Manual No.

139
61-00-39
Revision 21
December 2023

Propeller Owner's Manual

and Logbook
Series: HC-B3( )( )-2( )
HC-B3( )( )-3( )
HC-B3( )( )-5( )
HC-B3TF-7( )
HC-B4( )( )-3( )
HC-B4( )( )-5( )
HC-B5M( )-2( )
HC-B5M( )-3( )
HC-B5M( )-5( )
HC-A3(V,MV)F-7( )

Steel Hub Turbine Propellers with Aluminum Blades

Hartzell Propeller Inc.

One Propeller Place
Piqua, OH 45356 - 2634 U.S.A.
Ph: 937 - 778 - 4200 (Hartzell Propeller Inc.)
Ph: 937-778-4379 (Product Support)
Product Support Fax: 937-778-4215
 HARTZELL PROPELLER OWNER’S MANUAL
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© 1984, 1992, 1994, 1997, 1999, 2001, 2002, 2006, 2009, 2011, 2012, 2013, 2015,
2016, 2017, 2020, 2021, 2023
Hartzell Propeller Inc. - All rights reserved

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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.

Joe Brown
Chairman, Hartzell Propeller Inc.

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WARNING (Rev. 3)

People who fly should recognize that various types of

risks are involved; and they should take all precautions to
minimize them, since they cannot be eliminated entirely.
The propeller is a vital component of the aircraft. A
mechanical failure of the propeller could cause a forced
landing or create vibrations sufficiently severe to damage
the aircraft, possibly causing it to become uncontrollable.

Propellers are subject to constant vibration stresses

from the engine and airstream, which are added to high
bending and centrifugal stresses.

Before a propeller is certified as being safe to operate

on an airplane, an adequate margin of safety must be
demonstrated. Even though every precaution is taken in
the design and manufacture of a propeller, history has
revealed rare instances of failures, particularly of the
fatigue type.

It is essential that the propeller is properly maintained

according to the recommended service procedures and
a close watch is exercised to detect impending problems
before they become serious. Any grease or oil leakage,
loss of air pressure, unusual vibration, or unusual
operation should be investigated and repaired, as it could
be a warning that something serious is wrong.

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For operators of uncertified or experimental aircraft an

even greater level of vigilance is required in the
maintenance and inspection of the propeller. Experimental
installations often use propeller-engine combinations that
have not been 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 a
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 21 HIGHLIGHTS

Revision 21, dated December 2023, 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.

• INTRODUCTION
• Added the section, "Video Icon/QR Code" and the
applicable figure

• INSTALLATION AND REMOVAL

• Revised the section, "Tools, Consumables, and
Expendables"
• Revised Table 3-1, "Propeller Mounting Hardware"
• Revised the section, "Propeller Installation" and applicable
figures
• Added Figure 3-10, "Torque Wrench Adapter Position for
W-flange Propellers"
• Revised the section, "Spinner Dome Installation"
• Revised the section, "Spinner Removal"
• Revised the section, "Propeller Removal"

• INSPECTION AND CHECK

• Revised the section, "Operational Checks"
• Revised the section, "Blade Track"
• Revised the section, "Blade Tolerances"

• MAINTENANCE PRACTICES
• Revised the section, "Aluminum Blades"
• Revised Figure 6-6, "Repair Limitations"

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REVISION 21 HIGHLIGHTS
1. Introduction
A. General
(1) This is a list of current revisions that have been issued
against this manual. Please compare it to the RECORD
OF REVISIONS page to make sure that all revisions have
been added to the manual.
B. Components
(1) Revision No. indicates the revisions incorporated in this
manual.
(2) Issue Date is the date of the revision.
(3) Comments indicates the level of the revision.
(a) New Issue is a new manual distribution. The manual
is distributed in its entirety. All the page revision
dates are the same and no change bars are used.
(b) Reissue is a revision to an existing manual that
includes major content and/or major format changes.
The manual is distributed in its entirety. All the page
revision dates are the same and no change bars are
used.
(c) Major Revision is a revision to an existing manual
that includes major content or minor content
changes over a large portion of the manual. The
manual is distributed in its entirety. All the page
revision dates are the same, but change bars are
used to indicate the changes incorporated in the
latest revision of the manual.
(d)  Minor Revision is a revision to an existing manual that
includes minor content changes to the manual. Only
the revised pages of the manual are distributed. Each
page retains the date and the change bars associated
with the last revision to that page.

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Revision No. Issue Date Comments

Revision 5 Oct/99 Reissue
Revision 6 Mar/01 Minor Revision
Revision 7 Oct/02 Minor Revision
Revision 8 Dec/06 Minor Revision
Revision 9 Aug/09 Minor Revision
Revision 10 Jun/11 Minor Revision
Revision 11 Jul/12 Minor Revision
Revision 12 Mar/13 Minor Revision
Revision 13 Jun/15 Minor Revision
Revision 14 Oct/16 Minor Revision
Revision 15 Jul/17 Minor Revision
Revision 16 Oct/17 Minor Revision
Revision 17 Apr/20 Major Revision
Revision 18 Mar/21 Minor Revision
Revision 19 Sep/21 Minor Revision
Revision 20 Aug/23 Major Revision
Revision 21 Dec/23 Minor Revision

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RECORD OF REVISIONS

This is a record of revisions inserted into this manual.

Revision 20 includes all prior revisions.

Revision Number Issue Date Date Inserted Inserted By

20 Aug/23 Aug/23 HPI
21 Dec/23 Dec/23 HPI

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RECORD OF TEMPORARY REVISIONS

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

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SERVICE DOCUMENTS LIST

CAUTION 1: DO NOT USE OBSOLETE OR OUTDATED
INFORMATION. PERFORM ALL INSPECTIONS
OR WORK IN ACCORDANCE WITH THE MOST
RECENT REVISION OF A SERVICE DOCUMENT.
INFORMATION CONTAINED IN A SERVICE
DOCUMENT MAY BE SIGNIFICANTLY CHANGED
FROM EARLIER REVISIONS. FAILURE TO
COMPLY WITH INFORMATION CONTAINED
IN A SERVICE DOCUMENT OR THE USE OF
OBSOLETE INFORMATION MAY CREATE AN
UNSAFE CONDITION THAT MAY RESULT IN
DEATH, SERIOUS BODILY INJURY, AND/OR
SUBSTANTIAL PROPERTY DAMAGE.

CAUTION 2: THE INFORMATION FOR THE DOCUMENTS

LISTED INDICATES THE REVISION LEVEL AND
DATE AT THE TIME THAT THE DOCUMENT WAS
INITIALLY INCORPORATED INTO THIS MANUAL.
INFORMATION CONTAINED IN A SERVICE
DOCUMENT MAY BE SIGNIFICANTLY CHANGED
FROM EARLIER REVISIONS. REFER TO THE
APPLICABLE SERVICE DOCUMENT INDEX FOR
THE MOST RECENT REVISION LEVEL OF THE
SERVICE DOCUMENT.
Service Document Number Incorporation Rev/Date
Service Alerts:
SA 57 Oct/02

Service Bulletins:
HC-SB-61-143B Oct/02
HC-SB-61-181A, Rev. 4 Rev. 11 Jul/12
HC-SB-61-275 Aug/09

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SERVICE DOCUMENTS LIST

Service Document Number Incorporation Rev/Date
Service Letters:
HC-SL-61-217 Oct/99
HC-SL-61-248 Rev. 11, Jul/12
HC-SL-61-254 Aug/09
HC-SL-61-324 Rev. 11, Jul/12
HC-SL-61-185, Rev. 3 Oct/16
HC-SL-61-364 Rev. 18 Mar/21

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AIRWORTHINESS LIMITATIONS

The Airworthiness Limitations section is FAA approved and specifies

maintenance required under 14 CFR §§ 43.16 and 91.403 of the
Federal Aviation Regulations unless an alternative program has been
FAA approved.

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago ACO Branch

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

Rev.
Description of Revision
No.
Adds airworthiness limitation information from Hartzell
9
Overhaul Manuals 118F (61-10-18) and 132A (61-10-32)
For blade life limit, revised the blade model designation
10 to include (N) version for HC-B3TN-3(B,H) and
HC-B4TN-5 (C,F) propellers
Added blade and hub life limits for propeller model
14
HC-B5MA-2A/M9128NSA(K)
17 For blade life limit, revised the blade model designation to
include (N) version for HC-B3TN-3(C,D) and HC-B3TN-3(B,C)
propellers
19 Added life limits for pitch change rod part number B-4026-1

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AIRWORTHINESS LIMITATIONS

1. The Airworthiness Limitations in this chapter have been

relocated from Hartzell Overhaul Manuals 118F (61-10-18) and
132A (61-10-32) to this manual.
2. Replacement Time (Life Limits)
A. The FAA establishes specific life limits for certain component
parts, as well as the entire propeller. Such limits require
replacement of the identified parts after a specified number of
hours of use.
B. The following data summarize all current information about
Hartzell life limited parts as related to propeller models
affected by this manual. These parts are not life limited on
other installations; however, time accumulated toward life
limit accrues when first operated on aircraft/engine/propeller
combinations listed and continues regardless of subsequent
installations (which may or may not be life limited).
(1) Blade models that incorporate ice protection components
do not affect the blade life limit. Example: The (B,K) letter
designation in blade model T10178(B,K) indicates
that ice protection components may be installed. If ice
protection components are installed, the blade life limit
still applies.
C. The following list specifies life limits for blades only that are on
FAA Type Certified Aircraft. Blades listed are life limited only on
the specified applications.

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification Office,

ACE-115C
Federal Aviation Administration

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(1) FAA Type Certified Aircraft - Blade Life Limits

Aircraft/Engine/Propeller Blade Life Limit
Aircraft: Beech T34C,T34C-1 9,634 hours
Engine: Pratt & Whitney - PT6A-25, -25A
Propeller: HC-B3TN-3(B,H)/T10173(N)-11R
Aircraft: CASA 212 31,000 hours
Engine: Allied Signal - TPE331-5-251C
Propeller: HC-B4TN-5(C,F)L/LT10282(N)+4
Aircraft: Fairchild Swearingen SA226TC Metro IIA 9,000 hours*
Engine: Allied Signal - TPE331-10UA, -501G or 511G
Propeller: HC-B3TN-5(C,E,M)/T10282(H)(N)

Aircraft: Mitsubishi MU-2’s 10, 000 hours

Engine: Allied Signal - TPE-331-(5,10)-( )
Propeller: HC-B4TN-5( )L/LT10282N(S)-5.3R
Aircraft: Pilatus PC-7 4,240 hours**
Engine: Pratt and Whitney - PT6A-25,-25A to 9,795 hours
Propeller: HC-B3TN-2( )/T10173C(N)-8
Aircraft: Pilatus PC-7 modified by Sierra Industries 3,000 hours
Engine: Pratt and Whitney - PT6A-25C
Propeller: HC-B3TN-2/T10178(N)-8R

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification Office,

ACE-115C
Federal Aviation Administration

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* Fairchild Swearingen Metro IIA, Serial Numbers TC398

and subsequent, model T10282()() propeller blades
are life limited when operated above 12,500 pounds
gross weight and must be retired after 9,000 hours
of operation. The life limit begins once the blades
are operated above 12,500 pounds gross weight and
continues regardless of subsequent operating weight.
For those blades on which the total accumulated time in
operation on an aircraft with a gross weight exceeding
12,500 pounds cannot be confirmed, the following
formula will be used to establish an assumed time:
Months from date of STC incorporation X 180 = total
assumed time on subject blades.
** Pilatus PC-7 propeller blades must be retired from
service in accordance with the following schedule:
(a) Aircraft on which Power-On-Spin, Inertia Coupled
Entry, and Snap Roll flight maneuvers are prohibited
must be retired from service when 9795 flight hours
have been acquired.
(b) Aircraft on which Power-On-Spin and Inertia
Coupled Entry flight maneuvers are prohibited must
be retired from service when 4240 flight hours have
been acquired.
(c) Any aircraft, once operated with Snap Roll
maneuvers permitted, must be retired from service
upon acquiring 4240 flight hours.

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification Office,

ACE-115C
Federal Aviation Administration

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D. The following list specifies life limits for blades only that are
on an aircraft without FAA Type Certificate. Blades listed are
life limited only on the specified applications.
(1) Aircraft Without FAA Type Certificate - Blade Life Limits

Aircraft/Engine/Propeller Blade Life Limit

Aircraft: Embraer EMB-312 12,000 hours
Engine: Pratt & Whitney - PT6A-25C
Propeller: HC-B3TN-3(C,D)/T10178(N)(B,K)-8R
Aircraft: NDN-1T Firecracker 45,000 hours
Engine: Pratt & Whitney - PT6A-25A
Propeller: HC-B3TN-3(B,C)/T10173(N)(B,K)-17
Aircraft: North American Rockwell OV-10A 20,900 hours
Engine: Garrett T76-G-418M, -419M
Propeller: HC-B4MN-5B(L)/(L)M9990N
Aircraft: North American Rockwell OV-10D 20,900 hours
Engine: Garrett T76-G-420, -421
Propeller: HC-B4MN-5B(L)/(L)M9990N
Aircraft: Antonov AN-38-100 (MTOW 9500 kg) 22,000 hours
Engine: Garrett - TPE-331-14GR
Propeller: HC-B5MA-5A/M11276NK-3
Aircraft: Antonov AN-38-100 (MTOW 9900 kg) 11,300 hours
Engine: Garrett TPE-331-14GR
Propeller: HC-B5MA-5A/M11276NCK-3
Aircraft: Embraer EMB-314 PT6A-68C 9,960 hours
Engine: Pratt & Whitney
Propeller: HC-B5MA-2/M9128NS(K)
Aircraft: TAI Hürkuş-(A,B) 9,449 hours
Engine: Pratt & Whitney-PT6A-68T rated at
1600 HP at 2000 RPM
Propeller: HC-B5MA-2A/M9128NSA(K)

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago ACO Branch

Compliance & Airworthiness Division, AIR-7CO
Federal Aviation Administration
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E. The following list specifies life limits for hubs only. Hub units
listed are life limited only on the specified applications.
(1) FAA Type Certified Aircraft - Hub Life Limits
NONE
(2) Aircraft Without FAA Type Certificate - Hub Life Limits
Aircraft/Engine/Propeller Hub Life Limit
Aircraft: Embraer EMB-314 19,589 hours
Engine: Pratt & Whitney - PT6A-68C
Propeller: HC-B5MA-2/M9128NS(K)
Aircraft: TAI Hürkuş-(A,B) 19,589 hours
Engine: Pratt & Whitney-PT6A-68T rated at
1600 HP at 2000 RPM
Propeller: HC-B5MA-2A/M9128NSA(K)

F. The following list specifies life limits for clamps only. Clamp
assemblies listed are life limited only on the specified
applications.
(1) Propeller Models on FAA Type Certified Aircraft
NONE
(2) Propeller Models on Aircraft without FAA Type Certificate
Aircraft/Engine/Propeller Clamp Life Limit
Aircraft: Embraer EMB-314 19,589 hours
Engine: Pratt & Whitney - PT6A-68C
Propeller: HC-B5MA-2/M9128NS(K)
Aircraft: TAI Hürkuş-(A,B) 19,589 hours
Engine: Pratt & Whitney-PT6A-68T rated at
1600 HP at 2000 RPM
Propeller: HC-B5MA-2A/M9128NSA(K)

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification Office,

ACE-115C
Federal Aviation Administration

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G. The following list specifies life limits for pitch change rod
part number C-1169-1 only. Pitch change rods listed are life
limited only on the specified applications.
(1) Propeller Models on FAA Type Certified Aircraft

Aircraft/Engine/Propeller Pitch Change

Rod Life Limit
Aircraft: Air Tractor AT-802(A) 6,026 hours
Engine: Honeywell - TPE331-14GR( )
Propeller: HC-B5MA-5H/M11693NS

(2) Propeller Models on Aircraft without FAA Type Certificate

Aircraft/Engine/Propeller Pitch Change

Rod Life Limit
Aircraft: Marsh/Grumman S2 6,026 hours
Engine: Honeywell - TPE331-14( )
Propeller: HC-B5MP-5/M11276(N)S(K)
Aircraft: Marsh/Grumman S2F3 6,026 hours
Engine: Honeywell - TPE331-14( )
Propeller: HC-B5MA-5H/M11692NS(K)

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification Office,

ACE-115C
Federal Aviation Administration

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H. The following list specifies life limits for pitch change rod
part number C-1169-2 only. Pitch change rods listed are life
limited only on the specified applications.
(1) Propeller Models on FAA Type Certified Aircraft
NONE
(2) Propeller Models on Aircraft without FAA Type Certificate

Aircraft/Engine/Propeller Pitch Change

Rod Life Limit
Aircraft: Antonov AN-38-100 12,053 hours
Engine: Honeywell - TPE331-14( )
Propeller: HC-B5MA-5A/M11276N(C)K-3

2. Periodic Inspections
A. The HC-B3TN-3UL/LT10173N-21R propeller installed on
Advanced Aerodynamics & Structures model 450 “Jetcruzer”
is required to have repetitive blade inspection for erosion
and/or corrosion at intervals not to exceed 24 months or
600 hours of operation, whichever occurs first. Inspection
methods and procedures are described in Hartzell Service
Bulletin HC-SB-61-181A.

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification Office,

ACE-115C
Federal Aviation Administration

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I. The following list specifies life limits for pitch change rod
part number B-4026-1 only. Pitch change rods listed are
life limited only on the specified applications.
(1) Propeller Models on Aircraft without FAA Type Certificate

Aircraft/Engine/Propeller Pitch Change

Rod Life Limit
Aircraft: Antonov AN-2 42,423 hours
Engine: Pratt and Whitney - PT6A-67B
Propeller: HC-B5MA-3DA/M11691NS

FAA APPROVED

by: ______________________________ date: ____________

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/Inside Cover Cover and Inside Cover Rev. 21 Dec/23
Message 1 thru 4 Rev. 20 Aug/23
Revision Highlights 1 thru 4 Rev. 21 Dec/23
Record of Revisions 1 thru 2 Rev. 20 Aug/23
Record of Temporary Revisions 1 thru 2 Rev. 20 Aug/23
Service Documents List 1 thru 2 Rev. 20 Aug/23
Airworthiness Limitations 1 thru 10 Rev. 20 Aug/23
List of Effective Pages 1 thru 2 Rev. 21 Dec/23
Table of Contents 1 thru 2 Rev. 20 Aug/23
Introduction 1-1 Rev. 20 Aug/23
1-2 Rev. 21 Dec/23
1-3 thru 1-4 Rev. 20 Aug/23
1-5 Rev. 21 Dec/23
1-6 thru 1-16 Rev. 20 Aug/23
1-17 thru 1-32 Rev. 21 Dec/23
Description and Operation 2-1 thru 2-34 Rev. 20 Aug/23
Installation and Removal 3-1 Rev. 20 Aug/23
3-2 Rev. 21 Dec/23
3-2.1 thru 3-2.2 Rev. 20 Aug/23
3-3 thru 3-4 Rev. 21 Dec/23
3-5 thru 3-6 Rev. 20 Aug/23
3-7 Rev. 21 Dec/23
3-8 Rev. 20 Aug/23
3-9 thru 3-31 Rev. 21 Dec/23
3-32 Rev. 20 Aug/23
3-33 thru 3-43 Rev. 21 Dec/23
3-44 thru 3-47 Rev. 20 Aug/23
3-48 Rev. 21 Dec/23
3-49 thru 3-50 Rev. 20 Aug/23
3-51 thru 3-68 Rev. 21 Dec/23
Testing and Troubleshooting 4-1 thru 4-10 Rev. 20 Aug/23

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date

Inspection and Check 5-1 Rev. 21 Dec/23

5-2 Rev. 20 Aug/23
5-3 Rev. 21 Dec/23
5-4 thru 5-5 Rev. 20 Aug/23
5-6 thru 5-7 Rev. 21 Dec/23
5-8 thru 5-21 Rev. 20 Aug/23
5-22 thru 5-24 Rev. 21 Dec/23
5-25 thru 5-31 Rev. 20 Aug/23
5-32 Rev. 21 Dec/23
5-33 thru 5-34 Rev. 20 Aug/23
Maintenance Practices 6-1 thru 6-17 Rev. 20 Aug/23
6-18 thru 6-20 Rev. 21 Dec/23
6-21 Rev. 20 Aug/23
6-22 Rev. 21 Dec/23
6-23 thru 6-32 Rev. 20 Aug/23
Anti-ice and De-ice Systems 7-1 thru 7-6 Rev. 20 Aug/23
Records 8-1 thru 8-4 Rev. 20 Aug/23

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TABLE OF CONTENTS

MESSAGE......................................................................................... 1
REVISION HIGHLIGHTS................................................................. 1
RECORD OF REVISIONS............................................................... 1
RECORD OF TEMPORARY REVISIONS...................................... 1
SERVICE DOCUMENT 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 CHECKS........................................................5-1
MAINTENANCE PRACTICES......................................................6-1
ANTI-ICE AND DE-ICE SYSTEMS...............................................7-1
RECORDS......................................................................................8-1

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INTRODUCTION - CONTENTS

1. General.......................................................................................1-3
A. Statement of Purpose.............................................................1-3
B. Maintenance Practices...........................................................1-3
2. Airframe or Engine Modifications................................................1-5
A. Propeller Stress Levels...........................................................1-5
B. Engine Modifications...............................................................1-6
3. Restrictions and Placards...........................................................1-6
A. Important Information..............................................................1-6
4. Reference Publications...............................................................1-7
A. Hartzell Propeller Inc. Publications.........................................1-7
B. Vendor Publications................................................................1-8
5. Personnel Requirements.............................................................1-8
A. Service and Maintenance Procedures in this Manual.............1-8
6. Special Tooling and Consumable Materials................................1-9
A. Special Tooling........................................................................1-9
B. Consumable Materials............................................................1-9
7. Safe Handling of Paints and Consumable Materials...................1-9
A. Instructions for Use.................................................................1-9
8. Calendar Limits and Long Term Storage...................................1-10
A. Calendar Limits.....................................................................1-10
B. Long Term Storage...............................................................1-10
9. Component Life and Overhaul.................................................. 1-11
A. Component Life.................................................................... 1-11
B. Overhaul...............................................................................1-12
10.Damage/Repair Types..............................................................1-13
A. Airworthy/Unairworthy Damage............................................1-13
B. Minor/Major Repair...............................................................1-14
11.Propeller Critical Parts..............................................................1-15
A. Propeller Critical Parts..........................................................1-15

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INTRODUCTION - CONTENTS, CONTINUED

12.Warranty Service......................................................................1-15
A. Warranty Claims...................................................................1-15
13.Hartzell Propeller Inc. Contact Information...............................1-16
A. Product Support Department................................................1-16
B. Technical Publications Department.......................................1-16
C. Recommended Facilities......................................................1-17
14.”Video” Icon/QR Code..............................................................1-18
15.Definitions.................................................................................1-19
16.Abbreviations............................................................................1-30

LIST OF FIGURES
“Video” Icon/QR Code.......................................Figure 1...............1-18

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1. General (Rev. 1)
A. Statement of Purpose
(1) This manual has been reviewed and accepted by the
FAA. Additionally, the Airworthiness Limitations section of
this manual has been approved by the FAA.
CAUTION: KEEP THIS MANUAL WITH THE
PROPELLER OR WITH THE AIRCRAFT
ON WHICH IT IS INSTALLED, AT ALL
TIMES. THE LOGBOOK RECORD WITHIN
THIS MANUAL MUST BE MAINTAINED,
RETAINED CONCURRENTLY, AND
BECOME A PART OF THE AIRCRAFT
AND ENGINE SERVICE RECORDS.
(2) The information in this manual can be used by qualified
personnel to install, operate, and maintain the applicable
Hartzell propeller assemblies.
(a) Additional manuals are available that include overhaul
procedures and specifications for the propeller.
(3) This manual may include multiple design types.
(a) Parentheses shown in the propeller model
designations in this or other Hartzell Propeller Inc.
publications indicate letter(s) and/or number(s) that
may or may not be present because of different
configurations permitted on the various aircraft
installations.
1 Refer to the Description and Operation chapter
of this manual for propeller and blade model
designation information.
(4) Where possible, this manual is written in the format
specified by ATA iSpec 2200.
B. Maintenance Practices
(1) The propeller and its components are highly vulnerable to
damage while they are removed from the engine. Properly
protect all components until they are reinstalled on the
engine.
(2) Never attempt to move the aircraft by pulling on the
propeller.

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(3) Avoid the use of blade paddles. If blade paddles must

be used, use at least two paddles. Do not put the blade
paddle in the area of the de-ice or anti-icing boot when
applying torque to a blade assembly. Put the blade
paddle in the thickest area of the blade, just outside of
the de-ice or anti-icing boot. Use one blade paddle per
blade.
(4) Use only the approved consumables, e.g., cleaning
agents, lubricants, etc.
(5) Observe applicable torque values during maintenance.
(6) Before installing the propeller on the engine, the
propeller must be statically balanced. New propellers are
statically balanced at Hartzell Propeller Inc. Overhauled
propellers must be statically balanced by a certified
propeller repair station with the appropriate rating before
return to service.
(a) Dynamic balance is recommended, but may be
accomplished at the discretion of the operator,
unless specifically required by the airframe or engine
manufacturer.
1 Perform dynamic balancing in accordance
with the Maintenance Practices chapter of this
manual.
2 Additional procedures may be found in the
aircraft maintenance manual.
(7) As necessary, use a soft, non-graphite pencil or crayon
to make identifying marks on components.
(8) As applicable, follow military standard NASM33540
for safety wire, safety cable, and cotter pin general
practices. Use 0.032 inch (0.81 mm) diameter stainless
steel safety wire unless otherwise indicated.
(9) The information in this manual revision supersedes data
in all previously published revisions of this manual.
(10)The airframe manufacturer’s manuals should be used in
addition to the information in this manual due to possible
special requirements for specific aircraft applications.

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(11) If the propeller is equipped with an ice protection system

that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for
the components can be found in Hartzell Propeller Inc.
Ice Protection System Manual 180 (30-61-80).
(12)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(13)Approved corrosion protection followed by approved
paint must be applied to all aluminum blades.
(a) For information about the application of corrosion
protection and paint, refer to the Maintenance
Practices chapter of this manual. Operation of
blades without the specified coatings and finishes,
i.e., “polished blades”, is not permitted.
2. Airframe or Engine Modifications (Rev. 2)
A. Propeller Stress Levels
(1) Propellers are approved vibration wise 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 which can affect propeller stress include,
but are not limited to: aerodynamic changes ahead of
or behind the propeller, realignment of the thrust axis,
increasing or decreasing airspeed limits, increasing
or decreasing weight limits (less significant on piston
engines), and the addition of approved flight maneuvers
(utility and aerobatic).

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B. Engine Modifications
(1) Engine modifications can affect the propeller. The two
primary categories of engine modifications are those
that affect structure and those which affect power.
An example of a structural engine modification is the
alteration of the crankshaft or damper of a piston engine.
Any change to the weight, stiffness, or tuning of rotating
components could result in a potentially dangerous
resonant condition that is not detectable by the pilot.
Most common engine modifications affect the power
during some phase of operation. Some increase the
maximum power output, while others improve the power
available during hot and high operation (flat rating) or at
off-peak conditions.
(a) Examples of turbine engine modifications include,
but are not limited to: changes to the compressor,
power turbine or hot section of a turboprop engine.
(b) Examples of reciprocating engine modifications
include, but are not limited to: the addition or
alteration of a turbocharger or turbonormalizer,
increased compression ratio, increased RPM,
altered ignition timing, electronic ignition, full
authority digital electronic controls (FADEC), or
tuned induction or exhaust.
(2) All such modifications must be reviewed and approved
by the propeller manufacturer prior to obtaining approval
on the aircraft.
3. Restrictions and Placards (Rev. 1)
A. Important Information
(1) The propellers covered by this manual may have
a restricted operating range that requires a cockpit
placard.
(a) The restrictions, if present, will vary depending on
the propeller, blade, engine, and/or aircraft model.
(b) Review the propeller and aircraft type certificate data
sheet (TCDS), Pilot Operating Handbook (POH),
and any applicable Airworthiness Directives for
specific information.

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

Manual No. Available at Hartzell Propeller Inc.

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

n/a Yes Active Hartzell Propeller

Inc. Service Bulletins,
Service Letters, Service
Instructions, and Service
Advisories

Manual 118F - Three and Four-Blade

(61-10-18) Steel Hub Turbine
Propeller Maintenance
Manual

Manual 127 Yes Metal Spinner

(61-16-27) Maintenance Manual

Manual 132A - Five-Blade Steel

(61-10-32) Hub Turbine Engine
Propeller Overhaul and
Maintenance Manual

Manual 133C - Aluminum Blade Overhaul

(61-13-33) Manual

Manual 148 Yes Composite Spinner

(61-16-48) Maintenance Manual

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Manual No. Available at Hartzell Propeller Inc.

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

Manual 159 Yes Application Guide

(61-02-59)

Manual 165A Yes Illustrated Tool and

(61-00-65) Equipment Manual

Manual 180 Yes Propeller Ice Protection

(30-61-80) System Manual

Manual 202A Vol. 7, Yes Standard Practices

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

B. Vendor Publications
None.
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.

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

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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.
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.

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(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.
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.

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(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.
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).

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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. 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 above telephone
numbers.
(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 email 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.
B. Technical Publications Department
(1) For Hartzell Propeller Inc. service literature and
revisions, contact:
Hartzell Propeller Inc. Telephone: 937.778.4200
Attn: Technical Fax: 937.778.4215
Publications Department E-mail: manuals@hartzellprop.com
One Propeller Place
Piqua, Ohio 45356-2634 U.S.A.

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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. “Video” Icon/QR Code

A. Instructions for Use
(1) The “Video” icon/QR code (refer to Figure 1) that
appears in this manual allows you to access a video or
animated demonstration of the applicable procedure.
CAUTION: THESE VIDEOS/ANIMATIONS ARE
INTENDED TO SUPPLEMENT THE
APPLICABLE INSTRUCTIONS.
THEY SHOULD NOT BE USED
WITHOUT FIRST READING AND
UNDERSTANDING THE LATEST
REVISION OF THE PROCEDURE
AND ANY APPLICABLE WARNINGS/
CAUTIONS.
(2) To access the video/animated demonstration:
(a) If viewing the document file digitally:
1 Click on the QR code
(b) From a printed copy of the page:
1 Scan the QR code from any mobile device
equipped with a QR reader application.

VIDEO
10

20
TE153

30

40
TPI-MB-0602

"Video" Icon/QR Code

Figure 1

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15. 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 Experimental Intended for aircraft/propeller
applications 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 Rolling A process that provides improved
strength 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 (Aluminum) The chemical or electrochemical attack
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
(Aluminum) that 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

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Term Definition
Dent The permanent deflection of the cross
section that is visible on both sides with
no visible change in cross sectional
thickness
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

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Term Definition
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
Gouge Surface area where material has been
removed
Hazardous Propeller The hazardous propeller effects are
Effect defined in Title 14 CFR
section 35.15(g)(1)
Horizontal Balance Balance between the blade tip and the
center of the hub
Impact Damage Damage that occurs when the propeller
blade or hub assembly strikes, or is
struck by, an object while in flight or on
the ground
Inboard Toward the butt of the blade
Intergranular Corrosion Corrosion that attacks along the grain
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

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Term Definition
Major Propeller Effect The major propeller effects are defined
in Title 14 CFR section 35.15(g)(2)
Minor Deformation Deformed material not associated with a
crack or missing material
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 Certified Intended for non-aircraft application,
such as 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,
Experimental such as 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

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Term Definition
Overhaul The periodic disassembly, inspection,
repair, refinish, and reassembly of
a propeller assembly to maintain
airworthiness
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 Parts A part on the propeller whose primary
failure can result in a hazardous
propeller effect, as determined by the
safety analysis required by Title 14 CFR
section 35.15

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Term Definition
Reference Blade Radius Refers to the propeller reference blade
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
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"

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139

Term Definition
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
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 Material A composite material in which the fibers
are substantially oriented in the same
direction
Variable Force A force that may be applied or removed
during propeller operation

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Term Definition
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
(aluminum blade) low material displacement
Wrinkle Overlap or fold within the material
(composite blade)

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139

16. 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

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Abbreviation Term
MPI Major Periodic Inspection (Overhaul)

MS Military Standard

MSDS Material Safety Data Sheet

N Newtons
N/A Not Applicable
NAS National Aerospace Standards
NASM National Aerospace Standards, Military
NDT Nondestructive Testing
NIST National Institute of Standards and Technology
N•m Newton-Meters
OD Outside Diameter
OPT Optional
PC Production Certificate
PCP Propeller Critical Part
PLC Programmable Logic Controller

PMB Plastic Media Blasting (Cleaning)

POH Pilot’s Operating Handbook

PSI Pounds per Square Inch

RF Reference

RPM Revolutions per Minute

SAE Society of Automotive Engineers
STC Supplemental Type Certificate
TBO Time Between Overhaul

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139

Abbreviation Term
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.......................................2-4

A. Feathering Propellers HC-B(3,5)( )( )-2( )..............................2-4
B. Feathering and Reversing Propellers
HC-B(3,4,5)( )( )-3( ) Series (External Beta System).............2-7
C. Feathering and Reversing Propellers
HC-B(3,4,5)( )( )-5( ) Series (Internal Beta System)............2-14
D. Feathering and Reversing Propellers
HC-( )3( )( )-7( ) Series (Beta Valve System).......................2-20
E. Propeller Model Designation................................................2-22
2. Propeller Blades........................................................................2-26
A. Description of Aluminum Blades..........................................2-26
B. Blade Model Designation.....................................................2-26
3. Governors.................................................................................2-29
A. Theory of Operation.............................................................2-29
B. Governor Model Designation...............................................2-32
4. Propeller Ice Protection Systems..............................................2-33
A. System Description..............................................................2-33

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LIST OF FIGURES

HC-B(3,5)( )( )-2( ) Propeller Assembly........... Figure 2-1...............2-3

Steel Hub Unit................................................. Figure 2-2...............2-4
HC-B(3,4,5)( )( )-3( ) Propeller Assembly........ Figure 2-3...............2-6
Start Lock Unit on HC-B(3,4,5)( )( )-3( )
Propeller Assembly................................... Figure 2-4.............2-10
HC-B(3,4)( )( )-5( ) Propeller Assembly with
One-piece Spinner Mounting Plate
(Superseded Configuration)...................... Figure 2-5............. 2-11
HC-B3( )( )-5( ) Propeller Assembly with
Two-piece Spinner Mounting Plate
(New Configuration).................................. Figure 2-6.............2-12
HC-B(4,5)( )( )-5( ) Propeller Assembly with
Two-piece Spinner Mounting Plate
(New Configuration).................................. Figure 2-7.............2-13
HC-A3VF-7( ) Propeller Assembly................... Figure 2-8.............2-18
HC-A3MVF-7( ) and HC-B3TF-7( )
Propeller Assembly................................... Figure 2-9.............2-19
Governor in Onspeed Condition..................... Figure 2-10............2-28
Governor in Underspeed Condition................ Figure 2-11............2-28
Governor in Overspeed Condition.................. Figure 2-12............2-28
Feathering Governor...................................... Figure 2-13............2-30
Synchronizer/Synchrophaser Governor......... Figure 2-14............2-31

LIST OF TABLES

Propeller Model Designations.......................... Table 2-1..............2-23

Aluminum Blade Model Designations............... Table 2-2..............2-27
Governor Model Designations.......................... Table 2-3..............2-32

Page 2-2
DESCRIPTION AND OPERATION 61-00-39 Rev. 20 Aug/23
 Note: This picture depicts two
BLADE PILOT TUBE
different spinner assemblies.

RETENTION BEARING

HUB CYLINDER

SPRING

MOUNTING WASHER
FEATHERING
STOP SCREW

MOUNTING BOLT
139

DESCRIPTION AND OPERATION

Figure 2-1
SPINNER DOME

PISTON
PISTON NUT

61-00-39
LINK ARM

HC-B(3,5)( )( )-2( ) Propeller Assembly

GREASE FITTING COUNTERWEIGHT
HARTZELL PROPELLER OWNER’S MANUAL

BLADE CLAMP

SPINNER BULKHEAD

W10072

Rev. 20 Aug/23
Page 2-3
 HARTZELL PROPELLER OWNER’S MANUAL
139

1. Description of Propellers and Systems

A. Feathering Propellers HC-B(3,5)( )( )-2( )
Refer to Figure 2-1. The propellers described in this section
are constant speed, feathering, and non-reversing. They use
a single oil supply from a governing device to hydraulically
actuate a change in blade angle. The propellers can have
three or five blades, and they are used primarily on Pratt and
Whitney turbine engines.
Propeller blades and bearing assemblies are mounted on the
arms of a steel hub unit (Figure 2-2) and are held in place by
two-piece blade clamps. A cylinder is threaded onto the hub,
and a feathering spring assembly is installed in the cylinder.
A piston is placed over the cylinder and is connected by a
link arm to each blade clamp. Propeller blade angle change
is accomplished through the linear motion of the hydraulically
actuated piston that is transmitted to each blade through the
link arms and blade clamps.

APS2063

Steel Hub Unit

Figure 2-2

Page 2-4
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 HARTZELL PROPELLER OWNER’S MANUAL
139

While the propeller is operating, the following forces are

constantly present: 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade, and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle,
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is usually very small in relation to the other
forces and can attempt to increase or decrease blade angle.
The summation of the propeller forces is toward higher
pitch (low RPM) and is opposed by a variable force toward
lower pitch (high RPM). The variable force is oil under
pressure from a governor with an internal pump, which
is mounted on and driven by the engine. The oil from the
governor is supplied to the propeller and hydraulic piston
through a hollow engine shaft. Increasing the volume of oil
within the piston and cylinder will decrease the blade angle
and increase propeller RPM. Decreasing the volume of oil
will increase blade angle and decrease propeller RPM. By
changing the blade angle, the governor can vary the load on
the engine and maintain constant engine RPM (within limits),
independent of where the power lever is set. The governor
uses engine speed sensing mechanisms that allow it to
supply or drain oil as necessary to maintain constant engine
speed (RPM).
If governor supplied oil is lost during operation, the propeller
will increase pitch and feather. Feathering occurs because
the summation of internal propeller forces causes the oil to
drain out of the propeller until the feather stop position is
reached.
Normal in-flight unfeathering is accomplished when the pilot
positions the propeller condition lever into the normal flight
(governing) range and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller, and the
blade angle decreases.

Page 2-5
DESCRIPTION AND OPERATION 61-00-39 Rev. 20 Aug/23
 BLADE
PILOT TUBE
SPINNER BULKHEAD

RETENTION BEARING
HUB

CYLINDER
MOUNTING WASHER

MOUNTING BOLT SPRING

FEATHERING
STOP SCREW

CARBON BLOCK
ASSEMBLY
139

DESCRIPTION AND OPERATION

Figure 2-3
SPINNER DOME
BETA RING

PISTON NUT
PISTON

61-00-39
GREASE FITTING

HC-B(3,4,5)( )( )-3( ) Propeller Assembly

ROD END RING
HARTZELL PROPELLER OWNER’S MANUAL

LINK ARM
BETA ROD UNIT

BLADE CLAMP
COUNTERWEIGHT

W10075

Rev. 20 Aug/23
Page 2-6
 HARTZELL PROPELLER OWNER’S MANUAL
139

B. Feathering and Reversing Propellers

HC-B(3,4,5)( )( )-3( ) Series (External Beta System)
Refer to Figure 2-3. The propellers described in this section
are constant speed, feathering and reversing. They use a
single oil supply from a governing device to hydraulically
actuate a change in blade angle. The propellers can have
three, four, or five blades, and they are used primarily on
Pratt and Whitney and Walter turbine engines.
Propeller blades and bearing assemblies are mounted on the
arms of a steel hub unit (Figure 2-2) and are held in place by
two-piece blade clamps. A cylinder is threaded onto the hub,
and a feathering spring assembly is installed in the cylinder.
A piston is placed over the cylinder and is connected by a
link arm to each blade clamp. Propeller blade angle change
is accomplished through the linear motion of the hydraulically
actuated piston that is transmitted to each blade through the
link arms and blade clamps.
While the propeller is operating, the following forces are
constantly present: 1) spring force, 2) counterweight
force, 3) centrifugal twisting moment of each blade, and
4) blade aerodynamic twisting forces. The spring and
counterweight forces attempt to rotate the blades to higher
blade angle, while the centrifugal twisting moment of each
blade is generally acting toward lower blade angle. Blade
aerodynamic twisting force is usually very small in relation
to the other forces and can attempt to increase or decrease
blade angle.

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139

The summation of the propeller forces is toward higher

pitch (low RPM) and is opposed by a variable force toward
lower pitch (high RPM). The variable force is oil under
pressure from a governor with an internal pump, which
is mounted on and driven by the engine. The oil from the
governor is supplied to the propeller and hydraulic piston
through a hollow engine shaft. Increasing the volume of oil
within the piston and cylinder will decrease the blade angle
and increase propeller RPM. Decreasing the volume of oil
will increase blade angle and decrease propeller RPM. By
changing the blade angle, the governor can vary the load on
the engine and maintain constant engine RPM (within limits),
independent of where the power lever is set. The governor
uses engine speed sensing mechanisms that allow it to
supply or drain oil as necessary to maintain constant engine
speed (RPM).
If governor supplied oil is lost during operation, the propeller
will increase pitch and feather. Feathering occurs because
the summation of internal propeller forces causes the oil to
drain out of the propeller until the feather stop position is
reached.
Normal in-flight feathering is accomplished when the pilot
retards the propeller condition lever past the feather detent.
This allows control oil to drain from the propeller and
return to the engine sump. Engine shutdown is normally
accomplished during the feathering process.
Normal in-flight unfeathering is accomplished when the pilot
positions the propeller condition lever into the normal flight
(governing) range and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller, and the
blade angle decreases.

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139

In reverse mode of operation, the governor operates in

an underspeed condition to act strictly as a source of
pressurized oil, without attempting to control RPM. Control of
the propeller blade angle in reverse is accomplished through
the beta valve.
NOTE: The beta valve is normally built into the base of the
governor.
The propeller is reversed by manually repositioning the
cockpit-control to cause the beta valve to supply oil from
the governor pump to the propeller. An external propeller
feedback mechanism, which include a beta ring and carbon
block assembly, communicate propeller blade angle position
to the beta valve.
When the propeller reaches the desired reverse position,
movement of the beta ring and carbon block assembly,
initiated by the propeller piston, causes the beta valve
to shut off the flow of oil to the propeller. Any additional
unwanted movement of the propeller toward reverse, or any
movement of the manually positioned beta valve control
toward high pitch position will cause the beta valve to drain
oil from the propeller to increase pitch.
With some applications, it is undesirable to feather the
propeller when the engine is stopped after landing the
aircraft.
To prevent feathering during normal engine shutdown, the
propeller incorporates spring-energized latch pins called
start lock units (Figure 2-4). These units are installed either
on a two-piece spinner mounting plate or on the spinner
bulkhead, which is bolted to the propeller hub flange. If
propeller rotation is approximately 800 RPM or above,
the start lock units are disengaged from the blade clamp
mounted plates by centrifugal force acting on the latch pins
to compress the springs (within the units). When the RPM
drops below 800, the springs overcome the centrifugal force
and move the latch pins to engage the clamp-mounted plate,
preventing blade angle movement to feather.

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139

Shortly after engine start-up, with the propeller RPM above

800, the latch pins in the start lock units will still retain the
blade angle. To release the latch pins, it is necessary to
manually actuate the propeller slightly toward reverse. This
will move the clamp-mounted plate, allowing the latch pins to
slide freely. Centrifugal force will compress the springs and
disengage the pins from the plate.

START LOCK UNIT

W10076

Start Lock Unit on HC-B(3,4,5)( )( )-3( ) Propeller Assembly

Figure 2-4

Page 2-10
DESCRIPTION AND OPERATION 61-00-39 Rev. 20 Aug/23
 BLADE PILOT TUBE

RETENTION BEARING
HUB

CYLINDER

SPRING
START LOCK UNIT FEATHERING
STOP SCREW

MOUNTING WASHER
SPINNER DOME

MOUNTING BOLT
139

DESCRIPTION AND OPERATION

Figure 2-5
SPINNER MOUNTING
PLATE PITCH
CHANGE ROD

BETA VALVE TUBE

(SUPPLIED WITH ENGINE)
GREASE FITTING

61-00-39
HC-B(3,4)( )( )-5( ) Propeller Assembly
PISTON

with One-piece Spinner Mounting Plate

HARTZELL PROPELLER OWNER’S MANUAL

LINK ARM PISTON NUT

SPINNER
BULKHEAD COUNTERWEIGHT

BLADE CLAMP

W10074

Rev. 20 Aug/23
Page 2-11
 Note: This illustration depicts two
BLADE PILOT TUBE
different spinner assemblies.
SPINNER BULKHEAD RETENTION BEARING

CYLINDER
HUB

SPRING
FEATHERING
MOUNTING WASHER STOP SCREW

MOUNTING BOLT
SPINNER
SPINNER MOUNTING DOME
PLATE
139

DESCRIPTION AND OPERATION

Figure 2-6
COUNTERWEIGHT PITCH CHANGE ROD

BETA VALVE TUBE

GREASE FITTING
(SUPPLIED WITH ENGINE)

HC-B3( )( )-5( ) Propeller Assembly

61-00-39
with Two-piece Spinner Mounting Plate
PISTON NUT
HARTZELL PROPELLER OWNER’S MANUAL

PISTON
LINK ARM

BLADE CLAMP GUIDE COLLAR

START LOCK UNIT

W10073

Rev. 20 Aug/23
Page 2-12
 BLADE PILOT TUBE

RETENTION BEARING
HUB

CYLINDER

SPRING
START LOCK UNIT
FEATHERING
STOP SCREW

MOUNTING WASHER

SPINNER DOME
MOUNTING BOLT
139

DESCRIPTION AND OPERATION

Figure 2-7
SPINNER MOUNTING PITCH CHANGE ROD
PLATE

GREASE FITTING BETA VALVE TUBE

(SUPPLIED WITH ENGINE)

61-00-39
PISTON

HC-B(4,5)( )( )-5( ) Propeller Assembly

with Two-piece Spinner Mounting Plate
LINK ARM PISTON NUT
HARTZELL PROPELLER OWNER’S MANUAL

SPINNER BULKHEAD
BLADE CLAMP COUNTERWEIGHT

BLADE CLAMP

W10100

Rev. 20 Aug/23
Page 2-13
 HARTZELL PROPELLER OWNER’S MANUAL
139

C. Feathering and Reversing Propellers

HC-B(3,4,5)( )( )-5( ) Series (Internal Beta System)
Refer to Figures 2-5 through 2-7. The propellers described
in this section are constant speed, feathering and reversing.
They use a single oil supply from a governing device to
hydraulically actuate a change in blade angle. The propellers
can have three, four, or five blades, and are used primarily
on Garrett (Allied Signal) turbine engines.
Propeller blades and bearing assemblies are mounted on the
arms of a steel hub unit (Figure 2-2) and are held in place by
two-piece blade clamps. A cylinder is threaded onto the hub,
and a feathering spring assembly is installed in the cylinder.
A piston is placed over the cylinder and is connected by a
link arm to each blade clamp. Propeller blade angle change
is accomplished through the linear motion of the hydraulically
actuated piston that is transmitted to each blade through the
link arms and blade clamps.
While the propeller is operating, the following forces are
constantly present: 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade, and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle,
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is usually very small in relation to the other
forces and can attempt to increase or decrease blade angle.

Page 2-14
DESCRIPTION AND OPERATION 61-00-39 Rev. 20 Aug/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

The summation of the propeller forces is toward higher

pitch (low RPM) and is opposed by a variable force toward
lower pitch (high RPM). The variable force is oil under
pressure from a governor with an internal pump, which
is mounted on and driven by the engine. The oil from the
governor is supplied to the propeller and hydraulic piston
through a hollow engine shaft. Increasing the volume of oil
within the piston and cylinder will decrease the blade angle
and increase propeller RPM. Decreasing the volume of oil
will increase blade angle and decrease propeller RPM. By
changing the blade angle, the governor can vary the load on
the engine and maintain constant engine RPM (within limits),
independent of where the power lever is set. The governor
uses engine speed sensing mechanisms that allow it to
supply or drain oil as necessary to maintain constant engine
speed (RPM).
If governor supplied oil is lost during operation, the propeller
will increase pitch and feather. Feathering occurs because
the summation of internal propeller forces causes the oil to
drain out of the propeller until the feather stop position is
reached.
Normal in-flight feathering is accomplished when the pilot
places the propeller condition lever into feather position. This
allows control oil to drain from the propeller and return to the
engine sump. Engine shutdown is normally accomplished
during the feathering process.
Normal in-flight unfeathering is accomplished when the pilot
positions the propeller condition lever into the normal flight
(governing) range, activates the auxiliary pump to decrease
blade pitch, and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller, and the
blade angle decreases until it reaches an onspeed condition.

Page 2-15
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139

In reverse mode of operation, the governor operates in

an underspeed condition to act strictly as a source of
pressurized oil, without attempting to control RPM. Control of
the propeller blade angle in reverse is accomplished through
the beta valve.
NOTE: The beta valve is normally located on the side of
the gearbox opposite the propeller.
The propeller is reversed by manually repositioning the
power lever within the beta range to cause the beta valve to
supply oil from the governor pump to the propeller. A beta
rod inserted into the front of the propeller communicates
propeller blade angle position to the beta valve. When the
propeller reaches the desired reverse position, movement of
the beta rod causes the beta valve to shut off the flow of oil
to the propeller. Any additional unwanted movement of the
propeller toward reverse, or any movement of the manually
positioned beta valve control toward high pitch position
will cause the beta valve to drain oil from the propeller to
increase pitch.
It is undesirable to feather the propeller when the engine
is stopped after landing the aircraft. This propeller type is
normally installed on a fixed shaft engine that causes the
propeller to rotate during an engine start process. If the
propeller is in feather position, an overload on the electric
engine starter will occur.
To prevent feathering during normal engine shutdown, the
propeller incorporates spring-energized latch pins called
start lock units. These units are installed either on a two-
piece spinner mounting plate or on the spinner bulkhead,
which is bolted to the propeller hub flange. If propeller
rotation is approximately 800 RPM or above, the start lock
units are disengaged from the blade clamp mounted plates
by centrifugal force acting on the latch pins to compress the
springs (within the units). When the RPM drops below 800,
the springs overcome the centrifugal force and move the
latch pins to engage the clamp-mounted plate, preventing
blade angle movement to feather.

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CAUTION: RELEASING THE START LOCKS AT

SIGNIFICANTLY HIGHER THAN 800
RPM OR AT HIGH RPM CAN CAUSE
DAMAGE TO THE START LOCKS.
Shortly after engine start-up, with the propeller RPM above
800, the latch pins in the start lock units will still retain the
blade angle. To release the latch pins, it is necessary to
manually actuate the propeller slightly toward reverse. This
will move the clamp-mounted plate, allowing the latch pins to
slide freely. Centrifugal force will compress the springs and
disengage the pins from the plate.
Hartzell Propeller Inc. -5 series propellers incorporated
various start lock unit configurations.
(1) Certain three-bladed and four-bladed propellers
incorporate a one-piece spinner mounting plate that is
pinched between the hub and engine flanges. The start
lock units are installed on the spinner bulkhead.
NOTE: The one-piece spinner mounting plate was
superseded by a two-piece spinner mounting
plate on current production propellers.
(2) Current production of four-bladed and five-bladed
propellers incorporate a two-piece spinner mounting
plate that bolts onto the propeller hub flange. The start
lock units are installed onto the spinner mounting plate.
(3) Current production of three-bladed propellers incorporate
a two-piece spinner mounting plate that bolts onto the
propeller hub flange. The start lock units are mounted on
the guide collar.

Page 2-17
DESCRIPTION AND OPERATION 61-00-39 Rev. 20 Aug/23
 BLADE
PILOT TUBE

RETENTION BEARING
HUB

CYLINDER

SPRING
MOUNTING WASHER

MOUNTING BOLT
SPINNER DOME
139

ENGINE FLANGE

DESCRIPTION AND OPERATION

Figure 2-8
COUNTERWEIGHT
BETA VALVE

HC-A3VF-7( ) Propeller Assembly

61-00-39
SPINNER BULKHEAD
HARTZELL PROPELLER OWNER’S MANUAL

PISTON NUT
LINK ARM
PISTON
GREASE FITTING BLADE CLAMP

W10081

Rev. 20 Aug/23
Page 2-18
 BLADE PILOT TUBE

RETENTION BEARING
HUB

CYLINDER
SPRING
MOUNTING WASHER

MOUNTING BOLT SPINNER DOME

ENGINE FLANGE
139

DESCRIPTION AND OPERATION

Figure 2-9
BETA VALVE
COUNTERWEIGHT

61-00-39
PISTON NUT
SPINNER BULKHEAD
HARTZELL PROPELLER OWNER’S MANUAL

PISTON
LINK ARM

HC-A3MVF-7( ) and HC-B3TF-7( ) Propeller Assembly

GREASE FITTING BLADE CLAMP

W10082

Rev. 20 Aug/23
Page 2-19
 HARTZELL PROPELLER OWNER’S MANUAL
139

D. Feathering and Reversing Propellers

HC-( )3( )( )-7( ) Series (Beta Valve System)
Refer to Figures 2-8 and 2-9. The propellers described in
this section are constant speed, feathering and reversing.
They use a single oil supply from a governing device to
hydraulically actuate a change in blade angle. The propellers
have three blades, and are used primarily on Allison
250B17( ) series turbine engines.
Propeller blades and bearing assemblies are mounted on the
arms of a steel hub unit (Figure 2-2) and are held in place by
two-piece blade clamps. A cylinder is threaded onto the hub,
and a feathering spring assembly is installed in the cylinder.
A piston is placed over the cylinder and is connected by a
link arm to each blade clamp. Propeller blade angle change
is accomplished through the linear motion of the hydraulically
actuated piston that is transmitted to each blade through the
link arms and blade clamps.
While the propeller is operating, the following forces are
constantly present: 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade, and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle,
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is usually very small in relation to the other
forces and can attempt to increase or decrease blade angle.

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139

The summation of the propeller forces is toward higher

pitch (low RPM) and is opposed by a variable force toward
lower pitch (high RPM). The variable force is oil under
pressure from a governor with an internal pump, which
is mounted on and driven by the engine. The oil from the
governor is supplied to the propeller and hydraulic piston
through a hollow engine shaft. Increasing the volume of oil
within the piston and cylinder will decrease the blade angle
and increase propeller RPM. Decreasing the volume of oil
will increase blade angle and decrease propeller RPM. By
changing the blade angle, the governor can vary the load on
the engine and maintain constant engine RPM (within limits),
independent of where the power lever is set. The governor
uses engine speed sensing mechanisms that allow it to
supply or drain oil as necessary to maintain constant engine
speed (RPM).
If governor supplied oil is lost during operation, the propeller
will increase pitch and feather. Feathering occurs because
the summation of internal propeller forces causes the oil to
drain out of the propeller until the feather stop position is
reached.
Normal in-flight feathering is accomplished when the pilot
retards the propeller condition lever past the feather detent.
This allows control oil to drain from the propeller and
return to the engine sump. Engine shutdown is normally
accomplished during the feathering process.
Normal in-flight unfeathering is accomplished when the pilot
positions the propeller condition lever into the normal flight
(governing) range, activates the auxiliary pump to decrease
blade pitch, and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller, and the
blade angle decreases.

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139

In reverse mode of operation, the governor is reset to act as

a source of pressurized oil. Control of the propeller then is
transferred to the beta valve.
The propeller is reversed by manually repositioning the
cockpit-controlled cable to cause the beta valve to port oil
from the governor pump to the propeller.
When the propeller reaches desired reverse position,
movement of the beta feedback system will cause the
beta valve to shut off flow of oil to the propeller. Any further
unwanted movement of the propeller toward reverse or any
movement of the manually positioned cable toward high
pitch position will cause the beta valve to drain oil from the
propeller to increase pitch.
E. 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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 HARTZELL PROPELLER OWNER’S MANUAL
139

HC - B 3 T N - 3 DY
MINOR MODIFICATIONS
SEE NEXT PAGE

2 - CONSTANT SPEED, FEATHERING, PT-6

3 - CONSTANT SPEED, FEATHERING, REVERSING PT-6 &
SPECIFIC DE- LTP101 & M601; EXTERNAL BETA RING
SIGN FEATURES 5 - CONSTANT SPEED, FEATHERING, REVERSING,
INTERNAL BETA SYSTEM, START LOCKS, TPE-331
7 - CONSTANT SPEED, FEATHERING, REVERSING,
ALLISON ENGINES, INTERNAL BETA SYSTEM,
BETA VALVE C-3630( )

BOLT DOWELS NO. OF BOLTS

CIRCLE NO. DIA. OR STUDS
A 5.125 in. 2 5/8 12 (9/16")
F 4.00 in. 2 1/2 6 (1/2")
MOUNTING N 4.25 in. 2 1/2 8 (9/16")
FLANGE P 4.25 in. 4 1/2 8 (9/16")
W 4.25 in. 4 1/2 8 (9/16")*
* HC-B( )( )W-3( ) requires the use of C-7364-2 spacer.

M - TWO NEEDLE BEARINGS, C-1977 CLAMP

T - TWO NEEDLE BEARINGS, C-1301 CLAMP
BASIC SHANK
V - NEEDLE BEARING, C-3 CLAMP, DOUBLE SHOULDER RETENTION
MV - NEEDLE BEARING, D-6831( ) CLAMP,MODIFIED V SHANK, SINGLE
SHOULDER RETENTION

NO. OF BLADES 3, 4, OR 5

A - DOUBLE SHOULDER RETENTION (V SHANK)

BASIC DESIGN SINGLE SHOULDER RETENTION (MV SHANK)
B - SINGLE SHOULDER RETENTION (T and M SHANK)

HC - HARTZELL CONTROLLABLE

Propeller Model Designations

Table 2-1

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 HARTZELL PROPELLER OWNER’S MANUAL
139

HC - B 3 T N - 3 DY
MINOR MODIFICATIONS

HC-A3VF-7
A - ADDITION OF A-1869 SPACER - NONFEATHERING
B - 838-113 CLAMP ASSEMBLY, B-3663-3 SLUGS (SI 151)

HC-B3TF-7
A - 838-93 CLAMP ASSEMBLY 1835-39 SPINNER, A3491 SPINNER MOUNTING KIT
B - ADDITION OF A-1869 SPACER - NONFEATHERING
C - A-719 WASHERS
L - LEFT HAND ROTATION

HC-B3(T,W)N-2
B - NONPOLISHED SPINNER, SWEARINGEN
L - LEFT HAND ROTATION

HC-B3TN-3
A - 831-23A, -47, -46 SPRING ASSEMBLY 3 SPRINGS, OLD RODS
B - B-3475A-2 LOW STOP ROD UNIT ALTERNATE B-3475-2, B-3002-2
C - SAME AS -3B EXCEPT 831-23A,-47, -46 SPRING ASSEMBLY 3 SPRINGS NEW RODS
D - SAME AS -3C EXCEPT 831-33 SPRING ASSEMBLY
E - SAME AS -3A EXCEPT B-3475A-10 LOW STOP ROD UNIT ALTERNATE B-3475-10, B-3002-10
F - SAME AS -3E EXCEPT 838-88 CLAMP ASSEMBLY (SAME AS -3E EXCEPT COUNTERWEIGHTS)
G - SAME AS -3C EXCEPT 838-88 CLAMP ASSEMBLY (SAME AS -3C EXCEPT COUNTERWEIGHTS)
H - SAME AS -3B EXCEPT COUNTERWEIGHT SLUGS AND COUNTERWEIGHT ANGLE
K - SAME AS -3C EXCEPT EXT. FEATHER STOP (B-1368-14 PISTON)
L - LEFT HAND ROTATION
M - SAME AS -3B EXCEPT EXT. FEATHER STOP (B-1368-14 PISTON)
N - SAME AS -3G EXCEPT EXT. FEATHER STOP (B-1368-14 PISTON)
P - SAME AS -2H EXCEPT EXT. FEATHER STOP (B-1368-14 PISTON)
S - STOP MOUNTING KIT A-3432-3
Y - STOP MOUNTING KIT

HC-B5MA-3
A - SAME AS -3 EXCEPT BLADE ANGLE SETUP, BLADES AND COUNTERWEIGHTS
B - SAME AS -3 EXCEPT D-5574P SPINNER ASSEMBLY AND BLADE ANGLE SETUP
C - SAME AS -3 EXCEPT D-5497-1 SPINNER ASSEMBLY AND BLADE ANGLE SETUP
D - SAME AS -3 EXCEPT BLADE ANGLE SETUP
J - SAME AS -3B EXCEPT 838-107 CLAMP ASSEMBLY AND BLADE ANGLE SETUP
M - SAME AS -3 EXCEPT BLADE ANGLE SETUP, BLADES AND COUNTERWEIGHTS

HC-B3TN-5
C - PRP-914-21 PILOT TUBE 'O' RING, 831-30, -48, -45 SPRING ASSEMBLY
D - SAME AS -5C EXCEPT 838-71 CLAMP ASSEMBLY
E - SAME AS -5C EXCEPT 1368-12 PISTON ASSEMBLY
F - SAME AS -5D EXCEPT 1368-12 PISTON ASSEMBLY
G - SAME AS -5E EXCEPT A-3757 STOP PLATES AND 831-38, 48, -45 SPRING ASSEMBLY
K - SAME AS -5F EXCEPT 838-95 CLAMP ASSEMBLY AND NO. 831-30 SPRING ASSEMBLY
L - LEFT HAND ROTATION
M - 830-36 OR -37 STOP UNIT FOR -5C, -5E, -5G
N - 830-36 OR -37 STOP UNIT FOR -5D, -5F
P - 830-36, OR -37 STOP UNIT FOR -5K

HC-B3MN-5
L - LEFT HAND ROTATION

HC-B4MN-3
A - 838-103 CLAMP ASSEMBLY
L - LEFT HAND ROTATION

Propeller Model Designations, Continued

Table 2-1

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139

HC - B 3 T N - 3 DY
MINOR MODIFICATIONS, CONTINUED

HC-B4MN-5
A - 834-13 STOP COLLAR, A-3495 STOP PLATE, 838-97L CLAMP ASSEMBLY, 832-44L PISTON
ASSEMBLY
L - LEFT HAND ROTATION

HC-B4MP-3
A - D-4846P SPINNER ASSEMBLY. 838-109 CLAMP ASSEMBLY
B - B-3334 LOW STOP COLLAR
C - D-5519P SPINNER ASSEMBLY
L - LEFT HAND ROTATION

HC-B4TN-3
A - B-3475-3 LOW STOP ROD UNIT ALTERNATE B-3475-3, B-3002-3, B-3001-3 COLLAR,
OPTIONAL 838-89 CLAMP ASSEMBLY
B - SAME AS -3A EXCEPT B-3334 COLLAR
C - SAME AS -3A EXCEPT 838-105 CLAMP ASSEMBLY
L - LEFT HAND ROTATION

HC-B4TW-3
(NO MINOR MODIFICATIONS APPLY)

HC-B4TN-5
A - MINOR MODIFICATION
C - PRP-914-21 PILOT TUBE 'O' RING (C & subsequent)
D - SAME AS -5CL EXCEPT 838-92 CLAMP
E - SAME AS -5D EXCEPT 838-98 CLAMP & SPINNER
F - SAME AS -5C EXCEPT 830-34 STOP UNIT
G - SAME AS -5D EXCEPT A-3495 STOP PLATE, 830-34 STOP UNIT
H - SAME AS -5EL EXCEPT A-3495 STOP PLATE
J - SAME AS -5G EXCEPT 832-44 PISTON ASSEMBLY
K - SAME AS -5H EXCEPT 832-44 PISTON ASSEMBLY
L - LEFT HAND ROTATION
M - SAME AS -5J EXCEPT D-3434-7P SPINNER ASSEMBLY
N - SAME AS -5K EXCEPT BLADES AND COUNTERWEIGHT

HC-B5MP-3
A - C-3317-121 PILOT TUBE O-RING, A880-2A PISTON NUT, 831-50 SPRING ASSEMBLY,
832-39 PISTON ASSEMBLY, 834-19 GUIDE COLLAR, C-4019-1 LOW STOP COLLAR
B - SAME AS -3A EXCEPT 831-51 SPRING ASSEMBLY
C - SAME AS -3A EXCEPT 838-107 CLAMP ASSEMBLY
L - LEFT HAND ROTATION

HC-B5MA-5
A - SAME AS -5 EXCEPT BLADE ANGLE SETUP

Propeller Model Designations, Continued

Table 2-1

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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
characteristics.
(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 the applicable table for a description of the
characters used in the blade model number:
(a) Aluminum blades: Refer to Table 2-2

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139

prop model/M11276NK-3

Dash Number (or + number), diameter reduction (or increase) from basic
design. In this example, the nominal 112 inch diameter has been
reduced 3 inches = 109 inch dia. (with some exceptions)
there may be a letter following the dash number:
R - specifically rounded tip
Q - Q-tip, factory 90 degree bent tip
A - slightly thinner & narrower tip fairing
E - elliptical tip

Suffix letters:
A - blade dimensional modification from basic design
B - anti-ice boot (alcohol) or de-ice boot (wire element)
C - blade dimensional modification from basic design
D - blade dimensional modification from basic design
E - de-ice boot (foil element) or internal de-ice element (composite blade)
F - blade dimensional modification from basic design
H - hard alloy (7076)
K - de-ice boot installed (foil element, different PN from B above)
N - shank modification (pilot tube hole)
R - rounded tips
S - square tips or; shot peening of blade surface
blank - original design, no changes

The first 2 or 3 numbers indicate initial design

diameter (in inches), the last 2 numbers indicate
basic model or template (there are some exceptions
to this definition)

Prefix of up to 3 letters:
L - left hand rotation
V,MV,M,P,T - shank design

Aluminum Blade Model Designations

Table 2-2

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139

Pilot Control

Flyweights Speeder Spring

APS6149
Pilot Valve

Governor in Onspeed Condition

Figure 2-10
Pilot Control

Speeder Spring
Flyweights
APS6150

Pilot Valve

Governor in Underspeed Condition

Figure 2-11
Pilot Control

Flyweights Speeder Spring

APS6151

Pilot Valve

Governor in Overspeed Condition

Figure 2-12

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3. Governors (Rev. 2)
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 2-10. 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 2-11. 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 2-12. 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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139

(5) Feathering governors allow oil to be pushed from the

propeller to the engine drain to increase propeller pitch
to feather.
(a) Some governors will move the propeller to feather
by electrically or mechanically actuating a valve that
opens to drain the oil supply between the propeller
and governor to increase propeller pitch and allow
the propeller to feather.
(b) Figure 2-13 illustrates another feathering propeller
governor system. When it is desired to feather the
propeller, the lift rod may be moved by the cockpit
control to mechanically engage the valve. The lifted
valve dumps oil to increase propeller pitch until the
propeller feathers.

Pilot Control
Lift Rod

Speeder Spring
Flyweights

Pilot Valve
APS6152

Feathering Governor
Figure 2-13

Page 2-30
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139

(6) A synchronizing system can be employed in a

multi-engine aircraft to keep the engines operating
at the same RPM. A synchrophasing system not only
keeps the RPM of the engines consistent, but also
keeps the propeller blades in phase with each other.
Both synchronizing and synchrophasing systems serve
to reduce noise and vibration. Figure 2-14 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 2-14

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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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139

4. Propeller Ice Protection Systems (Rev. 1)

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

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(Blank Page)

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INSTALLATION AND REMOVAL - CONTENTS

1. Tools, Consumables, and Expendables......................................3-3

A. Tooling...................................................................................3-3
B. Consumables.........................................................................3-4
C. Expendables..........................................................................3-4
2. Pre-Installation............................................................................3-4
A. Inspection of Shipping Package............................................3-4
B. Uncrating...............................................................................3-5
C. Inspection after Shipment......................................................3-5
D. Reassembly of a Propeller Disassembled for Shipment........3-5
3. Propeller Mounting Hardware and Torque Information...............3-6
A. Propeller Mounting Hardware................................................3-6
B. Torque Information.................................................................3-6
4. Propeller Installation.................................................................. 3-11
A. Precautions.......................................................................... 3-11
B. Installing HC-B(3, 5)( )( )-2( ) Propeller on the
Aircraft Engine.....................................................................3-12
C. Installing HC-B(3,4,5)( )(A,N,P)-3( ) Propeller on the
Aircraft Engine.....................................................................3-16
D. Installing HC-B(3,4)( )W-3( ) Propeller on the
Aircraft Engine.....................................................................3-22
E. Installing HC-B(3,4)( )( )-5( ) Propeller, with a One-piece
Spinner Mounting Plate, on the Aircraft Engine...................3-33
F. Installing HC-B(3,4,5)( )( )-5( ) Propeller, with a Two-piece
Spinner Mounting Plate, on the Aircraft Engine...................3-37
G. Installing HC-( )3( )( )-7( ) Propeller on the
Allison Engine......................................................................3-42
5. Spinner Dome Installation.........................................................3-52
A. Installation Procedure..........................................................3-52
6. Post-Installation Checks............................................................3-53
7. Spinner Removal.......................................................................3-54

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INSTALLATION AND REMOVAL - CONTENTS, CONTINUED

8. Propeller Removal.....................................................................3-55
A. Removal of HC-B(3,5)( )( )-2( ) Propellers...........................3-55
B. Removal of HC-B(3,4,5)( )(A,N,P)-3( ) Propellers...............3-58
C. Removal of HC-B(3,4)( )W-3( ) Propellers...........................3-62
D. Removal of HC-B(3,4,5)( )( )-5( ) Propellers........................3-66
E. Removal of HC-( )3( )( )-7( ) Propellers...............................3-69
F. Removal of Beta Valve Assembly for
HC-( )3( )( )-7( ) Propellers .................................................3-73

LIST OF FIGURES

Calculating Torque When Using a

Torque Wrench Adapter............................ Figure 3-1...............3-9
Torquing Sequence for Propeller
Mounting Bolts/Nuts.................................. Figure 3-2.............3-10
Mounting Bolt and Washer.............................. Figure 3-3.............3-13
Installing Propeller on Engine Flange.............. Figure 3-4.............3-14
Beta Ring Puller.............................................. Figure 3-5.............3-18
Carbon Block and Beta Ring Clearance.......... Figure 3-6.............3-20
Carbon Block Assembly.................................. Figure 3-7.............3-20
Installing the Mounting Spacer onto the
Hub Flange............................................... Figure 3-8.............3-23
Installing the Propeller onto the
Propeller Flange........................................ Figure 3-9.............3-27
Torque Wrench Adapter Position for
W-flange Propellers................................. Figure 3-10............3-28
One-piece Spinner Mounting Plate
Installation................................................ Figure 3-11............3-32
Beta Valve System......................................... Figure 3-12............3-40
Cross Section View of the Beta Valve
System..................................................... Figure 3-13............3-41

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LIST OF FIGURES, CONTINUED

-7( ) Propeller Assembly................................. Figure 3-14............3-44

Spring Assembly to Cylinder
Attachment Details................................... Figure 3-15............3-45
Piston to Link Arm Attachment Details........... Figure 3-16............3-45
Filed Rod for Set Screw................................. Figure 3-17............3-50

LIST OF TABLES

Propeller Mounting Hardware........................... Table 3-1................3-7

Torque Table..................................................... Table 3-2................3-8
Spinner Dome and Spinner Cap
Mounting Hardware.................................... Table 3-3..............3-52

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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
Each propeller model requires a calibrated torque wrench,
safety wire pliers (alternate: safety cable tool), and the model
specific tooling listed below:
HC-B3( )(A,N,P)-2( )
• Torque wrench adapter TE5
• 5/8 inch deep well socket
• 1-7/16 inch crowfoot wrench
HC-B(3,4,5)( )(A,N,P)-3( )
• Torque wrench adapter TE5
• 5/8 inch deep well socket
• 1-7/16 inch crowfoot wrench
• Feeler gage
• Beta ring puller TE100
HC-B(3,4)( )W-3( )
• Torque wrench adapter TE432
• Torque check tool TE404-1
• Feeler gage
• Beta ring puller TE100
• 5/8 inch deep well socket
• 1-7/16 inch crowfoot wrench
HC-B5M( )-2 or HC-B(3,4,5)( )-5( )
• Torque wrench adapter TE5
• One inch deep well socket
• 1-13/16 inch crowfoot wrench
HC-( )3( )F-7( )
• Torque wrench adapter TE152
• 5/8 inch deep well socket
• 1-7/16 inch crowfoot wrench

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B. Consumables
• Quick Dry Stoddard Solvent or Methyl-Ethyl-Ketone (MEK)
• Anti-Seize Compound (MIL-PRF-83483)
C. Expendables
• 0.032 inch (0.81 mm) Stainless Steel Aircraft Safety Wire
(Alternate: 0.032 inch [0.81 mm] aircraft safety cable and
associated hardware)
2. Pre-Installation (Rev. 3)
A. Inspection of Shipping Package
(1) Examine the exterior of the shipping container, especially
the box ends around each blade, for signs of shipping
damage.
(a) If the box is damaged, contact the freight company
for a freight claim.
(b) A hole, or tear, or crushed appearance at the end of
the box (blade tips) may indicate that the propeller
was dropped during shipment, possibly damaging
the blades.
1 If the propeller is damaged, contact Hartzell
Propeller Inc. Refer to the section, “Hartzell
Propeller Inc. Contact Information” in the
Introduction chapter of this manual.

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B. Uncrating
(1) Put the propeller on a firm support.
(2) Remove the banding and any external wood bracing
from the cardboard shipping container.
(3) Remove the cardboard from the hub and blades.

CAUTION: DO NOT STAND THE PROPELLER ON A

BLADE TIP.
(4) Put the propeller on a padded surface that supports the
entire length of the propeller.
(5) Remove the plastic dust cover cup from the propeller
mounting flange, if installed.
C. Inspection after Shipment
CAUTION: ON STEEL HUB TURBINE
PROPELLERS, THE PISTON NUT
(A-880-1 OR A-880-2) MAY BE REMOVED
TO ALLOW THE BLADES TO ROTATE
BEFORE PACKAGING.
NOTE: The ability to rotate the blades during propeller
installation will make it easier to access the
propeller mounting bolts on -3 propeller
models.
(1) After removing the propeller from the shipping container,
examine the propeller components for shipping damage.
D. Reassembly of a Propeller Disassembled for Shipment
(1) If a propeller was received disassembled for shipment,
it must be reassembled by trained personnel in
accordance with the applicable propeller maintenance
manual.
(2) For installation of ice protection systems manufactured
by Hartzell, refer to Hartzell Propeller Inc. Ice Protection
System Manual 180 (30-61-80).
(3) For installation of ice protection systems not
manufactured by Hartzell, refer to the applicable TC or
STC holder’s Instructions for Continued Airworthiness
(ICA).

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3. Propeller Mounting Hardware and Torque Information (Rev. 1)

A. Propeller Mounting Hardware
(1) Refer to Table 3-1 for part numbers of the propeller
mounting hardware and O-rings.
B. Torque Information
(1) The structural integrity of joints in the propeller that are
held together with threaded fasteners is dependent upon
proper torque application.
(a) Vibration can cause an incorrectly tightened fastener
to fail in a matter of minutes.
(b) Correct tension in a fastener depends on a variety
of known load factors and can influence fastener
service life.
(c) Correct tension is achieved by application of
measured torque.
(2) Use accurate wrenches and professional procedures to
make sure of correct tensioning.
(3) Refer to Table 3-2 for the torque values to use when
installing a Hartzell propeller.
(4) When an adapter is used with a torque wrench, use the
equation in Figure 3-1 to determine the correct torque
value.
(5) Refer to Figure 3-2 for the proper torquing sequence of
the propeller mounting bolts/nuts.

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Flange O-ring Part Number

A-flange C-3317-239-2
F-flange C-3317-228
N/P-flange C-3317-230

Propeller Model Mounting Hardware

HC-B3TF-7( ) A-1328-1 Bolt and A-1381 Washer
HC-B3( )N-( ) B-3339 Bolt and A-2048-2 Washer
HC-B4( )( )-( ) B-3339 Bolt and A-2048-2 Washer
HC-B5MA-( ) B-3347 Bolt and A-2048-2 Washer
HC-B5MP-3( ) B-3339 Bolt and A-2048-2 Washer
HC-B5MP-5( ) B-3339-1 Bolt and A-2048-2 Washer

Propeller Mounting Hardware

Table 3-1

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CAUTION 1: FOR A PROPELLER THAT DOES NOT USE A

LUBRICATED (WET) TORQUE, THE MOUNTING
HARDWARE MUST BE CLEAN AND DRY TO
PREVENT EXCESSIVE PRELOAD OF THE
MOUNTING FLANGE.
CAUTION 2: TORQUE VALUES WITH “WET” NOTED AFTER
THEM ARE BASED ON LUBRICATED THREADS
WITH APPROVED ANTI-SEIZE COMPOUND
MIL-PRF-83483( ).
CAUTION 3: REFER TO FIGURE 3-1 FOR TORQUE READING
WHEN USING A TORQUE WRENCH ADAPTER.

Hardware Torque
A-flange mounting bolts 100-105 Ft-Lbs (136-142 N•m) wet
F-flange mounting bolts 80-90 Ft-Lbs (108-122 N•m)
N/P-flange mounting bolts 100-105 Ft-Lbs (136-142 N•m) wet
W-flange mounting nuts 120-125 Ft-Lbs (163-170 N•m)
W-flange mounting stud 35 ft-lbs (47.6 N•m)
Spinner mounting bolts 30-40 Ft-Lbs (41-54 N•m)
Piston nut (lock nut) 120 Ft-Lbs (163 N•m)*
Guide rod jam nuts 10 Ft-Lbs (14 N•m)*
Check Nut (beta valve assembly) 9-11 Ft-Lbs (12-15 N•m)
* Torque tolerance is ±10% unless otherwise noted.

Torque Table
Table 3-2

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Standard Torque Wrench Torquing Adapter

1.00 foot 0.50 foot

(30.5 cm) (15.2 cm)

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

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

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

The correction shown is for an adapter that is aligned with the centerline of the
torque wrench. If the adapter is angled 90 degrees relative to the torque wrench
centerline, the torque wrench reading and actual torque applied will be equal.
APS0212A

Calculating Torque When Using a Torque Wrench Adapter

Figure 3-1

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A-flange
W10107C
W10107B
W10108C
W10109C
W10109B

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

F-flange

Step 1 -Torque all bolts to 40 ft-lbs (54 N•m).

Step 2 -Torque all bolts to Table 3-2.

N, P, or W-flange

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

Torquing Sequence for Propeller Mounting Bolts/Nuts

Figure 3-2

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WARNING 1: DURING ENGINE INSTALLATION OR

REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL TECHNIQUES
MAY CAUSE DAMAGE TO THE PROPELLER
THAT MAY LEAD TO FAILURE RESULTING IN
AN AIRCRAFT ACCIDENT.
WARNING 2: WHEN INSTALLING THE PROPELLER,
FOLLOW THE AIRFRAME MANUFACTURER’S
MANUALS AND PROCEDURES, AS THEY
MAY CONTAIN ISSUES VITAL TO AIRCRAFT
SAFETY THAT ARE NOT CONTAINED IN THIS
OWNER’S MANUAL.
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN THIS
SECTION MAY INVOLVE 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: AVOID THE USE OF BLADE PADDLES. DO NOT
PLACE THE BLADE PADDLE IN THE AREA OF
THE DE-ICE BOOT WHEN APPLYING TORQUE
TO A BLADE ASSEMBLY. PLACE THE BLADE
PADDLE IN THE THICKEST AREA OF THE
BLADE, JUST OUTSIDE OF THE DE-ICE BOOT.
USE ONE BLADE PADDLE PER BLADE.
4. Propeller Installation
A. Precautions
(1) Be sure the propeller is removed before the engine is
removed or installed in the airframe.

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(2) Follow the airframe manufacturer’s instructions for

installing the propeller. If such instructions are not in
the airframe manufacturer’s manual, then follow the
instructions in this manual; however, mechanics must
consider that this owner’s manual does not describe
important procedures that are outside the scope of this
manual. In addition to propeller installation procedures,
items such as rigging and preflight testing of flight
idle blade angle, installation and adjustment of de-ice
equipment, and propeller synchronization devices are
normally found in the airframe manufacturer’s manuals.
B. Installing HC-B(3, 5)( )( )-2( ) Propeller on the Aircraft Engine
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
CAUTION: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine mounting
flange.
(2) Make sure the propeller hub flange and engine flange
mating surfaces are clean.

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

Table 3-1.
(4) Align mounting and dowel pin holes in the propeller hub
flange with the mounting holes and dowel pins in the
engine flange.
CAUTION: MAKE SURE THAT COMPLETE
AND TRUE SURFACE CONTACT
IS ESTABLISHED BETWEEN THE
PROPELLER HUB FLANGE AND THE
ENGINE FLANGE.
(5) Slide the propeller flange onto the engine flange.
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(6) Apply MIL-PRF-83483 anti-seize compound to the
threaded surfaces of the specified mounting bolts. Refer
to Table 3-1 for appropriate mounting hardware.
(a) If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.

Chamfer of washer must face

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

With
Chamfer
APS0279C

NOTE: Size of chamfer can vary

from washer to washer.

Mounting Bolt and Washer

Figure 3-3

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3040I.TIF
W10077
W10078
W10079 Propeller Hub Flange
W10080
Torque Wrench

Engine Flange

Washer

O-ring

Bolt Torque Wrench

Adapter*
*NOTE: If torque wrench adapter is used, use the calculation in Figure 3-1 to
determine correct torque wrench setting.
A-flange F-flange

Mounting Bolt
Holes (Threaded)

Dowel Pin Holes

(Unthreaded)

Spinner Mounting
Plate Attachment
Holes (Threaded)
N-flange P-flange

Installing Propeller on Engine Flange

Figure 3-4

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(7) Install the mounting bolts with washers through the

engine flange and into the propeller hub flange. Refer to
Figure 3-4.
NOTE: For proper orientation of the washer during
installation, refer to Figure 3-3.
(8) Use a torque wrench and torque wrench adapter TE5
to torque all mounting bolts in sequences and steps
shown in Figure 3-2. Refer to Table 3-2 and Figure 3-1 to
determine the proper torque value.
(9) Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable and associated hardware (two bolts
per safety).
CAUTION: TO FACILITATE BOXING AND SHIPPING
OF PROPELLERS, THE PISTON NUT
(A-880-1) ON HC-B3( )( )-2( ) STEEL HUB
TURBINE PROPELLERS MAY HAVE
BEEN REMOVED TO ALLOW ROTATING
OF THE BLADES BEFORE PACKAGING.
(10)Procedure for reinstallation of piston nut, if applicable.
(a) Following the installation of the propeller, use a
breaker bar and a 5/8 inch deep well socket to hold
the pitch change rod.
(b) Using a crowfoot wrench and torque wrench, torque
the A-880-( ) piston nut. Refer to Table 3-2 and
Figure 3-1 for the proper torque value.
NOTE: The removal and subsequent reinstallation
of the piston nut does not require that the
propeller blade angles be re-checked.
(11) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for applicable
instructions and technical information.
(12)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

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Beta Ring Puller

(TE100)

W10084

Beta Ring Puller

Figure 3-5

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C. Installing HC-B(3,4,5)( )(A,N,P)-3( ) Propeller on the Aircraft

Engine
NOTE: The use of a fretting disk between the propeller
flange and engine flange is recommended on
certain applications for propeller models
HC-B5MP-3( ). Refer to Hartzell Propeller Inc.
Service Bulletin HC-SB-61-275 information about
affected applications.
(1) Use a beta ring puller TE100 (Figure 3-5) to compress
the beta system and pull the beta ring forward to allow
installation of the double hex head propeller mounting
bolts.
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine mounting
flange.
(3) Make sure the propeller hub flange and the engine
flange mating surfaces are clean.
(4) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(5) Align the mounting and dowel pin holes in the propeller
hub flange with the mounting holes and dowel pins in the
engine flange.
CAUTION: MAKE SURE THAT COMPLETE
AND TRUE SURFACE CONTACT
IS ESTABLISHED BETWEEN THE
PROPELLER HUB FLANGE AND THE
ENGINE FLANGE.
(6) Slide the propeller flange onto the engine flange.

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CAUTION: NEW PROPELLER MOUNTING BOLTS

MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(7) Apply MIL-PRF-83483 anti-seize compound to the
threaded surfaces of the specified mounting bolts. Refer
to Table 3-1 for appropriate mounting hardware.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: ID CHAMFER OF THE WASHER MUST
BE FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST
BE INSTALLED WITH ROLLED EDGES
TOWARD THE BOLT HEAD. (REFER TO
FIGURE 3-3).
(8) Install mounting bolts with washers through the engine
flange and into the propeller hub flange. Refer to
Figure 3-4.
(9) Use a torque wrench and torque wrench adapter TE5
to torque all mounting bolts in sequences and steps
shown in Figure 3-2. Refer to Table 3-2 and Figure 3-1 to
determine the proper torque value.
(10)Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable and associated hardware (two bolts
per safety).
(11) Decompress the external beta system and remove the
beta ring puller TE100.

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CAUTION: THE BETA RING MUST NOT CONTACT

ANY ENGINE COMPONENT OR
MOUNTING BOLT SAFETY WIRE. THE
BETA SYSTEM COULD BE DAMAGED
IF IT CONTACTS ANY STATIC ENGINE
COMPONENT WHILE ROTATING.
(12)Examine the beta ring to make sure that it is not in
contact with any engine component or mounting bolt
safety wire.
(a) If there is contact between the beta ring and any
engine component or mounting bolt safety wire,
consult qualified personnel at an appropriately
licensed propeller repair facility.
(13)Install the carbon block into the beta linkage lever
in accordance with the airframe manufacturer’s
instructions.

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Snap Ring

Carbon Block Assembly

Side clearance 0.001 to 0.010 inch
(0.03 to 0.25 mm) upon installation.

Beta Ring

APS0168b
Carbon Block and Beta Ring Clearance
Figure 3-6

Snap Ring Cotter Pin

Yoke Unit

Beta Lever

Clevis Pin
Block Unit
BPS0041

Carbon Block Assembly

Figure 3-7

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CAUTION 1: FIT THE BLOCK IN THE BETA RING

WITH A MINIMUM SIDE CLEARANCE
OF 0.001 INCH (0.03 mm). REFER TO
FIGURE 3-6.
CAUTION 2: MAXIMUM SIDE CLEARANCE
PERMITTED IS 0.010 INCH (0.25 mm)
IN ACCORDANCE WITH THE CARBON
BLOCK ASSEMBLIES SECTION IN THE
MAINTENANCE PRACTICES CHAPTER
OF THIS MANUAL.
(14)Install the carbon block assembly into the beta ring.
Refer to Figure 3-7
(15)Install, adjust and safety the beta linkage per the
airframe manufacturer’s instructions.
CAUTION: TO FACILITATE BOXING AND SHIPPING
OF PROPELLERS, THE PISTON NUT
MAY HAVE BEEN REMOVED TO ALLOW
ROTATING OF THE BLADES BEFORE
PACKAGING.
(16)Procedure for reinstallation of piston nut, if applicable.
(a) Following the installation of the propeller, use a
breaker bar and a 5/8 inch deep well socket to hold
the pitch change rod.
(b) Using a crowfoot wrench and torque wrench, torque
the A-880-( ) piston nut. Refer to Table 3-2 and
Figure 3-1 for the proper torque value.
NOTE: The removal and subsequent reinstallation
of the piston nut does not require that the
propeller blade angles be re-checked.
(17)If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for applicable
instructions and technical information.
(18)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

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D. Installing HC-B(3,4)( )W-3( ) Propeller on the Aircraft Engine

CAUTION: WHEN INSTALLING THE
HC-B4TW-3/T10282N PROPELLER
ON THRUSH AIRCRAFT MODELS
S2R-H80 OR S2RHG-H80, COMPLIANCE
WITH THE LATEST REVISION OF GE
AVIATION SERVICE BULLETIN
H80-100-72-00019 IS REQUIRED.
(1) Use a beta ring puller TE100 (Figure 3-5) to compress
the beta system and pull the beta ring forward to allow
access to the propeller mounting flange.
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(2) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine mounting
flange.
CAUTION: IF THE PROPELLER IS REMOVED
BETWEEN OVERHAUL INTERVALS, A
TORQUE CHECK OF THE MOUNTING
STUDS MUST BE PERFORMED.
(3) Unless this is the first installation of a new, or newly
overhauled propeller, perform a torque check of the
propeller mounting studs as follows:
(a) Thread the torque check tool TE404-1 onto each
propeller mounting stud and torque in accordance
with Table 3-2, “Torque Table”.
(b) Remove the torque check tool TE404-1 and visually
inspecting each stud for evidence of movement.
(c) If any stud rotates due to either the tightening
or removal of the torque check tool, all studs
must be replaced. Refer to Hartzell Propeller Inc.
Standard Practices Manual 202A (61-01-02) for stud
replacement procedures.

Page 3-22
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(4) Make sure the propeller hub flange and the engine
flange mating surfaces are clean.
(5) Install the C-3317-230 O-ring on the engine flange.
(6) If the C-7364-2 spacer is installed on the propeller hub
with screws, proceed to step (8) of this procedure.

Dowel Pin
O-ring

Hub-side of
Mounting Spacer

Dowel Pin

Dowel Pin Hub Flange

Engine-side of
Mounting Spacer

Hub Flange
8-32 Threaded Holes

Mounting Spacer
Attachment Holes
W10409
E7373J

Screws

Installing the Mounting Spacer onto the Hub Flange

Figure 3-8

Page 3-23
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(7) If the C-7364-2 mounting spacer is not already installed

on the propeller hub, perform the following installation
procedures:
(a) If the hub flange does not have two 8-32 threaded
holes to attach the mounting spacer or if two
attachment screws were not provided, perform the
following steps:
1 Coat the C-3317-233 O-ring with grease.
2 Install the O-ring in the mounting ring O-ring
groove that interfaces with the hub flange. Refer
to Figure 3-8.
3 Align the propeller hub mounting studs, dowel
pin holes, and 8-32 threaded holes with the
mounting spacer mounting holes, dowel pins,
and mounting spacer attachment holes.
CAUTION: MAKE SURE THE C-3317-233
O-RING STAYS IN THE
MOUNTING SPACER O-RING
GROOVE. IF THE O-RING IS
TWISTED OR PINCHED, OIL
LEAKAGE WILL RESULT WHEN
THE PROPELLER IS OPERATED
ON THE AIRCRAFT.
4 Once aligned, install the mounting spacer onto
the hub flange.
NOTE: If the propeller installation will be
delayed, the spacer and O-ring should
be installed and temporarily held in
place with non-self locking nuts and
a sufficient number of washers on at
least two mounting studs. Remove the
nuts and washers before installation.

Page 3-24
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(b) If the hub flange has two 8-32 threaded holes and
two B-3868-S52 screws are provided to attach the
C-7364-2 mounting spacer, perform the following
steps:
1 Coat the C-3317-233 O-ring with grease.
2 Install O-ring in the mounting spacer O-ring
groove that interfaces with the hub flange. Refer
to Figure 3-8.
3 Align the mounting spacer attachment holes with
the two 8-32 threaded holes in the hub flange.
CAUTION: MAKE SURE THE C-3317-233
O-RING STAYS IN THE
MOUNTING SPACER O-RING
GROOVE. IF THE O-RING IS
TWISTED OR PINCHED, OIL
LEAKAGE WILL RESULT WHEN
THE PROPELLER IS OPERATED
ON THE AIRCRAFT.
4 Slide the mounting spacer onto the mounting
studs and against the hub flange.
5 Insert a B-3868-S52 screw through each screw
hole in the spacer and into the 8-32 threaded
holes in the hub flange. Refer to Figure 3-8.
CAUTION: MAKE SURE THE FLAT-HEAD
ATTACHMENT SCREWS DO
NOT PROTRUDE ABOVE THE
ENGINE-SIDE SURFACE OF THE
SPACER.
6 Tighten the screws until snug.
7 If after the B-3868-S52 screws are tightened,
one or both protrude above the engine side
surface of the spacer, perform the following
steps:
a Remove both flat-head screws and the
spacer.
b Rotate the spacer 180 degrees, aligning
the screw holes in the spacer with the 8-32
threaded holes in the hub flange.

Page 3-25
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

CAUTION: MAKE SURE THE B-3868-S52

SCREWS DO NOT PROTRUDE
ABOVE THE ENGINE-SIDE
SURFACE OF THE SPACER.
c Slide the spacer onto the mounting studs
and against the hub flange.
d Insert a B-3868-S52 screw through each
screw hole in the spacer and into the 8-32
threaded holes in the hub flange. Refer to
Figure 3-8.
e Tighten the screws until snug.
f If after the B-3868-S52 screws are
tightened, one or both protrude above the
engine side surface of the spacer, remove
the screws.
NOTE: If the propeller installation will
be delayed, the spacer and
O-ring should be installed and
temporarily held in place with
non-self locking nuts and a
sufficient number of washers on at
least two mounting studs. Remove
the nuts and washers before
installation.

Page 3-26
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

Propeller Flange

OD Chamfer
Washer

Stud

Propeller Shaft

W10411
Propeller Shaft Flange
Radius

Stud

Propeller Shaft
Flange Radius
Propeller Shaft

Washer

C-3317-230 O-ring

Mounting Nut
TPI-E-7373

Propeller Shaft Flange

Installing the Propeller onto the Propeller Flange

Figure 3-9

Page 3-27
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

VIDEO

CAUTION: DO NOT LET THE TORQUE WRENCH ADAPTER

CONTACT THE ADJACENT NUTS OR THE
PROPELLER SHAFT FLANGE RADIUS WHEN
LOOSENING OR TIGHTENING THE MOUNTING
NUTS.

Torque Wrench Torque Wrench

Adapter Position Adapter Position
to LOOSEN the Nut to TIGHTEN the Nut

Propeller Shaft
Adjacent Nut Flange Radius

Adjacent Nut

Propeller Shaft
TPI-MB-0635
TPI-MB-0636

Torque Wrench Adapter Position for W-flange Propellers

Figure 3-10

Page 3-28
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

CAUTION 1: IF THE C-7364-2 SPACER IS NOT

ATTACHED TO THE HUB, MAKE SURE
THE HUB-TO-SPACER O-RING STAYS
IN THE GROOVE IN THE SPACER. IF
THE O-RING IS TWISTED OR PINCHED,
OIL LEAKAGE WILL RESULT WHEN THE
PROPELLER IS OPERATED ON THE
AIRCRAFT.
CAUTION 2: MAKE SURE THAT COMPLETE
AND TRUE SURFACE CONTACT IS
ESTABLISHED BETWEEN THE SPACER
AND THE ENGINE FLANGE.
(8) Slide the propeller onto the propeller flange.
CAUTION: THE SIDE OF THE WASHER WITH THE
OD CHAMFER MUST BE AGAINST THE
ENGINE FLANGE.
(9) Install the B-7624 washers onto the propeller mounting
studs. Refer to Figure 3-9.
NOTE: The OD chamfer on the washer is for
clearance of the engine flange fillet.
CAUTION: NEW MOUNTING NUTS MUST BE USED
WHEN INITIALLY INSTALLING A NEW
OR OVERHAULED PROPELLER.
(10)Install the B-7458 self locking mounting nuts onto the
propeller mounting studs. Refer to Figure 3-9.
NOTE: If the propeller is removed between overhaul
intervals, mounting nuts may be reused if they
are not damaged or corroded.
(11) Hand tighten the mounting nuts.
(12)Using a torque wrench and torque wrench adapter
TE432, torque all mounting nuts. Refer to Figure 3-10.
(a) Torque the mounting nuts in the sequences and
steps shown in Figure 3-2.
1 Refer to Table 3-2 and Figure 3-1 to determine
the proper torque value.

Page 3-29
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(13)Safety all propeller mounting studs with 0.032 inch

(0.81 mm) minimum diameter stainless steel wire or
equivalent aircraft safety cable and associated hardware
(two bolts per safety).
(14)Decompress the external beta system and remove the
beta ring puller TE100.
CAUTION: THE BETA RING MUST NOT CONTACT
ANY ENGINE COMPONENT OR
MOUNTING BOLT SAFETY WIRE. THE
BETA SYSTEM COULD BE DAMAGED
IF IT CONTACTS ANY STATIC ENGINE
COMPONENT WHILE ROTATING.
(15)Examine the beta ring to make sure that it is not in contact
with any engine components or mounting bolt safety wire.
(a) If there is contact between the beta ring and any
engine components or mounting bolt safety wire,
consult qualified personnel at a certified propeller
repair station with an appropriate rating.
(16)Install the carbon block into the beta linkage lever per
the airframe manufacturer’s instructions.
CAUTION 1: FIT THE BLOCK IN THE BETA RING WITH
A SIDE CLEARANCE OF 0.001 INCH
(0.03 mm). REFER TO FIGURE 3-6.
CAUTION 2: MAXIMUM SIDE CLEARANCE
PERMITTED IS 0.010 INCH (0.25 mm)
IN ACCORDANCE WITH THE CARBON
BLOCK ASSEMBLIES SECTION IN THE
MAINTENANCE PRACTICES CHAPTER
OF THIS MANUAL.
(17)Install the carbon block assembly (Figure 3-7) into the
beta ring.
(18)Install, adjust, and safety the beta linkage per the airframe
manufacturer’s instructions.

Page 3-30
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

CAUTION: TO FACILITATE BOXING AND SHIPPING

OF THE PROPELLER, THE PISTON NUT
MAY HAVE BEEN REMOVED TO ALLOW
ROTATING OF THE BLADES BEFORE
PACKAGING.
(19)Procedure for reinstallation of the piston nut, if
applicable.
(a) Following the installation of the propeller, use a
breaker bar and a 5/8 inch deep well socket to hold
the pitch change rod.
(b) Using a crowfoot wrench and torque wrench, torque
the A-880-( ) piston nut. Refer to Table 3-2 and
Figure 3-1 for the proper torque value.
NOTE: The removal and subsequent reinstallation
of the piston nut does not require that the
propeller blade angles be re-checked.
(20)If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for applicable
instructions and technical information.
(21)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).

Page 3-31
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 Spinner
Bulkhead
Spinner Bulkhead

Start Locks

Hub Flange Engine Flange

139

Spinner Mounting Start Locks

Plate

INSTALLATION AND REMOVAL

Figure 3-11
Spinner Bulkhead/
Start Lock
Attachment Bolts

61-00-39
Spinner Mounting Plate
HARTZELL PROPELLER OWNER’S MANUAL

One-piece Spinner Mounting Plate Installation

Spinner Mounting Plate
(scallops)

W10103

Rev. 20 Aug/23
Page 3-32
 HARTZELL PROPELLER OWNER’S MANUAL
139

E. Installing HC-B(3,4)( )( )-5( ) Propeller, with a One-piece

Spinner Mounting Plate, on the Aircraft Engine
NOTE: Some -5 propellers were previously manufactured
with a one-piece spinner mounting plate. The
spinner bulkhead, which has start locks mounted
on it, is attached to the spinner mounting plate.
The spinner mounting plate is installed in a
cutaway portion of the propeller hub flange and is
“pinched” between the propeller hub flange and
the engine flange. Refer to Figure 3-11.
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine mounting
flange.
(2) Make sure the propeller hub flange and engine flange
mating surfaces are clean.
(3) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(4) Retract each start lock pin and hold into place with a
heavy wire inserted into the hole in each auto high pitch
housing.
(5) Slide the assembled one-piece spinner mounting plate,
spinner bulkhead and start lock onto the propeller hub
flange.
(a) The start locks must face toward the propeller.
(6) Align the clearance “scallops” in the spinner mounting
plate with the holes in the propeller hub flange. Refer to
Figure 3-11.
NOTE: This will insure that the spinner mounting plate
does not interfere with the mounting bolts and
dowel pins.

Page 3-33
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(7) Align the start locks with each blade and clamp mounted
stop plate.
NOTE: The start locks are attached to the spinner
bulkhead.
(8) Align mounting and dowel pin holes in the propeller hub
flange with the mounting holes and dowel pins in the
engine flange.
CAUTION: MAKE SURE THAT COMPLETE
AND TRUE SURFACE CONTACT
IS ESTABLISHED BETWEEN THE
PROPELLER HUB FLANGE AND THE
ENGINE FLANGE.
(9) Slide the propeller flange onto the engine flange.
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(10)Apply MIL-PRF-83483 anti-seize compound to the
threaded surfaces of the mounting bolts. Refer to
Table 3-2 for appropriate mounting hardware.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: ID CHAMFER OF THE WASHER MUST
BE FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST
BE INSTALLED WITH ROLLED EDGES
TOWARD THE BOLT HEAD (FIGURE
3-3).
(11) Install the mounting bolts with washers through the
engine flange and into the propeller hub flange. Refer to
Figure 3-4.
(12)Use a torque wrench and torque wrench adapter TE5
to torque all mounting bolts in sequences and steps
shown in Figure 3-2. Refer to Table 3-2 and Figure 3-1 to
determine the proper torque value.

Page 3-34
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(13)Safety all mounting bolts with 0.032 inch (0.81 mm)

minimum diameter stainless steel wire or equivalent
aircraft safety cable and associated hardware (two bolts
per safety.)
(14)Remove the heavy wire from the start lock housings to
free the start lock pins.
(15)Refer to the airframe manufacturer’s instructions to seat
the start lock plates on the start locks.
NOTE: The start lock plates interface with the start lock
pins and are attached to the inboard surface of
each blade clamp.

CAUTION: TO FACILITATE BOXING AND SHIPPING

OF PROPELLERS, THE PISTON NUT
(A-880-2) ON -5 STEEL HUB TURBINE
PROPELLERS MAY HAVE BEEN
REMOVED TO ALLOW ROTATING OF
THE BLADES BEFORE PACKAGING.
(16)Procedure for reinstallation of piston nut, if applicable.
(a) Following the installation of the propeller, use a
breaker bar and a one inch deep well socket to hold
the pitch change rod.

Page 3-35
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(b) Using a crowfoot wrench and torque wrench, torque

the A-880-( ) piston nut. Refer to Table 3-2 and
Figure 3-1 for the proper torque value.
NOTE: The removal and subsequent reinstallation
of the piston nut does not require that the
propeller blade angles be re-checked.
(17)Install the beta tube per airframe and/or engine
manufacturer’s instructions.
NOTE 1: Follow the airframe manufacturer’s instructions
for adjusting the beta tube to obtain the correct
low pitch (flight idle blade angle).
NOTE 2: Refer to the Aircraft Type Certificate Data
Sheet for the low pitch blade angle setting.
(18)If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for applicable
instructions and technical information.
(19)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

Page 3-36
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

F. Installing HC-B(3,4,5)( )( )-5( ) Propeller, with a Two-piece

Spinner Mounting Plate, on the Aircraft Engine
NOTE: Some -5 propellers are manufactured with a
two-piece spinner mounting plate which is bolted
on the propeller hub flange. On four and five-blade
propellers (Refer to Figure 2-7) the bulkhead and
start locks are attached to the spinner mounting
plate. On three-bladed propellers (Refer to
Figure 2-6) the start locks are attached to the
guide collar (between the hub and cylinder);
although the bulkhead is attached to the spinner
mounting plate.
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING INSTALLATION.
CAUTION: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
(1) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine mounting
flange.
(a) If the propeller is equipped with a de-ice system,
refer to the General Maintenance Practices section
in the Introduction chapter of this manual.
(2) Make sure the propeller hub flange and engine flange
mating surfaces are clean.
(3) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(4) Align the mounting and dowel pin holes in the propeller
hub flange with the mounting holes and dowel pins in the
engine flange.

Page 3-37
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

CAUTION: MAKE SURE THAT COMPLETE

AND TRUE SURFACE CONTACT
IS ESTABLISHED BETWEEN THE
PROPELLER HUB FLANGE AND THE
ENGINE FLANGE.
(5) Slide the propeller flange onto the engine flange.
CAUTION: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(6) Apply MIL-PRF-83483 anti-seize compound to the
threaded surfaces of the mounting bolts. Refer to
Table 3-1 for appropriate mounting hardware.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: ID CHAMFER OF THE WASHER MUST
BE FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST
BE INSTALLED WITH ROLLED EDGES
TOWARD THE BOLT HEAD (FIGURE 3-3).
(7) Install the mounting bolts with washers through the
engine flange and into the propeller hub flange. Refer to
Figure 3-4.
(8) Use a torque wrench and torque wrench adapter TE5
to torque all mounting bolts in sequences and steps
shown in Figure 3-2. Refer to Table 3-2 and Figure 3-1 to
determine the proper torque value.
(9) Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable and associated hardware (two bolts
per safety).

Page 3-38
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

CAUTION: TO FACILITATE BOXING AND SHIPPING

OF PROPELLERS, THE PISTON NUT
(A-880-2) ON -5 STEEL HUB TURBINE
PROPELLERS MAY HAVE BEEN
REMOVED TO ALLOW ROTATING OF
THE BLADES BEFORE PACKAGING.
(10)Procedure for reinstallation of piston nut, if applicable.
(a) Following the installation of the propeller, use a
breaker bar and a one inch deep well socket to hold
the pitch change rod.
(b) Using a crowfoot wrench and torque wrench, torque
the A-880-( ) piston nut. Refer to Table 3-2 and
Figure 3-1 for the proper torque value.
NOTE: The removal and subsequent reinstallation
of the piston nut does not require that the
propeller blade angles be re-checked.
(11) Install the beta tube per airframe and/or engine
manufacturer’s instructions.
(a) Follow the airframe manufacturer’s instructions for
adjusting the beta tube to obtain the correct low pitch
(flight idle blade angle).
(b) Refer to the Aircraft Type Certificate Data Sheet for
the low pitch blade angle setting.
(12)If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for applicable
instructions and technical information.
(13)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

Page 3-39
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 W10101 Rod End Fitting Pin
Cover Plate
Rod End
Cap

Check Nut
Push Rod Spool

Engine Shaft Adapter

Spring

Sleeve
Rod
139

INSTALLATION AND REMOVAL

O-rings (supplied by the
engine manufacturer)
Self Locking Nut

Spring Retainer

61-00-39
HARTZELL PROPELLER OWNER’S MANUAL

Pitch Change Rod

Spacer

Beta Valve System

Figure 3-12

Rev. 21 Dec/23
Page 3-40
 W10102A

O-rings (supplied by the

Engine Shaft Adapter engine manufacturer)

Rod End Cap

Check Nut
C-3317-116 O-rings
Cover Plate Spring Retainer

C-3317-111 O-ring
139

INSTALLATION AND REMOVAL

Beta Valve
Sleeve

61-00-39
Rod End Fitting
Outer Spring
Rod
HARTZELL PROPELLER OWNER’S MANUAL

Push Rod Spool

C-3317-006 O-ring Inner Spring

Cross Section View of the Beta Valve System

Figure 3-13

Rev. 21 Dec/23
Page 3-41
 HARTZELL PROPELLER OWNER’S MANUAL
139

G. Installing HC-( )3( )( )-7( ) Propeller on the Allison Engine

NOTE: This propeller incorporates a beta valve assembly
(Figures 3-12 and 3-13), which is installed inside
of the propeller shaft and extends from the rear of
the engine to the front of the propeller piston. The
beta valve assembly is installed in the engine shaft
before the propeller is installed.
(1) Make sure that the engine shaft adapter (Refer to
Figure 3-13) is installed in the engine shaft.
(2) Install the C-3317-116 O-rings in the two grooves
(Refer to Figure 3-13) of the engine shaft adapter.
(3) Remove the cover plate from the rear of engine case.
Refer to Figures 3-12 and 3-13.
(4) Prepare the beta valve. Refer to Figures 3-12 and 3-13.
NOTE: The beta valve should be preassembled as
shown in Figure 3-12 less the pitch change
rod, engine shaft adapter, engine supplied
O-rings and cover plate when new or from
overhaul.
(a) If the beta valve is supplied preassembled, remove
the self locking nut, spacer, rod end cap, rod end
fitting, bushing and check nut.
(b) If the beta valve is supplied disassembled, assemble
as follows:
1 Slide the push rod spool onto the pin and into
the sleeve with the threaded end facing away
from the sleeve.
2 Slide the inner and outer springs onto the rod up
to and against the shoulder of the sleeve.
3 Install the spring retainer onto the rod with the
recessed center section facing toward the two
springs.

Page 3-42
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(5) Slide the partially assembled beta valve into the engine
shaft from the front, allowing the push rod spool to
extend out the rear of the engine.
(a) The shoulder of the sleeve should be against the
shaft adapter.
(6) Compress the springs with spring retainer and install the
retaining ring that is furnished with the engine to secure
the spring retainer.
NOTE: A locator button on the spring retainer will fit
into a recess in the engine shaft/flange.
(7) Install the ID and OD O-rings on the engine cover, per
the airframe or engine manufacturer’s instructions.
(8) Install the engine cover on the rear of the engine
gear box encircling the beta valve push rod spool, per
airframe or engine manufacturer’s instructions.
NOTE: Cover plate fasteners are supplied by the
engine manufacturer.

Page 3-43
INSTALLATION AND REMOVAL 61-00-39 Rev. 21 Dec/23
 REFER TO FIGURE 3-15

HUB
GUIDE COLLAR

CYLINDER SPRING
MOUNTING WASHER ASSEMBLY

MOUNTING BOLT

ENGINE FLANGE PISTON NUT

C-3317-012-2
PISTON GUIDE ROD O-RING
SPACER
139

INSTALLATION AND REMOVAL

Figure 3-14
WASHER SELF LOCKING
NUT

JAM NUT

-7( ) Propeller Assembly

BETA VALVE
SOCKET HEAD CAP SCREW
PISTON
LINK PIN UNIT
PITCH CHANGE

61-00-39
SPINNER BULKHEAD (REFER TO FIGURE 3-16)
ROD
LINK PIN SCREW
HARTZELL PROPELLER OWNER’S MANUAL

(REFER TO FIGURE 3-16)

BLADE CLAMP LINK ARM

W10082

Rev. 20 Aug/23
Page 3-44
 HARTZELL PROPELLER OWNER’S MANUAL
139

SPRING
RETAINER

RING RETENTION
PLATE

SPLIT
RETAINER

RING RETENTION
PLATE SCREW

CYLINDER

W10139
W10136
Spring Assembly to Cylinder Attachment Details
Figure 3-15

PISTON SLOT
PISTON

LINK PIN UNIT

SAFETY WIRE

SAFETY SCREW

LINK ARM
W10137

Piston to Link Arm Attachment Details

Figure 3-16

Page 3-45
INSTALLATION AND REMOVAL 61-00-39 Rev. 20 Aug/23
 HARTZELL PROPELLER OWNER’S MANUAL
139

(9) Prepare the propeller for installation (Refer to

Figures 3-14 through 3-16).
(a) Piston removal
1 Remove the flexlock nut with a 1-7/16 inch
wrench, if installed.
2 Remove the safety wire from the three link pin
units.
3 Remove the safety screws from the link pin
units.
4 Remove the link pin units.
5 Mark the piston and link pins with a felt tip pen
or equivalent, so the piston can be reinstalled in
the same position.
6 Slide the link arms out of the piston slots.
7 Remove the socket head cap screw, jam nut,
and washer from each piston guide rod.
8 Slide the piston off the cylinder.
(b) Spring assembly removal.
1 Remove the ring retention plate screw safety
wire.
2 Remove the ring retention plate screws.
3 Remove the retention plate.
4 Remove the split retainer.
5 Remove the spring assembly from the cylinder.

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WARNING: MAKE SURE THE SLING IS RATED UP

TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
CAUTION: INSERT THE DOWEL PINS INTO
THE PROPELLER FLANGE USING A
BRASS HAMMER OR EQUIVALENT
TOOL TO PREVENT DAMAGE TO THE
DOWEL PINS. THE DOWEL PINS ARE
AN INTERFERENCE FIT WITH THE
PROPELLER FLANGE.
(10)Insert two dowel pins (Refer to Table 3-1) through the
threadless holes in the propeller flange, flush with the
propeller side of the hub flange. The dowel pins will
protrude from the engine-side of the hub flange to
engage the engine flange.
(11) With a suitable crane hoist and sling, carefully move
the propeller assembly to the aircraft engine mounting
flange.
NOTE: If the propeller is equipped with a de-ice
system, refer to the General Maintenance
Practices section in the Introduction chapter of
this manual.
(12)Make sure the propeller hub flange and engine flange
mating surfaces are clean.
(13)Install the specified O-ring on the engine flange. Refer to
Table 3-1.
CAUTION: DO NOT ALLOW THE PROPELLER
ASSEMBLY TO HIT OR REST ON THE
BETA FEEDBACK ROD. THIS COULD
BEND OR OTHERWISE DAMAGE THE
FEEDBACK ROD.
(14)Slide the propeller over the beta valve assembly.
(15)Align the mounting holes and dowel pins in the propeller
hub flange with the mounting holes and dowel pin holes
in the engine flange.

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CAUTION: MAKE SURE THAT COMPLETE

AND TRUE SURFACE CONTACT
IS ESTABLISHED BETWEEN THE
PROPELLER HUB FLANGE AND THE
ENGINE FLANGE.
(16)Slide the propeller hub flange onto the engine flange.
CAUTION 1: ID CHAMFER OF THE WASHER MUST
BE FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST
BE INSTALLED WITH ROLLED EDGES
TOWARD THE BOLT HEAD (FIGURE 3-3).
CAUTION 2: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(17)Install the propeller mounting bolts and washers through
the engine flange and into the propeller hub flange. Refer
to Table 3-1 for appropriate mounting hardware.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
(18)Use a torque wrench and torque wrench adapter TE152
to torque all mounting bolts in sequences and steps
shown in Figure 3-2. Refer to Table 3-2 and Figure 3-1 to
determine the proper torque value.
(19)Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable and associated hardware (two bolts
per safety).
(20)Reinstall the spring assembly (refer Figure 3-14 and
Figure 3-15).
(a) Slide the spring assembly into the cylinder and
around the beta valve rod.
(b) Install split retainer between the cylinder and front
spring retainer. Slide retainer into the recess in the
cylinder.
(c) Pull the spring retainer tight against the split retainer.

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(c) Pull the spring retainer tight against the split retainer.
(d) Install the ring retention plate.
(e) Install the ring retention plate screws and tighten
until snug.
(f) Safety screws with 0.032 inch (0.81 mm) minimum
diameter stainless steel safety wire or equivalent
aircraft safety cable and associated hardware (two
bolts per safety).
(21)Install the C-3317-012-2 O-ring in the front inside cavity
of the pitch change rod. Refer to Figure 3-14.
(22)Reinstall the piston on the cylinder and pitch change rod
in the same position it was before disassembly. Refer to
Figures 3-14 and 3-16.
(a) Reconnect the link arms to the piston.
(b) Install the link pin units.
(c) Install the link pin unit safety screws.
(d) Safety the link pin screws with 0.032 inch (0.81 mm)
minimum diameter stainless steel safety wire. Refer
to Figure 3-16.
(e) Hand tighten the A-880-1 piston nut on the pitch
change rod.
(f) Position a breaker bar and a 5/8 inch deep well
socket on the pitch change rod.
(g) Use a crowfoot wrench and torque wrench to torque
the A-880-( ) piston nut. Refer to Table 3-2 and
Figure 3-1 for the proper torque value.
NOTE: The removal and subsequent reinstallation
of the piston nut does not require that the
propeller blade angles be re-checked.
(h) Install a socket head screw, washer and jam nut
onto each piston guide rod. Refer to Figure 3-14.
(i) Torque the jam nuts on the piston guide rods as
indicated in Table 3-2.

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CAUTION: THE ROD END CAP MUST BOTTOM

ON THE PUSH ROD SPOOL WHEN
INSTALLED.
(23)Install the rod end cap onto the threaded end of the push
rod spool.
NOTE: Do not tighten the set screw in the rod end
cap.
(a) Mark the location of the set screw on the rod and
then remove the end cap unit.
(b) File a flat, tangent to the rod, no deeper than the
depth of the threads at the marked location of the set
screw. Refer to Figure 3-17.
(24)Install the check nut onto the threaded end of the push
rod spool.
(25)Install the bushing onto the threaded end of the push rod
spool.
(26)Install the rod end fitting onto the threaded end of the
push rod spool.
(27)Install the C-3317-006 O-ring in the cavity at the rear
end of the push rod spool.

FILED FLAT

PUSH ROD SPOOL

W10138

Filed Rod for Set Screw

Figure 3-17

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(28)Install the rod end cap onto the threaded end of the push
rod spool.
NOTE: Make sure the rod end cap is bottomed on the
end of the push rod spool.
(a) Apply Loctite® 272 to the set screw threads.
(b) Tighten the set screw.
(29)Apply Loctite® 272 to the push rod threads where the
check nut will be located on the push rod spool next to
the bushing.
(30)Tighten the check nut against the bushing to torque
indicated in Table 3-2.
(31)Attach engine mounted beta system control hardware
to rod end fitting and adjust per airframe or engine
manufacturer’s instructions.
(32)Install the beta light switch against the pin per airframe
manufacturer’s instructions.
(33)Install the spacer and self-locking nut onto the front
of the rod that protrudes through the front of the pitch
change rod and piston.
(a) Follow the airframe manufacturer’s instructions for
making pitch control adjustments.
(34)If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for applicable
instructions and technical information.
(35)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

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5. Spinner Dome Installation (Rev. 2)

CAUTION 1: TO PREVENT DAMAGE TO THE BLADE
AND BLADE PAINT, WRAP THE BLADE
SHANKS IN SEVERAL LAYERS OF
MASKING OR DUCT TAPE BEFORE
INSTALLING THE SPINNER DOME.
REMOVE THE TAPE AFTER THE SPINNER
IS INSTALLED.
CAUTION 2: SPINNER DOME WILL WOBBLE IF NOT
ALIGNED PROPERLY, AND MAY AFFECT
THE DYNAMIC BALANCE OF THE
PROPELLER.
NOTE 1: The following instructions relate to Hartzell
Propeller Inc. spinners only. In some cases, the
airframe manufacturer produced the spinner assembly.
If so, refer to the airframe manufacturer’s manual for
spinner installation instructions.
NOTE 2: The B-3845-8 screws supplied with metal spinner
assemblies are 0.500 inch (12.70 mm) in length. If
correct thread engagement cannot be achieved when
installing the spinner dome, B-3845-9 screws may be
used. The B-3845-9 screws are 0.562 inch (14.27 mm)
in length.
A. Installation Procedure
(1) Install the spinner dome.
(a) If anti-ice travel tubes are installed:
CAUTION: THE TRAVEL TUBES MUST NOT
TOUCH THE SPINNER DOME
BLADE CUTOUT.
1 Make sure there is clearance between the travel
tubes and the spinner dome blade cutouts.
2 Make adjustments to the position of the travel
tubes in accordance to Hartzell Propeller Inc.
Manual 180 (30-61-80).
Spinner
Washer Screw
Dome/Cap
Metal A-1020 B-3845-8
Dome Washer, Fiber 10-32, Truss Head

Spinner Dome and Spinner Cap Mounting Hardware

Table 3-3

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CAUTION: MAKE SURE OF PROPER THREAD

ENGAGEMENT FOR THE SCREWS IN
THE NUTPLATES. APPROXIMATELY
1 TO 1 1/2 THREADS MUST EXTEND
PAST THE BULKHEAD NUTPLATES.
TO AVOID DAMAGING THE AIRCRAFT
COWLING, THE SCREWS MUST NOT
EXTEND MORE THAN THREE THREADS
PAST THE BULKHEAD NUTPLATES.
(2) Attach the spinner dome to the spinner bulkhead with the
supplied screws and washers. Refer to Table 3-3.
(a) Install a screw in the hole(s) centered between each
two adjacent blade cutouts.
1 If the centerline between the adjacent blade
cutouts does not align with a mounting hole,
install screws in the two holes closest to the
centerline.
CAUTION: BE SURE THE SCREWS DRAW THE
SPINNER DOME TIGHT TO THE
BULKHEAD.
(b) Tighten the screws until snug, then turn an additional
1/8 rotation.
CAUTION: IN THE FOLLOWING STEP, TIGHTEN
EACH SCREW BEFORE INSTALLING
THE NEXT SCREW.
(c) Working from the screw(s) previously installed at
the centerline toward the blade cutouts, install the
remaining screws one at a time.
1 Tighten each screw until snug, then turn an
additional 1/8 rotation before installing the next
screw.
6. Post-Installation Checks
A. Procedure
(1) Refer to the airframe manufacturer’s instructions for
post-installation checks.
(2) Perform a maximum RPM (Static) hydraulic low
pitch stop check in accordance with the Testing and
Troubleshooting chapter of this manual.

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7. Spinner Removal
CAUTION: TO PREVENT DAMAGING THE BLADE AND
BLADE PAINT, WRAP THE BLADE SHANKS
IN SEVERAL LAYERS OF MASKING OR
DUCT TAPE BEFORE REMOVING THE
SPINNER DOME.
A. Procedure
(1) Remove the screws and washers that secure the spinner
dome to the spinner bulkhead.
(2) Remove the spinner dome.

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WARNING 1: DURING PROPELLER REMOVAL, AIRFRAME

MANUFACTURER’S MANUALS AND
PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES VITAL
TO AIRCRAFT SAFETY THAT ARE NOT
CONTAINED IN THIS MANUAL OR THE
HARTZELL PROPELLER INC. OVERHAUL
MANUAL 118F (61-10-18) AND MANUAL 132A
(61-10-32).
WARNING 2: FOR SAFETY REASONS, THE PROPELLER
MUST BE PUT IN FEATHER POSITION BEFORE
IT IS REMOVED FROM THE AIRCRAFT.
WARNING 3: 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.
CAUTION: INSTRUCTIONS AND PROCEDURES IN THIS
SECTION MAY INVOLVE 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.
8. Propeller Removal
A. Removal of HC-B(3,5)( )( )-2( ) Propellers
(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(a) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for
applicable instructions and technical information.

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(b) 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).
(2) Cut and remove the safety wire on the propeller mounting
bolts.
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(3) Support the propeller assembly with a sling.
NOTE 1: Supporting the propeller with the sling may be
delayed until all but two mounting bolts and
washers have been removed to allow rotating
the propeller for ease of bolt removal.
NOTE 2: If the propeller will be reinstalled, and it
has been dynamically balanced, make an
identifying mark on the propeller hub and a
matching mark on the engine flange to ensure
proper orientation during re-installation to
prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS IF THEY ARE DAMAGED
OR CORRODED, OR WHEN THE
PROPELLER IS REMOVED FOR
OVERHAUL.
(4) Remove the propeller mounting bolts and washers.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(5) Using the support sling, lift the propeller from the
mounting flange.
(6) Remove and discard the propeller mounting O-ring.
(7) Place the propeller on a suitable cart for transportation.

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B. Removal of HC-B(3,4,5)( )(A,N,P)-3( ) Propellers

(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(a) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for
applicable instructions and technical information.
(b) 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).
(2) Disconnect the engine beta linkage and carbon
block assembly from the beta ring per the airframe
manufacturer’s instructions. Refer to Figure 3-7.
(a) If the carbon block must be removed, perform the
following procedures:
1 Remove the snap ring that retains the carbon
block assembly to the beta linkage.
2 Remove the carbon block assembly.
CAUTION: MAKE SURE THAT THE BETA
LINKAGE IS DISCONNECTED BEFORE
COMPRESSING THE BETA SYSTEM.
(3) Use the beta ring puller TE100 to compress the beta
system and pull the beta ring forward to expose the
propeller mounting bolts and washers. Refer to
Figure 3-5.
(4) Cut and remove the safety wire on the propeller
mounting bolts.

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WARNING: MAKE SURE THE SLING IS RATED UP

TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(5) Support the propeller assembly with a sling.
NOTE 1: Supporting the propeller with the sling may be
delayed until all but two mounting bolts and
washers have been removed to allow rotating
the propeller for ease of bolt removal.
NOTE 2: If the propeller will be reinstalled, and it
has been dynamically balanced, make an
identifying mark on the propeller hub and a
matching mark on the engine flange to ensure
proper orientation during re-installation to
prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS IF THEY ARE DAMAGED
OR CORRODED, OR WHEN THE
PROPELLER IS REMOVED FOR
OVERHAUL.
(6) Remove the propeller mounting bolts and washers.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(7) Using the support sling, lift the propeller from the
mounting flange.
(8) Remove and discard the propeller mounting O-ring.
(9) Decompress and remove the beta ring puller TE100.
(10)Place the propeller on a suitable cart for transportation.

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C. Removal of HC-B(3,4)( )W-3( ) Propellers

(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(a) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for
applicable instructions and technical information.
(b) 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).
(2) Disconnect the engine beta linkage and carbon
block assembly from the beta ring per the airframe
manufacturer’s instructions. Refer to Figure 3-7.
(a) If the carbon block must be removed, perform the
following procedures:
1 Remove the snap ring that retains the carbon
block assembly to the beta linkage.
2 Remove the carbon block assembly.
CAUTION: MAKE SURE THAT THE BETA
LINKAGE IS DISCONNECTED BEFORE
COMPRESSING THE BETA SYSTEM.
(3) Use the beta ring puller TE100 to compress the beta
system and pull the beta ring forward to expose the
propeller mounting nuts and washers. Refer to
Figure 3-5.
(4) Cut and remove the safety wire on the propeller mounting
studs.

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WARNING: MAKE SURE THE SLING IS RATED UP

TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(5) Support the propeller assembly with a sling.
NOTE: If the propeller will be reinstalled, and it
has been dynamically balanced, make an
identifying mark on the propeller hub and a
matching mark on the engine flange to ensure
proper orientation during re-installation to
prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
NUTS AND/OR WASHERS IF THEY ARE
DAMAGED OR CORRODED, OR WHEN
THE PROPELLER IS REMOVED FOR
OVERHAUL.
(6) Remove the propeller mounting nuts and washers.
NOTE: If the propeller is removed between overhaul
intervals, mounting nuts and washers may be
reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(7) Using the support sling, lift the propeller from the
mounting flange.
(8) Remove and discard the engine flange-to-spacer O-ring.
(9) Remove the spacer attachment screws from the
C-7364-2 spacer, if applicable.
(10)Remove the C-7364-2 spacer.
(11) Remove and discard the propeller hub-to-spacer
O-ring.
(12)Decompress and remove the beta ring puller TE100.
(13)Place the propeller on a suitable cart for transportation.

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D. Removal of HC-B(3,4,5)( )( )-5( ) Propellers

(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(a) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for
applicable instructions and technical information.
(b) 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).
CAUTION: THE BETA TUBE MUST BE REMOVED
BEFORE THE PROPELLER
ASSEMBLY IS REMOVED FROM THE
AIRCRAFT. REFER TO THE AIRCRAFT
MAINTENANCE INSTRUCTION
MANUAL.
(2) Remove the beta adjust anti-rotation hardware.
(3) Remove the beta adjust screw.
(4) Remove the beta tube.
(5) Cut and remove the safety wire on the propeller
mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(6) Support the propeller assembly with a sling.
NOTE: If the propeller will be reinstalled, and it
has been dynamically balanced, make an
identifying mark on the propeller hub and a
matching mark on the engine flange to ensure
proper orientation during re-installation to
prevent dynamic imbalance.

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CAUTION: DISCARD THE PROPELLER MOUNTING

BOLTS IF THEY ARE DAMAGED
OR CORRODED, OR WHEN THE
PROPELLER IS REMOVED FOR
OVERHAUL.
(7) Remove the propeller mounting bolts and washers.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(8) Using the support sling, lift the propeller from the
mounting flange.
(9) If the propeller has a two-piece spinner mounting plate,
go to step (11).
(10)Propellers with the one-piece spinner mounting plate
only. Refer to Figure 3-11:
(a) Remove the spinner mounting plate, spinner
bulkhead and start locks, as a unit, from the
propeller hub flange.
(11) Remove and discard propeller mounting O-ring.
(12)Place the propeller on a suitable cart for transportation.

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E. Removal of HC-( )3( )( )-7( ) Propellers

NOTE: Refer to Figures 3-12 through 3-16 for the Beta
Valve System.
(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(a) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell
Propeller Inc., refer to Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for
applicable instructions and technical information.
(b) 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).
(2) Remove the self-locking nut and spacer from the beta
system rod that protrudes from the pitch change rod and
piston.
(3) Prepare the propeller for removal. Refer to Figures 3-14
through 3-16.
(a) Piston Removal
1 Remove the flexlock nut using torque wrench
adapter TE152 or a 1-7/16 inch wrench, if
installed.
2 Remove the safety wire from the three link pin
units.
3 Remove the safety screws from the link pin
units.
4 Remove the link pin units.
5 Mark the piston and link pins with a felt tip pen
or equivalent, so the piston can be reinstalled in
the same position.
6 Slide the link arms out of the piston slots.
7 Remove the socket head cap screw, jam nut,
and washer from each piston guide rod.
8 Slide the piston off the cylinder.

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(b) Spring assembly removal.

1 Remove the ring retention plate screw safety
wire.
2 Remove the ring retention plate screws.
3 Remove the retention plate.
4 Remove the split retainer.
5 Remove the spring assembly from the cylinder.
(4) Cut and remove the safety wire on the propeller
mounting bolts.
WARNING: MAKE SURE THE SLING IS RATED UP
TO 800 LBS (363 KG) TO SUPPORT
THE WEIGHT OF THE PROPELLER
ASSEMBLY DURING REMOVAL.
(5) Support the propeller assembly with a sling.
NOTE 1: Supporting the propeller with the sling may be
delayed until all but two mounting bolts and
washers have been removed to allow rotating
the propeller for ease of bolt removal.
NOTE 2: If the propeller will be reinstalled, and it
has been dynamically balanced, make an
identifying mark on the propeller hub and a
matching mark on the engine flange to ensure
proper orientation during re-installation to
prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS IF THEY ARE DAMAGED
OR CORRODED, OR WHEN THE
PROPELLER IS REMOVED FOR
OVERHAUL.
(6) Remove the propeller mounting bolts and washers.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.

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CAUTION 1: DO NOT ALLOW THE PROPELLER

ASSEMBLY TO HIT OR REST ON THE
BETA FEEDBACK ROD. THIS COULD
BEND OR OTHERWISE DAMAGE THE
ROD.
CAUTION 2: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(7) Using the support sling, lift the propeller from the
mounting flange.
(8) Remove and discard the propeller mounting O-ring.
(9) Place the propeller on a suitable cart for transportation.

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F. Removal of Beta Valve Assembly for

HC-( )3( )( )-7( ) Propellers
(1) Remove the beta light switch from the beta valve pin per
airframe manufacturer’s instructions.
(2) Remove the engine mounted beta system control
hardware from the beta valve rod end fitting, per the
airframe/engine manufacturer’s instructions.
(3) Loosen the check nut on the push rod spool from the
bushing to break the Loctite® bond.
(4) Loosen the set screw to clear the threads of the push rod
spool and to allow removal of the rod end cap.
(5) Loosen the rod end cap to break the Loctite® bond and
remove the rod end cap from the push rod spool.
(6) Remove the rod end fitting from the push rod spool.
(7) Remove the bushing from the push rod spool.
(8) Remove the check nut from the push rod spool.
(9) Remove the O-ring from the cavity at the rear of the
threaded end of the push rod spool.
(10)Remove the engine cover from the rear of the engine
gear box encircling the beta valve push rod spool per the
airframe or engine manufacturer’s instructions.
(11) Remove and discard the ID and OD O-rings from the
engine cover.
WARNING: TO AVOID INJURY, SPRINGS IN THE
ENGINE SHAFT ARE PRELOADED AND
MUST BE PROPERLY CONTROLLED
WHEN RELEASING THE SPRING
RETAINER.
(12)Secure the spring retainer and remove the retaining ring
that holds the spring retainer in place.
(13)Remove the spring retainer from the engine shaft and
beta valve.
(14)Remove the inner and outer springs from the engine shaft
and beta valve.
(15)Slide the beta valve’s remaining assembly and push rod
spool out of the engine shaft toward where the propeller
had been mounted.

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(16)Place all beta valve parts together, including the self

locking nut and spacer that were removed to allow the
removal of the propeller assembly.

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TESTING AND TROUBLESHOOTING - CONTENTS

1. Operational Checks..................................................................... 4-3

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

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1. Operational Checks (Rev. 1)

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

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3. Troubleshooting
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
A. Hunting and Surging (Rev. 2)
(1) General
(a) Hunting is characterized by a cyclic variation in
engine speed above and below desired speed.
Surging is characterized by a large increase/
decrease in engine speed, followed by a return to
set speed after one or two occurrences.
(b) If the propeller is hunting, a certified airframe and
powerplant mechanic with the appropriate rating or a
certified propeller repair station with the appropriate
rating should check:
1 Governor
2 Fuel control
3 Synchrophaser or synchronizer
(2) If propeller is surging:
(a) Perform the "Initial Run-up" in accordance with the
Inspection and Check chapter of this manual to
release trapped air from the propeller.
1 If surging reoccurs it is most likely due to a faulty
governor.
a Have the governor tested by a certified
propeller repair station with the appropriate
rating.

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(b) Hunting and/or surging may also be caused by

friction or binding within the governor control, or
internal propeller corrosion, which causes the
propeller to react slower to governor commands.
1 To isolate these faults, the propeller must be
tested on a test bench at a certified propeller
repair station with the appropriate rating.
B. Engine Speed Varies with Airspeed
(1) Constant speed propeller models will experience 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.
(b) Friction in propeller.
(3) Decrease in engine speed while increasing airspeed:
(a) Governor pilot valve is stuck and is excessively
decreasing oil volume.
(b) Feathering command engaged on propeller pitch
control.
(4) Increase in engine speed while decreasing airspeed:
(a) Governor pilot valve is stuck and is excessively
increasing oil volume.
(5) Decrease in engine speed while decreasing airspeed:
(a) Governor is not increasing oil volume in propeller.
(b) Friction in propeller.

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C. Loss of Propeller Control

(1) Propeller goes to uncommanded high pitch (or feather)
(a) Loss of propeller oil pressure - check:
1 Governor pressure relief valve.
2 Governor drive.
3 Engine oil supply.
(b) Start lock not engaging.
(2) Propeller goes to uncommanded low pitch (high RPM)
(a) Governor pilot valve sticking.
(3) RPM increases with power and airspeed, propeller RPM
control has little or no effect.
(a) Excessive friction in blade bearings or pitch change
mechanism.
(b) Broken feathering spring.
(4) RPM control sluggish (especially on reducing RPM).
(a) Broken feathering spring.
D. Failure to Feather (or feathers slowly) (Rev. 1)
(1) Broken feathering spring (if applicable).
(2) Check for proper function and rigging of propeller/
governor control linkage.
(3) Check the governor function.
(4) The propeller must be inspected for misadjustment or
internal corrosion (usually in blade bearings or pitch
changing mechanism) that results in excessive friction.
(a) This inspection must be performed by a certified
propeller repair station with the appropriate rating.
E. Failure to Unfeather (Rev. 1)
(1) Check for proper function and rigging of propeller control
linkage.
(2) Check the governor function.
(3) The propeller must be inspected for misadjustment or
internal corrosion (usually in blade bearings or pitch
change mechanism) that results in excessive friction.
(a) This inspection must be performed by a certified
propeller repair station with the appropriate rating.

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F. Start Lock Units Fail to Latch

(-2, -5 and some -3 Models)
(1) Propeller was feathered before shutdown.
(2) Shutdown occurred at high RPM with propeller control
off the low pitch stop.
(a) The problem may be solved by restarting the engine,
placing the propeller control in the proper shut down
position, and then shutting down the engine.
(b) For HC-B(3,4,5)( )( )-5( ), the problem may be solved
by using the engine auxiliary pump to reposition the
propeller on the start lock units.
(3) Excessive governor pump leakage.
The problem should be referred to an appropriately
licensed propeller repair facility.
(4) Broken start lock unit(s).
The problem should be referred to an appropriately
licensed propeller repair facility.

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G. Vibration (Rev. 1)
CAUTION 1: ANY VIBRATION THAT CAN BE
DESCRIBED AS APPEARING SUDDENLY,
OR IS ACCOMPANIED BY UNEXPLAINED
GREASE LEAKAGE, SHOULD BE
INVESTIGATED IMMEDIATELY BEFORE
FURTHER FLIGHT.
CAUTION 2: VIBRATION PROBLEMS BECAUSE OF
PROPELLER SYSTEM IMBALANCE ARE
NORMALLY FELT THROUGHOUT THE
RPM RANGE, WITH THE INTENSITY OF
VIBRATION INCREASING WITH RPM.
VIBRATION PROBLEMS THAT OCCUR IN A
NARROW RPM RANGE ARE A SYMPTOM
OF RESONANCE THAT IS POTENTIALLY
HARMFUL TO THE PROPELLER. AVOID
OPERATION UNTIL THE PROPELLER
CAN BE CHECKED BY A CERTIFIED
PROPELLER REPAIR STATION WITH THE
APPROPRIATE RATING.
(1) Check:
(a) Control surfaces, cowl flaps, exhaust system, landing
gear doors, etc. for excessive play that may be
causing vibration that is unrelated to the propeller.
(b) Isolation of engine controls and lines
(c) Engine mount wear
(d) Uneven or over lubrication of propeller
(e) Proper engine/propeller flange mating
(f) Blade track:
1 Refer to the section, "Blade Track" in the
Inspection and Check chapter of this manual.
(g) Blade angles:
1 Blade angle must be within specified tolerance
between blades.
a Refer to a certified propeller repair station with
the appropriate rating to check/adjust blade
angles.

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(h) Spinner for cracks, improper installation, or "wobble"

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

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INSPECTION AND CHECK - CONTENTS

1. Pre-Flight Checks........................................................................5-3
A. Important Information.............................................................5-3
B. Propeller Blades....................................................................5-3
C. Spinner Assembly and Blade Retention Components...........5-4
D. Hardware...............................................................................5-4
E. Grease/Oil Leakage...............................................................5-4
F. Initial Run-up..........................................................................5-4
G. Additional Information............................................................5-4
2. Post-Flight Checks......................................................................5-5
A. HC-B3TN-3DL/LT10282( )-9.5R Propellers Installed
on Piaggio P-166 DL3 Aircraft...............................................5-5
3. Operational Checks.....................................................................5-6
A. Initial Run-up..........................................................................5-6
B. Propeller Ground Idle RPM Check........................................5-8
C. Post-Run Check...................................................................5-12
D. Propeller Ice Protection System..........................................5-12
4. Required Periodic Inspections and Maintenance......................5-13
A. Periodic Inspections.............................................................5-13
B. Periodic Maintenance..........................................................5-14
C. Compliance Inspections.......................................................5-14
D. Airworthiness Limitations.....................................................5-16
E. Overhaul Periods.................................................................5-16
5. Inspection Procedures..............................................................5-18
A. Blade Damage.....................................................................5-18
B. Grease/Oil Leakage.............................................................5-18
C. Vibration...............................................................................5-21
D. Blade Track..........................................................................5-23
E. Blade Tolerances.................................................................5-24
F. Corrosion.............................................................................5-25
G. Spinner Damage..................................................................5-25
H. Propeller Ice Protection Systems.........................................5-25

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INSPECTION AND CHECK - CONTENTS, CONTINUED

6. Special Inspections...................................................................5-28
A. Overspeed/Overtorque........................................................5-28
B. Lightning Strike....................................................................5-29
C. Foreign Object Strike/Ground Strike....................................5-31
D. Fire/Heat Damage...............................................................5-33
E. Sudden Stoppage................................................................5-33
F. Engine Oil Contamination....................................................5-33
7. Long Term Storage....................................................................5-34
A. Important Information...........................................................5-34

LIST OF FIGURES

Corrective Action required............................... Figure 5-1...............5-9

Example of a Ground Idle RPM
Check Evaluation...................................... Figure 5-2.............5-10
Blade Play....................................................... Figure 5-3.............5-24
Turbine Engine Overspeed Limits................... Figure 5-4.............5-26
Turbine Engine Overtorque Limits................... Figure 5-5.............5-27

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1. Pre-Flight Checks (Rev. 2)

CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
A. Important Information
(1) Follow propeller pre-flight inspection procedures as
specified in the Pilot Operating Handbook (POH) in
addition to the inspections specified in this section.
(2) Defects or damage found during the pre-flight inspection
must be evaluated in accordance with the applicable
section in the Testing and Troubleshooting chapter
and/or the Maintenance Practices chapter of this
manual.
B. Propeller Blades
(1) Visually examine the entire blade (leading edge, trailing
edge, face, and camber sides) for nicks, gouges,
erosion, and cracks.
(a) Normal erosion (sand-blasted appearance) on the
leading edge of the blade is permitted and does not
require removal before further flight.
(2) Visually examine the blades for lightning strike
indications in accordance with the section, “Lightning
Strike” in this chapter.
(3) Check the blades for radial play or movement of the
blade tip (in-and-out, fore-and-aft, and end play).
(a) Refer to the section, “Blade Tolerances” in this
chapter for blade play limits.

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

the anti-icing or de-ice boot for damage.
(a) Refer to the Anti-ice and De-ice Systems chapter
in this manual for operational checks and
troubleshooting information for Hartzell Propeller Inc.
ice protection systems.
C. Spinner Assembly and Blade Retention Components
(1) Inspect the spinner and the visible blade retention
components for damage and/or cracks.
(a) Repair or replace components as required before
further flight.
D. Hardware
(1) Check for loose or missing hardware.
(a) Retighten or reinstall as necessary.
WARNING: ABNORMAL GREASE/OIL LEAKAGE
CAN BE AN INDICATION OF A FAILING
PROPELLER BLADE OR BLADE
RETENTION COMPONENT. AN IN-FLIGHT
BLADE SEPARATION CAN RESULT IN A
CATASTROPHIC AIRCRAFT ACCIDENT.
E. Grease/Oil Leakage
(1) Examine the face and camber-sides of the blades for
evidence of grease/oil leakage.
(2) Using an appropriate light source, examine the propeller
through the blade cut-outs in the spinner for signs of
grease/oil leakage.
(a) Spinner removal is not required for this inspection.
(b) If grease/oil leakage is found, refer to the section,
“Inspection Procedures” in this chapter.
F. Initial Run-Up
(1) Perform the Initial Run-Up procedure in accordance with
the section, “Operational Checks” in this chapter.
G. Additional Information
(1) Refer to the airframe manufacturer’s manual for
additional pre-flight checks.
(2) Refer to the section, “Inspection Procedures” in this
chapter for additional inspection/repair information.

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2. Post-Flight Checks
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE 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. HC-B3TN-3DL/LT10282( )-9.5R propellers installed on
Piaggio P-166 DL3 aircraft
(1) As a result of the “pusher” configuration, propeller
blades on affected aircraft are exposed to hot exhaust
gasses, which makes them more susceptible to erosion
and corrosion. Additional inspections and corrosion
preventative measures are required.
(a) Perform blade cleaning within three days after any
flight.
NOTE: It is recommended to perform blade
cleaning after the last flight of each day.
(b) Blade Cleaning
1 Use a cloth dampened with an approved solvent/
cleaner to thoroughly clean each blade shank
where exposed to engine exhaust and remove
all foreign matter/exhaust residue.
2 Visually inspect for corrosion indications and
paint condition.
3 Paint must be in good condition in the area
exposed to exhaust gasses. Repair and repaint
in accordance with the Maintenance Practices
Chapter of this manual or by an appropriately
licensed propeller repair facility if:
a Any of the underlying aluminum blade is
exposed.
b There are any indications of corrosion, such
as pitting or any other unusual conditions.

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3. Operational Checks (Rev. 4)

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

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(4) Check the propeller speed control and operation from

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

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B. Propeller Ground Idle RPM Check

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

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

Before further flight - retire the blades

Number of RPM below Minimum Propeller Idle RPM

and hub from service and overhaul the

remaining components. Correct engine
rigging during propeller reinstallation.
80

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

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

0 25 50 75 100

Total hours of operation the propeller has operated on an

engine with improper RPM setting.

Corrective Action Required

Figure 5-1

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

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

Minimum propeller idle RPM listed in the AMM is 1180 RPM

Propeller idle is set at 1120 RPM

Propeller has operated with a RPM deviation of 60 RPM

Engine was rigged 2 months ago and has operated 75 hours

since it was rigged

Figure 5-1 shows that with an RPM deviation of 60 RPM for

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

Example of a Ground Idle RPM Check Evaluation

Figure 5-2
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(3) Corrective Action

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

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(b) Contact Hartzell Propeller Inc. Product Support

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

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4. Required Periodic Inspection/Maintenance (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. Periodic Inspections
(1) Perform the following inspection procedures at 400 hour
intervals, not to exceed twelve (12) calendar months.
Procedures involved in these inspections are detailed
below.
(a) Inspection and maintenance specified by an airframe
manufacturer’s maintenance program and approved
by the applicable airworthiness agency may not
coincide with the inspection time intervals specified.
1 In this situation, the airframe manufacturer’s
schedule may be applied as long as the
calendar limit for the inspection interval does not
exceed twelve (12) months.
(b) For additional inspection information (including
possible corrections), refer to the section, “Inspection
Procedures” in this chapter, and/or the Testing and
Troubleshooting chapter of this manual.
(2) Remove the spinner dome.
(3) Visually examine the propeller blades (lead edge,
trail edge, face, and camber sides) for nicks, gouges,
erosion, cracks, etc.
(a) Refer to the section, “Aluminum Blades” in the
Maintenance Practices chapter of this manual for
damage evaluation and repair information.
(4) Make an entry in the propeller logbook about completion
of these inspections.

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B. Periodic Maintenance
(1) Lubricate the propeller assembly.
(a) Refer to the section, “Lubrication” in the
Maintenance Practices chapter of this manual for
intervals and procedures.
C. Compliance Inspections
(1) Blade Inspection for HC-B3TN-3DL/LT10282( )-9.5R
Propellers Installed on Piaggio P166 DL3 Aircraft.
CAUTION: ESTABLISH MORE FREQUENT
INTERVALS FOR INSPECTION IF
SERVICE EXPERIENCE INDICATES
THAT SEVERE CORROSION IS
FOUND DURING INSPECTIONS.
(a) Visually inspect each blade for paint erosion and
corrosion at intervals not exceeding 150 hours
of operation,12 calendar months, or at annual
inspection, whichever occurs first.
1 For scheduling purposes, the inspection interval
has a maximum 10 percent additional
non-cumulative flight hour tolerance.
a For example, the initial 150 hour inspection
is overflown to 160 hours, and then
inspected at this time. The next inspection
must be accomplished 140 flight hours from
previous inspection.
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.
2 Use a cloth dampened with an approved solvent/
cleaner to thoroughly clean each blade shank
where exposed to engine exhaust and remove
all foreign matter/exhaust residue.

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3 Paint must be in good condition in the area

exposed to exhaust gasses. Repair and
repainting is required if:
a Any of the underlying aluminum blade is
exposed.
b There are any indications of corrosion, such
as pitting or any other unusual conditions.
4 All corrosion indications require repair and
subsequent repainting by an appropriately
licensed propeller repair facility.
a Refer to FAA Advisory Circular
AC 43.4A (or subsequent revision) for
additional information concerning corrosion.
This circular provides definitions, repair
procedures, safety precautions, etc.
(b) If repair and repainting are required, refer to the
Blade Repairs section in the Maintenance Practices
chapter of this manual for additional information.
NOTE: Qualified personnel must make the
determination if repairs can be made
locally or must be sent to an appropriately
licensed propeller repair facility. Hartzell
Propeller Inc. recommends that in
“borderline” or questionable situations it
is preferable to send the propeller to an
appropriately licensed propeller repair
facility.
(c) Record compliance with this inspection in the
propeller logbook.

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D. Airworthiness Limitations
(1) Certain components, as well as the entire propeller
may have specific life limits established as part of the
certification by the FAA. Such limits call for mandatory
replacement of specified parts after a defined number of
hours and/or cycles of use.
(2) Life limited component times may exist for the
propeller models covered in this manual. Refer to the
Airworthiness Limitations chapter of this manual.
(4) Operators are urged to keep informed of airworthiness
information via Hartzell Propeller Inc. Service Bulletins
and Service Letters, which are available from Hartzell
distributors or from Hartzell by subscription. Selected
information is also available on Hartzell Propeller’s
website at www.hartzellprop.com.
E. Overhaul Periods
(1) In flight, the propeller is constantly subjected to vibration
from the engine and the airstream, as well as high
centrifugal forces.
(2) The propeller is also subject to corrosion, wear, and
general deterioration due to aging. Under these
conditions, metal fatigue or mechanical failures can
occur.
(3) To protect your safety, your investment, and to maximize
the safe operating lifetime of your propeller, it is essential
that a propeller be properly maintained and overhauled
according to the recommended service procedures.
(a) For Hartzell Propeller Inc. propeller overhaul
periods, refer to Hartzell Propeller Inc. Service Letter
HC-SL-61-61Y.

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(Blank Page)

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5. Inspection Procedures
A. Blade Damage (Rev. 1)
(1) Refer to the section, “Aluminum Blades” in the
Maintenance Practices chapter of this manual for damage
evaluation and repair information.
B. Grease/Oil Leakage (Rev. 1)
WARNING: UNUSUAL OR ABNORMAL GREASE
LEAKAGE OR VIBRATION, WHERE
THE CONDITION STARTED SUDDENLY,
CAN BE AN INDICATION OF A FAILING
PROPELLER BLADE OR BLADE
RETENTION COMPONENT. AN IN
FLIGHT BLADE SEPARATION CAN
RESULT IN DEATH, SERIOUS BODILY
INJURY, AND/OR SUBSTANTIAL
PROPERTY DAMAGE. UNUSUAL OR
ABNORMAL GREASE LEAKAGE OR
VIBRATION DEMANDS IMMEDIATE
INSPECTION.
(1) Important Information
(a) A new or newly overhauled propeller may leak slightly
during the first several hours of operation. This
leakage may be caused by the seating of seals and
O-rings, and the slinging of lubricants used during
assembly. Such leakage should cease within the first
ten hours of operation.
(b) Leakage that persists beyond the first ten hours of
operation on a new or newly overhauled propeller,
or occurs on a propeller that has been in service for
some time will require repair.
1 A determination should be made as to the source
of the leak. If the source of the leak is the O-ring
seal between the engine and the propeller flange
or a lubrication fitting, field repair is permitted.
2 All other leakage repairs should be referred
to a certified propeller repair station with the
appropriate rating.
3 If abnormal leakage is detected, inspect
the propeller assembly using the Inspection
procedure steps in this section.

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(c) Grease Leakage - probable causes:

1 Loose/defective lubrication fitting
2 Grease leaks between the blade clamp and the
propeller hub
a Refer to a certified propeller repair station
with the appropriate rating.
3 Grease leaks past the blade clamp seal gaskets
4 Grease leaks from between the blade clamp and
the blade
a Refer to a certified propeller repair station
with the appropriate rating.
5 Grease leaks from the clamp when the blade is
pointed up and in a static position.
a Oil separating from the grease. Approved
lubricants are listed in the Maintenance
Practices chapter of this manual. These
lubricants have varying separation rates.
1 If a clamp seal leaks after the first
ten hours of operation, consult a
certified propeller repair station with the
appropriate rating.
(d) Oil Leakage - probable causes:
1 Faulty O-ring seal between the hub and the
cylinder
2 Faulty O-ring seal between the piston and the
cylinder
3 Displaced felt seal between the piston and the
cylinder
4 Faulty O-ring(s) between the propeller hub and
the engine flange
5 Faulty O-ring between the piston and the pitch
change rod
(e) Beta Tube/Valve System Oil Leakage (if applicable)
- probable causes:
1 Faulty O-rings between the beta tube/valve.
a Refer to a certified propeller repair station
with the appropriate rating for replacement.

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(2) Inspection Procedure

(a) Remove the spinner dome.
CAUTION: PERFORM A VISUAL INSPECTION
WITHOUT CLEANING THE PARTS. A
TIGHT CRACK IS OFTEN EVIDENT
DUE TO TRACES OF GREASE
EMANATING FROM THE CRACK.
CLEANING CAN REMOVE SUCH
EVIDENCE AND MAKE A CRACK
VIRTUALLY IMPOSSIBLE TO SEE.
(b) Perform a visual inspection of the hub, blade
clamps, and blades to locate the source of the
grease leak.
1 If the source of the grease leak is a non-critical
part such as an O-ring, gasket, or sealant,
repairs can be accomplished during scheduled
maintenance as long as flight safety is not
compromised.
2 If cracks are suspected, additional inspections
to verify the condition must be performed before
further flight.
a Inspections typically include disassembly of
the propeller followed by inspection of parts,
using nondestructive methods in accordance
with published procedures.
(1) These inspections must be performed
by a certified propeller repair station with
the appropriate rating.
(c) If cracks or failing components are found, these
parts must be replaced before further flight.
1 Report such occurrences to the appropriate
airworthiness authorities and to Hartzell
Propeller Inc. Product Support.

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C. Vibration (Rev. 1)
NOTE: Vibration may originate in the engine, propeller,
or airframe. Troubleshooting procedures typically
begin with an investigation of the engine. Airframe
components, such as engine mounts or loose
landing gear doors, can also be the source
of vibration. When investigating an abnormal
vibration, the blades and the blade retention
components should be considered as potential
sources of the vibration.
(1) Important Information
(a) Instances of abnormal vibration should be
investigated immediately. If the cause of the vibration
is not readily apparent, examine the propeller in
accordance with the instructions in this section.
(b) Perform troubleshooting and evaluation of possible
sources of vibration in accordance with engine or
airframe manufacturer’s instructions.
(c) Refer to the section, “Vibration” in the Testing and
Troubleshooting chapter of this manual.
1 Perform the checks to determine possible cause
of the vibration.
a If no cause is found, the propeller could be
the source of the vibration. Examine the
propeller in accordance with the Inspection
steps in this section.
(2) Inspection
(a) Remove the spinner dome.
(b) Visually examine the hub, blades, and blade clamps
(if applicable) for cracks.
1 Pay particular attention to the blade retention
areas of an aluminum hub, or the blade clamps
on steel hub propellers.
2 A crack may be readily visible, or may be
indicated by grease leaking from a seemingly
solid surface.

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(c) If cracks are suspected, additional inspections must

be performed to evaluate the condition before further
flight.
1 These inspections typically include disassembly
of the propeller, followed by inspection of parts,
using nondestructive methods in accordance
with published procedures.
2 These inspections must be performed at
a certified propeller repair station with the
appropriate rating.
(d) Inspect the movement of the propeller blades in
accordance with the section, “Blade Tolerances” in
this chapter.
(e) Inspect blade track in accordance with the section,
“Blade Track” in this chapter.
CAUTION: DO NOT USE BLADE PADDLES
TO TURN BLADES.
1 Manually (by hand) attempt to turn the blades
(change pitch).
2 Visually check for damaged blades.
(f) If abnormal blade conditions or damage are found,
additional inspections must be performed to evaluate
the condition before further flight.
1 These inspections must be performed at
a certified propeller repair station with the
appropriate rating.
(g) If cracks or failing components are found, these
parts must be replaced before further flight.
1 Report such occurrences to airworthiness
authorities and Hartzell Propeller Inc. Product
Support.

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D. Blade Track
(1) On -2 and -5 propeller models only, 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 (6.4 mm) of
the lowest point of the propeller arc.
NOTE: This reference point may be a flat board
with a sheet of paper attached to it. The
board may then be blocked up to within
0.25 inch (6.4 mm) of the propeller arc.
(c) Rotate the propeller by hand in the direction of
normal rotation until a blade points directly at the
paper. Mark the position of the blade tip in relation to
the paper.
(d) Repeat this procedure with the remaining blades.
(e) Tracking tolerance is ±0.0625 inch (1.58 mm) or
0.125 inch (3.17 mm) total.
(2) On -3 and -7 propeller models only, the propeller must
be removed from the aircraft to check the blade track
on a rotatable fixture, in accordance with the applicable
Hartzell Propeller Inc. Manual 118F (61-10-18) or
Manual 132A (61-10-32).
(3) Possible Correction
(a) Remove any foreign matter from the propeller
mounting flange.
(b) If no foreign matter is present, refer to an
appropriately licensed propeller repair facility.

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E. Blade Tolerances (Rev. 4)

(1) Limits for blade play are specified below.
Refer to Figure 5-3.
(a) End Play
1 Leading Edge-to- ±0.0625 inch (1.58 mm)
Trailing Edge Total: 0.125 inch (3.17 mm)
2 Fore-to-Aft ±0.0625 inch (1.58 mm)
(face-to-camber) Total: 0.125 inch (3.17 mm)
(b) In-and-Out Play 0.032 inch (0.81 mm)
(c) Radial Play ±0.5 degree (Total: 1 degree)
(pitch change) measured at reference station
(d) Blades should be tight in the propeller; however, play
that is within the allowable limits is acceptable if the
blade returns to its original position when released.
1 If blade play is greater than the allowable limits,
or if the blade(s) do not return to their original
position when released, there may be internal wear
or damage that should be referred to a certified
propeller repair station with the appropriate rating.

In-and-Out
Play
Radial Play

End Play
TPI-LW-01311

Leading Edge-to-Trailing Edge

Fore-to-Aft

Blade Play
Figure 5-3

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

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 125%

120%
Requires Evaluation by an
Appropriately Licensed Propeller
Repair Facility
115%

110%
139

INSPECTION AND CHECK

106% No Action Required

61-00-39
20 60 300 360

Percent Overspeed -- Turbine Engines Only

HARTZELL PROPELLER OWNER’S MANUAL

Duration of Overspeed (in seconds)

W10069 Duration of Overspeed in Seconds

Turbine Engine Overspeed Limits

Rev. 20 Aug/23
Page 5-26
Figure 5-4
 120%

Contact Hartzell Product Support for Disposition

115%

110%
139

INSPECTION AND CHECK

No Action Required
102%

61-00-39
20 300
HARTZELL PROPELLER OWNER’S MANUAL

Percent Overtorque -- Turbine Engines Only

Duration of Overtorque in Seconds
W10070

Turbine Engine Overtorque Limits

Rev. 20 Aug/23
Page 5-27
Figure 5-5
 HARTZELL PROPELLER OWNER’S MANUAL
139

6. Special Inspections
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE CRITICAL
PARTS. REFER TO THE INTRODUCTION
CHAPTER OF THIS MANUAL FOR
INFORMATION ABOUT PROPELLER
CRITICAL PARTS. REFER TO THE
ILLUSTRATED PARTS LIST CHAPTER OF
THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Overspeed/Overtorque (Rev. 1)
(1) An overspeed has occurred when the propeller RPM has
exceeded the maximum RPM stated in the applicable
Aircraft Type Certificate Data Sheet. An overtorque
condition occurs when the engine load exceeds the
limits established by the engine, propeller, or airframe
manufacturer. The duration of time at overspeed/
overtorque for a single event determines the corrective
action that must be taken to make sure no damage to
the propeller has occurred.
(2) The criteria for determining the required action after an
overspeed are based on many factors. The additional
centrifugal forces that occur during overspeed are
not the only concern. Some applications have sharp
increases in vibratory stresses at RPMs above the
maximum rated for the airframe/engine/propeller
combination.
(a) When a propeller installed on a turbine engine has
an overspeed event, refer to the Turbine Engine
Overspeed Limits (Figure 5-4) to determine the
corrective action to be taken.
(b) When a propeller installed on a turbine engine has
an overtorque event, refer to the Turbine Engine
Overtorque Limits (Figure 5-5) to determine the
corrective action to be taken.

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(c) Make a record of the overspeed/overtorque event

in the propeller logbook, indicating any corrective
action(s) taken.
NOTE: Some aircraft installations have torque
indicator values indicating 100% torque that
are less than the maximum certified torque
for the specific propeller model as listed in
the propeller type certificate data sheet. If
an overtorque occurs that requires propeller
repair station evaluation, contact Hartzell
Propeller Inc. Product Support to confirm
actual overtorque percentage.
B. Lightning Strike (Rev. 1)
CAUTION: ALSO CONSULT ENGINE AND
AIRFRAME MANUFACTURER’S
MANUALS FOR ADDITIONAL
INSPECTIONS TO PERFORM AFTER A
PROPELLER LIGHTNING STRIKE.
(1) General
(a) In the event of a propeller lightning strike, an
inspection is required before further flight.
(b) If the propeller meets the requirements of the
“Temporary Operation Inspection” in this section,
10 hours of operation is permitted before propeller
disassembly/inspection must be performed.
(2) Temporary Operation Inspection
(a) Remove the spinner dome and perform a visual
inspection of the propeller, blades, spinner, and ice
protection system for evidence of damage that would
require repair before flight (such as broken wires or
arcing damage to propeller hub).

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CAUTION: IF THE PROPELLER EXPERIENCES

A LIGHTNING STRIKE, REFER
TO THE SECTION, “ALUMINUM
BLADES” IN THE MAINTENANCE
PRACTICES CHAPTER OF THIS
MANUAL TO EVALUATE THE
DAMAGE BEFORE FURTHER
FLIGHT.
1 If the only evident damage is minor arcing
burns to the blades, temporary operation for up
to 10 flight hours is permitted before propeller
disassembly and inspection.
2 If there is evidence of additional damage,
beyond minor arcing burns to the blades,
temporary operation is not permitted. The
propeller must be removed from the aircraft,
disassembled, evaluated, and/or repaired
by a certified propeller repair station with the
appropriate rating before further flight.
(b) Perform an operational check of the propeller ice
protection system (if installed) in accordance with
the Anti-ice and De-ice Systems chapter of this
manual.
(c) Make a record of the lightning strike in the propeller
logbook, indicating any corrective action(s) taken.
(3) For flight beyond the 10-hour temporary operation limit:
(a) The propeller must be removed from the aircraft,
disassembled, evaluated, and/or repaired by a
certified propeller repair station with the appropriate
rating.

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C. Foreign Object Strike/Ground Strike (Rev. 1)

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

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(2) Inspection Procedure

(a) Examine the propeller assembly for damage related
to the foreign object/ground strike.
(b) If any of the following indications are found, the
propeller must be removed from the aircraft,
disassembled and overhauled by a certified propeller
repair station with the appropriate rating.
1 Blade(s) damaged, bent, or out of track/angle
2 Blade(s) loose in the hub (if applicable)
a Refer to the section, “Blade Tolerances” in
this chapter for the permitted limits of blade
movement.
3 Blade(s) rotated in the clamp (if applicable)
4 Any noticeable or suspected damage to the
pitch change mechanism
5 Any blade diameter reduction
6 A bent, cracked, or failed engine shaft
7 Vibration during operation
(that was not present before the event)
(c) Aluminum Blades: Nicks, gouges, and scratches
on blade surfaces or the leading and trailing edges
must be removed before flight.
1 Refer to the section, “Aluminum Blades” in the
Maintenance Practices chapter of this manual
(if applicable) for damage evaluation and repair
information.
(d) Engine mounted components - such as governors,
pumps, etc. may be damaged by a foreign object
strike, especially if the strike resulted in a sudden
stoppage of the engine.
1 These components should be inspected and
repaired in accordance with the applicable
component maintenance manual.
(e) Make a record of the foreign object/ground strike
event in the propeller logbook, indicating any
corrective action(s) taken.

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D. Fire/Heat Damage (Rev. 1)

WARNING: HIGH TEMPERATURES CAN CAUSE
SERIOUS DAMAGE TO PROPELLER
HUBS, CLAMPS, AND BLADES
(ALUMINUM AND COMPOSITE).
THIS DAMAGE CAN RESULT IN
CATASTROPHIC FAILURE CAUSING
DEATH, SERIOUS BODILY INJURY,
AND/OR SUBSTANTIAL PROPERTY
DAMAGE.
(1) A propeller that has been exposed to fire or high
temperatures, such as an engine or hangar fire, must be
inspected by a certified propeller repair station with the
appropriate rating before further flight.
E. Sudden Stoppage (Rev. 1)
(1) When there is a propeller sudden stoppage because
of catastrophic engine failure or seizure, the propeller
and any engine driven/powered accessory must be
inspected and repaired in accordance with the applicable
component maintenance manual.
(2) If the sudden stoppage was caused by a foreign object
strike, refer to the section, “Foreign Object/Ground
Strike” in this chapter.
F. Engine Oil Contamination (Rev. 1)
(1) Following an incident of oil contamination, the
components of the propeller that were exposed to
oil contamination must be removed, cleaned, and
inspected.
(a) A propeller that was exposed to oil contamination
must be removed and sent to a certified propeller
repair station with the appropriate rating for
disassembly, cleaning, and inspection.
(b) A governor that was exposed to oil contamination
must be inspected and repaired in accordance with
the applicable component maintenance manual.

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7. Long Term Storage

A. Important Information
(1) Parts shipped from Hartzell Propeller Inc. are not
shipped or packaged in a container that is designed for
long term storage.
(2) Long term storage procedures are detailed in Hartzell
Propeller Inc. Standard Practices Manual 202A
(61-01-02).
(3) Information regarding the return of a propeller
assembly to service after long term storage is detailed in
Hartzell Propeller Inc. Standard Practices Manual 202A
(61-01-02).

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MAINTENANCE PRACTICES - CONTENTS

1. Cleaning....................................................................................6-3
A. General Cleaning................................................................6-4
B. Spinner Cleaning and Polishing.........................................6-5
2. Lubrication................................................................................6-6
A. Lubrication Intervals...........................................................6-6
B. Lubrication Procedure........................................................6-8
C. Approved Lubricants......................................................... 6-11
3. Corrosion Inhibitor...................................................................6-12
A. Application Intervals.........................................................6-12
B. Application Procedure......................................................6-14
4. Beta Feedback Block Assemblies...........................................6-15
A. Inspection.........................................................................6-15
B. Replacement of A-3026 Carbon Block Unit
in the A-3044 Beta Feedback Block Assembly.................6-17
C. Installation of the A-3044 Beta Feedback
Block Assembly................................................................6-17
5. Aluminum Blades....................................................................6-18
A. Important Information.......................................................6-18
B. Repair of Nicks and Gouges.............................................6-19
C. Repair of Bent Blades.......................................................6-22
6. Blade Paint Touch-Up.............................................................6-24
A. Important Information.......................................................6-24
B. Paint.................................................................................6-24
C. Procedure.........................................................................6-25
7. Dynamic Balance....................................................................6-27
A. Overview...........................................................................6-27
B. Inspection Procedures Before Balancing.........................6-28
C. Modifying Spinner Bulkhead to Accommodate
Dynamic Balance Weights................................................6-28
D. Placement of Balance Weights for Dynamic Balance......6-29

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MAINTENANCE PRACTICES - CONTENTS, CONTINUED

8. Hydraulic Low Pitch Stop Setting............................................6-30

9. Feathering Pitch Stop Settings...............................................6-30
10. Reverse Pitch Stop Settings...................................................6-30
11. Propeller Ice Protection Systems............................................6-31
12. Tachometer Calibration...........................................................6-31
A. Important Information.......................................................6-31
B. Tachometer Calibration.....................................................6-32

LIST OF FIGURES

Lubrication Fitting............................................ Figure 6-1...............6-7

Lubrication Label............................................. Figure 6-2...............6-9
Applying Corrosion Inhibitor CM352................ Figure 6-3.............6-13
Beta Feedback Block Assembly and
Beta Ring Clearance................................. Figure 6-4.............6-16
Beta Feedback Block Assembly...................... Figure 6-5.............6-16
Repair Limitations............................................ Figure 6-6.............6-20

LIST OF TABLES

Touch-up Paints................................................ Table 6-1..............6-23

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1. Cleaning (Rev. 2)
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
CAUTION 2: BEFORE CLEANING THE PROPELLER,
BE SURE THE PROPELLER HAS BEEN
INSPECTED IN ACCORDANCE WITH THE
REQUIRED PERIODIC INSPECTIONS
SPECIFIED IN THIS MANUAL. CLEANING
THE PROPELLER PRIOR TO INSPECTION
MAY REMOVE EVIDENCE OF A CONDITION
THAT REQUIRES CORRECTIVE ACTION.
CAUTION 3: DO NOT USE PRESSURE WASHING
EQUIPMENT TO CLEAN THE PROPELLER
OR CONTROL COMPONENTS. PRESSURE
WASHING CAN FORCE WATER AND/OR
CLEANING SOLVENTS PAST SEALS, AND
CAN LEAD TO INTERNAL CORROSION OF
PROPELLER COMPONENTS.

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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.
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.

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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.
(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 is to be lubricated at intervals not to
exceed 400 hours or at 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 intervals. The lubrication interval may be
gradually extended after evaluating bearing wear and
internal corrosion when the propeller is overhauled.

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(ONE IN EACH CLAMP HALF)

GREASE FITTING

D-1490.PLT

Grease Fitting
Figure 6-1

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(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.
B. Lubrication Procedure
WARNING: FOLLOW LUBRICATION PROCEDURES
CORRECTLY TO MAINTAIN 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 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.

PROPELLER 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

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 blade 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. Beta Feedback Block Assemblies (Rev. 1)

CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER
TO THE ILLUSTRATED PARTS LIST
CHAPTER OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
A. Inspection
(1) The clearance between the yoke pin and the
corresponding linkage (beta lever bushing) can become
too close due to a buildup of plating and foreign particles
between the two pieces. This can cause a binding action,
resulting in excessive wear to the carbon block unit, low
stop collar, beta ring, and/or beta linkage.
(2) Inspect the beta lever and beta feedback block assembly
interface for free movement. If there is binding, do the
following:
(a) Disconnect the beta linkage and remove the beta
feedback block assemblies from the beta ring.
(b) Using an abrasive pad, lightly polish the yoke pin to
provide adequate clearance and eliminate binding.
(c) Reinstall the beta feedback block assembly into the
beta ring.
(d) Install, adjust, and safety the beta linkage in
accordance with the airframe manufacturer's
instructions.

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

Beta Ring

APS0168b
Beta Feedback Block Assembly and Beta Ring Clearance
Figure 6-4

Beta Linkage
Lever Yoke Unit
Snap Ring

Cotter Pin

Clevis Pin
Carbon Block Unit
BPS0041

Beta Feedback Block Assembly

Figure 6-5

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

A-3044 Beta Feedback Block Assembly
(1) If the side clearance between the beta ring and carbon
block exceeds 0.010 inch (0.25 mm) - refer to Figure 6-4,
replace the A-3026 carbon block unit in accordance with
Figure 6-5 and the following steps.
(a) Remove the cotter pin from the end of the clevis pin.
(b) Slide the pin from the assembly and remove and
discard the carbon block unit.
(c) Inspect the yoke for wear or cracks.
1 Replace the yoke if necessary.
(d) Install a new carbon block unit and slide a new
clevis pin into position.
(e) Secure the clevis pin with a T-head cotter pin.
(f) Refit the carbon block in accordance with Figure 6-4.
1 Establish the required clearance by sanding the
sides of the carbon block as needed.
C. Installation of the A-3044 Beta Feedback Block Assembly
(1) Refer to Installation and Removal Chapter of this manual
for installation instructions.

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5. Aluminum Blades (Rev. 4)

WARNING: ALL NICKS, GOUGES, OR SCRATCHES OF
ANY SIZE CAN CREATE A STRESS RISER
THAT COULD POTENTIALLY LEAD TO
BLADE CRACKING. ALL DAMAGE SHOULD
BE VISUALLY EXAMINED CAREFULLY
BEFORE FLIGHT FOR THE PRESENCE OF
CRACKS OR OTHER ABNORMALITIES.
CAUTION 1: BLADES THAT HAVE BEEN PREVIOUSLY
REPAIRED OR OVERHAULED MAY HAVE
BEEN DIMENSIONALLY REDUCED. BEFORE
REPAIRING SIGNIFICANT DAMAGE OR
MAKING REPAIRS ON BLADES THAT ARE
APPROACHING SERVICEABLE LIMITS,
CONTACT A CERTIFIED PROPELLER
REPAIR STATION WITH THE APPROPRIATE
RATING OR THE HARTZELL PRODUCT
SUPPORT DEPARTMENT FOR BLADE
DIMENSIONAL LIMITS.
CAUTION 2: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER
TO THE ILLUSTRATED PARTS LIST
CHAPTER OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
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 repaired
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.

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(3) Normal erosion (sand-blasted appearance) on the leading

edge of the blade is acceptable and does not require
removal before further flight.
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 THE
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.
THE REPAIRED AREA MUST BE 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).

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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 (6.3 mm) deep 0.13 Inch (3.3 mm) deep

LOCAL LOCAL
REPAIR REPAIR
APS6157

Repair Limitations
Figure 6-6

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(2) Calculate the area of repair using Figure 6-6 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.
(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 file 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).

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(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.
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 STATION.
(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.

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Hartzell
Vendor Propeller Inc.
Vendor Color 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 White (tip stripe) F75KXW10309-4311 A-6741-147-1

Sherwin-Williams Gray Metallic F75KXM9754-4311 A-6741-148-1

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

1326305 or
Sherwin-Williams Bright Red A-6741-200-5
F63TXR16285-4311
1326313 or
Sherwin-Williams Bright Yellow 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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6. 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 manufacturer’s contact information:
(a) Tempo Products Company
A Plasti-kote Company
1000 Lake Road
Medina, OH 44256
Tel: 800.321.6300
Fax: 216.349.4241
Cage Code: 07708
(b) Sherwin-Williams Company
Refer to the Sherwin-Williams
Product Finishes Global Finishes Group website at:
http://oem.sherwin-williams.com

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C. Procedure
WARNING: CLEANING AGENTS (ACETONE,
#700 LACQUER THINNER, AND MEK),
ARE FLAMMABLE AND TOXIC TO
THE SKIN, EYES, AND RESPIRATORY
TRACT. SKIN AND EYE PROTECTION
ARE REQUIRED. AVOID PROLONGED
CONTACT. USE IN WELL VENTILATED
AREA.
CAUTION: ANY REFINISHING PROCEDURE
CAN ALTER PROPELLER BALANCE.
PROPELLERS THAT ARE OUT
OF BALANCE MAY EXPERIENCE
EXCESSIVE VIBRATIONS WHILE IN
OPERATION.
(1) Using a clean cloth moistened with acetone,
#700 lacquer thinner, or MEK, wipe the surface of the
blade to remove any contaminants.
(2) Permit the solvent to evaporate.
CAUTION 1: EXCESSIVE SANDING ON COMPOSITE
BLADES WILL CAUSE “FUZZING” OF
THE KEVLAR® MATERIAL. THIS CAN
RESULT IN A ROUGH FINISH AND/OR
DAMAGE TO THE BLADE.
CAUTION 2: BE SURE TO SAND/FEATHER THE
EXISTING COATINGS TO PREVENT
EXCESSIVE PAINT BUILDUP.
(3) Using 120 to 180 grit sandpaper, sand to feather the
existing coatings away from the eroded or repaired area.
(a) Erosion damage is typically very similar on all blades
in a propeller assembly. If one blade has more
extensive damage, e.g. in the tip area, sand all the
blades in the tip area to replicate the repair of the
most severely damaged blade tip. This practice is
essential in maintaining balance after refinishing.
(4) Using acetone, #700 lacquer thinner, or MEK, wipe the
surface of the blade.
(5) Permit the solvent to evaporate.

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(6) Aluminum Blades Only:

(a) Apply an approved corrosion preventative 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.
(7) Apply masking material for the erosion shield, anti-icing or
de-ice boot, and tip stripes, as needed.
WARNING: FINISH COATINGS ARE FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
CAUTION: APPLY FINISH COATING TO UNIFORMLY
COVER THE REPAIR/EROSION. AVOID
EXCESSIVE PAINT BUILDUP ALONG THE
TRAILING EDGE TO AVOID CHANGING
THE BLADE PROFILE AND/OR P-STATIC
CHARACTERISTICS.
(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 4 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 4 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 Dynamic
Balance section of this chapter.

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7. Dynamic Balance
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE CRITICAL
PARTS. REFER TO THE INTRODUCTION
CHAPTER OF THIS MANUAL FOR
INFORMATION ABOUT PROPELLER
CRITICAL PARTS. REFER TO THE
ILLUSTRATED PARTS LIST CHAPTER OF
THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Overview
WARNING: WHEN USING REFLECTIVE TAPE FOR
DYNAMIC BALANCING, DO NOT APPLY
THE TAPE ON EXPOSED BARE METAL OF
A 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.
NOTE: Dynamic balance is recommended to reduce
vibrations that may be caused by a rotating
system (propeller and engine) imbalance. Dynamic
balancing can help prolong the life of the propeller,
engine, airframe, and avionics.
(1) Dynamic balance is accomplished by using an accurate
means of measuring the amount and location of the
dynamic imbalance.
(2) The maximum permitted imbalance reading is 0.2 IPS.
(3) The number of balance weights installed must not
exceed the limits specified in this chapter.
(4) Follow the dynamic balance equipment manufacturer’s
instructions for dynamic balance in addition to the
specifications of this section.
NOTE: Some engine manufacturer's instructions also
contain information on dynamic balance limits.

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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 a Stoddard solvent (or equivalent) to completely
remove any grease on the blades or inner surface of
the spinner dome.
(b) Visually check each propeller blade assembly for
evidence of grease leakage.
(c) Visually inspect the inner surface of the spinner
dome for evidence of grease leakage.
(2) If there is no evidence of grease leakage, lubricate the
propeller in accordance with the Maintenance Practices
chapter in this manual. If grease leakage is evident,
determine the location of the leak and correct before re-
lubricating the propeller and dynamic balancing.
(3) Before dynamic balancing, record the number and
location of all balance weights.
C. Modifying Spinner Bulkhead to Accommodate Dynamic
Balance Weights
CAUTION: ALL HOLE/BALANCE WEIGHT
LOCATIONS MUST TAKE INTO
CONSIDERATION, AND MUST AVOID,
ANY POSSIBILITY OF INTERFERING
WITH THE ADJACENT AIRFRAME, DE-
ICE AND ENGINE COMPONENTS.
(1) It is recommended that the placement of balance
weights be in a radial location on aluminum spinner
bulkheads that have not been previously drilled.
(2) The radial location should be outboard of the de-ice slip
ring or bulkhead doubler and inboard of the bend where
the bulkhead creates the flange to attach the spinner
dome.
(3) Twelve equally spaced locations are recommended for
weight attachment.

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(4) Installing nut plates (10-32 thread) of the type used to

attach the spinner dome will permit convenient balance
weight attachment on the engine side of the bulkhead.
(5) Alternatively, drilling holes for use with the AN3-( ) type
bolts with self-locking nuts is permitted.
(6) Chadwick-Helmuth Manual AW-9511-2, “The Smooth
Propeller”, specifies several generic bulkhead rework
procedures. These are permitted if they comply with the
conditions specified herein.
D. Placement of Balance Weights for Dynamic Balance
(1) The preferred method of attachment of dynamic balance
weights is to add the weights to the spinner bulkhead.
NOTE: Many spinner bulkheads have factory installed
self-locking nut plates provided for this
purpose.
(2) If the location of static balance weights has not been
altered, subsequent removal of the dynamic balance
weights will return the propeller to its original static
balance condition.
(3) Use only stainless or plated steel washers as dynamic
balance weights on the spinner bulkhead.
(4) A maximum of six AN970 style washers weighing up to
approximately 1.0 oz (28.0 g) may be installed at any
one location.
NOTE: The dimensions of an AN970 washer are:
ID 0.203 inch (5.16 mm), OD 0.875 inch
(22.23 mm), and thickness 0.063 inch
(1.59 mm).
(5) Install weights using aircraft quality #10-32 or AN-3( )
type screws or bolts.
(6) Balance weight screws attached to the spinner bulkhead
must protrude through the self-locking nuts or nut
plates a minimum of one thread and a maximum of four
threads.
NOTE: It may be necessary to alter the number
and/or location of static balance weights in
order to achieve dynamic balance.

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(7) If reflective tape is used for dynamic balancing, remove

the tape immediately upon completion. Tape that
remains on the blade will permit moisture to collect under
the tape and cause corrosion that can permanently
damage the blade.
(8) Record the number and location of dynamic balance
weights and static balance weights, if they have been
reconfigured, in the logbook.
8. Hydraulic Low Pitch Stop Setting (Rev. 1)
A. Hydraulic Low Pitch Stop Adjustment
(1) The hydraulic low pitch stop is normally set by
Hartzell Propeller Inc. in accordance with the aircraft
manufacturer’s requirements, and should not require any
additional adjustment.
(a) Adjustments may be required after maintenance or
because of aircraft variances.
1 Adjustments must be done in accordance
with the specifications found in the airframe
manufacturer’s manual.
9. Feathering Pitch Stop Settings (Rev. 1)
A. Feathering Pitch Stop Adjustment
(1) The feathering pitch stop is set by Hartzell Propeller Inc.
in accordance with the aircraft manufacturer’s
recommendations.
(2) The feathering pitch stop can only be adjusted by
Hartzell or by a certified propeller repair station with the
appropriate rating.
10. Reverse Pitch Stop Settings (Rev. 1)
A. Reverse Pitch Stop Adjustment
(1) The reverse pitch stop is set by Hartzell Propeller Inc.
in accordance with the aircraft manufacturer’s
recommendations.
(2) The reverse pitch stop can only be adjusted by Hartzell
or by a certified propeller repair station with the
appropriate rating.

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11. Propeller Ice Protection Systems (Rev. 1)

A. Maintenance Information
(1) Refer to the Anti-ice and De-ice Systems chapter of
this manual for ice protection system maintenance
information.
12. 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.

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(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.
B. Tachometer Calibration
(1) Hartzell Propeller Inc. recommends that propeller
owners/operators calibrate the engine tachometer in
accordance with the National Institute of Standards
and Technology (NIST) or similar national standard
(traceable).
(2) Contact Hartzell Propeller Inc. if the propeller was
operated in a restricted RPM range because of a
tachometer error.

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ANTI-ICE AND DE-ICE SYSTEMS - CONTENTS

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

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

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

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

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

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

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C. De-ice System Operation

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

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3. Operational Checks (Rev. 1)

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

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RECORDS - CONTENTS
1. Record Keeping.......................................................................... 8-3
A. General.................................................................................. 8-3
B. Information to be Recorded................................................... 8-3

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1. Record Keeping
A. General
(1) Federal Aviation Regulations require that a record
be kept of any repairs, adjustments, maintenance,
or required inspections performed on a propeller or
propeller system.
B. Information to be Recorded
(1) Refer to Part 43 of the U.S. Federal Aviation Regulations
for a list of information that must be recorded.
(2) The logbook may also be used to record:
(a) Propeller position (on aircraft)
(b) Propeller model
(c) Propeller serial number
(d) Blade design number
(e) Blade serial numbers
(f) Spinner assembly part number
(g) Propeller pitch range
(h) Aircraft information (aircraft type, model, serial
number and registration number).

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