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1939 - 0835

The document describes the components and operation of an aircraft propeller system. It discusses: 1) The main components of the system including airscrew blades, hub casing, hub driving center, cylinder lugs, and a governor pump unit. 2) How the governor pump unit works as the "nerve center" to control oil pressure and pitch of the blades through a plunger mechanism based on engine RPMs, maintaining the correct pitch for different speeds. 3) Additional details on how the individual blades are mounted and secured in place using ball bearings, races, and centrifugal force to prevent chatter at low RPMs.

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seafire47
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64 views1 page

1939 - 0835

The document describes the components and operation of an aircraft propeller system. It discusses: 1) The main components of the system including airscrew blades, hub casing, hub driving center, cylinder lugs, and a governor pump unit. 2) How the governor pump unit works as the "nerve center" to control oil pressure and pitch of the blades through a plunger mechanism based on engine RPMs, maintaining the correct pitch for different speeds. 3) Additional details on how the individual blades are mounted and secured in place using ball bearings, races, and centrifugal force to prevent chatter at low RPMs.

Uploaded by

seafire47
Copyright
© Attribution Non-Commercial (BY-NC)
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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MARCH 23, 1939

FLIGHT.

297

On the left are shown an airscrew blade, a hub casing, with a hub driving centre and a number of cylinder lugs (cast in one for convenience). To the right can be seen the finished parts. or closes ports through which oil in one case is^supplied to the back or front of the piston in the airscrew hub, while at the same time oil from the other side of the piston is released (at a much lower pressure) through another port opened to a special relief valve via the inside of the plunger. When the cockpit control has been set for a given number of engine r.p.m. the spring is adjusted to balance any tendency of the governor weights to fly out at that particular speed, and the plunger is in a position in which the ports to the airscrew piston are both closed. Consequently, the cylinder in the airscrew hub is not affected by oil pressure, and remains stationary with the blades in the correct pitch for t h a t engine speed. At this setting oil pressure is by-passed through the relief valve. Any tendency for the engine r.p.m. to increaseas would happen if the machine were put into a gradual diveimmediately exerts a greater force on the governor weights than t h a t which the spring has been set to balance, with the result t h a t the weights fly outward and pull the plunger in a
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brought to bear round the groove of the ring, thus forcing it out of the socket. Each blade socket is located in stacks of '' crowded '' ball bearing races, which are in turn mounted in the three short barrels of the hub. There are four main ball races in each hub, with a small pre-loading ball race at the top of each stack. The steel races of the main bearings are so arranged t h a t the inner races tend to contract on to the blade socket by centrifugal force, while the outer races tend to expand against the barrel of the hub. In this way use is made of centrifugal force THREADS ON . .. ,. ,K - * to secure the blade in its mounting. BLADE similar direction. Wnen The small pre-loading race is used to prevent chattering when the centrihappens a port is fugal loads are slight. There remains the governor pump PRESSURE OIL unitthe nerve centre of the Rotol SUPPLY TO FRONT SIDE airscrew. This light and compact unit TAPERED OF AIRSCREW SLEEVE can be mounted on any part of an PISTON engine where a drive is convenient. It has been so designed t h a t the oil leads may be taken from one side or the other of its casing. BALL Basically this unit consists of a THRUST BEARINGS straightforward high - pressure geartype pump and a spring-controlled governor. Oil is fed from the engine (at normal pressure) into the hollow and comparatively short idler gear shaft, inside which is a simple reducing valve. From this valve oil is drawn between the teeth of the gears o ^ and the chamber in which they are housed. The driving gear of the pump is mounted on a spindle that is somewhat longer than t h a t of the idler gear. The spindle is hollow and sufficiently large in diameter to allow a plunger to slide freely within certain limits. This plunger is in turn hollow and projects out of the back of the gear spindle. Attached to this plunger is a simple bob-weight governor mechanism. It is spring-controlled, and determines through which outlet the FLEXIBLE OIL oil pressure generated by the pump SEAL shall pass. As the bob-weights of the governor fly out, so the plunger is HUB OF . \ THIRD ' drawn outwards against a conical coil PIN ACTUATING BLADE s r THIRD BLADE P ing, the tension of which is set at From thissectioned drawa predetermined pressure by remote ing can be seen the arcontrol from the cockpit. Similarly, rangement of the thrust as the engine revolutions fall, so the races at the root of each bob-weights come together and allow blade, which is linked to the plunger to slide inwards in the the operating cylinder. This cylinder slides along the hub driving centre shaft of the driving gear. As the according to whether the oil-pressure is applied through ducts to the back or front of the fixed piston. Plunger slides inside the shaft it opens

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