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Single Acting Propeller

This document summarizes the operation of single acting and double acting propellers: 1. A single acting propeller will increase RPM as the engine starts up until 60% RPM, at which point ignition is cut and the engine becomes self-sustaining until it reaches its onspeed condition of 65% RPM. 2. A double acting propeller is more complex and used on larger engines. It uses oil pressure to move the piston in both directions, with linkages converting this linear motion to rotate the blades and change their pitch. 3. The double acting propeller can have the piston move within a stationary cylinder or the cylinder move over a stationary piston, with various linkages transmitting the movement to

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Naufal Nasir
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387 views3 pages

Single Acting Propeller

This document summarizes the operation of single acting and double acting propellers: 1. A single acting propeller will increase RPM as the engine starts up until 60% RPM, at which point ignition is cut and the engine becomes self-sustaining until it reaches its onspeed condition of 65% RPM. 2. A double acting propeller is more complex and used on larger engines. It uses oil pressure to move the piston in both directions, with linkages converting this linear motion to rotate the blades and change their pitch. 3. The double acting propeller can have the piston move within a stationary cylinder or the cylinder move over a stationary piston, with various linkages transmitting the movement to

Uploaded by

Naufal Nasir
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOCX, PDF, TXT or read online on Scribd

SINGLE ACTING PROPELLER

Actuate the start switch. Note the increase of RPM on the cockpit indicator as well as
propeller rotation. The engine will accelerate to 10 percent RPM. The EGT rise is the
true indication of lightoff. If lightoff does not occur within 10 seconds after 10
percent, the start be aborted.
RPM will continue to increase, fuel and temperature will increase with temperature
stabilising at the starting value. Horsepower, or torque will also begin to indicate.

As engine speed reaches 60 percent, the speed switch will send a signal to de-
energise the ignition system. Horsepower has stabilised due to the fixed prop load,
fuel will remain the same while temperature has decreases due to the increased air
flow. The engine is now considered self-sustaining.

The engine will continue to accelerate on its own until it reaches its onspeed
condition. RPM will stabilise at 65 percent. Fuel flow and temperature will have
reduced and stabilised. RPM is now a function of the underspeed governor.
DOBLE ACTING PROPELLER

This type of propeller is normally fitted to larger engine and, because of engine
requirements, is more complicated than the propellers fitted to smaller engines.
Construction is similar to that of the single acting propeller, the hub supporting the
blades, and the cylinder housing the operation piston. In this case, however, the
cylinder is closed at both ends, and the piston is moved in both direction by oil
pressure. In one type of mechanism 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 matching with a bevel gear
segment at the base of each blade; axial movement of the piston causes rotation of
the bevel gear, and alteration of the blade piston causes rotation of the bevel gear,
and alteration of the blade angle. Operating oil is conveyed to the propeller
mechanism through concentric tubes in the bore of the engine reduction gear shaft.
And another type Fig, has the blades connected by links to the cylinder which moves
with the piston held stationary.

The piston may move in the cylinder or the cylinder may move over the piston, the
linear movement being transmitted to the blades by various linkages to convert it to
rotary motion.
The geared, or hydromatic, pitch change mechanism utilises a piston inside a
stationary cylinder. The piston is 'U' shaped to contain a pair of co-axial cylindrical
cams. The outer cam is fixed and the inner is free to turn. This carriers a bevel gear
which meshes with bevel gear segments on the blade roots.

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