4B4,47.6 ISSUE2 74WHAT THIS BOOK COVERS SUBJECT PAGE General 1 Propeller Inspection 2 Blade repair 3 Bent blades 10 Overspeeding 10 Lightening strikes 11 ~ Composite blades - repair iL Checking blade angles 12 Impact damage 15 Balancing 17 Static balancing 18 Dynamic balancing 20 Dynamic balancing - example 22 Checking anti-icing systems 32 Track checking 33 Checking propeller clearances 34 Propeller fitting 35 Prop removal/fitting - example 38 Engine runs 42 Propeller removal - example 43 PCUs/CSUs installation & checking 46 Feathering unit - checking 48 Revision questions & answersAUTHORITY It is IMPORTANT to note that the information in this book is for study/training purposes only. When carrying out a procedure/work on aircraft/aircraft equipment you MUST always refer to the relevant aircraft maintenance manual or equipment manufacturer’s handbook. You should also follow the requirements of your national regulatory authority (the CAA in the UKyand laid down company policy as regards local — procedures, recording, report writing, documentation etc. For health and safety inthe workplace you should follow-the— : regulations/ guidelines as specified by the equipment manufacturer, your company, national safety authorities and national governments.* The blades should be inspected for damage in the form of abrasions, cuts, nicks or corrosion. Minor erosion or dents may usually be left until the propeller is removed, but cuts or gouges which may lead to cracks should be blended out immediately and the area should be re-painted - provided they are within the allowable damage as laid down in the manual. + ‘The spinner, hub and blade roots of hydraulically operated propellers should be examined for traces of oil leakage from the pitch change mechanism, if the propeller is of the “dry hub" type, oil leaking into the hub may, through centrifugal force, flow through the blade bearings, remove the grease and result in premature failure of the bearing. Some traces of oil may be found after initial installation, but if the leakage persists, the propeller must be stripped to the extent necessary to cure the leak, and to clean and re-grease the bearings. This particular problem does not apply to propellers with "wet hubs", but any leakage should nevertheless be investigated, * The CSU/PCU and connecting pipes should be inspected for oil leaks. Leakage at the mounting face of the CSU/PCU may be remedied by tightening the nuts or replacing the gasket, but leakage from other parts of the unit will normally require a replacement of the complete unit. The unit should also be inspected for security, locking, damage and corrosion. + Whenever the propeller is removed, the slip rings and contact brushes should be examined for damage and wear. Brush wear over the operating period should be assessed and the brushes should be replaced if the rate of wear indicates that they will not remain serviceable until the next overhaul. Check contact brush ° springs for correct tension. * Additionally the wiring (where fitted) should be checked for continuity and serviceable insulation (insulation test). A bonding test ensures that there is an earth return path via the engine/airframe. = BLADE DAMAGE Blades which are bent, twisted or cracked, or have severe surface damage, must be considered unserviceable, and the propeller returned to the manufacturer or an approved overhaul organisation. Minor surface damage may be blended out so long as the damage is within the limitations imposed by the manufacturer. Note that there is a limit on the number of defects falling within any one area of the blade.STONE DAMAGE DAMAGED PAINT AND EROSION ‘TO OVERSHOE OVERSHOE DEBONDING LEADING EDGE EROSION LEADING EDGE, STONE DAMAGE —_ SURFACE EROSION CORROSION SURFACE STONE “+ DAMAGE LIGHTENING BURN TIP DAMAGE, Fig. 1 EXAMPLES OF PROPELLER BLADE DAMAGE Damage Acceptance Areas If damage has occurred to a propeller blade, before repairs are carried out it “7 must be established whether the location of the damage is such that the damage can be repaired in situ. In Chapter 61-10 of the Maintenance Manual, under the heading-of Servicing, is a section entitled "Damaged Blades". This section illustrates the repair limits allowed on the blades and also details where such repairs can be carried out. The blade is divided up into stations; which use an alphanumeric-code to give a precise location of the damaged area, (Figure 2). = MINOR REPAIRS - METAL PROPELLERS Minor repairs are classed as those within the scope of the operator. They include the repair of small dents, nicks and light corrosion.PROPELLER MAINTENANCE Before we get too involved it is important to restate that what is contained in this book are general procedures for the maintenance of propellers and propeller systems. Of course, you must refer to the appropriate maintenance manual when ever carrying out maintenance on a propeller - or any other item of equipment for that matter. Maintenance can be divided in "Routine" and "Non Routine". Routine maintenance includes all those checks, inspections and tests laid down in the maintenance schedule and are carried out on a routine basis. QUESTION: Whose responsibility is it to organise the maintenance schedule? (5 mins} ANSWER: Unless the aircraft is being maintained using a LAMS (Light Aircraft Maintenance Schedule) the operator will organise the schedule, probably in consultation with the manufacturer, and it is cleared by the CAA. Routine maintenance periods for inspection/overhaul of propeller hubs and blades are laid down in CAA Airworthiness Notice No. 75. This applies to propellers where the manufacturer has not issued its own approved schedules of inspection. Here it states what is to be inspected for; the amount of dismantling required; and how often this is to be carried out. 7 For large aircraft the periods are in general:- Overhaul - As laid down in the Maintenance Schedule/as prescribed by manufacturer. Hub/Blade - 3 years after installation - thereafter at 12 monthly Inspection intervals. Bare Blade ~~ Every 6 years (max, including storage. 7 Inspection Except for Public Category transport aircraft over 5700 kg. overhaul work may be carried out by a "C" Licensed Aircraft Engineer - typed for that engine - provided the necessary equipment is available. In all other cases an approved organisation must do the workQUESTION: What does the word "approved" mean in this context? (5 mins) ANSWER: ‘An approved company has been cleared (after the payment of a suitable fee) by the C.A.A. to carry out that work which the C.A.A. considers it fit to do. Non Routine maintenance includes all those operations which are not planned and usually involve special inspections, repairs, tests, fault finding, component replacement and sometimes modifications INSPECTION The routine inspection of propellers varies little between the different types of propellers. LC Typically a visual inspection will include checking the blades, hub, controls, systems, and accessories for:- Damage and cracks. Security and locking. Corrosion. Safety and locking. Leaks - where appropriate. Distortion - of blades The inspection of the blades should be close enough to detect any flaws. Remember that aluminium and its alloys are notch sensitive - so small scratches and indents must be detected and rectified. QUESTION: Can you explain what is meant by the term "notch sensitive"? (5 mins} ANSWER: ‘A metal is said to be notch sensitive if it soon develops a crack or fatigue failure from a small scratch or dent. Some metals are not particularly notch sensitive such as steel, but others, such as aluminium alloys are. The visual inspection includes the following: * All visible parts of the propeller, its components, controls, pipe connections and wiring should be inspected for damage and security.DE-ICING OVERSHOE LEADING EDGE CHORD / Fr | STATIONS ‘SPAN STATIONS MASTER STATION ‘TRAILING EDGE, ~~ ABROFOIL SECTION ro # 2/0 # ana ® snow Fig. 2, BLADE STATION IDENTIFICATION (EXAMPLE) Repair Limitations Severe surface damage to a propeller blade must be reworked at the earliest opportunity. However, minor flaws such as flaking are normally left to a blade overhaul period when a complete blade rework is carried out. Sharp indentations, scores and deep nicks can lead to the propagation of cracks. These defects must be smoothed or blended out. Crack detection, using non destructive test methods, must be carried out after blending to ensure that no cracks are present. Cracks, of course, render the blade unserviceable and must be returned to the manufacturer. Repair limitations depend upon which surface of the blade is damaged, and the requirements laid down inthe manual ——— _ Face and Camber-Repairs - Typical = Rework depth on the face or camber side of a propeller blade is usually limited to 0.060"(1.52mm). The reduction of blade thickness ("T" in Figure 3) must not exceed 25% of the reworked area or the limitations laid down in the reference table, whichever is the least.NOT GREATER THAN 25% OF BLADE BLADE THICKNESS THICKNESS a ~ ae DAMAGE Fig. 3 FACE AND CAMBER REPAIR (CROSS SECTION OF BLADE ALONG AXIS AT RIGHT ANGLES TO CHORD) 10 X DEPTH OF DAMAGE. LEADING EDGE — DAMAGE Fig. 4 TYPICAL LEADING EDGE DAMAGE REPAIR Tip Damage If the damage is light the tip can be blended out within the prescribed repair _ limits. The blade tip is usually of much thinner material than the rest of the blade, and therefore the limits are easily exceeded. The process of blending out a damaged tip is known as “tip cropping" or simply “cropping’-and it involves a-straight cut and radiusing the-trailing and leading edges to blend in with the remaining metal (Figure 5). ~Limitations related to cropping are laid down in the relevant manuals. To maintain balance when a blade is cropped, the remaining blades must be cropped by a similar amount. Separate blades must then be kept as a set. Usually up to 1” (25.4mm) of cropping is allowed and when ANY cropping has taken place an entry to that effect should be made in the propeller log book after cropping/blending, A tracking check should be carried out together with an engine run to check for vibration12" (305mm) yi CROP RADIUSED TO BLEND MAXIMUM CROP MAXIMUM CROP Fig. 5 BLADE TIP CROPPING 1/3 BLADE LENGTH 2/3 BLADE LENGTH 6 (152mm) 6 (152mm) ENLARGED SECTIONS. ‘OF DAMAGE, REGION MAXIMUM. "y" MAXIMUM A NO DAMAGE OR REPAIR PERMITTED — 8 10,025"(0.63mm) W 0.025"(0.63mm) T c 0.050"(1.27mm) W 0.080"(1.27mm) T D 0.100"(2.54mm) W Outer 6"(152.4mm) AS REQUIRED WITH CROPPING LIMIT 1.0%(25.4mm) Fig. 6 TYPICAL REPAIR LIMITSTools and Equipment Some propeller manufacturers produce blade minor repair kits containing all the necessary equipment in a carrying case for line maintenance. The kit may include:- * Abrasive pads (or mops) for mounting in a power drill. Flapper discs can be used instead of mops. * Cutting compound (240 grit approx.). * Buffing soap. 400 grade wet and dry silicon carbide abrasive paper. * A dial test indicator (DTI). A dye penetrant crack detection kit. ~ Damage may also be blended out initially by the use of:- Files. Scrapers. Other abrasives providing the damage is satisfactorily removed. Blending out Damage Once the depth of the damage has been measured to ensure that the end repair will be within the specified limitations, the following general procedure is adopted:- * Remove the damage using grit impregnated mops in a power drill. ~~ * Blend out the damage using a circular overlapping action until the damage has been removed, leaving a saucer shaped indentation oa which smoothly blends-with-the existing blade material. * Using a dial test indicator fitted to a calliper, measure the blade a thickness at the bottom of the saucer.to.ensure that it is within the ee limits. Use a rule to calculate the area- ~ ene * Use a fine abrasive paper to remove the fine rotary marks left by the abrasive from the mops. * Apply buffing soap on a clean mop until a highly polished surface is achieved.* Crack test - if using penetrant dye care should be taken to prevent contact with rubber de-icing shoes. A magnetic test may be used on steel blades by mounting the blade in a machine and passing a current through the blade (about 3000 A at 6V). The blade is then sprinkled with a magnetic ink or iron filings. The ink or filings will gather around any surface (or just beneath the surface) defect. Remember this test will require the operator to be qualified in NDT techniques (see the book in this series "Non Destructive Testing"), and the blade will have to be demagnetised. * If the test is satisfactory, recheck the blade thickness to ensure that it is still within the limits. * Etch and/or apply protective finish as required. (See the book in this series entitled "Corrosion’). ETCHING Some inspections of damaged al alloy blades call for local etching. This is the application of a caustic soda solution to the area followed by a nitric acid solution which helps to: + Identify cracks/scratches better. * Show if shallow cracks have been completely blended out. Solutions 20% Caustic Soda solution and water. Add as much caustic soda to water as it will dissolve then add some soda pellets to ensure saturated solution. Used as the indicator solution. 20% Nitric Acid (1 part nitric acid to 5 parts water). Used to remove the corrosion caused by the caustic soda. — ~ Precautions ae * Keep all solutions in glass or earthenware pots. * Flush any spillage with water immediately. * If splashed on skin or eyes irrigate with copious amounts of clean water and seek medical advice. * Always wear protective clothing and goggles.Procedure Clean and dry the area of the blade to be locally etched, Place masking tape around the area. Smooth the area containing the suspected defect with fine sandpaper. Apply a small quantity of the caustic soda solution with a small swab to the area. After the area becomes dark, wipe off with a clean cloth dampened with water, but do not put too much water on the area or it will remove the solution and spoil the test. The dark stain that appears on an aluminium-alloy blade when the caustic solution is applied is caused by the chemical reaction between the copper in the alloy and the caustic soda (sodium hydroxide). If there is any defect in the metal it will appear as a dark line or other mark. Examination under a microscope will show small bubbles forming in the dark line or mark. Several applications may be required to reveal whether or not a shallow defect has been removed. Immediately after the completion of the final test, all traces of caustic soda must be removed with the nitric acid solution. The blade is rinsed thoroughly with clean water, dried and reprotected. BENT BLADES ‘The angle of the bend may be checked using a protractor. If the bend is only slight and within the limits laid down in the manual it can be cold straightened. If it is outside the limits it must be returned to the manufacturer. The cold straightening process must not involve straightening passed neutral and "bending back" and it should include local bend area etching and checking for fatigue failure and cracks. On some blades rebending might be allowed up to 20°, others the limit might be zero, i.e. no bending is allowed. OVERSPEEDING Overspeeding of the engine causes high stresses to be imposed on the propeller which can affect the material structure of the blades. The maximum speed of the engine is expressecin rpm. or percentage. The figures given-below are typical and require the following action: + Up to-145% (15% above maximum): 7 Check tracking.if 115% to 130% : Remove the propeller to the manufacturer, stating on the documentatiot Percentage overspeed and duration. Aircraft attitude (e.g. climb), height, airspeed, and all up weight. Installed position on aircraft. Propeller flying hours. Propeller identification/part number and serial number. Aircraft type and serial number. Date and time of occurrence. ‘The manufacturer will then decide if the blades should be scrapped or re-rolled. LIGHTNING STRIKE DAMAGE Ifa metal propeller is struck by lightning, burn damage to the blades is likely to occur. In removing this damage normal repair limits apply, but after cleaning out all physical damage, a further specified thickness of metal must be removed, and the depression blended to a smooth contour. The damaged area should be chemically etched, and inspected with a magnifying glass for any signs of metal abnormalities. Electrical circuits should be checked for resistance and continuity, and a functional check carried out. It is also important to carry out a Bonding Check between the metal propeller and the central earthing point of the aircraft (see the book "Electrics" in this series). If the bonding is not what it should be (say 0.05 ohms) then a visual check is required on the ;ropeller/engine/eirframe to ascerta:. where the high resistance is. It is also important to check all propeller and engine roller/ball ° bearings for damage and check engine oil for contamination (chip detectors). REPAIR OF COMPOSITE BLADES As always any repairs-carried out to a propeller are carried out in.accordance with the manual - this also applies to composite blades. In general, repairs.to-composite blades rectify minor damage which does not _ affect the airworthiness of the propeller. This damage includes * Nicks, dents and scratches. * Chordwise cracks in the leading edge cap. * Shallow gouges * De-bonding of the leading edge cap -.l-Damage outside the limits laid down will require the removal of the blade/propeller from the aircraft for the manufacturer's attention. In general, minor damage is repaired as follows (but refer to the manual] :- 1. Remove any paint and clean the area. 2. Sand and clean the area to a smooth contour. 3. Make up an epoxy mixture to which is added a fibre such as chopped glass fibre or chopped carbon fibre. 4, Fill the indentation with the mixture and allow to cure. (Note some repair schemes call for heat to assist the curing, and for pressure to be applied in the form of a vacuum bag). 5. After the resin mix has hardened it is sanded to conform to the contour of the blade. 6. Re-instate paint scheme with an approved primer and finishing coat. 7. Carry out engine run and check correct operation /balance of blade. ae 8. _ Inspect repair and record details in the propeller log book and sign. CHECKING BLADE ANGLES The blade angles may be checked using a: * Special gauge - locally made or supplied by the manufacturers. * Bevel protractor. * Blade table. QUESTION: What is the accuracy of the bevel protractor? (5 mins) ANSWER: 5 minutes of arc, ie. 5/60th. of a degree. L Angles can also be accurately measured using a Clinometer (Hilgar & Watts). ‘This has an accuracy of 1 minute and measures angles in relation to the horizontal. It is fitted with an accurate spirit Jevel-The degrees are read from a window showing the degree scale and the minutes are read from a micrometer scale where 1 revolution of the micrometer scale moves the degree scale by 1 degree=“he micrometer scale is divided-into 60 equal divisions hich gin te. (1/60th of a degree = I minute): In some cases these instruments are provided with attachments to be bolted to the propeller mechanism. For more information on these instruments you should refer to the book in this series "Precision Measuring Instruments".[PROPELLER PROTRACTOR SCALE “ARBOR Fig. 7 BLADE TABLE Measuring the Blade Angle on the Aircraft 3 This is measured from the flat face of the propeller in relation to the plane of rotation of the propeller. It requires that the propeller shaft is horizontal so that the plane of rotation is vertical. Proceed as follows: 1. Refer to the aircraft manual. 2. Check that the propeller shaft is horizontal. If it is not:- (a) Put the aircraft into rigging position and re-check that it is horizontal, or _ (b) Measure the angle of the propeller shaft and add this angle ha (GROUND ANGLE) to each BLADE ANGLE recorded. (Figure 8). c oe spa oF ACTUAL BLADE ANGLE PROPELLER HORIZONTAL venom | Fig. 8 GROUND ANGLE & BLADE ANGLE -13-If the propeller shaft is not horizontal measure and record its angle in degrees and minutes. (The actual angle in Figure 9 [c] is the ground angle A plus the perceived blade angle B). Mark the blade station with a pencil where the readings are to be measured from (manual). Turn the propeller until the first blade is in a horizontal position with its leading edge uppermost. Place the clinometer on the flat face at the correct station and operate the micrometer wheel until the bubble of the spirit level head reads central. Record the reading in degrees and minutes. If the propeller shaft is horizontal then this is the blade angle, if it is not then add the ground angle to this reading to obtain the correct value. Y ‘2. PLACE CLINOMETER ON 3. app 1.10 2 BLADE” FACE AND OBTAIN GRIN ACTUAL BLADE ANGLE. PERCEIVED BLADE. ANGLE. 1. PLACE CLINOMETER ON | ‘SPIRIT LEVEL rhits SURFACE TO OBTAIN GROUND ANGLE FOMND DEGREE SCALE MINYTE SCALE MICROMETER OR MINUTE WHEEL 2 Fig. 9 MEASURING BLADE & GROUND ANGLE Check the actual blade angle with that laid down in the manual and if it is outside the tolerance then-adjust the angle at the pitch change mechanism. Course adjustment may be carried out by re-indexing the blade (rare), but fine adjustments can be carried out by adjusting the lengths of the operating-links/mechanism: Check all other blades. Carry out an engine run and check for correct propeller operation and vibration. Record all work carried out - together with readings in the propeller log bookCHECKING BLADE PROFILE Usually carried out after cropping, blending, and repairs on composite blades. An accurate profile is made with reference to a serviceable blade or to the manufacturers drawings and a template made of stiff card or aluminium alloy sheet. The profile might be a plan or aerofoil profile and is used to compare the finished profile with the template profile. MARK PENCIL LINE OW BLADE ea erence [REFERENCE EDGE OF TEMPLATE. - come me sew nomenon an Fig. 10 CHECKING PROFILE - IMPACT DAMAGE Impact can occur as a ground impact or an inflight impact such as a bird strike. If the propeller strikes or is struck by an object it must be suspect and removed from the aircraft for dismantling and inspection. ~The engine may also have suffered damage, Sit too must be carefully inspected.In general the following procedure applies - but always check the manual. 1. Remove the propeller. This should be returned to the appropriate maintenance organisation for dismantling and inspection. All parts including blades, bearings, and pitch change mechanisms are inspected for signs of impact damage including cracks and misalignment, and bending. Check for oil leaks and signs of damage to pitch change mechanisms. Carry out NDT tests on steel and al.alloy blades to check for cracking. Carry out NDT tests on composite blades checking for delamination /debonding. Any bent blades (outside user limits) must only be straightened by the approved maintenance organisation. 2. Inspect the engine outer case for cracks and signs of impact damage. Check the main bearers for damage, security, bowing and cracks. Check the engine for oil leaks - particularly around the propeller drive shaft. Check condition of an oil sample - check oil filters and magnetic plugs for any debris. Check propeller shaft alignment/run out. If any damage found the engine/bearers should be changed. If the bearers should indicate signs of shock damage inspect the surrounding airframe for signs of transmitted shock. 3. Fit replacement propeller and carry out an engine run. Check engine and propeller for correct operation noting cockpit indications. Check for vibration. Inspect engine afterwards for signs of overheating and leaks. PROPELLER SHAFT RUN OUT CHECK Equipment Required Refer to the maintenance manual for specific details of particular propellers. In general the following equipment would be used:- * Dial Test Indicator or Clock Gauge * Fixing Bracket * Counter Weight Procedu aoe ae Ensure that the intake blanks are fitted. Remove propeller, clean and inspect shaft for burrs and other damage. Hang specified weight on end of shaft to take up backlash in reduction gear/bearings. Attach fixture to reduction gear housing. Attach Dial Test Indicator (DTI) to fixture. - 16Set the DTI on a parallel portion on the end of the shaft ensuring that the plunger is depressed and the scale adjusted to read zero. Rotate the shaft 360 degrees and note the gauge reading when doing so. Any eccentricity is half the full scale reading. Maintenance manuals may refer to Total Indicator Reading (TIR) eg Rolls Royce Dart states 0.002" TIR. If the reading is outside the limits the engine must be removed for overhaul. DIAL TEST INDICATOR EP) wees — REDUCTION GEAR WEIGHT cA PROP SHAFT a Fig. 11 RUN OUT CHECK PROPELLER BALANCING Usually carried out: After repairs to the blades. After re-assembly of the blades and hub. When specified in the maintenance manual. After reported vibration - and all other possible causes have been investigated without success. Balancing may be: 7 Static. : Dynamic: = = The manual might-call-for static balancing only or for static balancing followed by dynamic balancing. a —— QUESTION: Can you describe the difference between dynamic and static balancing. (10 mins)ANSWER: Static balancing is balancing in ONE plane and dynamic balancing is balancing in TWO planes. If you are not sure what this means - read on. Balancing is carried out by the manufacturer or by an approved organisation having the correct equipment and personnel. The equipment consists of special balancing rigs and electronic equipment to fit to the aircraft with the balancing carried out in-flight. Corrections can be made to the balance of the propeller by adding/subtracting weights close to the propeller shaft or inside the blades. Some turbo prop engines have vibration transducers fitted to the engine to give the pilot an indication of the vibration levels of the engine. These systems will pick up the propeller frequencies and indicate whether there is a vibration problem. These systems may be utilised during the dynamic balancing test flight. It is always a good idea to check the tracking if vibration is reported. Static Balancing This is balancing in one plane only and means that one blade is no heavier or lighter than all the others, If the propeller assembly is allowed to rotate freely it will not have a "heavy spot". If it does have a heavy spot then when the propeller assembly is rotated it always comes to rest with the heavy blade downmost. The "light" blade can have weights attached (in the blade shanks, lead wool packed into holes at the ends of the blades, or special bolts fitted) so that when the propeller assembly is rotated it comes to rest randomly with any blade at the lowest position. . Figure 12 shows the static balancing rig as used for the Hamilton Standard 14ST-23 propeller. Each blade is attached to the blade attachment ring in turn. The adjustable mass is Seto the correct position and-lead woot is added{or removed} to/from the inside of the hollow aluminium alloy spar. The condition for correct static balance is when the beam balances horizontal as indicated by the spirit level, withthe blade attached —_ = Each blade on the hub is balanced this way to produce a statically balanced propeller assembly. To balance 2 opposing blades, one to the other, the adjustable mass can be used to set the beam level with the first blade, so the second blade can be attached and its lead wool mass adjusted to obtain the same static bala