EASA Part 66 Propellers

Category A Module 17 17.3 Propeller Pitch Control

"These notes and diagrams are compiled by AAGH1 Shannon

Aviation Training Academy Maintenance Training Organisation and
although comprehensive in detail they are intended for use only with
a course of instruction. When compiled they are as up to date as SUB-MODULE 17.3
possible and amendments will not be issued”.

Propeller Pitch Control

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 EASA Part 66 Propellers

Category A Module 17 17.3 Propeller Pitch Control

EASA Part 66 Module 17.3 Category A Syllabus Level

17.3 Propeller Pitch Control 1

Speed control and pitch change methods,

Feathering and reverse pitch
Overspeed protection

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 EASA Part 66 Propellers

Category A Module 17 17.3 Propeller Pitch Control

Table of Contents Page Issue Table of Contents Page Issue

Propeller Speed Control 1 0 Feathering a Single Acting Propeller 12 0

Turbo Prop Engine Control 2 0 Unfeathering a Constant Speed Propeller 13 0
What is a “Constant Speed Propeller 3 0 What is a “Double Acting”
Theory of Operation 3 0 Propeller System 14 0
Governor Nomenclature 4 0 Theory of Operation 14 0
How Does it Work 4 0 Overspeed 15 0
Overspeed 5 0 Underspeed 15 0
On Speed 5 0 Feathering a Modern Turbo Prop
Underspeed 6 0 Double Acting Propeller 16 0
Methods of Changing Propeller Pitch 7 0 Unfeathering a Modern Turbo Prop
Mechanical Pitch Changing System 7 0 Double Acting Propeller 16 0
What is a “Single Acting” Propeller System 7 0 What is Auto Feather 16 0
Fixed Forces 9 0 Reversing a Modern Turbo Prop
Counterweights 9 0 Double Acting Propeller 16 0
Air Charge (Nitrogen) 10 0 Alpha Mode 16 0
Centrifugal Twisting Moment 10 0 Beta Mode 16 0
Variable Forces 11 0 Propeller Overspeed Protection 18 0
Governor Oil 11 0
Feathering 11 0

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 EASA Part 66 Propellers

Category A Module 17 17.3 Propeller Pitch Control

Propeller Speed Control

In early propeller driven aircraft, propeller speed was controlled by some of

the following methods.

1. Ground adjustable propellers

This was a method of changing propeller blade pitch on the ground

by mechanically loosening the blade changing the pitch and then
locking them again. (opposite picture)

2. Two position propellers

The blade pitch was set in flight by the pilot for one or two positions.
Low Pitch for take off and High Pitch for cruise.

3. Controllable Pitch Propellers

The pilot could select any blade angle in flight by turning a hand
crank in the cockpit which was connected to a torque tube
mechanism which changed the propeller pitch.
Ground Adjustable Propeller
4. Automatic Propellers

The blade angle was set automatically by balancing aerodynamic

forces on the blades. Increase engine power would cause the
propeller to go to a fine pitch and when the engine power was
decreasing the propeller would begin to move to a more coarse
pitch.

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 EASA Part 66 Propellers

Category A Module 17 17.3 Propeller Pitch Control

Turbo Prop Engine Control

On a typical modern turboprop Flight Deck, you are faced with two sets of
levers on the “Power Lever Quadrant”:

• Power Levers
• Condition Levers

With the Power Levers you set:

• Engine Torque (= engine power output) referred to as TRQ

• Reverse Thrust

The actual PL quadrant has a safeguard lock at Flight Idle which is the
minimum position during all flight phases. Flight Fine Pitch Stop (FFPS)

Condition Levers (CL):

Just another word for “Propeller Speed Levers”, renamed in turboprops, as

they perform a more complex task than an ordinary “Propeller Lever”.

With the Propeller Levers you set:

• Propeller Angle between Start & Feather position and Max Propeller
RPM

• Fuel OFF and Fuel ON at engine shutdown and start-up.

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 EASA Part 66 Propellers

Category A Module 17 17.3 Propeller Pitch Control

Modern propellers systems now use variable pitch

constant speed propellers to control propeller RPM

What is a “Constant Speed Propeller”?

A constant speed propeller system is a system in which the propeller blade

pitch is varied by the action of a governor to maintain a constant speed
system RPM. The actuation of the governor allows the RPM to be held
constant with changes in engine power and aircraft speed.

Theory of operation

1. Propeller

Constant speed propellers use a “fixed force” to cause a decrease or

increase in blade pitch. This force can be centrifugal force acting on
counterweights, a spring, or centrifugal twisting force acting on the
propeller blades.

There is also a variable force working in opposition to the fixed force trying
to change blade pitch in the opposite direction to the fixed force. This is
usually oil pressure. It will be the job of the governor to vary this oil
pressure as necessary to adjust blade pitch.

2. Governor

The governor is an RPM sensing device which reacts to a change in

system rpm by directing oil pressure or releasing it from the pitch changing
Basic Propeller Governor
system, thus changing the propeller blade pitch.

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Category A Module 17 17.3 Propeller Pitch Control

Governor Nomenclature

The governor can be divided into three areas.

1. The Head

The head contains the flyweights, the speeder spring, the speeder
rack and the input from the propeller speed lever in the cockpit.

2. The Body

The body contains the propeller oil flow control mechanism which
includes the pilot valve, oil passages and a pressure relief valve.

3. The Base

The base contains the governor boost pump, the mounting surface
for installation and the oil passages which direct engine oil to the
pump and return from the propeller.

How does it work?

The drive shaft in the governor is driven by the engine. The shaft drives a
gear type governor oil boost pump which pumps up the engine oil pressure
to operate the propeller pitch changing system. This boosted oil pressure is
routed through passages in the governor to a pilot valve which is located in
the center of the hollow drive shaft. Movement of the flyweights in or out
will move the pilot valve up or down in the drive shaft. This will cause the
governor to pump oil to the propeller pitch changing mechanism or take it
away.

Movement of the flyweights is opposed by the speeder spring. The speeder

spring tension is adjusted by the pilot using the propeller speed lever in the
cockpit. What this basically means is that the pilot sets the tension on the
speeder spring which will put the governor into one of the following three
conditions.
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Category A Module 17 17.3 Propeller Pitch Control

Overspeed On Speed

When a lower propeller RPM is required the pilot will move the propeller
speed lever in the aft direction. This releases some of the tension off the
speeder spring. This causes the flyweights to move outwards since
centrifugal force on the weights is now greater than the tension of the
speeder spring. This will raise the pilot valve. The propeller governor is now
in an “Overspeed” condition. Depending on the propeller system
manufacturer the “variable force” will change to increase blade pitch to slow
the propeller down and bring it back “On Speed”. When this happens the
pilot valve will be back in a neutral position.
When the propeller RPM is at the speed the pilot has selected with the
propeller speed lever the propeller is said to be “On Speed”. This means
that the centrifugal force acting on the governor flyweights is equal to the
tension on the speeder spring. This places the pilot valve in a neutral
position which balances the “fixed” and “variable” forces acting on the
propeller pitch changing system.

Overspeed On Speed

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Category A Module 17 17.3 Propeller Pitch Control

Underspeed

When a higher propeller RPM is required the pilot will advance the
propeller speed lever. This will increase the tension on the speeder spring
forcing the flyweights to move inwards. This forces the pilot valve down.
What this means is that the centrifugal force on the governor flyweights is
less then the tension on the speeder spring and the propeller is now in an
“Underspeed condition”. Depending the propeller manufacturer the
“variable force will change to decrease the blade pitch thus increasing the
propeller RPM. When the propeller reaches the correct speed it will be “On
Speed” and the pilot valve will be back in a neutral position.

Underspeed

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Category A Module 17 17.3 Propeller Pitch Control

Propeller governors can be controlled two ways

1. Mechanical pitch changing system

2. Electrical / Electronic pitch changing system

1. The mechanical governor control is where the pilot moves the condition
lever and this has a direct input to the speeder spring rack compressing the
speeder spring or removing some tension off it which in turn puts the
governor into an over speed or under speed condition.

2. The electrical / electronic governor or, Propeller Electronic control (PEC)

Is a dual channel microprocessor based controller which uses inputs from
the aeroplane, propeller control system sensors, and the engine control
system to control propeller pitch and speed. The PECs for both propeller
systems are mounted in their respective engine nacelles.

Each unit performs a number of safety functions including Auto feather and
Automatic Under speed Propeller Control (AUPC) which causes the
propeller to operate on the over speed governor in the event of a drive
coarse failure. It also provides an UPTRIM command to the Full Authority
Digital Engine Control (FADEC) of the working engine. All of these
functions are isolated from the basic control functions of the PEC.

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Category A Module 17 17.3 Propeller Pitch Control

Methods of Changing Propeller Pitch

Mechanical pitch changing system

There are two types of mechanical pitch changing systems

(a) Single Acting pitch changing systems

(b) Double Acting pitch changing systems

What is a “Single Acting” propeller system?

A single acting propeller system uses a “fixed force” to cause a decrease or

increase in blade pitch. This force can be centrifugal force acting on
counterweights, a spring, or centrifugal twisting force acting on the
propeller blades.

There is also a variable force working in opposition to the fixed force trying
to change blade pitch in the opposite direction to the fixed force. This is
usually governor oil pressure. It will be the job of the governor to vary this
oil pressure as necessary to adjust blade pitch.

Below are examples of single acting pitch systems.

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Category A Module 17 17.3 Propeller Pitch Control

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Category A Module 17 17.3 Propeller Pitch Control

From the examples on the previous page you can see that there are
several forces involved in changing propeller pitch.
Fixed Forces
Counterweights
Counter Weights are weights clamped to the blade root area. With
centrifugal force acting on the counter weights the blade will increase its
pitch

Feathering Spring

Usually if a spring is used it is for increasing blade pitch. Sometimes the

spring is referred to as a “Feathering Spring”.

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Category A Module 17 17.3 Propeller Pitch Control

Air Charge (Nitrogen) Centrifugal Twisting Moment

Propeller manufacturers put a nitrogen charge on one side of the pitch This is a natural force on a propeller when it is rotating that causes the
changing piston. This will be used to oppose governor oil pressure to propeller to rotate to a fine pitch
increase blade pitch.

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Category A Module 17 17.3 Propeller Pitch Control

Variable Forces Feathering

Governor Oil Constant-Speed Feathering Propeller

Engine oil is routed through the propeller governor before being directed to
the pitch changing mechanism.
What is it?
Feathering is a procedure where the propeller blade pitch is put into a very
coarse angle. i.e. +88 degrees using the condition lever. The propeller is
usually put into this position for two reasons.

1. After an in flight shut down. This prevents the propeller from

windmilling which will cause excessive drag yawing the aircraft
toward the dead engine.

2. After shutdown on the ground. Some turboprops utilising free

turbines would put their propellers into the feathered position. This
will not load the engine during start as the engine does not have to
drive it directly.

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Category A Module 17 17.3 Propeller Pitch Control

Feathering a Single Acting Propeller

Feathering is accomplished by releasing the governor oil pressure, allowing

the counterweights and feathering spring to feather the blades. This is done
by pulling the governor pitch control back to the limit of its travel, which
opens up a port in the governor allowing the oil from the propeller to drain
back into the engine. The time necessary to feather depends upon the size
of the oil passage from the propeller to the engine, and the force exerted by
the spring and counterweights. The larger the passages through the
governor and the heavier the spring, the quicker is the feathering action.
Elapsed time for feathering, between three and ten seconds.

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Category A Module 17 17.3 Propeller Pitch Control

Unfeathering a constant speed propeller

Unfeathering is accomplished by repositioning the governor control using

the condition lever to the normal flight range and restarting the engine. As
soon as the engine cranks over a few turns the governor starts to unfeather
the blades immediately wind milling takes place, which speeds up the
process of unfeathering. In order to facilitate cranking of the engine,
feathering blade angle is set at 80 to 88 degrees at the 3/4 point on the
blade, allowing the air to assist the engine starter. In general, restarting and
unfeathering can be accomplished within a few seconds.

Special unfeathering systems are available for certain aircraft, for which
restarting the engine is difficult, or for demonstrations. The system consists
of an oil accumulator, connected to the governor through a valve, as shown
below.

One safety feature inherent in this method of feathering is that the

propeller will feather if the governor oil pressure drops below zero for any
reason. As the governor obtains its supply of oil from the engine
lubricating system, it follows that if the engine runs out of oil, or if oil
pressure fails due to breakage of a part of the engine, the propeller will
feather automatically. This action may save the engine from further
damage in case the Pilot is not aware of trouble.

Prior to engine start up on the ground, the propellers are taken out of the
Feathered position. This is to prevent excessive stresses being put on the
engine starter, similarly feathering the propellers at high rotational speeds
can place a high load on the whole propeller, and should be avoided

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Category A Module 17 17.3 Propeller Pitch Control

What is a “Double Acting” propeller system? Theory of Operation

These are propeller systems that use oil to increase and decreases
propeller blade pitch. Usually the oil used is:
• Governor Oil – Increase Blade Angle
• Engine Oil + CTM – Decrease Blade Angle
The Hydromatic propeller uses governor oil pressure on one side of the
propeller piston opposed by engine oil pressure on the other side of the
propeller piston aided by centrifugal twisting moment. Depending on the
model of the propeller, governor oil pressure may be directed to the
outboard side or inboard side of the piston.

Propellers that change their pitch using oil only are called “Hydromatic
Propellers”. These propellers can be feathered and reversed.

The hydromatic propeller does not use any springs or counterweights for
normal operation. The fixed force is engine oil pressure and the variable
force is governor oil pressure which is controlled by the pilot valve during
constant speed operations.

Hydromatic Propeller

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Category A Module 17 17.3 Propeller Pitch Control

Overspeed Underspeed

When the system is in overspeed the pilot valve in the governor is raised
and governor oil pressure is allowed to flow to the inboard side of the
propeller piston. This will cause the piston to move outboard. As it rotates
outboard, it rotates following the slot in the stationary cam and causes the
rotating cam to rotate. As the cam rotates the gears on the bottom of the
cam mesh with the gears on the blade and cause it to rotate increasing the
blade angle.
When the system is in underspeed, the pilot valve in the governor lowers
and this releases the governor oil pressure from the inboard side of the
piston. This allows engine oil and CTM to force the piston inboard. The
rotation caused by the piston and the cams causes the blades to rotate to a
lower blade angle allowing the RPM to increase to an onspeed condition.

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 EASA Part 66
Category A Module 17
Feathering a modern turbo prop Double Acting
Propeller
Feathering double acting propellers need oil pressure in order to feather
the propeller. This oil pressure is usually supplied by a feathering pump. By
placing the condition lever into the feathered position the feathering pump
is energised. The pilot valve will move to the decreased rpm position. This
causes high pressure oil to be directed to the inboard side of the piston
causing the propeller to coarsen as it moves to the feathered position.
When the piston stops travelling the pressure will build up and power will
be removed from the pump and the propeller will be held in the feathered
position by aerodynamic forces.
Unfeathering a modern turbo prop Double Acting
Propeller
By taking the condition lever out of the feathered position creates an
artificial underspeed condition at the governor. This will cause high
pressure oil from the feathering pump to be directed to outboard side of the
propeller piston. This will rotate the blades to a lower angle which will
cause them to start windmilling. CTM will also help to bring the blades
towards a low blade angle. At this stage the pump will be de-energised.
What is Auto Feather?
During take off, when an engine failure is detected the auto feather system
commands the failed engine propeller to feather in order to minimise drag.
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17.3 Propeller Pitch Control
Reversing a modern turbo prop double acting propeller
Modern reversing propellers systems have two operating modes.
1. Alpha Mode – propeller governing mode
2. Beta Mode – Propeller pitch controlled by the beta valve
ALPHA MODE, meaning any flight operation from take off to landing.
Alpha mode includes operation from 95% to 100% of system rated RPM.
BETA MODE, meaning any ground operation including start, taxi and
reverse operation. Beta mode includes operation from 65% to 95% of
system rated RPM.
The power lever controls adjust both fuel flow and propeller blade angle in
Beta Mode (Reverse to Flight Idle). In Alpha Mode the power lever only
controls fuel flow to the engine
The propeller condition lever controls propeller RPM in Alpha Mode and
feathering. Depending on the aircraft type it may also control fuel shut off.
When the propeller power lever is moved rearward, fuel flow is reduced
and the Beta valve will direct oil pressure to the pitch changing system
reducing blade angle. When the power lever is moved aft of the zero thrust
position, fuel flow will increase and the blade angle will go negative to allow
for a variable reverse thrust
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 EASA Part 66 Propellers

Category A Module 17 17.3 Propeller Pitch Control

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Category A Module 17 17.3 Propeller Pitch Control

Propeller Overspeed Protection

The propeller overspeed governor is a separate governor installed on the

engine. It is driven the same way as the main propeller governor. There is
no input to it from the cockpit. The tension on the speeder spring is set. On
the ATR the overspeed governor is set for 104%. At this speed the
governor will begin to coarsen up the propeller slowing the propeller down.
If 109% is reached the system reduces fuel flow to the engine thus slowing
the propeller down.

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 EASA Part 66
Category A Module 17
1. How are ground adjustable propellers adjusted on the ground?
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2. What type of propeller is used on a modern aircraft?
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3. List the cockpit controls associated with a pitch control
mechanism?
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4. Which control presses down on the speeder ring in a
governor?
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5. What oil is used to power a pitch control mechanism for a
propeller?
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17.3 Propeller Pitch Control
6. How is it pressurised?
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7. What effect does moving the power lever forward have on
blade angle?
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8. What effect does moving the condition/speed lever forward
have on blade angle?
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9. What is the primary purpose of feathering a propeller?
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10. Explain the purpose of a feathering pump?
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 EASA Part 66
Category A Module 17
11. Explain the purpose of an un-feathering pump?
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12. What else can be used to un-feather a propeller?
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13. What is a hydromatic propeller?
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14. What happens to the governor flyweights as propeller speed
increases?
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15. What happens to the pilot valve as propeller speed increases?
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17.3 Propeller Pitch Control
16. What happens to the speeder sprig as propeller speed
increases?
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17. Explain on-speed condition?
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18. What is the alpha range of a propeller?
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19. What is the beta range of a propeller?
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20. What controls the propeller pitch in beta mode?
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Category A Module 17 17.3 Propeller Pitch Control

21. Explain the purpose of an overspeed governor pump?

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22. What is fine pitch?

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23. What is coarse pitch?

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24. What is the pitch of a propeller in a climb?

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25. What is windmilling?

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Category A Module 17 17.3 Propeller Pitch Control

NOTES:

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