WHY PROPELLER BALANCING?

Introduction
The dynamic components in aircraft engines and propeller systems are manufactured to very strict limits, but even when these limits are adhered to, unbalance errors can occur. These errors result from a stack up of small unbalances in the engine power train and propeller system that is installed in the aircraft. When undesirable vibration is detected, some of the components of the propulsion system, notably the propeller and spinner assembly can be spin trim balanced to improve the running vibration levels of the entire system. Balancing the propulsion assembly can provide substantial reductions in transmitted vibration and noise to the cabin and also reduces excessive damage to other aircraft and engine components. Remember that propeller smoothing is not a cure all for every vibration you feel in the aircraft. Spin trim balancing will only improve the vibration caused by mass unbalance of the externally rotating components of the propulsion system. Balancing will not improve the vibration if the engine or aircraft is in poor mechanical condition. Defective, worn, or loose parts, will make balancing impossible. All dynamic balancing equipment operates fundamentally the same. Each must provide: 1. A means of measuring the vibration level. 2. A means of measuring the angular reference of the vibration. 3. A means of determining the trim weight adjustments necessary to reduce the vibration of the propulsion system. The method used to accomplish each task is the primary difference between one manufacturer's equipment and another. The advent of balancing computers like the ACES ProBalancer has revolutionized propeller spin balancing by making the job of measuring vibration and calculating balance weight location an easy task. The basic procedure is: 1. Run the engine in as is condition to find out the existing vibration level. 2. Attach a known mass trim weight at a known location on the spinner. 3. Run the engine a second time to measure the reaction of the propeller to the weight. 4. Calculate a solution based on the first three pieces of information.

What are the benefits of dynamic propeller balancing?

Dynamic propeller balance increases component service life and a quality flight for crew and passengers. It minimizes vibration levels in the rotating components to a level that will ensure the longevity of the components and a longer service life of the propeller. But, increased component life is not limited to just the rotating components. Fire walls, exhaust stacks, instrumentation, and even aircraft structural members reap the benefit of low vibration levels.

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Why should I have my propeller dynamically balanced?

Your aircraft has a brand new propeller fitted on a fresh, just overhauled engine and, the propeller was statically balanced, so why bother balancing it again? You wouldnt think of buying a new set of 300 Euro tires for your car and then pull out of the garage without having them professionally balanced first, would you? Think about that the next time you or a customer spends thousands of Euros on an overhauled engine and/or propeller.

Arent engine and propeller components manufactured to tolerances?

Yes, but balancing is only done on individual components. When components are assembled, new imbalances may be created. All components of an engine assembly, from the crank all the way out to the spinner are manufactured to strict tolerances, but until the power train and rotating components are balanced dynamically, as an assembly, the job is only half done.

How long will a dynamically balanced propeller stay in balance?

Dynamic propeller balancing should be performed every 400 600 hours under normal use. But, it should also be performed after propeller or engine overhaul or if significant repairs are made to the propeller, or simply after every removal and re-installation of the propeller.

Can all mechanically sound propellers be dynamically balanced?

Balancing has been performed on the propellers of Ultra-Lights and Gliders up to C130s. Only propellers that have internal leakage, mechanical problems, or excessive out-of-track conditions are poor candidates for dynamic propeller balancing.

How do I know if my propeller is out of balance?

You dont until the wear and tear on components has already begun. Thats why regular propeller balancing is a good preventive maintenance step to be performed periodically. A general aviation aircraft is normally flown with the propeller speed of approximately 2300 RPM. The high frequency vibration created at this RPM is not sensed well by the human body. Normally by the time the body starts to feel the effect of a vibration at this RPM, the damage has long since started to take its toll on the engine and airframe. The side-effects of a high frequency vibration are normally a buzz in the pedals or yoke and at times your feet fall asleep. The industry standard for an acceptable level of vibration is 0.2 Inches per Second (IPS), but you should balance to less than 0.1 IPS whenever possible. We target amplitudes of 0.07 IPS for a final balance result.

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BENEFITS OF DYNAMIC PROPELLER BALANCING

REDUCE COMPONENT WEAR INCREASE AIRCRAFT PERFORMANCE REDUCE CREW FATIGUE INCREASE SAFETY Technical and Procedural Details of Dynamic Propeller Balancing
DIFFERENT TYPES OF IMBALANCE;
There are two types of imbalance that may be present in a propeller. The first is a mass imbalance and the second is an aerodynamic imbalance. A mass imbalance is an imbalance in a rotating component, normally the propeller that is located away from the center of the rotating mass. The farther from the center of the rotation, the greater the imbalance and its destructive force are. Its similar to when a washing machine is so out of balance that it bounces off the walls of the room. If we didnt turn it off, and redistribute the load, then something will be damaged. Fortunately, the washing machine is not flying at 2000 feet AGL but the same concept applies. An aerodynamic imbalance happens when a blade pitch variance occurs from one blade to another during the rotational cycle. If one blade is grabbing more air than any one of the other blades, a vibration will be felt. This can and will occur even though any mass imbalance has already been corrected.

CORRECTING A MASS IMBALANCE

A measuring device, such as Aces Systems analyzers are essential tools in correcting a mass imbalance. Two pieces of information are needed to correct an imbalance: amplitude and phase. Amplitude is the severity of the vibration. Phase is the location of the heavy spot or imbalance in relation to a timing pulse that occurs during rotation. Once you have these two pieces of information, the problem can be easily solved. To obtain a vibration reading you need a vibration sensor. The most commonly used types are either velocity or acceleration sensors. These sensors have piezo-electric crystals that produce very small amounts of voltage when subjected to a vibration. The greater the vibration, the greater the voltage output is. Digital analyzers, such as those from Aces Systems, convert this voltage to amplitude readings and then calculate solutions which will lower the vibration level to acceptable limits. The Aces Systems analyzers can accept and interpret the readings from either type of sensor. Using standard L brackets, one sensor is mounted at the front of the engine as close to the propeller as possible and a second sensor (check sensor) is mounted at the rear of the engine. It is recommended but not required that you use two sensors to distinguish the propeller from the crankshaft. Both of these components turn at the same RPM and this is the only way to tell one from the other. The closer the sensor is to the source of the imbalance, the greater the amplitude ratings will be. If you balance a propeller down to a 0.05 IPS using the front sensor and at the rear of the engine the sensor is reading a 0.6 IPS or 0.7 IPS, the culprit is probably the crankshaft. If you used a single sensor you might never discover this. Once the sensors are installed and the cables routed away from hot and rotating components, a triggering device must be installed. Most analyzers, like those from Aces Systems, use a Phototach. The Phototach is mounted behind the propeller on a bracket and emits a beam of light towards the rear of the propeller. A piece of reflective tape is installed on one of the propeller blades, in-line with the Phototach. The correlation between the Phototach and the front sensor will be shown as a phase and amplitude

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on the balancer and a solution is calculated. Once a solution is obtained, a trial weight is installed. Trial weights are typically large-surface-area washers installed under the spinner retaining screws. Once an acceptable vibration level is achieved, the weights are installed permanently in the starter ring gear or a hole can be drilled in the spinner bulkhead and the weight moved to this location. After the weights are installed, the aircraft should be run once more to verify that the balance readings are still within tolerances. The FAA approved Aces Systems Guide to Propeller Balancing outlines the approved weight installations.

CORRECTING AN AERODYNAMIC IMBALANCE;

You may have performed a dynamic propeller balance and achieved a vibration level of 0.05 IPS, which is well below the 0.07 IPS target, yet you or the owner of the aircraft still complains of a vibration in the airframe or instrument panel. In this instance, the problem could be that there is an aerodynamic imbalance in the propeller. In some cases you will find that you chase your tail on a propeller with this problem. You may be able to lower vibration levels to a certain IPS level but then it seems no further type of adjustment will give satisfactory results. The way to detect this type of imbalance is to install reflective tape on each of the propeller blades in a manner that will distinguish one blade from the other. Then, operate the aircraft at balancing RPM while you stand to the side of the propeller during operation. Use a light source to observe the propeller tip path. If a difference in tracking of the blades is seen, then an aerodynamic imbalance is present. In a variable-pitch propeller the problem may be corrected by verifying the blade angles. In a fixed-pitch propeller, the only alternative may be to replace the propeller.

TOOLS FOR PERFORMING DYNAMIC PROPELLER BALANCING

Aces Systems analyzers are used on general aviation, commercial and military aircraft around the world for dynamic propeller balancing. The model 1015 Probalancer Sport offers features of high-end analyzers with entrylevel pricing. The model 2020 Probalancer can also be used for rotor track and balance and vibration analysis in addition to dynamic propeller balancing. Each model contains features unique to its individual capabilities in terms of memory size, performance software, and sensor use and simultaneous data acquisition. The Aces Systems 4040 Viper analyzer is a versatile yet compact instrument that combines all the diverse technologies required for dynamic propeller balance, rotor track and balance, engine vibration analysis and fan balancing into one instrument.

For more information, contact us at www.aerotecs.com or www.recalcenter.com

Aeronautical Tools, Equipment, Components & Services

AeroTecs NV Voortstraat 12B B-3560 Lummen Belgium BE 0463717012 RPR HASSELT Tel. : +32 (0)11 424 066 Fax: +32 (0)11 428 902
www.aerotecs.com