Module 17 – PROPELLER

CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

MODULE 17

SUB MODULE 17.6

PROPELLER MAINTENANCE

Rev. 00 17.6
Oct 2006 For Training Purposes Only
 Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Contents Page
Static Balancing ............................................................................2
Dynamic Balance ..........................................................................6
Aerodynamic Balance ...................................................................8
Propeller Track............................................................................10
Blade Indexing ............................................................................12
Assessment Of Metal Propeller Blade Damage ..........................14
Removing Damage......................................................................16
Assessment Of Composite Propeller Blade Damage ..................18
Composite Blade Repairs............................................................20
Overspeeding...............................................................................22
Post Installation Propeller Testing ..............................................24

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 Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

“The training notes and diagrams are

compiled by SriLankan Technical Training
and although comprehensive in detail, they
are intended for use only with a Course of
instruction. When compiled, they are as up to
date as possible, and amendments to the
training notes and diagrams will NOT be
issued”.

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Oct 2006 For Training Purposes Only
 Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

STATIC BALANCING
When the weight distribution about the propeller axis is equal,
with the propeller in any position, it is said to have static balance.
On fixed pitch propellers an unbalanced condition (Figure 17.95)
can be rectified by the removal of material from heavy blades or
by the addition of extra coats of paints on the lighter blades.
Static balance is checked and corrected at a propeller repair
shop. The propeller is mounted on a mandrel and placed across
perfectly level knife-edges. The balance is check in two planes,
one with the blades horizontal (Figure 17.96) and one with them
vertical (Figure 17.97).
Fixed-pitch metal propellers are balanced in a propeller repair
station by removing some of the metal from the heavy side and
then refinishing the propeller. On variable pitch propellers,
balance is corrected by the addition of weights at the hub, or by
the installation of lead wool in the hollow blade roots or nuts,
bolts and washers on the spinner backplate.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.96
Fig 17.97

Fig 17.95

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Another method of achieving static balance is described in the

following procedure.
Balancing Procedure
- Place alignment markings between balance arbour (2) and
balance weight (5), and also between flanged adapter (7)
and arbour (2) to provide proper orientation during 180°
balance check as illustrated in Figure 17.98.
- Attach a hoist to the cable loop on the balance indicator and
raise the propeller. Ensure blades are correctly set to
position recommended in the AMM.
- Balance the propeller by adding washers (item 170), screws
(item 180) and nuts (item 190) illustrated in Figure 17.99 until
the balance indicating bushing and disc are centred as
illustrated in Figure 17.100.
- Repeat procedure with alignment marking rotated 180°.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Balance indicator circles concentric.

(assembly in balance).

Fig 17.99

Balance indicator circles slightly eccentric

(assembly slightly out-of-balance).
Fig 17.98
Fig 17.100

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 Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

DYNAMIC BALANCE Testing for Dynamic Balance

A propeller possessing static balance may cause vibration due to The propeller can be tested for dynamic balance either on
the non symmetrical disposition of the mass within the propeller ground or in flight using a dynamic balancing test set (Figure
(Figure 17.101). Unequal weight distribution about the propeller 17.102). The test set is plugged in to appropriate connections
axis can only be corrected by repeated ground runs following the on the flight deck, and appropriate cables are attached to the
addition of weights to the propeller. reduction gearbox (Figure 17.103). Readings obtained will
determine the adjustments (if any) required to balance weights in
Dynamic: Balanced when the blades’ centres of gravity are in the
order to dynamically balance the propeller.
Plane of Rotation.
On some aircraft dynamic balance is tested and adjusted off the
aircraft on a specialist balancing machine. On these aircraft the
only method used to check dynamic balance is to ensure the
tracking of the blades is within limits.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.102

Fig 17.101

Fig 17.103

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

AERODYNAMIC BALANCE
When all the blades of a propeller are producing equal thrust, it
is said to posses aerodynamic balance (Figure 17.104). To
achieve this it is necessary to adjust the blade angles relative to
one another, by a few minutes of a degree when setting the
initial blade angles on assembly.
Note: Balancing can only be carried out by approved propeller
repair organisations using approved balancing test apparatus.
Aerodynamic: Balanced when the aerodynamic forces on all the
blades are equal.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.104

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

PROPELLER TRACK
An out of track propeller will suffer an imbalance caused by the
propeller being out of Dynamic and Aerodynamic balance.
Propeller track is the path followed by a blade segment on one
rotation. If one blade does not follow in the same track as the
others, its angle of attack and thus the thrust it produces, is
different to the remaining blades, and vibration will result. It
centre of gravity will also be out of alignment, which will also
cause vibration.
A simple blade tracking check would entail, chocking the wheels
to prevent the aircraft from moving. Place a board under the
propeller (Figure 16.105) so the blade tip ‘nearly’ touches it.
Mark the board at the tip of the propeller, and then rotate the
propeller until the next blade approaches the board; mark the
second blade position.
Repeat for all blades. It can be observed from the marks
generated (Figure 16.106) the extent of tracking deviation
between blades. The amount that blades can be out of track is
specified in the relevant Aircraft Maintenance Manual (AMM).
For information only, an example of an average ‘maximum’
permitted deviation in track would be 0.25 inches.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.106
Fig 17.105

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

BLADE INDEXING
Slight differences in blade shapes produce unequal aerodynamic
forces on the propeller. These inequalities can be corrected for
by slight adjustments to the individual blade angles to produce a
specific thrust. See Figure 17.107.
Aerodynamic balancing can be achieved in two ways, thrust
balancing or torque balancing.
The adjustment or index is termed the Aerodynamic Corrected
Factor (A.C.F). This can be measured in two ways.
- The thrust produced by the individual blade.
- The torque produced by the individual blade.
The blade’s ACF is usually painted on the blade close to the
root. Torque balanced blades and thrust balanced blades
cannot be fitted to the same hub. Thrust balanced blades will be
marked with ‘T’ and then an angle, Torque balanced blades are
marked ‘Q’ with an angle.
The ACF is the amount to be added or subtracted from the basic
setting when assembling the propeller.
The process is often referred to as ‘Indexing’ as shown in the
table 17.108 below.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.108

Fig 17.107

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

ASSESSMENT OF METAL PROPELLER BLADE DAMAGE LIGHTNING DAMAGE

The most frequent major damage to a propeller is bent blades. If a metal propeller is struck by lightning, burn damage to the
No straightening is allowed by anyone other than the propeller blades is likely to occur. In removing this damage the normal
manufacturer or an approved repair station that must be repair limits apply, but after cleaning out all physical damage, a
approved for the particular operation. It is, however, the further specified thickness of metal must be removed, and the
responsibility of the licensed technician to know the repairable depression blended to a smooth contour.
limits of a propeller, so that a decision can be made to either
The damage area should then be chemically etched, and
remove/replace the propeller or to send it to a repair station.
inspected with a magnifying glass to ensure that there are no
Blades which are bent, twisted or cracked, or have severe signs of material abnormalities. Any electrical circuits in the
surface damage, are to be considered unserviceable, and the propeller should be checked for continuity and insulation
propeller must be removed and returned to the manufacturer or resistance.
an approved overhaul organisation. Minor surface damage may
be blended out within the limitations laid out in the relevant AMM
(Figure 17.109).
As a general rule:
a. The rework depth of the face or camber sides must not
exceed 0.060”.
b. The reduction of section thickness must not exceed 25%
of blade thickness in the area of rework.
c. The final blend area must not extend over more than
25% of chord, or 4” whichever is less.
d. After removing visible damage, remove further 0.002” for
gouge rework, or 0.020” for burn rework with polished
finish.
e. The length of any one (combined) blending shall not
exceed 7”.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.109

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

REMOVING DAMAGE COLD STRAIGHTENING

- Blending out damage and correction using: Cold straightening of the blade is allowed within the limits
prescribed in the relevant AMM, provided the blade has not been
- Riffler files
subjected to impact damage. Impact damage is defined as
- Scraper damage, visible or not, from a blade striking, or being struck
- Small power grinder (with suitable buffs and grinding discs) while rotating or when stationary. If a blade has suffered impact
damage (although it may be within the cold straightening limits of
- Fine abrasive or powder the AMM) the damage details must be recorded and
The rework must be carried out in the direction of the major axis communicated to the manufacturer before any cold straightening
of the blade, forming a smooth rounded depression in the blade procedure is undertaken.
surface. The junction between edges of the depression and The term ‘cold straightening’ has become accepted, by common
surrounding blade surface must be faired out with a smooth usage, to mean blades that can be straightened or twisted
blend. All traces of file or grinding marks must be removed using without prior annealing. Blades damaged beyond the limits of
abrasive cloth and then the worked area finally polished. cold straightening will require heat treatment prior to bending or
The rework area should now be inspected for cracks, twisting operations and must therefore be returned to the
indentations and tools marks using a magnifying glass. A crack manufacturer for repair.
will cause rejection of the blade. Any further marks should be A blade may be subjected to cold bending or twisting within the
polished out and the inspection repeated. Check that the rework prescribed limits on two successive occasions only.
length/depth proportions are within limits. For gouge and dent
damage a further -0.002” of material should be removed, beyond Where correction is required for a third time the blade must be
the required damaged. Electrical damage or damage with burrs returned to the manufacturer for heat treatment.
a further 0.02” if material should be removed. It is essential that
as soon as a repair has been carried out, the blade is re-
protected.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

TIP CROPPING
The tip of the blade can be cropped within the limits specified in
the AMM. A template should be made to the new tip dimensions
and the template placed against the face side of the blade.
Using a sharp pencil, mark the new tip arc. The portion of the
blade outboard of the marking is removed by hacksaw or coarse
grinding disc depending on the amount of material to be
removed. All file and grinding marks must be removed and the
work area polished using fine emery cloth. The blade should
then be inspected to determine that the blade length is within
permitted limits. The amount of tip cropping must be recorded
on the blade butt face in code form (e.g. TC 0.25”).

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 Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

ASSESSMENT OF COMPOSITE PROPELLER BLADE CAUTION: TAPPING ACROSS BOUNDARIES OF ABRUPT

DAMAGE CHANGES IN SHELL THICKNESS OR MATERIAL CHANGE
WILL PRODUCE TONAL CHANGES. THIS IS NORMAL AND
Damage to the blades of a composite bladed propeller may not
IS NOT A VOID OR DEFECT.
be visual using normal inspection methods. Delamination
between fibre-glass layers, or between fibre-glass and foam filler When tapping, the strike of the hammer should be approximately
(Figure 17.110), can however be deducted using a simple ‘tap 0.25” apart. The direction of the tapping should be with the
test’ procedure. longitudinal axis of the blade because the construction of the
blade varies slightly in this direction.
CAUTION - TAP TESTING MUST ONLY BE PERFORMED BY
INDIVIDUALS WHO HAVE SUFFICIENT EXPERIENCE AND When inspecting the blade on the wing, the tap test area should
TRAINING. be free of loud noises since the effectiveness of the tap test is
related to the sound levels and variations in the vicinity of the tap
CAUTION - DO NOT TAP TEST OVER THE INTEGRAL BLADE
test.
HEATING ELEMENT.
Any area with a suspected deformity as determined by a tonal
change or visual inspection will marked on the blade so as to
TAP TESTING identify the outline of the damage. These markings will be used
Tap testing is an auditory test performed by striking the outside to determine limits of repairability (Figure 17.111).
surface of a blade with a hammer specifically designed for the
test. By listening for a tonal change, the tap tester can
determine the sub-surface structural integrity of the blade. The
tonal changes may be voids in the lockfoam filler and/or
disbonded areas, such as separation of the shell to a lockfoam
bond.
The tap tester should be able to hear in the frequency range of
3000 hz. to 8000 hz. at 30 decibels (db) or lower on the better
ear. Tap testers should have their hearing checked annually.
The outside surface of the blade is struck with a light uniform
force in a rhythmical tempo. Tonal changes of the striking
hammer may indicate sub-surface defect.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.110

Fig 17.111

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

COMPOSITE BLADE REPAIRS NOTE: The shell spar bond line can be located by tap testing
with the tap testing hammer.
All handling and cutting of glass cloth and laminating of glass
cloth and resins should be carried out in a controlled atmosphere CAUTION: IN THE PROCESS OF REMOVING DAMAGED
of relative humidity and temperature as follows: LAMINATES DO NOT REMOVE THE ADHESIVES OVER THE
SPAR SO THAT THE BLADE SPAR IS EXPOSED.

SHOCK LOAD CHECK

When an engine has been subjected to a shock load, for
example, during a heavy landing, or if the propeller is struck by a
Foreign Object, the propeller shaft must be checked for
concentricity by attaching a DTI to a bar that is bolted to the
engine casing (Figure 17.113). With a weight attached to the
end of the shaft and a DTI in contact with the front parallel
A clean facility protected from dust, wind, rain, fog, cold, direct portion set to zero, the shaft is rotated through 360º and the
sunlight and other similar environmental factors should be used. indicator movement is observed. The maximum permissible
Do not lay up glass cloth and laminates with resins and eccentricity will be stated in the appropriate maintenance
adhesives in temperatures below 35ºF.Glass cloth and bonding manual.
adhesives should be sealed in plastic bags, package laminating
resins and sheath bonding adhesive in sealed containers.
Local repair of damage in the shell laminate is normally
permissible provided that the damage is confined within an area
bonded by a line 0.50 inch minimum from the nickel sheath edge
on the leading edge. (See Figure 17.112). The numbers of
repairs is not normally limited, provided that each repair does not
exceed 40 square inches. Laminate repair in the heater area
may be performed after removal of the heater.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.113

Fig 17.112

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

OVERSPEEDING
Propellers may occasionally exceed their normal maximum
rotational speed, and be subjected to centrifugal forces in excess
of those for which they were designed. With variable-pitch
propellers, overspeeding will normally only occur following failure
of the control system, but with fixed-pitch propellers the
maximum engine speed may easily be exceeded during
manoeuvres if the engine speed indicator is not carefully
monitored.
The extent of the checks that must be carried out following
overspeeding, will depend on the margin by which the normal
maximum rev/min have been exceeded, and on any particular
instructions contained in the approved Maintenance Manual.
No special checks are normally required following overspeeding
normal maximum rev/min, but it may be recommended that the
track of the propeller is checked. If the propeller has been
overspeeding the normal maximum rev/min, for a period in
excess of any specified time limit, it should be removed for
inspection.
All blades should be carefully inspected for material failure, using
a penetrant dye process. Blade bearings should be crack
tested, and the rolling elements and raceways should be
inspected for brinelling (i.e. indentation). The hub and counter-
weights should be inspected for cracks and distortion, and
particular attention should be paid to the blade mounting threads
and spigots. If the overspeeding has been excessive, the
propeller should be returned to the manufacturer for
investigation.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

POST INSTALLATION PROPELLER TESTING Engine running time should be kept to a minimum consistent
with satisfactory completion of the checks, and a careful watch
After installation of a propeller, the engine must be ground run in
should be kept on engine temperatures to avoid overheating.
order to check the propeller for correct function and operation.
With turbine engines, changes to operating conditions should be
Aircraft propeller installations vary considerably, and no set
carried out slowly, to avoid rapid engine temperature changes,
testing procedure would be satisfactory for all aircraft. It is
and to conserve engine life.
imperative, therefore, that any particular installation should be
tested in accordance with the approved AMM procedure, which When all checks have been successfully carried out, the engine
will normally include the following general requirements: should be stopped, and a thorough inspection of all propeller
system components should be carried out, checking for security,
The engine should normally be fully cowled, and the aircraft
chafing of pipes and cables, and signs of oil leaks.
should be facing into wind before starting an engine run. It is
sometimes recommended that the pitch change cylinder should Figure 17.114 shows the danger areas when operating the
be primed with oil before starting, by operation of the feathering engines.
pump.
The safety precautions appropriate to engine ground running
should be taken, the controls should be set as required, and the
engine should be started.
As soon as the engine is operating satisfactorily, and before
using high power, the propeller should be exercised in the
manner specified in the Maintenance Manual, to establish that
the pitch change mechanism is operating.
The checks specified in the Maintenance Manual to confirm
satisfactory operation of the propeller system, including constant
speed operation, feathering, operating of the propeller pitch
change throughout its range, synchronisation with other
propellers on the aircraft, and operation of associated warning
and indicating systems, should be carried out.

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Fig 17.114

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CATEGORY B1– MECHANICAL Sub Module 17.6 – PROPELLER MAINTENANCE

Student Notes:

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