ERDEM URAS

MODÜL 17 PERVANE DERS NOTU (Sezai TURPÇU)

Propellers
Fixed Pitch Variable Pitch
Blade Angle is Fixed Blade Angle can be change
RPM change continuously Constant Speed (RPM is stable)

Geometric pitch - The theoretical

distance that an aircraft will move
forward in one revolution of the
propeller.

Effective pitch - The distance forward

that an aircraft actually moves in one
revolution of the propeller.

Slip - The difference between

geometric pitch and effective pitch.

If slip is decreasing, effective pitch will 𝐺𝑒𝑜𝑚𝑒𝑡𝑟𝑖𝑐 𝑃𝑖𝑡𝑐ℎ = 𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑃𝑖𝑡𝑐ℎ + 𝑆𝑙𝑖𝑝
be increase.

Feathering: A full-feathering propeller system is normally used only on twin-engine aircraft. If

one of the engines fails in flight, the propeller on the idle engine can rotate or “windmill”,
causing increased drag. To prevent this, the propeller can be “feathered” (turned to a very high
pitch), with the blades almost parallel to the airstream. This eliminates asymmetric drag forces
caused by windmilling when an engine is shut down. A propeller that can be pitched to this
position is called a full-feathering propeller.

Contra-Rotating This configuration is where there are two propeller units on one shaft,
This gives the advantage of;
- reducing the disc area,
- driven by the same shaft, but rotating in opposite directions.
- reducing the blade number
- Required Higher RPM and powerful engine

The blade angle increases from "tip" to "root".

The blade angle decreases from "root" to "tip".

Alpha Range Flight Operations Take-Off – Flight Idle

Beta Range Ground Operations Flight Idle – Max Reverse

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Blade shank is that portion

of the blade near the butt. It
is usually made thick, to
provide strength, and it is
cylindrical. This area of the
propeller does not produce
any lift and is the point of
maximum stress in the
blade.

Metal propellers can not return to their original shape if they have a tendency to fatigue and
are bent.

The release of the governor oil pressure is necessary so that the propeller can be feathered.

- Used on multi-engine airplanes.

- Used in case of engine failure.
AUTO – Feathering - It must be armed during takeoff and landing.
- The system is armed in the cockpit.
- The system is not used during cruise, flight and taxi.

If the forward velocity increases, the angle of attack drops (decrease).

Coarse Pitch – High Fine Pitch - Low

In Cruise: RPM increase, Thrust increase, Blade Angle increase, Forward Speed increase.

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Centrifugal Force: Centrifugal force puts the greatest stress on a propeller as it tries to pull the
blades out of the hub.

Torque Bending Force: Torque bending forces try to bend the propeller blade back in the
direction opposite the direction of rotation.

Single Acting Propeller directs the oil pressure to the inboard.

Double Acting Propeller directs the oil pressure to both sides.

For counterweighted propellers, governor oil pressure is used for fine pitch adjustment.
Angle "decrease".

For non-counterweighted propellers, governor oil pressure is used for coarsen pitch
adjustment. Angle "increase".

If fixed pitch propellers are used instead of constant speed propellers (variable
propelles), the slip increases.

If the "speeder spring" tension in the governor is more than the flyweight force, it is
underspeed.
- In the case of overspeed the flyweight leans outward.
- In the underspeed case, the flyweight leans inward.

In case of overspeed or underspeed Solution

Overspeed Flyweight outward Blade Angle increase Rpm decrease
Underspeed Flyweight inward Blade Angle decrease Rpm increase

No tracking check is required after installation. Fixed Pitch Propellers angle does not change.

Synchrophasing adjusts the angular difference.

Synchronization setting the engine speed (RPM).

Ice Protection: A ‘Slinger Ring’ feed tube mounted on the nose of the engine case directs the
fluid into the slinger ring, which is mounted on the rear of the propeller and is rotating with the
propeller and holds fluid in its curved channel by centrifugal force. The fluid flows out to the
blades through the blade feed tubes, which are outlets welded onto the blade propeller ring.

The de-icing systems of right and left engine propellers are independent of from each
other.

Deicer boots is controlled by the timers.

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If a blade has damage, erosion or corrosion, it will never be repaired (unserviciable).

If an aluminum or steel propeller is exposed to salt water, it should be cleaned with fresh
water.

The most critical regions in a propeller; near hub and shank area. If the shank area is damaged,
it is not repaired.

Slip rings and contact brushes should be checked for damage and wear when the propeller is
removed.

Overspeed RPM Up to 115% Propeller tracking check required

Overspeed RPM Between 115% and 130% Propeller must be removed for inspection
Propeller must be returned to the
Overspeed RPM Above 130% manufacturer for research.

Causes of propeller vibration:

- Propeller blade imbalance (out of balance condition)
- Propeller blades ae not tracking (out of tracking)
- Variation in propeller blade angle setting

Vibration reduction methods for the propeller:

- Static balancing
- Dynamic balancing
- Blade tracking (variable propeller)

Amplitude and phase information is required to achieve an imbalance in the propeller.

The vibration analyzer method is used to confirm the correctness of the dynamic balance. This
method does not use static balance.

Protractor: Propeller angle gauge.

Piston Engine Start: Before the engine is started, the direction of the aircraft nose must be
opposite (or into) to the wind direction.
Piston engine Stopping: If the engine is overheated, it should be operated short time idle for
cooling.
Preservation of propeller is found in chapter 10 on the protection of the aircraft maintenance
manual (AMM).