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61-00-47
Revision 17
September 2020

Propeller Owner's Manual

and Logbook
Models: HC-E(4,5)( )-3( )
HC-E(4,5)( )-5( )
HC-E5A-2( )

Lightweight Turbine Propellers with Composite Blades

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: 937-778-4215
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© 1999, 2002, 2005, 2010, 2013, 2014, 2015, 2016, 2018, 2019, 2020 -
Hartzell Propeller Inc. - All rights reserved

Inside Cover
61-00-47
COVER Rev. 17 Sep/20
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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.

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WARNING (Rev. 2)

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.

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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 test 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.

Inspect the propeller/blades in accordance with the

applicable operation/maintenance documents.

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REVISION 17 HIGHLIGHTS

Revision 17, dated September 2020, incorporates the following:

Front matter (Cover, Revision Highlights, etc.), has been revised to
match this revision.
Minor language/format changes and renumbering, if applicable are
marked with a revision bar, but are not listed below.
• DESCRIPTION AND OPERATION
• Added Figure 2-6.1, "HC-E5W-3( ) Series Propeller"
• Revised the section, "Description of Propellers and Systems"
• Revised Table 2-1, "Propeller Model Designations"
• INSTALLATION AND REMOVAL
• Revised the section, "Tools, Consumables, and
Expendables"
• Revised Table 3-1, "Propeller/Engine Flange O-rings and
Mounting Hardware"
• Revised Table 3-2, "Torque Table"
• Revised Figure 3-4, "Tool for Decompressing HC-E(4,5)( )-3( )
Series External Beta System"
• Revised the section, "Installing HC-E(4,5)( )-3( ) except
HC-E5P-3 and HC-E5W-3 Propellers on the Aircraft Engine"
• Added the section, "Installing the HC-E5W-3 Propeller on the
Aircraft Engine"
• Added Figure 3-8, "Hub-to-Spacer O-ring Location in the
Spacer"
• Added Figure 3-9, "Installing the HC-E5W-3( ) Propeller on
Engine Flange"
• Added Figure 3-10, "Installing the Washer on the Mounting
Stud"
• Revised the section, "Spinner Dome Installation"

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REVISION 17 HIGHLIGHTS, CONTINUED

• INSPECTION AND CHECK

• Revised the section, "Operational Checks"
• Added Figure 5-1, "Corrective Action Required"
• Added Figure 5-2, "Example of a Ground Idle ROM Check
Evaluation"
• Revised the section, "Required Periodic Inspections and
Maintenance"
• Added Figure 5-3, "Anti-rotation Pin Installation"
• Revised the section, "Inspection Procedures"
• MAINTENANCE PRACTICES
• Revised the section, "Cleaning"
• RECORDS
• Added Blade Damage Repair Sheets for NC9405( ) blades

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REVISION 17 HIGHLIGHTS
1. Introduction
A. General
(1) This is a list of current revisions that have been issued
against this manual. Please compare it to the RECORD
OF REVISIONS page to make sure 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.

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Revision No. Issue Date Comments

Original Nov/99 New Issue
Revision 1 Nov/02 Minor Revision
Revision 2 Apr/05 Minor Revision
Revision 3 Nov/09 Minor Revision
Revision 4 Sep/10 Minor Revision
Revision 5 Aug/13 Minor Revision
Revision 6 Oct/14 Minor Revision
Revision 7 Apr/15 Minor Revision
Revision 8 Jun/15 Minor Revision
Revision 9 Dec/15 Minor Revision
Revision 10 Feb/16 Minor Revision
Revision 11 May/16 Minor Revision
Revision 13 Jul/17 Minor Revision
Revision 14 Mar/18 Minor Revision
Revision 15 Nov/19 Minor Revision
Revision 16 May/20 Minor Revision
Revision 17 Sep/20 Minor Revision

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RECORD OF REVISIONS

Rev. No. Issue Date Date Inserted Inserted By

1 Nov/02 Nov/02 HPI

2 Apr/05 Apr/05 HPI
3 Nov/09 Nov/09 HPI
4 Sep/10 Sep/10 HPI
5 Aug/13 Aug/13 HPI
6 Oct/14 Oct/14 HPI
7 Apr/15 Apr/15 HPI
8 Jun/15 Jun/15 HPI
9 Dec/15 Dec/15 HPI
10 Feb/16 Feb/16 HPI
11 May/16 May/16 HPI
12 Nov/16 Nov/16 HPI
13 Jul/17 Jul/17 HPI
14 Mar/18 Mar/18 HPI
15 Nov/19 Nov/19 HPI
16 May/20 May/20 HPI
17 Sep/20 Sep/20 HPI

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RECORD OF REVISIONS

Rev. No. Issue Date Date Inserted Inserted By

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RECORD OF TEMPORARY REVISIONS

TR Issue Date Inserted Date Removed
No. Date Inserted By Removed By
TR-001 Feb/10 Feb/10 HPI Sep/10 HPI

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RECORD OF TEMPORARY REVISIONS

TR Issue Date Inserted Date Removed
No. Date Inserted By Removed By

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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 A SERVICE DOCUMENT.
INFORMATION CONTAINED IN A SERVICE
DOCUMENT MAY BE SIGNIFICANTLY CHANGED
FROM EARLIER REVISIONS. FAILURE TO
COMPLY WITH INFORMATION CONTAINED
IN A SERVICE DOCUMENT OR THE USE OF
OBSOLETE INFORMATION MAY CREATE AN
UNSAFE CONDITION THAT MAY RESULT IN
DEATH, SERIOUS BODILY INJURY, AND/OR
SUBSTANTIAL PROPERTY DAMAGE.

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
Service Bulletins:
HC-SB-61-225 Original, Nov/99
HC-SB-61-239 Original, Nov/99

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SERVICE DOCUMENTS LIST

Service Document Number Incorporation Rev/Date
Service Letters:
HC-SL-61-184 Revision 1, Nov/02
HC-SL-61-185, Rev. 3 Revision 13, Jul/17
HC-SL-61-187 Original, Nov/99
HC-SL-61-254 Revision 3, Nov/09
HC-SL-61-354 Revision 12, Nov/16
HC-SL-61-361 Revision 14, Mar/18
HC-SL-61-364 Revision 16, May/20

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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.
Description of Revision
No.
Adds airworthiness limitation information about propellers that
use composite blades from Hartzell Overhaul Manual 143A
3
(61-10-43), Hartzell Overhaul Manual 157 (61-10-57), and Hartzell
Overhaul Manual 158A (61-10-58).
8 Removes the hub part number for the hub life limit on Pilatus
Model PC-21, HC-E5A-2/E9193(B,K)

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AIRWORTHINESS LIMITATIONS

1. Replacement Time (Life Limits)

A. 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.
B. 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 (which may or
may not be life limited).

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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AIRWORTHINESS LIMITATIONS

(1) The following list specifies life limits for blades only.
Associated hub parts are not affected. Blade models
shown are life limited only on the specified applications.

PROPELLER MODELS ON AIRCRAFT

WITHOUT AN FAA TYPE CERTIFICATE
Aircraft/Engine/Propeller Blade Life Limit
Aircraft: Grumman S-2E Tracker 12,500 hours
Engine: Garrett TPE331-15AW
Propeller: HC-E5B-5/E12902( )
Aircraft: Pilatus Model PC-21 20,000 hours
Engine: Pratt & Whitney Model PT6A-68B
Propeller: HC-E5A-2/E9193(B,K)

(2) The following list specifies life limits for propeller hubs
only. Hubs listed are life limited only on the specified
applications.
PROPELLER MODELS ON AIRCRAFT
WITHOUT AN FAA TYPE CERTIFICATE
Aircraft/Engine/Propeller Hub Life Limit
Aircraft: Pilatus Model PC-21 20,000 hours,
Engine: Pratt & Whitney Model PT6A-68B
Propeller: HC-E5A-2/E9193(B,K)

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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AIRWORTHINESS LIMITATIONS, CONTINUED

(3) The following list specifies life limits for propeller

cylinders only. Cylinders listed are life limited only on the
specified applications.
PROPELLER MODELS ON AIRCRAFT
WITHOUT AN FAA TYPE CERTIFICATE
Aircraft/Engine/Propeller Cylinder Life Limit
Aircraft: Pilatus Model PC-21 16,946 hours
Engine: Pratt & Whitney Model PT6A-68B cylinder part number
Propeller: HC-E5A-2/E9193(B,K) E-7417

(4) The following list specifies life limits for propeller pistons
only. Pistons listed are life limited only on the specified
applications.

PROPELLER MODELS ON AIRCRAFT

WITHOUT AN FAA TYPE CERTIFICATE
Aircraft/Engine/Propeller Piston Life Limit
Aircraft: Pilatus Model PC-21 16,946 hours
Engine: Pratt & Whitney Model PT6A-68B piston part number
Propeller: HC-E5A-2/E9193(B,K) C-7616

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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AIRWORTHINESS LIMITATIONS, CONTINUED

3. Periodic Inspections
A. For propeller model HC-E5B-5/E12902K used on Grumman
S-2E Tracker aircraft with Garrett TPE331-15AW engines:
(1) Visual crack inspection of blade, part no. E12902K, is
required at intervals not to exceed 25 hours of operation
in accordance with the section "On Wing Blade Shank
Inspection" in the Maintenance Practices chapter of this
manual.
B. For propeller model HC-E5A-2/E9193 used on Pilatus PC-21
aircraft:
(1) The composite blade assembly E9193(B,K) must be
ultrasonically inspected in accordance with Hartzell
Propeller Inc. Manual 135F (61-13-35) at an interval no
greater than every 3000 flight hours.
C. For propeller model HC-E4A-3( )/E10950P used on Beech
1900D aircraft:
(1) At 10,000 hours of operation, the E10950P( )( ) blades
must be inspected within the next 5,000 hours of
operation and thereafter at intervals not to exceed
5,000 hours of operation. Inspect in accordance with
Hartzell Composite Blade Maintenance Manual 135F
(61-13-35).
(2) The propeller blades, model E10950P( )( ), for the
HC-E4A-3( ) propeller used on the Beech 1900D aircraft
that were previously life limited have had the blade life
limit removed.

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date
Cover and Inside Cover Cover and Inside Cover Rev. 17 Sep/20
Message 1 thru 4 Rev. 17 Sep/20
Revision Highlights 1 thru 4 Rev. 17 Sep/20
Record of Revisions 1 and 2 Rev. 16 May/20
Record of Temporary Revisions 1 and 2 Rev. 16 May/20
Service Documents List 1 and 2 Rev. 16 May/20
Airworthiness Limitations 1 thru 6 Rev. 16 May/20
List of Effective Pages 1 thru 2 Rev. 17 Sep/20
Table of Contents 1 and 2 Rev. 16 May/20
Introduction 1-1 thru 1-7 Rev. 16 May/20
Introduction 1-8 Rev. 17 Sep/20
Introduction 1-9 thru 1-30 Rev. 16 May/20
Description and Operation 2-1 and 2-2 Rev. 17 Sep/20
Description and Operation 2-3 thru 2-8 Rev. 16 May/20
Description and Operation 2-9 thru 2-15 Rev. 17 Sep/20
Description and Operation 2-16 thru 2-24 Rev. 16 May/20
Description and Operation 2-25 Rev. 17 Sep/20
Description and Operation 2-26 thru 2-34 Rev. 16 May/20
Installation and Removal 3-1 thru 3-8 Rev. 17 Sep/20
Installation and Removal 3-9 and 3-10 Rev. 16 May/20
Installation and Removal 3-11 thru 3-15 Rev. 17 Sep/20
Installation and Removal 3-16 thru 3-19 Rev. 16 May/20
Installation and Removal 3-20 thru 3-23 Rev. 17 Sep/20
Installation and Removal 3-24 and 3-25 Rev. 16 May/20
Installation and Removal 3-26 thru 3-70 Rev. 17 Sep/20
Testing and Troubleshooting 4-1 thru 4-10 Rev. 16 May/20
Inspection and Check 5-1 thru 5-40 Rev. 17 Sep/20
Maintenance Practices 6-1 and 6-2 Rev. 16 May/20
Maintenance Practices 6-3 Rev. 17 Sep/20

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date
Maintenance Practices 6-4 Rev. 16 May/20
Maintenance Practices 6-5 Rev. 17 Sep/20
Maintenance Practices 6-6 thru 6-32 Rev. 16 May/20
Anti-ice and De-ice Systems 7-1 thru 7-6 Rev. 16 May/20
Records 8-1 and 8-2 Rev. 17 Sep/20
Records 8-3 thru 8-55 Rev. 16 May/20
Records 8-56 thru 8-60 Rev. 17 Sep/20

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TABLE OF CONTENTS
MESSAGE....................................................................................... 1
REVISION HIGHLIGHTS................................................................ 1
RECORD OF REVISIONS.............................................................. 1
RECORD OF TEMPORARY REVISIONS....................................... 1
SERVICE DOCUMENTS LIST........................................................ 1
AIRWORTHINESS LIMITATIONS................................................... 1
LIST OF EFFECTIVE PAGES......................................................... 1
TABLE OF CONTENTS................................................................... 1
INTRODUCTION.......................................................................... 1-1
DESCRIPTION AND OPERATION............................................... 2-1
INSTALLATION AND REMOVAL.................................................. 3-1
TESTING AND TROUBLESHOOTING........................................ 4-1
INSPECTION AND CHECK.......................................................... 5-1
MAINTENANCE PRACTICES...................................................... 6-1
ANTI-ICE AND DE-ICE SYSTEMS.............................................. 7-1
RECORDS.................................................................................... 8-1

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INTRODUCTION - CONTENTS

1. General................................................................................... 1-3
A. Statement of Purpose........................................................ 1-3
B. Maintenance Practices...................................................... 1-3
2. Airframe or Engine Modifications........................................... 1-5
A. Propeller Stress Levels..................................................... 1-5
B. Engine Modifications......................................................... 1-6
3. Restrictions and Placards....................................................... 1-6
A. Important Information........................................................ 1-6
4. Reference Publications.......................................................... 1-7
A. Hartzell Propeller Inc. Publications.................................... 1-7
B. Vendor Publications........................................................... 1-8
5. Personnel Requirements........................................................ 1-9
A. Service and Maintenance Procedures in this Manual....... 1-9
6. Special Tooling and Consumable Materials........................... 1-9
A. Special Tooling.................................................................. 1-9
B. Consumable Materials....................................................... 1-9
7. Safe Handling of Paints and Chemicals............................... 1-10
A. Instructions for Use......................................................... 1-10
8. Calendar Limits and Long Term Storage.............................. 1-10
A. Calendar Limits............................................................... 1-10
B. Long Term Storage.......................................................... 1-11
9. Component Life and Overhaul............................................. 1-11
A. Component Life............................................................... 1-11
B. Overhaul.......................................................................... 1-13
10. Damage/Repair Types.......................................................... 1-14
A. Airworthy/Unairworthy Damage....................................... 1-14
B. Minor/Major Repair.......................................................... 1-14
11. Propeller Critical Parts.......................................................... 1-15
A. Propeller Critical Parts..................................................... 1-15

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12. Warranty Service.................................................................. 1-16

A. Warranty Claims.............................................................. 1-16
13. Hartzell Propeller Inc. Contact Information........................... 1-16
A. Product Support Department........................................... 1-16
B. Technical Publications Department................................. 1-17
C. Recommended Facilities................................................. 1-17
14. Definitions............................................................................. 1-18
15. Abbreviations........................................................................ 1-28

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1. General (Rev. 1)
A. Statement of Purpose
(1) 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 LOGBOOK RECORD WITHIN
THIS MANUAL MUST BE MAINTAINED,
RETAINED CONCURRENTLY, AND
BECOME A PART OF THE AIRCRAFT AND
ENGINE SERVICE RECORDS.
(2) The information in this manual can be used by qualified
personnel to install, operate, and maintain the applicable
Hartzell propeller assemblies.
(a) Additional manuals are available that include
overhaul procedures and specifications for the
propeller.
(3) This manual may include multiple design types.
(a) Parentheses shown in the propeller model
designations in this or other Hartzell Propeller Inc.
publications indicate letter(s) and/or number(s) that
may or may not be present because of different
configurations permitted on the various aircraft
installations.
1 Refer to the Description and Operation chapter
of this manual for propeller and blade model
designation information.
(4) Where possible, this manual is written in the format
specified by ATA iSpec 2200.
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.
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(3) Avoid the use of blade paddles. If blade paddles must

be used, use at least two paddles. Do not put the blade
paddle in the area of the de-ice or anti-icing 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 or anti-icing boot. Use one blade paddle per
blade.
(4) Use only the approved consumables, e.g., cleaning
agents, lubricants, etc.
(5) Observe applicable torque values during maintenance.
(6) 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.
(a) Dynamic balance is recommended, but may be
accomplished at the discretion of the operator,
unless specifically required by the airframe or engine
manufacturer.
1 Perform dynamic balancing in accordance
with the Maintenance Practices chapter of this
manual.
2 Additional procedures may be found in the
aircraft maintenance manual.
(7) As necessary, use a soft, non-graphite pencil or crayon
to make identifying marks on components.
(8) As applicable, follow military standard NASM33540
for safety wire, safety cable, and cotter pin general
practices. Use 0.032 inch (0.81 mm) diameter stainless
steel safety wire unless otherwise indicated.
(9) The information in this manual revision supersedes data
in all previously published revisions of this manual.
(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.

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(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 can be found in Hartzell Propeller Inc.
Ice Protection System Manual 180 (30-61-80).
(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) Approved corrosion protection followed by approved
paint must be applied to all aluminum blades.
(a) For information about the application of corrosion
protection and paint, refer to the Maintenance
Practices chapter of this manual. Operation of
blades without the specified coatings and finishes,
i.e., “polished blades”, is not permitted.
2. Airframe or Engine Modifications (Rev. 1)
A. Propeller Stress Levels
(1) 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 approved flight maneuvers. Aircraft
modifications that can effect propeller stress include,
but are not limited to: aerodynamic changes ahead of
or behind the propeller, realignment of the thrust axis,
increasing or decreasing airspeed limits, 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
(1) Engine modifications can 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 modifications increase the maximum
power output, while others improve the power available
during hot and high operation (flat rating) or at off-peak
conditions.
(a) Examples of turbine engine modifications include,
but are not limited to: changes to the compressor,
power turbine or hot section of a turboprop engine.
(b) Examples of reciprocating engine modifications
include, but are not limited to: 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.
(2) All such modifications must be reviewed and approved
by the propeller manufacturer prior to obtaining approval
on the aircraft.
3. Restrictions and Placards (Rev. 1)
A. Important Information
(1) The propellers covered by this manual may have
a restricted operating range that requires a cockpit
placard.
(a) The restrictions, if present, will vary depending on
the propeller, blade, engine, and/or aircraft model.
(b) Review the propeller and aircraft type certificate data
sheet (TCDS), Pilot Operating Handbook (POH),
and any applicable Airworthiness Directives for
specific information.

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4. Reference Publications
A. Hartzell Propeller Inc. Publications
(1) Information published in Service Bulletins, Service
Letters, Service Advisories,
and Service Instructions may supersede information
published in this manual.
The reader must consult active Service Bulletins, Service
Letters, Service Advisories, and Service Instructions for
information that may have not yet been incorporated into
the latest revision of this manual.
(2) In addition to this manual, one or more of the following
publications are required for information regarding
specific recommendations and procedures to maintain
propeller assemblies that are included in this manual.

Manual No. Available at Hartzell Propeller Inc.

(ATA No.) www.hartzellprop.com Manual Title

n/a Yes Service Bulletins,

Service Letters, Service
Instructions, and Service
Advisories

Manual 127 Yes Metal Spinner

(61-16-27) Maintenance Manual

Manual 130B - Mechanically Actuated

(61-23-30) Governors and
Accessories Maintenance
Manual

Manual 135F - Composite Propeller

(61-13-35) Blade Maintenance
Manual

Manual 141 - Four Blade Lightweight

(61-10-41) Turbine Propeller
Overhaul Manual

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Manual No. Available at Hartzell Propeller Inc.

(ATA No.) www.hartzellprop.com Manual Title

Manual 143A - Four Blade Lightweight

(61-10-43) Turbine Propeller
Maintenance Manual

Manual 148 - Composite Spinner

(61-16-48) Maintenance Manual

Manual 157 - Five Blade Lightweight

(61-10-57) Turbine Propeller
Overhaul Manual

Manual 158A - Five Blade Lightweight

(61-10-58) Turbine Propeller
Overhaul Manual

Manual 159 Yes Application Guide

(61-02-59)

Manual 165A Yes Illustrated Tool and

(61-00-65) Equipment Manual

Manual 170 Yes Composite Propeller

(61-13-70) Blade Field Maintenance
and Minor Repair Manual

Manual 180 Yes Propeller Ice Protection

(30-61-80) System Manual

Manual 202A Vol. 7, Yes Standard Practices

(61-01-02) Manual,
Volumes 1 through 11

B. Vendor Publications
None.

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5. Personnel Requirements (Rev. 1)

A. Service and Maintenance Procedures in this Manual
(1) Personnel performing the service and maintenance
procedures in this manual are expected to have the
required equipment/tooling, training, and certifications
(when required by the applicable Aviation Authority) to
accomplish the work in a safe and airworthy manner.
(2) Compliance to the applicable regulatory requirements
established by the Federal Aviation Administration (FAA)
or international equivalent is mandatory for anyone
performing or accepting responsibility for the inspection
and/or repair of any Hartzell Propeller Inc. product.
(a) Maintenance records must be kept in accordance
with the requirements established by the Federal
Aviation Administration (FAA) or international
equivalent.
(b) Refer to Federal Aviation Regulation (FAR) Part 43
for additional information about general aviation
maintenance requirements.
6. Special Tooling and Consumable Materials (Rev. 1)
A. Special Tooling
(1) Special tooling may be required for procedures in this
manual. For further tooling information, refer to Hartzell
Propeller Inc. Illustrated Tool and Equipment Manual
165A (61-00-65).
(a) Tooling reference numbers appear with the prefix
“TE” directly following the tool name to which they
apply. For example, a template that is reference
number 133 will appear as: template TE133.
B. Consumable Materials
(1) Consumable materials are referenced in certain sections
throughout this manual. Specific approved materials
are listed in the Consumable Materials chapter of
Hartzell Propeller Inc. Standard Practices Manual 202A
(61‑01‑02).

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(a) Consumable material reference numbers appear

with the prefix “CM” directly following the material
to which they apply. For example, an adhesive that
is reference number 16 will appear as: adhesive
CM16. Only the material(s) specified can be used.
7. Safe Handling of Paints and Chemicals (Rev.1)
A. Instructions for Use
(1) Always use caution when handling or being exposed to
paints and/or chemicals during propeller overhaul and/or
maintenance procedures.
(2) Before using paint or chemicals, always read the
manufacturer’s label on the container(s) and follow
specified instructions and procedures for storage,
preparation, mixing, and/or application.
(3) Refer to the product’s Material Safety Data Sheet
(MSDS) for detailed information about the physical
properties, health, and physical hazards of any paint or
chemical.
8. Calendar Limits and Long Term Storage (Rev. 1)

A. Calendar Limits
(1) The effects of exposure to the environment over a period
of time create a need for propeller overhaul regardless of
flight time.
(2) A calendar limit between overhauls is specified in
Hartzell Propeller Inc. Service Letter HC-SL-61-61Y and
in the propeller owner’s manual.
(3) Experience has shown that special care, such as
keeping an aircraft in a hangar, is not sufficient to permit
extension of the calendar limit.
(4) The start date for the calendar limit is when the propeller
is first installed on an engine.
(5) The calendar limit is not interrupted by subsequent
removal and/or storage.
(6) The start date for the calendar limit must not be
confused with the warranty start date, that is with certain
exceptions, the date of installation by the first retail
customer.

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B. Long Term Storage

(1) Propellers that have been in storage have additional
inspection requirements before installation. Refer to the
Packaging and Storage chapter of Hartzell Propeller Inc.
Standard Practices Manual 202A (61‑01‑02).
9. Component Life and Overhaul (Rev. 1)
WARNING: CERTAIN PROPELLER COMPONENTS
USED IN NON-AVIATION APPLICATIONS
ARE MARKED WITH DIFFERENT PART
NUMBERS TO DISTINGUISH THEM
FROM COMPONENTS USED IN AVIATION
APPLICATIONS. DO NOT ALTER THE PART
NUMBERS SHOWN ON PARTS DESIGNATED
FOR NON-AVIATION APPLICATIONS OR
OTHERWISE APPLY THOSE PARTS FOR USE
ON AVIATION APPLICATIONS.
A. Component Life
(1) Component life is expressed in terms of hours of service
(Time Since New, TSN) and in terms of hours of service
since overhaul (Time Since Overhaul, TSO).
NOTE: TSN/TSO is considered as the time
accumulated between rotation and landing,
i.e., flight time.
(2) Time Since New (TSN) and Time Since Overhaul
(TSO) records for the propeller hub and blades must be
maintained in the propeller logbook.
(3) Both TSN and TSO are necessary for defining the life of
the component. Certain components, or in some cases
an entire propeller, may be “life limited”, which means
that they must be replaced after a specified period of
use (TSN).
(a) It is a regulatory requirement that a record of the
Time Since New (TSN) be maintained for all life
limited parts.
(b) Refer to the Airworthiness Limitations chapter in the
applicable Hartzell Propeller Inc. Owner’s Manual for
a list of life limited components.

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(4) When a component or assembly undergoes an overhaul,

the TSO is returned to zero hours.
(a) Time Since New (TSN) can never be returned to
zero.
(b) Repair without overhaul does not affect TSO or TSN.
(5) Blades and hubs are sometimes replaced while in
service or at overhaul.
(a) Maintaining separate TSN and TSO histories for a
replacement hub or blade is required.
(b) Hub replacement
1 If the hub is replaced, the replacement hub serial
number must be recorded (the entry signed and
dated) in the propeller logbook.
2 The propeller will be identified with the serial
number of the replacement hub.
NOTE: Propeller assembly serial numbers
are impression stamped on the hub.
For stamping information, refer to
the Parts Identification and Marking
chapter of Hartzell Propeller Inc.
Standard Practices Manual 202A
(61-01-02).
3 The TSN and TSO of the replacement hub must
be recorded and maintained in the propeller
logbook.
4 If tracking any component(s) other than the
hub/blades, maintain these TSN/TSO records
separately in the propeller logbook.
NOTE: Hub replacement does not affect
the TSN/TSO of any other propeller
components.

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B. Overhaul
(1) Overhaul is the periodic disassembly, cleaning,
inspecting, repairing as necessary, reassembling, and
testing in accordance with approved standards and
technical data approved by Hartzell Propeller Inc.
(2) The overhaul interval is based on hours of service,
i.e., flight time, or on calendar time.
(a) Overhaul intervals are specified in the applicable
Hartzell Propeller Inc. propeller owner’s manual and
Hartzell Service Letter HC-SL-61-61Y.
(b) At such specified periods, the propeller hub
assembly and the blade assemblies must be
completely disassembled and inspected for cracks,
wear, corrosion, and other unusual or abnormal
conditions.
(3) Overhaul must be completed in accordance with
the latest revision of the applicable component
maintenance manual and other publications applicable
to, or referenced in, the component maintenance
manual.
(a) Parts that are not replaced at overhaul must be
inspected in accordance with the check criteria in
the applicable Hartzell Propeller Inc. component
maintenance manual.
(b) Parts that must be replaced at overhaul are
identified by a “Y” in the O/H column of the
Illustrated Parts List in the applicable Hartzell
Propeller Inc. component maintenance manual.
(4) The information in this manual supersedes data in all
previously published revisions of this manual.

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10. Damage/Repair Types (Rev. 1)

A. Airworthy/Unairworthy Damage
(1) Airworthy damage is a specific condition to a propeller
component that is within the airworthy damage limits
specified in the applicable Hartzell Propeller Inc.
component maintenance manual.
(a) Airworthy damage does not affect the safety or flight
characteristics of the propeller and conforms to its
type design.
(b) Airworthy damage does not require repair before
further flight, but should be repaired as soon as
possible to prevent degradation of the damage.
(2) Unairworthy damage is a specific condition to a propeller
component that exceeds the airworthy damage limits
specified in the applicable Hartzell Propeller Inc.
component maintenance manual.
(a) Unairworthy damage can affect the safety or flight
characteristics of the propeller and does not conform
to its type design.
(b) Unairworthy damage must be repaired before the
propeller is returned to service.
B. Minor/Major Repair
(1) Minor Repair
(a) Minor repair is that which may be done safely in the
field by a certified aircraft mechanic.
1 For serviceable limits and repair criteria for
Hartzell propeller components, refer to the
applicable Hartzell Propeller Inc. component
maintenance manual.

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(2) Major Repair

(a) Major repair cannot be done by elementary
operations.
(b) Major repair work must be accepted by an individual
that is certified by the Federal Aviation Administration
(FAA) or international equivalent.
1 Hartzell recommends that individuals performing
major repairs also have a Factory Training
Certificate from Hartzell Propeller Inc.
2 The repair station must meet facility, tooling,
and personnel requirements and is required
to participate in Hartzell Propeller Inc. Sample
Programs as defined in the Approved Facilities
chapter of Hartzell Propeller Inc. Standard
Practices Manual 202A (61-01-02).
11. Propeller Critical Parts (Rev. 1)
A. Propeller Critical Parts
(1) Procedures in this manual may involve Propeller Critical
Parts (PCP).
(a) 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.
(b) Refer to the Illustrated Parts List chapter in the
applicable Hartzell Propeller Inc. maintenance
manual to identify the 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.
(a) 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.

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12. Warranty Service (Rev. 1)

A. Warranty Claims
(1) If you believe you have a warranty claim, contact the
Hartzell Propeller Inc. Product Support Department to
request a Warranty Application form. Complete this form
and return it to Hartzell Product Support for evaluation
before proceeding with repair or inspection work.
Upon receipt of this form, the Hartzell Product Support
Department will provide instructions on how to proceed.
(a) For Hartzell Propeller Inc. Product Support
Department contact information, refer to the “Contact
Information” section in this chapter.
13. Hartzell Propeller Inc. Contact Information (Rev. 2)
A. Product Support Department
(1) Contact the Product Support Department of Hartzell
Propeller Inc. about any maintenance problems or to
request information not included in this publication.
NOTE: When calling from outside the United States,
dial (001) before dialing the telephone
numbers below.
(a) 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.
(b) Hartzell Propeller Inc. Product Support can also be
reached by fax at (937) 778-4215, and by e-mail at
[email protected].
(c) 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.
1 A technical representative will contact you during
normal business hours.
2 Urgent AOG support is also available 24 hours
per day, seven days per week via this message
service.
(d) Additional information is available on the Hartzell
Propeller Inc. website at www.hartzellprop.com.

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B. Technical Publications Department

(1) For Hartzell Propeller Inc. service literature and
revisions, contact:
Hartzell Propeller Inc.
Attn: Technical Publications Department
One Propeller Place
Piqua, Ohio 45356-2634 U.S.A.

Telephone: 937.778.4200
Fax: 937.778.4215
E-mail: [email protected]
C. Recommended Facilities
(1) Hartzell Propeller Inc. recommends using
Hartzell-approved distributors and repair facilities for
the purchase, repair, and overhaul of Hartzell propeller
assemblies or components.
(2) Information about the Hartzell Propeller Inc. worldwide
network of aftermarket distributors and approved repair
facilities is available on the Hartzell website at
www.hartzellprop.com.

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14. Definitions (Rev. 4)

A basic understanding of the following terms will assist in
maintaining and operating Hartzell Propeller Inc. propeller
systems.

Term Definition
Annealed Softening of material due to overexposure to
heat

Aviation Certified Intended for FAA or international equivalent

type certificated aircraft applications. A TC
and PC number must be stamped on the
hub, and a PC number must be stamped on
blades.

Aviation Intended for aircraft/propeller applications

Experimental not certified by the FAA or international
equivalent. Products marked with an “X”
at or near the end of the model number or
part number are not certified by the FAA or
international equivalent and are not intended
to use on certificated aircraft.

Beta Operation A mode of pitch control that is directed

by the pilot rather than by the propeller
governor

Beta Range Blade angles between low pitch and

maximum reverse blade angle

Beta System Parts and/or equipment related to operation

(manual control) of propeller blade angle
between low pitch blade angle and full
reverse blade angle

Blade Angle Measurement of blade airfoil location

described as the angle between the blade
airfoil and the surface described by propeller
rotation

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Term Definition
Blade Centerline An imaginary reference line through the
length of a blade around which the blade
rotates

Blade Station Refers to a location on an individual blade

for blade inspection purposes. It is a
measurement from the blade “zero” station
to a location on a blade, used to apply
blade specification data in blade overhaul
manuals.
Note: Do not confuse blade station with
reference blade radius; they may
not originate at the same location.

Blemish An imperfection with visible attributes, but

having no impact on safety or utility

Brinelling A depression caused by failure of the

material in compression

Bulge An outward curve or bend

Camber The surface of the blade that is directed

toward the front of the aircraft. It is the low
pressure, or suction, side of the blade. The
camber side is convex in shape over the
entire length of the blade.

Chord A straight line distance between the leading

and trailing edges of an airfoil

Chordwise A direction that is generally from the leading

edge to the trailing edge of an airfoil

Co-bonded The act of bonding a composite laminate

and simultaneously curing it to some other
prepared surface

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Term Definition
Composite Material Kevlar®, carbon, or fiberglass fibers bound
together with, or encapsulated within an
epoxy resin

Compression A process that provides improved strength

Rolling and resistance to fatigue

Constant Force A force that is always present in some

degree when the propeller is operating

Constant Speed A propeller system that employs a governing

device to maintain a selected engine RPM

Corrosion The chemical or electrochemical attack

(Aluminum) by an acid or alkaline that reacts with the
protective oxide layer and results in damage
of the base aluminum. Part failure can occur
from corrosion due to loss of structural
aluminum converted to corrosion product,
pitting, a rough etched surface finish, and
other strength reduction damage caused by
corrosion.

Corrosion (Steel) Typically, an electrochemical process that

requires the simultaneous presence of iron
(component of steel), moisture and oxygen.
The iron is the reducing agent (gives up
electrons) while the oxygen is the oxidizing
agent (gains electrons). Iron or an iron alloy
such as steel is oxidized in the presence
of moisture and oxygen to produce rust.
Corrosion is accelerated in the presence
of salty water or acid rain. Part failure can
occur from corrosion due to loss of structural
steel converted to corrosion product, pitting,
a rough etched surface finish and other
strength reduction damage caused by
corrosion.

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Term Definition
Corrosion Product A white or dull gray powdery material that
(Aluminum) has an increased volume appearance
(compared to non-corroded aluminum).
Corrosion product is not to be confused with
damage left in the base aluminum such as
pits, worm holes, and etched surface finish.

Corrosion Product When iron or an iron alloy such as steel

(Steel) corrodes, a corrosion product known as
rust is formed. Rust is an iron oxide which
is reddish in appearance and occupies
approximately six times the volume of
the original material. Rust is flakey and
crumbly and has no structural integrity. Rust
is permeable to air and water, therefore
the interior metallic iron (steel) beneath a
rust layer continues to corrode. Corrosion
product is not to be confused with damage
left in the base steel such as pits and etched
surface finish.

Crack Irregularly shaped separation within a

material, sometimes visible as a narrow
opening at the surface

Debond Separation of two materials that were

originally bonded together in a separate
operation

Defect An imperfection that affects safety or utility

Delamination Internal separation of the layers of

composite material

Dent The permanent deflection of the cross

section that is visible on both sides with no
visible change in cross sectional thickness

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Term Definition
Depression Surface area where the material has been
compressed but not removed

Distortion Alteration of the original shape or size of a

component

Edge Alignment Distance from the blade centerline to the

leading edge of the blade

Erosion Gradual wearing away or deterioration due

to action of the elements

Exposure Leaving material open to action of the

elements

Face The surface of the blade that is directed

toward the rear of the aircraft. The face side
is the high pressure, or thrusting, side of the
blade. The blade airfoil sections are normally
cambered or curved such that the face side
of the blade may be flat or even concave in
the midblade and tip region.

Face Alignment Distance from the blade centerline to the

highest point on the face side perpendicular
to the chord line

Feathering The capability of blades to be rotated

parallel to the relative wind, thus reducing
aerodynamic drag

Fraying A raveling or shredding of material

Fretting Damage that develops when relative motion

of small displacement takes place between
contacting parts, wearing away the surface

Galling To fret or wear away by friction

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Term Definition
Gouge Surface area where material has been
removed

Hazardous Propeller The hazardous propeller effects are defined

Effect 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

Inboard Toward the butt of the blade

Intergranular Corrosion that attacks along the grain

Corrosion boundaries of metal alloys

Jog A term used to describe movement up/

down, left/right, or on/off in short incremental
motions

Laminate To unite composite material by using a

bonding material, usually with pressure and
heat

Lengthwise A direction that is generally parallel to the

pitch axis

Loose Material Material that is no longer fixed or fully

attached

Low Pitch The lowest blade angle attainable by the

governor for constant speed operation

Major Propeller The major propeller effects are defined in

Effect Title 14 CFR section 35.15(g)(2)

Minor Deformation Deformed material not associated with a

crack or missing material

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Term Definition
Monocoque A type of construction in which the outer skin
carries all or a major part of the load

Nick Removal of paint and possibly a small

amount of material

Non-Aviation Intended for non-aircraft application, such as

Certified Hovercraft or Wing in Ground Effect (WIG)
applications. These products are certificated
by an authority other than FAA. The hub and
blades will be stamped with an identification
that is different from, but comparable to TC
and PC.

Non-Aviation Intended for non-aircraft application, such as

Experimental Hovercraft or Wing-In-Ground effect (WIG)
applications. Products marked with an “X” at
or near the end of the model number or part
number are not certified by any authority and
are not intended for use on certificated craft.

Onspeed Condition in which the RPM selected by the

pilot through the propeller control/condition
lever and the actual engine (propeller) RPM
are equal

Open Circuit Connection of high or infinite resistance

between points in a circuit which are
normally lower

Outboard Toward the tip of the blade

Overhaul The periodic disassembly, inspection, repair,

refinish, and reassembly of a propeller
assembly to maintain airworthiness

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Term Definition
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/condition lever

Pitch Same as “Blade Angle”

Pitting Formation of a number of small, irregularly

shaped cavities in surface material caused
by corrosion or wear

Pitting (Linear) The configuration of the majority of pits

forming a pattern in the shape of a line

Porosity An aggregation of microvoids. See “voids”.

Propeller Critical A part on the propeller whose primary failure

Parts can result in a hazardous propeller effect, as
determined by the safety analysis required
by Title 14 CFR section 35.15

Reference Blade Refers to the propeller reference blade

Radius radius in an assembled propeller, e.g.,
30-inch radius. A measurement from the
propeller hub centerline to a point on a
blade, used for blade angle measurement
in an assembled propeller. An adhesive
stripe (blade angle reference tape CM160) is
usually located at the reference blade radius
location.
Note: Do not confuse reference blade
radius with blade station; they may
not originate at the same point.

Reversing The capability of rotating blades to a position

to generate reverse thrust to slow the aircraft
or back up

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Term Definition
Scratch Same as “Nick”

Short Circuit Connection of low resistance between points

on a circuit between which the resistance is
normally much greater

Shot Peening Process where steel shot is impinged on

a surface to create compressive surface
stress, that provides improved strength and
resistance to fatigue

Single Acting Hydraulically actuated propeller that utilizes

a single oil supply for pitch control

Split Delamination of blade extending to the blade

surface, normally found near the trailing
edge or tip

Station Line See "Blade Station"

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

Ticking A series of parallel marks or scratches

running circumferentially around the
diameter of the blade

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

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Term Definition
Trailing Edge The aft edge of an airfoil over which the air
passes last

Trimline Factory terminology referring to where the

part was trimmed to length

Underspeed The condition in which the actual engine

(propeller) RPM is lower than the RPM
selected by the pilot through the propeller
control/condition lever

Unidirectional A composite material in which the fibers are

Material substantially oriented in the same direction

Variable Force A force that may be applied or removed

during propeller operation

Vertical Balance Balance between the leading and trailing

edges of a two-blade propeller with the
blades positioned vertically

Voids Air or gas that has been trapped and cured

into a laminate

Windmilling The rotation of an aircraft propeller caused

by air flowing through it while the engine is
not producing power

Woven Fabric A material constructed by interlacing fiber to

form a fabric pattern

Wrinkle (aluminum A wavy appearance caused by high and low

blade) material displacement

Wrinkle (composite Overlap or fold within the material

blade)

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15. Abbreviations (Rev. 2)

Abbreviation Term

AD Airworthiness Directives

AMM Aircraft Maintenance Manual

AOG Aircraft on Ground

AR As Required

ATA Air Transport Association

CSU Constant Speed Unit

FAA Federal Aviation Administration

FH Flight Hour

FM Flight Manual

FMS Flight Manual Supplement

Ft-Lb Foot-Pound

HMI Human Machine Interface

ICA Instructions for Continued Airworthiness

ID Inside Diameter

In-Lb Inch-Pound

IPL Illustrated Parts List

IPS Inches Per Second

kPa Kilopascals

Lb(s) Pound(s)

Max. Maximum

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Abbreviation Term

Min. Minimum

MIL-X-XXX Military Specification

MPI Major Periodic Inspection (Overhaul)

MS Military Standard

MSDS Material Safety Data Sheet

N Newtons

N/A Not Applicable

NAS National Aerospace Standards

NASM National Aerospace Standards, Military

NDT Nondestructive Testing

NIST National Institute of Standards and Technology

N•m Newton-Meters

OD Outside Diameter

OPT Optional

PC Production Certificate

PCP Propeller Critical Part

PLC Programmable Logic Controller

PMB Plastic Media Blasting (Cleaning)

POH Pilot’s Operating Handbook

PSI Pounds per Square Inch

RF Reference

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Abbreviation Term

RPM Revolutions per Minute

SAE Society of Automotive Engineers

STC Supplemental Type Certificate

TBO Time Between Overhaul

TC Type Certificate

TSI Time Since Inspection

TSN Time Since New

TSO Time Since Overhaul

UID Unique Identification

WIG Wing-In-Ground-Effect

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DESCRIPTION AND OPERATION - CONTENTS

1. Description of Propellers and Systems ................................... 2-9

A. Feathering and Reversing Propellers
HC-E(4,5)( )-3( ) Series .................................................... 2-10
B. Feathering Propellers HC-E5A-2 Model........................... 2-14
C. Feathering and Reversing Propellers HC-E5B-5A,
HC-E(4,5)N-5KL, and HC-E4P-5 Models.......................... 2-21
D. Propeller Model Designation............................................. 2-24
2. Propeller Blades ................................................................... 2-26
A. Description of Composite Blades...................................... 2-26
B. Blade Model Designation.................................................. 2-26
3. Governors.............................................................................. 2-29
A. Theory of Operation.......................................................... 2-29
B. Governor Model Designation............................................ 2-32
4. Propeller Ice Protection Systems.......................................... 2-33
A. System Description........................................................... 2-33

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LIST OF FIGURES

HC-E4A-3( ) Series Propeller.........................Figure 2-1.............. 2-3

HC-E4N-3( ) Series Propeller.........................Figure 2-2.............. 2-4
HC-E5N-3( ) Series Propeller.........................Figure 2-3.............. 2-5
HC-E5A-3( ) Series Propeller.........................Figure 2-4.............. 2-6
HC-E5A-31 Series Propeller..........................Figure 2-5.............. 2-7
HC-E5P-3( ) Series Propeller.........................Figure 2-6.............. 2-8
HC-E5W-3( ) Series Propeller........................Figure 2-6.1........... 2-9
HC-E5A-2( ) Series Propeller.........................Figure 2-7............ 2-13
HC-E5B-5A Series Propeller..........................Figure 2-8............ 2-16
HC-E4N-5KL Series Propeller........................Figure 2-9............ 2-17
HC-E4P-5( ) Series Propeller.........................Figure 2-10.......... 2-18
HC-E5N-5KL Series Propeller........................Figure 2-11.......... 2-19
Governor in Onspeed Condition.....................Figure 2-12.......... 2-28
Governor in Underspeed Condition................Figure 2-13.......... 2-28
Governor in Overspeed Condition..................Figure 2-14.......... 2-28
Feathering Governor......................................Figure 2-15.......... 2-30
Synchronizer/Synchrophaser Governor.........Figure 2-16.......... 2-31

LIST OF TABLES

Propeller Model Designations........................Table 2-1............. 2-25

Composite Blade Model Designation.............Table 2-2............. 2-27
Governor Model Designations........................Table 2-3............. 2-32

Page 2-2
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Spinner Mount- Counterweight Blade
ing Screw Clamp Retention
Bearing Pitch
Blade Change
Hub Rod

Preload Spring
Plate
Cylinder
Mounting
Washer Feather
Stop
Mounting
Bolt

Engine
Flange

DESCRIPTION AND OPERATION

Propeller

Beta Feedback
Block Assembly Spinner
147

Dome
Owner’s

Beta Ring Reverse Adjust

61-00-47
Sleeve
Spinner Piston
Manual

Bulkhead Fork
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W10129

HC-E4A-3( ) Series Propeller

Figure 2-1

Rev. 16 May/20
Page 2-3

Blade Counterweight Blade
Clamp Retention
Bearing Pitch
Preload Change
Plate Hub Rod

Spring
Mounting
Washer Cylinder

Mounting
Bolt Feather
Stop
Engine
Flange

Beta Feedback

DESCRIPTION AND OPERATION

Block Assembly

Beta Ring
Spinner
147

Dome
Propeller Owner’s

Spinner Reverse Adjust

61-00-47
Bulkhead Sleeve
Spinner Mounting
Manual

Screw Fork Piston

W10172
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Rev. 16 May/20
Page 2-4
Figure 2-2

Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting Piston
Washer
Mounting Feather
Bolt Stop

Engine
Flange

Beta Feedback

DESCRIPTION AND OPERATION

Propeller

Block Assembly

Spinner
147

Beta Ring Dome

Owner’s

Spinner Reverse Adjust

61-00-47
Bulkhead Sleeve

Spinner Mounting
Manual

Screw Fork Cylinder

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TI-148010

HC-E5N-3( ) Series Propeller

Figure 2-3

Rev. 16 May/20
Page 2-5

Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting Piston
Washer
Mounting Feather
Bolt Stop

Beta Feedback

DESCRIPTION AND OPERATION

Block Assembly

Spinner
147

Beta Ring Dome

Propeller Owner’s

Spinner Pitch Stop

61-00-47
Bulkhead Plate

Spinner Mounting
Manual

Cylinder
TPI-147-E5A-3
Screw Fork
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HC-E5A-3( ) Series Propeller

Figure 2-4

Rev. 16 May/20
Page 2-6

Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting
Washer Piston

Mounting Feather
Bolt Stop

DESCRIPTION AND OPERATION

Propeller

Spinner
147

Beta Ring
Dome
Owner’s

Spinner Pitch Stop

61-00-47
Bulkhead Plate

Spinner Mounting
Manual

Screw Cylinder
Fork
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TPI-LW-147-00224

HC-E5A-31 Series Propeller

Figure 2-5

Rev. 16 May/20
Page 2-7

Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting Piston
Washer
Mounting Feather
Nut Stop

Mounting
Bolt

Beta Feedback

DESCRIPTION AND OPERATION

Block Assembly

Spinner
147

Beta Ring Dome

Propeller Owner’s

Spinner Pitch Stop

61-00-47
Bulkhead Plate

Spinner Mounting
Manual

Screw Cylinder
Fork
TPI-147-E5P-3
HB-2022/01/0001
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HC-E5P-3( ) Series Propeller

Rev. 16 May/20
Page 2-8
Figure 2-6

Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting
Washer Piston

Mounting Feather
Nut Stop

Mounting
Stud

Beta Feedback

DESCRIPTION AND OPERATION

Propeller

Block Assembly

Spinner
147

Beta Ring Dome

Owner’s

Spinner Pitch Stop

61-00-47
Bulkhead Plate

Spinner Mounting
Manual

Screw Fork Cylinder

HB-2022/01/0001
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TPI-LW-147-00611

HC-E5W-3( ) Series Propeller

Rev. 17 Sep/20
Page 2-9
Figure 2-6.1
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1. Description of Propellers and Systems

A. Feathering and Reversing Propellers HC-E(4,5)( )-3( ) Series
Refer to Figure 2-1, Figure 2-2, Figure 2-3, Figure 2-4,
Figure 2-5, Figure 2-6, and Figure 2-6.1. The propellers
described in this section are constant speed, feathering,
and reversing. They use a single oil supply from a governing
device to hydraulically actuate a change in blade angle. The
propellers have four or five blades and are used primarily on
Pratt & Whitney turbine engines.
A two piece aluminum hub retains each propeller blade on a
thrust bearing. A cylinder is attached to the hub and contains
a feathering spring and piston. The hydraulically actuated
piston transmits linear motion through a pitch change rod
and fork to each blade to result in blade angle change.
While the propeller is operating the following forces are
constantly present: 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is generally very small in relation to the other
forces and can attempt to increase or decrease blade angle.
Summation of the propeller forces is toward higher pitch (low
RPM) and is opposed by a variable force toward lower pitch
(high RPM). The variable force is oil under pressure from a
governor with an internal pump that is mounted on and driven
by the engine. The oil from the governor is supplied to the
propeller and hydraulic piston through a hollow engine shaft.
Increasing the volume of oil within the piston and cylinder will
decrease the blade angle and increase propeller RPM.
Decreasing the volume of oil will increase blade angle and
decrease propeller RPM. By changing the blade angle, the
governor can vary the load on the engine and maintain
constant engine RPM (within limits), independent of where
the power lever is set. The governor uses engine speed
sensing mechanisms that permit it to supply or drain oil as
necessary to maintain constant engine speed (RPM).

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If governor supplied oil is lost during operation, the propeller

will increase pitch and feather. Feathering occurs because the
summation of internal propeller forces causes the oil to drain
out of the propeller until the feather stop position is reached.
Normal in-flight feathering is accomplished when the pilot
retards the propeller condition lever past the feather detent.
This permits control 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 condition lever into the normal flight
(governing) range and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller and the
blade angle decreases.
In reverse mode of operation, the governor operates in an
underspeed condition to act strictly as a source of
pressurized oil, while attempting to control RPM. Control
of the propeller blade angle in reverse is accomplished
with the beta valve for propellers with beta feedback block
assemblies and with the PCU for propellers with electronic
beta sensors.
NOTE: For installations with beta feedback block
assemblies, the beta valve is normally built into the
base of the governor. For installations with beta
sensors, the beta valve function is built into the
PCU control system.
For installations with beta feedback block assemblies,
the propeller is reversed by manually repositioning the
cockpit-control to cause the beta valve to supply oil from the
governor pump to the propeller. Several external propeller
mechanisms, which include a beta ring and beta feedback
block assembly, communicate propeller blade angle position
to the beta valve.

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When the propeller reaches the desired reverse position,

movement of the beta ring and beta feedback block
assembly initiated by the propeller piston, causes the beta
valve to shut off the flow of oil to the propeller. Any additional
unwanted movement of the propeller toward reverse, or any
movement of the manually positioned beta valve control
toward high pitch position will cause the beta valve to drain
oil from the propeller to increase pitch.
For installations with electronic beta sensors, the propeller
is reversed by manually repositioning the cockpit-control
to cause the PCU to supply oil from the PCU pump to the
propeller. The electronic beta sensor reads the position of
the specially designed beta ring and communicates propeller
blade angle position to the FADEC.
When the propeller reaches the desired reverse position,
the electronic beta sensor determines the movement of the
specially designed beta ring, initiated by propeller piston,
and the FADEC tells the PCU to stop the flow of the oil to
the propeller. Any additional unwanted movement of the
propeller toward reverse, or any movement of the cockpit
control toward the high pitch position will cause the PCU to
drain oil from the propeller to increase pitch.

Page 2-12
DESCRIPTION AND OPERATION 61-00-47 Rev. 17 Sep/20

Blade
Hub Pitch
Blade Change
Retention Rod
Bearing
Cylinder
Preload
Plate

Engine
Flange Pitch Stop

Mounting
Nut

Mounting

DESCRIPTION AND OPERATION

Propeller

Washer
Spinner
Adapter Plate to Hub Dome
147

Bolt
Owner’s

Bulkhead to Adapter
Plate Screw Piston

61-00-47
Spinner Spring
Spinner Lubrication
Bulkhead
Manual

Mounting Fitting Fork

Screw
HB-2022/01/0001
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6854-2.eps

HC-E5A-2( ) Series Propeller

Figure 2-7

Rev. 17 Sep/20
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B. Feathering Propellers HC-E5A-2 Model

Refer to Figure 2-7. The propeller described in this section is
constant speed and feathering. It utilizes a single oil supply
from a governing device to hydraulically actuate a change in
blade angle. This propeller has five blades and is used
primarily on Pratt & Whitney turbine engines.
A two piece aluminum hub retains each propeller blade on a
thrust bearing. A cylinder is attached to the hub and contains
a feathering spring and piston. The hydraulically actuated
piston transmits linear motion through a pitch change rod
and fork to each blade to result in blade angle change.
While the propeller is operating the following forces are
constantly present, 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle,
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is usually very small in relation to the other
forces and can attempt to increase or decrease blade angle.
The summation of the propeller forces is toward higher pitch
(low RPM) and is opposed by a variable force toward lower
pitch (high RPM). The variable force is oil under pressure
from a governor with an internal pump that is mounted
on and driven by the engine. The oil from the governor
is supplied to the propeller and hydraulic piston through
a hollow engine shaft. Increasing the volume of oil within
the piston and cylinder will decrease the blade angle and
increase propeller RPM. Decreasing the volume of oil will
increase blade angle and decrease propeller RPM. By
changing blade angle the governor can vary the load on the
engine and maintain constant engine RPM (within limits),
independent of where the power lever is set. The governor
uses engine speed sensing mechanisms that permit it to
supply or drain oil as necessary to maintain constant engine
speed (RPM).

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If governor supplied oil is lost during operation, the propeller

will increase pitch and feather. Feathering occurs because the
summation of internal propeller forces causes the oil to drain
out of the propeller until the feather stop position is reached.
Normal in-flight feathering is accomplished when the pilot
retards the propeller condition lever past the feather detent.
This permits control 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 condition lever into the normal flight
(governing) range and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller and the
blade angle decreases.

Page 2-15
DESCRIPTION AND OPERATION 61-00-47 Rev. 17 Sep/20

Blade Hub
Counterweight Pitch
Blade Change
Retention Rod
Bearing
Cylinder
Preload
Plate

Engine
Flange

Mounting
Bolt

Mounting

DESCRIPTION AND OPERATION

Washer Spinner
Dome
Spinner
147

Bulkhead Start Locks

Propeller Owner’s

Piston

61-00-47
Spinner
Mounting Fork Spring
Manual

Screw Lubrication
W10003 Fitting
HB-2022/01/0001
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HC-E5B-5A Series Propeller

Figure 2-8

Rev. 16 May/20
Page 2-16

Blade
Spinner
Blade
Mounting
Retention Pitch
Screw Start Lock
Bearing Change
Assembly
Rod
Preload
Plate Spring
Mounting Cylinder
Washer

Mounting Feather
Bolt Stop
Mounting
Nut
Hub
Mounting

DESCRIPTION AND OPERATION

Plate
Propeller

Spinner
Dome
147

Bulkhead Reverse
Owner’s

Spacer Adjust Sleeve

61-00-47
Piston
Spinner Fork
Manual

Bulkhead Lubrication
Hub
HB-2022/01/0001
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TPI-E4N-5KL Fitting

HC-E4N-5KL Series Propeller

Figure 2-9

Rev. 16 May/20
Page 2-17

Blade Blade Preload
Retention Counterweight
Plate
Bearing Pitch
Start Locks Change
Rod
Mounting
Bolt
Cylinder

Mounting
Feather
Washer
Stop
Engine
Flange

DESCRIPTION AND OPERATION

Spinner
Dome
Spinner
147

Bulkhead
Spring
Propeller Owner’s

61-00-47
Spinner
Piston
Mounting Fork
Screw
Manual

Lubrication
W10003 Fitting Hub
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HC-E4P-5( ) Series Propeller

Figure 2-10

Rev. 16 May/20
Page 2-18

Spinner Mounting
Screw Blade
Washer
Counterweight

Blade Feathering Springs

Retention Cylinder Pitch Stop
Bearing
Bulkhead
Preload Spacer
Plate Start Lock
Assembly

DESCRIPTION AND OPERATION

Propeller

Mounting
Bolt Spinner
Dome
147

Mounting
Nut
Owner’s

Piston
Washer

61-00-47
Pitch
Change
Manual

Spinner Hub Rod

Bulkhead
HB-2022/01/0001
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Lubrication Fitting
TPI-MB-0258

HC-E5N-5KL Series Propeller

Rev. 16 May/20
Page 2-19
Figure 2-11
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(This page is intentionally blank.)

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C. Feathering and Reversing Propellers HC-E5B-5A,

HC-E(4,5)N-5KL, and HC-E4P-5 Models
Refer to Figure 2-8, Figure 2-9, Figure 2-10, and
Figure 2-11. The propeller described in this section is
constant speed, feathering and reversing. It utilizes a single
oil supply from a governing device to hydraulically actuate a
change in blade angle. This propeller has five blades and is
used primarily on Garrett (Honeywell) turbine engines.
A two piece aluminum hub retains each propeller blade on a
thrust bearing. A cylinder is attached to the hub and contains
a feathering spring and piston. The hydraulically actuated
piston transmits linear motion through a pitch change rod
and fork to each blade to result in blade angle change.
While the propeller is operating the following forces are
constantly present, 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle,
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is usually very small in relation to the other
forces and can attempt to increase or decrease blade angle.
The summation of the propeller forces is toward higher pitch
(low RPM) and is opposed by a variable force toward lower
pitch (high RPM). The variable force is oil under pressure
from a governor with an internal pump, which is mounted
on and driven by the engine. The oil from the governor
is supplied to the propeller and hydraulic piston through
a hollow engine shaft. Increasing the volume of oil within
the piston and cylinder will decrease the blade angle and
increase propeller RPM. Decreasing the volume of oil will
increase blade angle and decrease propeller RPM. By
changing blade angle the governor can vary the load on the
engine and maintain constant engine RPM (within limits),
independent of where the power lever is set. The governor
uses engine speed sensing mechanisms that allow it to
supply or drain oil as necessary to maintain constant engine
speed (RPM).

Page 2-21
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If governor supplied oil is lost during operation, the propeller

will increase pitch and feather. Feathering occurs because
the summation of internal propeller forces causes the oil to
drain out of the propeller until the feather stop position is
reached.
Normal in-flight feathering is accomplished when the pilot
retards the propeller condition lever past the feather detent.
This permits control 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 condition lever into the normal flight
(governing) range and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller and the
blade angle decreases.
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. Control of
the propeller blade angle in reverse is accomplished with the
beta valve.
NOTE: The beta valve is normally located on the side of
reduction gearbox opposite the propeller.
The propeller is reversed by manually repositioning the
cockpit-control to cause the beta valve to supply oil from the
governor pump to the propeller. A beta rod inserted into the
front of the propeller communicates propeller blade angle
position to the beta valve.
When the propeller reaches the desired reverse position,
movement of the beta rod, initiated by the propeller
piston, will cause the beta valve to shut off flow of oil to
the propeller. Any additional unwanted movement of the
propeller toward reverse or any movement of the manually
positioned beta valve control toward high pitch position
will cause the beta valve to drain oil from the propeller to
increase pitch.

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It is undesirable to feather the propeller when the engine is

stopped after landing the aircraft. This propeller type is
normally installed on a fixed shaft engine that causes the
propeller to rotate during an engine start process. If the
propeller is in feather position, an overload on the electric
engine starter will occur.
To prevent feathering during normal engine shutdown, the
propeller incorporates spring-energized latch pins, called
start locks. Two start locks are installed on the cylinder. If
propeller rotation is approximately 800 RPM or above, the
start locks disengage from the piston by centrifugal force
acting on the latch pins to compress the spring (within
the units). When RPM drops below 800 RPM, the springs
overcome the centrifugal force and move the latch pins to
engage the piston, preventing blade angle movement to
feather.
Shortly after start up with the propeller RPM above 800, the
latch pins in the start locks will still retain the blade angle.
To release the latch pins, it is necessary to manually actuate
the propeller slightly toward reverse. This will move the
piston, allowing the latch pins to slide freely. Centrifugal force
will compress the springs and disengage the pins from the
piston.

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D. Propeller Model Designation

(1) Hartzell Propeller Inc. uses a model number designation
system to identify specific propeller and blade
assemblies. The propeller model number and blade
model number are separated by a slash ( / ).
(a) Example: propeller model number / blade model
number
(2) The propeller model number is impression stamped on
the propeller hub.
(3) Refer to Table 2-1 for a description of the characters
used in the propeller model number.

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HC - E 4 A - 3 I
E4A-3:
A - INITIAL PRODUCTION MODEL
I - SAME AS A EXCEPT P-STATIC PAINT, DE-ICE WIRES, PAINT
J - SAME AS I EXCEPT HUB, CYLINDER, COUNTERWEIGHT
E4N-3:
M - SAME AS -3 EXCEPT BLADE, COUNTERWEIGHT, APPLICATION
A - COMPATIBLE WITH ASCII COMPOSITE BLADES
E4N-5:
K - HUB MOUNTING PLATES
L - LEFT HAND ROTATION
E4P-5:
BLANK - INITIAL PRODUCTION MODEL
E - SAME AS BLANK EXCEPT HUB, CYLINDER
E5A-2:
BLANK - INITIAL PRODUCTION MODEL
E5A-3:
A - INITIAL PRODUCTION MODEL
E5A-31:
A - INITIAL PRODUCTION MODEL
E5B-5:
BLANK - INITIAL PRODUCTION MODEL
A - SAME AS -5 EXCEPT APPLICATION
E5N-3:
C - COMPATIBLE WITH ASCII COMPOSITE BLADES
E5N-5:
K - HUB MOUNTING PLATE
L - LEFT HAND ROTATION
E5P-3:
BLANK - INITIAL PRODUCTION MODEL
E5W-3:
BLANK - INITIAL PRODUCTION MODEL

2 - NO BETA FEEDBACK MECHANISM

3 - EXTERNAL BETA FEEDBACK MECHANISM WITH
HYDRO-MECHANICAL INTERFACE
31 - EXTERNAL BETA FEEDBACK MECHANISM WITH
ELECTRICAL INTERFACE
5 - INTERNAL BETA FEEDBACK MECHANISM

BOLT DOWELS NO. OF BOLTS

CIRCLE NO. DIA. OR STUDS
A 5.125 in. 2 5/8 12 (9/16")
B 5.125 in. 2 5/8 12 (9/16")
N 4.25 in. 2 1/2 8 (9/16")
P-3 4.25 in. 4 1/2 8 (9/16")
P-5 4.25 in. 4 1/2 8 (9/16")
W 4.25 in. 2 1/2 8 (9/16")

NO. OF BLADES 4 or 5

E - HUB DESIGN AND BLADE RETENTION TYPE

HC - HARTZELL PROPELLER INC. CONTROLLABLE

Propeller Model Designations

Table 2-1

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2. Propeller Blades
A. Description of Composite Blades
(1) Hartzell Propeller Inc. composite blades are constructed
by layering composite material over a foam core and a
metal blade shank.
(2) A metal erosion shield is bonded to the leading edge of
the blade to provide protection from impact and erosion.
(3) Composite blades are identified by direction of rotation,
shank design, propeller diameter, and other blade
charactieristics.
(a) Refer to the section, "Blade Model Designation" in
this chapter.
B. Blade Model Designation
(1) Hartzell Propeller Inc. uses a model number designation
system to identify specific propeller and blade
assemblies. The propeller model number and blade
model number are separated by a slash ( / ).
(a) Example: propeller model number / blade model
number
(2) The blade model number is impression stamped on the
butt end of the blade, and also identified by a label on
the cylinder.
(3) Refer to Table 2-2 for a description of the characters
used in the blade model number.

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NOTE: Parentheses in the model designation system indicates that

an option or modification may or may not be included in the
blade assembly.

prop model/E10950PCK

SUFFIX LETTERS:
B - DE-ICE BOOT; FOR E9193 - NON-FUNCTIONAL BOOT
C - FOR E10950PC(B,K) - E-7016 COUNTERWEIGHT CLAMP INSTALLED
E - MINOR MODIFICATION
K - DE-ICE BOOT (DIFFERENT PN FROM B ABOVE)
P - P-STATIC PAINT

THE FIRST 2 OR 3 NUMBERS INDICATE INITIAL DESIGN

DIAMETER (IN INCHES) (NOT NECESSARILY THE ACTUAL PROPELLER
DIAMETER), THE LAST 2 NUMBERS INDICATE THE ENGINEERING
DESIGNATION FOR DESIGN CHARACTERISTICS

PREFIX OF UP TO 3 LETTERS:
C - COUNTERWEIGHTED
E - SHANK DESIGN
J - LEFT HAND TRACTOR
N - N-SHANK

Composite Blade Model Designation

Table 2-2

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Pilot Control

Flyweights Speeder Spring

APS6149
Pilot Valve

Governor in Onspeed Condition

Figure 2-12
Pilot Control

Speeder Spring
Flyweights
APS6150

Pilot Valve

Governor in Underspeed Condition

Figure 2-13
Pilot Control

Flyweights Speeder Spring

APS6151

Pilot Valve

Governor in Overspeed Condition

Figure 2-14

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3. Governors (Rev. 1)
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 2-12. 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 2-13. 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 2-14. 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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(5) Feathering governors allow oil to be pushed from the

propeller to the engine drain to increase propeller pitch
to feather.
(a) Some governors will move the propeller to feather
by electrically or mechanically actuating a valve that
opens to drain the oil supply between the propeller
and governor to increase propeller pitch and allow
the propeller to feather.
(b) Figure 2-15 illustrates another feathering propeller
governor system. When it is desired to feather the
propeller, the lift rod may be moved by the cockpit
control to mechanically engage the valve. The lifted
valve dumps oil to increase propeller pitch until the
propeller feathers.

Pilot Control
Lift Rod

Speeder Spring
Flyweights
APS6152

Pilot Valve

Feathering Governor
Figure 2-15

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(6) A synchronizing system can be employed in a multi-

engine aircraft to keep the engines operating at the
same RPM. A synchrophasing system not only keeps
the RPM of the engines consistent, but also keeps
the propeller blades in phase with each other. Both
synchronizing and synchrophasing systems serve
to reduce noise and vibration. Figure 2-16 illustrates
a governor as a component of a synchronizing or
synchrophasing system.
(a) Hartzell Propeller Inc. synchronizing or
synchrophasing systems use one engine (the master
engine) as an RPM and phase reference and adjust
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 of the speeder spring. In this manner, engine
RPM and phase of the propellers is synchronized or
synchrophased.

Rod

Pilot Control
Coil

Speeder Spring
Flyweights
APS6153

Pilot Valve

Synchronizer/Synchrophaser Governor
Figure 2-16

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B. Governor Model Designation

(1) Hartzell Propeller Inc. uses a model number designation
system to identify specific governor models.
(2) The governor model number is stamped on the base
and/or body of the governor assembly.
(3) Refer to Table 2-3 for a description of the characters
used in the governor model number.

S - 1 - 1

Minor Variation of Basic Design (numeric or alpha character)

indicating variations of: RPM setting, head orientation, relief setting,
rotation, lever angle, and/or minor part changes

Specific Model Application (numeric character)

1 through 11

Basic Body and Major Parts (alpha character)

A, B, C, D, E, F, H, S, U, V - Mechanically Actuated Governors
L - Electrically Actuated Governors

Governor Model Designations

Table 2-3

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4. Propeller Ice Protection Systems (Rev. 1)

A. System Description
(1) For detailed descriptions of propeller ice protection
systems, refer to the Anti-ice and De-ice Systems
chapter in this manual.

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INSTALLATION AND REMOVAL - CONTENTS

1. Tools, Consumables, and Expendables.................................. 3-5
A. General.............................................................................. 3-5
B. Tooling................................................................................ 3-5
C. Consumables..................................................................... 3-5
D. Expendables...................................................................... 3-5
2. Pre-Installation......................................................................... 3-6
A. Inspection of Shipping Package......................................... 3-6
B. Uncrating............................................................................ 3-6
C. Inspection after Shipment.................................................. 3-6
D. Reassembly of a Propeller Disassembled for Shipment.... 3-6
3. Propeller Mounting Hardware and Torque Information.......... 3-11
A. Propeller Mounting Hardware.......................................... 3-11
B. Torque Information........................................................... 3-11
4. Propeller Assembly Installation.............................................. 3-12
A. Precautions...................................................................... 3-12
B. Installing HC-E(4,5)( )-3( ) except HC-E5P-3 and
HC-E5W-3 Propellers on the Aircraft Engine................... 3-15
C. Installing the HC-E5P-3 Propeller
on the Aircraft Engine....................................................... 3-23
D. Installing the HC-E5W-3( ) Propeller
on the Aircraft Engine....................................................... 3-26
E. Installing the HC-E(4,5)N-5KL Propeller
on the Aircraft Engine....................................................... 3-34
F. Installing HC-E5A-2 Propeller on the Aircraft Engine....... 3-39
G. Installing HC-E5B-5A Propeller on the Aircraft Engine.... 3-45
5. Spinner Dome Installation..................................................... 3-51
A. General............................................................................ 3-51
B. For Propeller Model HC-E5A-2, Installing the
Striker Plates (Pilatus part).............................................. 3-51
C. For Propeller Model HC-E5A-2, Measuring the
Resistances..................................................................... 3-53
D. Installing the Spinner Dome............................................. 3-53

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INSTALLATION AND REMOVAL - CONTENTS (CONTINUED)

6. Post-Installation Checks........................................................ 3-56
A. Procedures....................................................................... 3-56
7. Spinner Dome Removal........................................................ 3-56
A. Procedures....................................................................... 3-56
8. Propeller Removal................................................................. 3-57
A. Removal of HC-E(4,5)( )-3( )
except HC-E5P-3 Propellers............................................ 3-57
B. Removal of HC-E5P-3 and
HC-E(4,5)N-5KL Propellers.............................................. 3-61
C. Removal of HC-E5A-2 Propellers.................................... 3-64
D. Removal of HC-E5B-5A and HC-E4P-5( ) Propellers...... 3-67

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LIST OF FIGURES
Mounting Bolt/Nut and Washer............................. Figure 3-1........ 3-7
Calculating Torque When Using a
Torque Wrench Adapter................................. Figure 3-2........ 3-9
Torquing Sequence for Propeller
Mounting Bolts/Nuts....................................... Figure 3-3...... 3-10
Tool for Decompressing HC-E(4,5)( )-3( ) Series
External Beta System.................................... Figure 3-4...... 3-14
Installing Propeller on Engine Flange................... Figure 3-5...... 3-18
Beta Feedback Block Assembly and
Beta Ring Clearance...................................... Figure 3-6...... 3-19
Beta Feedback Block Assembly........................... Figure 3-7...... 3-19
Hub-to-Spacer O-ring Location in the Spacer...... Figure 3-8...... 3-28
Installing the HC-E5W-3( ) Propeller
on Engine Flange........................................... Figure 3-9...... 3-29
Installing the Washer on the Mounting Stud......... Figure 3-10.... 3-31
Installing the Bulkhead for a Propeller
with De-ice or Accessories............................... Figure 3-11..... 3-41
Spinner Assembly................................................. Figure 3-12.... 3-48
Striker Plate.......................................................... Figure 3-13.... 3-49
Resistance Check Locations................................ Figure 3-14.... 3-50
Spinner Reassembly Procedures......................... Figure 3-15.... 3-52
Optional Tape on the Forward Bulkhead.............. Figure 3-16.... 3-54

LIST OF TABLES
Propeller/Engine Flange O-rings and
Mounting Hardware........................................ Table 3-1.......... 3-7
Torque Table......................................................... Table 3-2.......... 3-8
Air Conditioning Drive Accessories...................... Table 3-3........ 3-38
Resistance Checks............................................... Table 3-4........ 3-53

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1. Tools, Consumables, and Expendables

A. General
(1) The following tools, consumables, and expendables will
be required for propeller removal or installation:
B. Tooling
A Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877 that use bolt)
(Hartzell Propeller Inc. P/N AST-2877-1 that use nut)
B Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877)
N Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877 or P/N AST-2877-1
as applicable)
P Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877-2 for HC-E5P-3)
(Hartzell Propeller Inc. P/N AST-2877-1 that use nut)
W Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877-1 as applicable)
C. Consumables
• Quick Dry Stoddard Solvent or Methyl-Ethyl-Ketone (MEK)
• Loctite 222 low strength threadlocker

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D. Expendables
• 0.032 inch (0.81 mm) stainless steel aircraft safety wire
(Alternate: 0.032 inch [0.81 mm] aircraft safety cable and
associated washers and ferrules)
• O-ring, Propeller-to-Engine Seal (see Table 3-1)
2. Pre-Installation
A. Inspection of Shipping Package
(1) Examine the exterior of the shipping container,
especially the box ends around each blade, for signs of
shipping damage.
(a) If the box is damaged, contact the freight company
for a freight claim.
(b) 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.
1 If the propeller is damaged, contact Hartzell
Propeller Inc. Refer to the section, “Hartzell
Propeller Inc. Contact Information” in the
Introduction chapter of this manual.
B. Uncrating
(1) Put the propeller on a firm support.
(2) Remove the banding and any external wood bracing
from the cardboard shipping container.
(3) Remove the cardboard from the hub and blades.
CAUTION: DO NOT STAND THE PROPELLER ON A
BLADE TIP.
(4) Put the propeller on a padded surface that supports the
entire length of the propeller.
(5) Remove the plastic dust cover cup from the propeller
mounting flange, if installed.
C. Inspection after Shipment
(1) After removing the propeller from the shipping container,
examine the propeller components for shipping damage.

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Chamfer of washer must face bolt head (or mtg. nut)

at installation. Washers without chamfer must be
installed with rolled edges toward bolt head.

Bolt Head
Without (or Mtg. Nut)
chamfer Chamfer/Rolled Edge

With
chamfer

APS0279C
NOTE: Size of chamfer can vary
from washer to washer.

Mounting Bolt/Nut and Washer

Figure 3-1

Flange O-ring Bolt/Stud Washer Nut

A C-3317-239-2 B-3347 A-2048-2 n/a
- except E5A-2
E5A-2 C-3317-239-2 B-7435 A-2048-2 C-6006
B C-3317-239-2 B-3347 A-2048-2 n/a
N C-3317-230 B-3339-1 A-2048-2 n/a
- except
E(4,5)N-5KL
E(4,5)N-5KL C-3317-230 103560 A-2048-2 C-6006
P C-3317-230 B-3347 A-2048-2 n/a
- except E5P-3
E5P-3 C-3317-230 103560 A-2048-2 C-6006
E5W-3 C-3317-230 104720 B-7624 C-6006

Propeller/Engine Flange O-rings and Mounting Hardware

Table 3-1

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CAUTION 1: FOR A PROPELLER THAT DOES NOT USE A

LUBRICATED (WET) TORQUE, THE MOUNTING
HARDWARE MUST BE CLEAN AND DRY TO
PREVENT EXCESSIVE PRELOAD OF THE
MOUNTING FLANGE.

CAUTION 2: TORQUE VALUES WITH “WET” NOTED AFTER

THEM ARE BASED ON LUBRICATED THREADS
WITH APPROVED ANTI-SEIZE COMPOUND
MIL-PRF-83483( ).

CAUTION 3: REFER TO FIGURE 3-2 FOR TORQUE READING

WHEN USING A TORQUE WRENCH ADAPTER.

A flange propeller mounting bolts 100-105 Ft-Lbs (136-142 N•m) Wet

(except E5A-2)
E5A-2 flange 120-130 Ft-Lbs (163-176 N•m) Wet
propeller mounting nuts
B flange propeller mounting bolts 100-105 Ft-Lbs (136-142 N•m) Wet
N flange propeller mounting bolts 100-105 Ft-Lbs (136-142 N•m) Wet
except HC-E(4,5)N-(3,5)K(L)
N flange propeller mounting nuts 120-130 Ft-Lbs (163-176 N•m) Wet
HC-E(4,5)N-(3,5)K(L)
P flange propeller mounting bolts 100-105 Ft-Lbs (136-142 N•m) Wet
except HC-E5P-3
HC-E5P-3 120-130 Ft-Lbs (163-176 N•m) Wet
propeller mounting nuts
W flange propeller mounting nuts 120-125 Ft-Lbs (163-170 N•m)
Adapter Plate to Hub bolts - 8-10 Ft-Lbs (10.8-13.5 N•m)
B-3384-4H
Slip Ring and adapter Plate Unit 8-10 Ft-Lbs (10.8-13.5 N•m)
to Hub screws - A-2070-7
Bulkhead to Adapter Plate 8-10 In-Lbs (0.9-1.1 N•m)
screws -B-3867-269
Pulley to Adapter Ring - 48 In-Lbs (5.4 N•m)
Pilatus fastener
Balance weight screws or bolts- 30-36 In-Lbs (3.4-4.0 N•m)
Aircraft quality #10-32 or AN-3( )

Torque Table
Table 3-2

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Standard Torque Wrench Torquing Adaptor

1.00 foot 0.75 foot

(304.8 mm) (228.6 mm)

(actual torque required) X (torque wrench length) Torque wrench reading

(torque wrench length) + (length of adapter) = to achieve required actual
torque

EXAMPLE:
reading on torque
100 Ft-Lb (136 N•m) x 1 ft (308.4 mm)
= 57.1 Ft-Lb <
wrench with 9-inch
1 ft (308.4 mm) + 0.75 ft (228.6 mm) (77.4 N•m) (228.6 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.
APS212

Calculating Torque When Using a

Torque Wrench Adapter
Figure 3-2

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A or B Flange

SEQUENCE A SEQUENCE B
Use Sequence A for steps one and two. Use Sequence B for step three.
Step 1 - Torque all bolts/nuts to 40 Ft-Lbs (54 N•m).  Step 3 - Torque all bolts/nuts
Step 2 - Torque all bolts/nuts to 80 Ft-Lbs (108 N•m). to Table 3-2.

N, P or W Flange

SEQUENCE A SEQUENCE B
Use Sequence A for steps one and two. Use Sequence B for step three.
Step 1 - Torque all bolts/nuts to 40 Ft-Lbs (54 N•m).  Step 3 - Torque all bolts/nuts
Step 2 - Torque all bolts/nuts to 80 Ft-Lbs (108 N•m). to Table 3-2.
W10107C,

W10108C,
W10107B,

W10109B

Torquing Sequence for Propeller Mounting Bolts/Nuts

Figure 3-3

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D. Reassembly of a Propeller Disassembled for Shipment

(1) If a propeller was received disassembled for shipment, it
must be reassembled by trained personnel in
accordance with the applicable propeller maintenance
manual.
(2) For installation of ice protection systems manufactured
by Hartzell, refer to Hartzell Propeller Inc. Ice Protection
System Manual 180 (30-61-80).
3. Propeller Mounting Hardware and Torque Information (Rev. 1)
A. Propeller Mounting Hardware
(1) Refer to Table 3-1 for part numbers of the propeller
mounting hardware and O-rings.
B. Torque Information
(1) The structural integrity of joints in the propeller that are
held together with threaded fasteners is dependent upon
proper torque application.
(a) Vibration can cause an incorrectly tightened fastener
to fail in a matter of minutes.
(b) Correct tension in a fastener depends on a variety
of known load factors and can influence fastener
service life.
(c) Correct tension is achieved by application of
measured torque.
(2) Use accurate wrenches and professional procedures to
make sure of correct tensioning.
(3) Refer to Table 3-2 for the torque values to use when
installing a Hartzell propeller.
(4) When an adapter is used with a torque wrench, use the
equation in Figure 3-2 to determine the correct torque
value.
(5) Refer to Figure 3-3 for the proper torquing sequence of
the propeller mounting bolts/nuts.

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4. Propeller Assembly Installation

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. 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.

WARNING 3: SOLVENTS ARE FLAMMABLE AND TOXIC

TO THE SKIN, EYES, AND RESPIRATORY
TRACT. SKIN AND EYE PROTECTION ARE
REQUIRED. AVOID PROLONGED CONTACT
AND BREATHING OF VAPORS. USE
SOLVENT RESISTANT GLOVES TO MINIMIZE
SKIN CONTACT AND WEAR SAFETY
GLASSES FOR EYE PROTECTION. USE IN
A WELL VENTILATED AREA AWAY FROM
SPARKS AND FLAME. READ AND OBSERVE
ALL WARNING LABELS.

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CAUTION: AVOID THE USE OF BLADE PADDLES. 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) Make sure the propeller is removed before the engine is
removed or installed in the airframe.
(2) Follow the airframe manufacturer’s instructions for
installing the propeller.
(a) 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 outside the scope of this
manual.
(b) In addition to propeller installation procedures, items
such as rigging and preflight testing of flight idle
blade angle, and propeller synchronization devices
are normally found in the airframe manufacturer’s
manuals.

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E4A-3 Flange

Hartzell Propeller Inc.P/N CST-2987

E5A-3, N, B, P, and W Flange

W10171
W10115

Tool for Decompressing HC-E(4,5)( )-3( ) Series

External Beta System
Figure 3-4

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B. Installing HC-E(4,5)( )-3( ) except HC-E5P-3 and HC-E5W-3

Propellers on the Aircraft Engine
(1) Use a beta system puller CST-2987 to compress the
beta system and pull the beta ring forward to permit
installation of the double hex head propeller mounting
bolts. Refer to Figure 3-4.
NOTE 1: Some propeller models have cylinder-mounted
start locks. If the cylinder-mounted start lock
housings interfere with the beta system puller,
plate kit 106804 is available from Hartzell
Propeller Inc. The plate kit 106804 fits over the
start lock housings and has multiple mounting
holes for the beta system puller rods.
NOTE 2: HC-E5A-31 propellers ship from Hartzell
Propeller Inc. with a protective cover, part
number BST-2816-7, installed on the beta
ring.
WARNING 1: THE BETA RING ON THE HC-E5A-31
PROPELLER HAS SHARP EDGES. MAKE
SURE THE BST-2816-7 PROTECTIVE
COVER IS INSTALLED ON THE BETA
RING BEFORE INSTALLAING THE
PROPELLER ON THE ENGINE.
WARNING 2: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.

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CAUTION 1: WHEN INSTALLING HC-E5A-31

PROPELLERS, IT MAY BE NECESSARY
TO TEMPORARILY ADJUST/REMOVE THE
BETA RING SENSOR (IN ACCORDANCE
WITH THE APPLICABLE AIRCRAFT
MAINTENANCE MANUAL) TO PROVIDE
CLEARANCE FOR THE BETA RING.
FAILURE TO DO SO MAY RESULT IN
DAMAGE TO THE BETA RING AND/OR
THE BETA RING SENSOR.
CAUTION 2: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
CAUTION 3: 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.
(2) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting
flange.
(a) Some propellers may require installation of an
accessory drive pulley. If installation procedures
are not in this manual, refer to the aircraft
manufacturer’s instructions.

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(This page is intentionally blank.)

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APS0543,
PROPELLER FLANGE W10107,
W10127,
W10109

ENGINE FLANGE

TORQUE WRENCH
O-RING
WASHER
TORQUE WRENCH
BOLT ADAPTOR*

*Note: If torque wrench adapter is used, use the calculation in Figure 3-4 to
determine correct torque wrench setting.

B Flange
A Flange

Spinner Mounting
Mounting Bolt N or P Flange
Attachment Holes
Holes (Threaded)
(Threaded)

Dowel Pin Holes

(Unthreaded)

Installing Propeller on Engine Flange

Figure 3-5

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Snap Ring

Fillet A

Beta Feedback
Block Assembly Side clearance 0.001 inch
(0.03 mm) minimum
upon installation.

NOTE: Alternate configuration

requires a nut in place
of the snap ring. The
nut is not supplied by
Beta Ring
Hartzell Propeller Inc.
Refer to the airframe
manufacturer’s
instructions.

APS0168b
Beta Feedback Block Assembly and Beta Ring Clearance
Figure 3-6

Beta Linkage
Snap Ring Lever Yoke Unit

Cotter Pin

Clevis Pin
BPS0041

Carbon Block Unit

Beta Feedback Block Assembly

Figure 3-7

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(3) Using Quick Dry Stoddard Solvent or MEK, clean the

engine flange and the propeller flange.
(4) Remove the pitch change rod cap, if applicable.
(5) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(6) Align the mounting and dowel pin holes in the propeller
hub flange with the mounting holes and dowel pins in the
engine flange.
(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.
CAUTION 2: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(8) Apply MIL-PRF-83483( ) (Hartzell Propeller Inc. Part
No. A-3338-[ ]) anti-seize compound to the threaded
surfaces of the mounting bolts. Refer to Table 3-1 for the
appropriate mounting hardware.
(a) If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: ID CHAMFER OF WASHER MUST BE
FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST BE
INSTALLED WITH ROLLED EDGES TOWARD
THE BOLT HEAD. (REFER TO FIGURE 3-1).
(9) Install the mounting bolts with washers through the
engine flange and into the propeller hub flange. Refer to
Figure 3-5.
(10) Using a torque wrench and a torque wrench adapter
Hartzell Propeller Inc. P/N AST-2877, torque all mounting
bolts in sequences and steps shown in Figure 3-3. Refer
to Table 3-2 and Figure 3-2 to determine the correct
torque value.

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(11) Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable. (Two bolts per safety.)
(12) Decompress the external beta system and remove the
beta system puller.
CAUTION: THE BETA RING MUST NOT CONTACT
ANY ENGINE COMPONENT OR
MOUNTING BOLT SAFETY WIRE. THE
BETA MECHANISM FEEDBACK COULD BE
DAMAGED IF IT CONTACTED ANY STATIC
ENGINE COMPONENT WHILE ROTATING.
(13) Examine the beta ring to make sure that it is not in
contact with any engine components or mounting bolt
safety wire.
(a) If there is contact between the beta ring and any
engine components or mounting bolt safety wire,
consult a certified propeller repair station with the
appropriate rating.
(14) Install the beta feedback block assembly into the
beta linkage lever, in accordance with the airframe
manufacturer’s instructions, if applicable.
(a) If the beta linkage lever is not installed correctly,
there could be interference between the beta linkage
lever and Fillet A, as shown in Figure 3-6. Refer to
Figure 3-6 and Figure 3-7.
1 If there is interference at Fillet A, make a
chamfer in the beta linkage lever to clear
Fillet A, as shown in Figure 3-6. The maximum
radius in Fillet A as manufacturered is 0.015 inch
(0.38 mm).
CAUTION: FIT THE BETA FEEDBACK BLOCK
ASSEMBLY IN THE BETA RING
WITH A MINIMUM SIDE CLEARANCE OF
0.001 INCH (0.03 mm). REFER TO FIGURE 3-6.
(15) Install the beta feedback block assembly into the beta
ring, if applicable. Refer to Figure 3-7.

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(16) Install, adjust, and safety the beta linkage per the airframe
manufacturer’s instructions, if applicable.
(17) If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.
(18) 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 Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(19) 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).
(20) Install the propeller spinner dome in accordance with the
section “Spinner Dome Installation” in this chapter.
CAUTION: USE EXTREME CARE TO AVOID
SCRATCHING, NICKING, OR DAMAGING
THE BETA RING.
(21) If applicable, cut the protective cover BST-2816-7 to
remove it from the beta ring.
(a) Retain the protective cover BST-2816-7 for use when
removing the propeller

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C. Installing the HC-E5P-3 Propeller on the Aircraft Engine

(1) Using a beta system puller CST-2987 (Figure 3-4),
compress the beta system and pull the beta ring forward
to permit access to the propeller mounting flange.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
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.
(2) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting flange.
(3) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(4) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(5) Put the propeller onto the engine flange.

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CAUTION 1: NEW PROPELLER MOUNTING NUTS MUST

BE USED WHEN INITIALLY INSTALLING A
NEW OR OVERHAULED PROPELLER.

CAUTION 2: THE SIDE OF THE WASHER WITH THE OD

CHAMFER MUST BE AGAINST THE
ENGINE FLANGE. REFER TO FIGURE 3-1.
(6) Install self-locking mounting nuts with washers onto the
propeller mounting bolts with the chamfer on the washer
against the mounting nut. Refer to Figure 3-1.
(a) For applicable mounting hardware, refer to Table 3-1.
(b) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.
(7) Using a torque wrench and the specified torque wrench
adapter (refer to the Tooling section in this chapter), torque
all mounting nuts in the sequences and steps shown in
Figure 3-3.
(a) Refer to Table 3-2 and Figure 3-2 to determine the
proper torque value.
(8) Safety all propeller mounting nuts with 0.032 inch
(0.81 mm) minimum diameter stainless steel wire or
equivalent aircraft safety cable, two nuts for each safety.
(9) Decompress the external beta system and remove the
beta system puller.
CAUTION: THE BETA FEEDBACK COLLAR MUST NOT
CONTACT ANY ENGINE COMPONENT
OR MOUNTING BOLT SAFETY WIRE. THE
BETA FEEDBACK MECHANISM COULD BE
DAMAGED IF IT CONTACTED ANY STATIC
ENGINE COMPONENT WHILE ROTATING.
(10) Examine the beta feedback collar to make sure that it is
not in contact with any engine components or mounting
bolt safety wire.
(a) If there is contact between the beta feedback collar
and any engine components or mounting bolt
safety wire, contact qualified personnel at a certified
propeller repair station with the appropriate rating.

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(11) Install the carbon block into the beta linkage lever, in
accordance with the airframe manufacturer’s instructions.
(a) If the beta linkage lever is not installed correctly, there
may be interference between the beta linkage lever
and Fillet A, as shown in Figure 3-6. Refer to
Figure 3-6 and Figure 3-7.
1 If there is interference at Fillet A, make a chamfer
in the beta linkage lever to clear Fillet A, as shown
in Figure 3-6. The maximum radius in
Fillet A as manufactured is 0.015 inch (0.38 mm).
CAUTION: FIT THE BLOCK IN THE BETA RING WITH A
SIDE CLEARANCE OF 0.001 TO 0.002 INCH
(0.03 TO 0.05 mm). REFER TO FIGURE 3-7.
(12) Install the carbon block assembly into the beta ring.
Refer to Figure 3-7.
(13) Install, adjust, and safety the beta linkage in accordance
with the airframe manufacturer’s instructions.
(14) If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.
(15) 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 Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(16) 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).
(17) Install the propeller spinner dome in accordance with the
section “Spinner Dome Installation” in this chapter.

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D. Installing the HC-E5W-3 Propeller on the Aircraft Engine

(1) Using a beta system puller CST-2987 (Figure 3-4),
compress the beta system and pull the beta ring forward
to permit access to the propeller mounting flange.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
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.
(2) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine mounting
flange.
CAUTION: IF THE PROPELLER IS REMOVED
BETWEEN OVERHAUL INTERVALS, A
TORQUE CHECK OF THE MOUNTING
STUDS MUST BE PERFORMED.
(3) Unless this is the first installation of a new, or newly
overhauled propeller, perform a torque check of the
propeller mounting studs as follows:
(a) Thread the torque check tool AST-2968-1 onto each
propeller mounting stud and torque to 35 Ft-Lbs
(47.6 N•m).

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(b) Visually examine each stud for evidence of

movement.
(c) Remove the torque check tool AST-2968-1 while
visually examining each stud and insert for evidence
of movement.
(d) If any stud or insert rotates due to either the
tightening or removal of the torque check tool, all
studs/inserts that fail the torque requirement must be
replaced. Refer to an appropriately licensed repair
facility for stud/insert replacement.
(4) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(5) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(6) If the 106943 spacer is attached to the propeller hub with
screws, proceed to step (8) in this section.
(7) If the 106943 spacer is not already installed on
the propeller hub, perform the following installation
procedures:
(a) If the hub flange does not have two 8-32 threaded
holes to attach the spacer, or if two attachment
screws were not provided, perform the following
steps:
1 Apply a layer of grease to the hub-to-spacer
O-ring. Refer to Table 3-1.

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2 Install the hub-to-spacer O-ring in the groove in

the spacer that interfaces with the face of the
hub flange. Refer to Figure 3-8.
3 Align the mounting studs and dowel pin holes in
the propeller hub flange with the mounting holes
and dowel pins in the spacer.
CAUTION: MAKE SURE THAT THE
HUB-TO-SPACER O-RING STAYS
IN THE GROOVE IN THE SPACER.
IF THE O-RING IS TWISTED OR
PINCHED, OIL LEAKAGE WILL
RESULT WHEN THE PROPELLER
IS OPERATED ON THE AIRCRAFT.
4 Put the spacer onto the mounting studs and
against the hub flange.
5 If the hub flange has two 8-32 threaded holes
and two B-3868-S60 screws are provided to
attach the 106943 spacer, install the screws.

Dowel pin
Attachment Dowel pin
screw hole

Engine
Side
Propeller
Side

Attachment
screw hole
TPI-LW-147-00617

Engine Side Dowel pin

Dowel pin

Hub-to-Spacer O-ring Location in the Spacer

Figure 3-8

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Torque Wrench Spacer

Hub-to-Engine
O-ring

Washer Propeller
Flange

Hub-to-Spacer
O-ring

Torque Wrench
Screw
Adapter* Nut
Engine Flange

*NOTE: If torque wrench adapter is used, use the calculation in Figure 3-2
to determine correct torque wrench setting.

W Spinner Mounting Plate

Propeller Flange Attachment Holes (10)
(Threaded)
Dowel Pin Holes (4)
(Unthreaded)

Mounting
TI-0102, TPI-147-00613

Studs (8)
Spacer Attachment
Holes (2) (Threaded),
If Present

Installing the HC-E5W-3( ) Propeller on Engine Flange

Figure 3-9

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6 Insert a supplied screw through each screw hole

in the spacer and into the 8-32 threaded holes in
the hub flange. Refer to Figure 3-9.
CAUTION: MAKE SURE THAT THE
ATTACHMENT SCREWS DO
NOT PROTRUDE ABOVE THE
ENGINE-SIDE SURFACE OF
THE SPACER.
7 Tighten the screw until snug, but do not
over-torque.
8 If after the screws are tightened, one or both
protrude above the engine-side surface of the
spacer, check to make sure that the spacer is
correctly seated against the surface of the hub
flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE SPACER AND THE
ENGINE FLANGE.
(8) Put the propeller onto the engine flange.

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CAUTION 1: NEW PROPELLER MOUNTING NUTS

MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.

CAUTION 2: THE SIDE OF THE WASHER WITH THE

OD CHAMFER MUST BE AGAINST THE
ENGINE FLANGE. REFER TO FIGURE 3-10.
(9) Install self-locking mounting nuts with washers onto the
propeller mounting studs with the chamfer on the washer
against the mounting nut. Refer to Figure 3-10.
NOTE: The OD chamfer on the washer is for
clearance of the engine flange fillet.
(a) For applicable mounting hardware, refer to Table 3-1.
(b) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.

OD Chamfer

Engine Flange Washer

Stud

Engine Shaft
W10411

Fillet

Installing the Washer on the Mounting Stud

Figure 3-10

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(10) Using a torque wrench and the specified torque wrench

adapter (refer to the section, “Tooling” in this chapter),
torque all mounting nuts in accordance with the
sequences and steps shown in Figure 3-3.
(a) Refer to Table 3-2 and Figure 3-2 to determine the
correct torque value.
(11) Safety all propeller mounting nuts with 0.032 inch
(0.81 mm) minimum diameter stainless steel wire or
equivalent aircraft safety cable, two nuts for each safety.
(12) Decompress the external beta system and remove the
beta system puller.
CAUTION: THE BETA FEEDBACK COLLAR
MUST NOT CONTACT ANY ENGINE
COMPONENT OR MOUNTING BOLT
SAFETY WIRE. THE BETA FEEDBACK
MECHANISM COULD BE DAMAGED IF
IT CONTACTED ANY STATIC ENGINE
COMPONENT WHILE ROTATING.
(13) Examine the beta feedback collar to make sure that it is
not in contact with any engine components or mounting
bolt safety wire.
(a) If there is contact between the beta feedback collar
and any engine components or mounting bolt
safety wire, contact qualified personnel at a certified
propeller repair station with the appropriate rating.
(14) Install the carbon block into the beta linkage lever,
in accordance with the airframe manufacturer’s
instructions.
(a) If the beta linkage lever is not installed correctly, there
may be interference between the beta linkage lever
and Fillet A, as shown in Figure 3-6. Refer to
Figure 3-6 and Figure 3-7.
1 If there is interference at Fillet A, make a chamfer
in the beta linkage lever to clear Fillet A, as
shown in Figure 3-6. The maximum radius in
Fillet A as manufactured is 0.015 inch (0.38 mm).

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CAUTION: FIT THE BLOCK IN THE BETA RING WITH

A SIDE CLEARANCE OF 0.001 TO
0.002 INCH (0.03 TO 0.05 mm). REFER TO
FIGURE 3-6.
(15) Install the carbon block assembly into the beta ring.
Refer to Figure 3-6.
(16) Install, adjust, and safety the beta linkage in accordance
with the airframe manufacturer’s instructions.
(17) If the propeller is equipped with an accessory drive
pulley, follow the applicable manufacturer’s instructions
for installation of the accessory drive pulley hardware.
(18) 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 Hartzell Propeller Inc. Ice Protection System
Manual 180 (30-61-80).
(19) 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).
(20) Install the propeller spinner dome in accordance with the
section, “Spinner Dome Installation” in this chapter.

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E. Installing the HC-E(4,5)N-5KL Propeller on the Aircraft

Engine
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
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.
(1) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting flange.
WARNING: SOLVENTS ARE FLAMMABLE AND
TOXIC TO THE SKIN, EYES, AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT AND BREATHING
OF VAPORS. USE SOLVENT RESISTANT
GLOVES TO MINIMIZE SKIN CONTACT
AND WEAR SAFETY GLASSES FOR
EYE PROTECTION. USE IN A WELL
VENTILATED AREA AWAY FROM SPARKS
AND FLAME. READ AND OBSERVE ALL
WARNING LABELS.
(2) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(3) Remove the pitch change rod cap, if applicable.

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(4) Install the specified O-ring on the engine flange. Refer to

Table 3-1.
(5) Put the propeller onto the engine flange.
CAUTION 1: NEW PROPELLER MOUNTING NUTS MUST
BE USED WHEN INITIALLY INSTALLING A
NEW OR OVERHAULED PROPELLER.

CAUTION 2: THE SIDE OF THE WASHER WITH THE OD

CHAMFER MUST BE AGAINST THE
ENGINE FLANGE. REFER TO FIGURE 3-1.
(6) Install self-locking mounting nuts with washers onto the
propeller mounting bolts with the chamfer on the washer
against the mounting nut. Refer to Figure 3-1.
(a) For applicable mounting hardware, refer to Table 3-1.
(b) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.
(7) Using a torque wrench and the specified torque wrench
adapter (refer to the Tooling section in this chapter), torque
all mounting nuts in the sequences and steps shown in
Figure 3-3.
(a) Refer to Table 3-2 and Figure 3-2 to determine the
correct torque value.
(8) Safety all propeller mounting nuts with 0.032 inch
(0.81 mm) minimum diameter stainless steel wire or
equivalent aircraft safety cable, two nuts for each safety.

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(9) 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 Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(10) 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).
(11) Install the propeller spinner dome in accordance with the
section, “Spinner Dome Installation” in this chapter.

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Adapter Plate Unit

Accessory
Mounting
Washer

Accessory
Mounting
Screw

Propeller
Mounting
Flange

147AIR_CON2.eps
Air Conditioning
Pulley (2 piece)
Spinner Engine
Bulkhead Mounting
Unit Flange

Part Description Part Number

Air Conditioning Pully Pilatus Part

Hartzell Propeller Inc.

Adapter Plate Unit Part Number
D-6663

Accessory Mounting Screw Pilatus Part

Accessory Mounting Washer Pilatus Part

Air Conditioning Drive Accessories

Table 3-3

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F. Installing HC-E5A-2 Propeller on the Aircraft Engine

WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
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.
CAUTION 3: USE CARE WHEN HANDLING THE
PROPELLER TO AVOID CONTACTING
THE PROPELLER MOUNTING STUDS.
IF THE STUDS ARE LOOSENED, THEY
MAY BE PUSHED TOWARD THE INSIDE
OF THE HUB, WHICH WILL REQUIRE
PARTIAL DISASSEMBLY OF THE
PROPELLER BY A PROPELLER REPAIR
SHOP TO RESET THE MOUNTING STUD
LOCATION.
(1) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting flange.
(a) Some propellers may require installation of an
accessory drive pulley. If installation procedures
are not in this manual, refer to the aircraft
manufacturer’s instructions.

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WARNING: SOLVENTS ARE FLAMMABLE AND

TOXIC TO THE SKIN, EYES, AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT AND BREATHING
OF VAPORS. USE SOLVENT RESISTANT
GLOVES TO MINIMIZE SKIN CONTACT
AND WEAR SAFETY GLASSES FOR
EYE PROTECTION. USE IN A WELL
VENTILATED AREA AWAY FROM SPARKS
AND FLAME. READ AND OBSERVE ALL
WARNING LABELS.
(2) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(3) Remove the pitch change rod cap, if applicable.
(4) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(5) For propeller models without air conditioning accessories
or de-ice:
(a) Apply Loctite 222 low strength threadlocker to the
B-3867-269 screws.
(b) Using the B-3867-269 screws and B-3860-10L
washers, attach the spinner bulkhead unit to the
adapter plate unit.
(c) Torque the B-3867-269 screws in accordance with
the torque specified in Table 3-2.
(d) After torquing the B-3867-269 screws, apply Dykem
torque marker CM368 or equivalent across the
screw head and onto the adjacent bulkhead surface
to show that the proper torque was applied, and to
visually show any screw movement while in service.
(e) Attach the adapter plate unit to the hub using
B-3837-0432 washers and B-3384-4H bolts.
1 Torque the B-3384-4H bolts in accordance with
the torque specified in Table 3-2.
(f) Using 0.032 inch (0.81 mm) stainless steel aircraft
safety wire, safety wire the B-3384-4H bolts.

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Index Label

Two Small
Threaded
Holes

Dowel Pins in the Adapter Plate

Installing the Bulkhead for a Propeller with De-ice or Accessories

Figure 3-11

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(6) For propeller models with air conditioning accessories

and de-ice:
(a) Apply Locktite 222 low strength threadlocker to the
B-3867-269 screws.
(b) Put the bulkhead on the recess of the adapter plate.
Refer to Figure 3-11.
CAUTION: MAKE SURE THAT THE BULKHEAD
IS INSTALLED CORRECTLY. IF THE
BULKHEAD IS NOT INSTALLED
CORRECTLY, THE DOME CANNOT
BE INSTALLED.
(c) Align the index label on the bulkhead with the two
small threaded holes in the adapter plate. Refer to
Figure 3-11.
(d) Using the B-3867-269 screws and B-3860-10L
washers, attach the spinner bulkhead unit to the
adapter plate unit.
(e) Torque the B-3867-269 screws in accordance with
the torque specified in Table 3-2.
(f) After torquing the B-3867-269 screws, apply Dykem
torque marker CM368 or equivalent across the
screw head and onto the adjacent bulkhead surface
to show that the proper torque was applied, and to
visually show any screw movement while in service.
(g) Put the slip ring and the bulkhead with adapter plate
unit attached against the hub.
(h) Move the bulkhead/adapter plate assembly until
the dowel pins in the adapter plate are in the holes
provided for them in the hub flange. Refer to
Figure 3-11.
(i) Attach the slip ring and adapter plate unit to the hub
using A-2070-7 screws.
1 Torque the A-2070-7 screws in accordance with
the torque specified in Table 3-2.

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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: NEW PROPELLER MOUNTING NUTS

MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(7) Align the dowel pin holes in the propeller hub flange with
the dowel pins in the engine flange.
(8) Apply a MIL-PRF-83483( ) (Hartzell Propeller Inc. Part
No. A-3338-[ ]) anti-seize compound to the threaded
surfaces of the mounting bolts. Refer to Table 3-1 for the
appropriate mounting hardware.
(a) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.
CAUTION: DO NOT DISLODGE THE MOUNTING
STUDS FROM THE PRESS FIT IN
THE HUB MOUNTING FLANGE WHEN
INSTALLING THE PROPELLER. IF
A STUD IS DISLODGED FROM THE
CORRECT POSITION, THE STUD
MUST BE CORRECTLY REINSTALLED
IN ACCORDANCE WITH HARTZELL
PROPELLER INC. STANDARD
PRACTICES MANUAL 202A (61-01-02).
(9) Slide the propeller flange onto the engine flange.
(10) Install the mounting nuts with washers on the mounting
studs.
(11) Use a torque wrench and a torque wrench adaptor
Hartzell Propeller Inc. part number AST-2877-1 or
equivalent to torque all mounting nuts in sequences
and steps shown in Figure 3-3. Refer to Table 3-2 and
Figure 3-2 to determine the proper torque value.

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(12) Safety all mounting nuts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable. (Two nuts per safety.)
(13) If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.
(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
Propeller Inc. can be found in Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(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).

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G. Installing HC-E5B-5A Propeller on the Aircraft Engine

WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
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.
(1) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting
flange.
(a) Some propellers may require installation of an
accessory drive pulley. If installation procedures
are not in this manual, refer to the aircraft
manufacturer’s instructions.

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WARNING: SOLVENTS ARE FLAMMABLE AND

TOXIC TO THE SKIN, EYES, AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT AND BREATHING
OF VAPORS. USE SOLVENT RESISTANT
GLOVES TO MINIMIZE SKIN CONTACT
AND WEAR SAFETY GLASSES FOR
EYE PROTECTION. USE IN A WELL
VENTILATED AREA AWAY FROM SPARKS
AND FLAME. READ AND OBSERVE ALL
WARNING LABELS.
(2) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(3) Remove the pitch change rod cap, if applicable.
(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 propeller
hub flange with the mounting holes and dowel pins in the
engine flange.
(6) 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.

CAUTION 2: NEW PROPELLER MOUNTING BOLTS

MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(7) Apply MIL-PRF-83483( ) (Hartzell Propeller Inc. Part
No. A-3338-[ ]) anti-seize compound to the threaded
surfaces of the mounting bolts. Refer to Table 3-1 for the
appropriate mounting hardware.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.

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CAUTION: ID CHAMFER OF WASHER MUST BE

FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST BE
INSTALLED WITH ROLLED EDGES TOWARD
THE BOLT HEAD. REFER TO FIGURE 3-1.
(8) Install the mounting bolts with washers through the engine
flange and into the propeller hub flange. Refer to Figure 3-5.
(9) Use a torque wrench with a torque wrench adapter
Hartzell Propeller Inc.P/N AST-2877 to torque all
mounting bolts in sequences and steps shown in
Figure 3-3. Refer to Table 3-2 and Figure 3-2 to
determine the proper torque value.
(10) Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable. (Two bolts per safety.)
(11) Install the beta tube per 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.
(12) If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.
(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
Propeller Inc. can be found in Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(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).

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Spinner Dome Spinner

Mounting Holes Bulkhead Unit

Forward Bulkhead Spinner

Unit Bulkhead
Holes

Washer

Spinner
Dome Spinner Mounting
Spacer

Screw
BPS816

Spinner Assembly
Figure 3-12

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Screw,
Hartzell Propeller Inc.
Part Number
B-3867-272

Striker Plate
(Pilatus part)
TPI-striker plate B

Striker Plate
Figure 3-13

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Hub
Clamping Bolt
to a
Spinner Dome
Mounting
Nutplate

Resistance Check Locations

Figure 3-14

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5. Spinner Dome Installation

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: SPINNER DOME WILL WOBBLE IF NOT

ALIGNED PROPERLY. THIS MAY AFFECT
DYNAMIC BALANCE OF PROPELLER.
A. General
(1) The following instructions relate to Hartzell Propeller Inc.
spinners only.
(a) In some cases, the airframe manufacturer produced
the spinner assembly. Refer to the airframe
manufacturer’s manual for spinner dome installation
instructions.
B. For Propeller Model HC-E5A-2, Installing the Striker Plates
(Pilatus part). Refer to Figure 3-13.
(1) The striker plates must have a curvature to match that
of the dome and must have a weight of not more than
0.458 ounces (13 grams).
(2) Using screws, part number B-3867-272, install the striker
plates centered between the blades, using the mounting
holes provided.
NOTE: Washers, part number B-3860-10L, are not
used at the striker plate attachment points.

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Cylinder

Forward
Bulkhead Unit

Spacers

Mounting holes
misaligned at least
25% in the direction
of the arrow
W10150, BPS816,APS6162

As shown by arrow, misalignment

must be in direction away from the
bulkhead.

Spinner Reassembly Procedures

Figure 3-15

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C. For Propeller Model HC-E5A-2, Measuring the Resistances

(1) Using an ohm meter capable of accurately measuring
the required resistance in accordance with Table 3-4,
measure the resistance from the hub clamping bolt to a
spinner dome mounting nutplate on the bulkhead. Refer
to Figure 3-14.
(2) Before installation of the dome unit, measure the
resistance of the dome unit in accordance with
the section, “Resistance Check of the Dome” in the
Finish Procedures chapter of Hartzell Propeller Inc.
Composite Spinner Maintenance Manual 148 (61-16-48)
that is available on the Hartzell Propeller Inc. website at
www.hartzellprop.com.
NOTE: The dome is not installed on the bulkhead.
D. Installing the Spinner Dome
(1) The spinner dome is supported by a forward bulkhead
unit that encircles the propeller cylinder. Refer to
Figure 3-12.
(2) For propellers in this manual other than the HC-E5A-2
and HC-E4P-5, if the forward bulkhead unit does not
fit snugly on the cylinder, the cylinder may need to be
wrapped with one or more layers of fluoroglas or UHMW
tape (Hartzell Propeller Inc. P/N B-6654-100).
(a) Apply a layer of tape, examine, and repeat until the
forward bulkhead unit fits snugly on the cylinder.
1 Using spacers, move the forward bulkhead unit
away from the cylinder to cause the spinner
dome mounting holes to stop short of full
alignment with the bulkhead holes by 25% of
the spinner dome mounting hole diameter.
Refer to Figure 3-15.

Area to Check Value

Hub Clamping Bolt to the Spinner Dome 2 ohms
Mounting Nutplate Maximum

Resistance Checks
Table 3-4

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Flourglas Tape or UHMW Tape

(Hartzell Propeller Inc. P/N B-6654-100)

TPI-149002,TPI-149003

Tape wrapped over the trailing

edge of the forward bulkhead

Optional Tape on the Forward Bulkhead

Figure 3-16

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2 Change the location of the spinner dome

mounting holes and forward bulkhead unit by
installing or removing spacers that are between
the cylinder and forward bulkhead. Refer to
Figure 3-15.
(b) Optionally, for a spinner dome that has a removeable
forward bulkhead, apply a layer of flourglas tape or
UHMW tape (Hartzell Propeller Inc. P/N B-6654-100)
on the outboard flange of the forward bulkhead to
prevent contact between the forward bulkhead and
the spinner dome.
1 Using acetone, denatured alcohol, or MEK,
clean the area where the tape will be applied.
2 Cut eight pieces of tape that are approximately
three inches (76 mm) long.
3 Apply the pieces of tape in equally spaced
locations on the forward bulkhead as shown in
Figure 3-16.
4 Tape may be wrapped over trailing edge of the
forward bulkhead as necessary.
(3) For the HC-E5A-2 propeller apply one or more layers
of fluoroglas or UHMW tape (Hartzell Propeller Inc.
P/N B-6654-100) to the forward bulkhead where the
bulkhead touches the cylinder.
(a) Apply a layer of tape, examine, and repeat until the
forward bulkhead unit fits snugly on the cylinder.
(4) For the HC-E4P-5( ) propeller with spinner assembly
D-5362:
(a) Verify that the hoop unit is installed on the spinner
bulkhead and installed on the propeller.
(b) Install one or more spinner mounting spacers
between the cylinder and the forward bulkhead.

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(5) Carefully install the spinner dome over the propeller and
forward bulkhead to examine for proper positioning of
the spinner dome mounting holes.
(a) Add or remove spacers, if applicable, to obtain the
spinner dome mounting hole and spinner bulkhead
hole misalignment. Refer to Figure 3-15.
(6) Push the spinner dome with firm pressure toward the
spinner bulkhead unit to make sure that the spinner
dome mounting holes will fully align with the spinner
bulkhead holes.
(a) Remove a minimum quantity of spacers to obtain
hole alignment while maintaining preload.
(7) Using the supplied screws and washers, attach the
spinner dome to the spinner bulkhead or hoop unit.
6. Post-Installation Checks
A. Procedure
(1) Refer to the airframe manufacturer’s instructions for
post-installation checks.
(2) Perform a Maximum RPM (Static) Hydraulic Low
Pitch Stop Check as outlined in the Testing and
Troubleshooting chapter of this manual.
7. Spinner Dome Removal
CAUTION: TO PREVENT DAMAGING THE BLADE AND
BLADE PAINT, WRAP THE BLADE SHANKS IN
SEVERAL LAYERS OF MASKING OR DUCT
TAPE BEFORE REMOVING THE SPINNER
DOME.
A. Procedure
(1) Remove the screws and washers that secure the spinner
dome to the spinner bulkhead.
(2) Remove the spinner dome.

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8. Propeller Removal
A. Removal of HC-E(4,5)( )-3( ) except HC-E5P-3 Propellers
WARNING: FOR SAFETY REASONS, PUT THE
PROPELLER IN THE FEATHER POSITION
BEFORE IT IS REMOVED FROM THE
AIRCRAFT.

WARNING 2: FOR HC-E5A-31 PROPELLERS:

HARTZELL PROPELLER INC.
RECOMMENDS INSTALLING THE
PROTECTIVE COVER (BST-2816-8) ON
THE BETA RING BEFORE REMOVING
THE PROPELLER FROM THE AIRCRAFT.
SECURE THE PROTECTIVE COVER WITH
TAPE IF NECESSARY.

CAUTION 1: WHEN REMOVING HC-E5A-31

PROPELLERS, IT MAY BE NECESSARY
TO TEMPORARILY ADJUST/REMOVE THE
BETA RING SENSOR (IN ACCORDANCE
WITH THE APPLICABLE AIRCRAFT
MAINTENANCE MANUAL) TO PROVIDE
CLEARANCE FOR THE BETA RING.
FAILURE TO DO SO MAY RESULT IN
DAMAGE TO THE BETA RING AND/OR
THE BETA RING SENSOR.

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.
(1) Remove the spinner dome in accordance with the
section, “Spinner Dome Removal” in this chapter.

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(2) 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 Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(3) 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).
(4) Disconnect the engine beta linkage and beta feedback
block assembly from the beta ring in accordance with the
airframe manufacturer’s instructions.
(a) Remove the snap ring that retains the beta feedback
block assembly to the beta linkage. Refer to
Figure 3-7.
(b) Remove the beta feedback block assembly. Refer to
Figure 3-6.
(5) Use the beta system puller CST-2987 to compress the
beta system spring and pull the beta ring toward the
propeller to expose the propeller mounting bolts and
washers. Refer to Figure 3-4.

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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 THE HARTZELL
PROPELLER INC. OVERHAUL
MANUALS 143A (61-10-43), 156A (61-10-56),
157 (61-10-57), OR 158A (61-10-58).

WARNING 3: MAKE SURE THE SLING IS RATED UP TO

800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(6) Cut and remove the safety wire or safety cable on the
propeller mounting bolts.
(7) Support the propeller assembly with a sling.
(a) Supporting the propeller with a sling may be delayed
until all but two mounting bolts and washers have
been removed to permit rotating the propeller for
ease of bolt removal.
(b) If the propeller will be reinstalled and it has
been dynamically balanced, make an identifying
mark on the propeller hub and a matching mark on
the engine flange to make sure of proper orientation
during re-installation to prevent dynamic imbalance.

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CAUTION: DISCARD THE PROPELLER MOUNTING

BOLTS IF THEY ARE DAMAGED OR
CORRODED, OR WHEN THE PROPELLER
IS REMOVED FOR OVERHAUL.
(8) Remove the propeller mounting bolts and washers.
(a) If the propeller is removed 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 propeller mounting O-ring.
(11) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent the
introduction of contamination.
(12) Decompress and remove beta system puller.
(13) Put the propeller on a suitable cart for transportation.

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B. Removal of HC-E5P-3 and HC-E(4,5)N-5KL Propellers

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 in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(2) 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 Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(3) 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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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 INC. OVERHAUL
MANUAL 157 (61-10-57).

WARNING 3: MAKE SURE THE SLING IS RATED UP

TO 800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(4) Cut and remove the safety wire or safety cable on the
propeller mounting nuts.
(5) Support the propeller assembly with a sling.
(a) Supporting the propeller with a sling may be delayed
until all but two mounting bolts and washers have
been removed to permit rotating the propeller for
ease of nut removal.
(b) If the propeller will be reinstalled and it has
been dynamically balanced, make an identifying
mark on the propeller hub and a matching mark on
the engine flange to make sure of proper orientation
during re-installation to prevent dynamic imbalance.

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CAUTION: USE CARE WHEN HANDLING THE

PROPELLER TO AVOID CONTACTING
THE PROPELLER MOUNTING BOLTS.
IF THE BOLTS ARE LOOSENED, THEY
MAY BE PUSHED TOWARD THE
INSIDE OF THE HUB, WHICH WILL
REQUIRE PARTIAL DISASSEMBLY OF
THE PROPELLER BY A CERTIFIED
PROPELLER REPAIR STATION WITH THE
APPROPRIATE RATING TO REINSTALL
THE MOUNTING BOLTS.
(6) Remove the propeller mounting nuts and washers.
(a) If the propeller is removed between overhaul
intervals, mounting nuts 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 propeller mounting O-ring.
(9) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent
the introduction of contamination.
(10) Put the propeller on a suitable cart for transportation.

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C. Removal of HC-E5A-2 Propellers

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 in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(2) 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 Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(3) 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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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 INC. OVERHAUL
MANUAL 157 (61-10-57).

WARNING 3: MAKE SURE THE SLING IS RATED UP

TO 800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(4) Cut and remove the safety wire or safety cable on the
propeller mounting nuts.
(5) Support the propeller assembly with a sling.
(a) Supporting the propeller with a sling may be delayed
until all but two mounting nuts and washers have
been removed to permit rotating the propeller for
ease of bolt removal.
(b) If the propeller will be reinstalled and it has
been dynamically balanced, make an identifying
mark on the propeller hub and a matching mark on
the engine flange to make sure of proper orientation
during re-installation to prevent dynamic imbalance.

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CAUTION: USE CARE WHEN HANDLING THE

PROPELLER TO AVOID CONTACTING
THE PROPELLER MOUNTING STUDS.
IF THE STUDS ARE LOOSENED, THEY
MAY BE PUSHED TOWARD THE INSIDE
OF THE HUB, WHICH WILL REQUIRE
PARTIAL DISASSEMBLY OF THE
PROPELLER BY A PROPELLER REPAIR
SHOP TO RESET THE MOUNTING STUD
LOCATION.
(6) Remove the propeller mounting nuts and washers.
(a) If the propeller is removed between overhaul
intervals, mounting nuts 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 propeller mounting O-ring.
(9) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent
the introduction of contamination.
(10) Put the propeller on a suitable cart for transportation.

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D. Removal of HC-E5B-5A and HC-E4P-5( ) Propellers

WARNING: FOR SAFETY REASONS, THE
PROPELLER MUST BE PLACED IN
FEATHER POSITION BEFORE IT IS
REMOVED FROM THE AIRCRAFT.

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 in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(2) 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 Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80).
(3) 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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CAUTION: THE BETA TUBE MUST BE REMOVED

BEFORE THE PROPELLER ASSEMBLY IS
REMOVED FROM THE AIRCRAFT. REFER
TO THE AIRCRAFT MAINTENANCE
INSTRUCTION MANUAL.
(4) Remove 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.

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 INC. OVERHAUL MANUALS
143A (61-10-43), 156A (61-10-56),
157 (61-10-57), OR 158A (61-10-58).

WARNING 3: MAKE SURE THE SLING IS RATED UP

TO 800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(5) Cut and remove the safety wire or safety cable on the
propeller mounting bolts.

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(6) Support the propeller assembly with a sling.

NOTE 1: Supporting the propeller with a sling can be
delayed until all but two mounting bolts and
washers have been removed to permit rotating
the propeller for ease of bolt removal.
NOTE 2: If the propeller will be reinstalled and it has
been dynamically balanced, make an
identifying mark on the propeller hub and a
matching mark on the engine flange to make
sure of proper orientation during re-installation
to prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS IF THEY ARE DAMAGED OR
CORRODED, OR WHEN THE PROPELLER
IS REMOVED FOR OVERHAUL.
(7) 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: 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 propeller mounting O-ring.
(10) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent
the introduction of contamination.
(11) Put the propeller on a suitable cart for transportation.

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TESTING AND TROUBLESHOOTING - CONTENTS

1. Operational Checks..................................................................4-3
A. Operational Checks............................................................4-3
2. Propeller Ice Protection Systems..............................................4-3
A. Operational Checks and Troubleshooting..........................4-3
3. Troubleshooting........................................................................4-4
A. Hunting and Surging...........................................................4-4
B. Engine Speed Varies with Airspeed....................................4-5
C. Loss of Propeller Control....................................................4-6
D. Failure to Feather (or feathers slowly)................................4-6
E. Failure to Unfeather............................................................4-6
F. Start Locks Fail to Latch on Shutdown ..............................4-7
G. Vibration.............................................................................4-8
H. Propeller Overspeed/Avoidance.........................................4-9
I. Propeller Underspeed.........................................................4-9

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1. Operational Checks (Rev. 1)

A. Operational Checks
(1) Refer to the Inspection and Check chapter of this
manual for operational checks including pre-flight,
initial run-up, and post-run checks.
2. Propeller Ice Protection Systems (Rev. 1)
WARNING: CONSULT THE PILOT OPERATING
HANDBOOK (INCLUDING ALL
SUPPLEMENTS) REGARDING FLIGHT
INTO CONDITIONS OF KNOWN ICING. THE
AIRCRAFT MAY NOT BE CERTIFICATED FOR
FLIGHT INTO KNOWN ICING CONDITIONS,
EVEN THOUGH AN ICE PROTECTION
SYSTEM IS INSTALLED.
A. Operational Checks and Troubleshooting
(1) Refer to the Anti-ice and De-ice Systems chapter of
this manual for operational checks and troubleshooting
information for Hartzell Propeller Inc. ice protection
systems.

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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. Hunting and Surging (Rev. 2)
(1) General
(a) 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.
(b) If the propeller is hunting, a certified airframe and
powerplant mechanic with the appropriate rating or a
certified propeller repair station with the appropriate
rating should check:
1 Governor
2 Fuel control
3 Synchrophaser, or synchronizer (if applicable)
(2) If the propeller is surging:
(a) Perform the “Initial Run-Up” in accordance with the
Inspection and Check chapter of this manual to
release trapped air from the propeller.
1 If surging reoccurs it is most likely due to a faulty
governor.
a Have the governor tested a certified
propeller repair station with the appropriate
rating.

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(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.
1 To isolate these faults, the propeller must be
tested on a test bench at a certified propeller
repair station with the appropriate rating.
B. Engine Speed Varies with Airspeed
(1) Constant speed propeller models 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) Governor is not reducing oil volume in the propeller.
(b) Friction in propeller.
(3) Decrease in engine speed while increasing airspeed:
(a) Governor pilot valve is stuck and is excessively
decreasing oil volume.
(b) Feathering command engaged on propeller pitch
control.
(4) Increase in engine speed while decreasing airspeed:
(a) Governor pilot valve is stuck and is excessively
increasing oil volume.
(5) Decrease in engine speed while decreasing airspeed:
(a) Governor is not increasing oil volume in the propeller.
(b) Engine oil transfer system leaking excessively.
(c) Friction in propeller.

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C. Loss of Propeller Control

(1) Propeller goes to uncommanded high pitch (or feather).
(a) Loss of propeller oil pressure - check:
1 Governor pressure relief valve.
2 Governor drive.
3 Engine oil supply.
(b) Start lock not engaging.
(2) Propeller goes to uncommanded low pitch (High 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 changing
mechanism.
(b) Broken feathering spring.
(4) RPM control sluggish (especially on reducing RPM)
(a) Broken feathering spring.
D. Failure to Feather (or feathers slowly) (Rev. 1)
(1) Broken feathering spring (if applicable).
(2) Check for proper function and rigging of propeller/governor
control linkage.
(3) Check the governor function.
(4) The propeller must be inspected for misadjustment or
internal corrosion (usually in blade bearings or pitch
changing mechanism) that results in excessive friction.
(a) This inspection must be performed by a certified
propeller repair station with the appropriate rating.
E. Failure to Unfeather (Rev. 1)
(1) Check for proper function and rigging of propeller control
linkage.
(2) Check the governor function.
(3) The propeller must be inspected for misadjustment or
internal corrosion (usually in blade bearings or pitch
change mechanism) that results in excessive friction.
(a) This inspection must be accomplished by a certified
propeller repair station with the appropriate rating.

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F. Start Locks Fail to Latch on Shutdown

(1) Propeller was feathered before shutdown.
(2) Shutdown occurred at high RPM with propeller control off
the low pitch stop.
The problem may be solved by restarting the engine,
placing the propeller control in the proper shutdown
position, and then shutting down the engine.
(3) Excessive governor pump leakage.
The problem should be referred to a certified propeller
repair station with the appropriate rating.
(4) Broken Start Locks.
The problem should be referred to a certified propeller
repair station with the appropriate rating.

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G. Vibration (Rev. 1)
CAUTION 1: ANY VIBRATION THAT OCCURS
SUDDENLY, OR IS ACCOMPANIED BY
UNEXPLAINED OIL LEAKAGE SHOULD
BE INVESTIGATED IMMEDIATELY
BEFORE FURTHER FLIGHT.

CAUTION 2: VIBRATION PROBLEMS BECAUSE OF

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 THAT IS POTENTIALLY
HARMFUL TO THE PROPELLER. AVOID
OPERATION UNTIL THE PROPELLER
CAN BE CHECKED BY A CERTIFIED
PROPELLER REPAIR STATION WITH THE
APPROPRIATE RATING.
(1) Check:
(a) Control surfaces, cowl flaps, exhaust system, landing
gear doors, etc. for excessive play that may be
causing vibration that is unrelated to the propeller
(b) Isolation of engine controls and lines
(c) Engine mount wear
(d) Uneven or over lubrication of propeller
(e) Proper engine/propeller flange mating
(f) Blade track:
1 Refer to the section, “Blade Track” in the
Inspection and Check chapter of this manual.
(g) Blade angles:
1 Blade angles must be within specified tolerance
between blades.
a Refer to a certified propeller repair station
with the appropriate rating to check/adjust
blade angles.

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(h) Spinner for cracks, improper installation, or “wobble”

during operation
(i) Static balance
(j) Hub damage or cracking
(k) Grease or oil leakage
(l) Blade deformation
(2) Dynamic Balance
(a) Dynamic balancing is recommended after installing
or performing maintenance on a propeller. While
this is normally an optional task, it may be required
by the engine or airframe manufacturer to make
certain the propeller/engine combination is balanced
properly before operation.
1 Refer to the engine or airframe manuals, and the
Maintenance Practices chapter of this manual.
H. Propeller Overspeed/Avoidance
(1) Check:
(a) Low pitch stop adjustment.
(b) Governor Maximum RPM set too high.
(c) Broken feathering spring.
(d) Governor pilot valve jammed, supplying high
pressure only.
(e) Tachometer error.
I. Propeller Underspeed
(1) Check:
(a) Governor oil pressure low.
(b) Governor oil passage clogged.
(c) Tachometer error.

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INSPECTION AND CHECK - CONTENTS

1. Pre-Flight Checks.....................................................................5-3
A. Important Information.........................................................5-3
B. Propeller Blades.................................................................5-3
C. Spinner Assembly and Blade Retention Components........5-4
D. Hardware............................................................................5-4
E. Grease/Oil Leakage............................................................5-5
F. Initial Run-Up......................................................................5-5
G. Additional Information.........................................................5-5
2. Operational Checks..................................................................5-6
A. Initial Run-Up .....................................................................5-6
B. Propeller Ground Idle RPM Check.....................................5-8
C. Post-Run Check...............................................................5-12
D. Propeller Ice Protection System.......................................5-12
3. Required Periodic Inspections and Maintenance....................5-13
A. Periodic Inspection...........................................................5-13
B. Periodic Maintenance.......................................................5-15
C. Periodic Coin-Tap Inspections for Composite Blades.......5-15
D. Airworthiness Limitations..................................................5-16
E. Overhaul Periods..............................................................5-18
4. Inspection Procedures............................................................5-19
A. Blade Damage..................................................................5-19
B. Grease/Oil Leakage..........................................................5-19
C. Vibration...........................................................................5-22
D. Blade Track.......................................................................5-24
E. Loose Blades
For HC-E4A-3( ) propeller models only............................5-28
F. Loose Blades
For all propeller models except HC-E4A-3( )....................5-28
G. Corrosion..........................................................................5-29
H. Spinner Damage...............................................................5-29
I. Propeller Ice Protection Systems.....................................5-29
J. Counterweight Clamps.....................................................5-30

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INSPECTION AND CHECK - CONTENTS (CONTINUED)

5. Special Inspections.................................................................5-33
A. Overspeed/Overtorque.....................................................5-33
B. Lightning Strike - Propeller Asssembly.............................5-34
C Foreign Object Strike/Ground Strike.................................5-36
D. Fire/Heat Damage............................................................5-38
E. Sudden Stoppage.............................................................5-38
F. Engine Oil Contamination.................................................5-39
6. Long Term Storage.................................................................5-39
A. Important Information.......................................................5-39
B. Composite Blades............................................................5-39

LIST OF FIGURES
Corrective Action Required.............................. Figure 5-1...............5-9
Example of a Ground Idle RPM
Check Evaluation...................................... Figure 5-2.............5-10
Anti-Rotation Pin Installation........................... Figure 5-3.............5-14
Checking Blade Track..................................... Figure 5-4.............5-26
Blade Play....................................................... Figure 5-5.............5-26
Turbine Engine Overspeed Limits................... Figure 5-6.............5-31
Turbine Engine Overtorque Limits................... Figure 5-7.............5-32

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1. Pre-Flight Checks (Rev. 2)

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. Important Information
(1) Follow propeller pre-flight inspection procedures
specified in the Pilot Operating Handbook (POH) in
addition to the inspections specified in this section.
(2) Defects or damage found during the pre-flight inspection
must be evaluated in accordance with the applicable
section in the Testing and Troubleshooting chapter
and/or the Maintenance Practices chapter of this
manual.
B. Propeller Blades
(1) Visually examine the entire blade (leading edge, trailing
edge, face, and camber sides) for nicks, gouges,
erosion, cracks, and debonds (composite blades only).
(a) Normal erosion (sand-blasted appearance) on the
leading edge of the blade is permitted and does not
require removal before further flight.
(2) Visually examine the blades for lightning strike
indications in accordance with the section, “Lightning
Strike” in this chapter.
(3) Check the blades for radial play or movement of the
blade tip (in-and-out, fore-and-aft, and end play).
(a) Refer to the section, “Loose Blades” in this chapter
for blade play limits.

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(4) If an ice protection system is installed, visually examine

the anti-icing or de-ice boot for damage.
(a) Refer to the Anti-ice and De-ice Systems chapter
in this manual for operational checks and
troubleshooting information for Hartzell Propeller Inc.
ice protection systems.
(5) Composite Blades Only:
(a) Composite blades that do not have an anti-icing or
de-ice boot installed may require erosion tape on the
leading edge of the blade.
1 Refer to the section, “Erosion Tape Installation”
in the Maintenance Practices chapter of this
manual for requirements and instructions.
C. Spinner Assembly and Blade Retention Components
(1) Inspect the spinner and the visible blade retention
components for damage and/or cracks.
(a) Repair or replace components as required before
further flight.
D. Hardware
(1) Check for loose or missing hardware.
(a) Retighten or reinstall as necessary.

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WARNING: ABNORMAL GREASE/OIL 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.
E. Grease/Oil Leakage
(1) Examine the face and camber-sides of the blades for
evidence of grease/oil leakage.
(2) Using an appropriate light source, examine the propeller
through the blade cut-outs in the spinner for signs of
grease/oil leakage.
(a) Spinner removal is not required for this inspection.
(b) If grease/oil leakage is found, refer to the section,
“Inspection Procedures” in this chapter.
F. Initial Run-Up
(1) Perform the Initial Run-Up procedure in accordance with
the section, “Operational Checks” in this chapter.
G. Additional Information
(1) Refer to the airframe manufacturer’s manual for
additional pre-flight checks.
(2) Refer to the section, “Inspection Procedures” in this
chapter for additional inspection/repair information.

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2. Operational Checks (Rev. 3)

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) Following propeller installation and before flight, perform
the Initial Run-Up procedure in accordance with the
instructions in this section.
WARNING: REFER TO THE AIRCRAFT
MAINTENANCE MANUAL FOR
ADDITIONAL PROCEDURES THAT MAY
BE REQUIRED AFTER PROPELLER
INSTALLATION.
(2) Perform engine start and warm-up in accordance with
the Pilot’s Operating Handbook (POH).
CAUTION: AIR TRAPPED IN THE PROPELLER
HYDRAULIC CYLINDER WILL CAUSE
PITCH CONTROL TO BE IMPRECISE AND
CAN CAUSE PROPELLER SURGING.
(3) Cycle the propeller control through the operating blade
range from low pitch (or reverse), to high pitch (or as
specified in the POH).
(a) Repeat this step at least three times.
NOTE: Cycling the propeller control purges air
from the propeller hydraulic system and
introduces warm oil to the cylinder.

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(4) Check the propeller speed control and operation from

low pitch (or reverse) to high pitch using the procedure
specified in the POH.
(a) Perform all ground functional, feathering, and cycling
checks with the minimum propeller RPM drop
required to demonstrate the function.
WARNING: ABNORMAL VIBRATION CAN BE AN
INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION
COMPONENT. AN IN-FLIGHT BLADE
SEPARATION CAN RESULT IN DEATH,
SERIOUS BODILY INJURY, AND/OR
SUBSTANTIAL PROPERTY DAMAGE.
(5) Check for any abnormal vibration during this run-up.
(a) If vibration occurs, shut the engine down, determine
the cause, and correct it before further flight.
1 Refer to the section, “Vibration” in the Testing
and Troubleshooting chapter of this manual to
determine the cause/correction for the vibration.
(6) Shut down the engine in accordance with the POH.
(7) For additional inspection information (including possible
corrections), refer to the section, “Inspection Procedures”
in this chapter, and/or the Testing and Troubleshooting
chapter of this manual.
(8) Refer to the POH and the airframe manufacturer’s
manual for additional operational checks.

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B. Propeller Ground Idle RPM Check

WARNING: STABILIZED GROUND OPERATION
WITHIN THE PROPELLER RESTRICTED
RPM RANGE CAN GENERATE HIGH
PROPELLER STRESSES AND RESULT IN
FATIGUE DAMAGE TO THE PROPELLER.
THIS DAMAGE CAN LEAD TO A REDUCED
PROPELLER FATIGUE LIFE, PROPELLER
FAILURE, AND LOSS OF CONTROL
OF THE AIRCRAFT. THE PROPELLER
RESTRICTED RPM RANGE IS DEFINED IN
THE AIRPLANE FLIGHT MANUAL.
(1) General
(a) Propellers with four or more blades operating on
turbine engines can be sensitive to operation within
restricted RPM ranges. These restricted ranges are
usually in the lower RPM ranges, requiring that ground
idle RPM be set above a critical minimum value.
(b) This minimum propeller idle RPM operating
restriction is the result of a specific vibratory
resonant condition known as “reactionless mode”.
During operation in these conditions the flight crew
cannot feel the resulting high propeller vibration.
Ground operation at or near an RPM that can create
a reactionless mode vibratory resonance can cause
very high stresses in the propeller blades and the
hub. These high stresses are more severe when
operating in a quartering tail wind condition.
(c) If the propeller is operated within a restricted RPM
range or below a minimum idle RPM restriction for
an extended period of time, the propeller blades and
hub can become unairworthy because of fatigue.
A failed blade or hub has the potential to cause a
catastrophic blade separation.
(d) Use the “Periodic Ground Idle RPM Check” steps in
this section to determine if the propeller is operating
within the specified RPM limits.
(e) Refer to the “Corrective Action” steps in this section
for maintenance information about propellers
operating outside of the specified RPM range.

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(2) Periodic Ground Idle RPM Check

NOTE: The accuracy of the tachometer is critical to
the safe operation of the aircraft. Refer to
the section, “Tachometer Calibration” in the
Maintenance Practices chapter of this manual
for important information.
(a) Perform the RPM check in accordance with the
Airplane Flight Manual or Airplane Flight Manual
Supplement.
1 Refer to the Airplane Flight Manual or Airplane
Flight Manual Supplement to determine if there
are any propeller RPM restrictions or limitations.

Before further flight - retire the blades

Number of RPM below Minimum Propeller Idle RPM

and hub from service and overhaul the

remaining components. Correct engine
rigging during propeller reinstallation.
80

60
Before further flight - overhaul
the propeller assembly and correct engine
rigging during propeller reinstallation.
40
Before Further Flight - adjust engine rigging to prevent
operation below the specified minimum RPM.

20
No Immediate Action Required - adjust engine rigging to
prevent operation below the specified minimum RPM.

0 25 50 75 100

Total hours of operation the propeller has operated on an

engine with improper RPM setting.

Corrective Action Required

Figure 5-1

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(b) Perform an engine run up and determine if the

engine and/or propeller rigging permits operation of
the propeller below the minimum specified propeller
idle RPM.
(c) If the propeller cannot be operated below the
minimum specified propeller idle RPM, no further
action is required.
(d) If the propeller can be operated below the minimum
specified propeller idle RPM:
1 Refer to Figure 5-1 for corrective action
requirements, and Figure 5-2 for an example of
a ground idle RPM check evaluation.
2 The corrective action is based on the amount the
RPM is below the minimum propeller idle RPM
and the total hours of operation the propeller has
accumulated.
a Figure 5-1 applies to an aircraft that is
operated in conventional service. “Hours
of Operation” refers to the total number
of hours the propeller is operated on an
engine that has an improper RPM setting. It
is not the number of hours the propeller is
operated in a restricted range, which will be
less than the total hours of operation.

Example:

Minimum propeller idle RPM listed in the AMM is 1180 RPM

Propeller idle is set at 1120 RPM

Propeller has operated with a RPM deviation of 60 RPM

Engine was rigged 2 months ago and has operated 75 hours

since it was rigged

Figure 5-5 shows that with an RPM deviation of 60 RPM for

75 hours - the propeller assembly must be overhauled and
engine rigging corrected before further flight.

Example of a Ground Idle RPM Check Evaluation

Figure 5-2

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(3) Corrective Action

(a) The required corrective action is determined by both
the amount and duration of RPM deviation.
1 A turboprop propeller with four or more blades
may have a variety of operating restrictions and
these different restrictions may have different
operating margins.
2 The greater the amount of the RPM deviation
and the longer it is permitted to exist, the more
severe the required corrective action.
3 The corrective action may vary from no action
required, to retirement of the blades and the
hub.
4 The chart in Figure 5-1 specifies the required
corrective action for operation below the
minimum idle RPM.
a The chart in Figure 5-1 does not apply to
other propeller restrictions that are above
the minimum idle RPM.
5 If the corrective action requires a propeller
overhaul, overhaul the propeller in accordance
with the applicable propeller overhaul manuals.
6 If the corrective action requires that the blades
and the hub be retired from service, retire
these components in accordance with the Part
Retirement Procedures chapter of Hartzell
Propeller Inc. Standard Practices Manual 202A
(61-01-02) before further flight.
a A propeller hub or blade that has been
retired from service because of a violation
of the operating restrictions as specified in
this section must not be reused on another
aircraft application.
7 If the corrective action requires the correction of
the propeller RPM setting, refer to the applicable
installation and rigging instructions for the
adjustment of engine torque, engine idle speed,
and propeller RPM setting.

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(b) Contact Hartzell Propeller Inc. Product Support

Department to report the findings, or if a propeller
restriction other than those described in Figure 5-1
has been violated.
1 Refer to the section, “Hartzell Propeller Inc.
Contact Information” in the Introduction chapter
of this manual.
C. Post-Run Check
(1) After engine shutdown, check propeller for signs of
grease/oil leakage.
D. Propeller Ice Protection System
(1) Refer to the Anti-ice and De-ice Systems chapter in
this manual for operational checks and troubleshooting
information for Hartzell Propeller Inc. ice protection
systems.

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3. Required Periodic Inspections 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.
A. Periodic Inspection
(1) Except for the blade and erosion shield coin-tap
inspection in this section, perform the following inspection
procedures at 400 hour intervals, not to exceed twelve (12)
calendar months. Procedures involved in these
inspections are detailed below.
(a) 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 intervals specified.
1 In this situation, the airframe manufacturer’s
schedule may be applied as long as the
calendar limit for the inspection interval does
not exceed twelve (12) months.
(b) For additional inspection information (including
possible corrections), refer to the section,
“Inspection Procedures” in this chapter, and/or the
Testing and Troubleshooting chapter of this manual.
(2) Remove the spinner dome.
(3) Visually examine the propeller blades (lead edge,
trail edge, face, and camber sides) for nicks, gouges,
erosion, cracks, etc.
(a) Refer to the applicable section, “Composite Blades”
in the Maintenance Practices chapter of this manual
for damage evaluation and repair information.

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(4) Visually examine the counterweight clamps for cracks,

corrosion, and paint condition.
(a) Refer to “Counterweight Clamp” in the Inspection
Procedures section of this chapter.
(b) A cracked counterweight clamp must be referred
to a certified propeller repair station with the
appropriate rating.
(5) Visually examine the B-3842-0500 anti-rotation pins
installed in the counterweight clamp of a PC-21 5-Blade
propeller for fractures or cracks. Refer to Figure 5-3.
(a) Propellers with pins containing cracks that
encompass less than 50% of the pin’s circumference
may be returned to service.

B-3842-050
Anti-Rotation Pin
TPI-LW-147-00616

Anti-Rotation Pin Installation

Figure 5-3

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(b) Propellers with pins that are missing, fractured

(missing pieces), or have cracks that are greater
than 50% of the pin’s circumference may be returned
to service after making sure that the P-Clip is secure
and does not rotate when applying light pressure by
hand.
(c) If a P-Clip rotates when applying light pressure by
hand, do the following:
1 Loosen the P-Clip attachment screw.
2 Reposition the P-Clip so that the outer edge
is immediately adjacent to the anti-rotation pin
hole.
3 Re-tighten the attachment screw.
(d) Replace all pins at the next propeller overhaul.
(6) Examine the propeller for grease/oil leakage in
accordance with the section, “Grease/Oil Leakage” in
this chapter.
(7) If a blade track problem is suspected, check the blade
track in accordance with the section, “Blade Track” in
this chapter.
(8) Make an entry in the propeller logbook about completion
of these inspections.
B. Periodic Maintenance
(1) Lubricate the propeller assembly.
(a) Refer to the section, “Lubrication” in the
Maintenance Practices chapter of this manual
for intervals and procedures.
C. Periodic Coin-Tap Inspections for Composite Blades
(1) For all composite blades except E10950P( ):
(a) Perform a coin-tap inspection of the exposed section
of the blade at intervals not to exceed 1200 flight
hours.
(b) Perform a coin-tap inspection of the erosion shield
surface at intervals not to exceed 600 flight hours.

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(2) For E10950P( ) blades only:

(a) Perform a coin-tap inspection of the exposed
section of the blade at intervals not to exceed
1200 flight hours.
(b) Perform a coin-tap inspection of the erosion shield
surface at intervals not to exceed 300 flight hours.
(3) Refer to Hartzell Propeller Inc. Composite Blade Field
Maintenance and Minor Repair Manual 170 (61-13-70)
for the coin-tap inspection procedure.
D. 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 chapter of this manual.
(3) Operators are urged to keep informed of airworthiness
information via Hartzell Propeller Inc. Service Bulletins
and Service Letters, which are available from Hartzell
distributors or from Hartzell by subscription. Selected
information is also available on Hartzell Propeller’s
website at www.hartzellprop.com.

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E. Overhaul Periods
(1) In flight, the propeller is constantly subjected to vibration
from the engine and the airstream, as well as high
centrifugal forces.
(2) The propeller is also subject to corrosion, wear, and
general deterioration due to aging. Under these
conditions, metal fatigue or mechanical failures can
occur.
(3) To protect your safety, 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.
(a) For Hartzell Propeller Inc. propeller overhaul
periods, refer to Hartzell Propeller Inc. Service Letter
HC-SL-61-61Y.

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4. Inspection Procedures
A. Blade Damage (Rev. 1)
(1) Refer to the section, “Composite Blades” in the
Maintenance Practices chapter of this manual for
damage evaluation and repair information.
B. Grease/Oil Leakage (Rev. 1)
WARNING: UNUSUAL OR ABNORMAL GREASE
LEAKAGE OR VIBRATION, WHERE THE
CONDITION STARTED SUDDENLY, CAN BE
AN INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN INFLIGHT BLADE SEPARATION CAN
RESULT IN DEATH, SERIOUS BODILY
INJURY, AND/OR SUBSTANTIAL PROPERTY
DAMAGE. UNUSUAL OR ABNORMAL
GREASE LEAKAGE OR VIBRATION
DEMANDS IMMEDIATE INSPECTION.
(1) Important Information
(a) 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. Leakage should cease within the
first ten hours of operation.
(b) 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.
1 A determination should be made as to the
source of the leak. If the source of the leak is
the O-ring seal between the engine and the
propeller flange or a lubrication fitting, field
repair is permitted.
2 All other leakage repairs should be referred
to a certified propeller repair station with the
appropriate rating.
3 If abnormal leakage is detected, inspect
the propeller assembly using the Inspection
Procedure steps in this section.
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(c) Grease Leakage - probable causes:

1 Loose/defective lubrication fitting
2 Faulty seal at the blade socket between the
blade and the hub
a Refer to a certified propeller repair
station with the appropriate rating for seal
replacement.
3 Leakage from the hub and beta rod interface
(if applicable)
a Over-greased hub
(1) Refer to a certified propeller repair
station with the appropriate rating
for grease removal.
b Faulty seal
(1) Refer to a certified propeller repair
station with the appropriate rating for
seal replacement.
4 Cracked hub
(d) Oil Leakage - probable causes:
1 Leaks between the hub and cylinder
a Faulty or missing seal between the hub and
the cylinder
(1) Refer to a certified propeller repair
station with the appropriate rating
for seal replacement.
2 Leaks between the hub halves, beta rods and
hub
a Faulty seal(s) between the hub and the pitch
change rod
(1) Refer to a certified propeller repair
station with the appropriate rating
for seal replacement.

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3 Leaks from the front of the cylinder or through

the start lock units
a Faulty seal(s) between the piston and
cylinder, or piston and pitch change rod
(1) Refer to a certified propeller repair
station with the appropriate rating
for seal replacement.
4 Leaks between the hub and the engine
a Faulty or missing seal between the propeller
hub and the engine flange
(2) Inspection Procedure
(a) 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.
(b) Perform a visual inspection of the hub, blades, and
blade retention areas to locate the source of the
grease leak.
1 If the source of the grease leak is a lubrication
fitting, blade O-ring, or the hub parting line,
repairs can be accomplished during scheduled
maintenance as long as flight safety is not
compromised.
a To repair a grease leak from a lubrication
fitting, blade O-ring, or hub parting line,
the propeller must be disassembled and
inspected at a certified propeller repair
station with the appropriate rating.
2 If the source of the grease leak is a component
or location other than a lubrication fitting, blade
O-ring, or the hub parting line, the propeller must
be disassembled and inspected at a certified
propeller repair station with the appropriate
rating before further flight.
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(c) Perform a visual inspection for cracks in the hub.

1 Extra attention should be given to the blade
retention area of the hub.
2 A crack may be visible or may be indicated by
grease leaking from a seemingly solid surface.
(d) If cracks are suspected, additional inspections to
verify the condition must be performed before further
flight.
1 Inspections typically include disassembly of the
propeller followed by inspection of parts, using
nondestructive methods in accordance with
published procedures.
2 These inspections must be performed by
a certified propeller repair station with the
appropriate rating.
(e) If cracks or failing components are found, these
parts must be replaced before further flight.
1 Report such occurrences to the appropriate
airworthiness authorities and to Hartzell
Propeller Inc. Product Support.
C. Vibration (Rev. 1)
NOTE: 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 blades and the blade retention
components should be considered as potential
sources of the vibration.
(1) Important Information
(a) Instances of abnormal vibration should be
investigated immediately. If the cause of the vibration
is not readily apparent, examine the propeller in
accordance with the instructions in this section.
(b) Perform troubleshooting and evaluation of possible
sources of vibration in accordance with engine or
airframe manufacturer’s instructions.

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(c) Refer to the section, “Vibration” in the Testing and

Troubleshooting chapter of this manual.
1 Perform the checks to determine possible cause
of the vibration.
a If no cause is found, the propeller could be
the source of the vibration. Examine the
propeller in accordance with the Inspection
steps in this section.
(2) Inspection
(a) Remove the spinner dome.
(b) Visually examine the hub, blades, and blade clamps
(if applicable) for cracks.
1 Pay particular attention to the blade retention
areas of an aluminum hub.
2 A crack may be readily visible, or may be
indicated by grease leaking from a seemingly
solid surface.
(c) If cracks are suspected, additional inspections must
be performed to evaluate the condition before further
flight.
1 These inspections typically include disassembly
of the propeller, followed by inspection of parts,
using nondestructive methods in accordance
with published procedures.
2 These inspections must be performed at
a certified propeller repair station with the
appropriate rating.
(d) Inspect the movement of the propeller blades in
accordance with the section, “Loose Blades” in this
chapter.
(e) Inspect blade track in accordance with the section,
“Blade Track” in this chapter.
CAUTION: DO NOT USE BLADE PADDLES
TO TURN BLADES.
1 Manually (by hand) attempt to turn the blades
(change pitch).
2 Visually check for damaged blades.

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(f) If abnormal blade conditions or damage are found,

additional inspections must be performed to evaluate
the condition before further flight.
1 These inspections must be performed at
a certified propeller repair station with the
appropriate rating.
(g) If cracks or failing components are found, these
parts must be replaced before further flight.
1 Report such occurrences to airworthiness
authorities and Hartzell Propeller Inc. Product
Support.
D. Blade Track
(1) If a blade track problem is suspected, examine the blade
track as follows.
(2) For -2 and -3 turbines only, move the propeller to low pitch.
(a) Remove the screws and washers that attach the
spinner dome to the engine side bulkhead.
(b) Remove the spinner dome and set it aside.
(c) Remove the forward bulkhead and spacers from the
forward end of the cylinder, if applicable.
(d) Remove the bolt, nut, and washer from the pitch
change rod, if applicable.
1 Removal of the plug and O-ring is not required
unless an early style propeller unfeathering tool
that threads internally is used.
CAUTION 1: DO NOT ATTEMPT TO INSTALL AND
USE THE PROPELLER
UNFEATHERING TOOL WITHOUT
REMOVING THE PITCH CHANGE ROD
SAFETY BOLT. BOLT REMOVAL IS
NECESSARY TO MAKE SURE OF
ADEQUATE THREAD ENGAGEMENT
OF THE TOOL.
CAUTION 2: DO NOT ATTEMPT TO MOVE THE
PROPELLER BLADES BEYOND THE
LOW PITCH MECHANICAL STOPS, IF
APPLICABLE.

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(e) Install propeller unfeathering tool TE316 or

equivalent.
WARNING: TIGHTEN THE THREADED
ROD UNTIL IT IS SNUG.
THE FEATHERING SPRING
IS PRELOADED WITH
APPROXIMATELY 600 LBS.
(271.8 KG) OF FORCE. FAILURE
TO TIGHTEN THE THREADED
ROD ONTO THE PITCH
CHANGE ROD CAN CAUSE
THE FEATHERING SPRING TO
RELEASE WHEN MOVING THE
BLADES BACK TO FEATHER.
THIS CAN CAUSE PROPELLER
DAMAGE, SERIOUS INJURY AND/
OR DEATH.
1 Turn the threaded rod of the unfeathering tool
TE316 onto the end of the pitch change rod as far
as possible.
a Tighten the threaded rod until it is snug.
2 Put the cylindrical portion of the unfeathering tool
TE316 over the threaded rod and put it on top of
the cylinder.
a Put the notch that is in the bottom of the
unfeathering tool TE316 over the stop plate
on top of the cylinder.
3 Install the 1-1/2 inch nut onto the threaded rod of
the unfeathering tool TE316.
a Turn the 1-1/2 inch nut until it touches the
thrust bearing.
b Continue turning the nut until the blades
move to low pitch.

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W10144
Checking Blade Track
Figure 5-4

FORE AND AFT PLAY

BLADE END PLAY

W10143

RADIAL PLAY

Blade Play
Figure 5-5

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(3) Check blade track as follows:

NOTE: An accurate blade track inspection cannot be
accomplished with the propeller in feather
position.
CAUTION: FOR -5 TURBINES ONLY, MAKE SURE
THAT THE ENGINE WAS SHUT DOWN
WITH THE PROPELLER ON THE
LATCHES.
(a) Chock the aircraft wheels securely.
(b) Refer to Figure 5-4. Place a fixed reference point
beneath the propeller, within 0.25 inch (6.4 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 (6.4 mm) of the propeller arc.
(c) Rotate the propeller by hand in the direction of normal
rotation until a blade points directly at the paper.
(d) Mark the position of the blade tip in relation to the
paper.
(e) Repeat this procedure with the remaining blades.
(f) Tracking tolerance is ± 0.125 inch (3.18 mm) or
0.25 inch (6.4 mm) total.
(4) Possible Correction
(a) Remove foreign matter from the propeller mounting
flange.
1 Examine the engine and propeller flanges for
damage.
2 Repair any damage to the engine or propeller
flange. If necessary, refer to an appropriately
rated propeller repair station that is certified by
the Federal Aviation Administration (FAA) or
international equivalent.
(b) If no foreign matter is present, refer to a certified
propeller repair station with the appropriate rating.

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E. Loose Blades
For HC-E4A-3( ) propeller models only:
(1) Refer to Figure 5-5. Limits for blade looseness are as
follows:
(a) End Play 0.75 inch (19.0 mm)
(b) Fore & Aft Movement 0.75 inch (19.0 mm)
(c) In & Out None
(d) Radial Play (pitch change) ± 0.5 degree
(1 degree total)
(e) Blades are intended to be tight in the propeller;
however, movement less than the allowable limits is
acceptable if the blade returns to its original position
when released.
(f) Blades with movement greater than the allowable
limits, or that do not return to their original position
when released may indicate internal wear or
damage that should be referred to a certified
propeller repair station with the appropriate rating.
F. Loose Blades
For all propeller models except HC-E4A-3( ):
(1) Refer to Figure 5-5. Limits for blade looseness are as
follows:
(a) End Play See Note Below
(b) Fore & Aft Movement See Note Below
(c) In & Out None
(d) Radial Play (pitch change) ± 0.5 degree
(1 degree total)
(e) Blades are intended to be tight in the propeller,
however slight movement is acceptable if the blade
returns to its original position when released.
(f) Blades with excessive movement, or that do not
return to their original position when released may
indicate internal wear or damage which should be
referred to a certified propeller repair station with the
appropriate rating.

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G. Corrosion (Rev. 1)
WARNING: REPAIR THAT INVOLVES COLD
WORKING THE METAL, RESULTING IN
CONCEALMENT OF A DAMAGED AREA IS
NOT PERMITTED.
(1) Corrosion of any type on the hub or heavy corrosion on
other parts that results in severe pitting must be referred
to a certified propeller repair station with the appropriate
rating.
H. Spinner Damage (Rev. 2)
(1) Inspect the spinner for cracks, missing hardware, or
other damage.
(a) Metal Spinners
1 For damage evaluation and repair information,
refer to Hartzell Propeller Inc. Manual 127
(61-16-27) or a certified propeller repair station
with the appropriate rating.
2 Contact the local airworthiness authority for
repair approval.
(b) Composite Spinners
1 For damage evaluation and repair information,
refer to Hartzell Propeller Inc. Manual 148
(61-16-48) or a certified propeller repair station
with the appropriate rating.
2 Contact the local airworthiness authority for
repair approval.
I. Propeller Ice Protection Systems (Rev. 1)
(1) Refer to the Anti-ice and De-ice Systems chapter of
this manual for operational checks and troubleshooting
information.

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J. Counterweight Clamps
NOTE: If the counterweight clamp has been painted, the
painted surfaces must be examined in accordance
with the following steps.
(1) Visually examine the painted surfaces of the
counterweight clamps for any damage that penetrates
the paint.
(a) Any damage that penetrates the painted surface
of the counterweight clamp must be repaired in
accordance with the following steps:
1 Using acetone, #700 lacquer thinner, or MEK,
clean the affected area of the counterweight
clamp.
2 Apply approved touch-up paint to the affected
area.
a Refer to Table 6-1, “Approved Touch-up
Paints”.

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120%

115% Requires Evaluation by a Certified Propeller

Repair Station With the Appropriate Rating

110%

INSPECTION AND CHECK

Propeller

106% No Action Required

147
Owner’s

61-00-47
20 60 300 360

Percent Overspeed -- Turbine Engines Only

Manual

Duration of Overspeed (in seconds)

Duration of Overspeed in Seconds
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Figure 5-6

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120%

115% Contact Hartzell Propeller Inc. for disposition

110%

INSPECTION AND CHECK

No Action Required
102%
147
Propeller Owner’s

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Percent Overtorque -- Turbine Engines Only

20
Manual

Duration of Overtorque in Seconds

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Figure 5-7

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5. Special Inspections (Rev. 1)

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/Overtorque
(1) An overspeed has occurred when the propeller RPM has
exceeded the maximum RPM stated in the applicable
Aircraft Type Certificate Data Sheet. An overtorque
condition occurs when the engine load exceeds the
limits established by the engine, propeller, or airframe
manufacturer. The duration of time at overspeed/
overtorque for a single event determines the corrective
action that must be taken to make sure no damage to
the propeller has occurred.
(2) 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.
(a) When a propeller installed on a turbine engine has
an overspeed event, refer to the Turbine Engine
Overspeed Limits (Refer to Figure 5-6) to determine
the corrective action to be taken.
(b) When a propeller installed on a turbine engine has
an overtorque event, refer to the Turbine Engine
Overtorque Limits (Refer to Figure 5-7) to determine
the corrective action to be taken.

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(c) Make a record of the overspeed/overtorque

event in the propeller logbook, indicating any
corrective action(s) taken.
NOTE: Some aircraft installations have torque
indicator values indicating 100% torque
that are less than the maximum certified
torque for the specific propeller model
as listed in the propeller type certificate
data sheet. If an overtorque occurs
that requires propeller repair station
evaluation, contact Hartzell Propeller
Inc. Product Support to confirm actual
overtorque percentage.
B. Lightning Strike - Propeller Asssembly (Rev. 1)
CAUTION 1: REFER TO THE ENGINE AND AIRFRAME
MANUFACTURER’S MANUALS FOR
ADDITIONAL INSPECTIONS TO
PERFORM AFTER A PROPELLER
LIGHTNING STRIKE.

CAUTION 2: A COMPOSITE BLADE SUSPECTED

OF LIGHTNING STRIKE MUST BE
INSPECTED AND MAY REQUIRE
OVERHAUL.
NOTE: Lightning usually enters the propeller
through the metal erosion shield or the
stainless steel mesh (if applicable) of a
blade. The charge typically enters at the tip
of the blade and travels through the erosion
shield toward the hub. The charge exits the
erosion shield at the inboard end and enters
the next conductive element in the path.
(1) General
(a) In the event of a propeller lightning strike, an
inspection is required before further flight.
(b) If the propeller meets the requirements of the
“Temporary Operation Inspection” in this section,
10 hours of operation is permitted before propeller
disassembly/inspection must be performed.

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(2) Temporary Operation Inspection

(a) Remove the spinner dome and perform a visual
inspection of the propeller, blades, spinner, and ice
protection system for evidence of damage that would
require repair before flight (such as broken wires or
arcing damage to propeller hub).
1 A lightning strike indication may appear as a
darkened area in proximity of the tip and at the
most inboard end of the metal erosion shield.
2 Other indications include: debonding, lifting or
buckling of the erosion shield, and splitting or
delamination of the composite material.
(b) Perform visual and coin-tap inspections of the
blades that have lightning strike indications in
accordance with Hartzell Propeller Inc. Composite
Blade Field Maintenance and Minor Repair
Manual 170 (61-13-70).
1 If the damage is within the airworthy damage
limits specified in Manual 170, temporary
operation for up to 10 flight hours is permitted
before propeller disassembly and inspection.
2 If the damage is not within the airworthy
damage limits specified in Manual 170,
temporary operation is not permitted. The
propeller must be removed from the aircraft,
disassembled, evaluated, and/or repaired
by a certified propeller repair station with the
appropriate rating before further flight.
(c) Perform an operational check of the propeller ice
protection system (if installed) in accordance with
the Anti-ice and De-ice Systems chapter of this
manual.
(d) Make a record of the lightning strike in the propeller
logbook, indicating any corrective action(s) taken.
(3) For flight beyond the 10-hour temporary operation limit:
(a) The propeller must be removed from the aircraft,
disassembled, evaluated, and/or repaired by a
certified propeller repair station with the appropriate
rating.
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C. Foreign Object Strike/Ground Strike (Rev. 1)

(1) General
(a) A foreign object/ground strike can include a broad
spectrum of damage, from a minor stone nick to
severe ground impact damage.
1 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/ground 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.
a Examples of foreign object/ground 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(s).
b These cases should be handled as foreign
object/ground 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.
(c) In the event of a foreign object/ground strike, an
inspection is required before further flight.

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(2) Inspection Procedure

(a) Examine the propeller assembly for damage related
to the foreign object/ground strike.
(b) If any of the following indications are found, the
propeller must be removed from the aircraft,
disassembled, and overhauled by a certified
propeller repair station with the appropriate rating.
1 Blade(s) damaged, bent, or out of track/angle
2 Blade(s) loose in the hub (if applicable)
a Refer to the section, “Loose Blades” in this
chapter for the permitted limits of blade
movement.
3 Any noticeable or suspected damage to the
pitch change mechanism
4 Any blade diameter reduction
5 Bent, cracked, or failed engine shaft
6 Vibration during operation
(that was not present before the event)
(c) Composite Blades: Perform a thorough visual
inspection and a coin-tap inspection of each blade
(including the metal erosion shield) in accordance
with Hartzell Propeller Inc. Composite Blade Field
Maintenance and Minor Repair Manual 170
(61-13-70).
1 If the blade damage is not within the airworthy
damage limits, the blade(s) must be repaired
before further flight.
NOTE: It is not necessary to remove the
de-ice/anti-icing boot for this
inspection.

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(d) 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.
1 These components must be inspected and
repaired in accordance with the applicable
component maintenance manual.
(e) Make a record of the foreign object/ground strike
event in the propeller logbook, indicating any
corrective action(s) taken.
D. Fire/Heat Damage (Rev. 1)
WARNING: HIGH TEMPERATURES CAN CAUSE
SERIOUS DAMAGE TO PROPELLER
HUBS, CLAMPS, AND BLADES
(ALUMINUM AND COMPOSITE).
THIS DAMAGE CAN RESULT IN
CATASTROPHIC FAILURE CAUSING
DEATH, SERIOUS BODILY INJURY,
AND/OR SUBSTANTIAL PROPERTY
DAMAGE.
(1) A propeller that has been exposed to fire or high
temperatures, such as an engine or hangar fire, must be
inspected by a certified propeller repair station with the
appropriate rating before further flight.
E. Sudden Stoppage (Rev. 1)
(1) When there is a propeller sudden stoppage because
of catastrophic engine failure or seizure, the propeller
and any engine driven/powered accessory must be
inspected and repaired in accordance with the applicable
component maintenance manual.
(2) If the sudden stoppage was caused by a foreign object
strike, refer to the section, “Foreign Object/Ground
Strike” in this chapter.

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F. Engine Oil Contamination (Rev. 1)

(1) Following an incident of oil contamination, the
components of the propeller that were exposed to
oil contamination must be removed, cleaned, and
inspected.
(a) A propeller that was exposed to oil contamination
must be removed and sent to a certified propeller
repair station with the appropriate rating for
disassembly, cleaning, and inspection.
(b) A governor that was exposed to oil contamination
must be inspected and repaired in accordance with
the applicable component maintenance manual.
6. Long Term Storage
A. Important Information
(1) Parts shipped from Hartzell Propeller Inc. are not
shipped or packaged in a container that is designed for
long term storage.
(2) Long term storage procedures are detailed in Hartzell
Propeller Inc. Standard Practices Manual 202A
(61-01-02).
(3) Information regarding the return of a propeller
assembly to service after long term storage is detailed in
Hartzell Propeller Inc. Standard Practices Manual 202A
(61-01-02).
B. Composite Blades
(1) In addition to the long term storage requirements
specified in Hartzell Propeller Inc. Standard Practices
Manual 202A (61-01-02), the maximum permitted
storage temperature for Hartzell Propeller Inc. composite
blades is 180°F (82°C).

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MAINTENANCE PRACTICES - CONTENTS

1. Cleaning.................................................................................. 6-3
A. General Cleaning................................................................ 6-3
B. Spinner Cleaning and Polishing.......................................... 6-5
2. Lubrication............................................................................... 6-7
A. Lubrication Intervals............................................................ 6-7
B. Lubrication Procedure......................................................... 6-8
C. Approved Lubricants.......................................................... 6-12
3. Corrosion Inhibitor................................................................. 6-15
A. Application Intervals.......................................................... 6-15
B. Application Procedure....................................................... 6-16
4. Beta Feedback Block Assemblies......................................... 6-17
A. Inspection.......................................................................... 6-17
B. Replacement of the A-3026 Carbon Block Unit in the
A-3044 Beta Feedback Block Assembly........................... 6-19
C. Installation of the A-3044 Beta Feedback
Block Assembly................................................................. 6-19
5. Composite Blades........................................................................ 6-20
A. Inspection Requirements.................................................. 6-20
B. Damage Evaluation and Repair Limits.............................. 6-20
C. Blade Repairs................................................................... 6-20
6. Blade Paint Touch-Up............................................................ 6-21
A. Important Information........................................................ 6-21
B. Paint.................................................................................. 6-21
C. Procedure......................................................................... 6-23
7. Dynamic Balance................................................................... 6-25
A. Overview........................................................................... 6-25
B. Inspection Procedures Before Balancing.......................... 6-25
C. Modifying Spinner Bulkhead to Accommodate
Dynamic Balance Weights................................................ 6-26
D. Placement of Balance Weights for Dynamic Balance....... 6-27

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8. Hydraulic Low Pitch Stop Setting.......................................... 6-28
A. Hydraulic Low Pitch Stop Adjustment............................... 6-28
9. Feathering Pitch Stop Settings.............................................. 6-29
A. Feathering Pitch Stop Adjustment..................................... 6-29
10. Reverse Pitch Stop Settings.................................................. 6-29
A. Reverse Pitch Stop Adjustment........................................ 6-29
11. Start Lock Settings................................................................ 6-29
A. Start Lock Adjustment....................................................... 6-29
12. Erosion Tape on Composite Blades...................................... 6-29
A. General............................................................................. 6-29
13. Propeller Ice Protection Systems.......................................... 6-30
A. Maintenance Information.................................................. 6-30
14. Tachometer Calibration.......................................................... 6-30
A. Important Information........................................................ 6-30
B. Tachometer Calibration..................................................... 6-31

LIST OF FIGURES

Lubrication Fittings/Hole Plugs.......................Figure 6-1.............. 6-6

Lubrication Label............................................Figure 6-2.............. 6-9
Right Angle Coupler for Grease Gun..............Figure 6-3............ 6-11
Applying Corrosion Inhibitor CM352...............Figure 6-4............ 6-14
Beta Feedback Block Assembly and
Beta Ring Clearance...................................Figure 6-5............ 6-18
Beta Feedback Block Assembly.....................Figure 6-6............ 6-18

LIST OF TABLES
Touch-up Paints..............................................Table 6-1............. 6-26

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1. Cleaning (Rev. 2)
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: BEFORE CLEANING THE PROPELLER,
BE SURE THE PROPELLER HAS BEEN
INSPECTED IN ACCORDANCE WITH THE
REQUIRED PERIODIC INSPECTIONS
SPECIFIED IN THIS MANUAL. CLEANING THE
PROPELLER PRIOR TO INSPECTION MAY
REMOVE EVIDENCE OF A CONDITION THAT
REQUIRES CORRECTIVE ACTION.
CAUTION 3: 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
CAN 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 THE PROPELLER WITH
CAUSTIC OR ACIDIC SOAP SOLUTIONS.
IRREPARABLE CORROSION OF
PROPELLER COMPONENTS MAY
OCCUR.
(1) Remove the spinner dome in accordance with the
Installation and Removal chapter in this manual.

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WARNING: ADHESIVES AND SOLVENTS ARE

FLAMMABLE AND TOXIC TO THE SKIN,
EYES AND RESPIRATORY TRACT. SKIN
AND EYE PROTECTION ARE REQUIRED.
AVOID PROLONGED CONTACT. USE IN
WELL VENTILATED AREA.

CAUTION: DO NOT USE ANY SOLVENT DURING

CLEANING THAT COULD SOFTEN OR
DESTROY THE BOND BETWEEN
CHEMICALLY ATTACHED PARTS.
(2) Using a clean cloth dampened with Stoddard solvent
CM23 or equivalent, wipe the inside of the spinner dome
to remove grease, oil, and other residue.
(a) Immediately dry the inside of the spinner dome using
a clean dry cloth.
(3) Using a clean cloth dampened with Stoddard solvent CM23
or equivalent, wipe the accessible surfaces of the hub,
counterweight clamps, slip ring, and bulkhead to remove
grease, oil, and other residue.
(4) Fill a tank sprayer with a non-caustic/non-acidic soap
solution.
IMPORTANT: WHEN PERFORMING STEPS 5 THRU 7,
THE BLADE(S) TO BE CLEANED
MUST POINT DOWNWARD. THIS WILL
PREVENT THE SOAP SOLUTION AND/OR
CONTAMINANTS FROM FLOWING INTO
THE HUB/BLADE SEAL AREA.

CAUTION: DO NOT LET THE SOAP SOLUTION

DRY ON THE SURFACES OF THE HUB,
BULKHEAD, OR SLIP RING.
(5) Using the tank sprayer, apply a fine mist of the soap
solution to the surfaces of the downward facing blades,
and the hub, bulkhead, and slip ring around the
downward facing blades.
(a) Use a cloth or soft nylon brush to loosen dirt and
unwanted material on the surfaces where the soap
solution was applied, particularly on the inboard
surface of the counterweight clamp.

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(6) Using clean potable water at low pressure, rinse the

surfaces where the soap solution was applied to remove
dirt, unwanted material, and soap residue.
(7) Use a clean dry cloth to dry the surfaces cleaned in the
previous steps.
(8) Rotate the propeller so that the next two blade(s) to be
cleaned are pointing downward, then repeat steps (5)
thru (7).
(a) Repeat steps (5) thru (8) until all blades have been
cleaned and dried.
(9) Let the propeller dry.
(10) Install the spinner dome in accordance with the
Installation and Removal chapter in this manual.
B. Spinner Cleaning and Polishing
(1) Clean the spinner using the General Cleaning
procedures in this section.
(2) If an aluminum spinner is dome is installed, polish the
dome (if required) with an automotive-type aluminum
polish.

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Lubrication Hole Lubrication

Plug Fitting

Cylinder

TPI-MB-0335

NOTE: A tractor/pusher propeller with clockwise (standard)

rotation is shown in this illustration.

Lubrication Fittings/Hole Plugs

Figure 6-1

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2. Lubrication (Rev. 3)
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 400 hours or 12 calendar months, whichever
occurs first, except as listed.
(a) 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.
(b) If the propeller is leaking grease, the lubrication
interval should be reduced to 100 hours until the
grease leak issue is resolved.
(c) For the HC-E5A-2( ) propeller installed on Pilatus
PC-21 aircraft only: Lubricate the propeller at
450 hour intervals or at twelve (12) calendar months,
whichever occurs first.
(d) If more frequent propeller lubrication is desired, it is
highly recommended that compliance with Hartzell
Propeller Inc. Service Letter HC-SL-61-241 be in
place to prevent over-servicing.
(2) Owners of high use aircraft may wish to extend their
lubrication intervals. The lubrication interval may be
gradually extended after evaluating bearing wear and
internal corrosion when the propeller is overhauled.

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(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, which
can result in a propeller imbalance. Redistribution of
grease may also result in voids in the blade bearing area
where moisture can collect.
(a) Purchasers of new aircraft should check the
propeller logbook to verify whether the propeller was
lubricated by the manufacturer during flight testing.
If it was not lubricated, the propeller should be
serviced at the earliest convenience.
B. Lubrication Procedure
WARNING 1: FOLLOW LUBRICATION PROCEDURES
CORRECTLY TO MAINTAIN ACCURATE
BALANCE OF THE PROPELLER
ASSEMBLY.
WARNING 2: PITCH CONTROL DIFFICULTY COULD
RESULT IF THE PROPELLER IS NOT
CORRECTLY LUBRICATED.
(1) Remove the propeller spinner.
(2) Each blade socket has two lubrication fittings or one
lubrication fitting and one lubrication plug.
Refer to Figure 6-1.
(3) Remove the caps from the lubrication fittings.
(4) Remove the lubrication fittings or the hole plugs as
applicable.
(a) For all tractor or pusher propellers with clockwise
(standard) rotation when viewed from BEHIND the
aircraft, remove the lubrication fittings (p/n A-279 or
C-6349) or lubrication hole plugs (p/n 106545) from
the CYLINDER-SIDE hub half.
(b) For all tractor or pusher propellers with
counter-clockwise (backward) rotation when viewed
from BEHIND the aircraft, remove the lubrication
fittings (p/n A-279 or C-6349) or lubrication hole
plugs (p/n 106545) from the ENGINE-SIDE hub half.

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CAUTION: USE CARE NOT TO DAMAGE THE

THREADED HOLE WHEN REMOVING A
BLOCKAGE.
(5) If there is a blockage in the threaded hole where the
lubrication plug was removed (ex. hardened grease),
bend a piece of safety wire and use the bent end to
loosen the blockage.
CAUTION: USE ONLY HARTZELL PROPELLER INC.
APPROVED GREASE. DO NOT MIX
DIFFERENT SPECIFICATIONS AND/OR
BRANDS OF GREASE EXCEPT AS
NOTED IN THIS SECTION.
(6) A label is normally applied to the propeller to indicate the
type of grease previously used. Refer to Figure 6-2.
(a) This same grease type should be used during
re-lubrication unless the propeller has been
disassembled and the old grease removed.
1 It is not possible to purge old grease through
lubrication fittings.
2 To completely replace one grease with another,
the propeller must be disassembled and cleaned
in accordance with the applicable overhaul
manual.

THIS PROPELLER WAS

LUBRICATED WITH _____________
THIS GREASE MUST BE USED ON
ALL SUBSEQUENT LUBRICATIONS.
LABEL A-3594

Lubrication Label
Figure 6-2

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(7) If different grease types are accidentally mixed, the

propeller must be disassembled and cleaned in
accordance with the applicable overhaul/maintenance
manual within three months or 30 flights whichever
occurs first.
(a) EXCEPTION: Aeroshell 5 and Aeroshell 6 greases
both have a mineral oil base and the same
thickening agent; therefore, mixing of these two
greases is permitted in Hartzell propellers.
WARNING: WHEN MIXING AEROSHELL 5 AND
AEROSHELL 6 GREASES, THE AIRCRAFT
MUST BE PLACARDED TO INDICATE
THAT FLIGHT IS PROHIBITED IF THE
OUTSIDE AIR TEMPERATURE IS LESS
THAN -40° F (-40° C). AEROSHELL 5
GREASE MUST BE INDICATED ON THE
LABEL.
CAUTION 1: IF A PNEUMATIC GREASE GUN IS USED,
EXTRA CARE MUST BE TAKEN TO AVOID
EXCESSIVE PRESSURE BUILDUP.
CAUTION 2: GREASE MUST BE APPLIED TO ALL
BLADES OF A PROPELLER ASSEMBLY AT
THE TIME OF LUBRICATION.

CAUTION 3: DO NOT ATTEMPT TO PUMP MORE THAN

1 FL. OZ. (30 ML) OF GREASE INTO THE
LUBRICATION FITTING. USING MORE
THAN 1 FL. OZ. (30 ML) OF GREASE
COULD RESULT IN OVER SERVICING
OF THE PROPELLER. VERIFY THE
OUTPUT OF THE GREASE GUN BEFORE
SERVICING THE PROPELLER.

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CAUTION 4: OVER LUBRICATING AN ALUMINUM HUB

PROPELLER CAN CAUSE THE GREASE
TO ENTER THE HUB CAVITY, LEADING
TO EXCESSIVE VIBRATION AND/OR
SLUGGISH OPERATION. THE PROPELLER
MUST THEN BE DISASSEMBLED TO
REMOVE THIS GREASE.
(8) Pump a maximum of 1 fl. oz. (30 ml) of grease into the
lubrication fitting, or until grease emerges from the hole
where the lubrication fitting or hole plug was removed -
whichever occurs first.
NOTE: It may be necessary to use a right angle
coupler such as TE559 or equivalent, on the
grease gun to access the lubrication fittings.
Refer to Figure 6-3.
(a) For all tractor or pusher propellers with clockwise
(standard) rotation when viewed from BEHIND the
aircraft, the lubrication fitting is in the ENGINE-SIDE
hub half.
(b) For all tractor or pusher propellers with counter-
clockwise (backward) rotation when viewed from
BEHIND the aircraft, the lubrication fitting that is in
the CYLINDER-SIDE hub half.
TPI-MB-0358

Right Angle Coupler for Grease Gun

Figure 6-3

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(9) If a lubrication fitting (p/n A-279 or C-6349) was removed

at the beginning of this procedure, it may be reinstalled
or replaced with a lubrication hole plug (p/n 106545).
(a) Reinstall the lubrication fitting or hole plug that was
removed at the beginning of this procedure.
(b) Tighten until finger-tight, then tighten one additional
360 degree turn.
(10) Make sure that the ball of each lubrication fitting is
correctly seated.
(11) Reinstall a lubrication fitting cap on each lubrication
fitting.
C. Approved Lubricants
(1) For a list of lubricants approved for use in Hartzell
propellers, refer to the Consumable Materials chapter of
Hartzell Propeller Inc. Standard Practices Manual 202A
(61-02-02).

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Bolt Wells

Bolt Heads

Spring Pin TPI-JM-000147

Applying Corrosion Inhibitor CM352

Figure 6-4

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3. Corrosion Inhibitor (Rev. 1)

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. Application Intervals
(1) The bolt-on, steel counterweights on propellers
manufactured after the release date of Service Letter
HC-SL-61-364 dated April, 3, 2020 will be coated with
corrosion inhibitor CM352 by Hartzell Propeller Inc.
during the assembly process.
(a) Corrosion inhibitor CM352 is applied to prevent
corrosion on the counterweight.
(b) Periodic re-application of the corrosion inhibitor
CM352 will provide extended protection from
corrosion.
1 Hartzell Propeller Inc. recommends
re-application of the corrosion inhibitor
CM352 at regularly scheduled intervals,
similar to the lubrication interval specified
in this propeller owner’s manual.

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B. Application Procedure
(1) Remove the spinner dome in accordance with the
Installation and Removal chapter of this manual.
CAUTION: DO NOT APPLY CORROSION INHIBITOR
CM352 ONTO ICE PROTECTION SYSTEM
COMPONENTS (TERMINAL STRIPS,
BOOTS, HARNESSES, ETC.).
(2) Spray the corrosion inhibitor CM352 into a cup or
container, then use a soft bristled brush to apply the
corrosion inhibitor CM352 to the bolt heads, spring pins,
and bolt wells of the counterweight. Refer to Figure 6-4.
(a) Use caution when applying the corrosion inhibitor
CM352 around ice protection system components
(terminal strips, boots, harnesses, etc.).
(b) Make sure the bolt heads, spring pins, and bolt wells
are completely covered by the corrosion inhibitor
CM352.
(c) Optionally, corrosion inhibitor CM352 can be applied
to all exposed surfaces of the counterweight.
(3) Let the corrosion inhibitor CM352 cure for a minimum of
three hours before flight.

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4. Beta Feedback Block Assemblies (Rev. 1)

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
(1) 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 unit, low
stop collar, beta ring, and/or beta linkage.
(2) Inspect the beta lever and beta feedback block assembly
interface for free movement. If there is binding, do the
following:
(a) Disconnect the beta linkage and remove the beta
feedback block assemblies from the beta ring.
(b) Using abrasive pad, lightly polish the yoke pin to
provide adequate clearance and eliminate binding.
(c) Reinstall the beta feedback block assembly into the
beta ring.
(d) Install, adjust, and safety the beta linkage in
accordance with the airframe manufacturer's
instructions.

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Beta Feedback
Block Assembly Side clearance 0.001 inch
(0.03 mm) minimum
upon installation.

Beta Ring

APS0168b
Beta Feedback Block Assembly and Beta Ring Clearance
Figure 6-5

Beta Linkage
Lever Yoke Unit
Snap Ring

Cotter Pin

Clevis Pin
BPS0041

Carbon Block Unit

Beta Feedback Block Assembly

Figure 6-6

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B. Replacement of the A-3026 Carbon Block Unit in the

A-3044 Beta Feedback Block Assembly
(1) If the side clearance between the beta ring and the beta
feedback block unit exceeds 0.010 inch (0.25 mm) -
refer to Figure 6-5, replace the A-3026 carbon block unit
in accordance with Figure 6-6 and the following steps:
(a) Remove the cotter pin from the end of the clevis pin.
(b) Slide the pin from the assembly and remove and
discard the carbon block unit.
(c) Inspect the yoke for wear or cracks.
1 Replace the yoke, if necessary.
(d) Install a new carbon block unit and slide a new clevis
pin into position.
(e) Secure the clevis pin with a T-head cotter pin.
(f) Refit the carbon block in accordance with Figure 6-5.
1 Establish the required clearance by sanding the
sides of the carbon block as needed.
C. Installation of the A-3044 Beta Feedback Block Assembly
(1) Refer to the Installation and Removal Chapter of this
manual for installation instructions.

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5. Composite Blades (Rev. 1)

A. Inspection Requirements
(1) Perform inspections (pre-flight, periodic, lightning strike,
etc.) in accordance with the Inspection and Check chapter
of this manual.
B. Damage Evaluation and Repair Limits
(1) Any defects or damage to a composite blade must be
evaluated in accordance with Hartzell Propeller Inc.
Composite Propeller Blade Field Maintenance and Minor
Repair Manual 170 (61-13-70) to determine if repairs are
required before further flight.
(a) Airworthy damage does not require repair before
further flight, but should be repaired as soon as
possible to prevent degradation of the damage.
(b) Unairworthy damage must be repaired before further
flight.
C. Blade Repairs
(1) For personnel requirements and procedures for
composite blade repairs, refer to Hartzell Propeller Inc.
Composite Propeller Blade Field Maintenance and Minor
Repair Manual 170 (61-13-70).

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6. Blade Paint Touch-Up (Rev. 1)

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. Important Information
(1) Blade paint touch-up on Hartzell propeller blades may
be permitted when performed in accordance with the
instructions in this section.
(a) Composite Blades Only:
1 If the area to be painted is less than
10 sq.inches (6451.6 sq. mm), blade paint
touch-up is permitted.
2 If the area to be painted is greater than
10 sq. inches (6451.6 sq. mm), blade paint
touch-up is not permitted.
a Areas greater than 10 sq. inches
(6451.6 sq. mm) require the entire blade to
be repainted by a certified propeller repair
station with the appropriate rating.
B. Paint
(1) The paints listed in Table 6-1 have been tested by
Hartzell Propeller Inc. and are recommended for blade
touch-up.
(a) Alternate paints may be used for blade touch-up, but
Hartzell Propeller Inc. accepts no responsibility for
wear or adhesion-related issues.

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(2) Touch-up paint manufacturer’s contact information:

(a) Tempo Products Company
A Plasti-kote Company
1000 Lake Road
Medina, OH 44256
Tel: 800.321.6300
Fax: 216.349.4241
Cage Code: 07708
(b) Sherwin-Williams Company
Refer to the Sherwin-Williams
Product Finishes Global Finishes Group website at:
http://oem.sherwin-williams.com

Hartzell
Vendor
Vendor Color/Type Propeller Inc.
P/N
P/N
Tempo Epoxy Black A-150 A-6741-145-2
Tempo Epoxy Gray A-151 A-6741-146-2
Tempo Epoxy White (tip stripe) A-152 A-6741-147-2
Tempo Epoxy Red (tip stripe) A-153 A-6741-149-2
Tempo Epoxy Yellow (tip stripe) A-154 A-6741-150-2
Sherwin-Williams Black F75KXB9958-4311 A-6741-145-1
Sherwin-Williams Gray F75KXA10445-4311 A-6741-146-1
Sherwin-Williams Gray Metallic F75KXM9754-4311 A-6741-148-1
Sherwin-Williams White (tip stripe) F75KXW10309-4311 A-6741-147-1
Sherwin-Williams Red (tip stripe) F75KXR12320-4311 A-6741-149-1
Sherwin-Williams Yellow (tip stripe) F75KXY11841-4311 A-6741-150-1
Sherwin-Williams Silver Metallic F75KXS13564-4311 A-6741-163-1
Sherwin-Williams Silver F75KXS13564-4311 A-6741-190-1
Sherwin-Williams Bright Red 1326305 or A-6741-200-5
F63TXR16285-4311
Sherwin-Williams Bright Yellow 1326313 or A-6741-201-5
F63TXY16286-4311
Sherwin-Williams Bright Silver 1334259 A-6741-203-5
Sherwin-Williams Prop Gold F63TXS17221-4311 A-6741-204-5

Touch-up Paints
Table 6-1

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C. Procedure
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 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 a clean cloth moistened with acetone,
#700 lacquer thinner, or MEK, wipe the surface of the
blade to remove any contaminants.
(2) Permit the solvent to evaporate.
CAUTION 1: EXCESSIVE SANDING ON COMPOSITE
BLADES WILL CAUSE “FUZZING” OF THE
KEVLAR® MATERIAL. THIS CAN RESULT
IN A ROUGH FINISH AND/OR DAMAGE TO
THE BLADE.

CAUTION 2: BE SURE TO SAND/FEATHER THE

EXISTING COATINGS TO PREVENT
EXCESSIVE PAINT BUILDUP.
(3) Using 120 to 180 grit sandpaper, sand to feather the
existing coatings away from the eroded or repaired area.
(a) Erosion damage is typically very similar on all blades
in a propeller assembly. If one blade has more
extensive damage, e.g. in the tip area, sand all the
blades in the tip area to replicate the repair of the
most severely damaged blade tip. This practice is
essential in maintaining balance after refinishing.
(4) Using acetone, #700 lacquer thinner, or MEK, wipe the
surface of the blade.

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(5) Permit the solvent to evaporate.

(6) Apply masking material to the erosion shield, anti-icing
or de-ice 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 TO UNIFORMLY

COVER THE REPAIR/EROSION. AVOID
EXCESSIVE PAINT BUILDUP ALONG THE
TRAILING EDGE TO AVOID CHANGING
THE BLADE PROFILE AND/OR P-STATIC
CHARACTERISTICS.
(7) Apply a sufficient amount of finish coating to achieve
2 to 4 mils thickness when dry.
(a) Re-coat before 30 minutes, or after 48 hours.
(b) If the paint is permitted to dry longer than four hours,
it must be lightly sanded before another coat is
applied.
(8) Remove masking material from the tip stripes and
re-apply masking material for the tip stripe refinishing if
required.
(9) Apply sufficient tip stripe coating to achieve 2 to 4 mils
thickness when dry.
(a) Re-coat before 30 minutes, or after 48 hours.
(b) If the paint is permitted to dry longer than four hours,
it must be lightly sanded before another coat is
applied.
(10) Remove the masking material immediately from the
anti-icing or de-ice boot and tip stripes, if applicable.
(11) Optionally, perform dynamic balancing in accordance
with the procedures and limitations specified in the
Dynamic Balance section of this chapter.

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7. Dynamic Balance
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. Overview
NOTE: Dynamic balance is recommended to reduce
vibrations that 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 about dynamic balance
limits.
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.

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(b) Visually examine each propeller blade assembly for

evidence of grease leakage.
(c) Visually examine 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 re-
lubricating the propeller and dynamic balancing.
(3) Before dynamic balancing, record the number and
location of all balance weights.
(4) Static balance is accomplished at an appropriately rated
propeller repair station that is certified by the Federal
Aviation Administration (FAA) or international equivalent
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 it may not be
possible to achieve dynamic balance.
C. Modifying Spinner Bulkhead to Accommodate Dynamic
Balance Weights
CAUTION 1: DO NOT MODIFY A COMPOSITE SPINNER
BULKHEAD TO ACCOMMODATE
DYNAMIC BALANCE WEIGHTS.

CAUTION 2: ALL HOLE/BALANCE WEIGHT

LOCATIONS MUST TAKE INTO
CONSIDERATION AND MUST AVOID,
ANY POSSIBILITY OF INTERFERING
WITH THE ADJACENT AIRFRAME, ICE
PROTECTION SYSTEM, AND ENGINE
COMPONENTS.
(1) It is recommended that the placement of balance weights
be in a radial location on the aluminum spinner
bulkheads that have not been previously drilled.
(2) The radial location should be outboard of the de-ice slip
ring or bulkhead doubler and inboard of the bend where
the bulkhead creates the flange surface to attach the
spinner dome.
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(3) Equally spaced locations for weight attachment are

recommended.
(4) Installing nut plates (10-32 thread) of the type used to
attach the spinner dome will permit convenient balance
weight attachment on the engine side of the bulkhead.
(5) Alternatively, drilling holes for use with the AN3-( ) type
bolts with self-locking nuts is permitted.
(6) Chadwick-Helmuth Manual AW-9511-2, “The Smooth
Propeller”, specifies several generic bulkhead rework
procedures. These are permitted if they comply with the
conditions specified herein.
D. 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.
NOTE: Many spinner bulkheads have factory installed
self-locking nut plates provided for this
purpose.
(2) If the location of static balance weights has not been
altered, subsequent removal of the dynamic balance
weights will return the propeller to its original static
balance condition.
(3) Use only stainless or plated steel washers as dynamic
balance weights on the spinner bulkhead.
(a) For 105819(P) or 104154(P) spinner bulkheads
only, up to ten AN970 style washers weighing up to
approximately 1.6 oz (45.0 g) may be installed at
any one location.
NOTE: The dimensions of an AN970 washer are:
ID 0.203 inch (5.16 mm), OD 0.875 inch
(22.23 mm), and thickness 0.063 inch
(1.59 mm).
(b) For all other spinner bulkheads, a maximum of six
AN970 style washers weighing up to approximately
1.0 oz (28.0 g) maybe installed at any one location.
NOTE: The dimensions of an AN970 washer are:
ID 0.203 inch (5.16 mm), OD 0.875 inch
(22.23 mm), and thickness 0.063 inch
(1.59 mm).

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(4) Install weights using aircraft quality #10-32 or AN-3( )

type screws or bolts.
(5) Torque the screws or bolts in accordance with Torque
Table 3-2.
(6) Balance weight screws attached to the spinner bulkhead
must protrude through the self-locking nuts or nut plates
a minimum of one thread and a maximum of four
threads.
(a) Make sure that the screw or bolt grip length is short
enough to prevent interference with the nut or nut
plate when the correct torque is applied.
(b) It may be necessary to alter the number and/or
location of static balance weights in order to
achieve dynamic balance.
(7) Unless otherwise specified by the engine or airframe
manufacturer, Hartzell Propeller Inc. recommends that
the propeller be dynamically balanced to a reading of
0.2 IPS, or less.
(8) Make a record in the propeller logbook of the number
and location of dynamic balance weights and static
balance weights, if they have been reconfigured.
8. Hydraulic Low Pitch Stop Setting (Rev. 1)
A. Hydraulic Low Pitch Stop Adjustment
(1) The hydraulic low pitch stop is normally set by Hartzell
Propeller Inc. in accordance with the aircraft manufacturer’s
requirements, and should not require any additional
adjustment.
(a) Adjustments may be required after maintenance or
because of aircraft variances.
1 Adjustments must be done in accordance
with the specifications found in the airframe
manufacturer’s manual.

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9. Feathering Pitch Stop Settings (Rev. 1)

A. Feathering Pitch Stop Adjustment
(1) The feathering pitch stop is set by Hartzell Propeller Inc.
in accordance with the aircraft manufacturer’s
recommendations.
(2) The feathering pitch stop can only be adjusted by
Hartzell or by a certified propeller repair station with
the appropriate rating.
10. Reverse Pitch Stop Settings (Rev. 1)
A. Reverse Pitch Stop Adjustment
(1) The reverse pitch stop is set by Hartzell Propeller Inc.
in accordance with the aircraft manufacturer’s
recommendations.
(2) The reverse pitch stop can only be adjusted by Hartzell
or by a certified propeller repair station with the
appropriate rating.
11. Start Lock Settings (Rev. 1)
A. Start Lock Adjustment
(1) The start locks are set by Hartzell Propeller Inc.
in accordance with the aircraft manufacturer’s
recommendations.
(2) The start locks can only be adjusted by Hartzell or by
a certified propeller repair station with the appropriate
rating.
12. Erosion Tape on Composite Blades (Rev. 1)
A. General
(1) Some composite blades require erosion tape on the
leading edge if there is no de-ice/anti-ice boot installed.
(2) Refer to the Minor Repair chapter of Hartzell
Propeller Inc. Composite Blade Field Maintenance and
Minor Repair Manual 170 (61-13-70) for the following
information:
(a) Composite blade models that require erosion tape if
no de-ice/anti-ice boot is installed
(b) Erosion tape installation instructions

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13. Propeller Ice Protection Systems (Rev. 1)

A. Maintenance Information
(1) Refer to the Anti-ice and De-ice Systems chapter of
this manual for ice protection system maintenance
information.
14. Tachometer Calibration (Rev. 1)
WARNING: OPERATION WITH AN INACCURATE
TACHOMETER CAN CAUSE RESTRICTED
RPM OPERATION AND DAMAGING HIGH
STRESSES. PROPELLER LIFE WILL
BE SHORTENED AND COULD CAUSE
CATASTROPHIC FAILURE.
A. Important Information
(1) All engine/propeller combinations have operating
conditions at which the propeller blade stresses begin to
reach design limits.
(a) In most cases, these conditions occur above the
maximum rated RPM of the engine.
(b) Some engine/propeller combinations have certain
ranges of RPM that are less than maximum engine
speed, where stresses are at a level considered
too high for continuous operation. This results in
a restricted operating range where continuous
operation is not permitted. A placard on the
instrument panel or yellow arc on the tachometer will
inform the pilot to avoid operation in this range.
(c) In other cases, the limiting condition occurs at an
RPM only slightly above the maximum engine RPM.
(d) For these reasons, it is very important to accurately
monitor engine speed.
(2) The accuracy of the tachometer is critical to the safe
operation of the aircraft.
(a) Some tachometers have been found to be in error by
as much as 200 RPM.

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(b) Operating the aircraft with an inaccurate tachometer

could cause continued operation at unacceptably
high stresses, including repeatedly exceeding the
maximum engine RPM.
(c) Continuous operation in a restricted RPM range
subjects the propeller to stresses that are higher
than the design limits.
(d) Stresses that are higher than the design limits will
shorten the life of the propeller and could cause a
catastrophic failure.
B. Tachometer Calibration
(1) Hartzell Propeller Inc. recommends that propeller
owners/operators calibrate the engine tachometer in
accordance with the National Institute of Standards
and Technology (NIST) or similar national standard
(traceable).
(2) Contact Hartzell Propeller Inc. if the propeller was
operated in a restricted RPM range because of a
tachometer error.

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ANTI-ICE AND DE-ICE SYSTEMS - CONTENTS

1. Anti-ice System Description......................................................7-3

A. Overview of an Anti-ice System..........................................7-3
B. Components of an Anti-ice System....................................7-3
C. Anti-ice System Operation..................................................7-3
2. De-ice System Description........................................................7-4
A. Overview of a De-ice System.............................................7-4
B. Components of a De-ice System........................................7-4
C. De-ice System Operation...................................................7-5
3. Operational Checks..................................................................7-6
4. Troubleshooting........................................................................7-6
5. Periodic Inspections..................................................................7-6

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1. Anti-ice System Description (Rev. 1)

WARNING: CONSULT THE PILOT OPERATING
HANDBOOK (INCLUDING ALL
SUPPLEMENTS) REGARDING FLIGHT
INTO CONDITIONS OF KNOWN ICING. THE
AIRCRAFT MAY NOT BE CERTIFICATED FOR
FLIGHT INTO KNOWN ICING CONDITIONS,
EVEN THOUGH AN ICE PROTECTION
SYSTEM IS INSTALLED.
NOTE: There are many configurations of anti-ice
systems. This section provides a general
overview of system operation. Consult the
airframe manufacturer’s manual for a description
of your specific anti-ice system and controls.
A. Overview of an Anti-ice System
(1) A propeller anti-ice system prevents formation of ice
on the propeller blades. The system dispenses a liquid
(usually isopropyl alcohol) onto the propeller blades.
This liquid mixes with moisture on the blades and lowers
the freezing point of the water, allowing the water/alcohol
mixture to flow off of the blades before ice forms.
(a) Anti-ice systems must be in use before ice forms.
This system is not effective for removing ice after it
has formed.
B. Components of an Anti-ice System
(1) A typical anti-ice system includes the following
components:
(a) Fluid tank, pump, slinger ring, blade mounted
anti-icing boots, and fluid dispensing tubes located
at each blade mounted anti-icing boot
C. Anti-ice System Operation
(1) The anti-ice system is typically controlled by the pilot
using a cockpit mounted rheostat. The rheostat controls
the pump and the flow of anti-ice fluid from the fluid tank.
(2) The anti-ice fluid is pumped through airframe mounted
distribution tubing and into a rotating slinger ring that is
mounted on the rear of the propeller hub.

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(3) From the slinger ring, centrifugal force pushes the

anti-icing fluid through the fluid dispensing tubes onto
the blade mounted anti-icing boots.
(4) The anti-icing boots evenly distribute the fluid along the
leading edge of the propeller blade to prevent ice from
forming.
2. De-ice System Description (Rev. 1)
WARNING: CONSULT THE PILOT OPERATING
HANDBOOK (INCLUDING ALL
SUPPLEMENTS) REGARDING FLIGHT
INTO CONDITIONS OF KNOWN ICING. THE
AIRCRAFT MAY NOT BE CERTIFICATED FOR
FLIGHT INTO KNOWN ICING CONDITIONS,
EVEN THOUGH AN ICE PROTECTION
SYSTEM IS INSTALLED.
NOTE: There are many configurations of de-ice
systems. This section provides a general
overview of system operation. Consult the
airframe manufacturer’s manual for a description
of your specific de-ice system and controls.
A. Overview of a De-ice System
(1) A propeller de-ice system removes ice after it forms
on the propeller blades. The system uses electrical
heating elements to melt the ice layer next to the
blade permitting the ice to be thrown from the blade by
centrifugal force.
B. Components of a De-ice System
(1) A typical de-ice system includes the following
components:
(a) ON/OFF switch(es), ammeter, timer or cycling unit,
slip ring, brush blocks, and blade mounted de-ice
boots.

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C. De-ice System Operation

(1) The de-ice system is controlled by the pilot using a
cockpit control switch. When this switch is ON, electrical
power is supplied to the de-ice system.
(a) Some systems may have additional controls to
adjust for different icing conditions.
1 A mode selector switch lets the pilot set the
cycling speed for heavy or light icing conditions.
2 For twin engine aircraft, a full de-ice mode
switch lets the pilot de-ice both propellers
simultaneously. This switch is used when ice
builds up on the propeller before the system
is turned on and may only be used for short
periods.
(2) The ammeter indicates current draw by the system. It
is typically located near the de-ice system switches.
The ammeter may indicate total system load, or in twin
engine aircraft, a separate ammeter may be supplied for
each propeller.
(3) The timer or cycling unit is controlled by the pilot using a
cockpit control switch. When the timer/cycling unit is ON,
power is applied to each de-ice boot (or boot segment)
in a sequential order for a preset amount of time. This
heating interval evenly de-ices the propeller.
(4) The brush block supplies electrical current to the de-ice
boot on each propeller blade via a slip ring. The brush
block is typically mounted on the engine just aft of the
propeller. The slip ring rotates with the propeller and is
typically mounted on the spinner bulkhead.
(5) The de-ice boots contain internal heating elements that
melt the ice layer from the blades when electrical current
is applied. De-ice boots are attached to the leading edge
of each blade using adhesive.

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3. Operational Checks (Rev. 1)

A. De-ice and Anti-ice Systems
(1) Perform the applicable Operational Check procedure(s)
in accordance with the Check chapter in Hartzell
Propeller Inc. Ice Protection System Manual 180
(30-61-80) and/or the Aircraft Maintenance Manual.
4. Troubleshooting (Rev. 1)
A. De-ice and Anti-ice Systems
(1) Refer to the applicable chapter(s) in Hartzell Propeller
Inc. Ice Protection System Manual 180 (30-61-80) to
troubleshoot malfunctions in Hartzell de-ice and anti-ice
systems.
(a) Part numbers for components used in Hartzell de-ice
and anti-ice systems are found in Hartzell
Propeller Inc. Ice Protection System Manual 180
(30-61-80).
5. Periodic Inspections (Rev. 1)
A. De-ice and Anti-ice Systems
(1) Refer to the Check chapter in Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for detailed
information about inspection intervals and procedures.

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RECORDS - CONTENTS
1. Record Keeping........................................................................ 8-3
A. General................................................................................ 8-3
B. Information to be Recorded................................................. 8-3
C. Blade Damage Repair Sheets............................................. 8-3
8190( )................................................................................. 8-4
E10950P( ).......................................................................... 8-8
E12902( )........................................................................... 8-12
E9193( )............................................................................. 8-17
NC9208K........................................................................... 8-23
NC8834( ).......................................................................... 8-27
E11990K............................................................................ 8-33
NC10245( )........................................................................ 8-37
NC10320( )........................................................................ 8-42
JNC10904( )...................................................................... 8-47
JNC10905( )...................................................................... 8-51
NC9405( ).......................................................................... 8-56

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1. Record Keeping (Rev. 1)

A. General
(1) Federal Aviation Regulations require that a record
be kept of any repairs, adjustments, maintenance,
or required inspections performed on a propeller or
propeller system.
B. Information to be Recorded
(1) Refer to Part 43 of the U.S. Federal Aviation Regulations
for a list of information that must be recorded.
(2) The logbook 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).
C. Blade Damage Repair Sheets
NOTE: The use of the Blade Damage Repair Sheets in
this chapter is at the discretion of the user.

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APS5037b

Tip

Camber
Face
Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS5037b

Tip

Camber
Face
Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS5037b

Tip

Camber
Face
Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS5037b

Tip

Camber
Face
Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS0929

Tip

Camber
Face
Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS0929

Tip

Camber
Face
Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS0929

Tip

Camber
Face
Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS0929

Tip

Camber
Face
Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS1018

Tip

Camber
Face
Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS1018

Tip

Camber
Face
Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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APS1018

Tip

Camber
Face
Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________

Stations

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Camber
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 Record of NC9208K Composite Blade Damage Repair

Blade Serial No. __________

TI-147002

Face

0 779.1 8 21 81 42 03 63 24 526.44
Propeller

0 1.977
0 1.977 8 8 12
12 1818 24
24 30
30 36
36 42
42 Tip 44.625

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Face

0 779.1 8 21 81 42 03 63 24 526.44

0 1.977
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12 1818 24
24 30
30 36
36 42
42 Tip 44.625

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 Record of NC9208K Composite Blade Damage Repair

Blade Serial No. __________

TI-147002

Face

0 779.1 8 21 81 42 03 63 24 526.44
Propeller

0 1.977
0 1.977 8 8 12
12 1818 24
24 30
30 36
36 42
42 Tip 44.625

Stations
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 Record of NC9208K Composite Blade Damage Repair

Blade Serial No. __________ TI-147002

Face

0 779.1 8 21 81 42 03 63 24 526.44

0 1.977
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12 1818 24
24 30
30 36
36 42
42 Tip 44.625

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 Record of NC8834( ) Composite Blade Damage Repair

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Propeller

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Stations
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 Record of E11990K Composite Blade Damage Repair

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1.00

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 Record of NC10245( ) Composite Blade Damage Repair

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Face

Tip
Propeller

0 1.977 8 12 18 22 24 30 36 42 48 49.625
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Propeller

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Propeller

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 Record of NC10320( ) Composite Blade Damage Repair

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 Record of JNC10904( ) Composite Blade Damage Repair

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 Record of JNC10904( ) Composite Blade Damage Repair

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 Record of JNC10904( ) Composite Blade Damage Repair

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Propeller

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 Record of JNC10904( ) Composite Blade Damage Repair

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 Record of JNC10905( ) Composite Blade Damage Repair

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Propeller

0 1.977 8 12 18 24 27 30 36 42 48 52
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Propeller

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Camber

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 Record of JNC10905( ) Composite Blade Damage Repair

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Camber

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Propeller

0 1.977 8 12 18 24 27 30 36 42 48 52
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 Record of NC9405( ) Composite Blade Damage Repair

Blade Serial No. __________

Camber

Tip
0 1.135 8 12 18 24 30 36 42 43.625
147
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Blade Serial No. __________

Camber

Tip
Propeller

0 1.135 8 12 18 24 30 36 42 43.625
147
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Tip
0 1.135 8 12 18 24 30 36 42 45.625
147
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Tip
Propeller

0 1.135 8 12 18 24 30 36 42 45.625
147
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Blade Serial No. __________

Camber

Tip
0 1.135 8 12 18 24 30 36 42 45.625
147
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