PTC B1.1 Notes - Sub Module 17.3 (Propeller Pitch Control)

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Module 17 PROPELLER
Sub Module 17.3 Propeller Pitch Control
MODULE 17
Sub Module 17.3
PROPELLER PITCH CONTROL
ISO 9001 - 2008 Certified

PTC/CM/B1.1 Basic/M17/01
17.3
For Training Purpose Only

Rev. 00
Mar 2014
PIA Training Centre (PTC)
Category A/B1
Module 17 PROPELLER
Contents
PROPELLERPITCHES1
SPEEDCONTROLANDPITCHCHANGEMETHODS9
FEATHERINGANDREVERSEPITCH21
OVERSPEEDPROTECTION28

17.3 - i

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17.3 - ii

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PROPELLER PITCHES
The roots of propeller blade can be rotated about the pitch
change axis by a mechanism in the hub to vary the blade angle
by approximately 110. Movement of the blade is controlled by a
Propeller Control Unit (PCU) that directs hydraulic pressure to
turn the blade.
Coarse Pitch
During flight, PCU controls the angle of blades for fine pitch and
coarse pitch. At coarse pitch, greater mass of air is accelerated
for lower engine RPM. Resulting saving fuel and engine wear
during cruising of flight.
Ground Fine or Superfine Pitch

Reverse Pitch
During starting and taxiing in fixed shaft engines, when power
available from the turbines is insufficient to drive the propeller
efficiently, this position is used to off-load the engine. When the
propeller is in the ground fine pitch position, it also acts as an
effective brake, being propeller discs producing drag in the
airflow. This mode of blade position is only available when the
aircraft is on ground.
Flight Fine Pitch
At this position the angle of attack is small; so accelerates a
smaller mass of air per revolution this position is the minimum
blade angle allowed in flight. It allows the engine to turn at
higher speed, like take off RPM. Although the mass airflow is
smaller for high RPM, the slip stream velocity is high and with
low forward aircraft speed the thrust is also high.

17.3 - 1
To provide an effective aerodynamic brake on landing and to

reverse the aircraft during ground maneuvers, reverse pitch is
used to obtain a negative thrust. Thrust reverse is only available
when the aircraft is on the ground because of mechanical
locking gate on the thrust levers.
Feathering
In case of engine failure during flight, the airflow will try to rotate
(windmill) the propeller and create increased drag that causes a
multi-engine aircraft yaw. Feathering position allows leading and
trailing edges of the propeller blades to be aligned with the
airflow, thus reducing drag. To prevent more than one engine
feathering at a time, Protection devices are integrated.

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Figure 17.3.01

17.3 - 2

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Alpha and Beta Modes of Operation

Alpha mode and Beta modes are the two basic operating
modes. Alpha is the flight mode which includes all operations
from take off to landing throughout. Whereas Beta is the ground
operation mode consisting of engine start, taxi and reverse
operations.
We will study now how the torque, thrust, total reaction, relative
airflow and angle of attack arrange themselves in three
conditions. These are normal flight, windmill brake and power
on brake.
Controls other than the normal flight range of any turboprop will
be under beta range, especially in the thrust reverse range.
Usually a mechanical lock or gate on the thrust lever is the
transition point between normal (alpha) control and beta control.
Different safety devices by means of air / ground sensors
ensure that thrust reverse cannot be chosen except the thrust
lever is at idle and the aircraft is on the ground.

17.3 - 3

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Normal Flight
If you examine the illustration below you will see that the blade
angle and the angle of attack are both positive giving positive
thrust and positive torque. The engine is driving the propeller.
In normal flight:
Blade angle is positive

Angle of attack is positive
Thrust is positive
Torque is positive
Figure 17.3.02

17.3 - 4

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Power on Brake Condition

In this condition, the blade angle has been deliberately selected
to be negative, creating a large negative angle of attack. This
produces negative thrust but because the engine is still driving
the propeller, the torque remains positive. This is the reverse
pitch facility and it is provided to enable aircraft to use the
propeller to provide a braking thrust force to shorten the landing
run. The condition is only selected on the ground, never in the
air. One drawback of this condition is that the propellers can
throw up debris from the runway in front of the aircraft and then
ingest it back through the propellers.

17.3 - 5
During power-on-brake condition:
Blade angle is negative

Angle of attack is negative
Thrust is negative
Torque is positive

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Figure 17.3.03

17.3 - 6

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Windmill Brake Condition

In this condition the blade angle is still positive but at a very low
value. It will be in the ground range. The angle of attack is
negative giving negative thrust and negative torque. The
propeller will then be driving the engine. It is a dangerous
condition if it occurs in flight as it creates massive drag.
However, the condition may be deliberately selected when an
aircraft that does not possess a reverse pitch facility requires an
additional braking force after landing. By selecting minimum or
ground fine pitch and then throttling the engine back after
landing the propeller can be induced to windmill and thus
provide an air brake. It is important to note that there has to be
aircraft forward movement for windmill to occur. It will not
happen on a stationary aircraft. A strong head-wind will
windmill a shut down engine on a parked aircraft, but that is a
different matter.
In windmill brake condition:
Blade angle is positive

Angle of attack is negative
Thrust is negative
Torque is negative

17.3 - 7
Figure 17.3.04

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Windmill Condition
This is similar to the windmill brake condition and is an
undesirable and hazardous condition that follows an engine
failure. As the rotational speed of the failed engine reduces a
constant speed propeller will reduce or fine off its blade angle
in an attempt to maintain RPM. This will see the blade angle
reduce to the point where, providing there is forward movement,
a negative angle of attack will occur and the propeller will then
drive the engine.
Torque and thrust will have become negative and the propeller
will have become a huge spinning airbrake. The condition can
also occur if the propeller blade angle inadvertently enters the
ground range in flight. Note that there must be forward aircraft
movement for windmill to occur. To avoid this unpleasant effect
variable pitch propellers are equipped with a feathering facility
where the blade angle can be driven to the fully coarse position
following an engine failure. The blade chord-line will then be
aligned with the oncoming airflow. Once feathered a propeller
cannot windmill.

17.3 - 8

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SPEED CONTROL AND PITCH CHANGE METHODS

Variable-pitch propellers comprise of a number of separate
blades mounted in a central hub along with a mechanism to
change the blade angle according to aircraft requirements. The
blades and hub are often aluminium alloy forgings, but the hub
on a large propeller may be constructed from steel forgings
because of the high centrifugal forces that it has to sustain.
The blades are mounted in the hub in ball or tapered roller
bearings, and the pitch change mechanism is attached to the
hub and connected to each blade through rods, yokes or bevel
gears. Operation and control of the pitch-change mechanism
varies significantly, and the major types are described in the
following sections.
When oil pressure is relieved, the counterweights and

feathering spring advances the piston to turn the blades to a
coarser pitch.
Although Counterweights produce a CTF, they are positioned
at 90 to the chord line trying to move the blades to a coarser
pitch. Counterweights must therefore be located far enough
from the blade axis, and must be heavy enough to overcome
the natural twisting moment of the blade. But since weight and
space are limiting factors, they are generally only used with
blades of narrow chord.
Single-Acting Propeller System

A single acting propeller is shown in the figure 17.3.05. This is a
constant-speed, feathering type system, typical for the
propellers fitted to light and medium sized twin-engine aircraft. A
cylinder is bolted to the front of the hub, and contains a piston
and piston rod that move axially to adjust the blade angle. In
some propellers, oil under pressure is fed through the hollow
piston rod to the front of the piston, moving the piston to the rear
to turn the blades to a finer pitch. On other propellers the
reverse applies.

17.3 - 9

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Figure 17.3.05

17.3 - 10

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Double-Acting Propeller System

This type of propeller is generally fitted on larger engines.
Because of engine requirements, it is more complex than the
propellers fitted to smaller engines. Construction is similar to
that of a single-acting propeller, the hub supporting the blades
and the cylinder housing the operating piston. In this case
however, the cylinder is closed at both ends and the piston is
moved in both directions by means of oil pressure.
In double acting propeller system, pitch change mechanism can

be achieved by either of the mechanisms indicated below.
Moving piston
Moving cylinder
Geared or Hydromatic
In the mechanism shown in Figure 17.3.06, links from the

annular piston pass through seals in the rear end of the
cylinder, and are connected to a pin at the base of each blade.
In another type of mechanism, the piston is connected by
means of pins and rollers to a cam track and bevel gear, the
bevel gear meshing with a bevel gear segment at the base of
each blade. Axial motion of the piston causes rotation of the
bevel gear and adjustment of the blade angle. Operating oil is
supplied to the propeller mechanism through concentric tubes in
the bore of the engine reduction gear shaft.

17.3 - 11

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Figure 17.3.06

17.3 - 12

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Moving Piston
Moving Cylinder
A moving piston hydraulic pitch change mechanism for a double

acting propeller system is illustrated in Figure 17.3.07.
The illustration in Figure 17.3.08 shows a moving cylinder

hydraulic pitch change mechanism for a double acting propeller
system.
Linear movement of the piston inside the cylinder is transmitted

to the base of each blade by linkages, and is converted into
rotary movement of the blades.
Figure 17.3.07

17.3 - 13
Linear movement of the cylinder is transmitted to the base of

each blade by linkages, and converted to rotary movement of
the blades.
Figure 17.3.08

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Geared or Hydromatic
The geared or hydromatic pitch change mechanism, shown in
figures 17.3.09(a) and 17.3.09(b), uses a piston inside a
stationary cylinder.
The piston is connected to a pair of co-axial cylindrical cams.
The cylindrical cams convert linear motion into rotary motion. It
carries a bevel gear meshing with bevel gear segments on the
blade roots.
Figure 17.3.09(b)
Figure 17.3.09(a)

17.3 - 14

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Speed Control
The great advantage of being able to alter pitch in flight opened
new possibilities for better efficiency. Replacing the two-position
valve with a flyweight-controlled valve in a governor allows the
blade pitch angle to be continuously and automatically adjusted
in flight to keep a constant and efficient engine speed.
The beginning of an engine-driven centrifugal governor, allowed
the blade angle to be changed automatically (within a predetermined choice), in order to maintain any engine speed
selected by the pilot, regardless of aircraft speed or altitude.
Propeller Governor
A flyweight-type governor (shown in Figure 17.3.10) senses the
engine speed and compares it with the speed selected by the
pilot. If an air load on the propeller causes it to slow down, the
governor senses this RPM decrease and directs oil into or out of
the propeller to decrease the blade pitch. The lowered pitch
decreases the load, and the engine returns to the desired
speed. If the air load decreases, the RPM increases; the
governor senses the raise and directs the oil in the right
direction to increase the pitch causing the engine to slow down.
The purpose of the propeller governor is to maintain the RPM of

the engine at the shape selected by the pilot, i.e. it is a range
speed governor. It is also used to limit the maximum RPM of the
engine, i.e. it is a maximum speed governor.
This is accomplished by controlling the pitch of the propeller
blades and hence the load on the engine. Propeller governors
are sometimes known as Constant Speed Units (CSUs) and
Propeller Control Units (PCUs).
Propeller governors use a pair of L-shaped flyweights, mounted
on a flyweight head and driven by the engine, to control the
position of the pilot valve in the oil passage between the engine
and the propeller. A gear-type pump within the governor boosts
engine oil pressure high as much as necessary for it to move
the propeller piston against the effect of the counterweights or
the low pitch spring.
The governor pump and the flyweight head are driven by an
accessory gear in the engine. The speeder spring presses down
on the toes of the flyweights and, in turn, on the pilot valve
plunger. The governor control lever rotates the adjusting worm,
which varies the compression of the speeder spring.
As the flight conditions are continually varying during a usual

flight profile, the engine RPM will vary in response to the
changing propeller torque. This is detrimental for a turboprop
aircraft, and to manually maintain a constant RPM would be a
full time activity for the pilot.

17.3 - 15

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Figure 17.3.10
17.3 - 16

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On-Speed Condition
When the propeller has fully absorbed the engine power, the
governor flyweight force equals that of the spring force. In this
"on speed" condition the governor piston valve blanks off the oil
ports to the propeller pitch change piston, and high pressure oil
from the governor pump is by-passed through the main relief
valve to the inlet side of the pump (Figure 17.3.11).
Figure 17.3.11

17.3 - 17

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Overspeed Condition
Under speed Condition
If the RPM rises above the selected speed, the governor

flyweight force, being larger than the spring force, lifts the
governor piston valve. The valve is raised to a position where
operating oil is directed to the front of the pitch change piston,
moving it rearwards to increase the pitch angle of the blades.
If the RPM falls below the chosen speed, the spring force, being
in surplus of the governor flyweight force, causes a downward
movement of the governor piston valve. In this position
operating oil is directed to the rear of the propeller pitch change
piston, moving it forward and lessening the pitch angle of the
blades (i.e. decreasing the load on the engine). At the same
time, the oil displaced from the front of the piston is returned, via
drain, to the governor pump. This condition will apply until the
selected RPM is brought back (Figure 17.3.13).
This increases the load on the engine. At the same time,

displaced oil from the rear of the piston is directed by the
governor piston valve, via drain, to the inlet side of the governor
pump. The increased blade pitch angle causes the RPM to fall
until equilibrium is reached and the governor piston valve
returns to the on speed state (Figure 17.3.12).
Figure 17.3.13
Figure 17.3.12

17.3 - 18

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Flight Deck Controls

A typical engine / aircraft combination uses two propeller control
levers that are mounted on the flight deck quadrant. These
levers are referred to as the power lever and condition (speed)
lever as shown in the figures 17.3.14 and 17.3.15. The power
lever relates to the throttle, but it also gives the pilot control over
the propeller during ground operation.
It affects the fuel flow, torque and exhaust gas temperature
(EGT), and has five positions:
Reverse
Ground idle
Flight idle
Take off
Maximum power
The LP and HP Shaft Speeds are referred to as NL and NH

respectively and the free turbine shaft speed is designated as
NP. Power in the reverse mode is controlled on NP and in the
forward mode, by NH. The condition / speed lever principally
controls the propeller RPM, and also acts as a manual feather
and fuel shut off lever. The condition lever has four positions:
Fuel shut off

On feather
Low RPM (min NP)
High RPM (max NP)

17.3 - 19

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Figure 17.3.15
Figure 17.3.14

17.3 - 20

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FEATHERING AND REVERSE PITCH

Propeller Feathering
Propeller Un-feathering
Since a double-acting propeller operates by directing oil

pressure to either side of the piston in the pitch change
mechanism, oil pressure is required in order to feather. Fitting
an electrical oil pump in the system that takes oil from the
bottom of the oil tank below a stack pipe achieves this.
In a double-acting propeller, the electrical feathering pump oil

pressure directed to the pitch change mechanism achieves unfeathering, with the power levers closed and the high pressure
fuel cock open.
Figure 10.3.16 shows a simplified typical feathering circuit.

Pushing in the feathering button (normally illuminated)
energizes a holding coil. This activates the electrical pump to
supply oil pressure. It also energizes a valve lift solenoid,
allowing the pump oil pressure to lift the control valve, allowing
pump oil pressure into the pitch change mechanism to feather
the propeller. Once reaching the full feather position, a pressure
cut out switch turns off the feathering pump.
The rpm lever moves in normal operating range and the control
valve lowers under the action of the governor spring. The
electrical feathering pump switches on and oil pressure
discharges to the PCU, turning the propeller from feather toward
coarse position. The propeller then windmills and rotates the
engine. Once the engine starts and is on speed, the oil pressure
from the feathering pump rises and a cut out switch turns the
pump off. Operation of the pump occurs either via manual
selection of a switch or automatically via a micro switch
mounted on the high pressure fuel cock lever.
On a manual system, moving the high pressure fuel cock to the

feather position, mechanically lifting the control valve, lifts the
control valve in the PCU. If insufficient oil pressure is available
from the engine-driven PCU pump to move the propeller to
feather, then operation of the electrical feather pump becomes
necessary.

17.3 - 21

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Figure 17.3.16

17.3 - 22

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Pitch Stops
Reverse Pitch
These are fitted to control the propeller angle for ground and
flight operations. The types of pitch stops are:
In ground fine pitch, the blade position is 0 and provides high

wind-milling drag to aid aircraft retardation on the ground to a
low forward speed. To improve this on slippery or short
runways, some engine installations are fitted with reverse pitch
propellers. This system includes installation of removable
ground fine pitch stops. With the ground fine pitch stop removed
and reverse selected, moving the power levers rearward
beyond ground idle causes the blades to move to a negative
pitch, applying the correct amount of engine power to produce
reverse thrust.
Ground Fine Pitch Stop: This stop type ensures fine pitch
on the ground during engine start and ground running.
Flight Fine Pitch Stop: This stop type limits the minimum
pitch in flight to prevent over-speed and resulting high drag.
It must be removed to allow selection of ground fine pitch for
ground operation.
Pitch Locks
Beta Range
Some gas turbine engines use a form of control known as Beta
Control. Beta is blade angle, and during ground operations only,
direct control of the propeller pitch by the power levers is
achieved in the ground idle and reverse pitch range. To operate
in the beta range, the aircraft must be on the ground and have
the flight fine pitch stops removed. This gives better control for
ground maneuvering.

17.3 - 23
Pitch locks lock the blades at whatever angle they are currently
at should there be a propeller mechanism or PCU failure, which
would cause the propeller to run to fine due to CTM. There are
various types of lock, two of which appear above:
Hydraulic Lock: This responds to fine pitch oil pressure

failure to create a hydraulic lock.
Mechanical Lock: Again, this responds to fine pitch oil

pressure failure and mechanically locks the blade.

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Figure 17.3.17

17.3 - 24

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Automatic Feathering
An automatic feathering system is sometimes provided to
automatically feather the propeller in the event that engine
power and hence indicated torque pressure falls to a predetermined value. In this instance, a low torque switch operates,
completing the circuit to the piston lift solenoid on the PCU and
feathering pump. The relevant feathering button pulls in and a
red light illuminates. The control valve rises hydraulically, thus
enabling the feathering of the propeller. A switch on the flight
deck arms the system, indicated by amber light. The throttles
must advance to approximately 45 to 75% of lever movement to
close the throttle micro switch.
Sometimes it can be reset to re-arm the auto-feather system in

the event of another engine failure. By activating the feather
button, regardless of whether or not the propeller has been
auto-feathered, any engine can be feathered at any time.
Some engines incorporate an automatic drag limiting (ADL)
system or negative torque sensing (NTS) system that do not
feather the propeller in the event of engine failure but turn the
blades to coarse pitch to limit wind-milling.
Normally this system is only used during take-off and landing.

To prevent the system operating as a result of momentary loss
of torque pressure, a time delay unit prevents completion of the
circuit until a predetermined time has elapsed, typically one or
two seconds.
To prevent more than one engine from auto-feathering, a
blocking relay is usually fitted either between the master switch
and the throttle switch, or incorporated in the feathering button
circuit.

17.3 - 25

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Figure 17.3.18

17.3 - 26

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Figure 17.3.19

17.3 - 27

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OVERSPEED PROTECTION
Light aircraft propeller speed control is accomplished by the
governor, and the actual turbo-prop equipped aircraft are
provided with back-up propeller overspeed protection.
Mechanical Controlled Propellers

An overspeed governor is a back-up for the propeller governor
and is mounted on the reduction gearbox. It has its own
flyweights and pilot valve, and it releases oil from the propeller
whenever the propeller RPM exceed a preset limit. When the
propeller speed reaches this limit the flyweights lift the pilot
valve and bleed off propeller servo pressure oil into the
reduction gearbox sump, causing the blade angle to increase. A
greater pitch puts more loads on the engine and slows down the
propeller.
Figure 17.3.20

17.3 - 28

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PROPELLER PITCH CONTROL

ISO 9001 - 2008 Certified

For Training Purpose Only

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Ground Fine or Superfine Pitch

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To provide an effective aerodynamic brake on landing and to

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Alpha and Beta Modes of Operation

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Blade angle is positive

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Power on Brake Condition

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During power-on-brake condition:

Blade angle is negative

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Windmill Brake Condition

Blade angle is positive

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SPEED CONTROL AND PITCH CHANGE METHODS

When oil pressure is relieved, the counterweights and

Single-Acting Propeller System

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Double-Acting Propeller System

In double acting propeller system, pitch change mechanism can

In the mechanism shown in Figure 17.3.06, links from the

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