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PROPELLERS
• Purpose to convert engine power to useful
force termed “THRUST”.
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).
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.
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.
Note:-
Reversing the propeller during flight is prevented by electro
hydraulic stop.
Reversible-Pitch Propeller
• 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
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).
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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.