17 - Propellers Cat A

AIR
SERVICE
TRAINING
(ENGINEERING)
LIMITED
EASA CAA Part - 66

Module 17 - Propellers
1
PROPELLERS
CAT A12
2
3
SECTION 1
FUNDAMENTALS
4
Propellers
 17.1 : Fundamentals
 17.2 : Propeller Construction
 17.3 : Fixed Pitch Propellers
 17.4 : Propeller Ice Protection
 17.5 : Propeller Maintenance
 17.6 : Propeller Preservation
5
6
7
8
Propeller
 Propeller / Engine Axis

 Blade Angle
 Plane of Rotation
 Chord Line
9
PROPELLER AXIS
BLADE ANGLE
INE
L
RD
HO PLANE OF ROTATION
C
10
Propeller
 Convert Torque
 To Thrust
 Puller - ‘Tractor’
 ‘Pusher’
 Rotating Aerofoil
11
12
13
14
Propeller
 Blade Angle
 Variable Pitch
 Propeller Control Unit (PCU)
 Rotational Speed
15
LIFT THRUST
PRESSURE DROP
AIRFLOW
AIRFLOW FASTER ON TOP
FORWARD THRUST
AIRFLOW SLOWER ON BOTOM
PRESSURE RISE
DIRECTION OF
ROTATION
AIRFLOW
16
17
GROUND FINE PITCH
00 Degrees
 Ground Starting
 Minimum Drag
 Landing
 Maximum Drag
18
FLIGHT FINE PITCH
 Minimum for Flight

 Mechanical Stop
19
REVERSE PITCH ANGLE
 Assisted Braking
 Through Ground Pitch
 Ground Fine Pitch Stop
 Negative Pitch (Beta)
20
ANGLE OF ATTACK
Chord : Relative Air Flow

Relative Air Flow
 Aircraft Speed
 Rotational Speed
21
22
PROPELLER AXIS
BLADE ANGLE
INE
L
RD
HO PLANE OF ROTATION
C
23
Angle of Attack
 Stationary
 RAF = DOR
 AOA = Blade Angle
DIRECTION
OF
ROTATION
AIRFLOW
24
Angle of Attack
 Increase Aircraft Speed

 Resultant Relative Air Flow
 Moves Towards Blade
 AOA < Blade Angle
25
Angle of Attack
FORWARD MOVEMENT
BLADE
ANGLE
DIRECTION OF
ROTATION
AIRFLOW AIRFLOW
26
ANGLE OF ATTACK
BLADE
BLADE
ANGLE
ANGLE
20O
20O
ANGLE
OF
ATTACK
DIRECTION OF 4O
ANGLE RELATIVE
OF AIRFLOW RELATIVE
ATTACK AIR FLOW
20O
NO FORWARD VELOCITY FORWARD VELOCITY

27
Angle of Attack
 Constant Blade Angle

 Constant Propeller Speed
 Increase of Forward Speed
 Decrease in AOA
28
Angle of Attack
 Constant Blade Angle

 Increase Propeller Speed
 Increase of Forward Speed
 Increase in AOA
29
Angle of Attack
 Most Effective AOA

20 – 4 0
Optimum 4 0
 > 150 - Stall
30
Blade Angle (Pitch)
 Combination
Forward
Rotation
Blade Angle : Angle of Attack
31
BLADE POSITIONS
FLIGHT FINE PITCH The minimum working blade angle used in
flight
GROUND FINE PITCH The minimum blade angle, used for
(SUPERFINE) reducing torque for easier starting on turbo
propeller aircraft. It is also used for disc
braking on landing.
COARSE PITCH The maximum blade angel used in the cruising

position.
FEATHERED POSITION When the blade chord is in line with airflow.
The purpose of feathering is that when an
engine stops in flight, the propeller would
continue turning due to the forward speed of
the aircraft (windmilling). This would have
two effects:-
1. Increase the drag on the aircraft
2. Could damage the engine
32
REVERSE PITCH The blade angle is moved below
ground fine into a negative angle for
braking on landing and reverse
manoeuvring on ground.
FLIGHT RANGE When the RPM has been selected to a

constant speed.
TRANSITION RANGE The change from ground operation to

flight operation.
BETA RANGE Ground operating range. Only

available when the aircraft is on the
ground.
FINE PITCH Used for take-off and high power

climb.
33
Blade Twist
 Rotational Blade Part

 Root to Tip
 Varying AOA
 AOA reduced Root – Tip
 Blade Twist
34
TIP SECTION
MID SECTION
ROOT SECTION
Blade Twist
Wash-Out
Website
35
36
37
Blade Stations
 Hub/Root to Tip
 Stations
 Performance Assessment
 Blade Angle Measurement
 Repair Identification
 Master Station
38
39
40
Blade Cuffs
Sheets
 Plastic / Composite
 Blade Roots
 Direct Air
41
42
43
Indicated Air Speed
IAS
 Speed Through Air
 IAS – Blade Angle
 Controlled by Propeller RPM
44
Propeller Operation
 IAS for Given Thrust

 Determined by Blade Angle
 Constant Speed Propeller
 Engine Power – Power Lever
 NG %RPM
45
Propeller Operation
 Blade Angle & IAS

 Controlled by Propeller Lever
 Propeller NP %RPM
 Efficient Control
 Blade Angle & Engine Power
46
Propeller Operation
 Take Off – Maximum Power

 NG & NP Maximum %RPM
 Propeller Low Pitch (40)
 High %RPM – Less Torque
47
Propeller Operation
 T/O Speed < Cruise Speed

Overcome
 All-up Aircraft Weight
 Gravitational Affect
 V2 = Velocity of air exiting exhaust or propeller
 V2 
T  W  V1
 G  48
FINE PITCH COURSE PITCH
49
Propeller Operation
Take Off Speed

 Fine Pitch
 High RPM
Cruise Range Speed

 Course Pitch
 Lower RPM
50
Propeller Operation
Cruise
 More Torque
 Less Power
 Increase Airspeed
51
The component acting at Right
Thrust Angles to the Plane of
Rotation
The component acting on the
Plane of Rotation Opposing
Torque Engine Torque. The
resistance offered by the
propeller to being rotated
This occurs when the Angle of
Negative Attack becomes Negative
Torque which tends to drive the
propeller (windmilling).
52
FACTORS AFFECTING THRUST AND TORQUE
Increased Air Density produces
increased Thrust but at the same
Air Density time denser air offers greater
resistance to the propeller ie.
Increased Torque
An Increase in Angle of Attack will

produce more Thrust and Torque
Angle Of up to the stalling angle. The
Attack optimum Angle of Attack will give
the best Thrust/Torque Ratio.
Propeller Thrust and Torque will alter Directly

with the Speed of Rotation.
Speed (RPM)
53
Forces
 Centrifugal Turning Moment

(CTM)
 Aerodynamic Turning Moment
(ATM)
 Centrifugal Force
 Thrust Bending Force
 Torque Bending Force
54
CTM
 Turn to Zero Blade Angle

 Chord Size
 Propeller Weight
 RPM
 Centrifugal Force Through
Centre of Gravity
55
CENTRIFUGAL TURNING MOMENT
(CTM)
56
ATM
 Turn to Course Pitch

 Centre of Pressure
 Weaker Than CTM
57
AERODYNAMIC TURNING MOMENT
(ATM)
58
Centrifugal Force
Largest Force
 Pull Blades out of Hub
 Propeller Weight
 RPM
59
Centrifugal Force
60
Thrust Bending Force
 Forward Force
 Direction of Flight
61
Thrust Bending
62
Torque Bending Force
 Torque
 Against Direction of Rotation
63
Torque Bending
64
65
Relative Air Flow
Resultant Components
 Propeller Rotational Speed
 Aircraft Forward Speed
66
FORWARD SPEED
FORWARD SPEED
INCREASED
FIXED PITCH
PROPELLER
ANGLE OF
AIRFLOW
BLADE
ANGLEATTACK
OF
ANGLE
BLADE
ATTACK
FIXED
ANGLE FIXED
DECREASED
RPM
CONSTANT
67
FORWARD SPEED
CONSTANT
FIXED PITCH
PROPELLER
AIRFLOW
ANGLE OF BLADE
AIRFLOW ANGLEATTACK
OF ANGLE
ATTACK INCREASED FIXED
RPM
RPM LOW
INCREASED
68
69
Geometric Pitch
 Geometric Pitch
 Effective Pitch
 Slip
70
Geometric Pitch  2r  tan 
Geometric Pitch
 Theoretical Distance
 One Revolution
 Screw Thread
 Air – Fluid
Geometric Pitch  2r π tan θ

71
SLIP
EFFECTIVE PITCH
GEOMETRIC PITCH
72
73
RESULTANT TORQUE
FORCE
DIRECTION
OF ROTATION
THRUST
AIRFLOW
ANGLE OF ANGLE OF
ATTACK ADVANCE
(HELIX ANGLE)
BLADE ANGLE
CORD LINE
RESULTANT
AIRFLOW PLANE OF
ROTATION
DIRECTION SLIP ADVANCE PER REV
OF FLIGHT
GEOMETRIC PITCH
74
Effective Pitch
 Stationary
 100% Geometric Pitch
 In Flight
 85% - Geometric Pitch
75
Slip
 Geometric – Effective
 Percentage
 Volume of Air
 Propeller Efficiency
Geometric Pitch - Advance/Rev x 100

Slip 
Geometric Pitch
76
Propeller Efficiency
50"
If a propeller has-a geometric
40" x pitch
100of
Slip  in theory it will move forward
50 inches,
50
50 inches
10
 movement
Actual x 100(Effective Pitch) 40
50 inches
 20%  80%
77
Vibration
 Aerodynamic Forces
 Mechanical Forces
 Resonance – ‘Echo – Beat’
 Tracking / Balance
78
VIBRATION AND RESONANCE
DISPLACEMENT /
AMPLITUDE
FREQUENCY
79
80
Vibration
After:
 Major Component Replacement
 Fault Diagnosis / Troubleshooting
 As Required in MM
81
Vibration
Balance / Rotation
 Close Tolerances
 Fatigue
 Transducers
 Frequency (Hz)
 Amplitude (µ)
82
83
84
Movement
From
Continue in
Baseline
Opposite
direction
Return to
Baseline
85
SECTION 2
CONSTRUCTION
86
87
Construction
Wooden
 Fixed Pitch
88
89
WOODEN
PROPELLERS
90
Construction
Wooden
 Glued Planks
 White
 Finished
91
Construction
Wooden
 Mahogany, Cherry
 Black Walnut, Oak
 Birch (Most Common)
 Frabric
92
93
94
Metal Tipping 95
96
COMPOSITE BLADE CONSTRUCTION
97
Composite
Carbon Fibre Spars

 Polyurethane Foam Fill
 Glass Fibre Reinforced Resin
 Polyurethane Coating
 Nickel Sheaths
 Lightning Conductors
98
99
Composite
Repairs
 No Repairs
 Manufacturers
100
Metal Propellers
Aluminium
 Efficient Aerofoils
 Good Strength
 Less Maintenance
101
Aluminium
 Shaping & Grinding

 Pitch / Twist
 Balanced
 Plating / Anodizing
102
ALUMINIUM
PROPELLERS
103
Steel
 Older Aircraft
 Hollow Construction
 Durable
 Resistant to Damage
104
CARBON FIBRE
(KEVLAR)
PROPELLERS
105
SECTION 3
FIXED PITCH PROPELLERS
106
Fixed Pitch Propellers
Increase Engine Power Gives:

 Increase of Rotational Speed
 Increase Thrust
 Increase Drag
107
Increase Forward Speed

 Change in RAF
 Decrease in AOA
 Decrease in Thrust
108
In Climb
 Change in RAF
 Increase in AOA
 Increase in Thrust
109
110
Disadvantages
Only One Efficient Airspeed & RPM

 T/O – Large AOA – High RPM
 Poor Acceleration
 Long T/O Run
 Cruise – Small AOA – Low RPM
 Forward Speed Limited
 Compromise
111
112
Controllable Pitch
Propellers
Change for Best Performance
 T/0 - Low Blade Angle
 Angle Increases
 Cruising Speed – High Angle
113
Two Position Propeller
 Best T/O
 Low Pitch
 High RPM
 Best Cruise
 High Pitch
 Low RPM
114
Ground Adjustable
Propellers
 Selected Flight Conditions
 Max Climb
 Max Cruise
 Clamps on Hub
 Set Before Each Flight
115
116
Constant Speed Propellers
Speed Governor
Automatically Controls Propeller Speed
 Increase Blade Angle
 Decrease RPM - Increased
 Decrease Blade Angle
 Increase RPM - Decreased
117
118
Pitch Changed by:

 Electric Motors
 Hydraulic Motors
 Springs
 Centrifugal Force / Counterweights
 Combination
119
Propeller Control Unit (PCU)

Turbo-Prop Engines
Constant Speed Unit (CSU)

Piston Engines
120
Pushing the propeller
control forward forces the
blades to take a smaller
bite of air.
Drag decreases and the
RPM increases
Pulling the propeller

control rearward forces
the blades to take a larger
bite of air.
Drag increases and the
RPM slows
121
Example:
 All Metal Blades
 Two or Three Blades
 Constant Speed
 Fully Feathering Type
122
Single
CENTRIFUGAL
WEIGHT
BLADE
Acting
McCauley
BLADE ACTUATING
OPERATING LINK
FEATHERING SPRING
HUB
CYLINDER
OIL TRANSFER TUBE
PISTON
Hydraulic
Pressure Spring Pressure
to Fine &
Counterweights
to Course &
Feather
123
124
CYLINDER PISTON
FINE PITCH
STOP PLATE
LATCH WEIGHTS
PISTON TUBE
LATCH WEIGHT TENSION

SPRINGS
LATCH STOPS
125
To FEATHERED Position
126
127
To FEATHERED Position
128
Constant Speed Unit
(CSU)
Maintain Selected RPM

 Directing Oil Pressure
 Centrifugal Flyweights
 Control Spring
 Control Valve
129
ON SPEED
COUNTERWEIGHTS IN
BALANCE WITH SPRING
SLIDE VALVE NEUTRAL

BLOCKING PORT TO CYLINDER
OIL PRESSURE HELD FRONT

SIDE OF PISTON
130
UNDERSPEED
COUNTERWEIGHTS MOVE
BLADES TO FINE
SLIDE VALVE MOVES

DOWN
PRESSURE TO CYLINDER
- BLADES TO FINE
131
ON SPEED
COUNTERWEIGHTS IN
BALANCE WITH SPRING
SLIDE VALVE NEUTRAL

OIL PRESSURE HELD BOTH

SIDE OF PISTON
132
OVERSPEED
COUNTERWEIGHTS MOVE
BLADES TO COARSE
SLIDE VALVE MOVES UP
OIL DRAINS FROM

CYLINDER TO SUMP-
BLADES TO COURSE 133
ON SPEED
COUNTERWEIGHTS IN
BALANCE WITH SPRING
SLIDE VALVE NEUTRAL

OIL PRESSURE HELD IN FRONT

OF PISTON
134
135
CONSTANT SPEED UNIT 136
DOUBLE ACTING
PROPELLERS
137
Double Acting Propellers
Oil Pressure Both Sides of Piston

 Two Types of Blade Actuating
1. Piston / Links / Pins
2. Bevel Gear / Gear Segments
 Concentric Oil Transfer Tubes
138
Hydraulic Pitch Change
 Moving Piston
 Moving Cylinder
 Geared (Hydromatic)
139
140
141
GEARED / HYDROMATIC
142
DOME (STATIONARY CYLINDER)
143
144
145
POWER ABSORBED LIMITATIONS:
BY:
Increasing Blade Reduction in Thrust/Torque
Angle ratio Blades ‘stall’ at low engine
speeds
Blade Length High tip speeds - increased
increased compressibility problems.
Propeller clearance of ground
and aircraft structure.
Higher propeller Increased tip speeds - reduced
speed efficiency
Altering the blade Reduce Aerodynamic efficiency
camber
146
POWER ABSORBED LIMITATIONS:
BY:
Increasing the blade Increased weight, increased
chord turning moment loading.
Increased number of Increased weight, structural

blades difficulties at propeller hub.
Co-axial, Contra Complicated pitch change

Rotating Props mechanism, expense and
maintenance.
Blade length, chord, number of blades, all affect the

propeller’s SOLIDITY
147
Constant Speed Unit
(CSU)
 Pressure 350 psi
To Fine
 Assisted by CTM
 60 psi
148
CSU
Under Speed
 Flyweights Inwards
 Lower Control Valve
 Close Off Governor Pressure
 Front of Piston Release Pressure
 Open Rear of Piston to Pressure
 Piston Forward to Finer Pitch
149
UNDER SPEED
REAR PRESSURE INCREASE
OPEN PORT TO
FLYWEIGHTS
DRAIN FRONT
INWARDS
OF PISTON
VALVE DOWN – OPEN PORT TO REAR OF PISTON

150
CSU
Under Speed (Recovery)
 Blade Angle Decreases
 Load on Propeller Decreases
 Engine Speed Increases
 Flyweights Outwards
 Control Valve Upwards
 Blocks Off all Oil Ports
On Speed
151
ON SPEED
BLANCED PRESSURES
ALL PORTS BLOCKED OFF 152

CSU
Over Speed
 Flyweights Outwards
 Open Up Governor Pressure
 Increase Pressure front of Piston
 Piston Moves Rearwards
 Increases Blade Angle
 Reduces RPM
153
OVER SPEED
FRONT PRESSURE INCREASE
VALVE UP
OPEN PORT TO
PRESSURE
FLYWEIGHTS
FRONT OF
OUTWARDS
PISTON
VALVE UP – OPEN PORT TO DRAIN REAR OF PISTON

154
CSU
Over Speed (Recovery)
 Blade Angle Increases
 Load on Propeller Increases
 Engine Speed Decreases
 Flyweights Inwards
 Control Valve Downwards
 Blocks Off all Oil Ports
On Speed
155
ON SPEED
BLANCED PRESSURES
ALL PORTS BLOCKED OFF 156

Feathering
Throttle - Idle
 Lock-out to Feather
 Drain from Rear of Piston
 Pressure to Front of Piston
 Blades to Course
 Engine RPM Decrease
 Feathering Pump
 Pressure Operated Cut Out Switch (POCOS)
 De-energised Feathering Pump
157
FEATHER
158
THROUGH COURSE
TO FEATHER
POCOS
159
FEATHERED PROPELLER
AIRFLOW – ZERO LIFT / TORQUE
160
161
Un - Feather
Leaver to Maximum
 Control Valve Downwards
 Drain Front of Piston
 Operating Un/Feathering Button
 Pressure to Rear of Piston
 Blades to Fine Pitch
162
Move to Max
to Un-Feather
163
UN-FEATHER TO
FINE
164
PROPELLER CONTROL UNIT
165
Propeller Control Unit
(PCU)
Turbo-Propeller
 Similar to CSU
 Single Lever
 PCU & FCU
 Max Pressure Relief Valve
 Automatic HPC Closed on Feather
166
ON SPEED
Flyweights Balance
against Control Spring
Valve Traps
Pressure Both
Side of Piston
167
UNDER SPEED
Control Spring
Greater Than
Flyweights
Valve Lowers
Drain Front of
Piston
Blade Angle
Decreases
Pressure to
Rear of Piston
168
ON SPEED
Flyweights Balance
Valve Traps
Pressure Both
Side of Piston
169
OVER SPEED
Control Spring
Less Than
Flyweights
Blade Angle
Valve Raises Increases
Pressure to
Front of Piston
Drain Rear of
Piston
170
ON SPEED
Flyweights Balance
Valve Traps
Pressure Both
Side of Piston
171
Electrically Operated
Propellers
Hub Mounted Variable Pitch
 Bevel Gearing
 High Gear Ratio
 Brush / Slip Ring
 Motor Brake – 2 Friction Discs
 Spring Pressure / Solenoid
172
173
Propellers
Electric Driven
 CSU Control
 Manual Override
 Central Contact Switch
 Servo Piston
174
175
Propellers
Electric Driven
 Electric Control
 Single Lever Control
 Master Electric Motor – Reference RPM
 3-Phase / Hz Proportional : RPM
176
Automatic Feathering
HP Cock Open - Lockout
 Cruise
 Torque Monitored <> 50 psi
 < 50 psi
 Lift Piston Solenoid Energised
 Raises Control Valve
 To Course Pitch
 Battery – Feathering Pump
177
Automatic Feathering
HP Cock Closed – Auto Feather

 Water Methanol Off
 Twin Engine isolated
178
179
180
Reverse Pitch
Additional Braking
 Through Ground Fine
 Removable Ground Pitch Stop
 Negative Pitch
 Failsafe
181
Reverse Pitch
Failsafe
 Throttle – Lock-Out
 Weight-On-Wheels
 Fine Pitch Stop Withdrawal
 Control Switches
 Increase Power after Selection
182
Speed
Selection
Beta
Valve
Over Speed
Protection
Carbon Block
183
184
SECTION 4
ICE PROTECTION
185
Ice Protection
 Prevention of Ice Formation

 Anti-Icing
 Removal of Ice
 De-Icing
186
Propeller Ice Protection
Prevent / Removal of Ice

 Blades & Hub
 Efficiency Reduced
 Heavy / Balance
 Fluid / Electrical De-Icing
187
FLUID DE-ICING
 SYSTEM COMPONANTS
 SYSTEM OPERATION
 INSPECTION
 TESTS
188
Fluid De-Icing
Leading Edges of Blades

 Mixes & Removes Ice
 Centrifugal Action
189
Fluid De-Icing Chemicals
Isopropyl Alcohol
 Flammable Liquid
 Phosphate Compounds
 Less Flammable
 High Cost
190
Fluid De-Icing Components
Tank
 Vented
 Quantity Indicator
 Gravity feed to Pump
 In-Line Filter
191
PROPELLER FLUID DE-ICING SYSTEM
192
Fluid Pump
 Typical – 10 psi
 Check Valve – 3 to 5 psi
 Pump Variable Output
 Flow Rate
 Air Pressure Alternative
193
Check Valve
 Pump / Slinger Ring
 Prevent Siphoning
Slinger Ring
 Rear of Propeller Hub
 Channel – Centrifugal Force
 Blade Feed Tubes
194
FLUID DE-ICING SYSTEMS
195
Rubber Feed Shoes

 De-Icing Boots
 Blade Leading Edges
 1/3 Length of Blade
196
PROPELLER FLUID DE-ICING SYSTEM
197
System Operation
Typical - System Rheostat
 Pump Draws Fluid From tank
 Through Filter
 Stationary Slinger Feed Tube
 Rotating Slinger
 Blade Feed Tubes
 Blade Leading Edges
198
199
System Inspection
Maintenance Manual / Schedule

 After Each Flight - Used
 Methylated Spirit
 Soapy Water
 Replenish Tank
200
System Inspection
Examine Shoes/Boots
 Blisters / Cuts / De-lamination
 Edges Adhesion
 Groves Condition / Clear
201
System Inspection
Feed Pipe & Slinger

 Filter / Cleaned
 Pump Check
 Drain & Flush
 95% Methylated Spirit
 5% Distilled Water
202
System Testing
Filter Cleaned
 Vent Valve Clear
 Electrical Circuit Test
 Pump Rated Values
 Voltage
 Disconnect Slinger Ring
 Check Flow Delivery Rates
203
System Testing
Painted Whitewash
 Dye Added to Fluid
 Engine Running
 Operate System
 Observe Fluid Distribution
204
205
ELECTRICAL DE-ICING
 SYSTEM COMPONANTS
 SYSTEM OPERATION
 TWO SPEED CYCLING SYSTEM
 FAST CYCLE
 SLOW CYCLE
 INSPECTION
 TESTS
206
Electrical De-Icing
Heating Elements
 Melt Ice
 Timed Heating Cycles
207
System Components
Cockpit Switching – ON/OFF

 Heating Cycles Selection
 Full-De-Ice Mode
 Short Periods Only
208
System Components
Loadmeter Gauge
 Amps / % Rated Load
 DC Motor Timer
 Correct Sequence / Cycles
 Alternating Propellers
209
TYPICAL ELECTRICAL
DE-ICING SYSTEM 210
System Components
Brush Block
 Slip Ring
 Power Transfer to Blades
 Rubber De-Icing Boots
 Two Heating Elements
 Inboard / Outboard Sections
211
212
System Operation
Switch On
 Sequencing / Timing Starts
 Current to Bush Block
 Blade Elements
213
System Operation
Null Periods
 1 Sec
 Loadmeter = Zero
 Heating 30 Sec
214
System Operation
Two Speed Cycle

 Fast Cycle
 High Air Temperature
 Water Concentration Greater
 Slow Cycle
 Temperature Low Range
215
CYCLE SEQUENCE – PHASE ONE
216
CYCLE SEQUENCE – PHASE TWO
217
CYCLE SEQUENCE – PHASE THREE
218
CYCLE SEQUENCE – PHASE FOUR
219
Electrical Cycles
220
System Inspection
Maintenance Manual
 Boots etc
 Overheating
 Cables
 Bushes & Slip Rings
221
System Test
Elements Continuity / Resistance

 Insulation Resistance
 Functional Test
 During Ground Run
222
SECTION 5
MAINTENANCE
223
Propeller Balancing
 Vibration
 Fatigue & Failure / Damage
 Environmental
 Passenger Comfort
224
Propeller Balancing
There are three types of imbalance:
 Static imbalance
 Dynamic imbalance
 Aerodynamic imbalance
Propellers must also be correctly set

aerodynamically:
 Aerodynamic correction
225
Propeller Balancing
Static Balancing
Dynamic Balancing
 Centre of Gravity
 Axis of Rotation
226
227
STATIC BALANCE / UNBALANCE
228
DYNAMIC BALANCE / UNBALANCE
229
230
231
Static Balance
Knife Edge Method

Suspension Method
 Knife Edge - Accurate

 Two Hardened Steel Edges
 Room Conditions
 Confirm Blade Angles
232
Static Balancing
 Insert Bush in Hub

 Insert Mandrel
 Place on Edges
 Free to Rotate
 3-Bladed Propeller
233
Horizontal Balance
Vertical Balance
234
Three-Bladed Propeller
Static Balancing
235
Out Of Balance Repairs
Correct Imbalance
 Fit Fixed Weights
 Removal of Weights
 Propeller Maintenance Manual
236
Out Of Balance Repairs
Correct Imbalance
 Vertical Imbalance
 900 – Horizontal Centreline
 Wood – Solder
 Aluminium – Filing
237
Dynamic Balancing
Centre of Gravity
 Rotate - Same Plane of Rotation
 Improper Mass Distribution
 Blade Track
 Checked on Running Aircraft
238
Aerodynamic Balance
All Blades
 Producing Equal Thrust
 Blade Angles
 Few Minutes of Degree
239
Blade Tracking
Track of Blade Tips

 Common Arc of Rotation
 Diagnosis of Vibration
240
Blade Tracking
Metal Propellers <= 6 ft Dia

 <> 1/16 “
Wooden Propellers
 <. 1/8 “
241
BLADE TRACKING
¼ inch
242
Assessment of Damage
Permitted Area of Repair

 Chap 61-10 Propeller
 Maintenance Manual
 Damaged Blades
243
The blade is divided up into checking stations which
use an alpha numeric coding system to give the
precise location of the damaged area.
244
BLADE RADIUS NOMINAL GEN MINIMUM BLADE THICKNESS AT CHECKING STATIONS
SECTION FROM CHORD REPAIR
PROP WIDTH 1 2 3 4 5 6 7 8 9
HUB
CENTRE
B-B 12.115 6.990 6.932 1.537 2.144 2.517 2.881 2.953 2.870 2.591 2.058 1.325
C-C 15.240 8.130 8.045 1.129 1.583 1.865 2.171 2.225 2.163 1.958 1.558 1.395
D-D 18.365 8.970 8.858 0.924 1.298 1.676 1.810 1.855 1.813 1.633 1.299 1.746
1.533
E-E 24.615 9.900 9.735 0.707 1.003 1.328 1.435 1.470 1.429 1.292 1.028 1.615
1.189
F-F 30.865 10.290 10.076 0.554 0.788 0.937 1.162 1.190 1.157 1.046 0.835 1.503
G-G 37.115 10.420 10.159 0.419 0.609 0.863 0.932 0.955 0.929 0.840 0.672 0.408
0.729
H-H 43.365 10.330 10.029 0.311 0.460 0.683 0.737 0.755 0.734 0.665 0.532 0.325
0.553
J-J 49.615 9.980 9.674 0.350 0.471 0.547 0.590 0.605 0.589 0.533 0.428 0.270
0.7 REF 50.400
K-K 55.865 9.210 8.865 0.278 0.374 0.434 0.469 0.480 0.467 0.424 0.342 0.316
L-L 62.115 7.870 7.542 0.206 0.277 0.322 0.347 0.356 0.347 0.315 0.255 0.163
M-M 68.365 5.850 5.582 0.152 0.204 0.237 0.256 0.263 0.256 0.233 0.189 0.122
245
N-N 71.490 4.530 4.313 0.113 0.152 0.176 0.191 0,195 0.191 0.173 0.142 0.094
BLADE REPAIRS
MAJOR REPAIRS
MINOR REPAIRS
 Blade Repair Limits
 Face And Camber Repairs
 Leading And Trailing Edge Repairs
 Lightning Strikes
246
Major Repairs
Beyond Scope of Operator

 Straightening
 Impact Damage
 Returned to Manufacturer
247
Minor Repairs
Within Scope of Operator

 Dents
 Nicks
 Light Corrosion Removal
248
Repair Limitations
Surface Damage ASAP

 Indentations, Scores, Deep Nicks
 Smoothed / Blended
 Crack Detection
 NDT
 Limits in Maintenance Manual
249
Face & Camber Repairs
 Depth <= 0.040 in

 Blade Thickness < 25%
 Blended Area >= 30 x Depth
 Final Blend <= 25% Chord
 4 in any Direction
250
 <= 1 in De-icing Overshoe

 Remove Shoe
 Extra 0.002 in
 Removal of stress
 Series / Multiple Repairs
 Inspect Both Sides
251
252
Leading & Trailing Edge
Repairs
 Blended Area <= 10 x Depth

 Max Length <= 7 in
 Multiple Max Length <= 7 in
253
Leading & Trailing Edge
Repairs
 Rework depth <= 0.040 in
 Reduction Thickness <= 25% of
Thickness
 Final blend <= 25% of chord
 4 in whichever is less
 Additional 0.002 in for gouge rework
or 0.020 in for burn rework with
polished finish
254
Leading & Trailing Edge Repairs
255
256
257
Composite Repairs &
Inspection
 No Repairs
 Return to Manufacturer
 Tap Tests
 Star Damage
258
Shock Load Check
Run Out Check

 Heavy Landing
 Concentricity Check
 Propeller Removed
 Weight (Backlash)
 DTI - 3600
259
Amount of Concentricity = ½ DTI Reading
260
Blade Repair
Aluminium Blades
 Low Cost
 Cleaned
 Mild Soap & Water
 The approximate maximum
allowable size of a repaired edge
defect is 1/8” deep and no more than
1.5 inches long.
261
Blade Repair
Repairs to Face & Back

 Half Round Rifler File
 Etching Compound
 20% Nitric Acid in Water
262
Blade Repair
Restore Surface Finish

 Zinc Chromate Primer
 Two Coats Flat Black Lacquer
 6 in Station to Tip
 At Least 4 in Tip Colour Paint
263
264
Damage to De-icing
Overshoes
 Minor Repairs Only
 Ensure Electrically Serviceable
 Inspection Overshoe
 Cuts, Damage, Heating
 Under Overshoe
 Corrosion
 Surfaces Clean Before Repair
 Approved Cement / Primer
265
Damage to De-icing
Overshoes
 Anti-erosion Components
 Surface Finish
 Paint, Lacquer
 Bonding Agents
 Test Piece
 10 lb Weight
 1” per Min (6” distance)
 Rubber Repairs
 Rubber Dust & Epoxy Resin
266
Damage to De-icing
Overshoes
After Repair
 Insulation Resistance Check
 Balance Check
267
Damage to Brushes &
Slip Rings
Brushes
 Wear, Damage, Cleanliness
 Freedom of Movement
 Brush Wear Limits
 Brush 80% Contact
 Alignment Checks
268
Damage to Brushes &
Slip Rings
Slip Rings
 Security, Scoring, Dis-colouration
 Oil / Grease
 Insulation Test
 Cleaned – Lint Free Cloth
269
Electrical Checks & Tests
Continuity & Heater Checks

Insulation Resistance Checks
Voltage Proof Check
270
Continuity & Heater Checks

 Each Heater Element
 Values Within Limits
 Inspection Periods
 After Installation / Repair
271
Insulation Resistance Checks

 Elements / Blades / Spinner
 Brush / Earth
 Moisture / Dry
 After Installation / Repair
 Prescribed Periods
272
Voltage Proof Test

 Following Repairs
 (1360 v DC / 960 v AC)
 Held for > 1 Minute
273
BEARING FAILURE
274
CORROSION
275
CRACKED BARREL
276
LEADING EDGE ERROSION
277
BLADE FACE ERROSION
278
BLADE ROOT FAILURE
279
BLADE TIP FAILURE
280
BLADE BLENDING
281
VIBRATION FRETTING
282
ERROSION / CORROSION
283
284
HOUSING CRACKED
285
INSTALLATION
 Splined Shaft VP Propeller
 Blueing Check
286
Propeller Installation
 Correct Propeller
 Blanks / Covers
 Brush Gear
 Spinner Back Plate
 Electrical Connection
287
 Approved Sling
 Lubricate Splines
 Thread Protector
 New Seals
 Blueing Check - Cones
288
Blueing Check
 Engineer’s Blue – Seatings
 Rear Cone
 Install Propeller
 Front Cone – Nut
 Rotate One Complete Turn
289
 Remove Propeller
 Inspect Cones
 > 80%
 Stoning to Improve
 Clean
290
291
REAR CONE BOTTOMING
Stoning to Improve
REAR CONE
PROPELLER HUB
SHAFT
POINT OF
292
CONTACT
Front cone bottoming is corrected by
placing a spacer of no more than 1/8
inch thickness behind the rear cone
FRONT CONE BOTTOMING

293
294
 Lubricate
 Cone Faces Dry
 Fit Propeller to Shaft
 Remove Thread Protector
 Fit Front Cone
 Hand Tighten The Nut
295
 Torque Load Nut

 Fit Locking Device
 Remove Sling
 Fit Oil Transfer Tubes
 Blades to Feather
 Check Pitch Change Mechanism
296
 Fit Pitch Change Mechanism

 Prime & Bleed Cylinder
 Fit Spinner
 Check Fouling
 Radius Check
 Ground Run Check
297
 Start Engine
 Oil Leaks
 Exercise Propeller
 Constant Speed Check
 Power Output Check
 Feathering / Un-feathering
 De-icing
 Synchroisation / Synchrophasing
 Vibration
298
 Post Run Oil Leaks

 Record Data
 Issue CRS
299
Flange Fitted Propeller
300
301
Flange Propeller
Installation
 Check Correct Propeller
 Clean Mating Surfaces
 Serviceability
 Rotate Engine
 New Seal
 Apply Jointing Compound
302
 Tighten Nuts Diagonally

 Torque Load
 Ground Run Checks
 Re-torque / Lock
 Record Data / CRS
303
Spinner Installation
 Inspection Spinner Bulkhead

 Seal / Lubricate
 Align Marks
 Torque Load
304
Spinner Installation
305
306
Ground Running
 Aircraft Nose To Wind

 Safety Distances
 Noise Protection
 Loose Clothing
 Personnel – High RPMs
307
Ground Running
 Wheel Chocks
 FAFA
 Oil / Fuel Contents
 Tech Log
 QFE / OAT
 Communication
308
Ground Running
 TGT
 Torque Pressures
 LP Speeds
 High Power to Minimum
 Stabilise Before Shutdown
 De-icing Switching
309
SECTION 6
PRESERVATION
310
PROPELLER PRESERVATION
Definitions
Para 1A - In service In current operational use

B - Out of service Withdrawn from operational use
C – Inhibit The introduction to the propeller hydraulic
system of a sufficient amount of system oil to
provide protective film on internal surfaces
D – Off wing Not installed on the aircraft ie. held in stores
E – On wing Installed on the aircraft

F – Short term storage Storage up to 3 months
G – Long term storage Storage for more than 3 months
H – Marine Environment Coastal locations subject to salt spray,
seaborne winds or salt spray from runway
311
PROPELLER PRESERVATION
Definitions
Para 1A - In service In current operational use

B - Out of service Withdrawn from operational use
C – Inhibit The introduction to the propeller
hydraulic system of a sufficient
amount of system oil to provide
protective film on internal
surfaces
D – Off wing Not installed on the aircraft ie.
held in stores
E – On wing Installed on the aircraft
F – Short term storage Storage up to 3 months
G – Long term storage Storage for more than 3 months
H – Marine Environment Coastal locations subject to salt
spray, seaborne winds or salt
spray from runway. 312
OFF WING, SHORT TERM STORAGE
 Examine – Damage / Corrosion
 Defects must be remedied
 Wash the blades by hand, using a clean lint
free cloth and low alkaline soap or
detergent.
 Caution – Do not use a hose pipe, avoid
excessive washing a blade roots
 Clean metallic surfaces at the blade roots using
a clean, lint free cloth and cleaning fluid
 Treat all steel surfaces at the blade root
with corrosion preventative compound
313
NOTE: Preservation compounds such as

jellies, oils, greases or aerosol sprays
must not be applied to the blade surface
of Composite Propeller Blades
314
 Ensure blade tip protectors are fitted
 Wrap the blades in polythene and secure
with tape
 Clean the hub associated parts, using a
clean, lint free cloth and cleaning fluid.
 Do not allow the cleaning agent to enter the
blade root joint
 Coat all metal surfaces on the hub with
clean propeller system oil.
 Do not coat surfaces of the de-icing slip ring
315
 Protect the de-icing slip ring with the plastic

slipping cover.
 No special preservation is required.
 Wrap the hub in polythene
 Clean the spinner using a clean, lint free
cloth and a low alkaline soap or detergent
 Wrap the spinner in grease resisting paper
and secure with tape.
316
OFF WING, LONG TERM STORAGE
 Examine - damage/corrosion prior to it

going into store
 Attention to the blades, the spinner and
the back-plate
Defects must be remedied before the
propeller is accepted into the store
317
OFF WING, LONG TERM STORAGE
 Assembled propellers - periodically

exercised and re-inhibited in accordance
with manufacturers instructions at 6 Monthly
intervals
 First exercising and re-inhibiting must take
place before 6 months have elapsed since
placing in store
 Prepare assembled propellers for long term
storage as for short term storage
 Prepare loose items for long term storage
as for short term storage
318
OFF WING
EXERCISING AND INHIBITING
Cautions -
 Do not use blade bats to exercise single oil line
propellers as this could overload the operating
pins.
 Use a spring compressor and exercise the
propeller through its full range.
 On completion of exercising, ensure that the
blades are in the fully feathered position.
 Do not allow piston to hold on the start latches
whilst in store.
 Do not, at any time, load a propeller blade or
blades with the weight of the propeller
319
OFF WING
 Adequate exercising ensures storage life of the
bearings, assembled seal rings, and limits the
adhesion of dynamic seals to working surfaces
 Inhibiting ensures that a protective oil film is
maintained on internal surfaces
 Mount the propeller cylinder down on the locator
and appropriate stand
 The propeller will be less the spinner and beta tube
 Important the propeller is mounted via the hub
assembly
 Remove the protective cover from the cross head
320
OFF WING
 On the hub boss near the blade root, make a
line mark using a soft pencil/wax crayon
 Make a similar matching line mark on the
blade near the blade root and in line with the
line mark already made on the hub boss
 The preferred number of operators to move
the blades is one for each blade
321
OFF WING
 Minimum requirement - one operator on each

of two opposite blades
 Use blade bats or spring compressor as
applicable. Move all the blades simultaneously
towards the full reverse position until the
crosshead shaft is below the level of the slip
ring outer face
322
OFF WING
 Pour 500 to 600 cm3 of clean system oil slowly

into the bore of the cross head shaft.
 Use the blade bats or spring compressor, as
applicable, and move the blades slowly through
their range
 Oscillate the blades backwards and forwards 4 or
5 times ensuring complete movement of the
blades through their range
323
OFF WING
 Finally move the blades towards the original

position indicated by the pencil/wax crayon marks
 It is a requirement that the marks do not line up
 Position the blades at least 25 to 50 mm away
from the original marked position
 On single oil line propellers the blades must be
returned to the feathered position.
 NOTE: On completion of exercising remove pencil/wax
crayon line marks by wiping with a clean, lint free cloth and
suitable cleaning compound
324
ON WING
 Exercising the installed propeller eliminates
the need for inhibiting whilst ‘on wing’
 Adequate exercising ensures storage life of
the bearings, assembled sealed rings, and
limits the adhesion of dynamic seals to
working surfaces
 A protective oil film having an inhibiting
effect will be maintained on internal
surfaces
325
ON WING
 ‘On wing’ storage should ideally be ‘under
cover’ ie, in a hangar or in an enclosed
building
 The propeller need only be exercised every
3 months when stored ‘under cover’.
 Propellers stored on wing in the open air
require more frequent exercising
 These propellers should be exercised at
least once every month
326
ON WING
 A propeller which has been out of service for
between 6 and 12 months without being
exercised, must be subjected to all normal
installation and functional checks specified by
the engine manufacturer as applicable prior to
entering or re-entering service.
 A propeller out of service ‘on wing’ for 12
months or more without being exercised, must
be stripped, inspected and re-greased prior to
entering or re-entering service
327
ON WING
Caution – Do not run the feathering

pump motor for more than 2 minutes in
any 30 minutes
 Exercising ‘on wing’ shall consist of a

functional operation of the propeller 3 times
through its full operational range
328
ON WING
 Exercising shall be carried out statically in

accordance with normal
installation/functional acceptance check for
entering or re-entering service
 Acceptance checks for entering or re-
entering service will be as permitted by the
engine manufacturer
 Ensure that means for replenishment of the
oil tank is provided as necessary
329
ON WING
 Optional to the static operation, the appropriate

engine may be run to supply electrical power
and hydraulic pressure to the propeller control
system, as permitted by the engine
manufacturer.
Caution – Where possible avoid rapid blade
pitch changes when exercising a propeller
which has been out of service
330
ON WING
 The propeller shall be exercised from fine pitch

to coarse pitch using a low rate of blade pitch
change
 Avoiding rapid blade pitch changes is beneficial
to the internal hydraulic seals
331
QUALITY CONTROL
 Operations shall ensure that correct

materials have been used and the process
has been carried out to the requirements of
the specification.
 Defects discovered during pre-storage
examinations must be remedied before the
equipment can be accepted into store
332
QUALITY CONTROL
 The time between overhaul and calendar

life stated in the appropriate manufacturer
Service Bulletin must, subject to any flying
hours limitation, be strictly observed.
 A record of exercising shall be recorded in
the Propeller Log Book
333
ANY QUESTIONS?
334
THE END
335

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AIR

EASA CAA Part - 66

 Propeller / Engine Axis

 Minimum for Flight

Chord : Relative Air Flow

 Increase Aircraft Speed

NO FORWARD VELOCITY FORWARD VELOCITY

 Constant Blade Angle

 Constant Blade Angle

 Most Effective AOA

 > 150 - Stall

Blade Angle : Angle of Attack

COARSE PITCH The maximum blade angel used in the cruising

FLIGHT RANGE When the RPM has been selected to a

TRANSITION RANGE The change from ground operation to

BETA RANGE Ground operating range. Only

FINE PITCH Used for take-off and high power

 Rotational Blade Part

 IAS for Given Thrust

 Blade Angle & IAS

 Take Off – Maximum Power

 T/O Speed < Cruise Speed

Take Off Speed

Cruise Range Speed

An Increase in Angle of Attack will

Propeller Thrust and Torque will alter Directly

 Centrifugal Turning Moment

 Turn to Zero Blade Angle

 Turn to Course Pitch

Geometric Pitch  2r π tan θ

Geometric Pitch - Advance/Rev x 100

Carbon Fibre Spars

 Shaping & Grinding

Increase Engine Power Gives:

Increase Forward Speed

Only One Efficient Airspeed & RPM

Pitch Changed by:

Propeller Control Unit (PCU)

Constant Speed Unit (CSU)

Pulling the propeller

LATCH WEIGHT TENSION

Maintain Selected RPM

SLIDE VALVE NEUTRAL

OIL PRESSURE HELD FRONT

SLIDE VALVE MOVES

SLIDE VALVE NEUTRAL

OIL PRESSURE HELD BOTH

SLIDE VALVE MOVES UP

OIL DRAINS FROM

SLIDE VALVE NEUTRAL

OIL PRESSURE HELD IN FRONT

Oil Pressure Both Sides of Piston

Increased number of Increased weight, structural

Co-axial, Contra Complicated pitch change

Blade length, chord, number of blades, all affect the

REAR PRESSURE INCREASE

VALVE DOWN – OPEN PORT TO REAR OF PISTON

ALL PORTS BLOCKED OFF 152

VALVE UP – OPEN PORT TO DRAIN REAR OF PISTON

ALL PORTS BLOCKED OFF 156

AIRFLOW – ZERO LIFT / TORQUE

HP Cock Closed – Auto Feather

 Prevention of Ice Formation