Hartzell HC-A2 (B)HC-A2(MV,V)(F,K,L)-1, (MV,V)(F,K,L)-2, (MV,V)L-6F, (MV,V)20-1A, (MV,V)20-2, (MV,V)20-3L, BHC-A2 (MV,V)F-3, HA-A2 (MV,V)20-1B, HC-A3 (E,P)HC-A3(MV,V)F-2, (MV,V)K-2 Propeller Owner's Manual
Below you will find brief information for Propeller HC-A2 (B)HC-A2(MV,V)(F,K,L)-1, Propeller HC-A2 HC-A2(MV,V)(F,K,L)-2, Propeller BHC-A2 BHC-A2(MV,V)F-3, Propeller HC-A2 HC-A2(MV,V)L-6F, Propeller HA-A2 HA-A2(MV,V)20-1B, Propeller HC-A2 HC-A2(MV,V)20-1A, Propeller HC-A2 HC-A2(MV,V)20-2, Propeller HC-A2 HC-A2(MV,V)20-3L, Propeller HC-A3 (E,P)HC-A3(MV,V)F-2, Propeller HC-A3 HC-A3(MV,V)K-2. This document provides details on installation, removal, testing, inspection, and maintenance for various types of steel hub reciprocating propellers with aluminum blades. It describes models including those with different flange types, spline attachments, and blade configurations. The manual is essential for ensuring safe and efficient operation of these propellers.
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Manual No. 168
61-00-68
Revision 4
October 2013
Propeller Owner's Manual
and Logbook
Steel Hub Reciprocating Propellers with Aluminum Blades
Two Blade
(B)HC-A2(MV,V)(F,K,L)-1( )
HC-A2(MV,V)(F,K,L)-2( )
BHC-A2(MV,V)F-3
HC-A2(MV,V)L-6F
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-1A
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
Three Blade
(E,P)HC-A3(MV,V)F-2( )
HC-A3(MV,V)K-2( )( )
HC-A3(MV,V)F-3L
(E,P)HC-A3(MV,V)(F,K)-4( )
HC-A3(MV,V)F-5A( )
(P)HC-A3(MV,V)F-5R
HC-A3(MV,V)20-1( )
HC-A3(MV,V)20-2( )
HC-A3(MV,V)20-3L
Hartzell Propeller Inc.
One Propeller Place
Piqua, OH 45356 - 2634 U.S.A.
Ph: 937 - 778 - 4200 (Hartzell Propeller Inc.)
Ph: 937 - 778 - 4379 (Product Support)
Product Support Fax: 937-778-4391
Propeller Owner's Manual
168
© 2001, 2004, 2008, 2011, 2013 - Hartzell Propeller Inc. - All rights reserved
COVER
Inside Cover
Rev. 4 Oct/13
Propeller Owner's Manual
168
As a fellow pilot, I urge you to read this Manual thoroughly. It contains a wealth of information about your new propeller.
The propeller is among the most reliable components of your airplane. It is also among the most critical to flight safety. It therefore deserves the care and maintenance called for in this
Manual. Please give it your attention, especially the section dealing with Inspections and Checks.
Thank you for choosing a Hartzell propeller. Properly maintained it will give you many years of reliable service.
Jim Brown
Chairman, Hartzell Propeller Inc.
MESSAGE
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WARNING
People who fly should recognize that various types of risks are involved; and they should take all precautions to minimize them, since they cannot be eliminated entirely.
The propeller is a vital component of the aircraft. A mechanical failure of the propeller could cause a forced landing or create vibrations sufficiently severe to damage the aircraft, possibly causing it to become uncontrollable.
Propellers are subject to constant vibration stresses from the engine and airstream, which are added to high bending and centrifugal stresses.
Before a propeller is certified as being safe to operate on an airplane, an adequate margin of safety must be demonstrated. Even though every precaution is taken in the design and manufacture of a propeller, history has revealed rare instances of failures, particularly of the fatigue type.
It is essential that the propeller is properly maintained according to the recommended service procedures and a close watch is exercised to detect impending problems before they become serious. Any grease or oil leakage, loss of air pressure, unusual vibration, or unusual operation should be investigated and repaired, as it could be a warning that something serious is wrong.
MESSAGE
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For operators of uncertified or experimental aircraft an even greater level of vigilance is required in the maintenance and inspection of the propeller. Experimental installations often use propeller-engine combinations that have not been tested and approved. In these cases, the stress on the propeller and, therefore, its safety margin is unknown. Failure could be as severe as loss of propeller or propeller blades and cause loss of propeller control and/or loss of aircraft control.
Hartzell Propeller Inc. follows FAA regulations for propeller certification on certificated aircraft. Experimental aircraft may operate with unapproved engines or propellers or engine modifications to increase horsepower, such as unapproved crankshaft damper configurations or high compression pistons. These issues affect the vibration output of the engine and the stress levels on the propeller.
Significant propeller life reduction and failure are real possibilities.
Frequent inspections are strongly recommended if operating with a non-certificated installation; however, these inspections may not guarantee propeller reliability, as a failing device may be hidden from the view of the inspector. Propeller overhaul is strongly recommended to accomplish periodic internal inspection.
Visually inspect metal blades for cracks. Inspect hubs, with particular emphasis on each blade arm for cracks. Eddy current equipment is recommended for hub inspection, since cracks are usually not apparent.
MESSAGE
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MESSAGE
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REVISION HIGHLIGHTS:
Revision 4, dated October 2013, incorporates the following:
• Revised Cover, Revision Highlights
and Table of Contents to reflect changes.
• Revised Service Documents List
• Introduction Chapter
• Updated Maintenance Practices section to add Safe
Handling of Paints and Chemicals and Propeller Critical
• Updated Definitions and Abbreviations sections
• Updated Hartzell Product Support section
• Installation and Removal Chapter
• Added Caution about Propeller Critical Parts where applicable
• Revised terminology about certified propeller repair stations where applicable
• Testing and Troubleshooting Chapter
• Added Caution about Propeller Critical Parts where applicable
• Inspection and Check Chapter
• Added Caution about Propeller Critical Parts where applicable
• Revised terminology about certified propeller repair stations where applicable
• Revised Tachometer Inspection section
• Maintenance Practices Chapter
• Added Caution about Propeller Critical Parts where applicable
• Revise section Repair of Nicks and Gouges
REVISION HIGHLIGHTS
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REVISION HIGHLIGHTS
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REVISIONS HIGHLIGHTS
1. Introduction
A. General
This is a list of current revisions that have been issued against this manual. Please compare it to the RECORD OF REVISIONS page to ensure that all revisions have been added to the manual.
B. Components
(1) Revision No. indicates the revisions incorporated in this manual.
(2) Issue Date is the date of the revision.
(3) Comments indicates the level of the revision.
(a) New Issue is a new manual distribution. The manual is distributed in its entirety. All the page revision dates are the same and no change bars are used.
(b) Reissue is a revision to an existing manual that includes major content and/or major format changes. The manual is distributed in its entirety. All the page revision dates are the same and no change bars are used.
(c) Major Revision is a revision to an existing manual that includes major content or minor content changes over a large portion of the manual. The manual is distributed in its entirety. All the page revision dates are the same, but change bars are used to indicate the changes incorporated in the latest revision of the manual.
(d) Minor Revision is a revision to an existing manual that includes minor content changes to the manual. Only the revised pages of the manual are distributed. Each page retains the date and the change bars associated with the last revision to that page.
REVISION HIGHLIGHTS
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Revision No.
Original
Rev. 1
Rev. 2
Rev. 3
Rev. 4
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Issue Date
July/01
Oct/04
July/08
Mar/11
Oct/13
Comments
New Issue
Minor Revision
Minor Revision
Minor Revision
Minor Revision
REVISION HIGHLIGHTS
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Rev. 2
Rev. 3
Rev. 4
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RECORD OF REVISIONS
Issue Date Date Inserted Inserted By
Oct/04
July/08
Mar/11
Oct/13
Oct/04
July/08
Mar/11
Oct/13
HPI
HPI
HPI
HPI
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RECORD OF REVISIONS
Issue Date Date Inserted Inserted By
RECORD OF REVISIONS
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RECORD OF TEMPORARY REVISIONS
TR Issue Date Inserted Date Removed
No. Date Inserted By Removed By
TR-001 Nov/03 Nov/03 HPI Oct/04 HPI
TR-002 Dec/03 Dec/03 HPI
Oct/04 HPI
TR-003 May/04 May/04 HPI Oct/04 HPI
RECORD OF TEMPORARY REVISIONS
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RECORD OF TEMPORARY REVISIONS
RECORD OF REVISIONS
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SERVICE DOCUMENTS LIST
CAUTION 1: DO NOT USE OBSOLETE OR OUTDATED
INFORMATION. PERFORM ALL INSPECTIONS
OR WORK IN ACCORDANCE WITH THE
MOST RECENT REVISION OF THE SERVICE
DOCUMENT. INFORMATION CONTAINED IN A
SERVICE DOCUMENT MAY BE SIGNIFICANTLY
CHANGED FROM EARLIER REVISIONS. USE
OF OBSOLETE INFORMATION MAY CREATE
AN UNSAFE CONDITION THAT MAY RESULT
IN DEATH, SERIOUS BODILY INJURY, AND/OR
SUBSTANTIAL PROPERTY DAMAGE. REFER TO
THE APPLICABLE SERVICE DOCUMENT INDEX
FOR THE MOST RECENT REVISION LEVEL OF
THE SERVICE DOCUMENT.
CAUTION 2: THE INFORMATION FOR THE DOCUMENTS
LISTED INDICATES THE REVISION LEVEL AND
DATE AT THE TIME THAT THE DOCUMENT WAS
INITIALLY INCORPORATED INTO THIS MANUAL.
INFORMATION CONTAINED IN A SERVICE
DOCUMENT MAY BE SIGNIFICANTLY CHANGED
FROM EARLIER REVISIONS. REFER TO THE
APPLICABLE SERVICE DOCUMENT INDEX FOR
THE MOST RECENT REVISION LEVEL OF THE
SERVICE DOCUMENT.
Service Document Number Incorporation Rev/Date
HC-SL-61-176 Jul/01
HC-SL-61-324 Oct/13
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SERVICE DOCUMENTS LIST
SERVICE DOCUMENTS LIST
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AIRWORTHINESS LIMITATIONS
The Airworthiness Limitations section is FAA approved and specifies maintenance required under 14 CFR §§ 43.16 and 91.403 of the
Federal Aviation Regulations unless an alternative program has been FAA approved.
FAA APPROVED by: ______________________________ date: ____________
Manager, Chicago Aircraft Certification
Office,
ACE-115C
Federal Aviation Administration
Rev. No.
Description of Revision
AIRWORTHINESS LIMITATIONS
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AIRWORTHINESS LIMITATIONS
1. The FAA establishes specific life limits for certain component parts as well as the entire propeller. Such limits require replacement of the identified parts after a specified number of hours of use.
2. The following data summarizes all current information concerning
Hartzell life limited parts as related to propeller models affected by this manual. These parts are not life limited on other installations; however, time accumulated toward life limit accrues when first operated on aircraft/engine/propeller combinations listed and continues regardless of subsequent installations (that may or may not be life limited).
A. Propeller models affected by this manual currently do not have any life limited parts.
B. There are no new (or additional) Airworthiness Limitations associated with this equipment and/or installation.
FAA APPROVED by: ______________________________ date: ____________
Manager, Chicago Aircraft Certification
Office,
ACE-115C
Federal Aviation Administration
AIRWORTHINESS LIMITATIONS
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LIST OF EFFECTIVE PAGES
Page Revision Date Chapter
Cover
Message
Revision Highlights
Record of Revisions
Record of Temporary Revisions 11 and 12
Service Documents List
Airworthiness Limitations
Cover and Inside Cover Rev. 4 Oct/13
1 thru 4
5 thru 8 Rev.
9 and 10
List of Effective Pages
Table of Contents
Table of Contents
Table of Contents
Introduction
Description and Operation
13 and 14
15 and 16
17 thru 20
21 thru 24
25 and 26
27 thru 34
1-1 thru 1-16
2-1
Description and Operation 2-2 thru 2-36
Description and Operation
Original July/01
Original July/01
Original July/01
Rev. 4 Oct/13
Rev. 3
Rev. 3
Rev. 3
Mar/11
Rev. 4 Oct/13
Mar/11
Rev. 4 Oct/13
Mar/11
Rev. 4 Oct/13
Rev. 2 July/08
Original July/01
Rev. 1 Oct/04
Original July/01
Rev. 2 July/08
Original July/01
Rev. 4 Oct/13
Rev. 3 Mar/11
2-37
Description and Operation 2-38 thru 2-44
Description and Operation
Description and Operation
Installation and Removal nstallation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
2-45
2-46
3-1
3-2
3-4
3-5
3-6 thru 3-11
3-12
Original July/01
Rev. 2 July/08
Original July/01
Rev. 3 Mar/11
3-13 and 3-14 Original July/01
3-15 Rev. 2 July/08
Rev. 4 Oct/13
Installation and Removal
Installation and Removal 3-16
Installation and Removal 3-16.1 and 3-16.2 Rev. 4 Oct/13
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
3-17 and 3-18 Original July/01
3-19 and 3-20
3-21
3-22
3-23
Rev. 4 Oct/13
Rev. 2 July/08
Rev. 1 Oct/04
Original July/01
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LIST OF EFFECTIVE PAGES
Page Revision Date Chapter
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
3-24 and 3-25
3-26
3-27 thru 3-29
3-30
3-31 and 3-32
3-33
3-34
3-35 thru 3-37
3-38
3-39
3-40 and 3-41
3-42 and 3-43
3-47
3-48 and 3-49
3-50
3-51 thru 3-54
Rev. 2 July/08
Original July/01
Rev. 4 Oct/13
Rev. 2 July/08
Original July/01
Rev. 2 July/08
Original July/01
Rev. 4 Oct/13
Installation and Removal
Installation and Removal
3-44
3-45 and 3-46
Original July/01
Rev. 4 Oct/13
Installation and Removal 3-46.1 and 3-46.2 Rev. 4 Oct/13
Installation and Removal
Installation and Removal 3-54.1 and 3-54.2 Rev. 4 Oct/13
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
Installation and Removal
3-55
3-56
3-57 thru 3-60
3-61
3-62
3-63 thru 3-66
3-67
3-68 thru 3-74
3-75 and 3-76
3-77 thru 3-86
3-87 and 3-88
3-89 and 3-90
3-91 thru 3-93
3-94 thru 3-96
Original July/01
Rev. 2 July/08
Rev. 4 Oct/13
Rev. 4 Oct/13
Rev. 4 Oct/13
Rev. 2 July/08
Rev. 3 Mar/11
Rev. 4 Oct/13
Rev. 4 Oct/13
Original July/01
Rev. 4 Oct/13
Rev. 2 July/08
Original July/01
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Original July/01
Rev. 2 July/08
Rev. 4 Oct/13
Rev. 2 July/08
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Rev. 2 July/08
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Rev. 2 July/08
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LIST OF EFFECTIVE PAGES
Page Revision Date Chapter
Installation and Removal
Installation and Removal
3-97 Rev. 4 Oct/13
3-98 thru 3-100 Rev. 2 July/08
Installation and Removal 3-101 and 3-102 Rev. 4 Oct/13
Installation and Removal 3-103 thru 3-110 Rev. 2 July/08
Installation and Removal 3-111 Rev. 4 Oct/13
Installation and Removal 3-112 thru 3-115 Rev. 2 July/08
Installation and Removal 3-116 and 3-117 Rev. 3 Mar/11
Installation and Removal 3-118 Rev. 2 July/08
Installation and Removal 3-119 thru 3-122 Rev. 4 Oct/13
Installation and Removal 3-123 and 3-124 Rev. 2 July/08
Installation and Removal 3-125 thru 3-130 Rev. 4 Oct/13
Installation and Removal 3-131 and 3-132 Rev. 2 July/08
Installation and Removal 3-133 thru 3-136 Rev. 4 Oct/13
Installation and Removal 3-137 Rev. 3 Mar/11
Installation and Removal 3-138 thru 3-142 Rev. 2 July/08
Installation and Removal 3-143 and 3-144 Rev. 4 Oct/13
Installation and Removal 3-145 Rev. 2 July/08
Installation and Removal 3-146 and 3-147 Rev. 3 Mar/11
Installation and Removal 3-148 thru 3-150 Rev. 2 July/08
Installation and Removal 3-151 thru 3-160 Rev. 4 Oct/13
Installation and Removal 3-161 and 3-162 Rev. 2 July/08
Installation and Removal 3-163 and 3-164 Rev. 4 Oct/13
Installation and Removal 3-165 and 3-166 Rev. 2 July/08
Installation and Removal 3-167 thru 3-175 Rev. 4 Oct/13
Installation and Removal 3-176 and 3-177 Rev. 2 July/08
Installation and Removal 3-178 thru 3-185 Rev. 4 Oct/13
Installation and Removal
Installation and Removal
3-186
3-187
Rev. 2 July/08
Rev. 4 Oct/13
Installation and Removal 3-188 thru 3-190 Rev. 2 July/08
Installation and Removal 3-191 thru 3-201 Rev. 4 Oct/13
Installation and Removal 3-202 Rev. 2 July/08
Installation and Removal 3-203 thru 3-206 Rev. 4 Oct/13
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Page Revision Date Chapter
Testing and Troubleshooting 4-1 thru 4-3
Testing and Troubleshooting 4-4
Testing and Troubleshooting 4-5 thru 4-16
Inspection and Check
Inspection and Check
Inspection and Check
Inspection and Check
5-1 and 5-2
5-3 thru 5-7
5-8
5-9 and 5-10
Rev. 2 July/08
Rev. 3 Mar/11
Rev. 4 Oct/13
Rev. 2 July/08
Rev. 4 Oct/13
Rev. 1 Oct/04
Rev. 4 Oct/13
5-11 and 5-12 Original July/01 Inspection and Check
Inspection and Check
Inspection and Check
Inspection and Check
Inspection and Check
Inspection and Check
Inspection and Check
Inspection and Check
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
Maintenance Practices
5-13
5-14
5-15 and 5-16
5-18
5-18 thru 5-21
5-22 and 5-23
5-24
6-1
Rev. 4 Oct/13
Original July/01
Rev. 4 Oct/13
Rev. 1 Oct/04
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Rev. 2 July/08
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Rev. 2 July/08
6-2
6-3 and 6-4
6-5 thru 6-7
6-8
Rev. 3 Mar/11
Original July/01
Rev. 4 Oct/13
Rev. 2 July/08
6-9 and 6-10 Rev. 4 Oct/13
6-11 and 6-12 Original July/01
6-13 thru 6-16
6-17 and 6-18
Anti-Ice and De-Ice Systems 7-1 thru 7-3
Anti-Ice and De-Ice Systems
Anti-Ice and De-Ice Systems 7-5 thru 7-8
Records
6-19 and 6-20
6-21 thru 6-25
6-26 and 6-27
6-28 thru 6-32
7-4
8-1 thru 8-4
Rev. 4 Oct/13
Rev. 3 Mar/11
Rev. 4 Oct/13
Rev. 3 Mar/11
Rev. 4 Oct/13
Rev. 2 July/08
Rev. 2 July/08
Original July/01
Rev. 2 July/08
Original July/01
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TABLE OF CONTENTS Page
MESSAGE .........................................................................................1
REVISION HIGHLIGHTS ..................................................................5
RECORD OF REVISIONS ................................................................9
RECORD OF TEMPORARY REVISIONS ....................................... 11
SERVICE DOCUMENTS LIST .......................................................13
AIRWORTHINESS LIMITATIONS ...................................................15
LIST OF EFFECTIVE PAGES .........................................................17
TABLE OF CONTENTS ...................................................................21
INTRODUCTION ............................................................................1-1
1. Purpose ......................................................................................1-3
2. Airworthiness Limits ...................................................................1-3
3. Airframe or Engine Modifications ...............................................1-3
4. Restrictions and Placards ..........................................................1-4
5. General ......................................................................................1-4
A. Personnel Requirements ....................................................1-4
B. Maintenance Practices .......................................................1-4
C. Continued Airworthiness ....................................................1-6
6. Reference Publications ..............................................................1-6
7. Definitions ..................................................................................1-9
8. Abbreviations ...........................................................................1-12
9. Hartzell Product Support ..........................................................1-13
10.Warranty Service .....................................................................1-13
11.Hartzell Recommended Facilities ............................................1-13
TABLE OF CONTENTS
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TABLE OF CONTENTS Page
DESCRIPTION AND OPERATION .................................................2-1
1. Description of Propeller and Systems ........................................2-3
A. Ground Adjustable Pitch Propellers ...................................2-7
B. Constant Speed, Non-counterweighted,
Nonfeathering Propellers ...................................................2-9
C. Constant Speed, Counterweighted,
Nonfeathering Propellers .................................................2-13
D. Constant Speed and Feathering Propellers .....................2-17
E. Constant Speed, Feathering and Reversing Propellers
(External Beta System) ....................................................2-21
F. Constant Speed and Reversing Propellers
(External Beta System) ....................................................2-27
G. Constant Speed, Feathering and Reversing Propellers
(Internal Beta System) .....................................................2-31
2. Model Designation ...................................................................2-34
A. Steel Hub Propeller Model Identification .........................2-34
B. Aluminum Blade Model Identification ...............................2-37
C. Conversion From V Shank to MV Shank .........................2-38
3. Governors ................................................................................2-41
A. Theory of Operation .........................................................2-41
B. Governor Types ................................................................2-44
C. Identification of Hartzell Governors ..................................2-44
4. Propeller Ice Protection Systems .............................................2-45
A. Propeller Anti-Ice System .................................................2-45
B. Propeller De-Ice System ..................................................2-46
INSTALLATION AND REMOVAL ....................................................3-1
1. Tools, Consumables, and Expendables .....................................3-7
A. Tooling ................................................................................3-7
B. Consumables .....................................................................3-8
C. Expendables ......................................................................3-8
2. O-ring and Propeller Mounting Hardware Identification ...........3-10
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TABLE OF CONTENTS Page
3. Pre-Installation .........................................................................3-15
A. Inspection of Shipping Package .......................................3-15
B. Uncrating ..........................................................................3-15
C. Inspection after Shipment ................................................3-15
D. Reassembly of a Propeller Disassembled for Shipment ..3-15
4. Propeller Assembly Installation ................................................3-16
A. Precautions ......................................................................3-16
B. O-ring and Propeller Mounting Hardware Identification ...3-16
C. Installing F Flange Propeller Models
(B)HC-A2(MV,V)F-1( ) ....................................................3-19
D. Installing K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-1( ) and HC-A2(MV,V)L-6F ...............3-27
E. Installing F Flange Propeller Models
HC-A2(MV,V)F-2( ) .........................................................3-33
F. Installing K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-2 ........................................................3-39
G. Installing F Flange Propeller Models
(E,P)HC-A3(MV,V)F-2( ) except those using a spacer
as specified in paragraph 4.H. .........................................3-45
H. Installing the EHC-A3(MV,V)F-2B Propeller using a
spacer as installed on, but not limited to, the Beech
95-55, -A55, -B55, Colemill Baron Aircraft Engines,
and Aero Commander Aircraft .........................................3-51
I. Installing K Flange Propeller Models
HC-A3(MV,V)K-2( )( ).......................................................3-57
J. Installing F Flange Propeller Models
BHC-A2(MV,V)F-3 ...........................................................3-63
K. Installing F Flange Propeller Models
HC-A3(MV,V)F-3L ...........................................................3-75
L. Installing F Flange Propeller Models
(E,P)HC-A3(MV,V)F-4( ) ..................................................3-87
M. Installing K Flange Propeller Models
HC-A3(MV,V)K-4 .............................................................3-91
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N. Installing F Flange Propeller Models
HC-A3(MV,V)F-5A(L) ......................................................3-97
O. Installing F Flange Propeller Models
(P)HC-A3(MV,V)F-5R ...................................................3-101
P. Installing Splined Propeller Models
HA-A2(MV,V)20-1B ....................................................... 3-111
Q. Installing the 20 Spline Propeller Models
HC-A2(MV,V)20-1A........................................................3-119
R. Installing Splined Propeller Models
HC-A3(MV,V)20-1( ) ......................................................3-125
S. Installing Splined Propeller Models
HC-A2(MV,V)20-2 and HC-A3(MV,V)20-2( ) .................3-133
T. Installing the 20 Splined Propeller Models
HC-A2(MV,V)20-3L and HC-A3(MV,V)20-3L .................3-143
5. Post-Installation Checks .........................................................3-149
6. Propeller Assembly Removal .................................................3-151
A. Removing the F Flange Propeller Models
(B)HC-A2(MV,V)F-1( ) ...................................................3-151
B. Removing the K and L Flange Propeller
Models HC-A2(MV,V)(K,L)-1( ) and
HC-A2(MV,V)L-6F. ..........................................................3-153
C. Removing the F Flange Propeller Models
HC-A2(MV,V)F-2( ). .......................................................3-156
D. Removing the K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-2( )...................................................3-159
E. Removing the F Flange Propeller Models
(E,P)HC-A3(MV,V)F-2( ) except those using a
spacer as specified in paragraph 6.F. ............................3-163
F. Removing the EHC-A3(MV,V)F-2B Propeller using
a spacer as installed on, but not limited to, the Beech
95-55, -A55, -B55, Colemill Baron Aircraft Engines,
and Aero Commander Aircraft .......................................3-167
G. Removing the K Flange Propeller Models
HC-A3(MV,V)K-2( )( ).....................................................3-169
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H. Removing the F Flange Propeller Models
BHC-A2(MV,V)F-3 .........................................................3-172
I. Removing F Flange Propeller Models
HC-A3(MV,V)F-3L .........................................................3-175
J. Removing F Flange Propeller Models
(E,P)HC-A3(MV,V)F-4( ) .................................................3-178
K. Removing K Flange Propeller Models
HC-A3(MV,V)K-4 ............................................................3-181
L. Removing F Flange Propeller Models
HC-A3(MV,V)F-5A(L) .....................................................3-184
M. Removing F Flange Propeller Models
(P)HC-A3(MV,V)F-5R ....................................................3-187
N. Removing the 20 Splined Propeller Model
HA-A2(MV,V)20-1B........................................................3-191
O. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-1A ......................................................3-194
P. Removing the 20 Splined Propeller Models
HC-A3(MV,V)20-1( ) ......................................................3-197
Q. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-2 and HC-A3(MV,V)20-2( ) .................3-200
R. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-3L and HC-A3(MV,V)20-3L .................3-204
TESTING AND TROUBLESHOOTING ..........................................4-1
1. Operational Tests .......................................................................4-3
A. Initial Run-Up .....................................................................4-3
B. Static RPM Check ..............................................................4-4
C. Post-Run Check .................................................................4-4
2. Propeller Ice Protection Systems ...............................................4-5
A. Electric De-Ice System .......................................................4-5
B. Anti-Ice System ..................................................................4-5
3. Troubleshooting ..........................................................................4-5
A. Incorrect Maximum RPM (on ground) ................................4-5
B. Hunting and Surging ..........................................................4-7
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C. Engine Speed Varies with Airspeed ...................................4-8
D. Loss of Propeller Control - ( )HC-A3( )( )-4( ) and
HC-A2(MV,V)L-6F propeller models: .................................4-9
E. Loss of propeller Control - ( )HC-A( )( )( )-1( ), -2( ),
-3( ), and -5( ) propeller models: ......................................4-10
F. Failure to Feather or Feathers Slowly - ( )HC-A( )( )( )-2( )
and ( )HC-A( )( )( )-5( ) propeller models only: ................4-11
G. Failure to Unfeather - ( )HC-A( )( )( )-2( ) and
( )HC-A( )( )( )-5( ) propeller models only: .......................4-11
H. Start Locks (Anti-Feather Latches)
Fail to Engage on Shutdown - ( )HC-A( )( )( )-2, and -5 propeller models only: ...........................................4-12
I. Vibration ...........................................................................4-13
J. Propeller Overspeed ........................................................4-14
K. Propeller Underspeed ......................................................4-14
L. Oil or Grease Leakage .....................................................4-15
INSPECTION AND CHECK ............................................................5-1
1. Pre-Flight Checks .......................................................................5-3
2. Operational Checks ....................................................................5-5
3. Required Periodic Inspections and Maintenance .......................5-6
A. Periodic Inspection .............................................................5-6
B. Periodic Maintenance .........................................................5-7
C. Airworthiness Limitations ...................................................5-7
D. Overhaul Periods ..............................................................5-8
4. Inspection Procedures ...............................................................5-9
A. Blade Damage ...................................................................5-9
B. Grease or Oil Leakage .......................................................5-9
C. Vibration ...........................................................................5-11
D. Tachometer Inspection .....................................................5-13
E. Blade Track ......................................................................5-15
F. Loose Blades ...................................................................5-15
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G. Corrosion ..........................................................................5-16
H. Spinner Damage ..............................................................5-16
I. Electric De-Ice System .....................................................5-16
J. Anti-Ice System ................................................................5-16
5. Special Inspections ..................................................................5-19
A. Overspeed ........................................................................5-19
B. Lightning Strike ................................................................5-20
C. Foreign Object Strike/Ground Strike ................................5-22
D. Fire Damage or Heat Damage .........................................5-24
6. Long Term Storage ...................................................................5-24
MAINTENANCE PRACTICES ........................................................6-1
1. Cleaning .....................................................................................6-3
A. General Cleaning ...............................................................6-3
B. Spinner Cleaning and Polishing .........................................6-3
2. Lubrication ..................................................................................6-5
A. Lubrication Intervals ...........................................................6-5
B. Lubrication Procedure ........................................................6-5
C. Approved Lubricants ..........................................................6-8
3. Carbon Block Assemblies ..........................................................6-9
A. Inspection ...........................................................................6-9
B. Replacement of A-3026 Carbon Block Unit in the A-3044
Carbon Block Assembly .....................................................6-9
C. Installation of the A-3044 Carbon Block Assembly ...........6-10
4. Blade Repairs ...........................................................................6-13
A. Repair of Nicks and Gouges ............................................6-13
B. Repair of Bent Blades ......................................................6-15
5. Painting After Repair ................................................................6-16
A. Painting of Aluminum Blades ...........................................6-17
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6. Dynamic Balance .....................................................................6-19
A. Overview ..........................................................................6-19
B. Inspection Procedures Before Balancing .........................6-19
C. Placement of Balance Weights for Dynamic Balance ......6-24
7. Propeller Low Pitch Setting ......................................................6-26
A. Low Pitch Stop - All Propeller Models .............................6-26
B. Low pitch measurement on propeller models
( )HC-A3( )( )-2( ): ............................................................6-26
C. Low pitch measurement on propeller models
HC-A2( )( )-2( ) and ( )HC-A( )( )( )-5A(L) .......................6-27
D. Low pitch measurement on propeller models
( )HC-A( )( )( )-1( ), ( )HC-A( )( )( )-4( ), and
( )HC-A( )( )( )-6( ): ...........................................................6-27
E. Low pitch measurement on propeller models
BHC-A2( )F-3( ), HC-A3( )F-3L, and ( )HC-A3( )F-5R: ....6-28
F. Adjusting Low Pitch - Propeller models BHC-A2( )F-3( ),
HC-A3( )F-3L, and ( )HC-A3( )F-5R: ...............................6-29
G. Setting Low Pitch Angle - Propeller Models
HC-A( )( )(20)-3( ) ............................................................6-31
8. Propeller High Pitch Settings ...................................................6-31
A. High Pitch (Minimum RPM) Stop - Propeller Models
( )HC-A( )( )( )-1( ), ( )HC-A( )( )( )-3( ),
( )HC-A( )( )( )-4( ), and ( )HC-A( )( )( )-6( ) ......................6-31
9. Feathering Pitch Stop Settings .................................................6-31
A. Feathering Pitch Stop Adjustment - Propeller Models
( )HC-A( )( )( )-2( ) and ( )HC-A( )( )( )-5( ) .......................6-31
10.Start Lock Settings ..................................................................6-32
A. Start Lock Adjustment - Propeller Models
( )HC-A( )( )( )-2( ) and ( )HC-A( )( )( )-5( ) .......................6-32
11.Propeller Ice Protection Systems .............................................6-32
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ANTI-ICE AND DE-ICE SYSTEMS ................................................7-1
1. Introduction ................................................................................7-3
A. Propeller De-Ice System ....................................................7-3
B. Propeller Anti-Ice System ...................................................7-3
2. System Description ....................................................................7-4
A. De-Ice System ....................................................................7-4
B. Anti-Ice System ..................................................................7-5
3. De-Ice System Functional Tests .................................................7-5
4. Anti-Ice System Functional Tests ...............................................7-5
5. De-Ice and Anti-Ice System Inspections ....................................7-6
A. De-Ice System Inspections ................................................7-6
B. Anti-Ice System Inspections ...............................................7-6
6. De-Ice and Anti-Ice System Troubleshooting .............................7-6
A. De-Ice System Troubleshooting .........................................7-6
B. Anti-Ice System Troubleshooting .......................................7-7
RECORDS .....................................................................................8-1
1. Introduction ................................................................................8-3
2. Record Keeping .........................................................................8-3
A. Information to be Recorded ................................................8-3
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LIST OF FIGURES Page
Steel Hub Unit (For Splined Shaft
Mounting) ..................................................Figure 2-1 ............. 2-3
Spline Shaft Attachment ................................Figure 2-2 ............. 2-4
Flanged Attachment.......................................Figure 2-3 ............. 2-5
Ground Adjustable Propeller Assembly .........Figure 2-4 ............. 2-6
Constant Speed, Non-counterweighted, Nonfeathering
Propeller Assembly ....................................Figure 2-5 ............. 2-8
Constant Speed, Counterweighted, Nonfeathering
Propeller Assembly ....................................Figure 2-6 ........... 2-11
Constant Speed, Counterweighted, Nonfeathering
Propeller Assembly ....................................Figure 2-7 ........... 2-12
Constant Speed, Feathering Propeller
Assembly ...................................................Figure 2-8 ........... 2-15
Constant Speed, Feathering Propeller
Assembly ...................................................Figure 2-9 ........... 2-16
Constant Speed, Feathering and Reversing
Propeller Assembly
(External Beta System) ...........................Figure 2-10 ......... 2-20
Fundamental Elements of a Reversing
System ......................................................Figure 2-11 ......... 2-22
Constant Speed and Reversing Propeller Assembly
(External Beta System) ............................Figure 2-12 ......... 2-26
Constant Speed Feathering and Reversing
Propeller Assembly
(Internal Beta System) ...............................Figure 2-13 ......... 2-30
Governor in Onspeed Condition ....................Figure 2-14 ......... 2-40
Governor in Underspeed Condition ...............Figure 2-15 ......... 2-40
Governor in Overspeed Condition .................Figure 2-16 ......... 2-40
Feathering Governor .....................................Figure 2-17 ......... 2-42
Synchronizer/Synchrophaser Governor ...........Figure 2-18 ......... 2-42
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LIST OF FIGURES Page
(B)HC-A2(MV,V)(F,K,L)-1( ) Propeller
Assembly ...................................................Figure 3-1 ........... 3-17
F Flange Installation on -1( ) Propeller
Models .......................................................Figure 3-2 ........... 3-18
Installing F Flange Propeller on the
Engine Flange ...........................................Figure 3-3 ........... 3-20
Determining Torque Value When Using
Torquing Adapter .......................................Figure 3-4 ........... 3-21
K and L Flange Installations on -1( ), -4, and
-6F Propeller Models .................................Figure 3-5 ........... 3-26
Installing K or L Flange Propeller on the
Engine Flange ...........................................Figure 3-6 ........... 3-28
HC-A2(MV,V)(F,K,L)-2( ) Propeller
Assembly ...................................................Figure 3-7 ........... 3-32
F Flange Installation on -2 Propeller
Models .......................................................Figure 3-8 ........... 3-34
K and L Flange Installation on -2
Propeller Models .......................................Figure 3-9 ........... 3-38
(E,P)HC-A3(MV,V)F-2( )( ) Propeller
Assembly ...................................................Figure 3-10 ......... 3-44
EHC-A3(MV,V)F-2B Mounting Parts .............Figure 3-11 ......... 3-50
EHC-A3(MV,V)F-2B Installation ....................Figure 3-12 ......... 3-50
HC-A3(MV,V)K-2( )( ) Propeller
Assembly ...................................................Figure 3-13 ......... 3-56
BHC-A2(MV,V)F-3 Propeller Assembly .........Figure 3-14 ......... 3-62
Tool for Decompressing External Beta
System ......................................................Figure 3-15 ......... 3-63
Carbon Block and Beta Ring
Clearance ..................................................Figure 3-16 ......... 3-66
Carbon Block Assembly.................................Figure 3-17 ......... 3-66
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LIST OF FIGURES Page
Installation of Beta Valve, Governor,
and Linkage ...............................................Figure 3-18 ......... 3-67
Adjusting Propeller Reverse Control
System ......................................................Figure 3-19 ......... 3-70
HC-A3(MV,V)F-3L Propeller Assembly ..........Figure 3-20 ......... 3-74
Tool for Decompressing External Beta
System ......................................................Figure 3-21 ......... 3-75
HC-A3(MV,V)F-3L Installation .......................Figure 3-22 ......... 3-76
(E,P)HC-A3(MV,V)(F,K)-4( ) Propeller
Assembly ...................................................Figure 3-23 ......... 3-86
HC-A3(MV,V)F-5A(L) Propeller
Assembly ...................................................Figure 3-24 ......... 3-96
(P)HC-A3(MV,V)F-5R Propeller
Assembly ...................................................Figure 3-25 ....... 3-100
(P)HC-A3(MV,V)F-5R Installation ..................Figure 3-26 ....... 3-101
HA-A2(MV,V)20-1B Propeller
Assembly ...................................................Figure 3-27 ....... 3-110
Piston-to-Link Arm Attachment Details ..........Figure 3-28 ........3-111
Pitch Adjustment Assembly-to-Cylinder
Attachment Details ....................................Figure 3-29 ....... 3-112
Rear Hub Mounting Parts on
HA-A2(MV,V)20-1B Propeller ....................Figure 3-30 ....... 3-114
Safetying the Shaft Nut on the 20 Spline
Shaft Propeller ...........................................Figure 3-31 ....... 3-114
Installing Piston O-Ring and Felt Dust
Seal ...........................................................Figure 3-32 ....... 3-115
HC-A2(MV,V)20-1A Propeller Assembly ........Figure 3-33 ....... 3-118
HC-A3(MV,V)20-1( ) Propeller
Assembly ...................................................Figure 3-34 ....... 3-124
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LIST OF FIGURES Page
Rear Hub Mounting Parts on
HC-A3(MV,V)20-1( ) Propeller ...................Figure 3-35 ....... 3-126
HC-A2(MV,V)20-2 Propeller
Assembly ...................................................Figure 3-36 ....... 3-131
HC-A3(MV,V)20-2( ) Propeller
Assembly ...................................................Figure 3-37 ....... 3-132
Spring Assembly-to-Cylinder Attachment
Details .......................................................Figure 3-38 ....... 3-134
Rear Hub Mounting Parts ..............................Figure 3-39 ....... 3-135
Guide Rod Attachment Details ......................Figure 3-40 ....... 3-138
HC-A2(MV,V)20-3L Propeller Assembly ........Figure 3-41 ....... 3-141
HC-A3(MV,V)20-3L Propeller Assembly ........Figure 3-42 ....... 3-142
Rear Hub Mounting Parts on
HC-A(2,3)(MV,V)20-3L Propeller ...............Figure 3-43 ....... 3-145
Information Tag on Beta Return Spring .........Figure 3-44 ....... 3-148
Spinner Bulkhead Removal ...........................Figure 3-45 ....... 3-164
Checking Blade Track....................................Figure 5-1 ........... 5-14
Blade Play .....................................................Figure 5-2 ........... 5-14
Reciprocating Engine Overspeed Limits .......Figure 5-3 ........... 5-18
Lubrication Fitting ..........................................Figure 6-1 ............. 6-4
Lubrication Label ...........................................Figure 6-2 ............. 6-6
Repair Limitations ..........................................Figure 6-3 ........... 6-12
Location of Balance Weights .........................Figure 6-4 ........... 6-24
Adjusting Low Pitch .......................................Figure 6-5 ........... 6-28
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LIST OF TABLES Page
O-ring and Propeller Mounting Hardware
Identification .............................................Table 3-1 ............ 3-10
Torque Table ..................................................Table 3-2 ............ 3-22
Approved Touch-up Paints ............................Table 6-1 ............ 6-16
Maximum Number of Balance Weights For
Non-Standard Installations ........................Table 6-2 ............ 6-21
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CONTENTS Page
1. Purpose .................................................................................. 1-3
2. Airworthiness Limits ................................................................ 1-3
3. Airframe or Engine Modifications ............................................ 1-3
4. Restrictions and Placards ....................................................... 1-4
5. General ................................................................................... 1-4
A. Personnel Requirements ................................................... 1-4
B. Maintenance Practices ....................................................... 1-5
C. Continued Airworthiness .................................................... 1-7
D. Propeller Critical Parts ....................................................... 1-7
6. Reference Publications ........................................................... 1-7
7. Definitions ............................................................................... 1-9
8. Abbreviations ........................................................................ 1-13
9. Hartzell Propeller Inc. Product Support
................................ 1-14
Warranty Service .................................................................. 1-14
11. Hartzell Propeller Inc. Recommended Facilities
................... 1-15
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1. Purpose
A. This manual has been reviewed and accepted by the FAA.
Additionally, the Airworthiness Limitations Section of this manual has been approved by the FAA.
CAUTION: KEEP THIS MANUAL WITH THE PROPELLER,
OR WITH THE AIRCRAFT ON WHICH IT IS
INSTALLED, AT ALL TIMES. THE LOG BOOK
RECORD WITHIN THIS MANUAL MUST BE
MAINTAINED, RETAINED CONCURRENTLY,
AND BECOME A PART OF THE AIRCRAFT AND
ENGINE SERVICE RECORDS.
B. This manual supports the following two and three-bladed,
“A” type steel hub reciprocating propellers: ground adjustable; constant speed, nonfeathering; constant speed, feathering; constant speed, reversing; and constant speed, feathering, and reversing.
C. The purpose of this manual is to enable qualified personnel to install, operate, and maintain a Hartzell propeller. Separate manuals are available concerning overhaul procedures and specifications for the propeller.
D. This manual covers different design types. Sample hub and blade model numbers within each design are covered in the
Description and Operation chapter of this manual.
NOTE: All propeller models covered by this manual use aluminum propeller blades.
2. Airworthiness Limits
A. Refer to the Inspection and Check chapter of this manual for
Airworthiness Limits information.
3. Airframe or Engine Modifications
A. Propellers are approved vibrationwise on airframe and engine combinations based on tests or analysis of similar installations. This data has demonstrated that propeller stress levels are affected by airframe configuration, airspeed, weight, power, engine configuration, and flight maneuvers. Aircraft modifications that can affect propeller stress include, but are not limited to: aerodynamic changes ahead of or behind the propeller, realignment of the thrust axis, increasing airspeed limits, decreasing stall speed, increasing or decreasing weight limits (less significant on piston engines), and the addition of approved flight maneuvers (utility and aerobatic).
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B. Engine modifications can also affect the propeller. The two primary categories of engine modifications are those that affect structure and those that affect power. An example of a structural engine modification is the alteration of the crankshaft or damper of a piston engine. Any change to the weight, stiffness or tuning of rotating components could result in a potentially dangerous resonant condition that is not detectable by the pilot. Most common engine modifications affect the power during some phase of operation. Some increase the maximum power output, while others improve the power available during hot and high operation (flat rating) or at off-peak conditions. Examples of such engine modifications include, but are not limited to: changes to the compressor, power turbine, or hot section of a turboprop engine; and on piston engines, the addition or alteration of a turbocharger or turbonormalizer, increased compression ratio, increased RPM, altered ignition timing, electronic ignition, full authority digital electronic controls (FADEC), or tuned induction or exhaust.
C. All such modifications must be reviewed and approved by the propeller manufacturer before obtaining approval on the aircraft.
4. Restrictions and Placards
The propellers covered by this manual may have a restricted operating range that requires a cockpit placard. The restrictions, if present, will vary depending on the propeller, blade, engine, and/ or aircraft model. Review the propeller and aircraft type certificate data sheet (TCDS), Pilot Operating Handbook (POH), and any applicable Airworthiness Directives for specific information.
5. General
A. Personnel Requirements
(1) Personnel performing maintenance are expected to have sufficient training and certifications (when required by the applicable Aviation Authority) to accomplish the work required in a safe and airworthy manner.
(2) Compliance to the applicable regulatory requirements established by the Federal Aviation Administration (FAA) or foreign equivalent is mandatory for anyone performing or accepting responsibility for any inspection and/or repair and/or overhaul of any Hartzell Propeller Inc. product.
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B. Maintenance Practices
(1) The propeller and its components are highly vulnerable to damage while they are removed from the engine. Properly protect all components until they are reinstalled on the engine.
(2) Never attempt to move the aircraft by pulling on the propeller.
(3) Avoid the use of blade paddles, if possible. Do not place the blade paddle in the area of the de-ice boot when applying torque to a blade assembly. Place the blade paddle in the thickest area of the blade, just outside of the de-ice boot.
Use one blade paddle per blade.
(4) Use only the approved consumables (e.g. cleaning agents, lubricants, etc.).
(5) Safe Handling of Paints and Chemicals
(a) Always use caution when handling or being exposed to paints and/or chemicals during propeller overhaul and maintenance procedures.
(b) Before using paint or chemicals, always read the manufacturer’s label on the container and follow specified instructions and procedures for storage, preparation, mixing, and application.
(c) Refer to the product’s Material Safety Data Sheet
(MSDS) for detailed information about physical properties, health, and physical hazards of any chemical.
(6) Observe applicable torque values during maintenance.
(7) Before installing the propeller on the engine, the propeller must be statically balanced. New propellers are statically balanced at Hartzell Propeller Inc.. Overhauled propellers must be statically balanced by a certified propeller repair station with the appropriate rating before return to service.
NOTE: Dynamic balance is recommended, but may be accomplished at the discretion of the operator, unless specifically required by the airframe or engine manufacturer. Dynamic balancing must be accomplished in accordance with the procedures and limitations in the Maintenance Practices chapter of this manual. Additional procedures can be found in the aircraft maintenance manual.
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(8) As necessary, use a soft, non-graphite pencil or crayon to make identifying marks on components.
(9) As applicable, follow military standard NASM33540 for safety wire and cotter pin general practices. Use 0.032 inch (0.81 mm) diameter stainless steel safety wire unless otherwise indicated.
(10) The airframe manufacturer’s manuals should be used in addition to the information in this manual, due to possible special requirements for specific aircraft applications.
(11) If the propeller is equipped with an anti-ice system, applicable instructions and technical information can be obtained by contacting Hartzell Propeller Inc. Product
Support at (937) 778-4379 (business hours are 8:00 a.m. through 5:00 p.m., United States Eastern Time).
(12) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell
Propeller Inc., applicable instructions and technical information for the components supplied by
HartzellPropeller Inc. can be found in the following publications, available on the Hartzell Propeller Inc. website at www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual No. 180 (30-61-80) -
Propeller Ice Protection System Manual
(b) Hartzell Propeller Inc. Manual No. 181
(30-60-81) - Propeller Ice Protection System
Component Maintenance Manual
(c) Hartzell Propeller Inc. Manual No. 182 (61-12-82)
- Propeller Electrical De-ice Boot Removal and
Installation Manual
(d) Hartzell Propeller Inc. Manual No. 183 (61-12-83)
- Propeller Anti-icing Boot Removal and Installation
Manual
(13) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for
Continued Airworthiness (ICA).
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(14) Approved corrosion protection followed by approved paint must be applied to all aluminum blades. For information concerning the application of corrosion protection and paint, refer to the Maintenances Practices chapter of this manual. Operation of blades without the specified coatings and finishes, e.g., “polished blades” is not permitted.
C. Continued Airworthiness
Operators are urged to stay informed of airworthiness information via Hartzell Propeller Inc. Service Bulletins and
Service Letters which are available from Hartzell Propeller
Inc. distributors, or from the Hartzell Propeller Inc. factory by subscription. Selected information is also available on
Hartzell Propeller’s website at www.hartzellprop.com.
D. Propeller Critical Parts
(1) The following maintenance procedures may involve propeller critical parts. These procedures have been substantiated based on Engineering analysis that expects this product will be operated and maintained using the procedures and inspections provided in the Instructions for Continued Airworthiness (ICA) for this product. Refer to the Illustrated Parts List chapter of the applicable maintenance manual for the applicable propeller model for the identification of specific Propeller Critical Parts.
(2) Numerous propeller system parts can produce a propeller Major or Hazardous effect, even though those parts may not be considered as Propeller Critical
Parts. The operating and maintenance procedures and inspections provided in the ICA for this product are, therefore, expected to be accomplished for all propeller system parts.
6. Reference Publications
The following publications contain information vital to the airworthiness of the propeller models covered in this manual:
Hartzell Propeller Inc. Manual No. 114C (61-10-14) - Steel Hub
Propeller Maintenance Manual
Hartzell Propeller Inc. Manual No. 171 (61-10-71) - -1, -4, -6
Series Steel “A” Hub Propeller Maintenance Manual
Hartzell Propeller Inc. Manual No. 172 (61-10-72) - -2 Series
Steel “A” Hub Propeller Maintenance Manual
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Active Hartzell Propeller Inc. Service Bulletins, Letters,
Instructions, and Advisories
Hartzell Propeller Inc. Manual No. 127 (61-16-27) - Spinner
Assembly Maintenance
Hartzell Propeller Inc. Manual No. 130B (61-23-30) - Governor
Overhaul Manual
Hartzell Propeller Inc. Manual No. 133C (61-13-33) - Aluminum
Propeller Blade Maintenance Manual
Hartzell Propeller Inc. Manual No. 159 (61-02-59) - Application
Guide - Also available on the Hartzell Propeller Inc. website at www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 165A (61-00-65) - Illustrated
Tool and Equipment Manual.
Hartzell Propeller Inc. Manual No. 180 (30-61-80) - Propeller Ice
Protection System Manual (Available on the Hartzell Propeller
Inc. website at www.hartzellprop.com.)
Hartzell Propeller Inc. Manual No. 181 (30-60-81) - Propeller Ice
Protection System Component Maintenance Manual (Available on the Hartzell Propeller Inc. website at www.hartzellprop.com.)
Hartzell Propeller Inc. Manual No. 182 (61-12-82) - Propeller
Electrical De-ice Boot Removal and Installation Manual
(Available on the Hartzell Propeller Inc. website at www.hartzellprop.com.)
Hartzell Propeller Inc. Manual No. 183 (61-12-83) - Propeller
Anti-icing Boot Removal and Installation Manual (Available on the Hartzell Propeller Inc. website at www.hartzellprop.com.)
Hartzell Propeller Inc. l Manual No. 202A (61-01-02) - Standard
Practices Manual - Volumes 1 through 11
Hartzell Propeller Inc. Service Letter HC-SL-61-61Y - Overhaul
Periods and Service Life Limits for Hartzell Propellers,
Governors, and Propeller Damper Assemblies - Also available on the Hartzell Propeller Inc. website at www.hartzellprop.com
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7. Definitions
A basic understanding of the following terms will assist in maintaining and operating Hartzell propeller systems.
Annealed ...................... Softening of material due to overexposure to heat
Blade Angle .................. Measurement of blade airfoil location described as the angle between the blade airfoil and the surface described by propeller rotation
Brinelling ....................... A depression caused by failure of the material in compression
Chord ............................ A straight line distance between the leading and trailing edges of an airfoil
Cold Rolling .................. Compressive rolling process that provides improved strength and resistance to fatigue
Constant Force ............. A force which is always present in some degree when the propeller is operating
Constant Speed ............ A propeller system which employs a governing device to maintain a selected engine RPM
Corrosion ...................... Gradual material removal or deterioration due to chemical action
Crack ............................ Irregularly shaped separation within a material, sometimes visible as a narrow opening at the surface
Depression ................... Surface area where the material has been compressed but not removed
Distortion ...................... Alteration of the original shape or size of a component
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Erosion ......................... Gradual wearing away or deterioration due to action of the elements.
Exposure ...................... Leaving material open to action of the elements.
Feathering .................... A propeller with blades that may be rotated to a position parallel to the relative wind, thus reducing aerodynamic drag.
Gouge ........................... Surface area where material has been removed
Hazardous Propeller
Effect ........................... The hazardous propeller effects are defined in Title 14 CFR section
35.15(g)(1).
Horizontal Balance ....... Balance between the blade tip and the center of the hub.
Impact Damage ........... Damage that occurs when the propeller blade or hub assembly strikes, or is struck by, an object while in flight or on the ground.
Major Propeller Effect .. The major propeller effects are defined in Title 14 CFR section
35.15(g)(2).
Nick .............................. Removal of paint and possibly a small amount of material.
Onspeed ....................... Condition in which the RPM selected by the pilot through the propeller control lever and the actual engine (propeller) RPM are equal.
Overhaul ....................... The periodic disassembly, inspection, repair, refinish, and reassembly of a propeller assembly to maintain airworthiness.
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Overspeed .................... Condition in which the RPM of the propeller or engine exceeds predetermined maximum limits; the condition in which the engine
(propeller) RPM is higher than the
RPM selected by the pilot through the propeller control lever
Overspeed Damage ..... Damage that occurs when the propeller hub assembly rotates at a speed greater than the maximum limit for which it is designed.
Pitch .............................. Same as “Blade Angle”
Pitting ............................ Formation of a number of small, irregularly shaped cavities in surface material caused by corrosion or wear.
Propeller Critical Part . . A part on the propeller whose primary failure can result in a hazardous propeller effect, as determined by the safety analysis required by Title 14
CFR section 35.15
Scratch ......................... Same as “Nick”
Single Acting ................. Hydraulically actuated propeller which utilizes a single oil supply for pitch control
Synchronizing ............... Adjusting the RPM of all the propellers of a multi-engine aircraft to the same RPM
Synchrophasing ............ A form of propeller sychronization in which not only the RPM of the engines (propellers) are held constant, but also the position of the propellers in relation to each other
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Track ............................. In an assembled propeller, a measurement of the location of the blade tip with respect to the plane of rotation, used to verify face alignment and to compare blade tip location with respect to the locations of the other blades in the assembly.
Underspeed .................. The condition in which the actual engine (propeller) RPM is lower than the RPM selected by the pilot through the propeller control lever.
Vertical Balance ............ Balance between the leading and trailing edges of a two-blade propeller, with the blades positioned vertically.
Variable Force .............. A force which may be applied or removed during propeller operation.
Windmilling ................... The rotation of an aircraft propeller caused by air flowing through it while the engine is not producing power.
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8. Abbreviations
Abbreviation Term
AMM ............................. Aircraft Maintenance Manual
AN ................................. Air Force-Navy (or Army-Navy)
AOG .............................. Aircraft on Ground
FAA ............................... Federal Aviation Administration
Ft-Lb ............................. Foot-Pound
ICA ................................ Instructions for Continued
Airworthiness
ID .................................. Inside Diameter
In-Lb ............................. Inch-Pound
IPS ................................ Inches Per Second kPa ............................... Kilopascals
Lbs ................................ Pounds
MIL-X-XXX .................... Military Specification
MPI ............................... Major Periodic Inspection
MS ................................ Military Standard
MSDS ........................... Material Safety Data Sheet
NAS .............................. National Aerospace Standards
NIST ............................ National Institute of Standards and
Technology
N•m ............................... Newton-Meters
OD ................................ Outside Diameter
POH .............................. Pilot Operating Handbook
PSI ................................ Pounds per Square Inch
RPM .............................. Revolutions per Minute
TBO .............................. Time Between Overhaul
TC ................................. Type Certificate
TSN .............................. Time Since New
TSO .............................. Time Since Overhaul
NOTE: TSN/TSO is considered as the time accumulated between rotation and landing (i.e. flight time).
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9. Hartzell Propeller Inc. Product Support
Hartzell Propeller Inc. is ready to assist you with questions concerning your propeller system. Hartzell Propeller Inc. Product
Support may be reached during business hours (8:00 a.m. through 5:00 p.m., United States Eastern Time) at
(937) 778-4379 or at (800) 942-7767, toll free from the United
States and Canada. Hartzell Propeller Inc. Product Support can also be reached by fax at (937) 778-4391, and by e-mail at [email protected].
After business hours, you may leave a message on our 24 hour product support line at (937) 778-4376 or at (800) 942-7767, toll free from the United States and Canada. A technical representative will contact you during normal business hours. Urgent AOG support is also available 24 hours per day, seven days per week via this message service.
Additional information is available on our website at www.hartzellprop.com.
NOTE: When calling from outside the United States, dial (001) before dialing the above telephone numbers.
10. Warranty Service
If you believe you have a warranty claim, it is necessary to contact Hartzell’s Warranty Administrator. Hartzell’s Warranty
Administrator will provide you with a Warranty Application form.
It is necessary to complete this form and return it to the Warranty
Administrator for evaluation
before proceeding with repair
or inspection work. Upon receipt of this form, the Warranty
Administrator will provide instructions on how to proceed.
Hartzell Propeller Inc. Warranty may be reached during business hours (8:00 a.m. through 5:00 p.m.), United States Eastern
Time) at (937)-778-4379 or toll free from the United States and
Canada at (800) 942-7767. Hartzell Propeller Inc. Warranty
Administration can also be reached by fax at (937) 778-4391, or by e-mail at [email protected].
NOTE: When calling from outside the United States, dial (001) before dialing the above telephone numbers.
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11. Hartzell Propeller Inc. Recommended Facilities
A. Hartzell Propeller Inc. recommends using Hartzell approved distributors and repair facilities for the purchase, repair and overhaul of Hartzell Propeller Inc. propeller assemblies or components.
B. Information about the Hartzell Propeller Inc. worldwide network of aftermarket distributors and approved repair facilities is available on the Hartzell Propeller Inc. website at www.hartzellprop.com.
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CONTENTS Page
1. Description of Propeller and Systems .................................... 2-3
A. Ground Adjustable Pitch Propeller ..................................... 2-7
B. Constant Speed, Non-counterweighted,
Nonfeathering Propellers ................................................... 2-9
C. Constant Speed, Counterweighted,
Nonfeathering Propellers ................................................. 2-13
D. Constant Speed and Feathering Propellers ..................... 2-17
E. Constant Speed, Feathering and Reversing Propellers
(External Beta System) .................................................... 2-21
F. Constant Speed and Reversing Propellers
(External Beta System) .................................................... 2-27
G. Constant Speed, Feathering and Reversing Propellers ... 2-31
2. Model Designation ................................................................ 2-34
A. Steel Hub Propeller Model Identification ......................... 2-34
Aluminum Blade Model Identification ............................... 2-37
C. Conversion From V Shank to MV Shank ......................... 2-38
3. Governors ............................................................................. 2-41
Theory of Operation ......................................................... 2-41
B. Governor Types ................................................................ 2-44
C. Identification of Hartzell Governors .................................. 2-44
4. Propeller Ice Protection Systems ......................................... 2-45
Propeller Anti-Ice System ................................................. 2-45
B. Propeller De-Ice System .................................................. 2-46
DESCRIPTION AND OPERATION
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FIGURES Page
Steel Hub Unit (For Splined Shaft
Mounting ............................................
Figure 2-1 .................... 2-3
Spline Shaft Attachment .........................
Figure 2-2 .................... 2-4
Flanged Attachment................................
Figure 2-3 .................... 2-5
Ground Adjustable Propeller Assembly ..
Figure 2-4 .................... 2-6
Constant Speed, Non-counterweighted, Nonfeathering
Propeller Assembly ............................
Figure 2-5 .................... 2-8
Constant Speed, Counterweighted, Nonfeathering
Propeller Assembly ............................
Figure 2-6 .................. 2-11
Constant Speed, Counterweighted, Nonfeathering
Propeller Assembly ............................
Figure 2-7 .................. 2-12
Constant Speed, Feathering Propeller
Assembly ...........................................
Figure 2-8 .................. 2-15
Constant Speed, Feathering Propeller
Assembly ...........................................
Figure 2-9 .................. 2-16
Constant Speed, Feathering and Reversing
Propeller Assembly
(External Beta System) ....................
Figure 2-10 ................ 2-20
Fundamental Elements of a Reversing
System ...............................................
Figure 2-11 ................ 2-22
Constant Speed, and Reversing Propeller Assembly
(External Beta System) .....................
Figure 2-12 ................ 2-26
Constant Speed, Feathering and Reversing
Propeller Assembly
(Internal Beta System) .......................
Figure 2-13 ................ 2-30
Governor in Onspeed Condition .............
Figure 2-14 ................ 2-40
Governor in Underspeed Condition ........
Figure 2-15 ................ 2-40
Governor in Overspeed Condition ..........
Figure 2-16 ................ 2-40
Feathering Governor ..............................
Figure 2-17 ................ 2-42
Synchronizer/Synchrophaser Governor ....
Figure 2-18 ................ 2-42
DESCRIPTION AND OPERATION
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1. Description of Propeller and Systems
Hartzell steel hub propellers are either ground adjustable or constant speed assemblies that use a steel hub as a central component (Figure 2-1).
The propeller attaches to the engine through either a splined shaft or one of several flanged designs. A spline shaft attachment uses either a Society of Automotive Engineers (SAE)
Number 20 or Number 30 spline (Figure 2-2).
NOTE: SAE Number 20 and SAE Number 30 spline shaft propellers are identified simply as "20 spline shaft" and
"30 spline shaft" propellers throughout the text of this manual.
A flanged shaft attachment uses a six-bolt and two dowel pin interface or a six bolt and four bushing interface between the engine and the propeller flange (Figure 2-3).
Steel Hub Unit (For Splined Shaft Mounting)
Figure 2-1
DESCRIPTION AND OPERATION
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Shaft Attachment Figure 2-2
DESCRIPTION AND OPERATION
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DESCRIPTION AND OPERATION
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DESCRIPTION AND OPERATION
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A. Ground Adjustable Pitch Propellers
Propeller models HA-A2(MV,V)20-1B
Refer to Figure 2-4.
Ground adjustable pitch propellers are typically used on single engine aircraft equipped with an engine that does not support governing capability nor is able to supply oil through a hollow shaft to the propeller.
Ground adjustable pitch propellers may be set to a desired blade pitch by manually adjusting the propeller when the aircraft is static on the ground. This allows an optimal blade pitch to be selected for different flight conditions, such as climb or cruise. A propeller adjusted for climb will not fly very fast (unless engine RPM's are excessively high). A propeller adjusted for cruise will need more runway for takeoff and will climb more slowly (engine RPM will be less than optimum).
Ground adjustable propellers do not require a governor or any oil supply, as they do not change blade pitch in flight.
DESCRIPTION AND OPERATION
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DESCRIPTION AND OPERATION
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B. Constant Speed, Non-counterweighted, Nonfeathering
Propellers
Propeller models (P)HC-A3(MV,V)(F,K)-4( )
Refer to Figure 2-5.
Constant speed, non-counterweighted, nonfeathering propellers are typically used on single engine aircraft.
Propeller blade angle change is actuated by a hydraulic piston/cylinder combination mounted on the forward end of the propeller hub. The linear motion of the hydraulic piston is transmitted to each blade through a link arm system, connected to a blade clamp that rotates with the blade. Each blade is retained on the propeller hub by a blade clamp and thrust bearing. The thrust bearing allows the blade to change angle with the blade under centrifugal load.
Propeller forces consisting of centrifugal and aerodynamic twisting moment of the blades in various combinations are constantly present while the propeller is operating. The summation of these forces causes the propeller to rotate to a lower blade angle. A variable hydraulic force (oil under pressure from the engine driven governor) toward a higher blade angle opposes the summation of these forces. Oil is metered by the governor to oppose these constant forces and maintain a constant engine RPM.
A non-counterweighted propeller requires governor supplied oil to increase blade angle. If the oil supply is lost, the noncounterweighted propeller will go to low pitch, or high RPM.
The weight of each propeller blade when spinning, generates centrifugal force and a twisting force that attempts to rotate each blade to a lower blade angle.
Air flow around the blade generates lift and an aerodynamic twisting moment that will attempt to increase or decrease blade angle, depending on flight conditions and blade design.
This force is generally very small in relation to the other forces.
A governor is an engine speed-sensing device that maintains a constant engine/propeller RPM by changing blade angle and varying load on the engine.
DESCRIPTION AND OPERATION
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The governor uses an internal pump that is driven by an accessory drive from the engine. This pump uses an engine oil supply and increases the engine oil pressure for supply to the propeller. Engine speed sensing hardware within the governor controls the supply of oil to, or drain of oil from the propeller, resulting in a change of blade pitch to maintain constant engine speed.
Oil pressure from the engine-driven governor is supplied to the propeller mounted hydraulic cylinder through the engine shaft and propeller hub. Increasing the oil volume within the hydraulic cylinder increases blade angle to decrease engine
RPM. Decreasing the oil volume will decrease blade angle to increase engine RPM. By changing the blade angle, the governor maintains constant engine RPM (within limits), independent of the throttle setting.
DESCRIPTION AND OPERATION
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DESCRIPTION AND OPERATION
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DESCRIPTION AND OPERATION
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C. Constant Speed, Counterweighted, Nonfeathering Propellers
Propeller models (B)HC-A2(MV,V)(F,K,L)-1( ),
HC-A2(MV,V)20-1A, HC-A3(MV,V)20-1( ), and
HC-A2(MV,V)L-6F.
Refer to Figures 2-6 and 2-7.
Constant speed counterweighted, nonfeathering propellers are typically used on single engine aircraft.
Propeller blade angle change is actuated by a hydraulic piston/cylinder combination mounted on the forward end of the propeller hub. The linear motion of the hydraulic piston is transmitted to each blade through a sliding rod and fork system, connected to a blade clamp that rotates with the blade. Each blade is retained on the propeller hub by a blade clamp and thrust bearing. The thrust bearing allows the blade to change angle with the blade under centrifugal load.
Propeller forces consisting of blade counterweight centrifugal twisting moment and aerodynamic twisting moment of the blades in various combinations are constantly present while the propeller is operating. The summation of these forces causes the propeller to rotate to a higher blade angle. A variable hydraulic force (oil under pressure from the engine driven governor) toward a lower blade angle opposes the summation of these forces. Oil is metered by the governor to oppose these constant forces and maintain a constant engine
RPM.
A counterweight is a weight that is attached to each blade clamp to cause the blade to rotate to a higher blade pitch.
Counterweighted propellers require governor supplied oil to decrease blade pitch. If the oil supply is lost, the counterweighted propeller will go to high pitch, or low RPM.
The weight of each propeller blade when spinning, generates centrifugal force and a twisting force that attempts to rotate each blade to a lower blade angle.
Air flow around the blade generates lift and an aerodynamic twisting moment that will attempt to increase or decrease blade angle, depending on flight condition and blade design.
This force is generally very small in relation to the other forces.
DESCRIPTION AND OPERATION
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A governor is an engine speed-sensing device that maintains a constant engine/propeller RPM by changing blade angle and varying load on the engine.
The governor uses an internal pump that is driven by an accessory drive from the engine. This pump uses an engine oil supply and increases the engine oil pressure for supply to the propeller. Engine speed sensing hardware within the governor controls the supply of oil to, or drain of oil from the propeller, resulting in a change of blade pitch to maintain constant engine speed.
Oil pressure from the engine-driven governor is supplied to the propeller mounted hydraulic cylinder through the engine shaft and propeller hub. Increasing the oil volume within the hydraulic cylinder decreases blade angle to increase engine
RPM. Decreasing the oil volume increases blade angle to decrease engine RPM. By changing the blade angle, the governor maintains constant engine RPM (within limits), independent of the throttle setting.
If oil pressure is lost at any time, the summation of propeller forces that is in direct opposition to the lost variable hydraulic force will increase blade angle.
DESCRIPTION AND OPERATION
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DESCRIPTION AND OPERATION
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D. Constant Speed and Feathering Propellers
Propeller models HC-A2(MV,V)(F,K,L)-2( ),
HC-A2(MV,V)20-2, (E,P)HC-A3(MV,V)F-2( ),
HC-A3(MV,V)K-2( )( ) and HC-A3(MV,V)20-2( ).
Refer to Figures 2-8 and 2-9.
A constant speed and feathering propeller is typically used on a twin engine aircraft. It is counterweighted, and is controlled by an engine speed-sensing device (governor) to maintain a constant engine/propeller RPM by changing blade angle and varying load on the engine.
Propeller blade angle change is actuated by a hydraulic piston/cylinder combination mounted on the forward end of the propeller hub. The linear motion of the hydraulic piston is transmitted to each blade through either a link arm system, or through a sliding rod and fork system, connected to a blade clamp that rotates with the blade. Each blade is retained on the propeller hub by a blade clamp and thrust bearing. The thrust bearing allows the blade to change angle.
Propeller forces consisting of mechanical spring action, counterweight twisting moment, and centrifugal and aerodynamic twisting moment of the blades in various combinations are constantly present while the propeller is operating. The summation of these forces causes the propeller to rotate to a higher pitch. A variable hydraulic force
(oil under pressure from the engine driven governor) toward a lower blade pitch opposes the summation of these forces. Oil is metered by the governor to oppose these constant forces and maintain a constant engine RPM.
The forces of the installed spring and counterweight attempt to rotate the blades to a higher blade angle.
The counterweight is a weight that is attached to each blade clamp to cause the blade to rotate to a higher blade pitch. Counterweighted propellers require governor supplied oil to decrease blade pitch. If the oil supply is lost, the counterweighted propeller will go to feather.
The weight of each propeller blade when spinning, generates centrifugal force and a twisting force that attempts to rotate each blade to a lower blade angle.
DESCRIPTION AND OPERATION
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Air flow around the blade generates lift and an aerodynamic twisting moment that attempts to increase or decrease blade angle, depending on flight condition and blade design. This force is generally very small in relation to the other forces.
A governor is an engine speed-sensing device that maintains a constant engine/propeller RPM by changing blade angle and varying load on the engine.
The governor uses an internal pump that is driven by an accessory drive from the engine. This pump uses an engine oil supply and increases the engine oil pressure for supply to the propeller. Engine speed sensing hardware within the governor controls the supply of oil to, or drain of oil from the propeller, resulting in a change of blade pitch to maintain constant engine speed.
Oil pressure from the engine-driven governor is supplied to the propeller mounted hydraulic cylinder through the engine shaft and propeller hub. Increasing the oil volume within the hydraulic cylinder decreases blade angle to increase engine
RPM. Decreasing the oil volume will increase the blade angle to decrease engine RPM. By changing the blade angle, the governor maintains constant engine RPM (within limits), independent of the throttle setting.
If the oil supply is lost during flight, the propeller will feather.
Feathering occurs because the spring and blade clamp mounted counterweight forces are no longer opposed by hydraulic oil pressure and are free to increase blade pitch to the feathering (high pitch) stop.
Normal in-flight feathering of these propellers is accomplished when the pilot retards the propeller pitch control past the feather detent. This allows oil to drain from the propeller and return to the engine sump. Engine shutdown is normally accomplished during the feathering process.
Normal in-flight unfeathering is accomplished when the pilot positions the propeller pitch control into normal flight
(governing) range and restarts the engine. As engine speed increases, oil is supplied by the governor to the propeller, and the blade angle decreases.
DESCRIPTION AND OPERATION
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It is undesirable to feather the propeller when the engine is stopped after landing. To prevent feathering during normal engine shut down, the propeller incorporates spring energized latches (start locks). If the propeller rotation is approximately
800 RPM or above, the latches are disengaged by centrifugal force acting on the latch weights to compress the springs.
When the propeller drops below 800 RPM, the springs overcome the centrifugal force acting on the latch weights and move the latches to engage the start locks, preventing blade angle movement to feather.
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E. Constant Speed, Feathering and Reversing Propellers
(External Beta System)
Propeller models (P)HC-A3(MV,V)F-5R.
Refer to Figure 2-10.
A constant speed, feathering and reversing propeller is typically used on a twin engine aircraft. It is counterweighted and has an external beta feedback system.
Propeller blade angle change is actuated by a hydraulic piston/cylinder combination mounted on the forward end of the propeller hub. The linear motion of the hydraulic piston is transmitted to each blade through a link arm system connected to a blade clamp that rotates with the blade. Each blade is retained on the propeller hub by a blade clamp and thrust bearing. The thrust bearing allows the blade to change angle.
Propeller forces consisting of mechanical spring action, counterweight twisting moment, and centrifugal and aerodynamic twisting moment of the blades in various combinations are constantly present while the propeller is operating. The summation of these forces causes the propeller to rotate to a higher pitch. A variable hydraulic force (oil under pressure from the engine driven governor) toward a lower blade pitch opposes the summation of these forces. Oil is metered by the governor to oppose these constant forces and maintain a constant engine RPM.
The forces of the installed spring and counterweight attempt to rotate the blades to a higher blade angle.
The counterweight is a weight that is attached to each blade clamp to cause the blade to rotate to a higher blade angle.
The weight of each propeller blade when spinning, generates centrifugal force and a twisting force that attempts to rotate each blade to a lower blade angle.
DESCRIPTION AND OPERATION
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Air flow around the blade generates lift and an aerodynamic twisting moment that attempts to increase or decrease blade angle, depending on flight condition and blade design. This force is generally very small in relation to the other forces.
The governor uses an internal pump that is driven by an accessory drive from the engine. This pump uses an engine oil supply and increases the engine oil pressure for supply to the propeller. Engine speed sensing hardware within the governor controls the supply of oil to, or drain of oil from the propeller, resulting in a change of blade pitch to maintain constant engine speed.
W10296
Low Pitch
Adjustment
Beta Ring
Guide Bushing
Carbon Block
Assembly
Beta
Valve
Governor
Null Position of
Beta Valve Spool
Lever
Drain
Drain
Oil In
Cockpit Control
Fundamental Elements of a Reversing System
Figure 2-11
DESCRIPTION AND OPERATION
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Oil pressure from the engine-driven governor is supplied to the propeller mounted hydraulic cylinder through the engine shaft and propeller hub. Increasing the oil volume within the hydraulic cylinder decreases blade angle to increase engine RPM.
Decreasing the oil volume will increase blade angle to decrease engine RPM. By changing the blade angle, the governor maintains constant engine RPM (within limits), independent of the throttle setting.
The lowest blade angle attainable by the governor is low pitch.
A beta valve hydraulically controls the low pitch stop and the blade angles between low pitch and reverse. Beta refers to the blade angle range between low pitch and full reverse blade angles.
NOTE: The beta valve is normally installed between the base of the governor and the engine.
In reverse mode of operation, the governor operates in an underspeed condition to act strictly as a source of pressurized oil, without attempting to control RPM. In this mode, the pilot input to the propeller (through cockpit controls) controls the blade angle, rather than RPM.
Fundamental elements of a reversing system include a beta valve, cockpit control cable, propeller mounted blade angle feedback mechanism (beta ring), carbon block, and a lever that interfaces between those four elements and the governor operating in underspeed (as an oil pressure source). Refer to
Figure 2-11.
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Propeller blade angle is moved into the beta range by manually repositioning the cockpit control to move the lever and move the beta valve spool to supply oil from the governor pump to the propeller. Propeller blade angle change or piston movement is communicated back to the beta valve through the propeller mounted beta ring, carbon block assembly, and lever. The repositioned beta valve spool will prevent oil from reaching the propeller when the desired blade angle is obtained in the beta range. Any additional unwanted movement of the propeller toward reverse will cause the beta valve to drain oil from the propeller to slightly increase pitch.
Any unwanted movement toward higher pitch will cause the beta valve to pump oil to the propeller to slightly decrease pitch. Thus, movement of the cockpit control in one direction will move blade angles below low pitch and toward reverse pitch, and movement in the opposite direction will move blade angles back toward low pitch blade angle.
NOTE: Blade angle may be moved into beta only when the governor is in an underspeed condition, supplying oil to the propeller.
The blade angle selection by the cockpit control must be moved to the low pitch position before the engine is shut down. Otherwise, the reversing mechanism as shown in
Figure 2-11 may be damaged when the internal propeller forces move the blades to a high blade angle above low pitch, even though the reversing linkage is still set for operation in the beta blade angle range.
If oil supply is lost during flight, the propeller will feather.
Feathering occurs because the spring and blade clamp mounted counterweight forces are no longer opposed by hydraulic oil pressure and are free to increase blade pitch to the feathering (high pitch) stop.
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Normal in-flight feathering of these propellers is accomplished when the pilot retards the propeller pitch control past the feather detent. This allows oil to drain from the propeller and return to the engine sump. Engine shutdown is normally accomplished during the feathering process.
Normal in-flight unfeathering is accomplished when the pilot positions the propeller pitch control into normal flight
(governing) range and restarts the engine. As engine speed increases, oil is supplied by the governor to the propeller, and blade angle decreases.
It is undesirable to feather the propeller when the engine is stopped after landing. To prevent feathering during normal engine shut down, the propeller incorporates spring energized pins (start locks). If the propeller rotation is approximately
800 RPM or above, the pins are disengaged by centrifugal force acting on the them to compress the springs. When the propeller drops below 800 RPM, the springs overcome the centrifugal force acting on the latch weights and move the latches to engage the start locks, preventing blade angle movement to feather.
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F. Constant Speed and Reversing Propellers (External Beta
System)
Propeller models BHC-A2(MV,V)F-3, HC-A2(MV,V)20-3L,
HC-A3(MV,V)F-3L and HC-A3(MV,V)20-3L
Refer to Figure 2-12.
A constant speed and reversing propeller is typically used on a single engine amphibian aircraft or aircraft on floats.
Propeller blade angle change is actuated by a hydraulic piston/cylinder combination mounted on the forward end of the propeller hub. The linear motion of the hydraulic piston is transmitted to each blade through a link arm system connected to a blade clamp that rotates with the blade. Each blade is retained on the propeller hub by a blade clamp and thrust bearing. The thrust bearing allows the blade to change angle.
Propeller forces consisting of mechanical spring action, counterweight twisting moment, and centrifugal and aerodynamic twisting moment of the blades in various combinations are constantly present while the propeller is operating. The summation of these forces causes the propeller to rotate to a higher pitch. A variable hydraulic force (oil under pressure from the engine driven governor) toward a lower blade pitch opposes the summation of these forces. Oil is metered by the governor to oppose these constant forces and maintain a constant engine RPM.
The forces of the installed spring and counterweight attempt to rotate the blades to a higher blade angle.
The counterweight is a weight that is attached to each blade clamp to cause the blade to rotate to a higher blade angle.
The weight of each propeller blade when spinning, generates centrifugal force and a twisting force that attempts to rotate each blade to a lower blade angle.
Air flow around the blade generates lift and an aerodynamic twisting moment that attempts to increase or decrease blade angle, depending on flight condition and blade design. This force is generally very small in relation to the other forces.
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The governor uses an internal pump that is driven by an accessory drive from the engine. This pump uses an engine oil supply and increases the engine oil pressure for supply to the propeller. Engine speed sensing hardware within the governor controls the supply of oil to, or drain of oil from the propeller, resulting in a change of blade pitch to maintain constant engine speed.
Oil pressure from the engine-driven governor is supplied to the propeller mounted hydraulic cylinder through the engine shaft and propeller hub. Increasing the oil volume within the hydraulic cylinder decreases blade angle to increase engine
RPM. Decreasing the oil volume will increase blade angle to decrease engine RPM. By changing the blade angle, the governor maintains constant engine RPM (within limits), independent of the power setting.
The lowest blade angle attainable by the governor is low pitch.
A beta valve hydraulically controls the low pitch stop and the blade angles between low pitch and reverse. Beta refers to the blade angle range between low pitch and full reverse blade angles.
NOTE: The beta valve is normally installed between the base of the governor and the engine.
In reverse mode of operation, the governor operates in an underspeed condition to act strictly as a source of pressurized oil, without attempting to control RPM. In this mode, the pilot input to the propeller (through cockpit controls) controls the blade angle, rather than RPM.
Fundamental elements of a reversing system include a beta valve, cockpit control cable, propeller mounted blade angle feedback mechanism (beta ring), carbon block, and a lever that interfaces between those four elements and the governor operating in underspeed (as an oil pressure source). Refer to
Figure 2-11.
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Propeller blade angle is moved into the beta range by manually repositioning the cockpit control to move the lever and move the beta valve spool to supply oil from the governor pump to the propeller. Propeller blade angle change or piston movement is communicated back to the beta valve through the propeller mounted beta ring, carbon block assembly, and lever. The repositioned beta valve spool will prevent oil from reaching the propeller when the desired blade angle is obtained in the beta range. Any additional unwanted movement of the propeller toward reverse will cause the beta valve to drain oil from the propeller to slightly increase pitch.
Any unwanted movement toward higher pitch will cause the beta valve to pump oil to the propeller to slightly decrease pitch. Thus, movement of the cockpit control in one direction will move blade angles below low pitch and toward reverse pitch, and movement in the opposite direction will move blade angles back toward low pitch blade angle.
NOTE: Blade angle may be moved into beta only when the governor is in an underspeed condition, supplying oil to the propeller.
The blade angle selection by the cockpit control must be moved to the low pitch position before the engine is shut off.
Otherwise, the reversing mechanism as shown in Figure
2-11 may be damaged when the internal propeller forces move the blades to a high blade angle above low pitch, even though the reversing linkage is still set for operation in the beta blade angle range.
If oil supply is lost during flight, the propeller will go to high pitch. This occurs because the spring and blade clamp mounted counterweight forces are no longer opposed by hydraulic oil pressure and are free to increase blade pitch to the high pitch stop.
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G. Constant Speed, Feathering and Reversing Propellers
(Internal Beta System)
Propeller models HC-A3MVF-5A(L)
Refer to Figure 2-13.
A constant speed, feathering and reversing propeller is typically used on a twin engine aircraft. It is counterweighted and uses internal and external reversing control hardware.
Propeller blade angle change is actuated by a hydraulic piston/cylinder combination mounted on the forward end of the propeller hub. The linear motion of the hydraulic piston is transmitted to each blade through a link arm system connected to a blade clamp that rotates with the blade. Each blade is retained on the propeller hub by a blade clamp and thrust bearing. The thrust bearing allows the blade to change angle.
Propeller forces consisting of mechanical spring action, counterweight twisting moment, and centrifugal and aerodynamic twisting moment of the blades in various combinations are constantly present while the propeller is operating. The summation of these forces causes the propeller to rotate to a higher pitch. A variable hydraulic force (oil under pressure from the engine driven governor) toward a lower blade pitch opposes the summation of these forces. Oil is metered by the governor to oppose these constant forces and maintain a constant engine RPM.
The forces of the installed spring and counterweight attempt to rotate the blades to a higher blade angle.
The counterweight is a weight that is attached to each blade clamp to cause the blade to rotate to a higher blade angle.
The weight of each propeller blade when spinning, generates centrifugal force and a twisting force that attempts to rotate each blade to a lower blade angle.
Air flow around the blade generates lift and an aerodynamic twisting moment that attempts to increase or decrease blade angle, depending on flight condition and blade design. This force is generally very small in relation to the other forces.
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The governor uses an internal pump that is driven by an accessory drive from the engine. This pump uses an engine oil supply and increases the engine oil pressure for supply to the propeller. Engine speed sensing hardware within the governor controls the supply of oil to, or drain of oil from the propeller, resulting in a change of blade pitch to maintain constant engine speed.
Oil pressure from the engine-driven governor is supplied to the propeller mounted hydraulic cylinder through the engine shaft and propeller hub. Increasing the oil volume within the hydraulic cylinder decreases blade angle to increase engine
RPM. Decreasing the oil volume will increase blade angle to decrease engine RPM. By changing the blade angle, the governor maintains constant engine RPM (within limits), independent of the throttle setting.
The lowest blade angle attainable by the governor is low pitch.
An external valve and internal valve hydraulically control the low pitch stop and the blade angles between low pitch and reverse. Beta refers to the blade angle range between low pitch and full reverse blade angles.
In reverse mode of operation, the governor operates in an underspeed condition to act strictly as a source of pressurized oil, without attempting to control RPM. In this mode, the pilot input to the external valve (through cockpit controls) controls the blade angle, rather than RPM.
Fundamental elements of a reversing system include an external valve, cockpit control cable, internal valve (mounted inside the engine shaft, interfacing internally with the propeller) and hydraulic lines to connect between the governor, external valve, and engine. Refer to Figure 2-11.
The propeller blade angle must be positioned at the low pitch hydraulic stop, and the governor must be underspeeding to allow reverse blade angle operation.
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Propeller blade angle is moved into the beta range by manually repositioning the cockpit control to move the lever on the external valve and move the valve spool to supply oil from the governor pump to the propeller. If this lever/cockpit control position is maintained, propeller blade angle will move to full reverse. To pause and hold at some intermediate blade angle between full reverse and low pitch, the cockpit control must be moved to a position in the middle of its travel capability. This positions the lever on the external valve to position a valve spool that will not allow the governor supplied oil to enter the propeller
(decrease pitch) or propeller oil to drain to engine sump
(increase pitch). Propeller blade angle is moved to a higher blade angle by repositioning the cockpit control to a position opposite that used to select reverse blade angle. This will move a lever on the external valve to position a valve spool, allowing propeller oil to drain to the engine sump and increase blade angle. If this position is maintained, blade angle will return to the low pitch stop position. The cockpit control must remain in this position for normal governor control of blade angle above low pitch blade angle and to prevent unwanted movement of blade angle below the hydraulic low pitch stop.
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2. Model Designation
The following pages illustrate sample model designations for
Hartzell steel hub reciprocating propeller hub assemblies and blades.
A. Steel Hub Propeller Model Identification
The propeller model number is impression stamped on the propeller hub.
B HC - A 2 MV F - 1 D1
MINOR MODIFICATIONS NOT AFFECTING
BASIC PROPELLER OPERATION
SPECIFIC
DESIGN
FEATURES
SHAFT
MOUNT-
ING
1 - NONFEATHERING, COUNTERWEIGHTS, OIL TO
DECREASE PITCH, NO SPRING
2 - FEATHERING, COUNTERWEIGHTS, OIL TO
DECREASE PITCH, FEATHERING SPRING
3 - COUNTERWEIGHTS AND REVERSING
(EXTERNAL BETA SYSTEM)
4 - NONFEATHERING, NO COUNTERWEIGHTS, NO
SPRING, EXTENDED LINK SCREW
4A - CONSTANT SPEED, COUNTERWEIGHT, OIL TO
DECREASE PITCH
5 - FEATHERING, COUNTERWEIGHTS AND
REVERSING (INTERNAL BETA SYSTEM)
6 - NONFEATHERING, NO COUNTERWEIGHTS, NO
SPRING, OIL TO INCREASE PITCH
BOLT DOWELS NO. OF BOLTS
CIRCLE No. DIA. OR STUDS
K FLANGE 4.75 inches
20 SPLINE, SAE 20
(120.7 mm)
(120.7 mm)
F FLANGE 4.00 inches 2 0.50 inch
(101.6 mm)
L FLANGE 4.75 inches
(12.7 mm)
6 (0.50 inch)
(12.7 mm)
6 (0.50 inch)
(12.7 mm)
6 (0.44 inch)
(11.2 mm)
BASIC SHANK
MV - SINGLE SHOULDER BLADE RETENTION SYSTEM
V - DOUBLE SHOULDER BLADE RETENTION SYSTEM
NO. OF BLADES 2 or 3
BASIC HUB DESIGN
A - LIGHT STEEL HUB, SPLIT BEARING RETENTION,
SUPERSEDES 8 STEEL HUB
HA - HARTZELL ADJUSTABLE - GROUND ADJUSTABLE
HC - HARTZELL CONTROLLABLE
MOUNTING PIN DOWEL LOCATION
BLANK - 90 AND 270 DEGREES CLOCKWISE, CONTINENTAL
B - 30 AND 210 DEGREES CLOCKWISE, CONTINENTAL
E - 0 AND 180 DEGREES AND PROPELLER AND
TC MARKS ALIGNED, CONTINENTAL
P - 0 AND 180 DEGREES AND PROPELLER AND
TC MARKS ALIGNED, CONTINENTAL
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BHC-A2MVF-1D1
FLANGED:
( )HC-A2(MV,V)(F,K,L)-1, -6
1A - DIFFERENT HUB, PISTON, SPINNER,
"A" DOWEL LOCATION, ALUMINUM DOWEL
HC-A2(MV,V)(F,K,L)-2
A - DIFFERENT SPRING ASSEMBLY
B - DIFFERENT SPRING ASSEMBLY,
C-2530 SPINNER, 830-12 STOP UNIT
( )HC-A3MV(F,K)-2
A - 838-1060 CLAMP ASSY.
B - 838-1011A CLAMP ASSY.
C - 838-1006 CLAMP ASSY.
D - 838-1023 CLAMP ASSY.
L - LEFT HAND ROTATION
( )HC-A3V(F,K)-2
A - 838-60 CLAMP ASSEMBLY
B - 838-11A CLAMP ASSEMBLY
C - 838-6 CLAMP ASSEMBLY
D - 838-23 CLAMP ASSEMBLY
L - LEFT HAND ROTATION
( )HC-A2(MV,V)F-3
NO MINOR MODIFICATIONS/LETTER
CHANGES
HC-A3(MV,V)F-3L
L - LEFT HAND ROTATION
( )HC-A3(MV,V)(F,K)-4
D - DIFFERENT SPINNER
HC-A3MVF-5(A,AL)
A - FOR LYCO GO-480, 838-1077 CLAMP ASSEMBLY, B-1457 REVERSE VALVE
L - LEFT HAND ROTATION
HC-A3VF-5(A,AL)
A - FOR LYCO GO-480, 838-77 CLAMP ASSEMBLY, B-1457 REVERSE VALVE
L - LEFT HAND ROTATION
( )HC-A3(MV,V)F-5R
R - BETA RING
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BHC-A2MVF-1D1
20 SPLINE:
HC-A2(MV,V)20-1
A - 834-3A GUIDE COLLAR
HA-A2(MV,V20-1B
GROUND ADJUSTABLE BLADE PITCH
NO OIL SUPPLY NEEDED
HC-A2(MV,V20-2
NO MINOR MODIFICATIONS/LETTER CHANGES
HC-A2(MV,V20-3L
Feathering, reversing with beta ring
A - FOR LYC GO480 ENGINE, A-4117 REVERSING VALVE ASSEMBLY
B - FOR LYC GO435 ENGINE, A-2372 REVERSING VALVE ASSEMBLY
L - LEFT HAND ROTATION
HC-A3MV20-1
A - OBSOLETE, REPLACED BY -1B
B - A-50-3 CONE
C - OBSOLETE, REPLACED BY -1D
D - A-50-5 CONE
E - A-50-5 CONE, 838-1025R CLAMP
F - SAME AS "E" EXCEPT DIFFERENT SPINNER
HC-A3V20-1
A - OBSOLETE, REPLACED BY -1B
B - A-50-3 CONE
C - OBSOLETE, REPLACED BYY -1D
D - A-50-5 CONE
E - A-50-5 CONE, 838-25R CLAMP
F - SAME AS "E" EXCEPT DIFFERENT SPINNER
HC-A3MV20-2
-2 (With 8433 blades) 838-1006 Clamps,
830-5 Stops
-2 (With 9333 blades) 838-1023 Clamps
-2 (With 9333CH blades) 838-1023 Clamps, 830-18 Stops
A - NO STOPS
L - LEFT HAND ROTATION
HC-A3V20-2
-2 (With 8433 blades) 838-6 Clamps,
830-5 Stops
-2 (With 9333 blades) 838-23 Clamps
-2 (With 9333CH blades) 838-23 Clamps, 830-18 Stops
A - NO STOPS
L - LEFT HAND ROTATION
HC-A3(MV,V)20-3L
Feathering, reversing with beta ring
L - LEFT HAND ROTATION
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B. Aluminum Blade Model Identification
Hartzell uses a model designation to identify specific blade assemblies. Example: BHC-A2MVF-1A/ MV8433N-2. A slash mark separates the propeller and blade model designations.
The blade model designation is impression stamped on the blade butt end (internal) and is either on a decal or ink stamped on the blade camber side (external).
prop model/ MV 84 33 N - 2
Dash Number (or + number), diameter reduction (or increase) from basic design. In this example, the nominal 84 inch diameter has been reduced 2 inches = 82 inch dia. (with some exceptions) there may be a letter following the dash number:
R - specifically rounded tip
Q - Q-tip, factory 90 degree bent tip
S - square tip (Exception: Blade model 8433NS was manufactured with a square tip; however, the "S" square tip designator in the model number did not follow a dash.)
Suffix letters:
blank - original design, no changes
B - anti-ice boot (alcohol) or de-ice boot (wire element)
N - shank modification (V shank pilot tube hole)
S - Shot peen (Exception: Blade model M10474 was manufactured with a shot peened surface; however, the "S" shot peen designator was not included in the model number.
Engineering designation for design characteristics
The first 2 or 3 numbers indicate initial design diameter (in inches)
(not necessarily the actual propeller diameter)
Prefix of up to 3 letters:
L - left hand rotation
MV - single shoulder blade retention
V - double shoulder blade retention
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C. Conversion From V Shank to MV Shank
"V" shank models, which have double-shoulder configuration, have additional repetitive inspections required by Airworthiness
Directive 97-18-02.
"MV" shank models, which have a single-shoulder configuration, are not affected by the subject Airworthiness
Directive.
"V" shank blades can be converted to "MV" shank to avoid the inspections required by the Airworthiness Directive. After conversion, the propeller model number changes to reflect the conversion. For example, HC-A2V20-1/V8433N becomes
HC-A2MV20-1/MV8433N.
AD 97-18-02 does not apply to ( )HC-A( )MV( )-( ) propellers.
These propellers are equipped with "MV" blade shank retention systems.
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Pilot Control
Speeder Spring
Pilot Valve
Governor in Onspeed Condition
Figure 2-14
APS6150 Pilot Control
Speeder Spring
Flyweights
Pilot Valve
Governor in Underspeed Condition
Figure 2-15
APS6151
Pilot Control
Flyweights
Speeder Spring
Pilot Valve
Governor in Overspeed Condition
Figure 2-16
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3. Governors
A. Theory of Operation
(1) A governor is an engine RPM sensing device and high pressure oil pump. In a constant speed propeller system, the governor responds to a change in engine RPM by directing oil under pressure to the propeller hydraulic cylinder or by releasing oil from the hydraulic cylinder.
The change in oil volume in the hydraulic cylinder changes the blade angle and maintains the propeller system RPM to the set value. The governor is set for a specific RPM via the cockpit propeller control that compresses or releases the governor speeder spring.
(2) When the engine is operating at the RPM set by the pilot using the cockpit control, the governor is operating
onspeed. Refer to Figure 2-14. In an onspeed condition, the centrifugal force acting on the flyweights is balanced by the speeder spring, and the pilot valve is neither directing oil to nor from the propeller hydraulic cylinder.
(3) When the engine is operating below the RPM set by the pilot using the cockpit control, the governor is operating
underspeed. Refer to Figure 2-15. In an underspeed condition, the flyweights tilt inward because there is not enough centrifugal force on the flyweights to overcome the force of the speeder spring. The pilot valve, forced down by the speeder spring, meters oil flow to decrease propeller pitch and raise engine RPM.
(4) When the engine is operating above the RPM set by the pilot using the cockpit control, the governor is operating
overspeed. Refer to Figure 2-16. In an overspeed condition, the centrifugal force acting on the flyweights is greater than the speeder spring force. The flyweights tilt outward, and raise the pilot valve. The pilot valve then meters oil flow to increase propeller pitch and lower engine RPM.
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APS6152
Flyweights
Pilot Control
Lift Rod
Speeder Spring
APS6153
Pilot Control
Pilot Valve
Feathering Governor
Figure 2-17
Flyweights
Coil
Rod
Speeder Spring
Pilot Valve
Synchronizer/Synchrophaser Governor
Figure 2-18
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(5) Refer to Figure 2-17. This figure illustrates a feathering propeller governor. This governor is similar to the constant speed governors illustrated in Figures 2-14 through 2-16, with the addition of the lift rod. When it is desired to feather the propeller, the lift rod may be moved by the cockpit control to mechanically engage the pilot valve to lift the valve. The lifted pilot valve dumps oil to increase propeller pitch until the propeller feathers.
(6) Refer to Figure 2-18. This figure illustrates a governor as a component of a synchronizing or synchrophasing system. A synchronizing system is employed in a multiengine aircraft to keep the engines operating at the same
RPM. A synchrophasing system not only keeps RPM of the engines consistent, but also keeps the propeller blades operating in phase with each other. Both synchronizing and synchrophasing systems serve to reduce noise and vibration.
(7) A Hartzell synchronizing or synchrophasing system uses one engine (the master engine) as an RPM and phase reference and adjusts the RPM of the remaining engine(s)
(slave engine[s]) to match it. The RPM of the master engine is monitored electronically, and this information is used to adjust the voltage applied to the electrical coil on the slave governor(s). The voltage to the coil either raises or lowers a rod, which changes the force on the speeder spring. In this manner, engine RPM and phase of the propellers is synchronized or synchrophased.
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B. Governor Types
The governors used in Hartzell Constant Speed propeller systems are supplied either by Hartzell or other manufacturers.
These governor types function in a similar manner.
C. Identification of Hartzell Governors
Hartzell governor may be identified by model number as follows: Example F-6-4
(X) - (X) - (X)
Minor variation of basic design.
(numeric and/or alpha character)
Specific model application
(numeric character) - special attributes
Basic body and major parts modification (alpha character)
NOTE: Refer to Hartzell Manual 130B (61-23-30) for maintenance and overhaul instructions for Hartzell governors.
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4. Propeller Ice Protection Systems
Some Hartzell propellers may be equipped with an anti-ice or a de-ice system. A short description of each of these systems follows:
A. Propeller Anti-Ice System
A propeller anti-ice system prevents ice from forming on propeller surfaces. The system dispenses a liquid (usually isopropyl alcohol) that mixes with moisture on the propeller blades, reducing the freezing point of the water. This water/alcohol mixture flows off the blades before ice forms.
Thi s system must be in use before ice forms. It is ineffective in removing ice that has already formed.
(1) System Overview
(a) A typical anti-ice system consists of a fluid tank, pump, and distribution tubing.
(b) The rate at which the anti-icing fluid is dispensed is controlled by a pump speed rheostat in the cockpit.
(c) The anti-icing fluid is dispensed through airframe mounted distribution tubing and into a rotating slinger ring mounted on the rear of the propeller hub.
The anti-icing fluid is then directed through blade feed tubes from the slinger ring onto the blades via centrifugal force. The anti-icing fluid is directed onto anti-icing boots that are attached to the leading edge of the blade. These anti-icing boots evenly distribute and direct the fluid along the blade leading edge.
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B. Propeller De-Ice System
A propeller de-ice system is a system that allows ice to form, and then removes it by electrically heating the de-ice boots. The ice partially melts and is thrown from the blade by centrifugal force.
(1) System Overview
(a) A de-ice system consists of one or more on/off switches, a timer or cycling unit, a slip ring, brush blocks, and de-ice boots. The pilot controls the operation of the de-ice system by turning on one or more switches. All de-ice systems have a master switch, and may have another toggle switch for each propeller. Some systems also have a selector switch to adjust for light or heavy icing conditions.
(b) The timer or cycling unit determines the sequence of which blades (or portion thereof) are currently being de-iced, and for what length of time. The cycling unit applies power to each de-ice boot or boot segment in a sequential order.
(c) A brush block, which is normally mounted on the engine just behind the propeller, is used to transfer electricity to the slip ring. The slip ring rotates with the propeller and provides a current path to the blade de-ice boots.
(d) De-ice boots contain internal heating elements.
These boots are securely attached to the leading edge of each blade with adhesive.
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CONTENTS Page
1. Tools, Consumables, and Expendables ................................. 3-7
A. Tooling ................................................................................ 3-7
B. Consumables ..................................................................... 3-8
C. Expendables ...................................................................... 3-8
2. O-ring and Propeller Mounting Hardware Identification ........ 3-10
3. Pre-Installation ...................................................................... 3-15
A. Inspection of Shipping Package ....................................... 3-15
B. Uncrating .......................................................................... 3-15
C. Inspection after Shipment ................................................ 3-15
D. Reassembly of a Propeller Disassembled for Shipment .. 3-15
4. Propeller Assembly Installation ............................................. 3-16
A. Precautions ...................................................................... 3-16
B. O-ring and Propeller Mounting Hardware Identification 3-16.1
C. Installing F Flange Propeller Models
(B)HC-A2(MV,V)F-1( ) ..................................................... 3-19
D. Installing K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-1( ) and HC-A2(MV,V)L-6F ................ 3-27
E. Installing F Flange Propeller Models
HC-A2(MV,V)F-2( ) .......................................................... 3-33
F. Installing K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-2 ........................................................ 3-39
G. Installing F Flange Propeller Models
(E,P)HC-A3(MV,V)F-2( ) except those using a spacer
.......................................... 3-45
H. Installing the EHC-A3(MV,V)F-2B Propeller using a
spacer as installed on, but not limited to, the Beech
95-55, -A55, -B55, Colemill Baron Aircraft Engines,
and Aero Commander Aircraft .......................................... 3-51
I. Installing K Flange Propeller Models
HC-A3(MV,V)K-2( )( ) ....................................................... 3-57
J. Installing F Flange Propeller Models
BHC-A2(MV,V)F-3 ............................................................ 3-63
INSTALLATION AND REMOVAL
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CONTENTS Page
K. Installing F Flange Propeller Models
........................................................... 3-75
L. Installing F Flange Propeller Models
(E,P)HC-A3(MV,V)F-4( ) .................................................. 3-87
M. Installing K Flange Propeller Models
HC-A3(MV,V)K-4 .............................................................. 3-91
N. Installing F Flange Propeller Models
HC-A3(MV,V)F-5A(L) ...................................................... 3-97
O. Installing F Flange Propeller Models
(P)HC-A3(MV,V)F-5R .................................................... 3-101
P. Installing Splined Propeller Models
HA-A2(MV,V)20-1B ........................................................3-111
Q. Installing the 20 Spline Propeller Models
HC-A2(MV,V)20-1A ........................................................ 3-119
R. Installing Splined Propeller Models
HC-A3(MV,V)20-1( ) ....................................................... 3-125
S. Installing Splined Propeller Models
HC-A2(MV,V)20-2 and HC-A3(MV,V)20-2( ) .................. 3-133
T. Installing the 20 Splined Propeller Models
HC-A2(MV,V)20-3L and HC-A3(MV,V)20-3L .................. 3-143
5. Post-Installation Checks ..................................................... 3-149
6.
Propeller Assembly Removal .............................................. 3-151
A. Removing the F Flange Propeller Models
................................................... 3-151
B. Removing the K and L Flange Propeller
Models HC-A2(MV,V)(K,L)-1( ) and HC-A2(MV,V)L-6F.
. 3-153
C. Removing the F Flange Propeller Models
HC-A2(MV,V)F-2( ) ......................................................... 3-156
D. Removing the K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-2( ) . .................................................. 3-159
E. Removing the F Flange Propeller Models
(E,P)HC-A3(MV,V)F-2( ) except those using a spacer
......................................... 3-163
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CONTENTS Page
F. Removing the EHC-A3(MV,V)F-2B Propeller using
a spacer as installed on, but not limited to, the Beech
95-55, -A55, -B55, Colemill Baron Aircraft Engines,
and Aero Commander Aircraft ........................................ 3-167
G.
Removing the K Flange Propeller Models
HC-A3(MV,V)K-2( )( ) . .................................................... 3-169
H. Removing the F Flange Propeller Models
BHC-A2(MV,V)F-3 .......................................................... 3-172
I.
Removing F Flange Propeller Models
......................................................... 3-175
J.
Removing F Flange Propeller Models
(E,P)HC-A3(MV,V)F-4( ) .................................................. 3-178
K. Removing K Flange Propeller Models
HC-A3(MV,V)K-4 ............................................................. 3-181
L.
Removing F Flange Propeller Models
HC-A3(MV,V)F-5A(L) ..................................................... 3-184
M. Removing F Flange Propeller Models
(P)HC-A3(MV,V)F-5R ..................................................... 3-187
N. Removing the 20 Splined Propeller Model
HA-A2(MV,V)20-1B ........................................................ 3-191
O. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-1A ...................................................... 3-194
P.
Removing the 20 Splined Propeller Models
HC-A3(MV,V)20-1( ) ....................................................... 3-197
Q. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-2 and HC-A3(MV,V)20-2( ) .................. 3-200
R. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-3L and HC-A3(MV,V)20-3L .................. 3-203
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FIGURES Page
(B)HC-A2(MV,V)(F,K,L)-1( ) Propeller
Assembly ...........................................
Figure 3-1 .................. 3-17
F Flange Installation on -1( ) Propeller
Models ...............................................
Figure 3-2 .................. 3-18
Installing F Flange Propeller on the
Engine Flange ...................................
Figure 3-3 .................. 3-20
Determining Torque Value When Using
Torquing Adapter ...............................
Figure 3-4 .................. 3-21
K and L Flange Installations on -1( ), -4, and
-6F Propeller Models .........................
Figure 3-5 .................. 3-26
Installing K or L Flange Propeller on the
Engine Flange ...................................
Figure 3-6 .................. 3-28
HC-A2(MV,V)(F,K,L)-2( ) Propeller
Assembly ...........................................
Figure 3-7 .................. 3-32
F Flange Installation on -2 Propeller
Models ...............................................
Figure 3-8 .................. 3-34
K and L Flange Installation on -2
Propeller Models ................................
Figure 3-9 .................. 3-38
(E,P)HC-A3(MV,V)F-2( )( ) Propeller
Assembly ...........................................
Figure 3-10 ................ 3-44
EHC-A3(MV,V)F-2B Mounting Parts ......
Figure 3-11 ................ 3-50
EHC-A3(MV,V)F-2B Installation .............
Figure 3-12 ................ 3-50
HC-A3(MV,V)K-2( )( ) Propeller
Assembly ...........................................
Figure 3-13 ................ 3-56
BHC-A2(MV,V)F-3 Propeller Assembly ..
Figure 3-14 ................ 3-62
Tool for Decompressing External Beta
System ...............................................
Figure 3-15 ................ 3-63
Carbon Block and Beta Ring
Clearance ..........................................
Figure 3-16 ................ 3-66
Carbon Block Assembly..........................
Figure 3-17 ................ 3-66
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FIGURES Page
Installation of Beta Valve, Governor,
and Linkage .......................................
Figure 3-18 ................ 3-67
Adjusting Propeller Reverse Control
System ...............................................
Figure 3-19 ................ 3-70
HC-A3(MV,V)F-3L Propeller Assembly ...
Figure 3-20 ................ 3-74
Tool for Decompressing External Beta
System ...............................................
Figure 3-21 ................ 3-75
HC-A3(MV,V)F-3L Installation ................
Figure 3-22 ................ 3-76
(E,P)HC-A3(MV,V)(F,K)-4( ) Propeller
Assembly ...........................................
Figure 3-23 ................ 3-86
HC-A3(MV,V)F-5A(L) Propeller
Assembly ...........................................
Figure 3-24 ................ 3-96
(P)HC-A3(MV,V)F-5R Propeller
Assembly ...........................................
Figure 3-25 .............. 3-100
(P)HC-A3(MV,V)F-5R Installation ...........
Figure 3-26 .............. 3-101
HA-A2(MV,V)20-1B Propeller
Assembly ...........................................
Figure 3-27 .............. 3-110
Piston-to-Link Arm Attachment Details ...
Figure 3-28 ...............3-111
Pitch Adjustment Assembly-to-Cylinder
Attachment Details ............................
Figure 3-29 .............. 3-112
Rear Hub Mounting Parts on
HA-A2(MV,V)20-1B Propeller ............
Figure 3-30 .............. 3-114
Safetying the Shaft Nut on the 20 Spline
Shaft Propeller ...................................
Figure 3-31 .............. 3-114
Installing Piston O-Ring and Felt Dust
Seal ...................................................
Figure 3-32 .............. 3-115
HC-A2(MV,V)20-1A Propeller Assembly .
Figure 3-33 .............. 3-118
HC-A3(MV,V)20-1( ) Propeller
Assembly ...........................................
Figure 3-34 .............. 3-124
INSTALLATION AND REMOVAL
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168
FIGURES Page
Rear Hub Mounting Parts on
HC-A3(MV,V)20-1( ) Propeller ...........
Figure 3-35 .............. 3-126
HC-A2(MV,V)20-2 Propeller
Assembly ...........................................
Figure 3-36 .............. 3-131
HC-A3(MV,V)20-2( ) Propeller
Assembly ...........................................
Figure 3-37 .............. 3-132
Spring Assembly-to-Cylinder Attachment
Details ................................................
Figure 3-38 .............. 3-134
Rear Hub Mounting Parts .......................
Figure 3-39 .............. 3-135
Guide Rod Attachment Details ...............
Figure 3-40 .............. 3-138
HC-A2(MV,V)20-3L Propeller Assembly .
Figure 3-41 .............. 3-141
HC-A3(MV,V)20-3L Propeller Assembly .
Figure 3-42 .............. 3-142
Rear Hub Mounting Parts on
HC-A(2,3)(MV,V)20-3L Propeller .......
Figure 3-43 .............. 3-145
Information Tag on Beta Return Spring ..
Figure 3-44 .............. 3-148
Spinner Bulkhead Removal ....................
Figure 3-45 .............. 3-164
TABLES Page
O-ring and Propeller Mounting Hardware
Identification .................................... Table 3-1 ................... 3-10
Torque Table ........................................... Table 3-2 ................... 3-22
INSTALLATION AND REMOVAL
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1. Tools, Consumables, and Expendables
The steel hub reciprocating propellers covered in this manual are manufactured with either a flange mounting or a spline mounting.
The flange type or spline type used on a particular propeller installation is indicated in the propeller model identification number stamped on the hub. For example, HC-A3MV F-2B indicates an “F” flange. HC-A3MV 20-2 indicates a “20” spline. Refer to the Steel
Hub Model Identification in the Description and Operation chapter of this manual for a description of each flange type.
The flange mounted propeller is shipped completely assembled.
The spline mounted propeller is shipped with the piston removed.
The following tools, consumables, and expendables will be required for propeller removal or installation:
A. Tooling
NOTE: The use of torque wrench adapters for F and K flange installations will vary according to specific application.
F Flange
• Safety wire pliers
• Calibrated torque wrench
• Torque wrench adapter, Hartzell P/Ns AST-2917, AST-2805,
or a locally procured torque wrench adapter of the
appropriate size
K Flange
• Safety wire pliers
• Calibrated torque wrench
• Torque wrench adapter, Hartzell P/N AST-2805 or
a locally procured torque wrench adapter of the appropriate
size
L Flange
• Safety wire pliers
• Calibrated torque wrench
• Locally procured torque wrench adapter of the appropriate
size
20 Spline
• Shaft nut wrench Hartzell P/N BST-2910
INSTALLATION AND REMOVAL
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B. Consumables
• Quick Dry Stoddard Solvent or Methyl-Ethyl-Ketone (MEK)
• Anti-Seize Compound (MIL-PRF-83483)
C. Expendables
• 0.032 inch (0.81 mm) Stainless steel Aircraft Safety wire
• O-rings (see Table 3-1)
INSTALLATION AND REMOVAL
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(This page is intentionally blank.)
INSTALLATION AND REMOVAL
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2. O-ring and Propeller Mounting Hardware Identification
Part
Cone, Rear
Dowel Pin
Felt Dust Seal
Mounting Bolt/Stud
Propeller Model Part No.
HC-A2(MV,V)20-1A
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
A-50-3
A-50-1
A-50-3
A-50-1
HC-A3(MV,V)20-1B A-50-3
HC-A3(MV,V)20-1(D,E,F) A-50-5
HC-A3(MV,V)20-2(L)
HC-A3(MV,V)20-3L
A-50-3
A-50-1
(B)HC-A2(MV,V)F-1( )
HC-A2(MV,V)F-2( )
BHC-A2(MV,V)-3
( )HC-A3(MV,V)F-2( )
HC-A3(MV,V)F-3L
( )HC-A3(MV,V)F-4( )
( )HC-A3(MV,V)F-5A( )
B-6138-8-8
B-6138-8-8
B-6138-8-8
B-6138-8-8
B-6138-8-8
B-6138-8-8
B-6138-8-8
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-1A
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
HC-A3(MV,V)20-1( )
HC-A3(MV,V)20-2( )
HC-A3(MV,V)20-3L
(B)HC-A2(MV,V)K-1( )
(B)HC-A2(MV,V)L-1( )
HC-A2(MV,V)F-2( )
HC-A2(MV,V)L-2
BHC-A2(MV,V)F-3
(B)HC-A2(MV,V)F-1( )
HC-A2(MV,V)K-2( )
B-1843
B-1843
B-1843
B-1843
B-1843
B-1843
B-1843
A-1333-3
B-322
A-1328-1
B-6489-25
B-6489-20
A-1328-1
A-1328-1
A-1333
(4)
(2)
HC-A2(MV,V)L-6F
HC-A3(MV,V)K-2( )(L)
A-1333-3, ALT
A-1328
B-322
A-1328
A-1333-3
(2)
(2)
(4)
(P)HC-A3(MV,V)F-2( )
(4)
(2)
A-1328-1
EHC-A3(MV,V)F-2B A-1328-2
HC-A3(MV,V)F-3L A-2983 STUD
HC-A3(MV,V)F-5A(L) A-1328-1
HC-A3(MV,V)F-5R
PHC-A3(MV,V)F-5R
(E,P)HC-A3(MV,V)F-4( )
HC-A3(MV,V)K-4
A-2983 STUD
A-2983-2 STUD
A-1328-2
A-1333-3
O-ring and Propeller Mounting Hardware Identification
Table 3-1
INSTALLATION AND REMOVAL
61-00-68
Page 3-10
July/01
Part
Nut, Piston Rod
Nut, Fork Rod
Nut, Pitch change
Nut, Shaft/Hub and Puller Ring
Nut, Mounting Stud
Propeller Owner’s Manual
168
Propeller Model Part No.
HC-A2(MV,V)20-2
(E,P)HC-A3(MV,V)F-2( )
HC-A3(MV,V)K-2( )( )
HC-A3(MV,V)F-4( )
HC-A3(MV,V)K-4
HC-A3(MV,V)F-5A( )
(P)HC-A3(MV,V)20-2( )
B-3368
B-3368
B-3368
B-3368
B-3368
B-3368
B-3368
(B)HC-A2(MV,V)F-1A
HC-A2(MV,V)K-1
HC-A2(MV,V)L-1
HC-A2VL-6F
HC-A3(MV,V)20-1( )
BHC-A2(MV,V)F-3
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
(E,P)HC-A3(MV,V)F-2( )
HC-A3(MV,V)K-2( )( )
HC-A3(MV,V)F-3L
HC-A3(MV,V)F-5A( )
PHC-A3(MV,V)F-5R
HC-A3(MV,V)20-2( )
HC-A3(MV,V)20-3L
HC-A2(MV,V)20-1A
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
HC-A3(MV,V)20-1( )
HC-A3(MV,V)20-2( )
HC-A3(MV,V)20-3L
EHC-A3(MV,V)F-2B
A-848-2
A-848-2
A-848-2
A-848-2
A-848-2
A-880-2
A-880-1
A-880-1
A-880-1
A-880-2
A-880-2
A-880-2
A-880-1
A-880-1
A-880-1
A-880-1
A-63-B + A-870
A-63-B + A-870
A-63-B + A-870
A-63-B + A-870
A-63-B + A-870
A-63-B + A-870
A-63-B + A-870
A-2044
O-ring and Propeller Mounting Hardware Identification
Table 3-1, Continued
INSTALLATION AND REMOVAL
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168
Part
O-ring, Shaft/Engine
Flange
Propeller Model Part No.
(B)HC-A2(MV,V)F-1( )
(B)HC-A2(MV,V)(K,L)-1( )
HC-A2(MV,V)F-2( )
HC-A2(MV,V)(K,L)-2( )
BHC-A2(MV,V)F-3
HC-A2(MV,V)L-6F
(E,P)HC-A3(MV,V)F-2( )
HC-A3(MV,V)F-3L
(P)HC-A3(MV,V)F-5R
HC-A3(MV,V)F-5A( )
(E,P)HC-A3(MV,V)F-4( )
(E,P)HC-A3(MV,V)K-2( )
(E,P)HC-A3(MV,V)K-4( )
C-3317-228
C-3317-329
C-3317-228
C-3317-329
C-3317-228
C-3317-329
C-3317-228
C-3317-228
C-3317-228
C-3317-228
C-3317-228
C-3317-329
C-3317-329
C-3317-228 O-ring, Propeller
Side (for use with
B-2982 spacer)
EHC-A3(MV,V)F-2B
O-ring, Propeller EHC-A3(MV,V)F-2B
Mounting
O-ring, Piston
O-ring, Rear Cone
O-ring, Rod
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-1A
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
HC-A3(MV,V)20-1( )
HC-A3(MV,V)20-2( )
HC-A3(MV,V)20-3L
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-1A
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
HC-A3(MV,V)20-1( )
HC-A3(MV,V))20-2(L)
HC-A3(MV,V)20-3L
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
HC-A3(MV,V)20-2( )
HC-A3(MV,V)20-3L
C-3317-228
C-3317-343-1
C-3317-343-1
C-3317-343-1
C-3317-343-1
C-3317-343-1
C-3317-343-1
C-3317-343-1
C-3317-229
C-3317-229
C-3317-229
C-3317-229
C-3317-229
C-3317-229
C-3317-229
C-3317-020
C-3317-020
C-3317-020
C-3317-020
C-3317-020
Pitch Change Block (B)HC-A2(MV,V)F-1A
HC-A2(MV,V)K-1
HC-A2(MV,V)L-1
HC-A2(MV,V)L-6
HC-A2(MV,V)20-1A
HC-A3(MV,V)20-1( )
A-95-A
A-95-A
A-95-A
A-95-A
A-95-A
A-95-A
O-ring and Propeller Mounting Hardware Identification
Table 3-1, Continued
INSTALLATION AND REMOVAL
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Propeller Owner’s Manual
168
Part
Plate, Spinner
Plate, Support
Safety Pin, Hub Nut
Screw, Socket Head
Cap (on piston rod)
Shim
Spacer, Flange
Washer, Fork Rod
Propeller Model Part No.
BHC-A2(MV,V)F-3
HC-A3(MV,V)F-3L
HC-A3(MV,V)F-5R
PHC-A3(MV,V)F-5R
C-2954
C-3675
C-3673
C-3676
HC-A2(MV,V)20-3L
HC-A3(MV,V)20-3L
HA-A2(MV,V)20-1B
HC-A2(MV,V)20-1A
HC-A2(MV,V)20-2
HC-A2(MV,V)20-3L
HC-A3(MV,V)20-1( )
HC-A3(MV,V)20-2( )
HC-A3(MV,V)20-3L
C-1981
C-1958
A-847
A-847
A-847
A-847
A-847
A-847
A-847
HC-A2(MV,V)20-2
HC-A3(MV,V)20-2( )
(E,P)HC-A3(MV,V)F-2( )
HC-A3(MV,V)K-2( )( )
(P)HC-A3(MV,V)F-4( )
HC-A3(MV,V)K-4
HC-A3(MV,V)F-5A( )
A-2037
A-2037
A-2037
A-2037
A-2037
A-2037
A-2037
HC-A2(MV,V)K-1 B-1322
HC-A2(MV,V)L-1
HC-A2(MV,V)K-2
HC-A2(MV,V)L-2
HC-A2(MV,V)L-6F
HC-A3(MV,V)K-2( )( )
HC-A3(MV,V)K-4
EHC-A3(MV,V)F-2B
HC-A3(MV,V)F-3L
HC-A3(MV,V)F-5R
PHC-A3(MV,V)F-5R
B-933-1
B-1322
B-933-1
B-933-1
B-1322
B-2982
B-2982
B-2982
B-2984-3
(B)HC-A2(MV,V)F-1A
HC-A2(MV,V)K-1
HC-A2(MV,V)L-1
HC-A2(MV,V)20-1A
HC-A2(MV,V)L-6F
HC-A3(MV,V)20-1( )
A-965
A-965
A-965
A-965
A-965
A-965
O-ring and Propeller Mounting Hardware Identification
Table 3-1, Continued
INSTALLATION AND REMOVAL
61-00-68
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Part
Washer, (Mounting
Bolt/Stud)
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168
Propeller Model Part No.
(B)HC-A2(MV,V)F-1( )
HC-A2(MV,V)F-2( )
HC-A2(MV,V)K-2
HC-A2(MV,V)L-2
BHC-A2(MV,V)F-3
(E,P)HC-A3(MV,V)F-2( )
HC-A3(MV,V)F-3L
(E,P)HC-A3(MV,V)F-4( )
HC-A3(MV,V)F-5A( )
(P)HC-A3(MV,V)F-5R
A-1381
A-1381
A-1381
B-6527-7 (4)
(with B-6489-25 bolt)
B-6329-7 (2)
(with B-6489-20 bolt)
A-1381
A-1381
A-1381
A-1381
A-2482-1, ALT
A-1381
A-1381
O-ring and Propeller Mounting Hardware Identification
Table 3-1, Continued
INSTALLATION AND REMOVAL
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July/01
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3. Pre-Installation
A. Inspection of Shipping Package
Examine the exterior of the shipping container, especially the box ends around each blade, for signs of shipping damage. A hole, tear, or crushed appearance at the end of the box (blade tips) may indicate that the propeller was dropped during shipment, possibly damaging the blades.
B. Uncrating
(1) Put the propeller on a firm support.
(2) Remove the banding and any external wood bracing, if applicable, from the shipping container.
(3) Remove the cardboard from the hub and blades. Put the propeller on a padded surface that supports the propeller over a large area. Never stand the propeller on a blade tip.
(4) On flange mounted models, remove the plastic dust cover cup from the propeller mounting flange (if installed).
C. Inspection after Shipment
After removing the propeller from the shipping container, examine the propeller components for possible shipping damage.
D. Reassembly of a Propeller Disassembled for Shipment
If a propeller was received disassembled for shipment, it must be reassembled by trained personnel in accordance with the applicable propeller maintenance manual.
INSTALLATION AND REMOVAL
61-00-68
Page 3-15
Rev. 2 July/08
Propeller Owner’s Manual
168
4. Propeller Assembly Installation
A. Precautions
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE RESULTING IN AN AIRCRAFT
ACCIDENT.
WARNING 2: WHEN INSTALLING THE PROPELLER,
FOLLOW THE AIRFRAME
MANUFACTURER’S MANUALS AND
PROCEDURES, AS THEY MAY CONTAIN
ISSUES VITAL TO AIRCRAFT SAFETY
THAT ARE NOT CONTAINED IN THIS
OWNER’S MANUAL.
CAUTION: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
(1) Be sure the propeller is removed before the engine is removed or installed in the airframe.
INSTALLATION AND REMOVAL
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Page 3-16
Rev. 4 Oct/13
Propeller Owner’s Manual
168
(2) Follow the airframe manufacturer’s instructions for installing the propeller. If such instructions are not in the airframe manufacturer’s manual, then follow the instructions in this manual; however, mechanics must consider that this owner’s manual does not describe important procedures that are beyond Hartzell’s control.
In addition to propeller installation procedures, items such as rigging and preflight testing of flight idle blade angle, installation and adjustment of de-ice equipment, and propeller synchronization devices are normally found in the airframe manufacturer’s manuals.
B. O-ring and Propeller Mounting Hardware Identification
Refer to Table 3-1 for specific part numbers of O-rings and propeller mounting hardware, and propeller model effectivity.
INSTALLATION AND REMOVAL
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168
(This page is intentionally blank.)
INSTALLATION AND REMOVAL
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Page 3-16.2
Rev. 4 Oct/13
Propeller Owner’s Manual
168
INSTALLATION AND REMOVAL
61-00-68
Page 3-17
July/01
D-985
Propeller Owner’s Manual
168
Mounting Bolt
Mounting Bolt
Washer
Shaft O-ring
Engine Flange
Propeller Flange
F Flange Installation on -1( ) Propeller Models
Figure 3-2
INSTALLATION AND REMOVAL
61-00-68
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July/01
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168
C. Installing F Flange Propeller Models
(B)HC-A2(MV,V)F-1( )
Refer to Figure 3-1
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: INSERT THE DOWEL PINS INTO
THE PROPELLER FLANGE USING A
BRASS HAMMER OR EQUIVALENT
TOOL TO PREVENT DAMAGE TO THE
DOWEL PINS. THE DOWEL PINS ARE
AN INTERFERENCE FIT WITH THE
PROPELLER FLANGE.
(1) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller side of the hub flange. The dowel pins will protrude from the engine side of the hub flange to engage the engine flange.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
INSTALLATION AND REMOVAL
61-00-68
Page 3-19
Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(4) Lubricate the specified shaft O-ring (Table 3-1) and install it on the engine shaft.
D-2999F
TORQUE.PLT
Shaft/Engine
Flange O-ring
Dowel Pin
Propeller Flange
Engine Flange
Mounting
Bolt
Mounting Bolt
Washer
Torque Wrench Adapter
Torque Wrench
NOTE: If torque wrench adapter is used, use the calculation in Figure 3-4 to determine correct torque wrench setting.
Installing F Flange Propeller on the Engine Flange
Figure 3-3
INSTALLATION AND REMOVAL
61-00-68
Page 3-20
Rev. 4 Oct/13
Propeller Owner’s Manual
168
CAUTION: USE CARE TO AVOID SCRAPING
ALUMINUM FROM THE BORE OF THE
SPINNER BULKHEAD. SCRAPINGS COULD
BECOME WEDGED BETWEEN THE
FLANGE SURFACES.
(5) Slide the spinner bulkhead onto the propeller flange OD.
(6) Align the spinner bulkhead mounting holes with the holes in the four tabs that are bolted to the propeller hub.
(7) Install the spinner bulkhead attachment bolts, washers, and self-locking hex head nuts to hold the spinner bulkhead to the hub flange mounted tabs.
(8) Torque the spinner attachment bolts and self-locking hex head nuts to 8 to 12 Ft-Lb (11-16 N•m).
(9) Align the mounting holes and dowel pins in the propeller hub flange with the mounting holes and the dowel pin holes in the engine flange.
APS0212A
Standard Torque Wrench
Torquing Adapter
1.00 foot
(304.8 mm)
0.25 foot
(76.2 mm)
(actual torque required) X (torque wrench length)
(torque wrench length) + (length of adapter) =
Torque wrench reading to achieve required actual
torque
EXAMPLE:
100 Ft-Lb (136 N•m) x 1 ft (304.8 mm)
1 ft (304.8 mm) + 0..25 ft (76.2 mm)
=
80 Ft-Lb
(108 N•m)
< reading on torque wrench with 3-inch
(76.2 mm) adapter for actual torque of 100
Ft-Lb (136 N•m)
The correction shown is for an adapter that is aligned with the centerline of the torque wrench. If the adapter is angled 90 degrees relative to the torque wrench centerline, the torque wrench reading and actual torque applied will be equal.
Determining Torque Value When Using Torquing Adapter
Figure 3-4
INSTALLATION AND REMOVAL
61-00-68
Page 3-21
Rev. 2 July/08
Propeller Owner’s Manual
168
F Flange propeller
mounting bolts
A-1333-( )
A-1328-( )
F Flange mounting nut (on stud)
A-2044 Nut
K Flange propeller
mounting bolts
A-1333-( ) & A-1328
except on Lycoming IO-720
A-1333-( ) & A-1328
Lycoming IO-720 engine only
L Flange propeller
mounting bolts
B-322
B-6489-( )
Shaft Nut
A-63B
Piston Nut
A-880-( )
Low-pitch stop nut
(on piston rod)
A-848-2
A-2043-( )
A-3359
B-3382
80-90 Ft-Lb (108-122 N•m)
80-90 Ft-Lb (108-122 N•m)
80-90 Ft-Lb (108-122 N•m)
60-70 Ft-Lb (81-95 N•m)
100-125 Ft-Lb (136-170 N•m)
50 Ft-Lb (68 N•m)
50 Ft-Lb (68 N•m)
450 Ft-Lb (610 N•m)
120 Ft-Lb (163 N•m)
20-22 Ft-Lb. (27-30 N•m)
20-22 Ft-Lb. (27-30 N•m)
20-22 Ft-Lb. (27-30 N•m)
20-22 Ft-Lb. (27-30 N•m)
NOTE 1: Torque tolerance is ± 10 percent unless otherwise noted.
NOTE 2: Torque values are based on non-lubricated threads.
Torque Table
Table 3-2
INSTALLATION AND REMOVAL
61-00-68
Page 3-22
Rev. 1 Oct/04
Propeller Owner’s Manual
168
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
CAUTION 2: USE CARE TO AVOID SCRAPING
ALUMINUM FROM THE BORE OF THE
SPINNER BULKHEAD. SCRAPINGS COULD
BECOME WEDGED BETWEEN THE
FLANGE SURFACES.
(10) Slide the propeller flange onto the engine flange.
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(11) Install the mounting bolts (Table 3-1) with washers (if applicable) through the engine flange from the engine side and into the tapped holes in the propeller flange. Refer to
Figures 3-2 and 3-3.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
(12) Use a torque wrench with the appropriate torque wrench adapter to torque all mounting bolts in sequence. Refer to
Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(13) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two bolts per safety).
INSTALLATION AND REMOVAL
61-00-68
Page 3-23
July/01
Propeller Owner’s Manual
168
(14) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications, available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(15) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
INSTALLATION AND REMOVAL
61-00-68
Page 3-24
Rev. 2 July/08
Propeller Owner’s Manual
168
(16) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE
BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER
THE SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
INSTALLATION AND REMOVAL
61-00-68
Page 3-25
Rev. 2 July/08
D-1334
Dowel Pin
Engine Flange
Shaft O-ring
Shim
Mounting Bolt
Propeller Owner’s Manual
168
Starter Ring
Gear
Adapter Ring
K and L Flange Installations on -1( ), -4, and -6F Propeller Models
Figure 3-5
INSTALLATION AND REMOVAL
61-00-68
Page 3-26
July/01
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168
D. Installing K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-1( ) and HC-A2(MV,V)L-6F
Refer to Figure 3-1.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(2) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(3) Install the spinner adapter ring on the engine starter ring gear. Refer to Figure 3-5.
INSTALLATION AND REMOVAL
61-00-68
Page 3-27
Rev. 4 Oct/13
Propeller Owner’s Manual
168
CAUTION: FAILURE TO INSTALL THE SHIM
BETWEEN THE PROPELLER FLANGE AND
THE STARTER RING GEAR CAN RESULT
IN BOLT FAILURE.
(4) Install the shim (Table 3-1) on the engine shaft between the starter ring gear and the propeller flange. Refer to
Figure 3-5.
(5) Lubricate the specified shaft O-ring (Table 3-1) and install it on the engine flange. Refer to Figure 3-5.
(6) Align the six mounting bolts (already installed in the propeller hub flange) with the threaded bushings in the engine flange.
NOTE: Six propeller mounting bolts will already be installed in the propeller flange. Interference with other propeller parts requires that the bolts be installed during propeller assembly.
W10298
TORQUE.PLT
Shim
Mounting Bolt
Torque Wrench
Adapter
Torque
Wrench
O-ring
Propeller Flange
Starter Ring Gear
Engine Flange
NOTE: If torque wrench adapter is used, use the calculation in
Table 3-1 to determine correct torque wrench setting.
Installing K or L Flange Propeller on the Engine Flange
Figure 3-6
INSTALLATION AND REMOVAL
61-00-68
Page 3-28
Rev. 4 Oct/13
Propeller Owner’s Manual
168
CAUTION:
(7) Slide the propeller flange onto the engine flange, against the starter ring gear and shim.
NOTE: Insert the engine bushings into the counterbores that encircle the propeller mounting bolts in the propeller flange.
CAUTION:
MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(8) Thread the six preinstalled mounting bolts (Table 3-1) through the propeller flange from the propeller side, and into the bushings in the engine flange. Refer to
Figure 3-6.
NOTE: The mounting bolts are preinstalled during the assembly of the propeller. Replacement of one of these bolts between overhauls must be performed only by a certified propeller repair station with the appropriate rating.
(9) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-6) to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
INSTALLATION AND REMOVAL
61-00-68
Page 3-29
Rev. 4 Oct/13
Propeller Owner’s Manual
168
(10) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two bolts per safety).
(11) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell
Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the
Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(12) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for
Continued Airworthiness (ICA).
INSTALLATION AND REMOVAL
61-00-68
Page 3-30
Rev. 2 July/08
Propeller Owner’s Manual
168
(13) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE
BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER
THE SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
INSTALLATION AND REMOVAL
61-00-68
Page 3-31
July/01
Propeller Owner’s Manual
168
INSTALLATION AND REMOVAL
61-00-68
Page 3-32
July/01
Propeller Owner’s Manual
168
E. Installing F Flange Propeller Models HC-A2(MV,V)F-2( )
Refer to Figure 3-7.
CAUTION: INSERT THE DOWEL PINS INTO THE
PROPELLER FLANGE USING A BRASS
HAMMER OR EQUIVALENT TOOL TO
PREVENT DAMAGE TO THE DOWEL PINS.
THE DOWEL PINS ARE AN INTERFERENCE
FIT WITH THE PROPELLER FLANGE.
(1) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller side of the hub flange. The dowel pins will protrude from the engine side of the hub flange to engage the engine flange.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER
TO THE ILLUSTRATED PARTS LIST
CHAPTER OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
INSTALLATION AND REMOVAL
61-00-68
Page 3-33
Rev. 4 Oct/13
D-980
Start lock Unit
Propeller Owner’s Manual
168
Mounting Bolt
Washer
Mounting Bolt
Engine Shaft
Shaft O-ring
F Flange Installation on -2 Propeller Models
Figure 3-8
INSTALLATION AND REMOVAL
61-00-68
Page 3-34
July/01
Propeller Owner’s Manual
168
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
WARNING: USE CAUTION DURING INSTALLATION
IF THE START LOCKS HAVE BEEN
ENGAGED TO FACILITATE INSTALLATION
OF THE SPINNER BULKHEAD. IF THE
BLADES ARE RELEASED SUDDENLY,
THE EXTREME FORCE CAN CAUSE
SERIOUS INJURY AND DAMAGE TO THE
PROPELLER.
(4) If the spinner bulkhead is to be installed and is not already in place, perform the following steps:
NOTE: The start locks must be engaged to provide access to the spinner bulkhead mounting bolts when installing the spinner bulkhead.
(a) Position the spinner bulkhead on the propeller.
(b) From the engine side of the bulkhead, insert the attaching bolts through the bulkhead and into the start locks.
(c) Install the washers and locking nuts (Table 3-1) on the propeller side of the start locks to secure the attaching bolts and the bulkhead.
(5) Lubricate the specified shaft O-ring (Table 3-1) and install it on the engine flange (Figure 3-8).
CAUTION: USE CARE TO AVOID SCRAPING
ALUMINUM FROM THE BORE OF THE
SPINNER BULKHEAD. SCRAPINGS
COULD BECOME WEDGED BETWEEN
THE FLANGES.
(6) Align the threaded holes of the propeller flange with the bolt holes in the engine flange, and align the dowel pins in the propeller flange with the dowel pin holes in the engine flange.
INSTALLATION AND REMOVAL
61-00-68
Page 3-35
Rev. 4 Oct/13
Propeller Owner’s Manual
168
CAUTION: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
(7) Slide the propeller onto the engine shaft.
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(8) Install mounting bolts (Table 3-1) with mounting washers through the engine flange from the engine side and into the tapped holes in the propeller flange.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
(9) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-6) to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(10) Safety all mounting bolts with 0.032 inch (0.810 mm) minimum diameter stainless steel wire (two bolts per safety).
(11) Procedure for reinstallation of the piston nut, if applicable.
(a) Following the installation of the propeller, retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(b) Carefully push the piston toward the engine, rotate the blades to feather position, and attach the piston nut to the pitch change rod.
INSTALLATION AND REMOVAL
61-00-68
Page 3-36
Rev. 4 Oct/13
Propeller Owner’s Manual
168
(c) Use a breaker bar and a 5/8 inch deep well socket to hold the pitch change rod.
(d) Using a 1-13/16 inch crowfoot wrench and a torque wrench, torque the piston nut. Refer to Table 3-2 and
Figure 3-4 for the proper torque value.
NOTE: The removal and subsequent reinstallation of the piston nut does not require that the propeller blade angles be rechecked.
(12) Remove the wires from the start lock brackets.
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A BLADE
ASSEMBLY. PUT THE BLADE PADDLE IN
THE THICKEST AREA OF THE BLADE,
JUST OUTSIDE OF THE DE-ICE BOOT. USE
ONE BLADE PADDLE PER BLADE.
(13) Position the propeller on the start locks.
(a) Using the blade paddles, slowly rotate the blades simultaneously toward low pitch until the start lock pins engage the start lock plates.
(14) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(15) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
INSTALLATION AND REMOVAL
61-00-68
Page 3-37
Rev. 4 Oct/13
D-980
Shaft O-ring
Propeller Owner’s Manual
168
Start lock Unit
Engine Shaft
Mounting Bolt
Shim
Starter Ring Gear
Adapter Ring
K and L Flange Installation on -2 Propeller Models
Figure 3-9
INSTALLATION AND REMOVAL
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(16) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
F. Installing K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-2
Refer to Figure 3-7.
WARNING 1: TO FACILITATE BOXING AND SHIPPING
OF THE PROPELLER, THE PISTON NUT
MAY HAVE BEEN REMOVED TO ALLOW
ROTATING OF THE BLADES BEFORE
PACKAGING.
FOR SAFETY REASONS, IF THE
PISTON NUT WAS NOT REMOVED,
THE PROPELLER MUST BE PLACED
IN FEATHER POSITION BEFORE IT IS
INSTALLED ON THE AIRCRAFT.
INSTALLATION AND REMOVAL
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168
WARNING 2: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(2) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(3) Install the spinner adapter ring on the engine starter ring gear. Refer to Figure 3-9.
CAUTION: FAILURE TO INSTALL THE SHIM BETWEEN
THE PROPELLER FLANGE AND THE
STARTER RING GEAR CAN RESULT IN
MOUNTING BOLT FAILURE.
(4) Install the shim (Table 3-1) on the engine shaft between the starter ring gear and the propeller flange. Refer to
Figure 3-9.
INSTALLATION AND REMOVAL
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(5) Install the specified O-ring (Table 3-1) on the engine flange. Refer to Figure 3-9.
CAUTION: USING A FELT-TIPPED PEN, IDENTIFY
EACH START LOCK AND ITS ADJACENT
BLADE CLAMP WITH A CORRESPONDING
LETTER. THIS WILL INSURE THAT EACH
START LOCK WILL BE REINSTALLED
WITH THE CORRECT BLADE CLAMP TO
MAINTAIN THE SAME BLADE ANGLES FOR
ENGINE START.
(6) Remove each start lock to allow access to preinstalled propeller mounting bolts.
(7) Align the two mounting bolts (already installed in the propeller hub flange) with the threaded bushings in the engine flange.
NOTE: Two propeller mounting bolts will already be installed in the propeller flange. Interference with blade clamps requires that the bolts be installed during propeller assembly.
CAUTION: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
(8) Slide the propeller flange onto the engine flange, against the starter ring gear and shim.
NOTE: Insert the engine bushings into the counterbores that encircle the propeller mounting bolts in the propeller flange.
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(9) Thread the two preinstalled mounting bolts (Table 3-1) through the propeller flange from the propeller side, and into the bushings in the engine flange. Refer to Figure 3-9.
NOTE: Two of the mounting bolts are preinstalled during the assembly of the propeller.
Replacement of one of these bolts between overhauls must be performed only by a certified propeller repair station with the appropriate rating.
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(10) Install four mounting bolts (Table 3-1) in the remaining four mounting holes and thread them through the propeller flange from the propeller side into the bushings in the engine flange. Refer to Figure 3-9.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
(11) Use a torque wrench with the appropriate torque wrench adapter to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(12) Reinstall each start lock adjacent to the blade clamp that has a corresponding felt-tip marked letter.
(13) Safety all mounting bolts with 0.032 inch (0.810 mm) minimum diameter stainless steel wire (two bolts per safety).
NOTE: The mounting bolts that are adjacent to the start lock units must be safety-wired to the hex head bolts that attach the start lock brackets to the hub.
(14) Procedure for reinstallation of the piston nut, if applicable.
(a) Following the installation of the propeller, retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(b) Carefully push the piston toward the engine, rotate the blades to feather position, and attach the piston nut to the pitch change rod.
(c) Use a breaker bar and a 5/8 inch deep well socket to hold the pitch change rod.
INSTALLATION AND REMOVAL
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168
(d) Using a 1-13/16 inch crowfoot wrench and a torque wrench, torque the piston nut. Refer to Table 3-2 and Figure 3-4 for the proper torque value.
NOTE: The removal and subsequent reinstallation of the piston nut do not require that the propeller blade angles be rechecked.
(15) Remove the wires from the start lock brackets.
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PUT THE BLADE
PADDLE IN THE THICKEST AREA
OF THE BLADE, JUST OUTSIDE OF
THE DE-ICE BOOT. USE ONE BLADE
PADDLE PER BLADE.
(16) Position the propeller on the start locks.
(a) Using the blade paddles, slowly rotate the blades simultaneously toward low pitch until the start lock pins engage the start lock plate.
(17) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(18) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
INSTALLATION AND REMOVAL
61-00-68
Page 3-43
Rev. 2 July/08
D-1495
Propeller Owner’s Manual
168
Spinner Dome Mounting Screw
Socket Head Cap Screw
INSTALLATION AND REMOVAL
61-00-68
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July/01
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168
(19) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell
Propeller Inc. spinners only. In some cases, the airframe manufacturer produced the spinner assembly. In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE
BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER
THE SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
G. Installing F Flange Propeller Models
(E,P)HC-A3(MV,V)F-2( ) except those using a spacer as specified in paragraph 4.H
Refer to Figure 3-10.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
INSTALLATION AND REMOVAL
61-00-68
Page 3-45
Rev. 4 Oct/13
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168
CAUTION 2: INSERT THE DOWEL PINS INTO THE
PROPELLER FLANGE USING A BRASS
HAMMER OR EQUIVALENT TOOL TO
PREVENT DAMAGE TO THE DOWEL PINS.
THE DOWEL PINS ARE AN INTERFERENCE
FIT WITH THE PROPELLER FLANGE.
(1) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller side of the hub flange. The dowel pins will protrude from the engine side of the hub flange to engage the engine flange.
WARNING 1: TO FACILITATE BOXING AND SHIPPING
OF THE PROPELLER, THE PISTON NUT
MAY HAVE BEEN REMOVED TO ALLOW
ROTATION OF THE BLADES BEFORE
PACKAGING.
WARNING 2: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
INSTALLATION AND REMOVAL
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168
WARNING: USE CAUTION DURING INSTALLATION
IF THE START LOCKS HAVE BEEN
ENGAGED TO FACILITATE INSTALLATION
OF THE SPINNER BULKHEAD. IF THE
BLADES ARE RELEASED SUDDENLY,
THE EXTREME FORCE CAN CAUSE
SERIOUS INJURY AND DAMAGE TO THE
PROPELLER.
(4) If the spinner bulkhead is to be installed and is not already in place, perform the following steps:
NOTE: The start locks must be engaged to provide access to the spinner mounting bolts when installing the spinner bulkhead.
(a) Install the spinner bulkhead facing toward the engine.
(b) From the engine side of the bulkhead, insert the attaching bolts through the bulkhead and into the start lock units.
(c) Install the washers and locking nuts (Table 3-1) on the propeller side of the start lock to secure the attaching bolts and the bulkhead.
(5) Lubricate the specified shaft O-ring (Table 3-1) and install it on the engine flange.
CAUTION: USE CARE TO AVOID SCRAPING
ALUMINUM FROM THE BORE OF THE
SPINNER BULKHEAD. SCRAPINGS
COULD BECOME WEDGED BETWEEN
THE FLANGES.
(6) Align the threaded holes of the propeller flange with the bolt holes in the engine flange, and align the dowel pins in the propeller flange with the dowel pin holes in the engine flange.
CAUTION: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB
FLANGE AND THE ENGINE FLANGE.
(7) Slide the propeller onto the engine shaft.
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168
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(8) Install mounting bolts (Table 3-1) with mounting washers through the engine flange from the engine side and into the tapped holes in the propeller flange.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
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(9) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-3) to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(10) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two bolts per safety).
(11) Procedure for reinstallation of the piston nut, if applicable.
(a) Following the installation of the propeller, retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing
(b) Carefully push the piston toward the engine, rotating the blades to feather position, and attach the piston nut to the pitch change rod.
(c) Use a breaker bar and a 5/8 inch deep well socket to hold the pitch change rod.
(d) Using a 1-13/16 inch crowfoot wrench and a torque wrench, torque the piston nut. Refer to Table 3-2 and
Figure 3-4 for the proper torque value.
NOTE: The removal and subsequent reinstallation of the piston nut does not require that the propeller blade angles be rechecked.
(12) Remove the wires from the start lock brackets.
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Rev. 2 July/08
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168
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A BLADE
ASSEMBLY. PUT THE BLADE PADDLE IN
THE THICKEST AREA OF THE BLADE,
JUST OUTSIDE OF THE DE-ICE BOOT.
USE ONE BLADE PADDLE PER BLADE.
(13) Position the propeller on the start locks.
(a) Using the blade paddles, slowly rotate the blades simultaneously toward low pitch until the start lock pins engage the start lock plates.
(14) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(15) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(16) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
INSTALLATION AND REMOVAL
61-00-68
Page 3-49
Rev. 2 July/08
W10415
Mounting
Stud
Nut
Propeller Owner’s Manual
168
Washer
Spacer
Propeller
Flange
Engine
Flange
Propeller Mounting
O-ring
EHC-A3(MV,V)F-2B Mounting Parts
Figure 3-11
Propeller-side
O-ring
D-2975F
W10079
Propeller Flange
Spacer
Propeller Mounting
O-Ring
Nut
Dowel Pin
Propeller-side O-Ring
Dowel Pin
Engine Flange
Torque Wrench Adapter
EHC-A3(MV,V)F-2B Installation
Figure 3-12
INSTALLATION AND REMOVAL
61-00-68
Page 3-50
Rev. 3 Mar/11
Propeller Owner’s Manual
168
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE
BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER
THE SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
H. Installing the EHC-A3(MV,V)F-2B Propeller using a spacer as installed on, but not limited to, the Beech 95-55, -A55,
-B55, Colemill Baron Aircraft Engines, and Aero Commander
Aircraft
Refer to Figure 3-11 and Figure 3-12.
(1) If the spacer, four dowel pins, and spacer-to-propeller flange O-ring are already installed on the propeller, go to step 3.H.(6).
WARNING: TO FACILITATE BOXING AND SHIPPING
OF THE PROPELLER, THE PISTON NUT
MAY HAVE BEEN REMOVED IN ORDER
TO ALLOW ROTATING OF THE BLADES
BEFORE PACKAGING.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
INSTALLATION AND REMOVAL
61-00-68
Page 3-51
Rev. 4 Oct/13
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168
CAUTION: INSERT THE DOWEL PINS INTO
THE PROPELLER FLANGE USING A
BRASS HAMMER OR EQUIVALENT
TOOL TO PREVENT DAMAGE TO THE
DOWEL PINS. THE DOWEL PINS ARE
AN INTERFERENCE FIT WITH THE
PROPELLER FLANGE.
(2) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller side of the hub flange. The dowel pins will protrude from the engine side of the hub flange to engage the engine flange.
(3) Install the propeller side O-ring (Table 3-1) on the spacer, facing the propeller flange. Refer to Figure 3-11 and
Figure 3-12.
(4) Install the spacer and O-ring (Table 3-1) against the propeller flange, matching the dowel pins in the propeller flange to the holes in the spacer. Refer to Figure 3-12.
(5) Press two dowel pins (Table 3-1) in the two 0.50 inch
(12.7 mm) diameter holes in the spacer, approximately
0.50 inch (12.7 mm) deep. Refer to Figure 3-12.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(6) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(7) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
INSTALLATION AND REMOVAL
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168
CAUTION: DO NOT INSTALL THE PROPELLER
MOUNTING O-RING DIRECTLY ON
THE ENGINE FLANGE. STEEL HUB
PROPELLERS WITH ALUMINUM
SPACERS REQUIRE ONLY INSTALLATION
OF A SINGLE PROPELLER MOUNTING
O-RING INTO THE O-RING GROOVE
INSIDE THE ALUMINUM SPACER.
(8) Install the propeller mounting O-ring (Table 3-1) into the recessed O-ring groove in the aluminum spacer. Refer to
Figure 3-11 and Figure 3-12.
(9) Align the mounting and dowel pin holes in the engine flange with the mounting studs and dowel pins in the spacer.
(10) Slide the spacer and propeller on the engine flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB
FLANGE SPACER AND THE ENGINE
FLANGE.
CAUTION 2: NEW PROPELLER NUTS AND WASHERS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(11) Install mounting washers and nuts (Table 3-1) onto the mounting studs that protrude through the engine side of the engine flange (Figure 3-12).
NOTE: For propeller removals between overhaul intervals, studs, nuts, and washers may be reused if they are not damaged or corroded.
INSTALLATION AND REMOVAL
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(12) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-12) to torque all mounting nuts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting nuts to half of the final torque, beginning with any mounting nut, and moving around the clock in either direction.
(b) Final torque the mounting nuts in sequence, beginning with any mounting nut, and moving around the clock in either direction.
(13) Procedure for reinstallation of the piston nut, if applicable.
(a) Following the installation of the propeller, retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing
(b) Carefully push the piston toward the engine, rotating the blades to feather position, and attach the piston nut to the pitch change rod.
(c) Use a breaker bar and a 5/8 inch deep well socket to hold the pitch change rod.
(d) Using a 1-13/16 inch crowfoot wrench and a torque wrench, torque the piston nut. Refer to Table 3-2 and
Figure 3-4 for the proper torque value.
NOTE: The removal and subsequent reinstallation of the piston nut does not require that the propeller blade angles be rechecked.
(14) Remove the wires from the start lock brackets, if applicable.
INSTALLATION AND REMOVAL
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168
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A BLADE
ASSEMBLY. PUT THE BLADE PADDLE IN
THE THICKEST AREA OF THE BLADE,
JUST OUTSIDE OF THE DE-ICE BOOT.
USE ONE BLADE PADDLE PER BLADE.
(15) Position the propeller on the start locks.
(a) Using the blade paddles, slowly rotate the blades simultaneously toward low pitch until the start lock pins engage the start lock plates.
(16) Safety all mounting studs with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two studs per safety).
(17) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for the components supplied by Hartzell Propeller Inc. can be found in the following publications available on the
Hartzell Propeller Inc. website at www.hartzellprop.com.
(a) Hartzell Propeller Inc. Manual 180 (30-61-80) -
Propeller Ice Protection System Manual
(b) Hartzell Propeller Inc. Manual 181 (30-60-81) -
Propeller Ice Protection Component Maintenance
Manual
(c) Hartzell Propeller Inc. Manual 182 (61-12-82)
- Propeller Electrical De-ice Boot Removal and
Installation Manual
(d) Hartzell Propeller Inc. Manual 183 (61-12-83) -
Propeller Anti-icing Boot Removal and Installation
Manual
(18) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
INSTALLATION AND REMOVAL
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168
(19) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE
BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER
THE SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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INSTALLATION AND REMOVAL
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July/01
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I. Installing K Flange Propeller Models
HC-A3(MV,V)K-2( )( )
Refer to Figure 3-13.
WARNING 1: TO FACILITATE BOXING AND SHIPPING OF
THE PROPELLER, THE PISTON NUT
MAY HAVE BEEN REMOVED IN ORDER
TO ALLOW ROTATING OF THE BLADES
BEFORE PACKAGING.
FOR SAFETY REASONS, IF THE
PISTON NUT WAS NOT REMOVED, THE
PROPELLER MUST BE PUT IN FEATHER
POSITION BEFORE IT IS INSTALLED ON
THE AIRCRAFT.
WARNING 2: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
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WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(2) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(3) Install the spinner adapter ring on the engine starter ring gear. Refer to Figure 3-9.
CAUTION: FAILURE TO INSTALL THE SHIM
BETWEEN THE PROPELLER FLANGE
AND THE STARTER RING GEAR CAN
RESULT IN MOUNTING BOLT FAILURE.
(4) Install the shim (Table 3-1) on the engine shaft between the starter ring gear and the propeller flange. Refer to
Figure 3-9.
(5) Lubricate the specified shaft O-ring (Table 3-1) and install it on the engine flange.
CAUTION: USING A FELT-TIPPED PEN, IDENTIFY
EACH START LOCK AND ITS
ADJACENT BLADE CLAMP WITH A
CORRESPONDING LETTER. THIS WILL
INSURE THAT EACH START LOCK WILL
BE REINSTALLED WITH THE CORRECT
BLADE CLAMP TO MAINTAIN THE SAME
BLADE ANGLES FOR ENGINE START.
(6) Remove each start lock to allow access to preinstalled propeller mounting bolts.
(7) Align the three mounting bolts (already installed in the propeller hub flange) with the threaded bushings in the engine flange.
NOTE: Three propeller mounting bolts will already be installed in the propeller flange. Interference with other propeller parts requires that the bolts be installed during propeller assembly.
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CAUTION:
(8) Slide the propeller flange onto the engine flange against the starter ring gear and shim.
NOTE: Insert the engine bushings into the counterbores that encircle the propeller mounting bolts in the propeller flange.
CAUTION:
MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(9) Thread the three mounting bolts (Table 3-1) through the propeller flange from the propeller side, and into the bushings in the engine flange. Refer to Figure 3-9.
(10) Install three mounting bolts in the remaining three mounting holes and thread them through the propeller flange from the propeller side, into the bushings in the engine flange. Refer to Figure 3-9.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
(11) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-6) to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(12) Reinstall each start lock adjacent to the blade clamp that has a corresponding felt-tip marked letter.
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(13) Safety all mounting bolts with 0.032 inch (0.810 mm) minimum diameter stainless steel wire (two bolts per safety).
NOTE: The mounting bolts that are adjacent to the start lock units must be safety-wired to the hex head bolts that attach the start lock brackets.
(14) Procedure for reinstallation of the piston nut, if applicable.
(a) Following the installation of the propeller, retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(b) Carefully push the piston toward the engine, rotating the blades to feather position, and attach the piston nut to the pitch change rod.
(c) Use a breaker bar and a 5/8 inch deep well socket to hold the pitch change rod.
(d) Using a 1-13/16 inch crowfoot wrench and a torque wrench, torque the piston nut. Refer to Table 3-2 and
Figure 3-4 for the proper torque value.
NOTE: The removal and subsequent reinstallation of the piston nut does not require that the propeller blade angles be rechecked.
(15) Remove the wires from the start lock brackets.
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A BLADE
ASSEMBLY. PUT THE BLADE PADDLE IN
THE THICKEST AREA OF THE BLADE, JUST
OUTSIDE OF THE DE-ICE BOOT. USE ONE
BLADE PADDLE PER BLADE.
(16) Position the propeller on the start locks
(a) Using the blade paddles, slowly rotate the blades simultaneously toward low pitch until the start lock pins engage the start lock plate.
(17) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
INSTALLATION AND REMOVAL
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(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(18) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(19) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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J. Installing F Flange Propeller Models BHC-A2(MV,V)F-3
Refer to Figure 3-14.
(1) Use a beta system puller CST-2987 (Figure 3-15) to compress the beta system and pull the beta ring forward to allow installation of the double hex head propeller mounting fasteners.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
W10319
Hartzell P/N CST-2987
Tool for Decompressing External Beta System
Figure 3-15
INSTALLATION AND REMOVAL
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CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick Dry
Stoddard Solvent or MEK.
CAUTION: INSERT THE DOWEL PINS INTO THE
PROPELLER FLANGE USING A BRASS
HAMMER OR EQUIVALENT TOOL TO
PREVENT DAMAGE TO THE DOWEL PINS.
THE DOWEL PINS ARE AN INTERFERENCE
FIT WITH THE PROPELLER FLANGE.
(4) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller side of the hub flange. The dowel pins will protrude from the engine side of the hub flange to engage the engine flange.
(5) Install the specified O-ring (Table 3-1) on the engine flange.
(6) Align the mounting and dowel pin holes in the propeller hub flange with the mounting holes and dowel pins or mounting studs in the engine flange. Refer to Figure 3-3.
(7) Slide the propeller flange onto the engine flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
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CAUTION 2: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(8) Install mounting bolts with washers (Table 3-1) through the engine flange and into the propeller hub flange. Refer to
Figure 3-14.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
(9) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-3) to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(10) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum diameter stainless steel wire. (Two bolts per safety).
(11) Decompress and remove the beta system puller.
(12) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
INSTALLATION AND REMOVAL
61-00-68
Page 3-65
Rev. 4 Oct/13
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168
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(13) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
APS0168b
Snap Ring
Carbon Block Assembly
Side clearance 0.001 inch to
0.010 inch (0.03 mm to 0.25 mm)) upon installation.
Beta Ring
Carbon Block and Beta Ring Clearance
Figure 3-16
BPS0041
Snap Ring
Yoke Unit
Cotter Pin
Beta Lever
Clevis Pin or
Thru Pin
Block Unit
Carbon Block Assembly
Figure 3-17
INSTALLATION AND REMOVAL
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Shaft
Extension
A-3144-2
Governor
Nut (A-3808-5)
Stud
Gasket
Reversing Beta
Valve Unit
Gasket
Valve Lever
Installation of Beta Valve, Governor, and Linkage
Figure 3-18
INSTALLATION AND REMOVAL
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(14) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE SPINNER
IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(15) Carefully slide the spinner dome over the reinstalled propeller.
(16) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
(17) Install the beta valve, governor, and linkage as follows:
Refer to Figure 3-18.
NOTE: If a governor only was previously installed, the existing studs in the engine governor pad will be too short to accommodate both a governor and beta valve. These studs must be replaced with longer length studs.
(a) Replacement of the four studs in the engine governor pad with longer studs, or due to stud damage must be performed only by a certified mechanic in accordance with the engine manufacturer’s requirements.
(b) Install the governor gasket (Table 3-1) against the face of the engine pad.
(c) Install the beta valve unit as shown in Figure 3-18.
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(d) Install a governor gasket (Table 3-1) against the valve face (contacting the governor).
(e) Install the shaft extension (Table 3-1) into the splines of the engine governor drive shaft.
(f) Install the governor and secure it with nuts (Table
3-1).
NOTE: Follow the applicable airframe manufacturer’s instructions for rigging of the governor control cable.
(g) Torque the nuts to 10-15 Ft-Lb (14-20 N•m).
(h) Install the carbon block into the beta linkage lever, per the airframe manufacturer’s instructions.
CAUTION 1: FIT THE BLOCK IN THE BETA RING
WITH A MINIMUM SIDE CLEARANCE
OF 0.001 INCH (0.03 MM). REFER TO
FIGURE 3-16.
CAUTION 2: MAXIMUM SIDE CLEARANCE
PERMITTED IS 0.010 INCH (0.25 MM)
IN ACCORDANCE WITH THE CARBON
BLOCK ASSEMBLIES SECTION IN
THE MAINTENANCE PRACTICES
CHAPTER OF THIS MANUAL.
(i) Install the carbon block assembly (Figure 3-17) into the beta ring.
(j) Install, adjust, and safety the beta linkage per the airframe manufacturer’s instructions.
NOTE: If airframe manufacturer’s instructions are unavailable, then follow step 4.I.(16).
(k) Connect the outer end of the lever with the control push-pull fitting provided.
(l) Secure the housing of the push-pull control to a bracket.
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(18) Adjusting the Propeller Reverse Control System
NOTE: Follow the instructions in this step only if the manufacturer’s instructions for this procedure are unavailable.
Refer to Figure 3-19.
(a) Set the reverse control in forward position.
(b) Adjust “D”, at the end of the reverse control rod, so that “B” is approximately 1/16 inch (1.6 mm) as measured from the spool flange to the bottom of the counterbore (or within 1/16 inch (1.6 mm) of the end of its travel).
NOTE: “A” is zero.
W10296
Low Pitch Adjustment
C
A
Beta Ring
Guide Bushing
Nut E
Carbon Block
Assembly
Increase
RPM
Beta
Valve
Governor
Null Position of Beta
Valve Spool
B
Lever
Drain
Drain
Reverse
Control
Oil In
Reverse
Adjustment D
Cockpit Control
Adjusting Propeller Reverse Control System
Figure 3-19
INSTALLATION AND REMOVAL
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(c) The low pitch adjustment “C” has been made at the factory, according to published information. The readjustment of low pitch should not be required.
Refer to the Propeller Low Pitch Settings section in the Maintenance Practices Chapter of this manual for adjustment information.
INSTALLATION AND REMOVAL
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CAUTION: TO PREVENT ENGINE OVERSPEED,
DO NOT ALLOW THE RPM TO REACH
THE RPM SET BY THE GOVERNOR.
THIS WILL ALLOW THE GOVERNOR
TO OVERRIDE THE REVERSE
PITCH CONTROL AND CAUSE THE
PITCH TO COME OUT OF REVERSE,
RESULTING IN DAMAGE TO THE
REVERSING MECHANISM.
(d) Check the RPM during reverse pitch operation.
1 Set the propeller governor control for maximum
RPM.
2 While the engine is idling, set the pitch control for maximum reverse pitch.
3 Gradually open the throttle until the RPM reaches the maximum value, or until the RPM reaches approximately 80 percent to 90 percent of the engine rating.
NOTE: It is desirable to have the reverse pitch set to provide 80 percent to 90 percent of the engine rated RPM. This provides a margin of safety for reverse pitch operation.
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(e) If the RPM exceeds the desired value for reverse pitch, check to be sure the reverse push-pull control
(Figure 3-19) has enough travel to move the piston up against its internal stop. To accomplish this:
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE
DE-ICE BOOT WHEN APPLYING
TORQUE TO A BLADE ASSEMBLY.
PUT THE BLADE PADDLE IN THE
THICKEST AREA OF THE BLADE,
JUST OUTSIDE OF THE DE-ICE
BOOT. USE ONE BLADE PADDLE
PER BLADE.
1 Using blade paddles (one per blade), rotate the blade angle into full reverse pitch, and determine if the beta valve is calling for oil pressure. This condition is met if “B” (Figure 3-19) is 3/16 inch
(4.8 mm) or less.
2 While in full reverse, check for clearance between nut “E” (Figure 3-19) and the guide bushing. There should be a positive clearance.
INSTALLATION AND REMOVAL
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INSTALLATION AND REMOVAL
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K. Installing F Flange Propeller Models
HC-A3(MV,V)F-3L
Refer to Figure 3-20.
(1) Use a beta system puller CST-2987 (Figure 3-21) to compress the beta system and pull the beta ring forward to allow installation of the double hex head propeller mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
W10142
Hartzell P/N CST-2987
Tool for Decompressing External Beta System
Figure 3-21
INSTALLATION AND REMOVAL
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CAUTION 2: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
D-2975F
W10079
Spacer
Engine Flange
O-Ring
Propeller Flange
Nut
Dowel Pin
Propeller-side O-Ring
Dowel Pin
Engine Flange
Torque Wrench
Adapter
HC-A3(MV,V)F-3L Installation
Figure 3-22
INSTALLATION AND REMOVAL
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(4) If dowel pins are not installed in the spacer and propeller flange, perform the following steps:
CAUTION: INSERT THE DOWEL PINS INTO
THE PROPELLER FLANGE USING A
BRASS HAMMER OR EQUIVALENT
TOOL TO PREVENT DAMAGE TO THE
DOWEL PINS. THE DOWEL PINS ARE
AN INTERFERENCE FIT WITH THE
PROPELLER FLANGE.
(a) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller-side of the hub flange.
NOTE: The dowel pins will protrude from the hub flange surface facing the engine, to engage the spacer.
CAUTION: INSERT THE DOWEL PINS INTO THE
SPACER USING A BRASS HAMMER
OR EQUIVALENT TOOL TO PREVENT
DAMAGE TO THE DOWEL PINS. THE
DOWEL PINS ARE AN INTERFERENCE
FIT WITH THE SPACER.
(b) Insert two dowel pins (Table 3-1) into the dowel pin holes on the engine-side of the spacer. (Figure
3-22).
NOTE: The dowel pins must protrude 0.50 inch
(12.7 mm) from the engine side of the spacer.
(5) Install the specified O-ring (Table 3-1) on the side of the spacer, facing the propeller flange.
(6) Align the mounting and dowel pin holes in the engine flange with the mounting studs and dowel pins in the spacer.
(7) Slide the spacer onto the propeller flange.
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CAUTION: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB
FLANGE AND THE SPACER.
(8) Install the specified O-ring (Table 3-1) in the inside diameter groove of the spacer, facing the engine.
(9) Align the mounting and dowel pin holes in the engine flange with the mounting studs and dowel pins in the spacer.
(10) Slide the spacer and propeller onto the engine flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB
FLANGE SPACER AND THE ENGINE
FLANGE.
CAUTION 2: NEW PROPELLER NUTS AND WASHERS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(11) Install mounting washers and nuts (Table 3-1) onto the mounting studs that protrude through the engine side of the engine flange (Figure 3-22).
NOTE: For propeller removals between overhaul intervals, studs, nuts, and washers may be reused if they are not damaged or corroded.
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CAUTION: MAKE SURE THE STUDS DO NOT TURN
WHEN THE MOUNTING NUTS ARE
TORQUED. ALLOWING THE STUDS TO
TURN WILL LOAD THEM AGAINST THE
SPINNER MOUNTING PLATE AND MAY
LEAD TO FAILURE OF THE SPINNER
MOUNTING BOLTS.
(12) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-22) to torque all mounting nuts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting nuts to half of the final torque, beginning with any mounting nut, and moving around the clock in either direction.
(b) Final torque the mounting nuts in sequence, beginning with any mounting nut, and moving around the clock in either direction.
(13) Safety all mounting studs with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two studs per safety).
(14) Decompress and remove the beta system puller.
(15) Install, adjust, and safety the beta linkage per the airframe manufacturer’s instructions.
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(16) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(17) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(18) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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(19) Install the beta valve, governor, and linkage as follows.
Refer to Figure 3-18.
NOTE: If a governor only was previously installed, the existing studs in the engine governor pad will be too short to accommodate both a governor and beta valve. These studs must be replaced with longer length studs.
(a) Replacement of the four studs in the engine governor pad with longer studs, or due to stud damage must be performed only by a certified mechanic in accordance with the engine manufacturer’s requirements.
(b) Install the governor gasket (Table 3-1) against the face of the engine pad.
(c) Install the beta valve unit as shown in Figure 3-18.
(d) Install a governor gasket (Table 3-1) against the valve face (contacting the governor).
(e) Install the shaft extension (Table 3-1) into the female splines of the engine governor drive shaft.
(f) Install the governor and secure it with nuts (Table
3-1).
NOTE: Follow the applicable airframe manufacturer’s instructions for rigging of the governor control cable.
(g) Torque the nuts to 10-15 Ft-Lb (14-20 N•m).
(h) Install the carbon block into the beta linkage lever, per the airframe manufacturer’s instructions.
CAUTION 1: FIT THE BLOCK IN THE BETA RING
WITH A MINIMUM SIDE CLEARANCE
OF 0.001 INCH (0.03 mm). REFER TO
FIGURE 3-16.
CAUTION 2: MAXIMUM SIDE CLEARANCE
PERMITTED IS 0.010 INCH (0.25 mm)
IN ACCORDANCE WITH THE CARBON
BLOCK ASSEMBLIES SECTION IN
THE MAINTENANCE PRACTICES
CHAPTER OF THIS MANUAL.
(i) Install the carbon block assembly (Figure 3-17) into the beta ring.
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(j) Install, adjust, and safety the beta linkage per the airframe manufacturer’s instructions.
NOTE: If airframe manufacturer’s instructions are unavailable, then follow step 4.J.(18).
(k) Connect the outer end of the lever with the control push-pull fitting provided.
(l) Secure the housing of the push-pull control to a bracket.
(18) Adjusting the Propeller Reverse Control System
NOTE: Follow the instructions in this step only if the manufacturer’s instructions for this procedure are unavailable.
Refer to Figure 3-19.
(a) Set the reverse control in forward position.
(b) Adjust “D”, at the end of the reverse control rod, so that “B” is approximately 1/16 inch (1.6 mm) as measured from the spool flange to the bottom of the counterbore (or within 1/16 inch (1.6 mm) of the end of its travel).
NOTE: “A” is zero.
(c) The low pitch adjustment “C” has been made at the factory, according to published information. The readjustment of low pitch should not be required.
Refer to the Propeller Low Pitch Settings section in the Maintenance Practices Chapter of this manual for adjustment information.
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CAUTION: TO PREVENT ENGINE OVERSPEED,
DO NOT ALLOW THE RPM TO REACH
THE RPM SET BY THE GOVERNOR.
THIS WILL ALLOW THE GOVERNOR
TO OVERRIDE THE REVERSE
PITCH CONTROL AND CAUSE THE
PITCH TO COME OUT OF REVERSE,
RESULTING IN DAMAGE TO THE
REVERSING MECHANISM.
(d) Check the RPM during reverse pitch operation.
1 Set the propeller governor control for maximum
RPM.
2 While the engine is idling, set the pitch control for maximum reverse pitch.
3 Gradually open the throttle until the RPM reaches the maximum value, or until the RPM reaches approximately 80 percent to 90 percent of the engine rating.
NOTE: It is desirable to have the reverse pitch set to provide 80 percent to 90 percent of the engine rated RPM. This provides a margin of safety for reverse pitch operation.
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(e) If the RPM exceeds the desired value for reverse pitch, check to be sure the reverse push-pull control
(Figure 3-19) has enough travel to move the piston up against its internal stop. To accomplish this:
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE
DE-ICE BOOT WHEN APPLYING
TORQUE TO A BLADE ASSEMBLY.
PUT THE BLADE PADDLE IN THE
THICKEST AREA OF THE BLADE,
JUST OUTSIDE OF THE DE-ICE
BOOT. USE ONE BLADE PADDLE
PER BLADE.
1 Using blade paddles (one per blade), rotate the blade angle into full reverse pitch, and determine if the beta valve is calling for oil pressure. This condition is met if “B” (Figure 3-19) is 3/16 inch
(4.8 mm) or less.
2 While in full reverse, check for clearance between nut “E” (Figure 3-19) and the guide bushing. There should be a positive clearance.
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This picture depicts two dif
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L. Installing F Flange Propeller Models (E,P)HC-A3(MV,V)F-4( )
Refer to Figure 3-23.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: INSERT THE DOWEL PINS INTO THE
PROPELLER FLANGE USING A BRASS
HAMMER OR EQUIVALENT TOOL TO
PREVENT DAMAGE TO THE DOWEL PINS.
THE DOWEL PINS ARE AN INTERFERENCE
FIT WITH THE PROPELLER FLANGE.
(1) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller side of the hub flange. The dowel pins will protrude from the engine side of the hub flange to engage the engine flange.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
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WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(4) PHC-A3(MV,V)F-4( ) Models only:
(a) Slide the ring for the spinner mounting onto the engine flange.
(b) Position the two piece plate (Table 3-1) against the engine side of the engine flange.
(c) Position the spinner bulkhead on the propeller side of the ring for the spinner mounting.
(d) Install the hex head bolts from the propeller side, through four holes in the bulkhead, adapter ring, and two piece plates to secure all three together.
(e) Install the washer and nut on each bolt from the engine side.
(f) Torque the nuts to 8-12 Ft-Lb (11-16 N•m).
(5) Lubricate the specified shaft O-ring (Table 3-1) and install it on the engine shaft.
(6) Align the threaded holes of the propeller flange with the bolt holes in the engine flange, and align the dowel pins in the propeller flange with the dowel pin holes in the engine flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
CAUTION 2: USE CARE TO AVOID SCRAPING
ALUMINUM FROM THE BORE OF THE
SPINNER BULKHEAD. SCRAPINGS COULD
BECOME WEDGED BETWEEN THE
FLANGES.
(7) Slide the propeller onto the engine shaft.
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CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(8) Install six mounting bolts (Table 3-1) with washers through the spinner mounting plate and the engine flange and into the tapped holes in the propeller flange.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
(9) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-6) to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(10) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two bolts per safety).
(11) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
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(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(12) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(13) Install the spinner dome as follows:
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
NOTE 1: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
NOTE 2: No spinner dome is installed on the
EHC-A3(MV,V)F-4 propeller model.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Attach the spinner dome to the spinner bulkhead with the supplied screws and washers.
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M. Installing K Flange Propeller Models HC-A3(MV,V)K-4
Refer to Figure 3-23.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(2) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(3) Install the spinner adapter ring on the engine starter ring gear. Refer to Figure 3-5.
(4) Align the blade openings in the adapter ring to the propeller blade positions.
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CAUTION: FAILURE TO INSTALL THE SHIM
BETWEEN THE PROPELLER FLANGE
AND THE STARTER RING GEAR CAN
RESULT IN MOUNTING BOLT FAILURE.
(5) Install the shim (Table 3-1) on the engine shaft between the starter ring gear and the propeller flange. Refer to
Figure 3-5.
(6) Lubricate the specified shaft O-ring (Table 3-1) and install it on the engine flange. Refer to Figure 3-5.
(7) Align the three mounting bolts (already installed in the propeller hub flange) with the threaded bushings in the engine flange.
NOTE: Three propeller mounting bolts will already be installed in the propeller flange. Interference with other propeller parts requires that the bolts be installed during propeller assembly.
CAUTION:
(8) Slide the propeller flange onto the engine flange against the starter ring gear and shim.
NOTE: Insert the engine bushings into the counterbores that encircle the propeller mounting bolts in the propeller flange.
CAUTION:
MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB
FLANGE AND THE ENGINE FLANGE.
NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(9) Thread the three mounting bolts (Table 3-1) through the propeller flange from the propeller side, and into the bushings in the engine flange. Refer to Figures 3-5 and
3-6.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
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(10) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-6) to torque all mounting bolts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(11) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two bolts per safety).
(12) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(13) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
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(14) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE
BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER
THE SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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N. Installing F Flange Propeller Models
HC-A3(MV,V)F-5A(L)
Refer to Figure 3-24.
(1) Install the beta valve inside the engine shaft. Refer to the engine manufacturer’s instructions.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(4) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(5) Align the mounting and dowel pin holes in the engine flange with the mounting holes and dowel pins in the propeller hub flange.
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CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB
FLANGE AND THE ENGINE FLANGE.
CAUTION 2: MAKE SURE THE PITCH CHANGE
ROD ACCURATELY ALIGNS WITH
THE ENGINE-MOUNTED BETA VALVE.
MISALIGNMENT WILL DAMAGE THE BETA
VALVE AND/OR THE PITCH CHANGE
ROD.
(6) Slide the propeller onto the engine flange.
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(7) Install the mounting bolts with washers through the engine flange and into the propeller hub flange. Refer to
Figure
3-24.
NOTE: If the propeller is removed between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
(8) Use a torque wrench with the appropriate torque wrench adapter to torque all mounting bolts in sequences and steps shown in Figure 3-3. Refer to Table 3-2 and Figure
3-4 to determine the proper torque value.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting bolts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the bolts in sequence, beginning with any mounting bolt, and moving around the clock in either direction.
(9) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two bolts per safety).
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(10) Install the beta tube per the airframe and/or engine manufacturer’s instructions.
NOTE 1: Follow the airframe manufacturer’s instructions for adjusting the beta tube to obtain the correct low pitch (flight idle blade angle).
NOTE 2: Refer to the Aircraft Type Certificate Data Sheet for the low pitch blade angle setting.
(11) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(12) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
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Piston Unit
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O. Installing F Flange Propeller Models
(P)HC-A3(MV,V)F-5R
Refer to Figure 3-25.
(1) Use a beta system puller CST-2987 (Figure 3-15) to compress the beta system and pull the beta ring forward to allow installation of the propeller mounting nuts and washers.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
D-2975F
W10079
O-ring
Spacer
O-ring
Nut
Washer
Dowel Pin
Engine Flange
Torque Wrench Adapter
Mounting Stud
(P)HC-A3(MV,V)F-5R Installation
Figure 3-26
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CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the engine flange and propeller flange with Quick
Dry Stoddard Solvent or MEK.
(4) If dowel pins are not installed in the spacer and propeller flange, perform the following steps:
CAUTION: INSERT THE DOWEL PINS INTO THE
PROPELLER FLANGE USING A BRASS
HAMMER OR EQUIVALENT TOOL TO
PREVENT DAMAGE TO THE DOWEL PINS.
THE DOWEL PINS ARE AN INTERFERENCE
FIT WITH THE PROPELLER FLANGE.
(a) Insert two dowel pins (Table 3-1) through the threadless holes in the propeller flange, flush with the propeller-side of the hub flange.
NOTE: The dowel pins will protrude from the hub flange surface facing the engine, to engage the spacer.
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CAUTION: INSERT THE DOWEL PINS INTO THE
SPACER USING A BRASS HAMMER
OR EQUIVALENT TOOL TO PREVENT
DAMAGE TO THE DOWEL PINS. THE
DOWEL PINS ARE AN INTERFERENCE FIT
WITH THE SPACER.
(b) Insert two dowel pins (Table 3-1) into the dowel pin holes on the engine-side of the spacer. (Figure 3-26).
NOTE: The dowel pins must protrude 0.50 inch
(12.7 mm) from the engine side of the spacer.
(5) Install the specified O-ring (Table 3-1) on the side of the spacer, facing the propeller flange.
(6) Align the mounting and dowel pin holes in the spacer with the mounting studs and dowel pins in the propeller flange.
(7) Slide the spacer onto the propeller flange.
CAUTION: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE SPACER.
(8) Install the specified O-ring (Table 3-1) in the inside diameter groove of the spacer, facing the engine.
CAUTION: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE ENGINE HUB FLANGE
AND THE SPACER.
(9) Align the mounting and dowel pin holes in the engine flange with the mounting studs and dowel pins in the spacer.
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CAUTION:
(10) Install mounting washers and nuts (Table 3-1) onto the protruding studs in the engine flange. Refer to Figure 3-26.
NOTE: For propeller removals between overhaul intervals, mounting studs, nuts and washers may be reused if they are not damaged or corroded.
CAUTION:
NEW PROPELLER MOUNTING NUTS
AND WASHERS MUST BE USED WHEN
INITIALLY INSTALLING A NEW OR
OVERHAULED PROPELLER.
MAKE SURE THE STUDS DO NOT TURN
WHEN THE NUTS ARE TORQUED.
ALLOWING THE STUDS TO TURN WILL
LOAD THEM AGAINST THE SPINNER
MOUNTING PLATE AND MAY LEAD TO
FAILURE OF THE SPINNER MOUNTING
BOLTS.
(11) Use a torque wrench with the appropriate torque wrench adapter (Figure 3-3) to torque all mounting nuts in sequence. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
NOTE: Refer to the Tools, Consumables, and
Expendables section in this chapter for a list of applicable torque wrench adapters.
(a) Torque the mounting nuts to half of the final torque, beginning with any mounting bolt, and moving around the clock in either direction.
(b) Final torque the nuts in sequence, beginning with any mounting nut, and moving around the clock in either direction.
(12) Safety all mounting studs with 0.032 inch (0.81 mm) minimum diameter stainless steel wire. (Two studs per safety).
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(13) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual.
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(14) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(15) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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(16) Install the beta valve, governor, and linkage as follows:
Refer to Figure 3-18.
NOTE: If a governor only was previously installed, the existing studs in the engine governor pad will be too short to accommodate both a governor and beta valve. These studs must be replaced with longer length studs.
(a) Replacement of the four studs in the engine governor pad with longer studs, or due to stud damage must be performed only by a certified mechanic in accordance with the engine manufacturer’s requirements.
(b) Install the governor gasket (Table 3-1) against the face of the engine pad.
(c) Install the beta valve unit as shown in Figure 3-18.
(d) Install a governor gasket (Table 3-1) against the valve face (contacting the governor).
(e) Install the shaft extension (Table 3-1) into the female splines of the engine governor drive shaft.
(f) Install the governor and secure it with nuts (Table 3-1).
NOTE: Follow the applicable airframe manufacturer’s instructions or the supplemental type certificate holder’s instructions for the rigging of the governor control cable.
(g) Torque the nuts to 10-15 Ft-Lb (14-20 N•m).
(h) Install the carbon block into the beta linkage lever, per the airframe manufacturer’s instructions.
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CAUTION 1: FIT THE BLOCK IN THE BETA
RING WITH A MINIMUM SIDE
CLEARANCE OF 0.001 INCH
(0.03 MM). REFER TO FIGURE 3-16.
CAUTION 2: MAXIMUM SIDE CLEARANCE
PERMITTED IS 0.010 INCH
(0.25 mm) IN ACCORDANCE WITH
THE CARBON BLOCK ASSEMBLIES
SECTION IN THE MAINTENANCE
PRACTICES CHAPTER OF THIS
MANUAL.
(i) Install the carbon block assembly (Figure 3-17) into the beta ring.
(j) Install, adjust and safety the beta linkage per the airframe manufacturer’s instructions.
NOTE: If airframe manufacturer’s or supplemental type certificate holder’s instructions are unavailable, then follow step 4.N.(15) in this chapter.
(k) Connect the outer end of the lever with the control push-pull fitting provided.
(17) Adjusting the Propeller Reverse Control System
NOTE: Follow the instructions in this step only if the airframe manufacturer’s or the supplemental type certificate holder’s instructions for this procedure are unavailable.
Refer to Figure 3-19.
(a) Set the reverse control in forward position.
(b) Adjust “D”, at the end of the reverse control rod, so that “B” is approximately 1/16 inch (1.6 mm) as measured from the spool flange to the bottom of the counterbore (or within 1/16 inch (1.6 mm) of the end of its travel).
NOTE: “A” is zero.
(c) The low pitch adjustment “C” has been made at the factory, according to published information. The readjustment of low pitch should not be required.
Refer to the Propeller Low Pitch Settings section in the Maintenance Practices Chapter of this manual for adjustment information.
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CAUTION: TO PREVENT ENGINE OVERSPEED,
DO NOT ALLOW THE RPM TO REACH
THE RPM SET BY THE GOVERNOR.
THIS WILL ALLOW THE GOVERNOR
TO OVERRIDE THE REVERSE
PITCH CONTROL AND CAUSE THE
PITCH TO COME OUT OF REVERSE,
RESULTING IN DAMAGE TO THE
REVERSING MECHANISM.
(d) Check the RPM during reverse pitch operation.
1 Set the propeller governor control for maximum
RPM.
2 While the engine is idling, set the pitch control for maximum reverse pitch.
3 Gradually open the throttle until the RPM reaches the maximum value, or until the RPM reaches approximately 80 percent to 90 percent of the engine rating.
NOTE: It is desirable to have the reverse pitch set to provide 80 percent to 90 percent of the engine rated RPM. This provides a margin of safety for reverse pitch operation.
(e) If the RPM exceeds the desired value for reverse pitch, check to be sure the reverse push-pull control
(Figure 3-19) has enough travel to move the piston up against its internal stop. To accomplish this:
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CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE
DE-ICE BOOT WHEN APPLYING
TORQUE TO A BLADE ASSEMBLY.
PUT THE BLADE PADDLE IN THE
THICKEST AREA OF THE BLADE,
JUST OUTSIDE OF THE DE-ICE
BOOT. USE ONE BLADE PADDLE
PER BLADE.
1 Using blade paddles (one per blade), rotate the blade angle into full reverse pitch, and determine if the beta valve is calling for oil pressure. This condition is met if “B” (Figure 3-19) is 3/16 inch
(4.8 mm) or less.
2 While in full reverse, check for clearance between nut “E” (Figure 3-19) and the guide bushing. There should be a positive clearance.
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P. Installing Splined Propeller Models HA-A2(MV,V)20-1B
Refer to Figure 3-27.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER
TO THE ILLUSTRATED PARTS LIST
CHAPTER OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting shaft.
W10137
Piston Slot
Piston
Link Pin Unit
Safety Screw
Safety Wire
Link Arm
Piston-to-Link Arm Attachment Details
Figure 3-28
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CAUTION: THE PISTON MUST BE REMOVED
BEFORE INSTALLING THE PROPELLER
ON THE AIRCRAFT. IF THE PISTON HAS
ALREADY BEEN REMOVED, PROCEED TO
STEP 4.O.(3).
(2) Piston Removal (Refer to Figures 3-27 and 3-28.)
(a) Remove the piston nut.
(b) Remove the safety wire (if installed) from the link pin units.
(c) Remove the safety screw from each link pin unit.
(d) Remove each link pin unit.
W10139
W10136
Pitch
Adjustment
Assembly
Safety Wire
Plate
Split Retainer
Plate Retention
Screw
Cylinder
Pitch Adjustment Assembly-to-Cylinder Attachment Details
Figure 3-29
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(e) The piston ears and link arms should have corresponding index numbers (1 and 2) impressionstamped or marked with a felt-tipped pen. If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(f) Slide the link arms out of the piston slots.
(g) Slide the piston off the cylinder.
CAUTION: THE PITCH ADJUSTMENT ASSEMBLY
MUST BE REMOVED BEFORE
INSTALLING THE PROPELLER ON THE
AIRCRAFT. IF THE PITCH ADJUSTMENT
ASSEMBLY HAS ALREADY BEEN
REMOVED, PROCEED TO STEP 4.O.(4).
(3) Pitch adjustment assembly removal
Refer to Figure 3-29.
(a) Remove the plate retention screw safety wire (if installed).
(b) Remove the plate retention screws.
(c) Remove the plate.
(d) Remove the split retainer.
(e) Remove the pitch adjustment assembly from the cylinder.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(4) Clean the propeller hub spline and engine spline surfaces with Quick Dry Stoddard Solvent or MEK.
(5) Slide the spinner bulkhead onto the shaft.
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D-1985
Rear Cone
Rear Cone
O-Ring
Propeller Owner’s Manual
168
Spline Engine Shaft
Rear Hub Mounting Parts on HA-A2(MV,V)20-1B Propeller
Figure 3-30
D-2020
Bushing
Hub
Cylinder O-ring
Puller Ring
Shaft Nut
Safety Pin
Piston
Safetying the Shaft Nut on the 20 Spline Shaft Propeller
Figure 3-31
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(6) Install the rear cone onto the engine, with the tapered end of the cone facing the propeller hub (Figure 3-30).
(7) Install the rear cone O-ring (Table 3-1) over the shaft. Refer to Figure 3-30.
(8) Slide the propeller hub onto the engine shaft and tighten the shaft nut.
(9) Torque the propeller shaft nut using tool BST-2910. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
(10) Safety the shaft nut (Table 3-1) to the engine shaft using a hub nut safety pin (Table 3-1). Refer to Figure 3-31.
NOTE: The hub nut safety pin is normally supplied in a separate package when the propeller is shipped new from the factory.
(11) Install the pitch adjustment assembly into the cylinder.
(12) Install the split retainer into the recess in the cylinder.
(13) Pull the pitch adjustment assembly forward, tight against the split retainer, locking the split retainer into place.
D- 1930
Piston O-ring Groove
Felt Dust Seal Groove
Piston
Felt Dust Seal
Piston O-ring
Installing Piston O-Ring and Felt Dust Seal
Figure 3-32
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(14) Install the ring retention plate, which secures the split retainer, into place.
(15) Install the plate retention screws and tighten them until snug.
(16) Safety the plate screws using 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two screws per safety).
(17) If the piston O-ring (Table 3-1) and the felt dust seal are not already installed in the piston, perform the following steps. Refer to Figure 3-32.
(a) Lubricate the piston O-ring and carefully install it in the inner groove provided for it in the piston.
(b) Cut the felt dust seal material to the necessary length.
NOTE: Cut the felt dust seal material on a 30 degree diagonal so there will be an overlap with a smooth, fuzz-free surface.
(c) Soak the felt dust seal material in aviation grade reciprocating engine oil until it is completely saturated.
(d) Squeeze the excess oil from the felt dust seal.
(e) Install the felt dust seal material in the outer groove provided for it in the piston.
(f) Install the rod O-ring (Table 3-1) in the groove at the end of the threaded portion of the pitch change rod.
CAUTION: TO MAINTAIN PROPER BLADE ANGLES,
REINSTALL THE PISTON IN THE SAME
POSITION AS WHEN IT WAS ORIGINALLY
ASSEMBLED. INDEX NUMBERS ON
THE PISTON AND THE GUIDE COLLAR
ARE PROVIDED TO INSURE PROPER
POSITIONING.
(18) Locate and match up the index numbers (1 and 2) on the piston ears with the corresponding index numbers on the guide collar.
NOTE: The index marks will be either impression- stamped or drawn with a felt-tipped pen.
(19) Oil the surface of the cylinder.
(20) Slide the piston onto the cylinder.
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(21) Slide the link arms into the piston slots.
(22) Connect the link arms to the piston.
(23) Install the link pin units.
(24) Install the link pin safety screws.
(25) Safety the link pin screws together with 0.032 inch
(0.81 mm) minimum diameter stainless steel wire
(Figure 3-28).
(26) Rotate the blades to a higher pitch to seat the piston onto the pitch change rod.
(27) Install the piston nut. Torque per Table 3-2.
(28) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(29) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
INSTALLATION AND REMOVAL
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Rev. 3 Mar/11
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Q. Installing the 20 Spline Propeller Models HC-A2(MV,V)20-1A
Refer to Figure 3-33.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting shaft.
NOTE: In most cases, the piston is not installed on the cylinder when the propeller is not installed on the engine.
CAUTION: THE PISTON MUST BE REMOVED
BEFORE INSTALLING THE PROPELLER
ON THE AIRCRAFT. IF THE PISTON HAS
ALREADY BEEN REMOVED, PROCEED TO
STEP 4.Q.(3).
(2) Piston removal
(a) The piston ears, forks, and counterweights should have corresponding index numbers (1 and 2) impression-stamped or marked with a felt-tipped pen.
If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
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(b) Move the piston to low pitch
(c) Loosen the set screw in each fork.
(d) Rotate the forks away from the clamp linkscrews.
(e) Remove the self-locking nut from the end of each guide rod.
(f) Remove the washer from each guide rod.
(g) Lift the piston from the cylinder.
(h) Remove the sleeve from each bulkhead boss.
(i) Remove the high stop spacer from each sleeve.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the propeller hub spline and engine spline surfaces with Quick Dry Stoddard Solvent or MEK.
(4) Slide the rear spinner bulkhead onto the engine shaft.
(5) Install the rear cone onto the bulkhead, matching the holes in the cone with the pins in the bulkhead (Figure
3-30). Push the cone against the bulkhead.
(6) Install the rear cone O-ring (Table 3-1) over the shaft and against the cone.
(7) Slide the propeller hub onto the engine shaft.
(8) Tighten the hub nut until the rear bulkhead is snug, but do not torque the nut.
CAUTION: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE SPINNER
IS INSTALLED.
(9) Carefully slide the spinner dome over the installed propeller.
(10) To properly position the rear bulkhead, temporarily install the spinner dome using at least three screws.
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(11) Adjust the spinner to equalize the clearance between the blades and the blade cutouts in the dome.
(12) Remove the spinner dome.
(13) Torque the propeller shaft nut (Table 3-1) using tool
BST-2910. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
(14) Safety the hub nut using the hub lock safety pin (Table
3-1). Refer to Figure 3-31.
(15) If the piston O-ring (Table 3-1) and the felt dust seal are not already installed in the piston, perform the following steps: Refer to Figure 3-32.
(a) Lubricate the piston O-ring and carefully install it in the inner groove provided for it in the piston.
(b) Cut the felt dust seal material to the necessary length.
NOTE: Cut the felt dust seal material on a 30 degree diagonal so there will be an overlap with a smooth, fuzz-free surface.
(c) Soak the felt dust seal material in aviation grade reciprocating engine oil until it is completely saturated.
(d) Squeeze the excess oil from the felt dust seal.
(e) Install the felt dust seal material in the outer groove provided for it in the piston.
(f) Install the rod O-ring (Table 3-1) in the groove at the end of the threaded portion of the pitch change rod.
CAUTION: TO MAINTAIN PROPER BLADE ANGLES,
REINSTALL THE PISTON IN THE SAME
POSITION AS WHEN IT WAS ORIGINALLY
ASSEMBLED. INDEX NUMBERS ON
THE PISTON AND THE GUIDE COLLAR
ARE PROVIDED TO INSURE PROPER
POSITIONING.
(16) Locate and match up the index numbers (1 and 2) on the forks and piston ears with the corresponding index numbers on the counterweights.
NOTE: The index marks will be either impressionstamped or drawn with a felt-tipped pen.
(17) Install the high stop spacers (Table 3-1) on each rod sleeve.
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(18) Slide the rod sleeves with high stop spacers into each spinner bulkhead boss.
(19) Oil the entire surface of the cylinder.
(20) Install the pitch change block on each clamp linkscrew.
CAUTION: POSITION THE THICK SIDE OF THE FORK
ON THE ENGINE SIDE OF THE PITCH
CHANGE BLOCK.
(21) Slide a fork onto each pitch change block.
(22) Slide the guide rods through the forks and rod sleeves until the piston rods protrude through the spinner bulkhead.
(23) Install the washer and self-locking nut (Table 3-1) on the end of each of the guide rods.
NOTE: Align the forks with the pitch change blocks.
(24) Torque the self-locking nut against the guide rod. Refer to
Table 3-2.
(25) Tighten the set screw in each fork until snug.
(26) Safety the set screws.
(27) If the propeller is equipped with an ice protection system that uses components supplied by Hartzell Propeller Inc., applicable instructions and technical information for the components supplied by Hartzell can be found in the following publications available on the Hartzell website at www.hartzellprop.com.
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(28) Propeller ice protection system components not supplied by Hartzell Propeller Inc. are controlled by the applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
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(29) Install the spinner dome as follows:
CAUTION 1: TO PREVENT DAMAGE TO THE
BLADE AND BLADE PAINT, WRAP THE
BLADE SHANKS IN SEVERAL LAYERS
OF MASKING OR DUCT TAPE
BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER
THE SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
(a) Carefully slide the spinner dome over the installed propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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R. Installing Splined Propeller Models HC-A3(MV,V)20-1( )
Refer to Figure 3-34.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON
THE AIRCRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS, IF
APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange.
NOTE: In most cases, the piston is not installed on the cylinder when the propeller is not installed on the engine.
CAUTION: THE PISTON MUST BE REMOVED
BEFORE INSTALLING THE PROPELLER
ON THE AIRCRAFT. IF THE PISTON HAS
ALREADY BEEN REMOVED, PROCEED TO
STEP 4.R.(3).
(2) Piston removal
(a) The piston ears, forks, and counterweights should have corresponding index numbers (1, 2, and 3) impression-stamped or marked with a felt-tipped pen.
If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
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(b) Move the piston to low pitch
(c) Loosen the set screw in each fork.
(d) Rotate the forks away from the clamp linkscrews.
(e) Remove the self-locking nut from the end of each guide rod.
(f) Remove the washer from each guide rod.
(g) Lift the piston from the cylinder.
(h) Remove the sleeve from each bulkhead boss.
(i) Remove the high stop spacer from each sleeve.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(3) Clean the propeller hub spline and engine spline surfaces with Quick Dry Stoddard Solvent or MEK.
Spinner Bulkhead
Rear Cone O-Ring
Rear Cone
Bulkhead Pin
Spline Engine Shaft
Rear Hub Mounting Parts on HC-A3(MV,V)20-1( ) Propeller
Figure 3-35
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(4) If the rear cone is not installed, install it on the bulkhead, matching the holes in the cone with the pins in the bulkhead. Push the cone against the bulkhead.
(5) Slide the rear spinner bulkhead onto the engine shaft.
(6) Install the rear cone O-ring (Table 3-1) over the shaft and against the cone. Refer to Figure 3-35.
(7) Slide the propeller hub onto the engine shaft and tighten the hub nut until the rear bulkhead is snug, but not tight.
Do not torque the nut.
CAUTION: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE SPINNER
IS INSTALLED.
(8) Carefully slide the spinner dome over the installed propeller.
(9) To properly position the rear bulkhead, temporarily install the spinner dome with at least four screws.
(10) Adjust the spinner to equalize the clearance between the blades and the blade cutouts in the dome.
(11) Remove the spinner dome.
(12) Using tool BST-2910, torque the propeller shaft nut (Table
3-1). Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
(13) Safety the hub nut using the hub lock safety pin (Table
3-1). Refer to Figure 3-31.
(14) If the piston O-ring (Table 3-1) and the felt dust seal are not already installed in the piston, perform the following steps. Refer to Figure 3-32.
(a) Lubricate the piston O-ring and carefully install it in the inner groove provided for it in the piston.
(b) Cut the felt dust seal material to the necessary length.
NOTE: Cut the felt dust seal material on a 30 degree diagonal so there will be an overlap with a smooth, fuzz-free surface.
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(c) Soak the felt dust seal material in aviation grade reciprocating engine oil until it is completely saturated.
(d) Squeeze the excess oil from the felt dust seal.
(e) Install the felt dust seal material in the outer groove provided for it in the piston.
(f) Install the rod O-ring (Table 3-1) in the groove at the end of the threaded portion of the pitch change rod.
CAUTION: TO MAINTAIN PROPER BLADE ANGLES,
REINSTALL THE PISTON IN THE SAME
POSITION AS WHEN IT WAS ORIGINALLY
ASSEMBLED. INDEX NUMBERS ON
THE PISTON AND THE GUIDE COLLAR
ARE PROVIDED TO INSURE PROPER
POSITIONING.
(15) Locate and match up the index numbers (1, 2, and 3) on the forks and piston ears with the corresponding index numbers on the counterweights.
NOTE: The index marks will be either impressionstamped or drawn with a felt-tipped pen.
(16) Install the high stop spacer(s) (Table 3-1) on each rod sleeve.
(17) Slide the rod sleeves with high stop spacers into each spinner bulkhead boss.
(18) Oil the entire surface of the cylinder.
(19) Install the pitch change block on each clamp linkscrew.
CAUTION: POSITION THE THICK SIDE OF THE FORK
ON THE ENGINE SIDE OF THE PITCH
CHANGE BLOCK.
(20) Slide a fork onto each pitch change block.
(21) Install the piston:
(a) Engage the forks on the pitch change blocks.
(b) Slide the guide rods through the forks and rod sleeves until the piston rods protrude through the spinner bulkhead.
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(22) Install the washer and self-locking nut (Table 3-1) on the end of each of the guide rods.
NOTE: Align the forks with the pitch change blocks.
(23) Torque the self-locking nut against the guide rod. Refer to
Table 3-2.
(24) Tighten the set screw in each fork until snug.
(25) Safety the set screws with CM162 safety wire.
(26) Install the spinner dome as follows:
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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S. Installing Splined Propeller Models HC-A2(MV,V)20-2 and
HC-A3(MV,V)20-2( )
Refer to Figures 3-36 AND 3-37.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine mounting flange in preparation for installation.
NOTE: If the propeller is equipped with an anti-ice or a de-ice system, follow the applicable manufacturer’s instructions for installation of the anti-ice or de-ice system hardware.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: THE PISTON MUST BE REMOVED
BEFORE INSTALLING THE PROPELLER
ON THE AIRCRAFT. IF THE PISTON HAS
ALREADY BEEN REMOVED, PROCEED TO
STEP 4.S.(3).
(2) Piston Removal (Refer to Figures 3-28, 3-36, and 3-37.)
(a) Remove the piston nut, if it was not previously removed to facilitate boxing and shipping of the propeller.
(b) Remove the safety wire (if installed) from the link pin units.
(c) Remove the safety screw from each link pin unit.
(d) Remove each link pin unit.
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(e) The piston ears and guide collar should have corresponding index numbers (1 and 2 on a 2-blade propeller; 1, 2, and 3 on a 3-blade propeller) impression-stamped or marked with a felt-tipped pen. If they are not marked, number them with a felttipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(f) Slide the link arms out of the piston slots.
(g) Remove the socket head cap screw (Table 3-1), jam nut, and washer from each piston guide rod.
(h) Slide the piston off the cylinder.
CAUTION: THE SPRING ASSEMBLY MUST BE
REMOVED BEFORE INSTALLING THE
PROPELLER ON THE AIRCRAFT. IF THE
SPRING ASSEMBLY HAS ALREADY BEEN
REMOVED, PROCEED TO STEP 4.R.(4).
(3) Spring assembly removal:
Refer to Figure 3-38.
(a) Remove the safety wire (if installed) from the feather stop screws.
Split Retainer
Cylinder
Spring
Feathering Stop
Feathering Stop Screw
Safety Wire
Ring Retention Plate
Spring Assembly-to-Cylinder Attachment Details
Figure 3-38
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D-2020
(b) Remove the two screws from each of the two feather stops on the front spring retainer.
(c) Remove the feather stops.
(d) Remove the split retainer.
(e) Remove the spring assembly from the cylinder.
WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(4) Clean the propeller hub spline and engine spline surfaces with Quick Dry Stoddard Solvent or MEK.
(5) Slide the spinner bulkhead onto the shaft.
(6) Install the rear cone onto the bulkhead (Figure 3-39), matching the holes in the cone with the pins in the bulkhead.
(7) Retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
Spinner Bulkhead
Rear Cone O-Ring
Rear Cone
Bulkhead Pin
Spline Engine Shaft
Rear Hub Mounting Parts
Figure 3-39
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(8) Install the rear cone O-ring (Table 3-1) over the shaft.
(Refer to Figure 3-39).
(9) Slide the propeller hub onto the shaft and tighten the shaft nut until the rear bulkhead is snug, but not tight.
CAUTION: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE SPINNER
IS INSTALLED.
(10) Carefully slide the spinner dome over the installed propeller.
(11) To properly position the rear bulkhead, temporarily install the spinner dome with at least four screws.
NOTE: Make sure the start lock pins are parallel with the blade axis, but offset to one side.
(12) Adjust the spinner to equalize the clearance between the blades and the blade cutouts in the dome.
(13) Remove the spinner dome.
(14) Using tool BST-2910, torque the propeller shaft nut (Table
3-1). Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
(15) Safety the shaft nut to the engine shaft using a hub lock safety pin (Table 3-1). Refer to Figure 3-31.
NOTE: The hub lock safety pin is normally supplied in a separate package when the propeller is shipped new from the factory.
(16) Install the spring assembly.
(a) Put the feathering spring assembly into the engine shaft, with the front spring retainer inside the cylinder.
(b) Install the front split retainer between the cylinder and the front spring retainer, sliding the split retainer into the recess in the cylinder.
(c) Pull the spring retainer tight against the front split retainer.
(d) Install the feathering stop plate, which secures the split retainer, into place.
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(e) Install the stop screws and tighten them until they are snug.
(f) Safety the stop screws with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two per safety).
(17) If the piston O-ring (Table 3-1) and the felt dust seal are not already installed in the piston, perform the following steps. Refer to Figure 3-32.
(a) Lubricate the piston O-ring and carefully install it in the inner groove provided for it in the piston.
(b) Cut the felt dust seal material to the necessary length.
NOTE: Cut the felt dust seal material on a 30 degree diagonal so there will be an overlap with a smooth, fuzz-free surface.
(c) Soak the felt dust seal material in aviation grade reciprocating engine oil until it is completely saturated.
(d) Squeeze the excess oil from the felt dust seal.
(e) Install the felt dust seal material in the outer groove provided for it in the piston.
(f) Install the rod O-ring (Table 3-1) in the groove at the end of the threaded portion of the pitch change rod.
(18) Install the rod O-ring (Table 3-1) in the groove at the end of the threaded portion of the pitch change rod.
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CAUTION: TO MAINTAIN PROPER BLADE ANGLES,
REINSTALL THE PISTON IN THE SAME
POSITION AS WHEN IT WAS ORIGINALLY
ASSEMBLED. INDEX NUMBERS ON
THE PISTON AND THE GUIDE COLLAR
ARE PROVIDED TO INSURE PROPER
POSITIONING.
(19) Locate and match up the index numbers (1 and 2 on
2-blade propeller; 1, 2, and 3 on 3-blade propeller) on the piston ears with the corresponding index numbers on the guide collar. Refer to Figure 3-40.
NOTE: The index marks will be either impressionstamped or drawn with a felt-tipped pen.
(20) Oil the surface of the cylinder and install the piston.
(21) Slide the piston onto the cylinder and pass the guide rods through the collar bushing (Figure 3-40).
D-1485
Jam Nut
Socket Head
Cap Screw
Washer
Guide Rod
Guide Collar
Piston Ear
Guide Rod Attachment Details
Figure 3-40
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(22) Install the washer, jam nut, and socket head cap screw at the end of each guide rod (Figure 3-40).
(23) Connect the link arms to the piston (Figure 3-28).
(24) Install the link pin units.
(25) Install the link pin safety screws (Figure 3-28).
(26) Safety the two screws together with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (Figure 3-28).
(27) Carefully rotate the blades into feather position and fasten the piston to the pitch change rod with the piston nut (Table
3-1).
(28) Torque the piston nut. Refer to Table 3-2.
(29) Torque the jam nut against the guide rod. Refer to Table
3-2.
(30) Remove the wires from the start lock brackets.
(31) Position the propeller on the start locks.
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A BLADE
ASSEMBLY. PUT THE BLADE PADDLE IN
THE THICKEST AREA OF THE BLADE, JUST
OUTSIDE OF THE DE-ICE BOOT. USE ONE
BLADE PADDLE PER BLADE.
(32) Using the paddles, simultaneously rotate the blades toward low pitch until the start lock pins engage the start lock plate.
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(33) Install the spinner dome as follows:
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
NOTE: The following instructions relate to Hartzell spinners only. In some cases, the airframe manufacturer produced the spinner assembly.
In those cases, refer to the airframe manufacturer’s manual for spinner installation instructions.
(a) Carefully slide the spinner dome over the reinstalled propeller.
(b) Secure the spinner dome to the spinner bulkhead with the supplied screws and washers.
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Hub Lock Safety Pin
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Hub Lock Safety Pin
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T. Installing the 20 Splined Propeller Models
HC-A2(MV,V)20-3L and HC-A3(MV,V)20-3L
Refer to Figures 3-41 and 3-42.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
(1) With a suitable crane hoist and sling, carefully move the propeller assembly to the aircraft engine shaft.
NOTE: If the propeller is equipped with an anti-ice or a de-ice system, follow the applicable manufacturer’s instructions for installation of the anti-ice or de-ice system hardware.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER TO
THE INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION
OF SPECIFIC PROPELLER CRITICAL
PARTS.
CAUTION 2: THE PISTON MUST BE REMOVED
BEFORE INSTALLING THE PROPELLER
ON THE AIRCRAFT. IF THE PISTON HAS
ALREADY BEEN REMOVED, PROCEED
TO STEP 4.T.(3).
(2) Piston Removal:
Refer to Figure 3-28.
(a) Remove the piston nut.
(b) Remove the safety wire (if installed) from the link pin units.
(c) Remove the safety screw from each link pin unit.
(d) Remove each link pin unit.
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(e) The piston ears and guide collar should have corresponding index numbers (1 and 2 for a two blade propeller, and 1, 2, and 3 for a three blade propeller) impression-stamped or marked with a felttipped pen. If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(f) Slide the link arms out of the piston slots.
CAUTION: THE POSITION OF THE LOW STOP
COLLAR (BETA RING) IS ADJUSTED
AT THE FACTORY AND MUST
BE REINSTALLED IN THE SAME
POSITION.
(g) Measure and record the distance from the end of the rod to the top surface of the self-locking nut to insure that the hydraulic low pitch will be in the same blade angle when the piston and nut are reinstalled.
(h) Remove the hardware from each rod.
1 Model HC-A2(MV,V)20-3L: Self-locking low pitch nut (Table 3-1) and spacer. Refer to Figure
3-41.
2 Model HC-A3(MV,V)20-3L: Self-locking nut, rod end ring, check nut, self-locking low pitch nut, and spacer (Table 3-1). Refer to Figure 3-42.
(i) Slide the piston off the cylinder.
CAUTION: THE SPRING ASSEMBLY MUST BE
REMOVED BEFORE INSTALLING THE
PROPELLER ON THE AIRCRAFT. IF THE
SPRING ASSEMBLY HAS ALREADY BEEN
REMOVED, PROCEED TO STEP 4.S.(4)
(3) Spring assembly removal (Refer to Figure 3-38):
(a) Remove the safety wire from the feather stop screws.
(b) Remove the two screws from each of two feather stops on the front spring retainer.
(c) Remove the feather stops.
(d) Remove the split retainer.
(e) Remove the spring assembly from the cylinder.
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WARNING: CLEANING AGENT MEK IS FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
(4) Clean the propeller hub spline and engine spline surfaces with Quick Dry Stoddard Solvent or MEK.
(5) Slide the rear cone onto the shaft.
(6) Install the rear cone O-ring (Table 3-1) over the shaft and against the cone. (Refer to Figure 3-43).
(7) Slide the propeller hub onto the engine and torque the propeller hub nut (Table 3-1) using tool BST-2910. Refer to Table 3-2 and Figure 3-4 to determine the proper torque value to which the torque wrench must be set.
D-4519
Spline Engine Shaft
Rear Cone
Rear Cone O-Ring
Rear Hub Mounting Parts on HC-A(2,3)(MV,V)20-3L Propeller
Figure 3-43
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(8) Safety the hub nut to the engine shaft using a hub lock safety pin (Table 3-1). Refer to Figure 3-31.
NOTE: The hub lock safety pin is normally supplied in a separate package when the propeller is shipped new from the factory.
(9) Install the spring assembly. Refer to Figures 3-41 and
3-42.
(a) Put the feathering spring assembly into the engine shaft, with the front spring retainer inside the cylinder.
(b) Install the front split retainer between the cylinder and the front spring retainer, sliding the split retainer into the recess in the cylinder.
(c) Pull the spring retainer tight against the front split retainer.
(d) Install the two feathering stops that secure the split retainer into place on the front of the spring retainer.
(e) Install the feathering stop retention screws and tighten them until they are snug.
(f) Safety the stop screws with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (two per safety).
(10) If the piston O-ring (Table 3-1) and the felt dust seal are not already installed in the piston, perform the following steps. Refer to Figure 3-32.
(a) Lubricate the piston O-ring and carefully install it in the inner groove provided for it in the piston.
(b) Cut the felt dust seal material to the necessary length.
NOTE: Cut the felt dust seal material on a 30 degree diagonal so there will be an overlap with a smooth, fuzz-free surface.
(c) Soak the felt dust seal material in aviation grade reciprocating engine oil until it is completely saturated.
(d) Squeeze the excess oil from the felt dust seal.
(e) Install the felt dust seal material in the outer groove provided for it in the piston.
(f) Install the rod O-ring (Table 3-1) in the groove at the end of the threaded portion of the pitch change rod.
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(11) Install the rod O-ring (Table 3-1) in the groove at the end of the threaded portion of the pitch change rod.
CAUTION: TO MAINTAIN PROPER BLADE ANGLES,
REINSTALL THE PISTON IN THE SAME
POSITION AS WHEN IT WAS ORIGINALLY
ASSEMBLED. INDEX NUMBERS ON
THE PISTON AND THE GUIDE COLLAR
ARE PROVIDED TO INSURE PROPER
POSITIONING.
(12) Locate and match up the index numbers (1 and 2 on a two blade propeller, and 1, 2, and 3 on a three blade propeller) on the piston ears with the corresponding index numbers on the guide collar.
NOTE: The index marks will be either impressionstamped or drawn with a felt-tipped pen.
(13) Oil the entire surface of the cylinder and install the piston.
(14) Align the piston with the beta rods, and slide the piston onto the beta rods and cylinder.
(15) Connect the link arms to the piston (Figure 3-28).
(16) Install the link pin units.
(17) Install the link pin safety screws.
(18) Safety the link pin screws together with 0.032 inch (0.81 mm) minimum diameter stainless steel wire (Figure
3-28).
(19) Carefully rotate the blades into feather position and fasten the piston to the pitch change rod with the piston nut
(Table 3-1).
(20) Torque the piston nut per Table 3-2.
(21) Install the spacer and self-locking low pitch nut (Table 3-1) on each beta rod.
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WARNING: TO INSURE PROPER LOW PITCH BLADE
ANGLE, THE LOW PITCH NUTS MUST BE
SET IN THE PROPER POSITION ON THE
BETA RODS. OTHERWISE, POSSIBLE
SERIOUS INJURY AND PROPELLER
DAMAGE COULD RESULT.
(22) If the propeller was received with the piston already removed, there should have been an information tag attached to each beta return spring (Figure 3-44) indicating the proper position for the self-locking low-pitch nut on the end of the beta rod.
(a) Adjust the position of each self-locking low pitch nut so that the distance from the top surface of the selflocking nut to the end of the beta rod is as indicated on the information tag attached to the corresponding beta return spring on the beta rod. Refer to Figure
3-44.
W10413
Beta Return Spring
Beta Rod
2.567
Information tag for measurement of low pitch nut location
Information Tag on Beta Return Spring
Figure 3-44
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(23) If it was necessary to remove the piston for installation of the propeller, and no information tags were found on the beta return springs:
(a) Refer to the distance measurements recorded in step
6.T.(2)(g) of this section to insure that the low pitch nuts will be set at the same position as before removal of the piston.
(b) Refer to the Type Certificate Data sheet or Hartzell
Propeller Application Guide to verify the proper low pitch blade angle.
(24) On propeller model HC-A2MV20-3L only, install the check nut, rod end ring, and self-locking nut on each beta rod.
(25) Torque the self-locking nut against the rod end ring. Refer to Table 3-2.
(26) Install the carbon block into the beta linkage lever, per the airframe manufacturer’s instructions.
CAUTION 1: FIT THE BLOCK IN THE BETA RING
WITH A MINIMUM SIDE CLEARANCE
OF 0.001 INCH (0.03 MM). REFER TO
FIGURE 3-16.
CAUTION 2: MAXIMUM SIDE CLEARANCE
PERMITTED IS 0.010 INCH (0.25 mm)
IN ACCORDANCE WITH THE CARBON
BLOCK ASSEMBLIES SECTION IN THE
MAINTENANCE PRACTICES CHAPTER
OF THIS MANUAL.
(27) Install the carbon block assembly (Figure 3-17) into the beta ring.
(28) Install, adjust and safety the beta linkage per the airframe manufacturer’s instructions.
5. Post-Installation Checks
A. Refer to the airframe manufacturer’s instructions for postinstallation checks.
B. Perform a static RPM check as outlined in the Maintenance
Practices chapter of this manual.
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6. Propeller Assembly Removal
A. Removing the F Flange Propeller Models
(B)HC-A2(MV,V)F-1( )
Refer to Figure 3-1.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
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WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
(2) Remove the safety wire on the propeller mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(3) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting bolts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(4) Unthread the propeller mounting bolts from the engine flange.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
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CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(5) Using the support sling, lift the propeller from the mounting flange.
(6) Remove and discard the engine shaft O-ring.
(7) Remove the spinner bulkhead.
(8) Put the propeller and associated parts on a suitable cart for transportation.
B. Removing the K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-1( ) and HC-A2(MV,V)L-6F
Refer to Figure 3-1.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE AND
BLADE PAINT, WRAP THE BLADE SHANKS
IN SEVERAL LAYERS OF MASKING OR
DUCT TAPE BEFORE REMOVING THE
SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner to the spinner adapter ring.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
INSTALLATION AND REMOVAL
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WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S
MANUALS AND PROCEDURES MUST
BE FOLLOWED BECAUSE THEY MAY
CONTAIN ISSUES VITAL TO AIRCRAFT
SAFETY THAT ARE NOT CONTAINED
IN THIS MANUAL OR IN THE HARTZELL
PROPELLER OVERHAUL MANUALS.
(2) Remove the safety wire on the propeller mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(3) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting bolts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
INSTALLATION AND REMOVAL
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CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(4) Remove the propeller mounting bolts from the engine flange.
(5) Remove two propeller mounting bolts and washers.
NOTE 1: Four of the propeller mounting bolts and washers cannot be removed from the propeller hub due to interference with other propeller parts.
NOTE 2: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(6) Using the support sling, lift the propeller from the mounting flange.
(7) Remove and discard the shaft O-ring.
(8) Remove the shim.
(9) If the spinner was manufactured by Hartzell Propeller:
(a) Do not remove the spinner adapter ring.
(b) Visually inspect the spinner adapter ring for cracks.
(c) If cracks are found in the spinner adapter ring, remove it from the engine starter ring gear and replace it.
(10) Put the propeller on a suitable cart for transportation.
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C. Removing the F Flange Propeller Models HC-A2(MV,V)F-2( )
Refer to Figure 3-7.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
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168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
WARNING 3: USE CAUTION DURING PROPELLER
REMOVAL WHEN THE START LOCKS
ARE ENGAGED. IF THE BLADES ARE
RELEASED SUDDENLY, THE EXTREME
FORCE CAN CAUSE SERIOUS INJURY
AND DAMAGE TO THE PROPELLER.
(2) Routine propeller engine shutdown will engage the start lock units, preventing the propeller from feathering. To allow access to the of the spinner mounting bolts, the start locks should remain engaged during the removal of the propeller.
(3) Remove the safety wire on the propeller mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(4) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting bolts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
INSTALLATION AND REMOVAL
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CAUTION:
(5) Remove the propeller mounting bolts and washers.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
CAUTION:
DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(6) Using the support sling, lift the propeller from the mounting flange.
(7) Remove and discard the shaft O-ring.
(8) Put the propeller, with spinner bulkhead and start locks attached, on a suitable cart for transportation.
INSTALLATION AND REMOVAL
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D. Removing the K and L Flange Propeller Models
HC-A2(MV,V)(K,L)-2( )
Refer to Figure 3-7.
NOTE: If the propeller is equipped with an anti-ice or a de-ice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner to the spinner adapter ring.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
61-00-68
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168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
WARNING 3: FOR SAFETY REASONS, THE
PROPELLER MUST BE PUT IN THE
FEATHER POSITION BEFORE IT IS
REMOVED FROM THE AIRCRAFT.
(2) Routine propeller engine shutdown will engage the start lock units, preventing the propeller from feathering. For purposes of propeller removal, the propeller should be put in feather position during engine shutdown. If this was not accomplished, then the propeller may be feathered as follows:
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PUT THE BLADE
PADDLE IN THE THICKEST AREA OF
THE BLADE, JUST OUTBOARD OF
THE DE-ICE BOOT. USE ONE BLADE
PADDLE PER BLADE.
(a) Rotate the blades simultaneously to a slightly lower pitch to disengage the start lock plates from the start lock units.
(b) Retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(c) Slowly and carefully allow the blades to rotate to high/feather pitch.
(3) Remove the safety wire on the propeller mounting bolts.
INSTALLATION AND REMOVAL
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WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(4) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting bolts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
(5) Record the position of each start lock in relation to its matching blade.
(6) Remove the start lock brackets to access the mounting bolts.
NOTE: It is not necessary to remove the wire that is holding the stop pin in place.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(7) Remove the propeller mounting bolts from the engine flange.
(8) Remove four propeller mounting bolts and washers.
NOTE 1: Two of the propeller mounting bolts and washers cannot be removed from the propeller hub due to interference with other propeller parts.
NOTE 2: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
INSTALLATION AND REMOVAL
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168
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(9) Remove and discard the shaft O-ring.
(10) Remove the shim.
(11) Using the support sling, lift the propeller from the mounting flange.
(12) If the spinner was manufactured by Hartzell Propeller:
(a) Do not remove the spinner adapter ring.
(b) Visually inspect the spinner adapter ring for cracks.
(c) If cracks are found in the spinner adapter ring, remove it from the engine starter ring gear and replace it.
(13) Put the propeller on a suitable cart for transportation.
INSTALLATION AND REMOVAL
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E. Removing the F Flange Propeller Models
(E,P)HC-A3(MV,V)F-2( ) except those using a spacer as specified in paragraph 6.F
Refer to Figure 3-10.
NOTE: If the propeller is equipped with an anti-ice or a de-ice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
61-00-68
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Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
WARNING 3: USE CAUTION DURING PROPELLER
REMOVAL WHEN THE START LOCKS
ARE ENGAGED. IF THE BLADES ARE
RELEASED SUDDENLY, THE EXTREME
FORCE CAN CAUSE SERIOUS INJURY
AND DAMAGE TO THE PROPELLER.
(2) Routine propeller engine shutdown will engage the start lock units, preventing the propeller from feathering. To allow access to the of the spinner mounting bolts, the start locks should remain engaged during the removal of the propeller.
D-1495
Spinner Bulkhead
Spinner
Mounting Plate
Bolt
Nut
Washer
Spinner Bulkhead Removal
Figure 3-45
INSTALLATION AND REMOVAL
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168
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(3) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting bolts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(4) Remove the propeller mounting bolts and washers.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(5) Using the support sling, lift the propeller from the mounting flange.
(6) Remove and discard the shaft O-ring.
(7) Put the propeller, with spinner bulkhead and start locks attached, on a suitable cart for transportation.
INSTALLATION AND REMOVAL
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(8) If spinner assembly 837-16 is installed, refer to Figure
3-45 and perform the following steps for the spinner bulkhead removal.
(a) Record the position of each start lock in relation to its matching blade.
(b) Remove the bolts, nuts, and washers that attach the bulkhead to a ring and spinner mounting plate.
(c) Remove the two-piece spinner mounting plate, spinner bulkhead, and ring from the engine flange.
INSTALLATION AND REMOVAL
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168
F. Removing the EHC-A3(MV,V)F-2B Propeller using a spacer as installed on, but not limited to, the Beech 95-55, -A55,
-B55, Colemill Baron Aircraft Engines, and Aero Commander
Aircraft
Refer to Figure 3-10 and 3-11.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
61-00-68
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Rev. 4 Oct/13
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168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S
MANUALS AND PROCEDURES MUST
BE FOLLOWED BECAUSE THEY MAY
CONTAIN ISSUES VITAL TO AIRCRAFT
SAFETY THAT ARE NOT CONTAINED
IN THIS MANUAL OR THE HARTZELL
PROPELLER OVERHAUL MANUAL.
(2) Cut and remove the safety wire on the propeller mounting studs.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (362.99 KG.) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(3) Support the propeller assembly with a sling.
(4) Remove and discard the lock nut and washer from the end of each mounting stud.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(5) Using the support sling, lift the propeller from the mounting flange.
(6) Remove and discard the propeller mounting O-ring.
(7) Put the propeller, with attached spacer (Figure 3-12), on a suitable cart for transportation.
INSTALLATION AND REMOVAL
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G. Removing the K Flange Propeller Models
HC-A3(MV,V)K-2( )( )
Refer to Figure 3-13.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
61-00-68
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Rev. 4 Oct/13
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168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S
MANUALS AND PROCEDURES MUST
BE FOLLOWED BECAUSE THEY MAY
CONTAIN ISSUES VITAL TO AIRCRAFT
SAFETY THAT ARE NOT CONTAINED
IN THIS MANUAL OR IN THE HARTZELL
PROPELLER OVERHAUL MANUALS.
WARNING 3: FOR SAFETY REASONS, THE
PROPELLER MUST BE PUT IN THE
FEATHER POSITION BEFORE IT IS
REMOVED FROM THE AIRCRAFT.
(2) Routine propeller engine shutdown will engage the start lock units, preventing the propeller from feathering. For purposes of propeller removal, the propeller should be put in feather position during engine shutdown. If this was not accomplished, then the propeller may be feathered as follows:
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PUT THE BLADE
PADDLE IN THE THICKEST AREA OF
THE BLADE, JUST OUTBOARD OF
THE DE-ICE BOOT. USE ONE BLADE
PADDLE PER BLADE.
(a) Rotate the blades simultaneously to a slightly lower pitch to disengage the start lock plates from the start lock units.
(b) Retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(c) Slowly and carefully allow the blades to rotate to high/feather pitch.
INSTALLATION AND REMOVAL
61-00-68
Page 3-170
Rev. 4 Oct/13
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168
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(3) Support the propeller assembly with a sling.
(4) Remove the safety wire on the propeller mounting bolts.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(5) Record the position of each start lock in relation to its matching blade.
(6) Remove the start locks to gain access to the mounting bolts.
(7) Unthread the propeller mounting bolts from the engine.
(8) Remove three of the propeller mounting bolts and washers.
NOTE 1: Three of the propeller mounting bolts and washers cannot be removed from the propeller hub due to interference with other propeller parts.
NOTE 2: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(9) Using the support sling, lift the propeller from the mounting flange.
(10) Remove and discard the shaft O-ring.
(11) Remove the shim.
INSTALLATION AND REMOVAL
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(12) If the spinner was manufactured by Hartzell Propeller:
(a) Do not remove the spinner adapter ring.
(b) Visually inspect the spinner adapter ring for cracks.
(c) If cracks are found in the spinner adapter ring, remove it from the engine starter ring gear and replace it.
(13) Put the propeller on a suitable cart for transportation.
H. Removing the F Flange Propeller Models BHC-A2(MV,V)F-3
Refer to Figure 3-14.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER
TO THE ILLUSTRATED PARTS LIST
CHAPTER OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE AND
BLADE PAINT, WRAP THE BLADE SHANKS
IN SEVERAL LAYERS OF MASKING OR
DUCT TAPE BEFORE REMOVING THE
DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
(2) Disconnect the propeller beta ring from the carbon block assembly and lever. Refer to Figure 3-14.
(a) Disconnect the outer end of the lever from the control push-pull fitting.
(b) Disconnect the lever from the beta valve spool.
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(c) Remove the carbon block assembly and lever from the beta ring.
NOTE: Replace the carbon block unit at overhaul, or if the side clearance between the beta ring and carbon block exceeds 0.010 inch (0.25 mm).
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
WARNING 2: DURING PROPELLER REMOVAL, AIRFRAME
MANUFACTURER’S MANUALS AND
PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR
THE HARTZELL PROPELLER OVERHAUL
MANUAL.
(3) Remove the safety wire on the propeller mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (362.99 KG.) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(4) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but one mounting bolt and washer has been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark
(with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
INSTALLATION AND REMOVAL
61-00-68
Page 3-173
Rev. 4 Oct/13
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168
(5) Use a beta system puller CST-2987 to compress the beta system spring and pull the beta ring forward to expose the propeller mounting bolts and washers.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, WHEN THE
PROPELLER IS REMOVED FOR OVERHAUL.
(6) Remove the propeller mounting bolts and washers.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(7) Using the support sling, lift the propeller from the mounting flange.
(8) Remove and discard the engine flange O-ring.
(9) Decompress and remove the beta system puller.
(10) Put the propeller on a suitable cart for transportation.
(11) Governor, beta valve, and stud removal
Refer to Figure 3-18.
(a) Loosen the four nuts that hold the governor onto the beta valve and engine.
(b) Lift the governor off the beta valve and engine.
(c) Remove the governor shaft extension from the engine accessory drive shaft.
(d) Remove and discard the governor gasket.
(e) Slide the beta valve off the engine and studs.
(f) Remove and discard the governor gasket.
(g) Do not remove the four studs from the engine case unless they are damaged or corroded.
NOTE: Studs must be removed only by a certified mechanic in accordance with the engine manufacturer’s requirements.
INSTALLATION AND REMOVAL
61-00-68
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Rev. 4 Oct/13
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168
I. Removing F Flange Propeller Models HC-A3(MV,V)F-3L
Refer to Figure 3-20.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
(2) Disconnect the propeller beta ring from the carbon block assembly and lever. Refer to Figure 3-20.
(a) Disconnect the outer end of the lever from the control push-pull fitting.
(b) Disconnect the lever from the beta valve spool.
(c) Remove the carbon block assembly and lever from the beta ring.
NOTE: Replace the carbon block unit at overhaul, or if the side clearance between the beta ring and carbon block exceeds 0.010 inch
(0.25 mm).
INSTALLATION AND REMOVAL
61-00-68
Page 3-175
Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR
THE HARTZELL PROPELLER OVERHAUL
MANUAL.
(3) Remove the safety wire on the propeller mounting nuts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (362.99 KG.) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(4) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of mounting nut removal, supporting the propeller with a sling may be delayed until all but two mounting nuts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
INSTALLATION AND REMOVAL
61-00-68
Page 3-176
Rev. 2 July/08
Propeller Owner’s Manual
168
(5) Use a beta system puller CST-2987 to compress the beta system spring and pull the beta ring forward to expose the propeller mounting nuts and washers.
(6) Remove and discard the elastic nut and washer from the end of each mounting stud.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(7) Using the support sling, lift the propeller from the mounting flange.
NOTE: The spacer between the engine and propeller should stay on the propeller studs during the propeller removal.
(8) Remove and discard the engine flange O-ring.
(9) Decompress and remove the beta system puller.
(10) Put the propeller on a suitable cart for transportation.
INSTALLATION AND REMOVAL
61-00-68
Page 3-177
Rev. 2 July/08
Propeller Owner’s Manual
168
J. Removing F Flange Propeller Models (E,P)HC-A3(MV,V)F-4( )
Refer to Figure 3-23.
NOTE: If the propeller is equipped with an anti-ice or a de-ice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
NOTE: Propeller model EHC-A3(MV,V)F-4 does not have a spinner installed.
(a) Remove the screws and washers that secure the spinner to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
61-00-68
Page 3-178
Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
(2) Remove the safety wire on the propeller mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (362.99 KG.) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(3) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting bolts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(4) Remove the propeller mounting bolts and washers.
NOTE: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
INSTALLATION AND REMOVAL
61-00-68
Page 3-179
Rev. 4 Oct/13
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168
(5) If the spinner assembly is installed, perform the following steps for spinner bulkhead removal. Refer to Figure
3-45.
(a) Remove the bolts, nuts and washers that attach the bulkhead to a ring and spinner mounting plate.
(b) Remove the two-piece spinner mounting plate, spinner bulkhead, and ring from the engine flange.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(6) Using the support sling, lift the propeller from the mounting flange.
(7) Remove and discard the shaft O-ring.
(8) Put the propeller and spinner dome on a suitable cart for transportation.
INSTALLATION AND REMOVAL
61-00-68
Page 3-180
Rev. 4 Oct/13
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168
K. Removing K Flange Propeller Models HC-A3(MV,V)K-4
Refer to Figure 3-23.
NOTE: If the propeller is equipped with an anti-ice or a de-ice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
61-00-68
Page 3-181
Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
(2) Remove the safety wire on the propeller mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (362.99 KG.) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(3) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting bolts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
(4) Remove the propeller mounting bolts from the engine flange.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR IF
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(5) Remove the propeller mounting bolts and washers.
NOTE 1: Three propeller mounting bolts and washers cannot be removed from the propeller hub due to interference with other propeller parts.
NOTE 2: For propeller removals between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
INSTALLATION AND REMOVAL
61-00-68
Page 3-182
Rev. 4 Oct/13
Propeller Owner’s Manual
168
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(6) Using the support sling, lift the propeller from the mounting flange.
(7) Remove the shim.
(8) Remove and discard the shaft O-ring.
(9) If the spinner was manufactured by Hartzell Propeller:
(a) Do not remove the spinner adapter ring.
(b) Visually inspect the spinner adapter ring for cracks.
(c) If cracks are found in the spinner adapter ring, remove it from the engine starter ring gear and replace it.
(10) Put the propeller and spinner dome on a suitable cart for transportation.
INSTALLATION AND REMOVAL
61-00-68
Page 3-183
Rev. 4 Oct/13
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168
L. Removing F Flange Propeller Models HC-A3(MV,V)F-5A(L)
Refer to Figure 3-24.
NOTE: If the propeller is equipped with a de-ice system, follow the manufacturer’s instructions for removing whichever components are necessary for propeller removal.
CAUTION: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
(1) Remove the spinner dome
(a) Remove the screws and washers that secure the bulkhead.
(b) Remove the spinner dome
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
CAUTION: THE BETA TUBE MUST BE REMOVED
BEFORE THE PROPELLER ASSEMBLY
IS REMOVED FROM THE AIRCRAFT.
REFER TO THE AIRCRAFT MAINTENANCE
INSTRUCTION MANUAL.
(2) Remove the beta tube.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
INSTALLATION AND REMOVAL
61-00-68
Page 3-184
Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR
THE HARTZELL PROPELLER OVERHAUL
MANUAL 114C (61-10-14).
WARNING 3: FOR SAFETY REASONS, THE
PROPELLER MUST BE PUT IN FEATHER
POSITION BEFORE IT IS REMOVED
FROM THE AIRCRAFT.
(3) Routine propeller engine shutdown will engage the start lock units, preventing the propeller from feathering. For purposes of propeller removal, the propeller should be put in feather position during engine shutdown. If this was not accomplished, then the propeller may be feathered as follows:
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PUT THE BLADE
PADDLE IN THE THICKEST AREA OF
THE BLADE, JUST OUTBOARD OF
THE DE-ICE BOOT. USE ONE BLADE
PADDLE PER BLADE.
(a) Rotate the blades simultaneously to a slightly lower pitch to disengage the start lock plates from the start lock units.
(b) Retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(c) Slowly and carefully allow the blades to rotate to high/feather pitch.
(4) Remove the safety wire on the propeller mounting bolts.
INSTALLATION AND REMOVAL
61-00-68
Page 3-185
Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (362.99 KG.) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(5) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of bolt removal, supporting the propeller with a sling may be delayed until all but two mounting nuts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
CAUTION:
(6) Remove the propeller mounting bolts and washers.
NOTE: If the propeller is removed between overhaul intervals, mounting bolts and washers may be reused if they are not damaged or corroded.
CAUTION:
DISCARD THE PROPELLER MOUNTING
BOLTS AND WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR WHEN
THE PROPELLER IS REMOVED FOR
OVERHAUL.
USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(7) Using the support sling, lift the propeller from the mounting flange.
(8) Remove and discard propeller mounting O-ring.
(9) Put the propeller on a suitable cart for transportation.
INSTALLATION AND REMOVAL
61-00-68
Page 3-186
Rev. 2 July/08
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168
M. Removing F Flange Propeller Models (P)HC-A3(MV,V)F-5R
Refer to Figure 3-25.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
(2) Disconnect the propeller beta ring from the carbon block assembly and lever. Refer to Figure 3-25.
(a) Disconnect the outer end of the lever from the control push-pull fitting.
(b) Disconnect the lever from the beta valve spool.
(c) Remove the carbon block assembly and lever from the beta ring.
NOTE: Replace the carbon block unit at overhaul, or if the side clearance between the beta ring and carbon block exceeds 0.010 inch
(0.25 mm).
INSTALLATION AND REMOVAL
61-00-68
Page 3-187
Rev. 4 Oct/13
Propeller Owner’s Manual
168
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR
THE HARTZELL PROPELLER OVERHAUL
MANUAL.
WARNING 3: FOR SAFETY REASONS, THE
PROPELLER MUST BE PUT IN FEATHER
POSITION BEFORE IT IS REMOVED FROM
THE AIRCRAFT.
(3) Routine propeller engine shutdown will engage the start lock units, preventing the propeller from feathering. For purposes of propeller removal, the propeller should be put in feather position during engine shutdown. If this was not accomplished, then the propeller may be feathered as follows:
INSTALLATION AND REMOVAL
61-00-68
Page 3-188
Rev. 2 July/08
Propeller Owner’s Manual
168
CAUTION: DO NOT PUT THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PUT THE BLADE
PADDLE IN THE THICKEST AREA OF
THE BLADE, JUST OUTBOARD OF
THE DE-ICE BOOT. USE ONE BLADE
PADDLE PER BLADE.
(a) Rotate the blades simultaneously to a slightly lower pitch to disengage the start lock plates from the start lock units.
(b) Retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(c) Slowly and carefully allow the blades to rotate to high/feather pitch.
(4) Remove the safety wire on the propeller mounting nuts.
WARNING: MAKE SURE THE SLING IS RATED
UP TO 800 POUNDS (362.99 KG.)
TO SUPPORT THE WEIGHT OF THE
PROPELLER ASSEMBLY DURING
REMOVAL.
(5) Support the propeller assembly with a sling.
NOTE 1: To allow rotation of the propeller for ease of nut removal, supporting the propeller with a sling may be delayed until all but two mounting nuts and washers have been removed.
NOTE 2: If the propeller will be reinstalled, and it has been dynamically balanced, make an identifying mark (with a felt-tipped pen only) on the propeller hub and a matching mark on the engine flange to ensure proper positioning of the propeller during reinstallation. This will prevent dynamic imbalance.
(6) Use a beta system puller CST-2987 to compress the beta system spring and pull the beta ring forward to expose the propeller mounting nuts and washers.
INSTALLATION AND REMOVAL
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Page 3-189
Rev. 2 July/08
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168
(7) Remove and discard the mounting nut and washer from the end of each mounting stud.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(8) Using the support sling, lift the propeller from the mounting flange.
(9) Remove and discard the engine flange O-ring.
(10) Decompress and remove the beta system puller.
(11) Put the propeller on a suitable cart for transportation.
INSTALLATION AND REMOVAL
61-00-68
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Rev. 2 July/08
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168
N. Removing the 20 Splined Propeller Model
HA-A2(MV,V)20-1B
Refer to Figure 3-27.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER PROPELLER
INC. OVERHAUL MANUALS.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
INSTALLATION AND REMOVAL
61-00-68
Page 3-191
Rev. 4 Oct/13
Propeller Owner’s Manual
168
CAUTION 2: OIL WILL FLOW OUT OF THE PROPELLER
WHEN THE PISTON IS REMOVED. PUT A
DRIP PAN UNDER THE PROPELLER TO
CATCH THE EXCESS OIL.
(2) Piston Removal (Refer to Figures 3-27 and 3-28.)
(a) Remove the piston nut.
(b) Remove the safety wire from the link pin units.
(c) Remove the safety screw from each link pin unit.
(d) Remove each link pin unit.
(e) The piston ears and guide collar should have corresponding index numbers (1 and 2) impressionstamped or marked with a felt-tipped pen. If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(f) Slide the link arms out of the piston slots.
(g) Slide the piston off the cylinder.
(3) Pitch adjustment assembly removal
(a) Remove the ring retention plate screw safety wire.
(b) Remove the ring retention plate screws.
(c) Remove the plate.
(d) Remove the split retainer from the recess in the cylinder.
(e) Remove the pitch adjustment assembly from the cylinder.
(4) Remove the hub lock safety pin. Refer to Figure 3-31.
(5) Support the propeller assembly with a sling.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
INSTALLATION AND REMOVAL
61-00-68
Page 3-192
Rev. 4 Oct/13
Propeller Owner’s Manual
168
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(6) Completely loosen the shaft nut from the engine shaft threads.
NOTE: Because the shaft nut is pulling the propeller hub off the tapered rear cone, there will be significant resistance to initial loosening of the shaft nut.
(7) Using the support sling, slide the propeller from the engine splined shaft and lift the propeller from the engine.
(8) Remove and discard the rear cone O-ring. Refer to Figure
3-30.
(9) Remove the rear cone. Refer to Figure 3-30.
(10) Put the propeller and associated parts on a suitable cart for transportation.
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O. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-1A
Refer to Figure 3-33.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER OF
THIS MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
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WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
CAUTION: OIL WILL FLOW OUT OF THE PROPELLER
WHEN THE PISTON IS REMOVED. PUT A
DRIP PAN UNDER THE PROPELLER TO
CATCH THE EXCESS OIL.
(2) Piston Removal (Refer to Figure 3-28.)
(a) Remove the self-locking nut from each piston rod.
(b) Remove the washer from each piston rod.
(c) Loosen the set screw in each fork.
(d) The piston ears, forks, counterweights, and guide collar should have corresponding index numbers
(1 and 2) impression-stamped or marked with a felttipped pen. If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(e) Slide the piston away from the hub and to the low pitch position, until the piston rods clear the guide collar.
(f) Rotate the piston to move the forks away from the clamp, link screws, and pitch change blocks.
(g) Slide the piston off the cylinder and remove it from the propeller.
(h) To prevent the loss of the sleeve, fork, and high pitch stop spacers, reinstall the washer and self-locking nut on each piston rod.
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(i) The pitch change blocks should have index numbers (1 and 2) marked with a felt-tipped pen to correspond to the numbers on the piston ears, forks, counterweights, and guide collar. If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(j) Remove the pitch change block from each clamp linkscrew.
(3) Remove the hub lock safety pin. Refer to Figure 3-31.
(4) Using tool BST-2910, completely loosen the hub nut from the engine shaft threads.
NOTE: Because the shaft nut is pulling the propeller hub off the tapered rear cone, there will be significant initial resistance to the loosening of the shaft nut.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(5) Using the support sling, slide the propeller from the engine splined shaft and lift the propeller from the engine.
(6) Remove and discard the rear cone O-ring.
(7) Remove the rear cone from the engine shaft.
(8) Remove the spinner bulkhead from the engine shaft.
(9) Put the propeller and associated parts on a suitable cart for transportation.
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P. Removing the 20 Splined Propeller Models
HC-A3(MV,V)20-1( )
Refer to Figure 3-34.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner to the spinner bulkhead.
(b) Remove the spinner dome.
(c) Remove layers of masking or duct tape from each blade shank, if applicable.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
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WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
CAUTION: OIL WILL FLOW OUT OF THE PROPELLER
WHEN THE PISTON IS REMOVED. PUT A
DRIP PAN UNDER THE PROPELLER TO
CATCH THE EXCESS OIL.
(2) Piston Removal (Refer to Figure 3-28.)
(a) Remove the self-locking nut from each piston rod.
(b) Remove the washer from each piston rod.
(c) Loosen the set screw in each fork.
(d) Slide the piston away from the hub and to the low pitch position, until the piston rods clear the bulkhead.
(e) Rotate the piston and forks away from the clamp link screws.
(f) The piston ears and guide collar should have corresponding index numbers (1, 2, and 3) impression-stamped or marked with a felt-tipped pen.
If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(g) Slide the piston off the cylinder and remove it from the propeller.
(h) To prevent the loss of the sleeve, fork, and high pitch stop washers, reinstall the self-locking nut, and washer on each piston rod.
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(i) The pitch change blocks should have index numbers
(1, 2, and 3) marked with a felt-tipped pen to correspond to the numbers on the piston ears, forks, counterweights, and guide collar. If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(j) Remove the pitch change block from each clamp linkscrew.
(3) Remove the hub lock safety pin. Refer to Figure 3-31.
(4) Using tool BST-2910, completely loosen the shaft nut from the engine shaft threads.
NOTE: Because the shaft nut is pulling the propeller hub off the tapered rear cone, there will be significant initial resistance to the loosening of the shaft nut.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(5) Support the propeller assembly with a sling.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(6) Using the support sling, slide the propeller from the engine splined shaft and lift the propeller from the engine.
(7) Remove and discard the rear cone O-ring (Figure 3-35).
(8) Remove the rear cone from the engine shaft (Figure
3-35).
(9) Remove the rear spinner bulkhead from the engine shaft
(Figure 3-35).
(10) Put the propeller and associated parts on a suitable cart for transportation.
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Q. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-2 and HC-A3(MV,V)20-2( )
Refer to Figures 3-36 and 3-37.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION 1: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
CAUTION 2: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Spinner dome removal
(a) Remove the screws and washers that secure the spinner dome to the spinner bulkhead.
(b) Remove the spinner dome.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
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WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
WARNING 3: FOR SAFETY REASONS, THE
PROPELLER MUST BE PUT IN THE
FEATHER POSITION BEFORE IT IS
REMOVED FROM THE AIRCRAFT.
(2) Routine propeller engine shutdown will engage the start lock units, preventing the propeller from feathering. For purposes of propeller removal, the propeller should be placed in feather position during engine shutdown. If this was not accomplished, then the propeller may be feathered as follows:
CAUTION: DO NOT PUT THE PADDED BAR IN
THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PUT THE BAR IN
THE THICKEST AREA OF THE BLADE,
JUST OUTBOARD OF THE DE-ICE
BOOT. USE ONE BLADE PADDLE PER
BLADE.
(a) Rotate the blades simultaneously to a slightly lower pitch to disengage the start lock plates from the start lock units.
(b) Retract the start lock pins and hold them in place with a heavy wire inserted through the hole of each start lock housing.
(c) Slowly and carefully allow the blades to rotate to high/feather pitch.
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(3) Piston removal (Refer to figure 3-28)
(a) Remove the piston nut.
(b) Remove the safety wire from the link pin units.
(c) Remove the safety screws from each link pin unit.
(d) Remove each link pin unit.
(e) The piston ears and guide collar should have corresponding index numbers (1 and 2 for a
2-blade propeller; 1, 2, and 3 for a 3-blade propeller) impression-stamped or marked with a felt-tipped pen.
If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(f) Remove the socket head cap screw, jam nut, and washer from each piston guide rod.
(g) Slide the piston off the cylinder.
(4) Spring assembly removal (Refer to Figure 3-38)
(a) Remove the safety wire from the ring retention plate screws.
(b) Remove the ring retention plate screws.
(c) Remove the ring retention plate.
(d) Remove the split retainer.
(e) Remove the spring assembly from the cylinder.
(5) Remove the hub lock safety pin.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(6) Support the propeller assembly with a sling.
(7) Completely loosen the shaft nut from the engine shaft threads.
NOTE: Because the shaft nut is pulling the propeller hub off the tapered rear cone, there will be significant resistance to the loosening of the shaft nut.
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CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(8) Using the support sling, slide the propeller from the engine splined shaft and lift the propeller from the engine.
(9) Remove and discard the rear cone O-ring on the engine splined shaft (Figure 3-39).
(10) If necessary, remove the rear cone (Figure 3-39).
(11) If necessary, remove the rear spinner bulkhead.
(12) Put the propeller and associated parts on a suitable cart for transportation.
R. Removing the 20 Splined Propeller Models
HC-A2(MV,V)20-3L and HC-A3(MV,V)20-3L
Refer to Figures 3-41 and 3-42.
NOTE: If the propeller is equipped with an anti-ice or a deice system, follow the manufacturer’s instructions for removing the components necessary for propeller removal.
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.
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WARNING 2: DURING PROPELLER REMOVAL,
AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR IN
THE HARTZELL PROPELLER OVERHAUL
MANUALS.
(1) HC-A3(MV,V)20-3L propeller models
(a) Remove the elastic nut from the end of each beta rod.
(b) Remove the ring that connects all beta rods together.
(c) From each beta rod, remove the check nut that was used to secure the ring in place
NOTE: One lock nut should still be installed on each beta rod. Do not remove the nut at this time.
(2) Make sure the piston is located at the highest blade pitch attainable.
WARNING: WHEN THE PROPELLER IS REINSTALLED,
THE PROPELLER BLADE LOW PITCH
ANGLE MUST BE MAINTAINED.
CAUTION: TO REESTABLISH THE LOCATION OF
LOW PITCH WHEN THE PROPELLER IS
REASSEMBLED, A PRECISE LOCATION
OF THE LOW PITCH SELF-LOCKING NUT
MUST BE ESTABLISHED. MEASUREMENT
WITH A RULER IS NOT SUFFICIENT.
(3) Using a dial caliper, measure the distance from the inboard surface of each self-locking low pitch nut to the end of the corresponding beta rod.
(4) Using a separate information tag for each low pitch nut measurement, write the distance measured from the inboard surface of the self-locking low pitch nut to the end of the beta rod.
(5) Securely attach each information tag to its corresponding beta return spring on the beta rod.
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(6) Remove the spacer and self-locking low pitch nut from each beta rod.
(7) Piston removal (Refer to figure 3-28)
(a) Remove the piston nut.
(b) Remove the safety wire from the link pin units.
(c) Remove the safety screws from each link pin unit.
(d) Remove each link pin unit.
(e) The piston ears and guide collar should have corresponding index numbers (1 and 2 for a
2-blade propeller; 1, 2, and 3 for a 3-blade propeller impression-stamped or marked with a felt-tipped pen.
If they are not marked, number them with a felt-tipped pen.
NOTE: This will insure that the components are reassembled in their original location.
(f) Slide the piston off the cylinder.
(8) Spring assembly removal (Refer to Figure 3-38)
(a) Remove the safety wire from the ring retention plate screws.
(b) Remove the feather stop screws.
(c) Remove the feather stops.
(d) Remove the split retainer.
(e) Remove the spring assembly from the cylinder.
(9) Remove the shaft nut lock.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 POUNDS (363 KG.) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(10) Support the propeller assembly with a sling.
(11) Using tool BST-2910, completely loosen the hub nut from the engine shaft threads.
NOTE: Because the shaft nut is pulling the propeller hub off the tapered rear cone, there will be significant initial resistance to the loosening of the shaft nut.
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CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(12) Using the support sling, slide the propeller from the engine splined shaft and lift the propeller from the engine.
(13) Remove and discard the rear cone O-ring. Refer to Figure
3-43.
(14) Remove the rear cone. Refer to Figure 3-43.
(15) Put the propeller and associated parts on a suitable cart for transportation.
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CONTENTS
1. Operational Tests .................................................................... 4-3
A. Initial Run-Up ..................................................................... 4-3
B. Static RPM Check .............................................................. 4-4
C. Post-Run Check ................................................................. 4-4
2. Propeller Ice Protection Systems ........................................... 4-5
A. Electric De-Ice System ....................................................... 4-5
B. Anti-Ice System .................................................................. 4-5
3. Troubleshooting ..................................................................... 4-5
A. Incorrect Maximum RPM (on ground) ................................ 4-5
B. Hunting and Surging .......................................................... 4-7
C. Engine Speed Varies with Airspeed ................................... 4-8
D. Loss of Propeller Control - ( )HC-A3( )( )-4( ) and
HC-A2(MV,V)L-6F propeller models: ................................. 4-9
E. Loss of propeller Control - ( )HC-A( )( )( )-1( ), -2( ),
-3( ), and -5( ) propeller models: ...................................... 4-10
F. Failure to Feather or Feathers Slowly - ( )HC-A( )( )( )-2( )
and ( )HC-A( )( )( )-5( ) propeller models only: ................. 4-11
G. Failure to Unfeather - ( )HC-A( )( )( )-2( ) and
( )HC-A( )( )( )-5( ) propeller models only: ........................ 4-11
H. Start Locks (Anti-Feather Latches)
Fail to Engage on Shutdown - ( )HC-A( )( )( )-2, and
-5 propeller models only: .................................................. 4-12
I. Vibration ........................................................................... 4-13
J. Propeller Overspeed ........................................................ 4-14
K. Propeller Underspeed ...................................................... 4-14
L. Oil or Grease Leakage ..................................................... 4-15
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1. Operational Tests
Following propeller installation, and before flight, the propeller hydraulic system must be purged of air and proper operation verified.
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Initial Run-Up
(1) Perform engine start and warm-up per the Pilot's
Operating Handbook (POH).
(2) Cycle the propeller control throughout its operating pitch range from low to high (or as directed by the POH).
(3) Repeat this procedure at least three times to purge air from the propeller hydraulic system and to introduce warmed oil to the cylinder.
NOTE: Pitch change response on the first operation from low to high blade angle may be slow, but should speed up on the second and third cycles.
(4) Verify proper operation from low pitch to high pitch and throughout operating range.
(5) Shut down the engine in accordance with the POH.
NOTE: Air trapped in the propeller hydraulic system will cause the pitch control to be imprecise and may result in propeller surging.
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B. Static RPM Check
NOTE: This operational check should be performed after installation, maintenance, or propeller adjustment.
CAUTION: A CALIBRATED TACHOMETER MUST
BE USED TO MAKE SURE OF THE
ACCURACY OF THE RPM CHECK.
(1) Set the brakes and chock the aircraft or tie aircraft down.
(2) Back the governor Maximum RPM Stop out one turn.
(3) Start the engine.
(4) Advance the propeller control lever to MAX (max RPM), then retard the control lever one inch (25.4 mm).
(5) SLOWLY advance the throttle to maximum manifold pressure.
(6) Slowly advance the propeller control lever until the engine speed stabilizes.
(a) If engine speed stabilizes at the maximum RPM specified by the TC or STC holder, then the low pitch stop is set correctly.
(b) If engine speed stabilizes above or below the rated
RPM, the low pitch stop may require adjustment.
Refer to the Troubleshooting section of this chapter.
(7) Stop the engine.
(8) Return the governor Maximum RPM Stop to the original position, or adjust the governor to the rated RPM with the Maximum RPM Stop screw.
WARNING: REFER TO THE AIRCRAFT MAINTENANCE
MANUAL FOR ADDITIONAL PROCEDURES
THAT MAY BE REQUIRED AFTER
PROPELLER INSTALLATION.
C. Post-Run Check
After engine shutdown, check the propeller for signs of engine oil leakage.
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2. Propeller Ice Protection Systems
A. Electric De-Ice System
(1) Consult the Pilot Operating Handbook (including all supplements) regarding flight into conditions of known icing. The aircraft may not be certificated for flight in known icing conditions, even though propeller de-ice equipment is installed.
(2) Refer to the Anti-Ice and De-Ice Systems chapter of this manual for functional tests of the de-ice system.
B. Anti-Ice System
(1) Consult the Pilot Operating Handbook (including all supplements) regarding flight into conditions of known icing. The aircraft may not be certificated for flight in known icing conditions, even though propeller anti-ice equipment is installed.
(2) Refer to the Anti-Ice and De-Ice Systems chapter of this manual for functional tests of the anti-ice system.
3. Troubleshooting
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Incorrect Maximum RPM (on ground)
(1) Incorrect maximum RPM on the ground may be caused by low engine power, and incorrect governor maximum
RPM stop setting, or an incorrect propeller low pitch stop.
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CAUTION: A CALIBRATED TACHOMETER MUST
BE USED TO MAKE SURE OF THE
ACCURACY OF THE RPM CHECK.
(2) Perform a check as described in the Maximum RPM
Check (On Ground) procedure in the Maintenances
Practices chapter of this manual.
NOTE: Incorrect RPM and associated checks apply to governing propellers only and do not apply to ground adjustable propeller model
HA-A2(MV,V)20-1B
(3) Maximum RPM is Low
(a) If engine power is low:
1 Follow the aircraft POH and/or AMM recommended checks to determine if the engine power is low.
2 If the engine power is low, refer to a certified propeller repair station with the appropriate rating or the engine manufacturer.
(b) If the engine power is within acceptable limits, examine the maximum RPM stop setting of the governor.
(4) If maximum RPM is High:
(a) Engine power is high.
1 Follow the aircraft POH and/or AMM recommended engine checks to determine if the engine power is high.
2 If the engine power is high, refer to a certified propeller repair station with the appropriate rating or to the engine manufacturer.
(b) If the engine power is within acceptable limits, examine the maximum RPM stop setting of the governor.
(5) Governor maximum RPM stop setting
(a) When RPM is high, both the governor maximum
RPM stop and the propeller low pitch blade angle are improperly adjusted.
(b) Adjust the governor maximum RPM stop to obtain the rated maximum RPM.
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(c) For low pitch setting verification, refer to the procedures in the Maintenance Practices chapter of this manual.
B. Hunting and Surging
Hunting is characterized by a cyclic variation in engine speed above and below desired speed. Surging is characterized by a large increase/decrease in engine speed, followed by a return to set speed after one or two occurrences.
NOTE: Propeller model HA-A2(MV,V)20-1B only does not change blade pitch in flight; therefore, it does not hunt or surge as a result of propeller pitch control issues. Only a cyclic variation in engine power would result in a cyclic variation in engine speed.
(1) If propeller is hunting, a certified propeller repair station with the appropriate rating should check:
(a) Governor
(b) Fuel control
(c) Synchrophaser, or synchronizer.
(2) If propeller is surging:
(a) Perform the steps 1.A.(1)-(5) under Operational Tests section in this chapter to release trapped air from the propeller. If surging reoccurs it is most likely due to a faulty governor.
(b) Hunting and/or surging may also be caused by friction or binding within the governor control, or internal propeller corrosion, which causes the propeller to react slower to governor commands.
NOTE: The propeller must be tested on a test bench at a propeller repair station to isolate these faults.
(c) Hunting and/or surging on reversing propeller models
( )HC-A( )( )( )-2( ) and ( )HC-A( )( )( )-5 when operating at or near low pitch may be caused by excessive side clearance between the beta ring and the carbon block assembly. Refer to the Carbon
Block Assemblies section in the Maintenance
Practices chapter of this manual.
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C. Engine Speed Varies with Airspeed
NOTE: This section does not apply to propeller model
HA-A2MV20-1B, since it is not constant speed and does not change blade pitch in flight. For this model, engine speed will increase with increasing airspeed and will decrease with decreasing airspeed.
(1) Constant speed propeller models ( )HC-A( )( )( )-1( ), -2( ),
-3( ), -4( ), -5( ), and -6( ) will experience some small variances in engine speed that are normal and are no cause for concern.
(2) Increase in engine speed while descending or increasing airspeed:
(a) ( )HC-A3( )( )-4( ), and HC-A2(MV,V)L-6F propeller models:
1 Governor is not increasing oil volume in the propeller.
2 Engine oil transfer bearing is leaking excessively.
3 Excessive friction in the blade bearings, in the pitch change mechanism, or in the misalignment between the guide collar and the piston rods.
(b) ( )HC-A( )( )( )-1( ), -2( ), -3( ) and -5( ) propeller models:
1 Governor is not reducing oil volume in the propeller.
2 Excessive friction in the blade bearings or the pitch change mechanism.
3 Excessive friction in the misalignment between the guide collar and the piston rods -
( )HC-A( )( )( )-1( ), ( )HC-A3( )( )-2( ),
HC-A2(MV,V)20-2, and HC-A3(MV,V)F-5A(L) propellers only.
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(3) Decrease in engine speed while increasing airspeed:
(a) ( )HC-A3( )( )-4( ) and HC-A2(MV,V)L-6F propeller models:
1 Governor pilot valve is stuck and is excessively increasing oil volume.
(b) ( )HC-A( )( )( )-1( ), -2( ), -3( ), and -5( ) propeller models:
1 Governor pilot valve is stuck and is excessively decreasing oil volume.
2 Feathering command is engaged on the propeller pitch control - ( )HC-A( )( )( )-2, -5 propeller models only.
(4) Increase in engine speed while decreasing airspeed:
(a) (HC-A3( )( )-4( ) and HC-A2(MV,V)L-6F propeller models:
1 Governor pilot valve is stuck and is excessively decreasing oil volume in the propeller.
(b) ( )HC-A( )( )( )-1( ), -2( ), -3( ), and -5( ) propeller models:
1 Governor pilot valve is stuck and is excessively increasing oil volume.
(5) Decrease in engine speed while decreasing airspeed:
(a) ( )HC-A3( )( )-4( ) and HC-A2(MV,V)L-6F propeller models:
1 Governor is not reducing oil volume in the propeller.
2 Excessive friction in the blade bearings or pitch change mechanism.
(b) ( )HC-A( )( )( )-1( ), -2( ), -3( ), and -5( ) propeller models:
1 Governor is not increasing oil volume in the propeller.
2 Engine oil transfer bearing is leaking excessively.
3 Excessive friction in the blade bearings or the pitch change mechanism.
D. Loss of Propeller Control - ( )HC-A3( )( )-4( ) and
HC-A2(MV,V)L-6F propeller models:
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(1) Propeller goes to uncommanded low pitch (high RPM)
(a) Loss of oil pressure - check:
1 Governor pressure relief valve for proper operation.
2 Governor pilot valve sticking.
3 Governor drive for damage.
4 Adequate engine oil supply.
5 Engine oil transfer bearing for excessive leakage.
(2) Propeller goes to uncommanded high pitch (low RPM)
(a) Governor pilot valve sticking.
(3) RPM increases with power and airspeed, propeller RPM control has little or no effect.
(a) Excessive friction in blade bearings or pitch change mechanism.
(b) Misalignment between the guide collar and piston rods.
(c) Engine oil transfer bearing is leaking excessively.
(d) Governor is not increasing oil volume in the propeller.
E. Loss of propeller Control - ( )HC-A( )( )( )-1( ), -2( ), -3( ), and
-5( ) propeller models:
(1) Propeller goes to uncommanded high pitch (or feather)
(a) Loss of propeller oil pressure - check:
1 Governor pressure relief valve for proper operation.
2 Governor drive for damage.
3 Adequate engine oil supply.
4 Engine oil transfer bearing for excessive leakage.
(b) Start Lock not engaging - ( )HC-A( )( )( )-2( ) and
( )HC-A( )( )( )-5( ) propeller models only
(2) Propeller goes to uncommanded low pitch (high RPM)
(a) governor pilot valve sticking.
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(3) RPM increases with power and airspeed. Propeller RPM control has little or no effect.
(a) Excessive friction in blade bearings or pitch change mechanism.
(b) Excessive friction in misalignment between the guide collar and the piston rods - ( )HC-A( )( )( )-1( ),
( )HC-A3( )( )-2( ), HC-A2(MV,V)20-2, and
HC-A3(MV,V)F-5A(L) propeller models only.
(c) Broken spring (applies to ( )HC-A( )( )( )-2( ),
( )HC-A( )( )( )-3( ), and ( )HC-A( )( )( )-5( )propeller models.)
(d) Governor is not reducing oil volume in the propeller.
F. Failure to Feather or Feathers Slowly - ( )HC-A( )( )( )-2( ) and
( )HC-A( )( )( )-5( ) propeller models only:
(1) Broken feathering spring.
(2) Check for proper function and rigging of the propeller/ governor control linkage.
(3) Check governor drain function.
(4) Propeller must be checked for misadjustment or internal corrosion (usually in blade bearings or pitch change mechanism) that results in excessive friction. This must be accomplished at a certified propeller repair station with the appropriate rating.
G. Failure to Unfeather - ( )HC-A( )( )( )-2( ) and
( )HC-A( )( )( )-5( ) propeller models only:
(1) Check for proper function and rigging of the propeller control linkage to the governor.
(2) Check governor function.
(3) Check for excessive oil leakage at the engine oil transfer bearing.
(4) Propeller must be checked for misadjustment or internal corrosion (usually in blade bearings or pitch change mechanism) that results in excessive friction. This must be accomplished at a certified propeller repair station with the appropriate rating.
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H. Start Locks (Anti-Feather Latches) Fail to Engage on
Shutdown - ( )HC-A( )( )( )-2, and -5 propeller models only:
(1) Propeller was feathered before shutdown.
CAUTION: DO NOT PLACE THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PLACE THE BLADE
PADDLE IN THE THICKEST AREA
OF THE BLADE, JUST OUTSIDE OF
THE DE-ICE BOOT. USE ONE BLADE
PADDLE PER BLADE.
(a) Using the blade paddles, simultaneously rotate the blades toward low pitch until the auto high pitch stop pins engage a clamp mounted stop plate.
(2) Shutdown occurred at high RPM with the propeller control set for coarse blade angle or low RPM.
CAUTION: DO NOT PLACE THE BLADE PADDLE
IN THE AREA OF THE DE-ICE BOOT
WHEN APPLYING TORQUE TO A
BLADE ASSEMBLY. PLACE THE BLADE
PADDLE IN THE THICKEST AREA
OF THE BLADE, JUST OUTSIDE OF
THE DE-ICE BOOT. USE ONE BLADE
PADDLE PER BLADE.
(a) Using the blade paddles, simultaneously rotate the blades toward low pitch until the start lock pins engage a clamp mounted stop plate.
(3) Excessive engine oil transfer bearing leakage.
Refer to a certified propeller repair station with the appropriate rating.
(4) Excessive governor pump leakage.
Refer to a certified propeller repair station with the appropriate rating.
(5) Broken start locks.
Refer to a certified propeller repair station with the appropriate rating.
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I. Vibration
CAUTION: ANY VIBRATION THAT CAN BE
DESCRIBED AS APPEARING SUDDENLY,
OR IS ACCOMPANIED BY UNEXPLAINED
GREASE LEAKAGE, SHOULD BE
INVESTIGATED IMMEDIATELY, BEFORE
FURTHER FLIGHT.
NOTE: Vibration problems due to propeller system imbalance are normally felt throughout the RPM range, with the intensity of vibration increasing with RPM. Vibration problems that occur in a narrow RPM range are a symptom of resonance, which is potentially harmful to the propeller. Avoid operation until the propeller can be checked by an airworthiness agency approved repair station.
(1) Check:
(a) Control surfaces, cowl flaps, exhaust system, landing gear doors, etc. for excessive play, which may be causing vibration unrelated to the propeller.
(b) Secure attachment of engine mounted hardware.
(c) Engine mount wear.
(d) Uneven lubrication of propeller.
(e) Proper engine/propeller flange mating.
(f) Blade track. (For procedure, see the Inspection and
Check chapter of this manual.)
(g) Blade angles: Blade angle must be within 0.2 degree from blade to blade.
(h) Spinner for cracks, improper installation, or "wobble" during operation.
(i) Static balance.
(j) Airfoil profile identical between blades (after overhaul or rework for nicks - verify at propeller repair station).
(k) Hub, blade or blade clamp for damage or cracking.
(l) Grease or oil leakage from a seemingly solid surface of the hub, blade clamp or blade.
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(m) Blade deformation.
NOTE: Dynamic balancing is recommended after installing or performing maintenance on a propeller. While normally an optional task, it may be required by the engine or airframe manufacturer to make certain the propeller/ engine combination is balanced within close tolerances before operation. Refer to the engine or airframe manuals, and the Maintenance Practices chapter of this manual.
J. Propeller Overspeed
(1) Check:
(a) Tachometer error.
(b) Low pitch stop adjustment.
(c) Governor maximum RPM set too high.
(d) Loss of oil pressure - ( )HC-A3( )( )-4( ) and
HC-A2(MV,V)L-6F
1 Governor failure
2 Excessive leakage in the governor oil supply to the propeller.
(e) Broken spring causes momentary overspeed -
( )HC-A( )( )( )-2( ), ( )HC-A( )( )( )-3( ), and
( )HC-A( )( )( )-5( ) propeller models.
(f) Governor pilot valve jammed, supplying high pressure only - ( )HC-A( )( )( )-1( ), -2( ), -3( ), and -5( ) propeller models.
K. Propeller Underspeed
(1) Check:
(a) Tachometer error.
(b) Excessive transfer bearing leakage -
( )HC-A( )( )( )-1( ), -2( ), -3( ), and -5( ) propeller models.
(c) Governor oil pressure low - ( )HC-A( )( )( )-1( ), -2( ),
-3( ), and -5( ) propeller models.
(d) Governor oil passage clogged.
(e) Governor pilot valve jammed - ( )HC-A( )( )( )-1( ),
-2( ), -3( ), and -5( ) propeller models.
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L. Oil or Grease Leakage
CAUTION: GREASE LEAKAGE THAT CAN BE
DESCRIBED AS EXCESSIVE AND
APPEARING SUDDENLY, ESPECIALLY
WHEN ACCOMPANIED BY VIBRATION,
SHOULD BE INVESTIGATED
IMMEDIATELY BEFORE FURTHER
FLIGHT.
(1) Grease Leakage - Probable Cause:
NOTE: The blade clamp is the only source of grease leakage.
(a) Improperly torqued or loose lubrication fitting.
Tighten the fitting.
(b) Defective lubrication fitting.
Replace the fitting.
(c) Incorrect O-ring between the blade clamp and the propeller hub.
Refer to a certified propeller repair station with the appropriate rating for replacement of the O-ring.
(d) Grease leaks past the blade clamp seal gaskets.
Replace the gaskets.
(e) Grease leaks from between the blade clamp and the blade.
Refer to a certified propeller repair station with the appropriate rating for replacement of sealant.
(f) Grease leaks from the clamp in a static condition when the blade is pointed up. - Improper application of silicone sealant on the clamp radius of the bearing-to-clamp interface.
Refer to a certified propeller repair station with the appropriate rating for reapplication of silicone sealant.
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(2) Oil Leakage - Probable Cause
(a) Faulty O-ring seal between the hub and the cylinder.
(b) Faulty O-ring seal between the piston and the cylinder.
(c) Displaced felt seal between the piston and the cylinder
(d) Faulty O-ring between the propeller hub and the engine flange.
(e) Faulty O-ring between the piston and the pitch change rod.
(3) Beta System Oil Leakage - Probable Cause
(a) Governor leaks oil. Refer to a certified propeller repair station with the appropriate rating.
(b) Faulty gasket between the governor and beta valve, or the beta valve and the engine. Replace the gasket.
(c) Faulty O-rings between the beta valve body and the beta valve spool. Refer to a certified propeller repair station with the appropriate rating for replacement.
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CONTENTS
1. Pre-Flight Checks ................................................................... 5-3
2.
Operational Checks ................................................................ 5-5
3.
Required Periodic Inspections and Maintenance ................... 5-6
A. Periodic Inspection ............................................................. 5-6
B. Periodic Maintenance ........................................................ 5-7
C. Airworthiness Limitations ................................................... 5-7
D. Overhaul Periods .............................................................. 5-8
4.
Inspection Procedures ............................................................ 5-9
A. Blade Damage ................................................................... 5-9
Grease or Oil Leakage ....................................................... 5-9
Vibration ........................................................................... 5-11
D. Tachometer Inspection ..................................................... 5-13
E. Blade Track ...................................................................... 5-15
Loose Blades ................................................................... 5-15
G. Corrosion ......................................................................... 5-16
H. Spinner Damage .............................................................. 5-16
I. Electric De-Ice System ..................................................... 5-16
J. Anti-Ice System ................................................................ 5-16
5.
Special Inspections ............................................................... 5-19
A. Overspeed ....................................................................... 5-19
Lightning Strike ................................................................ 5-20
C. Foreign Object Strike/Ground Strike
................................ 5-22
D. Fire Damage or Heat Damage ......................................... 5-24
6.
Long Term Storage ............................................................... 5-24
FIGURES
Checking Blade Track....................................
Blade Play .....................................................
Reciprocating Engine Overspeed Limits .......
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1. Pre-Flight Checks
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
Follow propeller preflight inspection procedures as specified in the Pilot Operating Handbook (P.O.H.) or this manual. In addition, perform the following inspections:
A. Blades
(1) Visually inspect the entire blade (lead, trail, face, and camber sides) for nicks, gouges, erosion and cracks.
Repair before further flight. Refer to the Maintenance
Practices chapter of this manual, for blade repair information. Normal blade lead edge erosion (sandblasted appearance) is acceptable, and does not require removal before further flight.
(2) Visually inspect the blades for lightning strike. Refer to the Lightning Strike Damage section in this chapter for a description of damage.
B. Inspect the spinner and visible blade retention components for damage or cracks. Repair or replace components as required before further flight.
C. Check for loose/missing hardware. Retighten or reinstall as necessary.
WARNING: ABNORMAL GREASE LEAKAGE CAN BE
AN INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN IN-FLIGHT BLADE SEPARATION CAN
RESULT IN A CATASTROPHIC AIRCRAFT
ACCIDENT.
D. Inspect for grease and oil leakage and determine its source.
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WARNING: ABNORMAL VIBRATION CAN BE AN
INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN IN-FLIGHT BLADE SEPARATION CAN
RESULT IN A CATASTROPHIC AIRCRAFT
ACCIDENT.
E. Check the blades for radial play or movement of the blade tip (in and out, fore and aft, and end play). Refer to Loose
Blades, in the Periodic Inspections section of this chapter, for blade play limits.
F. Inspect de-ice boots (if installed) for damage. Refer to De-
Ice Systems in the Anti-Ice and De-Ice Systems chapter of this manual, for inspection information.
G. Refer to the Periodic Inspections section in this chapter for additional inspection information and possible corrections to any discrepancies discovered as a result of preflight checks.
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2. Operational Checks
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Following propeller installation and before flight, perform initial run-up as outlined in Operational Tests in the Testing and Troubleshooting chapter of this manual.
B. Check the propeller speed control and operation from reverse or low pitch to high pitch, using the procedure specified in the Pilot Operating Handbook (POH) for the aircraft.
(1) Perform all ground functional, feathering, and cycling checks with the minimum propeller RPM drop required to demonstrate function.
(2) A typical RPM drop is 300-500 RPM for feathering propellers and 100 to 300 RPM for non-feathering propellers.
WARNING: ABNORMAL VIBRATION CAN BE AN
INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN IN-FLIGHT BLADE SEPARATION MAY
RESULT IN DEATH, SERIOUS BODILY INJURY,
AND/OR SUBSTANTIAL PROPERTY DAMAGE.
C. Check for any abnormal vibration during this run-up. If vibration occurs, shut the engine down, determine the cause, and correct it before further flight. Refer to the Vibration section in the Testing and Troubleshooting chapter of this manual.
D. Refer to Periodic Inspections in this chapter for additional inspection information and possible corrections to any discrepancies discovered as a result of Pre-Flight Checks.
E. Refer to the airframe manufacturer’s manual for additional operational checks.
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3. Required Periodic Inspection and Maintenance
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
Perform detailed inspection procedures at 100 hour intervals, not to exceed twelve (12) calendar months. Procedures involved in these inspections are detailed below.
A. Periodic Inspection
NOTE 1: Inspection and maintenance specified by an airframe manufacturer’s maintenance program and approved by the applicable airworthiness agency may not coincide with the inspection time interval specified. In this situation the airframe manufacturer’s schedule may be applied with the exception that the calendar limit for the inspection interval may not exceed (12) calendar months.
NOTE 2: Refer to Inspection Procedures in this chapter for additional inspection information and possible corrections to any discrepancies discovered as a result of the Periodic Inspection.
(1) Remove the spinner.
(2) Visually inspect the blades for nicks, gouges, and cracks.
If any damage is discovered, refer to the Blade Repairs section in the Maintenance Practices chapter of this manual for additional information. A cracked blade must be referred to a certified propeller repair station with the appropriate rating.
(3) Inspect all visible propeller parts for cracks, wear or unsafe conditions.
(4) Check for oil and grease leaks. Refer to Oil and Grease
Leakage in the Inspection Procedures section of this chapter.
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(5) Check the blade track. Refer to Blade Track in the
Inspection Procedures section of this chapter.
(6) Check the accuracy of the tachometer. Refer to
Tachometer Inspection in the Inspection Procedures section of this chapter.
(7) Clean or replace the anti-ice system filter (if anti-ice system is installed).
(8) Make an entry in this log book verifying this inspection.
B. Periodic Maintenance
(1) Lubricate the propeller assembly. Refer to the
Lubrication section in the Maintenances Practices chapter of this manual for intervals and procedures.
C. Airworthiness Limitations
(1) Certain components, as well as the entire propeller may have specific life limits established as part of the certification by the FAA. Such limits call for mandatory replacement of specified parts after a defined number of hours and/or cycles of use.
(2) Life limited component times may exist for the propeller models covered in this manual. Refer to the
Airworthiness Limitations section of this manual.
(3) Operators are urged to keep informed of airworthiness information via Hartzell Service Bulletins and Service
Letters, which are available from Hartzell distributors or from the Hartzell factory by subscription. Selected information is also available on Hartzell Propeller’s website at www.hartzellprop.com.
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D. Overhaul Periods
In flight, the propeller is constantly subjected to vibration from the engine and the airstream, as well as high centrifugal forces. The propeller is also subject to corrosion, wear, and general deterioration due to aging. Under these conditions, metal fatigue or mechanical failures can occur. To protect your safety and your investment, and to maximize the safe operating lifetime of your propeller, it is essential that a propeller be properly maintained and overhauled according to the recommended service procedures.
CAUTION 1: OVERHAUL PERIODS LISTED BELOW,
ALTHOUGH CURRENT AT THE TIME OF
PUBLICATION, ARE FOR REFERENCE
PURPOSES ONLY. OVERHAUL PERIODS
MAY BE INCREASED OR DECREASED AS
A RESULT OF CONTINUING EVALUATION.
CAUTION 2: CHECK THE LATEST REVISION OF
HARTZELL SERVICE LETTER 61( ) FOR
THE MOST CURRENT INFORMATION.
(1) Hartzell “reciprocating” propellers installed on piston engine aircraft are to be overhauled at intervals as follows:
(a) Agricultural Aircraft -
Propeller models ( )HC-A( )V( )-( ) - 1000 hours or 36 calendar months (whichever occurs first).
Propeller models ( )HC-A( )MV( )-( ) - 2000 hours or
36 calendar months (whichever occurs first).
NOTE 1: Agricultural aircraft are defined as aircraft used as aerial applicators that expose the propeller to a relatively severe chemical/ corrosive environment.
NOTE 2: Once the propeller is used on agricultural aircraft, the 36 month overhaul limit is to be maintained even if propeller is later installed on other category airplanes.
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(b) Aerobatic Aircraft - 1000 hours or 60 calendar months
(whichever occurs first).
NOTE: Aerobatic aircraft are defined as certificated aerobatic category aircraft or other aircraft routinely exposed to aerobatic use.
(c) All Other Aircraft -
Propeller models ( )HC-A( )V( )-( ) - 1000 hours or 60 calendar months (whichever occurs first).
Propeller models ( )HC-A( )MV( )-( ) - 2000 hours or
60 calendar months (whichever occurs first).
4. Inspection Procedures
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
The following inspections are made on a regular basis, either before flight, or if a problem is noted. Possible corrections to problems discovered during inspections, additional inspections, and limits are detailed in the following inspection procedures.
A. Blade Damage
Refer to Blade Repairs section in the Maintenance Practices chapter of this manual for information regarding blade damage.
B. Grease or Oil Leakage
NOTE: A new or newly overhauled propeller may leak slightly during the first several hours of operation.
This leakage may be caused by the seating of seals and O-rings, and the slinging of lubricants used during assembly. Such leakage should cease within the first ten hours of operation.
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Leakage that persists beyond the first ten hours of operation on a new or newly overhauled propeller, or occurs on a propeller that has been in service for some time will require repair. A determination should be made as to the source of the leak. The only leakage that is field repairable is the removal and replacement of the O-ring seal between the engine and propeller flange. All other leakage repairs should be referred to a certified propeller repair station with the appropriate rating. An instance of abnormal grease leakage should be inspected using the following procedure:
(1) Remove the spinner dome.
CAUTION: PERFORM A VISUAL INSPECTION
WITHOUT CLEANING THE PARTS. A
TIGHT CRACK IS OFTEN EVIDENT DUE
TO TRACES OF GREASE EMANATING
FROM THE CRACK. CLEANING CAN
REMOVE SUCH EVIDENCE AND MAKE
A CRACK VIRTUALLY IMPOSSIBLE TO
SEE.
(2) Perform a visual inspection of the hub, blade clamps and blades to locate the origin of leakage. If the origin of the grease leakage is determined to be a noncritical part, such as an O-ring, gasket or sealant, repairs can be accomplished during scheduled maintenance as long as flight safety is not compromised.
(3) If cracks are suspected, perform additional inspections before further flight (by qualified personnel at a certified propeller repair station with the appropriate rating) to verify the condition. Such inspections typically include disassembly of the propeller followed by inspection of parts, using nondestructive methods in accordance with published procedures.
(4) If cracks or failing components are found, these parts must be replaced before further flight. Report such occurrences to airworthiness authorities and to Hartzell
Propeller Inc. Product Support.
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C. Vibration
Instances of abnormal vibration should be investigated immediately. If the cause of the vibration is not readily apparent, the propeller may be inspected following the procedure below:
NOTE: It may sometimes be difficult to readily identify the cause of abnormal vibration. Vibration may originate in the engine, propeller, or airframe.
Troubleshooting procedures typically begin with an investigation of the engine. Airframe components, such as engine mounts or loose landing gear doors, can also be the source of vibration. When investigating an abnormal vibration, the possibility of a failing blade or blade retention component should be considered as a potential source of the problem.
(1) Perform troubleshooting and evaluation of possible sources of vibration in accordance with engine or airframe manufacturer’s instructions.
(2) Refer to the Vibration section in the Testing and
Troubleshooting chapter of this manual. Perform the checks to determine possible cause of the vibration. If no cause is found, then consider that the origin of the problem could be the propeller and proceed with steps
4.C.(3) through 4.C.(8) in this chapter.
(3) Remove the spinner dome.
(4) Perform a visual inspection for cracks in the hub, blade clamps and blades.
NOTE: A crack may be readily visible or may be indicated by grease leaking from a seemingly solid surface.
(5) If cracks are suspected, additional inspections must be performed before further flight. These inspections must be performed by qualified personnel at an Airworthiness agency approved propeller repair station to verify the condition. Such inspections typically include disassembly of the propeller followed by inspection of parts, using nondestructive methods in accordance with published procedures.
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(6) Check the blades and compare blade to blade differences:
(a) Inspect the propeller blades for unusual looseness or movement. Refer to Loose Blades section of this chapter.
(b) Check blade track. Refer to Blade Track section of this chapter.
CAUTION: DO NOT USE BLADE PADDLES TO
TURN BLADES.
(c) Manually (by hand) attempt to turn the blades
(change pitch).
(d) Visually check for damaged blades.
(7) If abnormal blade conditions or damage are found, perform additional inspections (by qualified personnel at an Airworthiness agency approved propeller repair station) to evaluate the condition. Refer to Blade Repairs section in Maintenance Practices chapter of this manual.
(8) If cracks or failing components are found, these parts must be replaced before further flight. Report such occurrences to airworthiness authorities and Hartzell
Propeller Inc. Product Support.
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D. Tachometer Inspection
NOTE: An Airworthiness agency approved propeller repair station may also be able to perform a tachometer inspection.
WARNING: OPERATION WITH AN INACCURATE MAY
RESULT IN OPERATION AT A RESTRICTED
RPM AND DAMAGING HIGH STRESSES.
BLADE LIFE WILL BE SHORTENED AND
COULD RESULT IN CATASTROPHIC
FAILURE.
(1) Accuracy of the engine tachometer should be verified at 100 hour intervals or at annual inspection, whichever occurs first.
(2) Hartzell Propeller Inc. recommends using a tachometer that is accurate within ± 10 RPM, has NIST calibration
(traceable), and has an appropriate calibration schedule.
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Checking Blade Track
Figure 5-1
APS6163
IN AND OUT PLAY
FORE AND AFT PLAY
RADIAL PLAY
BLADE END PLAY
Blade Play
Figure 5-2
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E. Blade Track
(1) Check the blade track as follows:
(a) Chock the aircraft wheels securely.
(b) Refer to Figure 5-1. Place a fixed reference point beneath the propeller, within 0.25 inch (6 mm) of the lowest point of the propeller arc.
NOTE: This reference point may be a flat board with a sheet of paper attached to it. The board may then be blocked up to within
0.25 inch (6.0 mm) of the propeller arc.
WARNING: MAKE SURE THE ENGINE MAGNETO
IS GROUNDED (OFF) BEFORE
ROTATING THE PROPELLER.
(c) Rotate the propeller by hand (the opposite direction of normal rotation) until a blade points directly at the paper. Mark the position of the blade tip in relation to the paper.
(d) Repeat this procedure with the remaining blades.
(e) Tracking tolerance is + 0.062 inch (1.57 mm) or
0.125 inch (3.17 mm) total.
(2) Possible Correction
(a) Remove foreign matter from the propeller mounting flange.
(b) If no foreign matter is present, refer to a certified propeller repair station with the appropriate rating
F. Loose Blades
Refer to Figure 5-2. Limits for blade looseness are as follows:
End Play ± 0.06 inch (1.5 mm)
Fore & Aft Movement
In and Out Movement
± 0.06 inch (1.5 mm)
0.032 inch (0.81 mm)
Radial Play (pitch change) ± 0.5
degree (1 degree total)
Blade movement beyond these limits should be referred to a certified propeller repair station with the appropriate rating.
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G. Corrosion
WARNING: REWORK THAT INVOLVES COLD
WORKING THE METAL, RESULTING IN
CONCEALMENT OF A DAMAGED AREA IS
NOT PERMITTED.
Light corrosion on blades may be removed by qualified personnel in accordance with the Blade Repairs section in the
Maintenance Practices chapter of this manual.
Heavy corrosion that results in severe pitting must be referred to a certified propeller repair station with the appropriate rating.
H. Spinner Damage
Inspect the spinner for cracks, missing hardware, or other damage. Refer to a certified propeller repair station with the appropriate rating for spinner damage acceptance and repair information. There are no Hartzell Propeller Inc. approved field repairs to metal spinners. Contact the local airworthiness authority for repair approval.
I. Electric De-ice System
Refer to the Anti-Ice and De-ice Systems chapter of this manual for inspection procedures.
J. Anti-ice System
Refer to the Anti-Ice and De-ice Systems chapter of this manual for inspection procedures.
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Duration of Overspeed
Reciprocating Engine Overspeed Limits
Percent Overspeed -- Reciprocating Engines Only
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5. Special Inspections
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Overspeed
An overspeed has occurred when the propeller RPM has exceeded the maximum RPM stated in the applicable
Aircraft Type Certificate Data Sheet. The duration of time and magnitude of overspeed for a single event determines the corrective action that must be taken to ensure no damage to the propeller has occurred.
The criteria for determining the required action after an overspeed are based on many factors. The additional centrifugal forces that occur during overspeed are not the only concern. Some applications have sharp increases in vibratory stresses at RPMs above the maximum rated for the airframe/ engine/propeller combination.
(1) When a propeller installed on a reciprocating engine has an overspeed event, refer to the Reciprocating Engine
Overspeed Limits (Figure 5-3) to determine the corrective action to be taken.
(2) Make a logbook entry to document the overspeed event.
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B. Lightning Strike
CAUTION: ALSO CONSULT ENGINE AND AIRFRAME
MANUFACTURER’S MANUALS. THERE
MAY BE ADDITIONAL REQUIREMENTS
SUCH AS DE-ICE AND ENGINE SYSTEM
CHECKS TO PERFORM AFTER A
PROPELLER LIGHTNING STRIKE.
(1) General
In the event of a propeller lightning strike, an inspection is required before further flight. It may be permissible to operate a propeller for an additional ten (10) hours of operation if the propeller is not severely damaged and meets the requirements in paragraph 5.B.(2) of this chapter. Regardless of the outcome of the initial inspection, the propeller must eventually be removed from the aircraft, disassembled, evaluated, and/or repaired by a certified propeller repair station with the appropriate rating.
(2) Procedure for Temporary Operation
If temporary additional operation is desired before propeller removal and disassembly:
(a) Remove the spinner dome and perform visual inspection of propeller, spinner, and de-ice system for evidence of significant damage that would require repair before flight (such as broken de-ice wires or arcing damage to propeller hub).
CAUTION: IF THE PROPELLER EXPERIENCES
LIGHTNING STRIKE, THE ALUMINUM
BLADES MUST BE WITHIN
AIRWORTHY LIMITS FOR ANY
ADDITIONAL FLIGHT.
(b) If the only evident damage is minor arcing burns to the blades, then operation for ten (10) hours is acceptable before disassembly and inspection.
(c) Perform a functional check of the propeller de-ice system (if installed) in accordance with aircraft maintenance manual procedures.
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(d) Regardless of the degree of damage, make a log book entry to document the lightning strike.
(e) The propeller must be removed from the aircraft, disassembled, evaluated, and/or repaired by a certified propeller repair station with the appropriate rating for flight beyond the temporary operation limits granted above.
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C. Foreign Object Strike/Ground Strike
(1) General
(a) A foreign object strike can include a broad spectrum of damage, from a minor stone nick to severe ground impact damage. A conservative approach in evaluating the damage is required because there may be hidden damage that is not readily apparent during an on-wing, visual inspection.
(b) A foreign object strike is defined as:
1 Any incident, whether or not the engine is operating, that requires repair to the propeller other than minor dressing of the blades.
Examples of foreign object strike include situations where an aircraft is stationary and the landing gear collapses causing one or more blades to be significantly damaged, or where a hangar door (or other object) strikes the propeller blade.
These cases should be handled as foreign object strikes because of potentially severe side loading on the propeller hub, blades and retention bearings.
2 Any incident during engine operation in which the propeller impacts a solid object that causes a drop in revolutions per minute (RPM) and also requires structural repair of the propeller
(incidents requiring only paint touch-up are not included). This is not restricted to propeller strikes against the ground.
3 A sudden RPM drop while impacting water, tall grass, or similar yielding medium, where propeller blade damage is not normally incurred.
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(2) Procedure
(a) In the event of a foreign object strike, an inspection is required before further flight. If the inspection reveals one or more of the following indications, the propeller must be removed from the aircraft, disassembled and overhauled in accordance with the applicable propeller and blade maintenance manuals.
1 A blade rotated in the clamp.
2 Any noticeable or suspected damage to the pitch change mechanism.
3 A bent blade (out of track or angle).
4 Any diameter reduction.
5 Blade Damage.
6 A bent, cracked, or failed engine shaft.
7 A blade rotated in the clamp.
8 Vibration during operation that was not present before the event.
(b) Nicks, gouges, and scratches on blade surfaces or the leading and trailing edges must be removed before flight. Refer to the Blade Repairs section in the Maintenance Practices chapter of this manual.
(c) Engine mounted components - such as governors, pumps, etc. may be damaged by a foreign object strike, especially if the strike resulted in a sudden stoppage of the engine. These components should be inspected, repaired, or overhauled as recommended by the applicable component maintenance manual.
(d) Make a log book entry to document the foreign object strike/ground strike incident and any corrective action(s) taken.
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D. Fire Damage or Heat Damage
WARNING: HUBS AND CLAMPS ARE
MANUFACTURED FROM HEAT TREATED
FORGINGS AND ARE SHOT PEENED.
BLADES ARE MANUFACTURED
FROM HEAT TREATED FORGINGS
AND ARE COMPRESSIVELY ROLLED
AND SOMETIMES SHOT PEENED.
EXPOSURE TO HIGH TEMPERATURES
CAN DESTROY THE FATIGUE BENEFITS
OBTAINED FROM THESE PROCESSES.
On rare occasions propellers may be exposed to fire or heat damage, such as an engine or hangar fire. In the event of such an incident, an inspection by a certified propeller repair station with the appropriate rating is required before further flight.
6. Long Term Storage
A. Parts shipped from the Hartzell Propeller Inc. factory are not shipped or packaged in a container that is designed for long term storage.
B. Long term storage procedures may be obtained by contacting a Hartzell distributor, or the Hartzell Propeller
Inc. factory via the product support number listed in the
Introduction chapter of this manual. Storage information is also detailed in Hartzell Propeller Inc.Standard Practices
Manual 202A (61-01-02).
C. Information regarding the return of a propeller assembly to service after long term storage may be obtained by contacting a Hartzell distributor, or the Hartzell Propeller
Inc. factory via the product support number listed in the
Introduction chapter of this manual. This information is also detailed in Hartzell Propeller Inc. Standard Practices Manual
202A (61-01-02).
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CONTENTS
1.
Cleaning ................................................................................. 6-3
A. General Cleaning ............................................................... 6-3
B. Spinner Cleaning and Polishing ......................................... 6-3
2.
Lubrication .............................................................................. 6-5
A. Lubrication Intervals ........................................................... 6-5
B. Lubrication Procedure ........................................................ 6-5
C. Approved Lubricants .......................................................... 6-8
3.
Carbon Block Assemblies ....................................................... 6-9
A. Inspection ........................................................................... 6-9
B. Replacement of A-3026 Carbon Block Unit in the
A-3044 Carbon Block Assembly ........................................ 6-9
C. Installation of the A-3044 Carbon Block Assembly .......... 6-10
4.
Blade Repairs ....................................................................... 6-13
A. Repair of Nicks and Gouges ............................................ 6-13
B. Repair of Bent Blades ...................................................... 6-15
5.
Painting After Repair ............................................................. 6-16
A. Painting of Aluminum Blades ........................................... 6-17
6. Dynamic Balance .................................................................. 6-19
A. Overview .......................................................................... 6-19
B. Inspection Procedures Before Balancing ......................... 6-19
Placement of Balance Weights for Dynamic Balance ...... 6-24
Propeller Low Pitch Setting .................................................. 6-26
A. Low Pitch Stop - All Propeller Models ............................. 6-26
B. Low pitch measurement on propeller models
( )HC-A3( )( )-2( ): ............................................................ 6-26
C. Low pitch measurement on propeller models
HC-A2( )( )-2( ) and ( )HC-A( )( )( )-5A(L) ....................... 6-27
Low pitch measurement on propeller models
( )HC-A( )( )( )-1( ), ( )HC-A( )( )( )-4( ), and
( )HC-A( )( )( )-6( ): ........................................................... 6-27
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E. Low pitch measurement on propeller models
BHC-A2( )F-3( ), HC-A3( )F-3L, and ( )HC-A3( )F-5R: .... 6-28
F.
Adjusting Low Pitch - Propeller models BHC-A2( )F-3( ),
HC-A3( )F-3L, and ( )HC-A3( )F-5R: ................................ 6-29
Setting Low Pitch Angle - Propeller Models
HC-A( )( )(20)-3( ) ............................................................ 6-31
8. Propeller High Pitch Settings ................................................ 6-31
A. High Pitch (Minimum RPM) Stop - Propeller Models
( )HC-A( )( )( )-1( ), ( )HC-A( )( )( )-3( ),
( )HC-A( )( )( )-4( ), and ( )HC-A( )( )( )-6( ) ...................... 6-31
9.
Feathering Pitch Stop Settings ............................................. 6-31
A. Feathering Pitch Stop Adjustment - Propeller Models
( )HC-A( )( )( )-2( ) and ( )HC-A( )( )( )-5( ) ....................... 6-31
10.
Start Lock Settings ............................................................... 6-32
A. Start Lock Adjustment - Propeller Models
( )HC-A( )( )( )-2( ) and ( )HC-A( )( )( )-5( ) ....................... 6-32
11. Propeller Ice Protection Systems ......................................... 6-32
FIGURES
Lubrication Fitting ..........................................
Lubrication Label ...........................................
Repair Limitations ..........................................
Location of Balance Weights .........................
Adjusting Low Pitch .......................................
TABLES
Approved Touch-up Paints ............................
Maximum Number of Balance Weights For
Non-Standard Installations ........................
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1. Cleaning
CAUTION: DO NOT USE PRESSURE WASHING
EQUIPMENT TO CLEAN THE PROPELLER
OR CONTROL COMPONENTS. PRESSURE
WASHING CAN FORCE WATER AND/OR
CLEANING SOLVENTS PAST SEALS, AND
LEAD TO INTERNAL CORROSION OF
PROPELLER COMPONENTS.
A. General Cleaning
CAUTION 1: WHEN CLEANING THE PROPELLER,
DO NOT ALLOW SOAP OR SOLVENT
SOLUTIONS TO RUN OR SPLASH INTO
THE HUB AREA.
CAUTION 2: DO NOT CLEAN PROPELLER WITH
CAUSTIC OR ACIDIC SOAP SOLUTIONS.
IRREPARABLE CORROSION OF
PROPELLER COMPONENTS MAY OCCUR.
(1) Wash propeller with a noncorrosive soap solution.
CAUTION: DO NOT USE ANY SOLVENT DURING
CLEANING THAT COULD SOFTEN
OR DESTROY THE BOND BETWEEN
CHEMICALLY ATTACHED PARTS.
(2) To remove grease or oil from propeller surfaces, apply
Stoddard Solvent or equivalent to a clean cloth and wipe the part clean.
(3) Thoroughly rinse with water and allow to dry.
B. Spinner Cleaning and Polishing
(1) Clean the spinner using the General Cleaning procedures above.
(2) Polish the dome (if required) with an automotive-type aluminum polish.
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D-980
LUBRICATION FITTING
(ONE IN EACH CLAMP HALF)
Lubrication Fitting
Figure 6-1
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2. Lubrication
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS MANUAL
FOR INFORMATION ABOUT PROPELLER
CRITICAL PARTS. REFER TO THE
ILLUSTRATED PARTS LIST CHAPTER OF THE
APPLICABLE OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC PROPELLER
CRITICAL PARTS.
A. Lubrication Intervals
(1) The propeller must be lubricated at intervals not to exceed
100 hours, or at twelve (12) calendar months, whichever occurs first.
NOTE 1: If annual operation is significantly less than 100 hours, calendar lubrication intervals should be reduced to six months.
NOTE 2: If the aircraft is operated or stored under adverse atmospheric conditions (e.g. high humidity, salt air) calendar lubrication intervals should be reduced to six months.
(2) Owners of high use aircraft may wish to extend their lubrication intervals. Lubrication interval may be gradually extended after evaluation of previous propeller overhauls, with regard to bearing wear and internal corrosion.
(3) New or newly overhauled propellers should be lubricated after the first one or two hours of operation, because centrifugal loads will pack and redistribute grease.
NOTE: Purchasers of new aircraft should check the propeller logbook to verify whether the propeller was lubricated by the manufacturer during flight testing. If not, the propeller should be serviced at earliest convenience.
B. Lubrication Procedure
CAUTION: FOLLOW LUBRICATION PROCEDURES
CORRECTLY TO MAINTAIN AN ACCURATE
BALANCE OF THE PROPELLER ASSEMBLY.
(1) Remove the propeller spinner.
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(2) Refer to Figure 6-1. Each blade clamp has two lubrication fittings. Remove both lubrication fitting caps and one of the lubrication fittings from each blade clamp.
(3) Use a piece of safety wire to loosen any blockage or hardened grease at the threaded holes where the lubrication fitting was removed.
WARNING: WHEN MIXING AEROSHELL GREASES 5
AND 6, AEROSHELL GREASE 5 MUST BE
INDICATED ON THE LABEL (HARTZELL
P/N A-3594) AND THE AIRCRAFT MUST BE
PLACARDED TO INDICATE THAT FLIGHT
IS PROHIBITED IF THE OUTSIDE AIR
TEMPERATURE IS LESS THAN -40°F
(-40°C).
CAUTION: USE HARTZELL PROPELLER APPROVED
GREASE ONLY. EXCEPT IN THE CASE OF
AEROSHELL GREASES 5 AND 6, DO NOT
MIX DIFFERENT SPECIFICATIONS AND/
OR BRANDS OF GREASE.
(4) Aeroshell greases 5 and 6 both have a mineral oil base and have the same thickening agent; therefore, mixing of these two greases is acceptable in Hartzell propellers.
A-3594
Lubrication Label
Figure 6-2
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(5) A label (Hartzell P/N A-3494) is normally applied to the propeller to indicate the type of grease previously used
(Figure 6-2).
(a) This grease type should be used during relubrication unless the propeller has been disassembled and the old grease removed.
(b) Purging of old grease through lubrication fittings is only about 30 percent effective.
(c) To completely replace one grease with another, the propeller must be disassembled in accordance with the applicable overhaul manual.
CAUTION: DO NOT USE AN AIR ASSISTED GREASE
GUN TO LUBRICATE THE PROPELLER.
(6) Pump grease into the blade clamp grease fitting until grease emerges from the hole of the removed lubrication fitting.
NOTE: Lubrication is complete when grease emerges in a steady flow with no air pockets or moisture, and has the color and texture of the new grease.
(7) Reinstall the removed lubrication fitting on each clamp.
(8) Tighten the lubrication fittings until snug.
(a) Make sure the ball of each lubrication fitting is properly seated.
(9) Install a new lubrication fitting cap on each lubrication fitting.
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C. Approved Lubricants
(1) The following lubricants are approved for use in Hartzell propellers:
Aeroshell 6 - Recommended "all purpose" grease.
Used in most new production propellers since 1989. Higher leakage/oil separation than Aeroshell
5 at higher temperatures
(approximately 100°F [38°C]).
Aeroshell 5 - Good high temperature qualities, very little oil separation or leakage.
Cannot be used in temperatures colder than -40°F (-40°C). Aircraft serviced with this grease must be placarded to indicate that flight is prohibited if the outside air temperature is less than -40°F
(-40°C).
Aeroshell 7 - Good low temperature grease, but high leakage/oil separation at higher temperatures. This grease has been associated with sporadic problems involving seal swelling.
Aeroshell 22 -
Royco 22CF -
Qualities similar to Aeroshell 7.
Not widely used. Qualities similar to
Aeroshell 22.
(2) A label (Figure 6-2) indicating the type of grease used for previous lubrication (if used) is installed on the propeller piston or on the blade clamp. If the propeller is to be lubricated with a different type of grease, the propeller must be disassembled and cleaned of old grease before relubricating.
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3. Carbon Block Assemblies
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Inspection
The clearance between the yoke pin and the corresponding linkage (beta lever bushing) can become too close due to a buildup of plating and foreign particles between the two pieces. This can cause a binding action, resulting in excessive wear to the carbon block, low stop collar, and beta linkage.
(1) Inspect the beta lever and carbon block interface for free movement. If there is binding, do the following:
(a) Disconnect the beta linkage and remove the carbon block assemblies from the beta ring.
(b) Polish the yoke pin to provide adequate clearance and eliminate binding.
(c) Reinstall the carbon block assembly into the beta ring.
(d) Install, adjust and safety the beta linkage in accordance with the airframe manufacturer's instructions.
B. Replacement of A-3026 Carbon Block Unit in the A-3044
Carbon Block Assembly
Replace an A-3026 carbon block unit if the side clearance between the beta ring and carbon block exceeds 0.010 inch
(0.25 mm).
(1) Remove the cotter pin from the end of the clevis pin.
(2) Slide the pin from the assembly and remove and discard the carbon block unit.
(3) Inspect the yoke for wear or cracks. Replace the yoke, if necessary.
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(4) Install a new carbon block unit and slide a new clevis pin into place.
(5) Secure the clevis pin with a T-head cotter pin (Figure
3-15).
(6) Refit the carbon block (Figure 3-14).
(a) Establish the required clearance by sanding the sides of the carbon block as needed.
C. Installation of the A-3044 Carbon Block Assembly
Refer to Installation and Removal chapter of this manual for installation instructions.
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APS6157
Example 1
LOOKING AT
LEADING EDGE
Example 2
LEADING EDGE
2.5 Inches (63.5 mm) = D x 10
0.25 Inch (6.35 mm) deep
Example 3
FACE/CAMBER
2.5 Inches (63.5 mm) = D x 20
0.13 Inch (1.38 mm) deep
LOCAL
REPAIR
LOCAL
REPAIR
To determine amount of rework needed, use the following formula:
On the leading and trailing edge of the blade, measure the depth of the damage, and multiply this number x 10 (see Example 2, above). Rework the area surrounding the damage 10 times the depth of the damage.
On the face and camber of the blade, measure the depth of the damage, and multiply this number x 20 (see Example 3, above). Rework the area surrounding the damage 20 times the depth of the damage.
Repair Limitations
Figure 6-3
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4. Blade Repairs
WARNING: ALL NICKS, GOUGES, OR SCRATCHES OF
ANY SIZE CAN CREATE A STRESS RISER
THAT COULD POTENTIALLY LEAD TO BLADE
CRACKING. ALL DAMAGE SHOULD BE
VISUALLY EXAMINED CAREFULLY BEFORE
FLIGHT FOR THE PRESENCE OF CRACKS OR
OTHER ABNORMALITIES.
CAUTION 1: BLADES THAT HAVE BEEN PREVIOUSLY
REPAIRED OR OVERHAULED MAY HAVE
BEEN DIMENSIONALLY REDUCED. BEFORE
REPAIRING SIGNIFICANT DAMAGE OR
MAKING REPAIRS ON BLADES THAT ARE
APPROACHING SERVICEABLE LIMITS,
CONTACT A CERTIFIED PROPELLER REPAIR
STATION WITH THE APPROPRIATE RATING.
OR THE HARTZELL PRODUCT SUPPORT
DEPARTMENT FOR BLADE DIMENSIONAL
LIMITS.
CAUTION 2: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
Nicks, gouges, and scratches on blade surfaces or on the leading or trailing edges of the blade, greater than 1/32 inch wide or deep, must be removed before flight. Field repair of small nicks and scratches may be performed by qualified personnel in accordance with FAA Advisory Circular 43.13-1B, as well as the procedures specified below. Normal blade lead edge erosion (sand-blasted appearance) is acceptable, and does not require removal before further flight.
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A. Repair of Nicks and Gouges
Local repairs may be made using files, electrical or air powered equipment. Emery cloth, scotch brite, and crocus cloth are to be used for final finishing. Refer to Figure 6-3.
CAUTION 1: REWORK THAT INVOLVES COLD
WORKING THE METAL, RESULTING
IN CONCEALMENT OF A DAMAGED
AREA, IS NOT ACCEPTABLE. A STRESS
CONCENTRATION MAY EXIST THAT CAN
RESULT IN A BLADE FAILURE.
CAUTION 2: SHOT PEENED BLADES ARE IDENTIFIED
WITH AN "S" IMMEDIATELY FOLLOWING
THE BLADE MODEL NUMBER, AS
DESCRIBED IN THE DESCRIPTION AND
OPERATION CHAPTER OF THIS MANUAL.
BLADES THAT HAVE DAMAGE IN SHOT
PEENED AREAS IN EXCESS OF 0.015
INCH (0.38 mm) DEEP ON THE FACE OR
CAMBER OR 0.250 INCH (6.35 mm) ON
THE LEADING OR TRAILING EDGES MUST
BE REMOVED FROM SERVICE, AND
THE REWORKED AREA SHOT PEENED
BEFORE FURTHER FLIGHT. SHOT
PEENING OF AN ALUMINUM BLADE MUST
BE ACCOMPLISHED BY A CERTIFIED
PROPELLER REPAIR STATION WITH THE
APPROPRIATE RATING. IN ACCORDANCE
WITH HARTZELL ALUMINUM BLADE
OVERHAUL MANUAL 133C
(61-13-33).
(1) Repairs to the leading or trailing edge are to be accomplished by removing material from the bottom of the damaged area. Remove material from this point out to both sides of the damage, providing a smooth, blended depression which maintains the original airfoil general shape.
(2) Repairs to the blade face or camber should be made in the same manner as above. Repairs that form a continuous line across the blade section (chordwise) are unacceptable.
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(3) The area of repair should be determined as follows:
Leading and trailing edge damage: Depth of nick x 10.
Face and camber: Depth of nick x 20. Refer to Figure
6-3.
NOTE: Leading edge includes the first 10 percent of chord from the leading edge. The trailing edge consists of the last 20 percent of chord adjacent to the trailing edge.
(4) After filing or sanding of the damaged area, the area must then be polished, with emery cloth and finally with crocus cloth to remove any traces of filing.
(5) Inspect the repaired area with a 10X magnifying glass.
Make sure that no indication of the damage, file marks, or coarse surface finish remain.
(6) If inspections show any remaining blade damage, repeat steps 3.A.(4) and 3.A.(5) until no damage remains.
Penetrant inspection is recommended in accordance with
Hartzell Propeller Inc. Standard Practices Manual 202A
(61-01-02).
(7) Treat the repaired area to prevent corrosion. Properly apply chemical conversion coating and approved paint to the repaired area before returning the blade to service.
Refer to Painting After Repair in this section.
B. Repair of Bent Blades
CAUTION: DO NOT ATTEMPT TO "PRE-
STRAIGHTEN" A BLADE BEFORE
DELIVERY TO A CERTIFIED PROPELLER
REPAIR STATION WITH THE APPROPRIATE
RATING. THIS WILL CAUSE THE BLADE
TO BE REPLACED BY THE REPAIR
FACILITY.
Repair of a bent blade or blades is considered a major repair.
This type of repair must be accomplished by a certified propeller repair station with the appropriate rating, and only within approved guidelines.
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5. Painting After Repair
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS MANUAL
FOR INFORMATION ABOUT PROPELLER
CRITICAL PARTS. REFER TO THE
ILLUSTRATED PARTS LIST CHAPTER OF
THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
Propeller blades are painted with a durable specialized coating that is resistant to abrasion. If this coating becomes eroded, it is necessary to repaint the blades to provide proper corrosion and erosion protection. Painting should be performed by an appropriately licensed propeller repair facility in accordance with
Hartzell Propeller Inc. Standard Practices Manual 202A (61-01-
02). It is permissible to perform a blade touch-up with aerosol paint in accordance with the procedures in Painting of Aluminum
Blades, below.
The following paints (Table 6-1) are approved for blade touch-up:
Vendor
Tempo
Tempo
Tempo
Tempo
Color/Type
Epoxy Black
Epoxy Gray
Epoxy White (tip stripe)
Epoxy Red (tip stripe)
Vendor
P/N
A-150
A-151
A-152
A-153
Hartzell
P/N
n/a n/a n/a n/a
Tempo Epoxy Yellow (tip stripe)
Sherwin-Williams Black
Sherwin-Williams Gray
Sherwin-Williams White (tip stripe)
A-154 n/a
F75KXB9958-4311 A-6741-145-1
F75KXA10445-4311 A-6741-146-1
F75KXW10309-4311 A-6741-147-1
Sherwin-Williams Red (tip stripe)
Sherwin-Williams Yellow (tip stripe)
Sherwin-Williams Silver
F75KXR12320-4311 A-6741-149-1
F75KXY11841-4311 A-6741-150-1
F75KXS13564-4311 A-6741-190-1
Approved Touch-up Paints
Table 6-1
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The paint manufacturers may be contacted as listed below:
Tempo Products Co.
A plasti-kote Company
1000 Lake Road
Medina, OH 44256
Tel: 800.321.6301
Fax: 440.248.1348
Cage Code: 07708
A. Painting of Aluminum Blades
Sherwin Williams Co.
2390 Arbor Boulevard
Dayton, Ohio
Tel: 937.298.8691
Fax: 937.298.3820
Cage Code: 0W199
WARNING: CLEANING AGENTS (ACETONE, #700
LACQUER THINNER, AND MEK), ARE
FLAMMABLE AND TOXIC TO THE SKIN,
EYES, AND RESPIRATORY TRACT. SKIN
AND EYE PROTECTION ARE REQUIRED.
AVOID PROLONGED CONTACT. USE IN A
WELL VENTILATED AREA.
CAUTION: ANY REFINISHING PROCEDURE
CAN ALTER PROPELLER BALANCE.
PROPELLERS THAT ARE OUT OF
BALANCE MAY EXPERIENCE EXCESSIVE
VIBRATIONS WHILE IN OPERATION.
(1) Using acetone, #700 lacquer thinner, or MEK, wipe the surface of the blade to remove any contaminants.
(2) Feather the existing coatings away from the eroded or repaired area with 120 to 180 grit sandpaper.
NOTE: Paint erosion is typically very similar on all blades in a propeller assembly. If one blade has more extensive damage, e.g. in the tip area, all the blades should be sanded in the tip area to replicate the repair of the most severely damaged blade tip. This practice is essential in maintaining balance after refinishing.
(3) Use acetone, #700 lacquer thinner, or MEK to wipe the surface of the blade. Allow solvent to evaporate.
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(4) Before refinishing the blades, apply a corrosion preventive coating to the bare aluminum surface. Oakite 31,
Chromicote L-25, or Alodine 1201 are approved chemical conversion coatings. Apply these coatings in accordance with the directions provided by the product manufacturer.
(5) Mask off deice boot and tip stripes, as needed.
WARNING: FINISH COATINGS ARE FLAMMABLE
AND TOXIC TO THE SKIN, EYES, AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
CAUTION: APPLY FINISH COATING ONLY TO THE
DEGREE REQUIRED TO UNIFORMLY
COVER THE REPAIR/EROSION. AVOID
EXCESSIVE PAINT BUILDUP ALONG THE
TRAILING EDGE TO AVOID CHANGING
BLADE PROFILE.
(6) Apply sufficient finish coating to achieve 2 to 4 mils thickness when dry. Re-coat before 30 minutes, or after
48 hours. If the paint is allowed to dry longer than four
(4) hours, it must be lightly sanded before another coat is applied.
(7) Remove the masking from the tip stripes and re-mask to allow for the tip stripe refinishing, if required.
(8) Apply sufficient tip stripe coating to achieve 2 to 4 mils thickness when dry. Re-coat before 30 minutes, or after
48 hours. If the paint is allowed to dry longer than four
(4) hours, it must be lightly sanded before another coat is applied.
(9) Remove the masking immediately from the de-ice boot and tip stripes, if required.
(10) Optionally, perform dynamic balancing in accordance with the procedures and limitations specified in Dynamic
Balance section of this chapter.
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6. Dynamic Balance
A. Overview
WARNING: WHEN USING REFLECTIVE TAPE FOR
DYNAMIC BALANCING, DO NOT APPLY
THE TAPE ON EXPOSED BARE METAL OF
A BLADE. THIS WILL PERMIT MOISTURE TO
COLLECT UNDER THE TAPE AND CAUSE
CORROSION THAT CAN PERMANENTLY
DAMAGE THE BLADE. REFLECTIVE TAPE
MUST BE REMOVED AFTER DYNAMIC
BALANCING IS COMPLETED.
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
NOTE: Dynamic balance is recommended to reduce vibrations which may be caused by a rotating system (propeller and engine) imbalance. Dynamic balancing can help prolong the life of the propeller, engine, airframe, and avionics.
(1) Dynamic balance is accomplished by using an accurate means of measuring the amount and location of the dynamic imbalance.
(2) The number of balance weights installed must not exceed the limits specified in this chapter.
(3) Follow the dynamic balance equipment manufacturer’s instructions for dynamic balance in addition to the specifications of this section.
NOTE: Some engine manufacturers' instructions also contain information on dynamic balance limits.
(4) Unless otherwise specified by the engine or airframe manufacturer, Hartzell recommends that the propeller be dynamically balanced to a reading of 0.2 IPS or less.
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B. Inspection Procedures Before Balancing
(1) Visually inspect the propeller assembly before dynamic balancing.
NOTE: The first run-up of a new or overhauled propeller assembly may leave a small amount of grease on the blades and inner surface of the spinner dome.
(a) Use Stoddard solvent (or equivalent) to completely remove any grease on the blades or inner surface of the spinner dome.
(b) Visually check each propeller blade assembly for evidence of grease leakage.
(c) Visually inspect the inner surface of the spinner dome for evidence of grease leakage.
(2) If there is no evidence of grease leakage, lubricate the propeller in accordance with the Maintenance Practices chapter in this manual. If grease leakage is evident, determine the location of the leak and correct before lubricating the propeller and dynamic balancing.
(3) Before dynamic balance record the number and location of all balance weights.
(4) Static balance is accomplished at a propeller overhaul facility when an overhaul or major repair is performed.
NOTE: If static balancing is not accomplished before dynamic balancing, the propeller may be so severely unbalanced that dynamic balance may be unachievable due to measurement equipment limitations.
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slugs (Figure 604A). Clamps may have tapped holes on the inboard side of the clamp outboard bolt lugs providing an alternate mounting location if it is necessary to move the weight slugs to clear the spinner
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Spinner Aircraft Mfg.
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Spinner Aircraft Mfg.
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C. Placement of Balance Weights for Dynamic Balance
(1) The preferred method of attachment of dynamic balance weights is to add the weights to the spinner bulkhead; however, the configuration of the spinner bulkhead on many of the propeller models covered in this manual makes it impractical to mount dynamic balance weights in this manner. Dynamic balance must be accomplished through the removal or addition and/or the relocation of the static balance weights located on the blade clamps.
(a) Each blade clamp has four balance weight locations on the outboard circular surface of the clamp (Figure
6-4).
APS6140
APS6175
Location of Balance Weights
Figure 6-4
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(b) Maximum number of balance weights per location
1 For standard installations, the maximum number of balance weights per location is four (4).
NOTE: For propellers with a deice system using a blade clamp-mounted lead strap restraint, a maximum of three weights may be attached to the clamp with the de-ice lead strap restraint.
2 For nonstandard installations, refer to Table 6-2 for balance weight information.
CAUTION 1: BEFORE DYNAMIC BALANCE,
RECORD THE NUMBER AND
LOCATION OF ALL STATIC BALANCE
WEIGHTS.
CAUTION 2: USE ONLY BALANCE WEIGHTS
A-48, A-48A, OR A-1419.
CAUTION 3: DO NOT EXCEED THE MAXIMUM
NUMBER OF BALANCE WEIGHTS
PER LOCATION.
(c) Alter the number and/or location of static balance weights as necessary to achieve dynamic balance.
(2) If reflective tape is used for dynamic balancing, remove the tape immediately upon completion of dynamic balancing.
(3) Record the number and location of static balance weights, if they have been reconfigured, in the logbook.
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7. Propeller Low Pitch Setting
NOTE: The information contained in this section does not apply to ground adjustable propeller model HA-A2MV20-1B.
WARNING 1: RPM ADJUSTMENTS MUST BE MADE
WITH REFERENCE TO A CALIBRATED
TACHOMETER. AIRCRAFT MECHANICAL
TACHOMETERS DEVELOP ERRORS OVER
TIME, AND SHOULD BE PERIODICALLY
RECALIBRATED TO MAKE SURE THE PROPER
RPM IS DISPLAYED.
WARNING 2: LOW PITCH BLADE ANGLE ADJUSTMENTS
MUST BE MADE IN CONSULTATION WITH
THE APPLICABLE TYPE CERTIFICATE
OR SUPPLEMENTAL TYPE CERTIFICATE
HOLDERS APPROVED MAINTENANCE DATA.
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Low Pitch Stop - All Propeller Models
The propeller low pitch stop is set at the factory to the aircraft
TC or STC Holder's requirements and should not require any additional adjustment. The TC or STC Holder provides the required low pitch stop blade angle and may also provide the acceptable RPM range for a maximum power static condition.
Be aware that the aircraft TC or STC holder may specify the static RPM to be less than the RPM to which the engine is rated.
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B. Low pitch measurement on propeller models
( )HC-A3( )( )-2( ):
CAUTION: PLACE A PAN UNDER THE PROPELLER
PISTON BEFORE REMOVING THE NUT
AND MOVING THE PISTON, AS ENGINE OIL
MAY COME OUT OF THE OPENING IN THE
PISTON.
(1) Remove the piston nut from the pitch change rod.
(2) Rotate the blades by hand to move the blades and piston to low pitch.
NOTE: Low pitch is reached when a washer on the end of each piston guide rod stops against the guide collar.
(3) With the blade in a horizontal position, measure low pitch blade angle.
(4) If the blade angle requires adjustment, have the low pitch stop adjusted by an appropriately licensed propeller repair facility or by the Hartzell factory.
C. Low pitch measurement on propeller models
HC-A2( )( )-2( ) and ( )HC-A( )( )( )-5A(L)
(a) Low pitch measurement must be performed at an appropriately licensed propeller repair facility or at the
Hartzell factory.
D. Low pitch measurement on propeller models
( )HC-A( )( )( )-1( ), ( )HC-A( )( )( )-4( ), and ( )HC-A( )( )( )-6( ):
(1) Rotate the blades by hand to move the blades and piston to low pitch.
(2) With the blade in a horizontal position, measure the low pitch blade angle.
(3) If the blade angle requires adjustment, have the low pitch stop adjusted by an appropriately licensed propeller repair facility or by the Hartzell factory.
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E. Low pitch measurement on propeller models
BHC-A2( )F-3( ), HC-A3( )F-3L, and ( )HC-A3( )F-5R:
CAUTION: PLACE A PAN UNDER THE PROPELLER
PISTON BEFORE REMOVING THE NUT
AND MOVING THE PISTON, AS ENGINE
OIL MAY COME OUT OF THE OPENING IN
THE PISTON.
(1) Remove the piston nut from the pitch change rod.
(2) Rotate the blades by hand to move the blades and piston to low pitch.
W10296
Low Pitch Adjustment
C
A
Beta Ring
Guide Bushing
Nut E
Carbon Block
Assembly
Beta
Valve
Increase
RPM
Governor
Null Position of
Beta Valve Spool
Lever
B
Drain
Oil In
Drain
Adjustment D
Cockpit Control
Adjusting Low Pitch
Figure 6-5
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NOTE: Low pitch is reached when the piston ears contact the self-locking nut on each rod, and when distance "C" is zero. Refer to Figure
3-17.
(3) With the blade in a horizontal position, measure low pitch blade angle.
(4) If the blade angle requires adjustment, refer to Adjusting
Low Pitch - Propeller models BHC-A2( )F-3( ),
HC-A3( )F-3L, and ( )HC-A3( )F-5R in this chapter.
F. Adjusting Low Pitch - Propeller models BHC-A2( )F-3( ),
HC-A3( )F-3L, and ( )HC-A3( )F-5R:
WARNING 1: LOW PITCH BLADE ANGLE
ADJUSTMENTS MUST BE MADE IN
CONSULTATION WITH THE APPLICABLE
TYPE CERTIFICATE OR SUPPLEMENTAL
TYPE CERTIFICATE HOLDER’S
MAINTENANCE DATA.
WARNING 2: ADJUSTMENT OF THE LOW PITCH STOP
TO ACHIEVE THE SPECIFIED STATIC
RPM MAY MASK AN ENGINE POWER
PROBLEM.
(1) Refer to the following procedure for accomplishing an adjustment to the low pitch angle:
(a) The low pitch adjustment “C” (Figure 6-5) has been made at the factory, according to published information. The readjustment of low pitch should not be required, although it is accomplished by adjusting four nuts, as shown in Figure 6-5, if the maximum engine/propeller RPM is incorrect.
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(b) To check the maximum engine/propeller RPM, start the engine and check the RPM for full throttle operation. The RPM should correspond to the maximum rated engine RPM. The governor must be set for maximum RPM for this test.
1 If the RPM is too low, back the four low pitch adjustment nuts out approximately 3/4 of a turn
(3/4 of a turn equals approximately 100 RPM increase). If this process does not increase the
RPM, this means that the governor is limiting the RPM by calling for increased pitch. In this case, the governor must be adjusted to provide for higher RPM (increased compression on the speeder spring).
CAUTION: TO PREVENT THE RPM FROM
EXCEEDING THE ENGINE
RATING, TURN THE LOW
PITCH ADJUSTMENT NUTS
IN APPROXIMATELY 3/4 OF A
TURN TO OBTAIN A 100 RPM
REDUCTION.
2 An alternative method for determining whether the low pitch adjustment is limiting the RPM is to observe the movement of the beta valve spool during maximum power. “B” will increase from
1/16 inch (1.6 mm) to 3/16 inch (4.8 mm) during run-up of the engine for proper adjustment of the governor.
(c) The beta ring run-out can be checked by installing a dial indicator on the nose of the engine, so that it touches the rear face of the beta ring. If necessary, loosen nut “E” and rotate the rods to bring the runout to within 0.010 total indicator reading.
(d) Torque nut “E” to 10-15 Ft. Lb (14-20 N•m).
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(e) Make sure the four low pitch adjusting nuts contact the piston bosses at the same time.
NOTE: This will insure that the beta ring runs true during pitch change reversal.
To accomplish this:
1 Equalize “C” (Figure 6-5) for all four rods by means of accurate measurements.
2 Adjust the nuts if necessary.
G. Setting Low Pitch Angle - Propeller Models
HC-A( )( )(20)-3( )
(1) The low pitch blade angle is normally set at the factory or propeller overhaul facility per the aircraft manufacturer's requirements. Information tags that specify the proper dimensional position for the low pitch nuts are normally attached to each reverse return spring (on the beta rod).
(2) If the blade angle requires adjustment, have the low pitch stop adjusted at an appropriately licensed propeller repair facility or at the Hartzell factory.
8. Propeller High Pitch Settings
A. High Pitch (Minimum RPM) Stop - Propeller Models
( )HC-A( )( )( )-1( ), ( )HC-A( )( )( )-3( ), ( )HC-A( )( )( )-4( ), and ( )HC-A( )( )( )-6( )
The high pitch stop is set at the factory per the aircraft manufacturer's recommendations. These stops are adjustable only by an appropriately licensed propeller repair facility or the Hartzell factory.
9. Feathering Pitch Stop Settings
A. Feathering Pitch Stop Adjustment - Propeller Models
( )HC-A( )( )( )-2( ) and ( )HC-A( )( )( )-5( )
The feathering pitch stop is set at the factory per the aircraft manufacturer's recommendations. This stop is adjustable only by an appropriately licensed propeller repair facility, aircraft manufacturer, or the Hartzell factory.
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10. Start Lock Settings
A. Start Lock Adjustment - Propeller Models
( )HC-A( )( )( )-2( ) and ( )HC-A( )( )( )-5( )
The start locks are set at the factory per the aircraft manufacturer's recommendations. Start locks are adjustable only by an appropriately licensed propeller repair facility or at the Hartzell factory.
11. Propeller Ice Protection Systems
A. Refer to the Anti-ice and De-ice Systems chapter of this manual for de-ice system maintenance information.
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CONTENTS
1.
Introduction ............................................................................. 7-3
Propeller De-Ice System .................................................... 7-3
B. Propeller Anti-Ice System ................................................... 7-3
2. System Description ................................................................. 7-4
A. De-Ice System ................................................................... 7-4
B. Anti-Ice System .................................................................. 7-5
3.
De-ice System Functional Tests ............................................. 7-5
4.
Anti-Ice System Functional Tests ............................................ 7-5
A. Operational Check ............................................................. 7-5
5.
De-Ice and Anti-Ice System Inspections ................................. 7-6
A. De-Ice System Inspections ................................................ 7-6
Anti-Ice System Inspections ............................................... 7-6
6.
De-Ice and Anti-Ice System Troubleshooting ......................... 7-
6
A. De-Ice System Troubleshooting ......................................... 7-
6
B. Anti-Ice System Troubleshooting ....................................... 7-7
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(This page is intentionally blank.)
ANTI-ICE AND DE-ICE SYSTEMS
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1. Introduction
A. Propeller De-Ice System
A propeller de-ice system is a system that removes ice after it forms on the propeller blades. A de-ice system uses electrical heating elements to melt the ice layer next to the blades, allowing the ice to be thrown from the blade by centrifugal forc e. B lades are alternately heated and allowed to cool as the current is applied and removed automatically by the de-ice system timer.
System components include a timer or cycling unit, electrical slip ring(s), brush block assembly, and blade mounted de-ice boots.
B. Propeller Anti-Ice System
A propeller anti-ice system is a system that prevents formation of ice on propeller surfaces. An anti-ice system dispenses a fluid that mixes with, and reduces the freezing point of, moisture on the propeller blades. The mixture may then flow off the blades before it forms ice.
System components include a fluid tank, pump, slinger ring, and blade mounted fluid feed shoes.
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2. System Description
A. De-ice System
NOTE: Due to the wide variances of various de-ice systems, the following description is general in nature. Consult the airframe manufacturer’s manual for a description of your specific de-ice system and controls.
The de-ice system is controlled by the pilot via a cockpit control switch. This switch applies electrical power to the de-ice system, which will operate as long as the switch is in the ON position. Depending upon the system, another set of cockpit controls may be available. One of these controls is a mode selector, which allows the pilot to select two cycling speeds, for heavy or light icing conditions. Some systems on twin engine aircraft have a switch which provides a full de-ice mode, which allows the pilot to de-ice both propellers simultaneously. This switch may only be used for short periods and is used when ice builds up on the propeller before the system is turned on.
An ammeter, which indicates current drawn by the system, is normally located near the de-ice system switches. This meter may indicate total system load, or a separate meter may be supplied for each propeller.
A timer, which is turned off and on by the cockpit control, is used to sequence the de-ice system. This timer turns the de-ice system on and off in proper sequence, controlling the heating interval for each propeller and ensuring even de-icing.
A brush block, which is mounted on the engine immediately behind the propeller, supplies electrical current to the de-ice boot on each propeller blade via a slip ring. The slip ring is normally mounted on the spinner bulkhead.
When the pilot places the de-ice system cockpit control switch in the ON position, system timer begins to operate. As the timer sequences, power is delivered to a power relay. The power relay delivers high current to the brush block and slip ring. Each propeller is de-iced in turn by the timer.
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B. Anti-ice System
The anti-ice system is controlled by the pilot via a cockpit mounted rheostat. This rheostat operates a pump that pumps anti-ice fluid from the tank at a controlled rate.
The anti-ice fluid is delivered through a filter, a check valve, and then through tubing to a slinger ring located at the rear of the spinner bulkhead. The anti-ice fluid is dispensed into the rotating slinger ring, which holds the fluid in a curved channel by centrifugal force. The fluid then flows out of the slinger ring through feed tubes, which are welded to the slinger ring, and then out onto the blade anti-icing boots .
The blade anti-icing boots are ridged rubber sheets that are glued to the leading edge of the blades. The ridges in the shoes direct the fluid out onto the blades and permit an even distribution of the anti-ice fluid across the blades.
3. De-ice System Functional Tests
A. Functional tests of the de-ice system should be performed in accordance with the following Hartzell Manuals, which are available on the Hartzell Propeller website at www.hartzellprop.com:
(1) Hartzell Manual 181 (30-60-81) - Propeller Ice Protection
System Component Maintenance Manual
(2) Hartzell Manual 182 (61-12-82) - Propeller Electrical
De-ice Boot Removal and Installation Manual
4. Anti-ice System Functional Tests
A. Operational Checks of the anti-ice system should be performed in accordance with the following Hartzell Manuals, which are available on the Hartzell Propeller website at www.hartzellprop.com:
(1) Hartzell Manual 181 (30-60-81) - Propeller Ice Protection
System Component Maintenance Manual
(2) Hartzell Manual 183 (61-12-83) - Propeller Anti-icing
Boot Removal and Installation Manual
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5. De-ice and Anti-ice System Inspections
The inspections detailed below are made on a regular basis, either before flight, during the 100 hour inspection, or if a problem is noted. Possible corrections to problems discovered during inspections, additional inspections, and limits are detailed in the following Hartzell manuals .
A. De-ice System Inspections
(1) Perform inspections in accordance with the following
Hartzell Manuals, which are available on the Hartzell
Propeller website at www.hartzellprop.com:
(a) Hartzell Manual 181 (30-60-81) - Propeller Ice
Protection System Component Maintenance Manual
(b) Hartzell Manual 182 (61-12-82) - Propeller Electrical
De-ice Boot Removal and Installation Manual
B. Anti-ice System Inspections
(1) Perform inspections in accordance with the following
Hartzell Manuals, which are available on the Hartzell
Propeller website at www.hartzellprop.com:
(a) Hartzell Manual 181 (30-60-81) - Propeller Ice
Protection System Component Maintenance Manual
(b) Hartzell Manual 183 (61-12-83) - Propeller Anti-icing
Boot Removal and Installation Manual
6. De-Ice and Anti-ice System Troubleshooting
A. De-Ice System Troubleshooting
(1) Perform troubleshooting in accordance with the following
Hartzell Manuals, which are available on the Hartzell
Propeller website at www.hartzellprop.com:
(a) Hartzell Manual 181 (30-60-81) - Propeller Ice
Protection System Component Maintenance Manual
(b) Hartzell Manual 182 (61-12-82) - Propeller Electrical
De-ice Boot Removal and Installation Manual
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B. Anti-ice System Troubleshooting
(1) Perform troubleshooting in accordance with the following
Hartzell Manuals, which are available on the Hartzell
Propeller website at www.hartzellprop.com:
(a) Hartzell Manual 181 (30-60-81) - Propeller Ice
Protection System Component Maintenance Manual
(b) Hartzell Manual 183 (61-12-83) - Propeller Anti-icing
Boot Removal and Installation Manual
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CONTENTS
1.
Introduction ............................................................................. 8-3
2.
Record Keeping ...................................................................... 8-3
A. Information to be Recorded ............................................... 8-3
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1. Introduction
Federal Aviation Regulations require that a record be kept of any repairs, adjustments, maintenance, or required inspections performed on a propeller or propeller system.
This chapter provides a method for maintaining these records. It also provides a location for recording information that can aid the service technician in maintaining the propeller system.
2. Record Keeping
A. Information to be Recorded
(1) Information that is required to be recorded is listed in Part
43 of the U.S. Federal Aviation Regulations.
(2) The log book may also be used to record:
(a) Propeller position (on aircraft)
(b) Propeller model
(c) Propeller serial number
(d) Blade design number
(e) Blade serial numbers
(f) Spinner assembly part number
(g) Propeller pitch range
(h) Aircraft information (aircraft type, model, serial number and registration number)
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Key features
- Installation Instructions
- Removal Instructions
- Testing Procedures
- Inspection Guidelines
- Maintenance Practices
- Troubleshooting Tips
- Troubleshooting Procedures
- Operational Tests
- Safety Information
- Airworthiness Limits