A m17 Propeller

M17 PROPELLER
29.11.2012
1NOV2012
DAC
EASA Part-66
CAT A
P66 M17 A E
Training Manual
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EASA PART 66
M17
M17
PROPELLER
FOR TRAINING PURPOSES ONLY!
PROPELLER
FRA US/O-5
DaC
15.09.2012
ATA DOC
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PROPELLER FUNDAMENTALS
GENERAL
The propeller is driven by an engine with a performance measured in shaft horse
power or brake horse power). It accelerates a mass of air and the reaction
produces thrust.
Propellers can also be used as aerodynamic brakes by reversing the direction of
air acceleration.
The propeller consists of a propeller hub and two or more propeller blades. The
propeller is connected to the propeller shaft by the hub.
The propeller blades have an aerodynamic profile. When they move through the
air (rotation of the propeller), an air mass is accelerated by the difference in
pressure on the surfaces of the blades.
The following terms apply to the propeller blade:
S leading edge
S trailing edge
S blade root
S and blade tip.
As the geometry of the blade changes from the root to the tip, details on chord
length, chord thickness and blade angle refer to a particular reference station. This
reference station is normally located from 0.7R - 0.75R.
As the pressure differences on the propeller blade airfoils are small by nature, the
acceleration of the air mass is also small. This leads to low downwash speeds with
high propulsive efficiency at low to medium airspeeds (mach 0.5 to 0.6).
HOW THE PROPELLER WORKS

PRODUCTION OF THRUST
The way the propeller works is based on the reactive principle. The air mass
flowing through the propeller plane is accelerated by the difference v. The reason
for this acceleration of the air mass is the change in pressure in front of and behind
the propeller plane, which occurs as a result of the air flowing around the propeller
blade airfoil. As a reaction to the accelerating forces, propeller thrust (Fs) is
created. As the air mass in the propeller plane also receives an accelerating
component in the direction of the circumference, the air mass spirals away from
the propeller plane. Because of the higher velocity of the propeller wash behind
the propeller plane, its crosssection is reduced there.
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01|17.1 FUNDAMENTALS|A
propeller plane
Figure 1
Propellerstream
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HUB
BLADE TIP
LEADING EDGE
anti-icing tip
Spinner
BLADE ROOT
AIRFOIL
TRAILING EDGE
BLADE ROOT
reference
station
chord length
BLADE TIP
Figure 2
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Propeller Components
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ANGLES OF THE PROPELLER BLADE

Blade Angle ()
The angle between the propeller chord and the rotational plane of the propeller is
the blade angle or the angle of incidence. The blade angle is not constant over the
whole length of the propeller (see aerodynamic twist).
In practice the angle always refers to the pressure side of the blade, even if the
profile chord differs from this. As the blade angle is not constant over the whole
length of the blade, a particular part of the blade is termed the reference station.
This station is generally at 3/4R of the propeller.
Angle of Attack ()
The angle of attack is the angle between the profile chord line and the relative air
flow towards it. With the angle of incidence running appropriately the length of the
blade, the desired lift distribution is achieved from the resulting angles of attack.
As the propeller moves on a plane which is perpendicular to the forward movement
of the aircraft, two velocities, perpendicular to each other, are definitive for the
angle of attack:
S the relative air flow velocity, resulting from aircraft airspeed (v)
S the relative air flow velocity, resulting from propeller peripheral speed (u).
Both velocities produce the resultant relative velocity (w) and determine direction
and magnitude of the velocity (w).
Angle of Advance ()
The angle of advance () is the angle between the rotational plane of the propeller
and the relative velocity (w). The angle of advance increases with increasing
airspeed (v).
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angle of attack
angle of advance
chord
bladeangle
resulting velocity w
air speed
propeller plane
peripheral speed u
Figure 3
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Propeller Angles
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AIRFLOW ONTO THE PROPELLER BLADE

Influences on the Angle of Attack
A change in airspeed or a change in peripheral speed (depending on RPM) results
immediately in a change of resultant relative air flow direction and velocity.
This can even lead to a negative angle of attack, for example during descent with
idle power. The propeller would then drive the engine (windmilling). This would
mean negative torque for the engine.
As a certain angle of attack is optimal for any given propeller, a fixed propeller only
works optimally within a given speed range.
Thus fixed propellers are good for climbing performance, or optimized for towing
or for high cruising speeds.
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Influences on the Angle of Pitch
Change of Peripheral Speed u
Change of Airspeed v
Figure 4
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Influences on the Angle of Pitch

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GEOMETRY OF THE PROPELLER BLADE
Tip Section
Blade Shapes and Profiles (Airfoil Sections)

For every speed range there is an optimal profile shape with regard to lift and drag.
Thick profiles are used for low speeds and thin ones (usually laminar profiles) for
high speeds. At the same time the profile changes from thick at the root area to
thin at the blade tips. This is of advantage regarding static stress. In the root area,
where the forces are higher, we find a thicker material crosssection, so that the
stresses affecting the material do not exceed the permissible range.
The blade shape depends on the purpose of the propeller, whereby performance,
airspeed and diameter play a role. The higher the circle load is, the wider the
propellers which should be used. For reasons of reducing noise, propeller tips
should be elliptical.
Blade Angle
6 Sections
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Blade Twist
The further the profile section of the propeller blade is from its rotational axis,
the greater will be the peripheral speed at constant rotational speed.
If a nearly constant angle of pitch is to be retained, the propeller blade must be
twisted.
The angle of incidence must become smaller the further it is from the axis in order
to keep a nearly constant angle of pitch. In practice the angle of incidence running
the length on the blade determines the angle of pitch in such a way that an optimal
distribution of lift results.
In addition to the angle of incidence, the profile shape also changes for static and
aerodynamic reasons.
Blade
Shank
Center of Hub
Blade Butt
Figure 5
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Twisted Blade
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Figure 6
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Twisted Prop. Blades
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Geometric Pitch
If the propeller were to spiral through the air on a course, where the angle of pitch
equalled the blade angle, the propeller would, in one rotation, have moved
forward axially by the geometric pitch.
If the aircraft moved through the air according to the geometric propeller pitch, the
propeller angle of attack would be zero.
To calculate the geometric pitch of a propeller based on the blade angle, you use
the blade angle at the reference station on the blade. This is normally 3/4 of the
propeller radius.
Effective Pitch
The actual helical path on which the propeller moves through the air has an angle
of pitch which corresponds to the angle of advance.
With one rotation of the propeller the aircraft moves forward by the effective pitch.
The effective pitch can be calculated by replacing the blade angle by the angle of
advance in the above equation.
Slip
Slip is geometric pitch minus effective pitch. It is given in percentage of geometric
pitch.
PROPELLER PITCH AND EFFICIENCY

Propeller Efficiency
Propeller efficiency is basically the performance produced by the propeller in
relationship to its motive performance.
Motive performance is the same as the output power of the engine (brake power).
The performance produced is the thrust performance of the propeller. Thrust
performance can be calculated from thrust and airspeed. Propeller efficiency can
also be calculated by dividing effective pitch by geometric pitch.
Propeller efficiency ranges from 0.8 to 0.9 (80% 90%).
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effective pitch = angle of advance

geometric pitch = blade angle
Figure 7
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Propeller Pitch
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Aerodynamic Forces on the Propeller Blade

When air flows towards the propeller blade with the resultant (w), resultant air force
(FR) is produced. With regard to the propeller element it is termed FR. This can
be split into its components FL and FD. The quotient of FD and FL results in
the lift/drag ratio. As with air flowing around a wing, here the drag FD is
considerably lower than lift FL. The resultant airforce can also be
divided in such a way that the component Fs lies in the direction of flight and FT
in the propeller rotational plane. The component Fs represents the share of thrust
and FT is the tangential force component. If FT is multiplied by the effective lever
to the propellers axis of rotation, the result is the share of
propeller brake moment. The sum of all partial forces Fs over the radial extent
of all propeller blades results in the propeller thrust. If the torque of all partial forces
FT are added together over the same area, we arrive at the resultant propeller
torque or the brake moment of air forces affecting the propeller.
At constant rotational speed the sum of propeller brake moment and engine
torque is zero.
The reason for the air forces created on the profile is the difference in pressure
on the profile, arising from the air flowing around it. As the acceleration of air in
the propeller wash is caused by the difference in pressure, the resultant air
force FR can be looked upon as being the force which is reactive to the
accelerating forces of the air.
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turn direction
flight direction
Figure 8
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Forces on the Blade
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PROPELLER BRAKE MOMENT

Brake Moment with Changing Airspeed
The Brake moment is produced by the partial force FT, which affects the propeller
blades. As FT is a component of the resultant air force FR, FT is to a great extent
directly dependent on the angle of pitch. Thus the propeller blade angle of pitch
has a direct influence on the brake moment.
With constant rotational speed the angle of pitch can be influenced by changes in
airspeed or blade angle (pitch).
When the airspeed increases, the partial force FT becomes smaller, as does the
brake moment. If the engine continues to supply the same motive power and the
propeller is not adjusted, the rotational speed will increase until the moments
return to equilibrium. Accelerating to very high airspeeds, an engine with fixed
propeller can exceed its maximum permissible rotational speed. In such a case
a timely reduction in power is necessary.
Brake Moment at Reverse Thrust

If the blade angle is reduced so far that the angle of attack is less than the zero
lift angle of attack, thrust acting against the direction of flight results. The partial
force FT acts contrary to the direction of rotation, so that the brake moment it
causes must be overcome by the drive. The brake moments which occur very
quickly become very large when the blade angle is reduced. So corresponding
engine power must be available to maintain the rotational speed.
As the air mass flowing through the propeller plane is not accelerated but
decelerated, maximum achievable brake thrust increases with airspeed and can
even exceed takeoff thrust.
Brake Moment when Changing the Blade Angle

A reduction in blade angle (pitch) leads to a reduction on the partial force FT and
thus to a reduction in the brake moment. With constant motive power the rotational
speed will increase. An increase in pitch has the opposite effect.
If the pitch is adjusted to a changing airspeed, the magnitude of brake
moment can be maintained. This leads to a constant rotational speed
without changing engine power and to almost constant propeller thrust FS.
In this way propeller efficiency improves for the whole of the aircrafts speed range.
Thus with the same engine power higher airspeeds can be achieved than in the
case of a fixed propeller.
Brake Moment when Windmilling
If with constant pitch airspeed increases rapidly or rotational speed is greatly
reduced, a flow of air to the propeller occurs which causes the propeller to windmill.
In this case the partial force FT works in the direction of rotation and drive the
propeller.
As thrust Fs is relatively large in this situation and directed against the direction
of flight, the aircraft drag is considerably increased by a windmilling propeller. The
drag caused by the propeller is greatly reduced if it is put in the feathering position.
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Reverse
Windmilling
Reverse
direction of turn
direction of turn
Figure 9
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Windmilling and Reverse
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EFFECT ON THE AIRCRAFT

Effect of Engine Torque on the Aircraft
The counter moments caused by engine torque tries to turn the aircraft around the
longitudinal axis against the propellers rotation. Due to this moment the main
landing gear on that side is pushed strongly towards the ground when taxiing and
especially on takeoff. This leads to an asymmetric distribution of roll resistance

and produces a yaw moment around the aircrafts vertical axis, in other words
causing a certain runoff tendency at takeoff. To compensate for the roll moment
during flight, aerodynamic means are normally used. An example of this would be
a small trim strip or a trim tab on one of the ailerons.
Exact compensation is only possible for one particular speed and engine power.
Normally cruising speed is chosen. At greater and lower airspeeds the pilot must
make corrections with small deflections of the aileron.
The Twist Effect of the Propeller Wash.
The propeller does not only accelerate the air backwards but also causes a twist
in the propeller wash. Due to this twist the flow of air to the vertical stabilizer is
asymmetric and produces a stabilizer load (FQ) or a yaw moment around the
aircrafts vertical axis. At the same time a roll moment around the aircrafts
longitudinal axis is created. If the propeller is rotating clockwise, as seen by the
pilot, these moments will make the aircraft slew to the left. This tendency is
heightened by engine torque.
To compensate the vertical stabilizer is normally mounted obliquely by 1 to 2 to
the aircrafts longitudinal axis. This aerodynamic compensation is only perfect for
one operational regime (normally during cruise).
In addition, there are other effects of the propeller wash which are of note.
If the propeller is mounted in front of a wing and rotates clockwise (as seen from
behind), the propeller wash is deflected to the left. Rotating anti-clockwise, the
deflection is to the right. The main reason for this is the circulation around the wing,
which through the superpositioning with the propeller airstream increases the rate
of flow in the upper propeller semi-circle while reducing it in the lower.
In a homogenous parallel stream these changes in velocity would lead to a
downwards deflection. But as the propeller wash is twisted it causes, in the same
way as a gyro, a pitching motion known as precession.
The described deflection of the propeller wash to one side can, depending on how
the tailplane and fin are arranged, lead to a change in the direction of air flowing
to these parts.
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Figure 10
Twisted Fin
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twist effect due to propeller wash
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twist effect due to engine torque
Figure 11
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Effect of Propeller Wash
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PROPELLER NOISE
The Components of Propeller Noise
If we analyses propeller noise, we can distinguish between the following
components according to their origins.
1.
A. Rotation Noise
The rotating pressure field of the propeller produces rotation noise. At mach
numbers of the blade tips between M = 0.5 and M = 0.85 and an undisturbed
flow of air to the blade this noise exceeds all other noise components.
B. Vortex Noise
This noise is caused by the vortices leaving the blade tip and blade trailing
edge. Its maximum value is found in the plane of rotation of the propeller.
C. Displacement Noise
The origin of this noise is the displacement of the air by the propeller blades
as they have a finite thickness. It first becomes critical at higher mach numbers
at the propeller tips. At blade tip mach numbers above 0.9 this noise source
equals that of rotation noise.
D. Blade Vibration Noise
This noise occurs with periodic stalls, for example when the stall limit of the
blade is alternately exceeded and fallen below. The rotors of helicopters are
a good example of this phenomenon.
E. Noise caused by inconsistent Airflow
Normally the vortices leave the trailing edge and blade tips in such a way that
they do not affect the following propeller blade. The latter can then work in an
undisturbed airflow. This is not the case with variable pitch propellers when the
angle of pitch is negative and the propeller has zero thrust. Then the vortices
of the preceding blade hit the leading edge of the following blade. This results
in noise. A similar occurrence is possible if the airflow on the preceding blade
stalls as a result of excessive load.
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db(A)
Brake Power
Propeller Diameter
2Blade
3Blade
4Blade
Speed of Sound 330 m/s
-1
min
RPM
Figure 12
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Propeller Noise
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G Influence of Propeller Blade Shape

With the same power, blade area, profile type, camber, profile section, ratio and
diameter a scimitarshaped propeller produces the least noise, and one with
straight tips the most. This favorable effect of the sabreshape is due to the
increasing outward sweep of the propeller blade as the locally occurring
effective mach number is reduced by the factor cos ( = angle of sweep).
The following list shows by about how much propeller noise can be changed
according to various influencing factors:
S blade tip shape: 3 6 dB
S profile type: 2 3 dB
S blade contour: 1 2 dB
S blade twist: 1 2 dB
S profile camber: 1 2 dB
S profile section ratio: 1 2 dB
G Influence of Material
If the blades are not made of metal but of wood or composite construction, they
have a more favourable vibrational behavior due to better selfdamping
properties. The noise caused by blade vibrations is lower in the case of such
blades. Also by using composite construction more aerodynamic and
lownoise blade shapes can be realised without problems regarding strength
and stiffness occurring.
The SAAB 2000 propeller is a good example of this. Its construction was
optimized with a view to the influences described above. In order to keep noise
development as low as possible, this composite propeller rotates when cruising
at only 950 rpm.
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Figure 13
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Different Shapes of Propellers
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a) Scimitar Shape
b) Elliptical Shape,
with rounded Tips
c) Straight Tips
swept propeller
Figure 14
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Propeller Shapes
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PROPELLERBELASTUNGEN
BLADE SHAPES AND PROFILES (AIRFOIL SECTIONS)

For every speed range there is an optimal profile shape with regard to lift and drag.
Thick profiles are used for low speeds and thin ones (usually laminar profiles) for
high speeds. At the same time the profile changes from thick at the root area to
thin at the blade tips. This is of advantage regarding static stress. In the root area,
where the forces are higher, we find a thicker material crosssection, so that the
stresses affecting the material do not exceed the permissible range.
The blade shape depends on the purpose of the propeller, whereby performance,
airspeed and diameter play a role. The higher the circle load is, the wider the
propellers which should be used. For reasons of reducing noise, propeller tips
should be elliptical.
Clark Y
Clark Y
RAF 6
PROPELLER LOADS
The components of the propeller are subject to very high loads when in operation.
We differentiate between static and dynamic loads.
G Static Loads
Centrifugal force is the main static load on the propeller.
Furthermore the propeller is subject to loads from brake moment and the
thrust acting on the blades. Torque loads affect the propeller because of the
offcentre shift in the centre of pressure and from the blades mass
distribution together with the centrifugal force.
The static loads are superimposing at the blade root. Thus the greatest
stress from static loads occurs in the region of the blade root.
Damage and repair work, for example the blending of strike damage, are
not permitted in this area.
As the blades are attached to the hub, this too is subject to high loads, and
thus high stresses also affect its material.
RAF 6
NACA 16
NACA 16
Laminar-Profil
Figure 15
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NACA Shapes
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centrifugal
force
thrust distribution
thrust
Bending by braking moment
FS
Bending by thrust loads
centre of
pressure
point of rotation
M
torque loads due to mass distribution and
centrifugal force
Figure 16
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torque loads by difference of point

of rotation and pressure
Static Loads
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F. Dynamic loads
Maximum dynamic loads occur in the range of the natural frequency of the
propeller. The vibrations are excited by the inconstant drive RPM of piston
engines as a result of the operating stroke phases of the individual cylinders
or by vibrations of the propeller gearbox. Additionally unfavourable aero
dynamic conditions cause vibrations.
The natural frequency of the propeller blades depends on blade length, blade
shape, blade root and material. The basic frequency ranges from 20 Hz (metal)
to 60 Hz (wood). The blades natural frequencies also change over the RPM
range due to differing centrifugal loads.
At a distance of about 20% of the blade radius from the blade tip the highest
vibrational loads occur. This region is therefore particularly susceptible.
Nicks caused by scratching, corrosion and strikes affect the durability of metal
propellers particularly severely.
For this reason it is essential to look out for such damage during a blade
inspection. Damage is to be rectified in accordance with the manufacturers
manual.
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nodal point
unsymetr.
1.Order
symetr.
R= 0,8
2.Order
Point of max.
Vibration Loads
(Outer Nodal
Point)
3.Order
Figure 17
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Dynamic Loads
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B. Dynamic loads due to Resonance

The exciting frequency for propeller blade vibrations changes with RPM. The
combination of engine and propeller is chosen in such a way that the vibrational
behaviour of the combination is not critical in the operational range of the
engine.
With some propellers the frequency excited by a certain RPM range may lie
within the natural frequency range of the propeller. With 2blade metal
propellers used on small aircraft this resonance is found at about 2100 2200
propeller RPM range. This range is therefore not suitable for
continuous operation and should be avoided.
In order to have a picture of the vibrational behaviour of the propeller, a
resonance diagram is constructed. The horizontal line shows engine RPM
(min1) and the vertical line the calculated frequencies (min1). Frequency lines
1 4 and the line of the natural frequency of the propeller are drawn on the
diagram. The natural frequency line of the propeller must not cut through the
lines of exciting frequencies in the operating range.
max. design load
off limit
rpm range
propeller rpm
Figure 18
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Keep out Zone
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resonance diagram
f
operating range
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natural frequency 1
natural frequency 2
engine rpm
Figure 19
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Resonance Diagram
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PROPELLER CONSTRUCTION
GENERAL
Propellers are designed as either pusher or puller (tractor) propellers, which are
then subdivided into fixed pitch propellers, adjustable pitch propellers and variable
pitch propellers.
Variable pitch propellers are further categorized according to the method of pitch
changing, for example hydraulic, mechanical or electrical, according to the type
of change, e. g. changing to a particular angle or a particular RPM or according
to the scope of change. In this respect there are propellers which, in addition to
normal change of pitch, can also be feathered and/or put into reverse thrust.
Wooden blades are either made in one piece from laminated wood or as a
combination, with kunstharzpressholz (Synthetic Resin Compressed Wood)
at the blade root and a light wood (e. g. spruce) for the body of the blade.
The certification of these propellers requires a great deal of timeconsuming work
and a vibration examination. They have not become very popular and are used
only in special cases.
FIXED PITCH PROPELLERS

Fixed pitch propellers are used for up to about 200 kW (250 hp) performance and
speeds of up to 250 km/h (160 mph). The blade angle (pitch) cannot be changed
and is determined in accordance with the purpose it is to be used for. For steep
climbing and towing low (fine) pitch is needed and for more gradual climb and
cruising flight a higher (coarse) pitch is preferred. Greater efficiency can only be
achieved over a small range of speeds. Fixed propellers are favourable with regard
to production and maintenance costs.
These propellers are generally manufactured from forged light alloys or layers of
bonded wooden strips (typically birch).
The fixed pitch propeller has a thick hub to create a smooth transition from the thick
airfoil section at the blade root (with its high blade angle) to the hub. In most cases
these propellers can be attached directly to the engine with bolts. To maintain a
larger distance from the engine flange, which allows for a more favourable engine
cowling, spacers are used, which are available in different thicknesses.
ADJUSTABLE PITCH PROPELLERS

The blade angle of an adjustable pitch propeller can be changed on the ground
when the engine is shut down. The blades are clamped in the hub. When the
clamping bolts are loosened, the blades can be turned in the hub. There are
generally adjusting marks in the blade and the hub.
The hub is usually made of forged light alloy or steel. The blades are manufactured
from forged light alloy or wood.
FRA US/O-5 DaC
Sep 15, 2012
03|17.2 CONSTRUCTION|A
Figure 20
Adjustable Pitch Propeller
Page 28
M 17 PROPELLER
M 17.2 CONSTRUCTION
EASA PART 66
M17
CRANK SHAFT
Propeller Installation
REAR SPINNER
BULKHEAD
PROPELLER
DOWEL PIN
SPACER
RING GEAR
ASSEMBLY
SPINNER DOME
FORWARD SPINNER BULKHEAD
Figure 21
FRA US/O-5 DaC
Sep 15, 2012
Fixed Propeller
Page 29
EASA PART 66
M17
VARIABLE PITCH PROPELLERS

GENERAL CONSTRUCTION
In the case of a variable pitch propeller the blade angle can be changed during
operation. In this way it can be adjusted for different operating conditions. This type
of propeller is therefore more efficient over a wider range of speeds. Nowadays
hydraulically controlled variable pitch propellers are almost exclusively in use,
except for motorized gliders, the propellers of which are often adjusted
mechanically (3 position propeller) or electrically.
The blades of a variable pitch propeller are mounted on ball, roller or needle
bearings in the hub and can be turned to adjust the blade angle. They can be made
of forged light alloys, steel, fibre reinforced plastics, or of a wooden composite
construction. The components for adjusting the blade angle are normally found on
the front of the hub but in some cases they are inside the hub itself.
The main parts are the pitch change piston and the pitch change cylinder, whereby
either the piston or the cylinder can move axially. The axial movement of the piston
or cylinder is converted into a rotational movement of the blade via pins, bevels
or linkages. The oil needed for the hydraulic action is taken from the pressurized
oil in the engine lubrication system. It is supplied to the pitch change piston and
cylinder via a valve on the governor and through the hollow propeller shaft.
M 17 PROPELLER
M 17.2 CONSTRUCTION
PITCH CHANGING MECHANISM

(McCauley BLACKMAC)
Figure 22
FRA US/O-5 DaC
Sep 15, 2012
Pitch changing Propeller
Page 30
EASA PART 66
M17
M 17 PROPELLER
M 17.2 CONSTRUCTION
Figure 23
FRA US/O-5 DaC
Sep 15, 2012
Page 31
EASA PART 66
M17
PITCH CHANGE RANGE

In the range between the low (fine) pitch stop (for low airspeeds) and the high
(coarse) pitch stop (for high airspeeds) the propeller can be adjusted to any angle.
In the case of multiple engine aircraft and motorized gliders an engine should
produce as little drag as possible when it is shut down. Therefore their blades can
also be moved into the feathering position (least drag).
With large aircraft the production of reverse thrust is intended to shorten the
distance on landing. For this purpose the propellers are turned to reverse pitch,
where air is accelerated forwards while the propellers continue to turn in the same
direction. Thus reverse thrust is produced.
The following types of propeller commonly have hydraulic pitch change
mechanisms:
S Constant speed propellers (pitch change from low (fine) to high (coarse) pitch)
S Constant speed propellers with feathering position
S Constant speed propellers with feathering and reverse (for turboprop engines)
M 17 PROPELLER
M 17.2 CONSTRUCTION
FRA US/O-5 DaC
Sep 15, 2012
Page 32
M 17 PROPELLER
M 17.2 CONSTRUCTION
EASA PART 66
M17
Low Pitch
High Pitch
Pitch Change Range
Reverse
Feather Position
Figure 24
FRA US/O-5 DaC
Sep 15, 2012
Pitch Ranges
Page 33
EASA PART 66
M17
SINGLE ACTING PROPELLERS

Some propeller systems operate in such a way that oil pressure changes the pitch
in one direction only. Movement in the opposite direction is the result of spring
force and the torsion moments of the blades themselves. Propellers which have
such a pitch change mechanism are called single acting propellers.
Single Acting Propellers for Single-Engine Aircraft
With these propellers the oil pressure moves the blades in the direction of high
(coarse) pitch and the spring moves it towards low pitch. After engine shutdown
the blades are in the lowest (fine) pitch stop position, which is optimal for restarting
the engine. Should the engine fail during flight, this blade position is favourable for
windmilling, which makes it easier to restart the engine.
M 17 PROPELLER
M 17.2 CONSTRUCTION
FRA US/O-5 DaC
Sep 15, 2012
Page 34
M 17 PROPELLER
M 17.2 CONSTRUCTION
EASA PART 66
M17
Oil Pressure increases

Pitch
Spring Force decreases Pitch
Pitch Changing Mechanism

for Single Engine Aircraft
Figure 25
FRA US/O-5 DaC
Sep 15, 2012
Single Acting one mot
Page 35
M 17 PROPELLER
M 17.2 CONSTRUCTION
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M17
Single Acting Propellers for Multi-Engine Aircraft

If single acting propellers are used on multi-engine aircraft, oil pressure moves the
blades in the direction of low (fine) pitch. The springs and torsional moments of
the blades move the blades towards high pitch. If engine failure occurs during flight
with decreasing oil pressure the blades move in the high (coarse) pitch direction.
In this way they have already covered part of the transition to the feather position.
PITCH CHANGEMECHANISM
BLADE
FLYWEIGHTS
HUB
Figure 26
FRA US/O-5 DaC
Sep 15, 2012
Page 36
M 17 PROPELLER
M 17.2 CONSTRUCTION
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M17
oil pressure
decreases pitch
flyweight increases pitch
Figure 27
FRA US/O-5 DaC
Sep 15, 2012
Single Acting dual or quat mot

Page 37
EASA PART 66
M17
PITCH CHANGE MOMENTS FROM CENTRIFUGAL FORCE

(FLY WEIGHTS)
The centrifugal force of the propeller blade mass produces a pitch change moment
which turns the blade in the direction of low (fine) pitch. The creation of this natural
pitch change moment (or flymoment) is due to the distribution of the propeller
blade mass.
The mass elements not lying on the blade axis create a proportion of centrifugal
force, the effect of which is at a small angle away from the blade axis. Thus this
force has a component in radial direction FZR and one in tangential direction FZT.
The latter component is at right angles to the blade axis. This tangential force
component affects the blade laterally to its axis. This means that the force
components work with a lever on the blade axis, on which the blade turns, and
therefore produce torque in the direction of low (fine) pitch.
If the propeller blade is to turn towards high (coarse) pitch as a result of centrifugal
force (for propellers with feathering position) then a flyweight must be attached to
the blade root. The creation of the pitch change moment from the centrifugal force
of the flyweight is based on the same principles as for the propeller blade. The
torque in the direction of high (coarse) pitch produced by the flyweight is as a rule
twice the amount of the natural torque in the direction of low pitch.
M 17 PROPELLER
M 17.2 CONSTRUCTION
FRA US/O-5 DaC
Sep 15, 2012
Page 38
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M 17 PROPELLER
M 17.2 CONSTRUCTION
Figure 28
FRA US/O-5 DaC
Sep 15, 2012
Flyweight and its Moment
Page 39
M 17 PROPELLER
M 17.2 CONSTRUCTION
EASA PART 66
M17
DOUBLE ACTING PROPELLERS

Large propellers are generally constructed with pitch change mechanisms where
oil pressure leads to pitch change in both directions. These are called double
acting propellers. The valve for controlling the flow of oil to the two ends of the
piston is mounted either behind the gearbox or in the propeller hub.
If the control valve, as in the Dowdy propeller of the Fokker 50, is mounted
behind the gearbox in the PCU, the propeller shaft must have two oil transfer
tubes, one for the front and one for the back of the piston. These oil tubes are
constructed as coaxial tubes (here beta tube).
COARSE PITCH OIL

COARSE PITCH OIL
FINE PITCH OIL
FINE PITCH OIL
COARSE
COARSE
Figure 29
FRA US/O-5 DaC
Moving Cylinder Propeller
Sep 15, 2012
Figure 30
Moving Piston Propeller
Page 40
M 17 PROPELLER
M 17.2 CONSTRUCTION
BLADE ASSEMBLY
EASA PART 66
M17
COUNTERWEIGHT
CYLINDER
PROPELLER
CYLINDER
PISTON
CROSSHEAD
SHAFT
HUB
OPERATING PIN
PISTON
ASSEMBLY
DOWEL HOLE
BLADE
ROOT
HUB
CROSSHEAD
YOKE
BETA TUBE
CROSSHEAD YOKE
Figure 31
FRA US/O-5 DaC
Sep 15, 2012
Double Acting Propeller
Page 41
EASA PART 66
M17
SPINNER
Spinners are mounted for reasons of better aerodynamics, as a mechanical
protection for the hub and for visual reasons. They are usually manufactured in
one piece from aluminium alloy or glass fibre composites. They are attached to
the spinner backplate (or spinner bulkhead) and there is normally a support at the
front end of the propeller hub for centering.
The dynamic load on the spinner is extremely high. If there are cracks on the blade
recesses or in the spinner mounting the parts are to be replaced. Repairs are
limited (mostly drilling to stop a crack is allowed). On installation it must be ensured
that no noticeable wobble is present. Balanced spinners which are identified as
such must be installed in accordance with the identification.
M 17 PROPELLER
M 17.2 CONSTRUCTION
FRA US/O-5 DaC
Sep 15, 2012
Page 42
M 17 PROPELLER
M 17.2 CONSTRUCTION
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M17
STARTER RING
SPINNER
O-RING SEAL
GREASE POINT
STUD
MOUNTING NUT
Figure 32
FRA US/O-5 DaC
Sep 15, 2012
Constant Speed Propeller Installation

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PRODUCTION METHODS AND MATERIALS

Propellers are categorized according to the material used for their blades. There
are:
S Wood propellers
S Metal propellers
S Composite propellers
WOODEN PROPELLERS
Construction of Wooden Propellers

A wooden propeller consists of several layers of wood bonded together with a
watertight resin glue. At least 5 layers are used. Birch is the most commonly used
wood. But mahogany, cherry, ash, beech, oak and walnut may also be used.
After bonding, the propeller is given its desired shape by planing. If necessary,
glass fibre laminations and edgings are applied. A final coating of poly-urethane
paint will act as both mechanical and UV protection .
Wooden propellers have metal strips on the leading edges and may also have a
glass fibre jacket. The outer thin areas of the propeller blade tips are often
reinforced by a fabric sheathing.
Wooden propellers are lighter than metal ones, more economical and because of
the better damping effect are less likely to be cracked by vibrations. They do
however have slightly poorer efficiency.
Because of damaging UV rays wooden propellers should be protected by a coat
of coloured polyurethane paint. No vibration measurements are required for the
registration of wood propellers. Special attention must be paid to the torque of the
hub bolts, as the wood of the hub can be damaged by bruising if overtightened.
Figure 33
FRA US/O-5 DaC
Sep 15, 2012
Propeller Manufacture
Page 44
M 17 PROPELLER
M 17.2 CONSTRUCTION
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M17
BONDED WOOD LAYER
SHAPED PROPELLER
FINISHED PROPELLER
FABRIC SHEATING
HUB ASSEMBLY
LAMINATED WOOD BLADE
Figure 34
FRA US/O-5 DaC
Sep 15, 2012
METAL TIPPING
Production of a Wood Propeller

Page 45
M 17 PROPELLER
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METAL PROPELLERS
Metal propellers are used for greater engine power. Generally propellers forged
or milled from aluminium alloy are employed. But there are also propellers made
from steel plate.
Aluminium Propellers
Aluminium propellers are milled to the desired profile shape after forging. The
twisting of the blades is optimized afterwards.
When the propeller has been ground to its final shape and balanced, the surfaces
are protected. This is done either by painting, coating or anodizing.
It is possible to make aluminium propellers thinner than wooden ones. The
propeller profiles can be made very efficient without having to worry about
structural limitations. Aluminium propellers need a great deal less maintenance
than wooden ones and therefore have lower operating costs.
Steel Propellers
Steel propellers are not in common use. They are found on some older aircraft or
often on transport aircraft. Steel blades are normally hollow, but solid blades are
also in use.
Solid blades are forged and then worked in the same way as aluminium ones. The
twisting of the blades follows to give them the desired aerodynamic twist.
Hollow steel propellers have a ribbed structure which is foam filled in the region
of the blade tip. In this way the profile shape remains intact and the blade vibrations
are dampened.
Steel propellers are extremely durable and resistant to damage.
Figure 35
FRA US/O-5 DaC
Sep 15, 2012
Metal Propeller
Page 46
EASA PART 66
M17
M 17 PROPELLER
M 17.2 CONSTRUCTION
Figure 36
FRA US/O-5 DaC
Sep 15, 2012
Metall Propeller
Page 47
M 17 PROPELLER
M 17.2 CONSTRUCTION
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COMPOSITE PROPELLERS
Construction of Composite Propellers with a Metal Spar
Composite propeller blades can be constructed in the manner shown in the picture
below. The spar runs through the centre of the blade, with foam or honeycomb in
front and behind as filling material. The fibreglass shell is constructed around
these parts.
The spar absorbs the centrifugal force and the bending load. The shell gives the
component the necessary torsional rigidity.
There is a heating element on the inner part of the surface of the leading edge and
a metal guard on the outer part. The surface is protected by a coat of conducting
polyurethane paint. This serves as protection against erosion and as a precaution
against the blade becoming statically charged.
SOLID ALUMINIUM ALLOY

FIBERGLASS SHELL
HONEYCOIMB
OR FOAM
FILLING
MATERIAL
HEAT MAT
BLADE RETENTION
METAL TIPPING
SPAR
Figure 37
FRA US/O-5 DaC
Sep 15, 2012
Composite Blade with Spar
Page 48
EASA PART 66
M17
M 17 PROPELLER
M 17.2 CONSTRUCTION
Figure 38
FRA US/O-5 DaC
Sep 15, 2012
Composite Blade with spar
Page 49
M 17 PROPELLER
M 17.2 CONSTRUCTION
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M17
Construction of Composite Blades without Metal Spar.

The picture below shows a blade without a metal spar. The two carbon fibre
components in the blade form the spar and the hollow centre is filled with
polyurethane foam. The fibreglass shell surrounds the spar. At the root of the
blade the spar is attached to the metal bladeroot components. The operating pin
is inserted in the pitch change mechanism.
Polyurethane
foam core
Aluminium braid
lightning conductor
Polyurethane leading
edge protection
Glas fiber
envelope
Glas fiber
blade envelope
Carbon
fiber spar
Outer
sleeve
Carbon fiber blade spars
Polyurethane foam core
Glas fiber
wedges
Figure 39
FRA US/O-5 DaC
Sep 15, 2012
Inner sleeve
Composite Blade without Spar

Page 50
M 17 PROPELLER
M 17.2 CONSTRUCTION
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M17
POLYURETHANE FOAM
CARBON FIBER
CUFF
GLASS FIBER
BLADE ENVELOPE
POLYURETHANE
COATING
CARBON FIBER
SPARS
POLYURETHANE
FOAM CORE
DE-ICER
BOOT
LEAD WOOL
RUBBER PLUG
BALANCE TUBE
OUTER
SLEEVE
POLYURETHANE
SPRAY COAT
BRAID LIGHTNING
CONDUCTOR
METAL
NICKEL LEADINGEDGE GUARD
Figure 40
FRA US/O-5 DaC
Sep 15, 2012
INNER
SLEEVE
OPERATING
PIN
Dowdy Blade (F 50)
Page 51
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MM
M17.3
M17
PROPELLER PITCH CONTROL
CONSTANT SPEED PROP. FOR PISTON ENGINES

FUNCTIONAL PRINCIPLE OF THE CONSTANT SPEED PROPELLER
With a propeller working on the constant speed principle the RPM selected by the
pilot is kept constant by changing the blade angle (pitch).
If the propeller RPM changes, for example as a result of changes in flight attitude,
the propeller change mechanism reacts by altering the blade angle. This has an
effect on the brake moment of the propeller and the RPM returns to the selected
value. A reduction in pitch leads to a smaller brake moment and thus higher RPM.
Increasing the pitch creates a greater brake moment and revolutions decrease.
However this system can only keep RPM constant if the blade is not at either pitch
stop. If for example engine power is greatly reduced by operating the thrust lever,
higher RPM cannot be achieved, even if the propeller is at its lowest (finest) pitch.
If the propeller control lever in the cockpit is pushed right forward during static
ground operation, the propeller moves to the low (fine) pitch stop. In this position
RPM is dependent only on the motive power of the engine, i.e. on the position of
the thrust lever.
M 17 PROPELLER
M 17.3 PITCH CONTROL
FRA US/O-5
DaC
Sep 15, 2012
05|17.3 Pitch Control|A
Page 52
M 17 PROPELLER
M17
Airflow
RPM = const.
if
Brake Moment MB = Drive Torque MA
Drive Torque
MA
EASA PART 66
MM
P = MA * n * 2
Brake Moment
MB
Figure 41
FRA US/O-5
DaC
Sep 15, 2012
Brake Moment
Page 53
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MM
M17
THE CONSTANT SPEED PROPELLER SYSTEM

Apart from the variable pitch propeller the components which belong to the system
are the propeller control lever in the cockpit, the propeller governor and an oil
supply from the engine hydraulic oil and scavenge oil system.
The governor receives its RPM signal either from its installed position on the
engine. The governor is set to the selected RPM via rods or a pushpull cable from
the cockpit.
Inside the governor there is a pilot valve. This valve either supplies hydraulic oil
to the change mechanism, allows the oil to flow back into the scavenge oil system,
or locks the system hydraulically to keep the selected blade pitch constant.
The pilot valve is controlled by a centrifugal regulator (flyweights), which is also
located in the governor and is sensitive to engine rpm. This regulator works against
a spring, the tension of which can be adjusted by the propeller control lever in the
cockpit. (RPM selection).
The governor continuously compares the selected RPM with the actual RPM and
adjusts the pilot valve accordingly.
The propeller control lever is also called speed lever or condition lever.
M 17 PROPELLER
FRA US/O-5
DaC
Sep 15, 2012
Page 54
M 17 PROPELLER
EASA PART 66
MM
M17
single actingsingle engine

propeller governing
system
SCAVENGE OIL
SCAVENGE OIL
SCAVENGE OIL
Figure 42
FRA US/O-5
DaC
Sep 15, 2012
Constant Speed System
Page 55
M 17 PROPELLER
EASA PART 66
MM
M17
PROPELLER PITCH CHANGE

Small single engine aircraft usually have propellers without a feathering position.
With propellers of this size oil pressure causes a change only in one direction,
towards higher (coarser) pitch. This kind of variable pitch propeller is known as a
single acting propeller.
The effect in the other direction is from the force of the builtin spring and from the
centrifugal force of the propeller blades itself. Additional flyweights may also be
attached. When stationary the blades are at low (fine) pitch because of spring
pressure and there is less drag when starting the engine.
SPEED ADJUSTING
CONTROL LEVER
HIGH RPM STOP
LIFT ROD
SAFETY
SPRING
ADJUSTING WORM
SPEEDER
SPRING
FLYWEIGHT
DRIVE
GEAR SHAFT
TOE
FLYWEIGHT
HEAD
PILOT VALVE
PLUNGER
BYPASS
PLUG
BYPASS PLUG
RELIEF VALVE
PROPELLER
CONTROL
LINE
ENGINE OIL
INLET
Figure 43
FRA US/O-5
DaC
Sep 15, 2012
Any Governor
Page 56
EASA PART 66
MM
M17
Shown:
Nact = Ncmd
Nact
M 17 PROPELLER
ENGINE OIL INLET
Figure 44
FRA US/O-5
DaC
Sep 15, 2012
Propeller Pitch Control
Page 57
M 17 PROPELLER
EASA PART 66
MM
M17
PROPELLERS FOR TURBOPROP ENGINES

CHARACTERISTICS OF TURBOPROP ENGINES
The efficiency of the compressor and turbine is dependent on RPM. For this
reason turboprops can only supply the power needed over a small RPM range. As
the maximum output power of the engine at any given RPM is only a little above
the brake power of the propeller, an increase in RPM would take place only slowly.
Thus the propeller of a turboprop rotates with constant RPM within its operating
ranges. Changes in power are achieved by changes in torque. To adjust the brake
moment to drive moment over the total range of performance, the propellers of
turboprops have a greater range of pitch change than those of piston engines.
Beta mode
At the smallest available power in constant speed mode (alpha mode) and with the
propeller in flight idle position thrust would be relatively high when stationary. This
would make it difficult to taxi slowly. To enable thrust to be reduced on the ground
even further, turboprop engines have a second control mode, the beta mode. This
can only be selected on the ground.
In beta mode the blade angle is changed directly with the power lever, so that any
angle between zero thrust and flight idle can be selected. Here the RPM is selected
with the condition lever and remains constant. Engine speed (and propeller RPM)
in beta mode are generally lower than in alpha mode. When the power lever is
moved behind the zero thrust position, the propeller moves into the reverse beta
range to the corresponding blade angle.
RPM Ranges
TAKE OFF
FLIGHT IDLE
GROUND IDLE
PERCENT
PERCENT
RPM
RPM
TURBO PROP
RECIPROCATING
FLIGHT IDLE (GLIDE RPM)
P
P RECIP
P TPE
P Prop
RPM
Figure 45
FRA US/O-5
DaC
Sep 15, 2012
Engine Power vs. Propeller Power
Page 58
M 17 PROPELLER
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MM
M17
45 MAX BLADE ANGLE
45 MAX BLADE ANGLE
CONSTANT SPEED
OPERATING RANGE
20 MIN BLADE ANGLE
GROUND IDLE
CONSTANT SPEED
OPERATING RANGE
5 FLIGHT IDLE
ZERO THRUST
GROUND IDLE
PLANE OF ROTATION
BETA RANGE
REVERSE
PROPELLER OF A RECIPROCATING ENGINE

Figure 46
FRA US/O-5
DaC
Sep 15, 2012
PROPELLER OF A TURBOPROP ENGINE

Comparison of Blade Angles
Page 59
M 17 PROPELLER
EASA PART 66
MM
M17
The green coloured condition lever or propeller lever (speed lever) controls the
propeller rotation speed in alpha mode. The forward stop is the T/O position.
When the condition lever is retarded the feather position is selected. In beta
mode you take direct influence on the engine power.
PROPELLER CONTROL
Prop. Governing Mode
This typical engine control stand shows the control levers of the engines and the
propellers. The yellow coloured power lever controls the engine power and the
drive moment in alpha mode. The power lever takes direct influence on the blade
angle in beta mode.
POWER LEVERS
RPM
FWD
THRUST
P
O
W
E
HI
HI
CONDITION
LEVERS
(SPEED LEVERS)
LO GROUND LO
FLT IDLE
GND IDLE
ENGINE STOP
AND
EMERGENCY
FEATHER
REV
THRUST
FLIGHT
FLT IDLE LATCH ARM
FRICTION LOCKS
FRICTION
engine
governor
alpha mode
beta mode
POWER LEVER
CONDITION LEVER
CONDITION LEVER
POWER LEVER
Figure 47
FRA US/O-5
DaC
Sep 15, 2012
Control Stand
Page 60
EASA PART 66
MM
M17
M 17 PROPELLER
Figure 48
FRA US/O-5
DaC
Sep 15, 2012
Control Stand(1)
Page 61
M 17 PROPELLER
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MM
M17
In the system shown here of the TPE 331 engine the underspeed governor is
located in the fuel control unit. It regulates the RPM below the range controlled
by the prop governor. The propeller is of the single acting type. The RPM range
in alpha mode is relatively small, from 95% to 100%. RPM is selected with the
condition lever and power is set between flight idle and maximum with the
power lever.
Prop. Governing Mode

In the flight range (alpha mode, prop governing mode) the propeller operates
as a constant speed propeller. Here the propeller is controlled with the aid of
the prop governor in the same way as the constant speed propeller of the
piston engine.
Engine and Propeller Control in Propeller Governing Mode

(Take Off and Flight Operation)
Prop Governor
controls RPM
Power Lever movement
PROP
PROP PITCH CONTROL
GOVERNOR
(BETA VALVE)
has no effect on PPC
FLIGHT IDLE
and Prop Governor
FUEL FLOW
Pressure
PROP RPM
GROUND IDLE
FLIGHT IDLE
MAX FF
MAXIMUM
REVERSE
POWER LEVER
influence on USPD
controls
sets RPM
Cond. Lever
Power Lever
Condition Lever
Gov. inhibited
Fuel Flow
PROP GOVERNING MODE

Blade Angle: +14 to +40
Engine RPM: 95%
100%
to 100%
FUEL CONTROL UNIT
95%
METERING
UNDERSPEED
SECTION
GOVERNOR
CONDITION LEVER
LOW
(SPEED LEVER)
ENGINE STOP
HIGH
CONDITION LEVER
FUEL
ENGINE STOP
FLOW
Figure 49
FRA US/O-5
DaC
Sep 15, 2012
FEATHER
(SPEED LEVER)
Alpha Mode
CONDITION LEVER
(SPEED LEVER)
FEATHER
Page 62
M 17 PROPELLER
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MM
M17
GUST LOCK
LEVER
POWER
LEVER
CONDITION
LEVER
FRICTION
LOCKS
Figure 50
FRA US/O-5
DaC
Sep 15, 2012
Control Stand DO 328
Page 63
M 17 PROPELLER
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MM
M17
Beta Mode
In beta mode the blade angle is changed directly with the power lever, so that any
angle between zero thrust and flight idle (or full reverse) can be selected. Here
control of the blade angle works in the form of follow up control. For this purpose
the power lever works directly on the beta valve. On reaching the position selected
for the propeller blades,
resetting of the beta valve takes place through mechanical feedback from the
propeller to the beta valve. The RPM is selected for the governor inside the
control unit with the condition lever and then remains constant. In this
operational range the prop governor is ineffective. RPM in beta mode is usually
smaller than in alpha mode.
Engine and Propeller Control in Beta Mode

(Ground Operation)
PROP
GOVERNOR
Power lever controls

Blade Angle (+14 to -14)
PROP PITCH CONTROL

(BETA VALVE)
+14
OIL PRESSURE
GROUND
PROP RPM
IDLE
FLIGHT IDLE
MAXIMUM
(0THRUST)
POWER LEVER
Cond. Lever influence
on PG inhibited
Engine RPM: 65%
Power Lever
Condition Lever
influence on
FCU inhibited
controls Engine
RPM 65% to 96%
FUEL CONTROL UNIT
BETA MODE OPERATION

Blade Angle: +14
-14
REVERSE
to -14
100%
95%
to 96%
METERING
UNDERSPEED
SECTION
GOVERNOR
HIGH
CONDITION LEVER
(SPEED LEVER)
DaC
Sep 15, 2012
UNDERSPEED
SECTION
GOVERNOR
Figure 51
FLOW
FUEL
FRA US/O-5
METERING
Beta Mode
CONDITION LEVER
(SPEED LEVER)
LOW
ENGINE STOP
FEATHER
CONDITION LEVER
Page 64
M 17 PROPELLER
EASA PART 66
MM
M17
THIS PAGE INTENTIONALLY LEFT BLANK
FRA US/O-5
DaC
Sep 15, 2012
Page 65
M 17 PROPELLER
EASA PART 66
MM
M17
Featherlng
If the engine is shut down during flight, the propeller must be moved into the
feathering position so that there is as little drag as possible.
In the system seen here this is done by reducing the oil pressure in the propeller
change mechanism. The propeller is then moved into the feathering position by
spring pressure.
If the condition lever is pulled from low via engine stop to feather, the following
occurs:
2. The engine is shut down by closing the HP fuel shutoff valve.
3. Oil pressure in the pitch change mechanism is reduced by opening the
feathering valve.
PROP
PITCH CONTROL
FLIGHT IDLE
OIL PRESSURE
Auto Feather System

In order to keep the pilots work load low if an engine loses power during takeoff,
auto feather systems are employed. They are activated for takeoff and react to
the decreasing torque of an engine in case of its malfunction.
When the engine torque has dropped off far enough, the auto feather system
switches the feathering valve to the feather position and turns on the feathering
pump.
POWER LEVER
HP FUEL
SHUTOFF
VALVE
FEATHERING
VALVE
FUEL CONTROL UNIT
OIL BLEED
METERING
FUEL SECTION
FLOW
UNDERSPEED
HIGH
GOVERNOR
CONDITION LEVER
(SPEED LEVER)
Figure 52
FRA US/O-5
DaC
Sep 15, 2012
Feathering System
Page 66
M 17 PROPELLER
EASA PART 66
MM
M17
A/
B
POWER
Engine Power Loss During

Take Off
LEVER
FROM PROPELLER
ELECTRONIC
CONTROL
NP INDICATOR
SERVO
LO PITCH
VALVE
Loss of Engine Torque below

a Certain Value
BLADE ANGLE
CHANGING MECHANISM
FUEL
LEVER
FEATHERING
OVERSPEED
VALVE
GOVERNOR
REDUCTION
GEARBOX
POWER
TURBINE
FLT
GND
HP PUMP
FEATHERING
PUMP
AUTOFEATHER
UNIT
FEATHER
AUTOFEATHER
ON
COMMAND
FEATHER PUMP
AUXILIARY
OIL TANK
Figure 53
FRA US/O-5
DaC
Sep 15, 2012
ENGINE OIL
Auto Feathering
Page 67
EASA PART 66
MM
M17
ELECTRONIC PROPELLER CONTROL

In the case of turboprop engines with electronic propeller control the task of the
propeller governor is taken over by the propeller electronic control unit (PEC). A
mechanical overspeed governor is also installed on the engine and the pitch
control unit (PCU) takes over the hydromechanical functions in the control system.
Electrical control of the PEC is carried out via the servo valve located in the PCU.
With constant speed control (prop governing mode) the flow of oil to the propeller
is controlled solely by the PEC via the servo valve.
The PCU contains the feathering valve and the beta valve. The PCU is connected
to the propeller via the beta tube. This serves as an oil transfer tube and also
transmits the feedback signal in beta mode. The rear end of the beta tube together
with the corresponding parts of the PCU forms the beta valve. In prop governing
mode the functions of the beta valve and the feathering valve are not required.
M 17 PROPELLER
FRA US/O-5
DaC
Sep 15, 2012
Page 68
M 17 PROPELLER
EASA PART 66
MM
M17
FRA US/O-5
DaC
Sep 15, 2012
Page 69
M 17 PROPELLER
M 17.5 PROPELLER ICE PROTECTION
M17.5
EASA PART 66
M17
PROPELLER ICE PROTECTION
GENERAL
Icing of the propeller when in operation leads to vibrations and to lower propeller
efficiency. When the aircraft is flying under icing conditions, icing protection is
necessary to prevent ice from forming on the propeller blades. There are two main
methods:
S Fluid antiicing system
S Electrical deicing system
THE FLUID ANTIICING SYSTEM
A very simple and problemfree method to prevent ice formation is the fluid anti
icing system using an alcohol based liquid. A pump injects the fluid into a slinger
ring on the propeller. From there it runs by centrifugal force onto the grooved
antiicing rubber. The amount supplied by the pump can be varied to suit the
intensity of icing.
The disadvantage of this system is that the amount of antiicing fluid on board the
aircraft must be constantly monitored. The system works only as a precaution and
must therefore be activated before icing begins. It is not able to remove ice once
it has formed.
FRA US/O-5
DaC
Sep. 15, 2012
08|17.5 ICE PROTECTION|A|B1
Page 70
EASA PART 66
M17
M 17 PROPELLER
Ice Accumulation on a Propeller

Figure 54
FRA US/O-5
DaC
Sep. 15, 2012
Iced Propeller
Page 71
M 17 PROPELLER
EASA PART 66
M17
FRA US/O-5
DaC
Sep. 15, 2012
Page 72
M 17 PROPELLER
EASA PART 66
M17
BULKHEAD
SLINGERRING
BOOT WITH
GROOVES
VENTLINE
FLUIDTANK
RIVET
CHECK
VALVES
RHEOSTAT
BULKHEAD
FILTER
RIVET
FLUIDPUMP
SLINGERRING
FLUIDFEEDSHOE
Figure 55
FRA US/O-5
DaC
Sep. 15, 2012
SLINGERRING
ANTI ICE LINE
Fluid Anti-Icing System
Page 73
M 17 PROPELLER
EASA PART 66
M17
ELECTRICAL DEICING SYSTEM

There is a greater number of electrical deicing systems in use. They are
employed in larger aircraft as these can provide the necessary electrical power.
The blade has deicing rubbers which are heated by two heating elements
embedded in them.
Electrical power is supplied via slip rings from the aircraft electrical system. Control
components in the system switch the heating element segments alternately on
and off. In this way the current used is kept to a minimum.
SPINNER
EXTENSOIN
DOME
BLADE
BLADE SWITCH
BULKHEAD AND
RING ASSY
Figure 56
FRA US/O-5
DaC
Anti Icing Ring
Sep. 15, 2012
Page 74
M 17 PROPELLER
DEICING POWER CIRCUIT

BREAKER OR LIMITER
EASA PART 66
M17
DE-ICING POWER LINES
POWER RELAY
NACELLE BUS
SHUNT
PROPELLER BLADE
STAINLESS
STEEL
RIBBON
POWER RELAY
LOADMETER
CONTROL
PANEL
TO OTHER
PROPELLERS
TIMER OR
CYCLING
UNIT
FUSELAGE
BUS
TO OTHER
PAIR
OF BLADES
PROPELLER
DEICE ROOT
BONDED TO
BLADE
INTERNAL OR EXTERNAL
HEATING ELEMENTS
QUICK DISCONNECT
WIRING HARNESS
PROPELLER
HUB
CONTROL SWITCH
CONTROL CIRCUIT
BREAKER
Figure 57
FRA US/O-5
DaC
Sep. 15, 2012
Electrical De-Icing System
Page 75
M 17 PROPELLER
M 17.6 PROPELLER MAINTENACE
M17.6
EASA PART 66
M17
PROPELLER MAINTENANCE
GENERAL
INSPECTION & REPAIR
The propeller is a component which is subject to high loads. In particular, the

influence of stresses at points for which the propeller is not designed are critical.
Therefore it is not permissible to push or pull smaller aircraft by the outer parts of
the propeller. Influences of the environment, such as corrosion, erosion or stone
strikes together with high dynamic loads create points from where cracks can start
(stress riser). In the case of variable pitch propellers water produced by
condensation in the lubricants can lead to corrosion, with the result that propeller
blades may become jammed and that leaks will occur. For these reasons the
instructions of the propeller and aircraft manufacturers must be strictly adhered
to.
The UK Civil Aviation Authority Airworthiness Notice No. 75 is a Mandatory notice
detailing the maintenance requirements for variable pitch propellers installed on
aircraft holding a UK Certificate of Airworthiness.
TIME BETWEEN OVERHAULS

The manufacturer determines the times between overhauls. For some types of
propellers fitted to commercial aircraft permissible operating periods for the
propeller hub, actuator and blades often differ from each other. For operational
reasons the propeller blades are combined in such a way that their periods of use
on one propeller are not the same. In this way only one blade has to be changed
at the end of the respective operating time.
Generally the intervals are tied to a particular number of operating hours of the
aircraft. In addition to this stipulation many manufacturer also demand a calendar
time limit so that propellers which are not used so regularly are included. The
reason for this is not the operational but the ageing of lubrications and seals, and
the effects of corrosion over time. In this respect the following abbreviations are
important:
S TSN = Time since new (i.e. total operational time since manufacture)
S TSO = Time since overhaul (i.e. operational time since last overhaul)
S TBO = Time between overhaul (i.e. permissible operating (sometimes
calendar) time between two overhauls)
The aircraft operator is required to keep a log of TSN and TSO.
FRA US/T
XyZ
Mmm DD, YYYY
WOODEN PROPELLERS
Inspection and repair
When examining the blades the surface protection coating must be inspected. It
must be 100% intact so that no moisture can penetrate. Cracks at the beginning
of and along the metal tipping are usually insignificant and caused by differing
expansion of the material.
Cracks in the paint across the blade are signs of flexural vibrations. Cracks through
the leading edge tipping are the result. If the tipping is cracked in this way, it must
be replaced immediately. In the case of riveted tipping, loose rivets are a sign that
the wood beneath it is damaged. The propeller should be taken out of service
immediately.
Less significant damage on the trailing edge or on the blade can be filled with
plastics. Indentations in the metal tipping can be filled by soldering. In this case
the use of any significant heat is to be avoided and balance must be taken into
consideration. Perforated tipping must be replaced.
When checking the surface for damage, attention should be paid to any signs of
delamination of the layers of the wood.
The following damage cannot be repaired and renders the propeller unusable:
S Cracks across the grain
S A splintered blade
S Delamination
S Missing material
S Cracks in the hub
S Enlargement of the hub shaft bore
S Elliptical bolt holes
After installation of a new fixed pitch wood propeller the attachment bolts must be
retightened after 25 hours with the torque prescribed. Afterwards the tightness
must be checked at least every 50 hours as humidity causes the wood to shrink
and expand.
09|17.6 MAINTENACE|A
Page 76
M 17 PROPELLER
EASA PART 66
M17
CRACKS IN LEADINGEDGE
CRACKS
BLADE ROOT
LATERAL CRACKS IN THE PAINT
DUE TO VIBRATION
METAL TIPPING
TYPICAL EROSION
LAQUER
METAL TIPPING
SOLDER
Figure 58
FRA US/T
XyZ
Mmm DD, YYYY
RESIN
BRONZE MESH
Typical Damages on a Wood Propeller

Page 77
M 17 PROPELLER
EASA PART 66
M17
METAL PROPELLERS
Metal propellers are particularly prone to metal fatigue. This is caused by the high
dynamic loads. Scratches, hairline cracks, impact marks and the effects of
corrosion are potential starting points for cracks. As a result of additional bending
and centrifugal forces the crack extends, usually over the matt black sprayed back
side of the propeller blade.
Care of Metal Propellers

In order to avoid a failure of the propeller blades the following measures are
recommended:
4. Maintenance instructions and intervals are to be strictly observed.
5. RPM limitations are to be observed.
6. Never taxi at high power if sand, stones or other material can be sucked
into the propeller.
7. Clean the propeller regularly (not with alkaline cleaning agents) and rub
with an oily cloth or car polish.
8. Do not cover the propeller (moisture forming can cause corrosion).
9. When handling small aircraft do not pull using the outside of the propeller
blades but use the propeller root instead.
10.Carry out careful pre and afterflight inspections for nicks, scratches and
other damage. Deep nicks must be repaired immediately according to
manufacturers instructions.
11.Every 100 hrs or at least at every annual check inspect the propeller
thoroughly for damage after cleaning. In case of doubt use a magnifying
glass or other methods of checking for cracks (using dye check).
Repair of Damage
Information on permissible repairs can be found in the manufacturers manuals.
If no information is available, the following source can be used:
FAA AC 43131A Aircraft Inspection and Repair
Permissible repair on the blade width is normally 1.2mm from the root to 0.6R and
from 0.6R to blade tip 2.4mm, however not under the permissible blade width.
Permissible repair on the blade thickness is 0.7mm over the whole blade, however
not under the minimum blade thickness nor across the whole of the blade.
WARNING:
FRA US/T
Nicks must be worked out with a large radius (10 x depth of nick). The profile shape
of the leading edge must remain intact. The place repaired must be checked for
cracks and the surface smoothed with fine abrasive cloth. This prevents cracks
extending from marks left by tools. Working and polishing must always be done
in the direction of the blade axis. Repair also includes removing any compressed
material beneath the nick.
When repairing the blade tips the minimum permissible diameter must be
observed. Under no circumstances is it allowed to apply material using heat
treatment or to fill nicks with plastics. All types of cold working are also prohibited.
On completion of the repair the surface is to be appropriately protected.
After material has been removed, a ground run should be conducted to check
whether the propeller has become unbalanced. In the case of a twoblade
propeller the removal of about 2 3 gm is noticeable as a vibration. When in doubt,
the propeller must be rebalanced.
Lubrication
Many variable pitch propellers have no provision for additional lubrication. In this
case filling with lubricant during overhaul will be sufficient. Those propellers which
have provision for additional lubrication are treated in accordance with
manufacturers instructions using the appropriate approved grease. The nipple on
the opposite side must be removed on various Hartzell propellers so that the seal
is not forced out.
Inspection of the hub
During periodic inspections the hub must be checked for cracks and corrosion.
The exterior parts of the pitch change mechanism and the hub should be free from
corrosion. Grease leaks indicate damage of the blade attachment seals. Oil leaks
are a sign of damaged seals in the pitch change cylinder or of damage to the blade
attachments (oilsmeared blade bearings). As a protection against corrosion
lubricant spray can be applied to the hub after cleaning.
If there is excessive play on the blade tips or of the blade angle, the cause may
be damage to the blade attachment or the pitch change mechanism. It is equally
serious if the blades stick (stiffness can be due to construction).
NO REPAIR WHATEVER IS PERMISSIBLE ON THE BLADE

ROOT
XyZ
Mmm DD, YYYY
Page 78
M 17 PROPELLER
EASA PART 66
M17
MAXIMUM THICKNESS OF BLADE

SECTION AT POINT APROX: 0.3
OF LENGTHS SHOWN
CORRECT
METHOD
CROSS SECTION
BEFORE REPAIR
0,3 CHORD
LENGTH
CROSS SECTION
AFTER REPAIR
ORIGINAL
SECTION
REWORKED
BLADE
NOTE:
A : MAINTAIN ORIGINAL RADIUS
B : REWORK CONTOUR TO POINT
OF MAX.THICKNESS
C :RADIUS IS TO LARGE
D : CONTOUR IS TOO BLUNT
DAMAGED
PORTION
BEFORE
REPAIR
INCORRECT METHOD
Figure 59
FRA US/T
XyZ
Mmm DD, YYYY
AFTER
REPAIR
SURFACE CRACK
BEFORE REPAIR
AFTER REPAIR
CRACK WORKED OUT
Repair of Metal Blades
Page 79
EASA PART 66
M17
COMPOSITE-PROPELLER
Inspection & Repair
When inspecting a composite blade, this has to be checked in the same way as
all other composite structures. Damage is classified as skin perforated damage
and skin not perforated damage.
Skin not perforated damage:
S abrasion
S scratches
S gouges
S nicks
S deboning
S delamination
S dents
Skin perforated damage:
S lightning strike
S holes
In addition the condition of the tipping on the leading edge and the heating element
(if present) are to be checked.
When the propeller remains attached, only minor repairs are possible, such as the
recoating of the PU finish, for example. If struck by foreign material the edges can
be smoothed and the missing material replaced.
M 17 PROPELLER
FRA US/T
XyZ
Mmm DD, YYYY
Page 80
M 17 PROPELLER
EASA PART 66
M17
CHECK BLADE FOR:

-ABRASION (WHOLE SURFACE)
-SCRATCHES
-GOUGES
-NICKS
-DEBONDING
-DELAMINATION
-DENTS
-LIGHTNING STRIKE
-HOLES
-CONDITION OF LEADING EDGE
LIGHTNING STRAP
LEADING EDGE SHEATH
EROSION COATING,
BLADE HEATER
ALUMINUM SPAR
FIBERGLASS SHELL
Figure 60
FRA US/T
XyZ
Mmm DD, YYYY
Inspection of Composite Blades

Page 81
M 17 PROPELLER
EASA PART 66
M17
FRA US/T
XyZ
Mmm DD, YYYY
Page 82
M 17 PROPELLER
EASA PART 66
M17
BLADE
CG
CG
BALANCING STAND
ROTATIONAL AXIS OF
PROP
BLADE
CG
ROTATIONAL AXIS OF
PROP C G
BALANCING
PLATE
LOCATION
STATIC IMBALANCE
DYNAMIC IMBALANCE
Figure 61
FRA US/T
XyZ
Mmm DD, YYYY
Propeller Balancing
Page 83
EASA PART 66
M17
AERODYNAMIC BALANCING
Propellers can be affected by vibrations because of the differing aerodynamic
loads of the blades resulting from the different blade angles. In this case the blades
produce individual thrust forces of different values. The sum of the individual thrust
forces of the blades (total thrust of the propeller) no longer lies at the propellers
axis of rotation. Total thrust, being offcentre, rotates with the propeller leading to
vibrations.
Aerodynamic balancing is only necessary for propellers with high performance.
Manufactured blades are compared individually with a master blade and receive,
according to deviation from the zero lift angle, an aerodynamic correction factor
in the form of a reference to the blade angle difference necessary to the basic
setting. Blade angles differing from each other are here intentionally prescribed.
The correction factor is usually marked on the blade root. Determining the
correction factor is also known as blade indexing.
M 17 PROPELLER
FRA US/T
XyZ
Mmm DD, YYYY
Page 84
M 17 PROPELLER
EASA PART 66
M17
RESULTANT THRUST
CL
CL
RESULTANT THRUST
BLADE THRUST
BLADE THRUST
AERODYNAMIC BALANCED
AERODYNAMIC UNBALANCED
Figure 62
FRA US/T
XyZ
Mmm DD, YYYY
Aerodynamic Balancing
Page 85
M 17 PROPELLER
EASA PART 66
M17
CHECKING BLADE TRACKING

Blade tracking is the ability of one blade to follow the other in the same plane of
rotation. Tracking is held to reasonable limits to prevent roughness. To check the
tracking, place a smooth board just under the tip of the lower blade. On controllable
props, move the tip fore and aft carefully through its small range of motion, making
small pencil marks at each position. Center the blade between these marks and
draw a line the full width of the blade. Repeat this procedure with another blade
tip. The lines should be separated by not more than 3 mm. Differences greater than
3mm may be an indication of bent blades, improper installation or foreign particles
between the hub and crankshaft mounting faces.
PROPELLER ENGINE RUNNING

PISTON ENGINE PROPELLER RUNNING
A propeller installed on an engine must be checked before, during and after the
engine has been ground operated.
A propeller whose pitch change mechanism is electrically actuated may be
checked prior to the engine being operated.
TURBOPROP ENGINE PROPELLER RUNNING

Turboprop engine operation is quite similar to that of a turbojet engine, except for
the added features of a propeller. The starting procedure and the various
operational features are similar.
Engine ground operations should be performed by qualified staff only.
FRA US/T
XyZ
Mmm DD, YYYY
Page 86
M 17 PROPELLER
EASA PART 66
M17
TRACK ADJUSTING ON A
WOOD PROPELLER
WITH SHIMS
SHIMS
FACEPLATE
STICK ATTACHED
TO WING
BLADE
TRACKS
MAXIMUM
TRACK
VARIATION
Figure 63
FRA US/T
XyZ
Mmm DD, YYYY
Blade Tracking
Page 87
M 17 PROPELLER
M 17.7 STORAGE AND PRESERVATION
EASA PART 66
M17.7
M17
PROPELLER STORAGE & PRESERVATION
INSTALLED PROPELLERS
PERIODS UP TO 3 MONTHS
Installed propellers require to be kept in a clean condition and inspected at regular
intervals for corrosion.
The propeller must be exercised on a weekly basis by carrying out an engine
ground run to lubricate the internal components such as the pitch change
mechanism and the constant speed governor. In the event that an engine ground
run can not be carried out then the pitch change mechanism must be exercised
by feathering and unfeathering the propeller.
Oil leakage at
seal on pitch
change rod plug
Oil leakage between
pitch change rod and reverse adjustment sleeve
Oil leakage between cylinder base and cylinder-side

hub half
PERIODS OVER 3 MONTHS

If the propeller is to be stored on the wing for periods in excess of 3 months then
the pitch change mechanism should be flushed out with an inhibiting oil and then
covered with waxed paper.
All external parts should be treated with Lanolin or an approved anti-corrosive
treatment and inspected regularly for corrosion.
NOTE:
ENSURE THAT LANOLIN DOES NOT COME INTO CONTACT

WITH THE DE-ICER BOOTS
Grease leakage at
lubrication fitting
Oil leakage at seal

between engine flange
and propeller mounting flange
Grease leakage
at bladesocket in
hub
Figure 64
FRA US/O-5
DaC
Sep. 15, 2012
11|17.7 STOR&PRES|A|B1
Hub Leackages
Page 88
EASA PART 66
M17
M 17 PROPELLER
Figure 65
FRA US/O-5
DaC
Sep. 15, 2012
Ground Engine Run
Page 89
M 17 PROPELLER
EASA PART 66
M17
UNINSTALLED PROPELLERS
ASSEMBLED PROPELLERS
Assembled propellers should be stored on racks or stands in a clean, dry and warm
environment.
The propeller should be kept in the original manufacturers packing but if the
original packing is not available it should be wrapped in waxed paper.
The pitch change mechanism should be inhibited with an inhibiting oil and all
external components should be coated in Lanolin. All loose components - oil tubes,
cones etc. should be coated in Lanolin and wrapped in waxed paper.
COMPONENTS USED TO RETAIN THE PROPELLER ONTO THE
ENGINE ARE CONSIDERED TO BE PROPELLER PARTS.
Propeller bearings are required to be exercised after 6 and 9 months. After 12
months the bearings need to be cleaned, checked for Brinelling and corrosion and
then regreased. Brinelling is a material surface failure caused by contact stress
that exceeds the material limit. This failure is caused by just one application of a
load great enough to exceed the material limit. The result is a permanent dent or
brinell mark. It is a common cause of roller bearing failures. It is also caused by
vibrations that occur from machines nearby while stored or during transportation.
NOTE:
DISASSEMBLED PROPELLERS
All parts should be immersed in an inhibiting oil, drained and any bearings coated
with a mineral jelly. Clean all electrical equipment and and treat external surfaces
with a rust preventer.
Electrical connectors should be coated with petroleum jelly and stored in moisture
proof bags. all other parts should be wrapped in waxed paper and stored in suitable
crates.
The maximum storage period is up to 3 years with inhibiting checks every 12
months. All propellers and components should be labelled stating:S Part number.
S Modification state.
S Serial Number.
S Date of storage with a record of inspections since that date.
FRA US/O-5
DaC
Sep. 15, 2012
Brinelling marks
Figure 66
Bearing with Brinelling
Page 90
M 17 PROPELLER
EASA PART 66
M17
Brinelling marks
Figure 67
FRA US/O-5
DaC
Brinelling
Sep. 15, 2012
Page 91
P66 M17 A E
TABLE OF CONTENTS
M17
PROPELLER . . . . . . . . . . . . . . . . . . . . . . .
M17.1
PROPELLER FUNDAMENTALS . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HOW THE PROPELLER WORKS . . . . . . . . . . . . . . . . . . .
2
2
2
M17.2
PROPELLER CONSTRUCTION . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FIXED PITCH PROPELLERS . . . . . . . . . . . . . . . . . . . . . .
ADJUSTABLE PITCH PROPELLERS . . . . . . . . . . . . . . . .
VARIABLE PITCH PROPELLERS . . . . . . . . . . . . . . . . . . .
PRODUCTION METHODS AND MATERIALS . . . . . . . .
28
28
28
28
30
44
M17.3
PROPELLER PITCH CONTROL . . . . . . . . . . . . . . . . . . .

CONSTANT SPEED PROP. FOR PISTON ENGINES . .
PROPELLERS FOR TURBOPROP ENGINES . . . . . . . .
52
52
58
M17.5
PROPELLER ICE PROTECTION . . . . . . . . . . . . . . . . . . .

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THE FLUID ANTIICING SYSTEM . . . . . . . . . . . . . . . . . .
ELECTRICAL DEICING SYSTEM . . . . . . . . . . . . . . . . . .
70
70
70
74
M17.6
PROPELLER MAINTENANCE . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TIME BETWEEN OVERHAULS . . . . . . . . . . . . . . . . . . . . .
INSPECTION & REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHECKING BLADE TRACKING . . . . . . . . . . . . . . . . . . . .
PROPELLER ENGINE RUNNING . . . . . . . . . . . . . . . . . . .
76
76
76
76
86
86
M17.7
PROPELLER STORAGE & PRESERVATION . . . . . . . .

INSTALLED PROPELLERS . . . . . . . . . . . . . . . . . . . . . . . .
UNINSTALLED PROPELLERS . . . . . . . . . . . . . . . . . . . . .
88
88
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P66 M17 A E
TABLE OF CONTENTS
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P66 M17 A E
TABLE OF FIGURES
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Propellerstream . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Influences on the Angle of Pitch . . . . . . . . . . . . . . . . . . . . . . . . .
Twisted Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Twisted Prop. Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forces on the Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windmilling and Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Twisted Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Effect of Propeller Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Different Shapes of Propellers . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NACA Shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Static Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Keep out Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Resonance Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustable Pitch Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fixed Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pitch changing Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pitch Ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Single Acting one mot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Single Acting dual or quat mot . . . . . . . . . . . . . . . . . . . . . . . . . .
Flyweight and its Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Moving Cylinder Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Moving Piston Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Double Acting Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Constant Speed Propeller Installation . . . . . . . . . . . . . . . . . . .
Propeller Manufacture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Production of a Wood Propeller . . . . . . . . . . . . . . . . . . . . . . . . .
Metal Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Metall Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Composite Blade with Spar . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Composite Blade with spar . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Composite Blade without Spar . . . . . . . . . . . . . . . . . . . . . . . . .
Dowdy Blade (F 50) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Constant Speed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Any Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Pitch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Power vs. Propeller Power . . . . . . . . . . . . . . . . . . . . . .
Comparison of Blade Angles . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Stand(1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alpha Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Stand DO 328 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Beta Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Feathering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auto Feathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Iced Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fluid Anti-Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti Icing Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical De-Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Damages on a Wood Propeller . . . . . . . . . . . . . . . . . .
Repair of Metal Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection of Composite Blades . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aerodynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blade Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hub Leackages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground Engine Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bearing with Brinelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brinelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Page i
P66 M17 A E
TABLE OF FIGURES
Page ii
P66 M17 A E
TABLE OF FIGURES
Page iii
P66 M17 A E
TABLE OF FIGURES
Page iv

A m17 Propeller

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M17 PROPELLER

S Dates and authors ID, which may be given at the base

S The LTT production process ensures that the Training

FOR TRAINING PURPOSES ONLY!

Lufthansa Technical Training

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HOW THE PROPELLER WORKS

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ANGLES OF THE PROPELLER BLADE

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AIRFLOW ONTO THE PROPELLER BLADE

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Influences on the Angle of Pitch

Change of Peripheral Speed u

Influences on the Angle of Pitch

GEOMETRY OF THE PROPELLER BLADE

Blade Shapes and Profiles (Airfoil Sections)

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Twisted Prop. Blades

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PROPELLER PITCH AND EFFICIENCY

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effective pitch = angle of advance

Aerodynamic Forces on the Propeller Blade

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Forces on the Blade

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PROPELLER BRAKE MOMENT

Brake Moment at Reverse Thrust

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Brake Moment when Changing the Blade Angle

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Windmilling and Reverse

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EFFECT ON THE AIRCRAFT

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especially on takeoff. This leads to an asymmetric distribution of roll resistance

twist effect due to propeller wash

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twist effect due to engine torque

Effect of Propeller Wash

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Speed of Sound 330 m/s

G Influence of Propeller Blade Shape

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