There (indeed) are single acting and double acting blade fineness adjustment systems. In the single acting design, the hub counterweight is set to use centrifugal force to move blade to coarse. Oil pressure, in the form of a hydraulic piston, is used to move the blade to fine.

In a double acting system, oil pistons move the blade both ways.

Confusion may arise in the statement "moves the blade to a lower angle", as for feathering: the "low blade angle" is to the wind, not to the axis of rotation (very coarse).

For the propeller blade itself, it is entirely possible that more mass may be behind the pivot/lifting point which would cause a twist force towards fine.

But we must consider all components of the rotating plane, including the hub and attachments.

There (indeed) are single acting and double acting blade fineness adjustment systems. In the single acting design, the hub counterweight is set to use centrifugal force to move blade to coarse. Oil pressure, in the form of a hydraulic piston, is used to move the blade to fine.

In a double acting system, oil pistons move the blade both ways.

Confusion may arise in the statement "moves the blade to a lower angle", as for feathering: the "low blade angle" is to the wind, not to the axis of rotation (very coarse).

For the propeller blade itself, it is entirely possible that more mass may be ahead of the pivot point which would cause a centrifugal twist force towards fine.

"Aerodynamic forces try to move the blade to a coarse pitch"

Yes, and this is counterbalanced by the blade center of gravity trying to move to fine from centrifugal force. This helps balance forces on the blade shaft.

But we must consider all components of the rotating plane, including the hub and attachments. In order to be able to "feather" the prop in the event of engine failure, a counterweight is added to the hub to fully coarsen the prop pitch.