CESSNA CARAVAN 208B

PROPELLER
CH – 61
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INTRODUCTION

This chapter describes the propellers on the aircraft.

It also includes topics such as the propeller control system,

propeller governor, overspeed governor, and beta valve.

Emphasis is on component locations and operation. The

information also covers maintenance considerations,
inspections, and functional checks.

References and further specific information are Chapter 61

Propellers, Chapter 76 Engine Controls, Chapter 5 Time
Limits/Maintenance Checks, and Chapter 12 Servicing of the
Manufacturer’s Maintenance Manual.
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MCCAULEY PROPELLER

This propeller consists of a forged aluminum hub that supports

three aluminum blades and houses an internal pitch control
mechanism (Figure 61-2).

Movement of the propeller blades is controlled by a piston inside

the cylinder mounted on the forward side of the hub.

The piston is connected by a link to each blade.

The force of centrifugal counterweights on each blade and a

feathering spring, inside the spring housing, tend to drive the
piston into the feather, or high pitch, position.
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This movement is opposed by oil pressure from the propeller
governor.

The pressure oil is transferred to the piston via the hollow center of
the piston rod.

An increase in the oil pressure moves the propeller blades toward
the low pitch position (increased rpm). A decrease in oil pressure
allows the blades to move toward the high pitch position (decreased
rpm) under the pressure exerted by the feathering springs and blade
counterweights.

The piston is also connected by three spring-loaded sliding rods to

the feedback ring mounted behind the propeller spinner bulkhead.

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A carbon block transmits movement of the feedback ring through the
propeller reversing lever to the beta valve.

This provides the means to control blade angle in beta mode.

This is operational from approximately 20° positive to 11° reverse blade angle.

Specifications :

Specifications for the McCauley propeller are the following:

Diameter: 106.0 inches nominal, 104.0 inches minimum

Feather: 88.0º
Low pitch: 15.6º
Maximum reverse: –14.0º
Blade angle measurements taken at 30 inch station
All blade angles + or ±0.2º

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CONTROLS AND INDICATIONS

PROPELLER LEVER

The propeller lever has a blue knob with notches on the top.
The lever operating range allows selection of propeller speed.

The MIN position sets speed to approximately 1600 RPM.

The full forward MAX position sets speed to 1900 RPM.

The FEATHER position, whichis behind a gate , will cause

the propeller governor to dump oil pressure from the
propeller piston. This causes the propeller to go to the
feather position.
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INDICATOR

The propeller rpm indicating system includes a tach generator on the

reduction gearbox and an indicator in the cockpit.

The tach generator produces an output frequency directly proportional to

propeller rpm.

The indicator to the right of the annunciator warning panel measures the
input frequency to drive the analog display.

The display has a scale from 0 to 2,000 rpm with a resolution of 50 rpm.

A green band from 1,600 to 1,900 identifies the governed speed range.

A red radial at 1,900 indicates maximum speed.

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 GOVERNORS

 The propeller shaft drives two governors: The propeller governor and
the over speed governor.

 The propeller governor consists of a mechanical governor, a beta

control valve, a positive displacement oil pump, a relief valve and a
pneumatic Nf governor.

 The mechanical governor uses a speeder spring, flyweights and a pilot

valve.

 The oil pump boosts lubrication oil pressure to a very high pressure.

 The relief valve limits the pressure to 385 PSI.

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PROPELLER GOVERNOR

The propeller governor installed on the engine at the 12 o’clock position has a
beta control valve and linkage.

Its control arm is spring loaded to a default fine pitch so if the control rod fails,
the propeller goes to 1,900 rpm in governing mode.

The propeller governor consists of the following:

Mechanical governor
Beta control valve
Positive displacement oil pump
Relief valve
Pneumatic Nf governor

The mechanical governor uses a speeder spring, flyweights, and a pilot valve.

The oil pump boosts lubrication oil pressure to a very high pressure . The relief
valve limits pressure to 385 psi.
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UNDERSPEED
With propeller lever set to the desired rpm, an under speed
condition occur s when the propeller rpm falls below the
preselected setting or has not reached the selected speed (Figure
61-7).

The centrifugal force of the flyweights will be less than the

speeder spring tension.

The speed spring holds the pilot valve down to increase oil
pressure to the propeller piston. This decreases the blade angle.

Reduction in blade angle results in an increased propeller rpm.

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ON-SPEED

In an ON-SPEED condition in propeller governing mode, the

forces acting on the engine, propeller, and propeller governor
are in a state of balance (Figure 61-8).

The centrifugal force of the flyweights is equal to the speeder

spring tension.

The pilot valve is in a position to regulate the oil pressure to

the propeller piston.

With the propeller control lever set to the desired RPM the
propeller blades are at the correct pitch angle to absorb the
power being developed by the engine.
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OVERSPEED

With the propeller control lever at the desired RPM, an OVERSPEED

condition will occur when the propeller RPM is driven above the
preselected speed (Figure 61-9).

This can occur during changes of flight altitude, sudden power level
changes or because of rapid changes in atmospheric conditions.

When this happens, the centrifugal force of the flyweights is greater

than the speeder spring tension. This moves the pilot valve up, which
reduces the oil pressure to the propeller piston.

Low oil pressure to the propeller will result in an increase in blade

angle. The higher blade angle offers a greater resistance to rotation,
which will reduce the propeller RPM.
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CRUISE

Under normal flight conditions, the propeller governor acts as a

constant speed unit. In response to changing flight conditions, it
varies blade pitch to match the load to engine torque to maintain
selected propeller speed.

During normal forward thrust operation, the Nf (power turbine

speed) governor section of the propeller governor protects the
engine against a possible power turbine overspeed in case a
propeller fails (Figure 61-10).

The Nf governor bleeds off Py pressure from the fuel control unit to
limit propeller rpm to 6% above selected Np (propeller speed).

During reverse thrust operation, the Nf governor mechanically

resets to bleed Py pressure from the fuel control unit at 5% ±1%
below selected Np.
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FEATHERED

When the propeller control lever is positioned to FEATHER, the

propeller governor pilot valve is raised mechanically to decrease oil
pressure at the propeller.

When the oil pressure is eliminated, the feather spring and dynamic
force of the counterweights move the propeller blades to the feathered
position (Figure 61-11).

When operating aircraft with cargo pod, minimize time in the feather
position to help prevent overheating of the cargo pod.

With engine not running and propeller in feather, do not move power
lever to reverse position or damage may occur to the reversing cable.
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BETA AND REVERSE

Beta Mode

In beta mode the propeller governor is not controlling

the propeller blade angle because the governor
flyweights remain underspeed and cannot regulate oil
pressure.

The beta control valve meters oil pressure to and from

the propeller through the reversing lever and the
feedback ring.

The propeller governor provides the high oil pressure for

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After landing, the operator may use beta and reverse to help
slow the aircraft during rollout (Figure 61-12). This is done by
moving the power lever behind the IDLE position.

At the rear of the engine is the cambox assembly, which

schedules fuel to the engine at the FCU (fuel control unit) and
commands beta and reverse at the beta valve on the propeller
governor when the beta and reverse positions are selected.

A part of the cambox assembly is the reverse Ng (gas generator

speed) pickup screw. The position of this screw allows the beta
valve and feedback ring to make the propeller blade angle to
go below the low pitch blade angle before fuel is added.

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Command for beta and reverse comes from the push-
pull cable attached to the top of the reversing lever.

Feedback of propeller blade angle comes from the

feedback ring on the propeller.

A carbon block attached to the lower end of the

reversing lever, rides in the feedback ring.

The beta valve is attached to the reversing lever in the

middle. Movement of either the push-pull cable or the
feedback ring will move the beta valve.

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During beta mode operation, the push-pull cable will hold the beta
valve in a stationary position.

When the propeller blade angle decreases to the low pitch (positive)
blade angle, the propeller feedback ring will begin to move forward.

The feedback ring and reversing lever movement will reposition the
beta valve forward. This will reduce the oil pressure to the propeller
piston, which will stop the piston travel and hold the blade angle.

At this point, the beta valve acts as a hydraulic fine pitch stop for the
propeller. By maintaining the necessary oil pressure to the propeller,
the blade angle remains constant.

If the operator desires a lower blade angle or a negative blade angle,
the power lever is repositioned behind the idle position.

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Through the cambox assembly, the push-pull cable moves
the beta valve aft.

Oil pressure is increased to the propeller, which moves the

blade angle below low pitch.

As the piston moves forward, the feedback ring is moved

forward, repositioning the beta valve forward.

When the beta valve is moved forward, the oil pressure to the
piston is limited. This stops the propeller at the desired blade
angle.

The hydraulic pitch stop will control the propeller blade

angle from low pitch to the maximum reverse blade angle.
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When moving the power lever from the beta range to
IDLE or above, the push-pull cable moves the beta
valve forward to dump the oil pressure from the
propeller.

The reduction in pressure allows the feather spring

and counterweights to move the propeller away from
reverse.

As the piston moves aft, the feedback ring moves the
reversing lever aft and the beta valve aft until the oil is
no longer being dumped.

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BETA INDICATING SYSTEM

The propeller beta indication system is on all Brazilian and

British certified aircraft (Figure 61-14).

The system advises the pilot that the engine power lever on
the power quadrant is past the IDLE position and the
propeller is in beta (reverse) mode. The BETA annunciator
on the warning panel illuminates to indicate the
configuration.

The beta switch on the engine reduction gearbox operates

the BETA annunciator.

The propeller-reversing lever actuates the beta switch.

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The lever connects to the beta valve, the feedback ring,
and the push-pull cable from the cambox.

A carbon block rides in the feedback ring of the

propeller assembly.

The feedback ring moves forward when the propeller

piston moves the blade angle below the low pitch
position. A plunger in the switch assembly follows the
reversing lever.

When the lever moves forward, the plunger operates a

cam to close the switch.

The beta switch provides a ground to the annunciator.

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OVERSPEED GOVERNOR

The propeller overspeed governor is a backup for the

propeller governor. It is on the upper left side of the front
case of the reduction gearbox.

The overspeed governor controls an overspeed condition

by dumping oil pressure from the propeller piston into
the reduction gearbox sump (Figure 61-15).

The overspeed governor is set at a speed of 1976 rpm or

2014 rpm, depending on part number.

This governor contains flyweights, speeder springs, a

pilot valve, and a test solenoid.
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When an engine overspeed condition occurs, the
increased centrifugal force sensed by the flyweights
overcomes the combined tension of both speeder springs.

This lifts the pilot valve and dumps the propeller oil
pressure back to the reduction gearbox through the
hollow splined drive shaft.

The reduction of oil pressure permits the combined

forces of the counterweights and feather spring to move
the blades toward a coarse (high) pitch position. This
absorbs the engine power.

The increased pitch decreases the propeller rpm.

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Testing

Because the overspeed governor does not have mechanical controls, it

has a testing solenoid to reset the governor.

During ground run, press the OVERSPEED GOVERNOR PUSH TO

TEST switch on the pilot instrument panel to energize the test
solenoid (Figure 61-16).

When energized, the solenoid resets the governor to a value below its
normal overspeed setting by allowing oil pressure into a chamber in
the top.

The oil pressure works against a piston to compress one of the speeder
springs. With only one spring opposing the centrifugal force of
flyweights, the flyweights go overspeed at 1750 ±60 rpm.

The test procedure is in the Pilot’s Operating Handbook.

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SERVICING AND MAINTENANCE

Servicing of propellers is found in Chapter 12 of the Caravan I

Maintenance Manual .

Chapter 61 contains procedures such as removal and installation,

feedback ring adjustment and balancing of the propeller.

To remove and install the McCauley propeller, a special tool is

used to pull the feedback ring forward.

With the ring moved forward, the attaching bolts or nuts are
accessible.

Be sure to remove the carbon block before moving the feedback
ring to prevent damage to the reversing mechanism.
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PROPELLER GOVERNOR ADJUSTMENTS

Maximum rpm adjustment limits the movement of the speed-adjusting lever

(Figure 61-18). This adjustment limits propeller speed to 1,900 rpm.

Counterclockwise rotation of the screw increases propeller speed.

Feathering stop sets the maximum distance the pilot valve lifts to control the
propeller feather speed. Two turns from nominal is the maximum adjustment.
See Chapter 71-00-00 of the Pratt & Whitney Canada Maintenance Manual.

Pneumatic minimum adjustment adjusts the Nf governor minimum setting to

5% ±1% Np below selected prop rpm. It can be adjusted by following the
procedure in Chapter 71-00-00 of the Pratt &Whitney Canada Maintenance
Manual.

Nf governor maximum adjustment sets the 6% overspeed position of the Nf

governor. DO NOT TURN THIS ADJUSTMENT.
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