Two Position Propeller

Twoposition
Propeller
NEXT TOPIC:
Reported by: Rada & Raa
enables the pilot to select

one of two blade angles in
flight
HIGH BLADE ANGLEcruise
LOW BLADE ANGLE-
High
Low
very popular with high
performance aircraft
manufactured in the 1930s
Antiques and agricultural aircraft

Hamilton- Standard
counterweight propeller
Cessna conquest
Beech king air
System components
1. propeller
2. selector valve
3. cockpit control
The fundamental component of the Hamilton-Standard

counterweight propeller is the spider
Aluminum blades were commonly used by Hamilton- Standard
The propeller hub, in this case also referred to as a barrel

assembly, is made of two steel halves machined as a set
These halves are individually finished and cannot be interchanged

between sets.
The counterweight assemblies are mounted on the counterweight

brackets. The blade angle setting mechanism of the propeller is
contained within these assemblies.
The piston is then fitted through the cylinder. The front cone, the
snap ring, and a safety ring are attached to the piston. Finally the
cylinder head is mounted on the forward end of the cylinder and
safetied.
A counterweight bracket, which is part of the pitch-changing

mechanism is mounted on the shank of each blade.
A selector valve directs engine oil

to the propeller, or drains the oil from the propeller
returning it to the oil sump.
The valve is controlled by a propeller control lever

from the cockpit. The selector valve is typically
located on the rear accessory case of the engine.
cockpit control for the propeller is normally

located WITH the throttle control lever
and is connected to the selector valve
through flexible cables using pulleys and turnbuckles
as necessary for routing and adjusting cable tension
8.2 System Operation
Changes in blade angle are caused by engine oil pressure in the

propeller cylinder and the centrifugal force acting on the
counterweights.
The other operational forces acting on the propeller have a

minimal effect on the system operation.
When the propeller control lever is moved forward to decrease

the blade angle, the selector valve directs pressurized oil to the
propeller cylinder. As the oil pressure moves the cylinder forward,
it overcomes the centrifugal force exerted on the counterweights
and pulls them in toward the axis of rotation. The propeller
movement continues until the follower pins come in contact with
the stops inside the counterweights.
To increase blade angle the cockpit control is moved back and

the selector valve releases the oil pressure from the propeller
back into the engine sump. The centrifugal force exerted on the
counterweights is now greater than the force of the oil in the
propeller cylinder, and rotates the blades back to a higher blade
angle. Again, the propeller movement continues until the
follower pins contact the stops.
8.3 Maintenance
The inspection and repair of the blades and hub are the same as
The counterweights should be checked for general correctness
The seals between the piston and cylinder should be inspected if

leaks are present, and may be replaced in the field if necessary.
However, other defects should be corrected by a repair facility.
for other propeller designs.

and the pitch changing mechanism should be checked for
excessive play. Excessive play between the blades usually
indicates wear in the blade receiving area of the hub.
System operation
Two forces for blade changing:
engine oil pressure in the propeller cylinder
and
centrifugal force acting on the
counterweights
***The other rotational and operational forces

have a minimum of effect on system operation.
propeller control lever:

moved forward to DECREASE the blade
angle
the selector valve directs engine oil pressure
(60 to 90 psi) to the propeller cylinder.
oil flows from the selector valve.

through
passages in the engine nose case,
and
is delivered to the hollow crankshaft
through
oil pressure moves the cylinder forward,

it overcomes the centrifugal force
on the counterweights and pulls
them in toward the centerline of the
propeller blades
propeller control lever:

moved rearward to INCREASE blade
angle
the selector valve is rotated to release
the oil pressure from the propeller
Counterweights CF > FO in the cylinder
The oil is forced out of the cylinder

and is returned to the engine sump
as the cylinder is pulled inward by
the action of the counterweights
flight operation
Engine start= prop @ the
HIGH BLADE ANGLE SETTING
-prevent oil from going into the propeller
cylinder rather than to the engine bearings
and causing unnecessary bearing wear.
-if engine oil temperature and pressure are
at the desired values: the propeller CAN BE
placed in the low blade angle position.
During engine preflight checks, the

propeller should be operated through
at least THREE FULL PITCHCHANGE CYCLES
-assurance that sufficient warm
engine oil is present in the propeller
and propeller is in proper working
condition
The propeller is placed in

LOW BLADE ANGLE for
take-off and climb
so maximum RPM and thrust
can be developed during the
low speed phases of flight.
The propeller is shifted to

HIGH BLADE ANGLE for
cruising flight
so that the maximum airspeed
can be obtained.
For approach and landing,

-the throttle setting is
reduced
-the propeller is shifted to the
LOW BLADE ANGLE.
If engine is to be shut down,

the propeller should be placed
in
HIGH BLADE ANGLE so that
the majority of the oil
is forced out of the propeller
cylinder.
installation
Blade angle adjustments

adjusted by means of the
stop nuts on the
counterweight adjusting
screw located under each
counterweight cap.
Inspection,
maintenance and
repair
Same as the other designs
Counterweights- checked for

security
Pitch changing mechanismchecked for excessive play by
holding one blade and noting how
much the other blade can be
rotated
Areas of Leakage If covered with oil

ALL or the propeller from the
cylinder REARWARD: the
cylinder head is loose or the
gasket is defective
EVERYTHING AFT of the
cylinder: the piston-to-cylinder
seals are the cause and
should be replaced
Piston is not pitted or covered with

dirt- might damage the next set of
seals; replacement if pitted or
scratched
Oil leak- defective seals; repair or
replacement
Slight adjustments to the propeller

balance- corrected by placing lead wool
In the counterbored area of the hub bolt
heads
***These bolts are called Welch bolts

because of the Welch plug used
to cap the bolt once lead wool is installed
If a Welch plug is missing:

the propeller can be considered out
of balance.
***Adjustment of balance with lead
wool
and Welch plugs is normally referred to
an OVERHAUL FACILITY
Dry Balancing: the use of lead

washers and lead wool to
correct propeller balance
Wet balancing: occurs when
the blades are greased through
hub fittings as the final step in
overhauling the propeller.
Application of grease- utilize grease

gun to assure the same number of
strokes
Note:
Do not over-lubricate the blades
as this will cause the blade
grease seals
to fail, allowing grease to spread
out
over the blades and the
airframe.
The blades are greased at

25-hour intervals unless
otherwise
specified in the aircraft manuals.
Always refer to the manual:
counterweight bearingsshould be lubricated in accordance

with the operating conditions and
the manual specifications.
troubleshooting
(problem) Vibration- may be caused
by unequal lubrication of blades
(problem) incorrect rpm under static
or flight condition- sludge buildup or
wrong blade setting
(problem) unresponsive cockpit control

movementsa.Proper rigging of selector valve to
control cable
b.Replacement, repair, or overhaul of
selector valve
c.If cold, congealed (solidified or
coagulated) oil or propeller
d.Sludge buildup
Any
questions?

Two Position Propeller

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How does a two-position propeller work?

How does a two-position propeller work?

What are the main components of a Hamilton-Standard counterweight propeller?

What are the main components of a Hamilton-Standard counterweight propeller?

Twoposition

Reported by: Rada & Raa

enables the pilot to select

HIGH BLADE ANGLEcruise

LOW BLADE ANGLE-

very popular with high

Antiques and agricultural aircraft

Beech king air

The fundamental component of the Hamilton-Standard

Aluminum blades were commonly used by Hamilton- Standard

The propeller hub, in this case also referred to as a barrel

These halves are individually finished and cannot be interchanged

The counterweight assemblies are mounted on the counterweight

A counterweight bracket, which is part of the pitch-changing

A selector valve directs engine oil

The valve is controlled by a propeller control lever

cockpit control for the propeller is normally

8.2 System Operation

Changes in blade angle are caused by engine oil pressure in the

The other operational forces acting on the propeller have a

When the propeller control lever is moved forward to decrease

To increase blade angle the cockpit control is moved back and

The counterweights should be checked for general correctness

The seals between the piston and cylinder should be inspected if

However, other defects should be corrected by a repair facility.

for other propeller designs.

***The other rotational and operational forces

propeller control lever:

oil flows from the selector valve.

oil pressure moves the cylinder forward,

propeller control lever:

The oil is forced out of the cylinder

During engine preflight checks, the

The propeller is placed in

The propeller is shifted to

For approach and landing,

If engine is to be shut down,

Blade angle adjustments

Counterweights- checked for

Areas of Leakage If covered with oil

Piston is not pitted or covered with

Slight adjustments to the propeller

***These bolts are called Welch bolts

If a Welch plug is missing:

Dry Balancing: the use of lead

Application of grease- utilize grease

The blades are greased at

counterweight bearingsshould be lubricated in accordance

(problem) unresponsive cockpit control

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