Radial engine

PROPELLERS
• Purpose to convert engine power to useful
force termed “THRUST”.

• Driven by either a turbine or reciprocating

(piston) engine.

• As technician, you must know the basic

principles, maintenance, and repair of the
propeller system.
 Introduction
 Early propeller designs from simple fabric
covered wooden paddles.
 Flat boards which merely pushed air
backward, produce lift and pull a/c forward.
 New materials produced thinner airfoil
sections and greater strength.
 Made from aluminum alloys.
 Old propellers constructed from wood.
 Improved design prop. with new airfoil shapes,
composite materials and multi-blade
configurations.
 TERMINOLOGIES
• Basic terms and component names.
 Propellers consist of at least two blades are
connected to a central hub.
 Blade that is nearest to hub referred to blade
shank.
 Furthest from the hub is blade tip.
 Hub assembly is bored out to create a hub bore
which permit a propeller to be mounted on the
engine crankshaft.
 Basic term and component name
• Propeller acts as a rotating wing to produce
lift and pull an a/c through the air.
• leading edge.
• trailing edge.
• chord line.
• blade back.
• blade face.
• blade angle.
 Cont’s
 Leading edge.
- most forward of an airfoil section.
 Trailing edge.
- most aft of an airfoil section.
 Chord line.
- an imaginary line drawn through an airfoil from the leading to the
trailing edge.
 Blade back.
- curved or cambered side of the blade.
 Blade face.
- the flat face.
 Blade angle.
- the acute angle formed by a propeller’s plane of rotation and the
blade’s chord line.
@ Prop. Plane of rotation is always perpendicular to the engine
crankshaft.
 Cont’s
 - Blade cuff.
An airfoil shaped attachment
made of thin sheets of
metal, plastic or composite
material mounted on the
shank to increase flow of
cooling air to the engine.
- Mechanical clamping
devices or bonding agent
such as rubber base
adhesive or epoxy adhesive
are utilized to attach the
cuffs to the blade.
 Propeller Theory
• Propeller rotates through the air:
- low pressure area is created in front of
the blade.
- high pressure area behind the blade.
- allow a propeller to produce thrust.
• Amount of thrust produced depends on;
- the angle of attack.
- speed of the blade.
- airfoil shape.
 Cont’s.
• Angle of attack. The angle formed
by the cord line and relative wind
(airflow).
• Relative wind. Determined by the
speed an a/c moves through the air
and rotational motion of the
propeller.
• Propeller rotates on a stationary
a/c, the direction of the relative wind
is exactly the opposite, to the
rotational movement of the
propeller.
• Therefore, propeller blade’s angle
of attack is the same as the
propeller blade angle.
 Cont’s
• A/c moves forward, relative wind
changes direction.
• The combination of the rotating and
forward motion produce a resultant
relative wind that is not directly
opposite the movement of the prop.
blade.
• The angle of attack less than the
blade angle.

# - In flight, a/c moves fm. A to B, prop.

moves C to D. Prop. trailing edge
follow the path fm C to D which
represent the resultant relative
wind.
- This results in an angle of attack
less than the blade angle.
 Cont’s
• Based on forward motion
effect the relative wind acting
on a prop. blade.
• Faster a/c moves through the
air, the smaller the angle of
attack of the blade.
• If prop. speed increases, the
trailing edge of the blade
travels a greater distance for
a given amount of forward
movement.
• Prop. speed increases,
relative wind strikes the prop.
blade at a greater angle and
the angle of attack increases.
 Cont’s
• The most effective angle of attack is between 2 and 4
degrees.
• Any angle of attack exceeding 15 degrees is ineffective
because of propeller blade stall.
• A fixed pitch propeller is designed to produce an angle of
attack between 2 and 4 degrees at either a climb or
cruise airspeed with a specified rpm setting.
• Propeller section near the tip rotates much faster than
the hub.
• Difference in rotational velocity along the blade can be
calculating the circumference of the arc traveled by a
point on that segment.
• Formula for blade velocity :- 2πr
 Cont’s.
 Blade station.
■ A reference position on
propeller blade that is a
specified distance from
the center of the hub.
■ Gradual distance of 6 ins.
from center of the hub to
the tip.
 Cont’s
• Formula for blade velocity; 2πr
• Circumference multiplied by
engine rpm to find velocity.
 Blade velocity at point 18 ins.
rotates at 1,800 rpm.
 velocity = 2πr x rpm.
= 2 x 22 x 18 x rpm
7
 = 113.1 x 1800 = 203,575.
 Convert to miles per/hr divided by
63,360, no. of ins. in one mile.
 multiply by 60, the no. of mins. in
one hour.

 Velocity = 203,575 x 60
63,360
= 192.7 m/hr.
PROPELLER PITCH
a) Geometric pitch.
b) Effective pitch.
c) Slip.
 PROPELLER PITCH
- The theoretical distance a propeller advances longitudinally in
one revolution.
 a) Geometric pitch.
- Define as the distance a propeller move forward in one revolution
and did not encounter any loss of efficiency.
b) Effective pitch.
- Actual amount a propeller moves in one revolution.
 d) Slip.
- Is the difference between geometric pitch and effective pitch.
- Propeller slip represents the total losses caused by inefficiencies.
- If prop has a geometric pitch of 50 ins, it’s should move 50 ins in
one revolution.
- If a/c moves only 35 ins the effective pitch is 35 ins or 70%
effective.
- Slip represents 15ins or 30% loss of efficiency.
- Most propellers are 75 to 85 % efficient.
 Cont’s
To compensate the difference in velocity
along the prop. blade is set at a difference
angle.
The gradual decrease in blade angle from
the hub to the tip is called pitch
distribution. This give the twisted
appearance.
Blade twist provides a fairly constant angle
of attack along the length of the blade.
 Cont’s
Propeller are built with
a thicker, low speed
airfoil near the hub and
thinner, higher speed
airfoil near the tip.
Combined with blade
twist, permit a propeller
to produce relatively
constant amount of
thrust along the
propeller blade’s entire
length.
 FORCES ACTING ON A PROPELLER
 Rotating propeller is
subjected to many forces
that cause tension, twisting
and bending stresses
within the propeller.
Centrifugal force.
 Causes the greatest
stress which tries to pull
the blades out of the hub.
The amount of stress can
be greater than 7,500
times the weight of the
blade.
 Thrust bending force.
Force tends to bend the
propeller blade forward
at the tips.
Occurs because blade
are thinner at the tip.
Thrust produced at the
tip to flex the blade
forward.
It’s also opposes
centrifugal force to
some degree.
Torque bending force.
Air resistance
opposes the
rotational motion of
the prop. blade.
Force tends to bend
the blades in the
opposite direction.
 Aerodynamic twisting
force.
Force tends to increase
a blade angle.
Help to change the
blade on a propeller.
 Centrifugal twisting force.
The force which tends to
decrease blade angle.
It’s also known as CTM.

 At operational speed
centrifugal twisting force
is greater than
aerodynamic twisting
force.
 VIBRATIONAL FORCE.
 Blade Vibration occurs due to the aerodynamic force and
mechanical force.
 Aerodynamic forces tend to produce buffeting and
vibration.
 Mechanical force caused by the power pulses in a piston
engine.
 Mechanical vibrations more destructive than
aerodynamic vibrations.
 Engine power pulses tend to create standing wave
patterns that can lead to metal fatigue and structural
failure.
 Most critical location subjected to vibrational stress about
six inches from the blade tips.
 Cont’s
 Critical range.
- Is the operational range at which could result
severe propeller vibration.
- Combination of engine and propeller is
indicated on the tachometer by a red arc.
- Engine operation in this range must be
limited to a brief passage from one rpm
setting to another.
- Extended period can lead to structural
failure of propeller or a/c.
 PROPELLER CLASSIFICATIONS
 Propeller are typically
classified according to the
location of propeller mounted
on the engine and types.

Classified by Location:
 a) The propeller mounted in
front of the engine is called
TRACTOR, it pulls the a/c
forward.

■ advantage:-
- lower stresses are induced in
the propeller as it rotates in
relatively undisturbed air.
a) Tractor type propeller.
 PROPELLER CLASSIFICATION
 b) Pusher.
- propeller are mounted
on the aft end of the a/c
and push the a/c forward.

■ disadvantage:-
- little propeller to ground
clearance.
- subject to damage from
rocks, gravel small
objects that are dislodged
by wheels are thrown or
drawn into a pusher-type
propeller.
Pusher type propeller
 Cont’s
Propeller are classified by the method
used to establish pitch.
Classification are:-
a) Fixed pitch propeller.
b) Ground adjustable.
c) Controllable pitch two position
d) Constant speed.
e) Reversible pitch.
f) Feathering propeller.
 Cont’s
a) Fixed pitch propeller.
- Propeller are designed for a particular a/c to produce
optimum efficiency at a specific rotational and forward
speed.
- A fixed pitch propeller with low blade angle often called
climb propeller, provide the best performance for takeoff
and climb.
- A fixed pitch propeller with high blade angle often called
a cruise propeller, for high speed cruise and high altitude
flight.
- Change in rpm or airspeed reduces the efficiency of the
propeller.
- Combination of climb and cruise is called Standard
propeller ( the blade angle is designed with slightly
higher than climb but slightly lower than cruise)
 Cont’s
b) Ground adjustable propeller.
- Similar to fixed pitch propeller, blade cannot be changed
in flight.
- Blade angle to be changed on the ground only (adjusted
with eng stop).
c) Controllable pitch.
- Blade angle can be changed in flight between a
minimum and maximum pitch setting to provide best
performance for a particular flight condition.
d) Constant speed propeller.
- Sometimes referred to as automatic propeller.
- Once pilot selects an operating rpm, propeller blades
automatically adjust to maintain the selected rpm.
- Pitch is control by a governor.
 Cont’s
e) Reversible pitch.
- Propeller blade can be rotated to a negative angle to
produce reverse thrust.
- Permits a shorter landing roll and improved ground
maneuvering.
- Reduce brake wear and aid in aerodynamic braking.
f) Feathering propeller.
- Ability to rotate the blade so the leading edge is
pointed forward into wind.
- Selected to feather when engine fail in flight.
- Eliminates drag and prevent propeller wind milling.
- Prevent further damage to the engine.
 Propeller Quizs.
1. State the purpose of the propeller.
ans. Convert eng horsepower to propeller thrust.
2. The curved or cambered sides of the propeller are known as ………… .
ans. Blade back.
3. What is blade angle?
ans. Angle between chord line and relative airflow.
4. At what blade angle for an a/c efficiently during takeoff and landing.
ans. Low pitch.
5. Names the forces acting on the propeller.
ans. - centrifugal force.
- thrust bending force.
- torque bending force.
- aerodynamic twisting force.
- centrifugal twisting force.
6. What make the a/c moves forward as the propeller rotates?
ans. When a/c rotates low pressure is created in front of the blade and high pressure behind the blade.
7. Where is the greatest force occurs at propeller and what cause the this stress?
ans. At the propeller hub and cause by centrifugal force.
8. What force that tends to increase propeller blade angle?
ans. Aerodynamic twisting force.
9. Actual distance of an a/c moves forward in one revolution of the propeller known as ……?
ans. Effective pitch.
10. What is the propeller classifications?
ans. Classify by pusher or tractor propeller.
11. The most forward edge of the blade aerofoil section is;
ans. Leading edge.
12. What is chord line?
ans. An imaginary line drawn from leading edge to trailing edge.
 PROPELLER CONSTRUCTION
• Propellers are made of:-
• a) Wood
• b) Aluminum.
• c) Steel.
• d) Composite material.
• a) Wooden propeller.
• Made from hardwood such as birch, mahogany,
maple, cheery, oak, ash, and black walnut or
any several others posses the flexibility and
strength required.
• Wood must be free from grain irregularities, knot
pitch pocket and insect damage.
• Constructed of min 5 layers, kiln-dried and
laminated together with waterproof resin glue to
prevent warp.
• Each layer of the same thickness. Alternate
different layers of wood types may be used.
 a) Wooden propeller.
• Once laminated it forms Propeller Blank (A).

• The Blank then cut to shape (B).

• The finish exact airfoil and pitch dimension is called

White (C).

• Center bore bolt-holes are drilled.

• a) Wooden propeller.
• - Metal Hub assembly inserted into hub-
bore to accommodate mounting bolts and
face plate.
• - White is sanded smooth, glued with
cotton fabric to reinforce tip sections, then
dope to prevent deterioration.
• - Amour coated with black or grey plastic
coating to provide additional strength
against chipping.
 a) Wooden propeller.
• Monel brass or stainless
steel tipping applied to
leading edge and tip to
prevent damage from small
stones.
• The metal is notched to the
blade to permit metal edging
to conform to the contour of
leading edge.
• Drill three small holes using
no. 60 drill 3/16 in deep into
tip of each blade to drain
moisture from behind metal
tipping and allow wood to
breath.
• b) Aluminum Alloy Propeller.
• Thinner blade and more efficient.
• Much stronger and flexible to accommodate high engine
horsepower.
• Blades less susceptible to damage from gravel and
debris on ground operation.
• Small damage such as nicks, dents can be easily
dressed out with files.
• It may be repitched to approved blade angle by certified
propeller repair station.
• It is susceptible to damage caused by resonant vibration.
• It requires vibration test during certification process.
• It is high strength aluminum forging.
• It is ground to the desired airfoil shape and blade is
twisted to desired angle.
• Heat treated to relieve internal stress.
b) Aluminum Alloy Propeller cont’s.
• New propeller need to balance horizontally
and vertically.
• Vertical balance achieve by removing
metal from leading and trailing edges or by
adding or removing balance weight to side
of propeller hub.
• Horizontal balance is achieved by placing
lead wool in balance holes near the boss.
• Finally blade is anodized and painted.
 Propeller Designation
• Federal Aviation Regulation
require all propeller be
identified with:-
• - Builder name.
• - Model designation.
• - Serial number.
• - Type certificate.
• - Production certificate
number if there is one.
• Most manufacture of fixed-
pitch propeller stamp all the
required information on the
propeller hub.
 Propeller Designation cont’s.
• Need to be familiar with the
information provided on the
propeller.
• eg. McCauley propeller
1A90/DM 7651.
• - 1A90 - basic design.
• - “DM” - type of
crankshaft.
• - 7651 - diameter is
76 ins, and the pitch at
75 percent station is 51
ins.
 Propeller Designation cont’s.
• Sensenich propeller
designated:-
• - M74DM-61
- diameter is 74 ins.
- “D” designation identifies
the blade design.
- “M” special hub design
with mounting information.
- “61” blade pitch in ins. At
the 75 percent station.
- Number 1 stamped at the
blade roots identifies as
blade no. 1.
 ADJUSTABLE-PITCH PROPELLER
 The design and construction of adjustable pitch
propeller permit the a/c operator to change the
blade angle.
 Offers the advantage of maximum propeller blade
efficiency from propeller/engine combination.
 Modern adjustable pitch propellers permit pilot to
change the propeller pitch in flight.
 First adjustable pitch propeller offered two pitch
setting, low and high pitch setting.
 Present adjustable propeller pitch systems are
capable of a range of pitch setting.
 GROUND-ADJUSTABLE PROPELLERS
 Allows the blade angle to changed when a/c on ground and engine
shut down.
 Found on old a/c.
 Consist of two aluminum or steel halves that are machined to form a
matched pair.
 The interior of it half is machined for shank of blades to be held
between two hub halves.
 Blade is machined with shoulder that fit into grooves of hub halves
to prevent centrifugal force pulls the blades out of the hub.
 If wooden blade, the shoulders are cast or machined into a metal
sleeve and fastened to blade shank by lag screws.
 Cont’s
 Clamping rings.
That secures the removal blades to a hub assembly.
 Blade root. Flanged butt or shoulder which mates with
grooves in hub assembly.

 Blade shank. Typically round and extends out to at least

the end of the hub assembly. However, in some cases
the shank may extend beyond the hub assembly and
into the airstream. When this is case, blade cuffs to be
installed.
 GROUND-ADJUSTABLE PROPELLERS cont’s.
 Once the blades are inserted between the hub halves,
bolts are used to secured the hub halves when steel
blades are used.
 Wood or aluminum alloy blades are used, either bolts or
clamp rings may be used to hold the hub halves
together.
 CONTROLLABLE-PITCH PROPELLERS

 Have an advantage over ground adjustable

propellers.
 Allows the blade angle be to changed while in
flight (rotating).
 Provides the best performances for particular
flight condition.
 Types in used:
a) Two position controllable propeller.
b) Constant - speed propeller.
a) Two position controllable propeller.
• Permitted pilot to select one of the two position – low pitch or high
pitch.
• Low pitch – used during takeoff and climb.
- engine max. rpm and full power.
• High pitch – for cruised flight.
- permit more efficient high-speed flight while increasing
fuel economy.
• Primary components:-
- propeller hub.
- propeller blades.
- piston assembly.
• At the center of the hub is the spider.
• Spider consists of two or three arms on which the blades are
attached.
• Blades are made from an aluminum alloy and have hollow end
which fit over the arms of the spider.
• Once the blades are inserted on the hub, counterweight brackets
are attached to the base of each blade.
 a) Two position controllable propeller cont’s
• Hamilton-Standard propeller consists of two piece
hub encloses the spider and holds the propeller
blades in place.
• To allow blades to rotates between low and high
pitch stop, each blade ride on a set of roller
bearings, counterweight bracket is installed at the
base of each prop. blade.
• Blade angle on Hamilton-standard is changed by
combination of hydraulic and centrifugal force.
• Hydraulic force decrease the blade angle.
• Centrifugal force acting on a set of counterweight,
increase blade angle.
 Two position controllable propeller

decrease (low) blade angle high (increase) pitch position

 a) Two position controllable propeller cont’s
 To move the blades to a high (increase) pitch position.
- propeller control lever is moved backward (aft).
- rotate selector valve to release oil pressure in the prop. hub.
- oil pressure removed, centrifugal force acting on the counterweights
causes them to move outward.
- rotate the blades to high pitch position.
- oil is forced out from prop cylinder and returned to the engine sump.
- blade stop rotating when they contact high pitch stops.
a) Two position controllable propeller cont’s
• Hydraulic force to decrease
blade angle:-
- eng. oil that flows out of the
crankshaft and acting on a
piston assembly that
mounted on the front of the
propeller hub.
- eng. oil flows into the piston
controlled by 3 ways
selector valve from the
cockpit.
- Valve forward - decrease
propeller blade angle.
- oil is routed into the piston
assembly to force the piston
outward.
- piston moves out, pulls the
counterweights in and
decreased blade angle.
- oil pressure hold blades in
position once the blades
reach their low pitch stop.
 cont’s
• The pitch stops on a two-position propeller can be
adjusted.
• Adjust pitch stop nut to desired blade angle.
• Operational requirement:-
- before engine shut down, propeller should
be place in high pitch position, to protect
corrosion, accumulation of dirt and
prevent from congealed in cold weather (oil is
out from piston).
 b) Constant Speed Propeller.
 It also called variable pitch or controllable pitch propeller.
 Common type used on a/c today.
 Advantages:-
a) converts a high percentage of engine’s power into
thrust over a wide range of rpm and airspeed
combinations.
b) allow operator to select most efficient eng. rpm for
given condition.
c) it maintains selected engine rpm under all flight
condition by means a governor automatically adjust
prop. blade angle.
d) low pitch for takeoff and land and climb.
e) high pitch for cruise.
 Cont’s
After selecting a desired rpm during flight,
an increase in airspeed or decrease in
propeller load will cause;
 blade angle to increase as to maintain
selected rpm.
If reduction on airspeed or increase in
propeller load will cause blade angle to
decrease.
 Cont’s
• Constant speed range (constant speed propeller) is the
range of blade angle travel define by high and low pitch
stops:
• a) RPM will maintain as long as blade angle not touching
the high or low pitch stop.
• b) Once prop blades contact a pitch stop, the engine rpm
will increase or decrease with changes in airspeed and
prop load.
• If a/c speed decreases, rotate blade to contact low pitch,
any further decrease in airspeed will cause engine rpm
to decrease.
• As a/c accelerates, prop blade angle increases to
maintain the selected rpm until high pitch stop is
reached.
• Blade cannot increase any further and engine rpm
increases.
 Cont’s
• A/c equipped with constant-speed propeller,
engine power output is control by the throttle
and indicated by a manifold pressure.
• Propeller blade angle is controlled by a propeller
control lever and the resulting change in engine
rpm caused by a change in blade angle is
indicated on the tachometer.
• Providing the operator a means of controlling
both engine power output and propeller angle,
for most efficient combination of blade angle and
engine power output at all a/c flight conditions.
 Cont’s
• Ex. During takeoff;
- engine to maximum power.
- throttle and prop control fully advanced (blade low pitch).
- engine turns to maximum rpm on takeoff.
- Established in cruise flight;
- throttle can be retarded for engine runs at a more
economy speed.
- prop angle can be increased to increase propeller
efficiency for higher speed flight.
● note:-
- when operating a constant-speed propeller at given rpm
setting, there is a max allowable manifold pressure.
- operating above this level may cause internal engine
stress.
- avoid high manifold pressure with low rpm setting.
 Operating principles
 Most constant-speed, non - feathering propeller;
- rely on combination of hydraulic and centrifugal
forces to change the propeller blade angle.
 high pressure oil to increase blade angle.
 centrifugal twisting force to decrease the blade
angle.
Feathering propeller utilize counterweight and
centrifugal force to pull the blades to high pitch.
 Oil pressure to force the blades to low pitch.
 to prevent confusion between the operation of
feathering and non-feathering propellers,
discussion will focus on non-feathering and non-
counterweight propeller assembly.
 Cont’s
 The device that regulate the flow
of high-pressure oil to the
propeller is called governor.
 Governor does three thing:-
a) boost engine oil pressure
before it enters the propeller
hub.
b) controls the amount of oil flows
to the propeller.
c) senses engine rotational speed
and adjust blade angle to
maintain a constant rpm.
 Propeller governor is mounted
either on the front of the an engine
near propeller shaft or on the
engine accessory case.
 Governor consists of:
1) gear-type boost pump.
2) pilot valve.
3) flyweight assembly.
 Cont’s
 1) Gear-type boost pump.
a) Installed in base of the governor.
b) Boost oil pressure between 180 psi to 300
psi depend on the system requirement.
c) Gear type boost pump (constant displacement pump).
d) Incorporated with relief valve to prevent damage to
seals and other components.
e) Relief valve route excess oil back to the pump inlet.

 2) Pilot valve.
a) Responsible for routing oil into and out of the propeller
hub.
b) Pilot valve is a shutter valve type that covers and uncovers oil
passages allowing oil to flow into or out of the propeller hub.
c) Located inside the drive shaft extends into flyweight assembly
where it rest on the toe of each flyweight assembly.
d) Flyweight tilt in and out, the pilot valve up or down.
 Cont’s
 3) Flyweight assembly.
a) It senses engine speed.
b) Consist of:
i) Flyweight.
- mounted on flyweight head.
ii) Speeder spring.
- is provided to adjust amount
of pressure acting on the
flyweights and pilot valve.
iii) Flyweight head.
- a set of flyweight mounted on it.
Assembly driven by the same shaft
that drive the boost pump.
c) When flyweight tilt in or out will
move pilot valve up or down to
allow oil in or out of the propeller.
d) Speeder spring adjust amount
of pressure acting on flyweight
and pilot valve.
 3) Flyweight assembly cont’s.
 When propeller control push forward – low
pitch position:
a) speeder spring compressed.
b) flyweight will tilt inward.
c) pilot valve move down.
d) Governor oil pressure into propeller hub.
 e) Blade angle hold the blades in the low
position, typically used during takeoff with max
eng power output.
 Cont,s
 When propeller control pull aft.
- speeder spring pressure decreased.
- flyweight will tilt outward due to centrifugal force.
- pilot valve move up.
- oil pressure from hub is drained out of propeller hub.
- cause blade angle to increase by counterweight.
- RPM will decrease – reduction of centrifugal force
acting on the flyweights.
- allow flyweight to tilt inward and lower pilot valve to
cutoff oil to the propeller.
- speeder spring pressure and centrifugal force acting on
the flyweight balance, the governor is on-speed.
 Cont,s
 Once the rpm is selected, the
governor automatically adjust the
propeller pitch to maintain selected
rpm.
 Changes in load and airspeed on
the propeller will change in blade
angle.
 A/c initiated in climb from level flight
will decreased in airspeed and prop
load increases.
 As engine speed decreases in turn
reduces centrifugal force acting on
the flyweight.
 Speeder spring pressure force the
flyweight to tilt inward.
 Governor will be in an under-
speed condition.
 Flyweight inward pilot valve moves
down and oil directed into hub
piston moves forward to decrease
blade angle.
 Cont,s
 As the oil is ported out of the prop
hub, centrifugal twisting force
moves the blade to the lower pitch.
 Lower pitch reduces the load on
the prop and allow the engine to
accelerate.
 As the engine rpm increases, the
centrifugal force acting on the
flyweight also increases and cause
the flyweight to tilt outward and
return the governor to an on-speed
condition.
 When airspeed increases or the
load on the prop decreases,
centrifugal force acting on the
flyweight to increase.
 Flyweight tilt outward creating an
over-speed condition.
 As the flyweight move outward, the
pilot valve moves up oil from hub
is drained back to engine and
centrifugal force acting in counter
weight to increase blade angle.
 Cont’s
 The increased pitch increases the load on the propeller
and slows the engine.
 As engine rpm decreases, the centrifugal force acting on
the flyweight also decreases.
 Centrifugal force acting on the flyweight decreases,
cause it to tilt inward and return the governor to an on-
speed condition.
 Safety feature to protect engine from over-speed;
- governor incorporate an adjustable stop screw that
limits how low the blade pitch on a given constant-speed
prop can go.
- incorporate a balance speeder spring that automatically
sets the governor to produce a cruise rpm should the
propeller control cable break.
 McCAULEY CONSTANT-SPEED PROPELLERS.

• Mostly used on light and medium

size aircraft.
• Two types of constant-speed
propeller.
• a) Threaded series.
- uses retention nut which
screws into the propeller hub
and holds the blade in the hub.
• b) Thread less series.
- employ a split retainer ring to
hold each blade in the hub.
• Both use the same pitch change
mechanism in the propeller hub.
• Method used to attach the
propeller blades into the hub does
differ.
SINGLE ACTING PROPELLER
• OIL PRESSURE IS ACTUATED TO EITHER
SIDES OF PISTON
 Cont’s
 Both series are non-feathering and
non-counterweighted.
 Use oil pressure to increase the blade
angle.
 Centrifugal twisting force and internal
spring pressure to decrease (low)
blade angle.
 - High blade pitch is selected:
 - high pressure oil is routed to
the propeller hub.
 - it pushes against a piston.
 - overcome the spring pressure
inside the hub and the centrifugal
force exerted on the blade.
 - the piston slides back toward the
hub.
 - rotate the propeller through blade
actuating link to actuating pin on the
blade butt.
 Cont’s
 Propeller blades, hub and piston are made from
an aluminum alloy.
 Propeller cylinder, blade actuating pin, piston
rod and spring are made from chrome or
cadmium plated steel.
 Most actuating links are made of a phenolic
material to prevent metal particles from wear off
the actuating links and trapped inside the
propeller hub.
 To prevent pitch change oil leaking into the
center of the hub and down the propeller blade,
O-ring seals are installed.
 Propeller’s pitch change mechanism can be
lubricated with grease.
 McCAULEY GOVERNORS
 Governors direct high
pressure oil to the
propeller hub to increase
the propeller blade angle.
 This is directly opposite
from the Hamilton-
Standard system.
 The other thing is:
 - MaCauly governor oil
pressure approximately
290 psi.
 - Hamilton-Standard oil
pressure is 180 – 200
psi.
 Governor use a control
arm instead of a pulley to
adjust the speeder spring
pressure acting on the
flyweight and pilot valve.
McCauly non-feathering Governor
 Governor cont’s
 For safety purpose:
 - Governor control lever is
spring loaded to the high rpm
setting (low blade angle/max
power output) should control
cable break.
 Incorporated with high rpm stop
to prevent propeller and engine
from over speeding.
 Both high and low rpm stop are
adjustable by set screws on
governor head.
 Depend on engine and
governor combination, one turn
(screw) will change the rpm 17,
20 or 25 rpm.
 Ability to interchange the
governor with other.
 Full explanation of a given
designation refer to McCauly
maintenance manual.
 HAMILTON-STANDARD CONSTANT-SPEED
PROPELLERS
• Two position counterweight propeller system
transformed into a constant-speed propeller system by
installed flyweight governor.
• Propeller used with Hamilton Standard constant speed is
essentially the same counterweight propeller used as the
two position propeller discussed earlier.
• Counterweight propeller used oil pressure to decrease
(low or fine) blade angle.
• Centrifugal force acting on the counterweight to increase
(high or course) blade angle.
• Governor divided into three parts;
• 1) Head - contains flyweight and flyweight assembly.
• 2) Body - house pilot valve.
• 3) Base - house booster pump.
Hartzell Constant-Speed Propellers
 Wide used in modern a/c and
share market with McCauly.
 Two type:
a) Steel hub propeller.
- Similar to the Hamilton-
Standard constant-speed
propeller.
- Pitch change mechanism is
exposed.
b) Compact propeller.
- Hartzel compact propeller is
housed inside the propeller
hub.
- Regardless of the type of
hub used, model designation
code stamps on both the
propeller hub and the
propeller blade.
 a) Steel Hub Propeller
 It’s pitch change mechanism is exposed.
 It’s may or may not be counterweight.
 If has counterweights, use oil pressure to
decrease blade angle and centrifugal force to
increase blade angle.
 No counterweight, oil to increase and centrifugal
twisting force to decrease blade angle.
 Central component of a Hartzel steel hub
propeller is a steel spider.
 Spider consist of central hub and two arms.
 Arms provide attachment for blades with bearing
assembly that allow blades rotate to change
blade pitch angle.
a) Steel Hub Propeller
 Two pieces steel
clamps use to screw
blades on spider arm.
 Aluminum piston
placed over the
cylinder.
 Piston is connected to
the blade clamps on
each blade by a sliding
rod and fork system.
This way, as oil is
directed into and out of
the propeller hub will
change the blade
angle.
 b) Compact Propeller.
• Pitch change mechanism is
enclosed in the hub.
• Hub is smaller, lighter and
more dependable.
• Hub is forged aluminum
alloy as two separate
halves.
• Each half is machined out
so that the shank of each
propeller blade can be held
between the two hub halves.
• Entire pitch change
mechanism can be
contained.
• Bolts are used to secure the
halves together.
b) Compact Propeller.

• It’s utilized either a Woodward governor or

a modified Hamilton-Standard governor.
• Woodward governor produce 275 psi of oil
pressure from engine oil 60 psi.
• Hartzel governor pressure setting refer to
Hartzel maintenance manual.
 Feathering Propellers
 Engine fail in flight, propeller
continue to windmill.
 Feathering help to eliminate drag
created by windmilling propeller.
 Prevent further damage to the
engine by rotate the propeller to 90
degree angle.
 Control in the cockpit, when
selected to feathered position.
 Blade will move from low to high
then to feathered position.
 If from high angle, blade will move
from high pitch to the feathered
position.
 On most system, feathering
functions are independent.
 In other word, the operator can
feather the propeller at any time.
 In fact, some system the propeller
can be feathered without engine
running.
 Hartzel Compact Feathering Propellers.
The constant-speed operation of a Hartzel
compact feathering propeller is the same
as the constant-speed model with one
difference;
- feathering propeller uses both governor
oil pressure and centrifugal twisting force
to low blade angle.
- nitrogen gas, an internal spring or
counterweight to increase blade angle.
 Another type:
 - high pressure nitrogen
and mechanical spring
to increase and feather.
 - high pressure nitrogen
charge stored in the
propeller hub.

Safety feature:-
- Governor oil drop to zero.
- Propeller automatically
move to the feathering
position.
- Prevent windmilling and
further damage to engine
and drag.
 Cont’s
 Prevent propeller from feathering on ground during shut down, most
Hartzel compact propellers utilize an automatic high pitch stop.
 Latch mechanism is comprised of spring-loaded latches fastened to
the hub which engage high-pitch stop plates bolted to the movable
blade clamps.
 Propeller rotate above 800 rpm, centrifugal force allow the pin to
overcome spring pressure and disengage the latches from the high-
pitch stop plate.
 Propeller pitch may be increased to the feathering position.
 Below 800 rpm, the latch spring engage the latches with high-pitch
stop and prevent the propeller pitch angle from feahering.
 To feather a Hartzel compact feathering propeller.
- Control to feather position.
- oil pressure out from the hub.
- nitrogen charge and either spring pressure or centrifugal force
rotate the blades to feather position.
- the speed (time taken) depends on how fast the oil drain out.
- Hartzel propeller takes about 3-10 sec to feather.
 Cont’s
 Unfeathering.
 Propeller control to normal flight range and restart the
engine.
 As engine turn, governor starts to unfeather the blades.
 Once partially unfeathered, the propeller start to
windmilling and accelerate the unfeathering process.
 To facilitate engine cranking with blades feathered, the
feathering blades angle is set at 80° to 85° at the ¾ point
on the blade.
 Some a/c utilize accumulator to speed up the unfeathering.
 Accumulator stores oil under pressure until it is needed to
unfeather the propeller.
 Accumulator allows operator to unfeather before start.
 Unfeathering cont’s
 Accumulator stores oil
under pressure until it is
needed to unfeather the
propeller.
 Accumulator allows
operator to unfeather
before start.
 One side of the
accumulator is charged
with nitrogen and the other
is filled with oil.
 Normal operation,
accumulator valve open, oil
flows in.
 To feather valve closed,
trap oil in accumulator.
 Control to unfeather, oil
flows out to propeller hub
and moves the blades to
unfeather position.
 HAMILTON-STANDARD HYDROMATIC PROPELLER
• A non-reversing,
full-feathering
propeller is
made up of
three major
assemblies:
a) Hub/barrel
assembly.
b) Dome.
c) Distributor
valve.
- Not much in
used today.
 Cont’s
• Hub/Barrel assembly.
• It’s consist of:-
- Two halves hub.
- Spider.
- Propeller blades.
• Each propeller blades has sector gear mesh with pitch
change gear in dome assembly.
• Each blades slips onto spider’s arm.
• Spider/blade assembly placed between two hub halves.
• To allow each blades to rotate freely within the hub and
hold the blade in place, combination of bearing and
spacers are installed between the blade butt and hub.
 CONT
• Dome Assembly.
• Houses the pitch mechanism:-
- Piston.
- Rotating cam.
- Fixed cam.
• Dome assembly threaded into propeller hub.
• Oil pressure act on the piston to move it fore and aft
within the dome.
• When piston move, a set of cam roller will rotate the
rotating cam within the fixed cam.
• Rear of the rotating cam is attached with beveled gear
meshes with blade sector gear, causes the blade angle
changed as the cam rotate.
 Cont’s
• Distributor valve.
• Acts as extension to engine crankshaft.
• Installed in the center of dome assembly.
• Purpose:-
- to direct both governor oil and engine oil into and out of
the dome assembly.

GOVERNORS.
 A hydromatic governor contain high pressure transfer
valve that disables the governor constant-speed function
when the propeller is feathered or unfeathered.
 An electrical pressure cutout switch is located on the
side of the governor.
 Cutout switch automatically stop oil pressure once the
blades have reached their full feathered position.
 Cont’s
• OPERATING PRINCIPLES.

• Hydromatic propeller differs from other constant-speed propeller.

- its has no spring or counterweights to change blade
angle.
- engine oil pressure act one side of the piston while
governor oil pressure act on the opposite side.
• Depending on the propeller model, governor oil pressure can be
directed to either the inboard or outboard side of the piston.
• For the purpose of this discussion;
- Governor oil pressure to the inboard side of the piston
while engine oil pressure to the outboard side.
- engine oil pressure (60 – 90 psi) with centrifugal twisting force
decrease blade angle.
- governor oil pressure (200 – 300 psi) increase blade angle.
 Cont’s
• During constant speed operation.
- governor oil pressure, controlled by the pilot valve.
- if the load on the propeller or a/c speed increases,
propeller rotate faster creating an over-speed condition.
- centrifugal force tilt’s the flyweights outboard, raising the
pilot valve.
- governor boosted oil pressure is routed to backside of
the piston.
- at the same time, oil in front of the piston is routed
through the distributor valve and back to the inlet side of
the governor.
- difference in oil pressure between the front and back
sides of the piston cause the piston to move forward.
 Cont’s
• - as the piston moves, it causes the cam rollers to move
forward.
• - cam roller engage a set of slots in the rotating cam,
movement of the cam roller causes the rotating cam to
turn.
• - as the rotating cam turn, bevel gear on the cam engage
the gears affixed to the blade and rotate blade to high
pitch.
• - blade angle increase, rpm decrease and flyweights
begin to tilt back to inward to lower the pilot valve.
• - the piston stops moving system return to an on-speed
condition.
 Cont’s
 When an under-speed condition exits.
- centrifugal force decrease – flyweight tilt inward.
- pilot valve move down (lower), governor oil pressure
from inboard side of the piston is ported back to the
to engine.
- at the same time, engine oil pressure continue to
exert on the front side of the piston.
- thus the engine oil pressure and centrifugal twisting
force acting on the blades rotate cam in opposite
direction to decrease blade angle.
- blade angle decreases, rpm increases and flyweight tilt
outward raise the pilot valve.
- piston stop, and back to ON SPEED condition.
 FEATHERING
• Unlike most other feathering propeller rely (depend) on
counterweight, spring or compressed nitrogen.
• Hydromatic propeller requires high pressure oil to feather
the blade.
• Utilize high pressure oil to feather the blades:
- consist of:-
- oil reservoir.
- electric pump/feathering pump
- shut-off switch.
- feathering button.
- holding coil
- high pressure transfer valve
 Cont’s
• Feathering sequence;
• - feathering button depressed in the cockpit.
• - holding coil hold button in until feathering complete.
• - solenoid relay energized feathering motor.
• - feathering pump draw oil from reservoir and boost it to 600 psi.
• - oil shift the high pressure transfer valve and isolate the governor
system.
• - auxiliary oil pressure flow through oil passage to in-board side of
the piston, piston and cam rings move outward until propeller
blades reach the feathered position.
• - when fully feathered, piston stop by high pitch stop.
• - oil pressure continue buildup and sense by oil pressure cutout
switch on the governor.
• - reaches 650 psi, feather button holding coil opened and de-
energize the relay and shut-off the oil pump.
Unfeather
 Cont’s
• To unfeather.
- the feather button is pressed and manually held in to prevent it from
popping back out when the pressure cutout switch open.
- electrical oil pump, pumping auxiliary oil to the inboard side of the
piston causing the pressure to built up.
- pressure greater than spring pressure and oil pressure holding the
distributor valve, distributor valve will shift.
- allow high oil pressure to flow to outboard side of the piston.
- a passage is provided to drain oil from the inboard side of the piston
back to the engine.
- piston move aft (backward) rotate blade to lower blade angle.
- once the blade angle is decreased, propeller starts to windmill.
- allowing the engine to be restart.
- feather button is released and system return to constant-speed
operation.
- relief valve off-seats and release oil pressure over 750 psi from the
outboard side of the piston and rotating cam contacts the low blade
angle stop.
 TURBOPROP PROPELLER
 It is a new design and technique to improve
reliability and efficiency of the propeller powered
by TURBINE ENGINE.
 Basic design and operational characteristics are
common to all turboprop engines.
FIXED-SHAFT TURBINE ENIGNE
FREE (POWER)TURBINE
ENGINE
TURBOPROP ENGINE
 Propeller Speed Reduction
• Although reciprocating engine and turboprop engine
system are similar but there is a difference, mostly on
operational.
• Turboprop engine operate at high rotational speed
compared to piston engine.
• Reduction gear assembly is necessary to convert engine
high speed, low torque to a usable low speed high
torque.
• Reduction gear system perform under extreme
operational condition.
• Turboprop engine operates more than 40,000 rpm, and
propeller turns at approximately 2,200 rpm so reduction
gear ratio for certain aircraft is about 14:1
 Power Section
• The combination of reduction gear assembly
and propeller referred as POWER SECTION.
• There are two methods used to drive a
turboprop power section:
a) Direct driven by integral turbine through
fixed shaft.
b) Driven by power turbine or free turbine.
- No mechanically connection with the gas
generator.
 POWER SECTION
• Power section generally refers to:
• a) Power turbine.
• b) Reduction gearbox.
• c) Propeller.
 Propeller governing
• All turboprop engine utilize constant-speed,
feathering propeller and propeller are controlled
by one or more governors.
• Use the same governing principle to control
propeller pitch and maintain constant rpm.
• Propeller pitch change more extensively with
turboprop engine to produce changes in thrust.
• Unlike reciprocating engine , turboprop engine
takes more time to react to fuel flow and power
changes.
• Due to slow reaction, gas generator speed is
held constant while propeller pitch is varies to
produce desired amount of thrust.
 Reversible-Pitch Propeller
 In addition to constant speed and feathering,
most turboprop propeller is reversible.
 Capable of operating beyond the low pitch limits,
blade rotate to a negative blade angle.
 Propeller thrust is directed forward instead of aft.
 Advantages of reversible:-
 - reduce a/c landing distance.
 - reduce brake wear.
 - improve landing performance.
 - better control taxi speed and back the a/c up.
 - improve maneuverability on ground.
 Reversible-Pitch Propeller
• Turboprop propeller has two operating ranges:-
• a) Alpha range – operating under constant-
speed mode (from flight idle to full power or
from 95 – 100% N1)
• b) Beta range – operating on ground, when the
blade is rotated so they produce zero or
negative thrust.
- beta range may be divided into two ranges;
i) Beta for taxi range.
ii) Beta plus power range.
 Reversible-Pitch Propeller
• i) Beta for taxi range.
- blade angle that fall between the bottom of the
Alpha range to zero thrust blade angle.
- used primarily for taxiing and gas generator
operate at high rpm and limiting the amount of
thrust produced by the propeller.
- a/c operator has better control the a/c speed
an the ground.
 Reversible-Pitch Propeller
• ii) Beta plus power range.
- represents the range of blade angle that produce negative thrust.
- in this range power lever also control the fuel flows to the engine.
- farther back you move the more reverse thrust produced.
- power lever quadrant is generally either striped or a placard is
provided.

 Disadvantages of reversible propeller.

= stir up FOD in front of the a/c, will be ingested into the engine.
= damage the propeller blade due to FOD.
= difficulties in rear viewing.
= be accomplished on smooth, clean surfaces and limit the speed to
a minimum.
= moving backward rapidly and when brake applied, a/c nose to rise
off the ground and cause the tail to strike the ground.

 Note:-
Reversing the propeller during flight is prevented by electro
hydraulic stop.
 Reversible-Pitch Propeller

• Draw the quadrant range for:-

• Alpha range.

• Beta range.
• - beta for taxi range.
• - beta plus power range.
 Reversible-Pitch Propeller
• A reversible propeller is very similar to typical constant-speed
propeller.
i) Oil pressure used to either increase or decrease blade angle.
ii) Combination of spring pressure, centrifugal force acting on
counterweights and nitrogen pressure on the opposing side.
• The only difference between reversing and non-reversing propeller is
the absent of fixed low pitch stop (blade can pass through it to
reverse).
• Appropriate blade angle must be maintained by creating a hydraulic
lock with the propeller governor can be change as necessary.
• Once a desired angle is achieved, oil pressure in the hub balances the
sum of the acting forces acting on the propeller blade.
• Primary pitch lock mechanism prevent blade from rotating to reverse
pitch.
• Secondary pitch lock as back up should primary system fails.
 TURBOPROP FUEL CONTROL
 Fuel control working conjunction with propeller
governor to control blade angle.
 Speed above flight idle, power lever control fuel
flow and propeller blade.
 When power lever advance further, more fuel
flow and increase blade angle to maintain its
optimum efficiency and vise-versa.
 Speed below flight idle, propeller blade angle is
controlled by power lever (exclusively) and
governor incapable handling it.
 HARTZEL REVERSING PROPELLER SYSTEM
 This propeller is used on Allied Signal TPE-331 and Pratt & Whitney
PT6 engine.
 This engine is constant-speed engine; operate at or near 100% rpm
throughout operational cycle.
 Reduction gear on the front of the engine with a fixed shaft coupled
directly to the gas generator turbine.
 Its reduction gear ratio is about 14:1
 HARTZEL REVERSING PROPELLER SYSTEM
 Negative torque sense (NTS) incorporated in
reduction gear assembly to prevent propeller
drive the engine.
 When engine power decelerated rapidly (by
automatically increase the blade pitch) enough
to prevent propeller drive the engine.
 If engine fail NTS senses the loss of engine
torque and rotate the blade to high pitch
position.
 Some engine are incorporated with Thrust
Sensitive Signal (TSS) automatically feathers
the blades should engine fails.
 Propeller
• The propeller used on a TPE-331
engine is a flange mounted three
or four bladed Hartzel steel hub,
feathering and reversing
propeller.
• Blade is moved to low pitch and
reverse by governor oil
pressure.
• Centrifugal force acting on
counterweight and spring
pressure increase blade angle.
• Set of retractable pitch stop
prevent blade to feather during
shutdown.
• Spacer or Beta Tube in place of
low pitch stop acts as reverse
pitch stop.
• Beta tube serve as oil transfer
tube between the propeller pitch
control and propeller dome.
 Propeller Control
• During flight:
- engine power, control by fuel control unit and
propeller blade angle control by governor.
- governor permits operator to set a desired
engine rpm by direct oil into and out of the propeller
hub and change the angle.
• During ground operation:
- under speed governor control fuel flow to the engine
(Beta mode).
• Propeller pitch control meter oil in and out of the
propeller hub to control the blade angle, because
propeller governor has no ability to select angle to
reverse.
 Cockpit Control
 Consist of two engine controls:
a) Power lever.
b) Speed or Condition lever.
 Cockpit Control
 Power lever has four position:
a) Reverse.
b) Ground idle.
c) Flight Idle.
d) Maximum.
 During flight power lever directly adjust fuel control unit.
 On ground condition/speed lever has three position
connected to primary and under speed governor through
mechanical linkage is to control rpm and manually cut-off
fuel and feather the propeller.
a) Cut-off.
b) Low rpm.
c) High rpm.
 Cockpit Control
• Some a/c feather valve connected to condition
lever, some with separate feather handle.
• Moving condition lever fully aft, will feather the
blade or moving the feather handle to feather
position.
• During flight condition lever is set by pilot and
the propeller governor will maintain rpm by
changing blade angle.
• In beta range condition lever adjusts
underspeed governor on fuel control unit
through power lever adjustment.
 Cockpit Control
• Most TPE-331 include an unfeathering button.
• Unfeathering switch or button used to unfeather the propeller, when
attempting to restart the engine.
• Unfeathering switch is activated, electrical unfeathering pump forces oil into
the propeller dome to rotate the blades out of the feathered position.
 System operation
• Two basics operating mode of TPE-331are;
- a) Beta mode.
- includes all ground operations:
= engine starting.
= taxing.
= reverse thrust.
- in most cases, the Beta range includes all power
settings from 65 to 95 percent N1.
- b) Alpha mode.
- all operation from flight idle to full power or from 95
to 100 percent N1.
• To begin, TPE-331 is sitting at idle on an a/c with
propeller blades resting against the pitch stop.
 System operation
• Once engine starts:
• - Propeller latches are
retracted by easing
power lever toward the
reverse position.
• - Mechanical linkage
connecting the power
lever to the propeller
pitch control (PPC) slides
the follower sleeve in the
PPC forward.
• - Open the port in the oil
transfer or beta tube
allowing high pressure
governor oil to be ported
to the propeller hub.
 System operation
• Once the governor oil reaches propeller hub, oil
pressure overcomes both spring pressure and
centrifugal force acting on the counterweight to
force the piston outward.
• Piston move out, propeller blades move to
shallow pitch, in turn removes the weight of the
blades from the pitch stop.
• Weight removed, centrifugal force retracts the
pitch stop.
• Beta tube is attached to the propeller piston;
- propeller piston moves, the Beta tube also
moves.
 System operation
• Propeller blades angle
will stop changing
when the port in the
Beta tube moves
forward enough to be
blocked by the
follower sleeve.
• This is referred as
neutral position and
represents the point
where oil pressure
within the propeller
hub balances both
spring pressure and
centrifugal force
acting on the
counterweight.
 System operation
• Once propeller reached to a lower pitch and the pitch
stop retract, the power lever is move forward to increase
blade pitch.
• As the power lever moves, a mechanical linkage pulls
the sleeve in the propeller pitch control aft, unporting the
Beta tube.
• Beta tube oil port open, oil is free to flow into the gear
reduction case.
• Combination of spring tension and centrifugal force on
the counterweight to force oil out from the hub to
increase the blade angle.
• Blade angle increase, the propeller piston and beta tube
moves aft until Beta tube return to it’s neutral position in
the PPC.
• Blade angle change proportional to the degree of power
lever movement.
System operation
 System operation
• Take-off:
• - condition lever to high setting.
• - power lever to the flight idle.
• Condition lever in a high rpm position, under-speed
governor is fully opened and no longer controls fuel flow.
• In addition, when power lever to FLT IDLE, the follower’s
sleeve in the propeller pitch control is slide forward that
no longer cover the port in the Beta tube.
• This effectively eliminates the ability of the PPC to
change the propeller pitch giving the propeller governor
full control over the propeller blade angle.
• In this mode, power lever is used to control fuel flow from
engine’s fuel control unit and has no effect on propeller
pitch change.
 System operation
• In Alpha / flight mode.
• - Propeller governor adjusted by condition lever
to set rpm setting.
• - Power lever control the amount of fuel
delivered to the engine.
• - Power lever forward, increase fuel flow that
will increase engine power.
• - Governor control constant rpm.
• - increasing engine power causes propeller
governor to increase propeller blade angle.
• - decrease engine power causes propeller
governor to decrease propeller blade angle.
 System operation
• To feather the
propeller on TPE-331
engine:
• - condition lever is
moved aft or pulled the
feather handle.
• - this causes the
feather valve to shift
and allow the oil in the
hub to return to the
engine.
• - with no oil pressure
in the hub, spring
tension and centrifugal
force acting on the
counterweight rotate
the propeller blades to
the feather position.
 System operation

• To unfeather the propeller on TPE-331 engine.

• - activate an electric unfeathering pump in the
cockpit.
• - pump’s “on”, it pumps oil to the propeller hub
forces the piston forward.
• - piston moves outward, the blades rotate out of
the featherd position and into high pitch.
• As the blades unfeather, the propeller begin to
windmill and aid in an air start attempt.
• - unfeathering pump can be used on ground to
unfeather the propeller.
 PRATT & WHITNEY PT6
• PT 6 is a free or power turbine engine.
• Produces more than 600 hp at 38,000 rpm gas generator speed.
• Free turbine engine, has no mechanical connection between gas
generator and power turbine.
• Power turbine is driven by the hot gases produced by the gas
generator section.
• The power is transmitted through a shaft to a reduction gear to drive
the propeller.
• Reduction gear reduce propeller speed to 2200 rpm, from engine
operation at 100% output.
• Main difference between free turbine and a fixed shaft engine is that
a free turbine engine when it is shutdown, the propeller are placed in
the feathered position.
• During normal engine start, the compressor and turbine are rotated
while the free turbine remains motionless.
• This reduce the starter load and eliminates the need for a set of
pitch stops.
 PRATT & WHITNEY PT6
Propeller.
• Type in used is the Hartzel
HC-B3TN-3.
• It is flange mounted, three
blades, steel hub and
reversible.
• Governor oil pressure to
low or reverse blade angle.
• Feathering, spring and
counterweight to high pitch
and feather position.
• To provide blade angle
information to the propeller
governor and fuel control, a
feedback ring or Beta slip
ring is installed on the rear
of the propeller assembly
when operating in the Beta
range.
 PRATT & WHITNEY PT6
Governor.
• Utilize a primary and over speed
governor, in some engine use
topping governor.
• Located at 12 o’clock position
on top of the reduction gear
case.
• Component include:
- a gear-type oil pump.
- rotating flyweight.
- speeder spring.
- pilot valve.
• In addition depending on model,
governor incorporate either Beta
valve or a Beta lift rod that
control blade angle when
propeller is operated in the Beta
range.
 Governor
• Precaution - in the event of
primary propeller governor fails
to limit the propeller’s speed to
normal maximum rpm.
• A over-speed governor act as
backup (rpm above 106%).
• - To prevent the propeller from
over-speed by using a speeder
spring and flyweight
arrangement.
• Speeder spring tension cannot
be controlled from the cockpit
nor is it field adjustable.
• Adjustments by manufacture or
approved repair station.
 Governor
• Operation of the over-speed governor.
• - speeder spring applies a predetermined amount of pressure to a set of
flyweight.
• - engine accelerate, centrifugal force pulls the flyweight outward and raises a
pilot valve.
• - engine speed exceeds its maximum rated speed, centrifugal force acting on
the flyweights pulls the flyweights out to raise the pilot valve so oil can escape
from the hub.
• - spring tension and centrifugal force acting on the propeller counterweights
to increase the blade angle and slow the engine.
• To check the over-speed governor’s operation;
• - momentarily close toggle switch will activate the electrical test solenoid.
• - on ground engine running at high rpm and switch is depressed, the propeller
maximum rpm will be less than the normal amount.
• - care should be taken, test switch is not released while power lever is
advanced or a real over-speed will occur.
• Fuel topping governor senses propeller rpm.
• In the event propeller rpm exceeds the limit, fuel topping governor dumps a
portion of the bleed air in the fuel control unit to tricked that the gas generator
is not developing as power as it really is and send less fuel to the engine.
• The engine gas generator’s rpm reduces, in turn reduces propeller’s rpm.
 PRATT & WHITNEY PT6
• Fuel Control Unit.
• - it is installed on the rear of the engine.
• - it is linked through a cam assembly to
Beta valve on the primary propeller
governor and to the Beta slip ring on the
propeller.
• - the purpose for interconnecting the fuel
control unit with Beta valve and Beta slip
ring is to provide input to the fuel control unit
when operating in the Beta mode.
 PRATT & WHITNEY PT6
Cockpit control.
• Cockpit control consist of:
• a) power lever.
• b) propeller control lever.
• c) fuel cut-off or condition lever.

a) Power lever.
• - it is connected to cam assembly and through
mechanical linkages to the fuel control unit and Beta
valve on the primary governor.
• - in the Alpha mode, power lever controls engine power
output by adjusting the fuel flow to maintain desired
gas generator speed.
• - Beta mode, power lever controls both the fuel unit and
the propeller blade angle.
b) Propeller control lever.
• It is connected to the primary propeller
governor.
• Adjusts the tension applied on the speeder
spring.
• Full aft movement will dump oil pressure
from the propeller piston to feather the
blade.
• Full forward will cause oil pressure to be
directed into the hub and decrease blade
angle.
 c) Fuel cut-off or condition lever.
• Utilized on reversing propeller installation.
• Has two function:-
- i) positive fuel shutoff at the FCU for engine
shutdown.
- ii) sets the gas generator’s low and high idle rpm.
= Low Idle – provides 50% gas generator
during ground operation.
= High Idle – provides 70% gas generator rpm
during flight.
PT6 engine control
 PRATT & WHITNEY PT6
System Operation.
• PT6 turboprop engine has two operation mode.
1) Alpha Mode.
- all operation from 95 – 100%.
2) Beta Mode (Beta range).
- all operation from 50 and 85%.
• To begin, engine not running propeller blades in the feathered
position.
• To start;
- power lever – idle position.
- propeller control lever – in feather position.
- condition lever - fuel cut-off position.
• Starter engaged and the N1 reaches to specified speed, move
condition lever to Low Idle position.
• Engine starts and ready to taxi;
• - control lever moved to high rpm setting.
• - power lever adjusted as necessary for a/c taxi speed.
 PRATT & WHITNEY PT6
• System Operation.
• Beta mode, the primary
governor is in a under
speed condition and pilot
valve in the lowered
position.
• This allows the power
lever to control fuel flow
and blade angle.
• As power lever moved aft
into Beta range, Beta valve
is pushed into the
governor to allow governor
oil into the hub.
• Oil in, piston moves
outward and propeller to
fine angle.
• As piston move outward,
the feedback ring moves
forward and beta valve to
neutral position.
 PRATT & WHITNEY PT6
• System Operation.
• It operates in either Alpha mode of Beta mode.
• Beta Mode – all power setting between 50 and 85%
• Alpha Mode – all operation from 95% to 100%.
• To start:
Power lever - Idle position
Propeller lever - Feather positon
Condition lever - Fuel cut off position.
Once engine starter is engaged and N1 reaches specified speed:
Condition lever - Low idle position
Propeller lever - push toHigh RPM

• - pilot valve in the governor rise allow oil in hub to return to the engine.
• - spring tension and centrifugal force acting on the counterweight rotate
blade to feather position.

• To unfeather.
• - the engine must first be started.
• - propeller control lever forward, out of the feather position.
• - pilot valve down, governor oil directed into the hub.
• - pressurized oil rotate the blades out from feathered position to the
selected blade angle or governor rpm setting.
 AUXILIARY PROPELLER SYSTEMS
• Purpose:
• To improve propeller performance and enhance
the a/c all-weather capabilities by:
i) Reducing propeller noise and vibration.
ii) Removing ice from propeller should it occurs.
• Two types of auxiliary system:
i) Synchronization system.
ii) Propeller ice control system.
 Synchronization System.
• This system is utilized to equalize the propellers
rpm should the dissimilar rpm occur between
engines.
• The matching of this rpm is called synchronize.
• Types of synchronization system;
a) Master motor synchronization.
b) One engine master control system.
c) Synchrophasing system.
• System control engine rpm, reduce vibration by
setting all propeller at exactly the same rpm used
for all flight operation except take-off and landing.
 a) Master motor synchronization.
 Used in WW II four engine a/c.
 Consists of:-
i) Synchronizer master unit (which consist of master motor).
ii) Four alternators.
iii) Master tachometer.
iv) Tachometer generator.
v) Contactor unit for each engine.
vi) RPM master control lever.
vii) Switches.
viii) Wiring.
 When switch is activated the master motor in synchronizer master unit drives
contactor units that electrically connected to alternator (three phase
generator).
 The alternator is driven by engine accessory drive.
 The voltage produced by generator is directly proportional to engine speed.
 The desired engine rpm is selected manually by adjusting the rpm control
lever until master tachometer indicates the desired rpm.
 Once engine is set, any difference in rpm between engine and master motor
will cause corresponding contactor unit to operate the pitch change
mechanism until engine speeds match.
b) One engine master control system.
• Today many twin engine a/c used this
synchronizer system.
• Consists of:-
1) Control box.
2) Master governor (on left engine /(# 1 eng).
3) Slave governor (on right engine).
4) Actuator.
• Both governor incorporated frequency generator
that produces frequency proportional to the
engine rotational speed.
• Control box compares
rpm signal from slave
engine to rpm signal
from master engine.
• If difference in engine
speed exists the control
box will send signal to
actuator to adjust the
slave governor until
engines match.
• The comparative circuit
has limited range of
operation in which the
difference of slave
engine to master
engine within
approximately 100 rpm
for synchronization to
occur.
 c) Synchrophasing system.
• It is a refinement of propeller synchronization system.
• Pilot can control the phase angle (angular difference in
the plane of rotation between propeller blades) from
synchrophasing control panel in the cockpit.
• It known as the phase angle.
• Can be adjusted by the pilot to minimizes noise and
vibration levels.
 c) Synchrophasing system.
• This system consist of magnetic pick-up device (pulse generator).
• Pulse generator on each engine is keyed to the same blade of
respective propeller for comparison purposes.
• As the designated blade of each propeller passes the pulse
generator, an electrical signal is sent to phasing control unit which
determines the relative position of each respective propeller.
• If the difference exits the phasing control unit electrically drives the
slave generator to establish the selected phase angle between
propellers.
 Propeller Ice.
• Propeller are susceptible to ice buildups
when flying in cool weather.
• Must be equipped with system to remove
ice accumulation.
• Ice accumulation can distort a propeller
blade’s airfoil shape and loss efficiency
and thrust.
• Cause propeller blade unbalance and
vibration.
 PROPELLER ICE CONTROL SYSTEM
• Purpose:-
- to improve a/c performance during flight
in cold weather condition either to prevent
or remove ice.
• Types:-
• a) Anti-icing.
• b) De-icing.
 a) Anti-icing system.
• Consists of:-
i) Rheostat in control unit, ii) Tank.
iii) Pump. iv) Slinger ring.
v) Feed shoes
vi) Anti icing fluid either isopropyl alcohol
or phosphate compound.
 a) Anti-icing.
• Operation:-
- Fluid is pumped out from tank to stationary
nozzle behind the engine nose case.
- From nozzle it enters a slinger ring (U-shape
channel) mounted at rear of propeller assembly.
- Due to centrifugal force the fluid is dispersed
into delivery tube to feed shoes (narrow rubber
strip from shank to 75% of propeller radius).
- As anti-icing fluid flows along the channels the
relative wind carries the fluid laterally over the
leading edge of each blade.
 Electric De-ice.
• It is electrical operated.
• Consists of:-
a) Power source.
b) Power relay.
c) Resistance heating elements.
d) System controls.
e) Timer or cycling unit.
• Resistance heating element may be mounted either internally or
externally on each propeller blade.
• Externally mounted heating elements is called Deicing Boots.
• The deicing boots is bonded to each blade with approved bonding
agent.
• System control consists of:
a) On-off switch.
b) Load meter.
c) Protective device either current limiter or circuit breaker.
• The load meter monitors individual circuit current and verify proper
timer operation.
 System Operation.
 Switch “on” electrical power is supplied to propeller hub through a
set of brush block and slip rings.
 Brush block mounted on an engine case just behind the propeller.
 Slip rings mounted on the back of propeller hub assembly.
 Flexible connectors on propeller hub transfer power from slip ring to
each heating element.
 System Operation.
 The icing systems are designed for intermittent application of power
to heating element to remove small ice accumulation.
 Should ice accumulation is excessive the de-icing effectiveness is
diminished.
 When base of the ice melts it becomes loose and due to centrifugal
force the ice is flung off the blades.
 System Operation.
 Proper control of the heating intervals is critical to prevent runback.
 Runback refers to a condition where melted ice reforms behind a
blade’s leading edge.
 Heat should be applied long enough to melt the ice.
 Insufficient to evaporate the water can run back over unheated
surface and freeze again.
 System Operation.
 Runback may result in a dangerous build-up of
ice on blade areas which have no de-icing
protection.
 Prevent runback, heating intervals carefully
control to avoid vibration.
 Cycling timers energize the heating element for
periods of 15 to 30 sec with a complete cycle
time of 2 mins.
 De-icing boots, check during pre-flight inspection
by turning the system on and feeling the boots.
(applied for short time only).
y
y
 PROPELLER INSPECTION,
MAINTENANCE AND INSTALLATION
Propeller maintenance manual and service
bulletins should be consulted for specific
instructions and service limits

Maintenance include:
A. Inspection
B. Repair
C. Removal and Installation
Always observe safety precautions
While doing the maintenance
 INSPECTION
Cleaning of wooden propeller:
May be cleaned with warm water and mild soap using
Brushes or a cloth.

Inspects for wooden propeller

▪ Breaks in the surface finish,
▪ Scores
▪ Nicks
▪ Cracks
▪ Delamination, and
▪ Security of leading edge sheath.
Cleaning of metal propeller:
Should be cleaned with solution of mild soap
and water Using soft brush or cloth to remove
dirt and grease.
Inspect for:
• Sharp indentations
• Scores
• Corrosion
• Dents
• Nicks
• Cuts and other surface damage
SPLINE SHAFT