Manual No.

147
61-00-47
Revision 11
May 2016

Propeller Owner's Manual

and Logbook
Models: HC-E4A-3( )
HC-E4N-3( )
HC-E4P-5( )
HC-E5N-3( )
HC-E5A-2( )
HC-E5A-3( )
HC-E5B-5( )
HC-E5P-3( )

Lightweight Turbine Propellers with Composite Blades

Hartzell Propeller Inc.

One Propeller Place
Piqua, OH 45356 - 2634 U.S.A.
Ph: 937 - 778 - 4200 (Hartzell Propeller Inc.)
Ph: 937-778-4379 (Product Support)
Product Support Fax: 937-778-4215
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© 1999, 2002, 2005, 2010, 2013, 2014, 2015, 2016 - Hartzell Propeller Inc.
- All rights reserved

Inside Cover
61-00-47
COVER Rev. 11 May/16
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147

As a fellow pilot, I urge you to read this Manual thoroughly. It

contains a wealth of information about your new propeller.

The propeller is among the most reliable components of your

airplane. It is also among the most critical to flight safety. It
therefore deserves the care and maintenance called for in this
Manual. Please give it your attention, especially the section dealing
with Inspections and Checks.

Thank you for choosing a Hartzell propeller. Properly maintained it

will give you many years of reliable service.

Jim Brown
Chairman, Hartzell Propeller Inc.

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MESSAGE 61-00-47 Nov/99
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WARNING
People who fly should recognize that various types of
risks are involved; and they should take all precautions to
minimize them, since they cannot be eliminated entirely.
The propeller is a vital component of the aircraft. A
mechanical failure of the propeller could cause a forced
landing or create vibrations sufficiently severe to damage
the aircraft, possibly causing it to become uncontrollable.

Propellers are subject to constant vibration stresses

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

Before a propeller is certified as being safe to operate

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

It is essential that the propeller is properly maintained

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

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MESSAGE 61-00-47 Nov/99
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For operators of uncertified or experimental aircraft

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

Hartzell Propeller Inc. follows FAA regulations for propeller

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

Frequent inspections are strongly recommended if

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

Visually inspect blades for cracks. Inspect hubs, with

particular emphasis on each blade arm for cracks. Eddy
current equipment is recommended for hub inspection,
since cracks are usually not apparent.

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REVISION 11 HIGHLIGHTS

Revision 11, dated May 2016, incorporates the following:

• COVER
• Revised to match the revision
• MESSAGE
• Revised the warning
• REVISION HIGHLIGHTS
• Revised to match the revision
• LIST OF EFFECTIVE PAGES
• Revised to match the revision
• TABLE OF CONTENTS
• Revised to match the revision
• INTRODUCTION
• Revised the section "Reference Publications"
• Made other minor language/format changes
• INSTALLATION AND REMOVAL
• Added warnings about solvents, where applicable
• Revised the section "Installing HC-E5A-2 Propeller on the
Aircraft Engine"
• Added as Figure 3-8, "Installing the Bulkhead for a Propeller
with De-ice or Accessories"
• Revised the section, "Spinner Dome Installation"
• Removed the instructions for measuring the spinner dome
unit resistance and Figure 3-11 "Resistance Check of the
Dome" and added a reference to the new location for the
information in Hartzell Propeller Inc. Manual 173
• Renumbered the figures, where applicable
• Revised Table 3-4, "Resistance Checks" to remove
information that is now in Hartzell Propeller Inc. Manual 173
• Added instructions for removal of the safety cable, where
applicable
• Made other minor language/format changes
• INSPECTION AND CHECK
• Revised the section, "Tachometer Inspection"

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

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Revision No. Issue Date Comments

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

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RECORD OF REVISIONS

Rev. No. Issue Date Date Inserted Inserted By

1 Nov/02 Nov/02 HPI

2 Apr/05 Apr/05 HPI
3 Nov/09 Nov/09 HPI
4 Sep/10 Sep/10 HPI
5 Aug/13 Aug/13 HPI
6 Oct/14 Oct/14 HPI
7 Apr/15 Apr/15 HPI
8 Jun/15 Jun/15 HPI
9 Dec/15 Dec/15 HPI
10 Feb/16 Feb/16 HPI
11 May/16 May/16 HPI

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RECORD OF REVISIONS 61-00-47 Nov/99
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RECORD OF REVISIONS

Rev. No. Issue Date Date Inserted Inserted By

Page 10
RECORD OF REVISIONS 61-00-47 Nov/99
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RECORD OF TEMPORARY REVISIONS

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

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RECORD OF TEMPORARY REVISIONS 61-00-47 Nov/99
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RECORD OF TEMPORARY REVISIONS

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

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RECORD OF TEMPORARY REVISIONS 61-00-47 Nov/99
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SERVICE DOCUMENTS LIST

CAUTION 1: DO NOT USE OBSOLETE OR OUTDATED

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

CAUTION 2: THE INFORMATION FOR THE DOCUMENTS

LISTED INDICATES THE REVISION LEVEL AND
DATE AT THE TIME THAT THE DOCUMENT WAS
INITIALLY INCORPORATED INTO THIS MANUAL.
INFORMATION CONTAINED IN A SERVICE
DOCUMENT MAY BE SIGNIFICANTLY CHANGED
FROM EARLIER REVISIONS. REFER TO THE
APPLICABLE SERVICE DOCUMENT INDEX FOR
THE MOST RECENT REVISION LEVEL OF THE
SERVICE DOCUMENT.

Service Document Number Incorporation Rev/Date

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

Service Letters:
HC-SL-61-184 Revision 1, Nov/02
HC-SL-61-187 Original, Nov/99
HC-SL-61-254 Revision 3, Nov/09

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SERVICE DOCUMENTS LIST

Service Document Number Incorporation Rev/Date

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AIRWORTHINESS LIMITATIONS

The Airworthiness Limitations section is FAA approved and specifies

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

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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

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AIRWORTHINESS LIMITATIONS

1. Replacement Time (Life Limits)

A. The FAA establishes specific life limits for certain component
parts, as well as the entire propeller. Such limits require
replacement of the identified parts after a specified number
of hours of use.
B. The following data summarizes all current information
concerning Hartzell life limited parts as related to propeller
models affected by this manual. These parts are not life
limited on other installations; however, time accumulated
toward life limit accrues when first operated on aircraft/
engine/propeller combinations listed, and continues
regardless of subsequent installations (which may or
may not be life limited).

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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AIRWORTHINESS LIMITATIONS

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

PROPELLER MODELS ON AIRCRAFT

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

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

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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AIRWORTHINESS LIMITATIONS, CONTINUED

(3) The following list specifies life limits for propeller

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

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

PROPELLER MODELS ON AIRCRAFT

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

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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AIRWORTHINESS LIMITATIONS, CONTINUED

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

FAA APPROVED

by: ______________________________ date: ____________

Manager, Chicago Aircraft Certification

Office,
ACE-115C
Federal Aviation Administration

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date
Cover and Inside cover Rev. 11 May/16
Message 1 and 2 Orig. Nov/99
Message 3 Rev. 11 May/16
Message 4 Orig. Nov/99
Revision Highlights 5 thru 8 Rev. 11 May/16
Record of Revisions 9 and 10 Orig. Nov/99
Record of Temporary Revisions 11 and 12 Orig. Nov/99
Service Documents List 13 and 14 Rev. 5 Aug/13
Airworthiness Limitations 15 thru 20 Rev. 8 Jun/15
List of Effective Pages 21 and 22 Rev. 11 May/16
List of Effective Pages 22.1 and 22.2 Rev. 11 May/16
Table of Contents 23 and 24 Rev. 9 Dec/15
Table of Contents 25 thru 32 Rev. 11 May/16
Introduction 1-1 and 1-2 Rev. 9 Dec/15
Introduction 1-3 thru 1-5 Rev. 5 Aug/13
Introduction 1-6 thru 1-8 Rev. 9 Dec/15
Introduction 1-9 Rev. 5 Aug/13
Introduction 1-10 Rev. 9 Dec/15
Introduction 1-11 Rev. 11 May/16
Introduction 1-12 thru 1-15 Rev. 6 Oct/14
Introduction 1-16 Rev. 11 May/16
Introduction 1-17 and 1-18 Rev. 6 Oct/14
Description and Operation 2-1 Rev. 6 Oct/14
Description and Operation 2-2 Rev. 9 Dec/15
Description and Operation 2-3 thru 2-5 Rev. 6 Oct/14
Description and Operation 2-6 Rev. 9 Dec/15
Description and Operation 2-6.1 and 2-6.2 Rev. 9 Dec/15
Description and Operation 2-7 Rev. 9 Dec/15
Description and Operation 2-8 thru 2-18 Rev. 6 Oct/14
Description and Operation 2-19 Rev. 9 Dec/15
Description and Operation 2-20 Rev. 10 Feb/16
Description and Operation 2-21 thru 2-24 Rev. 6 Oct/14
Installation and Removal 3-1 and 3-2 Rev. 11 May/16
Installation and Removal 3-3 Rev. 9 Dec/15
Installation and Removal 3-4 thru 3-7 Rev. 5 Aug/13

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date
Installation and Removal 3-8 and 3-9 Rev. 9 Dec/15
Installation and Removal 3-10 Rev. 6 Oct/14
Installation and Removal 3-11 Rev. 9 Dec/15
Installation and Removal 3-12 Rev. 5 Aug/13
Installation and Removal 3-13 Rev. 6 Oct/14
Installation and Removal 3-14 Rev. 9 Dec/15
Installation and Removal 3-15 Rev. 11 May/16
Installation and Removal 3-16 Rev. 5 Aug/13
Installation and Removal 3-17 and 3-18 Rev. 11 May/16
Installation and Removal 3-18.1 thru 3-18.4 Rev. 11 May/16
Installation and Removal 3-19 Rev. 9 Dec/15
Installation and Removal 3-20 Rev. 5 Aug/13
Installation and Removal 3-21 and 3-22 Rev. 11 May/16
Installation and Removal 3-22.1 thru 3-22.4 Rev. 11 May/16
Installation and Removal 3-23 thru 3-34 Rev. 11 May/16
Installation and Removal 3-34.1 and 34.2 Rev. 11 May/16
Installation and Removal 3-35 Rev. 11 May/16
Installation and Removal 3-36 and 3-37 Rev. 9 Dec/15
Installation and Removal 3-38 Rev. 11 May/16
Installation and Removal 3-38.1 and 3-38.2 Rev. 9 Dec/15
Installation and Removal 3-38.3 Rev. 11 May/16
Installation and Removal 3-38.4 Rev. 9 Dec/15
Installation and Removal 3-39 and 3-40 Rev. 9 Dec/15
Installation and Removal 3-41 Rev. 11 May/16
Installation and Removal 3-42 Rev. 7 Apr/15
Installation and Removal 3-43 Rev. 6 Oct/14
Installation and Removal 3-44 Rev. 11 May/16
Installation and Removal 3-45 and 3-46 Rev. 5 Aug/13
Testing and Troubleshooting 4-1 thru 4-12 Rev. 5 Aug/13
Inspection and Check 5-1 thru 5-16 Rev. 5 Aug/13
Inspection and Check 5-17 Rev. 6 Oct/14
Inspection and Check 5-18 thru 5-19 Rev. 5 Aug/13
Inspection and Check 5-20 Rev. 11 May/16

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LIST OF EFFECTIVE PAGES

Chapter Page Revision Date
Inspection and Check 5-21 thru 5-25 Rev. 5 Aug/13
Inspection and Check 5-26 thru 5-28 Rev. 6 Oct/14
Inspection and Check 5-29 Rev. 5 Aug/13
Inspection and Check 5-30 Rev. 7 Apr/15
Inspection and Check 5-31 thru 5-43 Rev. 5 Aug/13
Inspection and Check 5-44 Rev. 6 Oct/14
Inspection and Check 5-45 and 5-46 Rev. 5 Aug/13
Maintenance Practices 6-1 Rev. 9 Dec/15
Maintenance Practices 6-2 Rev. 6 Oct/14
Maintenance Practices 6-3 and 6-4 Rev. 5 Aug/13
Maintenance Practices 6-5 Rev. 6 Oct/14
Maintenance Practices 6-6 thru 6-8 Rev. 5 Aug/13
Maintenance Practices 6-9 thru 6-12 Rev. 9 Dec/15
Maintenance Practices 6-13 Rev. 5 Aug/13
Maintenance Practices 6-14 thru 6-25 Rev. 6 Oct/14
Maintenance Practices 6-26 Rev. 7 Apr/15
Maintenance Practices 6-27 thru 6-31 Rev. 6 Oct/14
Maintenance Practices 6-32 Rev. 8 Jun/15
Maintenance Practices 6-33 and 6-34 Rev. 7 Apr/15
Anti-Ice and De-Ice Systems 7-1 thru 7-8 Rev. 5 Aug/13
Records 8-1 and 8-2 Rev. 10 Feb/16
Records 8-3 thru 8-16 Orig. Nov/99
Records 8-17 thru 8-22 Rev. 2 Apr/05
Records 8-23 thru 8-26 Rev. 4 Sep/10
Records 8-27 thru 8-32 Rev. 5 Aug/13
Records 8-33 thru 8-36 Rev. 6 Oct/14
Records 8-37 thru 8-41 Rev. 7 Apr/15
Records 8-42 Rev. 10 Feb/16

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TABLE OF CONTENTS
MESSAGE....................................................................................... 1
REVISION HIGHLIGHTS................................................................ 5
RECORD OF REVISIONS.............................................................. 9
RECORD OF TEMPORARY REVISIONS......................................11
SERVICE DOCUMENTS LIST...................................................... 13
AIRWORTHINESS LIMITATIONS................................................. 15
LIST OF EFFECTIVE PAGES....................................................... 21
TABLE OF CONTENTS................................................................. 23
INTRODUCTION.......................................................................... 1-1
1. Purpose................................................................................... 1-3
2. Airworthiness Limitations......................................................... 1-3
3. Airframe or Engine Modifications............................................. 1-4
4. Restrictions and Placards........................................................ 1-5
5. General.................................................................................... 1-6
A. Personnel Requirements................................................... 1-6
B. Maintenance Practices....................................................... 1-6
C. Continued Airworthiness.................................................... 1-9
D. Propeller Critical Parts....................................................... 1-9
6. Reference Publications.......................................................... 1-10
7. Definitions.............................................................................. 1-11
8. Abbreviations......................................................................... 1-15
9. Hartzell Propeller Inc. Product Support................................. 1-16
10.Warranty Service................................................................... 1-17
11. Hartzell Propeller Inc. Recommended Facilities.................... 1-17

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TABLE OF CONTENTS, CONTINUED

DESCRIPTION AND OPERATION............................................... 2-1
1. Functional Description of Constant Speed Propeller Types.... 2-7
A. Feathering and Reversing Propellers
HC-E(4,5)( )-3( ) Series ..................................................... 2-7
B. Feathering Propellers HC-E5A-2 Model.......................... 2-11
C. Feathering and Reversing Propellers HC-E5B-5A
and HC-E4P-5 Models..................................................... 2-16
2. Model Designation................................................................. 2-18
A. Aluminum Hub Propeller Model Identification.................. 2-19
B. Composite Blade Model Identification.............................. 2-20
3. Governors.............................................................................. 2-22
A. Theory of Operation......................................................... 2-22
4. Propeller Ice Protection Systems.......................................... 2-23
A. Propeller Anti-ice System................................................. 2-23
B. Propeller De-ice System.................................................. 2-24
INSTALLATION AND REMOVAL.................................................. 3-1
1. Tools, Consumables, and Expendables.................................. 3-3
A. Tooling................................................................................ 3-3
B. Consumables..................................................................... 3-3
C. Expendables...................................................................... 3-3
2. Pre-Installation......................................................................... 3-4
A. Inspection of Shipping Package......................................... 3-4
B. Uncrating............................................................................ 3-4
C. Inspection after Shipment.................................................. 3-4
D. Reassembly of a Propeller Disassembled for Shipment.... 3-4
3. Propeller Assembly Installation................................................ 3-5
A. Precautions........................................................................ 3-5
B. Installing HC-E(4,5)( )-3( ) except HC-E5P-3 Propeller
on the Aircraft Engine......................................................... 3-9
B1. Installing the HC-E5P-3 Propeller on the Aircraft
Engine........................................................................... 3-18.1

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TABLE OF CONTENTS, CONTINUED

C. Installing HC-E5A-2 Propeller on the Aircraft Engine....... 3-21
D. Installing HC-E5B-5A or HC-E4P-5( ) Propeller
on the Aircraft Engine....................................................... 3-25
4. Spinner Dome Installation..................................................... 3-30
A. General............................................................................ 3-30
B. For Propeller Model HC-E5A-2, Installing the
Striker Plates (Pilatus part).............................................. 3-30
C. For Propeller Model HC-E5A-2, Measuring the
Resistances..................................................................... 3-32
D. Installing the Spinner Dome............................................. 3-33
5. Post-Installation Checks........................................................ 3-35
6. Spinner Dome Removal........................................................ 3-36
7. Propeller Removal................................................................. 3-37
A. Removal of HC-E(4,5)( )-3( ) except HC-E5P-3
Propellers......................................................................... 3-37
A1. Removal or HC-E5P-3 Propellers................................. 3-38.2
B. Removal of HC-E5A-2 Propellers.................................... 3-40
C. Removal of HC-E5B-5A and HC-E4P-5( )Propellers....... 3-43
TESTING AND TROUBLESHOOTING........................................ 4-1
1. Operational Tests..................................................................... 4-3
A. Initial Run-Up..................................................................... 4-3
B. Post-Run Check................................................................. 4-3
C. Maximum RPM (Static) Hydraulic Low Pitch Stop Check.. 4-4
D. Reverse Pitch Stop Adjustment......................................... 4-4
E. Feathering Pitch Stop Adjustment...................................... 4-4
F. Start Lock Adjustment........................................................ 4-4
G. Propeller Ice Protection System......................................... 4-4
2. Troubleshooting....................................................................... 4-6
A. Hunting and Surging.......................................................... 4-6
B. Engine Speed Varies with Airspeed................................... 4-7
C. Loss of Propeller Control................................................... 4-7
D. Failure to Feather (or feathers slowly)............................... 4-8
E. Failure to Unfeather........................................................... 4-8

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TABLE OF CONTENTS, CONTINUED

F. Start Locks Fail to Latch on Shutdown ............................. 4-8
G. Vibration............................................................................. 4-9
H. Propeller Overspeed........................................................ 4-10
I. Propeller Underspeed...................................................... 4-10
J. Oil or Grease Leakage..................................................... 4-11
INSPECTION AND CHECK.......................................................... 5-1
1. Pre-Flight Checks.................................................................... 5-3
2. Operational Checks................................................................. 5-5
3. Required Periodic Inspections and Maintenance.................... 5-7
A. Periodic Inspections .......................................................... 5-7
B. Periodic Maintenance........................................................ 5-9
C. Airworthiness Limitations................................................... 5-9
D. Overhaul Periods............................................................. 5-14
4. Inspection Procedures........................................................... 5-16
A. Blade Damage................................................................. 5-16
B. Grease or Oil Leakage..................................................... 5-16
C. Vibration........................................................................... 5-18
D. Tachometer Inspection..................................................... 5-20
E. Blade Track...................................................................... 5-22
F. Loose Blades - For HC-E4A-3( ) propeller models only... 5-25
G. Loose Blades - For all propeller models
except HC-E4A-3( ).......................................................... 5-25
H. Preload Plate Set Screw.................................................. 5-26
I. Corrosion......................................................................... 5-26
J. Spinner Damage ............................................................. 5-26
K. Electric De-ice System..................................................... 5-27
L. Anti-ice System................................................................ 5-27
5. Special Inspections................................................................ 5-31
A. Overspeed/Overtorque.................................................... 5-31
B. Propeller Ground Idle Operating Restrictions.................. 5-34
C. Lightning Strike................................................................ 5-40
D. Foreign Object Strike....................................................... 5-43
E. Fire Damage or Heat Damage......................................... 5-45
6. Long Term Storage................................................................ 5-45

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TABLE OF CONTENTS, CONTINUED

MAINTENANCE PRACTICES...................................................... 6-1
1. Cleaning.................................................................................. 6-3
A. General Cleaning............................................................... 6-3
B. Spinner Cleaning and Polishing......................................... 6-4
2. Lubrication............................................................................... 6-5
A. Lubrication Intervals........................................................... 6-5
B. Lubrication Procedure........................................................ 6-7
C. Approved Lubricants......................................................... 6-10
3. Beta Feedback Block Assemblies......................................... 6-11
A. Inspection......................................................................... 6-11
B. Replacement of the A-3026 Carbon Block Unit
in the Beta Feedback Block Assembly............................. 6-12
C. Installation of the Beta Feedback
Block Assembly................................................................ 6-12
4. Composite Blades................................................................. 6-15
A. N-shank Composite Blades............................................. 6-15
B. Legacy Composite Blades............................................... 6-17
C. Component Life and Service............................................ 6-18
D. Damage Evaluation.......................................................... 6-19
E. Repair Determination....................................................... 6-20
F. Personnel Requirements................................................. 6-21
G. Blade Inspection Requirements....................................... 6-22
H. On-Wing Blade Shank Inspection.................................... 6-25
6. Painting After Repair.............................................................. 6-27
A. General............................................................................ 6-27
B. Painting of Composite Blades ......................................... 6-28
7. Dynamic Balance................................................................... 6-30
A. Overview.......................................................................... 6-30
B. Inspection Procedures Before Balancing......................... 6-31
C. Modifying Spinner Bulkhead to Accommodate Dynamic
Balance Weights.............................................................. 6-32
D. Placement of Balance Weights for Dynamic Balance...... 6-33

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TABLE OF CONTENTS, CONTINUED

8. Propeller Ice Protection Systems.......................................... 6-34
A. Electric De-ice System..................................................... 6-34
B. Anti-ice System................................................................ 6-34
ANTI-ICE AND DE-ICE SYSTEMS.............................................. 7-1
1. Introduction............................................................................... 7-3
A. Propeller De-ice System.................................................... 7-3
B. Anti-ice System.................................................................. 7-3
2. System Description.................................................................. 7-4
A. De-ice System.................................................................... 7-4
B. Anti-ice System.................................................................. 7-5
3. De-ice System Functional Tests.............................................. 7-5
4. Anti-ice System Functional Tests............................................. 7-5
5. De-ice and Anti-ice System Inspections.................................. 7-6
A. De-ice System Inspections................................................ 7-6
B. Anti-ice System Inspections............................................... 7-6
6. De-ice and Anti-ice System Troubleshooting........................... 7-7
A. De-ice System Troubleshooting......................................... 7-7
B. Anti-ice System Troubleshooting....................................... 7-7
RECORDS.................................................................................... 8-1
1. Introduction............................................................................... 8-3
2. Record Keeping........................................................................ 8-3
A. Information to be Recorded................................................. 8-3
B. Blade Damage Repair Sheets............................................. 8-3
8190( )................................................................................. 8-4
E10950P( ).......................................................................... 8-8
E12902( )........................................................................... 8-12
E9193( )............................................................................. 8-17
NC9208K........................................................................... 8-23
NC8834( ).......................................................................... 8-27
E11990K............................................................................ 8-33
NC10245( )........................................................................ 8-37

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LIST OF FIGURES
HC-E4A-3( ) Series Propeller.........................Figure 2-1.............. 2-3
HC-E4N-3( ) Series Propeller.........................Figure 2-2.............. 2-4
HC-E5N-3( ) Series Propeller.........................Figure 2-3.............. 2-5
HC-E5A-3( ) Series Propeller.........................Figure 2-3.1........... 2-6
HC-E5P-3( ) Series Propeller.........................Figure 2-3.2........ 2-6.1
HC-E5A-2( ) Series Propeller.........................Figure 2-4............ 2-10
HC-E5B-5A Series Propeller..........................Figure 2-5............ 2-14
HC-E4P-5( ) Series Propeller.........................Figure 2-6............ 2-15
Governor in Onspeed Condition.....................Figure 2-7............ 2-21
Governor in Underspeed Condition................Figure 2-8............ 2-21
Governor in Overspeed Condition..................Figure 2-9............ 2-21
Tool for Decompressing HC-E(4,5)( )-3( )
Series External Beta System.......................Figure 3-1.............. 3-8
Installing Propeller on Engine Flange.............Figure 3-2............ 3-10
Mounting Bolt and Washer.............................Figure 3-3............ 3-11
Determining Torque Value When Using
Torquing Adapter.........................................Figure 3-4............ 3-12
Diagram of Torquing Sequence for Propeller
Mounting Bolts.............................................Figure 3-5............ 3-13
Beta Feedback Block Assembly and
Beta Ring Clearance...................................Figure 3-6............ 3-16
Beta Feedback Block Assembly.....................Figure 3-7............ 3-16
Installing the Bulkhead for a Propeller
with De-ice or Accessories..........................Figure 3-8......... 3-22.1
Spinner Assembly...........................................Figure 3-9............ 3-28
Striker Plate....................................................Figure 3-10.......... 3-29
Resistance Check Locations..........................Figure 3-11.......... 3-31
Spinner Reassembly Procedures...................Figure 3-12.......... 3-34

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LIST OF FIGURES, CONTINUED

Optional Tape on the Forward Bulkhead........Figure 3-13....... 3-34.1
Checking Blade Track....................................Figure 5-1............ 5-21
Blade Play......................................................Figure 5-2............ 5-21
Turbine Engine Overspeed Limits..................Figure 5-3............ 5-29
Turbine Engine Overtorque Limits..................Figure 5-4............ 5-30
Example of an Evaluation of Ground Idle
RPM Check.................................................Figure 5-5............ 5-35
Corrective Action Required.............................Figure 5-6............ 5-36
Evidence of Lightning Strike Damage
to Composite Blade.....................................Figure 5-7............ 5-41
Lubrication Fitting...........................................Figure 6-1.............. 6-6
Lubrication Label............................................Figure 6-2.............. 6-8
Section of Typical N-shank Composite Blade......Figure 6-3............ 6-14
Basic Components of an N-shank
Composite Blade.........................................Figure 6-4............ 6-14
Section of Typical Legacy Composite
Blade...........................................................Figure 6-5............ 6-16
Basic Components of a Legacy Composite
Blade...........................................................Figure 6-6............ 6-16
E12902K Composite Blade Shank
Inspection Area............................................Figure 6-7............ 6-24

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LIST OF TABLES
Blade Type and Blade Model Designations....Table 2-1............. 2-20
Propeller/Engine Flange O-rings and
Mounting Hardware.....................................Table 3-1............. 3-11
Torque Table...................................................Table 3-2............. 3-14
Air Conditioning Drive Accessories................Table 3-3............. 3-20
Resistance Checks.........................................Table 3-4............. 3-32
Overhaul Periods for HC-E4( )-( ) Propellers.Table 5-1............. 5-10
Overhaul Periods for HC-E5( )-( ) Propellers.Table 5-2............. 5-12
Approved Touch-up Paints.............................Table 6-1............. 6-26

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INTRODUCTION - CONTENTS

1. Purpose................................................................................... 1-3
2. Airworthiness Limitations......................................................... 1-3
3. Airframe or Engine Modifications............................................. 1-4
4. Restrictions and Placards........................................................ 1-5
5. General.................................................................................... 1-6
A. Personnel Requirements.................................................... 1-6
B. Maintenance Practices........................................................ 1-6
C. Continued Airworthiness..................................................... 1-9
D. Propeller Critical Parts........................................................ 1-9
6. Reference Publications.......................................................... 1-10
7. Definitions.............................................................................. 1-11
8. Abbreviations......................................................................... 1-15
9. Hartzell Propeller Inc. Product Support................................. 1-16
10.Warranty Service................................................................... 1-17
11. Hartzell Propeller Inc. Recommended Facilities.................... 1-17

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1. Purpose
A. This manual has been reviewed and accepted by the FAA.
Additionally, the Airworthiness Limitations section of this
manual has been approved by the FAA.
CAUTION: KEEP THIS MANUAL WITH THE PROPELLER
OR WITH THE AIRCRAFT ON WHICH IT IS
INSTALLED, AT ALL TIMES. THE LOG BOOK
RECORD WITHIN THIS MANUAL MUST BE
MAINTAINED, RETAINED CONCURRENTLY, AND
BECOME A PART OF THE AIRCRAFT AND
ENGINE SERVICE RECORDS.
B. This manual supports constant speed feathering and
reversing lightweight turbine propellers with composite
blades.
C. The purpose of this manual is to enable qualified personnel
to install, operate, and maintain a Hartzell Propeller Inc.
Constant Speed Feathering and Reversing Lightweight
Turbine Propeller. Separate manuals are available
concerning overhaul procedures and specifications for the
propeller.
D. This manual covers different design types. Sample hub and
blade model numbers within each design are covered in the
Description and Operation chapter of this manual.
NOTE: All propeller models included in this manual use
composite propeller blades. Identical propellers
types that use aluminum blades are supported by
Hartzell Propeller Inc. Manual 149 (61-00-49).
2. Airworthiness Limitations
A. Refer to the Airworthiness Limitations chapter of this manual
for Airworthiness Limits information.

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3. Airframe or Engine Modifications

A. Propellers are approved vibrationwise on airframe and
engine combinations based on tests or analysis of similar
installations. This data has demonstrated that propeller stress
levels are affected by airframe configuration, airspeed, weight,
power, engine configuration and approved flight maneuvers.
Aircraft modifications that can effect propeller stress include,
but are not limited to: aerodynamic changes ahead of or
behind the propeller, realignment of the thrust axis,
increasing or decreasing airspeed limits, increasing or
decreasing weight limits (less significant on piston engines),
the addition of approved flight maneuvers (utility and
aerobatic).
B. Engine modifications can also affect the propeller. The two
primary categories of engine modifications are those that
affect structure and those that affect power. An example of a
structural engine modification is the alteration of the
crankshaft or damper of a piston engine. Any change to the
weight, stiffness or tuning of rotating components could result
in a potentially dangerous resonant condition that is not
detectable by the pilot. Most common engine modifications
affect the power during some phase of operation. Some
modifications increase the maximum power output, while
others improve the power available during hot and high
operation (flat rating) or at off-peak conditions. Examples of
such engine modifications include, but are not limited to:
changes to the compressor, power turbine or hot section of a
turboprop engine; and on piston engines, the addition or
alteration of a turbocharger or turbonormalizer, increased
compression ratio, increased rpm, altered ignition timing,
electronic ignition, full authority digital electronic controls
(FADEC), or tuned induction or exhaust.
C. All such modifications must be reviewed and approved by the
propeller manufacturer before obtaining approval on the
aircraft.

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4. Restrictions and Placards

A. The propellers included in this manual may have a restricted
operating range that requires a cockpit placard. The
restrictions, if present, will vary depending on the propeller,
blade, engine, and/or aircraft model. Review the propeller and
aircraft type certificate data sheet (TCDS), Pilot Operating
Handbook (POH), and any applicable Airworthiness
Directives for specific information.

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5. General
A. Personnel Requirements
(1) Inspection, Repair, and Overhaul
(a) Compliance to the applicable regulatory
requirements established by the Federal Aviation
Administration (FAA) or foreign equivalent is
mandatory for anyone performing or accepting
responsibility for any inspection and/or repair and/or
overhaul of any Hartzell Propeller Inc. product.
(b) Personnel performing maintenance on aluminum
hub propellers are expected to have sufficient
training and certifications (when required by the
applicable Aviation Authority) to accomplish the work
required in a safe and airworthy manner.
B. Maintenance Practices
(1) The propeller and its components are highly vulnerable to
damage when they are removed from the engine. Properly
protect all components until they are reinstalled on the engine.
(2) Never attempt to move the aircraft by pulling on the
propeller.
(3) Avoid the use of blade paddles. If blade paddles must
be used, use at least two paddles. Do not put the blade
paddle in the area of the de-ice boot when applying
torque to a blade assembly. Put the blade paddle in the
thickest area of the blade, just outside of the de-ice boot.
Use one blade paddle per blade.
(4) Use only the approved consumables, e.g., cleaning
agents, lubricants, etc.
(5) Safe Handling of Paints and Chemicals
(a) Always use caution when handling or being exposed
to paints and/or chemicals during propeller overhaul
and maintenance procedures.
(b) Before using paint or chemicals, always read the
manufacturer’s label on the container and follow
specified instructions and procedures for storage,
preparation, mixing, and application.

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(c) Refer to the product’s Material Safety Data Sheet

(MSDS) for detailed information about physical
properties, health, and physical hazards of any
chemical.
(6) Observe applicable torque values during maintenance.
(7) Before installing the propeller on the engine, the propeller
must be statically balanced. New propellers are statically
balanced at Hartzell Propeller Inc. Overhauled propellers
must be statically balanced by by a certified propeller
repair station with the appropriate rating before return to
service.
NOTE: Dynamic balance is recommended, but may
be accomplished at the discretion of the
operator, unless specifically required by the
airframe or engine manufacturer. Dynamic
balancing is to be accomplished in accordance
with the procedures and limitations in
Maintenance Practices chapter of this manual.
Additional procedures may be found in the
aircraft maintenance manual.
(8) As necessary, use a soft, non-graphite pencil, crayon, or
felt-tipped pen to make identifying marks on components.
(9) As applicable, follow military standard NASM33540
for safety-wire, safety cable, and cotter pin general
practices. Use 0.032 inch (0.81 mm) stainless steel
safety wire unless otherwise indicated.

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WARNING: DO NOT USE OBSOLETE OR

OUTDATED INFORMATION. PERFORM
ALL INSPECTIONS OR WORK IN
ACCORDANCE WITH THE MOST
RECENT REVISION OF THIS MANUAL.
INFORMATION CONTAINED IN THIS
MANUAL MAY BE SIGNIFICANTLY
CHANGED FROM EARLIER REVISIONS.
FAILURE TO COMPLY WITH THIS
MANUAL OR THE USE OF OBSOLETE
INFORMATION MAY CREATE AN UNSAFE
CONDITION THAT MAY RESULT IN
DEATH, SERIOUS BODILY INJURY,
AND/OR SUBSTANTIAL PROPERTY
DAMAGE. FOR THE MOST RECENT
REVISION LEVEL OF THIS MANUAL,
REFER TO THE HARTZELL PROPELLER
INC. WEBSITE AT
WWW.HARTZELLPROP.COM.
(10)The information in this manual revision supersedes data
in all previously published revisions of this manual.
(11) Refer to the airframe manufacturer’s manuals in addition
to the information in this manual because of possible
special requirements for specific aircraft applications.
(12)If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell Propeller Inc.,
applicable instructions and technical information
for the components supplied by Hartzell Propeller Inc.
can be found in the following publications available
on the Hartzell Propeller Inc. website at
www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual 180 (30-61-80) -
Propeller Ice Protection System Manual
(b) Hartzell Propeller Inc. Manual 181 (30-60-81)
- Propeller Ice Protection System Component
Maintenance Manual
(c) Hartzell Propeller Inc. Manual 182 (61-12-82)
- Propeller Electrical De-Ice Boot Removal and
Installation Manual

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(d) Hartzell Propeller Inc. Manual 183 (61-12-83) -

Propeller Anti-Icing Boot Removal and Installation
Manual
(13)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
C. Continued Airworthiness
(1) 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 the Hartzell Propeller Inc.
by subscription. Selected information is also available
on the Hartzell Propeller Inc website at
www.hartzellprop.com.
D. Propeller Critical Parts
(1) The following maintenance procedures may involve
propeller critical parts. These procedures have been
substantiated based on Engineering analysis that
expects this product will be operated and maintained
using the procedures and inspections provided in the
Instructions for Continued Airworthiness (ICA) for this
product. Refer to the Illustrated Parts List chapter of
the applicable maintenance manual for the applicable
propeller model for the identification of specific Critical
Parts.
(2) Numerous propeller system parts can produce a
propeller Major or Hazardous effect, even though those
parts may not be considered as Critical Parts. The
operating and maintenance procedures and inspections
provided in the ICA for this product are, therefore,
expected to be accomplished for all propeller system
parts.

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6. Reference Publications
Active Hartzell Propeller Inc. Service Bulletins, Letters,
Instructions, and Advisories
Hartzell Propeller Inc. Manual No. 127 (61-16-27) - Metal
Spinner Assembly Maintenance Manual - Available on the Hartzell
Propeller Inc. website at www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 130B (61-23-30) - Mechanically
Actuated Governor Maintenance Manual
Hartzell Propeller Inc. Manual No. 135F (61-13-35) - Composite
Propeller Blade Maintenance Manual
Hartzell Propeller Inc. Manual No. 143A (61-10-43) - Four-Blade
Lightweight Turbine Propeller Maintenance Manual
Hartzell Propeller Inc. Manual No. 148 (61-16-48) - Composite
Spinner Maintenance Manual
Hartzell Propeller Inc. Manual No. 157 (61-10-57) - Five-Blade
Lightweight Turbine Propeller Maintenance Manual
Hartzell Propeller Inc. Manual No. 158A (61-10-58) - Five Blade
Lightweight Turbine Propeller Maintenance Manual
Hartzell Propeller Inc. Manual No. 159 (61-02-59) - Application
Guide - Available on the Hartzell Propeller Inc. website at
www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 165A (61-00-65) - Illustrated
Tool and Equipment Manual - Available on the Hartzell
Propeller Inc. website at www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 170 (61-13-70) - Composite
Propeller Blade Field Maintenance and Minor Repair Manual -
Available on the Hartzell Propeller Inc. website at
www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 173 (61-10-73) - Composite
Spinner Field Maintenance and Minor Repair Manual - Available
on the Hartzell Propeller Inc. website at www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 180 (30-61-80) - Propeller Ice
Protection System Manual - Available on the Hartzell
Propeller Inc. website at www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 181 (30-60-81) - Propeller Ice
Protection System Component Maintenance Manual - Available
on the Hartzell Propeller Inc. website at www.hartzellprop.com

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Hartzell Propeller Inc. Manual No. 182 (61-12-82) - Propeller

Electrical De-ice Boot Removal and Installation Manual -
Available on the Hartzell Propeller Inc. website at
www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 183 (61-12-83) - Propeller
Anti-icing Boot Removal and Installation Manual - Available on
the Hartzell Propeller Inc. website at www.hartzellprop.com
Hartzell Propeller Inc. Manual No. 202A (61-01-02) - Standard
Practices Manual, Volumes 1 through 11- Volume 7 -
Consumable Materials and Packaging and Storage is available
on the Hartzell Propeller Inc. website at www.hartzellprop.com.
Hartzell Propeller Inc. Service Letter HC-SL-61-61Y - Overhaul
Periods and Service Life Limits for Hartzell Propeller Inc.
Aviation Components - Propellers, Governors, Accumulators,
and Propeller Damper Assemblies - Available on the Hartzell
Propeller Inc. website at www.hartzellprop.com
7. Definitions
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.
Blade Angle ����������������� Measurement of blade airfoil location
described as the angle between the
blade airfoil and the surface
described by propeller rotation.
Brinelling ����������������������� A depression caused by failure of the
material in compression.
Chord ����������������������������� A straight line distance between
the leading and trailing edges of an
airfoil.
Composite Material ������� Kevlar® (yellow) or graphite (black)
fibers bound together with or
encapsulated within an epoxy resin.

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Term Definition
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 ����������������������� Gradual material removal or
deterioration due to chemical action.
Crack ����������������������������� Irregularly shaped separation within a
material, sometimes visible as a
narrow opening at the surface.
Debond ������������������������� Separation of two materials that were
originally bonded together in a
separate operation.
Delamination ����������������� Internal separation between the
layers of composite material.
Depression ������������������� Surface area where the material has
been compressed but not removed.
Distortion ��������������������� Alteration of the original shape or
size of a component.
Erosion ������������������������� Gradual wearing away or
deterioration due to action of the
elements.
Exposure ��������������������� Material open to action of the
elements.
Feathering ������������������� The capability of blades to be rotated
parallel to the relative wind, thus
reducing aerodynamic drag.
Fretting ������������������������� Damage that develops when relative
motion of small displacement takes
place between contacting parts,
wearing away the surface.
Gouge ��������������������������� Surface area where material has
been removed.

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Term Definition
Hazardous Propeller
Effect ��������������������������� The hazardous propeller effects
are defined in Title 14 CFR section
35.15(g)(1).
Horizontal Balance ������� Balance between the blade tip and
the center of the hub.
Impact Damage ����������� Damage that occurs when the
propeller blade or hub assembly
strikes, or is struck by, an object
while in flight or on the ground.
Major Propeller Effect ��� The major propeller effects are
defined in Title 14 CFR section
35.15(g)(2).
Nick ����������������������������� Removal of paint and possibly a
small amount of material.
Onspeed ����������������������� Condition in which the RPM selected
by the pilot through the propeller
control lever and the actual engine
(propeller) RPM are equal.
Overhaul ����������������������� The periodic disassembly,
inspection, repair, refinish, and
reassembly of a propeller assembly
to maintain airworthiness.
Overspeed ������������������� Condition in which the RPM of the
propeller or engine exceeds
predetermined maximum limits; the
condition in which the engine
(propeller) RPM is higher than the
RPM selected by the pilot through
the propeller control lever.
Overspeed Damage ����� Damage that occurs when the
propeller hub assembly rotates at a
speed greater than the maximum
limit for which it is designed.

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Term Definition
Pitch ����������������������������� Same as “Blade Angle”.
Pitting ��������������������������� Formation of a number of small,
irregularly shaped cavities in surface
material caused by corrosion or wear.
Propeller Critical Part . .A part on the propeller whose
primary failure can result in a
hazardous propeller effect, as
determined by the safety analysis
required by Title 14 CFR section
35.15.
Reversing ��������������������� The capability of rotating blades to a
position to generate reverse thrust to
slow the aircraft or back up.
Scratch ������������������������� Same as “Nick”.
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.
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.
Track ����������������������������� In an assembled propeller, a
measurement of the location of the
blade tip with respect to the plane
of rotation, in order to compare
blade tip location with respect to
the locations of the other blades in
the assembly.

Page 1-14
INTRODUCTION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

Term Definition
Underspeed ����������������� The condition in which the actual
engine (propeller) RPM is lower than
the RPM selected by the pilot
through the propeller control lever.
Variable Force ������������� A force that may be applied or
removed during propeller operation.
Vertical Balance ����������� Balance between the leading and
trailing edges of a two-blade propeller
with the blades positioned vertically.
Windmilling ������������������� The rotation of an aircraft propeller
caused by air flowing through it while
the engine is not producing power.
8. Abbreviations
Abbreviation Term

AMM ����������������������������� Aircraft Maintenance Manual

AN ��������������������������������� Air Force-Navy (or Army-Navy)
AOG ����������������������������� Aircraft on Ground
FAA ������������������������������� Federal Aviation Administration
Ft-Lb ����������������������������� Foot-Pound
ICA ������������������������������� Instructions for Continued
Airworthiness
ID ��������������������������������� Inside Diameter
In-Lb ����������������������������� Inch-Pound
Lbs ������������������������������� Pounds
MIL-X-XXX ������������������� Military Specification
MPI ������������������������������� Major Periodic Inspection
MS ������������������������������� Military Standard
MSDS ��������������������������� Material Safety Data Sheet
NAS ����������������������������� National Aerospace Standards
NASM ��������������������������� National Aerospace Standards,
Military
N•m ������������������������������� Newton-Meters

Page 1-15
INTRODUCTION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

Abbreviation Term
OD ������������������������������� Outside Diameter
POH ����������������������������� Pilot’s Operating Handbook
PSI ������������������������������� Pounds per Square Inch
RPM ����������������������������� Revolutions per Minute
STC ����������������������������� Supplemental Type Certificate
TBO ����������������������������� Time Between Overhaul
TC ��������������������������������� Type Certificate
TSN ����������������������������� Time Since New
TSO ����������������������������� Time Since Overhaul

NOTE: TSN/TSO is considered as the time accumulated

between rotation and landing, i.e., flight time.
9. Hartzell Propeller Inc. Product Support
Hartzell Propeller Inc. is ready to assist you with questions about
your propeller system. Hartzell Propeller Inc. Product Support
may be reached during business hours (8:00 am through 5:00
pm, United States Eastern Time) at (937) 778-4379 or at (800)
942-7767, toll free from the United States and Canada. Hartzell
Propeller Inc. Product Support can also be reached by fax at
(937) 778-4215, and by e-mail at techsupport@hartzellprop.com.
After business hours, you may leave a message on our 24 hour
product support line at (937) 778-4376 or at (800) 942-7767, toll
free from the United States and Canada. A technical representative
will contact you during normal business hours. Urgent AOG support
is also available 24 hours per day, seven days per week via this
message service.
Additional information is available on the Hartzell Propeller Inc.
website at www.hartzellprop.com
NOTE: When calling from outside the United States, dial (001)
before dialing the above telephone numbers.

Page 1-16
INTRODUCTION 61-00-47 Rev. 11 May/16
 Propeller Owner’s Manual
147

10. Warranty Service

If you believe you have a warranty claim, it is necessary to
contact the Hartzell Propeller Inc. Warranty Administrator. The
Hartzell Propeller Inc. Warranty Administrator will provide a blank
Warranty Application form. It is necessary to complete this form
and return it to the Warranty Administrator for evaluation before
proceeding with repair or inspection work. Upon receipt of
this form, the Warranty Administrator will provide instructions on
how to proceed. Hartzell Propeller Inc. Warranty may be reached
during business hours (8:00 am. through 5:00 pm., United States
Eastern Time) at (937) 778-4380, or toll free from the United
States and Canada at (800) 942-7767. Hartzell Propeller Inc.
Warranty Adminstration can also be reached by fax, at
(937) 778-4215, or by e-mail at warranty@hartzellprop.com.
NOTE: When calling from outside the United States, dial (001)
before dialing the above telephone numbers.
11. Hartzell Propeller Inc. Recommended Facilities
A. Hartzell Propeller Inc. recommends using Hartzell
Propeller Inc. approved distributors and repair facilities for
the purchase, repair and overhaul of Hartzell Propeller Inc.
propeller assemblies or components.
B. Information about the Hartzell Propeller Inc. worldwide
network of aftermarket distributors and approved repair
facilities is available on the Hartzell Propeller Inc. website at
www.hartzellprop.com.

Page 1-17
INTRODUCTION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

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Page 1-18
INTRODUCTION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

DESCRIPTION AND OPERATION - CONTENTS

1. Functional Description of Constant Speed Propeller Types.... 2-7

A. Feathering and Reversing Propellers
HC-E(4,5)( )-3( ) Series ...................................................... 2-7
B. Feathering Propellers HC-E5A-2 Model........................... 2-11
C. Feathering and Reversing Propellers HC-E5B-5A
and HC-E4P-5 Models...................................................... 2-16
2. Model Designation................................................................. 2-18
A. Aluminum Hub Propeller Model Identification................... 2-19
B. Composite Blade Model Identification............................... 2-20
3. Governors.............................................................................. 2-22
A. Theory of Operation.......................................................... 2-22
4. Propeller Ice Protection Systems.......................................... 2-23
A. Propeller Anti-ice System.................................................. 2-23
B. Propeller De-ice System................................................... 2-24

Page 2-1
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

LIST OF FIGURES

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

HC-E4N-3( ) Series Propeller.........................Figure 2-2.............. 2-4
HC-E5N-3( ) Series Propeller.........................Figure 2-3.............. 2-5
HC-E5A-3( ) Series Propeller.........................Figure 2-3.1........... 2-6
HC-E5P-3( ) Series Propeller.........................Figure 2-3.2........ 2-6.1
HC-E5A-2( ) Series Propeller.........................Figure 2-4............ 2-10
HC-E5B-5A Series Propeller..........................Figure 2-5............ 2-14
HC-E4P-5( ) Series Propeller.........................Figure 2-6............ 2-15
Governor in Onspeed Condition.....................Figure 2-7............ 2-21
Governor in Underspeed Condition................Figure 2-8............ 2-21
Governor in Overspeed Condition..................Figure 2-9............ 2-21

LIST OF TABLES

Blade Type and Blade Model Designations....Table 2-1............. 2-20

Page 2-2
DESCRIPTION AND OPERATION 61-00-47 Rev. 9 Dec/15
 Spinner Mount- W10129
Counterweight Blade
ing Screw Clamp Retention
Bearing Pitch
Blade Change
Hub Rod

Preload Spring
Plate
Cylinder
Mounting
Washer Feather
Stop
Mounting
Bolt

Engine
Flange

DESCRIPTION AND OPERATION

Beta Feedback
Block Assembly Spinner
147

Dome

Beta Ring Reverse Adjust

61-00-47
Sleeve
Spinner Piston
Propeller Owner’s Manual

Bulkhead Fork

HC-E4A-3( ) Series Propeller

Figure 2-1

Rev. 6 Oct/14
Page 2-3
 W10172
Blade Counterweight Blade
Clamp Retention
Bearing Pitch
Preload Change
Plate Hub Rod

Spring
Mounting
Washer Cylinder

Mounting
Bolt Feather
Stop
Engine
Flange

Beta Feedback

DESCRIPTION AND OPERATION

Block Assembly

Beta Ring
Spinner
147

Dome
Spinner Reverse Adjust

61-00-47
Bulkhead Sleeve
Propeller Owner’s Manual

Spinner Mount- Piston

ing Screw Fork

HC-E4N-3( ) Series Propeller

Figure 2-2

Rev. 6 Oct/14
Page 2-4
 TI-148010
Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting Piston
Washer
Mounting Feather
Bolt Stop

Engine
Flange

Beta Feedback
Block Assembly

DESCRIPTION AND OPERATION

Spinner
147

Beta Ring Dome

Spinner Reverse Adjust

Bulkhead Sleeve

61-00-47
Spinner Mounting
Propeller Owner’s Manual

Fork Cylinder
Screw

HC-E5N-3( ) Series Propeller

Figure 2-3

Rev. 6 Oct/14
Page 2-5
 TPI-147-E5A-3
Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting Piston
Washer
Mounting Feather
Bolt Stop

Beta Feedback

DESCRIPTION AND OPERATION

Block Assembly

Spinner
147

Beta Ring Dome

Spinner Pitch Stop

61-00-47
Bulkhead Plate

Spinner Mounting
Propeller Owner’s Manual

Cylinder
Screw Fork

HC-E5A-3( ) Series Propeller

Figure 2-3.1

Rev. 9 Dec/15
Page 2-6
 TPI-147-E5P-3
Blade Blade
Retention
Bearing Pitch
Preload Change
Plate Hub
Rod
Spring
Mounting Piston
Washer
Mounting Feather
Nut Stop

Beta Feedback
Block Assembly

DESCRIPTION AND OPERATION

Spinner
147

Beta Ring Dome

Spinner Pitch Stop

Bulkhead Plate

61-00-47
Propeller Owner’s Manual

Spinner Mounting
Cylinder
Screw Fork

HC-E5P-3( ) Series Propeller

Figure 2-3.2

Rev. 9 Dec/15
Page 2-6.1
 Propeller Owner’s Manual
147

(This page is intentionally blank.)

Page 2-6.2
DESCRIPTION AND OPERATION 61-00-47 Rev. 9 Dec/15
 Propeller Owner’s Manual
147

1. Functional Description of Constant Speed Propeller Types

A. Feathering and Reversing Propellers HC-E(4,5)( )-3( ) Series
Refer to Figure 2-1, Figure 2-2, Figure 2-3.1,
Figure 2-3.2, and 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
have four blades and are used primarily on Pratt & Whitney
turbine engines.
A two piece aluminum hub retains each propeller blade on a
thrust bearing. A cylinder is attached to the hub and contains
a feathering spring and piston. The hydraulically actuated
piston transmits linear motion through a pitch change rod
and fork to each blade to result in blade angle change.
While the propeller is operating the following forces are
constantly present: 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is generally very small in relation to the other
forces and can attempt to increase or decrease blade angle.
Summation of the propeller forces is toward higher pitch (low
RPM) and is opposed by a variable force toward lower pitch
(high RPM). The variable force is oil under pressure from a
governor with an internal pump that is mounted on and driven
by the engine. The oil from the governor is supplied to the
propeller and hydraulic piston through a hollow engine shaft.
Increasing the volume of oil within the piston and cylinder will
decrease the blade angle and increase propeller RPM.
Decreasing the volume of oil will increase blade angle and
decrease propeller RPM. By changing the blade angle, the
governor can vary the load on the engine and maintain
constant engine RPM (within limits), independent of where
the power lever is set. The governor uses engine speed
sensing mechanisms that permit it to supply or drain oil as
necessary to maintain constant engine speed (RPM).

Page 2-7
DESCRIPTION AND OPERATION 61-00-47 Rev. 9 Dec/15
 Propeller Owner’s Manual
147

If governor supplied oil is lost during operation, the propeller

will increase pitch and feather. Feathering occurs because the
summation of internal propeller forces causes the oil to drain
out of the propeller until the feather stop position is reached.
Normal in-flight feathering is accomplished when the pilot
retards the propeller condition lever past the feather detent.
This permits control oil to drain from the propeller and return to
the engine sump. Engine shutdown is normally accomplished
during the feathering process.
Normal in-flight unfeathering is accomplished when the pilot
positions the propeller condition lever into the normal flight
(governing) range and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller and the
blade angle decreases.
In reverse mode of operation the governor operates in an
underspeed condition to act strictly as a source of
pressurized oil, without attempting to control RPM. Control of
the propeller blade angle in reverse is accomplished with the
beta valve.
NOTE: The beta valve is normally 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. Several external propeller
mechanisms, which include a beta ring and beta feedback
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 beta feedbackblock 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.

Page 2-8
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

(This page is intentionally blank.)

Page 2-9
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 6854-2.eps
Blade
Hub Pitch
Blade Change
Retention Rod
Bearing
Cylinder
Preload
Plate

Engine
Flange Pitch Stop

Mounting
Nut

Mounting

DESCRIPTION AND OPERATION

Washer
Spinner
Adapter Plate to Hub Dome
Bolt
147

Bulkhead to Adapter
Plate Screw Piston

61-00-47
Spinner Spring
Spinner Lubrication
Bulkhead Mounting Fork
Propeller Owner’s Manual

Fitting
Screw

HC-E5A-2( ) Series Propeller

Figure 2-4

Rev. 6 Oct/14
Page 2-10
 Propeller Owner’s Manual
147

B. Feathering Propellers HC-E5A-2 Model

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

Page 2-11
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

If governor supplied oil is lost during operation, the propeller

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

Page 2-12
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

(This page is intentionally blank.)

Page 2-13
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 W10003
Blade Hub
Counterweight Pitch
Blade Change
Retention Rod
Bearing
Cylinder
Preload
Plate

Engine
Flange

Mounting
Bolt

Mounting

DESCRIPTION AND OPERATION

Washer Spinner
Dome
Spinner
147

Bulkhead Start Locks

Piston

61-00-47
Spinner
Mounting Fork Spring
Propeller Owner’s Manual

Screw Lubrication
Fitting

HC-E5B-5A Series Propeller

Figure 2-5

Rev. 6 Oct/14
Page 2-14
 Blade Preload W10003
Blade
Retention Plate Counterweight
Lubrication Bearing Pitch
Fitting Start Locks Change
Rod
Mounting
Bolt
Cylinder

Mounting
Washer

Engine
Flange

Spinner

DESCRIPTION AND OPERATION

Dome
Spinner
147

Bulkhead
Spring

Spinner

61-00-47
Mounting
Fork
Propeller Owner’s Manual

Screw Piston
Hub

HC-E4P-5( ) Series Propeller

Figure 2-6

Rev. 6 Oct/14
Page 2-15
 Propeller Owner’s Manual
147

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

HC-E4P-5 Models
Refer to Figure 2-5 and Figure 2-6. The propeller described
in this section is constant speed, feathering and reversing.
It utilizes a single oil supply from a governing device to
hydraulically actuate a change in blade angle. This propeller
has five blades and is used primarily on Garrett (Honeywell)
turbine engines.
A two piece aluminum hub retains each propeller blade on a
thrust bearing. A cylinder is attached to the hub and contains
a feathering spring and piston. The hydraulically actuated
piston transmits linear motion through a pitch change rod and
fork to each blade to result in blade angle change.
While the propeller is operating the following forces are
constantly present, 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle, while
the centrifugal twisting moment of each blade is generally
toward lower blade angle. Blade aerodynamic twisting force is
usually very small in relation to the other forces and can
attempt to increase or decrease blade angle.
The summation of the propeller forces is toward higher pitch
(low RPM) and is opposed by a variable force toward lower
pitch (high RPM). The variable force is oil under pressure from
a governor with an internal pump, which is mounted on and
driven by the engine. The oil from the governor is supplied to
the propeller and hydraulic piston through a hollow engine
shaft. Increasing the volume of oil within the piston and
cylinder will decrease the blade angle and increase propeller
RPM. Decreasing the volume of oil will increase blade angle
and decrease propeller RPM. By changing blade angle the
governor can vary the load on the engine and maintain
constant engine RPM (within limits), independent of where the
power lever is set. The governor uses engine speed sensing
mechanisms that allow it to supply or drain oil as necessary
to maintain constant engine speed (RPM).

Page 2-16
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

If governor supplied oil is lost during operation, the propeller

will increase pitch and feather. Feathering occurs because the
summation of internal propeller forces causes the oil to drain
out of the propeller until the feather stop position is reached.
Normal in-flight feathering is accomplished when the pilot
retards the propeller condition lever past the feather detent.
This permits control oil to drain from the propeller and return to
the engine sump. Engine shutdown is normally accomplished
during the feathering process.
Normal in-flight unfeathering is accomplished when the pilot
positions the propeller condition lever into the normal flight
(governing) range and restarts the engine. As engine speed
increases, the governor supplies oil to the propeller and the
blade angle decreases.
In reverse mode of operation, the governor operates in an
underspeed condition to act strictly as a source of
pressurized oil, without attempting to control RPM. Control of
the propeller blade angle in reverse is accomplished with the
beta valve.
NOTE: The beta valve is normally located on the side of
reduction gearbox opposite the propeller.
The propeller is reversed by manually repositioning the
cockpit-control to cause the beta valve to supply oil from the
governor pump to the propeller. A beta rod inserted into the
front of the propeller communicates propeller blade angle
position to the beta valve.
When the propeller reaches the desired reverse position,
movement of the beta rod, initiated by the propeller piston, will
cause the beta valve to shut off flow of oil to the propeller. Any
additional unwanted movement of the propeller toward reverse
or any movement of the manually positioned beta valve control
toward high pitch position will cause the beta valve to drain oil
from the propeller to increase pitch.

Page 2-17
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

It is undesirable to feather the propeller when the engine is

stopped after landing the aircraft. This propeller type is
normally installed on a fixed shaft engine that causes the
propeller to rotate during an engine start process. If the
propeller is in feather position, an overload on the electric
engine starter will occur.
To prevent feathering during normal engine shutdown, the
propeller incorporates spring-energized latch pins, called start
locks. Two start locks are installed on the cylinder. If propeller
rotation is approximately 800 RPM or above, the start locks
disengage from the piston by centrifugal force acting on the
latch pins to compress the spring (within the units). When
RPM drops below 800 RPM, the springs overcome the
centrifugal force and move the latch pins to engage the piston,
preventing blade angle movement to feather.
Shortly after start up with the propeller RPM above 800, the
latch pins in the start locks will still retain the blade angle. To
release the latch pins, it is necessary to manually actuate the
propeller slightly toward reverse. This will move the piston,
allowing the latch pins to slide freely. Centrifugal force will
compress the springs and disengage the pins from the piston.
2. Model Designation
The following pages illustrate sample model designations for
Hartzell Propeller Inc. lightweight propeller hub assemblies
and blades. Hartzell Propeller Inc. uses a model designation to
identify specific propeller and blade assemblies. Example:
HC-E4A-3I/E10950PK. A slash mark separates the propeller and
blade designations.

Page 2-18
DESCRIPTION AND OPERATION 61-00-47 Rev. 6 Oct/14
 Propeller Owner’s Manual
147

A. Aluminum Hub Propeller Model Identification

The propeller model designation is impression stamped on
the propeller hub.

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

2 - CONSTANT SPEED AND FEATHERING

3 - CONSTANT SPEED, FEATHERING, REVERSING
EXTERNAL BETA RING FOR P & W PT6A APPLICATIONS
5 - CONSTANT SPEED, FEATHERING, REVERSING,
INTERNAL BETA, START LOCKS, TPE-331-( )

BOLT DOWELS NO. OF BOLTS

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

NO. OF BLADES 4 or 5

E - HUB DESIGN AND BLADE RETENTION TYPE

HC - HARTZELL PROPELLER INC. CONTROLLABLE

Page 2-19
DESCRIPTION AND OPERATION 61-00-47 Rev. 9 Dec/15
 Propeller Owner’s Manual
147

B. Composite Blade Model Identification

(1) Refer to the Maintenance Practices chapter in this
manual for description of the legacy and N-shank
composite blades.
prop model/E10950PCK

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

THE FIRST 2 OR 3 NUMBERS INDICATE INITIAL DESIGN

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

PREFIX OF UP TO 3 LETTERS:
E - SHANK DESIGN
N - N-SHANK
C - COUNTERWEIGHTED

BLADE TYPE Blade Model Designation

Legacy Kevlar® E8190K
E10950P(C)(B,K)
E11990K
E12902K
Legacy Carbon E9193(B,K)
N-shank Carbon NC9208( )
With only Trailing Edge Foam NC10245( )
With Both Trailing Edge Foam NC8834( )
and Leading Edge Foam

Blade Type and Blade Model Designations

Table 2-1

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APS6149
Pilot Control

Speeder Spring
Flyweights

Pilot Valve

Governor in Onspeed Condition

Figure 2-7
APS6150 Pilot Control

Speeder Spring
Flyweights

Pilot Valve

Governor in Underspeed Condition

Figure 2-8
APS6151 Pilot Control

Speeder Spring
Flyweights

Pilot Valve

Governor in Overspeed Condition

Figure 2-9

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3. Governors
A. Theory of Operation
(1) A governor is an engine RPM sensing device and high
pressure oil pump. In a constant speed propeller system,
the governor responds to a change in engine RPM by
directing oil under pressure to the propeller hydraulic
cylinder or by releasing oil from the hydraulic cylinder.
The change in oil volume in the hydraulic cylinder
changes the blade angle and returns the propeller
system RPM to the set value. The governor is set for
a specific RPM via the cockpit propeller control, which
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 2-7. 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 2-8. 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 2-9. 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.
(5) Feathering governors allow oil to be pushed from the
propeller to the engine drain to increase propeller pitch
to feather.

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

engine aircraft to keep the engines operating at the
same RPM. A synchrophasing system not only keeps
RPM of the engines consistent, but also keeps the
propeller blades operating in phase with each other.
Both synchronizing and synchrophasing systems serve
to reduce noise and vibration.
4. Propeller Ice Protection Systems
A. Propeller Anti-ice System
(1) A propeller anti-ice system is a system that prevents
ice from forming on propeller surfaces. The system
dispenses an anti-icing fluid (usually isopropyl alcohol)
which mixes with moisture on the propeller blades,
reducing the freezing point of the water. The
water/alcohol mixture flows off of the blades before
ice forms. This system must be in use before ice forms.
It is ineffective in removing ice that has already formed.
(a) System Overview
1 A typical anti-ice system consists of a fluid tank,
pump, and distribution tubing.
2 The rate at which the anti-icing fluid is dispensed
is controlled by a pump speed rheostat in the
cockpit.
3 The anti-icing fluid is dispensed through airframe
mounted distribution tubing and into a rotating
slinger ring mounted on the rear of the propeller
hub. The anti-icing fluid is then directed through
blade feed tubes from the slinger ring onto the
blades via centrifugal force. The anti-icing fluid is
directed onto anti-icing boots that are attached
to the leading edge of the blade. These anti-icing
boots evenly distribute and direct the fluid along
the blade leading edge.

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B. Propeller De-ice System

(1) A propeller de-ice system is a system that allows ice to
form, and then removes it by electrically heating the
de-ice boots. The ice partially melts and is thrown from
the blade by centrifugal force.
(a) System Overview
1 A de-ice system consists of one or more on/off
switches, a timer or cycling unit, a slip ring and
brush blocks, and de-ice boots. The pilot controls
the operation of the de-ice system by turning on
one or more switches. All de-ice systems have
a master switch, and may have another toggle
switch for each propeller. Some systems also
have a selector switch to adjust for light or heavy
icing conditions.
2 The timer or cycling unit determines the
sequence of which blades (or portion thereof)
are currently being de-iced, and for what length
of time. The timer controls the application of
power to each de-ice boot or boot segment in a
sequential order.
3 A brush block, which is normally mounted on
the engine just behind the propeller, is used to
transfer electricity to the slip ring. The slip ring
rotates with the propeller, and provides a current
path to the blade de-ice boots.
4 De-ice boots contain internal heating elements.
These boots are securely attached to the leading
edges of each blade with adhesive.

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INSTALLATION AND REMOVAL - CONTENTS

1. Tools, Consumables, and Expendables.................................. 3-3
A. Tooling................................................................................ 3-3
B. Consumables..................................................................... 3-3
C. Expendables...................................................................... 3-3
2. Pre-Installation......................................................................... 3-4
A. Inspection of Shipping Package......................................... 3-4
B. Uncrating............................................................................ 3-4
C. Inspection after Shipment.................................................. 3-4
D. Reassembly of a Propeller Disassembled for Shipment.... 3-4
3. Propeller Assembly Installation................................................ 3-5
A. Precautions........................................................................ 3-5
B. Installing HC-E(4,5)( )-3( ) except HC-E5P-3 Propeller
on the Aircraft Engine......................................................... 3-9
B1. Installing the HC-E5P-3 Propeller
on the Aircraft Engine.................................................... 3-18.1
C. Installing HC-E5A-2 Propeller on the Aircraft Engine....... 3-21
D. Installing HC-E5B-5A Propeller on the Aircraft Engine.... 3-23
4. Spinner Dome Installation..................................................... 3-30
A. General............................................................................ 3-30
B. For Propeller Model HC-E5A-2, Installing the
Striker Plates (Pilatus part).............................................. 3-30
C. For Propeller Model HC-E5A-2, Measuring the
Resistances..................................................................... 3-32
D. Installing the Spinner Dome............................................. 3-33
5. Post-Installation Checks........................................................ 3-35
6. Spinner Dome Removal........................................................ 3-36
7. Propeller Removal................................................................. 3-37
A. Removal of HC-E(4,5)( )-3( ) except HC-E5P-3
Propellers......................................................................... 3-37
A1. Removal of HC-E5P-3 Propellers................................. 3-38.2
B. Removal of HC-E5A-2 Propellers.................................... 3-40
C. Removal of HC-E5B-5A and HC-E4P-5( ) Propellers...... 3-43

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LIST OF FIGURES
Tool for Decompressing HC-E(4,5)( )-3( ) Series
External Beta System.................................... Figure 3-1........ 3-8
Installing Propeller on Engine Flange................... Figure 3-2...... 3-10
Mounting Bolt and Washer................................... Figure 3-3...... 3-11
Determining Torque Value When Using
Torquing Adapter............................................ Figure 3-4...... 3-12
Diagram of Torquing Sequence for Propeller
Mounting Bolts............................................... Figure 3-5...... 3-13
Beta Feedback Block Assembly and
Beta Ring Clearance...................................... Figure 3-6...... 3-16
Beta Feedback Block Assembly........................... Figure 3-7...... 3-16
Installing the Bulkhead for a Propeller
with De-ice or Accesories............................... Figure 3-8... 3-22.1
Spinner Assembly................................................. Figure 3-9...... 3-28
Striker Plate.......................................................... Figure 3-10.... 3-29
Resistance Check Locations................................ Figure 3-11..... 3-31
Spinner Reassembly Procedures......................... Figure 3-12.... 3-34
Optional Tape on the Forward Bulkhead.............. Figure 3-13.3-34.1

LIST OF TABLES
Propeller/Engine Flange O-rings and
Mounting Hardware........................................ Table 3-1........ 3-11
Torque Table......................................................... Table 3-2........ 3-14
Air Conditioning Drive Accessories...................... Table 3-3........ 3-20
Resistance Checks............................................... Table 3-4........ 3-32

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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
A Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877 that use bolt)
(Hartzell Propeller Inc. P/N AST-2877-1 that use nut)
B Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877)
N Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877 or P/N AST-2877-1
as applicable)
P Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877-2 for HC-E5P-3)
(Hartzell Propeller Inc. P/N AST-2877-1 that use nut)
B. Consumables
• Quick Dry Stoddard Solvent or Methyl-Ethyl-Ketone (MEK)
• Loctite 222 low strength threadlocker
C. Expendables
• 0.032 inch (0.81 mm) stainless steel aircraft safety wire
(Alternate: 0.032 inch [0.81 mm] aircraft safety cable and
associated washers and ferrules)
• O-ring, Propeller-to-Engine Seal (see Table 3-1)

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2. Pre-Installation
A. Inspection of Shipping Package
(1) Examine the exterior of the shipping container for signs
of shipping damage, especially at the box ends around
each blade. A hole, tear or crushed appearance at the
end of the box (blade tips) may indicate the propeller was
dropped during shipment, possibly damaging the blades.
B. Uncrating
(1) Put the propeller on a firm support.
(2) Remove the banding and any external wood bracing from
the shipping container.
(3) Remove the cardboard from the hub and blades.
CAUTION: DO NOT STAND THE PROPELLER ON A
BLADE TIP.
(4) Put the propeller on a padded surface that supports the
propeller over a large area.
(5) Remove the plastic dust cover cup from the propeller
mounting flange (if installed).
C. Inspection after Shipment
(1) After removing the propeller from the shipping container,
examine the propeller components for shipping damage.
D. Reassembly of a Propeller Disassembled for Shipment
(1) If a propeller was received disassembled for shipment, it
is to be reassembled by trained personnel in accordance
with the applicable propeller maintenance manual.

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3. Propeller Assembly Installation

CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Precautions
WARNING 1: DURING ENGINE INSTALLATION OR REMOVAL,
USING THE PROPELLER TO SUPPORT THE
WEIGHT OF THE ENGINE IS NOT
AUTHORIZED. UNAPPROVED INSTALLATION
AND REMOVAL TECHNIQUES MAY CAUSE
DAMAGE TO THE PROPELLER, THAT MAY
LEAD TO FAILURE RESULTING IN AN
AIRCRAFT ACCIDENT.

WARNING 2: WHEN INSTALLING THE PROPELLER,

FOLLOW THE AIRFRAME MANUFACTURER’S
MANUALS AND PROCEDURES, AS THEY MAY
CONTAIN ISSUES VITAL TO AIRCRAFT SAFETY
THAT ARE NOT CONTAINED IN THIS OWNER’S
MANUAL.

CAUTION: AVOID THE USE OF BLADE PADDLES. DO

NOT PUT THE BLADE PADDLE IN THE AREA
OF THE DE-ICE BOOT WHEN APPLYING
TORQUE TO A BLADE ASSEMBLY. PUT THE
BLADE PADDLE IN THE THICKEST AREA OF
THE BLADE, JUST OUTSIDE OF THE DE-ICE
BOOT. USE ONE BLADE PADDLE PER BLADE.
(1) Make sure the propeller is removed before the engine is
removed or installed in the airframe.

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(2) Follow the airframe manufacturer’s instructions for

installing the propeller.
(a) If such instructions are not in the airframe
manufacturer’s manual, then follow the instructions
in this manual; however, mechanics must consider
that this owner’s manual does not describe important
procedures that are outside the scope of this manual.
(b) In addition to propeller installation procedures, items
such as rigging and preflight testing of flight idle
blade angle, and propeller synchronization devices
are normally found in the airframe manufacturer’s
manuals.

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(This page is intentionally blank.)

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E4A-3 Flange

Hartzell Propeller Inc.P/N CST-2987

E5A-3, N, B, and P Flange

W10171
W10115

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

External Beta System
Figure 3-1

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B. Installing HC-E(4,5)( )-3( ) except HC-E5P-3 Propeller on the

Aircraft Engine
(1) Use a beta system puller CST-2987 to compress the
beta system and pull the beta ring forward to permit
installation of the double hex head propeller mounting
bolts. Refer to Figure 3-1.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
CAUTION 2: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(2) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting flange.
(a) Some propellers may require installation of an
accessory drive pulley. If installation procedures
are not in this manual, refer to the aircraft
manufacturer’s instructions.

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APS0543,
PROPELLER FLANGE W10107,
W10127,
W10109

ENGINE FLANGE

TORQUE WRENCH
O-RING
WASHER
TORQUE WRENCH
BOLT ADAPTOR*

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

B Flange
A Flange

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

Dowel Pin Holes

(Unthreaded)

Installing Propeller on Engine Flange

Figure 3-2

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APS0279C
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

NOTE: Size of chamfer can vary

from washer to washer.

Mounting Bolt and Washer

Figure 3-3

Flange O-ring Bolt/Stud Washer Nut

A C-3317-239-2 B-3347 A-2048-2 n/a
(except E5A-2)
E5A-2 C-3317-239-2 B-7435 A-2048-2 C-6006
B C-3317-239-2 B-3347 A-2048-2 n/a
N C-3317-230 B-3339-1 A-2048-2 n/a
P except E5P-3 C-3317-230 B-3347 A-2048-2 n/a
E5P-3 C-3317-230 103560 A-2048-2 C-6006

Propeller/Engine Flange O-rings and Mounting Hardware

Table 3-1

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APS0212A

Standard Torque Wrench Torquing Adaptor

1.00 foot 0.75 foot

(304.8 mm) (228.6 mm)

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

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

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

Determining Torque Value When Using Torquing Adapter

Figure 3-4

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W10107C,
W10107B,
W10108C,
A or B Flange
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 or P 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.

Diagram of Torquing Sequence for Propeller Mounting Bolts

Figure 3-5

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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 3-4 FOR TORQUE READING

WHEN USING A TORQUE WRENCH ADAPTER.

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

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

Torque Table
Table 3-2

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WARNING: SOLVENTS ARE FLAMMABLE AND

TOXIC TO THE SKIN, EYES, AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT AND BREATHING
OF VAPORS. USE SOLVENT RESISTANT
GLOVES TO MINIMIZE SKIN CONTACT
AND WEAR SAFETY GLASSES FOR
EYE PROTECTION. USE IN A WELL
VENTILATED AREA AWAY FROM SPARKS
AND FLAME. READ AND OBSERVE ALL
WARNING LABELS.
(3) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(4) Remove the pitch change rod cap, if applicable.
(5) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(6) Align the mounting and dowel pin holes in the propeller
hub flange with the mounting holes and dowel pins in the
engine flange.
(7) Slide the propeller flange onto the engine flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
CAUTION 2: NEW PROPELLER MOUNTING BOLTS
MUST BE USED WHEN INITIALLY
INSTALLING A NEW OR OVERHAULED
PROPELLER.
(8) Apply MIL-PRF-83483( ) (Hartzell Propeller Inc. Part
No. A-3338-[ ]) anti-seize compound to the threaded
surfaces of the mounting bolts. Refer to Table 3-1 for the
appropriate mounting hardware.
(a) If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.

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APS0168b
Snap Ring

Fillet A

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

Beta Ring

Beta Feedback Block Assembly and Beta Ring Clearance

Figure 3-6
BPS0041
Beta Linkage
Snap Ring Lever Yoke Unit

Cotter Pin

Clevis Pin
Carbon Block Unit

Beta Feedback Block Assembly

Figure 3-7

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CAUTION: ID CHAMFER OF WASHER MUST BE

FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST BE
INSTALLED WITH ROLLED EDGES TOWARD
THE BOLT HEAD. (REFER TO FIGURE 3-3).
(9) Install the mounting bolts with washers through the
engine flange and into the propeller hub flange. Refer to
Figure 3-2.
(10)Using a torque wrench and a torque wrench adapter
Hartzell Propeller Inc. P/N AST-2877, torque all mounting
bolts in sequences and steps shown in Figure 3-5. Refer
to Table 3-2 and Figure 3-4 to determine the correct
torque value.
(11) Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable. (Two bolts per safety.)
(12)Decompress the external beta system and remove the
beta system puller.
CAUTION: THE BETA RING MUST NOT CONTACT
ANY ENGINE COMPONENT OR
MOUNTING BOLT SAFETY WIRE. THE
BETA MECHANISM FEEDBACK COULD BE
DAMAGED IF IT CONTACTED ANY STATIC
ENGINE COMPONENT WHILE ROTATING.
(13)Examine the beta ring to make sure that it is not in
contact with any engine components or mounting bolt
safety wire.
(a) If there is contact between the beta ring and any
engine components or mounting bolt safety wire,
consult a certified propeller repair station with the
appropriate rating.
(14)Install the beta feedback block assembly into the
beta linkage lever, in accordance with the airframe
manufacturer’s instructions.
(a) If the beta linkage lever is not installed correctly,
there could be interference between the beta linkage
lever and Fillet A, as shown in Figure 3-6. Refer to
Figure 3-6 and Figure 3-7.

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1 If there is interference at Fillet A, make a

chamfer in the beta linkage lever to clear
Fillet A, as shown in Figure 3-6. The maximum
radius in Fillet A as manufacturered is 0.015 inch
(0.38 mm).
CAUTION: FIT THE BETA FEEDBACK BLOCK
ASSEMBLY IN THE BETA RING
WITH A MINIMUM SIDE CLEARANCE OF
0.001 INCH (0.03 mm). REFER TO FIGURE 3-6.
(15)Install the beta feedback block assembly into the beta
ring. Refer to Figure 3-7.
(16)Install, adjust, and safety the beta linkage per the airframe
manufacturer’s instructions.
(17) If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.
(18)If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for
the components supplied by Hartzell Propeller Inc. can
be found in the following publications available on the
Hartzell Propeller Inc. website at www.hartzellprop.com:
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(19)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(20)Install the propeller spinner dome in accordance with the
section “Spinner Dome Installation” in this chapter.

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B1. Installing the HC-E5P-3 Propeller on the Aircraft Engine

(1) Using a beta system puller CST-2987 (Figure 3-1),
compress the beta system and pull the beta ring forward
to permit access to the propeller mounting flange.
WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
CAUTION 2: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(2) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting flange.
WARNING: SOLVENTS ARE FLAMMABLE AND
TOXIC TO THE SKIN, EYES, AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT AND BREATHING
OF VAPORS. USE SOLVENT RESISTANT
GLOVES TO MINIMIZE SKIN CONTACT
AND WEAR SAFETY GLASSES FOR
EYE PROTECTION. USE IN A WELL
VENTILATED AREA AWAY FROM SPARKS
AND FLAME. READ AND OBSERVE ALL
WARNING LABELS.
(3) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.

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

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

CAUTION 2: THE SIDE OF THE WASHER WITH THE OD

CHAMFER MUST BE AGAINST THE
ENGINE FLANGE. REFER TO FIGURE 3-3.
(6) Install self locking mounting nuts with washers onto the
propeller mounting bolts with the chamfer on the washer
against the engine flange. Refer to Table 3-1 for applicable
mounting hardware. Refer to Figure 3-3.
(a) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.
(7) Using a torque wrench and the specified torque wrench
adapter (refer to the Tooling section in this chapter), torque
all mounting nuts in the sequences and steps shown in
Figure 3-5. Refer to Table 3-2 and Figure 3-4 to determine
the proper torque value.
(8) Safety all propeller mounting nuts with 0.032 inch
(0.81 mm) minimum diameter stainless steel wire or
equivalent aircraft safety cable. (Two nuts per safety.)
(9) Decompress the external beta system and remove the
beta system puller.

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CAUTION: THE BETA FEEDBACK COLLAR MUST NOT

CONTACT ANY ENGINE COMPONENT
OR MOUNTING BOLT SAFETY WIRE. THE
BETA FEEDBACK MECHANISM COULD BE
DAMAGED IF IT CONTACTED ANY STATIC
ENGINE COMPONENT WHILE ROTATING.
(10)Examine the beta feedback collar to make sure that it is
not in contact with any engine components or mounting
bolt safety wire.
(a) If there is contact between the beta feedback collar
and any engine components or mounting bolt
safety wire, contact qualified personnel at a certified
propeller repair station with the appropriate rating.
(11) Install the carbon block into the beta linkage lever, in
accordance with the airframe manufacturer’s instructions.
(a) If the beta linkage lever is not installed correctly, there
may be interference between the beta linkage lever
and Fillet A, as shown in Figure 3-6. Refer to
Figure 3-6 and Figure 3-7.
1 If there is interference at Fillet A, make a chamfer
in the beta linkage lever to clear Fillet A, as shown
in Figure 3-6. The maximum radius in
Fillet A as manufactured is 0.015 inch (0.38 mm).
CAUTION: FIT THE BLOCK IN THE BETA RING WITH A
SIDE CLEARANCE OF 0.001 TO 0.002 INCH
(0.03 TO 0.05 mm). REFER TO FIGURE 3-7.
(12)Install the carbon block assembly into the beta ring. Refer
to Figure 3-7.
(13) Install, adjust, and safety the beta linkage in accordance
with the airframe manufacturer’s instructions.
(14) If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.

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

that uses components supplied by Hartzell Propeller Inc.,
applicable instructions and technical information for
the components supplied by Hartzell Propeller Inc. can
be found in the following publications available on the
Hartzell Propeller Inc. website at www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual 180 (30-61-80) -
Propeller Ice Protection System Manual
(b) Hartzell Propeller Inc. Manual 181 (30-60-81) -
Propeller Ice Protection Component Maintenance
Manual
(c) Hartzell Propeller Inc. Manual 182 (61-12-82) -
Propeller Electrical De-ice Boot Removal and
Installation Manual
(d) Hartzell Propeller Inc. Manual 183 (61-12-83) -
Propeller Anti-icing Boot Removal and Installation
Manual
(16)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
(17)Install the propeller spinner dome in accordance with the
section “Spinner Dome Installation” in this chapter.

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147AIR_CON2.eps

Adapter Plate Unit

Accessory
Mounting
Washer

Accessory
Mounting
Screw

Propeller
Mounting
Flange

Air Conditioning
Pulley (2 piece)
Spinner Engine
Bulkhead Mounting
Unit Flange

Part Description Part Number

Air Conditioning Pully Pilatus Part

Hartzell Propeller Inc.

Adapter Plate Unit Part Number
D-6663

Accessory Mounting Screw Pilatus Part

Accessory Mounting Washer Pilatus Part

Air Conditioning Drive Accessories

Table 3-3

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147

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

WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
CAUTION 2: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
CAUTION 3: USE CARE WHEN HANDLING THE
PROPELLER TO AVOID CONTACTING
THE PROPELLER MOUNTING STUDS.
IF THE STUDS ARE LOOSENED, THEY
MAY BE PUSHED TOWARD THE INSIDE
OF THE HUB, WHICH WILL REQUIRE
PARTIAL DISASSEMBLY OF THE
PROPELLER BY A PROPELLER REPAIR
SHOP TO RESET THE MOUNTING STUD
LOCATION.
(1) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting flange.
(a) Some propellers may require installation of an
accessory drive pulley. If installation procedures are
not in this manual, refer to the aircraft manufacturer’s
instructions.

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147

WARNING: SOLVENTS ARE FLAMMABLE AND

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

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Index Label

Two Small
Threaded
Holes

Dowel Pins in the Adapter Plate

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

Figure 3-8

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147

(6) For propeller models with air conditioning accessories

and de-ice:
(a) Apply Locktite 222 low strength threadlocker to the
B-3867-269 screws.
(b) Put the bulkhead on the recess of the adapter plate.
Refer to Figure 3-8.
CAUTION: MAKE SURE THAT THE BULKHEAD
IS INSTALLED CORRECTLY. IF THE
BULKHEAD IS NOT INSTALLED
CORRECTLY, THE DOME CANNOT
BE INSTALLED.
(c) Align the index label on the bulkhead with the two
small threaded holes in the adapter plate. Refer to
Figure 3-8.
(d) Using the B-3867-269 screws and B-3860-10L
washers, attach the spinner bulkhead unit to the
adapter plate unit.
(e) Put the slip ring and the bulkhead with adapter plate
unit attached against the hub.
(f) Move the bulkhead/adapter plate assembly until
the dowel pins in the adapter plate are in the holes
provided for them in the hub flange. Refer to
Figure 3-8.
(g) Attach the slip ring and adapter plate unit to the hub
using A-2070-7 screws.
1 Torque the A-2070-7 screws in accordance with
the torque specified in Table 3-2.

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CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE

SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB
FLANGE AND THE ENGINE FLANGE.

CAUTION 2: NEW PROPELLER MOUNTING NUTS MUST

BE USED WHEN INITIALLY INSTALLING A
NEW OR OVERHAULED PROPELLER.
(7) Align the dowel pin holes in the propeller hub flange with
the dowel pins in the engine flange.
(8) Apply a MIL-PRF-83483( ) (Hartzell Propeller Inc. Part
No. A-3338-[ ]) anti-seize compound to the threaded
surfaces of the mounting bolts. Refer to Table 3-1 for the
appropriate mounting hardware.
(a) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.
CAUTION: DO NOT DISLODGE THE MOUNTING
STUDS FROM THE PRESS FIT IN THE HUB
MOUNTING FLANGE WHEN INSTALLING
THE PROPELLER. IF A STUD IS
DISLODGED FROM THE CORRECT
POSITION, THE STUD MUST BE
CORRECTLY REINSTALLED IN
ACCORDANCE WITH HARTZELL
PROPELLER INC. STANDARD
PRACTICES MANUAL 202A (61-01-02).
(9) Slide the propeller flange onto the engine flange.
(10)Install the mounting nuts with washers on the mounting
studs.
(11) Use a torque wrench and a torque wrench adaptor
Hartzell Propeller Inc. part number AST-2877-1 or
equivalent to torque all mounting nuts in sequences
and steps shown in Figure 3-5. Refer to Table 3-2 and
Figure 3-4 to determine the proper torque value.
(12)Safety all mounting nuts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable. (Two nuts per safety.)

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(13)If the propeller is equipped with an accessory drive pulley,

follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.
(14)If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for
the components supplied by Hartzell Propeller Inc. can
be found in the following publications available on the
Hartzell Propeller Inc. website at www.hartzellprop.com:
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(15)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

Page 3-22.4
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147

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

WARNING: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING INSTALLATION.
CAUTION 1: WHEN INSTALLING THE PROPELLER
ON THE AIRCRAFT, DO NOT DAMAGE
THE ICE PROTECTION SYSTEM
COMPONENTS, IF APPLICABLE.
CAUTION 2: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(1) With a suitable crane hoist and sling, carefully move the
propeller assembly to the aircraft engine mounting flange.
(a) Some propellers may require installation of an
accessory drive pulley. If installation procedures
are not in this manual, refer to the aircraft
manufacturer’s instructions.

Page 3-23
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 Propeller Owner’s Manual
147

WARNING: SOLVENTS ARE FLAMMABLE AND

TOXIC TO THE SKIN, EYES, AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT AND BREATHING
OF VAPORS. USE SOLVENT RESISTANT
GLOVES TO MINIMIZE SKIN CONTACT
AND WEAR SAFETY GLASSES FOR
EYE PROTECTION. USE IN A WELL
VENTILATED AREA AWAY FROM SPARKS
AND FLAME. READ AND OBSERVE ALL
WARNING LABELS.
(2) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(3) Remove the pitch change rod cap, if applicable.
(4) Install the specified O-ring on the engine flange. Refer to
Table 3-1.
(5) Align the mounting and dowel pin holes in the propeller
hub flange with the mounting holes and dowel pins in the
engine flange.
(6) Slide the propeller flange onto the engine flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.

CAUTION 2: NEW PROPELLER MOUNTING BOLTS

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

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147

CAUTION: ID CHAMFER OF WASHER MUST BE

FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST BE
INSTALLED WITH ROLLED EDGES TOWARD
THE BOLT HEAD. (REFER TO FIGURE 3-3).
(8) Install the mounting bolts with washers through the engine
flange and into the propeller hub flange. Refer to Figure 3-2.
(9) Use a torque wrench with a torque wrench adapter
Hartzell Propeller Inc.P/N AST-2877 to torque all
mounting bolts in sequences and steps shown in
Figure 3-5. Refer to Table 3-2 and Figure 3-4 to
determine the proper torque value.
(10)Safety all mounting bolts with 0.032 inch (0.81 mm)
minimum diameter stainless steel wire or equivalent
aircraft safety cable. (Two bolts per safety.)
(11) Install the beta tube per airframe and/or engine
manufacturer’s instructions.
NOTE 1: Follow the airframe manufacturer’s instructions
for adjusting the beta tube to obtain the correct
low pitch (flight idle blade angle).
NOTE 2: Refer to the Aircraft Type Certificate Data Sheet
for the low pitch blade angle setting.
(12)If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.

Page 3-25
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147

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

that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for
the components supplied by Hartzell Propeller Inc. can
be found in the following publications available on the
Hartzell Propeller Inc. website at www.hartzellprop.com:
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(14)Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

Page 3-26
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Page 3-27
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Spinner
Forward Bulkhead Bulkhead Unit
Spinner Dome Unit
Mounting Holes Spinner
Bulkhead Holes

Washer

Screw

Spinner
Dome Spinner Mounting
Spacer
BPS816

Spinner Assembly
Figure 3-9

Page 3-28
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 Propeller Owner’s Manual
147

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

Striker Plate
(Pilatus part)
TPI-striker plate B

Striker Plate
Figure 3-10

Page 3-29
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4. Spinner Dome Installation

CAUTION 1: TO PREVENT DAMAGE TO THE BLADE AND
BLADE PAINT, WRAP THE BLADE SHANKS IN
SEVERAL LAYERS OF MASKING OR DUCT
TAPE BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.

CAUTION 2: SPINNER DOME WILL WOBBLE IF NOT

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

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Hub
Clamping Bolt
to a
Spinner Dome
Mounting
Nutplate

Resistance Check Locations

Figure 3-11

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

(1) Using an ohm meter capable of accurately measuring
the required resistance in accordance with Table 3-4,
measure the resistance from the hub clamping bolt to a
spinner dome mounting nutplate on the bulkhead. Refer
to Figure 3-11.
(2) Before installation of the dome unit, measure the
resistance of the dome unit in accordance with
the section, “Resistance Check of the Dome” in the
Finish Procedures chapter of Hartzell Propeller Inc.
Composite Spinner Field Maintenance and Minor Repair
Manual 173 (61-10-73) that is available on the Hartzell
Propeller Inc. website at www.hartzellprop.com.
NOTE: The dome is not installed on the bulkhead.

Area to Check Value

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

Resistance Checks
Table 3-4

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D. Installing the Spinner Dome

(1) The spinner dome is supported by a forward bulkhead
unit that encircles the propeller cylinder. Refer to
Figure 3-9.
(2) For propellers in this manual other than the HC-E5A-2
and HC-E4P-5, if the forward bulkhead unit does not
fit snugly on the cylinder, the cylinder may need to be
wrapped with one or more layers of fluoroglas or UHMW
tape (Hartzell Propeller Inc. P/N B-6654-100).
(a) Apply a layer of tape, examine, and repeat until the
forward bulkhead unit fits snugly on the cylinder.
1 Using spacers, move the forward bulkhead unit
away from the cylinder to cause the spinner
dome mounting holes to stop short of full
alignment with the bulkhead holes by 25% of
the spinner dome mounting hole diameter.
Refer to Figure 3-12.
2 Change the location of the spinner dome
mounting holes and forward bulkhead unit by
installing or removing spacers that are between
the cylinder and forward bulkhead. Refer to
Figure 3-12.
(b) Optionally, for a spinner dome that has a removeable
forward bulkhead, apply a layer of flourglas tape or
UHMW tape (Hartzell Propeller Inc. P/N B-6654-100)
on the outboard flange of the forward bulkhead to
prevent contact between the forward bulkhead and
the spinner dome.
1 Using acetone, denatured alcohol, or MEK,
clean the area where the tape will be applied.
2 Cut eight pieces of tape that are approximately
three inches (76 mm) long.
3 Apply the pieces of tape in equally spaced
locations on the forward bulkhead as shown in
Figure 3-13.
4 Tape may be wrapped over trailing edge of the
forward bulkhead as necessary.

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Cylinder

Forward
Bulkhead Unit

Spacers

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

As shown by arrow, misalignment

must be in direction away from the
bulkhead.

Spinner Reassembly Procedures

Figure 3-12

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Flourglas Tape or UHMW Tape

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

TPI-149002,TPI-149003

Tape wrapped over the trailing

edge of the forward bulkhead

Optional Tape on the Forward Bulkhead

Figure 3-13

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(3) For the HC-E5A-2 propeller apply one or more layers

of fluoroglas or UHMW tape (Hartzell Propeller Inc.
P/N B-6654-100) to the forward bulkhead where the
bulkhead touches the cylinder.
(a) Apply a layer of tape, examine, and repeat until the
forward bulkhead unit fits snugly on the cylinder.
(4) For the HC-E4P-5( ) propeller with spinner assembly
D-5362:
(a) Verify that the hoop unit is installed on the spinner
bulkhead and installed on the propeller.
(b) Install one or more spinner mounting spacers between
the cylinder and the forward bulkhead.
(5) Carefully install the spinner dome over the propeller and
forward bulkhead to examine for proper positioning of the
spinner dome mounting holes.
(a) Add or remove spacers, if applicable, to obtain the
spinner dome mounting hole and spinner bulkhead
hole misalignment. Refer to Figure 3-12.
(6) Push the spinner dome with firm pressure toward the
spinner bulkhead unit to make sure that the spinner dome
mounting holes will fully align with the spinner bulkhead
holes.
(a) Remove a minimum quantity of spacers to obtain hole
alignment while maintaining preload.
(7) Using the supplied screws and washers, attach the
spinner dome to the spinner bulkhead or hoop unit.

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5. Post-Installation Checks
A. Refer to the airframe manufacturer’s instructions for post-
installation checks.
B. Perform a Maximum RPM (Static) Hydraulic Low Pitch
Stop Check as outlined in the Testing and Troubleshooting
chapter of this manual.

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6. Spinner Dome Removal

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

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

CAUTION: INSTRUCTIONS AND PROCEDURES

IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(1) Remove the spinner dome in accordance with the
section “Spinner Dome Removal” in this chapter.
(2) If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell
Propeller Inc., applicable instructions and technical
information for the components supplied by Hartzell
Propeller Inc. can be found in the following publications
available on the Hartzell Propeller Inc. website at www.
hartzellprop.com:
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(3) Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).
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(4) Disconnect the engine beta linkage and beta feedback

block assembly from the beta ring in accordance with the
airframe manufacturer’s instructions.
(a) Remove the snap ring that retains the beta feedback
block assembly to the beta linkage. Refer to
Figure 3-7.
(b) Remove the beta feedback block assembly. Refer to
Figure 3-6.
(5) Use the beta system puller CST-2987 to compress the
beta system spring and pull the beta ring toward the
propeller to expose the propeller mounting bolts and
washers. Refer to Figure 3-1.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.

WARNING 2: DURING PROPELLER REMOVAL,

AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE
FOLLOWED BECAUSE THEY MAY
CONTAIN ISSUES VITAL TO AIRCRAFT
SAFETY THAT ARE NOT CONTAINED IN
THIS MANUAL OR THE HARTZELL
PROPELLER INC. OVERHAUL MANUALS
143A (61-10-43), 156A (61-10-56),
157 (61-10-57), OR 158A (61-10-58).

WARNING 3: MAKE SURE THE SLING IS RATED UP TO

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

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(7) Support the propeller assembly with a sling.

(a) Supporting the propeller with a sling may be delayed
until all but two mounting bolts and washers have
been removed to permit rotating the propeller for
ease of bolt removal.
(b) If the propeller will be reinstalled and it has
been dynamically balanced, make an identifying
mark on the propeller hub and a matching mark on
the engine flange to make sure of proper orientation
during re-installation to prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS IF THEY ARE DAMAGED OR
CORRODED, OR WHEN THE PROPELLER
IS REMOVED FOR OVERHAUL.
(8) Remove the propeller mounting bolts and washers.
(a) If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND
WHEN IT IS STORED.
(9) Using the support sling, lift the propeller from the
mounting flange.
(10)Remove and discard propeller mounting O-ring.
(11) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent the
introduction of contamination.
(12)Decompress and remove beta system puller.
(13)Put the propeller on a suitable cart for transportation.

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A1. Removal of HC-E5P-3 Propellers

CAUTION: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(2) If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell
Propeller Inc., applicable instructions and technical
information for the components supplied by Hartzell
Propeller Inc. can be found in the following publications
available on the Hartzell Propeller Inc. website at www.
hartzellprop.com:
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(3) Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

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WARNING 1: DURING ENGINE INSTALLATION OR

REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.

WARNING 2: DURING PROPELLER REMOVAL,

AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR THE
HARTZELL PROPELLER INC. OVERHAUL
MANUAL 157 (61-10-57).

WARNING 3: MAKE SURE THE SLING IS RATED UP

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

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CAUTION: USE CARE WHEN HANDLING THE

PROPELLER TO AVOID CONTACTING
THE PROPELLER MOUNTING BOLTS.
IF THE BOLTS ARE LOOSENED, THEY
MAY BE PUSHED TOWARD THE
INSIDE OF THE HUB, WHICH WILL
REQUIRE PARTIAL DISASSEMBLY OF
THE PROPELLER BY A CERTIFIED
PROPELLER REPAIR STATION WITH THE
APPROPRIATE RATING TO REINSTALL
THE MOUNTING BOLTS.
(6) Remove the propeller mounting nuts and washers.
(a) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(7) Using the support sling, lift the propeller from the
mounting flange.
(8) Remove and discard the propeller mounting O-ring.
(9) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent the
introduction of contamination.
(10)Put the propeller on a suitable cart for transportation.

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B. Removal of HC-E5A-2 Propellers

CAUTION: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(2) If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell
Propeller Inc., applicable instructions and technical
information for the components supplied by Hartzell
Propeller Inc. can be found in the following publications
available on the Hartzell Propeller Inc. website at
www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual 180 (30-61-80) -
Propeller Ice Protection System Manual
(b) Hartzell Propeller Inc. Manual 181 (30-60-81) -
Propeller Ice Protection Component Maintenance
Manual
(c) Hartzell Propeller Inc. Manual 182 (61-12-82)
- Propeller Electrical De-ice Boot Removal and
Installation Manual
(d) Hartzell Propeller Inc. Manual 183 (61-12-83) -
Propeller Anti-icing Boot Removal and Installation
Manual
(3) Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

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WARNING 1: DURING ENGINE INSTALLATION OR

REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.

WARNING 2: DURING PROPELLER REMOVAL,

AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR THE
HARTZELL PROPELLER INC. OVERHAUL
MANUAL 157 (61-10-57).

WARNING 3: MAKE SURE THE SLING IS RATED UP

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

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CAUTION: USE CARE WHEN HANDLING THE

PROPELLER TO AVOID CONTACTING
THE PROPELLER MOUNTING STUDS.
IF THE STUDS ARE LOOSENED, THEY
MAY BE PUSHED TOWARD THE INSIDE
OF THE HUB, WHICH WILL REQUIRE
PARTIAL DISASSEMBLY OF THE
PROPELLER BY A PROPELLER REPAIR
SHOP TO RESET THE MOUNTING STUD
LOCATION.
(6) Remove the propeller mounting nuts and washers.
(a) If the propeller is removed between overhaul
intervals, mounting nuts and washers may be reused
if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(7) Using the support sling, lift the propeller from the
mounting flange.
(8) Remove and discard the propeller mounting O-ring.
(9) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent the
introduction of contamination.
(10)Put the propeller on a suitable cart for transportation.

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

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

CAUTION: INSTRUCTIONS AND PROCEDURES IN

THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(1) Remove the spinner dome in accordance with the
procedure in the Spinner Dome Removal section of this
chapter.
(2) If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for
the components supplied by Hartzell Propeller Inc. can
be found in the following publications available on the
Hartzell Propeller Inc. website at www.hartzellprop.com:
(a) Manual 180 (30-61-80) - Propeller Ice Protection
System Manual
(b) Manual 181 (30-60-81) - Propeller Ice Protection
Component Maintenance Manual
(c) Manual 182 (61-12-82) - Propeller Electrical De-ice
Boot Removal and Installation Manual
(d) Manual 183 (61-12-83) - Propeller Anti-icing Boot
Removal and Installation Manual
(3) Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable TC or STC holder’s Instructions for Continued
Airworthiness (ICA).

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CAUTION: THE BETA TUBE MUST BE REMOVED

BEFORE THE PROPELLER ASSEMBLY IS
REMOVED FROM THE AIRCRAFT. REFER
TO THE AIRCRAFT MAINTENANCE
INSTRUCTION MANUAL.
(4) Remove beta tube.
WARNING 1: DURING ENGINE INSTALLATION OR
REMOVAL, USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER THAT MAY LEAD TO
FAILURE AND RESULT IN AN AIRCRAFT
ACCIDENT.

WARNING 2: DURING PROPELLER REMOVAL,

AIRFRAME MANUFACTURER’S MANUALS
AND PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO AIRCRAFT SAFETY THAT ARE
NOT CONTAINED IN THIS MANUAL OR THE
HARTZELL PROPELLER INC. OVERHAUL
MANUALS 143A (61-10-43), 156A (61-10-56),
157 (61-10-57), OR 158A (61-10-58).

WARNING 3: MAKE SURE THE SLING IS RATED UP

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

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(6) Support the propeller assembly with a sling.

NOTE 1: Supporting the propeller with a sling may be
delayed until all but two mounting bolts and
washers have been removed to permit rotating
the propeller for ease of bolt removal.
NOTE 2: If the propeller will be reinstalled and it has
been dynamically balanced, make an
identifying mark on the propeller hub and a
matching mark on the engine flange to make
sure of proper orientation during re-installation
to prevent dynamic imbalance.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS IF THEY ARE DAMAGED OR
CORRODED, OR WHEN THE PROPELLER
IS REMOVED FOR OVERHAUL.
(7) Remove the propeller mounting bolts and washers.
NOTE: If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
CAUTION: USE ADEQUATE PRECAUTIONS TO
PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE AIRCRAFT ENGINE AND WHEN
IT IS STORED.
(8) Using the support sling, lift the propeller from the
mounting flange.
(9) Remove and discard propeller mounting O-ring.
(10)Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent the
introduction of contamination.
(11) Put the propeller on a suitable cart for transportation.

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TESTING AND TROUBLESHOOTING - CONTENTS

1. Operational Tests..................................................................... 4-3
A. Initial Run-Up...................................................................... 4-3
B. Post-Run Check.................................................................. 4-3
C. Maximum RPM (Static) Hydraulic Low Pitch Stop Check... 4-4
D. Reverse Pitch Stop Adjustment.......................................... 4-4
E. Feathering Pitch Stop Adjustment....................................... 4-4
F. Start Lock Adjustment......................................................... 4-4
G. Propeller Ice Protection System.......................................... 4-4
2. Troubleshooting....................................................................... 4-6
A. Hunting and Surging........................................................... 4-6
B. Engine Speed Varies with Airspeed.................................... 4-7
C. Loss of Propeller Control.................................................... 4-7
D. Failure to Feather (or feathers slowly)................................ 4-8
E. Failure to Unfeather............................................................ 4-8
F. Start Locks Fail to Latch on Shutdown .............................. 4-8
G. Vibration.............................................................................. 4-9
H. Propeller Overspeed......................................................... 4-10
I. Propeller Underspeed....................................................... 4-10
J. Oil or Grease Leakage...................................................... 4-11

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1. Operational Tests
Following propeller installation, and before flight, the propeller
hydraulic system must be purged of air and proper operation
verified.
WARNING: REFER TO THE AIRCRAFT MAINTENANCE
MANUAL FOR ADDITIONAL PROCEDURES
THAT MAY BE REQUIRED AFTER PROPELLER
INSTALLATION.

CAUTION: INSTRUCTIONS AND PROCEDURES IN

THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Initial Run-Up
(1) Perform engine start and warm-up in accordance with
the Pilot's Operating Handbook (POH).
NOTE: Air trapped in the propeller hydraulic cylinder
will cause pitch control to be imprecise and
may result in propeller surging.
(2) Cycle the propeller control throughout its operating blade
angle range from reverse or low, to high (or as directed by
the POH).
(3) Repeat this procedure at least three times to purge air
from the propeller hydraulic system and to introduce
warmed oil to the cylinder.
(4) Verify proper operation from low pitch to high pitch and
throughout operating range.
(5) Shut down engine in accordance with the POH.
B. Post-Run Check
(1) After engine shutdown, examine the propeller for signs
of engine oil leakage.

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C. Maximum RPM (Static) Hydraulic Low Pitch Stop Check

(1) The Maximum RPM (hydraulic low pitch stop) is
normally set at the factory per the aircraft manufacturer's
requirements, and should not require any additional
adjustment. Adjustments may be required after
maintenance or because of specific aircraft variances.
(2) Adjustments must be done in accordance with the
airframe manufacturer's specification found in the
airframe manufacturer's manual.
D. Reverse Pitch Stop Adjustment
(1) The reverse pitch stop adjustment is set at the factory
per the aircraft manufacturer's recommendations.
This stop is adjustable only by a certified propeller
repair station with the appropriate rating, the aircraft
manufacturer, or Hartzell Propeller Inc.
E. Feathering Pitch Stop Adjustment
(1) The feathering pitch stop is set at the factory per the
aircraft manufacturer's recommendations. This stop is
adjustable only by a certified propeller repair station
with the appropriate rating, the aircraft manufacturer, or
Hartzell Propeller Inc.
F. Start Lock Adjustment
(1) The start locks are set at the factory per manufacturer's
recommendations. These start locks are adjustable only
by a certified propeller repair station with the appropriate
rating or by Hartzell Propeller Inc.
G. Propeller Ice Protection System
(1) Electric De-ice System
(a) Consult the Pilot Operating Handbook (POH)
(including all supplements) regarding flight into
conditions of known icing. The aircraft may not be
certificated for flight in known icing conditions, even
though propeller de-ice equipment is installed.
(b) Refer to the Anti-ice and De-ice Systems chapter of
this manual for functional tests of the ice protection
system.

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(2) Anti-ice System

(a) Consult the Pilot Operating Handbook (including
all supplements) regarding flight into conditions of
known icing. The aircraft may not be certificated
for flight in known icing conditions, even though
propeller anti-ice equipment is installed.
(b) Refer to the Anti-ice and De-ice Systems chapter
of this manual for functional tests of the anti-ice
system.

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2. Troubleshooting
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Hunting and Surging
Hunting is characterized by a cyclic variation in engine speed
above and below desired speed. Surging is characterized
by a large increase/decrease in engine speed, followed by a
return to set speed after one or two occurrences.
(1) If propeller is hunting, a certified propeller repair station
with the appropriate rating should check:
(a) Governor
(b) Fuel control
(c) Synchrophaser, or synchronizer.
(2) If propeller is surging:
(a) Perform the steps 1.A.(1) through 1.A.(5) under
Operational Tests section in this chapter to release
trapped air from the propeller.
1 If surging reoccurs it is most likely due to a faulty
governor.
a Have the governor tested a certified
propeller repair station with the appropriate
rating.
(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.

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B. Engine Speed Varies with Airspeed

(1) Constant speed propeller models will experience some
small variances in engine speed that are normal and are
no cause for concern.
(2) Increase in engine speed while descending or increasing
airspeed:
(a) Governor is not reducing oil volume in the propeller.
(b) Friction in propeller.
(3) Decrease in engine speed while increasing airspeed:
(a) Governor pilot valve is stuck and is excessively
decreasing oil volume.
(b) Feathering command engaged on propeller pitch
control.
(4) Increase in engine speed while decreasing airspeed:
(a) Governor pilot valve is stuck and is excessively
increasing oil volume.
(5) Decrease in engine speed while decreasing airspeed:
(a) Governor is not increasing oil volume in the propeller.
(b) Engine oil transfer system leaking excessively.
(c) Friction in propeller.
C. Loss of Propeller Control
(1) Propeller goes to uncommanded high pitch (or feather).
(a) Loss of propeller oil pressure - check:
1 Governor pressure relief valve.
2 Governor drive.
3 Engine oil supply.
(b) Start lock not engaging.
(2) Propeller goes to uncommanded low pitch (High RPM).
(a) Governor pilot valve sticking.
(3) RPM increases with power and airspeed, propeller RPM
control has little or no effect.
(a) Excessive friction in blade bearings or pitch changing
mechanism.
(b) Broken feathering spring.

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(4) RPM control sluggish (especially on reducing RPM)

(a) Broken feathering spring.
D. Failure to Feather (or feathers slowly)
(1) Broken feathering spring.
(2) Check for proper function and rigging of propeller/governor
control linkage.
(3) Check governor drain function.
(4) Propeller must be checked for misadjustment or internal
corrosion (usually in blade bearings or pitch changing
mechanism) that results in excessive friction. This must
be accomplished at a certified propeller repair station
with the appropriate rating.
E. Failure to Unfeather
(1) Check for proper function and rigging of propeller control
linkage.
(2) Check governor function.
(3) Propeller must be checked for misadjustment or internal
corrosion (usually in blade bearings or pitch change
mechanism) that results in excessive friction. This must
be accomplished at certified propeller repair station with
the appropriate rating.
F. Start Locks Fail to Latch on Shutdown
(1) Propeller was feathered before shutdown.
(2) Shutdown occurred at high RPM with propeller control off
the low pitch stop.
The problem may be solved by restarting the engine,
placing the propeller control in the proper shutdown
position, and then shutting down the engine.
(3) Excessive governor pump leakage.
The problem should be referred to a certified propeller
repair station with the appropriate rating.
(4) Broken Start Locks.
The problem should be referred to a certified propeller
repair station with the appropriate rating.

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G. Vibration
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, exhaust system, landing gear
doors, etc. for excessive play, which may be causing
vibration unrelated to the propeller.
(b) Uneven lubrication of propeller.
(c) Proper engine/propeller flange mating.
(d) Blade track. (See the Inspection and Check chapter
of this manual for procedure.)
(e) Blade angles: Blade angle must be within tolerance
between blades and on the propeller as a whole.
Refer to the Propeller Overhaul Manuals 143A
(61-10-43) or 158A (61-10-58) for blade angle check
procedure.
(f) Spinner for cracks, improper installation, or "wobble"
during operation.
(g) Static balance.

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(h) Airfoil profile identical between blades (after overhaul

or rework - verify at a certified propeller repair station
with the appropriate rating).
(i) Hub or blade for damage or cracking.
(j) Grease or oil leakage from a seemingly solid surface
of the hub or blade.
(k) Blade delamination.
NOTE: Dynamic balancing is recommended after
installing or performing maintenance on a
propeller. While this is normally an optional
task, it may required the engine or airframe
manufacturer to make certain the propeller/
engine combination is balanced properly
before operation. Refer to the engine or
airframe manuals, and the Maintenance
Practices chapter of this manual.
H. Propeller Overspeed
(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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J. Oil or Grease Leakage

NOTE: A new 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.
CAUTION: GREASE LEAKAGE THAT CAN BE
DESCRIBED AS EXCESSIVE AND
APPEARING SUDDENLY, ESPECIALLY
WHEN ACCOMPANIED BY VIBRATION,
SHOULD BE INVESTIGATED IMMEDIATELY
BEFORE FURTHER FLIGHT.
(1) Grease Leakage - Probable Cause:
(a) Improperly torqued or loose lubrication fitting.
(b) Defective lubrication fitting.
(c) Faulty seal at the blade socket between the blade
and hub.
1 Refer to a certified propeller repair station with
the appropriate rating for replacement of the
seal.
(d) HC-E4( )-3( ): Leakage from the hub and beta rod
interface.
1 Over greased hub.
a Refer to a certified propeller repair station
with the appropriate rating for removal of
excess grease.
2 Faulty seal.
a Refer to a certified propeller repair station
with the appropriate rating for replacement
of the seal.

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(e) Cracked hub.

1 A cracked hub is often indicated by grease
emerging from a seemingly solid surface,
especially in the blade arm.
a Refer to a certified propeller repair station
with the appropriate rating.
(2) Oil Leakage - Probable Cause
(a) Leaks between the hub and cylinder.
1 Faulty or missing seal between the hub and the
cylinder.
a Refer seal replacement to a certified
propeller repair station with the appropriate
rating.
(b) Leaks between the hub halves, beta rod and hub, and
lubrication fittings.
1 Faulty seal(s) between hub and the pitch
change rod.
a Refer seal replacement to a certified
propeller repair station with the appropriate
rating.
(c) Leaks from the front of the cylinder or through start
lock units.
1 Faulty seal(s) between the piston and cylinder or
piston and pitch change rod.
a Refer the seal replacement to a certified
propeller repair station with the appropriate
rating.
(d) Leaks between the hub and engine.
1 Faulty or missing seal between the propeller hub
and the engine flange.

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INSPECTION AND CHECK - CONTENTS

1. Pre-Flight Checks.................................................................... 5-3
2. Operational Checks................................................................. 5-5
3. Required Periodic Inspections and Maintenance.................... 5-7
A. Periodic Inspections ........................................................... 5-7
B. Periodic Maintenance......................................................... 5-9
C. Airworthiness Limitations.................................................... 5-9
D. Overhaul Periods.............................................................. 5-14
4. Inspection Procedures........................................................... 5-16
A. Blade Damage.................................................................. 5-16
B. Grease or Oil Leakage...................................................... 5-16
C. Vibration............................................................................ 5-18
D. Tachometer Inspection...................................................... 5-20
E. Blade Track....................................................................... 5-22
F. Loose Blades, For HC-E4A-3( ) propeller models only..... 5-25
G. Loose Blades, For all propeller models
except HC-E4A-3( )........................................................... 5-25
H. Preload Plate Set Screw................................................... 5-26
I. Corrosion.......................................................................... 5-26
J. Spinner Damage .............................................................. 5-27
K. Electric De-ice System...................................................... 5-27
L. Anti-ice System................................................................. 5-27
5. Special Inspections................................................................ 5-31
A. Overspeed/Overtorque..................................................... 5-31
B. Propeller Ground Idle Operating Restrictions................... 5-34
C. Lightning Strike................................................................. 5-40
D. Foreign Object Strike........................................................ 5-43
E. Fire Damage or Heat Damage.......................................... 5-45
6. Long Term Storage................................................................ 5-45

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. LIST OF FIGURES
Checking Blade Track....................................Figure 5-1............ 5-21
Blade Play......................................................Figure 5-2............ 5-21
Turbine Engine Overspeed Limits..................Figure 5-3............ 5-29
Turbine Engine Overtorque Limits..................Figure 5-4............ 5-30
Example of an Evaluation of Ground Idle
RPM Check.................................................Figure 5-5............ 5-35
Corrective Action Required.............................Figure 5-6............ 5-36
Evidence of Lightning Strike Damage
to Composite Blade.....................................Figure 5-7............ 5-41

LIST OF TABLES
Overhaul Periods for HC-E4( )-( ) Propellers...Table 5-1............. 5-10
Overhaul Periods for HC-E5( )-( ) Propellers... Table 5-2............. 5-12

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1. Pre-Flight Checks
Follow propeller preflight inspection procedures as specified in the
Pilot Operating Handbook (POH) or this manual. In addition,
perform the following inspections:
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Blades
(1) Visually inspect the entire blade and the erosion shield for
nicks, gouges, looseness of material, erosion, cracks,
and debonds. Refer to the Maintenance Practices chapter
of this manual for composite blade airworthy damage
limits.
(2) Visually inspect the blades for lightning strike. Refer to
the Lightning Strike section in this chapter for a
description of damage.
(3) Defects or damage discovered during preflight inspection
must be evaluated in accordance with allowables outlined
in the Maintenance Practices chapter of this manual to
determine if repairs are required before further flight.
B. Inspect the spinner and visible blade retention components for
damage or cracks. Repair or replace components, as
required, before further flight.
C. Check for loose/missing hardware. Retighten or reinstall as
necessary.

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WARNING: ABNORMAL GREASE LEAKAGE CAN BE AN

INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION COMPONENT.
AN IN-FLIGHT BLADE SEPARATION CAN
RESULT IN A CATASTROPHIC AIRCRAFT
ACCIDENT.
D. Inspect for grease and oil leakage and determine the source.
E. Check the blades for radial play or movement of the blade tip
(in and out or back and forth). Refer to Loose Blades in the
Inspection Procedures section of this chapter for blade play
limits.
F. Inspect de-ice boots (if installed) for damage. Refer to the Anti-
ice and De-ice Systems chapter of this manual for inspection
information.
G. Check the propeller speed control and operation from reverse
or low pitch to high pitch, using the procedure specified in the
Pilot Operating Handbook (POH) for the aircraft.
WARNING: ABNORMAL VIBRATION CAN BE AN
INDICATION OF A FAILING PROPELLER BLADE
OR BLADE RETENTION COMPONENT. AN IN-
FLIGHT BLADE SEPARATION CAN RESULT IN A
CATASTROPHIC AIRCRAFT ACCIDENT.
H. Perform initial run-up as outlined in the Operational Tests
section of in the Testing and Troubleshooting chapter in this
manual.
I. Check for any abnormal vibration during this run-up. If vibration
occurs, shut the engine down, determine the cause, and
correct it before further flight. Refer to the Vibration section in
the Testing and Troubleshooting chapter of this manual.
J. Refer to the Periodic Inspections section of this chapter for
additional inspection information and possible corrections to
any discrepancies discovered as a result of pre-flight checks.

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2. Operational Checks
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Following propeller installation or as required, perform initial
run-up as outlined in Operational Tests in the Testing and
Troubleshooting chapter of this manual.
B. Check the propeller speed control and operation from reverse
or low pitch to high pitch, using the procedure specified in the
Pilot Operating Handbook (POH) for the aircraft.
C. Check for any abnormal vibration during this run-up. If vibration
occurs, shut the engine down, determine the cause, and
correct it before further flight. Refer to the Vibration section in
the Testing and Troubleshooting chapter of this manual.
D. Refer to Periodic Inspections in this chapter for additional
inspection information and possible corrections to any
discrepancies discovered as a result of Pre-Flight Checks.
E. Refer to the POH and/or AMM for aircraft manufacturers
recommendations.

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3. Required Periodic Inspections and Maintenance

CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Periodic Inspections
(1) Except for the blade and erosion shield coin-tap
inspection in this section, accomplish a detailed inspection
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. In this situation, the airframe
manufacturer’s schedule may be applied with the
exception that the calendar limit for the inspection
interval may not exceed twelve (12) months.
(b) Refer to Inspection Procedures in this chapter for
additional inspection information and possible
corrections to any discrepancies discovered as a
result of the Periodic Inspection.
(2) Remove the spinner dome.

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CAUTION: DO NOT ATTEMPT TO REPAIR

A CRACKED BLADE.
(3) Visually examine the blade and the erosion shield for
nicks, gouges, looseness of material, erosion, cracks
and debonds.
(a) Refer to the Composite Blade Repairs section in the
Maintenance Practices chapter of this manual for
additional information.
(b) A cracked blade must be referred to a certified
propeller repair station with the appropriate rating.
CAUTION: DO NOT ATTEMPT TO REPAIR
A CRACKED HUB.
(4) Visually inspect the hub parts for cracks or wear.
(a) Refer to Grease and Oil Leaks in the Inspection
Procedures section of this chapter for procedure.
(b) A cracked hub must be referred to a certified
propeller repair station with the appropriate rating.
(5) Check for oil and grease leaks. Refer to Grease and
Oil Leaks in the Inspection Procedures section of this
chapter.
(6) If a blade track problem is suspected, check the blade
track. Refer to Blade Track in the Inspection Procedures
section of this chapter.
(7) Check the preload plate set screw. Refer to Preload
Plate Set Screw information in the Inspection
Procedures section of this chapter.
(8) Blade and Erosion Shield Coin-tap
(a) For all blade designs except E10950P( ): Perform a
coin-tap test of the exposed section of the blade, not
to exceed 1200 hours, and the exposed section of
the erosion shield surface, not to exceed 600 hours.
1 The coin-tap test will indicate a delamination or
debond by an apparent audible change.
2 For the coin-tap test procedure, refer to the
Coin-tap Test section in the Maintenance
Practices chapter of this manual.

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(b) For E10950P( ) blade design only:

1 Perform a coin-tap test of the exposed section
of the blade, not to exceed 1200 hours, and the
erosion shield surface, not to exceed 300 hours.
a The coin-tap test will indicate a delamination
or debond by an apparent audible change.
b For the coin-tap test procedure, refer to the
Coin-tap Test section in the Maintenance
Practices chapter of this manual.
2 Perform a resistance check of the “P” Static
bonding path every 1200 hours.
a Using an ohm meter capable of measuring
up to 20 Megohms, measure the resistance
between the erosion shield and one of the
propeller hub clamping bolts.
b The measured resistance must be less than
0.1 Megohm (100,000 Ohms).
B. Periodic Maintenance
(1) Lubricate the propeller assembly. Refer to the
Lubrication section in the Maintenance Practices chapter
of this manual for intervals and procedures.
C. Airworthiness Limitations
(1) Certain components, as well as the entire propeller
may have specific life limits established as part of the
certification by the FAA. Such limits require mandatory
replacement of specified parts after a defined number of
hours and/or cycles of use.
(2) Life limited component times may exist for the
propeller models included in this manual. Refer to the
Airworthiness Limitations chapter of this manual.
(3) Operators are urged to keep informed of airworthiness
information via Hartzell Propeller Inc. Service Bulletins
and Service Letters, which are available from
Hartzell Propeller Inc distributors or from Hartzell
Propeller Inc. by subscription. Selected information is
also available on the Hartzell Propeller Inc. website at
www.hartzellprop.com.

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Flight
Hours/
Application Category
Calendar
Months

Agricultural Installations, as defined in NOTE 2

Option 1 3500/36
Option 2
Maintained and Inspected in
accordance with Hartzell Propeller Inc. 3500/60
Service Letter HC-SL-61-255

Aerobatic Installations, as defined in NOTE 3

Manufactured or overhauled before October 1991, 3500/60

refer to NOTE 1
Manufactured or overhauled during or after 3500/72
October 1991, refer to NOTE 1

Fire Fighting Installations, as defined in NOTE 4 3500/60

All Other Installations

Manufactured or overhauled before October 1991, 4000/60

refer to NOTE 1

Manufactured or overhauled during or after 4000/72

October 1991, refer to NOTE 1

Overhaul Periods for HC-E4( )-( ) Propellers

Table 5-1, Page 1 of 2

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NOTE 1: Propellers or aluminum hubs manufactured or

overhauled since October 1991 are required to have
the hub internal surface painted for additional corrosion
protection.

NOTE 2: Agricultural aircraft are defined as aircraft used as

aerial applicators as defined in 14 CFR 137.3, as
specified in FAA order 8700.1, including forest
fire-fighting activities (Refer to Note 9). These
operations may expose the propeller to a relatively
severe chemical/corrosive environment. Once installed
on an agricultural aircraft, the 36 month overhaul limit
is to be maintained until overhaul is performed, even
if the propeller is later installed on a non-agricultural
aircraft.

NOTE 3: Acrobatic (aerobatic) aircraft are defined as certificated

acrobatic category aircraft or other aircraft routinely
exposed to maneuvers beyond those specified for
utility category aircraft as defined in 14 CFR 23.3.
Once a propeller is used on an aerobatic aircraft, the
specified overhaul times for an aerobatic propeller are
to be maintained until overhaul is performed, even
if the propeller is later installed on a non-aerobatic
aircraft.

NOTE 4: Fire fighting aircraft are defined as aircraft used solely

and exclusively for fire fighting operations and related
training flights.

Overhaul Periods for HC-E4( )-( ) Propellers

Table 5-1, Page 2 of 2

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Flight
Hours/
Application Category
Calendar
Months

Agricultural Installations, as defined in NOTE 2

Option 1 3000/36
Option 2
Maintained and Inspected in
accordance with Hartzell Propeller Inc. 3000/60
Service Letter HC-SL-61-255

Aerobatic Installations, as defined in NOTE 3

Manufactured or overhauled before October 1991, 3000/60

refer to NOTE 1
Manufactured or overhauled during or after 3000/72
October 1991, refer to NOTE 1

Fire Fighting Installations, as defined in NOTE 4 3000/60

All Other Installations

Manufactured or overhauled before October 1991, 3600/60

refer to NOTE 1

Manufactured or overhauled during or after 3600/72

October 1991, refer to NOTE 1

Overhaul Periods for HC-E5( )-( ) Propellers

Table 5-2, Page 1 of 2

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NOTE 1: Propellers or aluminum hubs manufactured or

overhauled since October 1991 are required to have
the hub internal surface painted for additional corrosion
protection.

NOTE 2: Agricultural aircraft are defined as aircraft used as

aerial applicators as defined in 14 CFR 137.3, as
specified in FAA order 8700.1, including forest
fire-fighting activities (Refer to Note 9). These
operations may expose the propeller to a relatively
severe chemical/corrosive environment. Once installed
on an agricultural aircraft, the 36 month overhaul limit
is to be maintained until overhaul is performed, even
if the propeller is later installed on a non-agricultural
aircraft.

NOTE 3: Acrobatic (aerobatic) aircraft are defined as certificated

acrobatic category aircraft or other aircraft routinely
exposed to maneuvers beyond those specified for
utility category aircraft as defined in 14 CFR 23.3.
Once a propeller is used on an aerobatic aircraft, the
specified overhaul times for an aerobatic propeller are
to be maintained until overhaul is performed, even
if the propeller is later installed on a non-aerobatic
aircraft.

NOTE 4: Fire fighting aircraft are defined as aircraft used solely

and exclusively for fire fighting operations and related
training flights.

Overhaul Periods for HC-E5( )-( ) Propellers

Table 5-2, Page 2 of 2

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D. Overhaul Periods
(1) General
(a) In flight, the propeller is constantly subjected to
vibration from the engine and the airstream, as well
as high centrifugal forces.
(b) The propeller is also subject to corrosion and general
deterioration due to aging. Under these conditions,
metal fatigue or mechanical failures can occur.
(c) To protect your safety and your investment, and to
maximize the safe operating lifetime of your propeller,
it is essential that a propeller be properly maintained
and overhauled according to the recommended
service procedures.
CAUTION 1: OVERHAUL PERIODS LISTED BELOW,
ALTHOUGH CURRENT AT THE TIME OF
PUBLICATION, ARE FOR REFERENCE
PURPOSES ONLY. OVERHAUL PERIODS
MAY BE INCREASED OR DECREASED AS
A RESULT OF EVALUATION.

CAUTION 2: CHECK THE LATEST REVISION OF

HARTZELL PROPELLER INC. SERVICE
LETTER HC-SL-61-61Y FOR THE MOST
CURRENT INFORMATION.
(2) HC-E4( )-( ) and HC-E5( )-( ) series propellers
(a) Overhaul at the hours of operation or the calendar
months, whichever occurs first.
1 For the overhaul period for HC-E4( )-( ) series
propellers, refer to Table 5-1.
2 For the overhaul period for HC-E5( )-( ) series
propellers, refer to Table 5-2.
(b) Once used on an aerobatic category aircraft, the
specified overhaul limit is to be maintained until an
overhaul is accomplished, even if the propeller is
later installed on a non-aerobatic category aircraft.

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(c) Once used on agricultural category aircraft, the

specified overhaul limit is to be maintained until an
overhaul is accomplished, even if the propeller is
later installed on a non-agricultural category aircraft.

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

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CAUTION: PERFORM A VISUAL INSPECTION

WITHOUT CLEANING THE PARTS. A
TIGHT CRACK IS OFTEN EVIDENT DUE TO
TRACES OF GREASE EMANATING FROM
THE CRACK. CLEANING CAN REMOVE
SUCH EVIDENCE AND MAKE A CRACK
VIRTUALLY IMPOSSIBLE TO SEE.
(2) Perform a visual inspection for cracks in the hub. A crack
may be readily visible, or may be indicated by grease
leaking from a seemingly solid surface. Extra attention
should be given to the blade retention area of the hub.
(3) Perform a visual inspection of the hub, blades and blade
retention areas to locate the origin of leakage. If the origin
of the grease leakage is determined to be a noncritical
part, such as an O-ring, gasket or sealant, repairs can be
accomplished during scheduled maintenance, as long as
flight safety is not compromised.
(4) If cracks are suspected, additional inspections to verify
the condition must be performed before further flight.
(a) These inspections must be performed at a certified
propeller repair station with the appropriate rating.
(b) Such inspections typically include disassembly of the
propeller in accordance with Hartzell Propeller Inc.
Manuals 143A (61-10-43), 156A (61-10-56),
157 (61-10-57), or 158A (61-10-58).
(5) If cracks or failing components are found, these parts
must be replaced before further flight. Report such
incidents to the appropriate airworthiness authorities and
Hartzell Propeller Inc. Product Support.

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C. Vibration
Instances of abnormal vibration should be investigated
immediately. If the cause of the vibration is not readily
apparent, the propeller may be inspected following the
procedure below:
NOTE: It may sometimes be difficult to readily identify the
cause of abnormal vibration. Vibrations may
originate in the engine, propeller, or airframe.
Troubleshooting procedures typically begin with an
investigation of the engine. Airframe components,
such as engine mounts or loose landing gear doors,
can also be the source of vibration. When
investigating an abnormal vibration, the possibility
of a failing blade or blade retention component
should be considered as a potential source of the
problem.
(1) Perform troubleshooting and evaluation of possible
sources of vibration in accordance with engine or
airframe manufacturer’s instructions.
(2) Refer to the Vibration section in the Testing and
Troubleshooting chapter of this manual. Perform the
checks to determine possible cause of the vibration. If no
cause is found, then consider that the origin of the
problem could be the propeller and proceed with steps
4.C.(3) through 4.C.(8) in this chapter.
(3) Remove the spinner dome.
(4) Perform a visual inspection for cracks in the hub and
blades.
(a) Pay particular attention to the blade retention areas
of the hub.
(b) A crack may be readily visible or may be indicated
by grease leaking from a seemingly solid surface.

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(5) If cracks are suspected, additional inspections must be

performed to evaluate the condition before further flight.
(a) These inspections must be performed at a certified
propeller repair station with the appropriate rating.
(b) Such inspections typically include disassembly
of the propeller, followed by inspection of parts,
using nondestructive methods in accordance with
published procedures.
(6) Check the blades and compare blade-to-blade differences:
(a) Inspect the propeller blades for unusual looseness or
movement. Refer to Loose Blades in this section.
(b) Check blade track. Refer to Blade Track in this
section.
CAUTION: DO NOT USE BLADE PADDLES TO
TURN BLADES.
(c) Manually (by hand) attempt to turn the blades
(change pitch). Do not use a blade paddles.
(d) Visually check for damaged blades.
(7) If abnormal blade conditions or damage are found,
additional inspections must be performed to evaluate
the condition before further flight. Refer to Composite
Blades section in the Maintenance Practices chapter of
this manual.
(8) If cracks or failing components are found, these parts
must be replaced before further flight. Report such
occurrences to airworthiness authorities and Hartzell
Propeller Inc. Product Support.

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D. Tachometer Inspection
WARNING: OPERATION WITH AN INACCURATE
TACHOMETER MAY RESULT IN
OPERATION AT A RESTRICTED RPM AND
DAMAGING HIGH STRESSES. BLADE LIFE
WILL BE SHORTENED AND COULD
RESULT IN CATASTROPHIC FAILURE.
NOTE: A certified propeller repair station with the
appropriate rating may also be able to perform
a mechanical engine tachometer inspection.
(1) For installations that use a mechanical tachometer,
perform the following tachometer inspection.
(a) Use a hand held tachometer to verify the
accuracy of the mechanical engine tachometer
at 100 hour intervals or at annual inspection,
whichever occurs first.
(b) Hartzell Propeller Inc. recommends calibrating the
aircraft using a tachometer that is accurate within
±10 RPM, has NIST calibration (traceable), and has
an appropriate calibration schedule.

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W10144

Checking Blade Track

Figure 5-1

W10143
FORE AND AFT PLAY

BLADE END PLAY

RADIAL PLAY

Blade Play
Figure 5-2

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E. Blade Track
(1) If a blade track problem is suspected, examine the blade
track as follows.
(2) For -2 and -3 turbines only, move the propeller to low pitch.
(a) Remove the screws and washers that attach the
spinner dome to the engine side bulkhead.
(b) Remove the spinner dome and set it aside.
(c) Remove the forward bulkhead and spacers from the
forward end of the cylinder, if applicable.
(d) Remove the bolt, nut, and washer from the pitch
change rod, if applicable.
1 Removal of the plug and O-ring is not required
unless an early style propeller unfeathering tool
that threads internally is used.
CAUTION 1: DO NOT ATTEMPT TO INSTALL AND
USE THE PROPELLER
UNFEATHERING TOOL WITHOUT
REMOVING THE PITCH CHANGE ROD
SAFETY BOLT. BOLT REMOVAL IS
NECESSARY TO MAKE SURE OF
ADEQUATE THREAD ENGAGEMENT
OF THE TOOL.
CAUTION 2: DO NOT ATTEMPT TO MOVE THE
PROPELLER BLADES BEYOND THE
LOW PITCH MECHANICAL STOPS, IF
APPLICABLE.
(e) Install propeller unfeathering tool part number
9943HART-001 or equivalent.
1 Screw the threaded rod of the tool onto the end of
the pitch change rod as far as possible, hand tight.
2 Slide the cylindrical portion of the tool over the
threaded rod and against the propeller cylinder.
3 Apply a small amount of lubricant or anti-seize
compound to the threads of the 1-1/2 inch nut of
the unfeathering tool.

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4 Install the 1-1/2 inch nut onto the threaded rod of

the unfeathering tool.
5 Turn the 1-1/2 inch nut down until it contacts the
thrust bearing.
6 Continue turning the nut until the blades move to
low pitch.

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(3) Check blade track as follows:

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

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F. Loose Blades
For HC-E4A-3( ) propeller models only:
Refer to Figure 5-2. Limits for blade looseness are as follows:
End Play 0.75 inch (19.0 mm)
Fore & Aft Movement 0.75 inch (19.0 mm)
In & Out None
Radial Play (pitch change) ± 0.5 degree
(1 degree total)
NOTE: Blades are intended to be tight in the propeller;
however, movement less than the allowable limits
is acceptable if the blade returns to its original
position when released. Blades with movement
greater than the allowable limits, or that do not
return to their original position when released may
indicate internal wear or damage that should be
referred to a certified propeller repair station with
the appropriate rating.
G. Loose Blades
For all propeller models except HC-E4A-3( ):
Refer to Figure 5-2. Limits for blade looseness are as follows:
End Play See Note Below
Fore & Aft Movement See Note Below
In & Out None
Radial Play (pitch change) ± 0.5 degree
(1 degree total)
NOTE: Blades are intended to be tight in the propeller,
however slight movement is acceptable if the blade
returns to its original position when released.
Blades with excessive movement, or that do not
return to their original position when released may
indicate internal wear or damage which should be
referred to a certified propeller repair station with
the appropriate rating.

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H. Preload Plate Set Screw

(1) The following inspection only applies to propellers that
have not been overhauled since March of 1997.
NOTE: Propellers that have been overhauled after
March of 1997 have had the new design
preload plate set screw installed in accordance
with Hartzell Propeller Inc. Service Bulletin
HC-SB-61-225.
(2) Manually rotate the propeller and listen for possible
noise caused by a broken set or jam nut that may be
loose in the propeller hub.
(3) If there is noise indicating a loose part or the propeller
blades do not go completely to feather, remove the
propeller. Send the propeller to a repair station for
disassembly and inspection for a possible broken
preload plate set screw.
(a) If a broken set screw is found, the propeller must be
inspected for damage that may have been caused
by the broken set screw.
(b) Report any such incidents to the Hartzell Propeller
Inc. Product Support Department.
I. Corrosion
WARNING: REWORK THAT INVOLVES COLD
WORKING THE METAL, RESULTING IN
CONCEALMENT OF A DAMAGED AREA, IS
NOT PERMITTED.
(1) Light corrosion on the counterweights may be removed
by qualified personnel in accordance with the Blade
Repairs section in the Maintenance Practices chapter of
this manual.
(2) Heavy corrosion that results in severe pitting must be
referred to a certified propeller repair station with the
appropriate rating.

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J. Spinner Damage
NOTE: Specific Hartzell Propeller Inc. manuals and service
documents are available on the Hartzell website
at www.hartzellprop.com. Refer to the Required
Publications section in the Introduction chapter of this
manual for the identification of these publications.
(1) Inspect the spinner for cracks, missing hardware, or
other damage.
(2) Refer to Hartzell Propeller Inc. Metal Spinner
Maintenance Manual 127 (61-16-27), Hartzell Propeller
Inc. Composite Spinner Maintenance Manual 148
(61-16-48), Hartzell Propeller Inc. Composite Spinner
Field Maintenance and Minor Repair Manual 173
(61-10-73), or a certified propeller repair station with the
appropriate rating for spinner damage acceptance and
repair information.
K. Electric De-ice System
Refer to the Anti-ice and De-ice Systems chapter of this
manual for inspection procedures.
L. Anti-ice System
(1) Refer to the Anti-ice and De-ice Systems chapter of this
manual for inspection procedures.

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 125%

120%

115% Requires Evaluation by a Certified Propeller

Repair Station With the Appropriate Rating

110%

INSPECTION AND CHECK

106% No Action Required
147

20 60 300 360

61-00-47
Percent Overspeed -- Turbine Engines Only
Propeller Owner’s Manual

Duration of Overspeed (in seconds)

Duration of Overspeed in Seconds
Turbine Engine Overspeed Limits
Figure 5-3

Rev. 5 Aug/13
Page 5-29
 120%

115% Contact Hartzell Propeller Inc. for disposition

110%

INSPECTION AND CHECK

No Action Required
102%
147

61-00-47
300

Percent Overtorque -- Turbine Engines Only

20
Propeller Owner’s Manual

Duration of Overtorque in Seconds

Turbine Engine Overtorque Limits

Figure 5-4

Rev. 7 Apr/15
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5. Special Inspections
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Overspeed/Overtorque
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.
The criteria for determining the required action after an
overspeed are based on many factors. The additional
centrifugal forces that occur during overspeed are not the
only concern. Some applications have sharp increases in
vibratory stresses at RPMs above the maximum rated for the
airframe/engine/propeller combination.
(1) When a propeller installed on a turbine engine has an
overspeed event, refer to the Turbine Engine Overspeed
Limits (Refer to Figure 5-3) to determine the corrective
action to be taken. .
(2) When a propeller installed on a turbine engine has an
overtorque event, refer to the Turbine Engine Overtorque
Limits (Refer to Figure 5-4) to determine the corrective
action to be taken.

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(3) Make a log book entry to document the overspeed/

overtorque event.
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.

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B. Propeller Ground Idle Operating Restrictions

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) The information in this section is intended to
emphasize the critical importance of correct propeller
ground idle RPM on certain turboprop installations.
It also defines the appropriate corrective action
required when a propeller has been operated within
this restricted RPM region.
(b) 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.
(c) Four, five and six blade propellers 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.
(d) 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.

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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 5-6 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 an Evaluation of Ground Idle RPM Check

Figure 5-5

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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.

To determine Corrective Action, refer to Figure 5-5.

Corrective Action Required

Figure 5-6

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(2) Periodic Ground Idle RPM Check

(a) Perform the RPM check, especially following engine
rigging/idle RPM adjustments.
(b) Refer to the Airplane Flight Manual or Airplane Flight
Manual Supplement to determine if there are any
propeller RPM restrictions or limitations.
(c) Check the accuracy of the tachometer. Refer to the
section Tachometer Inspection in this chapter.
(d) 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.
(e) If the propeller cannot be operated below the
minimum specified propeller idle RPM, no further
action is required.
(f) If the propeller can be operated below the minimum
specified propeller idle RPM:
1 Refer to Figure 5-6 for corrective action. Refer to
Figure 5-5 for help when using Figure 5-6.
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 5-6 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.

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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 scrapping of the blades and the hub.
4 Refer to Figure 5-6 for the required corrective action.
5 Contact Hartzell Propeller Inc. if further
clarification is required.
6 If a propeller restriction other than those described
in Figure 5-6 has been violated, contact Hartzell
Propeller Inc.
a The chart in Figure 5-6 applies only to
operation below the minimum idle RPM.
b The chart in Figure 5-6 does not apply to
other propeller restrictions that are above
the minimum idle RPM.
7 If the corrective action requires a propeller
overhaul, overhaul the propeller in accordance
with the applicable propeller overhaul manuals.
8 If the corrective action requires that the blades
and the hub be retired from service, retire these
components from service in accordance with the
Part Retirement Procedures chapter of Hartzell
Propeller Inc. Standard Practices Manual 202A
(61-01-02).
9 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.

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10 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.
11 Contact Hartzell Propeller Inc. Product Support
Department to report the findings.
Hartzell Propeller Inc.
One Propeller Place
Piqua, Ohio 45356-2634 USA
Phone: 937.778.4379
Fax: 937.778.4391
techsupport@hartzellprop.com

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C. Lightning Strike
CAUTION 1: ALSO CONSULT AIRFRAME
MANUFACTURER’S MANUALS. THERE
MAY BE ADDITIONAL REQUIREMENTS,
SUCH AS DE-ICE SYSTEM CHECKS,
TO PERFORM IN THE EVENT OF
PROPELLER LIGHTNING STRIKE.

CAUTION 2: A COMPOSITE BLADE S­ USPECTED

OF LIGHTNING STRIKE MUST BE
INSPECTED AND MAY REQUIRE
OVERHAUL.
NOTE: Lightning usually enters the
propeller through the metal
erosion shield or the stainless
steel mesh (if applicable) of a
blade. The charge typically enters
at the tip of the blade and travels
through the erosion shield toward
the hub. The charge exits the
erosion shield at the inboard end
and enters the next conductive
element in the path.
(1) General
In the event of a propeller lightning strike, an inspection
is required before further flight.
It may be permissible to operate a propeller for an
additional ten (10) hours of operation if the propeller
is not severely damaged and meets the requirements
in Procedures for Temporary Operation in this section.
Regardless of the outcome of the initial inspection, the
propeller must eventually be removed from the aircraft,
disassembled, evaluated, and/or repaired by a certified
propeller repair station with the appropriate rating.

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(2) Procedure for Temporary Operation

If temporary additional operation is desired before
propeller removal and disassembly:
(a) Remove spinner dome and perform visual inspection
of propeller, spinner, and de-ice system for evidence
of significant damage that would require repair
before flight (such as broken de-ice wires or arcing
damage to propeller hub).
CAUTION: IF THE PROPELLER EXPERIENCES
A LIGHTNING STRIKE, THE
COMPOSITE BLADES MUST BE
WITHIN AIRWORTHY LIMITS FOR ANY
ADDITIONAL FLIGHT.
(b) Perform a thorough visual inspection of the blades,
looking for the indications of a lightning strike. If
lightning strike damage is present, a brown burned
mark and possible pitting, usually in proximity to the
tip and at the most inboard end of the metal erosion
shield, will be noticeable. Refer to Figure 5-7.
If the blade has a de-ice boot installed, it may be
debonded from the erosion shield due to the strike.
In any case, the de-ice system may be damaged.
Lightning strikes may also cause one or all of the
following: debonding, lifting and buckling of the metal
erosion shield, and delamination and splitting of the
laminate.

W10173
Brown Burn Mark on Erosion Shield
From Lightning Strike

Evidence of Lightning Strike Damage to Composite Blade

Figure 5-7

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(c) Perform a coin-tap inspection of the composite

blades that have indications of arcing. If the only
evident damage is minor arcing and all other criteria
do not exceed airworthy damage limits, stated in the
Maintenance Practices chapter, then operation for
ten (10) hours is acceptable before disassembly and
inspection.
(d) Before further flight following a propeller lightning
strike, Hartzell Propeller Inc. recommends
replacement of the MOV Module. Replacement
should be done in accordance with AMM
procedures.
NOTE: The MOV Module is an airframe controlled
part installed to protect aircraft wiring
from damage in the event of a propeller
lightning strike. The MOV Module may be
damaged during a lightning strike.
(e) Perform a functional check of the propeller de-ice
system (if installed) in accordance with aircraft
maintenance manual procedures.
(f) Regardless of the degree of damage, make a log
book entry to document the lightning strike.
(g) The propeller must be removed from the aircraft,
disassembled, evaluated, and/or repaired by a
certified propeller repair station with the appropriate
rating for flight beyond the temporary operation limits
granted above.

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D. Foreign Object Strike

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

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(2) Procedure
(a) In the event of a foreign object strike, an inspection
is required before further flight. If the inspection
reveals one or more of the following indications,
the propeller must be removed from the aircraft,
disassembled, and overhauled in accordance with
the applicable propeller and blade maintenance
manuals:
1 A loose blade in the hub.
2 Any noticeable or suspected damage to the
pitch change mechanism.
3 A bent blade (out of track or angle).
4 Any blade diameter reduction.
5 A bent, cracked, or failed engine shaft.
6 Vibration during operation that was not present
before the event.
(b) For composite blades, perform a thorough visual
and coin tap test inspection of the exposed portion
(de-ice boot removal not required) of each blade
including the metal erosion shield (leading edge).
1 Refer to the Composite Blades section in the
Maintenance Practices chapter of this manual.
2 If the blade damage is beyond airworthy limits,
the blade must be repaired before further flight.
3 If the blade damage is beyond major repair
limits, the blade must either be returned to the
factory for evaluation or removed from service.
(c) For engine mounted accessories (for example,
governors, pumps, and propeller control units)
manufactured by Hartzell Propeller Inc., if the foreign
object strike resulted in a sudden stop of the engine,
the unit must be disassembled and inspected in
accordance with the applicable maintenance manual.
(d) Regardless of the degree of damage, make an entry
in the propeller logbook to document the foreign
object strike incident and any corrective action(s)
taken.

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E. Fire Damage or Heat Damage

WARNING 1: EXPOSING COMPOSITE BLADES TO
HIGH TEMPERATURES MAY LEAD
TO FAILURE THAT MAY CAUSE
PERSONAL INJURY AND DEATH.
COMPOSITE BLADES ARE SUBJECT
TO DELAMINATIONS DUE TO HIGH
TEMPERATURES.

WARNING 2: HUBS ARE MANUFACTURED FROM

HEAT TREATED FORGINGS AND ARE
SHOT PEENED. EXPOSURE TO HIGH
TEMPERATURES CAN DESTROY THE
FATIGUE RESISTANCE BENEFITS
OBTAINED FROM THESE PROCESSES.
(1) On rare occasions propellers may be exposed to fire or
heat damage, such as an engine or hangar fire. In the
event of such an incident, an inspection by a certified
propeller repair station with the appropriate rating is
required before further flight.
6. Long Term Storage
A. Parts shipped from Hartzell Propeller Inc. are not shipped
or packaged in a container that is designed for long term
storage.
B. Long term storage procedures may be obtained by
contacting a Hartzell Propeller Inc. distributor, or Hartzell
Propeller Inc. via the product support number listed in the
Introduction chapter of this manual. Storage information
is also in Hartzell Propeller Inc. Manual 202A (61-01-02).
C. Information regarding the return of a propeller assembly
to service after long term storage may be obtained by
contacting a Hartzell Propeller Inc. distributor, or Hartzell
Propeller Inc. via the Product Support number listed in the
Introduction chapter of this manual. This information is also
in Hartzell Propeller Inc. Manual 202A (61-01-02).

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MAINTENANCE PRACTICES - CONTENTS

1. Cleaning.................................................................................. 6-3
A. General Cleaning................................................................ 6-3
B. Spinner Cleaning and Polishing.......................................... 6-5
2. Lubrication............................................................................... 6-6
A. Lubrication Intervals............................................................ 6-6
B. Lubrication Procedure......................................................... 6-7
C. Approved Lubricants.......................................................... 6-10
3. Beta Feedback Block Assemblies......................................... 6-11
A. Inspection.......................................................................... 6-11
B. Replacement of the A-3026 Carbon Block Unit in
the Beta Feedback Block Assembly.................................. 6-12
C. Installation of the Beta Feedback
Block Assembly................................................................. 6-12
4. Composite Blades................................................................. 6-15
A. N-shank Composite Blades.............................................. 6-15
B. Legacy Composite Blades................................................ 6-17
C. Component Life and Service............................................. 6-18
D. Damage Evaluation........................................................... 6-19
E. Repair Determination........................................................ 6-20
F. Personnel Requirements.................................................. 6-21
G. Blade Inspection Requirements........................................ 6-22
H. On-Wing Blade Shank Inspection..................................... 6-25
6. Painting After Repair.............................................................. 6-27
A. General............................................................................. 6-27
B. Painting of Composite Blades .......................................... 6-28
7. Dynamic Balance................................................................... 6-30
A. Overview........................................................................... 6-30
B. Inspection Procedures Before Balancing.......................... 6-31
C. Modifying Spinner Bulkhead to Accommodate
Dynamic Balance Weights................................................ 6-32
D. Placement of Balance Weights for Dynamic Balance....... 6-33

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MAINTENANCE PRACTICES - CONTENTS (CONTINUED)

8. Propeller Ice Protection Systems.......................................... 6-34
A. Electric De-ice System...................................................... 6-34
B. Anti-ice System................................................................. 6-34

LIST OF FIGURES

Lubrication Fitting...........................................Figure 6-1.............. 6-4

Lubrication Label............................................Figure 6-2.............. 6-8
Section of Typical N-shank Composite Blade......Figure 6-3............ 6-14
Basic Components of an N-shank
Composite Blade.........................................Figure 6-4............ 6-14
Section of Typical Legacy Composite
Blade...........................................................Figure 6-5............ 6-16
Basic Components of a Legacy Composite
Blade...........................................................Figure 6-6............ 6-16
E12902K Composite Blade Shank
Inspection Area............................................Figure 6-7............ 6-24

LIST OF TABLES

Approved Touch-up Paints.............................Table 6-1............. 6-26

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1. Cleaning
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: DO NOT USE PRESSURE WASHING
EQUIPMENT TO CLEAN THE PROPELLER OR
CONTROL COMPONENTS. PRESSURE
WASHING CAN FORCE WATER AND/OR
CLEANING SOLVENTS PAST SEALS, AND
CAN LEAD TO INTERNAL CORROSION OF
PROPELLER COMPONENTS.
A. General Cleaning
CAUTION 1: WHEN CLEANING THE PROPELLER, DO
NOT ALLOW SOAP OR SOLVENT
SOLUTIONS TO RUN OR SPLASH INTO
THE HUB AREA.
CAUTION 2: DO NOT CLEAN THE PROPELLER WITH
CAUSTIC OR ACIDIC SOAP SOLUTIONS.
IRREPARABLE CORROSION OF
PROPELLER COMPONENTS MAY
OCCUR.
(1) Wash the propeller with a noncorrosive soap solution.

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TI-00102

Cylinder

Lubrication Fitting
Removed From the
Cylinder-side Hub Half

Inspection Mirror

NOTE: A 2-blade propeller is shown for illustration purposes

only.

Lubrication Fitting
Figure 6-1

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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: DO NOT USE ANY SOLVENT DURING

CLEANING THAT COULD SOFTEN OR
DESTROY THE BOND BETWEEN
CHEMICALLY ATTACHED PARTS.
(2) To remove grease or oil from propeller surfaces, apply
Stoddard Solvent or equivalent to a clean cloth and wipe
the part clean.
(3) Thoroughly rinse in water and allow the part to dry.
B. Spinner Cleaning and Polishing
(1) Clean the spinner using the General Cleaning
procedures in this section.
(2) If an aluminum spinner is dome is installed, polish the
dome (if required) with an automotive-type aluminum
polish.

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2. Lubrication
CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. Lubrication Intervals
(1) The propeller must be lubricated at intervals not to
exceed 400 hours or 12 calendar months, whichever
occurs first, except as listed.
(a) For the HC-E5A-2( ) propeller installed on Pilatus
PC-21 aircraft only: Lubricate the propeller at 450
hour intervals or at twelve (12) calendar months,
whichever occurs first.
(b) If annual operation is significantly less than 400
hours, calendar lubrication intervals should be
reduced to six months.
(c) 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.
(d) If more frequent propeller lubrication is desired, it is
highly recommended that compliance with Hartzell
Propeller Inc. Service Letter HC-SL-61-241 be in
place to prevent over servicing.
(2) Owners of high use aircraft may wish to extend their
lubrication intervals. Lubrication interval may be
gradually extended after evaluation of previous propeller
overhauls with regard to bearing wear and internal
corrosion.

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

overhauled propellers be lubricated after the first one
or two hours of operation, because centrifugal loads
will pack and redistribute grease, which may 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
CAUTION: FOLLOW LUBRICATION PROCEDURES
CORRECTLY TO MAINTAIN ACCURATE
BALANCE OF THE PROPELLER ASSEMBLY.
(1) Remove the propeller spinner.
(2) Refer to Figure 6-1. Each blade socket has two lubrication
fittings. Remove the lubrication fitting caps from the
lubrication fittings. Remove the lubrication fittings from
either the engine side or the cylinder side of the hub
assembly.
NOTE: It is preferable to apply grease to the fitting located
nearest the leading edge of the blade on a tractor
installation, or nearest the trailing edge on a pusher
installation. Lubricating at this location reduces the
possibility of grease bypassing the bearing area
and entering the hub cavity.
(a) Some propellers use an internal blade seal that
prevents grease from entering the hub cavity. Because
this seal is very efficient, it is important to remove the
opposite lubrication fitting. Pitch control difficulty could
result if the propeller is not correctly lubricated.
(b) A 45 degree lubrication fitting (Hartzell Propeller Inc.
P/N C-6349) may be installed on the engine-side or
cylinder-side of the propeller in any location where
a straight lubrication fitting (Hartzell Propeller Inc.
P/N A-279) was originally installed. The 45 degree
lubrication fitting simplifies lubrication.

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(c) The lubrication fittings installed on the engine-side

or cylinder-side must be either all straight (Hartzell
Propeller Inc. P/N A-279) or all 45 degree (Hartzell
Propeller Inc. P/N C-6349).
(3) Using a piece of safety wire to loosen any blockage or
hardened grease at the threaded holes where the
lubrication fitting was removed.
WARNING: WHEN MIXING AEROSHELL GREASES 5
AND 6, AEROSHELL GREASE 5 MUST BE
INDICATED ON THE LABEL (HARTZELL
PROPELLER INC. P/N A-3594) AND THE
AIRCRAFT MUST BE PLACARDED TO
INDICATE THAT FLIGHT IS PROHIBITED IF
THE OUTSIDE AIR TEMPERATURE IS LESS
THAN -40°F (-40°C).

CAUTION: USE HARTZELL PROPELLER INC.

APPROVED GREASE ONLY. EXCEPT IN
THE CASE OF AEROSHELL GREASES
5 AND 6, DO NOT MIX DIFFERENT
SPECIFICATIONS AND/OR BRANDS OF
GREASE.
(4) Aeroshell greases 5 and 6 both have a mineral oil base
and have the same thickening agent; therefore, mixing of
these two greases is acceptable in Hartzell Propeller Inc.
propellers.
A-3594

Lubrication Label
Figure 6-2

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(5) A label (Hartzell Propeller Inc. P/N A-3494) is normally

applied to the propeller to indicate the type of grease
previously used. Refer to Figure 6-2.
(a) This grease type should be used during
re-lubrication unless the propeller has been
disassembled and the old grease removed.
(b) It is not possible to purge old grease through
lubrication fittings.
(c) To completely replace one grease with another, the
propeller must be disassembled in accordance with
the applicable overhaul manual.
CAUTION 1: OVER LUBRICATING AN ALUMINUM HUB
PROPELLER MAY CAUSE THE GREASE
TO ENTER THE HUB CAVITY, LEADING
TO EXCESSIVE VIBRATION AND/OR
SLUGGISH OPERATION. THE PROPELLER
MUST THEN BE DISASSEMBLED TO
REMOVE THIS GREASE.
CAUTION 2: IF A PNEUMATIC GREASE GUN IS USED,
EXTRA CARE MUST BE TAKEN TO AVOID
EXCESSIVE PRESSURE BUILDUP.
CAUTION 3: GREASE MUST BE APPLIED TO ALL
BLADES OF A PROPELLER ASSEMBLY AT
THE TIME OF LUBRICATION.
(6) Pump 1 fl. oz. (30 ml) grease into each engine-side
lubrication fitting, or until grease emerges from the hole
where the lubrication fitting was removed - whichever
occurs first.
NOTE: 1 fl. oz. (30 ml) is approximately 6 pumps with
a hand-operated grease gun.

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(7) Reinstall the removed lubrication fittings. Tighten until

snug.
(a) A 45 degree lubrication fitting, Hartzell Propeller Inc.
part number C-6349, may be installed on the
engine-side or cylinder-side of the aluminum hub
in any location where a straight lubrication fitting,
Hartzell Propeller Inc. part number A-279, was
originally installed.
1 The lubrication fittings installed on the
engine-side of the aluminum hub must be either
all straight, Hartzell Propeller Inc. part number
A-279, or all 45 degree, Hartzell Propeller Inc.
part number C-6349.
2 The lubrication fittings installed on the
cylinder-side of the aluminum hub must be either
all straight, Hartzell Propeller Inc. part number
A-279, or all 45 degree, Hartzell Propeller Inc.
part number C-6349.
(b) Tighten the fittings until snug.
(c) Make sure that the ball of each lubrication fitting is
properly seated.
(8) Reinstall a lubrication fitting cap on each lubrication
fitting.
C. Approved Lubricants
(1) The following lubricants are approved for use in Hartzell
Propeller Inc. aluminum hub propellers:
Aeroshell 6 - Recommended "all purpose" grease. Used
in most new production propellers since
1989. Higher leakage/oil separation than
Aeroshell 5 at higher temperatures.
Aeroshell 5 - Good high temperature qualities, very little
oil separation or leakage. Cannot be used
in temperatures colder than -40°F (-40°C).
Aircraft serviced with this grease must be
placarded to indicate that flight is prohibited
if the outside air temperature is less than
-40°F (-40°C).

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Aeroshell 7 - Good low temperature grease, but
high leakage/oil separation at higher
temperatures. This grease has been
associated with sporadic problems
involving seal swelling.
Aeroshell 22 - Qualities similar to Aeroshell 7. Used
in Piaggio P-180 and the Grob Egret
applications
Royco 22CF - Not widely used. Qualities similar to
Aeroshell 22.
NOTE: A label (Refer to Figure 6-2) indicating the type of
grease used for previous lubrication is installed on
the propeller cylinder. If the propeller must be
lubricated with another type of grease, the propeller
must be disassembled and cleaned of old grease
before lubricating.
3. Beta Feedback Block Assemblies
A. Inspection
The clearance between the yoke pin and the corresponding
linkage (beta lever bushing) can become too close because
of 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, beta ring, and beta linkage.
CAUTION: INSTRUCTIONS AND PROCEDURES
IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
REFER TO THE ILLUSTRATED PARTS
LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
(1) 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.

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(b) Using abrasive pad, lightly polish the yoke pin to

provide adequate clearance and eliminate binding.
(c) Reinstall the beta feedback block assembly into the
beta ring.
(d) Install, adjust and safety the beta linkage per the
airframe manufacturer's instructions.
B. Replacement of the A-3026 Carbon Block Unit in the Beta
Feedback Block Assembly
Replace an A-3026 carbon block unit if the side clearance
between the beta ring and carbon block unit is greater than
0.010 inch (0.25 mm).
(1) Remove the cotter pin from the end of the clevis pin.
(2) Slide the pin from the assembly and remove and discard
the carbon block unit.
(3) Inspect the yoke for wear or cracks. Replace the yoke if
necessary.
(4) Install a new carbon block unit and slide a new clevis pin
into place.
(5) Secure the clevis pin with a T-head cotter pin. Refer to
Figure 3-7.
(6) Refit the beta feedback block assembly. Refer to
Figure 3-6.
(a) Establish the required clearance by sanding the
sides of the carbon block as needed.
C. Installation of the Beta Feedback Block Assembly
Refer to the Installation and Removal Chapter of this manual
for installation instructions.

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TI-00057

Trailing Edge Foam Core

Main Spar Foam Core

Blade Shell
Main Spar

Section of Typical N-shank Composite Blade

Figure 6-3

TI-00055

Composite Erosion
Material Shield

Shank of Trailing Foam Core

Metal Edge
Blade Plug Foam

Basic Components of an N-shank Composite Blade

Figure 6-4

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4. Composite Blades
A. N-shank Composite Blades
(1) The N-shank blade is a monocoque construction
consisting of composite material over a foam core.
(a) For information about blade types, refer to Table 2-1,
"Blade Type and Blade Model Designations" in the
Description and Operation chapter of this manual.
(2) The composite material is round at the inboard station
sections, transitioning to an airfoil shape outboard on the
blade. A typical airfoil section is shown in Figure 6-3.
(a) The bulk of the composite material is truncated
toward the trailing edge with foam material forming
the remainder of the trailing edge.
(b) There are two types of N-shank composite blades.
1 Hybrid composite blades
a These blades contain carbon, Kevlar®, and
fiberglass.
b Some blades have a conductive metal foil
included for lightning protection as the most
outer layer of the blade structure.
c The entire blade structure is contained in a
shell constructed of composite material.
2 Carbon composite blades
a These blades contain only carbon material.
b Some carbon blade designs also contain a
leading edge foam core.
c Some carbon blade designs also contain
stainless steel erosion screen.
(3) An erosion shield of electroformed nickel is incorporated
in the fabrication to protect the leading edge of the blade
from impact and erosion damage.
(4) The shank is constructed of stainless steel.
1 The outer shank contains a integral knob similar
to a Hartzell Propeller Inc. "Y" shank and uses
blade shank tape, also similar to a Hartzell
Propeller Inc. "Y" shank. Refer to Figure 6-4.

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CPS0051a
Laminated
Solid Unidirectional Layers of
Composite Material Composite
Material

Erosion
Shield Solid Unidirectional
Low-Density Composite Material
Laminated Layers Foam Core
of Composite
Material

Section of Typical Legacy Composite Blade

Figure 6-5

APS0047a,
APS0665a
Metal Blade Low-Density
Plug Foam Core

Blade Retention Low-Density

Erosion
Windings Foam Core
Shield

Shank of Retention
Metal Blade Composite
Laminates
Plug Material

Basic Components of a Legacy Composite Blade

Figure 6-6

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(5) The composite blade is balanced in the horizontal plane

during production by the addition of lead wool to a
centrally located balance tube in the metal blade shank,
which may protrude into the foam core of the blade.
(6) A finish covering of polyurethane paint protects the entire
blade from erosion and ultraviolet damage.
(7) Aircraft that require ice protection use an external boot.
B. Legacy Composite Blades
(1) The Legacy composite blade is composed of a metal
blade shank (plug) that has a low-density foam core
molded into the metal blade shank.
(a) These internal components are covered by layers
of laminated composite materials that make up the
outer shell of the blade.
(b) The laminated blade then undergoes compressive
molding that provides the final airfoil shape and
bonds the composite materials to the blade plug.
(c) The foam core is used to support the layers of
laminated composite materials to the blade plug.
Refer to Figure 6-5.
(2) The laminated composite materials that are an integral
component of the blade provide a retention load path
that extends directly under the bearing in aluminum hubs
for blade retention.
(3) An electroformed nickel erosion shield is adhesively
bonded over the leading edge of the blade to provide
protection from impact and erosion damage.
(4) Filament windings of composite material provide
additional retention of the blade composite materials to
the internal metal plug. Refer to Figure 6-6.
(5) Some designs use a filament winding on the inboard end
of the erosion shield to aid the retention of the erosion
shield.
(a) This winding is sometimes referred to as an erosion
shield winding and should not be confused with the
blade retention winding used to attach the blade
material to the internal metal plug.

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(6) The composite blade is balanced in the horizontal plane

during production by the addition of lead wool to a
centrally located balance tube in the metal blade shank.
The balance tube may protrude into the foam core of the
blade.
(7) A finish covering of polyurethane paint protects the entire
blade from erosion and ultraviolet damage.
(8) Aircraft that require ice protection use an external de-ice
or anti-icing boot.
C. Component Life and Service
(1) Overhaul or Major Periodic Inspection (MPI)
(a) Overhaul, or MPI, is the periodic disassembly,
inspection, repair, refinish, and reassembly of the
composite blade assembly.
NOTE: The term “overhaul” is used throughout
the text of this manual.
(b) At such specified periods, the propeller hub
assembly and the blade assemblies are completely
disassembled and inspected for cracks, wear,
corrosion, and other unusual or abnormal conditions.
As specified, some blades are refinished, and
other blades are replaced. The blades can then be
reassembled and balanced.
(c) Overhaul procedures must be performed in
accordance with the latest revision of Hartzell
Propeller Inc. Composite Blade Maintenance Manual
135F (61-13-35) and other applicable publications.
(d) Overhaul must be performed only by a propeller
repair station that is certified by Hartzell Propeller Inc.
for composite blade overhaul.

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(2) Blade Life

Blade life is expressed in terms of total hours of service
(TT, or Total Time), time between overhauls (TBO) and
in terms of service since overhaul (TSO, or Time Since
Overhaul). All references are necessary in defining the
life of the propeller.
D. Damage Evaluation
NOTE: Specific Hartzell Propeller Inc. manuals and
service documents are available on the Hartzell
website at www.hartzellprop.com. Refer to the
Required Publications section in the Introduction
chapter of this manual for the identification of
these publications.
(1) Airworthy Damage
CAUTION: ALTHOUGH A BLADE MAY CONTINUE
IN SERVICE WITH AIRWORTHY
DAMAGE, THIS TYPE OF DAMAGE
SHOULD BE REPAIRED AT THE
EARLIEST PRACTICAL TIME.
(a) Airworthy damage is a specific condition to a blade
that does not affect the safety or flight characteristics
of the propeller blade and conforms to its type
design by meeting the condition inspection criteria
limitations found in Hartzell Propeller Inc. Composite
Propeller Blade Field Maintenance and Minor Repair
Manual 170 (61-13-70).
1 The maximum limits of airworthy damage are
specified in Hartzell Propeller Inc.Composite
Propeller Blade Field Maintenance and Minor
Repair Manual 170 (61-13-70).
2 Hartzell Propeller Inc. Composite Propeller
Blade Field Maintenance and Minor Repair
Manual 170 (61-13-70) provides inspection
criteria and direction to evaluate damage to
determine continued airworthiness.
3 For ice protection system inspections, refer to
the Anti-ice and De-ice Systems chapter of this
manual.

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(b) Although a blade may continue in service with

airworthy damage, this type of damage should be
repaired at the earliest practical time to prevent the
damage from progressing to a condition that could
require more extensive repair to the blade.
(2) Unairworthy Damage
CAUTION: IN MOST CASES, UNAIRWORTHY
DAMAGE MUST BE REPAIRED
BEFORE THE NEXT FLIGHT.
(a) Unairworthy damage is damage that exceeds the
airworthy damage limits as specified in Hartzell
Propeller Inc. Composite Blade Field Maintenance
and Minor Repair Manual 170 (61-13-70).
1 Unairworthy damage can affect the safety or
flight characteristics of the propeller blade and
does not conform to its type design.
2 This condition deems the blade unairworthy,
requiring appropriate corrective action to repair
or remove it from service, as applicable.
E. Repair Determination
NOTE: Specific Hartzell Propeller Inc. manuals and
service documents are available on the Hartzell
website at www.hartzellprop.com. Refer to the
Required Publications section in the Introduction
chapter of this manual for the identification of
these publications.
(1) Minor Repair
(a) Minor repair is correction of damage that may
be safely performed in the field by elementary
operations.
(b) For complete description of minor repair and
allowable procedures, refer to Hartzell Propeller
Inc. Composite Blade Field Maintenance and Minor
Repair Manual 170 (61-13-70).

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(2) Major Repair

(a) Major repair is correction of damage that cannot be
performed by elementary operations.
(b) Major repair must be accepted by a certified aircraft
mechanic with an appropriate rating, preferably one
that holds a Factory Training Certificate from Hartzell
Propeller Inc.
(c) All major repairs must be performed by a propeller
repair station that is certified by Hartzell Propeller
Inc. and is an appropriately rated propeller
repair station certified by the Federal Aviation
Administration (FAA) or international equivalent.
F. Personnel Requirements
NOTE: Specific Hartzell Propeller Inc. manuals and
service documents are available on the Hartzell
website at www.hartzellprop.com. Refer to the
Required Publications section in the Introduction
chapter of this manual for the identification of
these publications.
(1) Anyone performing or accepting responsibility for an
inspection, repair and/or overhaul of a Hartzell Propeller
Inc. product must comply with the applicable regulatory
requirements established by the appropriate Aviation
Authority.
(2) Any person signing for or performing inspections
and/or repairs to Hartzell Propeller Inc. composite parts
should be familiar with the objectives and procedures
associated with the inspection and/or repair of composite
parts.
(3) For personnel requirements for repair of Hartzell
Propeller Inc. composite blades, are specified in
Hartzell Propeller Inc. Composite Propeller Blade Field
Maintenance and Minor Repair Manual 170 (61-13-70).

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G. Blade Inspection Requirements

CAUTION: MAINTAINING A GOOD LOGBOOK
RECORD IS PARTICULARLY IMPORTANT
FOR COMPOSITE PROPELLER BLADES.
DAMAGE AND/OR REPAIRS MAY SUFFER
FURTHER DEGRADATION AFTER
CONTINUED USE. SUCH DEGRADATION
MAY BE EASILY OVERLOOKED. IT IS
IMPORTANT FOR INSPECTORS TO HAVE
ACCESS TO ACCURATE HISTORICAL
DATA WHEN PERFORMING
SUBSEQUENT INSPECTIONS.
NOTE: Specific Hartzell Propeller Inc. manuals and
service documents are available on the Hartzell
website at www.hartzellprop.com. Refer to the
Required Publications section in the Introduction
chapter of this manual for the identification of
these publications.
(1) Required Record-Keeping
(a) Composite blade damage and a description of the
repair must be recorded in the composite blade
logbook.
(2) Preflight Inspection
(a) Follow propeller preflight inspection procedures
as specified in the aircraft maintenance manual,
or an air carrier’s operational specifications, or
this manual. In addition, perform the following
inspections:
1 Visually inspect each entire blade for nicks,
gouges, loose material, erosion, cracks, and
debonds.
2 Visually inspect each blade for lightning strike.
Refer to “Lightning Strike Damage” in the
Inspection and Check of this manual for a
description of damage.

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(b) Defects or damage discovered during preflight

inspection must be evaluated in accordance with
Hartzell Propeller Inc. Composite Propeller Blade
Field Maintenance and Minor Repair Manual 170
(61-13-70).
(3) Maintenance Inspections
(a) Inspection procedures must be performed in
accordance with this manual.
1 Perform a thorough visual inspection.
2 Perform a coin-tap test to the exposed section
of the blade at intervals as required. For
the required intervals, refer to the Periodic
Inspections section of the Inspection and Check
chapter of this manual.
a Coin-tapping will indicate a delamination or
debond by an apparent audible change.
b For the coin tap procedure for composite
blades, refer to Hartzell Propeller
Inc. Composite Propeller Blade Field
Maintenance and Minor Repair Manual 170
(61-13-70).
3 Review the blade logbook records and carefully
inspect areas of airworthy damage and
previously repaired areas for growth. If damage
is growing, estimate if the damaged area will be
greater than the permitted airworthy damage
limits before the next overhaul. If this is the case,
make arrangements to repair the damage at the
earliest practical time to prevent further damage
to the blade.
4 Defects or damage discovered during scheduled
inspections must be evaluated in accordance
with Hartzell Propeller Inc. Composite Propeller
Blade Field Maintenance and Minor Repair
Manual 170 (61-13-70) to determine if repairs
are required before further flight.

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TI-147001

View from Trailing Edge

Inspection
Area

E12902K Composite Blade Shank Inspection Area

Figure 6-7

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a Although repair of “airworthy damage” is not

essential before further flight, such damage
should always be repaired as soon as
possible to avoid further degradation.
b Unairworthy damage must be repaired
before further flight.
(b) Make a record of the details of all damage and/or
repairs in the composite blade logbook.
H. On-Wing Blade Shank Inspection
(1) General
(a) This procedure provides instructions for a visual
inspection of composite blade model E12902K for a
crack.
(b) This inspection must be performed by a certified
aircraft mechanic with an appropriate rating.
(2) Procedure
(a) Remove the spinner. Refer to the Spinner Removal
section in the Installation and Removal chapter of
this manual.
CAUTION: DO NOT REMOVE THE PAINT
BEFORE PERFORMING THE
INSPECTION. REMOVING THE
PAINT COULD MASK THE PRESENCE
OF A CRACK.
(b) Using a clean, dry cloth dampened with Quick Dry
Stoddard Solvent or Methyl-Ethyl-Ketone (MEK),
wipe the blade shank.
(c) Visually examine the E12902K blade for a crack
along the trailing edge of the shank in the general
vicinity of the counterweight. Refer to Figure 6-7.
1 If there are no cracks visible:
a Reinstall the spinner. Refer to the Spinner
Installation section in the Installation and
Removal chapter of this manual.
b Make an entry in the logbook indicating
compliance with this inspection and indicate
when the next inspection is due.

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2 If there is a crack:
a Replace the blade before further flight.
b Refer to a certified propeller repair station
with the appropriate rating.
c Contact Hartzell Propeller Inc. Product
Support.

Hartzell
Vendor
Vendor Color/Type Propeller Inc.
P/N
P/N
Tempo Epoxy Black A-150 A-6741-145-2

Tempo Epoxy Gray A-151 A-6741-146-2

Tempo Epoxy White (tip stripe) A-152 A-6741-147-2

Tempo Epoxy Red (tip stripe) A-153 A-6741-149-2

Tempo Epoxy Yellow (tip stripe) A-154 A-6741-150-2

Sherwin-Williams Black F75KXB9958-4311 A-6741-145-1

Sherwin-Williams Gray F75KXA10445-4311 A-6741-146-1

Sherwin-Williams Gray Metallic F75KXS9754-4311 A-6741-148-1

Sherwin-Williams White (tip stripe) F75KXW10309-4311 A-6741-147-1

Sherwin-Williams Red (tip stripe) F75KXR12320-4311 A-6741-149-1

Sherwin-Williams Yellow (tip stripe) F75KXY11841-4311 A-6741-150-1

Sherwin-Williams Silver F75KXS13564-4311 A-6741-190-1

Sherwin-Williams Bright Red F63TXR16285-4311 A-6741-200-5

Sherwin-Williams Bright Yellow F63TXY16286-4311 A-6741-201-5

Sherwin-Williams Bright Silver F63TXS16768-4311 A-6741-203-5

Sherwin-Williams Prop Gold F63TXS17221-4311 A-6741-204-5

Approved Touch-up Paints

Table 6-1

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6. Painting After Repair

CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL MANUAL(S)
FOR THE IDENTIFICATION OF SPECIFIC
PROPELLER CRITICAL PARTS.
A. General
(1) Propeller blades are painted with a durable specialized
coating that is resistant to abrasion. If this coating
becomes eroded over an area of more than 10 square
inches (6451.6 square mm), it is necessary to repaint the
entire blade to provide proper environmental and erosion
protection. Painting should be performed by a certified
propeller repair station with the appropriate rating
in accordance with Hartzell Propeller Inc. Standard
Practices Manual 202A (61-01-02).
(2) For paint erosion over an area of less than 10 square
inches (6451.6 square mm) it is permissible to perform a
blade touch-up with aerosol paint in accordance with the
procedures in Painting of Composite Blades that follow.
(3) Refer to Table 6-1 for paints approved for blade
touch-up.
(4) The paint manufacturers may be contacted via the
information below:
Tempo Products Co. Sherwin Williams Co.
A plasti-kote Company 2390 Arbor Boulevard
1000 Lake Road Dayton, Ohio
Medina, OH 44256 Tel: 937.298.8691
Tel: 800.321.6300 Fax: 937.298.3820
Fax: 216.349.4241 Cage Code: 0W199
Cage Code: 07708

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B. Painting of Composite Blades

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 acetone, #700 lacquer thinner, or MEK, wipe the
surface of the blade to remove any contaminants.
CAUTION: EXCESSIVE SANDING WILL CAUSE
"FUZZING" OF THE KEVLAR® MATERIAL,
RESULTING IN A ROUGH FINISH.
(2) 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.
(3) Using lacquer thinner #700 or MEK, wipe the surface of
the blade, and permit the solvent to evaporate.
(4) Apply masking material for the erosion shield, de-ice
boot, and tip stripes, as needed.

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WARNING: FINISH COATINGS ARE FLAMMABLE

AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN
WELL VENTILATED AREA.
CAUTION: APPLY FINISH COATING ONLY TO THE
DEGREE REQUIRED 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.
(5) Apply sufficient finish coating to achieve 2 to 4 mils
thickness when dry.
(a) Re-coat before 30 minutes or after 48 hours.
(b) If the paint is permitted to dry longer than four (4)
hours, it must be lightly sanded before another coat
is applied.
(6) Remove the masking from tip stripes and re-apply
masking material for the tip stripe refinishing if required.
(7) Apply sufficient tip stripe coating to achieve 2 to 4 mils
thickness when dry.
(a) Re-coat before 30 minutes, or after 48 hours.
(b) If the paint is permitted to dry longer than four (4)
hours, it must be lightly sanded before another coat
is applied.
(8) Remove the masking immediately from the tip stripes
and de-ice boot, if required.
(9) Optionally, perform dynamic balancing in accordance
with the procedures and limitations specified in the
Dynamic Balance section of this chapter.

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

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B. Inspection Procedures Before Balancing

(1) Visually inspect the propeller assembly before dynamic
balancing.
NOTE: The first run-up of a new or overhauled
propeller assembly may leave a small amount
of grease on the blades and inner surface of
the spinner dome.
(a) Use Stoddard solvent (or equivalent) to completely
remove any grease on the blades or inner surface of
the spinner dome.
(b) Visually examine each propeller blade assembly for
evidence of grease leakage.
(c) Visually examine the inner surface of the spinner
dome for evidence of grease leakage.
(2) If there is no evidence of grease leakage, lubricate the
propeller in accordance with the Maintenance Practices
chapter in this manual. If grease leakage is evident,
determine the location of the leak and correct before re-
lubricating the propeller and dynamic balancing.
(3) Before dynamic balancing, record the number and
location of all balance weights.
(4) Static balance is accomplished at an appropriately rated
propeller repair station that is certified by the Federal
Aviation Administration (FAA) or international equivalent
when an overhaul or major repair is performed.
NOTE: If static balancing is not accomplished before
dynamic balancing, the propeller may be so
severely unbalanced that it may not be
possible to achieve dynamic balance.

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C. Modifying Spinner Bulkhead to Accommodate Dynamic

Balance Weights
CAUTION 1: DO NOT MODIFY A COMPOSITE SPINNER
BULKHEAD TO ACCOMMODATE
DYNAMIC BALANCE WEIGHTS.

CAUTION 2: ALL HOLE/BALANCE WEIGHT

LOCATIONS MUST TAKE INTO
CONSIDERATION AND MUST AVOID,
ANY POSSIBILITY OF INTERFERING
WITH THE ADJACENT AIRFRAME, ICE
PROTECTION SYSTEM, AND ENGINE
COMPONENTS.
(1) It is recommended that the placement of balance weights
be in a radial location on the aluminum spinner
bulkheads that have not been previously drilled.
(2) The radial location should be outboard of the de-ice slip
ring or bulkhead doubler and inboard of the bend where
the bulkhead creates the flange surface to attach the
spinner dome.
(3) Equally spaced locations for weight attachment are
recommended.
(4) Installing nut plates (10-32 thread) of the type used to
attach the spinner dome will permit convenient balance
weight attachment on the engine side of the bulkhead.
(5) Alternatively, drilling holes for use with the AN3-( ) type
bolts with self-locking nuts is permitted.
(6) Chadwick-Helmuth Manual AW-9511-2, “The Smooth
Propeller”, specifies several generic bulkhead rework
procedures. These are permitted if they comply with the
conditions specified herein.

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D. Placement of Balance Weights for Dynamic Balance

(1) The preferred method of attachment of dynamic balance
weights is to add the weights to the spinner bulkhead.
NOTE: Many spinner bulkheads have factory installed
self-locking nut plates provided for this
purpose.
(2) If the location of static balance weights has not been
altered, subsequent removal of the dynamic balance
weights will return the propeller to its original static
balance condition.
(3) Use only stainless or plated steel washers as dynamic
balance weights on the spinner bulkhead.
(a) For 105819(P) or 105154(P) spinner bulkheads
only, up to ten AN970 style washers weighing up to
approximately 1.6 oz (45.0 g) may be installed at any
one location.
NOTE: The dimensions of an AN970 washer are:
ID 0.203 inch (5.16 mm), OD 0.875 inch
(22.23 mm), and thickness 0.063 inch
(1.59 mm).
(b) For all other spinner bulkheads, a maximum of six
AN970 style washers weighing up to approximately
1.0 oz (28.0 g) maybe installed at any one location.
NOTE: The dimensions of an AN970 washer are:
ID 0.203 inch (5.16 mm), OD 0.875 inch
(22.23 mm), and thickness 0.063 inch
(1.59 mm).
(4) Install weights using aircraft quality #10-32 or AN-3( ) type
screws or bolts.
(5) Torque the screws or bolts in accordance with Torque
Table 3-2.

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(6) Balance weight screws attached to the spinner bulkhead

must protrude through the self-locking nuts or nut plates
a minimum of one thread and a maximum of four
threads.
(a) Make sure that the screw or bolt grip length is short
enough to prevent interference with the nut or nut
plate when the correct torque is applied.
(b) It may be necessary to alter the number and/or
location of static balance weights in order to
achieve dynamic balance.
(7) Unless otherwise specified by the engine or airframe
manufacturer, Hartzell Propeller Inc. recommends that
the propeller be dynamically balanced to a reading of
0.2 IPS, or less.
(8) Make a record in the propeller logbook of the number
and location of dynamic balance weights and static
balance weights, if they have been reconfigured.
8. Propeller Ice Protection Systems
A. Electric De-ice System
(1) Consult the Pilot Operating Handbook (including all
supplements) regarding flight into conditions of known
icing. The aircraft may not be certificated for flight in
known icing conditions, even though propeller de-ice
equipment is installed.
(2) Refer to the Anti-ice and De-ice Systems chapter of this
manual for functional tests of the de-ice system.
B. Anti-ice System
(1) Consult the Pilot Operating Handbook (including all
supplements) regarding flight into conditions of known
icing. The aircraft may not be certificated for flight in
known icing conditions, even though propeller anti-ice
equipment is installed.
(2) Refer to the Anti-ice and De-ice Systems chapter of this
manual for functional tests of the anti-ice system.

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ANTI-ICE AND DE-ICE SYSTEMS - CONTENTS

1. Introduction............................................................................... 7-3
A. Propeller De-ice System..................................................... 7-3
B. Anti-ice System................................................................... 7-3
2. System Description.................................................................. 7-4
A. De-ice System..................................................................... 7-4
B. Anti-ice System................................................................... 7-5
3. De-ice System Functional Tests.............................................. 7-5
4. Anti-ice System Functional Tests............................................. 7-5
5. De-ice and Anti-ice System Inspections.................................. 7-6
A. De-ice System Inspections................................................. 7-6
B. Anti-ice System Inspections................................................ 7-6
6. De-ice and Anti-ice System Troubleshooting........................... 7-7
A. De-ice System Troubleshooting.......................................... 7-7
B. Anti-ice System Troubleshooting........................................ 7-7

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1. Introduction
A. Propeller De-ice System
(1) A propeller de-ice system is a system that removes ice
after it forms on the propeller blades. A de-ice system
uses electrical heating elements to melt the ice layer
next to the blades, allowing the ice to be thrown from
the blade by centrifugal force. The de-ice system
timer controls the application of current to the blades,
alternately heating them and permitting them to cool.
(2) System components include a timer or cycling unit,
electrical slip ring(s), brush block assembly, and blade
mounted de-ice boots.
B. Anti-ice System
(1) A propeller anti-ice system is a system that prevents
formation of ice on propeller surfaces. An anti-ice system
dispenses a fluid that mixes with, and reduces the
freezing point of, moisture on the propeller blades. The
mixture may then flow off the blades before it forms ice.
(2) System components include a fluid tank, pump, slinger
ring, and blade mounted fluid anti-icing boots.

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2. System Description
A. De-ice System
NOTE: Because of the many differences in various de-ice
systems, the following description is general
in nature. Consult the airframe manufacturer’s
manual for a description of your specific de-ice
system and controls.
The de-ice system is controlled by the pilot via a cockpit
control switch. This switch applies power to the de-ice
system, which will operate as long as the switch is in the ON
position. Depending upon the system, another set of cockpit
controls may be available. One of these controls is a mode
selector, which allows the pilot to select two cycling speeds,
for heavy or light icing conditions. Some systems on twin
engine aircraft have a switch that provides a full de-ice
mode, which allows the pilot to de-ice both propellers
simultaneously. This switch may only be used for short
periods and is used when ice builds up on the propeller
before the system is turned on.
(1) An ammeter, which indicates current drawn by the
system, is normally located near the de-ice system
switches. This ammeter may indicate total system load, or
a separate ammeter may be supplied for each propeller.
(2) A timer, which is turned off and on by the cockpit control,
is used to sequence the de-ice system. This timer turns
the de-ice system on and off in proper sequence,
controlling the heating interval for each propeller blade
and ensuring even de-icing.
(3) A brush block mounted on the engine immediately
behind the propeller supplies electric current to the
de-ice boot on each propeller blade via a slip ring. The
slip ring is normally mounted on the spinner bulkhead.
(4) When the pilot places the de-ice system cockpit control
switch in the ON position, the system timer begins to
operate. As the timer sequences, power is delivered
to a power relay. The power relay delivers high current
through the brush block and slip ring to the de-ice boot.

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B. Anti-ice System
(1) The anti-ice system is controlled by the pilot via a cockpit
mounted rheostat. This rheostat operates a pump that
pumps anti-ice fluid from the tank at a controlled rate.
(2) The anti-ice fluid is delivered through a filter, a check
valve, and then through tubing to a slinger ring located
at the rear of the spinner bulkhead. The anti-ice fluid is
dispensed into the rotating slinger ring, which holds the
fluid in a curved channel by centrifugal force. The fluid
then flows out of the slinger ring through feed tubes
which are welded to the slinger ring, and then out onto
the blade anti-icing boots.
(3) The blade anti-icing boots are ridged rubber sheets that
are glued to the leading edge of the blades. The ridges
in the anti-icing boots direct the fluid out onto the blades
and permit for an even distribution of the anti-ice fluid
across the blades.
3. De-ice System Functional Tests
A. Functional tests of the de-ice system should be performed
in accordance with the following Hartzell Propeller Inc.
Manuals, which are available on the Hartzell Propeller Inc.
website at www.hartzellprop.com:
(1) Hartzell Propeller Inc. Manual No. 181 (30-60-81) -
Propeller Ice Protection System Component
Maintenance Manual
(2) Hartzell Propeller Inc. Manual No. 182 (61-12-82) -
Propeller Electrical De-ice Boot Removal and Installation
Manual
4. Anti-ice System Functional Tests
A. Operational Checks of the anti-ice system should be
performed in accordance with the following Hartzell Manuals,
which are available on the Hartzell Propeller website at
www.hartzellprop.com:
(1) Hartzell Propeller Inc. Manual 181 (30-60-81) - Propeller
Ice Protection System Component Maintenance Manual
(2) Hartzell Propeller Inc. Manual 183 (61-12-83) - Propeller
Anti-icing Boot Removal and Installation Manual

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5. De-ice and Anti-ice System Inspections

The inspections are made on a regular basis, either before flight,
during the 100 hour inspection, or if a problem is noted. Possible
corrections to problems discovered during inspections, additional
inspections, and limits are detailed in the following Hartzell
Propeller Inc. manuals, which are available on the Hartzell
Propeller Inc. website at www.hartzellprop.com:
A. De-ice System Inspections
(1) Perform inspections in accordance with the following
Hartzell Propeller Inc. manuals, which are available
on the Hartzell Propeller Inc. website at
www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual No. 181 (30-60-81) -
Propeller Ice Protection System Component
Maintenance Manual
(b) Hartzell Propeller Inc.Manual No. 182 (61-12-82) -
Propeller Electrical De-ice Boot Removal and
Installation Manual
B. Anti-ice System Inspections
(1) Perform inspections in accordance with the
following Hartzell Propeller Inc. manuals, which are
available on the Hartzell Propeller Inc. website at
www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual 181 (30-60-81) -
Propeller Ice Protection System Component
Maintenance Manual
(b) Hartzell Propeller Inc. Manual 183 (61-12-83) -
Propeller Anti-icing Boot Removal and Installation
Manual

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6. De-ice and Anti-ice System Troubleshooting

A. De-ice System Troubleshooting
(1) Perform troubleshooting in accordance with the
following Hartzell Propeller Inc. manuals, which are
available on the Hartzell Propeller Inc. website at
www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual No. 181 (30-60-81) -
Propeller Ice Protection Component Maintenance
Manual
(b) Hartzell Propeller Inc. Manual No. 182 (61-12-82) -
Propeller Electrical De-ice Boot Removal and
Installation Manual
B. Anti-ice System Troubleshooting
(1) Perform troubleshooting in accordance with the
following Hartzell Propeller Inc. manuals, which are
available on the Hartzell Propeller Inc. website at
www.hartzellprop.com:
(a) Hartzell Propeller Inc. Manual No. 181 (30-60-81) -
Propeller Ice Protection System Component
Maintenance Manual
(b) Hartzell Propeller Inc. Manual No. 183 (61-12-83) -
Propeller Anti-icing Boot Removal and Installation
Manual

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RECORDS - CONTENTS
1. Introduction............................................................................... 8-3
2. Record Keeping........................................................................ 8-3
A. Information to be Recorded................................................. 8-3
B. Blade Damage Repair Sheets............................................. 8-3
8190( )................................................................................. 8-4
E10950P( ).......................................................................... 8-8
E12902( )........................................................................... 8-12
E9193( )............................................................................. 8-17
NC9208K........................................................................... 8-23
NC8834( ).......................................................................... 8-27
E11990K............................................................................ 8-33
NC10245( )........................................................................ 8-37

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1. Introduction
Federal Aviation Regulations require that a record be kept of
any repairs, adjustments, maintenance, or required inspections
performed on a propeller or propeller system.
This chapter provides a method for maintaining these records. It
also provides a location for recording information that can aid the
service technician in maintaining the propeller system.
2. Record Keeping
A. Information to be Recorded
(1) Information that is required to be recorded is listed in
Part 43 of the U.S. Federal Aviation Regulations.
(2) The log book may also be used to record:
(a) Propeller position (on aircraft)
(b) Propeller model
(c) Propeller serial number
(d) Blade design number
(e) Blade serial numbers
(f) Spinner assembly part number
(g) Propeller pitch range
(h) Aircraft information (aircraft type, model, serial
number and registration number)
B. Blade Damage Repair Sheets
NOTE: The use of the Blade Damage Repair Sheets in
this chapter is at the discretion of the user.

Page 8-3
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 Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________ APS5037b

Face

RECORDS
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 Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________

APS5037b

Face

RECORDS
Stations
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Nov/99
Page 8-5
 Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________ APS5037b

Face

RECORDS
Stations
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Nov/99
Page 8-6
 Record of 8190( ) Composite Blade Damage Repair

Blade Serial No. __________

APS5037b

Face

RECORDS
Stations
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Nov/99
Page 8-7
 Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________ APS0929

Face

RECORDS
Stations
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Nov/99
Page 8-8
 Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________

APS0929

Face

RECORDS
Stations
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Page 8-9
 Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________

APS0929

Face

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Page 8-10
 Record of E10950P( ) Composite Blade Damage Repair

Blade Serial No. __________

APS0929

Face

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Nov/99
Page 8-11
 Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________ APS1018

Face

RECORDS
Stations
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Nov/99
Page 8-12
 Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________

APS1018

Face

RECORDS
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Page 8-13
 Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________ APS1018

Face

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Page 8-14
 Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________

APS1018

Face

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Page 8-15
 Record of E12902( ) Composite Blade Damage Repair

Blade Serial No. __________ APS1018

Face

RECORDS
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Nov/99
Page 8-16
 Record of E9193( ) Composite Blade Damage Repair

Blade Serial No. __________

APS5037b

Face

RECORDS
0 1 Stations 8 12 18 24 30 36 40 44.125
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Rev. 2 Apr/05
Page 8-17
 Record of E9193( ) Composite Blade Damage Repair

Blade Serial No. __________ APS5037b

Face

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Rev. 2 Apr/05
Page 8-18
 Record of E9193( ) Composite Blade Damage Repair

Blade Serial No. __________

APS5037b

Face

RECORDS
0 1 Stations 8 12 18 24 30 36 40 44.125
147

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Rev. 2 Apr/05
Page 8-19
 Record of E9193( ) Composite Blade Damage Repair

Blade Serial No. __________ APS5037b

Face

RECORDS
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Rev. 2 Apr/05
Page 8-20
 Record of E9193( ) Composite Blade Damage Repair

Blade Serial No. __________

APS5037b

Face

RECORDS
0 1 Stations 8 12 18 24 30 36 40 44.125
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Rev. 2 Apr/05
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Page 8-22
RECORDS 61-00-47 Rev. 2 Apr/05
 Record of NC9208K Composite Blade Damage Repair

Blade Serial No. __________

TI-147002

Face

0 779.1 8 21 81 42 03 63 24 526.44

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

Stations
147

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Rev. 4 Sep/10
Page 8-23
 Record of NC9208K Composite Blade Damage Repair

Blade Serial No. __________ TI-147002

Face

RECORDS
0 779.1 8 21 81 42 03 63 24 526.44

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

Stations
147

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Rev. 4 Sep/10
Page 8-24
 Record of NC9208K Composite Blade Damage Repair

Blade Serial No. __________

TI-147002

Face

0 779.1 8 21 81 42 03 63 24 526.44

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

Stations
147

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Rev. 4 Sep/10
Page 8-25
 Record of NC9208K Composite Blade Damage Repair

Blade Serial No. __________ TI-147002

Face

RECORDS
0 779.1 8 21 81 42 03 63 24 526.44

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

Stations
147

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Rev. 4 Sep/10
Page 8-26
 Record of NC8834( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

RECORDS
0 1.977 8 12 18 24 30 36 42 42.625
Stations
147

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8834_own

Rev. 5 Aug/13
Page 8-27
 Record of NC8834( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

RECORDS
0 1.977 8 12 18 24 30 36 42 42.625
Stations
147

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8834_own

Rev. 5 Aug/13
Page 8-28
 Record of NC8834( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

RECORDS
0 1.977 8 12 18 24 30 36 42 42.625
Stations
147

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8834_own

Rev. 5 Aug/13
Page 8-29
 Record of NC8834( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

RECORDS
0 1.977 8 12 18 24 30 36 42 42.625
Stations
147

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8834_own

Rev. 5 Aug/13
Page 8-30
 Record of NC8834( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

RECORDS
0 1.977 8 12 18 24 30 36 42 42.625
Stations
147

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Rev. 5 Aug/13
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 Record of E11990K Composite Blade Damage Repair

Blade Serial No. __________

1.00

Face

54

RECORDS
0 8 12 18 24 30 36 42 48 58.125
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Rev. 6 Oct/14
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 Record of E11990K Composite Blade Damage Repair

Blade Serial No. __________

1.00

Face

RECORDS
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0 8 12 18 24 30 36 42 48 58.125
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 Record of E11990K Composite Blade Damage Repair

Blade Serial No. __________

1.00

Face

54

RECORDS
0 8 12 18 24 30 36 42 48 58.125
147

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Rev. 6 Oct/14
Page 8-35
 Record of E11990K Composite Blade Damage Repair

Blade Serial No. __________

1.00

Face

RECORDS
54
0 8 12 18 24 30 36 42 48 58.125
147

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Rev. 6 Oct/14
Page 8-36
 Record of NC10245( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

RECORDS
50.625
0 1.977 8 12 18 22 24 30 36 42 48 49.625
147

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Rev. 7 Apr/15
Page 8-37
 Record of NC10245( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

50.625

RECORDS
0 1.977 8 12 18 22 24 30 36 42 48 49.625
147

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Propeller Owner’s Manual

Rev. 7 Apr/15
Page 8-38
 Record of NC10245( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

50.625

RECORDS
0 1.977 8 12 18 22 24 30 36 42 48 49.625
147

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Propeller Owner’s Manual

Rev. 7 Apr/15
Page 8-39
 Record of NC10245( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

50.625

RECORDS
0 1.977 8 12 18 22 24 30 36 42 48 49.625
147

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Rev. 7 Apr/15
Page 8-40
 Record of NC10245( ) Composite Blade Damage Repair

Blade Serial No. __________

Face

50.625

RECORDS
0 1.977 8 12 18 22 24 30 36 42 48 49.625
147

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Rev. 7 Apr/15
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