amount of fuel
delivered to the engine.
- Power lever forward, increase fuel flow that will
increase engine power.
- Governor control constant rpm.
- increasing engine power causes propeller governor to
increase propeller blade angle.
- decrease engine power causes propeller governor to
decrease propeller blade angle.
System operation
To feather the
propeller on TPE-331
engine:
- condition lever is
moved aft or pulled the
feather handle.
- this causes the
feather valve to shift
and allow the oil in the
hub to return to the
engine.
- with no oil pressure
in the hub, spring
tension and centrifugal
force acting on the
counterweight rotate
the propeller blades to
the feather position.
System operation
To unfeather the propeller on TPE-331 engine.
- activate an electric unfeathering pump in the
cockpit.
- pumps on, it pumps oil to the propeller hub
forces the piston forward.
- piston moves outward, the blades rotate out of
the featherd position and into high pitch.
As the blades unfeather, the propeller begin to windmill
and aid in an air start attempt.
- unfeathering pump can be used on ground to unfeather
the propeller.
PRATT & WHITNEY PT6
PT 6 is a free or power turbine engine.

Produces more than 600 hp at 38,000 rpm gas generator speed.
Free turbine engine, has no mechanical connection between gas
generator and power turbine.
Power turbine is driven by the hot gases produced by the gas
generator section.
The power is transmitted through a shaft to a reduction gear to drive
the propeller.
Reduction gear reduce propeller speed to 2200 rpm, from engine
operation at 100% output.
Main difference between free turbine and a fixed shaft engine is that
a free turbine engine is shutdown, the propeller are placed in the
feathered position.
During normal engine start, the compressor and turbine are rotated
while the free turbine remains motionless.
This reduce the starter load and eliminates the need for a set of
pitch stops.
PRATT & WHITNEY PT6
Propeller.
Type in used is the Hartzel
HC-B3TN-3.
It is flange mounted, three
blades, steel hub and
reversible.
Governor oil pressure to
low or reverse blade angle.
Feathering, spring and
counterweight to high pitch
and feather position.
To provide blade angle
information to the propeller
governor and fuel control, a
feedback ring or Beta slip
ring is installed on the rear
of the propeller assembly
when operating in the Beta
range.
PRATT & WHITNEY PT6
Governor.
Utilize a primary and over speed
governor, in some engine use
topping governor.
Located at 12 oclock position
on top of the reduction gear
case.
Component include:
- a gear-type oil pump.
- rotating flyweight.
- speeder spring.
- pilot valve.
In addition depending on model,
governor incorporate either Beta
valve or a Beta lift rod that
control blade angle when
propeller is operated in the Beta
range.
Governor
Precaution - in the event of
primary propeller governor fails
to limit the propellers speed to
normal maximum rpm.
A over-speed governor act as
backup (rpm above 106%).
- to prevent the propeller from
over-speed by using a speeder
spring and flyweight
arrangement.
Speeder spring tension cannot
be controlled from the cockpit
nor is it field adjustable.
Adjustments by manufacture or
approved repair station.
Governor
Operation of the over-speed governor.

- speeder spring applies a predetermined amount of pressure to a
set of flyweight.
- engine accelerate, centrifugal force pulls the flyweight outward
and raises a pilot valve.
- engine speed exceeds its maximum rated speed, centrifugal force
acting on the flyweights pulls the flyweights out to raise the pilot
valve so oil can escape from the hub.
- spring tension and centrifugal force acting on the propeller
counterweights to increase the blade angle and slow the engine.
To check the over-speed governors operation;
- momentarily close toggle switch will activate the electrical test
solenoid.
- on ground engine running at high rpm and switch is depressed,
the propeller maximum rpm will be less than the normal amount.
- care should be taken, test switch is not released while power
lever is advanced or a real over-speed will occur.
Governor
Prevent propeller overspeed condition, a fuel
topping governor is installed.
In the event propeller rpm exceeds the limit, fuel
topping governor sense it and dumps a portion
of the bleed air in the fuel control unit to tricked
that the gas generator is not developing as
much power as it really is and send less fuel to
the engine.
The engine gas generators rpm reduces, in turn
reduces propellers rpm.
PRATT & WHITNEY PT6

Fuel Control Unit.
- it is installed on the rear of the engine.
- it is linked through a cam assembly to
Beta valve on the primary propeller
governor and to the Beta slip ring on the
propeller.
- the purpose for interconnecting the fuel
control unit with Beta valve and Beta slip
ring is to provide input to the fuel control unit
when operating in the Beta mode.
PRATT & WHITNEY PT6
Cockpit control.
Cockpit control consist of:
a) power lever.
b) propeller control lever.
c) fuel cut-off or condition lever.
a) Power lever.
- it is connected to cam assembly and through
mechanical linkages to the fuel control unit and Beta
valve on the primary governor.
- in the Alpha mode, power lever controls engine power
output by adjusting the fuel flow to maintain desired
gas generator speed.
- Beta mode, power lever controls both the fuel unit and
the propeller blade angle.
b) Propeller control lever.
It is connected to the primary propeller

governor.
Adjusts the tension applied on the speeder
spring.
Full aft movement will dump oil pressure
from the propeller piston to feather the
blade.
Full forward will cause oil pressure to be
directed into the hub and decrease blade
angle.
c) Fuel cut-off or condition lever.
Utilized on reversing propeller installation.

Has two function:- i) positive fuel shutoff at the FCU for engine
shutdown.
- ii) sets the gas generators low and high idle rpm.
= Low Idle provides 50% gas generator
during ground operation.
= High Idle provides 70% gas generator rpm
during flight.
PT6 engine control
PRATT & WHITNEY PT6
System Operation.
PT6 turboprop engine has two operation mode.
1) Alpha Mode.
- all operation from 95 100%.
2) Beta Mode (Beta range).
- all operation from 50 and 85%.
To begin, engine not running propeller blades in the feathered
position.
To start;
- power lever idle position.
- propeller control lever in feather position.
- condition lever - fuel cut-off position.
Starter engaged and the N1 reaches to specified speed, move
condition lever to Low Idle position.
Engine starts and ready to taxi;
- control lever moved to high rpm setting.
- power lever adjusted as necessary for a/c taxi speed.
PRATT & WHITNEY PT6
System Operation.
Beta mode, the primary
governor is in a under
speed condition and pilot
valve in the lowered
position.
This allows the power lever
to control fuel flow and
blade angle.
As power lever moved aft
into Beta range, Beta valve
is pushed into the governor
to allow governor oil into
the hub.
Oil in, piston moves
outward and propeller to
fine angle.
As piston move outward,
the feedback ring moves
forward and beta valve to
neutral position.
PRATT & WHITNEY PT6

System Operation.
Movement of power lever aft, increases fuel flow
and reverse thrust during ground operations.
Power lever forward to Beta range, Beta valve is
pulled out of the governor.
Oil is released from propeller piston.
Centrifugal force acting on counterweight moves
piston inward to increase blades angle.
As piston moves aft the feedback ring moves aft
until the Beta valve returned to the neutral
position.
PRATT & WHITNEY PT6
To feather.
- propeller lever to full aft.
- pilot valve in the governor rise allow oil in hub to return to the
engine.
- spring tension and centrifugal force acting on the counterweight
rotate blade to feather position.
To unfeather.
- the engine must first be started.
- propeller control lever forward, out of the feather position.
- pilot valve down, governor oil directed into the hub.
- pressurized oil rotate the blades out from feathered position to
the
selected blade angle or governor rpm setting.
AUXILIARY PROPELLER SYSTEMS

Purpose: To improve propeller performance and enhance
the a/c all-weather capabilities by:
i) Reducing propeller noise and vibration.
ii) Removing ice from propeller should it occurs.
Two types of auxiliary system:
i) Synchronization system.
ii) Propeller ice control system.
Synchronization System.
This system is utilized to equalize the propellers
rpm should the dissimilar rpm occur between
engines.
The matching of this rpm is called synchronize.
Types of synchronization system;
a) Master motor synchronization.
b) One engine master control system.
c) Synchrophasing system.
System control engine rpm, reduce vibration by
setting all propeller at exactly the same rpm used
for all flight operation except take-off and landing.

Used in WW II four engine a/c.
Consists of:i)
Synchronizer master unit (which consist of
master motor).
ii) Four alternators.
iii) Master tachometer.
iv) Tachometer generator.
v) Contactor unit for each engine.
vi) RPM master control lever.
vii) Switches.
viii) Wiring.

When switch is activated the master motor in
synchronizer master unit drives contactor units that
electrically connected to alternator (three phase
generator).
The alternator is driven by engine accessory drive.
The voltage produced by generator is directly proportional
to engine speed.
The desired engine rpm is selected manually by adjusting
the rpm control lever until master tachometer indicates
the desired rpm.
Once engine is set, any difference in rpm between engine
and master motor will cause corresponding contactor unit
to operate the pitch change mechanism until engine
speeds match.
b) One engine master control system.

Today many twin engine a/c used this propeller
synchronizer system.
Consists of:1) Control box.
2) Master governor (on left engine (# 1 eng).
3) Slave governor (on right engine).
4) Actuator.
Both governor incorporated frequency generator
that produces frequency proportional to the
engine rotational speed.
One engine master control system
Control box compares

rpm signal from slave
engine to rpm signal
from master engine.
If difference in engine
speed exists, the
control box will send
signal to actuator to
adjust the slave
governor until engines
match.
The comparative circuit
has limited range of
operation in which the
difference of slave
engine to master
engine within
approximately 100 rpm
for synchronization to
occur.
It is a refinement of propeller synchronization system.
Pilot can control the phase angle (angular difference in
the plane of rotation between propeller blades) from
synchrophasing control panel in the cockpit.
It known as the phase angle.
Can be adjusted by the pilot to minimizes noise and
vibration levels.
This system consist of magnetic pick-up device (pulse generator).

Pulse generator on each engine is keyed to the same blade of
respective propeller for comparison purposes.
As the designated blade of each propeller passes the pulse
generator, an electrical signal is sent to phasing control unit which
determines the relative position of each respective propeller.
A propeller manual phase control in the cockpit allows the pilot to
manually select the phase angle.
If a difference exits, the phasing control unit electrically drives the
slave generator to establish the selected phase angle between
propellers.
Propeller Ice Control Systems.

Propeller are susceptible to ice buildups
when flying in cool weather.
Must be equipped with system to remove
ice accumulation.
Ice accumulation can distort a propeller
blades airfoil shape and loss efficiency
and thrust.
Cause propeller blade unbalance and
vibration.
PROPELLER ICE CONTROL SYSTEM
Purpose:- to improve a/c performance during flight

in cold weather condition either to
prevent or remove ice.
Types:a) Anti-icing prevents ice accumulation.
b) De-icing removes ice after it has
accumulated.
a) Fluid anti-icing system.

Consists of:i) Rheostat in control unit,
iii) Pump.
v) Feed shoes
ii) Tank.
iv) Slinger ring.
vi) Anti icing fluid either isopropyl or
phosphate compound.
a) Fluid Anti-icing.
Operation:- Fluid is pumped out from tank to stationary
nozzle behind the engine nose case.
- From nozzle it enters a slinger ring (U-shape
channel) mounted at rear of propeller assembly.
- Due to centrifugal force the fluid is dispersed
into delivery tube to feed shoes (narrow rubber
strip from shank to 75% of propeller radius).
- As anti-icing fluid flows along the channels the
relative wind carries the fluid laterally over the
leading edge of each blade.
- Anti-icing fluid is isopropyl alcohol or phosphate
compounds.
Electric De-ice.
It is electrical operated.
Consists of:a) Power source.
b) Power relay.
c) Resistance heating elements.
d) System controls.
e) Timer or cycling unit.
Resistance heating element may be mounted either internally or
externally on each propeller blade.
Externally mounted heating elements is called Deicing Boots.
The deicing boots is bonded to each blade with approved bonding
agent.
System control consists of:
a) On-off switch.
b) Load meter.
c) Protective device either current limiter or circuit breaker.
The load meter monitors individual circuit current and verify proper
timer operation.
System Operation.
Switch on electrical power is supplied to propeller hub through a
set of brush block and slip rings.
Brush block mounted on an engine case just behind the propeller.
Slip rings mounted on the back of propeller hub assembly.
Flexible connectors on propeller hub transfer power from slip ring to
each heating element.
System Operation.
The icing systems are designed for intermittent application of power
to heating element to remove small ice accumulation.
Should ice accumulation is excessive the de-icing effectiveness is
diminished.
When base of the ice melts it becomes loose and due to centrifugal
force the ice is flung off the blades.
System Operation.
Proper control of the heating intervals is critical to prevent runback.
Runback refers to a condition where melted ice reforms behind a
blades leading edge.
Heat should be applied long enough to melt the ice.
Insufficient to evaporate the water can run back over unheated
surface and freeze again.
System Operation.
Runback may result in a dangerous build-up of
ice on blade areas which have no de-icing
protection.
Prevent runback, heating intervals carefully
control to avoid vibration.
Cycling timers energize the heating element for
periods of 15 to 30 sec with a complete cycle
time of 2 mins.
De-icing boots, check for proper warming
sequences during pre-flight inspection by turning
the system on and feeling the boots. (applied for
short time only).
Propeller Inspection, Maintenance, and

Installation
As an aviation maintenance personnel,
your knowledge, experience and familiar
with propeller maintenance is required to
perform routine maintenance.
A certified mechanic with powerplant
rating only are authorized to perform minor
repairs and minor alternations to propeller.
Maintenance Regulation
FAR Part 43, maintenance, preventative maintenance, rebuilding
and alteration, defines the different classes of maintenance for
propeller systems.
Appendix D list the minimum requirement for 100 hr and annual
inspection of propellers and their controls.
Example: In between annual and 100 hr inspection, propeller assemblies must
be checked for;
- cracks, nicks and oil leakage.
- inspect bolts for proper torque and safetying.
- anti-icing system for proper/improper operations.
- propeller control mechanisms for operation, travel and
security.
Appendix A of FAR 43 lists propeller major
alteration and repair which must be performed
by the manufacture or a certified repair station.
Propeller major alterations include:- changes in blade design.
- hub design.
- governor or control design.
- installation of a propeller governor.
- feathering systems.
- de-icing systems.
- parts not approved for the propeller.
Major repairs include:- retipping.
- replacement of fabric covering.
- inlay work on wood propeller.
- replacement of outer laminations.
- repair of elongated bolt holes in the hub.
- any repair to straightening, repair to or
machining of steel hubs.
- shortening, straightening of blades, and
repairs to dents, cuts, scars and nicks on
aluminum propellers.
- repair and replacement of blades de-icing heating elements.
Inspection and maintenance

Specific inspection items and minor
maintenance depend on the type of
propeller and its accessories.
Always consults the appropriate aircraft or
propeller maintenance manuals and
service bulletins for specific instructions
and service limits.
Wood Propeller
For both annual and 100hr inspection:- check for cracks, nicks, properly torque and safetied bolts.
If excessive vibration:- remove propeller to check for elongated mounting bolts or proper
balance.
To facilitate an inspection:- wood propellers may be cleaned with warm water and a mild soap,
using brushes or a cloth.
Common defect found:- separation of the lamination.
- dents or bruises on the surface.
- cracks or scars across the blade back or face.
- broken section, wrapping and worn or over size center bore and
bolts hole.
If a dent, bruise or scar is found on a blade surface, inspect the damage
with magnifying glass while flexing the blade to help expose any cracks.
Wood Propeller
When inspecting metal tipping look for:- looseness or slipping.
- loose screws or rivets.
- cracks in the solder joints.
If crack is found in a solder joint near the blade tip, it may
be indication of wood deterioration.
- closely inspect the crack while flexing the blade tip.
- no crack, the joint may be resoldered.
- tip should be inspected at regular interval.
Blade installed on ground-adjustable propeller, special
attention should be given to the metal sleeve and shank
area.
Any crack presence may indicate broken or loose lag
screws.
Wood Propeller
Repair
Small cracks parallel to the grain or small cuts may be repaired by:- working resin glue into the crack.
- once glue is dry, sanded with fine sandpaper.
- refinished with approved varnish or other coating.
Tip fabric surface defects of in. or less:- no breakdown in the wood structure.
- filled with several layer coats of lacquer.
- once lacquer dried, the defect should blend in with the fabric
surface.
Defects larger than in. referred to repair station.
Repair must be done by a certified repair station or manufacture
such as:- separated on the outside lamination.
- large cracks that require an inlay.
- restoration of elongated bolt holes with metal inserts.
Any repair work done a protective coating must be applied.
Blades balance to be carried out and apply more protective coating
as required to balance the blade.
Defects that cannot be repaired.
1.
2.
3.
For wooden propellers these include:Crack or deep cut across the grain.
A split blade.
Separated lamination, except for the outside
laminations of a fixed-pitch propeller.
4. Empty screw or rivet holes.
5. Any appreciable wrap.
6. Portion of wood missing.
7. Oversize crankshaft bore in a fixed-pitch propeller.
8. Cracks between crankshaft bore hole and bolt holes.
9. Cracked internal laminations.
10. Oversize or excessively elongated bolt holes.
Storage
When wood propeller in stored, it should be
placed in a horizontal position to keep the
moisture evenly distributed through the wood.
Storage area should be cool, dark, dry and well
ventilated.
Do not wrap the propeller, that seals it from the
surrounding airflow.
Any airtight wrapping wood propeller promotes
wood decay.
Aluminum Propellers
The properties of aluminum alloys make
aluminum propellers durable and relatively
inexpensive to maintain.
Some types of damage can be serve
enough to cause blade failure.
Propellers must be carefully inspected at
regular intervals.
Any damage jeopardized the integrity of
the propeller.
Must be repaired before flight.
Blade Inspection
For both annual and 100 hrs inspection:- check for cracks, nicks and properly torque or safetied bolts.
Inspection with the blades in place or sometime required to be remove.
Before inspection, clean with mild soap and water using soft brush or cloth
to remove dirt and grease.
Do not use acid or caustic cleaning materials, could lead to corrosion.
Avoid using power buffers, steel wool, steel brush or abrasive that may
scratch or mar the blades.
Expose to salt water, flash/wash with fresh water.
Aluminum blades, inspected for pitting, nicks, dents, cracks and corrosion.
Inspect leading edge and blade face for damage.
Use dye penetrant inspection for suspected crack area.
Inspect the hub boss for damage and corrosion.
Light corrosion can be cleaned with sandpaper, treated and painted to
prevent corrosion.
Propellers with damage, dimensional wear and heavy corrosion in the boss
referred to a repair station for appropriate repairs.
Repairs
Surface damage such as nicks,
scratches or gouges (groove/cut/hole)
on aluminum alloy blade to be repairs
as soon as possible to eliminate
stress concentration points.
These helps prevent cracks and
fatigue failure.
Defects on leading or trailing edge
can be dressed out using round or
half round files to smooth contour.
Repair of surface defects on
aluminum blades must be parallel to
the length of the blade.
Maximum allowable size repair on a
propeller edge is 1/8 in deep by no
more than 11/2 ins in length.
Repairs
Repair on surface and back of the blade with
spoon-like riffle file.
Max. allowable repair size on blade face or back
is 1/16 in. deep by 3/8 in. wide by 1 in. long.
Finished by polishing with very fine sandpaper.
In a direction parallel to the length of the blade.
Surface should be treated with Alodine, paint or
other approved protective coating.
Damage on the shank area cannot be repaired
in the field and should referred to the overhaul
facility.
Repairs
Repairs
Damage in the propeller blades shank area cannot be repaired.

Referred to the overhaul facility for correction action.
Transverse cracks on aluminum alloy is unrepairable.
Contrary to popular belief, bent blades can be repaired by:- measuring the thickness of the blade where the bend is located.
- determine the blade station (ctr of the hub and ctr of the bend located).
- with center of the bend located, mark the blade one inch on each side of
the bend and place the protractor tangent to the one inch marks to
determine the bend angle.
- any bend below the graph (chart) line is repairable.
- above the line is unrepairable.
Proper chart not available, take the measurements and contact propeller
repair station before send for repair.
Cold straightening repairs on bent aluminum propeller, send to repair station
or manufacturer.
Once repaired, cleaned with solvent to remove all dye penetrant painted
with zinc chromate and two coat of flat black lacquer from 6 ins. station to
the tip.
Last 4 ins of the tip painted with zinc chromate primer and two coat of a
high visibility color.
Repairs
Ground-Adjustable Propellers
Inspect closely on the Hub area for cracks.
Use dye penetrant is recommended during routine
inspection,100 hrs and annual inspection.
To reduce wear and tear, disassembly is not recommended
during inspection.
McCAULEY CONSTANT-SPEED PROPELLERS

Constant-speed propellers require a more detail inspection.
Oil leak from the propeller hub may indicate a defective piston-tocylinder O-ring.
- leaking O-ring can be change in the field as laid down in the
service manual.
- some model, must return to a propeller repair station.
- any seal other than O-ring leaking require replacement by a
propeller repair station.
On certain model of McCauley, there is a hub breather holes are
sealed and hub is partially filled with oil that is dyed red.
- any evident red dye oil makes, indicate cracks and propeller
should be removed from service.
Hartzell Constant-speed Propellers
Require the same types of inspection, maintenance and repair.

Check on steel hub for cracks;
- preferable method is magnetic particle inspection.
Grease leakage cause by;
- loose, missing or defective grease fitting or zerks (grease nipple / grease
point ).
- loose blade clamps.
- defective blade clamps.
- over lubrication on the blade to hub joint.
If zerk fitting loose, missing or defective, it should be tightened or replaced.
Loose blade clamps should be retorque and resafetied.
Check blade angle does not change during retorque.
Lubricating the blade-to-hub joints to prevent damage to the seal:- remove one of the zerk and grease through the remaining zerk point.
- service until grease comes out on the other end.
- this prevent pressure buildup in the chamber and damage on the seal.
- reinstall the zerk fitting, replace the protective cap and safety the cap to
the zerk fitting. (if any).
Hartzell Feathering Compact Propeller

Inspection, maintenance and repair procedures is the
same as constant-speed system.
One additional check during 100 hrs inspection is the
nitrogen charge within the propeller hub.
If too low propeller not feather or response properly
to constant-speed operation and tendency
to overspeed or surge.
If too high propeller system may not reach full rpm.
-- may feather during engine shutdown.
Checking nitrogen charge (pressure), ensure the blades
are latched in the low pitch position.
Any servicing follow the manufacturers instruction.
Hamilton-Standard Hydromatic Propeller

Inspection and check for proper operation, oil leak and
oil lines for deterioration or abrasion.
Oil leak in the propeller caused by a defective gasket or
loose hard wear.
Oil leak around rear cone usually indicates a defective
spider-shaft oil seal.
Leak from the barrel behind the dome leak from gasket
or dome nut loose.
From blade shank or barrel halves;
- loose hub bolts retorque.
- defective gasket replaced by overhaul facility.
Lubricating oil from engine oil itself.
Propeller Lubrication
All the adjustable pitch propeller system require
inspection and servicing at regular interval.
Lubricating or greasing is part of the servicing to
be carried out.
To reduces frictional resistance of the moving
parts.
Grease in use to service the propeller must have
the proper anti-friction and plasticity
characteristics.
Specification of the lubrication and grease in use
refer to manufacturers instruction (manual).
Steel and Composite Propellers

Propellers are made of steel or composite
material.
May be cleaned and inspected in the same
manner as wood or aluminum propellers.
Cleaning techniques and inspection are unique to
composite materials.
Restricted to inspection, cleaning only and follow
the manufacturers instruction.
Any repairs made to correct the defect must be
accomplished by repair station or the
manufacturer.
Blade Cuff Inspection

Propellers blades fitted with blade cuffs are to improve:- airflow over the blade shank.
- cooling airflow through the engine.
Blade cuffs must be inspected and checked for:- damage.
- proper clearance.
Longitudinal clearance of constant-speed propeller
blades or cuffs must be at least in between propeller
parts and aircraft stationary parts.
Clearance must be measured with the propeller blades
feathered or in the critical pitch position.
Governors
Inspection of governors is limited to:- checking for oil leak.
- security of mounting.
Maintenance consists of:- properly rigging the governor controls.
- control freedom of movement.
- removal and installation.
Overhaul carried out by certified repair
station or manufacturer.
Balancing
Exact propeller balance is critical to proper engine and propeller

performance.
Anytime maintenance is conducted or repair is made that add or
removes weight from a propeller must check the propeller balance.
Example:- wood propeller is refinished with new coat of varnish.
- any repair on the metal propeller.
- tip damage shortened the blade.
the opposite blade tip requires shorting to
maintain balance.
Propellers are balanced both statically or dynamically:1. Statically balance.
- when the propellers center of gravity coincides with its axis of
rotation.
2. Dynamic balance.
- when the centers of gravity of the blades in the same plane of
rotation.
1. Static balance
Static balance is accomplished by using either:a) knife-edge method (simpler and accurate) or.
b) suspension method.
Using knife-edge method, a test stand consist of two hardened steel
edges.
Carried out in a room that free from air motion or heavy vibration.
Before carried out verify the blades angle are all the same.
Blade angles are correct then follow the listed sequence of
operation:a) insert a bushing in the propeller hub bore hole.
b) insert a mandrel or arbor through the bushing to support the
propeller on the balance knife.
c) place the propeller assembly so that the ends of the arbor are
supported on the test stand.
d) the propeller must be free to rotate.
1. Static balance
Once on the stand, the propeller
should be check for:a) vertical.
b) horizontal balance.
a) Vertical balance
To check two-bladed propeller for
vertical balance, position one
blade in the vertical position.
Next, position the opposite blade
in the same manner.
If propeller is balanced vertically, it
will remain in a vertical position
regardless of which blade is
pointing up.
If imbalance exists, propeller
tends to rest in a horizontally
position.
1. Static balance
b) Horizontal balance.
To check a two-bladed propeller assembly for horizontal balance.
Position the propeller in a horizontal position with both blades sticking
straight out.
Horizontally balance, it will remain in a horizontal position.
If imbalance exists, one blade will tend to move downward and rest in
the vertical position.
1. Static balance
Static balance for three-bladed propeller requires placing the
propeller in three basic position.
First rotate the propeller number one blade pointing downward.
Next, number 2 blade in the downward position.
Then, number 3 blade in the downward position.
A properly balanced three-bladed propeller has no tendency to
rotate from any of the three position.
Out-off Balance Repairs

During static balance, the propeller tendency to rotate
indicates the propeller imbalance.
Certain corrections to removed/added the imbalance are
allowed.
The location/method for removal/addition of weight on a
propeller is determine by the propeller manufacturer
instructions.
Vertical imbalance is corrected by adding a metal weight
on the light side of the hub 90 from the propellers
horizontal centerline.
Wooden propeller, horizontal imbalance is corrected by
adding or removing solder at the propeller blade tips.
Horizontal balance correction on a aluminum propeller
by removal of small amounts of the metal by failing.
2. Dynamic Balance
When the centers of gravity of similar propeller blades,
rotate in the same plane of rotation.
A dynamic imbalance resulting from improper mass
distribution of the blades to run on its tracks.
Modern methods of checking dynamic balance require
the propeller, spinner and related equipment to be
installed on the aircraft.
Runs the engine and pinpoints the location of imbalance
using electronic equipment senses.
The equipment typically determines the amount of
weight ( shim or washer) required to correct the
condition.
Checking Blade Angle

At time you may be required to check the blade angle at the specific
station.
Universal propeller protector is used.

Before measuring a
propeller blade angle.
Determine the reference
blade station from a/c
maintenance manual.
Mark the reference
station with chalk or
grease pencil.
Zeroed the protractor or
adjusted to a reference.
A common reference is
the propeller hub.

Once the protector is zeroed.
Rotate the propeller until one
of the blade is horizontal.
Place the protector on the
blade face at the reference
station mark.
With the protector resting on
the blade face, turn the disk
adjuster until the spirit level
centers.
Get the reading.
Repeat the process on the
other blade.

If the blade is curved.
Use tape to attach a piece of
1/8 in drill rod, in from the
leading and trailing edges.
Measure the angle with
protector resting on the rods.
If dissimilar blade angle
exists on a aluminum fixedpitch propeller, the blades
can be repitched by a
propeller station or
manufacturer.
Consult the propeller repair
facility and provide details on
the amount of the allowable
pitch variation between the
blades.
Blade Angle Adjustments

All propeller other than fixed-pitch
propeller require occasional blade angle
adjustments.
Ground adjustable propellers are set to
one blade angle.
Controllable pitch propellers require the
setting of low and high blade angle limits.
Method used to make angle adjustments
depends on the propeller type.
Ground-adjustable Propeller
To adjust the propeller blade angle:- determine the reference blade station that must be used.
- information contained in the propeller or aircraft maintenance
manual.
- check the specifications for the blade angle range approved for
the aircraft.
- range for ground-adjustable propeller is from 7 to 15 degrees.
- blade adjustment can be made with propeller on the aircraft or on
a propeller bench.
- to make the actual adjustment , mark across the hub and blade for
their relative positions using grease pencil.
- the mark provides visual identification of the original blade angle
setting and a reference mark for adjustment to the new blade angle.
- once the blade marked, loosen the hub bolts or clamps and rotate
the propeller to a new horizontal position.
Ground-adjustable Propeller
To change the blade angle: The hub halves must be
separated slightly by loosen the
bolts or clamps.
Rotate the blades in the hub to a
new blade angle setting.
Use blade paddle.
If the blade binds, jiggle the
blade being rotate to the new
angle.
Tighten the clamps or bolts and
check blade angle.
Required to repeat the
procedure a few times until the
blades angle are set properly.
Acceptable angle tolerance
between the desire angle and
the actual angle is 0.1 degrees.
Acceptable angle met, the
propeller hardware torqued and
safetied.
Counterweight Propeller
Blade angles are adjusted
by means of a set of stop
nut on an index pin
located under each
counterweight cap.
To gain access to the
index pin, remove the
clevis pin which safeties
the counterweight cap
and remove cap.
Pull the index pin out of
its recess in the
counterweight or push it
out from behind the
counterweight bracket
with a small tool.
Hartzell Constant-speed Propeller

Propellers blade angle, low or high are set by
movement of the piston in the hub.
Hartzell steel hub propellers: Can be adjusted for the desired low blade angle
by loosening the hub clamps and rotate the
blades.
At anytime the low blade angle is changed, the
high blade angle will also change.
Reason the piston within the propeller hub can
only travel a fixed amount.
Desired blade angle is obtained, the clamps are
retorqued and safetied.
Hartzell Constant-speed Propeller

Hartzell compact propeller:- the low pitch setting is adjusted
with the adjusting screw on the
hub cylinder.
- adjustment;
- loosening the adjusting screws
jam nut.
- rotate the screw clockwise to
increase the low blade angle
(pitch angle also change).
- counterclockwise to decrease
the angle.
Desired angle is set, retighten the
jam nut.
Always refer to the aircraft
specification and the propeller
manufacturers manual.
Blade Tracking
Purpose: to check the track of each propeller
blade tip travels on the same path.
In other word, checking the tracking of a propeller
blade tips relative to each other.
Procedure is normally accomplished:- when troubleshooting a vibration problem.
- final check after balancing and reinstalling the
propeller.
Metal propellers up to six feet in diameter on
light a/c, track within 1/16 in of each other.
Wood propeller should not be out more than 1/8
in.
Blade Tracking
To check the track:- choked/locked the aircraft to prevent

movement.
- place a fixed reference point on the
ground that within in of the propeller
arc.
- this is done by placing a board on
blocks under the propeller arc.
- place and tape a piece of paper on the
board.
- with the reference in position.
- rotate the propeller blade and mark the
track of each blade.
The blades should not exceed the limits
stated.
Blade Tracking
If out of track:- check the torque of the
propeller bolts.
- inspection for the present of
debris or damage ( with prop.
removed ).
- check the crankshaft for
alignment.
- corrected by placing shims
between the inner flange and
the propeller.
Troubleshooting
The origins of powerplant vibrations are sometimes difficult to
pinpoint.
To determine weather the vibrations from the engine or propeller,
observe the hub, dome or spinner.
With engine running between 1200 to 1500 rpm, observe the
spinner and the hub.
Vibration caused by the propeller:- hub appears to swing in a slight orbit.
- increase at higher rpm.
If propeller hub oscillates, caused by engine vibration.
Excessive engine vibration the problem could be:- dissimilar blade angle setting.
- blade imbalance.
- improper blade tracking (out of track).
- loose retaining nuts.
- loose hub hardware.
- excessive crankshaft spline wear.
Troubleshooting
In addition to vibration problems, a malfunctioning pitchchange mechanism may require troubleshooting.
- sludge in oil passages.
- pitch selector valve of a two-position propeller may
cause slow or erratic responses to pitch-change
commands.
- erratic or jerky blade movement during pitch changes
may caused by trapped air in the cylinder.
- linkage from cockpit pitch control lever to selector valve
loose.
- fail to activate the selector valve.
Operation over the sea cause salt water corrosion around
the propeller cylinder and piston, leading to sporadic and
unreadable pitch change.
Hamilton-Standard Hydromatic
Troubleshooting procedures and solutions for the feathering hydromatic

system.
Propeller fails to respond to control lever but can feathered and unfeathered.
- most likely a failure of the governor or governor control.
Propeller fail to feather.
- check the system for electrical faults or open circuit of the system.
Propeller fail to unfeather.
- distributor valve not shifting.
Propeller feathers and immediately unfeathers.
- short circuit in the holding coil wiring or an open circuit in the pressure cutout
switch.
- feather button is short-circuited internally.
Sluggish movement of the propeller.
- result of a buildup of sludge in the propeller dome.
- worn out piston-to-dome seal inside the dome.
- sticking cam rollers.
Erratic or jerky operation of the propeller.
- indication of wrong preload shim being used between the dome and barrel
assemblies.
- dome have to be removed and proper shim can be installed.
Propeller Installation
The method used to attach a propeller to an
engine crankshaft varies with the design of the
crankshaft.
Three types of crankshafts used on an engine.
a) Flanged crankshaft.
b) Tapered crankshaft.
c) Splined crankshaft.
Note:- for specific instructions refer to the aircraft
and engine maintenance manuals.
Flanged Shaft
Flanged propeller shaft widely used on opposed engine and turboprop
engine.
The front of the crankshaft is formed into a flange four to eight inches
across, perpendicular to the crankshaft centerline.
A) Mounting holes and dowel pin holes are machined into the flange.
B) Some flange have treaded inserts pressed into the bolt holes.
Flanged Shaft
Before installing the propeller on a flanged shaft:- inspect for corrosion, nicks, burrs and other surface
damage.
- bolt holes and treaded inserts should be clean and in
good condition.
Any defect found should be repaired in accordance with
engine manufacturers recommendations (manual
instruction).
Light corrosion removed with very fine sandpaper.
Bent flange suspected carried out run out inspection.
If you do have to remove corrosion, clean the flange
after sanding and check for smoothness.
Apply a light coat of engine oil or anti-seize compound to
the flange for corrosion prevention and easy removal.
Fixed Pitch Propellers

Before installing a fixed-pitch
propeller on a flange shaft:- inspect the mounting surface for
cleanness and smoothness.
- bolts in good condition (i.e. check
for crack).
Most flanges that use dowel pins
allow propeller to mount on the shaft
in one position only.
No dowel, position specified by the
a/c or engine maintenance manual.
If no position is specified on a four
cylinder engine, propeller should be
installed with the blade at the 10
oclock and 4 oclock position.
This reduces vibration and best for
hand propping.
Fixed Pitch Propellers - conts

After the propeller is on, attach
the bolts, washers and nuts,
tighten to finger tight.
Torque to a specified value with
torque wrench.
- 35 ft-lb. or higher for metal
propellers.
- 25 ft-lb for wood propellers.
In the recommended sequence.
When a skull cap spinner is
used, a mounting bracket is
installed behind two of the
propeller mounting bolts.
Once the mounting bracket is
installed, the skull cap is
attached to the bracket with a
bolt and washer.
Fixed Pitch Propellers - conts

If full spinner in used:- a rear bulkhead is slipped on the flange.
- mount the propeller .
- placed the front bulkhead on the front of the hub boss and insert
the bolts.
- tightened, torque and safetied the bolts.
- secure the spinner by line up with
index mark during installation to
avoid vibration.
Constant-Speed Propellers
Hartzell steel hub and Hartzell compact propellers are designed to
mount on flanged crankshaft.
Mount a constant-speed propeller on the crankshaft with O-ring with
a light coat of engine oil.
McCauley constant-speed propeller are also installed on flanged
crankshaft.
O-ring in the rear of the hub to be coat with oil to prevent tear or
pinched.
Feathered propeller, when installed and left in feather condition
should be rotate to low pitch angle using a blade paddle.
TURBOPROPELLERS
Installing a constant-speed, reversing
propeller, use the same basic procedures
that are used for other flanged shaft
propellers.
One difference is the Beta tube is installed
through the propeller piston after propeller
is installed.
Bolted to the forward part of the piston.
Tapered Shaft
Tapered shaft crankshaft are found on older engine low horsepower
aircraft.
This type of crankshaft requires a hub to adapt the propeller to the
shaft.
Prevent the propeller from rotating on the shaft:- a large keyway is cut into the crankshaft.
- key hold the propeller in place.
Tapered Shaft conts
Wood propeller on a tapered shaft.

- propeller boss is installed over the adaptor hub.
- faceplate is placed between the boss and mounting bolts.
- faceplate distributes the compression load of the bolts over the
entire surface of the boss.
- inspect the mounting bolts on a newly installed fixed-pitch
propeller for tightness after the first flight and again after the
first
25 flight hours.
Tapered Shaft conts.

Before installing the propeller:- inspect for corrosion.
- thread condition.
- check for crack.
- keyway area for wear.
If cracks are in the keyway, could spread rapidly and
cause crankshaft failure.
Inspect the keyway with dye penetrant at every 100 hour
or annual inspection.
Minor surface defect should be dressed or polished IAW
engine manufacturers manual.
In addition, the propeller hub components and mounting
hardware should be inspected for wear, cracks and
corrosion.
Defective components must be replaced or repaired as
necessary.
Before permanently installing the propeller:- trial fit of the hub on the crankshaft using a liquid transfer ink
(Prussian
Blue or engineering blue - dark blue ink or dye ).
- which has the consistency of a light grease.
- dye visibly indicate the amount of contact between two mating
surfaces.
- to do a trial fit, apply thin even coat of dye on the tapered section of
the crankshaft.
- place key in the keyway and install the hub on the crankshaft and
torque the retaining nuts.
- in practice, hub, snap ring and
retaining nut are never disassembled.
- if disassembled for inspection or
repair, place the retaining against
the hub and install the puller
snap ring.
- once assembled, the retaining
nut may be torque.
The hub should then be removed from the crankshaft

Inspect the amount of ink transferred from tapered shaft to the
propeller.
Minimum contact area must not less than 70 percent ( CAIP 80%).
If insufficient contact is found;
- inspect for the cause.
- mating surfaces can be lapped with a polishing compound until a
minimum of 70 percent contact area is achieved.
Achieved the minimum contact area, clean the hub and crankshaft.
Install the propeller and hub assembly on the shaft.
Torque to the proper value.
Failure to tighten the nut to proper torque results in play between the
propeller, front cone and rear cone.
This will cause galling and wear on their surfaces.
Splined Shaft
Found on most radial engine, some horizontal engine and
inline engine.
- The splined shaft has grooves and splines of equal
dimensions.
- a double width master spline to ensure that a hub will fit
on the shaft in one position.
Splined Shaft conts.

Before propeller installation:- inspect the crankshaft for crack.
- surface defect and corrosion.
Any defect found repair IAW engines manufacturer
instructions.
Check the crankshaft and hub splines with go and no-go
gauge which is 0.002 in larger than the maximum space
allowed between the splines.
Serviceable if the gauge cannot be inserted between the
splines for more than 20 percent of the spline length.
If gauge can goes more than 20 percent of the way, the
hub or crankshaft is unairworthy and must be replaced.

A front cone and rear cone are
installed on each side of the propeller
hub to ensure it is centered on the
crankshaft.
Rear cone.
- made of bronze.
- split to allow flexibility during
installation.
- to ensure a tight fit.
Front cone .
- made in two pieces as a
matched set (pair).
- the two halves are marked
with a serial number to
identify them as mates in a set.

In addition to the front and
rear cone.
Large retaining nut is used
to tighten and hold the
propeller in place.
The retaining nut threads
onto the end of the splined
shaft and presses against
the front cone to sandwich
the propeller tightly
between the front and rear
cones.
Trail installation of the propeller to

ensure properly fit.
Prussian blue in used.
Ensure a minimum contact on the front
and rear cone is 70 percent. (CAIP 80
percent).
No dye is transferred from the rear
cone during the transfer check, a
condition known as rear cone bottoming
may exist.
Rear cone bottoming.
This occurs when the apex or point of
the rear cone contacts the land on the
rear seat of the hub before the hub
becomes seated on the rear cone.
Correct rear cone bottoming by
removing up to 1/16 inch from the
apex of the cone with sandpaper on a
surface plate.
Front cone bottoming.

- occurs when the apex of the front cone bottoms on the crankshaft
splines, before it has a chance to seat on the hub.
Indicated either:- the hub being loose on the shaft after nut has been torques, or
- no transfer of Prussian Blue to
the front hub seat.
Correcting front cone bottoming
by adding a spacer of not more
than 1/8 inch thickness behind
the rear cone.
This will moves the hub forward,
enabling the hub to seat properly
on the front cone.
refer to engine maintenance
manual for the requirements of a
particular installation
Propeller Safetying
Once a propeller is properly torque, it must be safetied.
Propeller secured to a flange
hub with bolts, safetied with
0.041 inch safety wire to
keep bolts from loosening.
Bolt and nut in used;
- fiber lock nuts require no
safeying but replaced each
time the propeller is removed.
- castellated nuts and drilled

bolts, secure with cotter
pins.
Propeller Safetying conts

Clevis pin in used.
- ensure the clevis pin
must positioned with
the head toward the
center of the
crankshaft.
- this allow centrifugal
force to hold the
clevis pin tightly in
the hole against its
flange head.
Operational Check
Ground check and adjustment are
successfully completed.
Ground run test should be conducted.
Adjustment carried out as required.
Then follow up by flight test to ensure
airworthy condition.
Check for oil leak and component security
after the flight test.

Propeller

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PROPELLER

Basic term and component name

Blade shank. Typically round and extends out to at least

FORCES ACTING ON A PROPELLER

Thrust bending force.

Torque bending force.

a) Tractor type propeller.

disadvantage:- little propeller to ground

Pusher type propeller

Fixed pitch propeller.

Propellers are made of:a) Wood

The Blank then cut to shape (B).

The finish exact airfoil and pitch dimension is called

Center bore bolt-holes are drilled.

b) Aluminum Alloy Propeller.

b) Aluminum Alloy Propeller conts.

Propeller Designation conts.

GROUND-ADJUSTABLE PROPELLERS conts.

Once the blades are inserted between the hub halves,

a) Two position controllable propeller.

a) Two position controllable propeller conts

Two position controllable propeller

decrease (low) blade angle

high (increase) pitch position

a) Two position controllable propeller conts

a) Two position controllable propeller conts

b) Constant Speed Propeller.

3) Flyweight assembly conts.

McCAULEY CONSTANT-SPEED PROPELLERS.

McCauly non-feathering Governor

Hartzell Constant-Speed Propellers

A) Steel Hub Propeller

A) Steel Hub Propeller

Hartzel Compact Feathering Propellers.

HAMILTON-STANDARD HYDROMATIC PROPELLER

TURBOPROP ENGINE TPE-331

Propeller Speed Reduction

Power section generally refers to:

ii) Beta plus power range.

Disadvantages of reversible propeller.

TURBOPROP FUEL CONTROL

HARTZEL REVERSING PROPELLER SYSTEM

HARTZEL REVERSING PROPELLER SYSTEM

The propeller used on a TPE-331

Most TPE-331 include an unfeathering button.

Once engine starts:

PRATT & WHITNEY PT6

PT 6 is a free or power turbine engine.

PRATT & WHITNEY PT6

PRATT & WHITNEY PT6

Operation of the over-speed governor.

PRATT & WHITNEY PT6

PRATT & WHITNEY PT6

b) Propeller control lever.

It is connected to the primary propeller

c) Fuel cut-off or condition lever.

Utilized on reversing propeller installation.

PT6 engine control

PRATT & WHITNEY PT6

PRATT & WHITNEY PT6

PRATT & WHITNEY PT6

PRATT & WHITNEY PT6

AUXILIARY PROPELLER SYSTEMS

a) Master motor synchronization.