PROPELLER BALANCING

 Propeller unbalance, which is a source

 in an aircraft, may be either static or dynamic.
 Propeller static imbalance occurs when the center of gravity (CG) of the
propeller does not coincide with the axis of rotation.
 Dynamic unbalance results when the CG of similar propeller elements, such
as blades or counterweights, does not follow in the same plane of rotation.
 Since the length of the propeller assembly along the engine crankshaft is
short in comparison to its diameter, and since the blades are secured to the
hub so they lie in the same plane perpendicular to the running axis, the
dynamic unbalance resulting from improper mass distribution is negligible,
provided the track tolerance requirements are met.
 Another type of propeller unbalance, aerodynamic unbalance, results when
the thrust (or pull) of the blades is unequal.
 This type of unbalance can be largely eliminated by checking blade contour
and blade angle setting.
i)Static Balancing
 The knife-edge test stand has two hardened steel edges mounted to allow
the free rotation of an assembled propeller between them. [Figure 7-38] The
knife-edge test stand must be located in a room or area that is free from any
air motion, and preferably removed from any source of heavy vibration.
 The standard method of checking propeller assembly balance involves the
following sequence of operations:
1. Insert a bushing in the engine shaft hole of the propeller.
2. Insert a mandrel through the bushing.
3. Place the propeller assembly so that the ends of the mandrel are supported
upon the balance stand knife edges.
 The propeller must be free to rotate. If the propeller is properly balanced
statically, it remains at any position in which it is placed.
 Check two-bladed propeller assemblies for balance: first with the blades in
a vertical position and then with the blades in a horizontal position.
 Repeat the vertical position check with the blade positions reversed; that is,
with the blade that was checked in the downward position placed in the
upward position.
 Check a three-bladed propeller assembly with each blade placed in a
downward vertical position. [Figure 7-39] During a propeller static balance
check, all blades must be at the same blade angle.
  Before conducting the balance check, inspect to see that each blade has
been set at the same blade angle.
 Unless otherwise specified by the manufacturer, an acceptable balance
check requires that the propeller assembly have no tendency to rotate in any
of the positions previously described.
 If the propeller balances perfectly in all described positions, it should also
balance perfectly in all intermediate positions.
 When necessary, check for balance in intermediate positions to verify the
check in the originally described positions.
 When a propeller assembly is checked for static balance and there is a
definite tendency of the assembly to rotate, certain corrections to remove
the unbalance are allowed.
1. The addition of permanent fixed weights at acceptable locations when the total
weight of the propeller assembly or parts is under the allowable limit.
2. The removal of weight at acceptable locations when the total weight of the
propeller assembly or parts is equal to the allowable limit. The location for
removal or addition of weight for propeller unbalance correction has been
determined by the propeller manufacturer.
 The method and point of application of unbalance corrections must be
checked to see that they are according to applicable drawings.
ii)Dynamic Balancing
 Propellers can also be dynamically balanced (spin balanced) with an
analyzer kit to reduce the vibration levels of the propeller and spinner
assembly.
 Some aircraft have the system hardwired in the aircraft and on other aircraft
the sensors and cables need to be installed before the balancing run.
 Balancing the propulsion assembly can provide substantial reductions in
transmitted vibration and noise to the cabin and also reduces excessive
damage to other aircraft and engine components.
 The dynamic imbalance could be caused by mass imbalance or any
aerodynamic imbalance.
 Dynamic balancing only improves the vibration caused by mass unbalance
of the externally rotating components of the propulsion system.
 Balancing does not reduce the vibration level if the engine or aircraft is in
poor mechanical condition. Defective, worn, or loose parts will make
balancing impossible.
 Several manufacturers make dynamic propeller balancing equipment, and
their equipment operation could differ.
 The typical dynamic balancing system consists of a vibration
sensor that is attached to the engine close to the propeller, and an analyzer
unit that calculates the weight and location of balancing weights.
 Balancing Procedure Face the aircraft directly into the wind (maximum 20
knots) and place chocks at the wheels.
 When you have installed the analyzing equipment, run the engine up at low
cruise rpm; the dynamic analyzer calculates the balancing weight required
at each blade position.
 After installing the balancing weights, run the engine up again to check if
the vibration levels have diminished.
 This process may have to be repeated several times before satisfactory
results are achieved.
 A dynamic balancing example procedure is listed here, but always refer to
the aircraft and propeller manuals when performing any balancing
procedure.
 Dynamic balance is accomplished by using an accurate means of measuring
the amount and location of the dynamic imbalance.
 The number of balance weights installed must not exceed the limits
specified by the propeller manufacturer.
 Follow the dynamic balance equipment manufacturer’s instructions for
dynamic balance in addition to the specifications of the propeller.
  Most equipment use an optical pickup that senses reflective tape for
rpm reading. Also, there is an accelerometer mounted to the engine that
senses vibration in inches per second (ips).
 Visually inspect the propeller assembly before dynamic balancing. The first
runup of a new or overhauled propeller assembly may leave a small amount
of grease on the blades and inner surface of the spinner dome.
 Use solvent (or equivalent) to completely remove any grease on the blades
or inner surface of the spinner dome.
 Visually examine each propeller blade assembly for evidence of grease
leakage.
 Visually examine the inner surface of the spinner dome for evidence
of grease leakage. If there is no evidence of grease leakage, lubricate the
propeller in accordance with the maintenance manual.
 If grease leakage is evident, determine the location of the leak and
correct before relubricating the propeller and dynamic balancing. Before
dynamic balance, record the number and location of all balance weights.
Static balance is accomplished at a propeller overhaul facility when an
overhaul or major repair is performed.
 Twelve equally spaced locations are recommended for weight attachment.
 Install the balancing weights using aircraft quality 10-32 or AN-3 type
screws or bolts.
 Balance weight screws attached to the spinner bulkhead must protrude
through the self-locking nuts or nut plates a minimum of one thread and a
maximum of four threads.
 Unless otherwise specified by the engine or airframe manufacturer, Hartzell
recommends that the propeller be dynamically balanced to a reading of 0.2
ips, or less.
 If reflective tape is used for dynamic balancing, remove the tape
immediately after balancing is completed.
 Make a record in the propeller logbook of the number and location of
dynamic balance weights, and static balance weights if they have been
reconfigured

Blade cuffs

 A metallic, wooden or plastic structure designed for attachment to

the shank end of the blade, with an outer surface that will transform
the round shank into an airfoil section.
  The cuff is designed primarily to increase the flow of cooling air to
engine nacelle
 The cuff is used to change the pitch of the blades near the spinner.
 The cuff increases the airflow near the engine cooling intakes. The
cuff is large, and larger at the blade root because the linear speed in
this area is very small compared to the tip.

PROPELLER GOVERNOR

BASIC PROPELLER FUNCTIONS

 The controllable pitch propeller is designed to maintain constant

engine speed by adjusting propeller blade angle to vary the load on
the engine in response to the changing conditions of flight.
 In the most common type of hydraulic propeller, a piston and cylinder
are linked to the propeller blades so that when oil under pressure is
pumped to this cylinder, the piston and the blades are forced to move.
  Movement of the propeller piston rotates the propeller blades of an
uncounterweighted propeller in the increase pitch direction and the blades
of a counterweighted propeller in the decrease pitch direction.
 The single acting propeller thus uses oil pressure to change pitch in one
direction and the centrifugal force of propeller counterweights, air charge
or the natural twisting movement of the blades to change the pitch in the
other direction.
 At the feathering type propellers, a spring load is composed to
complete the feathering cycle as rotation speed and counterweight force
diminishes.

METHODS OF SPEED CONTROL

 On most governed engines, the governor maintains constant engine
rpm by moving the throttle to control fuel supply to the engine and
match power output to the load.
 In the case of the aircraft engine, the propeller is the load and power
developed is determined by the pilot.
 The function of the propeller governor is to adjust the propeller blade
angle so the load on the engine will maintain the desired engine rpm at
the horsepower setting selected.
 For example, the propeller will absorb full take-off power and give
maximum thrust during the takeoff run and will not Overspeed as the
airspeed increases because of increased blade angle.
 The advantages in performance, safety and convenience are obvious.
The increase in aircraft horsepower and speed has made a constant
speed control necessary in order to derive full advantage from
improved engine and aircraft performance over a wide range of
operating conditions.
 The propeller control lever determines the governor speed setting.
 The propeller pitch is controlled by the governor. Thus if the governor
speed setting is increased, the governor decreases the propeller pitch
until the engine speed increases to the new rpm setting.
 The actual blade angle required for given rpm depends on the
horsepower being developed and the airspeed of the aircraft. However,
the governor senses only RPM.

LIMITS OF GOVERNOR CONTROL

 Given rpm can be maintained by the governor providing there is power
enough to turn the engine at the governor speed setting.
 Whether this engine power or propeller power matters not to the
governor, whether the engine drives the propeller or the propeller
drives the engine – the governor operation is the same.

 With the governor set for 2300rpm, propeller pitch is adjusted by the
governor to maintain this speed, regardless of throttle position or
airspeed, within the pitch range of the propeller.

 Near cruising airspeed, the propeller on most constant speed

installations can develop sufficient torque to drive the engine at cruise
rpm even if the engine is completely inoperative.
 This of course is the reason it is necessary to feather the propeller of
inoperative engine on multi-engine aircraft because of the high drag of
a windmilling propeller turning an inoperative engine.
 As the throttle is slowly closed in flight, the propeller pitch will
decrease and 2300 rpm will be maintained until the propeller blades
reach their low pitch position.
 Any further reduction in power or airspeed will cause a decrease in
engine rpm.
 Whenever the actual engine rpm drops below the governor speed
setting, the propeller is in the lowpitch position and the rpm can be
controlled with the throttle.
 During an approach, as the airspeed is decreased at low power setting,
the propeller will be in it´s extreme low pitch position and rpm can be
controlled with the throttle.
 Under this condition, rapidthrottle burst will cause a momentary
Overspeed above the governor speed setting.
 The amount of Overspeed in any installation depends upon the rate of
throttle movement, and the increase in propeller pitch necessary must
be increased to maintain the desired rpm.
 The more rapid the throttle movement, the higher the speed and the
lower the governor setting, the larger the overspeed will be.
 The amount of Overspeed is determined by the governor flow rate, i.e.,
the volume of oil the governor with port for a given Overspeed, and the
force available from the propeller counterweights, to increase the
propeller pitch.
 Rapid rate of pitch change is especially noticeable if the throttle is
closed at high airspeed as there will be very little engine speed change.
GOVERNOR operation
 The sensing element of the governor is a set of pivoted flyweights
mounted on a rotating flyweight head and linked mechanically to the
engine gears, through a hollow drive gear shaft.
 The flyweights, actuated by the centrifugal force developed by the
speed of the rotation, position a pilot valve so as to cover or uncover
ports in the drive gear shaft and regulate the flow of oil to and from the
pitch changing mechanism of the propeller.
 The centrifugal force exerted by the flyweights is opposed by the force
of an adjustable speeder spring.
 The load exerted by the speeder spring determines the engine RPM
required to develop sufficient centrifugal force in the flyweights to
center the pilot valve.
 Oil to operate the propeller’s pitch changing mechanism is supplied by
a gear-type oil pump at a pressure value limited by a relief valve.
 Governor operation represents basically three conditions – on speed,
overspeed and underspeed.
ON SPEED

 In this condition the forces action on the engine-governor-propeller

combination are in a state of balance.
 The speed adjusting control lever has been set by the pilot to obtain the
desired engine RPM.
 The propeller blades are at the correct pitch to absorb the power
developed by the engine.
 The centrifugal force of the rotating flyweights exactly balances the
force of the speeder spring with the flyweights in the vertical position.
 The pilot valve is positioned in the drive gear shaft, so that the control
ports between the oil pump and the propeller pitch changing servo are
covered.
 Pressure oil from the gear pump is circulated through open governor
relief valve back to the inlet channel of the pump.

OVERSPEED
 This condition occurs when airspeed or horsepower is increased and
engine RPM increases above the rate called for by the setting of the
speed adjusting control lever.
 The rotating flyweights pivot outward as their increased centrifugal
force overcomes force exerted by the speeder spring.
 The flyweight toes raise the pilot valve plunger, uncovering ports in the
driver gear shaft that permitpressure oil to flow from the propeller
pitch changing mechanism.
 This allows propeller counterweights to take the propeller blades
towards a higher pitch.
 The load on the engine is increased and engine speed is reduced.
 The flyweight toes raise the pilot valve plunger, uncovering ports in the
driver gear shaft that permit pressure oil to flow to the propeller pitch
changing mechanism.
 This moves the propeller blades to a higher pitch and load on the
engine is increase and engine speed is reduced.
 This, in turn, lessens centrifugal force exerted by the flyweights in
opposition to the force of the speeder spring.
 The flyweights return to a vertical position and the pilot valve plunger
once more covers ports in the drive gear shaft, blocking flow of
pressure oil to or from the pitch changing mechanism of the propeller.
UNDERSPEED
 An underspeed condition occur when the airspeed or horsepower is
decreased and engine RPM falls below the rate established by the
setting of the speed adjusting control lever.
 The decrease in the centrifugal force of the rotating flyweights causes
them to pivot inward under the force exerted by the speeder spring.
 The pilot valve plunger is forced down uncovering the ports in the
drive gear shaft that allow pressure oil to flow to the pitch changing
mechanism of the propeller.
 This overcomes the force of the propeller counterweights and
decreases the pitch of the propeller blade.
 The pilot valve plunger is forced downward, uncovering the ports in
the driver gear shaft, thus allowing oil to flow from the pitch changing
mechanism of the propeller to sump.

 This permits the centrifugal twisting moment of the blades to decrease

propeller pitch.
 This reduce the load on the engine, thereby increasing engine speed
and the centrifugal force developed by the rotating flyweights.
 The flyweight toes lift the pilot valve plunger to cover the control ports.
At this point the forces acting on the engine-governor-propeller
combination are again balanced an the engine is back to the speed
called for by the governor setting.

Pressure to decrease pitch Type Pilot Valve

Fig. 2

Pressure to increase pitch Type Pilot Valve

Fig.3