HELICES-PRINCIPIOS BASICOS (Paso Fijo)

HÉLICES

Docente: Juan Barriga

 GOVERNADORES

HÉLICES

Docente: Juan Barriga

Alpha and Beta Range
Definitions
it can be seen that it is possible to provide a
range of propeller blade angles ranging from
“feathered”, as coarse as it is possible to go,
all the way to “reverse pitch”, as fine as it is
possible to go in normal propeller control.
The “Alpha” (flight) range of pitch angles
ranges from “feathered” to “flight-fine” pitch,
while the “Beta”(ground) range of angles is
from “flight fine” pitch to “reverse” pitch.
The method of control within alpha and beta
ranges will be described later in this chapter
Single Acting Propeller - Principle of Operation

CSU/PCU Functions
The function of the control unit in controlling rpm at
the pilot’s command is to control the oil flow in three
modes:
Oil supply to fine pitch. (rpm increases)

Oil shut off/hydraulic lock. (rpm steady)

Drain of fine-pitch oil back to scavenge. (rpm

decreases)
Double Acting Propeller - Principle of
Operation
The Simple Constant Speed Unit
The “Overspeed” Condition

CSU/PCU Functions
The function of the control unit iShould the engine’s torque exceed the torque generated by the
propeller during flight, rpm would tend to rise. This will lead to a rise in centrifugally generated
flyweight force and lift up the control valve against the spring force.
The rise of the control valve will expose the coarse pitch line to the pitch change cylinder so that
pressure oil may flow to the coarse pitch side of the piston. At the same time, the fine pitch line
is exposed and connected to drain.
The propeller blades will move towards coarse pitch, increasing their angle of attack to the
relative airflow, generating more total reaction and thrust and raising the propeller’s torque. n
controlling rpm at the pilot’s command is to control the oil flow in three modes:
Oil supply to fine pitch. (rpm increases)

Oil shut off/hydraulic lock. (rpm steady)

Drain of fine-pitch oil back to scavenge. (rpm decreases)

When the propeller’s higher torque matches the engine’s torque, the rise in rpm will be arrested,
the rpm returning to the selected setting. When this is achieved, the flyweights will fall back to
their previous, balanced position with regard to spring force, the coarse and fine oil ports will
close and the CSU resumes the “on speed” condition
The “ Underspeed” Condition

In this condition the propeller’s torque exceeds the engine’s torque, causing rpm to decrease.
Centrifugal flyweight force will decline and the CSU’s spring force will now exceed that
produced by the flyweight assembly. The flyweights will collapse inwards. This will cause the
control valve to be pushed down by the spring force, exposing the fine pitch oil port to pressure,
while connecting the coarse pitch oil port to drain.
Pressure oil will now flow to the fine pitch side of the pitch change piston, moving the propeller
blades to a smaller angle of attack to the relative airflow. This will, in turn, cause a decrease in
total reaction, thrust and propeller torque.

The engine’s torque will now exceed that produced by the propeller and rpm will tend to rise.
This will produce a rise in propeller torque until it once again matches that of the engine.
Flyweight force will also increase with the rise in rpm until it once again exactly balances the
selected spring force. The control valve will be returned to the neutral position with both fine and
coarse pitch ports closed off. The CSU and propeller are now back “on speed”. The movement
of the control valve during normal operation is very small and the change in propeller rpm is
smooth and progressive