Manual No.

174
61-00-74
Revision 5
March 2021

Propeller Owner's Manual

and Logbook
Steel Hub Reciprocating Propellers with Aluminum Blades

Two Blade

HC-A2(MV,V)20-4A1

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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© 2002, 2010, 2012, 2015, 2021 - Hartzell Propeller Inc. -

All rights reserved

Inside Cover
COVER 61-00-74 Rev. 5 Mar/21
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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 noncertified or experimental aircraft

an even greater level of vigilance is required in the
maintenance and inspection of the propeller. Experimental
installations often use propeller-engine combinations that
have not been tested and approved. In these cases, the
stress on the propeller and, therefore, its safety margin is
unknown. Failure could be as severe as loss of propeller or
propeller blades and cause loss of propeller control and/or
loss of aircraft control.

Hartzell Propeller Inc. follows FAA regulations for propeller

certification on certificated aircraft. Experimental aircraft
may operate with unapproved engines or propellers or
engine modifications to increase horsepower, such as
unapproved crankshaft damper configurations or high
compression pistons. These issues affect the vibration
output of the engine and the stress levels on the propeller.
Significant propeller life reduction and failure are real
possibilities.

Frequent inspections are strongly recommended if

operating with a non-certificated installation; however,
these inspections may not guarantee propeller reliability,
as a failing device may be hidden from the view of the
inspector. Propeller overhaul is strongly recommended to
accomplish periodic internal inspection.

Inspect the propeller/blades in accordance with the

applicable operation/maintenance documents.

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REVISION 5 HIGHLIGHTS

Revision 5, dated March 2021, 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 the section, "Propeller Model Designation" and Table 2-1
• Added the section, "Propeller Blades" and Table 2-2
• Revised the section, "Governors"
• Added Figure 2-5, "Synchronizer/Synchrophaser Governor"
• Added Table 2-3, "Governor Model Designations"
• MAINTENANCE PRACTICES
• Revised the section, "Cleaning"
• Revised the section, "Lubrication"
• Added the section, "Corrosion Inhibitor"
• Revised the section, "Aluminum Blades"
• Revised the section, "Blade Paint Touch-Up"
• Revised Table 6-1, "Touch-Up Paints"
• Revised the section, "Propeller High Pitch Setting"

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REVISION 5 HIGHLIGHTS

1. Introduction
A. General
This is a list of current revisions that have been issued
against this manual. Please compare it to the RECORD OF
REVISIONS page to ensure that all revisions have been
added to the manual.
B. Components
(1) Revision No. indicates the revisions incorporated in this
manual.
(2) Issue Date is the date of the revision.
(3) Comments indicates the level of the revision.
(a) New Issue is a new manual distribution. The manual
is distributed in its entirety. All the page revision
dates are the same and no change bars are used.
(b) Reissue is a revision to an existing manual that
includes major content and/or major format
changes. The manual is distributed in its entirety.
All the page revision dates are the same and no
change bars are used.
(c) Major Revision is a revision to an existing manual
that includes major content or minor content
changes over a large portion of the manual. The
manual is distributed in its entirety. All the page
revision dates are the same, but change bars are
used to indicate the changes incorporated in the
latest revision of the manual.
(d)  Minor Revision is a revision to an existing manual
that includes minor content changes to the
manual. Only the revised pages of the manual are
distributed. Each page retains the date and the
change bars associated with the last revision to that
page.

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Revision No. Issue Date Comments

Original Feb/02 New Issue
Revision 1 Jun/10 Minor Revision
Revision 2 Jun/12 Minor Revision
Revision 3 Oct/15 Minor Revision
Revision 4 Jun/17 Minor Revision
Revision 5 Mar/21 Minor Revision

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RECORD OF REVISIONS

Rev. No. Issue Date Date Inserted Inserted By

1 Jun/10 Jun/10 HPI

2 Jun/12 Jun/12 HPI
3 Oct/15 Oct/15 HPI
4 Jun/17 Jun/17 HPI
5 Mar/21 Mar/21 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

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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 THE 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 Letters:
HC-SL-61-320 Rev. 2 Jun/12
HC-SL-61-324 Rev. 2 Jun/12
HC-SL-61-364 Rev. 5 Mar/21

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SERVICE DOCUMENTS LIST

Service Document Number Incorporation Rev/Date

Service Instructions:
SI136 Original Feb/02

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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.

Manager, Chicago ACO Branch

Compliance & Airworthiness Division, AIR-7CO
Federal Aviation Administration

Rev.
Description of Revision
No.
Revised the wording of the initial paragraph. Added paragraph
5
on page 2.

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AIRWORTHINESS LIMITATIONS

1. The FAA establishes specific life limits for certain component

parts, as well as the entire propeller. Such limits require
replacement of the identified parts after a specified number of
hours of use.
2. The following data summarizes all current information concerning
Hartzell life limited parts as related to propeller models
affected by this manual. These parts are not life limited on other
installations; however, time accumulated toward life limit accrues
when first operated on aircraft/engine/propeller combinations
listed and continues regardless of subsequent installations (that
may or may not be life limited).
A. The propeller models affected by this manual currently do not
have any life limited parts.
B. There are no new (or additional) Airworthiness Limitations
associated with this equipment and/or installation.

Manager, Chicago ACO Branch

Compliance & Airworthiness Division, AIR-7CO
Federal Aviation Administration

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date
Cover Cover/Inside Cover Rev. 5 Mar/21
Message 1 thru 4 Rev. 5 Mar/21
Revision Highlights 1 thru 4 Rev. 5 Mar/21
Record of Revisions 1 and 2 Rev. 5 Mar/21
Record of Temporary Revisions 1 and 2 Rev. 5 Mar/21
Service Documents List 1 and 2 Rev. 5 Mar/21
Airworthiness Limitations 1 and 2 Rev. 5 Mar/21
List of Effective Pages 1 and 2 Rev. 5 Mar/21
Table of Contents 1 and 2 Rev. 5 Mar/21
Introduction 1-1 thru 1-28 Rev. 5 Mar/21
Description and Operation 2-1 thru 2-16 Rev. 5 Mar/21
Installation and Removal 3-1 Rev. 3 Oct/15
Installation and Removal 3-2 Rev. 2 Jun/12
Installation and Removal 3-3 and 3-4 Original Feb/02
Installation and Removal 3-5 Rev. 3 Oct/15
Installation and Removal 3-6 Original Feb/02
Installation and Removal 3-7 Rev. 3 Oct/15
Installation and Removal 3-8 Rev. 1 Jun/10
Installation and Removal 3-9 Rev. 2 Jun/12
Installation and Removal 3-10 Original Feb/02
Installation and Removal 3-11 Rev. 3 Oct/15
Installation and Removal 3-12 Original Feb/02
Installation and Removal 3-13 Rev. 2 Jun/12
Installation and Removal 3-14 thru 3-19 Original Feb/02
Installation and Removal 3-20 Rev. 2 Jun/12
Installation and Removal 3-21 Original Feb/02
Installation and Removal 3-22 Rev. 1 Jun/10
Installation and Removal 3-23 and 3-24 Original Feb/02
Installation and Removal 3-25 Rev. 2 Jun/12
Installation and Removal 3-26 thru 3-33 Original Feb/02
Installation and Removal 3-34 Rev. 3 Oct/15
Installation and Removal 3-35 thru 3-38 Rev. 2 Jun/12
Testing and Troubleshooting 4-1 thru 4-10 Rev. 2 Jun/12
Testing and Troubleshooting 4-11 thru 4-14 Rev. 1 Jun/10

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date
Inspection and Check 5-1 and 5-2 Rev. 4 Jun/17
Inspection and Check 5-3 thru 5-6 Rev. 3 Oct/15
Inspection and Check 5-7 Rev. 4 Jun/17
Inspection and Check 5-8 thru 5-12 Rev. 3 Oct/15
Inspection and Check 5-13 and 5-14 Rev. 4 Jun/17
Inspection and Check 5-15 Rev. 3 Oct/15
Inspection and Check 5-16 Rev. 4 Jun/17
Inspection and Check 5-17 thru 5-22 Rev. 3 Oct/15
Maintenance Practices 6-1 thru 6-30 Rev. 5 Mar/21
Anti-Ice and De-Ice Systems 7-1 and 7-2 Rev. 5 Mar/21
Records 8-1 thru 8-4 Rev. 5 Mar/21

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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.............................................................. 1-5
3. Restrictions and Placards........................................................... 1-6
4. Reference Publications............................................................... 1-6
A. Hartzell Propeller Inc. Publications........................................ 1-6
B. Vendor Publications............................................................... 1-7
5. Personnel Requirements............................................................ 1-8
6. Special Tooling and Consumable Materials................................ 1-8
A. Special Tooling....................................................................... 1-8
B. Consumable Materials........................................................... 1-8
7. Safe Handling of Paints and Chemicals..................................... 1-9
8. Calendar Limits and Long Term Storage.................................... 1-9
A. Calendar Limits...................................................................... 1-9
B. Long Term Storage................................................................ 1-9
9. Component Life and Overhaul.................................................. 1-10
A. Component Life.................................................................... 1-10
B. Overhaul.............................................................................. 1-12
10.Damage/Repair Types.............................................................. 1-13
A. Airworthy/Unairworthy Damage........................................... 1-13
B. Major/Minor Repair.............................................................. 1-13
11. Propeller Critical Parts.............................................................. 1-14
12.Warranty Service...................................................................... 1-14
13.Hartzell Propeller Inc. Contact Information............................... 1-15
A. Product Support Department............................................... 1-15
B. Technical Publications Department...................................... 1-16
C. Recommended Facilities...................................................... 1-16
14.Definitions................................................................................. 1-17
15.Abbreviations............................................................................ 1-27

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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 THE AIRCRAFT ON
WHICH IT IS INSTALLED AT ALL TIMES.
THE LOG BOOK RECORD WITHIN
THIS MANUAL MUST BE MAINTAINED,
RETAINED CONCURRENTLY, AND
BECOME A PART OF THE AIRCRAFT
AND ENGINE SERVICE RECORDS.
(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.
(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).

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(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).
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.

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(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 before 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.
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.

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Manual No. Available at Hartzell Propeller Inc. Manual

(ATA No.) www.hartzellprop.com Title

n/a Yes Active Hartzell Propeller Inc.

Service Bulletins, Service Letters,
Service Instructions, and Service
Advisories

Manual 114C - Steel Hub Propeller

(61-10-14) Maintenance Manual

Manual 127 Yes Metal Spinner Maintenance Manual

(61-16-27)

Manual 130B - Mechanically Actuated Governors

(61-23-30) and Accessories Maintenance
Manual

Manual - Aluminum Blade Overhaul Manual

133C
(61-13-33)

Manual 159 Yes Application Guide

(61-02-59)

Manual 165A Yes Illustrated Tool and Equipment

(61-00-65) Manual

Manual 202A Vol. 7, Yes Standard Practices Manual,

(61-01-02) 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).
(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.

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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. 2)
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.
(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.
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)..

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9. Component Life and Overhaul (Rev. 2)

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.
(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.

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(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 Hartzell
Propeller Inc. 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.
(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.

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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.
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.

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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
techsupport@hartzellprop.com.
(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: manuals@hartzellprop.com
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 A wavy appearance caused by high and low

(aluminum blade) material displacement

Wrinkle Overlap or fold within the material

(composite 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
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

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Abbreviation Term
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
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....................................... 2-3

A. System Overview................................................................... 2-3
B. Propeller Models HC-A2(MV,V)20-4A1.................................. 2-3
C. Propeller Model Designation..................................................2-9
2. Propeller Blades....................................................................... 2-11
A. Description of Aluminum Blades.......................................... 2-11
B. Blade Model Designation..................................................... 2-11
3. Governors................................................................................. 2-13
A. Theory of Operation............................................................. 2-13
B. Governor Model Designation............................................... 2-15

LIST OF FIGURES

HC-A2(MV,V)20-4A1 Constant Speed,

Counterweighted, Nonfeathering
Propeller Assembly....................................Figure 2-1...................... 2-4
Governor in Onspeed Condition................Figure 2-2.................... 2-12
Governor in Underspeed Condition...........Figure 2-3.................... 2-12
Governor in Overspeed Condition.............Figure 2-4.................... 2-12
Synchronizer/Synchropaser Governor......Figure 2-5.................... 2-14

LIST OF TABLES

Propeller Model Designations....................Table 2-1....................... 2-8

Aluminum Blade Model Designations.........Table 2-2..................... 2-10
Governor Model Designations....................Table 2-3..................... 2-15

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1. Description of Propellers and Systems

A. System Overview
(1) The Hartzell Propeller Inc. steel hub propeller covered
in this manual is a constant speed assembly that uses a
steel hub as a central component of the propeller.
(2) The propeller attaches to the engine through a splined
shaft. A spline shaft attachment uses a Society of
Automotive Engineers (SAE) Number 20 spline. Refer to
Figure 2-1.
NOTE: The SAE Number 20 spline shaft propeller
is identified simply as a "20 spline shaft"
propeller throughout the text of this manual.
B. Propeller Models HC-A2(MV,V)20-4A1
Refer to Figure 2-1.
(1) This constant speed, counterweighted, nonfeathering
propeller is typically used on single engine aircraft with
a damped E-185, E-205, or E-225 Continental engine
installed.
(2) This type of engine has no provisions to drive a
governor, nor does the engine crankshaft have
provisions to supply governor control oil to the propeller.
(3) The HC-A2(MV,V)20-4A1 propeller is designed
to receive governor control oil for constant speed
operation, external of the engine shaft, through an oil
transfer unit that is supplied with the propeller.
(4) The governor is mounted on a Hartzell Propeller Inc.
supplied "T" drive adaptor that is installed between the
fuel pump and the engine accessory drive pad. This
propeller and control system is typically installed on a
Beech Bonanza under the authority of STC number
SA1-570 or on a Navion under the authority of STC
number SA1-635.

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Piston

Counterweight Unit
Cylinder

Fork
Thrust Bearing

Blade
Oil Transfer Unit

Engine Shaft

Blade Clamp
Hub

D-220

HC-A2(MV,V)20-4A1 Constant Speed, Counterweighted,

Nonfeathering Propeller Assembly
Figure 2-1

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(5) Propeller blade angle change is actuated by a hydraulic

piston/cylinder combination mounted on the forward end
of the propeller hub. The linear motion of the hydraulic
piston is transmitted to each blade through a sliding rod
and fork system, connected to a blade clamp that rotates
with the blade. Each blade is retained on the propeller
hub by a blade clamp and thrust bearing. The thrust
bearing allows the blade to change angle with the blade
under centrifugal load.
(6) Propeller forces consisting of blade counterweight
centrifugal twisting moment and aerodynamic twisting
moment of the blades in various combinations are
constantly present while the propeller is operating. The
summation of these forces causes the propeller to rotate
to a higher blade angle. A variable hydraulic force (oil
under pressure from the engine driven governor) toward
a lower blade angle opposes the summation of these
forces. Oil is metered by the governor to oppose these
constant forces and maintain a constant engine RPM.
(7) A counterweight is a weight that is attached to each
blade clamp to cause the blade to rotate to a higher
blade pitch. Counterweighted propellers require governor
supplied oil to decrease blade pitch. If the oil supply is
lost, the counterweighted propeller will go to high pitch,
or low RPM.
(8) The weight of each propeller blade when spinning,
generates centrifugal force and a twisting force that
attempts to rotate each blade to a lower blade angle.
(9) Air flow around the blade generates lift and an
aerodynamic twisting moment that will attempt to
increase or decrease blade angle, depending on flight
condition and blade design. This force is generally very
small in relation to the other forces.
(10) A governor is an engine speed-sensing device that
maintains a constant engine/propeller RPM by changing
blade angle, thereby varying the load on the engine.

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(11) The governor uses an internal pump that is driven by

an accessory drive from the engine. This pump uses an
engine oil supply and increases the engine oil pressure
for supply to the propeller. Engine speed sensing
hardware within the governor controls the supply of oil
to, or drain of oil from the propeller, resulting in a change
of blade pitch to maintain constant engine speed.
(12) Oil pressure from the engine-driven governor is supplied
to the propeller mounted hydraulic cylinder through the
oil transfer unit and propeller hub. Increasing the oil
volume within the hydraulic cylinder decreases blade
angle to increase engine RPM. Decreasing the oil
volume increases blade angle to decrease engine RPM.
By changing the blade angle, the governor maintains
constant engine RPM (within limits), independent of the
throttle setting.
(13) If oil pressure is lost at any time, the summation of
propeller forces that is in direct opposition to the lost
variable hydraulic force will increase blade angle.
(14) The oil transfer unit attaches to the engine case and
encircles the engine shaft and engine side portion of the
propeller hub. Refer to Figure 2-1.
(15) The function of the oil transfer unit is to transfer governor
control oil for constant speed operation from the non-
rotating external hydraulic hose to the rotating propeller.
(16) Basic components of the unit consist of a housing, slip
ring, piston rings, outer ring, rear cone and lip seal.
The housing supports the internal parts and contains
the oil. The slip ring, piston rings, rear cone, and outer
ring transfer the oil from the non-rotating housing to
the rotating propeller. The rear cone also supports and
centers the engine side of the propeller hub. The lip seal
prevents leakage oil from the high pressure oil supply
system from escaping outside of the housing.
(17) Since the Continental E-185, E-205, and E-225
engines have no provision for a propeller governor, it is
necessary to share an accessory drive on the engine
with another accessory. Refer to Figure 3-12.

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(18) Hartzell Propeller Inc. supplies a "T" drive that installs

between the engine and fuel pump and provides a
second accessory drive for mounting the governor. The
"T" drive allows an engine accessory drive pad to drive
two accessories, instead of one.
(19) Additional accessories (Figure 3-11) consist primarily of
a Vernier control cable, from the instrument panel to the
governor, for RPM control and a hydraulic hose from the
"T" drive to the oil transfer unit.
(20) For specific technical details and installation information,
consult STC SA1-570 for Bonanza installations and
SA1-635 for Navion installations.

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HC - A 2 MV 20 - 4A1
MINOR MODIFICATIONS NOT AFFECTING
BASIC PROPELLER OPERATION

4A - CONSTANT SPEED, COUNTERWEIGHTS,

SPECIFIC OIL TO DECREASE PITCH
DESIGN
FEATURES

SHAFT
MOUNTING 20 SPLINE, SAE 20

MV - SINGLE SHOULDER OR A MODIFIED

BASIC SHANK DOUBLE SHOULDER BLADE RETENTION SYSTEM
V - DOUBLE SHOULDER BLADE RETENTION SYSTEM
X - DOUBLE SHOULDER BLADE RETENTION SYSTEM

NO. OF BLADES 2

A - LIGHT STEEL HUB, SPLIT BEARING RETENTION,

BASIC HUB DESIGN
SUPERSEDES 8 STEEL HUB

HC - HARTZELL CONTROLLABLE

MOUNTING PIN DOWEL LOCATION BLANK - 90 AND 270 DEGREES CLOCKWISE, CONTINENTAL

Propeller Model Designations

Table 2-1

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C. 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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MV 88 33 N - 4

Dash Number (or + number), diameter reduction (or increase) from basic design.
In this example, the nominal 88 inch diameter has been
reduced 4 inches = 84 inch diameter (with some exceptions)
there may be a letter following the dash number:
R - specifically rounded tip
Q - Q-tip, factory 90 degree bent tip
S - square tip (Exception: Blade model 8433NS was manufactured with a square
tip; however, the "S" square tip designator in the model number did not follow
a dash.)

Suffix letters:
blank - original design, no changes
N - shank modification (T, M , MV, V, and X shank pilot tube hole)
S - shot peen (Exception: Blade model M10476 was manufactured with a shot
peened surface; however, the "S" shot peen designator was not included in
the model number.)

Engineering designation for design characteristics

The first 2 or 3 numbers indicate initial design diameter (in inches)

(not necessarily the actual propeller diameter)

Prefix of up to 3 letters:
MV - single shoulder blade retention
V - double shoulder blade retention, blade bore bearing

Aluminum Blade Model Designations

Table 2-2

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2. Propeller Blades
A. Description of Aluminum Blades
(1) Aluminum propeller blades are manufactured from one
solid piece of aluminum that has been forged and
heat-treated prior to manufacture.
(2) Aluminum blades are identified by shank design,
propeller diameter, tip configurations, 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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APS6149 Pilot Control

Speeder Spring
Flyweights

Pilot Valve

Governor in Onspeed Condition

Figure 2-2
APS6150 Pilot Control

Speeder Spring
Flyweights

Pilot Valve

Governor in Underspeed Condition

Figure 2-3
APS6151 Pilot Control

Speeder Spring
Flyweights

Pilot Valve

Governor in Overspeed Condition

Figure 2-4

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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 2-2. 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 2-3. 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 2-4. 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) 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 2-5 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 2-5

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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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INSTALLATION AND REMOVAL - CONTENTS PAGE

1. Tools, Consumables, and Expendables.................................. 3-5
A. Tooling................................................................................. 3-5
B. Consumables...................................................................... 3-5
C. Expendables....................................................................... 3-5
2. Pre-Installation......................................................................... 3-5
A. Inspection of Shipping Package.......................................... 3-5
B. Uncrating............................................................................. 3-5
C. Inspection after Shipment................................................... 3-5
D. Reassembly of a Propeller Disassembled for Shipment..... 3-7
3. O-ring, Gasket and Propeller Mounting
Hardware Identification............................................................ 3-7
4. Propeller Assembly Installation................................................ 3-7
A. Precautions......................................................................... 3-7
B. O-ring and Propeller Mounting Hardware Identification.... 3-11
C. Installing A-224-( ) Oil Transfer Unit.................................. 3-11
D. Propeller and Spinner Bulkhead Installation..................... 3-17
E. Installation of Governor and “T” Drive............................... 3-29
5. Post-Installation Checks........................................................ 3-34
6. Propeller Assembly Removal................................................. 3-34
A. Spinner Dome Removal.................................................... 3-34
B. Propeller Removal............................................................ 3-35
C. Removal of A-224-( )Transfer Unit.................................... 3-37
D. Removal of the Governor from the “T” Drive Unit............. 3-38

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LIST OF FIGURES Page

HC-A2(MV,V)20-4A1 Propeller
Assembly............................................ Figure 3-1..................... 3-9
Oil Transfer Unit Installation.................... Figure 3-2................... 3-10
Rear Cone............................................... Figure 3-3................... 3-12
Spinner Bulkhead Installation.................. Figure 3-4................... 3-16
Safetying the Shaft Nut........................... Figure 3-5................... 3-18
Inspection of Propeller Shaft
Sleeve OD.......................................... Figure 3-6................... 3-19
Determining Torque Value When Using
a Torquing Adapter............................. Figure 3-7................... 3-20
Installing Piston O-Ring and Felt
Dust Seal............................................ Figure 3-8................... 3-22
Guide Rod Attachment Details................ Figure 3-9................... 3-23
Positioning Pitch Change Block on
Linkscrew............................................ Figure 3-10................. 3-24
Modification of Shaft Gear Adapter
(Continental P/N 40722)..................... Figure 3-11................. 3-26
Installation of Governor and T-Drive........ Figure 3-12................. 3-27
Installation of Governor and T-Drive........ Figure 3-13................. 3-28
Installation of Oil Line and Vernier
Control................................................ Figure 3-14................. 3-30

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TABLES PAGE

O-ring and Propeller Mounting Hardware
Identification ..................................... Table 3-1...................... 3-6
Torque Values.......................................... Table 3-2...................... 3-8

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1. Tools, Consumables, and Expendables

The following tools, consumables, and expendables will be
required for propeller removal or installation:
A. Tooling
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench (1/2 inch drive)
• Shaft Nut Wrench (Hartzell Propeller Inc. P/N BST-2910)
• 5/8 inch open end wrench
B. Consumables
• Quick Dry Stoddard Solvent or Methyl-Ethyl-Ketone (MEK)
C. 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 hole, tear, or crushed appearance at the end
of the box (blade tips) may indicate that the propeller was
dropped during shipment, possibly damaging the blades.
B. Uncrating
(1) Put the propeller on a firm support.
(2) Remove the banding and any external wood bracing from
the 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
propeller over a large area.
C. Inspection after Shipment
(1) After removing the propeller from the shipping container,
examine the propeller components for shipping damage.

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Part Part No.

Hex Head Bolt, 5/16-18 (Oil Transfer Unit mounting) B-3805

Washer (Oil Transfer Unit mounting) B-3851-0563

Gasket, Oil Transfer Unit Mounting A-135

Gasket, Governor Mounting B-1104-1

Nut, Spinner Mounting A-1373

Bolt, Spinner Mounting B-3387-11

Washer, Spinner Mounting B-3851-0763

Felt Dust Seal B-1843

Spring Pin B-6580-1000

O-ring, Piston C-3317-343-1

O-ring, Shaft Seal (inner) C-3317-231

O-ring, Shaft Seal (outer) C-3317-232

Seal, Shaft Nut A-2054

Pin, Cotter (on shaft nut) B-3838-3-3

Nut, flex lock (on piston rod) A-848-2

Washer, (on piston rod) A-965

Nut, Shaft/Hub (propeller mounting) A-2053

Sleeve, Rod (on piston rod) A-827-2

Spacer, High Stop (on piston rod) A-970-( )

Block, Pitch Change A-95-A

Socket Set Screw (fork) A-2039

O-ring and Propeller Mounting Hardware Identification

Table 3-1

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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.
3. O-ring, Gasket and Propeller Mounting Hardware Identification
A. Refer to Table 3-1 for applicable propeller mounting
hardware and O-rings.
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 OR STC HOLDER’S
MANUALS AND PROCEDURES, AS
THEY MAY CONTAIN ISSUES VITAL
TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS OWNER’S
MANUAL.
(1) Be sure the propeller is removed before the engine is
removed or installed in the airframe.
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Shaft nut
A-2053 300 Ft-Lb (407 N•m)*
Oil Transfer Unit mounting bolts
B-3805 18-22 Ft-Lb (24-30 N•m)**
Piston Rod Nut
A-848-2 20-22 Ft-Lb (27-29 N•m)
Spinner Mounting Nut
A-1373 30 Ft-Lb (41 N•m)**
Nut (Governor- to- “T” drive)
B-3808-5 18-20 Ft-Lb (24-26 N•m)**
* Torque tolerance is ± 10 Ft-Lb (± 13.6 N•m)
** Torque tolerance is ± 10 percent unless otherwise noted.
NOTE 1: Torque values are based on non-lubricated threads.
NOTE 2: Do not deviate from the torque values specified in this table
when installing the propeller and component parts.

Torque Values
Table 3-2

Page 3-8
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D-220

Spinner Dome Mounting Screw

Spinner Dome
Spinner Dome Mounting Washer Felt Seal

Piston O-ring
Thrust Bearing

Oil Transfer Unit Shaft Nut Outer O-ring

Piston

Socket Set Screw Cylinder

Engine Shaft
Guide Collar Unit Shaft Nut Seal

Shaft Nut Inner O-ring

Low Pitch Stop Nut

INSTALLATION AND REMOVAL

Shaft Nut
174

Washer
Cotter Pin
High Stop Spacer
Rod Sleeve Hub Nut Safety Wire
Spinner Bulkhead Counterweight Unit
Pitch Change Block

61-00-74
Propeller Owner’s Manual

Piston Rod
Blade Clamp Fork

HC-A2(MV,V)20-4A1 Propeller Assembly

Figure 3-1

Rev. 2 Jun/12
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A-224-4

Pin (Temporarily installed)

Install B-6718-6
elbow (45 degrees)
here

Lip Seal

Sleeve

Oil Transfer Unit

Gasket A-135
Slip Ring Spring Pin
B-6580-
1000
Rear Cone
Oil Slinger
Washer

Gasket

Hex Head Bolt

Oil Transfer Unit Installation

Figure 3-2

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CAUTION: INSTALLATION OF STC PROPELLERS

MUST BE ACCOMPLISHED PER THE
REQUIREMENTS SET BY THE STC
HOLDER, NOT PER THE AIRCRAFT
MANUFACTURER’S INSTALLATION
PROCEDURES SET FOR OTHER
PROPELLERS INSTALLED ON THE SAME
AIRCRAFT.
(2) Follow the STC holder’s instructions for propeller
installation.
(a) Hartzell Propeller Inc. STC SA1-570, for the Beech
Bonanza, and Hartzell Propeller Inc. STC
SA1-635 for Navion aircraft
(b) An STC packet for these aircraft may be obtained
at no charge. Contact Hartzell Propeller Inc.
Product Support at (937) 778-4379 or by email at
techsupport@hartzellprop.com.
B. O-ring and Propeller Mounting Hardware Identification
(1) Refer to Table 3-1 for specific part numbers of O-rings
and propeller mounting hardware.
C. Installing A-224-( ) Oil Transfer Unit
Refer to Figures 3-1 and 3-2.
WARNING: CLEANING AGENT METHYL-ETHYL-
KETONE (MEK) IS FLAMMABLE AND
TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN WELL
VENTILATED AREA.
(1) Verify that the crankshaft seal (Continental P/N 530589)
is not installed. Remove the seal if it is installed.
(2) Using Quick Dry Stoddard Solvent or MEK, clean the
engine case encircling the engine shaft where the oil
transfer unit will mount.
(3) Install the oil transfer unit mounting gasket (Figure 3-2,
Table 3-1) around the engine shaft on the engine case.
NOTE: Align the four holes in the gasket with the four
threaded holes in the engine case.

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A4254
Split through oil passage

Previous style rear cone, split at oil passage, no seal in split area

Neoprene seal
A-4255

Current style rear cone, saw cut between oil passages with
neoprene seal

Rear Cone
Figure 3-3

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(4) A new oil transfer unit is shipped from the factory with a
temporary pin installed in the oil port to prevent the slip
ring from moving and becoming misaligned. If not already
installed, install a temporary pin, as shown in Figure 3-2,
to prevent the slip ring from moving during installation of
the oil transfer unit.
CAUTION 1: DO NOT REMOVE THE TEMPORARY PIN
FROM THE OIL TRANSFER UNIT UNTIL
THE OIL TRANSFER UNIT IS BOLTED TO
THE ENGINE CASE.

CAUTION 2: DO NOT FORCE THE OIL TRANSFER UNIT

ON THE ENGINE SHAFT. THIS WILL PUSH
THE OIL RING OUT OF POSITION.
(5) Position the oil transfer unit around the engine shaft,
against the gasket on the engine case and align the four
through-holes in the oil transfer unit housing with the four
gasket holes and engine case threaded holes.
NOTE: The lip seal must face toward the propeller.
(6) Install one washer (Table 3-1) on each of the four hex
head oil transfer unit mounting bolts (Table 3-1).
(7) Slide the hex head bolts (with installed washers) through
each of the four transfer unit housing through-holes, and
thread the bolts into the engine case.
(8) Using a staggered sequence, torque the four hex head
bolts per Torque Values Table 3-2.
(9) Remove the temporary pin (Figure 3-2) that was
previously installed to prevent the slip ring from moving
during installation of the oil transfer unit.
(10) Install the spring pin into one of four oil passages
between the oil slinger, slip ring and engine shaft.
NOTE 1: The oil passages are cut into the slip ring ID
and are positioned parallel to the engine shaft
centerline.

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CAUTION 1: THE TAPERED END OF THE REAR CONE

MUST FACE TOWARD THE PROPELLER SO
THE PROPELLER WILL INSTALL PROPERLY.
REFER TO FIGURE 3-2.

CAUTION 2: A PREVIOUSLY MANUFACTURED REAR

CONE WAS SPLIT THROUGH ONE OF THE
OIL PASSAGES, AS SHOWN IN FIGURE
3-3. NO GASKET WAS INSTALLED IN
THIS SPLIT. A REAR CONE OF CURRENT
DESIGN IS CUT BETWEEN THE OIL
PASSAGES, AND A NEOPRENE GASKET
IS INSTALLED AS SHOWN IN FIGURE
3-3. WHEN USING A REAR CONE OF
CURRENT DESIGN, THE GASKET MUST BE
INSTALLED.
(11) If not already installed or if missing, install the A-4255
neoprene seal in the rear cone.
(a) Thoroughly clean the saw cut area of the rear cone to
remove any oil or foreign material.
(b) Install the A-4255 neoprene seal, as shown in Figure
3-3, using Loctite 495 Super Bond.
NOTE: It is not necessary to trim the excess
material from the neoprene seal.
(12) Slide the rear cone over the engine shaft and align one of
the four ID oil passages with the spring pin.
(13) Slide the rear cone over the spring pin and against the
slinger ring.

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D-220-1

Spinner Mounting Nut

Washer
Spinner bulkhead

Guide Collar Unit

Spinner Bulkhead Installation

Figure 3-4

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D. Propeller and Spinner Bulkhead Installation

CAUTION 1: THE PROPELLER IS STATICALLY
BALANCED USING THE BULKHEAD AS A
POINT FOR ATTACHING THE BALANCE
WEIGHTS.

CAUTION 2: DO NOT INSTALL THE BALANCE WEIGHTS

ON THE BLADE CLAMP.
(1) Installation of Spinner Bulkhead
CAUTION: IF INSTALLING A NEW OR
OVERHAULED REPLACEMENT
SPINNER BULKHEAD, THE BALANCE
WEIGHTS FROM THE PREVIOUS
BULKHEAD MUST BE TRANSFERRED
TO THE REPLACEMENT BULKHEAD.
(a) If installing a new or overhauled replacement spinner
bulkhead, install the bulkhead in relation to the blade
and balance weights from the previous spinner
bulkhead.
(b) Align the index marks on the propeller guide collar
with the marks on the bulkhead.
(c) Refer to Figure 3-4. Install the spinner bulkhead to the
propeller guide collar at four locations.
(d) Torque the spinner mounting nuts in accordance with
Torque Values Table 3-2.
WARNING: MAKE SURE THE SLING IS SUITABLY
RATED TO SUPPORT THE WEIGHT OF
THE PROPELLER ASSEMBLY DURING
INSTALLATION.
(2) Propeller Installation
(a) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine shaft in
preparation for installation.

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CAUTION: THE PISTON MUST BE REMOVED

BEFORE INSTALLING THE PROPELLER
ON THE AIRCRAFT. IF THE PISTON HAS
ALREADY BEEN REMOVED, PROCEED
TO STEP 4.D.(4).
(3) Remove the piston
(a) Remove the self-locking nut and washer from the end
of each guide rod.
(b) Loosen the set screw in each fork.
(c) Rotate the forks away from the clamp link screws.
(d) The piston ears, pitch change forks, pitch change
blocks, guide collar, and counterweights should have
corresponding index numbers (1 and 2) marked with
a felt-tipped pen. If they are not marked, number
them with a felt-tipped pen.
NOTE: This will insure that the components are
reassembled in their original locations.

D- 220

Engine Shaft OD O-ring

Safety Wire
Shaft Nut Seal

ID O-ring

Cotter Pin

Hollow Tube

Cylinder

Shaft Nut

Safetying the Shaft Nut

Figure 3-5

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174

(e) Slide the piston away from the hub and to the low
pitch position, until the piston rods clear the guide
collar, sleeve, and fork.
NOTE: Make sure that the sleeve, spacer, and fork
remain with each piston rod. Use tape to
hold them in place.
CAUTION: TO PREVENT OIL LEAKAGE, THE
OUTSIDE SURFACE OF THE PROPELLER
SHAFT SLEEVE FACING THE OIL
TRANSFER UNIT MUST BE SMOOTH.
(4) Inspect the OD of the propeller shaft sleeve installed on
the hub shaft end facing the oil transfer unit (Figure 3-6).
The propeller shaft sleeve must be smooth and free of
nicks or gouges.
(5) Replace the propeller shaft sleeve if nicks or gouges are
present. Refer to the Maintenance Practices chapter of
this manual for removal and installation procedures.

APS6004

Inspect OD of propeller
shaft sleeve

Inspection of Propeller Shaft Sleeve OD

Figure 3-6

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174

(6) Earlier manufacture propeller hubs were chromium plated

in the seal area for the A-224-4 oil transfer unit. If any
damage or grooves are present in this area of the hub,
or if there is an existing Speedi Sleeve installed that has
damage, install a Hartzell Propeller Inc. A-249 Speedi
Sleeve as follows:
(a) Thoroughly clean the ID of the A-249 Speedi Sleeve
and the area where the hub seals in the oil transfer
unit contact.
(b) Apply a liberal coating of RTV-732 silicone on the hub.
(c) Using the installation tool supplied with the A-249
Speedi Sleeve, press the sleeve over the hub so the
rear surface of the sleeve is flush or no more than
1/8 inch (3.17 mm) past the rear most hub surface.
(d) Wipe off any excess silicone sealant.
(e) Allow the silicone to cure before reinstalling the
propeller.
NOTE: Cure time may vary slightly. A 24-hour cure
time is sufficient.

APS0212A

Standard Torque Wrench Torquing Adapter

1.00 foot 0.25 foot

(304.8 mm) (76.2 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 (304.8 mm)
= 80 Ft-Lb < wrench with 3-inch
1 ft (304.8 mm) + 0.25 ft (76.2 mm) (108 N•m) (76.2 mm) adapter for
actual torque of 100
Ft-Lb (136 N•m)

Determining Torque Value When Using a Torquing Adapter

Figure 3-7

Page 3-20
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174

WARNING: CLEANING AGENT MEK IS FLAMMABLE

AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN WELL
VENTILATED AREA.
(7) Clean the propeller hub spline and engine spline surfaces
with Quick Dry Stoddard Solvent or MEK.
(8) Slide the propeller hub on the engine shaft and into the lip
seal in the oil transfer unit.
(9) Turn the propeller shaft nut onto the engine shaft threads.
CAUTION: OVERTORQUE OF THE SHAFT NUT
WILL CAUSE COLLAPSE OF THE OIL
TRANSFER UNIT SLIP RING. EXCESSIVE
WEAR, INTERNAL LEAKAGE, IMPROPER
PERFORMANCE, AND PREMATURE
REPLACEMENT OF THE OIL TRANSFER
UNIT WILL RESULT.
(10) Using tool BST-2910, torque the shaft nut on the engine
shaft. Refer to Table 3-2 and Figure 3-7 to determine the
proper torque value to which the torque wrench must be
set.
(11) Safety wire the shaft nut to the engine shaft with
0.032 inch (0.81 mm) minimum diameter stainless steel
wire.
NOTE: The safety wire should be routed between a
hole in the end of the engine shaft and the
hollow tube attached to the shaft nut. Refer to
Figure 3-5.
(12) Lubricate the inner and outer shaft seal O-rings
(Table 3-1) with reciprocating engine oil and install them
in the shaft nut seal. Refer to Figure 3-5.
(13) Slide the shaft nut seal over the shaft nut and inside the
cylinder. Refer to Figure 3-5.
NOTE: The shaft nut seal will insure that the piston
cavity is purged of air to eliminate the possibility
of surging.

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174

(13) Install the four cotter pins (Table 3-1) into the shaft nut
holes (from ID to OD), bending the ends of each cotter
pin perpendicular to the engine shaft, to secure the shaft
nut seal in place. Refer to Figure 3-5.
(14) If the piston O-ring (Table 3-1) and the felt dust seal are
not already installed, perform the following steps. Refer
to Figure 3-8:
(a) Lubricate the piston O-ring with aviation grade
reciprocating engine oil and carefully install it in the
groove provided for it in the piston.
(b) Cut the felt dust seal material to the necessary
length.
NOTE: The felt seal material should be cut on a
30 degree diagonal so there will be an
overlap with a smooth, fuzz-free surface.
(c) Install the felt dust seal material in the groove
provided for it in the cylinder.

D- 220
Piston O-ring Groove Piston

Felt Dust Seal Groove

Felt Dust Seal

Piston O-ring

Installing Piston O-Ring and Felt Dust Seal

Figure 3-8

Page 3-22
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174

CAUTION: TO MAINTAIN PROPER BLADE ANGLES, IT

IS IMPORTANT THAT THE PISTON, SLEEVE,
AND FORK BE REINSTALLED IN THE SAME
POSITION AS WHEN IT WAS ORIGINALLY
ASSEMBLED. INDEX NUMBERS ON
THE PISTON AND THE GUIDE COLLAR
ARE PROVIDED TO INSURE PROPER
POSITIONING.
(15) Locate and match up the index numbers (1 and 2) on the
forks and piston ears with the corresponding index numbers
on the counterweights.
NOTE: The index marks will be either impression
stamped or drawn with a felt-tipped pen.
(16) If applicable, remove the tape that was applied to each rod
sleeve and high stop spacer to keep them with the piston.
(17) Remove the rod sleeve and high pitch stop spacer from
each piston rod.
(18) Install the high pitch stop spacer (Table 3-1) on each rod
sleeve.
(19) Install the rod sleeve, with high pitch stop spacer, in the
guide collar, aligning it with the appropriate index numbers
(1 and 2) on the pitch change block. Refer to Figure 3-9.

D-220
Guide Rod
Nut Washer Fork
Piston

Sleeve
High Stop Spacer

Guide Rod Attachment Details

Figure 3-9

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174

(20) Lubricate the entire outside diameter surface of the

cylinder with reciprocating engine oil.
(21) Locate and match the index numbers (1 and 2) on
the pitch change blocks with the corresponding index
numbers on the counterweights.
(22) Position the pitch change block on the clamp linkscrew,
as shown in Figure 3-10.
NOTE: Position the word “OUT” on the pitch change
block if present. Refer to Figure 3-10.
(23) Remove the fork from each piston rod.
CAUTION: POSITION THE THICK SIDE OF THE
FORK ON THE ENGINE SIDE OF THE
PITCH CHANGE BLOCK.
(24) Install the fork on the pitch change block, matching the
index numbers (1 and 2) on the counterweights.
(25) Slide the piston on the cylinder while sliding the piston
rods through the bores in the fork, rod sleeve, high stop
spacer, guide collar unit.

W10405A

Clamp
Hub

Link Screw
Chamfer must clear
hub Pitch Change Block
Index Number
Out
2

Chamfer must The word “Out” is

clear fillets in sometimes added during
fork assembly to assist
installation orientation
Fork Fork Fillets

Positioning Pitch Change Block on Linkscrew

Figure 3-10

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174

(26) Position the fork.

(27) Install the washer and self-locking nut (Table 3-1) on the
end of each of the guide rods.
(28) Torque the self-locking nut against the sleeve on the piston
guide rod. Refer to Table 3-2.
(29) Tighten the set screw in the fork until slightly snug.
(30) Peen the edge of the hole over the set screw to safety the
set screw in the fork.
(31) Install the spinner dome as follows:
NOTE: The following instructions relate to Hartzell
Propeller Inc. spinners only. If the airframe
manufacturer produced the spinner assembly,
refer to the airframe manufacturer’s or STC
holder’s manual for spinner installation
instructions.
CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: THE SPINNER DOME WILL WOBBLE
IF NOT ALIGNED PROPERLY, AND
MAY AFFECT THE BALANCE OF THE
PROPELLER.
(a) Carefully slide the spinner dome over the reassembled
propeller.
(b) Secure the spinner dome to the spinner bulkhead with
the supplied screws and washers.

Page 3-25
INSTALLATION AND REMOVAL 61-00-74 Rev. 2 Jun/12

Fig301

Drill 3/16 inch (4.8 mm) (one place) 0.562 inch (14.3 mm)

20 Degrees

0.844 inch
(21.4 mm)
45 Degrees

INSTALLATION AND REMOVAL

174

Drill 1/8 inch (3.2 mm)

(four places)

61-00-74
Propeller Owner’s Manual

NOTE: Two holes are drilled by Continental. Two additional

holes are added.

Modification of Shaft Gear Adapter (Continental P/N 40722)

Figure 3-11

Feb/02
Page 3-26

A-199 Link gov1

Control Arm
AN 276-6 Ball Joint

B-3368 Check Nut

Vernier Control

Clamp

AN 6260-6-48 Hose
B-197 Bracket

INSTALLATION AND REMOVAL

Governor
174

B-6718-6 Elbow
Propeller Owner’s Manual

61-00-74
C-137( )B “T” Drive

Installation of Governor and T-Drive

Figure 3-12

Feb/02
Page 3-27
 Propeller Owner’s Manual
174

gov2
AN 276 Ball Joint
A-199 Link B-3851-0463 Washers (2)
B-3808-4 Nut

A-121 Linkscrew
B-3851-0463 Washers (2)
B-3808-4 Nut

AN742D7C Clamp (2)

B-3840-10 Screw (2)
B-3851-0332 Washers (2)
B-3808-3 Nuts (2)
Governor

B-3808-5 Nut (4)

B-3851-0563
B-3808-4 Washer
Nut (4)
B-197
A-213-5 Coupling
Bracket
(internal component,
shown by dotted line)

B-1104-1 B-145 (Reworked

Gasket Continental P/N
40722). Align 3/16
A-148-2 Studs (2) inch (4.76 mm) hole
B-3851-0463 Washers in adapter with hole
B-3808-4 Nut in “T” drive.

Fuel pump
installs here C-137-( )B
“T” Drive

Continental B-3808-4 Nut

P/N 530371 B-3851-0463 Washer
Spacer 352061 Gasket
B-6642-1 Gasket

Installation of Governor and T-Drive

Figure 3-13

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174

E. Installation of Governor and “T” Drive

CAUTION: MAKE SURE THE A-213-5 COUPLING
IS IN PLACE BEFORE INSTALLING THE
GOVERNOR ON THE “T” DRIVE. REFER TO
FIGURE 3-13.
(1) Install the B-6718-6 elbow (45 degrees) on the C-137-1B
“T” drive unit, as shown in Figure 3-12.
(2) Install the gasket on the governor pad, as shown in Figure
3-12.
(3) Install the B-197 bracket on the governor, as shown in
Figure 3-13.
(a) Remove the two (2) B-3808-4 nuts and washers from
the B-197 bracket.
(b) Install the B-197 bracket on the governor with the two
(2) B-3808-4 nuts and washers, as shown in
Figure 3-13.
(4) Install the governor on the governor pad C-137-1B “T”
drive, with four (4) B-3808-5 nuts and B-3851-0563
washers.
(5) Torque the four (4) B-3808-5 nuts in accordance with
Torque Values Table 3-2.
(6) Install the A-199 link on the governor, with the A-121
linkscrew, (2) B-3851-0463 washers, and B-3808-4 nut, as
shown in Figure 3-13.
(7) Install the (2) AN742D7C clamps on the B-197 bracket, as
shown in Figure 3-13, but do not tighten the screws.
(8) Remove the fuel pump from the pad on the engine. Cover
the opening of the fuel lines with tape.
NOTE: Do not stuff material in the lines.
(9) Remove the adapter (Continental P/N 40722) and gear
shaft (Continental P/N 40724).
NOTE: On dry sump (Bonanza) engines, the shaft gear
will remain in the engine due to the scavenge
pump. The Woodruff drive key will not pass
through the forward bearing. Remove only the
40722 adapter on these engines.

Page 3-29
INSTALLATION AND REMOVAL 61-00-74 Feb/02

B2055
Route Vernier control over
the generator and clamp it to
the generator cover with (1) A-1C Hartzell Governor
AN742D7C clamp

Cut Baffling Here

Fire Wall
Fuel Line to HC-A2(MV,V,X)20-4A1 Propeller
Carburetor
Oil Line

Instrument Panel
4 inches (101.6 mm)

Engine

INSTALLATION AND REMOVAL

AN742D12C Clamp
Vernier Control
174

AN931-11-16 Grommet
5-pc. Beech Fireproof Grommet C-137-1B “T” Drive
6-C6BX-3 Elbow, 90 degrees 530371 Heat Shield

61-00-74
Propeller Owner’s Manual

Fuel Pump

Installation of Oil Line and Vernier Control

Figure 3-14

Feb/02
Page 3-30
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174

(10) On Navion (wet sump) engines only, remove the gear shaft
from the adapter.
CAUTION: THE SEAL (CONTINENTAL P/N 25102) IS
NOT USED WHEN USING THE “T” DRIVE.
(11) Remove the seal (Continental P/N 25102) from the
adapter.
(12) Modify the shaft gear adapter (Continental P/N 40722) by
drilling two additional 1/8 inch (3.17 mm) holes through
and one 3/16 inch (4.76 mm) hole, 1.750 inch (44.45 mm)
deep as shown in Figure 3-11.
NOTE: Two holes are already drilled in the adapter by
Continental.
(13) After the drilling operation, thoroughly clean the adapter to
remove chips and dirt.
(14) For Bonanza installations only:
(a) Use an AN742D4C clamp to secure the cabin heater
control line to the fire wall.
(b) Bend the hydraulic brake reservoir supply line to clear
the governor “T” drive-fuel pump assembly.
(c) Alter the cowl flap mechanism for clearance.
1 While the cowl flap is closed, remove the bolt on
the right side of the engine that holds the crescent-
shaped control arm to the shaft.
2 Looking at the left side of the engine, turn the
pear- shaped control arm clockwise 75 degrees.
3 Mark the position of the new bolt hole on the right
side of the engine.
4 Remove the shaft and drill a new hole.
5 Reassemble the cowl flap mechanism.
(d) Relocate the fuel pump drain hole and bend the fuel
pump air blast tube as necessary.
(15) Remove the fuel lines leading to the fire wall and
carburetor.
(16) Replace the fuel line with AN6260-6-29 hose and reroute
the hose under the engine cylinders with (2) AN742D12C
clamps.

Page 3-31
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174

(17) On a Bonanza installation only, install the 6-C6BX-S

bulkhead elbow on the fuel line fire wall fitting and install
the original fuel line.
(18) Remove the two outboard studs on the engine pad and
install the longer studs A-148-2, as shown in Figure 3-13.
(19) Install a new gasket 352061 on the pad of the engine, as
shown in Figure 3-13.
(20) On a Navion installation only, replace the gear shaft in the
adaptor.
(21) Replace this assembly in the engine, aligning the 3/16
inch (4.76 mm) hole with the hole in the “T” drive, as
shown in Figure 3-13.
(22) Install the new AN4045-1 gasket on the adaptor B-145
(Reworked Continental Engines P/N 40722).
(23) Install the governor “T” drive assembly on the engine pad
using (4) B-3808-4 nuts and (4) B-3851-0463 washers.
(24) Install a new B-6642-1 gasket on the fuel pump pad of
C-137-1B “T” drive, and a new B-6642-1 gasket between
the heat shield and the fuel pump. Refer to Figure 3-12.
NOTE: An AN-4045-1 gasket may be used in place
of the B-6642-1 gasket. A total of three would
be required for the “T” drive and fuel pump
installation.
(25) Install the fuel pump on the “T” drive with the #530371
heat shield between the fuel pump and the “T” drive.

(26) Remove the tape from the opening of the fuel lines.
CAUTION : MAKE SURE THAT THE FITTING
INSTALLED IN THE OIL TRANSFER
HOUSING DOES NOT BOTTOM AGAINST
THE OIL TRANSFER PLUG.
(27) Connect the AN6260-6-48 hose to the fitting in the “T”
drive and route it over the center of the engine, through
the 1 inch (25.4 mm) diameter hole in the baffling, with
grommet AN931-11-16.

Page 3-32
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174

(28) Attach the hose to the engine with the AN 742C12C

clamps, as shown in Figure 3-14.
NOTE: Measure the depth of the hole in the housing,
and measure the same length on the fitting to
insure that no contact is made between the
fitting and the oil transfer plug.
(29) Remove the plastic plug and alignment pin from the
pressure port of the oil transfer unit.
(30) Install a B-6718-6 elbow (45 degrees) on the pressure side
of the oil transfer unit, as shown in Figure 3-2.
(31) Attach the oil line from the “T” drive to the elbow.
(32) On engines that previously had an HC-12(X,V)20-7
propeller installed:
(a) Remove the old pressure and drain the lines.
(b) Install 1/8 inch (3.17 mm) pipe plugs in the engine
where the lines were removed.
(33) Install the vernier control 4 inches (101.6 mm) to the right
of the center of the cockpit, just below the dashboard.
(a) The vernier control is part number A-970BLO563
(Gerdes), 3A729-7 (Shakespeare) or A-970-10-0563
(ACS).
(b) The control should go straight forward, through the
3/4 inch (19.05 mm) hole in the fire wall and through
the five-piece Beech fireproof grommet.
NOTE: The grommet consists of (1) 112436-6
retainer, (2) 112413-4 ball half, and
(2) 112412 split grommet.
(c) Route the control over the generator and use the
AN742D7C clamp to secure the control to the
generator cover.
(d) Route the control through the AN742D7C clamps on
the B-197 Bracket. (See Figures 3-13 and 3-14).
(34) Install the B-3368 check nut and the AN276-6 ball joint on
the vernier control. Refer to Figure 3-11.

Page 3-33
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174

CAUTION: THERE MUST BE A MINIMUM OF FIVE

THREADS OF THE VERNIER CONTROL IN
THE AN276-6 BALL JOINT.
(35) Push the vernier control handle in the cockpit to the
forward or “in” position.
(36) Attach the ball joint to the A-199 link with (2) AN960-416
washers and (1) B-3308-4 nut, as shown in Figure 3-13.
(37) Tighten the clamps on the B-197 bracket and tighten the
check nut against the ball joint.
NOTE: The normal position of the pulley wheel on the
governor (hands off) is in high RPM position
or low pitch (pulley wheel against the stop on
governor). While the governor is in this position,
the vernier control handle in the cockpit should be
forward or “in” position.
5. Post-Installation Checks
A. Refer to the airframe manufacturer’s or STC instructions for
post-installation checks.
B. Perform a static RPM check as outlined in the Testing and
Troubleshooting chapter of this manual.
6. Propeller Assembly Removal
A. Spinner Dome Removal
CAUTION: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
REMOVING THE SPINNER DOME.
(1) Remove the screws and washers that secure the spinner
dome to the spinner bulkhead.
(2) Remove the spinner dome.
(3) Remove layers of masking or duct tape from each blade
shank, if applicable.

Page 3-34
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 Propeller Owner’s Manual
174

B. Propeller Removal
Refer to Figures 3-1 and 3-2.
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 OR STC
HOLDER’S MANUALS AND PROCEDURES
MUST BE FOLLOWED BECAUSE
THEY MAY CONTAIN ISSUES VITAL TO
AIRCRAFT SAFETY THAT ARE NOT
CONTAINED IN THIS MANUAL OR IN THE
HARTZELL PROPELLER INC. OVERHAUL
MANUALS.

CAUTION 1: INSTRUCTIONS AND PROCEDURES IN

THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS

CAUTION 2: OIL WILL FLOW OUT OF THE PROPELLER

WHEN THE PISTON IS REMOVED. PLACE
A DRIP PAN UNDER THE PROPELLER TO
CATCH THE EXCESS OIL.
(1) Remove the self-locking nut from each piston rod.
(2) Remove the washer from each piston rod.
(3) Loosen the set screw in each fork.

Page 3-35
INSTALLATION AND REMOVAL 61-00-74 Rev. 2 Jun/12
 Propeller Owner’s Manual
174

(4) The piston ears, forks, pitch change blocks,

counterweights, and guide collar should have
corresponding index numbers (1 and 2) impression
stamped or marked with a felt-tipped pen. If they are not
marked, number them with a felt-tipped pen.
NOTE: Marking the components will insure that the
they are reassembled in their original location.
(5) Slide the piston away from the hub and to the low pitch
position, until the piston rods clear the sleeve and fork.
(6) Slide the piston out of the forks, away from the clamp,
link screws, and pitch change blocks.
(7) Slide the piston off the cylinder and remove it from the
propeller.
(8) To prevent the loss of the sleeve, fork, and high pitch
stop spacers, reinstall the washer and self-locking nut on
each piston rod.
(9) The pitch change blocks should have index numbers
(1 and 2) marked with a felt-tipped pen to correspond to
the numbers on the piston ears, forks, counterweights,
and guide collar. If they are not marked, number them
with a felt-tipped pen.
NOTE: Marking the components will insure that they
are reassembled in their original location.
(10) Remove the pitch change block from each clamp
linkscrew.
(11) Remove the safety wire from between the engine shaft
and the hollow tube in the shaft nut. Refer to Figure 3-5.
(12) Completely loosen the shaft nut from the engine shaft
threads.
NOTE: Because the shaft nut is pulling the propeller
hub off the tapered rear cone, there will be
significant initial resistance to the loosening
of the shaft nut. If the shaft nut cannot be
loosened, contact Hartzell Propeller Inc.
Product Support.

Page 3-36
INSTALLATION AND REMOVAL 61-00-74 Rev. 2 Jun/12
 Propeller Owner’s Manual
174

WARNING: MAKE SURE THE SLING IS SUITABLY

RATED TO SUPPORT THE WEIGHT OF
THE PROPELLER ASSEMBLY DURING
REMOVAL.
(13) Support the propeller assembly with a sling.
(14) Slide the propeller from the engine splined shaft and lift
the propeller from the engine.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(15) Remove the rear cone.
(16) Place the propeller on a suitable cart for transportation.
C. Removal of A-224-( )Transfer Unit
(1) Disconnect the oil supply line from the governor to the
oil transfer unit.
(2) Insert a locally manufactured pin into the oil transfer
plug and slip ring before removing the oil transfer unit.
Refer to Figure 3-2.
(3) Remove the spring pin that protrudes from the oil
slinger.
(4) Remove the four bolts and washers that attach the oil
transfer unit to the engine.
CAUTION: HANDLE THE OIL TRANSFER UNIT
CAREFULLY TO PREVENT THE SLIP
RING AND ATTACHED SPRING STEEL
OIL RINGS FROM SLIDING OUT OF THE
OIL TRANSFER UNIT; OTHERWISE,
RECOMPRESSION OF THE SPRING
STEEL OIL RINGS WILL BE REQUIRED
DURING REINSTALLATION ON THE
ENGINE.
(5) Remove the oil transfer unit from the engine.

Page 3-37
INSTALLATION AND REMOVAL 61-00-74 Rev. 2 Jun/12
 Propeller Owner’s Manual
174

CAUTION: IT MAY BE NECESSARY TO SCRAPE

THE GASKET FROM THE ENGINE OR
OIL TRANSFER UNIT. USE CARE TO
AVOID DAMAGING THE ENGINE AND OIL
TRANSFER UNIT.
(6) Remove the gasket from the engine or oil transfer unit,
or both.
D. Removal of the Governor from the “T” Drive Unit.
(1) Remove the governor from the oil transfer line. Refer to
Figure 3-13.
(a) Remove the B-3808-4 nut and the A-121 link screw.
(b) Remove the B-3808-3 nuts and the B-3840-10
clamp screws.
(c) Remove the four B-3808-5 nuts and washers.
CAUTION: DO NOT LOOSEN THE A-213-5 DRIVE
COUPLING.
(d) Remove the governor from the “T” drive.
(2) Remove the “T” Drive from the engine. Refer to
Figure 3-13.
(a) Disconnect the oil line hose.
(b) Disconnect the fuel lines from the fuel pump.
(c) Remove the fuel pump from the “T” drive.
(d) Remove the four B-3803-4 nuts and B-3851-0463
washers from the A-148-2 studs.
(e) Remove the “T” drive from the engine.

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CONTENTS PAGE
1. Operational Tests..................................................................... 4-3
A. Initial Run-Up...................................................................... 4-3
B. Static RPM Check............................................................... 4-4
C. Post-Run Check.................................................................. 4-5
2. Troubleshooting ...................................................................... 4-5
A. Engine will not turn over, following propeller installation..... 4-5
B. Low Maximum RPM (on ground) following recent
engine overhaul or repair:................................................... 4-5
C. Low Maximum RPM (on ground), following recent
propeller and oil transfer unit removal:................................ 4-6
D. Low Maximum RPM (on ground)........................................ 4-6
E. Maximum RPM is High....................................................... 4-7
F. Governor Maximum RPM Stop Setting............................... 4-7
G. Hunting and Surging........................................................... 4-8
H. Engine Speed Varies with Airspeed.................................... 4-9
I. Loss of Propeller Control ................................................. 4-10
J. Vibration............................................................................ 4-12
K. Propeller Overspeed......................................................... 4-13
L. Propeller Underspeed....................................................... 4-13
M. Oil or Grease Leakage...................................................... 4-14

FIGURES PAGE
Shaft Gear Adapter.................................. Figure 4-1..................... 4-4

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1. Operational Tests
Following propeller installation, and before flight, the propeller
hydraulic system must be purged of air and proper operation
verified.
WARNING: REFER TO THE AIRCRAFT MAINTENANCE
MANUAL FOR ADDITIONAL PROCEDURES
THAT MAY BE REQUIRED AFTER PROPELLER
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. Initial Run-Up
(1) Perform engine start and warm-up per the Pilot's
Operating Handbook (POH).
(2) Cycle the propeller control throughout its operating pitch
range from low to high (or as directed by the POH).
(3) Repeat this procedure at least three times to purge air
from the propeller hydraulic system and to introduce
warmed oil to the cylinder.
NOTE: Pitch change response on the first operation
from low to high blade angle may be slow,
but should speed up on the second and third
cycles.
(4) Verify proper operation from low pitch to high pitch and
throughout operating range.
(5) Shut down the engine in accordance with the POH.
NOTE: Air trapped in the propeller hydraulic system will
cause the pitch control to be imprecise and may
result in propeller surging.

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B. Static RPM Check

NOTE: This operational check should be performed after
installation, maintenance, or propeller adjustment.
CAUTION: A CALIBRATED TACHOMETER MUST
BE USED TO MAKE SURE OF THE
ACCURACY OF THE RPM CHECK.
(1) Set the brakes and chock the aircraft or tie aircraft down.
(2) Back the governor Maximum RPM Stop out one turn.
(3) Start the engine.
(4) Advance the propeller control lever to MAX (max RPM),
then retard the control lever one inch (25.4 mm).
(5) SLOWLY advance the throttle to maximum manifold
pressure.
(6) Slowly advance the propeller control lever until the engine
speed stabilizes.
(a) If engine speed stabilizes at the maximum power
static RPM specified by the TC or STC holder, then
the low pitch stop is set correctly.
(b) If engine speed stabilizes above or below the rated
RPM, the low pitch stop may require adjustment.
Refer to the Testing and Troubleshooting chapter and
perform the adjustments under Max. RPM (Static)
Low Pitch Stop Adjustment.
(7) Stop the engine.

oilpath

Annulus Groove

Shaft Gear Adapter

Figure 4-1

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(8) Return the governor Maximum RPM Stop to the original

position, or adjust the governor to the rated RPM with
the Maximum RPM Stop screw.
C. Post-Run Check
After engine shutdown, check the propeller for signs of
engine oil leakage.
2. 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. Engine will not turn over, following propeller installation
(1) The oil transfer unit is installed incorrectly.
(a) Remove the propeller and oil transfer unit.
(b) Inspect the oil transfer unit for damage.
B. Low Maximum RPM (on ground) following recent engine
overhaul or repair:
(1) Shaft seal (Continental P/N 25102) is installed in shaft
gear adapter.
(a) Remove the seal to correct.
(2) Shaft gear adapter is incorrectly installed on the engine
accessory case, or the engine accessory case is missing
the oil transfer annulus groove at the "T" drive mount
(Figure 4-1).
(a) Remove the shaft gear adapter and verify proper
alignment.
(b) Verify the presence of the annulus groove at the "T"
drive mount. Refer to Figure 4-1.

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C. Low Maximum RPM (on ground), following recent propeller

and oil transfer unit removal:
(1) Misalignment of the oil transfer unit slip ring and oil slinger
ring with the rear cone
(a) Line the oil grooves in the slip ring, oil slinger ring and
rear cone with the B-6580-1000 spring pin.
NOTE: Do not remove the spring pin after alignment.
D. Low Maximum RPM (on ground)
(1) Oil transfer unit is incorrectly installed.
(a) Line the oil grooves in the slip ring, oil slinger ring and
rear cone with the B-6580-1000 spring pin.
NOTE: Do not remove the spring pin after
alignment.
(2) Oil transfer unit is damaged.
(a) Oil seal rings (A-221 and A-221-1) have excessive
wear or the end gap of the oil seal rings exceeds the
allowable tolerance. Send the oil transfer unit to an
authorized repair facility.
(3) Rear cone is missing the seal at the cut. Refer to
Figure 3-3.
(a) Install the seal as described in Figure 3-3.
(4) Rear cone, oil slinger, and slip ring are not in alignment
(a) Line the oil grooves in the slip ring, oil slinger ring and
rear cone with the B-6580-1000 spring pin.
NOTE: Do not remove the spring pin after
alignment.
(6) Malfunctioning governor, clogged governor mounting
gasket screen, or incorrect gasket
(a) Remove the governor and inspect the gasket. Verify
that the gasket is correct.
(b) Inspect the governor for proper operation.
(6) Incorrect governor maximum RPM stop setting
(a) Adjust the RPM setting to the specified static RPM
requirements.
(7) Failure, collapse, or restriction of the oil line installed
between the governor and the oil transfer unit
(a) Replace the oil line as required.

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(8) Incorrect propeller blade angle

(a) With a blade angle protractor, check blade angles at
the propeller 30 inch station, to confirm the correct
blade angle settings. (Refer to the STC blade angle
requirements.)
(b) If adjustment of the propeller low pitch blade angle
is required, adjustment must be performed by an
appropriately licensed propeller repair station or by
the Hartzell Propeller Inc. factory.
(9) Follow aircraft POH and/or AMM recommended checks
to determine if the engine power is low.
(a) If the engine power is low, refer to an appropriately
licensed engine repair station or the engine
manufacturer.
(b) If the engine power is within acceptable limits,
examine the maximum RPM stop setting of the
governor.
E. Maximum RPM is High
(1) Engine power is high.
(a) Follow the aircraft POH and/or AMM recommended
engine checks to determine if the engine power is
high.
(b) If the engine power is high, refer to an appropriately
licensed engine repair station or to the engine
manufacturer.
(2) If the engine power is within acceptable limits, examine
the maximum RPM stop setting of the governor.
F. Governor Maximum RPM Stop Setting
(1) Increase the maximum RPM stop screw of the governor
by one turn.
(2) Advance the propeller RPM control to maximum RPM
and reduce the control by 1 inch (25.4 mm).
(3) Set the brakes and chock the wheels of the aircraft, or tie
the aircraft down.
(4) Start the engine.
(5) Slowly advance the throttle to maximum manifold
pressure.

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(6) Slowly advance the propeller control lever until the

engine speed stabilizes.
(7) If the engine speed stabilizes at a higher RPM than it
was previously running, then the governor maximum
RPM stop setting is incorrectly set.
(a) Make additional fine adjustments to the governor
maximum RPM stop setting until the rated maximum
RPM is reached.
(8) If the engine speed does not increase from the RPM that
it was previously running, then the propeller low pitch
angle is probably incorrect.
(9) For low pitch setting verification, refer to the procedures
in the Maintenance Practices chapter of this manual.
G. Hunting and Surging
Hunting is characterized by a cyclic variation in engine speed
above and below desired speed. Surging is characterized
by a large increase/decrease in engine speed, followed by a
return to set speed after one or two occurrences.
(1) If the propeller is hunting, a repair facility should check:
(a) Missing shaft nut oil seal
(b) Governor
(c) Fuel control
(2) If the propeller is surging:
(a) Perform the steps 1.A.(1) through 1.A.(5) under
Operational Tests section in this chapter to release
trapped air from the propeller. If surging reoccurs
it is most likely due to a faulty governor. Have
the governor tested by an appropriately licensed
propeller repair station.
(b) Hunting and/or surging may also be caused by
friction or by internal propeller corrosion, which
causes the propeller to react slower to governor
commands.
NOTE: The propeller must be tested on a test
bench at a propeller repair facility to
isolate these faults.

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H. 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
1 Install an in-line high pressure oil gauge in the oil
line, between the governor and the oil transfer
unit, to check the governor pressure function.
(b) Excessive friction in the blade bearings or the pitch
change mechanism
1 With the engine not running and the propeller
control pulled to the full-out position, manually
move the blades from low pitch to high pitch.
NOTE: The blades should move with little
resistance, once the oil is forced from
the propeller hub cavity.
(3) Decrease in engine speed while increasing airspeed:
(a) Governor pilot valve is stuck and is excessively
decreasing oil volume.
1 Install an in-line high pressure oil gauge in the oil
line, between the governor and the oil transfer
unit, to check the governor pressure function.
(4) Increase in engine speed while decreasing airspeed:
(a) Governor pilot valve is stuck and is excessively
increasing oil volume.
1 Install an in-line high pressure oil gauge in the oil
line, between the governor and the oil transfer
unit, to check the governor pressure function.
(5) Decrease in engine speed while decreasing airspeed:
(a) Governor is not increasing oil volume in the propeller.
1 Install an in-line high pressure oil gauge in the oil
line, between the governor and the oil transfer
unit, to check the governor pressure function.
a Monitor the oil pressure gauge. The pressure
should be 225 +/- 10 PSI at 1700 RPM.

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b If the pressure cannot be maintained at 225

+/- 10 PSI, there is indication of internal
leakage in the system.
c To establish that the correct pressure is
being produced by the propeller governor,
install a valve between the gauge and the
oil transfer unit.
d With the engine running at a low RPM,
momentarily close the valve and observe
the pressure indicated on the gauge. The
pressure must be 225 +/- 10 PSI.
(b) Excessive friction in the blade bearings or pitch
change mechanism
1 With the engine not running and the propeller
control pulled to the full-out position, manually
move the blades from low pitch to high pitch.
NOTE: The blades should move with little
resistance, once the oil is forced from
the propeller hub cavity.
I. Loss of Propeller Control
(1) Propeller goes to uncommanded high pitch (low RPM)
(a) Loss of oil pressure - check:
1 Governor pressure relief valve for proper
operation
a Refer to G.(1)(b) for corrective action.
2 Governor drive for damage
a Refer to G.(1)(b) for corrective action.
3 Adequate engine oil supply
a Refer to G.(1)(b) for corrective action.
4 Oil supply hose to oil transfer unit kinked or
collapsed
a Refer to G.(1)(b) for corrective action.
5 Excessive wear in the oil transfer unit
a Oil transfer unit must be removed and
inspected for excessive wear or incorrect
end gap in the A-221 and A-221-1 oil seal
rings.

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(b) Corrective action for G.(1)(a)1 through G(1)(a)4:

1 Install an in-line high pressure gauge in the oil
line, between the governor and oil transfer unit,
to check the governor pressure function.
a Monitor the oil pressure gauge. The
pressure should be 225 +/- 10 PSI at 1700
RPM.
b If the pressure cannot be maintained at 225
+/- 10 PSI, there is indication of internal
leakage in the system.
c To establish that the correct pressure is
being produced by the propeller governor,
install a valve between the gauge and the oil
transfer unit.
d With the engine running at a low RPM,
momentarily close the valve and observe
the pressure indicated on the gauge. The
pressure must be 225 +/- 10 PSI.
(2) Engine RPM decreases during flight, or at high oil
temperature (+180 degrees).
(a) Rear cone seal is missing (see Figure 3-3).
(b) Oil transfer unit is not holding pressure.
(3) Propeller goes to uncommanded low pitch (high RPM)
(a) Governor pilot valve is sticking.
(b) Check the clamps at the governor bracket for
slippage in the control shaft housing.
(4) RPM increases with power and airspeed, propeller RPM
control has little or no effect.
(a) Excessive friction in the blade bearings or pitch
change mechanism
1 With the engine not running and the propeller
control pulled to the full-out position, manually
move the blades from low pitch to high pitch.
NOTE: The blades should move with little
resistance, once the oil is forced from
the propeller hub cavity.

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(b) Governor is not reducing oil volume in the propeller.

1 Install an in-line high pressure oil gauge in the oil
line, between the governor and the oil transfer
unit, to check the governor pressure function.
2 Governor problem
3 Seal is installed in the shaft gear adapter.
J. Vibration
CAUTION: ANY VIBRATION THAT CAN BE
DESCRIBED AS APPEARING SUDDENLY,
OR IS ACCOMPANIED BY UNEXPLAINED
GREASE LEAKAGE, SHOULD BE
INVESTIGATED IMMEDIATELY, BEFORE
FURTHER FLIGHT.
NOTE: Vibration problems due to propeller system
imbalance are normally felt throughout the RPM
range, with the intensity of vibration increasing
with RPM. Vibration problems that occur in a
narrow RPM range are a symptom of resonance,
which is potentially harmful to the propeller. Avoid
operation until the propeller can be checked by an
appropriately licensed repair station.
(1) Check:
(a) Control surfaces, cowl flaps, exhaust system, landing
gear doors, etc. for excessive play, which may be
causing vibration unrelated to the propeller.
(b) Secure attachment of engine mounted hardware
(c) Engine mount wear (sagging mounts)
(d) Uneven lubrication of propeller
(e) Blade track (For procedure, see the Inspection and
Check chapter of this manual.)
(f) Blade angles: Blade angle must be within 0.2 degree
from blade to blade
(g) Spinner for cracks, improper installation, or "wobble"
during operation
(h) Static balance
(i) Airfoil profile identical between blades (after overhaul
or rework for nicks - verify at propeller repair station)

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(j) Hub, blade or blade clamp for damage or cracking

(k) Grease or oil leakage from a seemingly solid surface
of the hub, blade clamp or blade
(m) Blade deformation
NOTE: Dynamic balancing is recommended after
installing or performing maintenance on
a propeller. While normally an optional
task, it may be required by the engine or
airframe manufacturer to make certain the
propeller/engine combination is balanced
within close tolerances before operation.
Refer to the engine or airframe manuals,
and the Maintenance Practices chapter of
this manual.
K. Propeller Overspeed
(1) Check:
(a) Tachometer error
(b) Low pitch stop adjustment
(c) Governor maximum RPM set too high
(d) Governor pilot valve jammed, supplying high
pressure only
L. Propeller Underspeed
(1) Check:
(a) Tachometer error
(b) Excessive oil transfer unit leakage
(c) Governor oil pressure low
(d) Governor oil passage clogged
(e) Governor pilot valve is jammed

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M. Oil or Grease Leakage

CAUTION: GREASE LEAKAGE THAT CAN BE
DESCRIBED AS EXCESSIVE AND
APPEARING SUDDENLY, ESPECIALLY
WHEN ACCOMPANIED BY VIBRATION,
SHOULD BE INVESTIGATED IMMEDIATELY
BEFORE FURTHER FLIGHT.
(1) Grease Leakage - Probable Cause:
NOTE: The blade clamp/split-bearing is the only source
of grease leakage.
(a) Overlubrication
(b) Improperly torqued or loose lubrication fitting. (Tighten
the fitting in accordance with Torque Values Table 3-
2).
(c) Defective lubrication fitting. (Replace the fitting).
(d) Incorrect O-ring between the blade clamp and the
propeller hub. (Refer to an appropriately licensed
propeller repair facility for replacement of the O-ring).
(e) Grease leaks past the blade clamp seal gaskets.
(Replace gaskets).
(f) Grease leaks from between the blade clamp and the
blade. (Refer to an appropriately licensed propeller
repair facility for replacement of sealant).
(g) Grease leaks from the clamp when the blade is
pointed up and in a static condition.
1 Oil separating from the grease
(2) Oil Leakage - Probable Cause
(a) Damaged or deteriorated oil transfer unit seal
(b) Damaged or deteriorated O-ring seal between the hub
and the cylinder
(c) Damaged or deteriorated O-ring seal between the
piston and the cylinder
(d) Displaced felt seal between the piston and the
cylinder
(e) Worn phenolic piston guide bushing

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INSPECTION AND CHECK - CONTENTS PAGE

1. Pre-Flight Checks.................................................................... 5-3
2. Operational Checks................................................................. 5-4
3. Required Periodic Inspections and Maintenance.................... 5-6
A. Periodic Inspection.............................................................. 5-6
B. Periodic Maintenance......................................................... 5-7
C. Airworthiness Limitations.................................................... 5-7
D. Overhaul Periods................................................................ 5-7
4. Inspection Procedures............................................................. 5-9
A. Blade Damage.................................................................... 5-9
B. Grease or Oil Leakage........................................................ 5-9
C. Vibration............................................................................ 5-10
D. Blade Track....................................................................... 5-13
E. Loose Blades.................................................................... 5-14
F. Corrosion.......................................................................... 5-16
G. Spinner Damage............................................................... 5-16
5. Special Inspections................................................................ 5-17
A. Overspeed ....................................................................... 5-17
B. Lightning Strike................................................................. 5-18
C. Foreign Object Strike/Ground Strike................................. 5-19
D. Fire Damage or Heat Damage.......................................... 5-21
6. Long Term Storage................................................................ 5-21

LIST OF FIGURES
Checking Blade Track....................................Figure 5-1............ 5-12
Blade Play......................................................Figure 5-2............ 5-14
Reciprocating Engine Overspeed Limits........Figure 5-3............ 5-15

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1. Pre-Flight Checks
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE CRITICAL
PROPELLER PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
Follow propeller preflight inspection procedures as specified
in the Pilot Operating Handbook (P.O.H.) or this manual. In
addition, perform the following inspections:
A. Blades
(1) Visually inspect the entire blade (lead, trail, face, and
camber sides) for nicks, gouges, erosion, and cracks.
Refer to the Maintenance Practices chapter of this
manual for blade repair information. Normal blade lead
edge erosion (sand-blasted appearance) is permitted
and does not require removal before further flight.
(2) Visually inspect the blades for lightning strike. Refer to
the Lightning Strike Damage section in this chapter for a
description of damage.
B. Inspect the spinner and visible blade retention components
for damage or cracks. Repair or replace components as
required before further flight.
C. Check for loose or missing hardware. Tighten or reinstall as
necessary.
WARNING: ABNORMAL GREASE LEAKAGE CAN BE
AN INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN IN-FLIGHT BLADE SEPARATION CAN
RESULT IN A CATASTROPHIC AIRCRAFT
ACCIDENT.
D. Inspect for grease and oil leakage and determine its source.

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WARNING: ABNORMAL VIBRATION CAN BE AN

INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN IN-FLIGHT BLADE SEPARATION CAN
RESULT IN A CATASTROPHIC AIRCRAFT
ACCIDENT.
E. Check the blades for radial play or movement of the blade tip
(in and out or, fore and aft, end play). Refer to Loose Blades,
in the Periodic Inspections section of this chapter, for blade
play limits.
F. Refer to the Periodic Inspections section in this chapter for
additional inspection information and possible corrections to
any discrepancies discovered as a result of preflight checks.
2. Operational Checks
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Following propeller installation and before flight, perform
initial run-up as outlined in Operational Tests in the Testing
and Troubleshooting chapter of this manual.
B. Check the propeller speed control and operation through
200 RPM, using the procedure specified in the Pilot
Operating Handbook (POH) for the aircraft.
(1) Perform all ground functional and cycling checks with a
minimum propeller RPM drop required to demonstrate
function.
(2) A typical RPM drop is 100 to 300 RPM for non-feathering
propellers.

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WARNING: ABNORMAL VIBRATION CAN BE AN

INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN IN-FLIGHT BLADE SEPARATION CAN
RESULT IN A CATASTROPHIC AIRCRAFT
ACCIDENT.
C. Check for any abnormal vibration during this run-up. If
vibration occurs, shut the engine down, determine the cause,
and correct it before further flight. Refer to the Vibration
section in the Testing and Troubleshooting chapter of this
manual.
D. Refer to Periodic Inspections in this chapter for additional
inspection information and possible corrections to any
discrepancies discovered as a result of Pre-Flight Checks.
E. Refer to the airframe manufacturer’s manual for additional
operational checks.

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3. Required Periodic 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
Perform detailed inspection procedures, as follows, at
100 hour intervals, not to exceed twelve (12) calendar
month.
NOTE 1: Inspection and maintenance specified by an
airframe manufacturer’s maintenance program
and approved by the applicable airworthiness
agency may not coincide with the inspection time
interval specified. In this situation the airframe
manufacturer’s schedule may be applied, with the
exception that the calendar limit for the inspection
interval may not exceed twelve (12) calendar
months.
NOTE 2: Refer to Inspection Procedures within this chapter
for additional inspection information and possible
corrections to any discrepancies discovered as a
result of the Periodic Inspection.
(1) Remove the spinner dome.
(2) Visually inspect the blades for nicks, gouges, and
cracks. If any damage is discovered, refer to the Blade
Repairs section in the Maintenance Practices chapter of
this manual for additional information. A cracked blade
must be referred to a certified propeller repair station
with the appropriate rating.
(3) Inspect all visible propeller parts for cracks, wear or
unsafe conditions.
(4) Check for oil and grease leaks. Refer to Oil and Grease
Leakage in the Inspection Procedures section of this
chapter.

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(5) Check the blade track. Refer to Blade Track in the

Inspection Procedures section of this chapter.
(6) 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). Refer to the section “Tachometer Calibration”
in the Maintenance Practices chapter of this manual.
(7) Make an entry in this logbook about completion of these
inspections.
B. Periodic Maintenance
(1) Lubricate the propeller assembly. Refer to the
Maintenance Practices chapter of this manual for
applicable intervals and procedures.
C. Airworthiness Limitations
(1) Certain components, as well as the entire propeller,
may have specific life limits established as part of the
certification by the FAA. Such limits require 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
Propeller Inc. distributors or by subscription from the
Hartzell Propeller Inc factory by subscription. Selected
information is also available on Hartzell Propeller’s
website at www.hartzellprop.com.
D. Overhaul Periods
In flight, the propeller is constantly subjected to vibration
from the engine and the airstream, as well as high centrifugal
forces. The propeller is also subject to corrosion, wear, and
general deterioration due to aging. Under these conditions,
metal fatigue or mechanical failures can occur. To protect
your safety and your investment, and to maximize the safe
operating lifetime of your propeller, it is essential that a
propeller be properly maintained and overhauled according
to the recommended service procedures.

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CAUTION 1: OVERHAUL PERIODS LISTED BELOW,

ALTHOUGH CURRENT AT THE TIME OF
PUBLICATION, ARE FOR REFERENCE
PURPOSES ONLY. OVERHAUL PERIODS
MAY BE INCREASED OR DECREASED AS
A RESULT OF CONTINUING EVALUATION.

CAUTION 2: REFER TO THE LATEST REVISION OF

HARTZELL PROPELLER INC. SERVICE
LETTER HC-SL-61-61Y FOR THE
MOST CURRENT INFORMATION. THIS
DOCUMENT IS AVAILABLE ON HARTZELL
PROPELLER’S WEBSITE AT
WWW.HARTZELLPROP.COM.
(1) Hartzell Propeller Inc. HC-A2(V,X)20-4A1 propellers must
be overhauled at intervals as follows:
(a) All non-aerobatic and non-agricultural applications -
1000 hours or 60 calendar months (whichever occurs
first).
(2) Hartzell Propeller Inc. HC-A2MV20-4A1 propellers must
be overhauled at intervals as follows:
(a) All non-aerobatic and non-agricultural applications -
2000 hours or 60 calendar months (whichever occurs
first).

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4. Inspection Procedures
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
The following inspections must be made on a regular basis,
either before flight, during required periodic inspection, as
described in this chapter, or if a problem is noted. Possible
corrections to problems discovered during inspections, additional
inspections, and limits are detailed in the following inspection
procedures.
A. Blade Damage
Refer to Blade Repairs section in the Maintenance Practices
chapter of this manual for information regarding blade
damage.
B. Grease or Oil Leakage
NOTE: A new or newly overhauled propeller may leak
slightly during the first several hours of operation.
This leakage may be caused by the seating of
seals and O-rings, and the slinging of lubricants
used during assembly. Such leakage should cease
within the first ten hours of operation.
Leakage that persists beyond the first ten hours of operation
on a new or newly overhauled propeller, or occurs on a
propeller that has been in service for some time will require
repair. A determination should be made as to the source of
the leak. Leakage repairs should be referred to a certified
propeller repair station with the appropriate rating. An
instance of abnormal grease leakage should be inspected
using the following procedure:
(1) Remove the spinner dome.

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CAUTION: PERFORM A VISUAL INSPECTION

WITHOUT CLEANING THE PARTS. A
TIGHT CRACK IS OFTEN EVIDENT DUE
TO TRACES OF GREASE EMANATING
FROM THE CRACK. CLEANING CAN
REMOVE SUCH EVIDENCE AND MAKE A
CRACK VIRTUALLY IMPOSSIBLE TO SEE.
(2) Perform a visual inspection of the hub, blade clamps,
and blades to locate the origin of leakage. If the origin of
the grease leakage is determined to be a noncritical part,
such as an O-ring, gasket, or sealant, repairs can be
accomplished during scheduled maintenance, as long as
flight safety is not compromised.
(3) If cracks are suspected, additional inspections by
qualified personnel at a certified propeller repair station
with the appropriate rating must be performed before
further flight to verify the condition. Such inspections
typically include disassembly of the propeller followed
by inspection of parts, using nondestructive methods in
accordance with published procedures.
(4) If cracks or failing components are found, these parts
must be replaced before further flight. Report such
occurrences to airworthiness authorities and to Hartzell
Propeller Inc. Product Support.
C. Vibration
Instances of abnormal vibration should be investigated
immediately. If the cause of the vibration is not readily
apparent, the propeller may be inspected following the
procedure below:
NOTE: It may sometimes be difficult to readily identify
the cause of abnormal vibration. Vibration may
originate in the engine, propeller, or airframe.
Troubleshooting procedures typically begin with an
investigation of the engine. Airframe components,
such as engine mounts or loose landing gear
doors, can also be the source of vibration. When
investigating an abnormal vibration, the possibility
of a failing blade or blade retention component
should be considered as a potential source of the
problem.

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(1) Perform troubleshooting and evaluation of possible

sources of vibration in accordance with engine or
airframe manufacturer’s instructions.
(2) Refer to the Vibration section in the Testing and
Troubleshooting chapter of this manual. Perform the
checks to determine possible cause of the vibration. If
no cause is found, then consider that the origin of the
problem could be the propeller and proceed with steps
4.C.(3) through 4.C.(8) in this chapter.
(3) Remove the spinner dome.
(4) Perform a visual inspection for cracks in the hub, blade
clamps, and blades.
NOTE: A crack may be readily visible or may be
indicated by grease leaking from a seemingly
solid surface.
(5) If cracks are suspected, additional inspections must
be performed before further flight. These inspections
must be performed by qualified personnel at a certified
propeller repair station with the appropriate rating to
verify the condition. Such inspections typically include
disassembly of the propeller followed by inspection of
parts, using nondestructive methods in accordance with
published procedures.
(6) Check the blades and compare blade-to-blade
differences:
(a) Inspect the propeller blades for unusual looseness
or movement. Refer to the Loose Blades section of
this chapter.
(b) Check blade track. Refer to the Blade Track section
of this chapter.
CAUTION: DO NOT USE BLADE PADDLES TO
TURN THE BLADES.
(c) Manually (by hand) attempt to turn the blades
(change pitch).
(d) Visually check for damaged blades.

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

additional inspections must be performed at a certified
propeller repair station with the appropriate rating before
further flight to evaluate the condition. Refer to the Blade
Repairs section in the Maintenance Practices chapter of
this manual.
(8) If cracks or failing components are found, these parts
must be replaced before further flight. Report such
occurrences to airworthiness authorities and to Hartzell
Propeller Inc. Product Support.

APS6155

Checking Blade Track

Figure 5-1

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D. Blade Track
(1) Check the blade track as follows:
(a) Chock the aircraft wheels securely.
(b) Refer to Figure 5-1. Place a fixed reference point
beneath the propeller, within 0.25 inch (6.0 mm) of
the lowest point of the propeller arc.
NOTE: This reference point may be a flat board
with a sheet of paper attached to it. The
board may then be blocked up to within
0.25 inch (6.0 mm) of the propeller arc.
WARNING: MAKE SURE THE ENGINE MAGNETO
IS GROUNDED (OFF) BEFORE
ROTATING THE PROPELLER.
(c) Rotate the propeller by hand (the opposite direction
of normal rotation) until a blade points directly at the
paper. Mark the position of the blade tip in relation to
the paper.
(d) Repeat this procedure with the remaining blade.
(e) Tracking tolerance is + 0.062 inch (1.57 mm) or
0.125 inch (3.17 mm) total.
(2) Possible Correction
(a) Remove foreign matter from the propeller rear cone.
(b) If no foreign matter is present, refer to a certified
propeller repair station with the appropriate rating.

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(2) Possible Correction

(a) Remove foreign matter from the propeller rear cone.
(b) If no foreign matter is present, refer to a certified
propeller repair station with the appropriate rating.
E. Loose Blades
Refer to Figure 5-2. Blade movement is measured at the tip.
Limits are as follows:
End Play ± 0.06 inch (1.5 mm)
Fore & Aft Movement ± 0.06 inch (1.5 mm)
In and Out Movement ± 0.032 inch (0.81 mm)
Radial Play (pitch change) ± 0.5 degree (1 degree total)
Blade movement beyond these limits should be referred to a
certified propeller repair station with the appropriate rating.

FORE AND AFT PLAY

BLADE END PLAY

IN AND OUT PLAY

RADIAL PLAY
APS6163a

Blade Play
Figure 5-2

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110%

Requires evaluation by appropriately

licensed propeller repair station

105%

INSPECTION AND CHECK

103% No Action Required
174

61-00-74
20 Sec 1 min 3 min 5 min
Propeller Owner’s Manual

Percent Overspeed -- Reciprocating Engines Only

Duration of Overspeed

Reciprocating Engine Overspeed Limits

Rev. 3 Oct/15
Page 5-15
Figure 5-3
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F. Corrosion
WARNING: REWORK THAT INVOLVES COLD
WORKING THE METAL, RESULTING IN
CONCEALMENT OF A DAMAGED AREA IS
NOT PERMITTED.
(1) Light corrosion on blades may be removed by qualified
personnel in accordance with the Blade Repairs section
in the Maintenance Practices chapter of this manual.
(2) Heavy corrosion that results in severe pitting must be
referred to a certified propeller repair station with the
appropriate rating.
G. Spinner Damage
(1) Inspect the spinner for cracks, missing hardware, or other
damage.
(a) Refer to a certified propeller repair station with the
appropriate rating for spinner damage acceptance
and repair information.
(b) There are no Hartzell Propeller Inc. approved field
repairs to metal spinners.
(c) Contact the local airworthiness authority for repair
approval.

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5. Special Inspections
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Overspeed
An overspeed has occurred when the propeller RPM has
exceeded the maximum RPM stated in the applicable
Aircraft Type Certificate Data Sheet. The duration of time
and magnitude of overspeed for a single event determines
the corrective action that must be taken to make sure no
damage to the propeller has occurred.
The criteria for determining the required action after an
overspeed are based on many factors. The additional
centrifugal forces that occur during overspeed are not the
only concern. Some applications have sharp increases in
vibratory stresses at RPMs above the maximum rated for the
airframe/engine/propeller combination.
(1) When a propeller installed on a reciprocating engine
has an overspeed event, refer to the Reciprocating
Engine Overspeed Limits (Figure 5-3) to determine the
corrective action to be taken.
(2) Make a log book entry to document the overspeed
event.

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B. Lightning Strike
CAUTION: ALSO CONSULT ENGINE AND AIRFRAME
MANUFACTURER’S MANUALS. THERE
MAY BE ADDITIONAL REQUIREMENTS,
SUCH ENGINE SYSTEM CHECKS,
TO PERFORM AFTER A PROPELLER
LIGHTNING STRIKE.
(1) General
In the event of a propeller lightning strike, an inspection
is required before further flight. It may be permissible
to operate a propeller for an additional ten (10) hours
of operation if the propeller is not severely damaged
and meets the requirements in paragraph 5.B.(2) of
this chapter. Regardless of the outcome of the initial
inspection, the propeller must eventually be removed
from the aircraft, disassembled, evaluated, and/or
repaired by a certified propeller repair station with the
appropriate rating.
(2) Procedure for Temporary Operation
If temporary additional operation is desired before
propeller removal and disassembly:
(a) Remove the spinner dome and perform a visual
inspection of the propeller and spinner for evidence
of significant damage that would require repair
before flight (such as arcing damage to propeller
hub).
CAUTION: IF THE PROPELLER EXPERIENCES
A LIGHTNING STRIKE, THE
ALUMINUM BLADES MUST BE
WITHIN AIRWORTHY LIMITS FOR ANY
ADDITIONAL FLIGHT.
(b) If the only evident damage is minor arcing burns
to the blades, then operation for ten (10) hours is
permitted before disassembly and inspection.
(c) Regardless of the degree of damage, make a log
book entry to document the lightning strike.

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(d) The propeller must be removed from the aircraft,

disassembled, evaluated, and/or repaired by a
certified propeller repair station with the appropriate
rating for flight beyond the temporary operation limits
granted above.
C. Foreign Object Strike/Ground Strike
(1) General
(a) A foreign object strike can include a broad spectrum
of damage, from a minor stone nick to severe
ground impact damage. A conservative approach in
evaluating the damage is required because there
may be hidden damage that is not readily apparent
during an on-wing, visual inspection.
(b) A foreign object strike is defined as:
1 Any incident, whether or not the engine is
operating, that requires repair to the propeller
other than minor dressing of the blades.
Examples of foreign object strike include
situations where an aircraft is stationary and
the landing gear collapses causing one or more
blades to be significantly damaged, or where
a hangar door (or other object) strikes the
propeller blade. These cases should be handled
as foreign object strikes because of potentially
severe side loading on the propeller hub, blades,
and retention bearings.
2 Any incident during engine operation in which
the propeller impacts a solid object that causes
a drop in revolutions per minute (RPM) and
also requires structural repair of the propeller
(incidents requiring only paint touch-up are
not included). This is not restricted to propeller
strikes against the ground.
3 A sudden RPM drop while impacting water,
tall grass, or similar yielding medium, where
propeller blade damage is not normally incurred.

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(2) Procedure
(a) In the event of a foreign object strike, an inspection
is required before further flight. If the inspection
reveals one or more of the following indications,
the propeller must be removed from the aircraft,
disassembled and overhauled at a certified
propeller repair station with the appropriate rating in
accordance with the applicable propeller and blade
maintenance manuals.
1 A blade rotated in the clamp
2 Any noticeable or suspected damage to the
pitch change mechanism
3 A bent blade (out of track or angle)
4 Any diameter reduction
5 Blade damage
6 A bent, cracked, or failed engine shaft
7 Vibration during operation
(b) Nicks, gouges, and scratches on blade surfaces
or the leading and trailing edges must be removed
before flight. Refer to the Blade Repairs section in
the Maintenance Practices chapter of this manual.
(c) Engine mounted components - such as governors,
pumps, etc. may be damaged by a foreign object
strike, especially if the strike resulted in a sudden
stoppage of the engine. These components
should be inspected, repaired, or overhauled
as recommended by the applicable component
maintenance manual.
(d) Make a log book entry to document the foreign
object strike/ground strike incident and any
corrective action(s) taken.

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D. Fire Damage or Heat Damage

WARNING: HUBS AND CLAMPS ARE
MANUFACTURED FROM HEAT TREATED
FORGINGS AND ARE SHOT PEENED.
BLADES ARE MANUFACTURED
FROM HEAT TREATED FORGINGS
AND ARE COMPRESSIVELY ROLLED
AND SOMETIMES SHOT PEENED.
EXPOSURE TO HIGH TEMPERATURES
CAN DESTROY THE FATIGUE BENEFITS
OBTAINED FROM THESE PROCESSES.
(1) On rare occasions propellers may be exposed to fire or
heat damage, such as an engine or hangar fire. In the
event of such an incident, an inspection by a certified
propeller repair station with the appropriate rating is
required before further flight.
6. Long Term Storage
NOTE: Specific Hartzell Propeller Inc. manuals and service
documents are available on the Hartzell website
at www.hartzellprop.com. Refer to the Required
Publications section in the Introduction chapter of this
manual for the identification of these publications.
A. Parts shipped from the Hartzell Propeller Inc. factory are not
shipped or packaged in a container that is designed for long
term storage or shipping by ocean freight.
B. Long term storage procedures may be obtained by
contacting a Hartzell Propeller Inc. distributor, or the Hartzell
Propeller Inc. factory via the product support number listed in
the Introduction chapter of this manual. Storage information
and preservation packaging is also detailed in Hartzell
Propeller Inc. Manual 202A (61-01-02).
C. Information regarding the return of a propeller assembly
to service after long term storage may be obtained by
contacting a Hartzell Propeller Inc. distributor, or the Hartzell
Propeller Inc. factory via the product support number listed
in the Introduction chapter of this manual. This information is
also detailed in Hartzell Propeller Inc. Manual 202A
(61-01-02).

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(This page is intentionally blank.)

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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.................................................................................. 6-6
A. Lubrication Intervals............................................................... 6-6
B. Lubrication Procedure............................................................ 6-9
C. Approved Lubricants............................................................ 6-12
3. Corrosion Inhibitor.................................................................... 6-13
A. Application Intervals............................................................. 6-13
B. Application Procedure.......................................................... 6-15
4. Aluminum Blades...................................................................... 6-16
A. Important Information........................................................... 6-16
B. Repair of Nicks or Gouges................................................... 6-18
C. Repair of Bent Blades.......................................................... 6-20
5. Blade Paint Touch-Up............................................................... 6-21
A. Important Information........................................................... 6-21
B. Paint............................................... ...................................... 6-21
C. Procedure............................................................................ 6-22
6. Dynamic Balance...................................................................... 6-24
A. Overview.............................................................................. 6-24
B. Inspection Procedures Before Balancing............................. 6-25
C. Placement of Balance Weights for Dynamic Balance.......... 6-25
7. Propeller Low Pitch Stop Setting.............................................. 6-26
A. Low Pitch Stop..................................................................... 6-26
B. Propeller Low Pitch Measurement....................................... 6-27
8. Propeller High Pitch Setting...................................................... 6-27
9. Tachometer Calibration............................................................. 6-28
A. Important Information........................................................... 6-28
B. Tachometer Calibration........................................................ 6-29

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LIST OF FIGURES

Lubrication Fitting.................................... Figure 6-1........................ 6-8

Lubrication Label..................................... Figure 6-2...................... 6-10
Applying Corrosion Inhibitor CM352........ Figure 6-3...................... 6-14
Repair Limitations.................................... Figure 6-4...................... 6-17

LIST OF TABLES

Touch-Up Paints...................................... Table 6-1....................... 6-20

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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
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 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 dome is installed, polish the
dome (if required) with an automotive-type aluminum
polish.

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2. Lubrication (Rev. 5)
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.
(a) Inspection and maintenance specified by an airframe
manufacturer’s maintenance program and approved
by the applicable airworthiness agency may not
coincide with the lubrication interval specified.
1 In this situation, the airframe manufacturer’s
schedule may be applied as long as the
calendar limit for the lubrication interval does not
exceed twelve (12) months.
(b) 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.
(c) If the propeller is leaking grease, the lubrication
interval should be reduced to 100 hours until the
grease leak issue is resolved.
(2) Owners of high use aircraft may wish to extend their
lubrication interval. The lubrication interval may be
gradually extended after evaluating bearing wear and
internal corrosion when the propeller is overhauled.

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174

(3) Hartzell Propeller Inc. recommends that new or newly

overhauled propellers be lubricated after approximately
the first 10 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.

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Lubrication Fitting
(Two in each blade clamp)

D-220

Lubrication Fitting
Figure 6-1

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B. Lubrication Procedure
WARNING: FOLLOW LUBRICATION PROCEDURES
CORRECTLY TO MAINTAIN AN
ACCURATE BALANCE OF THE
PROPELLER ASSEMBLY.
(1) Remove the propeller spinner.
CAUTION: STEEL BLADE CLAMPS PRODUCED
BEFORE 1967 MAY HAVE ONLY
ONE LUBRICATION FITTING. DO
NOT REMOVE THIS FITTING WHEN
SERVICING.
(2) Remove the outboard lubrication fitting from the blade
clamp, and the cap from the inboard lubrication fitting.
Refer to Figure 6-1.
CAUTION: USE CARE NOT TO DAMAGE THE
THREADED HOLE WHEN REMOVING A
BLOCKAGE.
(3) If there is a blockage in the threaded hole where the
lubrication fitting was removed (ex. hardened grease),
bend a piece of safety wire and use the bent end to
loosen the blockage.

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CAUTION: USE ONLY HARTZELL PROPELLER INC.

APPROVED GREASE. DO NOT MIX
DIFFERENT SPECIFICATIONS AND/
OR BRANDS OF GREASE EXCEPT AS
NOTED IN THIS SECTION.
(4) A label is normally applied to the propeller to indicate the
type of grease previously used. Refer to Figure 6-2.
(a) The 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
A-3594

Lubrication Label
Figure 6-2

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(5) 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.
CAUTION 4: OVER LUBRICATING A STEEL HUB
PROPELLER MAY CAUSE THE GREASE
TO DISLODGE THE CLAMP GASKET
OR SEAL, LEADING TO A POTENTIAL
GREASE LEAK. THE CLAMP MUST THEN
BE DISASSEMBLED TO REMOVE THE
SEAL OR CLAMP GASKET.

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(6) Apply grease in accordance with the applicable step

below.
(a) For blade clamps with two lubrication fittings:
1 Pump a maximum of 1 fl. oz. (30 ml) grease
into the inboard lubrication fitting or until grease
emerges from the hole where the lubrication
fitting was removed, whichever occurs first.
a Repeat for each blade clamp assembly.
(b) For blade clamps with only one lubrication fitting:
1 Without using excessive pressure, slowly pump
a maximum of 1 fl. oz. (30 ml) grease into the
lubrication fitting.
a If there is too much pressure, loosen the
lubrication fitting used to add the grease,
then tighten the fitting until snug.
b Repeat for each blade clamp assembly.
(7) Reinstall the lubrication fittings on each clamp that were
removed at the beginning of this procedure.
(8) Tighten the lubrication fittings until snug.
(a) Make sure the ball of each lubrication fitting is
properly seated.
(9) 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
(61-01-02).

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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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Bolt Wells

Bolt Heads

Spring Pin

NOTE: Non-painted clamp unit is shown.

TPI-LW-202A-VOL-5-00402

Applying Corrosion Inhibitor CM352

Figure 6-3

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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 6-3.
(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. Aluminum Blades (Rev. 2)

WARNING: NICKS, GOUGES, OR SCRATCHES OF
ANY SIZE CAN CREATE A STRESS RISER
THAT COULD POTENTIALLY LEAD TO
BLADE CRACKING. ALL DAMAGE SHOULD
BE VISUALLY EXAMINED CAREFULLY
BEFORE FLIGHT FOR THE PRESENCE OF
CRACKS OR OTHER ABNORMALITIES.
CAUTION 1: BLADES THAT HAVE BEEN PREVIOUSLY
REPAIRED OR OVERHAULED MAY HAVE
BEEN DIMENSIONALLY REDUCED.
BEFORE REPAIRING SIGNIFICANT
DAMAGE OR MAKING REPAIRS ON
BLADES THAT ARE APPROACHING
SERVICEABLE LIMITS, CONTACT A
CERTIFIED PROPELLER REPAIR STATION
WITH THE APPROPRIATE RATING OR
THE HARTZELL PRODUCT SUPPORT
DEPARTMENT FOR BLADE DIMENSIONAL
LIMITS.
CAUTION 2: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
A. Important Information
(1) Nicks, gouges, and scratches on blade surfaces or on
the leading or trailing edges of the blade, that are greater
than 0.031 inch (0.79 mm) wide or deep, must be
removed before flight.
(2) Field repair of small nicks and scratches may be
performed by qualified personnel in accordance with
FAA Advisory Circular 43.13-1B and the procedures
specified in this section.
(3) Normal erosion (sand-blasted appearance) on the
leading edge of the blade is acceptable and does not
require removal before further flight.
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2
3

Example 1

Finish repair must maintain

LOOKING AT original airfoil shape.
LEADING EDGE

Example 2 Example 3
LEADING EDGE FACE/CAMBER

2.5 Inches (63.5 mm) 2.5 Inches (63.5 mm)

= D x 10 = D x 20
0.25 Inch (6.35 mm) deep 0.13 Inch (1.38 mm) deep

LOCAL LOCAL
REPAIR REPAIR
APS6157

Repair Limitations
Figure 6-4

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B. Repair of Nicks and Gouges

(1) Local repairs may be made using files, electrical or air
powered equipment. use emery cloth, scotch brite, and
crocus cloth for final finishing.
CAUTION 1: ANY REPAIR THAT INVOLVES COLD
WORKING THE METAL, RESULTING
IN CONCEALMENT OF A DAMAGED
AREA, IS NOT PERMITTED. A STRESS
CONCENTRATION MAY EXIST THAT CAN
RESULT IN A BLADE FAILURE.
CAUTION 2: SHOT PEENED BLADES ARE IDENTIFIED
WITH AN "S" IMMEDIATELY FOLLOWING
THE BLADE MODEL NUMBER, AS
DESCRIBED IN THE DESCRIPTION
AND OPERATION CHAPTER OF THIS
MANUAL. BLADES THAT HAVE DAMAGE
IN SHOT PEENED AREAS IN EXCESS OF
0.015 INCH (0.38 MM) DEEP ON THE
FACE OR CAMBER OR 0.250 INCH
(6.35 MM) ON THE LEADING OR
TRAILING EDGES MUST BE REMOVED
FROM SERVICE, AND THE REPAIRED
AREA SHOT PEENED BEFORE
FURTHER FLIGHT. SHOT PEENING
OF AN ALUMINUM BLADE MUST BE
ACCOMPLISHED BY A CERTIFIED
PROPELLER REPAIR STATION WITH THE
APPROPRIATE RATING IN ACCORDANCE
WITH HARTZELL ALUMINUM BLADE
OVERHAUL MANUAL 133C (61-13-33).
(2) Calculate the area of repair using Figure 6-4 and the
following formulas:
(a) For leading and trailing edge damage:
Depth of the damage x 10. Refer to Example 2.
NOTE: The leading edge includes the first 10% of
chord from the leading edge. The trailing
edge consists of the last 20% of chord
adjacent to the trailing edge.
(b) For face and camber side damage:
Depth of damage x 20. Refer to Example 3.

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(3) Repair damage to the leading or trailing edge of the

blade by removing material from the bottom of the
damaged area.
(a) Remove material from this point out to both sides of
the damage to form a smooth, blended depression
that maintains the original shape of the blade airfoil.
(4) Repair damage to the blade face or camber side by
removing material from the bottom of the damaged area.
(a) Remove material from this point out to both sides of
the damage to form a smooth, blended depression
that maintains the original shape of the blade airfoil.
(b) Repairs that form a continuous line across the blade
section (chordwise) are not permitted.
(5) After filing or sanding of the damaged area, use emery
cloth to polish the area, then remove any files marks
using crocus cloth.
(6) Inspect the repaired area with a 10X magnifying glass.
(a) Be sure that no indication of the damage, file marks,
or coarse surface finish remain.
(7) If inspections show any remaining blade damage, repeat
steps (5) and (6) of this procedure until no damage
remains.
(8) After repair, Hartzell Propeller Inc. recommends
penetrant inspection of the blade in accordance with
Hartzell Propeller Inc. Standard Practices Manual 202A
(61-01-02).
(9) Treat the repaired area to prevent corrosion. Properly
apply chemical conversion coating and approved paint to
the repaired area before returning the blade to service.
(a) Refer to the section, "Blade Paint Touch-Up" in this
chapter.

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C. Repair of Bent Blades

CAUTION: DO NOT ATTEMPT TO
"PRE-STRAIGHTEN" A BLADE
BEFORE DELIVERY TO A CERTIFIED
PROPELLER REPAIR STATION WITH
THE APPROPRIATE RATING. THIS WILL
CAUSE THE BLADE TO BE REPLACED
BY THE REPAIR FACILITY.
(1) Repair of a bent blade or blades is considered a major
repair. This type of repair must be accomplished by a
certified propeller repair station with the appropriate
rating, and only within approved guidelines.

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 F63TXS30880-4311 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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5. Blade Paint Touch-Up (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) Blade paint touch-up on Hartzell propeller blades may
be permitted when performed in accordance with the
instructions in this section.
(a) Aluminum Blades Only:
1 Blade paint touch-up is permitted for any size
area on an aluminum blade.
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.
(2) Touch-up paint manufacturers 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

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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: 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.
(5) Permit the solvent to evaporate.
(6) Aluminum Blades Only:
(a) Apply an approved corrosion preventive coating to
the bare aluminum surface of the blade in
accordance with the manufacturer's instructions.
1 Oakite 31, Chromicote L-25, or Alodine 1201 are
approved chemical conversion coatings.

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(7) 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 WELL
VENTILATED AREA.
CAUTION: APPLY FINISH COATING TO
UNIFORMLY COVER THE REPAIR/
EROSION. AVOID EXCESSIVE PAINT
BUILD-UP ALONG THE TRAILING
EDGE TO AVOID CHANGING THE
BLADE PROFILE AND/OR P-STATIC
CHARACTERISTICS.
(8) 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.
(9) Remove the masking material from the tip stripes and
re-apply masking material for the tip stripe refinishing if
required.
(10) 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.
(11) Remove the masking material immediately from the
anti-icing or de-ice boot and tip stripes, if applicable.
(12)Optionally, perform dynamic balancing in accordance
with the procedures and limitations specified in the
section, "Dynamic Balance" of this chapter.

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6. Dynamic Balance
WARNING: WHEN USING REFLECTIVE TAPE FOR
DYNAMIC BALANCING, DO NOT APPLY
THE TAPE ON EXPOSED BARE METAL
OF THE BLADE. THIS WILL ALLOW
MOISTURE TO COLLECT UNDER THE
TAPE AND CAUSE CORROSION THAT
CAN PERMANENTLY DAMAGE THE
BLADE. REFLECTIVE TAPE MUST BE
REMOVED AFTER DYNAMIC BALANCING
IS COMPLETED.
A. Overview
NOTE: Dynamic balance is recommended to reduce
vibrations, which may be caused by a rotating
system (propeller and engine) imbalance. Dynamic
balancing can help prolong the life of the propeller,
engine, airframe, and avionics.
(1) Dynamic balance is accomplished by using an accurate
means of measuring the amount and location of the
dynamic imbalance.
(2) The number of balance weights installed must not
exceed the limits specified in this chapter.
(3) Follow the dynamic balance equipment manufacturer’s
instructions for dynamic balance in addition to the
specifications of this section.
NOTE: Some engine manufacturers' instructions also
contain information on dynamic balance limits.
(4) Unless otherwise specified by the engine or airframe
manufacturer, Hartzell Propeller Inc. recommends that
the propeller be dynamically balanced to a reading of
0.2 IPS, or less.

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B. Inspection Procedures Before Balancing

(1) Visually inspect the propeller assembly before dynamic
balancing.
NOTE: The first run-up of a new or overhauled
propeller assembly may leave a small amount
of grease on the blades and inner surface of
the spinner dome.
(a) Use Stoddard solvent (or equivalent) to completely
remove any grease on the blades or inner surface of
the spinner dome.
(b) Visually check each propeller blade assembly for
evidence of grease leakage.
(c) Visually inspect the inner surface of the spinner
dome for evidence of grease leakage.
(2) If there is no evidence of grease leakage, lubricate the
propeller in accordance with the Maintenance Practices
chapter in this manual. If grease leakage is evident,
determine the location of the leak and correct it before
relubricating the propeller and dynamic balancing.
(3) Before dynamic balance, record the number and location
of all balance weights.
(4) Static balance is accomplished at a propeller overhaul
facility when an overhaul or major repair is performed.
NOTE: If static balancing is not accomplished before
dynamic balancing, the propeller may be so
severely unbalanced that dynamic balance
may be unachievable due to measurement
equipment limitations.
C. Placement of Balance Weights for Dynamic Balance
(1) Attach dynamic balance weight slugs only to the nut
plates mounted on the spinner bulkhead. A maximum of
four (4) A-48 weight slugs per location is allowed.
(2) If reflective tape is used for dynamic balancing, remove
the tape immediately after balancing is completed.
(3) 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.

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7. Propeller Low Pitch Stop Setting

WARNING: LOW PITCH BLADE ANGLE ADJUSTMENTS
MUST BE MADE IN CONSULTATION WITH
THE APPLICABLE TYPE CERTIFICATE
OR SUPPLEMENTAL TYPE CERTIFICATE
HOLDER'S MAINTENANCE DATA.
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
A. Low Pitch Stop
(a) The propeller low pitch stop is set at the factory to the
aircraft TC or STC Holder's requirements and should not
require any additional adjustment.
(b) The aircraft TC or STC Holder provides the required
low pitch stop blade angle and may also provide the
acceptable RPM range for a maximum power static
condition.
(c) Be aware that the aircraft TC or STC holder may specify
the static RPM to be less than the RPM to which the
engine is rated.

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B. Propeller Low Pitch Measurement

(a) Perform the following steps for low pitch measurement:
1 Rotate the blades by hand to move the blades and
piston to low pitch.
NOTE: Low pitch is reached when a washer on
the end of each piston guide rod stops
against the guide collar.
2 With the blade in a horizontal position, measure the
low pitch blade angle.
3 Check the measured blade angle against the
required blade angle as specified in accordance with
the aircraft TC or STC Holder's requirements.
4 If the blade angle requires adjustment, have the low
pitch blade angle adjusted by a certified propeller
repair station with the appropriate rating or by the
Hartzell Propeller Inc. factory.
8. Propeller High Pitch Setting
A. High Pitch (Minimum RPM) Stop Adjustment
(1) The high pitch stop is set by Hartzell Propeller
Inc. in accordance with the aircraft manufacturer's
recommendations.
(2) The high pitch stop can only be adjusted by Hartzell or
by a certified propeller repair station with the appropriate
rating.

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9. 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.
(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.

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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

NOTE: The propellers covered in this manual do not use

anti-ice or de-ice systems

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RECORDS - CONTENTS

1. Record Keeping....................................................................... 8-3

A. General............................................................................... 8-3
B. Information to be Recorded................................................ 8-3

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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 log book may also be used to record:
(a) Propeller position (on aircraft)
(b) Propeller model
(c) Propeller serial number
(d) Blade design number
(e) Blade serial numbers
(f) Spinner assembly part number
(g) Propeller pitch range
(h) Aircraft information (aircraft type, model, serial
number and registration number)

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