Propeller Balancing

Propeller Balancing

 If balancing equipment is
available, the propeller balance
may be checked and corrected as
follows:
 Place the propeller on the
balancing stand and check for
balance in the horizontal and
vertical positions, This should be
done in an area free from drafts
and wind currents that may cause
the propeller to appear out of
balance.
 If a vertical imbalance is noted,
leave the propeller on the
balance stand and stick clay to
the light side of the boss to
determine the amount of weight
needed to bring the propeller
into balance. Remove the stick
clay, weigh it, and prepare a
lead or brass plate of slightly
more weight than the stick clay.
The plate is attached to the boss
with four screws with the edges
of the plate beveled as
necessary to remove excess
weight and bring the propeller
into vertical balance. The plate
is then varnished.
Propeller Storage

 If a wood propeller is placed in storage, it should be

placed in a horizontal position to maintain an even
moisture distribution throughout the wood. The
storage area should be cool, dark, dry, and well
ventilated.
 Do not wrap the propeller in any material that
will seal off the propeller from the surrounding
air flow or the wood will rot.
Aluminum Propellers and Blades

 Aluminum propellers are the most widely used type

of propellers in aviation. Aluminum propellers are
more desirable than wood propellers because
thinner, more efficient airfoils maybe used without
sacrificing structural strength.
 Better engine cooling is also achieved by carrying
the airfoil sections close to the hub and directing
more air over the engine. These propellers require
much less maintenance than wood propellers,
thereby reducing the operating cost.
Construction

 Aluminum propellers are made of aluminum alloys

and are finished to the desired airfoil shape by
machine and manual grinding. The pitch is set by
twisting the blades to the desired angles. Once the
propeller is ground to the desired contours and the
balance is adjusted, the surfaces are finished by
plating, chemical etching, and/or painting.
Inspection, Maintenance and
Repair
 As mentioned previously, an advantage of aluminum
propellers is the low cost of maintenance. This is due
to the one-piece construction and the hardness of the
metal from which the propellers are made.
 However. any damage that does occur is critical and
may result in blade separation. For this reason, the
blades must be inspected carefully and any damage
must be repaired as soon as possible. Before a
propeller is inspected it should be cleaned with a
solution of mild soap and water to remove dirt, grass
stains, etc.
 The propeller blades should be inspected for pitting.
nicks, dents. cracks, and corrosion, especially on the
leading edge and face. A four-power magnifying
glass will aid in these inspections. A dye penetrant
inspection should be performed if cracks are
suspected. The condition of the paint should also be
noted. majority of the surface defects that occur on
the blades can be repaired by the powerplant
mechanic. Defects on the leading and trailing edge
of a blade may be dressed out by the use of needle
files. the repair should blend in smoothly with the
edge and should not leave any sharp edges or
angles.
Steel Propellers and Blades

 Steel propellers and blades are found primarily on

antiques and transport aircraft. These are normally
of hollow construction. The primary advantage of
the hollow blades is in the reduced weight. Steel
blades, whether solid or hollow are very durable and
resistant to damage.
Construction
 Solid steel propellers are forged
and machined to the desired
contours and the proper pitch is
achieved by twisting the blades.
 One method of constructing
hollow steel blades is by
assembling a rib structure,
attaching steel sheets to the
structure, and filling the outer
sections of the blade with a foam
material to absorb vibration and
maintain a rigid structure.
Inspection, Maintenance and
Repair
 Steel blades are not as susceptible to damage as
aluminum or wood blades, but any damage is critical
due to the brittle metals used. Consequently,
damage must be located and corrected as soon as
possible. A visual inspection may be performed with
the aid of a magnifying glass and the use of a dye
penetrant. Magnetic particle inspections may be
performed according to the manufacturers
specifications. Bent blades should be treated like
aluminum blades with the location and amount of
bend being used to determine lf the blade is
repairable. All repairs to steel propellers and blades,
including slight dents and nicks, are major repairs
and must be performed by a repair station.
Thank you!
Propeller Installation

 There are three types of propeller installation;

 Flanged Shaft
 Tapered Shaft
 Splined Shaft
Flanged-Shaft
 Flanged propeller shafts are
found on horizontally opposed
and some turboprop engines.
The front of the crankshaft is
formed into a flange four to
eight inches across and 9O
degrees to the crankshaft
centerline. Mounting bolt
holes and dowel pin holes are
machined into the flange and,
on some flanges, threaded
inserts are pressed into the
bolt holes.
Preparation for Installation

 Before the propeller is installed, the flange should

be inspected for corrosion, nicks, burrs, and other
surface defects. The defects should be repaired in
accordance with the engine manufacturer's
recommendations. Light corrosion can be removed
with very fine sandpaper. If a bent flange is
suspected, a run-out inspection should be performed
on the crankshaft flange. The bolt holes and threads
of inserts should be clean and in good condition
With the flange area clean and smooth, a light coat
of oil or anti-seize compound is applied to prevent
corrosion and allow easy removal of the propeller.
The mounting surfaces of the propeller should be
inspected end prepared in a manner similar to that
Tapered Shaft
 Tapered shaft crankshafts
are found on older model
horizontally opposed
engines of low
horsepower. This style of
crankshaft requires the
use of a hub to adapt the
propeller for mounting on
the shaft.
Pre-installation Checks

 Before the propeller is installed on the crankshaft,

the shaft should be inspected carefully for corrosion,
thread condition, cracks and wear in the area of the
key way. The keyway inspection is critical as cracks
can develop in the corners of the keyway and result
in the crankshafts breaking. A dye-penetrant.
inspection of the keyway area is advisable at each
100-hour and annual inspection and each time the
propeller is removed. If surface irregularities are
found, dress or polish out the defects as the engine
manufacturer recommends. The hub components
and mounting hardware should be inspected for
wear, cracks, corrosion, and warpage. Correct
defects as necessary. A dyepenetrant or magnetic
 The fit of the hub on the
crankshaft should be checked by
the use of a liquid transfer ink
such as Prussian blue. The
Prussian blue is applied in a thin,
even coating on the tapered area
of the crankshaft. With the key
installed in the keyway, the hub
ls then installed on the shaft and
the retaining nut is tightened to
the instailation torque. The hub
is then removed and the amount
of ink transferred from the
crankshaft to the hub is noted.
 The ink transfer should indicate a
minimum contact area of 70%. lf
less than 70% contact area is
indicated, the hub and crankshaft
should be checked for surface
Splined-Shaft Installation
 Splined crankshafts are found
on most radial engines and
some opposed in-line, and
turboprop engines. The
splined shaft is characterized
by spines and voids of equal
dimensions and on many
engines a master spline
formed between two splines
so that a hub will fit on the
shaft in only one position.
Tracking the Propeller

 Once the propeller is installed

and torqued, the track of the
propeller should be checked. The
track of the propeller is defined
as the path which the tips of the
blades follow when rotated with
the aircraft stationary. metal
propellers can be out of track no
more than 1/16 of an inch and the
track of a wood propeller may not
be out more than 1/8 of an inch.
 Before the propeller can be tracked, the aircraft
must be made stationary by chocking the wheels so
that the aircraft will not move. Next, a fixed
reference point must be placed within the ¼ inch of
the propeller arc. This may be done by placing a
board on blocks under the propeller arc and taping a
piece of paper to the board so that the track of each
blade can be marked. the propeller is rotated by
hand until one blade is pointing down at the paper.
 The position of the blade tip
is marked on the paper. The
propeller is then rotated so
that the track of the blade
can be marked on the paper.
This is repeated for each
blade on the propeller. The
maximum difference in track
for all the blades should not
exceed the limits mentioned
for a light aircraft.
Thank You! ^^v