TRAINING MANUAL

PROPELLER SYSTEM
APB-M17

TABLE OF CONTENT

1. INTRODUCTION ........................................................................................................................... 3
2. PROPELLER PITCH CONTROL ................................................................................................... 3
2.1. Aerodynamic/Hydraulic Prop Control (non counterweight) .......................................................... 4
2.1.1. Type A: .................................................................................................................................... 5
2.1.2. Type B: .................................................................................................................................... 5
2.2. Mechanical (Counterweights)/Hydraulic Combination Prop Control............................................. 6
2.3. Full Hydraulic (Hydromatic) Prop Control ................................................................................. 7
3. GOVERNOR THEORY OF OPERATION ...................................................................................... 9
3.1. On – Speed RPM ....................................................................................................................... 10
3.2. Under – Speed RPM .................................................................................................................. 10
3.3. Over – Speed RPM .................................................................................................................... 11
4. OVERSPEED GOVERNOR DEVICE ........................................................................................... 11
5. BASIC OPERATION PRINCIPLES.............................................................................................. 11
5.1. Single Acting Propeller: ............................................................................................................. 11
5.2. Double Acting Propeller: ........................................................................................................... 12
5.2.1. Principle Operation of Double Acting :................................................................................... 13
6. FEATHERING .............................................................................................................................. 14
7. UNFEATHERING ........................................................................................................................ 15
8. REVERSE ..................................................................................................................................... 15
9. BETA MODE (BETA OPERATION)............................................................................................ 16
10. AUTOFEATHER SYSTEM ...................................................................................................... 18

LIST OF FIGURE
Figure 1. Propeller Pitch Control (Dowty Rotol) ..................................................................................... 4
Figure 2. Aerodynamic/Hydraulic Prop Control (non counterweight) ....................................................... 5
Figure 3. Mechanical (Counterweights)/Hydraulic Combination Prop Control ......................................... 7
Figure 4. Hydromatic propeller control .................................................................................................... 8
Figure 5. On-Speed and Under-Speed Governor operation ..................................................................... 9
Figure 6. On-Speed and Over-Speed Governor operation ....................................................................... 10
Figure 7. Single acting propeller ............................................................................................................ 12
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PROPELLER SYSTEM
APB-M17

Figure 8. Double acting propeller.......................................................................................................... 12

Figure 9. Example of double acting propeller ......................................................................................... 13
Figure 10. Propeller blade at feather postion .......................................................................................... 14
Figure 11. Propeller control unit controls unfeather ................................................................................ 15
Figure 12. Example of Beta operation of the PT6 propeller .................................................................... 17
 TRAINING MANUAL
PROPELLER SYSTEM
APB-M17

MODULE 17.3

PROPELLER PITCH CONTROL

1. INTRODUCTION

The purpose of varying blade pitch angle with a variable pitch propeller is to extend the
operating speed range of an aircraft, whilst maintaining an optimal angle of attack (between
2o and 4o AoA - maximum lift to drag ratio) on the propeller blades as aircraft speed varies.
Early pitch control settings were pilot operated, either two-position or manually variable.

Following World War 2, automatic propellers were developed to maintain an optimum angle
of attack. This was done by balancing the centrifugal twisting moment on the blades and a set
of counterweights against a spring and the aerodynamic forces on the blade. Automatic props
had the advantage of being simple, lightweight, and requiring no external control, but a
particular propeller's performance was difficult to match with that of the aircraft's powerplant.

An improvement on the automatic type was the constant speed propeller. Constant speed
propellers allow the pilot to select a rotational speed for maximum engine power or
maximum efficiency, and a propeller governor acts as a closed-loop controller to vary
propeller pitch angle as required to maintain the RPM commanded by the pilot. In most
aircraft this system is hydraulic, with engine oil serving as the hydraulic fluid (or in some
cases a dedicated separate oil supply) . However, electrically controlled propellers were
developed during World War 2 and saw extensive use on military aircraft, and have recently
seen a revival in use on small GA and homebuilt aircraft.

2. PROPELLER PITCH CONTROL

Giving manual control of the propeller pitch as is done in a constant-speed unit where datum
is moved manually. In a variable-pitch propeller, the act of changing the pitch of the
propeller. The pitch changes are done through pitch-control devices or PCU (Pitch Control
Unit)
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PROPELLER SYSTEM
APB-M17

Propeller pitch control or The pitch changing mechanism of propeller use the following
forces to control the propeller :

 Aerodynamic/Hydraulic Combination (no counterweights)

 Mechanical (Counterweights)/Hydraulic Combination
 Full Hydraulic (Hydromatic)

Electrical mechanical forces acting upon the blades

Figure 1. Propeller Pitch Control (Dowty Rotol)

2.1. Aerodynamic/Hydraulic Prop Control (non counterweight)

Hartzell make two Compact Constant speed (non-counterweighted, non-feathering)

propellers that are lightweight and simple, with a limited range of blade control, and are
therefore typically used on light single engine aircraft (no asymmetric torque problems so no
need to feather on engine failure).
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PROPELLER SYSTEM
APB-M17

The weight of each propeller blade when spinning, generates centrifugal force and a twisting
force that attempts to rotate each blade to a lower blade angle.

Air flow around the blade generates lift and an aerodynamic twisting moment that will
attempt to increase or decrease blade angle, depending on flight conditions and blade design.
This force is generally very small in relation to the other forces.

Figure 2. Aerodynamic/Hydraulic Prop Control (non counterweight)

2.1.1. Type A:

Propeller blade angle change is actuated by a hydraulic piston/cylinder combination sliding

over the fixed prop hub mounted on the forward end. In Type A the whole Cylinder moves
forward under pressure from the Governor Oil inside the prop hub in an over-speed
condition, but it is limited in its forward movement by the Coarse Pitch Stop Bolt. The linear
motion of the outer cylinder is transmitted by external link arms connected to a blade clamp
to rotate each blade. Each blade is retained on the propeller hub by a blade clamp and thrust
bearing. The thrust bearing allows the blade to change angle with the blade under centrifugal
load.

2.1.2. Type B:

Propeller blade angle change is actuated by a hydraulic piston within the outer cylinder
mounted on the forward end of the propeller hub. The linear motion of the hydraulic piston
aft under Governor Oil pressure, is transmitted internally to each blade via the pitch change
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PROPELLER SYSTEM
APB-M17

rod and fork ends, connected to an offset peg in the blade butt which in turn rotates the
blades to coarse. Each blade is similarly retained on the propeller hub by a blade clamp and
thrust bearing allowing the blade to change angle with the blade under centrifugal load.

In both cases propeller forces consisting of centrifugal and aerodynamic twisting moments of
the blades in various combinations oppose each other and are constantly present while the
propeller is operating. Centrifugal Twisting Moment (CTM) is the greater of the two so the
summation of these forces aided by a spring causes the propeller to rotate to a lower blade
angle when oil pressure is relieved. A variable hydraulic force (oil under pressure from the
engine driven governor) opposes CTM and forces the hydraulic piston to move to rotate the
blades toward a higher blade angle. Oil is metered by the governor to oppose these constant
forces and maintain a constant engine RPM.

A non-counterweighted propeller requires governor supplied oil to increase blade angle. If

the oil supply is lost, the non-counterweighted propeller will go to low pitch, or high RPM.
(failsafe design)
Note:
A governor is an engine speed-sensing device that maintains a constant engine/propeller
RPM by changing blade angle and varying load on the engine.

2.2. Mechanical (Counterweights)/Hydraulic Combination Prop Control

As aircraft engine numbers increased, the need to be able to feather an engine to limit the
asymmetric torque and yaw, it became obvious that larger and more reliable forces than CTM
and a spring were required to move the propeller against the engine oil pressure, and if an
engine had failed, oil pressure could fail before the prop would get towards full coarse and
feather.

To ensure the forces remained strong enough to continue rotating the propellers right around
to feather on an engine failure, counterweights were mounted at the blade root area that acted
against normal CTM and drove the prop to coarse. This combined with a spring, balanced
and resisted the engine/Governor oil pressure, which was now used to fine out the pitch.
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PROPELLER SYSTEM
APB-M17

Figure 3. Mechanical (Counterweights)/Hydraulic Combination Prop Control

The outward appearance of a feathering propeller is similar to that of the constant-speed

propellers except for the longer cylinder, which gives the propeller a greater blade angle
range. These propellers also have counter-weights.

The propeller is spring-loaded and counter-weighted to the feather position at all times so that
if oil pressure is lost, the propeller will automatically feather. To prevent the propeller
feathering when the engine is stopped on the ground, a spring-loaded latch mechanism
engages at some low RPM - for example, 900 RPM. This prevents excessive load on the
starter and engine system when starting the engine.

2.3. Full Hydraulic (Hydromatic) Prop Control

As aircraft size and engine power further increased, larger and more reliable forces than
CTM, springs or counterweights were needed to move the propeller, so a full Hydraulic
propeller was developed to give better CSU control to pitch change in both directions. A full
hydraulic propeller control system is often termed "Hydromatic”
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PROPELLER SYSTEM
APB-M17

Figure 4. Hydromatic propeller control

This system typically uses two slotted cylindrical cams interconnected by a pair of Cam
following Rollers. One Cam (the outer) is stationary and fixed to the Prop Hub, whilst the
inner Cam is called the Rotating Cam, and rotates under force from the cam followers (which
are driven by the Piston inside the propeller dome), to drive the blades in the desired
direction via a bevelled ring gear on the base of the rotating cam interlocked with a gear
segment on the blade butt.

These gear segments must be carefully aligned on assembly to ensure each blade is at the
same blade angle, and that the desired angles are achieved for all operating conditions. The
slots in the Cams may have kinks at each end to increase the rotation rate at feather and
reverse.

If a Propeller is required to Feather it is important that there is sufficient rotational energy and
oil pressure to achieve full feather. If the aircraft auto-feathered, it may require a boost to
ensure complete feather position, and this may be done with an Auxiliary or Feathering pump
which bypasses the CSU Governor. When un-feathering it is especially so as there is no prop
or engine rotation at all, so a dedicated feathering pump (electric) is essential to provide oil
pressure, bypassing the Governor until the engine is rotating sufficiently, and associated oil
pumps are operating again.
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APB-M17

3. GOVERNOR THEORY OF OPERATION

A governor is an engine RPM sensing device and high pressure oil pump. In a constant speed
propeller system, the governor responds to a change in engine RPM by directing oil under
pressure to the propeller hydraulic cylinder or by releasing oil from the hydraulic cylinder.
The change in oil volume in the hydraulic cylinder changes the blade angle and maintains the
propeller system RPM. The governor is set for a specific RPM via the cockpit propeller
control, which compresses or releases the governor speeder spring.

The governor continuously respons to the propeller rotational speed (RPM) when propeller
out of the demanded propeller speed setting

 Under-Speed condition
 On-Speed and
 Over-Speed condition

Figure 5. On-Speed and Under-Speed Governor operation

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PROPELLER SYSTEM
APB-M17

Figure 6. On-Speed and Over-Speed Governor operation

3.1. On – Speed RPM

When the engine is operating at the RPM set by the pilot using the cockpit control, the
governor is operating on-speed. (Refer to Figure above). In an on-speed condition, the
centrifugal force acting on the flyweights is balanced by the speeder spring, and the pilot
valve is neither directing oil to nor from the propeller hydraulic cylinder.

3.2. Under – Speed RPM

When the engine is operating below the RPM set by the pilot using the cockpit control, the
governor is operating under-speed. In an under-speed condition, the flyweights tilt inward
because there is not enough centrifugal force on the flyweights to overcome the force of the
speeder spring. The pilot valve, forced down by the speeder spring, meters oil flow to
decrease propeller pitch and raise engine RPM.
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PROPELLER SYSTEM
APB-M17

3.3. Over – Speed RPM

When the engine is operating above the RPM set by the pilot using the cockpit control, the
governor is operating over-speed. In an over-speed condition, the centrifugal force acting on
the flyweights is greater than the speeder spring force. The flyweights tilt outward, and raise
the pilot valve. The pilot valve then meters oil flow to increase propeller pitch and lower
engine RPM.

4. OVERSPEED GOVERNOR DEVICE

An overspeed governor is a backup for the propeller governor and is mounted on the
reduction gearbox. It has its own flyweights and pilot valve, and it releases oil from the
propeller whenever the propeller RPM exceeds a preset limit above 100%. Releasing the oil
allows the blades to move to a higher pitch angle, which reduces the RPM. The overspeed
governor is adjusted when installed and cannot be adjusted in flight-there are no cockpit
controls for it.

5. BASIC OPERATION PRINCIPLES

5.1. Single Acting Propeller:

The governor directs its pump output against the inboard side of piston only,

A single acting propeller uses a single acting governor. This type of propeller makes use of
three forces during constant speed operation , the blades centrifugal twisting moment and this
force tends at all times to move the blades toward low pitch , oil at engine pressure applied
against the outboard side of the propeller piston and this force to supplement the centrifugal
twisting moment toward the low pitch during constant speed operation., and oil from
governor pressure applied against the inboard side of the piston . The oil pressure from
governor was boosted from the engine oil supply by governor pump and the force is
controlled by metering the high pressure oil to or draining it from the inboard side of the
propeller piston which balances centrifugal twisting moment and oil at the engine pressure.
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Figure 7. Single acting propeller

5.2. Double Acting Propeller:

The governor directs its output either side of the piston as the operating condition required.
Double acting propeller uses double acting governor. This type of propeller , the governor
pump output oil is directed by the governor to either side of the propeller piston.

Figure 8. Double acting propeller

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PROPELLER SYSTEM
APB-M17

Figure 9. Example of double acting propeller

5.2.1. Principle Operation of Double Acting :

Overspeed Condition :

When the engine speed increases above the r.p.m. for which the governor is set . Oil supply is
boosted in pressure by thr engine driven propeller governor , is directed against the inboard
side of the propeller piston. The piston and the attached rollers move outboard. As the piston
moves outboard , cam and rollers move the propeller blades toward a higher angle , which
inturn, decreases the engine r.p.m.

Underspeed Condition :

When the engine speed drops below the r.p.m. for which the governor is set. Force at
flyweight is decrease and permit speeder spring to lower pilot valve, thereby open the oil
passage allow the oil from inboard side of piston to drain through the governor. As the oil
from inboard side is drained , engine oil from engine flows through the propeller shaft into
the outboard piston end. With the aid of blade centrifugal twisting moment, The engine oil
from outboard moves the piston inboard. The piston motion is transmitted through the cam
and rollers . Thus, the blades move to lower angle
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APB-M17

6. FEATHERING

For some basic model consists of a feathering pump, reservoir, a feathering time-delay
switch, and a propeller feathering light. The propeller is feathered by moving the control in
the cockpit against the low speed stop. This causes the pilot valve lift rod in the governor to
hold the pilot valve in the decrease r.p.m. position regardless of the action of the governor
flyweights. This causes the propeller blades to rotate through high pitch to the feathering
position.

Figure 10. Propeller blade at feather postion

Feathering propellers use oil pressure from the governor to decrease blade angle and use the
force of springs and counterweights and sometimes a gas charge to increase the blade angle
and to feather the blades. Some model is initiated by depressing the feathering button. This
action, auxiliary pump, feather solenoid, which positions the feathering valve to transfer oil to
feathering the propeller. When the propeller has been fully feathered, oil pressure will
buildup and operate a pressure cutout switch which will cause the auxiliary pump stop.
Feathering may be also be accomplished by pulling the engine emergency shutdown handle
or switch to the shutdown position.
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7. UNFEATHERING

Some model is accomplished by holding the feathering button switch in the out position for
about 2 second . This creates an artificial under-speed condition at the governor and causes
high-pressure oil from the feathering pump to be directed to the rear of the propeller piston.
As soon as the piston has moved inward a short distance, the blades will have sufficient angle
to start rotation of the engine. When this occurs , the un-feathering switch can be released and
the governor will resume control of the propeller.

Figure 11. Propeller control unit controls unfeather

8. REVERSE

This is used to reduce the landing roll. The blades are first set to a negative pitch angle
(around 15°) and then power is applied. Adding power while the pitch angle is around 0°
could result in an engine over-speed, mechanical devices are used to prevent this. It is even
possible to use this to back the aircraft out from a parking stand, although caution is required.

In the “reverse” pitch position, the engine/propeller turns in the same direction as in the
normal (forward) pitch position, but the propeller blade angle is positioned to the other side
of flat pitch.
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PROPELLER SYSTEM
APB-M17

In reverse pitch, air is pushed away from the airplane rather than being drawn over it. Reverse
pitch results in braking action, rather than forward thrust of the airplane. It is used for backing
away from obstacles when taxiing, controlling taxi speed, or to aid in bringing the airplane to
a stop during the landing roll. Reverse pitch does not mean reverse rotation of the engine. The
engine delivers power just the same, no matter which side of flat pitch the propeller blades
are positioned.

Operating in the beta range and/or with reverse thrust requires specific techniques and
procedures depending on the particular airplane make and model. There are also specific
engine parameters and limitations for operations within this area that must be adhered to.

9. BETA MODE (BETA OPERATION)

In some aircraft, the pilot can manually override the constant speed mechanism to reverse the
blade pitch angle, and thus the thrust of the engine. This is used to help slow the plane down
after landing in order to save wear on the brakes and tires, but in some cases also allows the
aircraft to back up on its own, beta operation is a ground mode of operation, it means that the
mode can only be activated when aircraft is on the ground (not in flight) . During Beta
operation, the propeller governor is in an underspeed condition with the pilot valve lowered.
This allows the power lever to control both fuel flow and propeller blade angle. See Figure
3.12.
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Figure 12. Example of Beta operation of the PT6 propeller

Moving the power control lever forward increases the fuel flow to the engine, and at the same
time, the linkage to the propeller governor pulls the Beta valve outward and releases oil from
the propeller into the engine gearbox. The combination of centrifugal force acting on the
counterweight: and the force from the feathering springs moves the piston inward and
increases the blade angle.

As the propeller piston moves inward, the steel Beta rods move the feedback ring, on the
back of the propeller, rearward. This movement causes the carbon block that rides in this ring
to return the Beta valve to its neutral position and stop the flow of oil from the cylinder. This
action makes the propeller pitch proportional to the movement of the power lever.

When the power lever is moved rearward, fuel flow is reduced and the mechanical linkage
moves the Beta valve inward, directing oil from the propeller governor into the propeller to
decrease blade angle. As the cylinder moves outward, the feedback ring moves forward, and
the Beta control valve is returned to its neutral position.
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Continued movement of the power lever into the REVERSE position causes a mechanical
linkage to position the Beta valve so that oil from the governor moves the propeller piston
fully outward, placing the blades in a reverse-pitch angle. At the same time, the cam-operated
fuel control increases the fuel flow, producing a variable amount of reverse thrust.

When operating in the flight, or Alpha mode, the propeller RPM is high enough for the
propeller governor to operate in its constant-speed mode. As the power lever is moved
forward, more fuel flows to the engine to increase horsepower, and the propeller governor
increases the blade angle to absorb the added power and maintain the selected RPM. When
the power lever is moved aft, the blade angle decreases to maintain the selected RPM.

To feather the propeller, the propeller control lever is moved fully aft, causing a lift rod to
raise the pilot valve in the governor and open the oil passage between the propeller and the
reduction gearbox. The feather springs move the piston inward, forcing the oil from the
propeller and the blades into their full-feather position.

The propeller is unfeathered by moving the propeller control into the idle position and
starting the engine. Gases produced by the gas generator rotate the power turbine, and engine
oil boosted in pressure by the governor pump moves the propeller piston forward and the
blades into their low pitch-range.

10. AUTOFEATHER SYSTEM

Some propeller control system installations have an autofeathering capability. This system
reduces

the risk of inadvertently feathering the propeller on an operating engine. Feathering the
wrong propeller could cause a serious accident if an engine should fail during takeoff or
climb-out.

The autofeather system uses torquemeter oil pressure as its sensing element. It operates when
the system is armed and the torque pressure drops below a predetermined value. On one
particular installation, the following events occur when the sensor detects a loss of torque oil
pressure:
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PROPELLER SYSTEM
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• When the system is armed, green annunciator lights illuminate to advise

the pilot that the autofeather system is operational. ,

• If the torque on one of the engines drops below about 400 foot-pounds, the
autoignition pressure switch closes and energizes the igniters.

• The autofeather system is de-energized and the green annunciator goes out, allowing
the engine a chance to restart. If, instead of restarting, the torque drops below about 200 foot-
pounds, the system re-energizes and the autofeather valve opens, dumping the oil from the
propeller cylinder

into the reduction gearbox and allowing the feathering spring to rapidly move the
blades into their full-feathered position.