Professional Documents
Culture Documents
Propeller
17.1 Fundamentals
Copyright 2014 Total Training Support Ltd
Module 17.1 Fundamentals Page 1
Module 17 Propeller
Copyright Notice The applicant should be able to give a general description of the
Copyright. All worldwide rights reserved. No part of this subject using, as appropriate, typical examples.
publication may be reproduced, stored in a retrieval system or The applicant should be able to use mathematical formulae in
transmitted in any form by any other means whatsoever: i.e. conjunction with physical laws describing the subject.
photocopy, electronic, mechanical recording or otherwise without The applicant should be able to read and understand sketches,
the prior written permission of Total Training Support Ltd. drawings and schematics describing the subject.
The applicant should be able to apply his knowledge in a practical
manner using detailed procedures.
Knowledge Levels Category A, B1, B2, B3 and C Aircraft
Maintenance Licence LEVEL 3
Basic knowledge for categories A, B1, B2 and B3 are indicated by the
A detailed knowledge of the theoretical and practical aspects of
allocation of knowledge levels indicators (1, 2 or 3) against each applicable
subject. Category C applicants must meet either the category B1 or the the subject.
category B2 basic knowledge levels. A capacity to combine and apply the separate elements of
knowledge in a logical and comprehensive manner.
The knowledge level indicators are defined as follows:
Objectives:
LEVEL 1 The applicant should know the theory of the subject and
interrelationships with other subjects.
A familiarization with the principal elements of the subject.
The applicant should be able to give a detailed description of the
Objectives: subject using theoretical fundamentals and specific examples.
The applicant should be familiar with the basic elements of the The applicant should understand and be able to use mathematical
subject. formulae related to the subject.
The applicant should be able to read, understand and prepare
The applicant should be able to give a simple description of the
sketches, simple drawings and schematics describing the subject.
whole subject, using common words and examples.
The applicant should be able to apply his knowledge in a practical
The applicant should be able to use typical terms.
manner using manufacturer's instructions.
LEVEL 2 The applicant should be able to interpret results from various
sources and measurements and apply corrective action where
A general knowledge of the theoretical and practical aspects of the
subject. appropriate.
An ability to apply that knowledge.
Objectives:
The applicant should be able to understand the theoretical
fundamentals of the subject.
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation
(EC) No.2042/2003 Annex III (Part-66) Appendix I, as amended by
Regulation (EC) No.1149/2011, and the associated Knowledge
Levels as specified below:
Objective Part-66 Licence Category
Reference A B1 B3
Fundamentals 17.1 1 2 2
Blade element theory;
Propeller slip;
Aerodynamic,
centrifugal, and thrust
forces;
Torque;
Vibration and
resonance.
Intentionally Blank
Propulsive Force
A propeller is a means of converting engine power into propulsive
force.
Angle of attack relates to the blade pitch angle, but it is not a fixed
angle. It varies with the forward speed of the aeroplane and the
RPM of the propeller.
Pusher
Tractor
Contra-Rotating
Counter-Rotating
All the above types can be between two and five bladed propellers,
but usually small two blade propellers are used on small piston
engines and three, four or five bladed propellers are used for high
powered piston or gas turbine engines.
Pusher
A little confusing, as it is sometimes known as the Propeller. This
type, as the name implies, pushes the airframe through the air and
is usually fitted behind the mainplane.
Tractor
This type pulls the airframe through the air and is usually fitted
forward of the mainplane.
Figure 1.7: The Cessna 337 Skymaster has a pusher AND a tractor
propeller
Contra-Rotating
This configuration is where there are two propeller units on one
shaft, driven by the same engine, but rotating in opposite directions.
This gives the advantage of reducing the disc area, but maintaining
the thrust to enable lower undercarriage configurations to be used Solidity may be increased by:
or higher RPMs from the engine due to reduced tip speed. When a
propeller has more than six blades, it becomes inefficient, a contra- Increasing number of blades (limited by hub strength so
rotating propeller is also a method of overcoming this problem. contra-rotating is an option)
Increasing the chord of the blades (C130 uses paddle type
The rear propeller is usually of a smaller diameter than the front blades)
propeller, so the blade tips will not be affected by air vortices from Increasing the length of the blades (Limited by tips going
the front propeller tips. sonic and ground clearance).
Counter-Rotating
With a large rotating mass such as a propeller, it will produce a
significant turning moment or torque on the airframe. To overcome
this problem on multi-engined aircraft, counter rotating propellers
are often used. In this system you would have, for example, the port
engine propeller rotating clockwise and the starboard engine
propeller rotating anti-clockwise, thus balancing the torque effects.
Propeller Solidity
Solidity is the term used to describe the ability of the propeller to
absorb power from the engine. For example a C130 propeller will
require high solidity, whilst a Cessna 150 will be somewhat less.
Fuselage Clearance
With a multi-engined aircraft, this is the clearance between the side
of fuselage and the propeller tip.
Rotational Velocity
When the aircraft is stationary the motion of the element is purely
rotational. At a given RPM the velocity of the blade element
increases as it moves towards the blade tip. Shock wave effects as
the tip speed approaches Mach 1 limit the length of blade. In
addition there is the obvious limitation of tip to ground clearance.
Forward Velocity
When the propeller is stationary the forward velocity is entirely the
due to the forward speed of the aircraft (TAS). However when the
propeller is rotating and therefore drawing air through the blade disc
then there is an additional induced airflow.
Blade Twist
Earlier it was stated that the rotational velocity increases with
distance towards the blade tip. It is necessary therefore to reduce
the blade angle towards the tip in order to maintain an efficient
angle of attack (4o- 6o is the norm). This is the reason for the twist
on a blade as shown in figure 1.15.
Figure 1.16: Blade Twist Figure 1.17: Effect of speed on a fixed pitch propeller