CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

PL/1-1
Issue 2.
16th May, 1975.
AIRCRAFT
PROPELLl;RS
CONSTRUCTION, OPERATION AND MAINTENANCE

INTRODUCTION This Leaflet gives general guidance on the construction,

operation and maintenance of both fixed-pitch and variable-pitch propellers, such as may
be fitted to many types of piston and gas turbine engines.
1.1 There are a number of propeller manufacturers, and many possible propeller/engine
and engine/airframe combinations. For these reasons, there is a wide variety of
propellers and propeller control systems. This Leaflet is not intended to cover all
possible combinations, and should be read in conjunction with the appropriate aircraft
and propeller manuals, from which information relating to a particular insta11ation may
be obtained. ·
NOTE: The relevant information previously published in Leaflet PL/2-1, Issue J, 1st December 1962,
is included in this Leaflet.

2 GENERAL A propeller is a means of converting engine power into propulsive

force. A rotating propeller imparts rearward motion to a mass of air, and the reaction to
this is a forward force on the propeller blades. ·'
2.1 Each propeller blade is of aerofoil cross-section. As the blade moves through the
, air, forces are produced, which are known ·as thrust and torque, and which may be
regarded as roughly equivalent to the forces of lift and drag produced by an aircraft
wing. Thrust is the propulsive force, and torque the resistance to rotation, or propeller
load. The magnitude of the thrust and torque forces produced will depend on the size,
shape and number of blades, the blade angle, the speed of rotation, the air density and
the forward.· speed.
2.2 Since each blade is of aerofoil cross-section, thrust will be produced most efficiently
at a particular angle of attack, that is the angle between the chord line at a particular
blade section and the relative airflow. This angle varies both with operating conditions
and with the design camber of the blade sections, but, for a given blade and given in-flight
1

conditions, it will be found to be relatively constant along the length of the blade. The
rotational speed of a particular cross-section of a blade will increase with its distance
from the axis of rotation, and, since the forward speed of all parts of the blade is the same,
the relative airflow will vary along the blade, and it is, therefore, necessary to provide a
decreasing blade angle from root to tip. The various terms relating to propeller opera-
tion are illustrated-in Figure 1. This is a simplified diagram omitting inflow angles for
clarity, but in practical designs these angles cannot be ignored.
2.2.1 The geometric pitch of a propeller is the distance which it should move forward
in one revolution without slip; it is equal to 2nr tan 0, where r is the radius (or station)
of the particular cross-section, and O is the blade angle. at that point. Fixed pitch
propellers are usually classified by their diameter and pitch, the pitch being related
to the blade angle at t radius, or other nominated station. ·
847
PL/ 1-1

ANGLE OF ATTACK RELATIVE AIRFLOW

ANGLE OF ADVANCE

PLANE OF ROTATION

Figure I PROPELLER TERMS

2.3 Centrifugal, bending, and twisting forces act on a propeller during flight,. and can
be very severe at high· rotational speeds. Propellers ·must be both strong enough to
resist these forces, and rigid enough to prevent flutter. The main forces experienced are
as follows:-
{a) Centrifugal forces which induce radial [Link] the blades and hub, and, when acting
on material which is not on the blade axis, also induce a twisting moment. Centri-
fugal force can be resolved into two components in the plane of rotation; one is a
radial force parallel to the blade axis, and the other a force at 90° to the blade axis;
the former produces radial stress, and the latter tends to tum the blade to a finer
pitch. The turning effect is referred to as centrifugal twisting moment, and is illus-
trat~d in Figure 2; the wider the blade, the greater will be the twisting moqient.
(b) Thrust forces which tend to bend the blades forward in the direction of flight.
(c) Torque forces which tend to bend the blades against the direction of rotation.
(d) f,.ir loads which normally tend to oppose the centrifugal twisting moment and
coarsen blade pitch. ·

BLADE AXIS

\
A

,. A

Figure 2 CENTRIFUGAL TWISTING MOMENT

848
 PL/1-1
2.4 The diameter of a propeller, and the number and shape of its blades, depend on the
power it is requ-ired to absorb, on the take-off thrust it is necessary to produce,' and on
the noise-level limits which have to be met. High tip speeds absorb greater' power than
low tip speeds, but if the tip speed approaches the speed of sound, efficiency will fall, and
this consideration limits practical diameter/rotational speed combinations. High tip
speed is also the main source of propeller noise. Large diameters normally result 'in
better performance than small diameters, and blade area is chosen to ensure that blade
lift coefficients are kept in the range where the blade sections are efficient. Wide chord
blades and/or large diameters lead to heavy propellers; increase in number ...9f blades
increases cost but reduces noise. The design of any propeller is, therefore, a compro-
mise between conflicting requirements, and the features which are given prominence will
vary from one application to another. Small two-bladed propellers, of suitable profile,
are satisfactory for low-powered piston engines, but for high-powered piston or turbine
engines, three, four, or five bladed, or contra-rotating, propellers are used, and are driven
through a reduction gear to enable high engine power to be used at efficient propeller
speeds.

2.5 Propeller Balance. A propeller is a rotating mass, and if not correctly balanced can
produce unacceptable vibration. An unbalanced condition may be caused by un·even
weight distribution, or by uneven air loads or centrifugal forces on the blades when the
propeller is rotating. Even weight distribution is known as static balance; this is
checked by mounting the propeller on a shaft between knife edges; or by use of a single-
plane precision balancing machine. An unbalanced condition can be corrected by
adding weight to the lighter blade(s) and/or removing weight from the heavier blade(s).
Material may easily be removed from wooden propellers, but metal propellers are usually
balanced by attaching weights to the blade hub· or by adding lead wool to the hollow
blade roots. If there are significant differences in form or twist between the blades on
a propeller, vibration can result because the thrust and/or torque produced by the
blades is uneven. Procedures for evaluating such differences, and for achieving aero-
dynamic balance, are often available for large propellers. In their absence, careful
checking of the blade profiles, and adjustment of any deviations, may often eliminate
vibration. It is possible for a propeller to be in perfect static and aerodynamic balance,
but still suffer from dynamic unbalance when rotating. The cause of such unbalance is
non-symmetrical disposition of mass within the propeller, or non-symmetrical mounting
of the propeller. Such unbalance can be corrected by adding balance weights, but
this may be a lengthy procedure, involving repeated runs with the propeller installed
on the aircraft. Propellers are balanced after manufacture, and whenever repairs, or
overhaul, have been carried out, or vibration has been reported.

3 TYPES OF PROPELLERS The various types of propellers are described briefly in

this paragraph. The construction and operation of the main types of propellers in common
use, are described in detail in paragraphs 4 and 5.

3.1 Fixed-pitch Propellers. Because of its lightness, cheapness and simplicity, a

fixed-pitch propeller is often fitted to a single-engined aircraft. The pitch selected for
any particular engine/airframe combination will always be a compromise, since the
angle of atta* will vary with changes in engine speed and aircraft attitude. Too coarse
a pitch would prevent maximum engine power from being used during take-off and
climb, and too fine a pitch would prevent economical cruising, and would lead to
overspeeding of the engine in a dive. ·
849
PL/1-1
3.2 Variable-pitch Propellers. With this type of propeller the blade angle may be varied
in flight, so that engine power may be fully utilized. Variable-pitch propellers were
originally produced wi\h two blade-angle settings; a fine pitch to enable full engine
speed to be used during take-off and climb, and a coarse pitch to enable an economical
engine speed to be used for cruising. The introduction of an engine-driven centrifugal
governor enabled the blade angle to be altered automatically (within a pre•determined
range), in order-to maintain- any engine speed selected by the pilot, regardless of aircraft
speed or. attitude.

3.3 Feathering Propellers. If an engine failure occurs, the windmilling propeller may
cause considerable drag, and adversely affect controllability of the aircraft. In order
to reduce this drag, the· blades of most constant speed propellers fitted to multi-engined
aircraft are capa~Ie of being turned past the normal maximum ~oarse-pitch setting into
line with the airflow. This is known as the 'feathered' position. Feathering the propeller
not only reduces drag, but also minimizes engine rotation, thus preventing any additional
damage to th~· engine.

. 3.4 Reversible-pitch Propellers. On some aircraft, the propeller blades may be turned
past the normal fine-pitch setting, to a pitch which will produce thrust in the opposite
direction (reverse thrust). On·selection of reverse pitch by the pilot, the blades may be
turned to a fixed reverse-pitch angle, but on some installations the pilot has control of
blade angle, and can select any angle within a given range on each propeHedndividually.
Reversible-pitch propellers provide braking during the landing run, and facilitate aircraft
ground manoeuvring.

4 FIXED-PITCH PROPELLERS Fixed-pitch propellers normally have two blades,

and are manufactured from either wood or aluminium alloy; they are generally only fitted
to single:.engined light aircraft.
4.1 Wooden Propellers. Wooden propellers are made up from a number of planks glued
together. The wood used is usually either birch or mahogany, and is specially selected
and seasoned for the purpose. After glueing and. a further short· seasoning period to
equalise moisture content in the planks, the block is cut to shape and finished. An
abrasion resistant coating. of either canvas or cellulose is applied to the blades, and a
metal sheath is normally screwed on to the leading edges and blade tips to protect the
wood from being damaged by stones. The propeller is then given several coats of
varnish or cellulose paint to protect it from atmospheric conditions.
4.1.1 H the engine shaft has an integral flange, the propeller is clamped. between this
flange and a separate steel faceplate. If the shaft is splined, the propeller is mounted
on a steel hub, which is internally splined to fit the shaft, and has an integral rear.
flange and detachable front flange between which the propeller is mounted. In either
case, a large clamping area is requited so as to minimize dainage to the wood fibres
when the attachment bolts are tightened.
4.1.2 Hubs fitted to parallel splined shafts are mounted between a front and rear cone,
the purpose of which is to ensure that the propeller is concentric with the shaft. The
shaft is threaded to receive a large nut, which is tightened against the front face of the
front cone. Hubs fitted to tapered shafts are- [Link] attached, but may not be
mounted on cones.
4.2 Metal Propellers. Metal· propellers are usually aluminium alloy forgings, and are
anodised and painted for protection. They are usually bolted directly on to a shaft with
an integral flange, but if they are fitted to a splined shaft they are mounted on a hub which
is similar to that \lSed for wooden propellers, but without a front flange.

850
 PL/1-1
5 VARIABLE-PITCH PROPELLERS Variable-pitch propellers consist of a number of
separate blades mounted in a central hub, and a mechanism to change the blade angle
according to, aircraft requirements. The blades ·and hub are often aluminium alloy
forgings, but the hub on a large propeller may be constructed from steel forgings because
of the high· centrifugal forces which it has to contain. · The blades are mounted in the hub
in ball qr tapered roller bearings, and the pitch-change· mechanism is attached to the hub
and connected to each blade through rods, yokes or bevel gears. Operation and control
of the pitch-change mechanism varies considerably,. and three main types are discussed in
this paragraph.

BLADE
FERRULE
RETAINING NUT

BLADE BEARING

FEATHERING
SPRING

Oil TUBE
(.PISTON .ROD)

cou·NTERWEIGHT

Figure 3 SINGLE-ACTING PROPELLER

851
PL/1-1
5.1 Single-lcting Propeller. A single-acting propeller is illustrated in Figure 3; it is a
constant-speed, feathering type, and is typical of the propellers fitted to light and
medium sized twin-engined aircraft. A cylinder is bolted to the front of the hub, and
contains a piston and piston rod which move axially to alter blade angle. On some
propellers, oil under pressure, fed through the hollow piston rod to the front of the
piston, moves the piston to the rear to tum the blades to ·a-·finer pitch; on other propellers
the reverse applies. When oil pressure is relieved, the counterweights and feathering
spring move the piston forward to tµrn the blades to a coarser pitch. Counterweights
produce a centrifugal twisting moment as· described in paragraph 2.3 (a), but, because
they are located at 90° tq the chord line, they tend to move the blades to a coarser pitch.
Counterweights must be located far enough from the blade axis, and must be heavy
enough to overcome the natural twisting moment of the blade, but since weight and
space are limiting factors, they are generally only used with blades of narrow chord.

TO PILOT'S
CONTROL LEVER
UNFEATHERING BUTION

%
UN FEATHERING
ACCUMULATOR

DRIVE GEARS

SOLENOID
VALVE
NON-RETURN VALVE

PROPELL.E R DRAIN . ENGINE OIL

OIL LINE INLET

DRIVE SHAFT

Figure 4 CONSTANT SPEED UNIT

852
 PL/I-I.
5.1.1 Propeller Control.,- Bladeangle is controlled by a constant-speed unit (Figure 4);
which comprises a centrifugal governor, a governor valve, and an oil pump to boost
engine oil pressure sufficiently for operation of the propeller control mechanism. The
governor is driven from the engine shaft, and movement of the governor weights under
centrifugal force is opposed by a control spring, the loading of which is set by means
of the pilot's control lever. The position of the governor valve is determ,ined, there-
fore, by engine speed and the force exerted by the spring; when these forces balance
the oil line to the propeller is blanked off, and oil is trapped in the cylinder of the
pitch ~hange mechanism (see Figure "3).
(a) When the pilot's 9ontrol lever is set to the maximum rev/min position, and the
throttle is at a low power setting, the governor valve will be fully down, and oil
from the pump will be directed through the hollow piston rod to turn the propeller
blades to fully fine pitch. As the throttle is opened and rev/min are increased,
centrifugal force on the governor weights will raise the valve, until a position is
reached where maximum rev/min are obtained and the oil line to the propeller is
blanked off. Any further increase in power will tend to increase rev/min and
result in the governor valve being lifted; oil will drain from .the propeller and
produce a coarser blade pitch to maintain the specified maximum rev/min.
(b) During flight, rearward movement of the pilot's control lever will reduce control
spring loading, and allow the governor weights to lift the valve; this will result in a
coarser blade angle, and the increased· load on the engine will reduce engine speed
until the spring force is balanced by centrifugal force on the governor weights.
Forward movement of the pilot's control lever will increase spring loading, and
result in a finer propeller pitch and higher engine speed.
(c) If propeller load decreases in flight, or power is increased, the engine will begin to
speed up, the governor weights will raise the valve, and propeller pitch will
coarsen to maintain the set engine speed; conversely an increase in propeller load,
or a decrease in engine power, will result in a finer propeller pitch, to maintain the
set engine speed. .
5.1.2 Feathering is accomplished by moving the pilot's control lever to the appropriate
position, which_ is normally obtained by moving the lever through a gate in the
quadrant. This action raises the governor valve fully, allowing oil to drain from the
propeller, and the blades to turn to the fully coarse (feathered) position under the
action of the· counterweights and feathering spring.
5.1.3 In order to unfeather the propeller, a separate source of oil under pressure is
required; on light aircraft this is usually provided by an accumulator which is charged
during normal operation. To unfeather, the pilot's control lever is moved into the
constant speed range, thus lowering the governor valve, and the unfeathering button is
pressed, releasing oil from the accumulator and allowing it to [Link] to the propeller.
This action commences unfeathering, and once the propeller starts to windmill the
normal oil supply completes the operation.
5.1.4 When the engine is stopped on the ground, oil pressure in the cylinder is gradually
relieved by leakage through the constant speed unit (CSU), and this would enable the
propeller blades to turn to the feathered position under action of the featliering springs.
This ·condition would result in unacceptable loads on the engine during starting, and a
centrifugal latch is fitted to prevent forward movement of the propeller piston w_hen
the engine is stopped. Figure 5 shows the operation of a centrifugal latch; it is dis-
engaged by centrifugal force at all speeds above ground idling, thus enabling the
proptller to· function normally during flight, but below this speed centrifugal force. is
overcome by return springs, and the piston can only move forward a short distance,
equivalent to approximately 5° of blade angle. When the engine is started, oil pressure
builds up to move the blades to fully fine pitch, and centrifugal force disengages the
latch.
853
PL/1-1

FINE PITCH
STOP PLATE

PISTON ROD

LATCH STOPS

Figure 5 CENTRIFUGAL LATCH

5.1.5 Because of the predominance of single-acting propellers on light aircraft, only a

simple propeller has been described. However, there is a wide variety of propeller/
engine installations, and some of the safety foatures attributed to double-acting pro-
pellers will also be found on particular single-acting propellers.

5.2 Double-acting Propeller. This type of propeller is normally fitted to larger engines
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 operating piston. In this case,
however, the cylinder is closed at both ends, and the piston is moved in both directions
by oil pressure.. In one _type of mechanism (Figure 6), 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 bymeans of pins
and rollers to a cam track and bevel gear, the bevel gear meshing 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 blade angle. Operating oil is conveyed to the propeller
mechanism through concentric tubes in the bore of the engine reduction gear shaft.
854
 PL/1-1

LOCK ENGINE SHAFT

PITCH LOCK
PISTON

MAIN
CYLINDER
COARSE PITCH OIL

FINE PITCH Oll

GROUND FINE
PITCH STOP
FEATHER
STOP PfTCH LOCK OIL

Figure 6 DOUBLE-ACTING PROPELLER

5.2.1 Normal Operation. In. a turbo-propeller installation the power control lever is
often connected to both the fuel control unit and the propeller control unit (PCU), so
that fuel flow and engine speed are selected at the same time. The PCU is basically
a CSU as illustrated in Figure 4, but the PCU includes a number of additional features.
Constant speed operation is controlled in a similar manner to that on the single-acting
propeller; the governor weights opposing control spring force to raise or lower the
governor valve, and to supply oil to the appropriate side of the pitch change piston,
whenever engine speed varies from the speed selected. Figure 7 illustrates the PCU.
(a) In the 'on speed' condition, centrifugal force on the flyweights balances the force
of the control spring, and the governor valve traps oil in both sides of the pitch
change· cylinder.
(b) In the 'underspeed' condition, control spring force is greater than the centrifugal
force on the flyweights, and the governor valve is lowered, supplying oil to the rear
of the pitch change cylinder, and providing a drain for oil from the front of the
cylinder~ Blade angle decreases, and the engine speeds. up until centrifugal force
on the flyweights balances the force of the control spring, and the governor valve
is returned to the -'on speed' condition. ·
855
PL/1-1
(c) In the 'overspeed' condition, control spring force is less than the centrifugal force
on the flyweights, and the governor valve is raised, directing oil to the front of the
pitch change cylinder, and providing a draiq for oil in- the rear of the cylinder.
Blade angle increases, and the engine speed decreases because of the added load,
until the flyweights and control spring are once more in balance.

CONSTANT SPEED

H.P. FUEL COCK

FEATHER

VALVE LIFT
PISTON

GOVERNOR
SPRING
GOVERNOR
WEIGHTS
GOVERNOR
DRIVE GEARS

VALVE LIFT
SOLENOID

GOVERNOR P.C.U. Oil PUMP

VALVE

COARSE FINE
PITCH PITCH

DRIVE SHAFT

Figure 1 PROPELLER CONTROL UNIT

856
 PL/ 1--1
5.2.2 Fine Pitch Stops. During starting and ground running, a very fine propeller
pitch may be required, to minimize propeller load, and to prevent engine overheating;
however, during :flight, this very fine pitch would lead to engine overspeeding, and
excessive drag if the PCU were to fail. To cater for both these requirements, the pitch
change piston on the type of propeller illustrated in Figure ·6, is provided with two
fine pitch stops, the :flight fine pitch stop being withdrawn for starting and ground
· operations. The flight fine pitch stop is in the form of a spring collet, the prongs of
which are designed to spring inwards. When the collet is operating as a stop, the
pitch-lock piston is held in the forward position by a spring, forcing the spring collet
open, and preventing the pitch change piston from moving forward further than the
:flight fine pitch positiQn. When ground fine pitch is required, a solenoid in the PCU
is energized (normally by operation of both a stop withdrawal lever and a throttle-
operated switch) and oil pressure is ducted through the third oil line to the front of the
pitch lock piston; as the piston moves rearwards, support for the collet is withdrawn
and the prongs spring inwards, allowing the pitch change piston to move fully forward
to the ground fine pitch position. The pitch lock solenoid is disarmed when the
throttles are moved forward for take-off, and, when the propeller has coarsened into
the constant speed range, the pitch lock piston moves forward under spring pressure
and opens the spring collet to form the :flight fine pitch stop.
NOTE: The term 'pitch lock' is used, in the above paragraph, to describe a means of holding the fine
pitch stop in a prescribed position. Some manufacturers use the term to describe a device which
locks the blades at whatever angle they happen to be, should failure of the pitch change mechanism
occur.

(a) The entire power-unit and the aircraft must be safeguarded in the event of the
failure of the pitch-lock unit to operate, and a safety system is incorporated in the
PCU. If, during :flight, the propeller blades move to a pitch finer than :flight fine
pitch, a switch fitted to one blade closes, and completes the circuit through an
isolating switch to a solenoid in the PCU. This solenoid directs oil pressure to a
valve-lift piston, which lifts the governor valve and directs oil to the front of the
pitch change piston. This action coarsens the propeller blade angle, and breaks
the circuit· to the valve-lift solenoid. If the pitch-change piston· does not latch
over the spring collet as it moves rearwards, the sequence will be repeated as the
blades fine-off past :flight fine pitch again. An isolation switch prevents operation
of this safety system when ground-fine pitch is purposely selected.

5.2.3 Feathering. Facilities for the manual feathering of the propeller are provided
on all large piston and turbo-propeller engines. With some turbo-propeller installa-
tions, however, the drag from a windmilling propeller in fine pitch could be very
dangerous, particularly with a twin-engined aircraft, and for these aircraft automatic
feathering is also provided.

·ca) Manual feathering of the propeller on a piston engine, is normally carried out by
movement of the propeller control lever to the 'feather' position, and operation of
the feathering pump. These actions raise the governor valve, and supply oil under
pressure to the appropriate side of the pitch-change piston. On a turbo-propeller
installation, manual feathering is carried out by an interconnection between the
PCU and the high pressure fuel cock. When the fuel cock is moved to the 'feather'
p_osition, linkage to the PCU lifts the governor valve independently of the governor
control, and oil is directed to the front of the pitch change piston to turn the blades
fully coarse. Since the oil pump in the PCU is driven by the engine, the oil supply .
may be insufficient to feather the propeller completely, and operation of the
electrically-driven feathering pump may be necessary. ·
857 .
PL/1-1
(b) Automatic feathering is initiated by means .of a torque switch. Whenever the
power levers are ·positioned above the idling range, and the engine torque falls
below a specified amount, the torque switch closes and completes a circuit to the
feathering pump and the valve-lift solenoid in the PCU. The solenoid directs oil
to the valve-lift piston, which raises the governor· valve, and opens. the oil ports
from the feathering pump to the front of the pitch change piston, thus feathering
the propeller.

5.2.4 Unfeathering. On turbo-propeller engines, when the high pressure fuel cock is
open and the power levers closed, the governor valve is in a suitable position to direct
oil from the feathering pump to the rear of the pitch change piston. Selection of the
feathering pump switch (which is often incorporated in the fire control handle),
supplies oil to the PCU and thence to the propeller, and activates the engine ignition
system. When the propeller blades have turned from · the feathered .position, the
airstream commences to windmill the propeller and rotate the engine, and normal
oil pressure builds up to complete the unfeathering operation.

5.2.5 R,eversing. In a reversing propeller, the propeller mechanisiµ includes a remov-

able ground fine pitch stop, which enables the propeller to fine-off to a negative
pitch when certain actions have been taken and certain conditions are fulfilled.
Various safeguards are incorporated to prevent selection during flight. .The means
of achieving negative pitch vary considerably, but operation of a typical hydraulically
operated propeller is described in the following paragraphs.

(a) Electrical control is exercised by throttle-mounted switches, weight contact

switches on the landing gear, and a master switch or lever to arm the circuit.
With the throttle levers closed beyond normal idling to a datum position, 'reverse'
selected, and the weight of the aircraft on its wheels, electrical power is supplied
to a pitch-stop withdrawal solenoid, and oil pressure is directed to withdraw the
fine-pitch stop and move the pitch-change piston forward to the reverse stop,
where it is held by hydraulic pressure. Operation of the 'reverse' lever also
changes the sense of operation of the throttle levers, which are pulled further
back to increase power in reverse pitch.
(b) Indication of stop withdrawal, and movement of the blades [Link] pitch, is
provided by hub-mounted switches, which illuminate appropriate warning lamps
on the flight deck.

(c) Re-selection of positive blade angle is achieved by moving the throttle into the
normal idling range, and by moving the m~ster lever out of the reverse position.
Oil is ducted to- the front of the pitch change piston, and the blades move to a
positive angle; the stop returns to normal operation once the blades have moved
past the ground fine pitch angle.

5.3 'Beta' Control. On some gas turbine engines, a form of control known as 'beta',
or blade angle control, is used for ground operations, and may be applied to either
single-acting or double-acting propellers. With this system, the throttles (usually known
as power levers) operate in a gated quadrant. During flight these levers cannot be
closed below the 'flight idle' gate, and the CSU operates normally to maintain any
pre-selected propeller speed. In the ground idling and reversing range, the power levers
control propeller pitch to vary power at both positive and negative blade angles, at
constant propeller speed, and the governor mechanism is overridden. An overspeed
sensor, and mechanical pitch stop, prevent operation in the ground (fine pitch) range
during flight. In the beta range, the pitch stop is withdrawn, and movement of a power
858
 PL/1-1
lever rotates a setting cam in the associated CSU, which raises or lowers the governor
valve accordingto whether a coarser or finer pitch is required. kmechanical feed-back .
mechanism, operated by linkage from the propeller blades, resets the governor valve
via a follow-up cam, and pitch change ceases when the angle scheduled by the power
lever is achieved.

5.4 Electrically Operated Propellers. As with other types of variable-pitch propellers,

a hub is mounted on the engine reduction gear shaft, the individual blades are fitted
into the hub, and the pitch change mechanism is fitted to the front of the hub. In this
type, however, the pitch change mechanism consists of a reversible electric motor,
driving a bevel gear through a gear train with a very high reduction ratio. The bevel
gear meshes with a bevel gear segment attached to the root of each blade, and, when
rotated, turns· the blades to alter propeller pitch. Electric power to the motor is pro-
vided through a brush and slip-ring arrangement at the rear of the hub. A motor brake
is provided to prevent overrun, and normally consists of two friction discs, one fixed
to the rotating motor shaft, and the other keyed to the stationary motor casing. The
brake is applied (discs held together) by spring pressure, and released by means of a
solenoid whenever a pitch change is initiated. ·
5.4.1 Some electrically operated propellers are controlled by an engine.;driven CSU,
and switches are also provided which enable propeller pitch to be controlled manually.
The CSU is similar to those fitted to hydraulically operated propellers, but the
governor valve supplies oil to the appropriate side of a piston contained in the CSU,
which is connected to the central contact of a switch unit. Movement of this piston
in either direction completes a circuit to the pitch change motor, and alters blade
angle as required.
5.4.2 On some multi-engined aircraft an electrical control system is used. A single
· propeller pitch lever controls the speed of a master electric motor, which is used as a
reference for engine speed, and which drives the stator of a contactor unit for each
engine. Each engine drives an alternator, which supplies three-phase alternating
current to the stator windings of the appropriate contactor, the frequency being
proportional to engine speed. During operation, a magnetic field is built up· round
the stator with a phase rotation opposite to that of the stator. If the stator speed
and alternator speed are the same, the magnetic field will, therefore, be stationary;
any Yariation in alternator speed will result in rotation of the magnetic field, the
direction of rotation depending on whether the alternator is rotating faster or slower
than the stator. Rotation of the magnetic field influences a concentric rotor, which
rotates with it, and closes a pair of contacts to complete the circuit to the appropriate
windings in the propeller pitch change motor. Switches are normally provided to
enable pitch changes and feathering to be carried out manually.

6 INSTALLATION AND MAINTENANCE

6.1 Wooden Fixed-pitch Propellers. Because of the nature of the material from which
they are made,. wooden propellers are relatively easily damaged by stones and other
hard objects, and they may also be affected by climatic conditions. These propellers
should frequently be inspected for breaks in the surface finish, scores, nicks, cracks,
delamination, and security of the leading edge sheath. Minor defects in the surface
finish may he repaired by touching-up with varnish or paint as appropriate, but any
damage to the wood, other than very minor damage (see paragraph 6.1.2), must be
assessed in accordance with the approved repair schemes, and the propeller repaired or
returned to the manufacturer as appropriate.

859
PL/ 1-1
6.1.1 Periodic Maintenance. The intervals at which the propeller must be removed
for inspection are specified in the approved Maintenance Schedule. With the pro-
peller removed from· the aircraft, the blades and boss should be inspected for the sort
of damage described in paragraph 6.1, paying particular attention to those areas
which are not visible when the propeller is installed. In addition, the following
inspections should be carried out:-
(a) Bolt holes should be examined for ovality, rough edges, and [Link] into
the boss.
(b) Boss faces should be examined for damage where they have been in contact with
the hub flanges, particul~rly at the circumference of the flanges.
(c) The centre bore should b~ examined for cracks and delamination of the plies.
(d) The mounting hub should be examined for corrosion, cracks, correct fit on the
crankshaft, and for condition of the attachm~nt bolts and nuts.
(e) Where mounting cones are fitted, these should be checked for corrosion, and for
picking-up of the surface. Correct fit between the hub and cones may be checked
using engineers' blue, an 80% contact normally being required.

6.1.2 Repairs. The limits of repairable damage are normally laid down in the appro-
priate aircraft manual, and are related to a. maximum depth and area, expressed as
a percentage of the thickness or chord of the blade at that point. ·
(a) Minor indentations and small longitudinal cracks may usually be repaired by
plugging with a mixture of glue and sawdust, then sanding smooth.
(b) Deep cuts or damage must be removed, and an insertion repair carried out.
Identical timber must be used, and particular attention must be paid to matching
the grain direction.
(c) If slight tip or trailing edge damage is repaired by sanding to a new profile, both
blades must be similarly shaped. ·
(d) If repairs to the metal sheath are permitted, extreme care is necessary to prevent
bruising of the wood when shaping the new metal. The original screw and rivet
holes must be used, and the manufacturer's recommended procedures carefully
followed.
(e) In all cases where repairs have been carried out, the propeller must be balanced
(paragraph 2.5), and re-protected in the original manner.

6.1.3 Installation. Before installing a propeller, the propeller shaft and threads should
be checked for damage. The fit of the hub on the shaft should ·be checked using
engineers' blue, and· any high spots should be removed with a fine oil stone. Boss
and hub flange faces should be checked for cleanliness, to ensure that maximum
friction will be obtained.
(a) When assembling the hub to the shaft, it is usually recommended that an anti-
seize compound should be applied to the threads, and engine oil to the shaft.
Where cones are fitted, these should be clean and dry.
(b) The angular position of the propeller on the hub is not important, unless the
engine is likely to be started by hand swinging. In this case it should be mounted
in a convenient position in relation to aircraft heigi>:t and engine compression.
The attachment bolts should be tightened evenly, and in proper sequence, to the
specified torque.

860
 PL/ 1-1
(c) After installation, the track of the propeller must be checked. This is normally
measured on a trestle or platform vertically below the boss; when the prope1ler
is rotated the blades should track within l inch of each other, but a greater
tolerance may be permitted on repaireµ propellers, provided that no vibration is
evident during engine runs.
(d) After engine runs to check the reference rev/min, the propeller attachment bolts
and the hub retaining nut should be checked for tightness, and re-locked. It is
recommended that the bolts should also be checked after each of the first few
flights.
NOTE: Shrinkage washers are sometimes fitted to the attachment bolts of wooden propellers, to
take up any shrinkage which may occur after installation. These washers must be fitted strictly
in accordance with the manufa..:turer's instructions.

6.2 Metal Fixed-pitch Propellers. Aluminium alloy propeller blades are less prone to
surface damage than wooden propeller blades~ but sharp indentations and scores will
cause stress concentrations which may lead to failure, particularly if a number of
damaged areas form a .line across a. blade. Such propellers should be inspected fre-
quently for corrosion, dents, nicks, cuts, and other surface damage.
NOTE: Blade failures have been known to occur, -through corrosion which has started underneath
blade decals attached with a water-soluble adhesive. Particular attention should be paid to any
instructions or directives which have ~[Link] issued regarding inspection, removal or replacement of these
items.

6.2.1 Periodic Maintenance. Metal propellers are not normally overhauled at definite
periods, and are only removed for repair or reconditioni1:1g when the condition of the
blades makes this necessary. When the propeller is r_emoved, the mounting bolts
should be examined for cracks, using a suitable non-destructive testing method, and
the propeller mounting flange bolt holes should be examined for ovality and cracks.
In addition, the faces of the propeller boss should be checked for fretting, corrosion,
and cracks emanating from the bolt holes. Further information on the maintenance
of propeller blades will be found in CAA Airworthiness Notice No. 55.

6.2.2 Repairs. Propellers which are bent or twisted, which have surface cracks in a
chordwise direction, or which have sustained damage in the form of cuts, nicks, or
gouges, beyond the limits of depth or area specified- by the manufacturer, must be
returned to an approved overhaul organisation for repair. Minor repairs may be
carried out by removing metal from the damag~d area, so that the final depression
is within the specified repair limits for the particular blade area. Metal should be
removed with a smooth file and emery cloth, and the ,repair should progressively be
checked by the penetrant dye process, until all damage has been removed and a smooth
shallow depression remains.
(a) After repairs have been satisfactorily carried out, the propeller should be carefully
balanced. If repairs have been made to one blade only, it may be necessary to
remove material from the other, heavier blade, at the position corresponding to
that of the repair on the damaged blade. Care must be taken not to . reduce
blade chord or thickness below the minimum dimensions specified for the particular
propeller. If only· a very small amount of metal was removed during repair,
balance may often be restored by applying additional paint to the lighter blade.
(b) After balancing, the propeller should be partly or completely reprotected, depend-
ing on the extent of the surface damage, using the primer and paint or varnish
specified by the manufacturer.
861
PL/ 1-1
6.2.3 Installation. Fixed-pitch metal propellers are normally installed on a flanged
propeller shaft, and a spacer is often used to give clearance between the propeller and
the engine cowling. Dowels are used to locate the propeller on the spacer or propeller
shaft flange, and these should be a tight press fit in the holes. The dowels, spacer
and flange should be inspected before assembly to ensure that they are undamaged,
and the propeller and spacer should be assembled together before installation on
the engine.
(a) If the engine is likely to be hand-swung, the propeller should be fitted to the
engine in a convenient position. The attachment bolts should be tightened
evenly, and i~ proper sequence, to the specified torque.
(b) It is not usuJlly necessary to check the track of a metal propeller after initial
installation, but it may be necessary if vibration is evident during operation.
(c) The engine should be ground run after installing the propeller, to check for
vibration and determine the engine speed obtained at full throttle. This reference
rev /niin should be corrected for ambient conditions, and recorded in the engine
log book.
(d) The propeller attachment bolts should be checked for tightness after the engine run.
6.3 Variable-pitch Propellers. In some instances, variable-pitch propellers may be
fitted with steel blades, and particular care must be exercised during inspection, because
of the adverse effects of surface damage on the fatigue life of these blades. Inspection
and repair· must be carried out strictly in accordance with the manufacturer's instruc-
tions. Maintenance of variable-pitch propellers with aluminium alloy blades is des-
cribed below.
).
6.3.1 Periodic Inspection. The following inspections should be carried out at the
periods specified in the approved Maintenance Schedule, or as recommended in
CAA Airworthiness Notice No. 75. ·
(a) All visible parts of the propeller, its components, controls, pipe connections and ·
wiring, should frequently be inspected for damage and security.
(b) The blades should be inspected for damage in the form of abrasions, cuts, nicks,
or corrosion. Minor erosion or dents may usually be left until the propeller is
removed, but cuts .or gouges which may lead to cracks should be blended out
immediately, and the area should be repainted.
(c) The spinner, hub and blade roots of hydraulically-operated propellers should be
examined for traces of oil leaking from the pitch change mechanism. -If the
propeller is a 'dry hub' type, oil leaking into the hub may, through centrifugal
force, flow through the blade bearings, remove the grease, and result in premature
failure of the bearings. Some traces of oil may be found after initial installation,
but, if the leakage persists, the propeller must be stripped to the extent necessary
to cure the leak, and to clean and re-grease the bearings. This particular problem
does not apply to propellers with 'wet' hubs, but any leakage should, nevertheless,
be investigated.
(d) The CSU/PCU, and connecting pipes should be inspected for oil leaks. Leakage
at the mounting face of the CSU/PCU may be remedied by tightening the .nuts
or replacing the gasket, but leakage from other parts of the unit will normally
require a replacement of the complete unit.
(~) Whenever the propeller is removed, the slip rings and contact brushes should be
examined for damage and wear. Brush wear over the operating period should be
assessed, and the brushes should be replaced if the rate of wear indicates that they
will not remain serviceable until the next overhaul.
862
 PL/ 1-1
'
6.3.2 Damaged Blades. Blades which are bent, twisted or cracked, or have severe
surface damage, must be considered unserviceable, and the propeller must be returned
to the manufacturer or an approved overhaul organisation. Minor surface damage
may be blended out in the same way as for fixed-pitch metal propellers, and within
the limitations imposed by the manufacturer.

(a) If vibration is experienced, the blades_ should be inspected for signs of cracks,
dents, or bending. The track of each blade should be checked, and the blade
angles should be measured at the specified station. It is usually possible to
adjust the blade angle of an individual blade by fitting shims to, or by adjusting
the length of, the operating rod from the pitch-change mechanism to the_ blade.·
If all these checks are satisfactory, it is unlikely that the propeller is the cause of
the vibration. ·

6.3.3 Installation of Propeller. The method of installation will depend on the type of
propeller, and all instructions detailed in the appropriate Maintenance Manual should
be carefully followed; these will include any special checks to be carried out, and
details concerning lubrication, torque loading and locking of retaining parts. The
following procedures are applicable to most propellers.

(a) Remove all protective covers and plugs, and clean parts whjch have been treated
with a protective coating. Lubricate specified parts with the recommended
grease or oil before installation.

(b) Fit the electrical brush gear housing to the engine reduction gear casing, and
check that it is square with the engine shaft, using a dial test indicator clamped
to the shaft.

(c) Fit the sling to the propeller, lightly smear the front and rear cone seatings with
engineers' blue, and temporarily fit the propeller to check the contact area of the
cones. Tighten the hub retaining nut by hand, rotate the propeller at least one
revolution, then remove the propeller and check the extent of blueing of the cones.
If the contact area is less than 80 %, high spots may be removed by light stoning,
or, where permitted, by lapping on a suitable mandrel. Clean the cones and cone
seatings.

(d) With hydraulically-operated propellers, fit and lock the oil tubes in the engine
shaft.

(e) Refit the propeller, lightly lubricating the splines, cone bore and threads with the
specified lubricants. Cone faces should not normally be lubricated, as this may
result in looseness of the propeller when the oil film is lost. Lubricating the
propeller bore, rather than the shaft, will prevent any lubricant from being dis-
placed on to the cone face when the propeller is installed.

(f) Turn the blades to the feathered angle, and fit the pitch-change mechanism.

(g) Install the brush gear, and check for correct contact between the brushes and the
slip rings.

(h) Fit the spinner, and turn the blades through their full pitch range, to check for
fouling.
863
PL/ 1-1
6.3.4 Installation of CSU/PCU. Installation of the CSU/PCU is normally straight-
forward. A new gasket should be fitted to the mounting flange, and the unit should
be installed carefully, ensuring that the driven gear meshes with the driving gear or
quill shaft, and that any dowels are correctly located. Mechanical linkage on a
piston engine should be adjusted, so that the CSU control is on the maximum rev/min
stop when there is a slight clearance between the pilot\ control lever and the forward
end of the gate in which it operates. The controls. to the PCU of a turbine engine
are interconnected with the high pressure fuel cock, and with one or more of the
electrical contacts associated with the operation of the various propeller functions;
they may also be electrically or mechanically connected to the controls on the flight
deck. Mechanical linkage is normally adjusted by locking the pulleys and levers in
set positions, using rigging pins or similar equipment as necessary, and adjusting the
connecting rods or cables to suit. Details of the procedures for setting up the
propeller controls on any particular aircraft must be obtained from the appropriate
Maintenance Manual.

6.3.5 Test~g After Installation. After installing a propeller, the engine must be
ground run to check propeller operation. Aircraft propeller installations vary con-
siderably, and no set testing procedure would be satisfactory for all aircraft. It is
imperative, therefore, that any particular installation should be tested in accordance ·
with the approved Maintenance Manual, which will normally include the following
general requirements.
(a) The engine should normally be fully cowled, and the aircraft should be facing into
wind before starting an engine run. It is sometimes recommended that the pitch
change cylinder should be primed with oil before starting, by operation of the
feathering pump.
(b) The safety precautions appropriate to engine ground running should be taken,
the controls should be .set as required, and the engine should be started.
(c) 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.
(d) The checks specified in the Maintenance Manual to confirm satisfactory operation
of the propeller system, including constant speed operation, feathering, operation
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.
(e) Engine running time should be kept to a minimum consistent with satisfactory
completion of the checks, and a careful watch should be kept on engine tem-
peratures to avoid overheating. With turbine engines, changes to operating
conditions should be carried out slowly, to avoid rapid engine temperature
chan~es, and to conserve engine life.
(f) When all checks have been successfully carried out, the engine should be stopped,
and a thorough· inspection of all propeller system components should be carried
out, checking for security, ch~ng of pipes and cables, and signs of oil leaks.
NOTE: If vibration was experienced during the engine run, the hub retaining nut should be re-
tightened after the engine shaft has cooled down. ·

6.4 Additional Inspections. In addition to the. normal inspections carried out on a

routine basis, certain occurrences will require special checks to be carried out, and these
checks are briefly described in the following paragraphs.
864
 PL/ 1-1
6.4.1 De-icing Equipment. Damage to de-icing equipment fitted to the propeller
should be dealt with as described in Leaflets PL/l---3 or PL/1-4, as appropriate.

6.4.2 Lightning Damage. If a metal propeller is struck by lightning, burn damage to

the blades is likely to occur. In removing this damage the normal repair limits apply,
but after cleaning out all physical damage, a further specified thickness of metal must
be removed, and the depression blended to a smooth contour. The damaged area
should then be chemically etched, and inspected with a magnifying. glass to ensure
that there are no signs of material abnormalities. Any electrical circuits in the
propeller should be checked for continuity and insulation resistance.
6.4.3 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 which 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. The figures quoted here are typical values.

(a) No special checks are normally required following overspeeding up to 115 % of

normal maximum rev/min, but it may be recommended thaJ the track of the
propeller is checked.

(b) If the propeller has been overspeeding between 115 %and 130 %of normal maximum
rev/min, for a period in ex~~ss 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 d1stortion, and
particular attention should be paid to the blade mounting threads and spigots.

(c) If the overspeeding has been in excess of 130% of normal maximum rev/min,
the propeller should be returned to the manufacturer for investigation.

6.4.4 Special Instructions. Manufacturers of propellers may issue, from time to time,
instructions dealing with the detection and rectification of faults which are known to
exist on particular types of propellers. These instructions are often issued in the
form of Service Bulletins, and engineers should be acquainted with such advice, and
should take action accordingly.

7 STORAGE

7.1 Installed Propellers. Propellers installed on an engine which may be out of use for
a period of up to three months should be kept clean, and should be inspected regularly
for corrosion. The internal parts of a variable-pitch propeller will be protected by
exercising the propeller during weekly engine runs where these are possible, but, if the
engine cannot be run, the propeller should be feathered and unfeathered using the
feathering pump. If the engine is likely to be out of use for more than three months,
the propeller mechanism should be flushed with inhibiting oil, and all external parts of
the propeller should be treated with lanolin or an approved rust preventative. The
propeller operating mechanism should be covered with waxed paper, and all visible
parts should be regularly inspected for corrosion.
865
PL/ 1-1
7.2 Uninstalled Propellers. Uninstalled propellers should be stored in conditions which
are clean, dry, warm, and free froin corrosive fumes. Two-bladed propellers are usually
stored in racks to permit free circulation of air, but propellers with more than two blades
may be stored vertically, on stands, to minimise the amount of floor space they occupy.
Propellers should be retained in the manufacturer's. packaging whenever possible, or
wrapped in mouldable wrap and waxed paper. The external parts of metal propellers
should be cC'1ted with lanolin or an approved alternative. The pitch change mechanism
of a hydraulically operated propeller should be inhibited with an approved oil, and all
loose parts, such as oil tubes and mounting cones, should be coated with lanolin and
wrapped in waxed paper.
7.2.1 When a variable-pitch propeller is disassembled for storage, individual mechanical
parts should be immersed in inhibiting oil, then allowed to drain, bearings should be
coated with mineral jelly, and electrical connections should be smeared with petroleum
jelly. All electrical equipment, such as motors and slip rings, should [Link]
cleaned} !he connections .smeared with petroleum jelly, external surfaces should be
treated with a rust preventative, and each part sealed in a moisture vapour proof bag.
All parts of the propeller should then be wrapped in waxed paper and, if possible,
packed 'in a suitable carton or crate.
7.2.2 When assembled propeUers or pre-loaded blade· assemblies are held in storage,
the bearings must be exercised after six months and nine months. At the end of
twelve months in storage the bearings must be removed and examined for brinelling
and corrosion, and, if they ar~ found to be satisfactory, they should be cleaned,
greased, and reassembled on the blade. They will then be satisfactory for a further
six months storage.
7.2.3 The Jnaximum storage period varies between different· types of propellers, but
generally, if a propeller is retained in the manufacturer's packing, it will, subject to
the checks outlined in paragraph 7.2.2, remain in a satisfactory condition for three
years. If the propeller, or individual components, are not' retained in the original
packing, they will normally require re-inhibiting every twelve months, and over-
hauling after three years.
7.2.4 Rubber components are normally subject to a specific life, counted from the cure
date or assembly date, and must be discarded at the overhaul nearest to their life
expiry. Details concerning the life of a particular component should be obtained
from the relevant Maintenance Manual. Loose rubber components should t,e stored
in the dark in an unstressed condition, and retained in the manufacturer's packing
until required for use.
7.3 All propellers or propeller components retained in storage should be suitably
labelled to show their part number, modification standard, original date of storage, and
any other details relevarit to the actions taken subsequent to the original storage date.

866
CIVIL AVIATION AUTHORITY dVIL AIRCRAFT INSPECTION PROCEDURES

PL/1-3
Issue 1.

1st April, 1972.

AIRCRAFT
PROPELLERS

FLUID DE-ICING SYSTEMS

INTRODUCTION This Leaflet gives general guidance on the instalJation an'1

maintenance of fluid de-icing systems for aircraft propellers. It should be read in cont
junction with the Maintenance Manuals for the aircraft and system components concerned.
NOTE: This Leaflet incorporates the relevant information originally published in Leaflet PL/3-1, Issue 1,
1st December, 1950.

2 GENERAL The system provides a film of de-icing fluid to the propeJler blade
surfaces during flight which mixes with the water or ice and reduces the freezing point of
the mixture. Where ice has already formed on the blades, the fluid penetrates under the
ice and loosens it sufficiently for it to be thrown off by centrifugal action.

2.1 Fluid is distributed to each propeller blade from a slinger ring which is mounted on
the back of the propeller hub. The fluid is pumped into this ring through a delivery
pipe from a supply tank.
2.1.1 Some propellers have rubber overshoes fitted to the blades to assist the distribu-
tion of the fluid. On this type of installation fluid is fed from the slinger ring to a
small trough, which is part of the overshoe, and is then forced by centrifugal action
along longitudinal grooves in the overshoes.
2.1.2 On propellers which are not fitted with overshoes, fluid is fed from the slinger
ring .through a pipe to the root of the blade and is then distributed by centrifugal
action.

2.2 The fluid may be pumped to the slinger ring from the supply tank by an indepengent
electrically driven pump but air pressure is sometimes used.
2.2.1 The electric pump may be controJled by a switch and, in some instaJlations, the .
pump speed may be varied by means of a rheostat. Non-return valves are sometimes
provided to prevent loss of fluid when the pump is not operating.
2.2.2 Where air pressure is used to supply fluid, a relief valve is usually fitted to the
air supply line and a control valve provided to regulate the fluid flow.

3 INSTALLATION The information contained in the following ·paragraphs outlines

the checks and proced~res necessary on initial installation of the system. ·
NOTE: Pipe-lines and supply tanks should be installed in accordance with Leaflets AL/3-13, AL/3-14
and AL/3-15. For guidance on the installation of electric cables and the testing of circuits, see Leaflets
EEL/3-1 and EEL/4-1. .
867
PL/1-3
3.1 Slinger Ring

3.1.1 The pipe and nozzle which deliver fluid to the slinger ring should be positioned
so that there is sufficient clearance between the pipe and the side of the ring to prevent
interference when the propeller is rotating. This clearance is important as the
tolerance is small and an error may render the system inoperative.
3.1.2 The feed pipes between the slinger ring and the propeller blades should be
positioned so that there is sufficient clearance to prevent damage being. caused by
vibration during service.
3.1.3 On propellers which are not fitted with overshoes, correct distribution of fluid
over the propeller blades depends on the shape of the feed pipes and, therefore, care
should be taken that the pipes are not damaged or distorted in any way, particularly
when fitting or removing the propeller.

3.2 Pumps. In some instances a pump may have several delivery outlets and where the
number of outlets exceeds the number required, those which cannot be used are routed
back into the inlet pipes. Alternatively, on some gear type pumps, outlets which are
not used may be blanked off provided that the appropriate gear wheel is removed.

4 TESTING The following tests refer to systems in which the propellers are not fitted
with overshoes and where the systems are operated by electrically-driven pumps: the tests
may, however, be adapted to other systems. When applying the tests the system should
be filled with the fluid specified in the Maintenance Manual for the aircraft concerned.

4.1 Flow Test. Before commencing the initial flow test, the pump filter should be
checked for cleanliness. A check should also be made to ensure that the tank vent
system is unobstructed. An ammeter should b_e fitted in the electrical circuit of the
system. The voltage of the power supply should also be checked to ensure that it is at
the correct level.
4.1.1 The delivery pipe-line should be disconnected at a convenient point near the
slinger ring and a calibrated container positioned to receive the fluid. The pump
should be operated and the fluid delivery rate and ammeter reading noted. On
multi-engined aircraft the test must be applied to all propellers simultaneously in
order to determine the delivery rate to each slinger ring.
4.1.2 The delivery rate of the fluid should be within the limits specified by the manu-
facturer. Where a rheostat control is provided for varying the delivery rate, the flow
should be checked at the various settings.
4.1.3 If the amperage required to operate the pump exceeds the rated value, or the
delivery rate of the fluid is less than the prescribed minimum, the slinger ring, pipe-
lines and tank vent system should be checked for obstruction or damage. If these
checks are satisfactory, the pump may be defective and should be removed for
checking.

4.2 Functioning Test

4.2.1 If there is any doubt as to whether the propeller de-icing system is functioning
properly it should be checked during an engine ground run.
868
 PL/1-3
4.2.2 The propelJers should be painted with commercial whitewash and aIIowed to
dry. A suitable dye should-be added to the fluid so that when the_de-icing system is
operated the dyed fluid wilI stain the whitewash and indicate the distribution over
the blades. Uneven distribution may be caused by the slinger ring being fitted
eccentricaily, by the feed pipes from the ring being incorrectly Jocated or by obstruc-
tions in supply pipelines.

5 CLEANING THE SYSTEM When the de-icing system is likely to be out of use for
a long period it is advisable to remove all traces of de-icing fluid. This may be done by
draining the supply tank and re-filling with a mixture of 95 % methylated spirits and 5.%
distilled water; the system should then be operated until the tank is empty. During this
operation the propeller should be turned so that the feed pipes leading from the slinger
ring to the blades receive an equal amount of fluid.
5.1 Inhibiting. The fluid used in de-icing systems is stable and non-corrosive but
leaves a gummy residue on drying out. Inhibiting the fluid pump and system is at the
discretion of the aircraft operator, but if it is not inhibited it is advisable that a certain
level of de-icing fluid (approx. 2 gailons) is maintained in the tank and the system opera-
ted at regular intervals.
5.1.1 If the pump and system associated with a propeller utilising overshoes is to be
inhibited, the propeller blades should be covered before commencing the process, to
prevent deterioration of the overshoes which could result from contact with the
inhibiting fluid. Similar precautions must also be taken when draining the system
of inhibiting fluid and preparing it for use.

6 PERIODIC INSPECTION The foJiowing information should be related to the

Maintenance Schedule for the particular aircraft.
6.1 General
6.1.1 After each flight when the system has been used, the propeller blades should be
cleaned with methylated_.spirits or warm soapy water, as recommended by the manu-
facturer. The supply tank should be replenished with the fluid specified in the
Maintenance Manual.
6.1.2 Examine overshoes for defects, paying particular attention to the following:-
(i) Check edges and tips of overshoes for adhesion failures. It should be borne in
mind that the shoe tips and edges may lift in flight and it may not be easy to
detect this defect.
(ii) Check for blisters. These should be repaired in accordance with the manu-
facturer's instructions. Deformations caused by irregularities in the cement
film should not be mistaken for blisters.
(iii) Check for freedom·from cuts especia1Iy at the leading edge.
6.1.3 Overshoes may be cut back slightly to remove damage caused by stones or grit;
the manufacturer's instructions on this procedure and also on any necessary checks
concerning propeller balance, must be closely followed.
6.1.4 The bottom of the trough, the longitudinal grooves, pipes arid vahr.~s, as applic-
able to the system, should be free from gummy deposits. ·"

869
PL/1-3
6.1.5 The trough should be free from damage. Troughs are easily deformed but may
be manipulated. back to the correct shape; care should be taken to ensure that the
correct clearance is maintained between the trough and the feed pipe. When the
trough is damaged to such an extent that the beading wire has broken, a new part
should be fitted.
6.2 Filters. At the period specifi~d in the approved Maintenance Schedule, the pump
filter should be dismantled and cleaned in methylated spirits. After re-assembly the
system should be flow-tested as outlined in paragraph 4.1.
6.3 Pumps. When a pump has been dismantled for inspection, the valves, pistons, etc.,
should be cleaned in methylated spirits, and the gears and bearings in paraffin. On
· re-assembly parts such as bearings, gears and gear housings should be lubricated with
the specified lubricants and functional tests of a pump carried out in the manner
prescribed in the relevant Maintenance Manual.

870
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

PL/1-4
Issue l.
1st April, 1973

AIRCRAFT
PROPELLERS
ELECTRICAL DE-ICING SYSTEMS

INTRODUCTION This Leaflet gives guidance on the inspection and maintenance

of [Link] employed for de-icing certain types of propeller by an electrical heating method.
Since these systems vary between different aircraft, the information given in this Leaflet
is of a general nature and it is, therefore, important that it should be read in conjunction
with the installation drawings, Maintenance Manuals, Overhaul Manuals and approved
Maintenance Schedules for the aircraft and propeller concerned.

2 GENERAL In electrical systems, the basis for effective de-icing is formed by re-
sistance wire heating elements bonded to the leading edges of the propeller blades; in the
case of turbine engine propellers, wire woven or sprayed elements are also bonded
to the front shell of the spinner. Depending on the type of aircraft, the power for heating
the elements is either direct current or alternating current and is applied in a coqtrolled
sequence by a cyclic timer unit. In turbopropeller engine installations, the propeller heating
circuit forms part of a power unit de-icing and anti-icing system, and the cyclic control
is integrated with the engine air intake heating circuit.

2.1 Construction. The construction of the elements, or overshoes as they are sometimes
called, varies between propeller types. In one commonly used propeller, the heating
element wires are interwoven with glass threads which form a glass cloth base, this in
turn, being cemented between sheets of rubber. A protective guard of wire gauze is
·cemented beneath the outer rubber covering. The overshoe is shaped to fit round the
blade leading edge and is cemented to it. In some cases, the overshoe is cemented in a
rebate machined in the leading edge, so that it lies flush with the· blade surfaces.

2.2 Power Supplies. The power required for heating is conveyed to the elements via
cables, slip rings and by brushes contained within a brush block housing. The slip
rings are normally mounted at the rear of the propeller hub or on a starter ring gear,
and the brush housing on the engine front casing, but in some systems the method of
mounting may be the reverse way round. The cables are of sufficient length and are
positioned so as to allow for movement of the blades throughout their designed pitch
range.

2.3 Heating Control. Efficient operation of these systems necessitates a relatively high
consumption of electrical power. This is, however, controlled by employing a cyclic
de-icing technique whereby a short unheated period allows a thin film of ice to build
up on the leading edges of the propeller blades. Before this film builds up sufficiently
to interfere appreciably with the aerodynamic characteristics of the blades, the cyclic
control applies heating power. The ice already deposited then acts as thermal insulation,
and as the ice in contact with the blade surfaces melts, the main ice catch is carried
away under the action of centrifugal and aerodynamic forces.
871
PL/1-4
3 INSTALLATION AND MAINTENANCE Full details of the methods of installa-
tion and checks necessary for the inspection and maintenance of electrical de-icing systems
for propellers, will be found in the relevant aircraft and propeller Maintenance Manuals,
and approved Maintenance Schedules; reference must therefore be made to such documents
at all times. The information given in the following paragraphs is intended only as a
general guide to the procedures normally required.

3.1 <>vershoes
3.1.1 Overshoes, and anti-erosion strips where fitted, should be examined for splits,
wrinkling, tears, discolouration as a result of overheating, security of attachment to
blades and general condition. To avoid corrosion, anti-erosion strips must be re-
newed as soon as there are signs of splitting or advanced erosion likely to cause
failure before the next scheduled inspection. If a heater element is exposed as a result
of damage in the overshoe, or if the rubber is found to be tqcky, swollen or deter-
iorated (as a result of contact with oils or solvents) the overshoe should be removed
and replaced by a serviceable one.
3. 1.2 Cable assemblies should be examined for signs of crncking or fretting, security
at the root ends of propeller blades, at sliprings and brush block housings. When
blades have been turned through their operating pitch range, cables should also be
checked for signs of strain.
3.1.3 In the case of an element having burned out, the overshoe must be removed.
Before installing a serviceabie overshoe, the metal of the relevant blade should be
examined for signs of damage as a· result of localised burning. Where element burn
out has resulted in localised areas of damage to the blade, the repair should be carried
out in accordance with the Maintenance and Overhaul Manuals for the propeller
concerned before a serviceable overshoe is installed. .
NOTE: Depending on the type of propeller, it may also be necessary for a blade to be crack tested
prior to the installation of a serviceable overshoe.
3.1.4 When a heated spinner is removed, it should be examined for damage and security
of the electrical contacts and heating elements, together with areas of local overheating
and non-adhesion to ensure that the latter do not exceed the permissible limits speci-
fied in the Maintenance and Overhaul Manuals. On metal spinners, shallow and
uniform dents are permissible provided the elements are secure in the region of any
such indentations but may be blended out with the elements intact, provided every
care is taken to avoid damage to the elements, and the rework is in accordance with
specified procedures. After such rework the elements must be thoroughly examined
for ~'lifting" and other damage, and checks should be made on the resistance values
of the elements, and on the continuity and insulation resistance of complete overshoes.
Fibreglass spinner shells should be examined for signs of delamination resulting from
local overheating or damage.

3.2 Brushes and Slip Rings

3.2.1 · Brushes should be checked for wear, damage, cleanliness and freedom of move-
ment in their respective holders. Permissible wear limits, which are normally related
to the length of brush extending beyond the face of the brush block housing, are given
in the appropriate aircraft I and propeller Maintenance Manuals together with the
methods of measurement to be adopted. Special measuring gauges are provided for
some brush gear assemblies and these should always be used. Brushes worn beyond
limits, must be replaced by new ones together with new brush springs.
3.2.2 Before fitting a brush, the brush holder must be thoroughly cleaned with a dry
cloth or small spiral hair brush; solvents must not be used.

872
 PL/1-4
3.2.3 Brushes must be free to slide in their respective holders, and particular attention
must also be paid to their precise location with respect to each other. In some instal-
lations, a means of position identification is provided. For example, in one typical
system, the brushes have a chamfered corner which must be nearest to the centre of
the brush holder when the brushes are .in the correct position.
NOTE: Brushes are fragile and care must be taken to avoid placing any side loads on them during
installation.

3.2.4 When a new brush has been fitted, at least 80 per cent of the face must make
cop tact with the slip ring. A typical method checking this is as follows:-
(i) Inspect and note the appearance of the brush surface.
(ii) Ensure that the brush is correctly positioned in its holder and that the holder is
secure.
(iii) Turn the propeller by hand for several revolutions.
(iv) Remove the brush and examine the contact area which will be apparent from the
changed appearance of the brush face.
3.2.5 Whenever a brush block, or pack assembly; has been fitted, the alignment of the
brushes with the slip ring surfaces, and also the clearance between the main body
of the brush block and slip rings, should be checked through a complete revolution
of the propeller. If the clearances are not within the specified limits, the brush block
should be repositioned on its mounting in the ma,nner appropriate to the particular
installation. In some installations, shims are provided for adjustment purposes;
when a brush block or pack assembly is removed the shims must be retained with the
assembly.
NOTE: The brush packs of propellers used· with certain types of turbopropeller engines, are indi-
vidually weight balanced on initial assembly. When installing or removing such packs, care must be
taken not to interchange their component parts otherwise rebalancing will be nr,eessary.

3.2.6 Following the installation of a new brush, functional testing of the complete
de-icing system should be delayed until other engine ground running checks have been
completed. This will allow brush bedding to take place before heating current is
applied.

3.2.7 Slip rings should be checked for security of attachment, signs of scoring, dis-
colouration as a result of burning and for deposits of oil, grease or dirt. The insulatio·n
filling fitted between the slip rings of certain types of propeller should also be inspec-
ted for separation from the slip rings, flaking and localised damage to the surface of
the filling. If the defect is of a minor nature, a repair should be carried out in the
manner prescribed in the relevant propeller Maintenance Manual.
NOTE: On completion of a repair to the insulation, an [Link] resistance test must be carried out.

3.2.8 Dirty slip rings should be cleaned by wiping with a lint free cloth moistened with
white spirit, or by spraying them with a specified cleaning fluid from an aerosol type
container. The surfaces should be dried and cleaning operations completed using a
clean, soft, lint free cloth.

3.3 Electrical Checks and Tests. The checks and -tests necessary to ensure correct
functioning of a complete propeller de-icing system consist of those mentioned in the
following paragraphs. The information given is of a general nature only and should be
read in conjunction with the relevant propeller Maintenance Manual and approved
Maintenance Schedule.
873
PL/1-4
3.3.1 Continuity and Heater Resistance Checks. Cpntinuity checks and measurement
of the resistance of individual heater elements must be carried out before installation
of a propeller, at the prescribed inspection periods, and following any repairs to over-
shoes. The resistance values obtained must be within the limits specified for the type
of propeller.

3.3.2 Insulation Resistance Checks. These checks are necessary to-determine whether
there is any breakdown of the insulation between heater elements, blades and, where
appropriate, the prop~ller spinner. The insulation resistance between brush gear and
earth must also be checked.
(i) During service, the insulation resistance of heater elements may vary as a result
of moisture absorption caused by atmospheric conditions. Tests must therefore
also be carried out at the prescribed inspection periods, to ensure that the re-
sistances have not fallen below the specified minimum "in service" values (2
to 4 megohms are typical).
NOTE: When checking the insulation resistance of some types of propeller de-icing system.
account must also be taken of the specification of cement used for bonding the elements to the
blades since the cement has a direct bearing on the resistance values obtained. The limits
relevant to the cement specifications are usually presented in the form of graphs, and are con-
tained in the relevant propeller Maintenance Manual.

3.3.3 Voltage Proof Check. This check is required for some types of propeller fol-
lowing repairs to the heater element overshoes. The leads from all the heater elements
are connected together and a high voltage (typical values are 1360 volts d.c. or 960
volts a.c.) applied between the leads and the blade. The voltage should be maintained
for not less than one minute and a check made to ensure that there is no breakdown
of insulation resistance.
NOTE: The voltage must be increased and decreased gradually.

3.3.4 System Tests. Functionai testing of a complete de-icing system must be carried
out at the check periods specified in the ·approved Maintenance Schedules, when a
system malfunction occurs, when a new or overhauled propeller has been installed,
after replacement of a component (e.g. a cyclic timer, heater element or brush pack)
and also after repairs to an overshoe. A functional test consists principally of checking
that heating current is applied to the blade elements and spinner elements, where
applicable, at the periods governeq by the operation of the cyclic time switch, and· as
indicated by an ammeter which forms part of the circuit in the majority of installations.
Particular attention should be paid to any limitations on supply voltages to the pro-
peller heating elements, and engine air intake elements where appropriate, engine
speeds and: duration of tests during ground running. If any protective devices or
sections of circuit have been temporarily isolated for testing purposes, the circuit
must be restored to normal operating conditions on completion of tests.

4 REPAIRS. Damage to an overshoe in the form of cuts, nicks, tears, lifting edges,
etc., may be rectified as a minor repair, provided the overshoe is electrically .serviceable
and the blade metal beneath the overshoe .has not suffered damage. Cutting back or crop-
ping a worn or damaged overshoe tip is not permissible. Damaged, worn or missing anti-
erosion strips fitted along overshoe or blade leading edges, must be renewed as a minor
repair. Any damage to blade leading edges beneath a strip, should be repaired before
fitting a new strip. Where a metal guard is fitted along the leading edges of an overshoe
and a blade, only local lifting at the edges of a guard should be re-bonded as a minor
repair.
874
 PL/1-4
4.1 Repair Methods. The repair methods to be adopted and the nature of the work
involved, depend largely on the extent of damage to the overshoes. Repair schemes,
the materials required, and procedures to be adopted, are detailed in Maintenance
Manuals and Overhaul Manuals for the relevant type of propeller; reference must there-
fore be made to these documents. In some cases, the necessary primers, cements, sealing
paints, anti-erosion strips and general materials for carrying out minor repairs are avail-
able in kit form. The following summary serves as a guide to some important pre-
cautions and practical aspects common to repair methods .
.4.1.1 It. cannot be over-emphasised that chemical cleanliness of surfaoes is' absolutely
essential to obtain good adhesion. All cleaning should be carried out, particularly
in the repair area, with a clean lint-free cloth moistened in the cleansing agent speci-
fied, e.g. methyl ethyl ketone or acetone. Swabbing, or the use of excessive quantities
of cleansing agent, should be avoided, and adequate masking should be employed,
where necessary, to protect adjacent serviceable parts or components.
NOTE: Cleansing agents are highly flammable and some may be toxic. Clea,1ing should therefore be
carried out in a well ventilated area, free from excessive heat, sparks or open flames and prolonged
exposure to the fumes should be avoided.
4.1.2 After surfaces have been cleaned and the specified primer and cement applied,
they must not be contaminated by foreign matter or moisture of any kind. To prevent
contamination by handling, gloves made from polyvinylchloride (p.v.c.) should be
worn.
4.1.3 To ensure that moisture is not trapped under repairs, all damaged areas must be
completely dried out before repairing; failure to observe this precaution may lead to
the start of co~rosion under the repairs.
4.1.4 After cleaning, sufficient time must elapse to ensure that the cleansing agent has
evaporated before applying the bonding medium to the surfaces.
4.1.5 Where anti-erosion components are being initially fitted to leading edges of
painted blades, the paint should be removed from the relevant area with specified
paint remover. Similarly, sealing paint must be removed from overshoes before
initially fitting anti-erosion components.
4.1.6 When an overshoe has split, worn or lifted at its edges or tip, it should be car~fully
peeled back at the damaged portion and tll~_exposed area of the blade carefully
inspected for signs of corrosion. Any light corrosion within the exposed area should
be cleaned out and the reworked area of the blade blended into the adjacent surface
in accordance with the blade repair procedures specified in the propeller Maintenance
Manual. The exposed metal surface and, if necessary, the under surface of the over-
shoe, should be cleaned with a cleansing agent and after drying, the overshoe should
be rebonded to the blade.
NOTE: If corrosion is excessive or extends beyond the area exposed by lifting of the overshoe, the
latter should be removed and following reworking and cleaning of the blade surface, a primer should
be applied and a new overshoe bonded to the blade.

4.1. 7 The cement specified for the repair of overshoes and their complete bonding to
a particular type of propeller, may vary between a ready-to-use type and a type which
firstly requires the mixing of. two ·constituent parts in definite proportions. Details
of the cement specification and the mixing procedure where appropriate, are given
in the relevant propeller Maintenance Manual and reference should therefore be .made
to this document. The following points should be particularly noted:-:-
(i) The drying time should be correct in relation to local temperature and humidity
conditions.

875
PL/1-4
(ii) The bonding efficiency of a cement should be tested before final application.
A typical test is carried out by firstly preparing one surface of a duralumin test
plate in a similar manner to the surface of a blade, and also the surface of a
1 inch wide strip of rubber cut from an old overshoe. Cement is then applied to
both surfaces and allowed to dry for the specified period. The surfaces are then
pressed into contact and the test plate firnily. mounted on a bench so that the
test strip is in the vertical position. A 10 pound weight is then attached to the
upper end of the strip and the rate at which the strip separates from the plate is
noted. The rate should not exceed 1 inch per minute over a distance of 6 inches.
(iii) Prepared cements have a certain "life" after mixing (e.g. 2 hours) and they must,
therefore, always be used within the time specified.
4.1.8 Small slits or nicks should be repaired by applying cement to the edges and, after
allowing it to become tacky, the edges should be pressed firmly together. A bandage,
made up of thin rubber strip and a soft pliable pad, may be used to apply pressure
to local areas. ·

4.1.9 Where damage cannot be repaired in the manner described in paragraph 4.1.8,
or where small portions of rubber are missing from an overshoe, repairs should be
carried out by using a filler paste which is made up by mixing rubber dust with an
epoxy resin adhesive.
(i) After removing all loose and damaged rubber from the area and after thorough
clea11ing, the paste should be applied and worked into the area by means of a
suitable spatula. The filler should be allowed sufficient time to cure until hard
and its surface should then be blended into that of the overshoe by using a medium
grade file. The repair should be finished off with a fine grade silicon carbide
paper.
NOTE: Uncured epoxy resin adhesives should not be allowed to come into contact with the
skin or eyes. All other recommended precautions associated with the handling of these adhesives
should be observed.

4.1.10 Before fitting a new overshoe, the bonding area of the blade should be masked
off and then all traces of old cement and primer removed from the area by working
over with a stiff brush and the specified cleaning agent. The bonded area should be
finally cleaned with lint free cloth soaked in cleaning agent, and allowed to dry.
Any traces of a solvent film, or of the cleaning agent, must be removed before applying
a new coat of primer and bonding cement.
NOTE: In cases where an overshoe is to be bonded to a blade without a leading edge rebate, tem- a
plate of the overshoe should first be prepared. After cleaning the blade, the template should then be
laid over the area to be occupiep by the overshoe with its centre line coincident with that of the blade
leadi.1g edge, and the border of the bonding area marked out with a soft crayon.

4.1.11 Prior to applying cement to the bonding surface .of an overshoe, the surface
should be brushed with a fine steel wire brush and cleaned with the specified cleaning
agent. No significant quantity of rubber should be removed during brushing as a
reduction of rubber thickness may lead· to an electrical failure of the heating element.
The bonding surface must be allowed to dry out thoroughly.
4.1.12 A coat of cement should be evenly applied by means of a clean brush, to the
prepared bonding surfaces of an overshoe and blade and then allowed to dry for the
period determined for the particular type of cement being used (see also paragraph
4.1.7).
NOTE: To prevent the edges of an overshoe from curling while applying the cement, masking tape
should be placed around the edges of the outer surface of the overshoe. The tape should be removed
before installing the over.~hoe.

876
 PL/1-4
4.1.13 An overshoe should be positioned at the correct radial distance, and with its
centre line coincident with that of the blade leading edge. Polyvinylchloride (p.v.c.)
sheeting should be interposed between the flanks of the overshoe and blade to prevent
premature adhesion of the bonding surfaces. Working from the leading edge towards
the flanks, a rubber roller should be used to press the overshoe into contact with the
blade, progressively removing the p.v.c. sheeting and taking care to prevent the
formation of air pockets between the overshoe and blades. Any puckering or
wrinkling of the edges of an overshoe must be worked out smoothly and carefully.
Excess adhesive, which may have been rolled out at the overshoe edges, should be
removed with a cloth moistened in a solvent, e.g. toluol.
NOTE: Metal or wooden rollers should not be used fer the purpose of pressing overshoes into contact
with blades as damage could be caused to the wire heating elements.
4.1.14 Cement should be allowed sufficient time to cure (a typical period is 24 hours
at a minimum temperature of 20°C). When fully cured, a check should be carried
out in the manner prescribed in the relevant Maintenance Manual, to ensure that the
required standard of adhesion has been achieved. Following the satisfactory bonding
of an overshoe, an insulation resistance check should be carried out (see also paragraph
3.3.2 (i)), the outer surfaces of the overshoe should be degreased and a coat of sealing
paint applied.
4.1.15 Reference should be made to Maintenance Manuals and other relevant docu-
ments concerning any requirements for rebalancing a propeller after a new overshoe
has been fitted. Propellers for some types of aircraft have moment-balanced over-
shoes to obviate rebalance of the hub and blade assembly after a new overshoe has
been fitted.

877