Hamilton Standard 22D40 PDF

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ATP Grid Index to~Manufacturer’s Publications:
Hamilton Standard
Hydromatic and Variable Pitch Propellers
Description Maintenance Instructions
Section Topic
General’ Information
01 Hydromatic Propellers (22030 22040) (P/N 145)

02 Variable Pitch Prop (23LF-335, 23LF-337) (P/N P5114-1)
03 Variable Pitch Prop (63E60-19, 63E60-21) (P/N P5132)
04 Variable Pitch Prop (23LF-331, -343, -361) (P/N P5155)
05 Variable Pitch Prop (63E60-27) (P/N P6165)
06 Variable Pitch Prop (33LF-325) (P/N P5080)
01 ´•Hydromatic Propellers (22030 22[340) (P/N 145)
List of:Chapters (Table of Contents)

Record of Revisions
Record of Temporary Revisions
Introduction
Installation
Operation
Service Inspection and Maintenance
02 Variable Pitch Prop (23LF-335, 23LF-337) (P/N P5114-1)
Precautionary Data
List of Chapters (Table of Contents)
Record of Revisions
Propeller System Descri.ption and Operation

Propeller System Trouble Shooting
:Propeller System Servicing
10/23/2000 Copyright Aircraft Technical Publishers Page 1 of 4
HM 1120 MM
Section Topic
Propeller System Removal/Installation

Propeller System Adjustment/Test
Propeller System Inspection/Check
Propeller System Cleaning/Painting
Propeller System Approved Repairs
Difference Data
03 Variable Pitch Prop (63E60-19, 63E60-21) (P/N P5132)
Warning
Record of Revisions
Letter of Transmittal (Highlights of Changes)
List of Effective Pages
General
Propeller System: 63E60-21
Trouble Shooting
Servicing
Removal and Installation
Adjustment and Test
Inspection and Check
Cleaning and Painting
Approved Repairs
Preparation for Service, Storage and Shipment
Difference Data Sheet
04 Variable Pitch Prop (23LF-331, -343, -361) (P/N P5155)
Warning
´•List of Chapters (Table of;Contents)
Record of Revisions
:Propeller System Description and Operation

Propeller System Trouble Shooting
Propeller System Servicing
Propeller System Removal/Installation
HM 1120 MM)
Section Topic
Propeller System Adjustment/Test

Propeller System Inspection/Check
Propeller System Cleaning/Painting
Propeller System Approved Repairs
Difference Data
05 Variable Pitch Prop (63E60-27) (P/N P6165)
Warning
Record of Revisions
Service Bulletin List
General
Troubleshooting
Servicing
Removal and Installation
Adjustment and Test
Inspection andCheck
Cleaning and Painting
Approved Repairs and Replacement
06 Variable Pitch Prop (33LF-325) (P/N P5080)
Warning
Record of ~Revisions
Maintenance Instructions
Overhaul
Illustrated Parts Breakdown
HM 1120 MM
Section Topic
End of Index
MM. 1120 MM)

01
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TABLE OFCONTENTS
Section Pllge Section P~ge

I INTROZ)I#TK)N 1 3-9. Unfeathering 30
1-2. General Description 1 3-10. OperationInstructions :31
1-12. Detailed Description 3 3-15. FlightTests ‘32
1-25. Constant Speed Control 8 3-24. Flight Operation ´•34
1-46. Attaching Parts ........._

13 3-25. Emergency Operation 34
II INSTALLATION 17
3-29. ColdWeatherOperation 35
2-6. Preinstallation Checks 18

IV SERVICE INSPECTION AND MAINTENANCE....
23´• PropellerInsrallatioo 1B
4-1. ServiceToolsReguired 36
z-jg. RemovalofPropeller 21
4-2~ ServiFeInrpection 38
2-38. Constant Speed Control 21
4-6. Pre~ight Inspection 38
2-45. Constant Speed Control Installation 23
4-13. Daily Inspection 38
2-53. ControlAdjustments 24
4-18. 25-30HourInspection 39
2-60. Removal of Constant SpeedControl 26
4-20. 50-60HourInspection 39
III OPERATION 27 4-22. 100-120 Hour Inspection 33
3-1. Principles of Operation ........._._

27 4-26. Maintenance 40
3-4. Constant Speed 29 4-41. Lubrication 42
3-8. Feathering 30 4-43. ServiceTroubles andRemedies .........___

42
ORIGINAL
As Received By
ATP
Figure I--I. Model 22030 Propeller

Section I
Paragraphs 1--1 to 1--5
SECTION
INTRODUCTION
1--1. This manual is issued to furnish basic operation 1-4. PROPELLER MODEL DESIGNATION.
and service instructions for Hamilton Standard Con- 1-5. The model designation explains in part the type
stant Speed Quick Feathering Hydromatic Propellers and use of the propeller. The numbers and letter group
model numbers 22D30-305, 22D30-313 and 22D30-317 in front of the dash describes the basic model and the
as installed on SNB-SP and C-45 aircraft respectively. number group following the dash indicate minor modi-
These propellersare manufactured by Hamilton Stand- fications incorporated in that particular model. As an
ard Division, United Aircraft Corporation, Windsor
example, propeller designated as Model 22D30-
on the
Locks, Connecticut. 305P1 the numbers and letters preceding the dash indi-
cate the following:
1-2. GENERAL DESCRIPTION.
1-3. The 22D30 propeller consists of the barrel assem-

a. The first number,
namely "2" is used to identify
the number of major changes Incorporated in the pro-
bly, dome assembly, distributor valve assembly, and
peller. Succeeding major changes are identified by 3, 4,
blade assemblies and if used, a de-icing device. The
etc., such as 32D30-, 42D30-, etc.
blades are supported by the spider and retained by the
b. The second number "2" in the example indicates
barrel, each blade being free to rotate about its axis
the number of blades in the propeller.
under control of the dome assembly. The dome assem-
c. The letter "D" describes the blade shank site which
bly is the pitch changing mechanism for the blades. It is
iS app’oximately equivalent to SAE blade shank diam-
mounted on the outboard side of the barrel and its
rotating cam meshes with segmental gears on each blade

efe’ 1-1/2.
d´• The last numbers preceding the dash in the
causing the blade to turn when the dome is acted upon two
by oil from the constant speed control and engine. The example indicates the spline size of thepropeller shaft,
distributor valve assembly provides oil passages from which in this case is a #30 propeller spline site.
shaft
the engine-propeller shaft to both sides of the dome e. Minor modifications incorporated in a propeller
piston. A de-icing device can be mounted on the inboard are identified by a number group following the dash. In
side of the barrel and be used to direct a de-icing fluid theexample, the propeller is modified to a -305P1 model;
to the leading edge of each blade. meaning in this case, the incorporation of "inverted"
TABLE 1
SNB-5P C-45
22030-305 22030-317 22[)30-313
Blade 6531A-l5 6531A-15 6531A-15
Constant Speed Control Assembly 4B2-1 4B2-1 402-1
Feathering Pump 66166-12 66166-12 66166-12
Push Button Switch 54267 54267 54267
Relay 200 Amp. AN3371-2 AN3371-2 AN3371-2
Gun Control Gear 51219 51219 51213
CSU Connecting Plug 53203 53203 53203
Governor Engine Valve Plug 57420 57420 57420
Adapter Assembly Valve and

Cut-out Switch 63921 92063 92063
De-Icing None Fluid None
Engine Shaft Bushing 73914 None None

Section I
type cams instead of standard~ cams as used in previous

models plus changes in various parts of the complete
propeller assembly. Right hand propellers are indicated
by odd "dash numbers" and left-hand propellers by
even numbers. The even dash number indicates that
propeller is the left-hand version of the propeller bear-
ing the next lower (odd) dash number.

1-6. The parts list numbering system used by Hamilton
Standard Division distinguish various configurations
to
of a basic assembly has recently been changed to provide

a more flexible method of identifying and recording
changes. In the new system, the parts list number will
consist of the basic model designation or assembly num-
ber followed by the letter "P" and an added number.
Similar model or assembly numbers of parts lists denote
unit interchangeability and an added number reflects the
detailed configuration of the unit.
1-7. The effect a modification may have upon the inter-
changeability of apart, subassembly or complete unit

will be reflected in the system of identification in the
3 following manner.
a. When a detailed part is superseded by one having a
new number, but when the functional or installational

interchangeability of the complete assembly is not
affected, the assembly number remains unchanged but

the number following the letter "P" in the parts list
number is raised to the next higher number.
b. When the change in a detailed part does affect

either the functional installational
interchangeability
or
lc-
of the complete assembly, -both the basic
assembly num-
ber and the basic parts list number are changed.
2
c. Part numbers and parts list numbers are assigned
to subassemblies on the same basis as described above.
1-8. As an example of the system, consider propeller

assembly 22D30-305P1 which includes barrel assembly
If modification of the barrel does affect
.1P664Sb-desrepus
a
interchangeability between the superseded and

not
ing barrel assemblies, this modification requites only

the changing of the number following the "P" in the
barrel assembly parts list and also in the propeller assem-
7
bly parts list which then become 68466P2 and 22D~O-
305P2 respectively. If the modification of a barrel affects
interchangeability between superseded and superseding
barrel assemblies but does not affect interchangeability
of’the propeller assemblies, the modification will then
necessitate the changing of the basic barrel assembly
number and its parts list number, whereas only the
1 Dome Allembly 5 Retaining Nut

2 Retaining Nut Loclr Wire 6 Barrel Asrembly
3 Diltributor Valve 7 Blade Allembly
iigure 1-2. Extended View of 22030-305 and 4 Engine Shaft Bulhing
22030-313 Propeller Assemblies Note: No engine Ihah burhing i~ required in 22030-313 propeller.
g
.,;Section I
Porogrophs 1--9 to 1--13
number following the "P" in the propeller parts list

number is changed which will become say, 82560Pl and
22D30-305P3 respectively. if a modification affects inter-
changeability of the propeller assemblies then the basic
propeller assembly number and parts list number are
changed.
1-9. The added number following the letter "P" not 81111 1 11111
only sf?8c~ change hut rr~8eas the historical
a
status of the has3c As another example, parts

list 22D30-305P3 indicates that change 3 and all pre-
vious changes are incorporated in the propeller assem-
bly. Further, a propeller may be delivered in accordance

with 22D30-305P3 and changes identified by P4, P5, PG,
and P7 may be subsequently incorporated in production
units. If only the last change is incorporated in service
propellers without the intervening optional changes, the

parts list number would become 22D30-305P3P7.
1-to. BLADE MODEL DESIGNATION. Al IL -----3
1-11. The blades are identified by design numbers

stamped on the circumference of the butt end of each
blade. As an example, on a blade designated as
a 6531A-15 blade, the numbers and letters indicate the

following:
a. The first number group 6531 specifies the basic
blade design.
b. The letter "A" following the basic blade design
number group indicates that the blade is a complete 2
blade assembly which, in general, includes a bearing
assembly, blade bushing, bushing drive pins, shim plate

drive pins, bushing screws, and the balancing plug assem-
bly.
c. The first dash number
group following the basic
blade design number indicates the number of inches the yl
propeller diameter is reduced by straight cut-off from
the basic blade diameter. The "-15" in the example indi-
cates the propeller diameter was reduced 15 inches,
meaning each blade was cut off 7.5 inches from its tip.
1-12. DETAILED DESCRIPTION.
1-13. BARREL ASSEMBLY. The barrel assembly con-
sists of thespider, barrel, barrel supports, blade gear

segments and various other parts. The barrel is manu-
factured in two halves which are machined and bal-
anced in pairs and kept together throughout the service
life of the propeller. "Fhe halves are held together by
means of holts. ~e holt centers are drilled out to
receive lead wool used to obtain final balance and are
closed by welch plugs. The barrel carries the high centri-

fugal blade loads by means of shoulders in each blade
1 Dome Arrembly 5 Barrel Arlembly

2 Retaining Nut Lock Wire 6 De-icing Device Arrembly
3 Didributor valve 7 Blade Arrembly Figure 1-3. Fxtended View of 221)30-317
4 Retaining Nut Propeller Assembly
Section I
13
i
65
16
,~a ls
18~...... 21
o
25
’1
a
25
"li
Iba
17
~bh
a~
15
15
9 4
I ~s
Ia7
´•r-´•
1 Rear Cone 16 Barrel Support 1 Rear Cone 16 Barrel Support Al~mbly

2 Snap Ring 17 Self-locking Nut 2 Snap Ring 17 Self-locking Nut
3 Front Cone 18 Warher 3 Front Cone 18 Walher
4 Spider and Shaft Seal Ring 19 Walher 4 Spider and Shaft Seal Ring 19 Wa~her
5 Spider and Shaft Seal 20 Screw-Button Head 5 Spider and Shaft Seal 20 Screw-Button Head´•
6 Spider and Shaft Seal WoJher 21 Barrel Support Shim 6 Spider and Sha*.Seal Warher 21 Barrel Support Shim
7 Cutter Pin 22 Spider Packing 7 Cotter Pin 22 Spider Pecking
8 Cattle Nut 23 Spider Ring 8 Cartle Nut 23 Spider Ring
9 Waler 24 Spider 9 Wa~her 24 Spider
10 Barrel Bolt 25 Spider Shim 10 Barrel Bolt 25 Spider Shim
11 Barrel Bolt 26 Spider Shim Plate Ar~embly It Barrel Bolt 26 Spider Shim Plate Auambly
12 Welch Plug 27 Shim Plate Drive Pin 12 Welch Plug 27 Shim Plots Drive Pin
13 Front Barrel Half 28 Blade Gear Segment 13 Front Barrel Half 28 Blade Gear Segment
14 Rear Barrel Half 29 Blade Pecking 14 Rear Barrel Half 29 Blade Packing
IS Barrel Half Seal 15 Barrel Half Seal 30 Blade Packing Walher
Figure 1-4. Extended View of Barrel Assembly Figure 1-5. Extended ViewofBcrrrelAssembly
for 221)30-305 Propeller for 22030513 and 22030-311 Propellers
Section i
bore with lips incorporated to hold blade packings. A is in place, a phenolic spider ring is placed over the
special blade packing and blade packing washer are packing.
utilized in the 22D30-313 and 22D30-317 barrel assem- 1-16. A groove outboard of the front cone ledge
blies to provide a mechanical anti-rotation means that accommodates the hub snap ring. When the propeller
prevents blade seal turning during blade shank rota- is installed on engine, this snap ring is inserted
the
tion. The blades mounted the spider and around the
are on arms
propeller retaining nut near the outboard
are retained b~ the barrel halves each blade being free face of the front cone and dropped into place in the
to to~ate about its longitudinal axis under control of the
groove As the propeller retaining nut is backed off the
dome assemblg. ~3me outboard barrel half dome-barrel shaft during propeller removal, the nut advances along
shelfincorporates two holes for the fixed cam locating the engine-propeller shaft threads until the front cone
dowels, and two half-circle notches for the pitch stop contacts the snap ring and thereby moves the entire
dowels. The dome retaining nut threads are on the OD h,b off the rear cone.
of the barrel. Barrel support shims which fit between the

1-17. Flat surfaces on the spider in line with the cen-
barrel support seat and the barrel support are used to
tral axis and between the arms seat the barrel supports
establishspider-barrel concentricity. Spider shims, which which support the barrel on the spider.
fit over plate drive pins between the shim
the shim
plate and the blade bushing face are used to establish

1-18. The oil seal between thespider and engine-
blade torque. Blade gear segments are serrated on the propeller shaft includes a metal spider-shaft seal washer,
inner diameter to match with serrations cut on the
rubber spider-shaft seal, and a metal spider-shaft seal
outer diameter of the blade bushing. The cast iron shim ring. The washer acts as a seat for the seal and the seal
plate assembly incorporates the shim
plate pin drive ring fits into the open end of the chevron type seal to
which fits into the bushing drive pin, and the spider keep it expanded. These parts are installed inboard of
the front cone bearing surface and fit between the spider
shim fits between the blade bushing face and the spider
and the shaft. The seal lips face outboard.
shim plate. Former models had the shim plate drive pin
integral with the bushing drive pin. Barrel half seals 1-19. BARREL SUPPORTS. Phenolic supports are
identified for these propellers by a molded part number used between the barrel and spider to and support
align
are of the compression
type and fit into the barrel half the barrel on the spider. A brass shim fits between each
seal grooves. spider allowing adjustment of spider-barrel
support and
concentricity. The inside face of the block matches with
1-14. SPIDER. The central bore of the spider is splined and locates on the barrel support seats of the spider
to fit the engine-propeller shaft with one raised spline while the outside surface is curved to correspond with
segment omitted to match the wide spline on the pro-
the curved inside of the barrel half. This
portion ar-
peller shaft. A finely ground cone seat is located at each
rangement and the use of shims results in a drive fit of
end of the central bore; the rear cone seat is at 15
the barrel halves.
degrees and the front
cone seat at 30 degrees with
is
the propeller axis. The splines transmit engine torque 1-20. BLADE GEAR SEGMENTS. The blade gear seg-
to the propeller. Forged integral with the central portion ments are made from steel forgings and incorporate
of the spider are arms which extend into the blades bevel gear teeth which engage with teeth on the rotating
locating them in the propeller assembly. The spider cam. These segments are serrated on the inner diameter
match with serrations the diameter of

arms support the blades and take the greater part of the to cut on outer
thrust and torque loads. These arms incorporate two the blade bushing.
finely ground bearing surfaces. The larger diameter bear- 1-21. BLADE ASSEMBLY. The 6531A-15
propeller
ing surface is located adjacent to the central portion of
tactual diameter 8 ft. 4 in.) blades propeller
used in the
the spider and the surface is on the
smaller bearing
assemblies are made from aluminum alloy forgings heat-
outer portion of each arm. The inside of each spider treated for high strength. The butt~end has a flange or
arm is hollow to lighten the propeller assembly, and
shoulder perpendicular to the shank center line. A fillet
two holes connect this hollow arm portion with the
is incorporated on the outboard face of the butt to form
middle of the battel support face. Under operating con-
a bearing seat and to take the operating loads. To
ditions these holes passage for oil which
provide a
accommodate the blade bushing, the inboard face of the
enters the hollow bore of the blade shank and passes
butt is flat and a portion of the shank is hollow. A
around the bearing surfaces between the spider arms
thrust bearing assembly consisting of a beveled washer,
and the blade bushings. Bat washer, and a roller bearing assembly is provided
1-15. A ledge at the base of the spider carries the at the inboard shank section to transmit the operating
spider-barrel packing used to form the oil seal between loads. A phenolic chafing ring fits between the beveled
the base of the spider and the barrel. After the packing washer and the blade fillet. Blade bushings provide the
m
Section I
Paragraph 1--22
"71ii ii
16
II
8 2
Is
t Thrust Bearing Retainer 6 Blade Bushing
2 Roller 7 elacle Plug Alrembly
22 Is
3 Chafing Ring 8 Nut
4 Flat Heed Screw 9 Loct Worher
5 Bushing Drive Pin 10 Washer
11 Washer
Figure 1-6. Ewtended View of Blade Assembly
21
bearing surface between the steel spider arms and alu-
minum blades. The shrunk into the tapered
bushings are
20
bore and located pins and two screws, and
by two drive
are serrated to receive the blade segmental gear. Each
3
blade is fitted with an aluminum balancing plug pressed
into the taper bore just beyond the end of the blade
bushing. The plug has a steel stud on which balancing
washers may be added and secured by a lock washer and
nut to obtain propeller balance.
1-22. DOME ASSEMBLY. The dome assembly consists

of a dome shell, stationary cam, rotating cam, piston,
and other parts as shown. This assembly is the pitch _
changing mechanism for the blades and is secured to the Figure I--I. Fxtended View of Dome Assembly
a
Section I
Paragraph 1--23
1 Cotter Pin 13 Piston Sleeve Bushing

2 Gear Preloading Shim 14 "0" Ring Seal
5
3 Stop Rings 15 Cam Roller Shaft Lock Wire
4 Dome and Retaining Nut Assembly 16 Cam Roller Shaft
5 Lock Wire 17 Piston
6 Dome Retaining Nut 18 Cam Roller
7 Dome Shell 19 Cam Roller Bushing

8 Dome-BarrelSeal 20 Ball
9 Dome-Barrel Shim 21 Pitch Stop Dowel

10 Fillister Head Screw 22 Fixed Cam Locating Dowel
11 "O" Ring Seal 23 Fixed Cam 8
12 Snap Ring 24 Rotating Cam
outboard end of the barrel. The rotating cam meshes 1

with blade gear segments to change the blade angle as
the piston is moved fore or aft by oil pressure from the
constant speed control. The cams are constructed so that
the tracks offer additional range outside the constant
speed portion in the high pitch direction for feathering.

These cams are basically standard cams with their tracks
reversed so that the higher pressures of increase pitch
and feathering are confined to the outboard side of the
piston. The fixed cam of the dome assembly incorporates
two fixed cam locating dowels and two Pitch stop dowels.
The fixed and rotating cams are held together by steel

balls that in half-circle grooves in the inboard and
run
Ir-I
outboard ends of the cams. The ratio between the rotat-
ing cam gear teeth and the teeth on the blade gear
1 Valve Housing Casket 7 Valve Spring Casket
segment is eight-to-six, with a total cam range of about 2 Dash Pot Snap Ring 8 Spring
110 degrees, and a constant speed cam range of about 40 3 Dash pot 9 Valve Spring Washer
10 Distributor Valve
degrees. This ratio establishes a 30 degree blade angle 4 Dash pot snap Ring
5 ValYe Spring Housing Nut Snap Ring 11 Valve Housing Assembly
constant speed Indexing the blade gear segment
range. Nut
6 Valve Spring Housing
one tooth with respect to the rotating cam changes the
blade angle seven and one half degrees. The high and
Figure 1--8. Distributor Yalve for 22030-305
low pitch stop rings are serrated on the inside diameter
Propeller Assembly
to match with serrations Cut on the rotating cam gear
teeth. Each ring incorporates two lugs on the outside

unfeathering operation, the dumping port in the dis-
diameter which contact the pitch stop dowels in the
tributer valve begins to function at a blade angle of
base of the fixed cam and thereby regulate the angle
approximately 30 degrees above the minimum low pitch
setting of the propeller. Since the fixed cam holds both setting. The outside diameter of the valve housing slides
the fixed cam locating dowels and the pitch stop dowels,
inside the bushing in the piston to establish the oil seal
the gear preloading shims incorporate two holes and
between the inboard and outboard side of the dome. A
two half-circle slots. These shims are available in thick-
dash pot is fitted over the inboard end of the distributor
nesses of .005 to .015 inch. The dome shell is attached to
valve and is held in place by a snap ring at each end. The
lugs in the fixed cam (before the dome retaining nut is
dash pot serves to dampen out oscillations of the valve
it
put in place) by four fillister head screws; however, which might be encountered the start of unfeath-
during
can be attached with the dome retaining nut in place by
oil cushion at the base of the
in the
ering by providing an
installing the screws through holes provided nut.

valve. A gasket is installed at the base of the distributor
1-23. DISTRIBUTOR VALVE ASSEMBLY. The dis- valve housing. An engine shaft bushing is provided with
tributer valve assembly fits inside the propeller shaft 22D30-305 propeller assemblies in reworked engine
and extends into the dome assembly. During constant shafts. The bushing is not used with standard hydro-
and feathering operations, the valve provides oil matic provisiqned engine shafts. The distributor valve
speed
passages for governor oil to the outboard
side of the supplied with 22D30-313 and 22D30-317 propeller
assemblies may only be used with engine shafts reworked
propeller dome piston and auxiliary pump oil to the
inboard side of the piston for unfeathering. During the. to provide hydromatic provisions.
I
Section I
Paragraphs 1-24 to 1--28
I~5----------Cs 2‘13
7
´•-fll
I.. 4 Slinger Ring 8 Nut
Figure 1--10. Extended View of De-icing Device

Assembly
brings about adjustments in the propeller blade angle

necessary to maintain constant engine speed under vary-
ing ~ight conditions. This control or governor consists
of; a gear pump which takes oil from the engine
lubricating system and boosts it in pressure to that
1 Valve Hou,ing Garlret 7 Valve Spring Ga~ket
2 Dalh Pot Snap Ring 8 Spring required to operate the propeller blade angle changing
3 Da,h Pot 9 Valve Spring washer mechanism; a pilot valve actuated by spring-balanced
4 Da~h Pot Snap Ring 10 Ditributor Valve ~yweights which controls the dow of oil to and from
5 Valve Spring Houring Nut Snap Ring 11 Valve Hauling A,rembly the propeller; a pressure operated transfer valve which
6 Valve Spring Houling Nut
on feathering installations allows high pressure oil from
Figure 1-9. Distributor Valve for 221)30-313 and an auxiliary pump to shunt out the governor when the´•
221)30-317 Propeller Assemblies propeller is being feathered and unfeathered; and a

relief valve system which limits the output pressure of
1-24. DE-ICING DEVICE ASSEMBLY. The de-icing the gear pump yet allows it to provide sufficient opetat-
device (ffuid type) is attached to the inboard barrel half ing pressures to control the propeller.
and the attaching parts which lead to the blades are
1-27. CONTROL MODEL DESIGNATION. The
fitted over the outboard barrel bolt bosses at theleading model designation for this control has been modified
edge of each blade. The device includes a steel slinger
recently for all present production controls; however,
ring assembly which attaches to the end of the inboatd to prevent confusion the original system is retained for
barrel half. It receives the de-icing Buid from a feeder
earlier controls. The original designation system is set
tube assembly mounted on the engine nose case and leads
up so that the three main assemblies of the unit (head,
the fluid out through the nipples to the bracket and
body, and base) and their modifications are identi~ed
noule assemblies which direct the de-icing fluid to the
by symbols. The number and letter group preceding the
blades. The bracket and nozzle assemblies are mounted
dash indicates the basic type head, body, and base used
on the top face of the barrel bolt bosses and have
in the control, and the letters and number group follow-
adjustable nettles which may be tightened in the desired ing the dash indicate which modification of each is
position. The feeder tube may be removed from the
incorporated.
engine nose without removing the propeller. 1-28. For example in model
a control designated as
1-25. CONSTANT SPEED CONTROL. 4B2-P8, the first number "4" indicates model 4 head, the
1-26. The 4B2-1 (formerly known as 4B2-P8) Hydto- letter "B" indicates a model B body, and the numeral
matic Constant Speed Control is a self-contained
single "2" model 2 base. In the letter and number group fol-
action, single capacity control whichautomatically lowing the dash, modifications of the basic model head,
W
Section I
head, body, or base assemblies, the second designation

group is omitted; a constantspeed control so marked
would be model 4B2. If the head or body assembly is
not modified, the head or body designation is shown
with a zero (0) modification. If the base assembly is
not modified, no symbol is used since its position is last
in the model designation.

1 1-31. In the new system, the head, body, and base
model designation symbols are used, but the symbols
which followed the dash to identify the modification to
these component subassemblies have been discontinued.

Henceforth, a dash number following the basic model
designation number will identify units on the basis of
interchangeability and unit parts list numbers will dis-
2
tinguish between the various combinations of subassem-
blies comprising the units. The head, body, and base
assemblies are identified by an assembly number and a
parts list number. The intent of the new system is to

3 simplify identification where possible. To this end, it is
desired that subassemblies have parts list numbers iden-
tical to the subassembly number.
1-32. The following example illustrates the conversion

from the original to the new system. Control assembly
4B2-P8 consisting of head assembly model 4P, part num-
ber 66232, PL3974, body assembly model B8 part num-
1 Head
bet 64116, PL10268, and base assembly model 2, no
2 Body
3 Bare modification, PL9229 becomes control assembly 4B2-1,
PL115G8 which includes head assembly model 4 part
Figure 1--11. Constant Speed Control number 66232, PLb6232; body assembly 64116, PL64116
and base assembly model 2, part number 50830, PL50830.
body, and base are listed in that order; The first letter
With this numbering system, a change in the design of
of the second group specifies the head assembly modifica- a subassembly that would not affect interchangeability
tion and should be interpreted in conjunction with the of the superseded and superseding subassemblies is iden-
first number of the first group. In other words, the basic
tified by a change letter added to the subassembly parts
head used in this control is model 4 but it has been
list number and a new control assembly parts list num-
manufactured to modification "P". When speaking of a
ber. Applying this to the numbers used in the foregoing
single assembly, the head is referred to as a model
"4-P" and the base as model "2" since there is no modi-
illustrating example: with this type Of change to the
fication of the latter,
body assembly, the body assembly parts list number
would become 64116A and the control assembly parts
4B2-P8 list number might become 11670. If the change in design
of the body assembly affects interchangeability of the
Head Design Modification superseded and superseding body assembly, but not the
of Base Design interchangeability of the control unit, the body assem-
bly part number and parts list number are changed and
Body Design Modification the control assembly parts list number only is changed.’
of Body Design Applying this to the numbers of the foregoing illustrat-
ing example: the body assembly part number might
Base Design Modification become 64116, PLG4116, while the control assembly parts
of Head Design list number might become 11742. If a body assembly
1-29. Besides a number and letter designation system, design change affects interchangeability of the control
control andmajor assemblies are also identified by unit, the control unit basic model designation dash num-
assembly drawing numbers; e.g., the B-8 body assembly ber is changed as well as the control unit parts list num-
number could be 64116. ber, and the superseding body assembly is assigned a
1-30. In case no modifications have been made to the new part number and parts list number.
W
Section I
11
I3 dbg6B
81bB
:Tfl~S 11’ 18-L 23’ 24’ ///(Q
26
28-/
19~ ~E
1 Cotter Pin B Stop Nut 15 Packing Nut Pushing 22 Speeder Rack Baloncing Spring
2 Nut 9 Cable Clamp 16 ~’0" Ring Seal 23 Control Shaft Spring
3 Washer 10 Clamp and Screw Assembly 17 Lock Casket 24 Pushing
4 Cotter Pin 11 Insert 18 Control Shaft 25 Hex Nut
5 Nut 12 Pulley 19 Tapered Lock Screw 26 Lock Plate
6 Washer 13 Control Shaft Inner Washer 20 Minimum RPM Adjusting Screw 27 High RPM Adjusting Screw
7 Pulley Stop Screw 14 Packing Nut 21 Speeder Spring Adjusting Rack 28 Stud
29 Cover
Figure 1-12. Constant Speed Control Head Assembly
1-33. This parts list numbering system has been simi- to the
body usually possible depending upon the
are
larry modified as described in paragraphs 1-5 through requirements of the

specific aircraft installation. The
1-8. This modi~cation provides that all parts list num- head is attached to the body by four studs (screwed into
bers of assemblies as well a subassemblies, shall consist the head casting) and secured to the body by washers
of the basic model designation or assembly number fol- and nuts. These studs need not be removed except for
lowed by the letter P and an added number. The parts replacement.
list numbers and model designation or assembly numbers 1-35. The control shaft bore lies approximately in the
are affected by design changes as noted in the description plane of the top of the head and perpendicular to the
of the new system. rack bore. The control shaft packing nut fits into the
outer end of the control shaft bore, and the control shaft
Note
bushing is pressed into the opposite end.
The model designation numbers, part numbers
and parts list numbers used in the following
1-36. The governor is controlled from the cockpit by a
cable attached to a pulley on the governor control shaft.
description are used as examples only, and do
The center of this pulley has a hexagonal hole, the
not necessarily represent actual units.
corners of which are numbered to allow keeping a defi-
1-34. CONTROL HEAD ASSEMBLY. The governor nite relationship between the pulley and a scribe line
head is machined from an aluminum casting, all surfaces ´•the end of the control shaft when the
on pulley is
of the finished part are anodized and the external sur- removed. The maximum speed setting isregulated on
faces are painted. Four positions of the head with the governor
respect by a contact between a stop pin oh the
ORIGINAL
Section I
As Received By
ATP
~.;I:I.:1´• against the packing nut by a spring incorporated
between the inboard end of the control shaft and the
end of the bore in the head. The packing nut assembly
:i
is safetied and sealed against oil seepage by the control
shaft packing lock gasket. The bottom corners of this
a;
´•i; gasket are bent over the hex flats of the packing nut and
C l~t----- a tab is bent into a lock recess in the head.
1-33. The tack assembly is composed of a rack,
F
expander lock screw, and the low rpm adjustment screw.
To reduce wear, the rack is hardened and ground. Teeth
on the side of the rack mesh with the control shaft
pinion. One tooth space is omitted from the top of the

rack to serve as a positive index of the rack with the
pinion. This end of the rack is inserted first into the

head and is matched up with the blank tooth on the
control shaft pinion. The center portion of the low rpm
adjusting screw protrudes from the bottom of the rack

Figure 1-13. High RPM Stop Arrangement to pilot the top of the speeder spring, and by varying
the position of this screw within the rack assembly, initial

pulley an adjustable screw incorporated in the head.
and
compression on the speeder spring and consequently the
Coarse adjustment may be obtained by shifting the stop low rpm setting of the governor is adjusted. A taper
pin to another hole in the pulley and a fine adjustment lock screw set inside of the low rpm adjusting screw
by advancing or retracting the adjusting screw in the provides a positive lock once the low rpm setting has
head. As a rough estimate, moving the stop pin 20 been established. This taper lock screw expands the low
degrees to an adjacent hole is equivalent to about 250 rpm screw against the rack and locks the three parts of
rpm, and one turn of the adjusting screw to about 25 the assembly. The top part of the taper lock screw
rpm. The governor head incorporates a cable clamp extends beyond the rack and locates the lower end of
which fits into a hole near the edge of the pulley disc. the rack balance spring.
By tightening a nut, the clamp bolt secures the cable in 1-33. A balance spring is included between the top of
the pulley groove, the rack assembly and the head. In case of control system
1-37. CONTROL SHAFT GROUP. The pulley is failure to the governor, this spring returns the rack to
located on the hex end of the control shaft and is held an intermediate position approximately cruising rpm.
in place by the control shaft washer, castellated nut, and The high rpm adjusting screw is located in a tapped boss
a cotter pin. In order to prevent the steel shoulders which is an integral part of the head. The thread pitch
inboard of the control shaft hex section from broaching of this screw is such that one complete turn of this
the hex hole in the aluminum pulley, a hex hole steel screw will change the maximum setting approximately
washer is included inboard of the pulley. An integral 25 rpm. This screw is locked by means of a lock nut and
flange on the control shaft locates the control shaft pack- tab lock plate. The pulley stop pin contacts this adjust-
ing and an integral pinion gear meshing with the speeder ing screw. With this arrangement, pulley travel is
rack serves to transform pulley rotation to linear motion restricted to the limits set.up between the low rpm set-
of the rack thereby varying-the compression inthe ting inside the head and the high rpm setting outside
speeder spring which controli the governor rpm set- the head.
ting. On the outboard (threaded) end of the control 1-40. BODY ASSEMBLY. The body casting which
shaft is a scribe mark located in line with the wide space includes the gear pump recesses, the drive shaftgearing
of a missing pinion tooth. With the rack
against the surface, the relief valve-recess, and other oil passages
cover, this mark indicates the zero angular position of necessary for governing control, is made of an alu-
the pulley which corresponds to a certain rpm setting minum alloy casting. Incorporated in the governor body
and also serves to locate the pulley position with respect is a ~gear pump which boosts engine oil supply pressure
to the control shaft. The control shaft is supported on to that requiredpropeller operation. The drive gear
for
the inboard end by a bronze bushing pressed into the of the pump is an integral part of the drive shaft. This
head, and on the outboard end by a self-lubricating part is made ofa hardened alloy steel, accurately ground.
bronze. bushing pressed into the ´•control shaft packing End thrust caused by unequal oil pressures between the
nut. To make the control oil tight, a leather packing top and bottom faces of the gears is balanced out by a
washer is included between the control shaft packing circular groove machined on each gear face and con-
flange and the packing nut. This packing is held tightly nected by an oil hole through the gear. The center of
n
Section I
Porag;aphs 1--41 to 1--43
only once in 14 revolutions thereby tending to distribute

1
tooth wear evenly. The idler gear shaft is an
more
2
accurately machined cast iron part which is usually press
fit in the body. It not only serves as a shaft for the idler
gear but also acts as a passage for relief oil returning to

the engine pressure system. Radial holes in this shaft
5~
provide lubrication for the idler gear. A short one-piece
S;T
I drive shaft in the body has integral drive splines.
1-41. PILOT VALVE AND SPEEDER SPRING. The
pilot valve is made from low carbon steel, case hard-
ened, and ground to highly accurate dimensions. End

thrust set up by oil pressure from the gear pump is bal-
anced out between the pilot valve lands by the inherent
design of the part. The top of this valve is machined to

fit a ball bearing assembly and is threaded to hold the
speeder spring collar. The fly-weight bearing assembly is
a standard bearing. The fly-weights contact the outer
race thereby allowing rotation of the fly-weight assem-
bly without turning the pilot valve. The speeder spring

collar is made from low carbon steel and is drilled to
blglW
fit the end of the pilot valve stem. The conical speeder
spring loads the pilot valve through the spring collar.
The upper end of the speeder spring contacts the low
rpm adjusting screw of the speeder rack. Since flow

control of governing oil is regulated by the position of
the pilot valve under equilibrium between speeder spring
22~ and fly-weight forces, varying the compression on the
speeder spring by changing the speeder rack position

´•----W the rpm setting of the governor. In other words
segnahceht
a decrease in speeder spring compression means that
Is~ governor takes over sooner than if the speeder spring

compression was increased. The speeder spring is conical
in shape in order to give a load-deflection curve approx-
1IL~1I imating the fly-weight force-rpm curve which varies as
1 Speeder Spring 12 GarLet the square of the rpm. As a result, more stable governing
2 Cotter Pin 13 Shim is obtained throughout the governing range, and rpm
3 Hex Nut 14 Spring
4 Warher
settings vary directly with the angular position of the
IS Plunger
5 Collar 16 Hou~ing
pulley.
6 BallBearing 17 Gaaet 1-42. FLY-WEIGHT ASSEMBLY. The fly-weight
7 Pilot Valve IS Wa~her
8 19 Idler Gear
assembly fly-weight head, the f~y-weight
consists of the
Snap Ring
P Flyweight Allembly 20 Idler Gear Shaft cup, two ~y-weights, and two fly-weight hinge pins. The
10 Garket 21 Drive Gear Shaft assembly is designed to fit on Ithe upper end of the drive
11 Plug 22 Body gear shaft, and the two are held together by a small
Figure 1-14. Extended View of Body Assembly snap ring which locks into a groove on the drive shaft.
The fly-weight cup is provided so that oil which drains
the drive shaft is accurately honed to provide a close Fast the drive gear shaft and pilot valve and is picked
~t with the pilot valve. Recesses and oil ports incorpo- up in this cup will be rotated at the same speed as the
rated in the drive gear shaft work in conjunction with fly-weights. This feature eliminates side loads and pre-
vents turbulence of the oil which would interfere with
lands on the pilot valve in controlling oil flow between
the action of the fly-weights.
the governor and the propeller. The idler gear is quite
similar to the drive gear except that the idler gear is a 1-43. RELIEF VALVE. The relief valve group is com-
separate part from its shaft. It includes 14 teeth as combined into a cartridge and then inserted into the
gov-
pared with 13 on ´•the drive gear, and consequently the ernor as a unit. The assembly consists of a plug which
same two teeth of the mating parts contact one another fits into the cartridge housing, two gaskets, a spring,
a
Section I
and a plunger. The pressure setting of the unit is

adjusted by shims located between the spring and the
~--------3
plug, for 300 psi.
1-44. BASE. The base is of the same material and finish
as the head and body.
base-body parting surface
The
and the mounting surface
degrees to one another.
are 35
7
The mounting surface is designed to fit the gun syn-
chronizer pad (using a bevel drive gear) on t~e rear a~ ~3
accessory section of the aircraft engine. External ports
and governor output oil Lines. A hardened steel shaft is i

~ZL
fitted into the housing to link the engine auxiliary drive
~------s
gear with the governor drive gear shaft. Its upper end
has~internal splines to match the drive gear shaft splines ~---s
and the lower end has bevel spur gear to match the
a
auxiliary drive gear. A ball bearing supports the lower

end of the shaft in the housing. A cover plate and gas-
ket seals the opening through which the shaft is inserted.
In the upper surface are four steel studs to which the
governor body is attached by castellated nuts. These

are removed only whenreplacement is necessary. An oil
~----II
control plug seals the unused oil inlet passage as deter-
mined by the direction of drive.
~------9
CAUTION
Because of the type of linkage between the 1 OilSealGarket 9 Screw

2 Liner Allembly 10 Thrult Bearing Cover
auxiliary drive gear and the governor drive
3 Nut 11 Thrust Bearing Cover Galket
gear shaft, and additional caution in determin- 4 Washer 12 Thru,t Bearing
ing which holes are to be plugged for a given S Stud Nut 13 Unit Drive Gear
direction of rotation must be observed. The 6 Spacer Washer 14 Stud
direction of rotation is determined WHEN 7 OilControlPlvg IS Bale
VIEWING THE ANGULAR FACE OF THE B Pipe Plug
GOVERNOR BASE rather than the engine figure I--IS. Extended View of Base Assembly
pad. If the control gear turns clockwise, both
"B" holes are plugged, if it turns counter-
engine valve plug, and a connecting plug are
governor
clockwise, holes "A" are plugged. required complete the constant speed control instal-
to
lation. One oil line leads from the engine oil pressure
1-45. Pipe plugs provided to seal off external out-
are
to ~the governor and adapter (pressure cut-out
system
lets not used. These plugs are inserted tightly during
switch side) the second leads from the governor drain
governor installation on the engine. Two special stud the
port toengine scavenge system, the third leads from
nuts are needed in fastening the base to the engine
the propeller port of the governor to the governor´•port
mounting studs, because of interference between the of the adapter, the fourth line leads from the propeller
housing and standard nuts. The engine-governor drive
port of the adapter to the engine valve plug on the nose
(gun synchronizer drive) employs a bevel gear to drive section of the engine and the fifth line leads from the
the base shaft. To maintain accurate alignment of the
feathering pump to the adapter. The connecting plug
gears required by this drive system, an assembly liner is leads an oil line from the engine pressure system to the
used. This liner fits over the ball bearing of the auKiliary
governor pressure line. The engine requires special out-
drive and aligns the governor base with both the engine
let connection plugs to connect the oil lines. Pipe plugs
pad and the auxiliary drive shaft. At the same time, it are inserted into the unused base outlet pores. Anti-
prevents the bevel gear from lifting up and exerting seize
excessive pressure the base drive gear.
compound should be coated on the pipe plugs to
on
facilitate removal and minimize
leakage. External oil
to
1-46. ATTACHING PARTS. lines be insealled with
carefully
must particular attention
1-47. Five external oil lines, an adapter assembly con- in avoiding sharp bends. Failure due to fatigue must be
sisting of a transfer valve and pressure cut-out switch, a guarded against by the use of adequate support closely
sl
Section I
spaced along the lines. The engine-constant speed con- 1-48. Two transfer valve and pressure cut-out switch
trol employs a bevel gear to drive the gearing. To main- adapterassemblies are available for use in the system.
tain accurate alignment of the gearing, an assembly The P/N 63921 assembly has no bleed line to the feather-
liner is used. The liner fits over the ball bearing of the ing side of the system, whereas P/N 92603 adapter
auxiliary drive aligning the control base with the engine assembly has the bleed line.
pad and the auxiliary drive shaft. At the same time it 1-49. PRESSURE CUT-OUT SWITCH. The differential
prevents the bevel gear from lifting up and exerting cut-out switch incorporated in the adapter
pressure
excessive pressure on the base drive-gear, assembly is a component of the quick-feathering feature
using the individual pump system. The opening pressure
is 600 psi. This switch is essentially a single wire, pres-
sure operated, normally closed, single pole, single throw
switch. Engine oil pressure is applied across the face of

the switch piston and the chamber back of the piston is
1 open to the propeller-governor oil passage. With this
4
arrangement, the oil pressure differential across the pro-
peller piston is duplicated across the cut-out switch pis-
ton. When the oil pressure in the propeller builds up
9
2 the switch
to cut-out value after the feathered position
3 has been reached, this switch serves to stop the elec-
trically driven iddendent
pump motor supplying the
auxiliary pressure. The switch assembly consists of the
body casting, piston, spring, spring adjustment shims,
O O and an AN receptacle for the external electrical leads.
18 The switch housing is an aluminum alloy pressure die
17
casting on which all outside surfaces are anodized and
I! painted. A small contact point is permanently incotpo-
rated in the piston recess of the switch housing. During
o) normal propeller operation, this point is in contact with
a corresponding contact point in the piston assembly.
This set-up establishes an electrical circuit from the

13 switch body, through the body contact, into the piston
contact, through the switch spring and finally into the
receptacle prong. This circuit is opened when the~piston
11 moves under auxiliary feathering oil
pressure. The pis-
ton assembly consists of a silver plated steel plunger
set inside an insulator. One end of the plunger rests on

the switch housing fixed con~tact point and the other
POS. 4 supports the switch spring. A standard AN3102-12S-4P
r----~
fitting which includes the single wire contact prong and
the prong insulator is fitted over the face of the switch
and is held in place by four attaching screws. To make
the switch oil tight, gaskets are included between the
Ipj jg receptacle and the switch body, and between the switch
JL__ body and the adapter.
Fillider Head Screw 10 Pre~lure Cvtout Switch

2 Lock Wolher 11 Swivel clamp Bolt
POS~Z
PRESSURE WTOVT SWITCn 3 Plain Woler )2 Garlret
POS1TION NUMBERS.
4 Receptacle 13 Elbow
5 Ga~tet 14 Golket
6 Fillirter Head Screw 15 Ball
7 Lock washer 16 Spring

8 Plain washer 17 High Pressure Valve
Figure 1-16. Adapter Assembly 2 casket 18 Ad.pter
Q
Section I
4io
1 Fillilter Head Screw 4 Receptacle 7 Spring 10 Pin

2 tack Washer 5 Gasket 8 Piston Assembly 11 Housing
3 Plain Washer 6 Shim 9 Fixed Contact
Figure 1-17. Differential Pressure cut-out Switch
1-50. FEATHERING PUMP. A feathering pump is point where the three holes pass the end of the valve
used supply high pressure oil to the propeller during
to seat. Oil then ffows from the discharge portion of the
feathering and unfeathering operations. The pump itself valve chamber to the intake port, and when the dis-
consists essentially of a pair of closely machined charge pressure decreases to a point where it is insuf-
pressure-loaded steel gears contained within a housing, ficient to overcome the force of the control spring, the
and driven by a 24 Volt DC electric motor. The intake valve closes. The bleed from the governor back to the
and discharge ports are located in the cover. An integral feathering pump shuts off at 400-600 psi. The pump
relief valve bypasses oil from the discharge port back to relief valve opens at 1150-1250 psi´•
the intake port when the output pressure exceeds the 1-S1.PUSH-BUTTON SWITCH. The push-button
relief valve setting. The valve moves in and out of a control switch of the switch and
consisting a holding
valve seat contained between two portions of the valve coil is used in with the switch for
conjunction cutout
chamber. A hollow machined guide with three equally controlling the propeller feathering and unfeathering
spaced holes is provided and which permits oil entering operations. A knob is attached to the contact pin assem-
the hollow section from below the valve to raise it to a bly and the pin assembly inserted in the switch shell
~C4s,
Figure 1-18. feathering Pump and _M_otor~_ figure 1-19. Push-button Switch
___
ORIGINAL
As Received By
ATP
Section I
Paragraph 1--51
which also contains the holding coil. When the holding wire terminals from turning. Feathering is accomplished
coil is energized, the switch push button is held in
not
by depressing the switch knob under which condition
the normal open position by a spring which fits between
the holding coil retains the switch in the closed position
the pin assembly and the spring seat. Attached to the
shell by screws is the brush holder assembly which
untilde-energized by the cut-out switch when feathering
is completed. To unfeather the propeller, the switch
includes brush and contact strips. The terminal screws
enter elastic stop nuts staked into the molded terminal k"ob is manually held in the depressed position until
board, and recesses in this terminal board prevent the the propeller windmills and the governor~takes over.
Section II
PorogrnPhs 2--1 50 2--5
SECTION II
INSTALLATION
2-1. The 22030 propellers prepared for insollladon on spacer. Connect the de-icing fluid supply tubing to the
the engine-propeller shaft consists of the barrel and feeder tube. Make certain all connections are tight.
blade assemblies, the dome assembly, and the distributor 2-4. It is not to wash down the propeller
necessary
valve assembly. (The de-icing device assembly if used, is prior to installation in order to remove the corrosion
secured to the hub.) Certain attaching parts are included preventive compound. Since the compound is soluble in
in´• the barrel assembly and are: the rear cone, the front engine oil, it has no ill ef~ects on either the engine oil
cone, the spider shaft oil seal group, the spider barrel or any parts concerned. However, it may be desirable to
seal, the propeller retaining nut, the hub snap ring, and remove the material from external surfaces to facilitate
the retaining nut lock wire. The attaching parts for the handling.
dome assembly consist of dome seal, retaining nut, and
2-5. If the propeller assembly has been standing idle
lock wires. The attaching parts used at installation of
for a considerable length of time, either in storage or on
the distributor valve assembly are the engine shaft bush-
an airplane, the blades packings may stick to the blade
ing, and a distributor valve gasket. shank. This condition causes high blade torque which is
2-2. To insure proper balance and dome-barrel gear
especially noticeable during feathering and unfeathering
preload, propeller should be kept
the assemblies of each checks. These sticking packings can be loosened up by
together propeller unit,
as a
working a small quantity of engine oil between the
2-3. On certain airplanes the de-icing device is not blade packing and the blade shank. To facilitate this
used. However, in the event the de-icing device is called operation, hold back the blade packing from the blade
for, it is recommended that these parts be installed on with about a .010 inch feeler gage, or use some other
the ~propeller assembly previous to installation. Install piece of thin shim stock which will not damage the
t;he feeder tube assembly on the engine using a .312 blade or packing and then work in the oil.
17 r16 r16 r13 r12 8~ 61 5~ r4 yl r3 r7
11 ’9 L14 2
io-si
12 Distributor Valve 17 Spider and Shaft Seal Washer

1 Cotter Pin 7 Dome Atsembly
Nut Lock Wire 13 Casket 18 89rrel Alrembly
2 Lock Wires 8 Propeller Retaining
3 Dome Retaining Nut 9 Propeller Retaining Nut 14 Engine Shaft Rushing 19 De-icing Device Arsembly
15 Spider and Shah Seal Ring 20 Rear Cone
4 Shim lO Snap Ring
5 "0" Ring Seal 11 Front Cone 16 Spider and Shah Seal 21 Propeller Shah
6 Preload Shim
Figure 2-1. Propeller Assembly Extended off Propeller Shah
´•I
Section II
oiled or left dry. To prevent possible seizure of the pro-

pellet retaining nut, apply a thin film of thread lubri-
cant or clean engine oil to the shaft internal and exter-
threads.
lanpropeller
daerht
2-11. Cover the shaft threads with a
protector or wrap with tape if a protector is not avail-

able. Lift the propeller assembly by means of the hoist
and sling making certain the propeller is held so that the
o.D. BLADE SnANn blank spline in the spider is in line with the wide spline
.OBO APPROX. CLEARANCE O and that proper blade
on engine-propeller shaft,
the
clearance is provided for the work stand. Install the
propeller on the shaft.

Note
On most new engines, oil and corrosion pre-

BARREL PARTING LINE vendves are flushed from the cylinders prior
to installation of the engine in the airplane.
Figure 2-2. De-icing Device Nozzle Installation In the event this has not been done and the
engine has been

standing idle for an appre-
ciable time after propeller installation and be-
Note
fore engine run-up, the portion of the cylinder
On those propellers having restrained blade interiors wiped clean of the protective coating
packings and special washers, the minimum due to propeller rotation during installation
clearance between the blade shank and washer
may corrode. In such a case, it may be well to
ID is .010 inch. If the clearance is less, the install the propeller on the shaft while it is
washer should be replaced with a like washe~
still in the dead center position with the wide
which will permit this clearance,
spline aligned with number one cylinder as is
customaty. This will eliminate turning the
2-6. PREINSTALLATION CHECKS.
shaft.
2-7. Before installing a propeller, all parts which are
accessible without disassembling should be visually 2-12. Remove the thread protector (or tape) from the
examined for damage and checked for fit and freedom shaft. The spider-shaft seal group consists of the spider-
of movement All traces of corrosion and all raised shaft oil seal washer, spider-shaft oil seal, and the
edges of
nicks, burrs, cuts, galling and
scoring on join- spider-shaft oil seal ring. Install these parts over the
ing surfaces of attaching parts shall be carefully stoned shaft in that order to ~t outboard of the propeller
down. All small metal particles following any stoning or splines. The open end (or lips) of the seal faces for-
ward away from the engine. Use blunt soft instru-
dressing of propeller parts should be removed. If carbon or a
tetrachlorideor any other recommended cleanser is used, ment while installing the seal to aid in seating it without
make certain all traces are finally removed and the parts damage.
thoroughly dried.‘In order to protect the synthetic rub- 2-13. Apply a thin film of thread lubricant or clean
ber seals and packings, use either carbon tetrachloride engine oil to the inner diameter of the propeller retain-
or straight-run gasoline. Do not use aromatic fuels for ing nut.
cleaning a propeller. Note
2-8. Inspect the propeller shaft splines and threads At this time or previous to the installation of
for nicks, burrs or similar damage. Dress down any such the propeller, the engine-shaft bushing, if used
imperfections with a fine stone and polish with crocus may be installed for convenience.
cloth. Wash the shaft with a recommended cleanser and
2--14. Install the front cone on the propeller retaining
allow to dry thoroughly afterward applying a light fi~lm
nut. These parts are made so that the groove incorpo-
of clean engine oil to both outside and inside of the
rated inside of the front cone matches with the flange
propeller shaft.
at the. base of the retaining nut. Turn the blades to
2-2. PROPELLER INSTALLATION. low the toothed of the blade
pitch to move portion
2-10. Install the rear cone with its slot in line with gear segments down into the hub, thereby providing the
the centerline of the wide spline on the propeller shaft necessary clearance which will allow installation of the
and move it back until it contacts the propeller shaft propeller retaining nut and front cone halves. The ends
thrust bearing nut. The cone and shaft may be lightly of the blade gear segments will contact the phenolic
W
Section II
spider ring; therefore, do not swing blades hard, but

CAUTION
turn slowly and only far enough to provide clearance.
Start the propeller retaining nut and attached front cone The valve should advance into the propeller
on the propeller shaft threads by hand. Install the front shaft smoothly and easily. If binding is noticed,
cone so that the parting surfaces of the two halves
remove the valve and check the threads of the
which are adjacent to the cone part number are in line shaft and valve for burrs, damaged threads,
with the wide spline centerline. Equidistance between the
cross-threading, etc. If binding persists, back
front cone halves should be maintained when applying off the propeller retaining nut two or three
torque to the propeller retaining nut;.
turns and then screw the valve into the shaft.
Backing off the nut relieves the compressive

CAUTION effect. Tightening the propeller nut will occa-
sionally reduce the internal dimensions of the

The propeller retaining nut should advance on shaft sufficiently enough to cause binding be-
the threads without binding or catching. If it tween the valve housing and the propeller shaft
does not, recheck both the retaining nut and
threads.
the propeller shaft threads for burrs, nicks, the
cross-threading, etc.
2-21. Tighten the distributor valve into the propeller
shaft using the proper socket wrench and a bar one foot
2-15. Tighten the propeller retaining nut on the shaft
long using a torque of 100-200 pounds-feet. While this
using the installation wrench in conjunction with
a bar.
torque is being applied, strike the bar lightly near the
The required torque for this operation is 720 pounds- wrench with a hammer weighing 2.5 pounds. Repeat this
feet.
tightening operation until one of the locking slots on
2-16. In order to fully tighten the nut on the shaft, the valve housing is in alignment with the same locking
strike the bar close to the wrench with a hammer weigh- hole in the shaft as determined by the retaining nut.
ing about 2.5 pounds while the tightening torque is
being applied. Determine if one of the locking slots in CAUTION
the retaining nut is in alignment with one of the holes
in the propeller shaft. If not, continue tightening until Under no conditions should the valve
housing
one slot and hole are in alignment. Spacing of the slots
be backed off slightly in order to obtain
even
in the propeller retaining nut with respect to the holes slot and hole alignment. If this alignment can-
not be obtained without exceeding the specified

in the prcpellet shaft is such that alignment of a slot and
hole will occui at each five degrees of rotation. torque, remove the distributor valve and rein-
stall it using a new gasket.
2-17. Compress the propeller hub snap ring and install
it in the spider snap ring groove. 2-22. Insert the propeller retaining nut lock wire in
the lock wire groove of the retaining nut and make cer-
tain that the extended portion of the wire fits through
the propeller retaining nut and the propeller shaft and
Removal of the may be extremely dif-
propeller locks into a slot in the valve housing.
ficult if the hub snap ring is not in place.
2-23. INSTALLATION OF DOME STOP RINGS.
2-18. DISTRIBUTOR VALVE INSTALLATION. 2-24. Prior to dome installation the high and low pitch
2-13. The installation of the distributor valves is varied stop rings must be checked for correct positioning in the
for the 22D30-305, 22D30-313, 22B30-317 propellers in dome. The cam track length determines the maximum
that an engine shaft bushing is required for the installa- possible angular travel of the cam bevel gear and conse-
tion of the distributor valve for the 22D30-305 propeller quently the blade range. The stop rings determine the
on a reworked engine shaft, This.is because of the dif- actual angular settings (operating limits) always shorter
ference between the inner thread of reworked than the maximum possible range. The relationship of
and standard hydromatic proissoneeE engine shafts The the blade gear segments to the rotating cam gear deter-
distributor valve for the 22D30-313 and -317 propellers mines where the blade angular range is positioned. The
is installed only hydromatic shaft.
in the standard gear ratio between the cam bevel gear and the blade
2-20. Install the correct gasket inside the propeller gear segment is 4:3 and determines the actual angular
shaft. Make certain that the engine shipping plug is travel of the blade forgiven angular travel of the cam.
a
removed from the shaft. Apply a thin film of thread I" other words, degree movement of the rotating
a four
Cam p’oduces a three degree movement of the blades.
lubricant or clean engine oil to the threads on the base
of the distributor valve. Screw the valve into the pro- 2-25. The angle between adjacent teeth determines the
peller shaft by~ hand, major steps ~f indexing theblade to the cam. Without
Section II
Poragrophs 2--26 to 2--31
Assuming las is required) a basic low blade

angle of 13 degrees and a feathering angle of
86 degrees is required. The index angle number
on the low pitch stop ring must be equal to or
lower than the required low angle. Since the
markings on the rotating cam are increments

of five degrees we therefore select number 10
degree marking on the low pitch stop ring and
install it on the rotating cam to mesh with its
degree marking of 13. The high pitch stop ring

will also use the number 10 as its indexing
angle meshing it with the 86 degree marking of
the rotating cam four teeth clockwise of the 82
degree mark on the cam. The blade segmental

gears will be installed with the serrations at
the 10 degree marking on the gear mating with
the arrow-indicated serrations on the blade
Figure 9-3. Inspecting Setting of bushings. As the operating range is 83 degrees
Low Pitch Stop Ring and the basic range is 73 degrees, ten degrees
of cam track will not be in the operating range.
2-28. In~order to rings from falling

prevent the stop
out of the dome, it is spring the stop
permissible- to
rings slightly out of round so as to provide sufficient

friction to hold them against their own weight. The low
pitch stop ring is installed first and the high pitch stop
ring last.
2-29. DOMEINSTALLATION.
2-30. After the high and low pitch stop rings have
been correctly installed, the required number of preload
shims should be placed over the locating dowels and
pitch stop pins.

Note
i~n 1 The position of the dome assembly in the bar-

rel is regulated by contact´•between the base of
Figure 2-4. Inspecting Setting of the fixed cam and the dome-barrel shelf on
High Pitch Stop Ring which the dome assembly seats. By selecting
the correct number of shims to fit between
changing the position of the rollers on the cam track,
these surfaces, manufacturing tolerances on all
the blade range can be shifted the amount of tooth angle the subject parts may be compensated for and
tin this case 7.5 degrees) by reindexing the gear segment
to the bevel gear. This permiSs selection of various
cam
a predetermined clearance established between
mating teeth.
blade angle ranges for the same cam range. The index-
ing is automatically accomplished by use of stop rings Using the proper tools, rotating cam to either
move the
properly selected for the range desired. blade
the low high pitch
or angle and then rotate the
2-26. Two stop rings serrated on their ID to match blade to the chosen angle. By setting the dome assembly
with serrations on the OD of the rotating cam are used and the blade assemblies at the same angle, the mating
to set the low pitch blade angle and full feathering blade teeth will mesh properly.
angle. The stop rings are stamped with four numbers as 2-31. Lift the dome assembly into position and align
shown with five serrations representing five degrees the locating dowels of the dome with the small locating
between numbers. Both rings are identical in construc- holes in the barrel shelf. Make certain that the dome
tion and marking functionally interchangeable.
and are slides over the distributor valve evenly without damage
2-27.The following example will serve to illustrate to the valve czr tb the piston sleeve. If the dome retaining
the procedure used in setting the stop rings in the dome nut and seal have not been installed over the dome it
assembly to obtain the required blade angles: should be done now. Start the dome retaining nut on the
a
Section II
o 1 o
I 1I _3 1 :I __1
8*RREL ROTATING .011 CLEARANCE

CAM
0.96J
0 .882+ .8L2
0.803-.852= .O11 CLEARANCE

0.011 SPEUFIED.OOJ TO.007 IN.
Snl~S=TOTAL CLEARANCE
Figure 2-5. Checking Gear Preload Clearance
barrel threads by hand and then use the proper wrench a. hoisting sling.
Install the
and bat. Tighten the dome retaining nut using b. Back off the
a torque propeller retaining nut and attached
suf~cient to seat the dome on the barrel shelf
(approxi- front cone. Whenthe retaining nut is backed off the
mately 250 pounds-feet). Then tighten to 720 pounds- propeller shaft, the outboard ledge of the front cone
feet. Install the two dome retaining nut lock wires and will contact the hub snap ring and jack the propeller
cotter pin´• off the rear cone.
2-32. Check the high and low blade angles using Cover the shaft threads with thread
a c. propeller a
protractor at the blade reference station. The angles protector, or wrap with tape, if
protector~is not available.
should be the same as the high and low pitch settings of
d. Remove the spider-shaft oil seal ring, seal, and
the stop rings within +.50 this check insuring that the
washer. The seal can be removed in good condition if the
correct relationship between the blade gear segments
propeller is ~rst moved back the shaft, and the, seal
on
and the cam gear has been obtained. carefully guided over the propeller shaft threads.
2-33. REMOVAL OF PROPELLER. e. Remove the propeller from the propeller shaft.
2-34. In general, the procedure for removing the pro- f. If another propeller is not to be installed immedi-
peller is the reverse of the installation procedure. In ately, clean, oil, and then cover the propeller shaft.
removal of the dome assembly, care must be taken not to g. If the propeller is to be left in storage for any
damage retaining nut oil seal. Turn the blades
the dome length of time, protect all metal surfaces by applying a
into full high pitch and remove the dome. The dome is
coating of corrosion preventive after first cleaning with
usually filled with engine oil and provision should be either Varsol, ALMSafety Cleaner #15 or methyl
made to take care of this oil which is to be discarded alcohol. The recommended corrosion preventives are:
when the dome is removed from the propeller. Lift the
Tectyl 506, Cosmolene 266, Compound 70416B, C~mo-
dome assembly off on a line parallel with the shaft so as lene 1123.
not to damage the distributor valve.
2-37. REMOVAL OF DE-ICING DEVICE. If neces-
sary, disconnect the feed bracket from the engine nose

CAU~ION
section and then break hose coupling between slinger
ring and bracket and tube assembly, leaving the coupling
Unless the propeller retaining nut lock wire is
secured to either the slinger ring or the bracket and
removed before the distributor valve is turned,
notzle assembly. Remove bracket and nozzle assembly
the locking splines on the valve will be dam-
from locations at barrel bolts nearest leading edge of
a~ed.
each blade. Remove slinger ring.
2-35. Back off the propeller retaining nut two or three
the 2-33. CONSTANT SPEED CONTROL.
turns to relieve any compressive effect on propeller
shaft and remove the distributor valve. 2-39. PRE-INSTALLATION CHECKS.
2-36. The following steps will complete removal of the 2-40. To install the constant speed control (governor),
propeller from the shaft. remove the mounting cover from the mounting pad on
W
Section II
Poragraphs 3--41 to 2--44 ORIGINAL

As Received By
ATP
CLOCKWISE PLUG 8-8
BODY
PLUG
i
BASE
PLUG
Assembly Liner and Drive

InstalledA,-Y
Figure 2--6. B
´•,III
´•´•-H
Figure 2-8. Diagram of Body and Base Oil

Control Plugging
2-42. Determine freedom of movement of the control

by turning the drive gear shaft or by removing the
head and turning dy-weight cup since the head
the
should be removed during installation. Abnormal bind-
ing or dragging due toimproper k or foreign particles
in the mechanism will usually be revealed by this pre
liminary test. In cold weather, the increased viscosity of
´•I the oilsurrounding the parts may cause increased resist-
ance to rotation. In a new control, a similar condition
Figure 2-7. Checking Freedom of Movemenf
due to corrosion preventive con~pound may exist. It is
with Flyweight Cup
not necessary to remove the corrosion preventivefrom
fhe governor as it does not interfere with proper oper-
which the unit is to be installed. Make certain that the
ation and should cause no trouble when absorbed into
engine shipping gasket included bteween this cover and
the engine lubricating system.
the mounting boss is removed, since its use for installa-
tion of the control would result in malfunctioning of the 2-43. OIL CONTROL PLUGGING. Check the gover-
unit. No gasket is used, therefore the mounting pad nor for proper rotation by noting the location of the oil
must be free from irregularities. The assembly liner control plugs in the base and the body, since the control
should be put into position over the gun synchronizer incorporates a gear type pump, it is necessary that the
drive ball beating. Then the bevel gear should be oil inlet and outlet passages be on the correct sides of
installed. the pump according to the direction of pump gear rota-
tion.
2-41. There should be no doubt as to the satisfactory
operation and rpm setting of the control. If
correct 2-44. Since the control uses a 35 degree angular base
doubt is present, the control should be checked in (Model 2) the direction of the governor drive is deter-
accordance with procedures outlined in Section 4-8. mined by viewing the angular face of the base rather
W
ORIGINAL
Section I´•I
As Received By
ATP
SHAFT ROTAT
,p~
co’"$~98,
~p"
;OVYINO~ 9
1Pa
I
’:o
r’ t I s5"+4’
TAKE OFF R.P.M.

STOP SCREW
IDJVSTMENT
RANGE
Figure 2-9. Checking Backlash with Figure 2--10. Pulley Travel Chart
Flyweight Cup
than the engine mounting pad. If the direction or rota- pulley, and a circular washer on the outboard side.
tion of the gear in the base is clockwise, (holes "B" are Tighten the castellated retaining nut with a torque of 60
plugged) and if the direction of rotation is counter- pound-inches, and lock with a cotter pin.
clockwise, the holes "A" are plugged. This procedure is
necessary because the direction of the control drive is CAUTION

reversed by the auxiliary drive in the base. The "B"
controls used To prevent the hard steel control shaft from
holes are plugged in the constant speed
in these propeller installations as the gun synchronizer broaching the comparatively soft aluminum
drive is counterclockwise. pulley, make certain that the hex washer is in-
cluded on the inboard side of the‘pulley.
2-45. CONSTANT SPEED CONTROL
INSTALLATION. 2-48. If the governor speed range has previously been
2-46. Install the governor in place over the attaching set on a test rig, the pulley should be in its corrected
studs aligning the bevel gears with each other. Tighten numbered with respect to the index line on the
position
the hold-down nuts evenly. special
Two studs are needed end of the control shaft. The correct relationship allows
with this base shown. Safety the nuts in pairs; self- satisfactory speed
as the governor to operate through a
locking may be used except for where the

nuts two
range; namely, from the low rpm setting established by
special studs are used. the low rpm adjusting screw in the rack assembly to the
high rpm setting established by contact of the pulley
CAUTION stop pin with the high rpm adjusting screw on the gov-
ernor head. If the pulley stop pin is moved to an adjacent
Since this governor is used on a rear auxiliary hole in the pulley, the high rpm setting of the control
drive pad it has a one piece drive shaft and an will be changed approximately 250 rpm. Turning the
additional check for binding should be made. external high rpm adjusting screw one complete turn
Remove the governor head assembly if this has changes the high rpm setting approximately 25 rpm. The
not already been done. Check the governor for
relationship between the governor’pulley travel in
freedom of movement by turning the ~arelght degrees and the governor speed setting is shown in
cup during the tightening procedure. As an ad- Figure 2-r0.
didonaI prec~audon, check the governor for
differ- Note
freedom with the engine shaft turned to
When satisfied and when the base The pulley should be installed with the cable
ent positions.
is secure; reinstall the governor head always tangent to this pulley both sides of
assembly, on
the cable clamp;

2-47. If the pulley (if used) is not already on the
governor and if required, it Should be installed in its 2-49. To use thesediagrams, first multiply the maxi-
correct angular position on the hex sectioh of the mumengine rpm by the governor drive ratio. As an
hex washer inboard of the example: If maximum engine rpm is 2300 and the
governor control shaft with a
Section II
governor-engine drive is 1.144:1, maximum governor position. This procedure minimizes the amount of adjust-
ment required to obtain the correct relationship between
rpm would be approximately 2630 then read opposite
2630 to obtain a maximum pulley travel of 106 t 5 the pulley range, control cable location, etc. The control
degrees. Also multiply minimum engine rpm by 1.144 cable should never be excessively tightened since this
and take the difference between this and high governor results in undue wear on the control shaft and the shaft
rpm to obtain pulley travel. Allow a tolerance of +5 bushing. Satisfactory operation is obtained if the cable
degrees on all control shaft rotation calculations is under a tensile load of approximately 20 pounds. In
obtained from these charts which are primarily for 1200 adjusting the control cable tension it is necessary that
rpm minimum settings only. the rack contacts the allowance be made for movement of the engine on its
governor head casting establishing the low setting, the flexible mounts. Many operators have found it con-
scribe line on the control chart will be in line with the venient to compensate for this engine movement by
zero position on the chart. Therefore, to obtain the installing a constant loading device at some convenient
required pulley travel on installations where the mini- point in the control cable line. With the control pulley
mum setting is above 1200 rpm, note the pulley degrees at the high rpm position and the cockpit control 1/8 inch
marked on the charts opposite the desired low rpm set- from its full forward position, secure the control cable
ting and subtract this value from the pulley degrees to the pulley with the cable clamp.
marked opposite the high rpm setting. The scribe line is 2-52. Five external oil lines are required: one leading
also used to indicate one of the six numbered
pulley from the engine supply (engine pressure line) and calls
positions stamped opposite the pulley hex center hole, for the installation of a plug having a .250 internal pipe
If the governor is being reinstalled on the same aircraft, thread. A line leads from this plug and connects to a tee.
the correct angular position of the pulley should have Two lines from the tee lead to the supply side of the
been noted when the unit was removed, control and to the engine pressure side of the differential
2-50. Secure the control cable

to the pulley by cutoutswitch. Another line in the system leads from the
pulley
drain port of the control to the engine oil tank vent
tightening the cable clamp and then safety the castellated
nut with a cotter pin. Make certain the pulley is installed connection. A third section of tubing leads from the
in such a way that full angular travel is possible without control discharge port to the governor port of the trans-
pinching the control cable and that the cable clamp is fer valve and cutout switch adapter. The fourth line
positioned in such a way that it will not pull the cable leads from the transfer valve to the governor engine
out of tangency with the pulley. valve plug on the

engine nose section. The fifth line
2-51. When a governor is removed from the engine it

leads from the feathering pump to the adapter. Gener-
is often more convenient to remove the pulley from the ally, 3/s tubing is used throughout the installation with
the exception of the 1/2 inch stainless steel tubing lead-
governor rather than removing the control cable from
the pulley, In this event, the numbered position of the ing from the propeller port of the transfer valve to the
pulley with respect to the index line on the control shaft governor engine valve port. To insure satisfactory feath-
should be noted and possibly marked on the pulley at ering and unfeathering operation, the line from the
the time of removal. At reinstallation, the pulley with feathering pump to the transfer valve which is also .500
the control cable attached is then reinstalled in the i"ch tubing should be primed before it is secured to the
same
transfer valve. The engine manufacturer’s instructions
should be consulted in making the installation.
2-53. CONTROL ADJUSTMENTS.
2-54. GENERAL. When installing the constant speed
unit it is important that the system used be so installed
as to permit the pilot to adjust the rpm accurately and
conveniently, and when once adjusted, -to have the gov-

ernor remain set on the desired rpm. If a cable arrange-
ment is used, it is important that the correct size be
installed in order that cable loading and resulting stretch
~I will be as small as possible. If the cable size is too small,

it may stretch with the result that lost motion and poot
adjustment of the rpm setting will be introduced into

the control system. A four inch diameter pulley is used
in this control system, measured across the smaller
(groove) diameter of the pulley. The recommended

Figure 2-11. Control Shaft Scribe Mark cable size is from .062 to.094 inch diameter depending
and Pulley Index Numbers upon the length of the cable.
B ORIGINAL
As Received By
ATP
Section II
Paragraphs 2--55 to 2-59
2-55. The total angular pulley travel required is that and can be set to govern at the proper rpm. Move the
which will give minimum rpm at one extreme, and take- control cockpit lever forward until the tachometer reads
off rpm at the other. The total travel of the cockpit con- the rated take-off rpm, and then without further mo\´•e-
trol should be so regulated as to give the total angular ment of the control shut down the engine. Turn the high
range required at the constant speed control unitplus rpm adjustment screw until it touches the
pulley stop
about 1/8 i"ch PINCH at the end of each cockpit control pin, and then lock this assembly. One turn of the high
quadrant travel. The installation should be adjusted so rpm adjustment screw will change the speed setting
that when the cockpit control lever is in its extreme for- approximately 25 rpm. If the correct setting cannot be
ward position the constant speed control unit is set to obtained within the limit of this screw adjustment, repo-
at take-off rpm. Under these conditions, the the stop pin in the pulley. Moving the pulley stop
govern
will be the adjustment pin into an adjacent hole changes the angular relation-
pulley stop pin against high rpm
screw. ship 20 degrees and the take-off setting about 250 rpm´•
It may be also necessary to reindex the pulley on the
2-56. GROUND TEST. If the propeller has just been
control shaft in order to avoid stretching the cable.
installed, the governor control should be moved back
and forth (through its entire range) several times with Readjust the control
linkage cockpit lever is
so that the
within ~s inch of its full forward position when the
the engine running at about half throttle to work the air
constant speed control pulley stop pin is against the high
out of the propeller before governor adjustments are
rpm adjustment screw. This setting should be the take-
attempted. It is assumed that the low pitch stops in the
off rpm setting for the installation. Minor adjustments
propeller are set low enough to permit the engine to
turn take-off rpm on the blocks at take-off manifold may be required after ffight.
pressure. Note
Note If the engine speed exceeds the proper high
With some installations, and depending upon rpm setting when the constant speed cockpit
the altitude of the held,
engine will’just
the control is moved to the full forward position,
turn take-oh rpm on the ground. This condi- it is possible that the governor setting is too
tion makes ground adjustment of the constant high, and the blade setting too low. To check,
speed control high rpm setting impossible since reduce the throttle, move the control lever to
the engine would continue to indicate a correct the full forward position, and then shut down
governor take-off setting regardless of how the engine. Check the low blade angle by using
much the actual setting exceeded the proper a protractor at the blade reference station
high rpm limit. Also, if the installation will which is the 42-inch station. If the low pitch
not turn rated take-off rpm on th belocks, stop ring is incorrectly set, remove the dome
ground adjustment of the control high rpm set- assembly and reset the low pitch ring after-
ting is impracticable. In both of the preceding ward reinstalling the dome. Recheck control
cases, the governor setting should be adjusted setting.
by flight test procedure described in paragraph
3-16. 2-59. If, with the cockpit control full forward, the
engine does not turn rated take-off rpm but does respond
2-57. The propeller Low pitch limit should never be to a slight Ieduct’ion in control setting, it is an indication
adjusted low that it would be impossible maintain

so to that the speed unit is governing but the setting
constant
flight in case the propeller goes to full low pitch. As a of the high rpm adjustment screw is set too low or the
rule, the low pitch angle which will give take-off rpm at control cockpit lever is reaching its full travel towards
take-off manifold pressure while the airplane is at rest the high rpm position without the pulley stop pin con-
will permit level flight at reduced power. tactiflg the high rpm screw. In the first case, readjust the
2-58. If with the low pitch stops in the propeller cor- high rpm screw to the proper setting. In the second
rectly set and the cockpit control in the full forward Ease, hold the cockpit control in the full forward posi-
position the engine speed increases as the throttle is tion (aIIowing for the I/s pinch), rotate the pulley in a
opened until it exceeds the rated take-off rpm, the pro- counterclockwise direction until the stop pin contacts
peller blades are in full low pitch and the constant speed the adjustment screw, and finally retighten the cable
control is incorrectly adjusted to govern at a higher clamp. This procedure should be continued until the
full take-off rpm is obtained. In extreme cases, it may be
rpm than required. To correctly adjust the linkage and
constant speed control unit, pull the cockpit lever back necessary to relocate the pulley stop pin one hole
slowly until the engine tachometer indicates a drop in CLOCKWISE from itsoriginal position. This will
rpm. This shows that the control is operating correctly
increase the rpm setting approximately 250 rpm; and as
Section II
stated, turn of the high rpm adjustment screw will

one pulley clamp, tighten the retaining nut and then secure
change the rpm setting approximately 25 rpm. It should with a cotter pin,
be noted that loss in engine power brought about by b. If convenient, leave the pulley attached to the con-
poor carburetion, fouled plugs, etc, may also be evi- trol cable at the time of governor removal. This elimi-
denced by the inability to obtain take-off rpm, and these nates handling. The cockpit control should be moved to
factors should be taken into consideration, intermediate
an position approximating cruising rpm
pulley is taken off the control shaft. Note the
before ~the
Note
pulley position number (marked on the outer pulley
It might be well to remember while making with respect the index mark the end of the
face) to on
these adjustments, especially when in doubt, control shaft. With the cockpit this incermedi-
control at
that when looking inboard at the pulley, coun-
ate setting, approximate
an balance between the speeder
terclockprise rotation of the pulley causes the
and balance springs is established. Therefore, when the
speeder spring compression to increase and the
pulley is removed from the constant speed control, the
fly-weights fall toward the center of the head. control shaft should remain approximately the same as it
This condition calls for an increase in engine
was when the cockpit control was still connected. As a
speed to bring the speeder spring and ~y- result, adjustment of the high rpm setting at reinstalla-
weight forces in balance or ONSPEED. There- tion will be greatly facilitated.
fore, to increase engine rpm, increase the com-
e. Disconnect the feathering line from the high pres-
pression of the speeder spring by either mov-
sure swivel fitting. The angular position of this fitting
ing the pulley stop pin in the clockwise direc-
should be marked with respect to the adapter.
tion (the pulley counterclockwise travel will
d. Disconnect the pressure cut-out switch line. The
increase) the required number of holes or by
turning the high rpm adjustment screw in the position of the switch should bC noted.
direction to increase the counterclockwise e. Disconnect the propeller line leading from the
travel of the pulley and its stop pin. Conversely, adapter to the engine nose section.
to decrease engine rpm, decrease the speeder from the
f. Disconnect the control drain line leading
spring compression. control base to the oil tank vent connection.
2-60. REMOVAL OF CONSTANT SPEED g. Disconnect the engine pressure lines leading from
CONTROL. the control engine pressure port to the adapter and
2-61. Disconnect cockpit control from unit. Following engine pressure outlet.
one of the two procedures outlined below will
removal h. Disconnect the control propeller line leading from
aid in re-establishing the same relationship between the the control the
to adapter.
cockpit control and constant speed control high rpm i. Remove the four control unit stud
mounting nuts
setting, thereby reducing to a minimum the amount of and the control.
remove
rpm adjustment necessary when the unit is reinstalled
on the engine. Note
a. If the pulley is to be taken off with the control, the If the governor is to be removed for any length
cable should be marked where it attaches to the cable of time and another unit not substituted imme-
clamp on the pulley. At governor reinstallation, insert diately, it is advisable to replace the governor
the marked section of the cable under the governor mounting pad cover on the engine.
Section III
SECTION III
OPERATION
3-1. PRINCIPLES OF OPERAn03Q. isolated as shown. Two

points on this imaginary sec-
3-2. GENERAL. The pitch changing mechanism of the tion are established the leading edge marked "A",
one at
Hydromatic propeller is a mechanical-hydraulic system and one at the trailing edge marked "B". For
purposes of
in which hydraulic forces acting upon a piston are trans- analysis, these points and the forces which act on them,
formed into mechanical twisting forces acting upon the may be considered as representative of any and all
blades. Piston movement causes rotation of a cam which points of a rotating propeller blade.
incorporates bevel gear. This bevel gear meshing with
a
Imagine point A as the center of a ball which is
a.
bevel gear segments attached to the butt ends of the
held within a given circle of rotation by a cord fixed at
blades turns the blades. The oil forces which act upon the same point as the center line of the propeller shaft.
the piston are controlled by the constant speed control.
Rotating the ball sets up a centrifugal force which tends
The single-acting governor directs its pump output
at all times to move the ball away from its axis of rota-
against the outboard side of the piston only during con- tion. This force may be represented by the
centrifugal
stant speed operation. During feathering and unfeather-
arrow C (or Fl whose direction is along the line con-
ing operations, auxiliary high pressure oil is directed to
necting the point with the axis of rotation; and continu-
the outboard and inboard sides, respectively, of the
ing the analogy of the rotating ball, the direction of the
piston by an independent system consisting of a pump, a arrow would be a prolongation of the cord holding the
transfer valve and cut-out pressure switch, using engine
ball to the center of rotation. The length of this arrow
oil as a source of supply,
is scaled to represent the force acting at any given time;
3-3. Use is made of three forces during constant speed
consequently as the speed of rotation increases, centri-
operation: engine oil, control oil, and blade centrifugal fugal force becomes greater and the arrow repIesent-
twisting moment about the blade centerline which tends ;,g this force become longer.
to move the blade towards low pitch at all times. This
latter force as shown in Figure 3-1 may be repre- b. Once the direction and magnitude of the arrow AC
sented by the arrows whose common point of origin is has been determined, it may be resolved into two forces
the propeller (or engine-propeller shaft) axis. To ana- at right angles whose final effect is the same as the origi-
nal These component marked AD
lyze blade centrifugal twisting moment, an imaginary arrow. arrows are
slice is taken in the blade and the resulting airfoil section and E.
CENTRIFUGAL TWISTING MO~ENT
2 ENGINE OIL
GOVERNOR OIL
RAM (X
ENGINE SHAFT
t~""
‘J~
I t
Figure 37-!´• Slacle Centrifugal Twisting Figure 3-2. Fundamental Forces Diagram
Moment Diagram
W
Section III
oo
CONSTANT SPEED
C~1P.FSSU.LOIL
ITli~ RETURN olL
oanlu OIL
F~ nuxiLI*Rr OIL
00
FEATHERING
-1
oo
UNFEATHERING
j\
DUMP VALVE ACTION
A
Section III
c. The same process applied to point B on the trailing peller operation are constant; for example, when the air-
edge of the blade results in an arrow (representing plane is flying level through relatively stable air. The
centrifugal force) marked BF, and its component arrows governor By-weights are rotating at the exact speed
BG and BH. necessary to develop the centrifugal force required to
d. If the hold the pilot valve in the closed position against the
imaginary airfoil section is taken out of
the blade and analyted separately as shown, force arrows compression of the speeder spring. In this position, the
AD and BG are still represented on the leading and trail- UPPe’ land of the pilot valve just covers the metering
ing edges of the blade. However, it now becomes appar- ports in the drive gear shaft. This shuts off the Bow of
ent that these forces tend to move the blade into low oil to or from the propeller through the propeller pas-
pitch and together they represent what is commonly Sage thereby maintaining the pitch of the blades. During
called the CENTRIFUGAL TWISTING MOMENT of a
this time, oil from the gear pump is bypassed through
the relief valve back the inlet side of the pump. At
rotating propeller blade. to
this time the pilot is raised just enough to compensate

e. As shown in Figure 3-2 oil at engine pressure,
fo’ internal leakages.
supplied to the inboard side of the propeller piston
to supplement the centrifugal twisting moment towards 3-G.UNDERSPEED CONDITION. This condition
low pitch during constant speed operation, is the sec-
may exist momentarily when engine speed drops below
ond force used to control the propeller blade angle. Con- the on-speed rpm setting as a result of the change in air
stant speed control (governor) oil taken from the en- flow the blades due decrease in forward
over propeller to
gine oil supply and boosted in pressure is the force that speed of the aircraft at climb. It may also
the start of a
balances centrifugal twisting moment and engine oil exist when the throttle manifold pressure selector is
or
pressure. By metering this high pressure oil to or drain- moved toward the closed position, or when the con-
ing it from the outboard side of the propeller piston, trol is moved toward increase rpm position. The de-
a force toward high pitch is provided which balances and crease in centrifugal force exerted by the flyweights (or
controls the two forces toward low pitch and thereby increase in speeder spring force) permits the speeder
regulates the blade angles by means of the cam and ringer to move the pilot valve down,, thereby opening
piston arrangement shown. the propeller line to drain and continuing to shut
off the booster pump from the propeller. The booster
pitch changing mechanism, by means of which
f. The
the previously mentioned oil forces are translated into gear pump still bypasses through the relief valve. As oil
blade twisting moments, consists essentially of the piston drains from the propeller, the blades move to a lower
operating in a cylinder, a pair of coaxial, cylindrical cams pitch, thus decreasing the load on the engine and per-
Ind bevel gearing. The´•piston and cylinder transform mitting it to gain speed. As engine speed increases, the
the hydraulic force into mechanical force and the cams flyweights will begin to lift the pilot valve toward the
transmit this force through the bevel gears. on-speed position. When the engine has been returned
to on-speed operation, the pilot valve will have closed
g. Only the steep portion of the cam tracks between
off the line to the propeller and the propeller blades will
the outboard end and the break in the track profile is
be held in the new pitch required by the changed flight.
used during constant speed operation. The slope of this
conditions.
portion of the cam track is such that the resulting me-
chanical advantage of the piston-came arrangement is 3-7. OVERSPEED CONDITION. When the aircraft is
relatively high. nosed down,the throttle setting is increased, or the gov-
h. The distributor valve does not shift during con- ernor control is moved toward the decrease rpm posi-
tion the engine speed may be for the moment above the
stant speed and feathering operations. This assembly
serves merely to provide Passages for the oil flow to and on-speed rpm setting, and the result is an overspeed
from the propeller dome. During the unfeathering oper- operation of the constant speed cdntrol unit. With the
ation thevalve does shift to permit entrance of high centrifugal force exerted by the By-weights momentarily
pressure oil to the inboard sideof the piston and dome. greater than the speeder spring force, the pilot valve is
A dump valve action occurs during this operation to lifted against the compression of the speeder spring,
relieve excessive build up of pressure by the action of the moving the top land of the valve above the outlet from
the booster pump and allowing the bottom land to
piston in uncovering a port in the valve which directs the
oil to the outboard side of the piston and to ~he source close off the passage to drain through the drive gear
of supply. shaft. Booster pump oil then flows along the pilot valve,
through the propeller oil line strainer, and into the pro-
3-4. CONSTANT SPEED.
peller oil line passage. The oil forced into the propeller
3-5. ON-SPEED CONDITION. The on-speed condi- by the gear pump moves the blades to a higher pitch
tion exists when the factors of flight which affect pro- increasing the load on the engine and reducing its speed.
A
Section III
sprrr, colrrrcoL
uouHm, ON VERTICIL /PWF\ II I\ FEAT)ILR
*VXIU*RI *CCUIORI
UNrL*T~OR
t..l
iLBi
.oszoR .094 FLEXIBLE
~TLELUBLT PUOHBUTTON
j;"
[I R~LAI
_j
1/,J
;I
nOPPER
CONNECTION jrl
i
IL ILinn
PROPL".S-1I II I I~
i iI
r;j
2
:~b""
4,-"
I
OIL ~TRIINLR
PREISURE G*VGE CONNECTION

DI?)CN*PGE LINE
?~D10i i
C*UTION.TD PROVIDE *N QPTIO-
N*L NUNS OF OBT*ININC *N
ENGINE PRESWRE OIL LINE.
C*IN BEINDEXED ~.O´• IROUNO

mts AXls *HD CUPED mERE D~SIRED.
CUT-OUT SWIXCH CIN BE
IN *II´•1 ONE Or FOUR
TR*WLR VALVE CUT-OUT
EPWLU SP*QD *BQUT fHI~
SwlTCn ADAPTER
Figure 3-4. Suggested Hydraulic and ~lectrical Systems installation
As the engine speed decreases, the centrifugal force inboard under the auxiliary pressure at a speed propor-
exerted by the fly-weights also decreases, permitting tional to the rate at which oil is.supplied. As before,
the speeder spring to move the pilot valve toward piston motion is transmitted through the cam rollers
the closed position, which in turn carries the upper land operating in the oppositely inclined cam tracks of the
of the pilot valve over the propeller line port and shuts fixed and rotating cams into blade twisting moments
off the how of oil to the propeller. The bottom land of through the bevel gears. When the pressure on the out-
the pilot valve still closes oh the passage to drain and board side of the piston increases to a predetermined
except for a dow of oil to replace internal leakages, a value, a pressure cut-out switch automatically opens and
static condition exists with all forces balanced in the pro- de-energites the holding coil releasing the feathering
peller and control. Excess booster pump oil is bypassed push button control switch. Release of this switch breaks
through the relief valve. the solenoid relay circuit which in turn shuts off the
3-8. FEATHERING. The feathering operation is be- feathering pump motor. The pressure in both the in-
board and outboard sides of the piston drops to tero
gun by depressing a push-button switch which allows
a"d fhe propeller blades remain in the feathered pos-
battery current to flow through a push-button holding
coil and through a solenoid relay. Closing the solenoid ition by virtue of balanced aero-dynamic forces. The
establishes a circuit to the auxiliary (feathering) pump. high pressure transfer valve shifts to its normal position
once the pressure in the feathering oil line drops below
The feathering pump picks up engine oil from the oil
that required to hold the valve in the open position.
supply tank, boosting its pressure and supplies it to the
constant speed control high pressure transfer valve. 3-9. UNFEATHERING. To unfeather, the feathering
Oil flows to the swivel fitting and clamp bolt of the swvitch is depressed and held in. As in the case of feather-
transfer valve moving the valve and ball against the ing, this completes the circuit from the battery through
spring thereby disconnecting the constant speed con- the holding coil and also from the battery through the
trol from the propeller circuit. At the same time, the solenoid. Closing the solenoid establishes the circuit
valve connects the pump to the same passage that was from the battery to the pump unit and the pump supplies
used to conduct control oil to the propeller. Oil hows oil at high pressure to the transfer valve. This auxiliary
through this passage through the distributor valve and oil entering through the transfer valve again disconnects
to the outboard side of the piston. The piston moves the governor from the system and the high pressure
g
Section III
oil is admitted to the propeller line. When unfeathering a. cockpit constant speed control to the high
Set the
begins, the piston is at the extreme inboard position rpm position and start the engine warming it up in
and oil enters the inboard side of the piston. As pres- accordance with engine operating instructions for the
sure on the inboard piston side builds up, pressure installation. When the engine is started the inboard side
against one of the distributor valve lands increases and of the piston and dome will fill with engine oil. This
when it becomes greater than the combined opposing pressure in conjunction with the blade centrifugal
forces of the distributor valve spring and oil pressure twisting moment will hold the blades against the low
behind the spring, the distributor valve shifts directing pitch stops. With the blades in full low pitch and the
auxiliary pressure to the inboard side of the piston. actual engine rpm lower than for which the control is
Once the valve moves, passages through the valve are set, the engine rpm will vary with engine horsepower
changed. As the piston moves outboard under auxiliary output. Under this condition, the magnetos may be
pressure, outboard oil is discharged into the engine checked at suitable power by watching the tachometer
lubricating system. At the same time pressure at the cut- for a drop in engine rpm as the magneto switch is cut.
Switches increases and the switch opens. However,
out b. After completing the engine warm-up period,
the circuit to the feathering pump is held closed until advance the throttle to some intermediate (65 to 70 per-
unfeathering is started and until the
propeller com- ,,,t.f normal rated) engine speed; for example, 1800
mences to windmill and the engine attains a predeter-
rpm. Move the constant speed cockpit control to the
mined speed. As the blades unfeather, they begin to minimum rpm position. At this control setting, the
windmill assisting the unfeathering operation by the
engine will be turning faster (overspeeding) than
added force of the centrifugal twisting moment. When which the control has been set and the control will sup-
the engine speed has increased because of the windmill- oil the outboard side of the piston. In 35 to 45 sec-
ply to
ing, the operator manually releases the feathering pump ends, the outboard end of the dome will have filled with
motor. The pressures in the distributor and transfer oil and the blades will move toward a higher pitch. This
valves decrease allowing the distributor valve to shift the minimum gov-
action will change the engine rpm to
under distributor valve spring pressure. This action

ernor setting.
reconnects the constant speed control with the propeller c. After the inboard and outboard ends of the dome
and establishes the same oil passages through the dis- the governor control
have been filled with oil, move
tributer valve as were used during constant speed and
several times between the minimum and maximum set-
feaihering operations. tings tallowing time for engine speed to follow the
control) to eliminate trapped air from the propeller

Note
system. Engine temperatures should not be exceeded.
To prevent excessive pressure build-up and ad-
d. Move the control to the high rpm position,
loading on the low pitch stop ring lugs on the
vance the throttle, and make the customary check of
inboard side of the piston and dome during
the unfeathering operation, a port which is
manifold pressure against engine rpm.
uncovered by the outboard movement of the Note
piston, "dumps"~ the excessive pressure to the Exceptionally high torque within the
propeller
return side of the spstem. may contribute sluggish propeller response
to
to rpm settings. If sluggish response is reported,
3--10. OPERATION INSTRUCTIONS. it is recommended not only that auxiliary
3-11´• GROUND TESTS. The procedures outlined in equipment be thoroughly checked in accord-
ance with applicable service manuals, but that
thisparagraph are operation of the
SUGGESTIONS for
the dome assembly be removed and check a
propeller..To account for changes in this procedure
of blade torque be made. If the torque exceeds
which are peculiar to any given installation, consult the
the specified high limit, (35 10 Ibs-ft) or
engine or aircraft manufacturer’s handbook.
interference is encountered in smooth opera-
3-12. GOVERNING ACTION. After completion of tion of the blade within the torque pull range,
propeller installation, move the blades into low pitch by it is recommended that the propeller be re-
means of blade persuaders. Make certain that the correct moved from service for disassembly and inspec-
angular relationship between the rotating cam gear and tion of the blade thrust washer area.
the blade segmental gears have been established. This

3-13. FEATHERING AND UNFEATHERING.
can be checked by using a protractor at the blade refer-
ence station (42 inch sta.). The low pitch angle should
3-14. The following procedures are suggested.
agree with the low pitch stop setting
in the dome a. With the engine operating at approximately 1500
rpm and 22 inches Hg manifold pressure, depress the
assembly.
Section III
Paragraphs 3-15 to 3-18
engine scavenge pumps return the excess oil to the tanks;

two, the oil is hot and the propeller feathers and un-
f~
A feathers faster and
reducing
hot oil and
the load
on
on
lower pump pressure, thereby
the electrical system; three, the
rotating engine parts allow a lower engine

oil back pressure during feathering and unfeathering
(this back pressure is caused by the displacement of
approximately three quarts (.625 Imp. gals.) of pro-
peller oil into the engine lubricating system when the
propeller is feathered or unfeathered); and four, the
feathering test is made with oil of relatively low vis-
cosity which approaches more closely the conditions
under which the propeller would be feathered in flight.
3-15. FLIGHT TESTS.
3-16. CONSTANT SPEED CONTROL. Some instal-

lations may not turn up take-off rpm on the blocks. In
Figure 3-5. Cherking Blcrde Torque these cases, the low pitch angle setting in the propeller is
such as to prevent obtaining take-off rpm at take-off
feathering switch. When the propeller has reached the manifold pressure during ground run-up, and it is nec-
full-feathered position, the switch will automatically essary to make the control system adjustments after a
open, and engine rpm will have decreased to approxi- testflight. This is accomplished by initially setting the
mately 500. control high rpm adjustment well above the take-off rpm
Note position and jogging the cockpit lever in flight until
the engine turns full take-off rpm as indicated by the
TORCHING at the exhaust outlet may occur.
the
tachometer. When this speed has been obtained, land the
Usually, engine will continue to run after
airplane without
disturbing the control from this posi-
the propeller has been
completely feathered on tion. Then reset the high rpm adjustment screw until it
the ground. In this case,
engine oil pressure
maintained on the inboard piston side may be
just touches the pulley stop pin, and readjust the linkage
sufficient to unfeather the propeller without system until this pulley setting is attained with the
assistance from the feathering pump. This cockpit lever ~s inch from its full forward position. If
take-off -rpm cannot be obtained in test’ flight even with
condition will be evidenced by a slow but
the cockpit control in the full forward position, it is an
but steady increase in rpm.
indication that the constant speed control unit is govern-
b. Immediately after the feathering test has been sat- ing at somewhat lower-than-maximum rpm. Under these
isfactorily completed, again depress the push-button conditions it will be necessary to land and readjust the
switch and hold it down while the propeller is being linkage to the pulley by rotating the pulley in a counter-
unfeathered until the engine rpm increases to approxi- clockwise direction and installing the cable in a position
mately 1000. which will insure rated power. The installation should
then be again flight tested to check for the correct high
c. Release the push-button switch. The engine will
return to the control of the governor. rpm setting.
3-17. FEATHERING PROCEDURE.
3-18. Operating the controls in accordance with the
1 CAUTION
c~unohl
procedure outlined below will permit featheting the pro-
To avoid overloading the engine sump, do pellet in the shortest possible time. If the throttle is
closed before the feathering push-button switch is oper-
not repeat the feathering and unfeathering
test until the engine has run for at least ated, the propeller will move to a lower pitch since the
two minutes at approximately 1000 rpm. constant speed control is set to hold a predetermined
engine speed. However, if the governor control is moved

d, The above method method qf testing the feathering to a lower governing speed before the feathering push-
operation with the

engine running has several impor- button switch is actuated, the blades would assume a
tant advantages not attainable when feathering is carried higher angle but the total time to feather would be at
out with the engine stationary. They ate: one, it is not a rate somewhat slower than if the propeller were oper-
necessary to drain the engine sump after a feathering ated by the featheringpump. Again the net time to
cycle (to avoid loading the engine with oil) since the feather the propeller will be longer.
Section III
Paragraphs 3--19 to 3-23
3-19. EMERGENCY FEATHERING PROCEDURE. turn on generator switch (if used) and release the push-
3-20. The recommended in the button switch.
following steps are
event it becomes necessary to feather the propeller dur- i. Allow engine to warm-up at low rpm.
ing an
emergency period: 3-23. In connection with the feathering and unfeather-
a. Depress the feathering switch. ing operations of the propeller, the follbwing points are
b. Turn off fuel booster pump if used. important:
c. Move throttle to "CLOSED" position. a. Starting the feathering auxiliary pump, or other-
d. Set mixture control to IDLE CUT-OFF position, wise applying high pressure oil to the system for fea-
e. Turn off fuel supply to engine whose propeller is thering or unfeathering the propeller automatically
being feathered. disconnects the single acting constant speed control
f’om the system by means of the pressure-actuated
f. Turn off ignition switch after propeller has stopped
transfer valve. Upon reopening the feathering switch, or
turning,
g. Turn off generator switch of the engine with feath- discontinuing the high pressure oil, the control auto-
ered propeller. matically takes over and adjusts the engine speed to that
for which the control is set. This holds true provided
3-21. PRACTICE OR TEST FEATHERING PROCE-
the rpm at the time when the high pressure is discon-
DURE. To avoid hydraulic lock and excessive oil cool-
a
tinued, is sufficient to provide adequate control forces
ing in the lower engine cylinders, keep to a minimum the toward low pitch (approximately 500 rpm minimum).
length of time the propeller is left in the feathered posi-
b. The operation of the distributor valve is such that
tion during these tests.
the blades cannot be unfeathered by means of the auxil-
a. Reduce rpm and manifold pressure.
b. switch. iary high pressure until they have first reached the full-
Depress the feathering
feathered position. This is because the oil pressure
c. Turn off fuel booster pump if used,
build-up will not be high enough in the dome until the
d. Move throttle to "CLOSED" position,
pressure has increased enough to cause the distributor
e. Set mixture control to "IDLE CUT-OFF" position. to shift allowing the unfeathering passages to open.
f. Shut off fuel supply to engine whose propeller is Thus, after an interruption in the flow of high pressure
being feathered, oil, a reapplication of the auxiliary pressure will cause
g.Turn off ignition switch after propeller has the propeller to move toward the feathered position
stopped rotating, regardless of whether its direction of motion, prior to

h. Turn off generator switch of with feathered the interruption was toward the feathered or un-
engine
feathered position.
propeller.
3-22. UNFEATHERING PROCEDURE. Caution C´• feathering switch be closed thigh oil
Should the
should be taken regarding unfeathering in cases where p’essu’e applied) inadvertently, the feathering action
can be stopped and the propeller returned to constant
the propeller was feathered because of a damaged en-
gine, as returning the engine to operation may result in Speed control influence by manually reopening the push-
button´• switch (discontinuing high pressure oil supply)
further damage. Under such conditions, it may prove
impossible to feather the propeller again due to damage providing the rpm has not been reduced below about
500. If accidental operation of the feathering switch has
to oil passages in the engine.
resulted in complete or nearly so, feathering, the pro-
a. Move the governor control to minimum rpm posi-
peller should be unfeathered in the normal manner.
tion.
b. Crack the throttleapproximate starting position.

to
d. Oil pressure is required to hold the blades in
not
c. Depress feathering button one or two seconds only.

the full-feathered position. Proper setting of the high
pitch (feathered) stop can be checked by noting any
Propeller should windmill. If not, wait ten seconds and
tendency for the propeller to rotate. Once the blades
repeat. Several attempts may be needed.
have been feathered and rotation stopped, torque-
d. Turn on ignition switch after propeller has turned
producing aerodynamic forces are in equilibrium and
at least three revolutions.
the propeller will not windmill.
e. Turn on fuel supply.
e. Due to viscous oil in the propeller system at low
f. Turn on fuel booster pump,
temperatures the pressure at the cut-out switch
may
g. After fuel pressure is attained, move mixture con- reach the operating pressure of the switch before the
trol to "AUTO-RICH" and adjust throttle to proper
propeller reaches the fully feathered position. This
manifold pressure for engine warm-up. causes the feathering switch to release prematurely. If
h. When the engine reaches approximately 1000 rpm this condition is encountered, the feathering switch
Section III
should be depressed each time it releases. The switch the mixture control to automatic rich. With these set-
should not be held in continuously as the pressure due tings,the power output of the engine is controlled by
to viscosity of the oil may then build up sufficiently the throttle during approach and glide. Advance the
to shift the distributor valve and cause the propeller to throttle and propeller controls evenly and smoothly dur-
unfeather before reaching the feathered position. ing all operations.

f. If for any reason, the feathering switch fails to i. STOPPING ENGINES. Move the control to the
release when the propeller reaches the feathered posi- maximum rpm position. Follow procedure outlined in
tion, the distributor valve will shift to the unfeathering applicable technical publications to shut down the en-
position and an increase in engine rpm will be noted. In gines.
such cases, the feathering switch should be pulled out
After a delay of three seconds, j. DE-ICING OPERATION. The de-icing cockpit
immediately. two or to
the feathered
control should be operated to admit de-icing fluid as
allow the valve to shift back position,
to
directed by pertinent instruction for the particular instal-
the switch should depressed. When the feath-
again be
lation, if used.
ered position is reached as indicated by cessation of pro-
peller windmilling, the feathering switch should be man- 3-25. EMERGENCY OPERATION.
ually pulled out to avoid unfeathering. 3-26. OVERSPEEDING. Care should be taken to dis-
3-24. FLIGHT OPERATION. tinguish between momentary overspeeds may which
TAKE-OFF. Move the propeller control into the
a.
during a violent maneuver or if the manifold pres-
full take-off rpm position. Advance the throttle and sure is increased suddenly, and true run-aways in which
adjust the manifold pressure to the rake-off rating rec- the propeller is uncontrollable and may reach extremely
ommended for the installation.
high speeds. The former are due to a time lag required
b. CLIMB. For the climbing operation immediately for the constant speed control to react and the propeller
following take-off, first reduce the manifold pressure to change pitch. The increase in rpm over the governor
and then the propeller control to the climb condition setting is not large and after a brief period the rpm
specified for the engine. returns to the governor setting. With regard to a run-
mind.
c. HIGH SPEED. Set the propeller and throttle con- away propeller, several causes should be kept in
trols in the maximum allowable positions for continuous should be
While ordinarily a fun-away propeller
operation. promptly feathered, under certain critical flight condi-
d. ECONOMICAL CRUISING. Once the engine rpm tions such as during take-off it may be advisable during
has been adjusted, it will be held constant by the pro- this time to continue the propeller in operation by reduc-
pellar control. Since changes in the attitude and alti- ingthe manifold pressure in order to utilize all possible
tude of the aircraft as well as changes in engine manifold power or even to allow the rpm to reach high values
pressure can be made without altering the rpm because until the immediate emergency (take-off and otherwise)
of the constant speed control any changes in the cruising has passed. The proper procedure to be followed in most
rpm should be made by first setting the constant speed cases depends upon the type of emergency condition that
control to the desired rpm and then adjusting the mani- arises and instructions given in the pertinent technical
fold pressure to accommodate the new condition. handbook should be followed out. If severe vibration of
e. MAXIMUM ENDURANCE. Reduce the rpm to any part of the aircraft occurs, the propeller should be
the lowest permissible for the manifold pressure re- feathered immediately.
quired to maintain the selected airspeed. Adjust the
b. Discharge of a large quantity of oil from the
throttle and mixture control,
engine breather while at high altitude is indicative of
f. POWER DESCENT. Power descent operation in
cavitation of the engine oil pump. If this occurs, an
which the power absorption limits of the propeller are
attempt should immediately be made to feather the pro-
not exceeded is fully taken care of by the constant speed
peller, and the aircraft should descend to an altitude
control unit; that is, as the airspeed increases in descent
level where proper propeller functioning last occurred.
the control will move the blades to a higher pitch in
the desired value. Set the 3-27. FAILURE TO FEATHER.
order to hold the rpm at con-
trol to obtain the rpm for the power selected.

correct 3-28. If, due damage or other causes, it is impossible
to
g. POWER DIVE. Move the constant speed control to feather propeller, an attempt should be made to
a
and throttle into the desired position. Manifold pressure windmill the propeller at the lowest possible rpm. As the
should not be allowed to exceed the maximum per- windmilling is proportional to the airspeed, it is desira-
mitted. ble to fly at not more than 20 to 30 mph (17 to 26 knots)
h. APPROACH AND LANDING. Set the control to above the stalling speed. The controls on the windmill-
appro~imately the maximum cruising position and move ing engine should be placed in the following positions:
I?j
Section III
Paragraphs´• 3--29 to 3--31
a. Constant speed control at full "DECREASE RPM" this operation three times. Care should be taken to close
b. Mixture control is "IDLE CUT-OFF" the oil dilution switches if more than one is used, dur-
ing the period the feathering switch is depressed.
c. Ignition switch "OFF"
d. T:lrottle 3-31. The functioning of the de-icing device is best
fully "CLOSED"
e. Fuel supply "OFF"
tested as follows: Just before flight test,
spray or paint
on the upper and lower surfaces of the blades a thin
3-29. COLD WEATHER OPERATION.
mi-ture of Bon Ami and water and allow to dry. After
3-30. When operating under conditions requiring dilu- flight test, examine the blades for the in~uence of the
tion of theengine oil system, diluted oil should be pro- de-icing fluid upon the coating of the Bon Ami and water
vided to the propeller dome and feathering system in mixture during flight. The optimum flow pattern should
accordance with the following procedure during the last b,.., which would extend along the entire leading edge
two minutes of the dilution: with equal spillage on both blade face and back. There is
a. Close the feathering switch long enough to pro- one particular blade angle at which this best flow occurs
duce a.drop of 400 engine rpm. Pull the switch out to and this’varies with the engine-propeller-airplane com-
release and allow the rpm to return to normal. Repeat bination.

Section IV
Paragraph 4-1
SECTION IV
SERVICE ´•INSPECTION, MAINTENANCE AND LUBRICATION
4-1. SERVICE TOOLS REQUIRED.
USAF Navy
Equivolent Fquivalent Figure
item Tool No. Number Number Nomenclature Application Number
1 HSP-294 9BHP-HSP294 RS7-HS-HSP294 Wrench Cam To move rotating cam, 1
and piston fore and aft
Z HSP-339 9BHP-HSP339 R87-HS-HSP~39 Wrench Strap dome To hold dome during 2
assembly or disassem-
bly
3 HSP-346 9BHP-HSP346 R87-HS-HSP346 Wrench Dome retaining nut To secure dome retain- 3
ing nut
4 HSP-1482 gBHP-HSP1482 R87-HS-HSP1482 Wrench Valve housing To secure distributor 4

valve
5 HSP-1483 gBHP-HSP1483 R87-HS-HSP1483 Socket Propeller retaining nut To tighten or loosen 5
retaining nut
6 HSP- 1682 8220-616600 R87-HS-HSP1682 Sling Propeller hoisting To install or ´•remove 6
propeller assembly
7 HSP-1627 9BHP-HSP1827 RS7-HS-HSP1827 Gage Depth To measure depth of 7
depressions in blade
8 HSP-2626 9BHP-HSP2626 R87-HS-HSP2626 Bar Blade turning To turn blade into high 8
or low pitch
uw-ul
Figure 4-1. Cam Wrench Figure 4-2. Dome Strap Wrench

Section IV
Figure 4-3. Dome Retaining Nut Wrench Figure 4-4. Hoisting Sling
,a\o´•~ h;’
Figure 4-4. Valve Housing Wrench Figure 4-1. Blade Checking indicator
Figure 4--~. Propeller Retaining Nut Wrench Figure 4-8. Blade Turning Bar
Section IV
4-2. SERVICE INSPECTION. 4-10. With the propeller in the full increase position
4-3. Inspection periods established for the Navy and advance throttle until engine speed reaches maximum
AAF organizations are not identical. For that reason, rpm. Move the propeller control toward the decrease
inspection periods specified in this section consist of two rpm position until the engine speed drops approxi-
figures, i.e., "25-30 Hour Inspection;" the first figure mately 200 rpm. Return the propeller control to the full
indicating the AAF inspection period and the latter indi- increase rpm position and note that the engine speed
eating the comparable Navy period. Since the Navy returns to the maximum rpm.
inspection periods do not exceed 120 hours, all inspec- 4-11. Testing feathering operation with the engine
tions of longer durations shall be considered as second,
running has the advantages not attainable when carried
third, and fourth, etc., 120 hour inspections, out with the engine stationary. These are: the oil is hot
4-4. CLEANING. and the propeller feathers and unfeathers faster at a

4-5. Barrels should be cleaned with soap and fresh lower pump pressure, thereby reducing the electrical
water, unleaded gasoline or kerosene. Use a soft cloth or loading; and the feathering test more closely approaches
soft brushes. Tools or abrasives that will scratch or the conditions under which a propeller would be feath-
otherwise damage the plating should not be used and ered in flight.
under no circumstances should acid or caustic material 4-12. For feathering test, after completing the pre-
be used for cleaning. All cleaning substances will be
ceding check, adjust the propeller control to hold some
immediately removed upon completion of the cleaning intermediate rpm between 1200 rpm and 1700 rpm´• De-
of any propeller part and care should be taken to keep
press the feathering button. When the engine speed has
all seals free of these substances. Soap in any form will
dropped approximately 500 rpm, pull the feathering
be removed by thoroughly rinsing with fresh water and button out. The engine speed should return to its former
then dried. If parts are to remain idle for some time
setting.
before or after inspection, all metal surfaces shall be
4-13. DAILYINSPECTION.
coated with clean engine oil or with an approved anti-
4-14. After the 6nal Aight of each day the following
corrosion compound.
4-6. PREFLIGHT INSPECTION.
inspection shall be made. The required maintenance
shall be done at the same time or as soon as possible, in
4-7. This inspection must be performed prior to the the all blades for
first flight of each day and is primarily an operational
any event, prior to next flight. Inspect
bends, nicks, cracks, raised edges, etc. If a more complete
test of the equipment. It is assumed that the careful
check for cracks is considered necessary, apply local
physical examination required by DAILY INSPECTION
has been accomplished after the last flight of the pre-
etching. In the case of aircraft operated near salt
water, wash the blades with clean water, dry completely,
ceding day. and then thin film of clean
apply a engine oil. The exte-
4-8. CONSTANT SPEED CONTROL CHECK. rior of the propeller barrel should be carefully examined
4-3. Check for external oil leakage and electrical wir- for evidence of damage. Check the propeller for se-
ing defects.’When necessary, replace damaged gaskets curity of installation. This includes all external cotter
and seals and correct wiring defects. Inspect the controls pins and Bafety wiring. Visually check for oil leakage
for security of mounting. Make certain the control cable at the dome retaining nut, barrel blade bores, barrel
is free from lost motion. The tension adjustment of the halves parting line, and at the rear cone. Check for oil
cable should be regulated to about 20 pounds pull ap- leakage from the constant speed control installation.
proximately. The loading should be sufficient to provide Note
positive control and freedom from lost motion, but not If the propeller has just been installed residual
enough to cause undue wear on the control shaft bush- oil may show. This should not be misinter-
ing. The cockpit control should be adjusted to pre-
vent the control from creeping during operation but
preted as propeller leakage.
not so tight as to prevent ease of movement when the 4-15. As possible after a propeller strikes or
soon as
rpm setting is changed. Upon completion of the engine is struck

by any object, the propeller will be carefully
warm-up period, move the control several times through examined for possible damage. A propeller involved in
its complete range from maximum to minimum rpm and an accident will not be used before it is first disassembled
return, (three or four times.) The propeller should and the parts carefully inspected for damage and align-
respond to movement of the governor control as indi- ment. Steel parts will be inspected by an approved mag-
cated by the tachometer. This test serves to expel air netic inspection method. The aluminum alloy blades, if
which might have been trapped in the propeller system otherwise serviceable, will be tested by treatment anodic
and at the same time it will show up improper operation or by any other approved method for detecting cracks.
of the propeller control or engine. If for any reason, the propeller is removed prior to
Section IV
SECTION A-A Acl

EXAGGERATED RECOMMENDEDMETHOD FORRE- NICK IN FACE OF EXAGGERATED VIEW
VIEW OF NICKS MOVING NICKS BY RIFFLE FILE a BLADE REMOVED BY OF NICK IN FACE OF
IN LEADING CROCUS CLOTH. BLEND DEEPEST FILE AN(3 CROCUS BLADE.
EDGE. PORTION OF NICK INTO LEADING CLOTH AS RECOM-
EDGE ALIGNMENT WITH MENDED.
SMOOTH CURVES.
Figure 4-9. Typical Nicks and Methods of Removal
the specified overhaul period, the propeller hub cone be examined for cracks, bends, nicks, and other
damage.
seats, cones, and other attaching parts shall be inspected The entire leading and trailing edges, and the
tip por-
for galling, wear, bottoming, and proper fit, etc. Any tions of the blades shall be watched for development of
defects shall be corrected before reinstallation of the cracks. Use a magnifying glass during this inspection and
propeller, when necessary perform the local etch as described later.
4-16. If is found at the dome retaining nut, Check for deterioration of markings on both the pro-
leakage
a new seal should correct this condition. If there is leak- peller blades and hubs.
age the barrel arm, the blade packings should be
at
4-20. 50-60 HOUR INSPECTION.
replaced if damaged or repositioned if twisted. A leak at
the is sometimes for removal of the pro- in all
rear cone cause 4-21. Repeat the procedures given previous in-
peller from the shaft and replacement of the spider-shaft spections.
and replacement of the spider-shaft seal. Also the engine
thrust bearing nut should be checked for tightness while 4-22. 100-120 HOUR INSPECTION.
the propeller is off the shaft. 4-23. During this inspection period remove the dome
4-17. VIBRATION. If propeller vibration has been assembly from the propeller. Partially disassemble the
reported, check all blade angle settings using a bubble dome by removing the stop rings, and then the dome
at the blade. reference station (42 inches). The shell by removing the cotter pin securing the dome re-
protractor
feathering angle should be within .5 degree of the
taining nut to the barrel, the large snap ring securing
specified setting, and the low pitch angle also .5 degree the retaining nut to the shell, the dome retaining nut,
of the specified setting. If necessary, check the blade ,,d the dome-barrel seal. Then remove the fillister
track, both blades should track within .125 inch. In some head machine screws that secure the dome shell to the
cases vibration may be charged to the propeller, when fixed cam and remove pistons and cams
the shell. The
after examination is made, faulty ignition or carburetion will not be disassembled. The cams, piston, and inside of
was found to be the cause of the undesirable condition. the dome shell should be washed in unleaded gasoline
4-18. 25-30 HOUR INSPECTION. to remove carbon and sludge deposits. The dome may
4-19. The exterior of all parts of the propeller will then be reassembled and reinstalled.
Section IV
4-24. While the dome is off, the propeller retaining After the area is well darkened, thoroughly wipe it off
nut should be
inspected for proper torque of 720 with a clean damp cloth. Too much water may entirely
pounds-feet. If repeated tightening of this nut is neces- remove the solution from the crack and spoil the test. If
sary, the propeller should be removed and the cause of a crack extending into the metal exists, it will appear as
the trouble ascertained, such as cross-threading and the a dark line or mark, and by using a magnifying glass,
wrong rear cone. small bubbles may be seen forming in the damage. Imme-
4-25. Check the time diately completion of the

all checks, traces of the
propeller operating since last upon
overhaul. If the maximum allowable caustic-soda solution shall be removed with solution of
operating time will a
be exceeded before the next succeeding 100-120 hour O"e part of concentrated technical-grade nitric acid to
five parts of water. Wash the blade with clean

inspection period remove the propeller for overhaul water.
unless an engine change is scheduled during the current Dry the blade and coat it with clean engine oil.
120 hour period and even though the expiration of the 4-30. Raised of cuts, scars, scratches, and nicks,
edges
specified maximum propeller operating time has not etc., shall be removed; however, if their removal or
arrived, treatment takes the blade below field repair limits, the
Note blade shall be sent to the overhaul base for disposition.

Maximum operating time between overhauls 4-31. Metal around longitudinal surface cracks, nar-
and shallow scratches shall be removed in such

is subject to specifications covered in Bureau row cuts
of Aeronautics General Propeller Bulletin No. a way that shallow saucer-shaped depressions are
17 and Air Force Technical Order 03-20-5. formed. Blades requiring the removal of metal which
would form a finished depression more than .125 inch
4-26. MAINTENANCE. in depth at the deepest point,.375 in width, and one (1)
4-27. MINOR BLADE REPAIR. Aluminum alloy inch in length shall be rebalanced. Blades from which
blades which are bent or otherwise damaged beyond the less material than this has been removed, generally do
minor repair up here shall be
limits set sent to an ap- not require rebalancing. Blades that require the removal
overhaul base for of metal to a depth of more than .125 and length of
proved repair, a
.750 inch shall also be sent to an overhaul base.

4-28. LOCAL ETCHING.
4-23. Caustic soda solution for the local etching proc- CAUTION
ess to discover cracks, is made by adding
pound of one
commercial technical-grade caustic soda to a gallon of The only acceptable methods of repairing cuts,
water maintained at approximately 150-170 degrees F. nicks, cracks, etc., in blades are those
by which
The quantity of solution will depend upon the amount metal containing and adjacent to the damge
of etching to be done. With No. 00 sandpaper or crocus is removed from the blade to leave a smooth
cloth, clean and smooth off the area containing the ap- well-faired surface. Methods which attempt to
parent crack. Apply a small quantity of the caustic soda relocate metal by cold working to cover or con-
solution to the suspected area with a swab or brush. ceal the damage rather than remove the same
are not acceptable.

4-32. A reasonable number of repairs in a given blade
area is not limited provided that their locations with
REWORn CONTOUR
TO POINT OF respect to one another do not form a continuous line of
MAXIUUM
repairs which would materially weaken the blade struc-
ture.
4-33. With the exception of cracks, it is not necessary

to completely remove or "saucer out" all of a compara-
CORRECT MAINTAIN ORIGINAL RADIUS/ tively deep nick unless it has a sharp bottom. Since it is
DAMAGED PORTIONI essential that no metal be removed unnecessarily, prop-
CONTOUR TOO BLUNT1 erly rounding off the edges and smoothing Out the sur-
face within the edges is usually sufficient.
4-34. Blades that have the leading edges pitted from

normal wear may be reworked by removing sufficient
INCORRECT RADIUS TOO URCE/ material to eliminate the irregularities. The metal shall
be removed by starting at approximately the thickest sec-
tion, and working forward over the leading edge camber
Figure 4-10. Rework of Leading Edge so that the contour of the reworked portion shall remain
A
Section IV
substantially the same. In all cases, avoid abrupt changes 4-37. REWORK.
in the section, blunt edges. 4-38. The
or
following procedure is recommended for
4-35. A suggested tool for
measuring depth the of rework of blade damage:
depressions is a di~il indicator (HSP-1827) having ~a a~ Using a pencil or another soft marking device
knife edge base 2.5 inches in length, and a spindle with which will not penetrate the blade surface, mark light
a phonograph needle at the point. Determine the deep- lines on the blade surface so that
perpendicular they
est point of the damage by visual inspection and careful intersect the
at deepest point of the damaged area and
trial and error method by chedning the bottom of the extend them sufficiently to permit location of the deep-
damage with the depth gage and note the indicator read- est point of the damage following rework.
ing. b. Work out the abrasion using the file with the cut
Note most convenient. File in a direction parallel to the
Before using the depth gage, check for mis- scratches. Blend in the reworked area with the original
alignment of the point with respect to the knife blade surface by filing to form a saucer-shaped depres-
edge by rocking the gage on a hard flat surface. sion being careful to remove all traces of the damage.
Misalignment will be evident by movement of The depression must not exceed the dimensions stated in
the indicator pointer. When measuring the previous paragraphs. Remove all traces of the file marks
depth of the damage, the gage straight edge with No. 120 emery cloth followed by No. 240 emery
should be parallel with the blade centerline.
When damage in a previously reworked area is
being measured the straight edge should be
across the area and parallel with the blade cen-
terline, taking zero reference adjacent to this

previously reworked area.
4-36. The only acceptable method of removing the
damage is that by which metal of and adjacent to the
damage is removed from the blade with die-makers

riffler files and emery cloth. All traces of the damage
should be reworked from the blade and the resulting
depression should be smoothly faired into the blade sur-

face. The equipment necessary for blade damage rework
includes one each diemakers, #8, 10, and 17, "0" cut,
dry emery cloth numbers 120 and 240, a 3-power mag-

nifying glass, and local etching equipment.
Figure 4-12. Abrasion before Rework
Figure 4-11. Measuring Depth figure 4-13. Filing Tool Application
ORIGINAL
As Received
ATP
By W
Section IV ORIGINAL
Paragmphs 4--39 to 4--44 As Received By
ATP
´•512
Figure 4-14. Emery Cloth Application Figure 4-15. Abrasion Area after Rework
cloth, leaving a polished surface. The applications of the acid solution recommended, afterward swabbing off the
be facilitated with the of riflAerr with clean
emery cloth can use a as area warm water.
shown. c. Any cracks in the reworked area will appear as

dark lines. Evidence of a crack is cause for removing
c. With a depth micrometer set at zero reference,
measure the amount of blade stock removal. If the final the blade from service.
depth exceeds permissible stock removal depth, the d. If no cracks are evident, polish the treated area to
blades shall be removed from service, remove all traces of the etch.
4-41. LUBRICATION.
4-39. INSPECTION OF REWORKED AREA.
4-42. Since the propeller is an engine oil operated
4-40. If local etching is performed on reworked areas
hydraulic mechanism, no other lubrication is required.
to inspect for possible cracks resulting from abrasion, the
following procedure is recommended: 4-43. SERVICE TROUBLES AND REMEDIES.
Swab the reworked with the solution tecom-

4-44. The following information in its condensed table
a. area
mended in 4-27. form lists the troubles, probable causes, and the remedies
paragraph
most frequently encountered in the field. This informa-
tion supplemented by a thorough understanding of
CAUTION
C~UIION f the principle of operation of the propeller and the func-
Do not allow the caustic soda or nitric acid tions of the parts involved should make trouble shoot-
to contact rubber or enter the cavity between ing relatively simple. Many of the following remedies
the blade and hub. must be performed by partial disassembly of the pro-
pellet. In general, this shall be accomplished in the ovet-

b. After the area has been etched for approximately haul shop and shall not be attempted during line main-
three (3) minutes, clean by swabbing with the nitric tenance.
TABLE 4--1
TROUBLE PROBABLE CAUSE REMEDY
LEAKAGE Damaged seal Replace

At dome retaining nut Loose nut Tighten nut
Too many preload shims Check pi´•eload
At barrel blade bore Damaged blade packing Replace

Wrong blade packing Replace
Foreign material under packing Clean packing and surface
Section IV
TABLE 4--1
At barrel-half parting line Damaged seals Replace

Barrel halves not closed up Tighten barrel bolts, if leak per-
sists send to overhaul as sealing
cement has not been applied, burrs
or foreign material is preventing
halves from closing
In rear cone vicinity Damaged spider-shaft seal Replace

Damaged spider-barrel seal Replace
Engine thrust bearing cover See engine manual
ROUGHNESS Ice on propeller Increase rpm for a short time or
use de-icing fluid if available
Propeller unbalance Rebalance propeller

Ignition or carburetion Check spark plugs and ignition
sys-
tem. Check carburetor and induc-
tion system
Engine part failure Feather propeller and stop engine

Blade out of track Check blade track
Bladeangles vary among blades Check reset blade angles

Unknown, resulting in severe vibra- Feather propeller if in flight and
tion shut down engine
POOR SYNCHRONIZATION Ignition trouble Check ignition system

Poor carburetion Check carburetor and induction sy-
tem
Constant speed control not rigged Re-check rigging of ~ontrol
properly
Sludge in constant speed control Disassemble and clean
Sticky piston action in propeller Remove and clean
dome assembly Lubricate piston gasket, if damaged,

replace
Air in propeller system´• Operate controls two or three
times between high and low rpm
during run-up
Excessive engine transfer ring leak- Consult engine handbook
age
INABILITY TO ATTAIN TAKE- Wrong setting of governor or im- Reset governor and re-rig control
OFF RPM ON BLOCKS proper rigging of control system system
Improper installation of low pitch Reset low pitch stop ring
Note stop ring in the dome assembly
With the take-off manifold pres- Low engine Seeengine manual
power
sure permissible it is impossible
Erroneous reading tachometers or Replace or calibrate instruments
on some installations to obtain
manifold pressure gages
take-c;ff rpm on the blocks.
Sticky pilot valve Remove constant speed control
head and clean. Check pilot valve
for straightness
Replace if not straight
(I
Section IV
TABLE 4-1
OVERSPEEDING ON TAKE-OFF Wrong setting of constant speed Reset control

control
Insufficient exercise of propeller Move control several times

mechanism prior to take-off through constant speed range
Too rapid opening of throttle Advance throttle slowly and evenly
Damaged gasket between distribu- Install new gasket
tor valve and propeller shaft
Sticky pilot valve or relief valve Disassemble and clean
Erroneous reading tachometers or Replace or calibrate instruments

manifold pressure gages
High engine transfer leakage See engine manual
FAILURE TO FEATHER Batteries low Replace or charge batteries
Faulty electrical system Check control and power circuits of
feathering system
Restricted oil supply to au;il- Check pump inlet for foreign mate-
iary pump rial
Malfunctioning auxiliary pump or Examine pump and test same
motor
Failure of push button to remain en- Check battery and low pressure
gaged setting of cut-out switch
Check hold-down circuit
Defective feathering pump Replace

Windmilling of
propeller Reset high pitch stop ring
Due to leakage Improper distributor valve installa- Re-install distributor valve
tion
Damaged or wrong gasket installed Replace

between governor base and interior
of propeller shaft
Engine transfer rings not function- See engine handbook
ing propeller
FAILURE TO UNFEATHER Batteries low Change or recharge
Faulty electrical system Check control and power circuits
Defective pump Replace

Restricted oil supply to feathering Check pump inlet lines for foreign
pump material and bleed
Due to leakage Engine transfer rings See engine handbook
Improper distributor valve installa- Reinstall distributor valve

tion
Damaged or wrong distributor valve Replace

gasket
W
Section IV
TABLE 4--2
GENERAL NOTES
Barrel bolt nut tightness Barrel bolts shall be tightened to that minimum tension resulting in sealing
barrel halves under specified leakage tests and will permit insertion of cotter
pin. The total elongation of the barrel bolt when tightened shall not exceed
.010 inch.
Clearance between de-icing not- .060

tie and propeller blade
leading
edge
Blade torque 35 t 10 pounds taken at 30 inch station
.003-.007 inch. Shim required. Thickness should be indicated barrel

Gear preload as on
shelf.
Blade angle setting At the 42 inch blade reference station: 13 degrees low pitch angle, 86 degrees
-fezther angle. Blade angles shall be within .5 degrees of specified settings
when blades are run again low pitch stops by oil pressure and each blade is
twisted toward low pitch to take up backlash. The index line on the stop ring
used for setting the desired angles shall be the same as the index line used for
setting the gear segments.
Blade track .125 inch
Dome retaining nut torque None specified. Install required number of preload shims. Without the dome-
barrel seal, tighten dome retaining nut with sufficient torque to seat the dome
assembly on the barrel shelf and mark the position of the retaining nut with
respect to the barrel. Remove dome assembly and install the dome-barrel seal.
Reinstall the dome assembly and tighten the dome retaining nut bringing it
to the position previously marked (the torque shall not exceed 720 pound-
feet)
Distributor valve torque 100 pounds-feet
Propeller retaining nut torque 720 pounds-feet
Constant speed oil control,olug- Plug oil control holes marked "B" in both body and base
ging
Constant speed control hold- 65-85 pounds-feet
down nut torque
Constant speed control pulley 60 pounds-feet

retaining nut torque
Constant speed control cable 20 pounds-feet approx.

tension
Feathering pump relief val~e set- 1150-1250 psi

eing
Feathering pump bleed shut-off 400-600 psi
valve setting
02
’’ji
:i:e
Harnilton U.
YNI~´•D ´•IIC´•I´•CI COICD~ITIO*
Dlvl´•lO* OC
Standard
2SLF--)SS;AIRCRAFT PROPELLER
MAINTENANCE MANUAL.
PRECAUTIONARY DATA
USE OF MATERIALS.Recipients of this manual´• are warned’ td read

any applicable instructions
pertaining to the use of another
manufacturer’s product, which instructions may appear on the
container thereof, or any accompanying literature pertaining
thereto.
RECORD OF REVISIONS
MFG REV
NO DESCRIPTION ISSUE DATE ATP RN DATEI INSERTED BY
TEMP ATP REV INSERTED DATE REV REMOVED

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCORP BY
ssr-i
Harnilton U
Sta nda rd
TABLE OF CONTENTS
SECTION PAGE
Propeller System Description and Operation 1
Propeller System Trouble Shooting 101
Propeller System Servicing 3011

Propeller System Rem oval/installation 401
Propeller System Adjustment/Test 501
Propeller System Inspection/Check 601
Propeller System Cleaning/Painting 7011

Propeller System Approved Repafrs 801/
Difference Data 901;
1~5 Contents
Page 1
Sep 1/70
Hamilton Y~.OU.,.. C´l~rO.
Standard C=lis
AIRCRAFT PROPELLER
MAINTENANCE I~ANUAL
PROPELLER SYSTF~I DESCRIPTION OPERATION
General
i. Purpose.
A. The 23LF Variable Pitch Aircraft Propeller provides a highly

efficient method of utilizing the power produced by the aircraft’s
turbine engines to produce thrust. The blade pitch changing
mechanism in conjunction with a control system provided by the
engine manufacturer maintains a constant RPM of the turbine engine.
2. Major Units of Propeller Modification Kits. (See Figure i.)
A. Variable Pitch Aircraft Propeller.
B. Propeller Deiced Spinner.
C. Bulkhead.
D. Slip Ring.
E~ Brush Blbck.
F. Blade Heater.
G. Propeller Electrical Ice Control Timer.
3. Outstanding Features.
A. Full Beta Range Control.
B. Positive Feathering.
C. Single-Piece Forged Steel Barrel.
D. Internal Pitch Change.
E. Electric Deicing of Spinner and Blades.
Key to figure 1
i. Spinner-Heated
2. Propeller
3. Bulkhead
4. Slip Ring
5. Brush Block
6. Blade Hearer
7. Timer
Page 1
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Han~ilton DIVI´•ION DI
.U-
V*I~ID ´•IICII´•C~ COICOI´•~IO*
Standard
AIRCRAFT PROPELLER
MAINTENANCE MANUAL
4. Description
A. The model ?3LF-335 propeller consists bf´•a one-piece steel barrel

having integral blade ball raceways. The barrel mounts three
solid aluminum blades, each located radially by a ball bearing
race and a combined blade clamp and counterweight´•. Each blade has
a torque pin inserted off-center into the blade’butt to provide a
work arm for turning the blade. The pin mounts a needle bearing
which in turn translates pitch change forces on the’piston into
blade movement. Spring force, derived from a spring tension
washer stack up within the dome, transferred through a bellcrank
bearing on a cam attached to the piston assists the blades in
turning toward high pitch.
B. The fiberglass reinforced plastic spinner attaches to a bulkhead

of the same construction which is bolted to the rear of the barrel.
The outer surface of
the spinner is coated for erosion resistance
and prevention of buildup of static electricity,
C. The electrical deicing system consists of wire element heaters

embedded in an elastomer cemented to
blade, wire element the
heaters integrally molded in the plastic spinner, molded fiber-
glass sliprlngs, engine mounted brush blocks and two solid state
repeat cycle timers.
Operation
A. Pitch change toward high pitch and feather are derived from
forces
blade mounted counterweights and a spring force acting against a
piston within the pitch change mechanism.
B. The.pitch change force toward low pitch and reverse is derived from
the propeller control system using oil from the engine lubrication
system. Hydraulic pressure is delivered through the center shaft
along the centerline of the propeller tothe piston chamber of the
propeller pitch change mechanism. The blade pitch changing mechanism
in conjunction integral propeller/engine control system pro-
with an
vides either manual or the blade angle.

automatic control of During
manual control a preselected blade angle is maintained. This mode
of operation is available in all regimes of ground and flight oper-
ation. Automatic control is utilized during take off, maximum
cruise, and decent. It maintains the turbine inlet temperature
to a preselected value thereby permitting maximum or minimum power
operation without the risk of damaging the engine due to excessive

temperature or experiencing a flame out. The feedback ring is
mechanically linked to the´•control system where its position is
compared to a mechanical signal furnished by the cockpit Pitch
Lever. The results of the comparison creates a blade angle change
command to the propeller thereby correcting any variation between
Pitch Lever and blade angle position. A centrifugally controlled
stop pin is provided in the forward counterweight of each blade
Page 3
Harnilton OIYI´•IOI( D´•
U
V*IIID Il´•CI´•´•l COICOI´•IIIO*
Standard
Z)LF--)SS AIRCRAFT PROPELLER
MAINTENANCE MANUAL
which will arrest blade angle increase at the minimum cranking

torque during normal engine shutdown. This stop is retracted
by centrifugal force during normal operation.
C. The propeller electric ice control timers, through solid state (no
moving parts) time delay relay circuits, sequence the current supply
so that the heaters are on for 40 seconds and off for 40 seconds.
D. Power is t~ansferred to the propeller blade and spinner heaters

from the brush block by slip rings attached to the spinner bulk-
heads.
Page 4
Harnilton U
Standard C~e
ZSLF--S~I AIRCRAFT PROPELLER
MAINTENANCE MANUAL
LIST OF MATERIALS´•
MATERIAL *PRODUCT SOURCE SPECIFICATION
Technical AMBER PARMO Humble Oil and RefiningCo. W-P-236

Petrolatum Houston, Texas
Dry Cleaning STODDARD Texaco Inc. PD-680

Solvent SOLVENT 2100 Hunters Point Ave.
Long Island City, (1) N.Y.
Safety Solvent SOLVASOL 5 Socony Mobile Oil.Co., Inc. MLL-S-18718

150 East 42nd Street
New York, (17) N.Y.
Bonding Cement BB1007 BE Chemical Co. Inc.

Cambridge, Mass.
Bonding Cement BB1008 BE Chemical Co. Inc.

Cambridge, Mass.
Curing Agent Diethylene- Union Carbide 6r Chemical Co.

triamine 1300 Lakeside Ave.
Cleveland, Ohio
Polyurethane LAMINAR Magna Coating and Chemical Corp.

Black Conduc- X-500 8B6 Los Angeles 32, Calif.
tive Coating
Hardener LAMINAR Magna Coating and Chemical Corp.

X-500 50-C-3 Los Angeles 32, Calif.
Safety Solvent LAMINAR Magna Coating and Chemical Corp.

Reducer X-500 66-C-28 Los Angeles 32, Calif.
Sealer EC539 Minn. Mining and Mfg. Co.

St. Paul, Minnesota
Cement EC776 Minn. Mining and Mfg. Co.

St. Paul, Minnesota
Equivalent materials may be substituted for materials listed.
WARNING: Certain materials used to comply with the instructions in the manual
may be harmful to personal health and/or property. Operators should familiarize

themselves with the hazards in the use and environment of the material and take
all necessary precautions prior to and during its use.
page 5
Hanz~ilton OIVI´•ION O~ U*l~´•D
U
IIIICIICI COICOIII~IO*
Standard Fle
ZllF--SJ5 AIRCRAFT PROPLLLER
MAINTENANCE MANUAL
SPECIAL MAINTENANCE ~OOLS
PART NO. NOMENCLATURE I)ES GRIP TION
HSP1682 Propeller Lifter Used for lifting propeller.
HSP1827 Blade Checking Indicator Used to measure depth of dam-

age in blade.
6812703 Spanner wrench Used to install and remove dome.
GS12682 Box End Wrench Used to tighten and remove pro-

peller mounting bolts from engine
flange.
GS18218 Socket Used to tighten and remove dome

(or equivalent) retaining bolts from barrel.
GS18221 Socket Used to tighten and remove bolts
(or equivalent) attaching counterweights to

blades.
Page 6
Hamilton U
Standard
iSLF--115 AIRCRAFT PROPELLER
MAINTENANCE MANVAL
24--~------,
26
27----~
29
3--
32IZ30 31
\j i--a
L
21
18~
/15
13
/’I
14 15
36~
e
8------c~
35---~-----
i-23
~23921
a: 22
´•o;
0´•.
~--37
Spinner and Propeller

Figure 2
page ~7
Harnilton U
Standard Fle
23LF--S)5 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
FIGURE PART UNITS

INDEX NO. NUMBER DES CRIPTION PER ASSY
2 20494 MODIFIFCATION KIT 23LF REF

(715845-1 SPINNER AND BULKHEAD)
2-1 AN526-428R16 SCREW MACHINE 12
2-2 AN960-416L WASHER FLAT 12
2-3 718072-1 SPINNER PROPELLER DEICING 1
2-4 AN103910 BOLT DRILLED HEX HEAD 6
2-5 MS15795-812 WASHER FLAT 6
2-6 718093-2 BULKHEAD AND NUTS PROPELLER 1
2 23LF-335 PROPELLER ACFT, VARIABLE PITCH REF
2-7 NO NUMBER SWIVEL BRACKET LEVER GROUP 2
2-9 MS24665-153 PIN COTTER 6
2-10 AN121552 NUT CASTLE 6
2-11 701507-5 RING FEEDBACK 1
2-12 716888-36 WASHER FLAT 3
2-13 MS24665-302 PIN COTTER 6
2-14 MS17825-6 NUT SELF LOCKING 6
2-15 MS2O002-6 WASHER COUNTERSUNK AND PLAIN 6
2-16 710086-2 BOLT MACHINE 12 POINT 3
2-17 710086-1 BOLT MACHINE 12 POINT 3
2-18 717859-1 COUNTERWEIGHT SET 3
(MATCHED SET)
2-19 69992818 BALL CHROME ALLOY STEEL 75
2-20 711159-1 RETAINER BALL 3
2-21 716904-1 RACE BEARING, INNER SET 3
2-22 714314-2 SEAL CHEVRON 3
2-23 i017A-0-104 BLADE ASSY PROPELLER 3
2-24 716926-2 NUT DOME 1
2-25 NO NUMBER EXTENSION DOME GROUP PROPELLER 1
2-26 717996-1 CAM PROPELLER 1
2-27 704518-4 WASHER FLAT AR
2-28 704518-1 WASHER FLAT AR
2-29 MS9241-160 PACKING PREFORMED, RUBBER 1
2-30 MS9090-10 BOLT MACHINE 6
2-31 717858-1 BRACKET STOP 3
2-32 714318-3 DOME AND INSERT PROPELLER 1
2-33 718041-1 PACKING PREFORMED, ANTI-TWIST 1
2-34 MS9241-254 PACKING PREFORMED, RUBBER 1
2-35 MS9241-037 PACKING PREFORMED 1
2-36 NO NUMBER i HUB GROUP PROPELLER 1
NOTE: THE FOLLOWING PARTS ARE TO BE USED FOR BALANCING IN

ACCORDANCE WITH ASSEMBLY INSTRUCTIONS.
2-37 MS20364-1032A NUT SELF LOCKING AR

2-38 AN970-3 WASHER FLAT AR
2-39 AN107314 BOLT MACHINE AR
AN107317 BOLT MACHINE AR
AN3-3A BOLT MACHINE AR
AN3-4A BOLT MACHINE AR
Page 8
Har~nilton OIVI´•10* O´•
U
U*l~´•D ~IIICD´•´•T C0141´•~IO*
St a nd a rd F~e
PJLF--SSJ AIRCRAFT PROPELLER
MAINTENANCE MANUAL
‘t,
´•5.
B
kI;I
j ’cr
r37,,
I i
i~%
38
i-r
j I
i
22
o,
J
ri,.
1. 19
i j 35
-.t
´•i 24--~ Z 23
r"
33
37 i
~--30
L~
~27
17
9i´•.
;i 16
13
28 -´•-be
29 I;´•r J 12 15
i/ ´•i-´•´•´• ..-r
5
1 90~:
8
ti--~
$B
Blade Deicing System
Figure 3
Page 9
Standard F~e
llLF--S35 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
FIGURE: PART UNITS

INDEX NO. NUMBER DES CRI’PTION PER ASSY
3 20421 MODIFICATION KIT 23LF DEICING REF

(711199)
3-1 MS20364-428A NUT SELF LOCKING, THIN 2
3-4 701547-2 SHIM LAMINATED AR
3-5 547881 INSULATOR SPREADER 1
3-7 MS35226-61 SCREW MACHINE 2
3-8 704192-1 WIRE AND LUG 2
3-10 AN935-8L WASHER LOCK 2
3-11 MS35275-42 SCREW FILLISTER HEAD 2
3-12 701545-1 PLATE FLAT 1
3-13 548712 GUIDE AND SPRING BRUSH BLOCK 2
3-14 69084-10 TERMINAL LUG 2
3-15 571028-10-11 INSULATION SLEEVING ELECTRICAL AR
3-16 572867 BRUSH AND LEAD ELEC. CONTACT 2
3-17 701542-1 HOUSING AND INSERT BRUSH, ELEC. 1
3-18 MS35266-61 SCREW MACHINE 6
3-19 718070-1 PLATE FLAT 3
3-20 MS21042-3 NUT SELF LOCKING 6
3-21 AN96O-10L WASHER FLAT 6
3-22 718074-1 PLATE FLAT 3
3-23 718071-2 BRACKET SUPPORT 3
3-24 718065-1 BUSHING INSULATING 6
3-25 MS25082-12 NUT PLAIN HEXAGON 6
3-27 MS35266-68 SCREW FILLISTER HEAD 6
3-30 AN101011 BOLT HEX HEAD 3
3-31 716909-1 PLATE AND RING SLIP ELEC. 1
3-33 AN115436 SCREW FLAT FILLISTER HEAD 3
3-34 710006-1 SLEEVE INSULATOR 3
3-35 713384-7 SPACER SLEEVE 3
3-36 701550-1 CUSHION BLADE HEATER 3
3-37 701546-2 CLAMP RETAINING 6
3-38 715839-2 HEATER BLADE, PROPELLER 3
Page 10
Har~ilton OIVI´•ION
U
D~ U*IT~D IIICI´•~l COICO1I´•IIQ
Standard F\e
r3LF--535 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
PROPELLER SYSTEM TROUBLE SHOOTING
Intrdduction
i. The following information in table form lists

possible trouble, causes
and remedies. The information
supplemented by a thorough understanding
of the propeller and the functions of the propeller and the functions of
the parts involved should make trouble shooting relatively simple. Care-
ful and accurate determination of the troubles and their related causes
and remedies will reduce to a minimum the time required for servicing
and will aid in extending the service life of the propeller.
TROUBLE SHOOTING
External leakagefrom Damaged preformed packings. Replace dome seals,

dome or barrel. blade seals, or pro-
peller.
Propeller will not Shut down stop pin stuck in Clean or replace pin
feather dynamically. lock position. and spring.
Low spring force in dome. Replace propeller.
Propeller will not Damaged blade drive pin Replace propeller.

unfeather and/or needle bearings or blade
reverse. retention bearings.
Oil Contaminated. Locate source of con-
tamination.
Replace propeller.
Control system malfunction. Check control.
Excessive internal leakage. Replace damaged preformed

packing.
Insufficient oil To pro- Check oil supply.

peller control.
Auxiliary pump -inoperative. Check wiring. Replace

pump.
Page 101
Harnilton OIVlblOl( O~ YHITLD
U
II´•ICII~T
Standard As
AIRCRAFT PROPELLER
MAINTENANCE MANUAL
TROUBLE SHOOTING (CONT)
Propeller feathers Stop pin not engaging stop Check plunger for free-
at engine shutdown. bracket. dome of movement and
spring pressure.
Rapid loss of control pres- Check control system.

sure which allows blade
angle to increase above shut
down stop position before
rpm decays sufficiently to
extend plungers.
Bracket or plunger broken Replace bracket or
or worn. plunger.
Vibration Spinner loose. Check spinner attaching

bolts.
Blade out of track or Check blade track if

otherwise damaged. not within 0.500 inch
replace propeller.
Propeller unbalance. Remove propeller check

balance or dynamically
balance propeller on engine.
Counterweight loose or Tighten or replace

damaged. counterweight after in-
spection for blade shank
damage.
Page 102
Hanciilton U.
OIV(´•I~N O~ U*ll´•D IIIICI´•ILT COIPOI´•IIIO*
Standard
t~LF--S35 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
PROPELLER SYSTEM SERVICING
(At approximately 100 hour intervals)

OilLevelChect~
i. Oil is supplied to the
propeller pitch changing mechanism from the
engine oil system. Periodic
engine servicing in accordance with the
manufacturer’s maintenance instructions will assure adequate supply
for propeller pitch control.
2. Filling the barrel.
A. Remove the Turn the blades to feather by shutting

spinner.
down with the propeller forward of the stops or manually
retracting the stop plungers and position the propeller with
one blade pointed straight up. Remove the forward counterweight
half from the upper blade and hold the aft counterweight half in
position to prevent the blade from dropping into its loading
position, thereby dislodging the ball bearings. Using a non-
metallic rod (approximately 0.500 inch in diameter, with one end
shaped to a blunt edge), lift the blade chevron seal from the
barrel c8vity´•until it is free from the barrel. Fill the barrel
with lubricating oil conforming to MIL-L-7808 or MIL-L-23699.
Push the blade seal into position in the barrel arm and reinstall
the counterweight with the bolts and washers provided. Tighten
the nuts 350 to 375 pound inches torque.
to The gap between the
counterweight halves must be equal within 0.010 inch at the bolts.
Install cotter pins.
CAUTION: ASSURE THAT THE PIN IN THE COUNTERWEIGHT IS SEATED

IN THE GROOVE IPj THE ANNULAR RIDGE (NUBBIN) OF THE
BLADE SHANK PRIOR TO TIGHTENING THE NUTS.
3. Lubrication of dome extension.
A. With the blades in the feather position, remove the dome

extension. Use GS12703 spanner wrench to remove the dome
retaining nut.
WARNING: DO NOT REMOVE DOME EXTENSION UNLESS THE BLADES ARE

IN THE FEATHER POSITION.
B. Pour any residual oil out of the dome extension assembly and
pour 5 to 8 ounces of MIL-L-7808 or MIL-L-23699,il into the
dome extension assembly.
C. Position the dome extension into the dome housing, aligning

the three rollers in the dome extension with the wide flats
on the cam. Slide the retaining nut over the outboard end of
the dome extension and thread on the dome housing until it
becomes tight using spanner wrench GS12703. As nut begins to
tighten it does not matter if dome extension rotates slightly,
as cam and rollers will remain in contact.
Page ?01
U
Standard F\s
LILF--)JIAIRCRAFT PROPELLER
MAINTENANCE MANUAL
D. Place pitch lever in reverse and activate the aircraft propeller

auxiliary pump until blades rotate to a position below the shut
down stop.
WARNING: DO NOT APPLY OIL PRESSURE UNLESS RETAINING NUT AND DOME
HOUSING THREADS ARE ENGAGED BY AT LEAST TWO TURNS.
E. With the blades on the shutdown stop, the nut will turn easier.
Tighten the retaining nut until the dome extension bottoms
solidly on the dome housing. Install lockwire (MS20995C41)
from the nut to the pin in the dome shell.
F. Reinstall the spinner aligning the blade opening numbered "1"

over blade number i. Tighten the screws evenly to 35-40 pound
inches torque.
Page 302
Harnilton DIVI´•lO* or UNITLD
U
Standard F~e
ZSLF-S35 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
PROPELLER SYSTEM REMOVAL/INSTALLATION
Removal of Propeller from Engine
i. Propeller removal.
A. Detach the spinner (figure 2, index 3) from the bulkhead (6) by

removing the attaching screws (1) and washers (2).
B. Remove cotter pins (9), castellated nuts (10), and move the feed-
back ring afr until it is clear of the feedback rods. Remove
washers (12) from the feedback rods.
C. Attach propeller lifter HSP1682

´•equivalent to the blades and or
take tension on the lift.

eight attaching bolts from
Remove the
the engine flange using GS12682 box end wrench or equivalent and
remove the propeller.
D. Disconnect the feedback lever bracket swivel assembly (7) from

the mechanical link to the control by removing the cotter pin
and flat washers. Remove feedback ring (11).
2. Brush block removal.
A. Disconnect the two leads from the aircraft wiring. Remove the
two nuts and washers which attach the brush block housing to the
bracket and remove the housing and laminated shim.
Installation of Propeller On Engine
i. Prepare for Installation.
A. Remove the propeller parts from the shipping containers. Remove

protective coating form metal parts by cleaning with a solvent
(Stoddard Solvent or equivalent). Do not allow the cleaning fluid
to contact rubber parts since it will have a deteriorating effect
on the rubber and its cements.
B. Preparation of Blade
(1) Clean the area of the blade to which the heater is to be in-
stalled. Remove oily residues cleaning solution such
using a
as Toluene. Then scrub with Gibson Cleanser, Ajar, or Old

Dutch Cleanser or equivalent and thoroughly rinse with clear
fresh water. The surfaces shall exhibit a waterbreak free
surface. Wipe blade surface dry using clean lint free cloths.
C. Preparation of Heater
(1) Check heater resistance using an ohmmeter. Heater resistance

shall be 42.75 to 47.25 ohms. If heater resistance is not as
the heater
be discarded.specified, is unsatisfactory for service and shall
Page 401
Han~ilton OIYI´•10* D´• U*l~´•D
U CD~PODITIO*
Standard
Z3LF-333 AIRCRAFT PROPELLER
MAINTEHANCE MANUAL
(2) Remove all gloss, fabric, talc, wax or any foreign material
from the surface of the heater to which adhesives are to be

applied. Scuff this surface and approximately 1.5 inches of~
the heater lead using 180-240 grit emery cloth. Then wipe
clean with Toluene and allow to dry.
NOTE: It is important that surfaces to be cemented are not
touched with The hands or otherwise soiled with oil,

grease, or other contaminants.
D. Installation of Heater
(1) The inboard edge of the heater shall be 1ocated.l.86 to 1.98

inches from the inboard edge of the counterweight clamp or
4.54 to 4.66 inches from blade butt face. See figure 401.
When properly positioned the center of the heater lead shall
be aligned with the split in the counterweight.
(2) With masking tape mask off an area on the blade 0.75 larger
than the heater to allow overlap of the cements on the blade
surface. Mask an additional strip approximately one inch
long by 1.50 inches wide on the face side of blade to accom-
modate heater connector. Apply one coat of EC776 to the

blade surface. After drying about 45 minutes apply one coat
of BB1007 and dry about 30 minutes.
HEATER LEADS
masrlluc TE~PE
Cr%r~
%i’
t 1.98
1.86
OR
4.66
4.54
i
FROM
BLADE BUTT
HEATER
0.750
Ii-iez-oo
Installation of Heater on Blade

Figure 401
Page 402
Harnilton DIVI´•IO* O~ U*I~LD
U COICOIIIIOI(
Standard Fle
23LF--535 AIRCRAFT PRCPELLER
MAINTENANCE MANUAL
(3) Apply one coat of BB1008 or BB1024 to the roughened under

surface of the heater and connector and the blade surface
covered by BB1007 and allow to dry about 45 minutes. Apply
a second coat of BB1008 or BBl024 and dry until tacky.
(4) Place the heater

on the blade aligning the center of the heater
with the leading edge. Using a rubber roller, roll outward

from the leading edge on the face and camber sides to remove
air bubbles. Be careful to avoid wrinkles. Seal the edges of
the heater with EC539.
CAUTION: ALLOW CEMENTS TO CURE FOR 24-28 HOURS BEFORE RUNNING

UP ENGINES.
2. Test of Heater
A. Using ohmmeter, check heater for a resistance reading of 42.75-

47.25 ohms.
B. Apply 11? volts AC for 20-30 seconds, allow to cool for 60 seconds.
Then apply 113 volts AC for 20-30 seconds. Heater shall show no
signs of surface imperfections or local overheating.
3. Assembly of Propeller
Install the assembled dome and barrel on GS8778 assembly and test
bench or equivalent such that the blade arm bores are in the
vertical position.
B. Coat The blade shank with petrolatum. Position the split inner
race on the blade shank. Install each blade into the barrel with
the blade in the upright position. Position the blade pin and
bearing in alignment with the legs of the yoke to assure engage-
ment, slide the blade butt into the barrel bore until the blade
butt rests on the yoke. Do not allow the blade pin to strike the
yoke. Install the ball retainer (figure 2, index 20) with side
marked "Assemble this side up" toward the blade tip. As the
retainer is inserted into the barrel around
shank, the blade in-
stall the ball bearings (19) into their respective positions.
Following installation of the bearings, pull the blade out radially
until the bearings are solidly seated within the race. Install and
hold the forward counterweight in its position while turning the
propeller until the blade is pointing downward. Remove the counter-
weight half. Push the chevron seal (22) into the barrel.
NOTE: Theinner set bearing races, counterweights and blades are

marked with position numbers which correspond with numbers
stamped on the spinner bulkhead boss of the barrel.
C. Proper installation of the counterweight (18) can be assured by

first marking a line parallel with the longitudinal axis of the
blade to indicate the slot in the annular Marking shall be
made using a soft pencil or marking crayon.ridge.
Page 403
Ha Tt7 i (ton U
Standard As
L3LF--S31AIRCRAFT PROPELLER
MAINTENANCE MANUAL
D. Position aft counterweight counterweight on the blade

and forward
such that the counterweights ridge and the
straddle the annular
headless straight pin of the
forward counterweight aligns with
the slot in the ridge. Install bolts (16 and 17), flat washers
(15), retaining clamps (figure 3, index 37) as shown in figure 402.
Lubricate the threads of the bolts with petrolated graphite and
install castellated nuts (figure 2, index 14). Prior to tightening
the bolts, assure that the pin hole in the forward counterweight is
in exact alignment with the marked line on the blade adjacent to
the annular ridge. Tighten the bolts evenly until the counterweight
is held firmly in place.
NOTE: Before installation of the counterweight on the last

blade, fill the barrel with oil conforming to specifi-
cation MIL-L-7808 or MIL-L-23699.
E. Install insulating sleeving (figure 3, index 34) over the sleeve

spacer and place between the two retaining clamps with the heater
lead between the sleeve and the blade. Install screw (33) through´•
the spacer and secure with nut (32).
F, Tighten counterweight bolts to a torque of 350 to 375 pound inches.

Counterweight halves shall have a gap equal within 0.010 inch at
the bolts. Add the maximum possible number of MS20002-6 flat
washers under each nut to insure that the nut does not reach the
imperfect thread on the bolt while still allowing engagement of
the cotter pin in the slots of the castellated nut.
NOTE: Press the clamps firmly against the heater lead while
tightening the counterweight bolts.
G. After installation of the cotter pin, check the bolt installation

with a torque wrench. With the wrench the bolt, on the head of
turn the bolt and nut
together in the tightening direction as
shown by the arrow in figure 403 while noting torque. The instal-
lation is satisfactory if the torque required to slowly rotate
the bolt 1/4 turn is 275 pound inches or greater. If the torque
required is within 175 to 275 pound inches, remove the nut and
add as many washers as possible under the nut. If torque is less
than 175 pound inches, discard the bolt and install a new one.
H. Remove cotter pins and nuts to remove feedback ring. Attach pro-
peller lifter HS1682 to the propeller and remove the propeller from
the assembly stand. Install bulkhead (figure 2, index 6) on the
rear of the barrel aligning the number 1 marked on the bulkhead
with blade number one. Install washers (5) and bolts (4) and
tighten.to a torque of 65 to 85 pound inches.
I. Attach plate and ring (figure 3, index 31) to the bulkhead with
bolts (30), flat washer (20), and nuts (28). Align the mounting
holes of plate and ring with the holes in the bulkhead.
Page 404
Harnilton olrl~lo* or u*lrro
U colroa´•rlo*
Standard
f3LF-SSS AIRCRAFT PROPELLER
MAINTENANCE MANUAL
J. Reinstall the propeller on the assembly stand. Insert screws
iuta~l ruo flai uashers (Zb) end as not (25) un each
K. Place two insulating bushings (24) in the base of each support

bracket (23). Place the brackets in position over the screws
in the bulkhead. Place flat plate (22) on the base of the
bracket and secure the heater leads to the screws with washers
(21) and nuts (20).
L. Using screws (18), attach flat plate (19) to the support bracket
with the heater lead between the plate and the bracket.
M. Propeller balance.
(1)´• All balancing shall be performed with the barrel approximately

full of oil in a room free of air currents which will cause
an unbalance condition balancing process.

during the
The pro-
peller shall be balanced as a complete assembly, including
spinner bulkhead, and spinner. Spinner must be installed with
the blade opening "1" over blade number i.
FLAT WASHERS
FACE SIDE
LEADING
EDGE
T WASHERS
RETAINING CLAMP
Installation of Counterweight
Figure 402
Har~nilton OlvlL10~ O~
U COIWII~IOI(
Standard
23LF--S35 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
(2) Position the blades at shut down stop angle. Blades may
be turned from feather angle by using turning bars simulta-
neously on all three blades. Install brass shims between
the counterweight and barrel to hold blades in running
position. Shims used shall be of equal weight so propeller
balance will not be affected.
CAUTION: TO ATTEMPT TO MANUALLY TURN THE BLADES TO LOW

PITCH USING TURNING BARS ON LESS THAN THREE
BLADES MAY RESULT IN DAMAGE TO THE BLADES.
(3) Balance the propeller horizontally using Marvel 7A050

Balancer with 7A060 Adapter kit and hoist adapter or
equivalent equipment in accordance with the balancing
procedures provided with the balancing equipment.
(4) Propeller balance shall be checked with the assembly in three

different positions relative to the balancing arbor, approxi-
mately 120 degrees apart.
(5) The propeller shall be balanced by the addition of machine

bolts AN3-3A, AN3-4A, AN107314 or AN107317 las required
depending on the number of flat washers AN970-3 required
to obtain final balance) and the retaining thin self locking
nuts MS20364-1032A added to the The pro-
spinner bulkhead.
peller shall be considered to be in balance when any unbalance
can be corrected by a restraining force of 1.0 ounce inch, or
0.15 ounce (4.25 grams) temporarily placed on the balance bolt
centerline.
COUNTERWEIGHT HALVES
(FORWARD AND AFT)
TURN HEAD CLOCKWISE

WITH TORQUE WRENCH 69292--6
NUT
MS24685- 302
COTTER PIN
MS20002-6 WASHER (S) INSTALL

GAP BETWEEN COUNTERWEIGHT HALVES MAXIMUM NUMBER WASHERS
SHALL NOT VARY BY MORE MAN 0.010 INCH POSSIBLE TO PREVENT NUT FROM
BETWEEN COUNTERWEIGHT SETS WHEN CONTACTING INCOMPLETE THREAD
MEASURED AT THE BOLT POSITIONS ON BOLT SHANK
11--~79--25J
1
Typical Torque Inspection of Counterweight Bolt

Figure 403
Page 406
Har~ilton U
Standard As
tSLF--S35 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
NOTE: Install the bolt with the bolt head on the forward
side of the bulkhead. Washers shall be limited to
a maximum of one on the forward side. Additional
washers shall be installed on the rear side under
the nut. exceed nine washers per bolt.
Do not The
bolt must extend two threads (minimum) beyond the
nut after final installation. Washers shall not
extend beyond the face of the slip ring.
N. Assembly of Brush Housing
(1) Thread the wire leads of brushes (figure 3 index 16) through
electrical sleeving (15). Crimp terminal lug (14) on the
wire leads assuring that electrical sleeving is under the
collar of the terminal lug. When properly installed there
shall be a maximum of 0.40 inch of bare wire near the
brushes.
(2) Insert brushes in brush housing~ (17). Install guide and

spring (13) such that the loop is on the brush and bent
end is over the cutout in the brush block.
CAUTION: AFTER COMPLETION OF ASSEMBLY, DO NOT DEPRESS THE

BRUSHES AND SUDDENLY RELEASE AS SPRING FORCE WILL
CAUSE THE BRUSH LEAD TO CONTACT THE BRUSH HOUSING
POSSIBLY CAUSING DAMAGE TO THE BRUSH IN THE AREA
WHERE THE LEAD IS ATTACHED.
(3) Place cover in position while guiding the terminal lugs

through the slots in the cover. Install flat washers, lock
washers and machine screws. Tighten screws to a torque of
15-20 pound-inches.
CAUTION: DO NOT INSTALL LOCKWIRE IN SCREWS.
(4) Insert screws through one end of each wire and lug and attach
to terminal lugs with self locking nuts. Heads of screws
shall be toward the mounting bracket. See figure 404.
(5) Coat terminal lugs and cover screws with Glyptal 2600 or
equivalent. Glyptal 2600 is manufactured by General Electric
Corp., Pittsfield, Mass.
(6) Install spreader insulator (5) on the wire leads. Insulator

shall be as close to brush block connections as possible.
4. Installation on Aircraft
A. Installation of brush block.
(1) Measure distance from centerline of mounting hole at rear of

barrel to centerline of slip ring. ´•(Dim "A" of figure 404.)
Page 407
Harnilton U CDICOI´•IIO*
OIYIIIDN DI UNIIID
Standard
21LF--S31 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
Position brush block on supplied by aircraft

bracket
manufacturer using laminated shim, as required, to obtain
previously measured dimension from centerline of engine
flange bolt hole to center of brush. These shims may be
peeled to obtain the proper dimensions (Dim "B" of figure
404),
(2) Insert bolts through brush block and bracket. Install washer
and nuts. Measure the slip ring face to
distance from the
the rear surface of the barrel (Dim "D"). Adjust the brush
block so that the front of the block is this distance plus
0.15 to 0.20 inch from the engine flange face (Dim "C").
Tighten bolts (40) to 60-80 pound-inches torque.
(3) The brushes shall be depressed with a thin metal sheet

during propeller installation in order To avoid trapping
of brushes between raised rings of slip ring and subsequent
brush damage.
B. Feedback Ring Installation
(1) Secure the two lever swivel brackets to the aircraft control
yoke with flat washers and cotterpins.
SLIP RING
"A"
BARRE
BRUSHES CENTRALIZED
ON SLIP RINGS
"D" 0.20
0.15
t t
11811
ENGINE FLANGE
ASSEMBLED POSITION
BRUSH BLOCK
APPLY GLYPTAL 2600
DIM A=B
DIM C=D+0.15 0.20
Installation of Brush Block Assembly

Figure 404
Page 408
Harnilton DIVI´•IOU OC UNI~ID
U
Standard F~e
ZSIF--SSI AIRCRAFT PROPELLER
MAINTENANCE MANUAL
(2) Install washers P/N AN960-516 and AN960-516L between the

yoke and the bracket to establish a distance of 5.545 to
5.587 inches between blocks. Washer height at both positions
shall not differ more than 0.042 inches. A minimum of one
washer is required at each position.
(3) Install part number AN960-416 and AN960-416L washers as

required to minimize the clearance between the cotter pin
and the yoke. A minimum of one washer is required.
(4) Place the feedback ring in position on the swivel brackets

such that the support brackets of the ring are facing
forward. Apply pressure on the ring to snap it in place.
CAUTION: ASSURE THAT THE CARBON BLOCKS ARE NOT DAMAGED

WHILE INSTALLING THE FEEDBACK RING.
C. Installation of Propeller
(1) Assure preformed packing MS9241-037 is installed on

that
engine flange. Lift propeller with propeller lift HSP1682.
Align dowel pins in engine flange with holes in barrel.
Install eight bolts (P/N AN104306) and tighten-to-800-1000
pound inches in accordance with aircraft maintenance manual.
Remove the metal sheet from deicer brush block.
(22 Place a flat washer on each of the feedback rods. Move the
feedback ring forward rotating it to alignthe holes in the
support brackets with the feedback rods. Install nuts and
secure withcotterpins. Be sure cotter pins clear engine
control yoke.
(3) Using a dental mirror and light as necessary, assure that the
brushes are centralized on the slip rings and there is 0.15
to 0.20 inch clearance between the brush block and slip rings.
(4) Reinstall spinner (with blade opening "1" over blade i).
Tighten screws to 35-40 pound-inches torque.
5. Electric Ice Control Propeller Timer
A. Installation
(1) Install timer in accordance with aircraft manufacturer’s

instructions.
B. Maintenance
(1) Timer is a sealed unit. No maintenance is required.
Page 409/410
Harnilton U
DIVI´•ION O~ U*IT´•D lillCDI~’ COI1MIIIIO*
Standard F~e
ZSLF--S35 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
PROPELLER SYSTEM-ADJUSTMENT/TEST
i. ADJUSTMENT. Not applicable.
2. TESTING. Cycle the propeller from feather to reverse to assure proper

operation. Place pitch lever and flight fine pitch valve operating
lever in full reverse position, activate auxiliary pump and run until
propeller reaches full reverse position. Shut off pump, move pitch
lever to fine pitch’position, and feathering lever to Feather allowing
the blades to rotate to the shut down stopposition.
September 1!67 Page 501/502

Harnilton Dlll~lOn 0~ V*IIID
U
IIIC~´•CT CD´•~D´•l´•llO*
Standard
2)LF--S3~ AIRCRAFT PROPELLER
MAINTENANCE MANUAL
PROPELLER SYSTEM INSPECTION/CHECK
i. DAILY INSPECTION. After each scheduled service day, the following physical
inspections shall be made. Therequired maintenance shall be performed at
the same time or as soon as possible. In any case, prior to the next flight.
A. Check the propeller for oil leaks and security.
NOTE: Blade looseness will be evident in a static propeller due to
single race design of the blades and is normal.

ball retention
Looseness is removed when propeller is rotating by centrifugal
force which holds the blade against the bearing.
B. Clean the blades to assure that blade damage is not concealed. Check
the blades for cracks, nicks, by lightning
gouges, and burns caused
strikes or heater burnout. Suspicious indications shall be inspected
using a 10X magnifying glass and the dye penetrant method of inspection.
(1) NICKS AND GOUGES. Measure the depth of each damaged area using
dial indicator HSP1827 or equivalent. First, remove any raised
edges adjacent to the damage which may interfere with the knife
edge of the gage setting flush on the true blade surface. The
base of the gage shall be placed parallel to the longitudinal blade
axis. Gouge depth shall be determined as the difference between
the deepest point on the damaged area and the adjacent blade sur-
face. The gouge depth a previously reworked area

in shall be
the difference between the deepest point in the
denimreted.a
damage and the adjacent
as
era
unreworked blade surface in the
See figure 601.
j:
i.
NEW DIM~GE
i
:i i:
Measuring Damage Depth

Figure 601
Page 601
Har~ilton DIVI´•lO* O~
U
Y*ll´•D IIPCI´•´•~
Standard F~e
Z~IF--)SS AIRCRAFT PROPELLER
MAINTENANCE MANUAL
(2) All blades shall be inspectedfor possible splitting of leading

edge and tip radius. This condition is caused by abrasion
occuring when operating in areasof rough terrain such as
sandy or rocky areas, fog or in rain. Corrosion develops; i´•i~
the bottom of resultant pits eventually causing a splitting
of the leading edge and tip radius if not eliminated by re-
work.
(3) CRACKS. To detect

suspected cracks or other discontinuities,
the dye penetrant method
of inspection shall be used. The
spray method shall be used for convenience in inspecting local
suspect areas. The propeller shall be removed from service
immediately if a crack is detected.
(4) ELECTRICAL BURNS. Electrical burns

on blades are visually
evident by localized
burning, discoloration, and puddled
metal or cracks. If not eliminated by rework as describe-
under Approved Repairs, the blade shall be removed and for-
warded to the overhaul facility for return to Hamilton Standard
for disposition.
(5) BLADE HEATERS. Inspect blade heaters for damage. Damage which
has not penetrated through the heater nor cut the wires may be
repaired as described under Approved Repairs. Damage which has
penetrated through the heater or has cut wires is cause for re-
placement of the heater.
C. Check the propeller spinner for security of attachment. Visually

inspect the surfaces of the spinner to determine whether any damage
has penetrated to the internal wire element heaters. If it is suspected
that the heaters are damaged, the spinner shall be removed and the
resistance of the cfrcurt´•´•shall be checked. Resistance between heater
contact plates shall be’8.135 ohms high to 7.355 ohms low. If the
heater is damagedthe spinner shall be returned to an overhaul facility.
2. PERIODIC INSPECTION. (Approximately 100 flying hours).
A. Remove the spinner and perform inspection outlined under paragraph

1 and the following:
B. Inspect for security of lockwiring, cotter pins, and self locking

nuts. Check attachment of propeller to engine shaft. Check counter-
weights for security of attachment to blades.
C. Inspect spinner for deep scratches, cracks, gouges, elongated or

damaged bolt holes or other damage. Inspect the erosion resistant
coating for wear. Removal by erosion of more thanthree square
inches of the black protective coating on the spinner surface is
cause for repainting of the spinner.
D. Check centrifugal stop pins for freedom of movement and excessive
Page 602
colrol´•~lo*
Sta nda rd F~e:´•

AIRCRAFT PROPELLER
MAINTENANCE MANUAL-
E. Check the lever swivel brackets for excessive wear.
F. Inspect electricalcontact rings for evidence of grooving. If rings

are grooved, the assembly shall be returned tooverhaul facility for
refacing.
G. Inspect brushes for wear and damage. Broken brushes shall be replaced.
Brushes worn to 0.60 inch from the brush block shall be replaced. (1
inch overall)
3. INSPECTION AFTER OVERSPEED.
A. If a propeller is involved in an overspeed up to 20 percent above

take-off RPM, it may be continued in service contingent upon correction:
‘of the cause of theoverspeed.
B. If the overspeed is 20-40 percent above take-off RPM, the propeller

shall be removed from service as soon as possible, but no later than
10 flight hours, ferry time. This time is to ~allow return to a repair
base for propeller removal and is contingent upon correction of the
cause of the overspeed. During the 10 hourperiod, the propeller
shall be given a periodic inspection in accordance with paragraph 2,
before each take-off. Overspeeds in this category may or may not
require rework depending on normal design loading of the propeller
and other factors that will vary according~ to the installatidn and
the incident. In cases of overspeeds of this magnitude, a report
that of Table 2 shall be
ralimis.noitacompiled
to
ulave
Hamilton Standard Service Department for specific Pending
and submitted to the
disposition from Hamilton Standard, the propeller. shall be removed

from service.
C. If the overspeed is in excess of 40 percenf above ´•take-off RPM, the

prbpeller shall be removed from service at the next landing and re-
turned to HamiltonStandard for inspection and analysis. A report
similar to that of Table 2 shall be compiled and submitted with the
propeller.
4. INSPECTION AFTER IMPACT.
A. Propellers which have been

involved in static or rotating impact with
solid and non-continuous objects (such as maintenance stands, runway
lights, birds in flight, auxiliary vehicles, tree stumps, etc.) or
yielding continuous objects (such as snow bank, sand pile, puddles
of water, heavy accumulations of slush, etc.) shall be inspected for
gross damage and shall be treated as follows:
(1) If blade track is unaffected and if there is no visual evidenceof

bending, twisting or other gross damage and none is suspected,
the propeller shall be removed from service as soon as possible
but not later than 10 flight hours.
Page 603
Har~7ilton U
OIYI´•10* O~ U*IIID ItlCI1´•~ COle01´•~IO*
Standard F~e
ULF--Sa AIRCRAFT PROPLLLER
MAINTENANCE MANUAL
NOTE: The aircraft shall be returned directly to its repair

base propeller removal.
for Duringflyback transit, pro-
peller periodic inspection shall be performed before each
takeoff.
(2) If blade track is affected or if bending and/or twisting is

evident or suspected, the propeller shall be removed immediately..
(3) Blade track shall be checked using the following procedure:
(a) Set the blade angle at the shut down stops.
(b) Remove spinner and insert brass shims (or other soft
the
material) between the counterweights and barrel to position
the blades straight out in running position.
(c) Measure the´•distance from a fixed point parallel to the blade

to a point on the face side of the blade two inches inboard of
the tip at mid chord.
(d) Rotate the propeller to measure thisdistance at the same
point on the remaining blades.
(e) If the difference in measurement between any two blades ex-

ceeds 0.50 inch, the propeller shall be removed from service.
B. Removed propellers shall be forwarded to the approved overhaul facility

accompanied by the impact report of Table 3, and a complete description
of circumstances surrounding the incident. The overhaul facility will
in turn submit a report to Hamilton Standard Service Department who
will determine if the severity of the impact will or will not warrant
reheat treatment of blades in addition to resurface treatment at
Hamilton Standard. Factory inspection of the barrel, and ball race
regrind may also be necessary.
Page 604
Har~nilton U
Standard
ZSLF--535 AIRCRAFT PROPELIER
MAINTENANCE MANUAL
TABLE 2
OVERSPEED REPORT
Operator
Airplane Make Model Serial No.
Engine Model Serial No.
Nacelle
Propeller Model No. Serial No.
Blade Design No. Blade Serial No. 1

Blade Serial No. 2
Blade Serial No. 3
Maximum Overspeed-Indicated or Estimated (state which)
Blade Angle
RPM Setting
Air Speed Altitude
Duration of Overspeed
Attitude of Airplane During Overspeed
Gross Weight of Airplane During Overspeed
Cause of Overspeed (if known)
Remarks
Note: The above informationis required for propellers returned to Hamilton

Standard in order that the effects of overspeeding can be properly
evaluated.
Page 605
Harnilton C~
Standard
PROPELLER
MAINTENANCE-.MANUAL.
TABLE 3
IMPACT DAMAGE REPORT
Operator
Aircraft Type Model No. Serial No. ....i....l.;. I:-’:
Nacelle
Propeller Model No I;;’´•ii...´•. i
Blade Design No, Blade Serial No. l´•.;:..’i;.:;:~;. ;’;´•;´•i’’

Serial No. 2
Serial No. 3
RPM at Time of Impact I......;;.’.;;;..´• ...~i..;.‘.´•:
Propeller Rotating or Static
Aircraft Speed at Time of Impact
Engine RPM at Timeof Impact
Object Struck ...........;i
Object Moving or Static
Approximate Weight of Object Struck .’;I´•;-;~. .´•..;....;-r´•;:
Description of Visual Damage
Track Affected (state amount)
No. 1 Blade
No. 2 Blade
No. 3 Blade
Remarks
Note: The above information is required on propellers returned to the overhaul

facility directly to the
or Hamilton Standard Service Department, in order
that damage can be properly evaluated.
Page 606
Standard CI~
t3LF--SS) AIRCRAFT PROPELLER
MAINTENANCE MANUAL
PROPELLER SYSTEM CLEANING/PAINTING
i. CLEANING
A. METALLIC SURFACE. Clean the metallic external surfaces of the propeller

with an approved solvent such as Stoddard Solvent or equivalent.
(1) Apply solvent sparingly with soft cloths or a soft brush.
CAUTION: DO NOT ALLOW THE SOLVENT TO CONTACT RUBBER, PLASTIC,

OR FIBERGLASS PARTS.
(2) Remove the solvent by thoroughly rinsing with fresh water and
wiping dry with soft cloths.
B. BLADE. Warm clean fresh water

and soap, kerosene or safety solvent
such as Solvasol 5
equivalent and suitable brushes and clean cloths
or
shall be used for cleaning the aluminum alloy blade. Scrapers, power
buffers, steel wool, wire brushes, tools or substances abrasive in
in nature, shall not be used on the blade. In the case of aircraft
operating on or near salt water, the blades shall be thoroughly washed
with clean fresh water, thoroughly wiped dry, and then coated with a
film of clean engine oil after completion of each day of activity.
C. NON-METALLIC SURFACE. Clean rubber, plastic, and fiberglass surfaces

with soap and warm water applied with soft cloths. Rinse with fresh
water and wipe dry with soft cloths.
D. DEICING BRUSHES AND SLIP RINGS. Brushes and slip rings shall be
cleaned by wiping with a cloth dampened in a volatile solution
such as Toluene or Methyl-Ethyl-Ketone. The surfaces shall then
be wiped with a clean dry cloth. Allow parts to stand for approxi-
mately six hours before returning them to service.
CAUTION: DO NOT IMMERSE PARTS IN CLEANING SOLUTION. DO NOT USE

SOLVENTS CONTAINING CARBON TETRACHLORIDE. SOLVENTS
REMAINING ON CARBON BRUSHES MAY RESULT IN RAPID BRUSH
WEAR AND DAMAGED SLIP RINGS.
2. SPINNER EROSION COATING
A. Apply erosion resistant coating 0.005-0.007 thick using following

ingredients: Laminar X-500 Polyurethane black conductive coating
8B6, Laminar X-500 hardner 50-0-3, Laminar X-500 safety solvent
reducer 66-C-28. Instructions for mixing above materials shall be
as directed on pertinent containers or kits. Spray full cross coats
allowing surface to be tack free between coats until desired 0.005-

0.007 thickness is obtained. Allow 10-30 minutes drying time between
coats. Cross coats consist of vertical and horizontal motion appli-
cation. After the final coat has been
the part must be allowed applied
to dry for two hours after which time the part may be lightly handled.
Full mechanical resistance develops within 5 days.
Page 701
Har~ilton DIII´•laN O~ U*I~ID
U
1IIICI´•´•~ COIICOII~IO*
Standard
ZJLF--S35 AIRCRAFT PROPELL~ER
MAINTENANCE MANUAI
B. Erosion coating requirements may be satisfied by applying one or more

brush coats of black conductive coating 8B6. Coating shall be approxi-
mately 0.005-0.007 thick.
Page 702
Standard
SSLF--53~ AIRCRAFT PROPELLER
MAINTENANCE MANUAL
PROPELLER SYSTEM APPROVED REPAIRS
i. DOME SEAL REPLACEMENT. Dome seals are to be replaced only if external

leakage is evident or if seal leakage is a suspect cause of propeller
malfunction.
A. Remove the spinner by removing the screws and washers (figure 2,

indices 1 and 2).
B. Move blades to full feather. This may be accomplished by moving the

blades toward reverse with aircraft auxiliary pump system. Manually
retract the plungers and allow the blades to move toward feather.
Once shutdown stop settings,
beyond the the shutdown stop plungers may
be allowed to extend.
CAUTION: TO AVOID DAMAGE TO DOME/OR PLUNGERS, DO NOT USE SCREWDRIVERS

OR OTHER METALLIC TOOLS TO MANUALLY RETRACT THE SHUTDOWN
STOP.
C. Remove the lockwire from the dome extension retaining nut (24). Slowly
remove the nut using spanner wrench GS12703.
WARNING: DOME EXTENSION IS SPRING LOADED. DO NOT REMOVE DOME OR

DOME EXTENSION UNLESS BLADES ARE IN THE FEATHER POSIT.ION.
D. Remove the cam (26) from the propeller piston. Remove shims (28) and
flat washers (27) from piston. Note the number of shims used so that
the cam can be reinstalled in the same position.
E. Mark the-position of the three shutdown stops and remove the 6 cap
screws from the dome housing flange. Slide the dome housing off the
piston. Check the inside diameter of the housing for scouring or wear.
F. Replace MS9241-254 preformed packing in the barrel annulus. Replace

718041-1 preformed packing on the piston.
G. Slide the dome housing over the piston. Insure that the packing is not
crimped or twisted while installing the dome housing.
H. Reinstall shutdown stops and cap screws. With propeller at feather stop,
tighten screws finger tight. Center dome housing (Item 32, figure 2)
on piston so that radial gap between housing and piston is equal around
the piston within 0.005 inches. Use care not to damage piston seal.
Repeat this check with piston at reverse stop. Tighten screws to torque
of 125 to 150 pound inches. Lockwire screws in pairs (MS20995C41 lock-
wire).
I. Cycle the propeller from feather to reverse using the aircraft propeller
auxiliary ~ump. Observe piston through forward end of dome housing for
seal leakage. No visible leakage is permitted. Hold pressure in full
reverse long enough to purge the dome of air and permit visual observation
of any oil leakage.
Page 801
Har~ilton U
Standard
2SIF--S31AIRCRAFT PROPELLER
MAINTENANCE MANUAL
J. Place shims (28), flat washer (27), and cam (26) on the piston.
K. Install part number MS9241-160 preformed packing (29) in the outboard

end of the dome housing.
L. Position blades to the feather position.
M. Pour any residual oil out the dome extension assembly and then add 5
to 8 ounces of.MIL-L-7808 or MIL-L-23699 oil to the dome extension
assembly.
N. Position the dome extension into the dome housing, aligning the three
rollers in the dome extension with the wide flats on the cam. Slide
the retaining nut (24) over the outboard end of the dome extension and
thread on to the dome housing until it becomes tight using spanner
wrench GS12703. As nut begins to tighten it does not matter if dome
extension rotates slightly, as cam and rollers will remain in contact.
O. Place pitch lever in reverse and activate the aircraft propeller

auxiliary pump until blades rotate to a position below the shut down
stop.
WARNING: DO NOT APPLY OIL PRESSURE UNLESS RETAINING NUT AND DOME
HOUSING THREADS ARE ENGAGED BY AT LEAST TWO TURNS WITH THE
BLADES ON THE SHUTDOWN STOP THE NUT WILL TURN EASIER.
P. Tighten the retaining nut until it bottoms solidly on the dome extension
and the dome extension bottoms on the dome housing. Install lockwire
(MS20995C41) from the nut to thepln in the dome shell.
Q. Reinstall the spinner, aligning the blade opening numbered "1" over-
blade no, i. Tighten the screws evenly to a torque of 35 to 40 pound-
inches.
2. BLADE SEAL REPLACEMENT. If oil is leaking by the blade seals the seal
shall be replaced in the following manner.
A. Turn the blades to the feather position.
B. Disconnect the heater leads from their terminals.
C. Place suitable protective material, such as cardboard on the blade

leading and trailing edges adjacent to the blade tip to prevent
damage to the seal inside diameter. With the flat side of the seal
facing away from the propeller, stretch the seal over the blade rips
and protective material. Slide the seal with the protective material
along the length of the blade to the blade shank. Remove protective
material and examine seal to insure that it is free of damage.
NOTE: Avoid the use of any sharp or metallic instrument in installing

the chevron seal over the tip.
Page 802
Harnilton DIVI´•IO* OI V*IIIO
U COI1POI1I’I0*
Standard As
23LF--19~1 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
D. Allow seal to remain on the shank at least 15 minutes before installing.
E. Rotate the propeller until the bladeis in the upright position.
F. Remove the counterweight halves allowing the blade to settle in its

loading position.
G. Using a 0.50 inch nonmetallic rod with one end tapered to a blunt
edge, lift the~old chevron seal from the barrel cavity and remove´•
from the blade by cutting the seal.
H. Slide the new chevron seal into the barrel until the flat surface
of the seal is flush with the barrel outer surface.
NOTE: Install the seal with the fingers. Avoid the use of any sharp
or metallic instrument which could damage the seal.
I. Reinstall the counterweights in accordance with assembly of the pro-

peller paragraphs 3D thru C.
3. BLADE MAINTENANCE.
A. Any repair of leading and trailing edges and tipradius is accomplished

by the use of a file and emery cloth. Care shall be talken to blend
the reworked portion of the leading edge with adjacent areas and to
make the repaired radius conform to the original as shown in figure 801.
After removal of all pits and corrosion, remove an additional 0.050 inch.
B. Figure 802 shows maximum depths of gouges and scratches which do and do
not require rework.
REWORK CONTOUR
TO POINT OF
MAXIMUM
CORRECT MAINTAIN ORIGINAL RADIUS
DAMAGED PORTION
CONTOUR TOO BLUNT
INCORRECT RADIUS TOO LARGE
IBT-~6
Rework of Leading Edge

Figure 801
Page 803
Harnilton U
Standard A~
29LF-535 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
C. The number of repairs in given limited

no
with itacolrieprovided
respect
ht to
a area
each other do not

is not
form a continuous line of
repairs which would materially weaken the blade. Reworks extending
in. a line across the blade width are acceptable providing the distance
between reworks is a minimum of 1.5 inches and total width of the rework
is less than half the width of the blade. A blend of reworks shall not
exceed six square inches. Repairs on leading the trailing edges may
be opposite each other providing they are not a maximum depth. (See
Table 1) Blades containing damage which cannot be repaired within these
limits shall be removed from service and forwarded to the overhaul
facility for disposition.
TABLE 1
LEADING AND TRAILING EDGE
MAXIML~M OPPOSITE REWORK
BLADE STATION MAXIM~M SINGLE MAXIMUM COMBINED

(INCHES) REWORK DEPTH OPPOSITE REWORK DEPTH
7 to 18 0.060 0.090
18 to 30 0.150 0.225
30 to 48 0.310 0.465
D. The only acceptable methods of removing surface damage are those by

which metal containing and adjacent to the damage is removed from the
blade. This shall be done using any of the following tools:
(1) Die maker riffler files "0" cut, ~10 and ~17. Die maker riffler
files "3" cut f8, ~10 and 1~18. Die sinker riffler "3" cut 1~11 and
C16.
(2) Emery cloth, Nos. 120, 180, 240 and 320.
(3) Small electric hand grinder with rubber abrasive sheel, and
compound such as Norton A80D2RR, Norton Abrasive Company,
Worcester, Mass.
(4) Magnifying glass, 10X or greater.
E. Reworks shall be made parallel to the longitudinal axis of the blade.

Remove all traces of the damage and provide a smoothly faired depression
in the blade surface. See figure 802 and 803.
CAUTION: METHODS WHICH ATTEMPT TO RELOCATE METAL BY COLD-WORKING TO

COVER OR CONCEAL DAMAGE RATHER THAN REMOVE THE DAMAGE ARE NOT
ACCEPTABLE.
F. Using a pencil or soft marking crayon which will not penetrate the blade
surface, mark light perpendicular lines on the blade surface so that they
intersect at the deepest point of the damage_
Page 804
Harnilton OIVI´•IO~ O´•
U
U*tl~O I´•IICI)LIT
Standard F~e
99lF-999 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
G. Work out the damage using the file with the cut most convenient. Blend
in the reworked
area original with the by filing to form blade surface
a saucer-shaped depression being careful to remove all traces of the
damage. The depressions shall not exceed the dimensions in figure 802
and 803. Remove all traces of the file marks with No. 240 emery cloth
followed by No. 320 emery cloth leaving a polished surface. Inspect
the reworked area with 10X magnifying glass. If no indication of dam-
age remains, remove 0.002 inch more stock.
H. After rework, using blade checking indicator HSP1827, measure the

amounts of stock removal. If the final depth exceeds permissible
stock removal depth, the blade shall be removed from service.
5. ELECTRICAL BURN REWORK PROCEDURE.
A. Damage caused by electrical burns or lightning strike is removed in

the same manner as described in paragraph.4. except that Keller’s
etch may be used to determine whether the damage has been completely
removed. Upon swabbing the etch over the damaged section, the appearance
of a brown ring on any portion thereof indicates that damage remains.
Remove more stock until the color of the reworked section blends with
the color of the undamaged area. Clean the acid away by soaking the
affected area the blade with water.
of The Keller’s etch method is
preferable to the method of removing excessive stock as indicated in
figure 803.
6. INSPECTION OF REWORKED AREAS;
(1) Reworked areas shall be inspected for possible cracks that may become
exposed with the rework. The dye penetrant method of inspection shall
be used.
7. BLADE HEATER REPAIR.
A. Abrasions not penetrating through the heater, providingthe wire

elements are not damaged, are repaired by cleaning the area with
toluene and then applying a coat of BB1008 cement over the cleaned
area.
8. ELECTRICAL SLIP RING AND PLATE.
A. If the plate is cracked or bolt holes are elongated it shall be re-
placed.
B. Polish slip ring working surface using No. 320 sandpaper or equivalent.
CAUTION: EMERY ABRASIVE IS ELECTRICALLY CONDUCTIVE AND SHALL NOT BE

USED.
9. BRUSH BLOCK.
A. If brushes are worn or damaged, remove the cover from the brush block
and remove the brushes as shown in figure 804.
Page 805
Hamilton DIVI´•ION OC V*IT~D
U COICOIIIIO*
Standard A~
23LF--SJS AIRCRAFT PROPELLER
MAINTENANCE MANUAL
NO LIMIT EXCEPT FOR GROSS DAMAGE

7"
AND FITTING OF LEADING EDGE AND TIP
STA
0.006 MAX 0.016 MAX
23" 8"
DAMAGE REQUIRING NO REWORK
7" NO LIMIT EXCEPT FOR GROSS DAMAGE

STA AND FITTING OF LEADING EDGE AND ilP
0.060 BUT NO MORE THAN 25 ~b OF SECTION THICKNESS AT

POSITION OF REWORK
41"
REWORK LIMITS OF FACE AND CAMBER SIDES
NO LIMIT EXCEPT FOR GROSS DAMAGE

7"
AND FITTING OF LEADING EDGE AND TIP
STA
I I f-’"
0.06
tt,,, t 0.31
0.06
r
0.15-] 1 r0.31
f r 0.31
i r7
8"
REWORK LIMITS ON LEADING AND TRAILING EDGES
Blade Airfoil Local Rework Limits

Figure 802
Page 806
Hamilton OIVlblaN D~
U
YYI’ID 1IIICII~T CO´•COIII~IM
Standard
L31F--SJ5 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
"A"
FACE 8 CAMBER SIDES 30
LEADING e TRAILING EDGES 10
TIMES DEPTH OF REWORK
F´•"A"
OR BURN
OF GOUCE
1 FAIR IN
DEPTH OF REWORK i
0.002" MIN. (GOUGE REWORK)

0.024’ MIN. (ELECTRICAL BURN REWORK):~i
I-laz~le
Example of Local Rework

Figure 803
GUIDE 8 SPRING
IBRUSH
ELECTRICAL
SLEEVING
PLASTIC STICK
DIRECTION OF PRESS
Guide and Spring Removal

Figure 804
Page 807/808
Harnilton U
Standard F~e
AIRCRAFT PROPLLLER
MAINTENANCE MANUAL
DIFFERENCE DATA SHEET
VARIABLE PITCH AIRCRAFT PROPELLER MODEL NO. 23LF-337
THE INSTRUCTIONS CONTAINED IN PRECEDING SECTIONS OF THIS

HANDBOOK APPLY EXCEPT FOR DIFFERENCES GIVEN IN THIS DATA
SHEET.
LEADING PARTICULARS. This propeller is the same as 23LF-335 except for the follow-
ing:
i. Thepropeller does not incorporate shutdown stop thereby

a allowing the
propeller to go to feather when shutting down the engine.
2. The propeller blade is shorter by 4.5 inches because of different air-

craft installation.
3. When propellers are not equipped with deicing all reference to deicing
shall be ignored.
SPECIAL MAINTENANCE TOOLS AND MATERIALS. Same as 23LF-335.
TROUBLESHOOTING. Same as 23LF-335 except for references to shutdown stop pin and
bracket. This propeller does go to feather position at engine shutdown.
SERVICING. Same as 23LF-335 except the following additional instructions shall

be followed for dome extension removal and installation.
i. Before loosening the dome nut mark the location of the nut relative to
the safety wire pin in the dome.
NOTE: The dome nut of propellers which have not been installed on an
aircraft may be loose. The nut shall be tightened before mark-

ing.
2. Prior installing the dome nut

to lubricate the threads of the nut with
petrolated graphite (MIL-T-5544) or a heavy duty grease.
3. While tightening the dome nut with spanner wrench GS12703, the running
torque of the nut will be quite high. Therefore, it may be necessary
to use an extension handle on the wrench and restrain the propeller from
turning at two blades. Tighten the nut solidly to the mark of paragraph
i.
901
Harr~ilton OI
U
Y*,~IO ´•IICIILI~
Standard
t~lF--S35 AIRCRAFT PROPLLLER
MAINTENANCE MANUAL
30~
35
32 ~3 8C/ 34
33 af
36
3--
39 37
Z
‘\j 38l-a
I _
22~25
BR"
21~ /19
Os- rJ1S
II//1
-e 4)
42~
23\:~- 20
4------~ i O
o olo
27
c
j( 12
14
25
o,0
26
ZeL6Eb9
Figure 901. Variable Pitch Aircraft Propeller 23LF-337

902
Standard Fle
AIRCRAFT PROPELLER
MAINTENANCE MANUAL
FIGURE d PART UNITS

INDEX NO. NUMBER DESCRIPTION PER ASSY
901 23LF-337 PROPELLER, AIRCRAFT REF

-1 AN526-428R14 SCREW, MACHINE 15
-2 AN960-416L WASHER, FLAT 15
-3 704514-2 SPINNER, PROPELLER 1
-4 AN104306 BOLT, MACHINE 8
-5 MS9241-037 PACKING, PREFORMED, RUBBER 1
-6 MS24665-153 PIN, COTTER 6
-7 AN121552 NUT, CASTLE 6
-8 716888-36 WASHER, FLAT 3
-9 701527-3 SWIVEL BRACKET, LEVER 2
-10 701507-5 RING, FEEDBACK 1
-11 AN103907 BOLT, MACHINE 6
-12 MS15795-812 WASHER, FLAT 6
-13 MS20364-1032A NUT, SELF-LOCKING, THIN (10 AVERAGE) AR
(ALTERNATE PART) (SEE NOTE)
-14 AN970-3 WASHER, FLAT (30 AVERAGE) AR
-15 AN107314 BOLT, MACHINE (5 AVERAGE) AR
AN107317 BOLT, MACHINE (5 AVERAGE) AR
AN3-3A BOLT, MACHINE (5 AVERAGE) AR
AN3-4A BOLT, MACHINE (5 AVERAGE) AR
-16 714248-4 BULKHEAD AND NUT 1
-17 MS24665-302 PIN, COTTER 6
-18 69292-6 NUT, CASTELLATED, HEXAGON 6
-19 MS20002-6 WASHER AR
-20 710086-4 BOLT, MACHINE 3
-21 710086-2 BOLT, MACHINE 3
-22 717859-2 COUNTERWEIGHT, SET 3
-23 69992A18 BALL, CHROME ALLOY STEEL 75
-24 711159-1 RETAINER, BALL 3
-25 716904-1 RACE, BEARING, INNER-SET 3
-26 714314-2 SEAL, CHEVRON 3
-27 1017A-9-105 BLADE ASSEMBLY, PROPELLER, AIRCRAFT .3
-28 716926-2 NJT, DOME 1
-29 NO NUMBER DOME EXTENSION, PROPELLER 1
-30 717996-1 CAM, PROPELLER 1
-31 704518-4 WASHER, FLAT (1 AVERAGE) AR
-32 704518-1 WASHER, FLAT (15 AVERAGE) AR
-33 MS9241-160 PACKING, PREFORMED, RUBBER 1
-34 MS242665-153 PIN, COTTER 3
-35 AN121552 NUT, CASTLE 3
-36 AN960C416L WASHER, FLAT AR
337 MS9090-08 BOLT, MACHINE 6
338 AN960-516 WASHER, FLAT (12 AVERAGE) AR
-39 714318-3 DOME AND INSERT, PROPELLER 1
-40 718041-1 PACKING, PREFORMED, ANTI-TWIST 1
903
Ha r~7 i)ton U
Standard F~s
ZSLF--S95 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
FIGURE PART UNITS

INDEX NO. NUMBER DESCRIPTION PER ASSY
901-41 MS9241-254 PACKING, PREFORMED, RUBBER 1

-42 NO NUMBER HUB GROUP, PROPELLER 1
NOTE: USE AS REQUIRED FOR BALANCING
904
Hamilton U.
Standard
Z~LF--535 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
REMOVAL INS TALLAT I ON
Removal of Propeller from Engine. Same as 23LF-335 except:
i. Prior to removal of feedback ring attaching nuts, the engine control yoke
shall be removed to allow the feedback ring to be moved aft.
Installation of Propeller On Engine. Same as 23LF-335 except for installation of

deicing equipment (see figure 901)
i. PROPELLER BALANCE. Thepropeller shall be balanced as a complete assem-
bly including spinner and bulkhead, but less propeller cam, shims and
spacer.
’NOTE: Propeller balance will not normally be

required as propellers are
balanced at the factory or overhaul facility. However, change of:
any major component will require rebalance of the propeller.
A. Position the blades at an angle of 30 2 degrees and balance

in accordance with instructions for 23LF-335.
NOTE: Install balance bolts with the bolt head on the aft side of the
bulkhead. Washers shall be divided as evenly as possible on
each side of the bulkhead. Do not exceed nine washers per bolt.
The bolt must extend two threads (minimum) beyond the nut after
final installation.
2. Lubricate the of propeller mounting bolts (figure 901,

threads index;l)
with petrolated graphite (MIL-T-5544) or equivalent.
ADJUSTMENT /TEST
Testing
i. Cycle the propeller to assure proper operation. With the propeller in

feather, place The power lever at full reverse position and run unfeather
pump. Shut off pump, move power lever to ground idle, and speed control
lever to feather.allowing blades to rotate to the feather position. The
propeller should cycle smoothly and respond to input ~ositions as indicated.
INSPECTION/CHECK
Inspection After Overspeed
i. If a propeller is involved in an overspeed up to 2400 RPM, it may be con-
tinued in service contingent upon correction of the cause of the over-
speed.
2. If the overspeed is 2400-2800 RPM, propeller shall be removed from

the
service as soon as possible, but no later than 10
flight hours, ferry
time. This time is to allow return to a repair base for propeller removal
and is contingent upon correction of the cause’of the overspeed. During
905
~arnilton U
Standard
ULF--SSI AIRCRAFT PROPELLER
MAINTENANCE MANUAL
the 10 hour period, the propeller shall be

before each takeoff. in vOnoiperiodic
sdeepsregiven tcepsni
this category may
a
or may not require

rework depending on normal design loading of the propeller and other
factors that will vary according to the installation and the incident. In
cases of overspeeds of this magnitude, a report similar to that of Table
2 shall be compiled and submitted to the Hamilton Standard Service De-
partment for specific evaluation. Pending disposition from Hamilton
Standard, the propeller shall be removed from service.
3. If the overspeed is in excess of 2800 RPM, the propeller shall be re-
moved from service at the next landing and returned to Hamilton Standard
for inspection and analysis. A report similar to that of Table 2 shall
be compiled and submitted with the propeller.
Inspection After Impact
i. Blade track shall be checked with the dome extension removed and the
blade angle set at approximately flat pitch.
CAUTION: DO NOT ALLOW BLADE ANGLE TO CHANGE WHILE MEASURING TRACK OR

THE CHECK WILL BE INVALID.
APPROVED REPAIRS. Same as 23LF-335 except for the following differences:
i. The dome extension~shall be removed and installed in accordance with

the servicing instructions of this difference data sheet.
2. Before making repairs to the blade refer to figure 902 and Table i.
TABLE 1
MAXIMUM OPPOSITE REWORK
BLADE STATION MAXIML~M SINGLE MAXIM~M COMBINED

7 to 17 0.060 0.090
17 to 28 0.150 0.225
28 to 43.5 0.310 0.465
906
Hamilton OIVlblOL( OC YIIITLD
U COIPOI´•TIO*
Standard F\~
LSLF--S35 AIRCRAFT PROPELLER
MAINTENANCE MANUAL
7"
NO LIMIT
STA
_
I MCEPT FOR
GROSS
DAMAGE AND
0.012 MAX
FITTING OF
(0.006 MAX IN AREAS PREVIOUSLY
0.016 MAX LEADING
REWORKED) EDGE AND
T\P
COUNTERWEIGHT LIP
TO 3" FROM TIP
26" ~(0.5"
7"
STA NO LIMIT
EXCEPT FOR
GROSS
DAMAGE AND
AT
0.060 BUT NO MORE THAN 25%OF SECTION THICKNESS FITTING OF
POSITION OF REWORK LEADING
EDGE AND
TIP
7"
0.3 0.3
STA 0.15~ 1 3"~- NO LIMIT.
0.06~ 1 f I I EXCEPT FOR

GROSS
DAMAGE AND
FITTING OF
LEADING
EDGE AND
15 1 r0.31 ,0.31 TIP
t0.06 T
IO"----)SC-~-II" 15.5"
Il-lsr-2aa
Figure 902..\ Airfoil Local Repair Limits
907/908
03
Hamilton
AdnartsdnuS
United Technologies Company
Description
and
Mai ntenance
Instructions
VA RIAB LE
PITCH
Al R C R A FT
PROPELLER
MODEL
63 E60- 1 9
63E60-21
Jun 1/00 Page I

Hamilton Sundstrand
A United Technologies Company
FIELD MAINTENANCE MANUAL
63E60-19, -21 VARIABLE PITCH AIRCRAFT PROPELLER SYSTEM
WARNING
OTHER MANUFACTURER’S PRODUCTS USED IN COMPLYING WITH THIS MANUAL

SHOULD BE INVESTIGATED TO DETERMINE WHETHER THEY HAVE ANY
HAZARDOUS QUALITIES. RECIPIENTS OF THIS MANUAL ARE WARNED TO OBSERVE
ANY APPLICABLE INSTRUCTIONS PERTAINING TO THE USE OF ANOTHER
MANUFACTURER’S PRODUCT, WHOSE INSTRUCTIONS MAY APPEAR ON THE
CONTAINER THEREOF, OR ANY ACCOMPANYING LITERATURE PERTAINING
THERETO. FAILURE TO OBSERVE APPLICABLE INSTRUCTIONS REGARDING OTHER
MANUFACTURER’S PRODUCTS HAVING HAZARDOUS QUALITIES COULD RESULT IN
SOME CASES IN INJURY TO THE USER AND/OR IMPROPER OVERHAUL.
THEREFORE, THE APPLICABLE INSTRUCTIONS PERTAINING TO THE USE OF
ANOTHER MANUFACTURER’S PRODUCT SHOULD BE CONSULTED IN EACH CASE
TO DETERMINE THE CONSEQUENCES OF MISUSING SUCH PRODUCTS.
FAA Approved
P5132
Title
Page 2 Jun 1/00

RECORD OF REVISIONS
~´•p´•
MFG REV
NO DESCRIPTION ISSUE DATE ATP REV DATEI INSERTED BY
7 See Hiqhlishts 6/1/2000 10/30/2000

Hamilton Sundstrand
RECORD OF REVISIONS
FIELD MAINTENANCE P5132
VARIABLE PITCH AIRCRAFT PROPELLER SYSTEM
REV. ISSUE DATE REV. ISSUE DATE

NO. DATE INSERTED BY NO. DATE INSERTED BY
0 Jun 15/68
1 Feb 1/70
2 Jul 1/71
3 Jul 15/77
4 May 15/78
5 Apr 1/79
6 Jan 15/81
7 Jun 1/00 Oct: 30/20001 ATP/II~L
P5132
Record of Revisions
Jun 1/00 1
Page
Hamilton Sundstrand
THIS IS A BLANK PAGE
P5132
Record of Revisions
Page 2 Jun 1/00
ATP REV INSERTED DATE REV REMOVED

61-1 6/15~86 10/30/20001 ATP/IIT;I~, 10/30/2000 7 ATP/~II!

Hamilton Sundstrand
FIELD MAINTENANCE MANUAL P5132
VARIABLE PITCH AIRCRAFT PROPELLER SYSTEM

61-1 Jun 15/86 Jun 1/00
P5132
Jun 1/00 Page 1
Hamilton Sundstrand

P5132
Jun 1/00
Page 2
Hamilton Sundstrand
63E60-19. -21 VARIABLE PITCH AIRCRAFT PROPELLER SYSTEM
TO ALL HOLDERS OF HAMILTON STANDARD’S

FIELD MAINTENANCE INSTRUCTIONS P5132
APPLICABILITY:
THIS SHEET TRANSMITS REVISION NO. 7 DATED JUN 1/00
HIGHLIGHTS
Effective June 10, 1999, United Technologies Corporation (UTC) purchased all of the stock of
Sundstrand Corporation and combined Sundstrand and UTC’s Hamilton Standard Division to form
Namilton Sundstrand Corporation.
Pages which have been revised are outlined below with the highlights of the revision. Please replace the
affected pages with the pages of this revision.
Design Critical Characteristics (DCC) were added to the manual where applicable. Refer to section 61-00
for a description of Design Critical Characteristics.
Page Description of Change
Title Pages, 1 and 2 Updated for Revision 7.
Record ofaevisions, 1 Updated for Revision 7.

and 2
Record of Added for Revision 7..

,snoiveRyrapmT 1 and 4
List of Effective Revised to show Revision 7 changes.

Pages, 1 through 4
TOC, 3 Added Figure 909A.
61-00, Pages 25 and Added paragraph 4. Design Critical Characteristics, paragraph 4.A.
26 through G.
61-10-0, Page 403 Added >~DCC<< to Table 402, Torque Values.
61-10-0, Page 409 Added >>DCC<< to step D.(4), lock plug and lock ring.
61-10-0, Page 411 Added >~DCC<< to step (13) and step (17)(a).
61-10-0, Page 610 Added NOTE about storage inspection.
61-10-0, Page 801 Added >>DCC<< to Figure 801, Blade Repair Limits.
61-10-0, Page 802 Added >>DCC<< to Figures 802 and 803.
61-10-0, Page 805 Added >>DCC<< to Figure 804.
61-10-0, Page 909 Added >>DCC<< to’step (p) and Figure 902, Barrel Bolt Limits. Added
NOTE.
61-10-0, Page 933 Incorporated TR61-1 into step (37), (a) and (b).
P5132
Highlights
Jun 1/00
Page 1
Hamilton Sundstrand
61-10-0, Page 934 Added >>DCC<< to step (e).
61-10-0, Pages 934A Added Figure 909A, Application of Zinc Chromate Putty (TR 61 -1).
and 934B
61-10-0, Pages 935 Revised steps H.(4) through (7) and steps I.(l)(a) through (d) to incorporate
and 936 new procedures and >>DCC<< areas.
61-10-0, Pages 936A Text flow (no technical changes).

and 936B
61-10-0, Page 937 Renumbered steps (e) and (f).
P5132
Highlights
Page 2 Jun 1/00
Hamilton Sundstrand
O 1968, 1970, 1971, 1977-1979, 1981, 2000 Hamilton Sundstrand Corporation
LIST OF EFFECTIVE PAGFZS
The total number of pages in this manual is 196.
Subiect Page Date Subiect Page Date
Title 1 Jun 1/00 61-00 23 Jun 15/68

2 Jun 1/00 24 Jun 15/68
25 Jun 1/00
Record of Revisions 1 Jun 1/00 26 Jun 1/00
2 Blank
61-10-0 101 Apr 1/79
Record of 1 Jun 1/00 102 Apr 1/79
Temporary Revisions 2 Blank 102A Apr1/79
102B Blank
List of Effective Pages 1 Jun 1/00 103 Jun 15/68
2 Jun 1/00 104 Jun 15/68
3 Jun 1/00 105 Jun 15/68
4 Blank 106 Blank
Table of Contents 1 Apr 1/79 301 Apr 1/79

2 Apr 1/79 302 Apr 1/79
3 Jun 1/00 303 Apr 1/79
4 Jan 15/81 304 Apr 1/79
305 Apr 1/79
61-00 1 Jul 15/77 306 Apr 1/79
2 Jun 15/68
3 Jun 15/68 401 Jul 15/77
4 Jun 15/68 402 Apr 1/79
5 Jun 15/68 402A Ju115/77
6 Jun 15/68 402B Apr1/79
7 Jun 15/68 402C Ju115/77
8 Jun 15/68 402D Blank
9 Jun 15/68 403 Jun 1/00
10 Jun 15/68 404 Blank
11 Jun 15/68 405 Jun 15/68
12 Jun 15/68 406 Jun 15/68
13 Apr 1/79 407 Jun 15/68
14 Jun 15/68 408 Jun 15/68
15 Jun 15/68 409 Jun 1/00
16 Jun 15/68 410 Apr 1/79
17 Apr 1/79 410A Ju11/71
18 Jun 15/68 410B Blank
19 Jun 15/68 411 Jun 1/00
20 Jun 15/68 412 Jun 15/68
21 Jun 15/68 413 Jun 15/68
22 Jun 15/68 414 Blank
P5132
Jun 1/00 Page 1
Hamilton Sundstrand
61-10-0 501 Jun 15/68 61-10-0 817 Apr 1/79

502 Jun 15/68 818 Apr 1/79
819 Apr 1/79
601 Jun 15/68 820 Apr 1/79
602 Jun 15/68 821 Apr 1/79
603 Jul 1/71 822 Apr 1/79
604 Jan 15/81 823 Apr 1/79
604A May15/78 824 Apr 1/79
604B Ju1l171 825 Apr 1/79
604C Ju11/71 826 Apr 1/79
604D Ju11/71 827 Apr 1/79
604E Apr 1/79 828 Apr 1/79
604F Apr 1/79 829 Apr 1/79
604G Apr1/79 830 Apr 1/79
604H Blank 831 Apr 1/79
605 Jun 15/68 832 Blank
606 Jun 15/68
607 Apr 1/79 901 Jul 15/77
608 Jun 15/68 902 Apr 1/79
609 Jun 15/68 903 Jul 15/77
610 Jun 1/00 904 Jul 15/77
611 Jul 15/77 905 Jul 15/77
612 Blank 906 Jul 15/77
907 Jul 15/77
701 Jun 15/68 908 Apr 1/79
702 Blank 909 Jun 1/00
910 Jul 15/77
801 Jun 1/00 911 Apr 1/79
802 Jun 1/00 912 Apr 1/79
803 Apr 1/79 912A Apr1/79
804 Apr 1/79 912B Blank
804A Apr1/79 913 Jul 15/77
804B Apr 1/79 914 Blank
804C Apr1/79 914A Ju115/77
804D Blank 914B Apr 1/79
805 Jun 1/00 914C Apr1/79
806 Apr 1/79 914D Blank
807 Jun 15/68 915 Apr 1/79
808 Jun 15/68 916 Jul 15/77
809 Jun 15/68 917 Apr 1/79
810 Apr 1/79 918 Apr 1/79
811 Apr 1/79 919 Apr 1/79
812 Apr 1179 920 Apr 1179
813 Apr 1/79 920A Apr1/79
814 Apr 1/79 920B Blank
815 Apr 1/79 921 Jul 15/77
816 Apr 1/79 922 Jul 15/77
P5132
Page 2 Jun 1/00
Hamilton Sundstrand
Date
Subiect Page Date Subiect
Page
61-10-0 923 Jul 15177 61-10-1 1 Feb 1170
924 Jul 15/77 2 Feb 1/70
925 Jul 15/77 3 Feb 1/70
926 Jul 15/77 4 Feb 1/70
927 Jul 15/77 5 Feb 1/70
~28 Jul 15/77 6 Feb 1/70
929 Jul 15/77 7 Feb 1/70
930 Jul 15/77 8 Feb 1/70
931 Jul 15/77 9 Feb 1/70
932 Jul 15/77 10 Feb 1/70
933 Jun 1/00 11 Feb 1/70
934 Jun 1/00 12 Feb 1/70
934A Jun1/00
934B Jun1/00
935 Jun 1/00
936 Jun 1/00
936A Jun1/00
936B Jun1100
937 Jun 1/00
938 Jul 15/77
P5132
Jun 1/00 Page 3
Hamilton Sundstrand
P5132
Page 4 Jun 1/00
HAMILTOW STAIID~U(D
Uwr~LD
~EOO*WQEI ~I
61E60 PROPELLER SYSTEM
MAINTENANCE MANUAL
TABLE OF CONTENTS
CHAPTER/
SU EJECT SECTION PAGE
61-00
GENERA L:
1
Description and Operation
61-10-0
PROPELLER SYSTEM: 63360-21
Troub~eshooting
301
Servicing 1
Removal and Installation 401
501
adjustment and Test
and Cbeck 601

Inspection
and 701
Cleaning Painting
Approved Repairs aol

I
Preparation for Service,
901
Storage and Shipment j
61-10-1
PROPELLER SYSTEM: 63E60-19
1 Difference Data Sheet 1
P5132
Contents
/*pi1/18 Page 1
HAMILTON STAWDARQ ´•"\"I awnd
m
~soaaooEs
MAINTENANCE MANUAL
FIGURE INDEX
FIGURE CHAPTER/ A~P

NO. .TITLE SECTION PAGE GRZD
1 Propeller System Components 61-00 7

2 Propeller System Hydraulic Schematic 61-00 9
3 Feather Electrical Schematic 61-00 11
4 Unfeather ‘Electrical Schematic 61-00 13
5~ Flight Low Pitch Stop Electrical Schematic 61-00 15
6 Approach Stop Selection Electrical Schematic 61-00 15
7 Approach Stop Electrical Schematic 61-00 17
8 Reverse Electrical Schematic 61-00 19
9 Unreverse Electrical Schematic 61-00 20
10 Third Stop Selection Electrical Schematic 61-00 21
11 Third Stop Release Electrical Schematic 61-00 23
12 Deicing and Anti-Icing Electrical Schematic 61-00 24
401 Propeller Group 61-10-0 407
402 Indexing Front to Rear Spinner 61-10-0 413
600 Filter Assembly 61-10-0 ’!1 604B
600A Filter Disks Exhibiting Typical Contamination 61-10-0 604C
600B Filter Disks Exhibiting Maximum Acceptable 61-10-0 604C
Contamination
600C Filter Disks Exhibiting Unacceptable 61-10-0 604D
Contamination
60011 Blade Rubber Parts Area Codes 61-10-0 604F
601 Blade Alignment Gage Application ~61-10-0 605
801 Blade Damage Requiring No Rework 61-10-0 801
802 Rework Limits on Face and Camber Sides 61-10-0 802
of Blades
803 Rework Limits on Leading and Trailing 61-10-0 802
Edge of Blades
804 Propeller Blade Surface Treated Areas 61-10-0 805 j‘ .´•´•´•I
805 Measurement of Damage Depth 61-10-0 806

806 Typical ~ocal Rework 61-10-0 807
807 Manual Peening Hammer Manufacture 61-10-0 807
807A Heater Wire Repair Limit 61-10-0 817
807B Blade Heater Replacement 61-10-0 820
808 Brush Spring Removal 61-10-0 825
809 Minimum Brush Length 61-10-0 825
810. Propeller Control 61-10-0 827 i
811 Encased Fluted Seal Installation 61-10-0 828
P5132
Contents
~Page 2 Apr 1/79
Hamilton Sundstrand
FIGURE INDEX
FIGURE CHAPTERI
NO. TITLE SECTION PAGE
901 63E60-21 Propeller Assembly 61-10-0 902

902 Barrel Bolt Maximum Length 61-10-0 909
903 Installation of Spinner Mounting Bulkhead 61-10-0 910
and Spinner
904 Blade Switch and Brush Block Electrical 61-10-0 913
Connection
904A Propeller Assembly and Testing Flow Chart 61-10-0 914C
905 Low Pitch Stop Removal 61-10-0 916
906 Installation of Adjustable Valve Tube 61-10-0 921
907 Propeller Hydraulic Service Unit 61-10-0 923
908 Propeller Oil Test Fixture and Propeller 61-10-0 924
Schematic
909 Instrument Panel Hydraulic Propeller 61-10-0 925
Tester
909A Application of Zinc Chromate Putty 61-10-0 933A
910 Propeller Control Rigging and Adjustment 61-10-0 .936
(Cover Removed for Clarity)
1 Propeller System Components 61-10-1 2
2 Propeller Hydraulic Schematic 61-10-1 5
3 Feather Electrical Schematic 61-10-1 6
4 Third Stop Selection Electrical Schematic 61-10-1 7
5 SynchrophaserB System Circuit 61-10-1 9
6 Pulse Requirements 61-10-1 10
7 Pulse Generator Clearance 61-10-1 11
P5132
Contents
Apr 15/00 3
Page
IIIUWIUN bTAWDdRD
~i
~ioond
gjESO PROPELLER SYSTEM

MAINTENANCE MANUAL
TABLE INDEX
TABLE CHAPTER/
NO. TITLE SECTION PAGE
1 Leading Particulars 61-00 1
2 Life Limited Components 61-00 25
101 Troubleshooting 61-10-0 101
401 Special Tools 61-10-0 401
402 Torque Values 61-10-0 403
601 Daily Inspection Requirements 61-10-0 601
602 Intermediate Inspection Requirements 61-10-0 602
603 Periodic Inspection Requirements 61-10-0 602
604 Impact Report 61-10-0 606
605 Overspeed Report 61-10-0 609
801 Consumable Materials 61-10-0 803
P5132
Contents Jan 15/81
Page 4
nnmllxon RnollRo
MAINTENANCE MANUAL
61-00. GENERAL.
The following tabulation lists the leading particulars for the 63360-21
propellers.
TABLE 1. LEADING PARTICULARS
Feather Angle 75 ~t 0. 5 Degrees
I:: Flight (Primary) Stop Angle 16.5- 18 Degrees
A.pproach Stop Angle 6.5 7 Degrees
Third (Tertiary) Stop Angle -2. 25 i´• 0. 8 Degrees
Reverse Angle -27 0. 5 Degrees
Take-Off RPM Adjustment (Prop. 1160 rpm
Low RPM Adjustment (Prop.) 850 rpm
Propeller and Control Operating MIL-H-5606 or
Fluid MIL-H-6083, Type 1
Operating Fluid Capacity 18. 5 19 Quarts
Electrical Requirements
Solenoids 28 V de
Auxiliary Motor 28 V de
Ice Protection 208 V ac, 3-Phase

(120 Volts per Phase)
Propeller Weight (Dry) 621 Pounds
Control ~eight (Dry) 73 Pounds
Blade Track Tolerance 0. 406 Inch
Jul 15/77 61-00

Page 1
~AMILTOW SIAWD~RD
63E 60 PROPELLE R SYSTE M
MAINTENANCE MANUAL
i. Description (see figure 1).
A. Model Designation. The propeller assembly 63360-21 signifies the

followi ng:
(1) The first digit, 6, denotes a major model type propeller.
(2) The second digit, 3, indicates the number of blades.
(3) The letter E designates the shank size.
(4) The third and fourth numbers, 60, indicates the SAE propeller
shaft size.
(5) The two digits, 21, following the dash indicate functional and
installation characteristics of the propeller.
B. The major components comprising the propeller assembly are the barrel,
three blade assemblies, a dome assembly, low pitch stop assembly, pitch-
lock assembly and slipring assembly.
(1) The barrel is manufactured in two halves which are machined and
balanced as a set and must be kept together throughout their service
life.
(a) The barrel retains the blades and carries the high centrifugal
blade loads by means of shoulders at each blade bore.
(b) The barrel provides the means of attaching the propeller to the
engine shaft.
(c) The outboard barrel half supports and retains the dome assembly.
(d) The inboard barrel half extension provides a seat for the control
assembly.
(2) The blades are forged from a hard aluminum alloy. 13efore the butt
end of the blade is formed a steel beveled washer is installed. The
beveled washer plus a roller thrust bearing and a flat split washer
transfer the loads from the blade to the barrel. The blade fairing is
designed to increase the ram air pressure at the engine inlet.
(3) The dome assembly contains the pitch changing mechanism which con-
sists of a double acting piston whose movement is transmitted through
61-00 June 15/68

Papc!2
Harnilton U
Standard
MAINTENANCE MANUAL
a rotating and stationary coaxial cam set which is geared to the blades,
and rotates the blades about their longitudinal axes. The dome shell
acts as a cylinder in which the piston moves. Hydraulic pressure op-
erating on the outboard side of the piston increases blade angle and hy-
draulic pressure operating on the inboard side of the piston decreases
blade angle. Stop rings provide fixed angle mechanical stops for re-
verse and feather. Latches on the stationary cam lock the rotating cam
when feather is reached. The feather latch can be overcome hydrauli-

cally for unfeathering operation.
(4) The low pitch stop assembly is contained in the dome and limits the
travel of the propeller piston in a decrease pitch direction. The low
pitch stop assembly provides two retractable mechanical stops which
are servo controlled.
(a) The primary mechanical stop (flight low, pitch stop) is formed by
the wedge contacting the rearmost mating seat of the stop levers.
This is the normal inflight position of the stop levers. The pro-
peller operates at or above this setting in flight until FINE PITCH
STOP switch is selected for APPROACH operation.
(1~ The secondary mechanical stop (APPROACH STOP) allows a lower

blade angle for reduced thrust, thus allowing a steeper and slower
approach for short field landings. The stop levers are partially
retracted by movement of the wedge forward so that it contacts the
forward seat of the stop levers. Then, the piston can contact the
forward shoulder of the stop levers and normal governing can de-
crease the blade angle.
(5) The propeller pitchlock assembly is located within the propeller barrel.
The purpose of the pitchlock is to minimize propeller overspeed by
mechanically preventing loss of blade angle after engagement. Pitch-
lock is achieved by meshing two members which will prevent the ro-
tating cam from turning in a decrease pitch direction. These members
are also usedto provide a mechanical third stop for ground handling
when GROUND FINE is selected.
(6) The locking members of the pitchlock are the stationary ratchet ring
and the pitch stop ratchet ring.
(a) The stationary ratchet ring is splined to the barrel and locked
in place.
June 15/68 61-00
Page 3
HarniltorP olr~´•lo* or u*l~´•o
~b
´•IICI´•l~ CO´•´•01´•´•IO´•
Standard Ae~
63E 60 PROPE LLE R SYSTE M
MAINTENANCE MANUAL
(b) Thepitchstop ratchet ring is splined to the dome rotating cam and
can move aldally along the splines, as well as rotating with the cam.
The pitckstop ratchet ring is spring loaded toward engagement but

is normally held disengaged by hydraulic pressure. A propeller
overspeed or loss of hydraulic pressure allows the ratchets to en-

gage; however, blade angle may be increased if hydraulic pressure
is restored.
(7) The slipring assembly transfers electrical power from the stationary
propeller control to the rotating propeller for deicing, anti-icing, and
blade control switch circuitry.
C. The propeller control is a self-contained, non-rotating assembly which

mounts on the extension of the propeller barrel. It contains the transfer
bearing, pumps, governors, valves, and linkages which supply the propeller
pitch change mechanism with hydraulic pressure of proper magnitude and
direction to vary the blade angle as required for the selected operating
condition.
(1) The transfer bearing is used to transfer hydraulic fluid from the sta-
tionary control to the rotating propeller. The rotating sleeve of the

transfer bearing is splined to the extension of the propeller
e hT
rotating
.lerrpitcha
sleeve is
geared
b
change to drive the governor, the
pitchlock governor, the main pump, and the main scavenge pump.
(2) The main pump provides a continuous supply of hydraulic pressure for
pitch change requirements when the propeller is rotating. The main
scavenge pump pumps fluid from the atmospheric sump into the pres-
surized sump.
(3) The electric motor driven auxiliary pump supplies auxiliary hydraulic
pressure for feathering, and accelerating pitch change when reverse
is selected. In addition, this pump supplies the required hydraulic
pressure for unfeathering and static propeller ground operation. The
auxiliary motor operating cycle is controlled by the auxiliary motor
timer
(4) The pitch change governor is a speed and acceleration sensitive flyball
governor with a speeder spring that opposes the flyball force. These
forces are balanced when the propeller is on-speed. To change the
propeller governing RPM, the load applied to the speeder spring is

mechanically changed by the control lever.
61-00 June 15/68

P~g´•e 4
Harnilton o´• u*lrre
U
Standard
(5) The pitchlock govempr is a speed sensitive flyball governor which

meters hydraulic fluid to the pitchlock assembly in the propeller.
If an overspeed occurs, the pitchlock governor dumps the pitchlock
pressure and the locking members engage, minimizing blade angle

reduction. Simil.arlp, if system pressure is lost, the pitchlock will
engage.
D. The propeller anti-iced front spinner, the rear spinner and the propeller
afterbody and bracket are used to streamline the flow of air past the pro-
peller to the engine inlet. An opening in the front of the anti-iced spinner
allows cooling air to reach the propeller and propeller control. Electric
anti-icing of the spinner front section and de-icing of the spinner front
section and propeller blades is accomplished through resistive wires im-
bedded in the spinner and in the blade deicer boots. When the system i~s
in use, the nose of the spinner front section is continually anti-iced and
the plateaus and rear portion of the front spinner and the blades are cycli-
cally deiced. Cyclic de-icing is controlled by a propeller electric ice

control timer.
E. The propeller relay control contains the relays for the electrical circuits
of the propeller control system. The relays are utilized for the functions
of the electrical low pitch stops and the anticipation circuits and selection
of the approachstop, third stop, feather, unfeather, reverse and unreverse.
F. The control torque retainer and pad mounts on the engine and mates with the
propeller control and prevents the control from rotating.
G. The auxiliary motor timer controls the operating cycle of the auxiliary
motor. This timer operates for 12 seconds and four seconds, depending
on how it is grounded.
Ii. The electric ice control timer controls the deicing cycle of the propellers.
Deicing is cycled from one propeller to the other in 30 second intervals.
I. An inductor is included in each blade switch circuit to prevent AC power

feedback from the common ground of the slipring assembly and the DC
power system.
June 15/68 61-00
Page 5
63E60 PROPELLE R SYSTE M
MAINTENANCE MANUAL
KEY TO FIGURE 1
1. Propeller Anti-Icing Frqnt Spinner 6. Propeller: P;fterbody and Bracket

2. Spinner Mounting´• BuUchead´• 7. Propell~r´• Control
3. Propeller Rear Spinner 8. Propeller Relay Control
Variable PitchAiycraft Psopeller Propeller Electric Ice Control,
1 .9. rotcudnIremiT
4.
5. Control Torque Retainer and Pad 10. Awdliary NZotor Timer
61-00 Juns15/68
6
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St8nClard F)o
MA1NTENANCE MANUAL
2. Operation (see 2 thro~igh 12).
A. See figure 2. Constant speed governing is the system normally used during
flight from take-off to touchdown. RPM is selected by positioning the pro-
pelller; cdntrbl l~irer. dovernor flyball force acting against speeder spring
force ljositioils the pilot valve. The pilot valve hydraulically controls a
coaxial valire, which follows the motion of the pilot valve. The coaxial valve
directs pump pressure to the outboard side of the piston to increase blade
angle or to the inboiiz"d side of the pistoh to decrease blade angle as neces-
sary to ~ii8intain a constant RPM; The stability of the governing system is
aided by goiretnoir pressure regulating valve which, in conjunction with
a
the selector v~ve, maintains a constant pressure drop across the pilot
talve and dhmps in excess of the required pressure drop, to the
pressu~izad Sump. A buffer piston is inclilded in the governor system to

imprciv~ governing stability. During governing operation a decrease pitch
restrictor m8ii~taihs a low rate of blade angle Change towards low pitch by
directing retuk´•ri high pitch fluid through the restrictor orifice.
B. Pitchlock. 8ee figiire 2. The pitchlock System locks the blades at a fixed
blade angle in case ~f an overspeed or loss of hydraulic pressure.
(1) The locking members of the pitchlock assembly are kept disengaged by
pump pressure metered through pitchlock pressure regulating valve.
the
If an overspeed of approdm~iteljr 6 to 8 percent above 1860 rpm occurs,
the of the’pitchlock governor position the governor plunger
to dump Pitchlock pressure. Similarly, -if system pressure is lost, the
pitchlock will engage.
(2) Once t~he ijitChloCk System Is engaged a reti~rn of’pressure’to the pitch-
lock cannot diseligage the locking membe~-s for governing unless suffi-
cient is available to inc~ea´•se blade angle. ´•Since the ratchet
desig~i ´•does not ilnpede increase ~inOve‘meilt, ~feathering can be accom-
plished if sufficient pressure is ~ivailable.
(3) The following features prevent the pidchlok from interfering with other
operations.
(a) During governing, the pressurizing valve preverits decrease pitch

Ijfes´•‘sure’frdm ~being diredted o the ddme:uritlil sufficient:pressure
i´•s available to prevent pitchlock.
(b) With the propeller in feat’he~r, thepitchlock.is ’mechanically cam´•-
med out to prevent interference with unfeathering.
sltdo .June .15~68

Pgdge 8
4
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.mP..~*.E Illri------------~i Uo aaoao
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PUMP
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BREATHER I I Im 1111 11 II II II vii-~ll I POWER LEVER PROP CONTROL LEVER
SUMP’ I II I’ ’I II IREYERSlKj VALVE CAM SPEED SET CAM

ITmOSPRERIC I Ina~--, I L IL_I !I II IMECHANICAL SECONDARI REV. FEATHER VALVE CAM
sumP I )I VALVE CAM
SCREENSY IOOMRNOR REVERSING LEVER
Cd CAM
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~-L SCAVENGE PUMP SCAVENGE PUMP MAGNETIC DRAIN PLUG
(D
0 28-U7’--117
CDO
~lr´•´•´•a* a´• U*IIIE
U. CO´•CDI´•IIO*
Stanclaid
63860 PROPELLER SYSTEM
MAINTENANCE MANUAL
(c) During reversing the pitchlock is cammed out and engagment at the
third stop position is prevented by pump pressure in the pitchlock

line.
C. Feather. Refer to hydraulic schematic, figure 2, and feather electrical

schematic, figur;e 3.
Note: Infigures 2 through 12, relays in the propeller

control relay box are designated by a letter only.
Other references designate these relays by an
equivalent ’X" number as follows: K1-Q, K2-F,
K3-D, K4-R, K5-K, K6-L, K7-N, K8-X, K9-P.
Note: Feather can be initiated’by t~hree methods, de-

scribed in the following paragraphs.
(1) Pro~ieller control feathering is initiated by positioning the lever

lever
into the FEATHER position. This mechanically positions the feather
valve in the control which directs hydraulic fluid to the outboard side
~of the propeller Piston. The propeller control lever also actuates
switches which supply power to the feather button coil which pulls in
the’feather button and electrically duplicates feather button feathering
which is described in paragraph (2). Power is supplied to the auxiliary
motor timer constantly while the propeller control lever is in FEATHER
to prevent recyclii~g when the feather buttdn is’released. Pro-
it from
peller control lever feathering overrides all other operations.
(2) Feather button feathering is initiated by pushing the feathering button.

The feather button energizes the ’feather-solenoid, the auxiliary’motor
power relay, auxiliary motor timer, the feather button coil and the
the
feather button light. The auxiliary motbr power relay energizes the
aurilidry motor to provide hJrdraulic fluid for feathering. The ener-
gized feather solenoid directs hydraulic fluid to:the feather valve´•which
is hydraulically’ shifted. The feather valve then directs hydraulic fluid
to the outboard side of the propeller piston to feather the propeller.
At the end of 12 seconds the aurriliary motor timer breaks the ground
to the auxiliary motor power relay and the feather button holding coil,
deenergizing the auxiliary motor and neutralizing the feather button.
61-00 June 15~68

Page 10
Hamilton o´• u*llle
U
~lacal´•- CO´•PO.lrlO~
Standard
63E 60 P RO PE LLE R SYSTE P*l
MAINTENANCE MANUAL
(3) Auto feathering is armed only when the auto feather arming switch is
closed. Once armed, the system will not function unless a signal is
received from the aircraft auto feather system, at which time the
feather button will pull in and
propeller will feather as described
the
for feather button feathering, and´• feather button
feathering. Auto
feathering do not override all other operations. This feature permits

reversing, should a propeller start to autofeather on take off and take
off is aborted. Autofeathering may be checked with the aircraft on the
ground as described in the applicable aircraftmanua´•l.
PROPELLER
CONTROL LEVER
850
RPM
´•E
AUXILIARY
1160 RPM (i FEATHER
MOTOR p 28VDC
28VDC FEATHER
tT~c;+,-2svM:
BUTTON
AUXILIARY MOTOR
POWER RELAY
DIAIBIFIEIC
ILIARY MOTOR
TIMER
FEATHER
SOLENOID
D Fl IEIC
PROPELLER RELAY
CONTROL
Feather Electrical Schematic
June 15/68 Figure 3. 61-00
Page 11
Harnilton U
Standard A~
D. Unfeather. Figure 4 shows the propeller blades at feather and the unfeather
circuit energized. To unfeather, the propeller control lever must be out of
the FEATHER position.
(1) Unfeathering is initiated by pulling out the feather button. This supplies
power to the aurdliary motor power relay and the unfeather solenoid.
The auxiliary motor power relay is grounded for 12 seconds at the aux-
iliary motor timer. The unfeather solenoid receives its ground through
a contact of de-energized relay Q and a contact of energized relay K.
The unfeather solenoid directs hydraulic fluid to back up the decrease

pitch relief valve, thereby building up sufficient pressure to overcome
the feather latches for unfeathering. The auxiliary pump supplies the
pressure and the pilot valve being in an underspeed condition directs it

to the inboard side of the propeller piston.
(2) Normally, the unfeather cycle by releasing the feather

is terminated
button just after rpm starts to increase indicating blade angle is de-
creasing. However, if the switch is continually held out, the~ number 1

blade switch will open at approximately 43 degrees and remove the
ground for the unfeather solenoid by de-energizing relay K. The aux-
´•iliary motor power relay will de-energize at the end of the timer’s
12 second cycle.
E. Electrical Flight Low Pitch Stop. The electrical flight low pitch stop is a
safety feature incorporated to prevent the blades from inadvertently passing

appreciably below the mechanical flight low pitch stop setting if a system
malfunction permits blade angle to go below the flight stop. See figure 5.
(1) If the propeller blades inadvertently pass below the flight Stop, the
number 2 blade switch closes at approximately 14 degrees providing a
ground for relay Q which energizes.
(2) A ground circuit for relay D is completed through a contact of de-
energized relay P, a contact of energized relay Q and a contact of de-
energized relays N and L.
~(3) Energized relay D supplies power to the feather solenoid through a con-
tact of energized relay D, a contact of de-energized relay F, a contact
of de-energized relay K, a contact of the power lever reverse switch,
and a contact of de-energized relay R. This causes blade angle in-
crease. As the blade switch opens, the feather solenoid de-energizes.
(4) If the condition prevails that caused the blades to go below the low pitch
stop, the propeller blades will cycle at approximately 14 degrees as
61-00 June 15/68

Page 12
HA~ILTON STAWDARQ ´•"’’I "I"*
all TECNWOUIGIES.
MAINTENANCE MANUAL
the number two blade switch opens and closes, and the blade angle n-
dication light will flicker on and off as the blades cycle.
F. Approach Stop. Refer to hydraulic schematic, figure 2, and approach stop

selection electrical schematic, figure 6.
(1) Selection of mechanical approach stop operation is initiated by posi-

tioning the FINE PITCH STOP switch to the APPROACH position.
Power through the switch is routed through both power lever anticipa-
tion switches and then energizes relay L of theright propeller relay
control. through
Power the contact of energized L leaves the right
F )1 1 Fl
propeller relay control to energize relay L oI z~ne leI~ propeller relay

I
control. Relays L are in series for the approach stop to ensure that
an electrical malfunction’in either propeller relay control cannot re-
sult in only one propellergoing to the approach stop. Power from a
contact of energized relay L in the left propeller relay control passes
AUXILIARY
MOTOR
28 VDC
6
AUXILIARY
MOTOR I II I\FEATHER
POWER RELAY
br~ BUTTON
28 VDC (+~1 ~i
J UNFEATHERIH
SOLENOID SLIP
DIAIBIFIEIC
RINGS
28VDC
AUXILIARY MOTOR I INDUCTOR
TIMER
REV.
1 BLADE
F DI IT J X
CONTROL SWITCH
PROPELLER
RELAY CONTROL
ll--L27Y--275C
Unfeather Electrical Schematic P5132
Apr 1/79 Figure 4 61-00
Page 13
NAMILTON STANDARD
~LIIUWmD
711na ~EcnwotoolEs
MAINTENANCE MANUAL
through contacts of de-energized relays K, in both propeller relay con-

trols, to energize both unfeather solenoids. Unfeather solenoids are
grounded through de-energized relays Q and energized relays L.
(2) With the unfeather solenoid energized the decrease pitch relief valve is
backed up, raising its setpoint. This valve normally limits low pitch
pressure below the actuation point of the restrictor bypass valve and
the flight stop release valve. When power is reduckd and the governor
senses an underspeed, it routes metered pump pressure to decrease
propeller blade angle. As the decrease p´•itch pressure rises above its
normalvalue, it opens the primary mechanical stop release valve
allowing decrease pitch fluid to flow ~through the valve to the secondary
mechanical stop release valve where it bleeds through to the servo
piston and dump tube passages. The decrease pitch pressure moves
the servo piston forward, repositioning the wedge and allowing the
levers to seat at their next pos´•ition. The
dump valve tube also moves
forward. When the slot in the tube aligns with the dump valve passage,
servo piston pressure is dumped to the high pitch line, removing the
actuating pressure from the servo piston and preventing further servo
piston travel.
(3) As the blade angle decreases the number 2 blade switch closes at ap-
proximately 14
degrees (3 degrees below the flight stop). Relay Q
energizes and the blade angle indication light’illuminates. Energized
relay Q removes the ground circuit for the unfeather solenoid, ending
the approach stop selection. The blade angle continues to decrease to
the approach stop setting of approximately 7 degrees through normal
governing.
(4) If, during mechanical approach stop operation, one or both power
levers are advanced to 2170 shaft horsepower or higher, one or both
power lever anticipation switches will open. This has the same effect
as moving the FINE PITCH STOP switch to NORMAL since the APP-
ROACH position of the switch is connected in series with the anticipation
switches (see figure 7). Thus, both propellers will revert to the con-
ditions described previously (sub-paragraph E) for the electrical flight
low pitch stop system (see figure 5) because both propeller blade angles
are below the settings of the mechanical flight low pitch stops. There-
fore, both propeller blade angles will increase to approximately 14

degrees and normal governing will be available to increase each pro-
peller blade angle further to control overspeeding which may result

from the power burst.
61-00P5132 June 15/68

Page 14
Hamilton or u*l´•´•e
U
Standard F~o
63E 60 PRO PE LLE R 5YSTE M
MAINTENANCE MANUAL
Y2 BLADE
CONTROL SWITCH
POWER LEVER
SLIP
IDLE RINGS
T.O.C:
SL i,\ REVERSE
´•c~INDUCTOR
ct 28VDC
FEATHER
BLADE ANGLE
SOLENOID
INDICATION LIGHT
+128 VDC r
PROPELLER
E GIJ WI INI IM D1 RELAY

CONTROL
oI~
o
~14
I(-27Y--L71
Electrical Flight Low Pitch Stop Schematic

Figure 5.
SLIP
LEFT POWER LEVER 1_ RINGS
APPROACHJTERTIARY ANTICIPATIONSWITCH
SELECTOR SWITCH k RIGHT POWER LEVER
ANTICIPATION SWITCH
:s FLIGnT FINE POSITION I

I:
VDC #2 BLADE
INDUCTOR
FROM LEFT PROPELLER RELAYCONTROL CONTROL SWITCH
28 r------------------
VDC UNFEATHER
TO LEFT PROPELLER
BLADE ANGLE
I SOLENOID
INDICATION LIGHT RELAY
f
LI IJ TI IM N DIPI IZI IV
PROPELLER
r---:----;-
RELAY CONTROL
L)
I~-ulv-zR
Approach Stop Selection Electrical Schematic
June 15/68 Figure 6. 61-00
Page 15
Harnilton U
Standard A~
MAINTENANCE MANUAL
G. Electrical Approach Stop. The electrical approach stop is a safety feature

incorporated to prevent the blades from inadvertently passing appreciably
below the approach stop setting if a system malfunction permits the blades
to go below the approach stop while the FME PlTCH STOP switch is in the
APPROACH position. See figure 7.
(1) If the propeller blades inadvertently approach stop, the

pass below the
number 1 blade switch will close at degrees, (3 degrees
approximately 4
below approach. stop). The number 1 blade switch provides a ground
for relay K which energizes. A ground is then supplied through a con-
tact of relay K and a contact of relay Q for blade angle indication light.
(2) Relay D receives ground through a contact of de-energized relay P,

a
a contact of energized relay Q, a contact of de-energized relay N, a

contact of the energized relay L, and a contact of energized relay K.
(3) Power through a contact of relay D passes through a contact of de-

energized relay F, a contact of energized relay L, the power lever
reversing switch, a contact of de-energized relay R to the feather
solenoid. This causes the blade angle to increase. As the number 1
blade switch opens, the feather solenoid de-energizes.
(4) The blades then cycle at degrees as the number 1

approximately 4
blade switch opens and closes. The blade angle indication light will
flicker on and off as the blades cycle.
H. Reverse. Refer to hydraulic schematic, figure 2, and reverse electrical

schematic, figure 8.
(1) Revers´•ing is initiatedby placing the power lever in the REVERSE po-
s´•ition. This mechanically positions the pilot valve In an underspeed
condition. The power lever also rotates the reversing valve.cam and
the mechanical secondary reversing valve cam which open their re-
spective valves, setting up the system to retract the two position stop
levers. The reversing valve backs up the decrease pitch relief valve
with pump pressure. The decrease pitch pressure rises and actuates
the primary mechanical stop release valve which opens and admits
decrease pitch fluid secondary mechanical stop release valve.
to the
The reversing valve also applies pump pressure to one side of the
third stop dump valve. At the same time, the mechanical secondary
reversing valve ´•applies pump pressure to the other side of the third
stop dump valve. This creates a balanced condition which prevents
movement of the third stop dump valve. Pump pressure from the
mechanical secondary reversing valve also shifts the control secondary
61-00 June 15/68

Page 16
HAMILTO)I STAWDARD
63E 60 P RO PE LLE R SYSTE M
MAINTENANCE MANUAL
revers~ing valve which shifts and admits pump pressure to

pitch lock
line. The secondary mechanical stop release valve is thus shifted,
closing the dump valve line and applying low pitch fluid from the flight
stop release valve directly to the servo piston line. The wedge is re-
moved and the stop revers retract. As the blades decrease pitch, the
pitch lock is kept from engaging at the ground handling stop by pump
pressure in the pitch lock line. During the reversing operation, the
increased low pitch pressure also opens the restrictor bypass, in-
creasing the rate of change to reverse pitch. Pressure differential

between low and high pitch fluid is controlled by the surge valve.
FEA:
SLIP
RING3
REV:
POWER LEVER tf
1 BLADE
A
ANTICIPATION SWITCH CONTROL SWITCH
APPROACH 7ERTIARY OF OTHER POWER LEVER POWER LEVER
SELECTORSWITCH FEA.
ANTICIPATION SWITCH
28 VDC FLIGHT FINE 1 INDUCTOAS

POSIIION
REV;
2 BLADE
J~ CONTROL SWITCH
28 VDC
POWER LEVER
BLADE ANGLE FEATHER
BLADE ANGLE REVERSING
INDICATION LIGHT INDICATION LIGHT SOLENOID
28 VDC SWITCH
N DI IMI IP JI IXI IWI IEIG
Q I D
PROPELLER RELAY
CONTROL
i’
’I Apr 1/79
Approach Stop Electrical Schematic
Figure 7;
15--L27Y--272D
E5132
61-00
Page 17
HAMILTON
rrcn~orwEs.
69660 PROPELLER SYSTE M
MAINTENANCE MANUAL
(2) Electrically, the reverse energizes the auxiliary motor which

circuit
increases the rate of blade angle change toward reverse. The dotted
lines of figure 8 represent circuitry energized during reverse but used
only to establish unreversing requirements. Blades are shown in
reverse.
(a) As the blades move toward reverse, the number two blade switch
closes at approximately 14 degrees, providing a ground for relay
Q. Relay energizes and the blade angle indication light ´•illumi-
nates.
(b) The number one blade switch closes at approximately four degrees,
supplying a ground for relay K and the blade angle indication light
illuminates by grounding through contacts of energized relays
Q and K.
(c) The blades continue moving until the reverse stop is reached.
Four seconds after initiating reversing, the timer opens the
ground auxiliary motor power relay terminating the auxil-

to the
iary motor power relay terminating the auxiliary motor. Hydrau-

lic fluid pressure supplied by the main pump holds the propeller
in reverse.
I. Unreverse. Figure 9 shows the propeller blades in reverse with the elec-
trical circuits energized to unreverse the propeller. The dotted lines
represent unreverse termination circuitry.
(1) Moving the power lever out of reverse returns the valves that were
actuated in the control for reversing to their normal position and re-
leases the governor for normal governing.
(2) During reverse operation, relays D and N were energized to establish
unreversing circuitry.
(3) Moving the power lever out of reverse de-energizes relay R. With
relay Rde-energized, a circuit to the feather solenoid is completed

through a contact of energized relay D, contact of de-energized relay
F, contact of energized relay N, power lever reverse switch and a
contact of de-energized relay R.
(4) As the blades move out of reverse, the number 1 blade switch opens at
approximately 4 degrees, relay K de-energizes, and the blade angle

indication light goes out.
P513261-00 June 15/68

Page 18
Hamilton o´• u*l~ro
U
colros´•~lo*
Standard
MAINTENANCE MANUAL
(5) At approximately 14 ~degrees, the number 2 blade switch opens breaking

the ground for relay Q and the blade angle indication light goes out.
(6) At approximately 24 degrees, the number 1 blade switch closes provid-

ing a ground for relay K. Relay F energizes and breaks the circuit to
relay N and the feather solenoid. Relay N in de-energizing breaks the
ground to relay D which de-energizes and breaks the circuit to relay F.
Relay F de-energizes and completes the unreverse operation.
SLIP RINGS
POWER LEVER
AUXILIARY
MOTOR
A
28VDC Itl BLADE
CONTROL SWITCH
C~ 28VDC
AUXILIARY MOTOR
POWER RELAY
INDUCTORS
~i BLADE
CIEIFIBIAID CONTROL SWITCH

+)28VDC
(-)(r)l 11 BLADE ANGLE
PavDC
INDICATION LIGHTS
AUXILIARY
MOTOR TIMER
Al ICIDI IMI let IN xlJ
PROPELLER RELAY CONTROL
r--
K I I C1
_
R-) I L---,-,--------
L-
Reverse Electrical Schematic
June 15/68 Figure 8. 61-00
Page 19
Hamilton o´•
U´•Ilc´•´•r~
Standard Fle
63~360 PROPELLER SYSTEIVI
MAINTENANCE MANUAL
J. Third Stop (Ground) Selection. The mechanical third stop is Incorporated to

provide a low blade angle for minimum propeller thrust during ground
handling operation. The third stop cannot be reached unless the FINE
PITCH STOP select switch is positioned to GROUND, the propeller control
governor is in an underspeed condition, and the weight switch relay is ac-
tuated insuring that the aircraft is on the ground. The third stop will auto-
matically be overcome at any time the propeller control governor is in an
overspeed condition. The third stop can also be overcome by initiating
feathering, or by positioning the Approach/Te~tiary Select Switch to OFF.
This action returns the propeller to a position above the flight stop.
POWER LEVER SLIP

IDLE RINGS
T.O.c;
´•L~ REVERSE
BLADEANGLE
FEATHER
SOLENOID
rlAt--l
CONTROL SWITCH
INDICATION LIGHT
naVDC INDUCTORS I
2 BLADE
Q+)2svoc CONTROL SWITCH
PROPELLER
E G NIB X DI IJ
RELAY CONTROL
f-l
o K
-1
i I´•- J
I
i--_---J
Unreverse Electrical Schematic
61-00 Figure 9. June 15/68

Page 20
Hamilton 0’11~10* O~
U CO´•LD9´•IIO*
Standard
63E 60 PROPELLE R SY5TE M
MAINTENANCE MANUAL
(1) Third stop (GROUND) by placing the FINE PITCH STOP

is initiated
Select Switch in the GROUND STOP position. Both relays X and P are
energized by power coming from the sw´•itch through weight switch relay
and the p~ower lever anticipation switch. (See figure 10. Power
through a contact of energized relay X energizes the third stop solenoid

and power through a contact of energized relay X and a contact of de-
energized relay K energizes the unfeather solenoid which grounds

through. a contact of energized relay X.
(2) The unfeather solenoid allows pump pressure to back up the decrease
pitch relief valve. Refer to figure 2. Decrease pitch pressure rises
and opens the primary mechanical stop release valve. This action is
the same as the approach stop operation. The third stop solenoid ap-
plies pump pressure to the third stop selector valve which is opened
POWER LEVER
POWER LEVER´•
I
I ANTICIPATION
GROUND ISWITCH
REVERSE SWITCH-
FINE
APPROACH/TERTIARY 28 VD:(-t’
WEIGHT SELECT SWITCH
A
SWITCH
RELAY ´•FLrGHT FINE
I
28
VOCO-; 9.~28 VDC
SLIP RINGS
1 BLADE
CONTROL SWITCH
I E
EANGLE
INDICATION
LIGHTS
LANDING
GEAR
SWITCH i
r-t----------t------_-------- --------t´•6eaa~t -i~j
i I I INDUCTORS
RDST
SOLENOID CONTROL SWITCH
1 I I I I I ISOLEE;16’i-d
BIINIIX J MI IDIY K TIIV
PROPELLER RELAY
CONTROL
--L--,,
,vrrJ i I I I I L~-r
o i i I P I X I. I K
L--------’------1_-_-J
L--_______________l -_-___L--. -------]-1
;-------------____,j
I(-Ll~y-169
Third Stop Selection Electrical Schematic
June 15/68 Figure 10. 61-00
Page 21
Harnilton U
Standard
63E60 PROP~LLER SYSTEM
MAINTENANCE MANUAL
and routes pump pressure to the third stop dump valve and the control
secondary reversing valve. The third stop dump valve is maintained in
a neutral position by pump pressure on ´•thf opposite end from the un-
feather solenoid. The pitchlock pressure line is thus held open to the
pitchlock assembly. The control secondary reversing valve is shifted
by pressure from the third stop solenoid and directs the pump pressure
into the pltchlock line. The pump pressure in the pitchlock line opens
the secondary mechanical stop release valve which closes the dump
valve line and directs low pitch oil pressure from the primary mechan-
ical stop release valve directly to the servo piston line. The servo
piston moves forward, removing the wedge and allowing the two position
stop levers to fully When the governor is in an underspeed
retract.
condition, the blades decrease pitch below the approach stop. At ap-
proximately 4 degrees, the number 1 blade switch closes to provide a
ground relay K and de-energizes the unfeather solenoid and the blade
ind´•icat´•ion light goes on. Pump pressure is now removed from one
side of the third stop dump valve and pump pressure on the other side
shifts it, connecting the pitchlock line in the propeller to the atmos-
pheric sump. The pitch locking members engage at approximately -2
degrees to serve as the mechanical third stop.
(3) If, during third stop operation, a power lever is advanced to 2170 shaft
horsepower or higher, the power lever anticipation switch will open.
This has the same effect as moving the FINE PITCH STOP switch to
OFF since the GROUND position of the switch is connected in series
with the anticipation switch. Thus, the third stop will be released as
described in paragraph K following. Therefore, the propeller blade

angle will increase above the flight stop setting to approximately 24
degrees in anticipation of a power burst and normal governing will be
available to increase the blade angle further.
K. Third Stop Release. Figure 11 shows the propeller blades at the th´•ird stop.
Dotted lines indicate termination of third stop release circuit.
(1) Positioning the Approach/Tertiary Select Switch in the OFF position

removes power from relay X, de-energizing it. The original source of
power to relay P is also removed, but the relay remains energized
through a contact of de-energized relay F and one of ´•its own contacts
in the energized position.
(2) Relay grounded through a contact of de-energized relay X and a

D is
contact of energized relay P. Power through contacts of energized
relay D, de-energized relay F, and energized relay P energize the

feather solenoid.
61-00 June 15/68

Page 22
Harnilton U
Standard A~
MAINTENANCE MANUAL
(3) As the blade angle increases, the number 1 blade switch opens at ap-
proximately 4 degrees, de-energizing relay K, and the blade angle
indication light goes out. The number 2 blade switch opens at approx-
’imately 14 degrees, de-energizing relay&, and the blade angle indica-
tion light goes out.
(4) The blade angle continues to increase until the number 1 blade switch
closes again at approximatelydegrees, supplying a ground to relay
21
K. Relay F receives power from the contact of energized relay D and
grounds through the contact of de-energized relay Q and energized
relay K.
SLIP RINGS
28 WDC
BLADE ANGLE INDICATION LIGHTS
r -i~
CONTROL SWITCH
INDUCTORS
r- -i~ #z
28 VDC
FEATHER CONTROL SWITCH
SOLENOID
XIM
L______/-_______l_
Third Stop Release Electrical Schematic
June 15/68 Figure 11´• 61-00
Page 23
Harnilton o´• u*l´•re
U
Standard
MAINTENANCE MANUAL
(5) Energized relay F removes the power from the feather solenoid and
relay P. De-energizing relay P interrupts the ground circuit for relay
D. De-energized relay D removes the power for relay F and the se-
quence is terminated.
L. Deicing A.nti-Icing System. Figure 12 shows the deicing and anti-icing

and
system energized. Power is supplied to the ice control power relay through
a deice ON/OFF switch, and a contact of the landing gear switch which com-
pletes the circuit when the weight is off the landing gear The landing gear
switch insures that the´• heaters are not damaged on
inadvertently left on and
the ground. However, a deice test switch is included in the circuit so that
a ground check may be performed. With the engines not running, the
ground check shall not exceed one minute of operation followed by at least
one hour for cooling before rechecking. With both engines running above
850 rpm, a continuous ground check is permissible when necessary.
(1) Power is supplied to the anti-icing section of both front spinners

through phases A and B of the 3 phase AC supply. This power is sup-
plied continuously while the system is operating.
(2) Power is supplied by phase C to the dleicing portions of both propellers.

It is cycled from one propeller to the other, in 30 second intervals, by
the propeller electric ice control timer.
A )j 3PHASE AC
a 120V PER
BLADE
c~ PHASE
DEICE
ICE C‘ONTROL
PLATEAU POWER RELAY
DEICE
BRUSH BLOCK DEICE
TEST SWITCH 28 VDC
DEICE ONl"bFF
SWITCH
rl
SWITCHES
LANDING GEAR
SWITCH
A
TO OTHER
:PROPELLER
ANTI-- ICE MOTOR
F A
G OEICING
la5
SLIP GEQUtNCE
INCH
RING POWER
ANTI ICE 5.5
RELAYS
INCH
FRONT SPINNER E
DEICE
TO OTHER
PROPELLER ELECTRIC
PROPELLER
ICE CONTROL TIMER
DEICE
Il-2ly-I11B
Deicing and Anti-Icing Electrical Schematic

61-00 Figure 12. June 15/68
Page 24
Hamilton Sundstrand
3. Life LimitedComponents
A. The current life limitations applicable to this propeller are listed in table 2. These time limits
are based on service experience to date and may change as additional service time accumu-
lates.
Table 2
LIFE LIMITED COMPONENTS
Part Name Part Number Flight Hours
Piston Stop Lever Wedge 550403 1800
Piston Stop Lever 583667 1800
Design Critical Characteristics
A. The variable pitch aircraft propeller contains parts identified by Hamilton Sundstrand that
have Design Critical Characteristics (DCCs). These characteristics may be either a physical
attribute and/oran associated installation, maintenance, or repair procedure that must be
maintained or accomplished in accordance with the specified criteria in this manual in order to
ensure the continued safe operation of the propeller. One hundred percent compliance is
required.
B. The definition ofa DCC is as follows:
DCC Any dimension, tolerance, finish, material, or any installation, assembly,

manufacturing or inspection process, or other mechanical feature which, if
nonconforming, could result in an unsafe condition.
C. All features identified as DCCs in this manual must be maintained within the specified limits.
Also, all procedures or processes identified as DCCs must be performed exactly as specified.
No deviation from the limits or procedures is permitted. Unless otherwise specified, all DCCs
must be verified whenever there is access to the parts during disassembly or repair, or during
installation or removal of parts to or from the aircraft. We recommend confirmation of
conformance to DCC criteria by a second person.
D. The importance of maintaining

a DCC process in accordance with the criteria in this manual
does not diminish the importance of complying with all other inspection, maintenance, repair,
and procedural requirements given in this manual. All limits and procedures in this manual
must be followed to ensure the continued airworthiness of the propeller system.
E. In this manual, DCCs are identified with the symbol >>DCC<<.
When this symbol precedes a procedural step, it applies to all processes and tolerances
identified in the step.
When this symbol appears in a table or figure, it applies to the characteristic or part with
which it is associated.
P5132
61-00
Jun 1/00 25
Page
Hamilton Sundstrand
F. Proposed changes to the items within this document that are identified with ">>DCC<<"
constitute major changes. Changes to these items in our commercial manuals are beyond the
scope of this document at this tiri~e and must be submitted with substantiating data to the FAA
Certification Office at the Engine and Propeller Directorate for review and approval.
G. Regulatory agencies such as the FAA require the reporting of serious defects or recurring
unairworthy conditions. Hamilton Sundstrand requests a copy of any such report issued for a
Hamilton Sundstrand part that is identified as containing a >>DCC~. Forward a copy of the
report to your local Hamilton Sundstrand Field Service Representative.
P5132
61-00
Page 26 Jun 1/00
HAMILTOW STAWDARD

MAINTENANCE MANUAL
61-10-0. PROPE LLE R SYSTE M.
i. Troubleshooting.
A. The following information lists propeller system troubles, probable

causes, and remedies. Supplement the information in the troubleshoot-
ing table (table 101) with a thorough understanding of the propeller sys-
tem as described in section 61-00. Also, supplement the information
herein with checks of associated wiring and equipment supplied by the
aircraft manufacturer.
B. Repair any exposed sealing surfaces which exhibit wear by polishing with
400 grit sandpaper. Clean surfaces with MEK, TT-M-261. Lubricate
repaired sealing surfaces and replacement packings with a coating of

petrolatum or hydraulic fluid.
CAUTION: WITHOUT THE ENGINE RUNNING DO NOT FEATHER, UN-
FEATHER, REVERSE OR UNREVERSE THE PROPELLER

WHEN THE TEMPERATURE OF THE HYDRAULIC FLUID
IN THE PROPELLER SYSTEM IS BELOW 100F. (-12.20C)
TO AVOID.POSSIBLE DAMAGE FROM EXCESSIVE PRES-
SURF: BUILD UP AND POSSIBLE LEAKAGE CAUSED BY
THE ADDED PRESSURE AND/OR LESS FLEXIBLE SEALS.
AFTER STARTING THE ENGINE, OPERATE FOR´•SEVERAL
MINUTES, EXERCISING THE PROPELLER FROM HIGH TO
LOW RPM BEFORE PERFORMING A FEATHER, UNFEA-
THER, REVERSE, AND UNREVERSE CHECK.
TABLE 101. TROUB LE SHOO TING
Dome cap leaking. Loose dome cap Tighten dome cap.
Damaged dome cap Replace preformed packing.

preformed packing.
Leakage between Damaged dome to ´•Replace preformed packing.

dome and barrel barrel preformed
assemblies. packing.
P5132
61-10-0
Apr 1/79 Page 101

HbMILTOW STAWDARB avlyonol
uwmD

MAINTENANCE MANUAL
TABLE 101. TROUBLESHOOTING (CONT)
Leakage between Damaged preformed Replace propeller

barrel half parting packing
surfaces, or barrel
arms and blade shanks.
High RPM is not within High or low RPM adjust- Adjust RPM in accordance
tolerance of 1160 5. ments improperly set. with ADJUSTMENT AND TEST.
Low R9M is not within
tolerance of 850 ~t 5.
Leakage from front Damaged front or rear Replace propeller control

or rear of propeller plain encased seal. ifleakage exceeds minor
control. seepage (minor seepage is
defined as one drop per 45
seconds or four ounces per
24 hours).
Erratic governing. Low hydraulic fluid Service the propeller sys-

level. tem.
Manfunctioning pro´•- Replace propeller control.

peller control.
Static propeller will Auxiliary motor in- Check for power and ground
not feather. operative. for motor. If available,
replace motor. If power
not available, check for
power at auxiliary motor

power relay.
Propeller will feather Feather:solenoid, Check power to solenoid.

with propeller control propeller relay con- Ifavailable, replace pro-
lever but will not fea- trol or feather switch peller control. If not avail-
ther with feather inoperative able, check power to pro-
button. peller relay control. If
available, replace relay
control. If not available,
check power from feather
switch.
P5132
61-10-0
I Page 102 Apr 1/79

nnmlLTON STAWDIUID DNISL)I1 01
U)ICrED
TEC~UYILWES
MAINTENANCE MANUAL
TROUBLE PROBABLE CAUSE RE MEDY
Propeller will not Auxiliary motor in- Same as for feather.

unfeather. operative.
Unfeather solenoid Check power to solenoid.

Check ground for solenoid.
If power and ground are
available at solenoid, re-
place control. If power is
P5132
61-10-0
Apr 1/79 Page 102A
Harnilton o´•v~rlo* o´• U*1’IE
U
LIPCIIL´•I CL~LO.LIIO*
Standard
63E 60 PROPELLER SYSTENI
TROUB LE PROBABLE CAUSE REMEDY
Propeller will not un- Unfeather solenoid inoper- not available, check feather
feather.(Cont) ative. (Cont) switch and circuitry to sole-
noid. If ground is not avail-
able, check number one
control switch circuit. Also

check number two control
switch circuit as an unwanted
ground would open the cir-
cuitry, by energizing relay

Q in the propeller relay con-
trol, for the number one
control switch circuit. If

these items areacceptable,
replace the propeller relay
control.
Malfunctioning propeller Replace control.

control.
Propeller will not Reversing valves in the Adjust propeller control

reverse. propeller control not rigging.
mechanically actuated.
Propeller will not stati- Auxiliary motor or propeller If auxiliary motor functions
cally reverse and re- relay control circuit for feather and unfeather,
verses slowly when inoperative. check for Power from power
engine is running. lever to lead A at propeller
relay control.
If power is
available at lead A, replace
propeller relay control.
Propeller will not un- Feather solenoid inoperative. Attempt to feather propeller
reverse, with feather button. If pro-
peller feathers, solenoid is
not at fault. If not operating,
replace the control.
Blade control switch cir- With the propeller in reverse,
cultsand/or propeller check the number one and
relay control inoperative. two control switch circuits
for,a wanted ground. If

ground is obtained, replace
the propeller relay control.
June 15/68 61-10-0

Page 103
Harnilton a~
Standard F)e,
MAINTENANCE MANUAL
Propeller will not go to Unfeather solenoid Feather the propeller.

approach stop when ap- Inoperative. Attempt to unfeather; if
proach stop is selected, propeller unfeathers, the
solenoids are not at fault.
If not operating, replace
control.
Propeller relay control Either propeller relay con-
inoperative. trol can prevent both

propellers from going to
approach stop. Check for
power to pin P of right
relay control. If power is
available, check for power
to pin P of left relay control
with right relay control con-
nected. If power is not
available, replace right
available, replace left and/or
right propeller relay control
as necessary.
Propeller goes below Propeller adjustable valve Replace propeller.

approach stop when tube improperly set.
approach stop selected.
Propeller goes to approach Third stop solenoid Check power to third stop
stop when third stop is inoperat´•i.ve. solenoid. If power is
selected. available, check for ground
at pin B of feather solenoid
(this supplies ground

also
to third stop solenoid). If
not operating, replace
control.
Propeller relay control If power is not available to
inoperative. third stop solenoid, check

for power to pin Y of air-
craft electrical connector to
propeller relay control. If
power is available, replace
61-10-0 June 15/68

Page 104
Ha~nilton U
Standard
MAINTENANCE MANUAL
TABLE 101. TllOUBl,ESllOOTING (CONT)
TnOUBLE P1~OBABLE CAUSE RI1MZ~DY
Propeller will not go Unfeather solenoid E’eather the propeller and

through primary stop when inoperative. attempt to unfeather_ If
third stop is selected. propeller unfeathers, the´•
solenoid is functioning. If
not operatin~, replace
control.
Propeller relay control Check for power at pin Y of

inoperative. aircraft electrical connector
to propeller relay control.
If power is available, re-
place propeller relag control.
Jun~ 15/68 01-10-0
1,age 105
Hnnnlrrow srAnnnan
~LT
IECIUK)UK;IES.
MAINTENANCE MANUAL
3. Servicing.
A. Checking Hydraulic Fluid..
CAUTION: PREVENT RAIN, SNOW, SLEET, HAIL, DIRT, OR OTHER

FOREIGN MATEElAL FROM ENTERING THE PROPELLER
SYSTEM WHILE THE SYSTEM IS EXPOSED FOR SERVICING
AND MAINTENANCE.
(1) Daily Check. With a source of 28 volts de electrical power available,

feather the propeller If it is not in feather. When the propeller is in
feather, actuate the unfeather switch and unfeather the propeller,
then operate back to feather.
CAUTION: ALLOW THE PRESSURE IN THE CONTROL TO DIS-

SIPATE ONE MINUTE AFTER OPERATING THE
AUXILIARY MOTOR BEFORE OPENING THE PRES-
SURIZED SUMP FILLER PLUG.
(a) Lift the tab on the pressurized sump filler plug, turn the filler
plug counterclockwise and remove.
(b) Remove the dip stick and check the fluid level. Add hydraulic
fluid, table 801, as necessary to bring fluid level to the full
mark on the dip stick.
CAUTION: IF A CONTAINER IS USED TO FILL THE CONTROL,

IT MUST BE THOROUGHLY CLEAN AND MUST
CONTAIN NO SYNTHETIC BASE ENGINE OIL AS
IT CAN BE VERY HARMFUL TO THE PROPELLER
AND CONTROL PREFORMED PACKINGS.
Install the filler plug, turn clockwise and lock by depressing

the tab.
(2) Intermediate Check. With a source of 28 volts de electrical power

available, featherthe propeller if it is not in feather. When the
propeller is in feather, actuate the unfeather switch and unfeather
the propeller, then operateback to feather.
P5132
61-10-0
Apr 1/79 Page 301
~ULMILTON Di~nof
UIIIT~
TL3CnlYOLOWE~.
63E60 PROPELLER SYSTE M
MAINTENANCE MANUAL
CAUTION: ALLOW THE PRESSURE IN THE CONTROL

TO DISSIPATE ONE MINUTE AFTER OP-
ERATING THE AUXILIARY MOTOR BEFORE
OPENING THE PRESSURIZED SUMP FILLER
PLUG.
(a) Lift the tab on the pressurized sump filler plug, turn the filler
plug counterclockwise and remove. Remove the afterbody top half
by removing the four retaining bolts, and remove the lower access
plate on the propeller control cover.
(b) Remove the dip stick and check the fluid level in the
pressurized
sump. Insert a 1/4-inch wide steel scale vertically in the
flexible
lower access opening of the atmospheric sump and measure the
depth of fluid. The steel scale must enter the atmospheric sump
approximately 3 inches. If the scale only enters about 1-1/2
inches, it is resting on a solenoid and must be bowed outward
slightly to pass between the solenoid and the atmospheric sump
cover.
I (c) Add hydraulic fluid MIL-H-5606 or MIL-H-6083 as required

to bring the fluid level in the atmospheric sump to a depth of
0 to 0. 5 inch indicated on the steel scale. Add hydraulic fluid
to the pressurized sump as necessary to bring the fluid level
to the full mark on the dip stick.
CAUTION: IF A CONTAINER IS USED TO FILL THE
CONTROL, IT MUST BE THOROUGHLY

CLEAN AND MUST CONTAIN NO SYN-
THETIC BASE ENGINE OIL AS IT CAN BE
VERY HARMFUL TO THE PROPELLER AND
CONTROL PRE FORMED PACKINGS.
(d) Install the filler plug, turn clockwise and lock by depressing the
tab. Install the lower access plate on the propeller control cover,
and install the afterbody top half.
P5132
61-10-0
Apr 1/79
Page 302
Hamlrton StAWDARD
TScnmKoclES,
63E60 pROPELLER SYSTEM
MAINTENANCE MANUAL
1 (3:) Servicing the prapeller after installation.
(a) The total oil capacity of the propeller system (propeller and
control) is 18 quarts. The propeller system, at the time of
servicing, usually has one quart of residual oil remaining in
the propeller and control as a result of the functional tests.
Therefore, approximately 17 quarts will be required to fill the
propeller system successfully.
NOTE: All quantities are in U. S. quarts.
(b) After installation of thepropeller on the engine shaft, service
I the propeller system with

hydraulic fluid MIL-H-5606 or MIL-
Position the propeller with number one blade at the
six o!clock position. This facilitates bleeding the propeller of
air by placing the barrel bleed hole at its highest position. Per-
form the servicing procedure in the following sequence.
CAUTION: IF A CONTAINER IS USED TO FILL THE CON-
TROL, IT MUST BE THOROUGHLY CLEAN AND

MUST CONTAIN NO SYNTHETIC BASE ENGINE
OIL AS IT CAN BE VERY HARMFUL TO THE
PROPELLER AND CONTROL PREFORMED
PACKINGS.
DURING THIS PORTION OF THE FILLING PRO-

CEDURE THE ATMOSPHERIC SUMP SHOULD BE
KEPT AS FULL AS POSSIBLE TO ASSURE THE
SUMP DOES NOT RUN DRY AND THE AUXILIARY
PUMP DOES NOT INTRODUCE AIRINTO THE
SYSTEM.
DURING THE SERVICING PROCEDURE, INSTALL

THE FILLER PLUG IN THE PRESSURIZED SUMP
BEFORE OPERATING THE AUXILIARY PUMP
MOTOR. AFTER RUNNING THE AUXILIARY
PUMP MOTOR, ALLOW THE PRESSURE TO DIS-
SIPATE FOR APPROXIMATELY ONE MINUTE BE-
FORE OPENING THE FILLER PLUG.
P5132
61-10-0
Apr 1/79 Page 303
HAMILTOW S~ANDARB D~d
umm,
rS6nmnouES
MAINTENANCE MANUAL
(c) Lift the tab on the

pressurized sump filler plug, turn counter-
clockwise and Open the lower access plate on the
remove.
atmospheric sump cover. Fill the pressurized sump until full

as shown on the dip stick. Fill the atmospheric sump until it
is full up to the lower access hole.
CAUTION: MONITOR THE AUXILIARY MOTOR TEMPERA-

TURE TO PREVENT OVERHEATING. ALLOW
THE MOTOR TO COOL ANY TIME IT BECOMES
TOO HOT TO HOLD WITH THE BARE HAND.
(d) Position the ground/approach switch to OFF. Position propeller

control lever at MIN RPM. Position power lever at IDLE.
Push in feather button for 4 seconds then pull out (light off).
(e) Repeat steps (c) and (d).
(f) Add fluid to atmospheric sump.
(g) Pull out feather button for approximately 10 seconds and re-
lease. Blades should move to flight stop. Repeat step (f).
(h) Position propeller control lever at FEATHER. Blades will

move to feather
stop and auxiliary motor will shut off in 12
seconds. Repeat step (f).
(i) Position propeller control lever at MIN RPM. Pull out

APPROACH button for approximately 10 seconds and release.
Blades should move to flight stop. Repeat step (f).
NOTE: If the propeller blades are positioned in the pitchlock

range after termination of an auxiliary motor opera-
tion, the propeller may pitchlock. If this happens
the next auxiliary motor run must be performed
toward increase pitch.
(j) Position power lever at REVERSE. Blades should move to re-
verse stop and auxiliary motor will shut off in 4 seconds.

(Snapping noise at flight stop is NORMAL). Repeat step (f).
(k) Position power lever at IDLE. Position propeller control lever

at FEATHER. Blades should move to featherstop and auxiliary
motor will shut off in 12 seconds.
P5132
61-10-0
Page 304 Apr 1/79

HA~ILTO# STANI[PARBDNlyon

MAINTENANCE MANUAL
(1) Repeat step (c). (Very little if any fluid will be required).
Wipe off any spilled fluid. Proceed to purging.
(m) Start the engine and alternately reverse and

partially feather
the propeller through six cycles while operating at 86 percent
rpm; Wait three minutes between each cycle.
I (n) Shut down the engine in feather and add oil as required to both
pressurized and atmospheric sumps. Addition of approximately
1. 5 quarts of oil is usually required to reach the specified oil
levels.
I to) Reinstall sump caps and purge any air from the propeller sys-
tem by removing the upper access plate on the atmospheric
sump cover. Loosen the machine screw on top of the buffer
piston and valve assembly not more than four turns. The screw
is identified by a wire in the bleed hole. Place the power lever

at flight idle, the propeller control lever at minimum rpm and
pull out the feather button to the unfeather position. While the
auxiliary motor is operating, slowly rotate the propeller until
air and/or fluid is discharged from the bleed hole; stop rotating
the propeller at this point. Continue to hold out the f4ather
button while the buffer piston and valve is bled of air and the
fluid flows clearly. While the fluid is flowingclearly, tighten
the machine screw, which is self-locking, and then release the
feather button.

TURE TO PREVENT OVERHEATING DURING
PURGING. ALLOW THE MOTOR TO COOL ANY
TIME IT BECOMES TOO HOT TO HOLD THE
BARE: HAND ON IT.
I (p) Install the upper access plate on the atmospheric sump cover
and clean upany spilled hydraulic fluid.
(q) Upon completion of the air bleed, remove the pressurized

sump dip stick and check the oil level in the pressurized sump.
(r) At this time check that the atmospheric sump is not overfull.
The oil level shall be 2 1/2 to 3 inches below the lower edge of
wist
61-10-0
Apr 1/79 Page 305
HAMILTOW ST~UIDARD
i~ TECrmOLDUES

MAINTENANCE MANUAL
the access hole. Measure oil level by inserting a suitable dip

stick, such. as a one-quarter inch wide scale bent slightly to
permit insertion past the solenoid valve. The bend should be
approximately 15 degrees. Add or remove fluid as necessary.
O (s) Start the engine. Place the propeller control lever in maximum
rpm and advance the power lever to obtain 100 percent prpm.
Lock the power lever at this power setting. Retard the propeller
control lever to 86 percent prpm. Run the engine in this govern-
ing condition for 15 minutes. If the propeller will not govern at
this condition, shut down the engine and bleed the buffer piston
I as described in step to). Repeat the governing run.
(t) Install the afterbody and seal upper half as described in

"Removal and Installation" Section 4.
(4) Servicing the propeller prior to installation.
(a) Propeller system servicing can be accomplished prior to in-

stallation on the aircraft. In order to service the propeller
and control installation, a source of 28 V de power is
prior to
required for solenoid and auxiliary motor operation. Set the
pulleys on the rear of the control for desired propeller condi-
tion and service according to paragraph (3).
NOTE: The rearpulley on the control is the propeller control

lever pulley and when turned fully clockwise is at the
O maximum prpm position and when turned fully counter-
clockwise is at the feather position. The forward pulley
is the power lever pulley and when turned fully clock-
wise is in the reverse position and when turned fully
counterclockwise is in the maximum power position.
P5132
61-10-0
Page 306 Apr 1/79
II~LMILTON 8T~UIPbRD
i~onmoi
URtTED
TECHWOU~ES.
MAINTENANCE MANUAL
TABLE 401. SPECLAL TOOLS
TOOL NO. NOMENC LATURE A PP LICATION
1´•´•1221 Tester, Hydraulic Propeller Used to oil test propeller.
GS10249 Wrench Used to remove control cover
screws.
CS10256 Wrench, Dome Cap Used to install and remove dome
cap.
GS10257 Handle, Dome Lifting Used to lift and transport dome

from propeller assembly.
I GS10258 Adapter, Dome Test Used in place of dome lifting

handle for oil leakage test.
GS10259 Puller, Dome Shell Used to remove and install dome

shell.
GS10260 Wrench, Spanner, Low Pitch Used to install, remove and adjust
Stop Adjustin’g low pitch stop assembly.
GS10262 Template, Blade Angle Checking Used with GS18217.
GS10263 Puller, Spinner Used to remove front spinner.
C;S10264 Fixture, Afterbody Bracket Used to locate afterbody mounting

Locating bracket to control.
G-S10265 Wrench, Tube Valve Adjusting Used toadjust dump valve

assembly in assembled dome.
I GS10376 Fixture, Propeller Oil Test Used to check functions of

propeller; HS8644 used for
installing and removing fixture.
P5132
Jul 15/77 61-10-0
Page 401
Hnml~row STANbbRD
UIIITED
TECN)llOLOUES,
MAINTENANCE MANUAL
TABLE 401. SPECIAL TOOLS (CONT)
TOOL NO. NOME NC LATURE APP LICATION
GS11901 Gage, Blade Alignment Used to check blade alignment.
GS13438-1 Sleeve, Lip Seal Installation Used to install rear seal in seal
plate.
GS15826-1 Installer, Forward Lip Seal Used to install forward lip seal.
GS15827-1 Remover, Forward Lip Seal Used to remove forward lip seal.
GS15977-1 Blade Holding Fixture Used to hold blades in position

during control installation.
GS18217 Protractor (NACA type) Used to check blade angles.
HSP167 Support, Assembly Post Used to support post on assembly

bench.
HSP1297 Hammer, Peening Small hand-peening hammer for

local peening of blades.
HSPC1604 Bar, Blade ~urnlng (3 recl’d) Used to turn installed blades and
to check torque.
HSP1682 Sling, Propeller Hoisting Used with hoist to handle larger

components of propeller.
HSP1723 Bench, Propeller Assembly Used to assemble and test pro-

and Test peller assembly.
HSP1755 Post, Assembly Mounts on support the

HSP167 to
propeller during assembly and
disassembly. Use with HSP2305
bushing.
HSP1827 Indicator, Blade Checking Used to measure damage depth

in blades.
HSP2100 Support, Test Post Used with test post for functional
test of propeller assembly.
HSP2305 Bushing, Assembly and Adapt propeller to HSP1755
Balance assembly post.
P5132
61-10-0
Page 402 Apr 1/79
L)lvismof
UIIIW
TECWIOU~WES ~U
63E 60 P RO PE LLE R SYSTE Ivl
TOOL NO. NOMENC LA TURE A PP LICA TION
HSP3293 Peener, Blade Used to peen appropriate reworked

areas of the blade.
HS7505 Stand, Dome Assembly Used to assemble and disassemble

dome assembly.
HS7563 Post, Test Mounts on support to mount

propeller during test.
H57633 Slide, Slipring Brush Used to press krushes into the

brush assembly.
s HS7642 Pin, Bolt Elongation Caging Used to

the barrel bolts.
measure the elongation of
HS7966 Wrench, Spanner, Dome Used to remove and install dome
Retaining Nut assembly retainer nut from the
propeller.
HS8179 Wrench, Pitchlock Retainer Used to install and remove pitchlock

Nut Spanner assembly retainer nut.
HS8201 Holder, Control Assembly Used to hold control when removed

from propeller.
HS8258 Driver, Pitchlock Assembly Used to install pitchlock assembly

in barrel.
HS859 Puller, Mechanical, Pitchlock Used to remove pitchlock assembly

Assembly from barrel.
HS8260 Puller, Splined Lock Tube Used to remove double splined lock
Mechanical tube from extension nut and
propeller shaft plug.
P5132
Jul 15/77 61-10-0.
Page 402A
~AmlLTOISTAIIDARD DMsmof
UIUTED
TEOUWIIDGIES ~u
63E 60 PROPEILER SYSTEM
MAINTENANCE MANUAL
TOOL NO. NOMENCLATURE A PP LICA TION
HS8268 Wrench, Splined Propeller Used to install and remove
Retention Nut propeller retention nut.
HS8270 Plate, Rotating Sleeve Used to remove rotating sleeve

from the stationary sleeve
HS8638 Spacer, Protractor Used to raise protractor 2 inches.
HS8640 Spacer, Protractor Used to raise protractor 4-6

inches.
HS8644 Puller, Mechanical Used to install and remove control

from propeller.
HS9951 Adapter, Dome Lifting Used with dome lifting handle to

lift dome in horizontal position.
PE105 Protractor, Blade Angle Used to measure blade angle of

propeller on bench.
SWE54 Indicator, Tension Used to indicate torclue values on
the powerench.
SWE63 Handle, Work Used with SWE8100.
SWE67 Adapter, Ratchet Ratchets drive applied to power

unit.
SWE8100 Powerench Used to install and remove
propeller hub nut.
SWE82024 Lift Assembly Used to lift propeller and control

to and from engine.
P5132
61-10-0 Apr 1/79

Page 402B
HAMILTO# STANDBRD
MAINTENANCE MANUAL
TOOL NO. NOMENC LA TURF, A PP LIC A TION
SWE84024 Plate Assembly, Anchor Used to remove propeller and

control from engine.
SWE86024 Socket Assembly Used to turn propeller hub nut.
SWE9033 nevice, Backlash´• Used with SWE8100.
Marvel Balancer Used to balance propeller.

Model
7A-100
Jul 15/77 61-10-0

Page 402C
Hamilton Sundstrand
Table402. TORQUEVALUES
TORQUE AREA TORQUE VALUES
Afterbody mounting bracket 125 170 pound-inches

and seal mounting bolts
Backlash device, SWE9033, 35 40 pound-feet

table 401, anchoring screw
I >2DCC~ Propeller hub nut 1800 2200 pound-feet
Lock tube cap 10 90 pound-inches

Barrel bolt extension nuts 35 50 pound-feet
Retaining ring jackscrew 50 60 pound-inches
Afterbody and seal upper and 125 170 pound-inches

lower half retaining bolts
Deicing housing and brush 22 24 pound-inches

assembly bolts
Blade switch cam and strap 13 16 pound-inches
assembly retention screws
Slip ring assembly locking strap bolts 20 25 pound-inches

above running torque
Counterweight retention nut 12-14 pound-inches

Dome cap and fluid transfer sleeve 200 300 pound-feet
P5132
61-10-0
Jun 1/00 Page 403
Harnilton olrlllo* or u*´•~re
U co´•roa´•~lon
Sta nd a rd
~3E 60 P RO PF LLE R SYSTE P´•:
MAINTENANCE MANUAL
4. Removal and Installation.
A. Propeller and Control Removal. The propeller and control are removed as
a unit from the aircraft. Refer to figure 401.
(1) Reverse the propeller and remove the afterbody top half (16) by remov-
ing the four retaining bolts (17) and washers (18).
(2) Feather the propeller and open the propeller control circuit breaker.
(3) Disconnect.the five electrical connectors and the auxiliary motor
ground cable from the aircraft system to the control
(4) Remove the two cables from the pulleys on the left rear of the control.
If necessary, remove the deEiaviland supplied pulleys from the control
for use with the new control to be installed.
(5) Remove the propeller front anti-icing spinner with the puller, GS10263,
table 401, after releasing the front spinner from rear spinner by turn-
ing the jackscrew of the spinner retention ring in the counterclockwise
direction until it bottoms, thereby drawing the ring together. The
jackscrew is accessible through the hole in thenumber three spinner
blade plateau.
CAUTION: DO NOT APPLY MORE TORQUE THAN IS
REQUIRED TO BOTTOM THE JACKSCREW.
(6) Remove the air diffuser and clamp (2), the lock ring (3), lock tube cap
(4), and lock tube and spline (5).
(7) Remove the spinner mounting bulkhead retaining nuts (7), Do not re-
move the washers or the spinner mounting bulkhead. If the spinner
mounting bulkhead is’removed, use the spacer supplied with the anchor
plate to simulate the bulkhead. Install the anchor plate assembly,
SWE84024, table 401, which fits over the propeller dome, and attach
it to the barrel extension bolts.
(8) Attach and lift assembly, SWE82024, table 401, to anchor plate assem-
bly, and install the Powerench, SWE8100, table 401.
WARNING:´• THE POWERENCH SHALL BE’EQUIPPED

WITH THE BACKLASH DEVICE (SWE9033).
June 15/68 61-10-0

Page 405
Harnilton U
Standard Fls
E3E60 PROPELLER S’ISTE~:
MAINTENANCE MANUAL
KEY TO FIGURE 401
1 Front Spinner 13 Retaining Pin and Ring

2 Air Diffuser and Clamp 14 Torque Retainer and Pad
3 LockRing 15 Afterbody Bottom Half
4 Lock Tube Cap 16 Afterbody Top Half
5 Lock Tube and Spline 17 Bolt
6 Propeller Assembly 18 Washer
7 Nut 19 Bolt
8 Retaining Ring and Pin 20 Washer
9 Rear Cone 21 Preformed Packing
10 Spacer Ring 22 Afterbody NIounting Bracket
11~ Preformed Packing and Seal
12 Propeller Shaft Plug 23 Propeller Control
(9) Insert the socket assembly, SWE86024, table 401, through the Power-
ench and through the dome and hub until it contacts the nut extension.
Rotate the socket by its tee handle until the splines on the socket mate
with the splined nut extension.
(10) Loosen the propeller hub nut as follows:
(a) Tighten the anchoring screw of the backlash device (located on the
rear of the Powerench input) to 35-40 pound-feet.
(b) Attach the work handle, SWE63, table 402, and loosen the propeller
hub nut.
(11) Remove the propeller and control group from the engine shaft.
(12) Remove the preformed packing (11), spacer ring (10) and rear cone (9)
from the OD of the engine shaft.
(13) Remove the retaining pin and ring (13) and the propeller shaft plug (12)
from the ID of the propeller shaft.
(14) If necessary, remove the torque retainer and pad (14) from the front of
the engine’gear box by removing the attaching bolts.
(15) Remove the afterbody bottom half (15) from the afterbody mounting
bracket and seal (2i) and then remove the bracket and seal (22) from
the control by removing bolts (19) and washers (20).
61-10-0 June 15/68

Page 406
1 2 3 4 5 6 7
co
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4 I#a
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20 19 18 17
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.(Jo j
~Po
Han~ilton o´•*´•´•lo* or
U
u*l~´•o ´•I´•ca´•´•´•
Standard
E3E 60 PROPELLER SYSTE ~1
MAINTENANtE ~ANUAL
B. Control Removal from Propeller. With the propeller group suspended from
the lift, refer to figure 401 and remove the control as follows:
(1) Remove the retain´•ing ring and pin (8) from inside the barrel extension.
(2) Install the controlpuller, HS8644, table 401, as follows:
(a) Retract the expansion insert by rotating the tee handle into the deep
slot at the end of the shaft, allowing the shaft to move forward.
(b) Install the puller into the rear of the control and attach it by tight-
ening the hand knobs to the hex head studs. Adjust the three heel
rests to, contact the control.
(c) Expand the expansion insert into the propeller barrel recess by
pulling out the tee handle and locking it in the shallow slot.
(3) Turn the puller crank clockwise to remove the control from the
propeller.
CAUTION: IN THE FOLLOWING STEP BE PREPARED

TO´•SUPPORT THE WEIGHT OF THE CON-
TROL AND PULLER.
(4) Support the weight of the control. Retract the expansion insert of the
puller by rotating the tee handle into the deep slot. This will separate
the puller and control from the propeller.
(5) Place the control in the holder, HS8201, table 401.
C. Control Installation on Propeller. Refer to figure 401 and install the con-
trol on the propeller barrel extension as follows:
(1) Coat the outside diameter of the barrel rear extension and the pre-
formed packings in the inside diameter of’the control rotating sleeve
with technicalpetrolatum such as Amber Parmo.
(2) Attach the controlpuller, HS8644, table 401, to the control by tighten-
ing the hand to the control hex head studs on the rear of the
control.
(3) Lift the control and puller into position and expand the insert into the
barrel recess by pulling out the tee handle and locking.
61-10-0 June 15/68

Page 408
Hamilton Sundstrand
(4) With the splines in the rotating sleeve aligned with the matching splines on the outside
diameter of the barrel rear extension, turn the handle of the puller in a counterclockwise
direction until the three heel rests of the puller contact the control, and the rear face of
the rotating sleeve is approximately flush with the rear face of the barrel extension.
(5) Remove the puller and install the control

retaining ring and pin (8) in the barrel
extension bore with the two pins on the ring inserted through the two holes in the barrel
extension. The flats of the pins face toward the fiont of the propeller. Ensure that the
preformed packings are installed on the pins. If the pins cannot be fully inserted, the
control is not fully installed. Due to the preformed packings on the pins, some resistance
to insertion may be experienced.
~(6) Install theafterbody mounting bracket and seal (22) on the control (23) and retain with
bolts (19) and washers
(20) and torque to 125-170 pound-inches. Be sure that the
preformed packing (21) is installed around the filler port of the control before the
afterbody mounting bracket and seal is installed.
D. Propeller and Control Installation. Refer to figure 401 and install the propeller as follows:
(1) Prepare the engine for the propeller by installing the control torque retainer and pad (14)
on the engine nose at approximately the eight o’clock position (facing the engine).
O (2) Clean the propeller shaft and apply a coating of Molykote G to the threads, splines, and
shaft OD.
(3) Apply acoating of Molykote G to the ID of the rear cone and install the rear cone (9),
spacer (10) and performed packing (11) on the shaft.
1 (4) >>DCC<< Install the lock plug (12) and lock ring (13) in the propeller shaft.
(5) Coat the rear cone conical bearing surface, the barrel front and rear cone seats and
splines, propeller retaining nut threads and surface which contacts the front cone and all
contact surfaces of the front cone with Molykote G.
P5132
61-10-0
Jun 1/00 409
Page
HAMILTOW STAWDARD
~rr
6JE60 PROPELLER SYSTEM
MAINTENANCE MANUAL
(6) Remove the spinner mounting bulkhead retaining nuts (7). Do not re-
move the washersor the spinner mounting bulkhead. If the spinner
mounting bulkhead is removed, use the spacers supplied with the
anchor plate to simulate the bulkhead. Install the anchor plate assem-
bly, SWE84024, table 401, which fits over the propeller dome, and
attach it to the barrel extension bolts.
(7) Attach the lift

assembly, SWE82024, table 401, to the anchor plate
assembly, and install the Powerench, SWE8100, table 401.
WARNING: THE POWERENCH MUST BE EQUIPPED WITH THE

BACKLASH DEVICE, SWE9033, TABLE 401, WHEN
TIGHTENING THE PROPELLER NUT, TO PREVENT
POSSIBLE PERSONAL INJURY DUE TO BACKLASH
RESULTING FROM THE TORQUE ABSORBED BY THE
LONG SHAFT OF THE SOCKET ASSEMBLY,
SWE86024, TABLE 401.
NOTE: Prior to each use apply a light coat of lubricant to the cone
surfaces of the drive adapter and ratchet.
(7a) If the backlash device is not attached to the Powerench, attach it as
follows: Remove the collar from the input end of the Powerench and
install the spacer on the one-half inch square socket head anchoring
screw and insert through the Powerench from the rear. Install the
drive adapter on the threaded end of the anchor screw. Install the
washer, nut and roll pin on the anchor screw. Lightly coat the cone
I with technical petrolatum. Place the ratchet portion of the backlash
device on the outboard of the Powerench and tighten the anchoring
screw to retain it. Install the collar that was removed in the initial
step.
(8) Advance the propeller onto the propeller shaft with the torque retainer
bracket on the control aligned with the control drive bracket on the
engine nose.
61-10-0
Page 410 Apr 1/79
Harnilton U
Standard FI~
MAINTENANCE MANUAL
(9) Insert the socket assembly, SWE86024, table 401, through the dome and
into the hub until’it contacts the nut extension. Turn the socket by hand
to start the nut on the shaft threads. If bind~ng occurs, raise or ´•lower
the propeller sl´•ightly to reduce the loading on the nut.
(10) Remove the socket assembly and install the Powerench.
(11) Insert the socket assembly, through the Powerench into the propeller,
and engage ´•it with the splines in the retaining nutextension and the
spl´•ines in the Powerench.
(12) Tighten the anchoring screw of the backlash device to 35-40 pound-feet.
61-10-0
I July 1/71
s, Hamilton Sundstrand
I (13) >>DCC<<Install the tension indicator, SWE54, table 401, with its extension handle on
the Powerench and tighten the

propeller retaining nut to 1800-2200 pound-feet. Due to
the mechanical advantage of the Powerench (11.2 to i), the tension indicator will read
161 to 196 when this torque is achieved.
(14) Remove the tension indicator.
(15) Loosen the anchoring screw of the backlash device to release the cone friction and the
torsional load on the socket assembly.
WARNING: THE ANCHORING SCREW OF THE BACKLASH DEVICE MUST BE

LOOSENED SUFFICIENTLY TO RELEASE THE TORSIONAL LOAD.
THE INITIAL LOOSENLNG (COUNTERCLOCKWISE) MAY SEEM TO
RELEASE THE ANCHORING SCREW; HOWEVER, AFT~ER SEVERAL
TURNS IT SEEMS TO TIGHTEN. TURN COUNTERCLOCKWISE
BEYOND THIS POINT TO RELEASE THE CONE. CONE RELEASE IS
IDENTIFIED BY A LOUD RATCHETING NOISE.
(16) To insure that the propeller is properly seated, repeat steps 12 through 14 until the
propeller retaining nut has been tightened three times.
(17) Remove the Sweeney equipment.
I (a) >>DCC<< Install the lock tube and spline.
NOTE: It may be necessary to try several positions of the lock tube and spline before
the splines engage both the retaining nut extension and the propeller shaft plug.
(1) Install the lock tube cap and tighten to a torque of 10-90 pound-inches.
(2) Lock the cap with lock ring. Install the air diffuser and clamp.
(3) Install the six nuts on the barrel bolt extensions and tighten to a torque of 35-50
pound-feet.
(4) Rig the propeller control as follows:
(a) Place the power lever in the flight idle position and place the propeller control lever
in the minimum rpm position.
P5132
61-10-0
Jun 1/00 Page411
Han~ilton o´•
U
´•~lc´•´•´•´•
Standard C~o
63E60 PROPELLER SYSTEIVI
MAINTENANCE MANUAL
(b) Install the deHavilland supplied control

with the power lever
pulleys
pulley (wide pulley) nearest the control, followed by the propeller
control lever pulley (narrow pulley).
(c) Rotate the pulleys to align the pinning slots with the hole in the rear
of the control and install the deHavilland rigging pin. This will
place the power lever pulley in the flight idle position and the pro-
peller control lever pulley in the minimum RPM position.
(d) Install the cables on the pulleys.
(22) Connect the aircraft electrical cables to the control as follows:
(1) Auxiliary motor Single pin connector

and ground lead
(2) Blade switches Four pin connector
(3) Feathering solenoid ~wo pin connector
power and ground and

third stop solenoid
ground
(4) De-icing and Three pin connector

anti-icing
(5) Third stop power and Ten pin connector
unfeathering solenoid
power and ground
(23) Install the front anti-icing spinner in accordance with figure 402 as
follows:
(a) Install the front anti-icing spinner alig~ing the number three blade
plateau with the retaining ring jackscrew. Ensure that the front
spinner is bottomed on the rear spinner and tighten (turn clock-
wise) the retaining ring jackscrew to 50-60 pound-inches torque.
With the spinner locked, the end of the jackscrew and the adjacent
studhead shall be aligned within 0. 350 inch.
CAUTION: IF THE GAP BETWEEN THE FRONT AND

REAR SPINNER REFERENCE LINES EX-
CEEDS 1. 00 INCH, REMOVE THE FRONT
SPINNER, DETERMINE THE CAUSE, AND
CORRECT THE DISCREPANCY.
61-10-0 June 15/68

Page 412
Hamilton U
01*1´•10* 0~ U*IIIO IIPCIII´•~ CO´•CO´•I´•IIO*
Standard FI~
63360 PROPEILER SYSTEIV?
MAINTENANtE MANUAL
(b) Lockwire the jackscrew to the adjacent s.tud.
(24) Service the propeller system per subject 61-10-0, "Servicing"
Note: Install the afterbody and seal lower and upper

halves. Tighten the four retaining bolts on
each half to 125-170 pound-inches of torque
to complete the installation.
WITH THE SPINNER LOCKED

THE END OF THE JACKSCREW
AND THE ADJACENT STUD HEAD
SHALL BE ALIGNED WITHIN 0.350 INCH
cnu~lon
TICIHTEII
E Ls
ECREW
10-50
TOROUE
INcn m*x
O14TANI;E BETWEEN
C~CiE
FRONT *ND RE*R
5ECTIONS ~T
INST*LL*TION
Indexing Front to Rear Spinner
June 15/68 Figure 402. 61-10-0
Page 413
Har~ilton olrlrlo* o´• u*lr´•~
U
Standard Fle
63E60 PROPELLER SYSTEIV!
MAINTENANCE MANUAL
5. Adjustment and Test
A. The high rpm setting of the propeller shall be 1160 ’5. The low rpm
settin~g shall be 850 f 5.
B. The rpm adjustments are accomplished by turning the adjusting screws
clockwise for an increase in rpm and counterclockwise for a decrease

in rpm.
C. The adjusting screws are located under the lower access plate of the pro-
peller control cover. The maximum rpm adjusting screw is the upper one.
D. The adjusting screws are ratcheted to move a click at a time. Each click
equals approximately 7 rpm.
Note: Adjustment of the high rpm setting changes the

low rpm setting an equal amount’in the same
direction. Adjustment of the low rpm setting
does not change the high rpm setting. Therefore,
adjust the ´•Mgh rpm setting first.
Initially set the rpm by running the engine with the propeller set as follows:
F. With the propeller control lever at MAX RPM, advance the power leirer
slowly to TAKE OFF power. The propeller rpm should reach its maximum
before the power lever reaches TAKE OFF power. This indicates that the
propeller is governing. Note the rpm and adjust as necessary to achieve
~t 5 based 7 rpm per click of the
an rpm of 1160 on adjusting screw.
Note: Under adverse ground operating conditions, it may

not be possible to get sufficient power for the pro-
peller to govern @lade angle increase above the
flight stop setting). If this condition is encountered,
retard power, energize the approach switch and
advance power lever until the approach circuit
armed Indicator light goes out, or full power is
reached (wMchever occurs first). Adjust rpm as
f 5 based
necessary to achieve an rpm of 1160 on
7 rpm per click of the adjusting screw;
G. Wlrrile operating the engine at flight Idle, retard the propeller control lever
to MIN RPM and advance the power lever until governing at low rpm setting.
Note the rpm and adjust as necessary to achieve an rpm of 850 5 based on
7 rpm per click of the adjusting sdrew.
June 15/68 61-10-0

Page 501
Harnilton 01*1´•10* DI
U
Y*II´•C Il´•CI1´•’ CO´•~O´•´•IU)*
Standard
MAINTENANCE MANUAL
ii. RPM settings based on flight conditions or high speed taxi runs are more
accurate than checking rpm with the aircraft static. Therefore, flight
conditions or a high speed taxi run shall determine the final rpm setting.
61-10-0 June 15/68

Page 502
Harnilton U
~tandard
63E 60 PROPELLER SYSTEI~I
MAINTENANCE MANUAL
Inspection and Check. (Also see subject paragraph,- "Service".
A. Daily Inspection. Perform a daily inspection in accordance with table 601.

Daily inspection does not necessitate removal of the afterbody and seal
upper or lower halves unless there is evidence to indicate it is necessary
for adecluate inspection.
TABLE 601. DAILY INSPECTION REQUIREMENTS
ASSEMBLY
MAJOR
ITEM ITEM OR AREA REQUIREMENTS
Propeller Propeller Inspect for evidence of oil leaks.
Blades Propeller Inspect for deep scratches, cracks,

gouges, lightning burns, bending,
and twisting. Clean blades to insure
that damage is not concealed. Inspect
fairing and heaters for damage.
Spinner Spinner Inspect for evidence of excessive

heat, dents, and security.
Propeller Control Propeller Control Inspect for evidence of oil leaks.
Pressurized Sump Propeller Control Inspect for proper hydraulic fluid

level in accordance with-subject in
"Service", paragraph (1), "Daily
Check’’.
June 15/68 61-10-0
Page 601
Harniltoo7 U
Standard A~
63E 60 PRO PE LLE R SYSTE iv!
MAINTENANCE MANUAL
B. Intermediate Inspection. At the time the intermediate

inspection is per-
formed on the aircraft, perform the intermediate inspection on the propeller
in accordance with table 602. Intermediate inspection necessitates removal
of the afterbody and seal upper half.
TABLE 602. INTERMEDIATE INSPEC TION REQUIREMENTS
MAJOR ASSEMBLY
Propeller Propeller Inspect for evidence of oil leaks.
Blades Propeller Inspect for deep scratches, cracks,

gouges, lightning burns, bending
and twisting. Clean blades to insure
that damage is not concealed. Inspect
fairing and heaters for damage.
Spinner Spinner Inspect for evidence of excessive heat,

blisters, dents and security.
Propeller Control Propeller Control Inspect for evidence of oil leaks.
Pressurized and Propeller Control Inspect for proper hydraulic fluid

Atmospheric Sump level in accordance with subject on
"Service", paragraph (2), "Inter-
mediate Check.
C. Periodic Inspection. periodic inspection is performed on

At the time the
the aircraft, perform periodic inspection on the propeller in accordance
with table 603. Periodic inspection necessitates removal of the propeller
front anti-icing spinner and the afterbody and- seal upper and lower halves.
TABLE 603. PERIODIC INSPECTION REQUIREMENTS
MAJOR ASSEMBLY
Propeller Propeller Inspect for evidence of external

leak~e.
Propeller Propeller Inspect for security of locl~wiring,

cotter pins and self-locking nuts.
Inspect electrical wiring and insula-
tubing for deterioration and
tion
damage.
61-10-0 June 15/68

Page 602
nAMILTOW STANDAW) Divisiand
UIIITeD
rscPm)Ln(nns.
63860PROPELLER SYSTEM
MAINTENANCE MANUAL
TABLE 603. PERIODIC INSPECTION REQUIREMENTS (CONT)
MAJOR ASSEMBLY
ITEM ITEM OR AREA REQUTREMENTS
Blades Propeller Inspect heaters’for cuts, abrasions,

electrical burns, bubbles, and poor
adhesion to the blades. Inspect blades
for deep scratches, cracks, gouges,
lightning burns, bending and twisting.
Inspect the´•fairing for looseness, cuts
and abrasions in the coverstock, and
damage penetrating into the fairing.
Blades Propeller Inspect for blade:looseness. Inspec-´•

belperformed by’grasping
the blade a~ the outboard end of the
fairing, not at’the blade tip. Move
the blade fore and aft. The allowable
fore and aft.movement of the blade
is 3/4 incl;’, e;ri~Iusive
oflblade:bending,
´•asmeasuredrit.the:ti~!; Propellers
with´• a ´•~jlade exceeding´•this- limitation
shali’:be reinoved from s~rvice´•for
examination ´•by’lan´• dverhaul´• facility..
Spinner Mounting-. Propeller Inspect- the; spinner´• mounting bulkhead.

Bulkhead for cracks, damaged dr loose parts.
hopeller~ing Spinner:~ :Inspect for:´•ebidenckofexcks&ive heat;

Fron~’l Spinner´• I cracks, dents, loose; 1,
worn or damaged´•parts;
Propeller´•Rear Spinner~:’. Inspect for deep scratches, cracks,

spinner der;ts, 160be; worn or damaged parts.
Propeller~ P;fterbody Afterbody Inspect for deep s’cratches, cracks,

and. Bracket dents, loose, worn or dainaged parts.
Pressurized and Propeller Control Check forhy’draulic fluid in accord-

Atmospheric Sumps ance with subject.on "Senicel’, para-
graph (2), "Intermediate Check".
P5132
61-10-0
July 1/71 Page 603
NAMILTON STANDARDDi~m
6JEg0 PROPELLER SYSTEM

MAINTENANCE MANUAL
TABLE 603. PERIODIC INSPECTION REQUIREMENTS (CONT)
MAJOR ASSEMBLY
Propeller Control Propeller Control Inspect the magnetic drain plug for
metallic particles. Some accumula-
tion of fuzz-like particles will probably
be found. This is a normal condition
and is not cause for control removal.
Hair-like metallic particles may also
be found. These particles are not
cause for control removal. Chunks

or flakes of magnetic material are
indicative of deterioration and are
cause for control removal.
Propeller Control Propeller Control Inspect filter for metal contamination.

as described in paragraph C1.
Propeller Control Propeller Control Inspect for evidence of leakage from

the slier cap, atmospheric sump
cover, pressurized sump cover, and
the front and rear encased, plain seal.
Inspect for security of safety wiring,
self-locking nuts and retention of parts.
Auxiliary Motor Propeller Control ]hspect the motor for visual evidence
of overheating.
Deicing Housing and Propeller Control Inspect visually for broken brushes
Brush Assembly and accumulation of oil, grease or
foreign materials. If evident, remove
the assembly for cleaning or repair.
_I C1. During the aircraft periodic inspection (not to exceed 600 flight hours),
the filter shall be removed and filter disks, part number 513700 be re-
moved for metalcolltamination inspection.
P5132
61-10-0
Jan 15/81
Page 604
~AMILTOW i~anwndUIIITED
TECnWOU~ilES´•
(1) Remove filter assembly and inspect disks as follows: (reference

figure 600)
(a) Cut lockwire on control cover retaining cap screws. Remove

screws (record locations to insure return to same locations on
reinstallation) and washers using wrench GS10249 or equivalent.

Remove control cover.
CAUTION: EXERCISE CARE NOT TO DAMAGE COVER SEAL.
(h) Cut lockwire and remove cap screws (1) and flat washers (2).
NOTE: If necessary; disconnect pitchlock and reversing valve

electrical leads to facilitate lead clamp and cover
removal.
(c) Install mechanical puller HS8726 in cover (4) and remove filter
assembly from filter and solenoid relief valve assembly.
(d) Remove pin. (3) using a soft metal drift punch or equivalent.
(e) Disassemble filterassembly f~r disk inspection. Discard

performed packings (10), (11) and (12).
(f) Inspect each filter disk for evidence of contamination particularly

for particles, flakes, and/or slivers of babbitt. (reference figures
600A, 600B and 600C).
(g) Minute particles as figure 600A are considered typical

shown in
wear accumulation requiring only cleaning of filter disks. Ac-
cumulation of particles and flakes shown in figure 600B indicate
possible deterioration of stationary sleeve babbit liner that is
maximum level of contamination acceptable for continuing control
in service. Controls exhibiting maximum acceptable contamination
should be monitored to insure no increase of babbitt liner deterio-
ration. Remove any control indicating increased babbitt liner
deterioration and forward to overhaul for repair. Accumulation
ofparticles, flakes, and slivers shown in figure 600C indicate
extensive babbitt linerdeterioration, this contamination level is
unacceptable. Remove control and forward to overhaul for repair.
61-10-0
Page 604A
May 15/78
HAMILTOW STANDARB
MAINTENANCE MANUAL
01) Controls removed for babbitt contamination shall be tagged as such
prior to shipment to overhaul facilities.
4
0\,
1. Socket Head Cap Screw 7. Ball

2. Flat Washer a. Filter Disks
3. Straight Headless Pin 9. Filter Disk Support
4. Filter Cover 10. Preformed Packing
5. Spring Seat 11. Preformed Packing
6. Helical Spring 12. Preformed Packing
Filter Assembly
Figure 600
61-10-0
Page 604B July 1/71

ORIGINAL DNsmd
HAMILTOW STAWDARD
As Received By -~CT69PIOUKilESB
ATP 63E60 PROPELLER SYSTEM
MAINTENANCE MANUAL
TYPICAL CONTAMINATION j TYP ICAL CONTAM INATION
’11--H425--6
Filter Disks Exhibiting ZSrpical Contamination

Figure 600A
I:1
:Mnx nce EP TA B LE CONTAM I N ATION i (~MAX ACCEPTABL; CONTAM INATION
Filter Disks Exhibiting Maximum Acceptable Contamination

Figure 600B
61-10-0
Page 604C
July 1/71
DNsrnd
~LAMILTOW STAWDARD
UIIITED
TECnm)LWfS
(i) Clean filter disks using ultrasonic cleaner, if available, or
safety solvent such as Solvasol.
(j) Reassemble filter assembly in reverse order of disassembly

using new, unused preformed packings at all locations.
(k) Reinstall filter assembly into housing cavity. Liberally coat

the cavity ID and preformed packings with Petrolatum VV-P 236
or clean, unused control oil to facilitate ease of installation.
(1) Install cap screws and washers hand tight. Torque screws to
62-68 pound-inches. Hold the electrical lead clamp in position
to preclude damage to the lead. Lockwire screws.
(m) Inspect control cover seal 538733 for damage and positioning.
If damaged, remove control and return to overhaul facility.
Reinstall cover insuring that retaining cap screws are located
in the proper locations. Torque cap screws to 30-40 pound-
inches and lockwire.
ORIGINAL
As Received By
ATP
k´•a
UNACCEPTABLE UNACCEPTABLE
Filter Disks Exhibiting Unacceptable Contamination
Figure 600C
61-10-0
Page 604D. July 1/71
HAMILTON STANDARQ
~r

MAINTENANCE MANUAL
C2. Blade Rubber Parts Inspection.
(1)´• Blade Deicer HeaterInspection. Visually inspect each blade

heater for cuts,tears, gouges, abrasions, poor adhesion, blisters,
bubbles, separations, delaminations, discoloration or charring
from over-heating, and damage affecting heater elements.
(2) Fairing Neoprene Coverstock and BootInspection. Visually examine

each fairing coverstock and boot for cuts, cracks, gouges, blisters,
bubbles, delaminations, or separations. Particular attention
should be paid to the inboard end of the boot to ensure that it is
firmly adhered. If damage has penetrated the fairing to the blade
surface, the damaged portion of the fairing shall be cut away suf-
ficiently to permit examination of the blade.
(3) Rubber Parts Damage Limits. Blisters, bubbles, delaminations,

or separations which are identified by swelling of the rubber material
withoutrupture -or charring from local burnout of heater wires are
acceptable as follows:
(a) Fairing Neoprene Coverstock.
1) An affected area is not larger than four (4) square inches.
2) There are not more than four such areas on either side (face
or camber) of the blade.
3) There is not less than one and one-half (1-1/2) inches dis-
tance between affected areas.
4) An affected area is not more than one-quarter (1/4) square

inch (for example, an area of 1/2 x 1/2 inch or 1/4 x 1 inch).
There is no limit on the number of areas one-quarter (1/4)
square inch or less.
5) There is not less than one-quarter (1/4)’ inch between

affected areas.
(b) Fairing Boot and Heater.
1) An affected areaalong the outboard edge of the boot on
either side (face or camber) of the blade is no longer than

three inches and is no wider than one-half (1/2) inch.
P5132
61-10-0
Apr 1/79 Page 604E
RLMILTON STANbbRD DNrjmd
uwna,
TEOI~KWCIES

MAINTENANCE MANUAL
2) An affected area under the heater or boot is not larger

than one square inch.
3) There is not less than two inches distance between affected

areas.
4) An affected area along the trailing edge of the heater on

either side (face or camber) of the blade is not longer than
three inches and is not wider than one-half (1/2) inch.
(4) Acceptance Criteria for Rubber Parts. Acceptance criteria for

blade heaters, fairing coverstock, and fairing end boots are as
follows (see figure 600D).
(a) Soft spots in the EC801 fillet along the inboard edge of the
heater are not indicative of blisters and are considered
acceptable.
(b) Looseness of the boot along its outboard edge (area 2) is not
acceptable. Repair per paragraph 8. D. (3)(a).
1 3
ll--L185--37A
P5132
61-10-0 Blade Rubber Parts Area Codes
Page 604F Figure 600D

Apr 1/79
~AMILTOW
UIIITED

MAINTENANCE MANUAL
(c) Soft spots at the edges of the heater connector ramp from the
fairing to the blade shank region (area 3) are indicative of boot
bridging or local inadequate EC 801 filleting under the boot,
but are not of concern and therefore, are acceptable.
(d) Blistering of the fairing neoprene coverstock along the edges of

the gage locating plate (area 4) and in area 5 is not acceptable.
Repair per paragraph 8. D. (3)(b).
(e) Blisters under the heater (area 6) are not acceptable. Repair
per paragraph 8. D. (3)(b).
(f) Blisters under the boot in the fairing butt face (area 7) are not
acceptable. Repair ~per paragraph 8.D. (3)(c).
D. Known Suspected Impact. Inspect a propeller and propeller control as

or
soon as possible after being involved in a known or suspected impact
either rotating or not rotating. Impact may be suspected but not known
because of poor visibility or unusual noises heard during its possible
occurrences or as a resultof paint marks or damage found during daily
inspections. Proceed as follows:
(1) If the propeller dome obviously damaged, or if the

or barrel is
blades show obvious evidence of damage such as bending, twisting,
looseness, extensive abrasions or gouges beyond repair limits, re-
place the propeller before the next engine runup.
(2) If the blades obviously damaged, or they were damaged, but

are not
within the established local repair limits, use HS8550 blade align-
ment gage (after calibrating the gage dial indicator per paragraph E)
and proceed with the inspection as follows:
(a) Blades involved in a suspected impact, whether rotating

known or
or static
(not rotating) relatively solid and non-continuous
with a
object such as runway lights, rubber tire treads or birds in flight,

the blades are considered acceptable for further flight if the dif-
ference Between the current reading and the reference readi,ng
P5132
61-10-0
Apr 1/79 Page 604G

Hainilton olrlrla* or u*l~ra
U
~lsca´•r´•
Standard
does not exceed 0. 040 inch. Blades exhibiting differences between

0. 041 and 0. 250 inch should be removed from service as soon as
possible, subject to "ffyback" conditions. If the difference exceeds

0. 250 inch, the blade should be removed from service immediately.
Note: "Flyback" shall be used fly the airplane

only to
directly to the nearest repair facility, using not

more than 50 flight hours and making transit
stops only if necessary. During transit stops,

the propeller shall be inspected for new evidence
ofdamage as described in step (a) preceding.
After reaching´• the repair facility, the propeller
shall be removed before the next flight.
(b) Blades involved in known or suspected rotating impact with rela-
tively yielding and/or continuous objects such as snow banks, water,

slush, sand piles, etc. and exhibiting a difference not exceeding
0. 0´•10 inch between the current; reading and re~erence reading
should be removed from service as soon as possible, but not later
than fifty flight hours. Blades showing more than 0. 040 inch devi-
ation should be removed from service immediately.
(3) An impact damage report shall be completed per table 604 and accom-
pany the propeller returned to overhaul.
(4) A propeller control removed for impact damage shall be sent to the
overhaul facility along with propeller.
S\DE-
FpCE
BLADE LOCATING PLATE
BLADE LOCATING DIMPLE
Blade Alignment Indicator Gage Installed on Blade
June 15/68 Figure 601. 61-10-0

Page 605
Harnilton U
Standard F~e
63E 60 PROPELLER SYSTE M
MAINTENANCE MANUAL
TABLE 604. IMPACT REPORT
Operator
Aircraft Type lodel No. Serial No.
Nacelle No.
Engine Model__ Serial No,
Propeller Model No.
Propeller Gear Ratio

_
Blade Serial No. 2
Blade Serial No. 3
Propeller Control Model No. Serial No.
RPM Setting at Time of Impact
Engine Speed at Time of Impact (rpm or percent)
Object Struck
Approximate Weight ofObject Struck
Description of’C~isual Damage
Track or Blade Alignment Affected (State amount)

No. 1
No.2
No.3
Remarks
Note: The above information is required on blades returned to the approved overhaul
facility or to the Service Department, Hamilton Standard, in order that damage can be
properly evaluated.
61-10-0 June 15’/68

Page 606
HA~BLTON STAOIBAOIQ ~vlson d
UIIITED
IEC~WOUK;IES,
63E60P ROPELLER SYSTEM
MAINTENANCE MANUAL
E. Blade ´•Alignment Gage Dial Indicator Calibration. Each time that the gage is
used, the dial indicator shall be calibrated so as mid-point
to set it at a
range in order to detect permanent deflection of blade alignment direction as
compared with the value stenciled on blade fairing. Calibration of dial indi-
cator requires a reference surface flat within 0. 005 inch and as wide and
long the gage.
as Place gage on its feet on reference surface. Place 1. 250
inch calibrating block (included with the gage) on the reference surface under
the contact point of dial indicator. Set small pointer of the dial indicator on
number 5 by loosening the socket head cap screw which retains the indicator
on its support and adjusting height of the indicator. Then, loosen dial re-
taining screw; turn dial so that the large pointer is set at zero. Be sure to
retighten both retaining screws.
(1) After calibrating the dialindicator, perform the blade alignment check
as follows:
(a) Operate the propeller to or near feather angle position so that align-
ment gage can be rested on the face side of blade with the contact
point of the dial indicator contacting blade tip surface. (See figure
I 601.) With blade at 3 o’clock position facing the propeller, place
gage carefully on the blade so as not to disturb dial indicator cali-
bration.
(b) Install the two locating pins in locating bushings of the gage with
small rounded ends of the pins toward blade surface. Move gage
so that locating pin at the inboard end engages the slot in gage lo-
cating plate in blade fairing and the location pin at outboard end
engages the dimple in blade tip surface. Make sure the three gage
feet are seated and two locating pins are not binding in the bushings.
Record dial indicator reading and remove the gage from blade.
The difference between dial indicator reading and BAR value
stenciled on the blade fairing, is the amount that the blade is
out of alignment.
NOTE: When making indicator readings, remove hands from

proximity of gage and blade to avoid errors due to
I
deflection. Light lateral pressure is permissible at
the inboard end only to stabilize gage.
(c) Repeat above steps for remaining two blades of the propeller.
P5132
Apr 1/79 61-10-0
Page 607
STdWQ~UID
uwmD
TEcnnouK;Es.
F. Overspeed. The following disposition shall be made for a propeller and/or

propeller control involved in an overspeed.
(1) A transient overspeed less than 20 percent above the normal high setting
is allowable during a power burst if the
propeller was at the second
(approach) stop or the third (tertiary) stop. Also, a transient overspeed
less than 25 percent above the normal high rpm setting is allowable
during an aborted tal~e-off at full reverse power.
(2) A sustained overspeed less than 20 percent above the normal high rpm
setting is allowable if the cause of the overspeed can be isolated and
corrected.
(3) For an overspeed between 20 and 40 percent above the normal high rpm
setting (except for the reversing overspeed described in step (1) pre-
ceding), remove the propeller and control before the next flight. If
facilities are not available for removal and the cause of the overspeed
can be corrected, "flyback" is allowable subject to paragraph 6D(a).
(4) For anoverspeed more than 40 percent above the normal high rpm
setting, replace the propeller andcontrol before the next flight.
(5) A propeller or propeller control removed for an overspeed shall be

sent to an overhaul facility. Since information will be needed to deter-
mine the extent of repair, make out a report describing the overspeed
completely (see table605). Be sure to include the cause, amount, and
duration of the overspeed, the rpm and power setting, the blade angle
operation, and the attitude, altitude, airspeed, and gross weight of the
airplane during the overspeed. Also include the serial and model
numbers of the airplane, engine, propeller, propeller blades, and pro-
peller control. Enclose a copy of the report with each removed item.
G. Inspection for Vibration.
(1) After a vibration has been reported and confirmed by flight or ground
test, check the flight stop angle setting to be sure that all blades are at
the same angle within 0.3

degrees. Remove backlash
by manually ro-
tating each of the blades toward low pitch before measuring angles.
Measure the blade angle with the protractor GS18217 and template GS-
10262 (see table 401). Check blade track. All blades should track
within 0. 406 inch. Before removing a propeller for balance after a re-
ported vibration, insure that the propeller spinner and afterbody are
properly attached. Ensure that all engine cowling and aircraft fairing
are installed and properly attached.
P5132
61-10-0 June 15/68
Page 608
~AMIUOW S~IANDARD
O
MAINTENANCE MANUAL
TABLE 605. OVERSPEED REPORT
Operator
Aircraft Type Model Serial No.
Propeller Gear Ratio Serial No.
Propeller Control Model No. Nacelle No.
Blade Drawing No.
Blade Serial No. 1

No. 2
No.3
Percent Maximum Overspeed Indicated or Estimated (state which)

Did Propeller Lock Pitch?
If so, What Blade Angle

Was Propeller Feathering Attempted?
If so, Was Feathering Successful?
Configuration Prior to Overspeed (Power Lever Setting)

Tachometer Reading Torque
Turbine Inlet Temperature Fuel Flow
Air Speed Altitude
Attitude of Aircraft During Overspeed

Gross Weight of Aircraft During Overspeed
’Remai´•ks
Note: The above information is required on blades returned to the approved overhaul
facility or to the Service Department, Hamilton Standard, for evaluation and

recommendation.
June 15/68 61-10-0

Page 609
Hamilton Sundstrand
H. In-Service and Storage Inspection
requirements in 9. Preparation for Service, paragraph H., Storage and

I
(1) It becomes the responsibility of the operator, as part of his maintenance procedures, to
establish practices based on his own experience which will prevent the occurrence of
damaging corrosion and other harmful influences to propeller and control components.
(2) Propellers and controls shall be stored in accordance with instructions given in Section 9.
(3) The operator must establish an environment for major propeller and control components
in service and storage which would not be conducive to corrosive attack or other harmful
effects.
(4) The operator must establish a procedure and interval of component inspection which will
assure that such an environment is being satisfactorily maintained. An 18-month period
is suggested as the upper limit for a selected inspection interval.
(5) The operator must establish for himself that any selected inspection interval, including
one of 18 months or less, provides that needed assurance that environmental conditions
will not result insignificant corrosion or other damage. Detection of any such harmful
effects at any given inspection is indicative that corrective action is necessary to change
the environmental conditions or to reduce the inspection interval.
(6) Inspection isaccomplished by removing the propellers and controls from service at the
interval selected and closely examining the major structural components for significant
corrosion or other damage.
(7) Assembled propellers and controls in storage must be subjected to the same controls over
development of corrosion as propellers and controls in service. The combined
storage-plus-service calendar interval shall not exceed that which is established by the
operator for usage alone or storage alone whichever is less. It is recommended that
propellers and controls in storage be treated with corrosion preventative solution in
accordance with applicable overhaul instructions.
P5132
61-10-0
Page 610 Jun 1/00
HAMILTOW STAPSDARD
IECmOlWEs~Y
MAINTENANCE MANUAL
(8) if assembled propellers and controls in storage are not stored in

accordance with the applicable overhaul instructions, the operator
must establish the proper inspection interval which will be no
greater than for propellers in service. This latter determination
should be made by a separate sampling program.
(9) Disassembled propellers and parts in storage must be inspected

prior to assembly.
Jul 15/77 61-10-0
Page 611
Harnilton U
Standard
7. Cleaning and Painting.
A. Metallic Surface Cleaning.
(1) Clean the metallic external surfaces of the propeller and control, using
solvent, such as Stoddard solvent or equivalent.
(2) Apply the solvent sparingly, using soft cloths or brush.
CAUTION: DO NOT ALLOW THE SOLVENT TO CON-

TACT RUBBER,.PLASTIC OR FIBERGLASS
PARTS OR SLIP RINGS, BRUSHES, WIRING,
INSULATION AND ELECTRICAL PARTS.
(3) Remove the solvent by thoroughly rinsing with fresh water. Wipe dry,
using clean cloths.
Note: In cases operatednear salt

where the aircraft is
water, wash the bladesthoroughly with clean,
fresh water, dry completely, then apply a thin
film of lubricating This shall be done on a
yliad.lio
basis.
B. Non-Metallic Surface Cleaning.
(1) Clean rubber, plastic and fiberglass surfaces with soap and warm water
applied with soft cloths. Rinse with fresh water and wipe dry with
soft cloths.
June 15/68 61-10-0

Page 701
Hamilton Sundstrand
A Vnited Technologies Company
8. Approved Repairs.
A. Blade Repair Limits. This section provides the instructions necessary to perform limited
repairs to damaged blades, blade heaters and blade fairings. A definition of the standards for
acceptance and rejection of various forms of blade damage is provided, followed by the
detailed repair procedures for items judged to be within repairable limits.
NOTE: Indications of bending or twisting at any location on the blade is non-repairable at

this level. Such conditions shall be referenced to overhaul.
(1) Figure 801 defines the maximum depth of surface damage which is considered
allowable and which does not require immediate rework. Nicks, pits, gouges, scratches
and similar damage which has displaced material and which exceed the limits shown in
figure 801 shall be reworked to remove all traces of damage. After the area has been
reworked, an additional 0.002 inch of material shall be removed from the area by
polishing with number 240 followed by 320 emery cloth. Damage to the blade which,
when reworked, exceeds the limits shown in figures 802 and 803 shall be referred to
overhaul for repair.
(2) Burn damage caused by lightning strikes or blade heater damage shall be treated in the
same manner as mechanical damage described in paragraph (1) preceding with the
exception that figure 801 does not apply and an additional 0.020 inch of blade material
shall be removed before final polishing for all repairs. The total material removed,
the additional 002~ inch, shallnot exFepd the limits Ehoun iofigures 802
.308dna
I
*>DCC<< MAXIMUM DEPTH OF DAMAGE NOT REQUIRING REWORK
>,DCC<*
0.006 EXCEPT 0.004 IN A PREVIOUSLY 0.012 EXCEPT 6.008 IN A PREVIOUSLY
REWORKED AREA REWORKED AREA
NOTE: DIMENSIONS IN INCHES

-´•--´•-´•´•´•---1.C
36 INCHES FROM TIP
Damage Requiring No Rework

Figure 801.
P5132
61-10-0
Jun 1/00 Page 801
H amiIton Sundstrand
(3) Damage shall be removed only by mechanical means. Remove the metal which contains
and is adjacent to the damage. All traces of the damage shall be removed from the blade
and the resulting depression shall be smoothly faired to the blade surface.
(4) The suggested equipment necessary for blade damage rework includes one each die
makers’ rifflers No. 8, 10, and 17 "0" cut (Grobet File Co. of America, Carlstadt, NJ
07072, or equivalent); or a small hand grinder with soft abrasive wheels, one sheet each
dry emery cloth No. 120 and 240; 5-10 power magnifying glass; a peening hammer; and
a sheet of 0. 125 inch thick rubber for a peening mask.
MAXIMUM DEPIH OF REWORK ALLOWED ON FACE AND CAMBER SIDES NO LIMIT

PER NOTE IN TEXT
>>DCC<<
0.060 BUT NOT MORE THAN 35% OF SECTION
THICKNESS AT POSmON OF REWORK
LENGTH OF REWORK IN LONGITUDINAL BLADE DIRECTION

SHALL BE NO LESS THAT 30 TIMES DEPTH OF REWORK
Rework Limits on Face and Camber Sides of Blades
Figure 802.
LIMIT
ONTCDf
I >>DCC<< PER NOTE IN
>>DCC<< >>DCC<< >>DCC<<
t
0.15 0.25 .40
c~c-‘‘- I
0.06
FROM
BARREL
LIP TO
12 INCHES
FROM
I 12 INCHES FROM BARREL LIP
TO 36 INCHES FROM TIP
o.ls 1 0.25
36 INCHES FROM TIP

TO 18 INCHES FROM nP
18 INCHES
0.40
FROM TIP TO 3
INCHES FROM nP
BARREL LIP
LENGTH OF REWORK IN LONGITUDINAL BLADE DIRECTION

SHALL BE NO LESS THAN 10 TIMES THE DEPTH OF REWORK

ll-L18-21
Rework Limits on Leading and Trailing Edge of Blades
Figure 803.
P5132
61-10-0
Page 802 Jun 1/00
nnml~TowsTnnDnw,
umm,
rrcn~oroclEs
MAINTENANCE MANUAL
CAUTION: THE NUMBER OF REPAIRS IN A GIVEN AREA ON A

BLADE IS NOT LIMITED PROVIDED THEIR LOCATIONS
WITH RESPECT TO ONE ANOTHER DO NOT FORM A
CONTINUOUS LINE OF REPAIRS THAT WOULD
MATERIALLY WEAKEN THE BLADE STRUCTURE.
METHODS WHICH ATTEMPT TO RELOCATE METAL

BY COLD WORKING TO COVER OR CONCEAL THE
DEFECT RATHER THAN REMOVE THE DAMAGE ARE
NOT ACCEPTABLE.
TABLE 801. CONSUMABLE MATERIALS
COMMERCIAL PRODUCT REFERENCE

MATE RIAL SOURCE COVE RNMENT SPE C.
Abrasive Cloth Federal Specification

P-C-451
Aeroshell 7A MIL-G-23827
Aircraft Grease Military Specification

MIL-G-7711
"Antiseize Thread Fiske Brothers

Lubricant (Mo -Lith Refining Company
No. 2) 129 Lockwood Street
pjewark, NJ 07105
Bear Tex Tracy Robinson Williams

110 Airport Road
Hartford, CT 06114
Bostik 1007 Primer, Bostik Division

Bostik 1096 Adhesive, USM Corporation
Boscodur No. 9 Boston St.
Curing Agent Middleton, MA 01949
P5132
61-10-0
Apr 1/79 Page 803
HIWIILTOW STANDARD DNluon of
UI(ITED
TECNNOLOUES
MAINTENANCE MANUAL
TABLE 801. CONSUMABLE MATERIALS (CONT)

MATERIAL SOURCE GOVERNMENT SPEC.
Cab-O-Sil Inert Cabot Corporation

Filler and Diethy- 125 High St.
lenetriamine Thinner Boston, MA 02110
Camouflage Lacquer Fed. Spec. TT-L-80

Black
Chemical Film AMS2474 MIL-C-5541
Corrosion Compound MIL-C -6 52 9

(Cosmoline 1123)
Corrosion Preventive MIL-C-11796, Class 3;

MIL-C-15074
Diethylaminop ropylamine Union Carbide Chemical

and Plastic Div.
River Road
Bound Brook, NJ 08805
Dry Cleaning Solvent AMS3160 P-D-680
EC1186 Sealer Minnesota Mining and

Manufacturing Co.,
3M Center
St. Paul, MN 55101
Epon 828 Filler, Shell Chemical Co.

Epon 834 Filler 50 W. 50th St.
New York, NY 10020
Filler C14 CYCLEWE LD

Chrysler Corporation
Chemical Div.
Trenton, MI 48183
P5132
61-10-0
Apr 1/79
Page 804
NAMILTDN STANDARD avlum d
UNITED
TECNNDUIWLS

MAINTENANCE MANUAL

MATERIAL SOURCE GOVE RNMENT SPE C.
Glyptal Black General Electric Company

Lacquer GE2600 Pittsfield, MA 01201
Glyptal Black General Electric Company

Lacquer Thinner Pittsfield, MA 01201
D5B19
Hydraulic Fluid MIL-H-5606;

MIL-H-6083, Type 1
Kerosene W-K-211
Laminar X-500 Sealer: Midland Division

7-C-1 Clear Resin, The Dexter Corp.
10-C-32 Hardener 31500 Hayman St.
Hayward, CA 94544
Methyl Alcohol O-M-232
Methyl Ethyl Ketone TT-M-261
Molykote G Dow Coming Corp.

(Technical lubrication 45 Commerce Dr.
grade molybdenum Trumbull, CT 06601

disulfide mixed with
mineral oil to obtain
a paste)
Preservative MIL-P-6074
Rosin Coating EC678

Minnesota Mining Manufac-
turing Co., 3M Center
St. Paul, MN 55101
P5132
61-10-0
Apr 1/79 Page 804A

~AMILTON STAIIDARD I~vwnd
uwrrm
~aucotouEs
MAINTENANCE MANUAL

Rubber Preservative MIL-C -11520
Coating
Safety Solvent 0-C-1889
Sealer EC801 and EC807

Minnesota, Mining Manu-
facturing Co., 3M Center
St. Paul, MN 55101
Sealer EC776 MIL-S -43 8 3

Minnesota, Mining Manu-
facturing Co., 3M Center
St. Paul, MN 55101
Solder, SN95WRP2 AMS4751 or AMS4755 QQ-S-571
Sealing Compound PR1422 C1 B MIL-S-8802 C1 B-2

Products Research
Chemical Corp.
5430 San Fernando Road
Glendale, CA 91203
Technical Petrolatum AMBE R-PARMO W -P-236

Humble Oil and Refining Co.
Houston, TX 77001
Toluene AMS3180 TT-T-548
*The following greases are alternates for and interchangeable with 1Mo-Lith No. 2:
Aeroshell Grease 17 TG-4727

Shell Oil Co. Texaco, Inc.
1 Shell Plaza PO Box 2463 135 E 42nd St.
Houston, TX 77001 New York, NY 10017
P5132
61-10-0
Page 804B Apr 1/79
HAMILTON SIAWDARD)
~RIIC ep
MAINTENANCE MANUAL
TABLE 801. CONSUMAB LE MATERIALS (CONT)
Royco No. 64 Braycote 664
Royal Lubricant Co. Bray Oil Co.

River Road, PO Box 298 1925 N. Marianna Ave.
E. Hanover, NJ 07936 Los Angeles, CA 90032
FED 3350 Molykote GN (Technical)

Chevron USA Dow Coming
575 Market St. PO. Box 7643 45 Commerce Drive
San Francisco, CA 94120 Trumbull, CT 06601
B. Details of Blade Repair. Blades which have been damaged but which
have been judged repairable shall be reworked in accordance with the
following instructions. The propeller blade has a cold-rolled shank
area which extends from the blade fillet to just outboard of the barrel
lip and shot-peened area extending from a point overlapping the cold-
a
rolledarea to a point approximately midway along the blade. (See

figure 804). These surface treatments Induce beneficial compressive
stresses. The exposed surfaces of these areas could be removed by
local rework should damage penetrate the surface treatment. Specific
instructions to restore surface treatment locally, are included in the
following paragraphs.
(1) Remove raised edges adjacent to the damage using emery cloth. If
the damage exists in the non-surface-treated area, a fine stone or
smooth diemakers’ rlffle file may be used.
(2) Measure the depth of the damage using an indicator, such as HSP1827,
as figure 805, with the knife edge parallel to bhe blade cen-
shown in
terline if possible. The damage depth is considered to be the differ-
ence´•between the deepest point of the damage and the adjacent blade
surface. Thedamage depth in a previously reworked area is con-
sidered to be the difference between the deepest point of the damage
and the adjacent blade surface which is outside the reworked area.
P5132
61-;10-0
Apr 1/79 Page 804C
Hamilton Sundstrand
(3) If the depth of the damage is within the limits shown in Figure 801, the damage need not
be reworked; however, stone or file marks caused by removal of the raised edges shall
be polished with tine emery cloth.
(4) If the depth of the damage is more than the limits shown in Figure 801, refer to Figures
802 and 803. If the depth of the damage plus the additional clean-up margin described in
paragraph A, steps(l) and (2), is within the limits shown in Figures 802 and 803, as the
case may be, remove metal from the damaged area as shown in Figure 806 to form a
saucer-shaped depression until the damage is no longer visible with a I0-power

minimum magnifying glass; then, remove the additional 0.002 inch of material. Remove
the material parallel to the longitudinal axis of the blade so that the length of the saucer
is 30 times the depth of the rework on face and camber sides and 10 times the depth of
the rework on the leading and trailing edges. The material shall be removed using a
portable hand grinder with a soft abrasive wheel, or a rough riffle file. A smooth file
shall be used to further finish the rework and, finally, the area shall be polished using
fine emery cloth. Tough up the reworked areas with chemical film per AMS2474.
NOTE:: The polishing operation can be facilitated by the use of a riffle

file as a working tool.
(5) Fitting on the leading edges of blades caused by normal wear shall be reworked by
removing sufficient material to eliminate the
>>DCC~<
R6LLED AREA O~ BLADE SUlbACE
~.69
~niRuET IIl*BHEH
0.81
3.65
36.1
~6.3
SHOT PEENED
A~A1 M ORDER Td P*EIL~ RETERWCL:
BUPe SH6WN WITH A~L AfTkCW1NG
COMWN~NTS RFMOVeD
>>DCC<<
I I--L1IS-ZtB
NOTE: I)IMLNSL~S LN INCHEI
Figure 804. Propeller Blade Surface Treated Areas
P5132
61-10-0
Jun 1/00 Page 805
IULMILTOW STANDARD
UwTCED
TEfnmWOLS,
MAINTENANCE MANUAL
irregularities. For splitting and cracking of the blade leading edge

and tip radius which results from corrosion in the bottom of pits,
remove an additional 0. 050 inch of material, but do not exceed the
limits shown in figures 802 and 803. The blade metal shall be re-
moved by starting at approximately the thickest section and working
forward leading edge so that the contour of the reworked
over the
portion will remain substantially the same. In all cases, avoid
abrupt changes in section or blunt edges.
(6) Figures 801, 802, and 803 indicate there is "no limit" to reworks
in the area three inches from the blade tip. This applies to depth,
width, and length reworMng provided the rework does not extend in
a line across the blade or will not cause a deterioration in blade
structure in that area. It does not permit shortening a blade or set
of blades by three inches.
~a
::::::::i::::::::::: ::i,,,,x:
NEW DAMAGE I-
iiiiiii::i~ :::i:ii-i::-, i::i:::: ::;i::::::::::: DEPTH::iiiii--::::
-::I:::::::i::::"
ia:::-:il:::::-: ir:
:i:::i:_:: .:::r:::::j::::
:i:: i ::::i~::: i::i:i ::i-~-’:´•:’:--:::i::::_: ´•i:i:::_:::::::l:
jiiiFI:i:iiii-iil-:i ::::::-::i::´•i:
:::-:::;l::ii_:
:::::::::i:´•:-:-´• :i:: ::2::::::
P5132 Measurement of Damage Depth

61-10-0 Figure 805
Page 806 Apr 1/79
U
Standard Fle
MAINTENANCE MANUAL
Note: Theallowable propellerdiameter reduction

is approximately two
percent. However,
the appropriate technical manual or coritrol-
ling authority shall give final approval.
C. Local Re-Surface Treatment. Rework in the cold-rolled area outboard of

the Teflon anti-friction strip which is deeper than 0. 006 inch shall be peened
to reintroduce compressive stresses. Rework in the shotpeened area shall
be peened if less than three shot impressions per square inch remain in the
rework area.- If the rework in any surface treated area is less than 0. 25
inch in diameter, local re-surface treatment will not be necessary. The
"A"
FACE e CAMBER SIDES 30
"A" TIMES DEPTH OF REWORK
OR BURN
1 FAIR IN
TO TIP -t
DEPTH OF REWORK
(GOUGE REWORK)
0.002" MIN.
020" MIN. (ELECTRICAL BURN REWORK)
Typical Local Rework

Figure 806.
1.23
0.75 DIA
1~"’"
0.38
f
0.94"i 187 SPHERICAL
RADIUS
52100 STEEL
HEAT TREAT
58--68 Re
I(-IIT-~U
Manual Peening Hammer Manufacture
June 15/68 Figure 807. 61-10-0
Page -807
Har~7ilton O´•
U
P’~’´•lO* U*II~D ~I´•C´•ICI CO´•COI´•II~
Standard ~e
6Y 60 PROPELLER SYSTE M
MAINtENANCE MANUAL
peening of an irregularly shaped repair shall have a minimum radius of 0.5

inch at every point on its periphery. The peening shall cover the rework
surrounding the rework except in cases Iwhere
plus a band of ´•0. 25 inch wide
the rework is lesS than 0.5 inch in diameter during which time the band
shall be wider to obtain a minimum peened diameter of one inch. If stray
impressions occur, the area surrounding the impressions must be reworked
into the newly peened area or the minimum peened area established around
them. A single peened rework shall not be more than 10 square inches nor
extend across more than one-half the blade width. Not more than 10 re-
worked areas shall be peened and they shall be separated from each other by
at least two inches.
(1) Prior to peening, prepare a rubber masking sheet approximately 0. 125

inch in thickness with a hole in the sheet large enough to allow peening
of the reworked area as determined above. Install the rubber sheet in
location on the’blade and retain in place using masking tape.
(2) The peening operation within a reworked area may be accomplished

manually with a small peening hammer or mechanically with the blade
peener, HSP3293, powered by a portable electric drill or flexible shaft
attached to a motor.
(3) The head of the small manual peening hammer can be locally mani~fac-
tured in accordance with figure 807.
(4) When using the blade peener, the drive speed shall be maintained at
less than 1750 rpm. The tool incorporates a cam on the end of the
drive shaft which operates the spring loaded hammer tip. Before using,
adjust the piece when the hammer shaft is free from the cam until
nose
the end of theprotruding hammer tip is 0. 0625 inch from the end of the
nose piece. Adjustments of the nose piece may be made by loosening
the two set screws and turning the nose piece one-quarter turn at a time
in the desired direction until the correct measurement is obtained.
Assure the two set screws are located within their respective grooves
when tightened.
(5) For both manual and mechanical peening, peening of trailing edge, re-
pairs shall include the area of the trailing edge radius. ~uring this
process the face and camber sides of the area reworked shall be peened
first. The opposite side of the blade trailing edge shall be solidly sup-
ported during the peening operation in this area and shall be performed
with the trailing edge uppermost.
Note: Maintain the proper radius trailing edge to on the

minimize the rolling tendency during the peening
operation.
61-10-0 June 15/68

Page 808
HAMILTONSTAWR~RD
Icllllls~ rEcnuo~ocl8.
63E 60 P RO PE LLE R SYSTE F~
(6) The spring tension on the blade peener tip determines the diameter of
the impressions made by the tip. Before peening the reworked area on
the blade, peen an area of an AMS 4130 aluminum alloy test piece and
measure the diameter of the impressions which shall be 0. 038 0. 042
inch. The diameter can be measured using a Brinell scope or a pocket

comparitor.
(7) Spring tension can adjusted by removing the cap from the end of the
be
hammer and loosening the lock nut which will allow turning of the ad-
justing screw in a clockwise direction to increase tension, or counter-
clockwise to decrease tension.
(8) If the hammer tip becomes nicked or damaged, regrind the tip to the
same radius to remove the damage. In order to remove the hammer
tip, remove the piece. Hold the hammer shaft securely and un-
nose
screw the hammertip from the shaft. Any deviation in length due to
grinding shall be compensated for by adjusting the nose piece.
´•(9) When using the aluminum blade peener, place the hammer tip on the
blade and press down until the shoulder of the nose piece is flat against
the blade. The hammer shall be perpendicular to the blade surface at
all times. peening directly leading trailing edges,
the the
n
peening hammer shall be held ehperpendicularly
Wg nie b
on or
to the surface
peened. Distinct peening impressions shall be formed and shall be of

the dimension described above before overlappfng with adjacent peen
marks. Peening shall be continued until completely covered
the area is
with overlapping impressions and shall be accomplished with a circular
movement of the peening hammer. A peening time of approximately one
minute should be sufficient to completely overlap the minimum area.
(10) When the repaired area has been peened, remove the mask from the
blade. The peened area shall be left as peened except that high spots
shall be removed with fine emery cloth. Touch up areas with chemical
film per AMS2474.
(11) When using the manual hammer method of peening, hold the hammer
loosely and allow it torebound from the blade at an intensity which will
produce 0. 075 inch diameter impressions. Impressions ranging from
0.050 0.090 inch are acceptable but the majority of the impressions
shall be 0. 075 inch. Continue peening until the repaired area is com-
pletely covered with overlapping impressions.
NOTE: ~A peening time of approximately two minutes should be

sufficient to completely overlap the minimum area.
P5132
June 15/68 61-10-0

Page 809
HA~ILTOW STAN~ARP)
EP
MAINTENANCE MANUAL
CAUTION: ALLOW ALL ADHESIVES, CEMENTS, SEALANTS, ETC,

TO SET FOR 6 DAYS AT ROOM TEMPERATURE, OR AS
MUCH OF THESE 6 DAYS AS CIRCUMSTANCES PERMIT,
BEFORE RUNNING THE ENGINE. AFTER RUN-UP,
SPECT VISUALLY FOR ADHESION OF REPAIRED PARTS.
D. Blade Rubber Parts, General Repair. Damage which does not affect a
blade heater element shall be repaired as described in the following

steps.
(1) If damage to a heater element is suspected or if it is possible for

moisture to enter the element area, insulate the blade brushes from
the blade slip rings and check that the electrical resistance of the
heater is 14. 72 17. 04 ohms in order to determine the extent of
repair that is necessary.
CAUTION: DO NOT USE BOSTIK 1096 ADHESIVE WITHOUT

ACCELERATOR.
NOTE: When using Bostik 1096 adhesive mixture, prepare it by

mixing Bostik 1096 adhesive with Boscodur No. 9 curing
agent in a ratio of 7:1 parts by weight. Stir the adhesive
frequently during use and keep containers closed when not
in use. Pot life (mixed) is 8 hours Shelf life (unmixed) is
6 months stored at 15 260C (60 800F).
(2) Damage which does not penetrate through a rubber part shall be re-
paired as follows providing there is no indication of damage beneath

the rubber part:
(a) Small cuts, tears, gouges, abrasions, and weather checking

cracks less than 0. 070 inch deep, shall be sealed. Clean the
area with MEK. Apply a coat of Bostik 1096 mixture and allow
to dry 2 hours minimum. Cover the Bostik 1096 mixture with
a coat of Bostik 1007 adhesive primer and allow to dry for 60
minutes minimum. Fill the remaining cavities with EC801
mixture until flush with the surrounding surface.
NOTE: EC801/EC807 is a mixture of four parts EC801 to one
part of EC807 by weight. To aid in decreasing set up

time, the EC807 may be modified by adding a maximum
of one part of diethylaminopropylamine to each 250
parts of EC807. Cure this mixture (EC801/EC807 and

diethylaminopropylamine for 4 to 6 hours at room tem-
P5132
61-10-0
Page 810 Apr 1/79

HAMILTOW STAW~ARQ
rrcnmraclu,
-63E60 PROPELLER SYSTEM
MAINTENANCE MANUAL
perature. Cure the EC801/EC807 mixture for 24

hours at room temperature or bake at 600C (1500F)
for 6 hours.
(b) Weather checking cracks less than 0. 070 inch deep in slip ring
mounts and fairing boots shall be repaired by filling. Clean
the cracks with MEK and air blast the area to remove any
cleaning fluid which may have accumulated at the bottom of the
cracks. Apply one coat each of Bostik 1,096 mixture and Bostik
1007 as described in step (a) preceding. Then, fill the cracks
with EC801 mixture until flush with the surrounding area.
(c) Larger damaged areas checking cracks deeper

and weather
than 0. 070 inch shall be sealedas steps (2) and (b)
described in
preceding and protected by patching. Apply a coat of Bostik
1007 over the sealed area and the surrounding area. Allow to
dry for 60 minutes. Select a neoprene patch slightly larger
than the damaged area. Apply a coat of Bostik 1096 mixture
over the Bostik 1007 and on the under surface of the patch.
Allow to dry for 2 hours minimum. Apply a second coat of

Bostik 1096 mixture to the surfaces and allow to dry for 30-60
minutes. Place the patch in position and roll it down with a
rubber roller. Allow to dry for 48 hours. Then seal the edges
of the patch with EC678 or EC801 mixture.
(3) Rubber parts shall be repaired as follows (see figure 600D for area
codes:
(a) If the fairing boat is loose along any edge, repair the areas using
EC1300 adhesive. Locally lift the unbonded area. Clean the
area toluene, TT-T-548, and allow to dry. Apply EC1300
with
to each bonding surface and air dry 8 to 12 minutes, holding the
surfaces apart for this period. Position the unbonded rubber
and roll in place.
(b) If there is blistering of the fairing coverstock along the edges

of the gage locating plate, repair as described in step (a).
(c) If there are blisters under the heater or under the fairing boot
on the fairing butt face repair by resin injection.
P5132
61-10-0
Apr 1/79 Page 811

HdlllLK)W STAHDARB ~kvlsun of
UllmD
T6CWm)LDGIES
63860 pROPELLER SYSTEM
MAINTENANCE MANUAL
WARNING: THE RESIN AND HARDENER MATERIALS ARE

TOXIC. USE PROTECTIVE SKIN CREAM AND
RUBBER GLOVES. AVOID CONTACT WITH EYES
AND INHALATION OF THE FUMES.
1) Mix 10 parts by weight of Epon 828 (8 parts by volume) to

1 part by weight of diethylenetriamine (1 part by volume).
CAUTION: AVOID GETTING EXCESS RESIN INTO BLISTERS

AS REMOVAL WILL BECOME DIFFICULT.
2) Using a resin injector needle and a plastic syringe contain-

ing the Epon 828 resin mixture, penetrate the blister close
to the leading edge. In the heater use care to inject be-
tween heater wires as evidenced by wire impressions.
Puncture the blister at its trailing edge. Inject a small
amount of resin mix and press the blister down until the
resin appears at the trailing edge hole. If resin does not
appear, repeat the process until resin does appear.
CAUTION: AVOID GETTING EXCESS MEK ON RUBBER

BONDING SURFACES AS LOOSENING OF THE
ADHESIVE COULD RESULT.
3) Withdraw the resininjector needle and roll the blister

fromleading edge trailing edge to remove excess resin.
to
Remove resin from rubber surface by wiping with a cloth
dampened with MEK.
4) Cover the repaired area with a sheet of polyvinyl alcohol

(PVA) film whibh is one-half inch minimum larger on all
sides than therepaired area. Cover the PVA film with
rubber one-eighth minimum thickness and covering approxi-
mately the same area as the PVA film. Hold in place by
wrapping the blade with two-inch wide masking tape.
5) Cure at room temperature for two hours minimum. Re-

move tape, rubber, and PVA film.
6) Check the heater resistance by insulating the blade brushes

from the blade slip rings and
measuring the resistance be-
tween the rings. The reading must be 14. 72 to 17. 04 ohms.
P5132
61-10-0
Page 812 Apr 1/79

HMIIILTON STAW~ARD
nloroclu,
MAINTENANCE MANUAL
E. Blade Rubber Parts Repair. Affected areas beyond the limits of para-
graph C(3) of INSPECTION/CHECK shall be repaired as follows:
(1) If it is not necessary to peel back the rubber part to gain access to
the region, puncture the affected area at its extremities with a
needle. Use care to avoid heater elements and
position the punc-
tures to allow outlet openings for recementing. Using a heat gun,
soften the adhesive in the affected area. Do not exceed a surface
temperature of 66"C (1500F). If the adhesive cannot be softened
withheat, slit the area with a razor blade and ´•inject toluene be-
neath the surface holding the affected area open to allow solvent
evaporation before bonding. With the adhesive in a soft state, roll
the area with a rubber roller to e~rpel any gas or air and to press
the rubber back in place. Apply local pressure until a bond is
obtained.
(2) If necessary, peel back the rubber part in an affected area to gain
access to the region for repair. Then, recement as described in
step (4)(b) following.
(3) If damage has penetrated through a rubber part to the blade metal
the surface shall be exposed and inspected for damage and
,ecafrusdnuora
corrosion. Cut away the rubber for approximately 1/4 inch
the damage or peel back the rubber part using MEK to loosen the
cement. If a blade surface is damaged, inspect and repair as de-
scribed previously under blade damage repair.
(4) Reseal the metal surface which has been exposed beneath a rubber
part as follows. The use of EC776 is not necessary if the peeled-

back portion is not over the metal Surface of the blade.
CAUTION: DO NOT ALLOW BOSTIK 1007 TO CONTACT ANY

METAL S’URFACE. ALWAYS APPLY IT WITHIN THE
BOUNDARIES OF EC776 WHICH IS APPLIED TO THE
ME TAL SURFACE FIRST.
(a) If the rubber has been cut away to expose the metal surface,
the area shall be filled with sealant. Clean the area with MEK
to remove all traces of old cement and
foreign materials. Apply
a coat of EC776 to the
exposed metal surface and overlap it onto
the rubber part. Allow to dry for 45 minutes. Apply a~ coat of
Bostik 1007 over the EC776 and overlap it around the damaged
P5132
61-10-0
Apr 1/79 Page 813
´•´•\\I//-
HAMILTOW STANDARQ [~""d
alCr TECnlK)LOCIES.
MAINTENANCE MANUAL
area. Allow to dry for 60 minutes. Apply a coat of Bostik

1096 mixture over the Bostik 1007 and allow to dry for 2 hours
minimum. Fill
any remaini~g cavity with EC801 mixture until
flush with the surrounding surface. Then, seal the area with a
neoprene patch as described in paragraph D. (2)(c) preceding.
(b) If a part is loose or has been pulled back to expose the

rubber
metal surface, it shall be recemented and the damaged area in
the rubber part, if any, shall be repaired. Trim any damaged
area to make it smooth and even. Clean the area and the peeled
back rubber part with MEK. Mask off the metal surface 3/4
inch from the peeled back portion of the rubber part. Apply a
coat of EC776 on the metal surface within the masked area.
Allow todry for 45 minutes. Apply a coat of Bostik 1007 over
the EC776, except for the area 1/4 inch from the masking tape,
and allow to dry for 60 minutes. Apply a coat of Bostik 1096
mixture over the Bostik 1007 and also on the under surface of
the peeled back rubber part. Allow to dry for 2 hours minimum.
Apply a second coat of Bostik 1096 mixture to the mating parts
and allow to dry for 30-60 minutes. Place the peeled back
portion of the rubber part in position and roll it down firmly

with a rubber roller. Remove the masking tape and allow to
dry for 48 hours. Seal recemented portion with EC678 or
EC801 mixture. The sealant shall cover the previous applica-
tions of EC776, Bostik 1007, and Bostik 1096 mixture and over-
lap onto the blade metal and rubber parts. Next, if necessary,
repair any damaged area in the rubber part as described pre-
viously.
El. Blade Lockfoam Fairing Repair. If damage has penetrated through the
rubber fairing the neoprene coverstock to the Lockfoam formed
boot or
fairing, the Lockfoam shall be exposed by cutting away the damaged

covering plus an additional 1/2 inch around the damage. Inspect and
repair as follows:
(1) If the Lockfoam is just slightly damaged, sand it until smooth. Clean
the Lockfoam with a cloth dampened slightly with MEK or toluene.
Then, apply a neoprene patch as described in step (5) following.
(2) If the Lockfoam is damaged, cut out the damaged portion. If the re-
sulting cavity is larger than 4 square inches by 1/2 inch deep or 2
square inches by 1 inch deep, or if the total area of more than one
P5132
61-10-0
Page 814 Apr 1/79

H~MILTON STAWDARD
U~UTED

MAINTENANCE MANUAL
rework on one side of fairing will exceed 5 square inches, or if the

a
blade surface is exposed, the propeller shall be removed from ser-

vice. Cavities smaller than these dimensions shall be refilled as
described in step (3) following except that

cavity a in the
trailing
edge of the fairing that is not larger than 2 inches long by 1/2 inch
wide (chordwise) need not be refilled. In the latter case, clean the
exposed Lockfoam with a cloth dampened slightly with MEK or
toluene. Apply a coat of Bostik 1007 to the exposed Lockfoam over-
lapping it onto the surrounding covering. Allow to dry for 30 min-
utes. Apply a coat of EC801 mixture over the Bostik 1007 and allow
to dry. It is not necessary to apply a neoprene patch.
(3) Cavities not larger than 4 square inches by 1/8 inch deep, or 2
square inches by 1/4 inch deep, or 1 square inch by 1/2 inch deep
shall be refilled with Epon 828, or 834 or Cycleweld C-14. If
Epon 828 dr 834 is used mix 100 parts by weight of Epon to 10 parts
by weight of diethylenetriamine and 5 parts of Cab-O-Sil. First,
clean the Lockfoam area with a cloth dampened slightly with MEK
or toluene. Then, if necessary, mask off the cavity to form a mold
for retention of the filler when it is poured into the cavity. Allow to
dry for 30 minutes minimum at 32 790C (90 175"F). After
the filler has hardened, blend the surface in with the surrounding
area using a file and sandpaper. Then, apply a neoprene patch as
described in step (5) following.
(4) Cavities larger than the limits in step (3) preceding but not larger
than the limits in step (2) preceding shall be refilled with a piece of
cured Lockfoam held in place with resin. First, scrape the cavity
and fit the Lockfoam. Clean the area with a cloth dampened slightly
with MEK or toluene. Coat the cavity with Epon 828 or 834, or
Cycleweld C-14 and insert the filler. Allow’ to dry for 30 minutes
at 66 790C (150 17EiOF). After the resin has cured, blend
the surface in with the surrounding area using a file and sandpaper.
Then apply a neoprene patch as described in step (5) following.
(5) After a fairing boot or the neoprene coverstock has been cut
rubber
away for inspection land repair, if necessary) of the Lockfoam fair-

ing, the covering shall be patched except for the trailing edge area
as described in step (2) preceding. Select a neoprene patch about
1/2 inch larger all around then the exposed Lockfoam except that the
patch shall not pass around the trailing edge of the blade. Apply a
P5132
61-10-0
Apr 1/79 Page 815
HAMILTON STAW~ARD

MAINTENANCE MANUAL
coat of Bostik 1007 to the exposed Lockfoam overlapping it onto the

covering for about 3/4 inch around the exposed Lockfoam. Allow to
dry for 60 minutes. Apply a coat of Bostik 1096 mixture over the
Bostik 1007 and on the under surface of the patch. Allow to dry for
2 hours minimum. Apply another coat of Bostik 1096 mixture to the
mating parts and allow to dry for 30-60 minutes. Place the patch
in position and roll it down gently with a roller. Allow to dry for
48 hours. Then, seal the edges of the patch including the exposed
cement with EC678 or EC801 mixture.
(6) If the fairing coverstock is lifting at the edges, the affected area is
not contaminated with oil or grease, and there is no moisture entry,
apply one coat of Bostik 1096 mixture to the area. Allow todry for
30-60 minutes then roll the coverstock back in place. Allow to dry
for 48 hours. Then, coat the edge with EC678 or EC801 mixture.
If the area is contarninated, remove the coverstock from the af-
fected area.- Apply a patch of coverstock as described in step (5)
preceding. In case of moisture entry, remove the Lockfoam and
refill with Epon 828 or 834, or Cycleweld C-14 in the same manner
as described in steps (3) and (4) preceding.
E2. Blade Heater Element Repair. Heater damage involving cut or broken
heater wires due to small burns and stone strikes shall be repaired as
follows. If the damage visible, it can be
is not located by isolating the
brushes from the blade slip rings, connecting an ohmmeter between the
slip rings, and manually pressing on the heater surface until the meter
needle indicates the damaged area.
(1) Repairs can be made by splicing a maximum of four wires in any

one heater. The wire used to make the splice repair shall be the
same material and size as that in the heater being repaired. This
wire can be new or it can be obtained from a discarded heater of
the same The
"overlap" type of splice shall be used. The
type.
ends of the wires making the repair shall be tinned with solder
Sn95WRP2 &Q-S-571. Use a low wattage, rapid heating, soldering
gun for soldering.
NOTE: Repairs shall not extend outboard of a line i. 5 inches inboard

of the junction of the fairing and the blade as measured from
the fairing outboard edge as shown in figure 807A.
PS132
61-10-0
Page 816 Apr 1/79
d
HAMILTORI STAWDARD ~vlyon
UWITED
TECIUIOLDCILS
MAINTENANCE MANUAL
1.50
-I 1-
NOTE: DIMENSIONS IN INCHES 1 I--L1 8T--312
Heater Wire Repair Limit

Figure 807A
(a) Remove any contamination such as oil, grease, dirt, etc, from
the damaged area.
(b) Cut away enough

rubber to expose the damaged wire and those
wires on both sides of the damage. Remove just enough rubber
to permit working space except that in the case of a burn or
blister, remove all loose, burned, or blistered material from
the area.
(c) If the repair area is located close to the blade metal surface,
insulate the area with a neoprene patch cut to fit the area.
Apply the patch as described previously under rubber parts

repair, paragraph B.
(d) Raise both ends of the broken wires and sand them lightly with
finesandpaper. Tin them up to where the rubber is intact.
Sand and tin the wires to be used for splicing.
(e) Place a piece of shim stock in the cavity and locate under the
wires to be spliced.
(f) Bend both ends of the heater wires down and into place. Install
the wires to be spliced over the ends of the damaged wires and
solder together in accordance with MIL-S-6872.
P5132
61-10-0
Apr 1/79 Page 817
DNLS~Y101
H~LMILTOIY STANDARD
Utl~ED
TDDNNDLWLS
MAINTENANCE MANUAL
(g) Remove the shim stockand check the heater resistance as
described in paragraph E4. (11).
(h) Fill the cavlty with EC807 mixture. Patch the repaired area
as described previously under rubber parts repair. Air dry
the patch for 24 hours or bake at 660C (1500F) for six hours.
(i) After repair of the blade heater, make a resistance check by

insulating the blade brushes from the blade slip rings and mea-
suring the resistance through the rings. The reading must be
14. 72 17. 04 ohms.
E3. Alternate Blade Heater Element Repair. An alternate procedure for

repairing damaged heater wires is described as follows:
(1) Clean the damaged area and repair the damaged wires in accordance
with paragraph E2. through E2. (l)(g) preceding.
(2) Mix clear polyurethane sealant, Laminar X-500 components, by

volume as follows: one part of 7-C-1 resin to one part of 10-C-32
hardener.
(3) Coat the exposed wires and rubber surfaces with sealant. Cure the
sealant with aheat gun at a temperature of 66 790C (150
1750F) for 15 minutes. Hold the end of the heat gu~ about 11-13
inches away from the surface to be cured,
(4) Mix potting compound by weight as follows: 100 parts of Epon 828
or 834 to 10 parts of diethylenetriamine and 5 parts of Cab-O-Sil.
(5) Fill the rework depression with the compound. Remove any excess
compound. Cure the potting compound as described in step (3)
preceding.
(6) Blend the potting compound with the surrounding heater surface by
rubbing lightly with fine sandpaper or a file. Do not rub the heater
surface.
(7) Coat the potting compound and the adjacent heater surface with
sealant per step (2) preceding,
F51JZ
61-10-0
Page 818 Apr 1/79

HA~ILTO#
~Rle ~EO(IK)UK;IES
63E60 PRO‘PELLER SYSTEM
MAINTENANCE MANUAL
(8) Cure the sealant for 90 minutes as described in step (3) preceding.
NOTE: Curing must be ´•performed in still air and indoors if

possible.
E4, Blade Heater Replacement. Replace a blade deicer heater which is

damaged beyond repair as follows (see figure 807B):
CAUTION: AVO1D CUTT~G INTO THE FATRING LOCKFOAM AND

DO NOT SCRATCH OR SCORE AND BLADE METAL
(2) Cut the neoprene coverstock along the edge of the heater on each
side of the blade starting at the cut and working around the radius
and outward to, but not into, the exposed blade surface,
(3) Loosen the outboard end of the heater from the blade metalby
applying local heat to a temperature of 66"C (1500F) to
maximum
soften the adhesive. If necessary, apply toluene to the area to
loosen the adhesive and use a plastic wedge to pry the heater loose.
(4) Peel back the heater and coverstock until the fairing boot is accessi-
ble on each side of the blade,
(5) Loosen one side of the inboard-end of the heater from the fairing
boot per step (3) preceding
as while
pulling upward on the heater,
As the heater peels upward from the boot, cut the fairing cover-
stock along the outboard edge of the boot. Repeat this procedure
for the other side of the blade and the leading edge,
NOTE: Do not loosen the heater lead straps still adhered to the boot.
(6) ~Trim off any ragged edges of the coverstock,
(7) Remove any residual adhesive from the fairing boot and blade metal
using toluene and being careful not to, loosen the boot or remaining
heater straps,
(8) Remove any residual adhesive from the Lockfoam´•by sanding, Also,
sand an’additional i/2 inch minimum along the length of the cover-
stock to the blade metal on both sides of the blade in preparation for
an overlapping patch.
P5132
61-10-0
Apr 1/79 Page 819
CCANIILTOW STAWDARB
IUI(ITm
?1~JJIC
MAINTENANCE MANUAL
CUT COVERSTOCK ONLY

BLADE DEICER HEATER
END OF ALONG EDGE OF HEATER
LOCKFOAM BOTH SIDES OF BLADE~ CUT THROUGH
EXISTING HEATER
AND NEW HEATER
HERE BOTH SIDES
OF BLADE
to I f A
I)IM.
(SEE TAB.)
FAIRING BOOT
COVERSTOCK
FACE
SIDE CAMBER
(SHOWN) SIDE
DIM. "X" 0. 625 0. 5
EXISTING
HEATER LEAD
REMOVE RUBBER AND
TIN THE BRAID
OVERLAPPED
1 RUBBER PATCH
BUTT
0. 5 f PRE--TINNED BRAID
FROM DISCARDED
1~0
JOINT STRAP I OVERLAPPED
BRAID
NEW HEATER LEAD
SECTION A--A
SECTION A--A
BUILDUP COMPLETE
NOTE DIMENSIONS IN INCHES
15--L18T--313
P5132
Blade Heater Replacement
61-10-0
Figure 807B
Page 820 Apr 1/79
nnml~on
UWC~ED
TECICYOLDCIES,
MAINTENANCE MANUAL
(9) Cut single piece of neoprene fairing’ coverstock to replace the re-
a.
moved portion and to overlap onto the sides of the remaining cover-
stock for 1/2 inch minimum. Also, the patch shall extend from the
boot to the blade metal as far as the removed portion. Mask off the
remaining part of the blade metal.
(10) Bond the coverstock patch to the area as described in paragraph

El. preceding.
(11) Check the resistance of the new heater. It shall be 14. 72 17. 04
ohms.
(12) Position the new heaterfairing, boot, and blade with the
on the
heater and fairing centerlines aligned within 1/16 inch and with the
heater inboard end within 1/4 inch of the fairing butt face. The in-
board end of the heater and both sides of the lead straps may be
trimmed 1/8 inch maximum as required.
(13) Cut off the straps of the new heater as shown in order to butt against
the straps still adhered to the boot. Cut off one inch of the tillned
braid from the end of each removed strap to be used as splices later.
(14) Mask off fairing, boot, and blade 1/2 to 3/4 inch
an area on the
wider than the heater and 1/2 and 3/4 inch: outboard of the heater.
Remove the heater and, if present, remove the protective cove’s
from the heater.
(15) Using number 180 abrasive cloth P-C-451 (not emery cloth),
roughen the fairing coverstock and boot surfaces to be covered by
the heater. Also, roughen the under surface of the heater includ-
ing the lead ~straps. Clean the roughened surfaces with a clean
cloth dampened with toluene. Allow to dry for 3 hours.
NOTE: After cleaning, do not touch the surfaces or allow them to

become contaminated with foreign materials.
(16) Apply a coat of EC776 to the blade metal within the masking tape.
Allow to dry for 45 minutes.
(17) Apply a coat of Bostik 1007 primer over the EC776 and to the clean
under surface of the blade heater. Dry for 60 minutes minimum.
PS132
61-10-0
Apr 1/79 Page 821

HA~ILTO# STAWDARB DNIYUnCI
UIIITLD
TECWIKKOUES
MAINTENANCE MANUAL
(18) Apply a coat of Bostik 1096 adhesive mixture per paragraph D. pre-
ceding to the under surface of the heater including the lead straps,
and the masked area of the fairing coverstock and the boot. Allow
to dry for two hours minimum.
(19) Apply a second coat of Bostik 1096 mixture to the mating surfaces
and dry for 30-80 minutes. Place the heater in position as des-
cribed in step (12) preceding. Using a hard rubber roller about
1-7/8 inches wide by 1-7/8 inches in diameter, roll the heater down
along the camber side of the fairing, working from the leading edge
toward the trailing edge. Use moderate pressure´• only. Then, roll
the heater down on the face side of the fairing in the same manner.
Also, roll or press the heater lead straps into position, butting
against the existing straps.
NOTE: EC801/807 is a mixture of four parts EC801 to one part

EC807 by weight. To aid in decreasing set up time, the
EC807 maybe modified by adding a maximum of one part
of Diethylaminopropylamine to each 250 parts of EC807.
(20) Remove the masking tape and allow to dry for 48 hours. Seal the
heater edges with EC678 or EC801 mixture. The sealant shall
cover the previous applications of EC776, Bostik 1007, and Bostik
1096 mixture and overlap onto the blade metal and rubber parts.
(21) Remove rubber from the butted ends of the heater lead straps
exposing the braid as shown.
(22) Tin the exposed braid using solder SN95WRP2 per QQ-S-571. Using
the one-inch pieces of tinned braid per step (13) preceding, place
each piece in position as shown and solder per MIL-S-6872. Use
only enough heat to make a good solder joint so as not to damage the
adjacent rubber.
(23) Cover the exposed braid as shown with a patch of synthetic rubber
(0. thick) per AMS 3209 and seal the edges as de-
020-0. 080 inch
scribed in paragraph D. (2)(c) preceding.
(24) Apply two coats of rubber preservative coating per MIL-C-11520

on the blade heater and leads. Allow to dry after each coat. Then,
finish up with a coat of black camouflage lacquer per TT-L-80.
P5132
61-10-0
Page 822 Apr 1/79

HA~ILTO# STANDARB
IECnm~UKilES,
MAINTENANCE MANUAL
(25) After all cements and sealants completely dry, check the heater
are
resistance. It shall be 14. 72-17. 04 ohms. Then, perform an engine

running ground check of blade deicing. After shutdown, recheck
the heater resistance. Also, inspect all areas closely for burns or
blisters and poor adherence.
NOTE: Allow all adhesives, cements, sealants, etc., to set for 6

days at room temperature, or as much of these 6 days as
circumstances permit, before running the engine. After
run-up, inspect visually for adhesion of repaired parts.
F. Auxiliary Motor Replacement. Remove and replace the auxiliary motor

as follows:
(1) Remove the electrical connector and the ground cable.
(2) Remove the three socket head cap screws and remove the motor.
(3) Retain the preformed packing on the base of the newauxiliary motor
by using a liberal amount of lubricant, such as VV-P-236, petrolatum
or MIL-G-7711 grease.
(4) Assure th~t the drive spline is properly meshed before tightening
the mounting socket head cap screws.
(5) Install the electrical connector and the ground cable.
G. Deicing Housing and Brush Assembly Replacement. Remove and replace

the deicing housing and brush assembly as follows:
(1) Remove the electrical connectors.
(2) Remove the upper outboard machine bolt that retains the assembly
to the propeller control
(3) Loosen the three remaining machine bolts. It is not necessary to

remove these bolts as the bolt holes are slotted.
(4) Raise the housing and rotate the top away ~from the control to dis-
engage the housing from the remaining machine bolts.
P5132
61-10-0
Apr 1/79 Page 823

H~MILTON S7bWl)dRD
~D"""
MAINTENANCE MANUAL
NOTE: To prevent damage to the brushes during deicing and brush

assembly removal, insert the brush slide (HS7633) or
equivalent, between the brushes and sliprings.
(5) Install the deicing housing and brush assembly by passing the
brushes into the assembly with the brush slide, HS7633 (or equiva-
lent) and locate the assembly in position.
(6) Reinstall the upper outboard machine bolt. Tighten the four retain-
ing machine bolts to a torque of 22 24 pound-inches. Remove the
brush slide.
H. Electrical Contact Brush and Retainer Replacement.
(1) Remove the rear cover from the deicing housing and brush assembly,
allowing access to the bus bars. Remove the bolts that retain the
bus bars. Bus bars will still be retained by the brush leads. Re-
move the self-locking nuts which attach the brush leads to the bus
bars and then release the springs according to figure 808 and re-
move the brushes.
(2) If the brush length measured as shown in figure 809 is less than
0. 73 inch replace the brush.
(3) Clean brushes with clean cloths or by wiping with a clean cloth.
CAUTION: BRUSHES SHALL NOT BE IMMERSED IN CLEANING

SOLUTION NOR HEATED IN AN ATTEMPT TO
EXPEDITE SOLVENT REMOVAL. ALLOW BRUSHES
TO DRY A M~ZNIMUM OF SIX HOURS AT ROOM TEM-
PERATURE BEFORE RETURNING TO SERVICE.
(4) Clean the brush block with cleaning solution, per MIL-S-18718. Use
a soft cloth or soft bristle brush to remove grease deposits. Under
110 circumstances shall a wire brush, steelwool, or any abraxive
be used. Internal passages of the brush block shall be blown out with
filtered compressed air.
(5) Insert brush into the brush block and retain to the bus bar. Insert
the spring, and using a plastic stick, lock the spring in place. In-
stall the rear cover on thedeicing housing and brush assembly.
P1532
I Page
82461- 0- Apr 1/79
aYLY3nd
HLUH(LTO# STAWDARQ
TECnrmU~IES.
MAINTENANCE MANUAL
DIRECTION
OF MOVEMENT
FOR INSTALLATION
BUS BAR
BRUSH
SPRING
iiiii’i;i’i~
BRUSH’ II ,´•TAPERED
STICK
DIRECTION OF
PRESSURE
FOR REMOVAL
´•I Brush Spring Removal

Figure 808
ll--L41Z--17B
r
0.73 MIN
L
11-´•1)5-3
P5132
Minimum Brush Length
61-10-0
Figure 809
Apr 1/79 Page 825
HAMILTON STANDARD
rrcn~otouEs.
MAINTENANCE MANUAL
Key to Figure 810
1 Socket Head Cap Screw 12 Deicing Housing and Brush Assembly

2 Flat Washer 13 Flat Washer
3 Auxiliary Motor, DC 14 Socket Head Cap Screw
4 Preformed Packing 15 Encased Fluted Seal
5 Seal Retainer 16 Oil Transfer Bearing Lock Ring
6 Encased Fluted Seal 17 Barrel Reinforcing Ring
7 Retaining Ring 18 Preformed Packing
8 Fluid Transfer Rotating Sleeve 19 Seal Retainer
9 Preformed Packing 20 Flat Washer
10 Torque Retainer Bracket 21 Hexagon Head Stud
11 Socket Head Cap Screw 22 Propeller Control Housing
I. Encased Fluted Seal (Lip) Replacement (Rear).
(1) Remove propeller from aircraft and remove control from propeller,
per instructions given in Removal and Installation.
(2) Remove the five hexagon head studs (21, figure 810) and flat
washers (20) attaching the rear encas’ed fluted seal (15) and seal
retainer (19) to the propeller control housing (22).
(3) Remove seal retainer (19) and encased fluted seal (15). Remove
and discard preformed packing (18).
(4) Separate encased fluted seal (15) from seal retainer (19) immediately
afterheating in an oven for 10 to 15 minutes at 930C (200"F).
(5) After seal retainer(19) cools to room temperature, remove old

adhesive with (MEK) TT-M-261. Discard encased fluted seal (15).
(6) Vapor degrease replacement encased fluted seal (15) and seal re-
tainer (19) to remove all traces of molding wax, oil and grease.
Dry part~s in an oven at 37 650C (100 1500F) for 30 60
minutes.
(7) Clean bonding surfaces of the encased fluted seal (15) and seal
retainer (19) us~ng a cloth dampened with MEK (TT-M-261).
(8) Apply a bead of sealant per MIL-S-8802 Class B2 approximately

1/16 inch wide to inboard corner of seal retainer (19)´•as shown in
figure 811.
P5132
61-10-0
Page 826 Apr 1/’19
s~
´•d
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4- 1
19
10
J ~--4
17
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’~d
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E\3 ll--L42E--199
~JOf3
HLMIIILTO# STAWDARD
~illllle
MAINTENANCE MANUAL
BARREL REINFORCING RING

17
ENCASED FLUTED
REMOVE EXCESS
SEAL15
SEALANT WITH ME
O
ATIONARY SLEEVE AND

PACKING
APPLY APPROX.
1/16 INCH BEAD

PR 1422C18 PR EFOR MED
BEFOREINSTALLING PACKING18
ENCASED FLUTED
SEAL ~-s EAL R ETAIN ER 1Q
REAR ENCASED FLUTED SEAL
ENCASED FLUTED
SEALS
ROTATING ETAINING
SLEEVES RINC7
SEAL
RETAINER5
CONTROL/ -’FILL CAVITY WITH
HOUSING 22 PR 1422C18 AFTER

ENCAS ED FLUTED SEAL
INSTALLATION. DO NOT ALLOW
FRONT ENCASED FLUTED SEAL

SEALANT IN RETAINING RING
GROOVE.
ll--L42Q--3
P5132
Encased Fluted Seal Installation
61-10-0
Figure 811
Page 828 Apr 1/79
~yn of
STAWDARD
63E60 PROPELLER
MAINTENANCE
i~
SYSTEM
MANUAL
Uwrra,
(9) Using the lip seal installation sleeve, GS13438-1, and an arbor
press, press encased fluted seal (15) into seal retainer (19) until
seal is bottomed.
(10) Remove excess sealant from assembly using a cloth dampened

with MEK (TT-M-261).
(11) Cure assembly in an oven for two hours at 55 600C(130 1400F).
(12) Check the encased fluted seal bearing surface on the barrel re-
inforcing ring (17) for ridges and plating smoothness. If ridges
or roughness are present remove using Bear Tex. If plating is
loose or damaged replace ring. Clean the barrel reinforcing ring
using MEK (TT-M-261).
NOTE: Ensure that the sprial spring (not illustrated) is installed

in the groove of the encased fluted seal (15).
(13) Lightly lubricate the sealing surface of the barrel reinforcing ring
(17) and slide it into the encased fluted seal (15), being careful
not to double over the sealing lip of the encased fluted seal.
(14) Install preformed packing (18), lubricated with petrolatum VV-P-236,

in groove of the seal retainer (19). Secure the seal retainer (19)
and the barrel reinforcing ring (17) to the control housing (22) using
the five hexagon head studs (21) and flat washers (20). Tighten
hexagon head studs (21) to a torque of 62 to 68 pound-inches and lock-
wire in accordance with AS567 using NIS20995C41 wire.
(15) Install oil transfer bearing lock ring (16), locking the fluid transfer
rotating sleeve (8) to the barrel reinforcing ring (17).
J. Encased Fluted Seal (Lip) Replacement (Front)
(1) Remove propeller from aircraft and remove control from propeller
per instructions given Ln REMOVAL AND INSTALLATION.
(2) Remove retaining ring (7, figure 810) from the forward end of the
propeller. Control housing (22).
P5132
61-10-0
Apr 1/79 Page 829

)(AM)LTON STAWDARD L~k""""
rrCnrrmWES.
MA INTENANCE MAN UAL
(3) Remove the oil transfer bearing lock ring (16) from the aft end of
the propeller control housing (22). Remove the five hexagon head
studs (21) and flat washers (20). Remove the seal retainer (19)
together with the barrel reinforcing ring (17).
(4) Using locally manufactured stand, position the propeller control

a
assembly (22) on its side, forward side down, and elevated 6 to 8

inches for clearance of the fluid transfer rotating sleeve (8) removal.
(5) Position the rotating sleeve removalplate, HS8270, on the rear

surface of the fluid transfer rotating sleeve (8). Using an arbor
press, press the fluid transfer rotating sleeve, together with the
encased fluted seal (6) free of the stationary sleeve and control
housing.
(6) Remove old adhesive using methyl ethyl ketone (MEK) solvent from
control housing (22) groove. Discard encased fluted seal (6). Re-
move seal retainer (5).
(7) Vapor degrease replacement encased fluted seal (6) to remove all
traces of molding wax, oil and grease. Clean all sealing areas
with a cloth dampened with MEK TT-M-261.
(8) Use fluid transfer rotating sleeve plate HS8270, and install the
rotating sleeve (8) into the stationary sleeve. Align the outer spur
gear of the pressure cutout feather valve assembly with the gears
of rotating sleeve.
NOTE: Do not allow the fluid transfer rotating sleeve to cock

during assembly.
(9) Install the seal retainer (5) in control housing (22).
(10) Using forward lip seal installer, GS15826-1, install the encased
fluted seal (6) in groove on the control housing (22). Install seal
until seal bottoms.
(11) Apply a bead of sealing compound, PR1422 Class

B2, to the encased
fluted seal outer diameter as figure 811. Keep sealing
shown in
compound away from the retaining ring (7) groove.
PliSZ
61-10-0
Page 830 Apr 1/79

Ihrsrnol
IIAMILnwS STAWDARD
UIIIIP)
TEQIWOU~IES

MAINTENANCE MANUAL
(12) Cure sealing compound for 24 hours at room temperature.
(13) Install retaining ring (7).
(14) Install the seal retainer (19), preformed packing (18), and the
barrel reinforcing ring (17) removed in step (3). Install the oil
transfer bearing lock ring (16) to secure barrel reinforcing ring (17)
to the fluid transfer rotating sleeve (8).
(15) Install and torque the five hexagon head studs (21) to 62-68 pound-
inches. Lockwire in accordance with AS567 using MS2C995C41
wire.
P5132
61-10-0
Apr 1/79 Page 831

of
nAMILTON ST~NDIIRD ~vlson
UIIIM
´•U
MAINTENANCE MANUAL
A. Removal of components from containers.
(1) METAL CONTAINERS. components from metal container.

Remove
Do not damage preformed padding and support. Remove protective
caps and covers from components and place them in containers. Save
containers for re-use.
(2) WOODEN CONTAINERS. Open containers with suitable tools so that
they may be reused. Remove components so as not to damage padding

and supports. Remove protective caps and covers from components
and place them in containers. Save the containers for re-use.
(3) CLEANING AND PRESERVATION. After removal from the

shipping
containers, clean external surfaces with cleaning conforming to fluid
Federal Specification P-D-680 to remove cosmoline or other protective
coating used during shipment. Do not allow the cleaning fluid to con-
tact rubber parts as it may have a deteriorating effect on the rubber or
cement. After cleaning, coat allunplated and unpainted steel parts with
hydraulic fluid, Military Specification MIL-H-5606. Bearings and all

loose steel parts, that are not to be inspected or assembled within a
reasonable period of time, shall be protected with a corrosion preven-
tive per MIL-C-6529.
B. Propeller Buildup
After removal from container and cleaned per above

instructions,
as
check all parts for evidence of damage by careless handling.

caused
Also check for nicks, burrs, deformed threads, abrasions on blade
heaters and spinner parts, damaged packings and seals, and corrosion
on all metal parts not covered or protected with paint.
(2) The following components of the propeller assembly are numbered (see
figure 901) to show their location in the propeller assembly: blades,
blade gear segments, micro adjusting rings, segment gear shims, flat
split thrust washers, barrel bolts, and spider shim plates. It is imper-
ative that these components be installed in their correct positions to
obtain proper fit and clearance.
P5132
Jul 15/77 61-10-0
Page 901
HAM6LTO)(i STANDARD

MAINTENANCE MANUAL
I
14-----
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33----~ 15--L27E--152C
P5132 63360-21 Propeller Assembly

Figure 901
61-10-0
Page 902 Apr 1/79
nnml~nm
63E 60 PROPELLER SYSTE id
MAINTENANCE MANUAL
KEY TO FIGURE 901
1. Air Diffuser and Clamp 36. Loop Clamp

2. Lock Ring 37. Electrical Connector
3. Lock Tube Cap 38. Self-Locking Nut
4. Preformed Packing 39. FlatWasher
5. Lock Tube and Spline 40. Hex Nut
6. Retaining Pin and Ring 41. FlatWasher
7. Dome Cap and Fluid 42. Insulator Spacer
Transfer Sleeve 43. FlatWasher
9. Wire Lock Ring 45. Machine Bolt
10. Adjustable Valve Tube 46. Self-Locking Nut
12. Cotter Pin 48. Control Switch Assembly
13. Lock Screw 49. Shim
14. Dome Retaining Nut 50. Retainer Plate Assembly
15. Dome Thrust Ring 51. Machine Bolt
16. Dome Assembly 52. Loop Clamp
17. Preformed Packing 53. Electrical Connector
19. Dome Preload Shim 55. Electrical Connector
20. Retaining Ring 56. Self-Locking Nut
21. Externally Threaded Ring 57. FlatWasher
22. Preformed Packing 58. Counterweight
23. Propeller Pitchlock Assembly 59. Machine Bolt
24. Preformed Packing 60. Machine Bolt
26. Preformed Packing 62. Blade Brush Block Assembly
27. Preformed Packing 63. Brush Housing Shim
29.. Retaining Ring 65. Hex Head Bolt
30. Nut Extension 66. Locking Strap
31. Propeller Hub Nut 67. FlatWasher
32. Retaining Ring andPin 68. Slip Ring Assembly
33. Propeller Shaft Plug "69. Self-Locking Nut
34. Front Cone *70. FlatWasher
35. Bolt *71. Hex Head Bolt
Jul 15/77’ 61-10r0

Page 903
luuullvon smnaaw,
MAINTENANCE MANUAL
KEY TO FIGURE 901 (CONT)
72. Cotter Pin

73. Barrel Bolt Extension Stud
74. CastleNut
75. Special Relieved Bolt (Barrel Bolt)
76. Barrel Assembly
77. Special Shaped Rubber Seal (Barrel Half Seal)
78. Thrust Washer
79. Thrust Bearing Retainer
80. Aircraft Propeller Blade Assembly
81. Spider Shim Plate
82. Blade Barrel Shim
83. Packing Lock Ring
84. Preformed Packing (Blade Seal)
85. Blade Switch Cam and Strap Assembly
86. Blade Switch Cam and Strap Assembly
87. Retaining Ring and Pin
88. Preformed Packing
89. Rear Cone
90. Packing Spacer
For Balancing Purpose Only.
61-10-0 ;Tul 15/77
Page 904
IULMIUOIISTAWDARD I~vwonof
ji~ UllmD
TECnrmOQIES ~U
MAINTENANCE MANUAL
(3) For propeller buildup proceed as follows:
(a) assembly and balance bushing HSP2305 on assembly post

Install
HSP1755. Assembly post is mounted in assembly post support
HSP167 which is attached topropeller assembly and test bench
HSP1723. See table 401 for list of special tools.
(b) Install rear cone -(89, figure 901) on the assembly post.
(c) Place the rear barrel half on the assembly post bushing. View-
ing the rear barrel half parting surface from the outboard end,
the three blade bores are numbered counterclockwise with the
number appearing on lug adjacent to the bore. The front
the
barrel half is also numbered in corresponding positions. The
number one blade bore is adjacent to the wide spline in the pro-
peller shaft bore of the rear barrel half. Insert front cone (34),
propeller hub nut (31), and nut extension (30) into the rear
barrel half and tighten to the assembly post bushing with splined
propeller retention nut wrench HS8268.
NOTE: Insure that the blade gear segment and the micro
adjusting ring are installed on the blade so that

the radial index line across the blade gear segment,
micro adjusting ring, and onto the blade bushing
make a continuous line.
(d) Apply a coating of petrolatum on preformed packing(84) and install

a packing on each blade shank with the part number or packing
slots toward the blade butt. Install by stretching packing over

blade butt and beveled thrust washer. Allow 30 minutes for
packing to return to its original size after installation. Position
packing on blade shank so that the side marked "BOTTOM" will
be located in the rear barrel half after blade installation.
(e) With beveled thrust washer positioned at the blade shank fillet
radius, wrap exposed aluminum surface of each blade shank with
heavy wrapping paper to protect anodized surface. With tangs
facing packing slots, carefully install packing lock ring (83) on
each shank between beveled thrust washer and packing. Position
61-10-0
Jul 15/77
avsmd
HAMunm STAWDARD
UYIED
rrC#r)LDQES~U
63E 60 PRO PELLE R SYSTE rvl
lock ring at Teflon strip and wrapping paper. Align lock

remove
ring split line with packing "BOTTOM" marking and engage ring
tangs into packing slots.
(f) Apply coating of MIL-C-23827 grease (See table 801. to blade

a
barrel shims (82) and spider shim plates (81). Install each shim
and shlm plate on blade which has same blade bore number
marking.
(g) Lift each blade horizontally, using propeller hoisting sling

HSP1682. Holding blade level and with gear segment teeth facing
upward, raise the blade so that blade butt clears rear barrel
half. Lower blade into its respective barrel arm cavity. As the
blade is lowered, keep the beveled thrust washer against the
shoulder of the barrel arm base so that the blade bushing will
clear the barrel stub arm. Guide the preformed packing (84) and
itspacking lock ring (83) into its cavity, just outboard of the
barrel shoulder, so that the two pins of packing lock ring (83)
engage the grooves in the barrel lip at the barrel parting surface.
Correctly positioned, the two holes in the outer periphery of blade
seal (84) will be equally distanced above the barrel half seal
groove and will be aligned when front barrel half is installed.
CAUTION: LOWER BLADE SLOWLY AND KEEP

CENTERED WITH BARREL BORE TO
AVOID GOUGING OF TEFLX)N STRIP
OR ANODIC COA~NG BY BARREL
PARTING SURFACE CORNERS AND
DAMAGE OF BARREL LIP FILLET
RADIUS BY LOCK R~G SPLIT ENDS.
(h) Push the blade inboard to t~e barrel stub arm until the spider
shim plate (81) tightly butts against the barrel boss. Adjust the
blade beveled thrust washer so that the "0" marking on the
washer is aligned with the "0" marking on the blade butt.
(i) Select thrust washer (78) designated for the specific blade being
installed and install one washer half into the barrel with the large
radiifacing inboard and the slots at the split engaging the lugs of
packing lock ring (83).
61-10-0 Jul 15/77
Page 906
HAMILTON STANDARD
U~DmKoclEs ~U
MAINTENANCE MANUAL
(j) With blade held horizontally against barrel boss, install thrust
bearing retainer(79) between beveled thrust washer and thrust
washer (78) half until retainer ends are flush with barrel parting
surface after moving blade tip up or down slightly to find
optimum installation position. Place other half of thrust bearing

retainer (79) in position against first. Using screwdriver
betweenroller and retainer, rotate retainer with blade, then hold
retainer as blade is rotated back to original position until the
retainer pair split line is approximately parallel to propeller
axis with blade near feather position.
CAUTION: WITHOUT DOME ASSEMBLY INSTALLED, DO NOT

TURN BLADES TOO FAR BEYOND FEATHER OR
REVERSE AS GEAR SEGMENT WILL INTERFERE
WITH BARREL. IF BARREL IS GOUGED BY GEAR
SEGMENT, DAMAGED AREAS MUST BE BLENDED.

MAXIMUM ALLOWABLE BLEND DEPTH IS 0.025
INCH (0. 635 mm).
(k) Repeat steps (g) through (j) to install second and third blades,
respectively.
NOTE: Assure that lock ring lugs are fully seated in barrel
slots before installing front barrel half.
(1) Coat parting surfaces of both barrel halves, including seal groove,
with lubricant, Aeroshell 7A. Insert the ends of special shaped
rubber (barrel half) seals (77) into the holes in the preformed
packing (blade seal) (84), using pliers having smooth gripping
surfaces. The ends of the barrel half seals (77) will be better
retained in blade seals (84) if mating surfaces are free of
grease. The barrel half seals may be retained in the barrel
half grooves with petrolatum. Coat second halves of thrust
washers (78) and thrust
bearing retainers (79) with petrolatum.
Select serial number designated for each barrel bore and place
in position with matching half of set already installed. Washer
large radius must face outward.
P5132
61-10-0
Jul 15/77
Page 907
I~vlMnd
~UIMKTOW SIAWIWI
U)IIRED
’CECIIIOLWES~Y
’I"
MAINTENANCE MANUAL
(m) Match front and rear barrel half blade bore numbers and
simultaneously lift the three blade tips as far as possible.
Carefully align loose split washer half and inward bow of loose
lock ring section with their respective cavities as the front
barrel half is slowly lowered into position, In´• most assemblies
the front barrel half interference fit with tightly shi’mmed blades
will require careful use of a rubber mallet to evenly reduce the
parting face gap of the two barrel halves to within 0. 250 inch
(6.35 mm).
CAUTION: MISALIGNMENT OF SPLIT WASHER HALF AND

LOCK RING WITH THEIR RESPECTIVE CAVITIES
IN THE FRONT BARREL HALF COULD SEVERELY
DAMAGE THESE PARTS. THE SPECIAL SHAPED
SECTION SEALS SHOULD BE CHECKED AS THE
BARREL HALVES MOVE CLOSER TOGETHER TO
ASSURE THEY REMAIN IN THEIR GROOVES.
PINCHING OF SEALS COULD CAUSE IRREPARABLE
SEAL DAMAGE AND EXTERNAL OIL LEAKAGE
FROM: THE BARREL CAVITY.
(n) Looking from the front of the propeller, the barrel hole bosses
are numbered 1 through 9 in a counterclockwise direction and

special relieved bolts (75) are correspondingly marked with
matching numbers, Lubricate bolt threads with thread lubricant,
Mo-Lith No. 2, or an alternate thread lubricant as listed in table
801 and drive each bolt intoplace with a rubber mallet with bolt
heads facing rear of propeller. The bolt must have an interfer-
ence fit to maintain alignment of the barrel halves.
to) Loosely install castle nuts (74) on barrel bolts 2, 5 and 8,

Loosely install barrel bolt extension studs (73) on barrel bolts
i, 3, 4, 6, 7, and 9, Using a micrometer, measure the free
length of each barrel bolt.
NOTE: Use a bolt elongation gaging pin (HS7642 or equivalent)

through the center hole in each barrel bolt extension to
contact the end of bolt when I3leasuring bolt length.
P5132
61-10-0 Apr 1/79
Page 908
Hamilton Sundstrand
(p) ~DCC<< Draw the barrel parting surfaces together evenly by sequential tight-
ening of barrel bolt nuts. Then tighten each bolt nut until the bolt has elongated
0.008 inch (0.203 mm) from the ~ee length as read on the micrometer. Check cotter
pin (72) hole alignment. If not aligned, bolt elongation may be increased to a
maximum of 0.012 inch (0.305 mm). If exceeded, loosen nut, remove bolt, and
check bolt free length. If the bolt free length, from the bolt head shoulder to the
threaded end, has stretched beyond 4.94 inches (125.48 mm), the bolt has been
permanently stretched and SHALL BE DISCARDED. See figure 902. If the bolt
length falls between original measured length and 4.94 inches, bolt shall be
magnetic particle inspected and inspected for thread damage, using a thread profile.
If found acceptable, bolt may be reused. Replace bolts by the same dash part
number to retain same interference fit with barrel hole. Lock, using cotter pins (72,
Figure 901).
NOTE: MPI bolt in accordance with applicable overhaul manual. No

I indications permitted.
(q) Insure that counterveight (58) is attached to spinner mounting bulkhead, at number
three blade position, using machine bolt (59), flat washers (57), and self-locking
nut (56). If not installed, install and tighten nut to 12-14 pound-inches. Install six
spinner mounting washers (3, Figure 903) and spinner mounting bulkhead (9) on
barrel bolt extension studs. Fully disengage nut extension (30, Figure 901) threads
from assembly post. Install anchor plate assembly SWE84024 and lift assembly
SWE82024 and tighten on barrel bolt extension studs. (See Figure 903). Lift
propeller from assembly post.
I 4.94
NOTE: DIMENSIONS IN INCNES
Barrel Bolt Maximum Length

Figure 902
P5132
61-10-0
Jun 1/00 Page 909
h""d
HAIIIIIUOW STAWD~ID
63660 PROPF,LLER SYSTEM
MAINTENANCE MANUAL
t 2 3 3
ii ii i 1 1 b
1. Cotter Pin 7. Rear Spinner

2. Castellated Nut 8. Spacer
3. Spinner Mounting Washers 9. Spinner Mounting Bulkhead
4. Spinner Mounting Ring Assembly 10. Dowel Bolt
5. Spinner Mounting Washer 11. Propeller Anti-Icing’Front Spinner
Self-Lncking Nut
Installation of Spinner Mounting Bulkhead and Spinner

61-10-0 Figure 903 Jul 15/77
Page 910
HA~HILTON STAWDARO)
63E60 PROpELLER SYSTEM

MAINTENANCE MANUAL
B1. Observe the following balance equipment precautions:
(1) The balancer temperature must be a minimum of 65"F before use.
(2) When the balancer is not in use it must be covered.
(3) Make sure balance arbor and balance weights are free of foreign
material prior to use.
(4) The suspension cable must be straight, with no kinks or twists,

and it must come straight out of the steel shank extension.
(5) Check thebalance indicator to make sure it moves freely, without

any evidence of binding, over the black indicator disk incorporated
into the arbor end.
(6) Do notimpart excessive downward or sidewise pressure on arbor

suspension rod, as damage to flexible suspension element within
arbor may result.
(7) Do not jerk or bump the balancer when lifting it with a hoist. Slow,
even lifting forces must be applied.
(8) At frequency of 1 in 5 propellers, a propeller must be removed

a
from the Marvelbalancer, rotated on its cones 180" and then

rechecked on the balancer for correlation with the original reading.
The second check must agree with the original reading. If not, the
balancer shall be checked for malfunction.
C. Propeller Final Assembly or Preparation for Balance
(1) If propeller balance, the followingmust be

is to be checked for
removed or not installed: air diffuser and clamp (1, figure 901),
propeller locking hardware (30, 31), propeller pitchlock as~embly
(23), and low pitch stop assembly (not shown in illustration).
Remove the lowpitch stop assembly as instructed in paragraph
9. C. (5). Remove the pitchlock assembly by removing retaining
ring (20) and externally threaded ring (21), using pitchlock

retainer nut spanner wrench HS8179. Using pitchlock assembly
mechanical puller HS8259, remove the pitchlock assembly. The
spinner mounting bulkhead, slip ring assembly (68), and the

rear spinner must be installed. Set propeller blades at 30 degrees,
using blade turning bars HSP1604. Using figures 901 and 904
as a guide, proceed as follows:
P5132
61-10-0
Apr 1/79 Page 911

HAMICKm D~vlsmol
UIIITED
TEQ(IKIUW;IES

MAINTENANCE MANUAL
(a) With the propeller suspended, install slip ring assembly (68,
figure 901) with hex head bolts (65). Flat washers (67) and
locking straps (66) need not be installed. Hex ~head bolts
(65) need not be torled.
(b) Check that the two control switch assemblies (48, figure 901)
are attached to hub
mounting bulkhead with retainer plate
assembly (50), flat washer (47) and self-locking nut (46).
Check that the switches are adjusted with shims (49) for a
clearance of 0.090 to 0. 130 inch (2. 286-3.302 mm) between
the control switch plunger and the blade switch cam and
strap assemblies (85, 86) when plunger is off the cam.
(c) Check the blade control switch circuits to ensure that the
blade switch cam and strap assemblies (85, 86) are properly
set. The number one blade control switch assembly (48)
circuit shall be open in the blade angle range from 2 to 4
degrees below the approach stop a to blade angle 3 to. 8
degrees above the primary stop. The blade switch circuit
shall be colnpleted´• for approximately 5 degrees and shall then
be open again to 32 to 39 degrees above the approach stop.
The circuit shall be completed from 2 to 4 degrees below the
approach stop through the reverse angle. The circuit shall
also be completed from 32 to 39 degrees above the approach
stop through the feather angle. The number two blade control
switch assembly (48) circuit shall be open in the blade angle
range from 2 to 4 degrees below the flight stop through the

feather angle setting. The circuit shall be completed from
2 to 4 degrees below the flight stop through the reverse angle.
(d) Check that one end of electrical connector (37) (blade control
ground circuit) is attached to retainer plate assembly (50),
as shown in figure 904. The other end of the connector is
attached to machine bolt (45) on the spinner bulkhead.
(See
Section A-A, figure 904. Electrical connectors (37) are
secured to spinner mounting bulkhead with loop clamps (36)
and bolts (35). Figure 904 is used to assist in propeller
buildup by showing relationship of parts installed. The item
numbers correspond with the same item numbers in figure 901.
P5132
I 61-10-0Page 912 Apr 1/79

HAMILTON STAWDARD

MAINTENANCE MANUAL
I NOTI As slip ring assembly (68), spinner (7, figure

rear
903), and three electrical connectors (53, 54, 55,

figure 901) will be removed after balance check, the
terminal nuts and bolts and clamp retention bolts and
nuts need only be finger tight. After oil testing,
these items will be reassembled and torqued.
(e) Position electrical connector (53) through the split grommet

between blade number one and two and position one terminal
over machine bolt (45) as shown in sectional view, figure 904.
Install flat washer (39) and self-locking nut (38). Position

connector under clamp on slip ring and position other terminal
over "iZrround to Switches" stud.
(f) Position electrical connector (54) under clamp on slip ring

and through split gro’mmet of spinner bulkhead between blade
numbers one and three. Connect one end to the number one
blade switch center terminal stud on spinner bulkhead and the

other end to "Switch B" terminal on slip ring. Install loop
clamp (52) with machine bolt (51) to spinner bulkhead.
P5132
61-10-0
Apr 1/79 Page 912A

~u#rm
7aBP
63E 60 PRO PE LLE R SYSTE M
MAINTENANCE MANUAL
REAR SPINNER~ /583184 (Z MAX) SHIMS
583186
AN960--10L’1
AN101012JZPLACES
583162( ~il IIIIIUI ’583188 CONNECTOR
MS20364-1032A BLADE TO 584037

MSZ0364-1032A 583188 BUS BAR
AN960-10L
537010--3
BUS BAR
FiF18.60-IOL~ CONNECTOR
ELECTRICAL
RINGS.
MS20364-1032A
C0.740.6
M520364-1032A CURVED
AN345C10 AN345C10 2 PLACES
AN960--10L BUS BAR
A1;1960-10L1=I=L~L, 584037 AN960--10L
ZPLACES
SLIP RING
Z AN960-10L 583188 CONNECTOR TO
68 AN104613 6B 537050--3 BUS BAR
66 ANDSTUDS
SLIP RING
SLIP RING SLIP RING AN960--10
SLIP RING ASSY AND STUDS Z PLACES
ASSY ASSY 1´•
SECTION C--C SECTIOND--D SECTION E-E I SECTION F-F
FORWARD
MS20364-1032A /583189
SPINNER MOUNTING BULKHEAD
tONNECTORSTRAP
48 BLADE 1 C6NTROL SWITCH 1 AN345C10-, ~537050--4
BUS BAR
AN96~10L
AN960-10L
AN104613
SLIP RING
ASSY
51 AN101010 SECTION G~
52 MS21919G3 37 714391--1
35 AN101010
(TYP 2 PLACES) 36 MS21919G4 48 BLADE 2
(TYP 4 PLACES) 1W CONTROL SWITCH
55 598048
38 M520364--1032A
A jci 5337 CONNECTORS
39,41
B REAR SPINN~R A~960--10L
10 AN345C10
62 BLADE BRUSH
BLOCK 42 714386--1
598049
c+J
al 43
BULKHEAD
705041--7
a L+´• nhisso-lo
45 714387--1
~1 64
SECIION A--A
Q 583188
d I (TYP 3 PLACES) MS203C4--1032A CONNECTOR STRAP
-~C
i\n96rtlOL~ 583189
64 CONNECTOR
8 AN345C10
CURVED
~HY II ~OI 4 BUS BAR
E I-’--:::i:::::iiil:‘)
584037
AN96~10L
G
582:6~11 68 SLIP RING
68 SECTION B-B
ASSY
SLIP RING ASSY
53 714589--1
15--LZ7Q-278A
Blade Switch and Brush Block Electrical Connection
Jul 15/77 Figure 904 61-10-0

Page 913
Lhvis~n ol
H~MILTON STAWDJ\RD
UWITED
63E 60 PROPELLER SYSTE M
MAINTENANCE MANUAL
(g) Position electrical connector (55) under clamp on slip ring

and through split grommet of spinner bulkhead between blade
number ´•two and three. Connect one end to the number two
blade switch terminal stud spinner bulkhead and the other
on
end to "Switch A Blade No. 1" terminal on slip ring. Install loop
clamp (52) with machine bolt (51) to spinner mounting bulkhead.
01) Check thatthe three blade brush block assemblies (62) are
secured to the rear spinner with machine bolts (60) and

flat washers (61). Check for a clearance of 0. 660 0. 740
inch (16.8 18.8 mm) from the blade slip ringto the bottom
of the brush housing. If not within above dimension, adjust
with shims (63), using a maximum of two shims.
(i) Lift the rear spinner (7, figure 903) into position, install
spinner mounting washers (5) and tighten self-locking nuts
(6) finger tight.
(j) Remove self-locking nut (MS20364-1032A) and flat washer

(AN96010L) from hexagon head bolt (582560-1). See Section
view B-B (Figure 904). Install electrical connector (64,
figure 901) and electrical connector strap (583189) and
replace washer and nut finger tight. Check that the other
end of electrical connectors (64) are attached to terminal
studs on blade brush block assemblies (62). Repeat the
above electrical hookup connections at blade position one
and two’.
NOTE: To facilitate connecting slip ring assembly to

deicing, anti-icing, and control switch circuits, the
Slip rings are identified, from inboard to outboard,
as follows: Number one-control switch circuit;
number two-control switch circuit; number three-

ground; number four-anti-ice and number five-deice.
CAUTION: WITH THE REAR SPINNER INSTALLED AND

WITHOUT THE DOME ASSEMBLY INSTALLED,
DO NOT ROTATE THE BLADES TOO FAR as THE
BLADE SLIPRING LAP JOINT COULD DAMAGE
THE BLADE BRUSH BLOCK ASSEMBLY.
P5132
61-10-0 Jul 15/77

Page 914A
HAMILTOW STANDARQ ~kvluald
UUTED

MAINTENANCE MANUAL
(k) Insure the propeller blades are at 30 degrees.
C1. Alternate Assembly Procedure.
NOTE: All new and overhauled propellers are balanced and oil tested
prior to shipment. Rebalance and oil testing at maintenance
level is only required if a major component has been replaced.
(1) If the propeller is not going to be balanced or oiltested, proceed as
shown in alternate procedures of figure 904A and the following:
(a) Turn the number one blade to 3-5

degrees (while the dome is
not installed) and hold it there
using blade holding fixture
GS15977-1. Then, lift the propeller with the hoist and install
the propeller control as described under REMOVAL/INSTALLA-
TION, page 401.
(b) Lower thepropeller group onto the assembly and balance bushing,
HSP2305 and detach the hoist. Remove the blade holding fixture
and the anchor plate assembly.
(c) Install thepropeller pitchlock assembly (23), using pitchlock

assembly driver, HS8258, externally threaded ring (21), and
retaining ring (20) as described in paragraph D.
(d) Turn all blades to 30 degrees as indicated by the previously

marked lines.
(e) Remove the stop ring (reanvard) from the dome assem-
reverse
bly and check the feather

angle setting of the feather stop ring.
The "5" degree peak shall be on the "75" degree valley marking
on the rotating cam. Replace the reverse stop ring with the
"5" degree valley marking on the "-27" degree valley marking
on the rotating cam.
NOTE: With the pitchlock assembly installed, it is much

easier to Install the dome assembly while the propeller
ison assembly
the bench in order to mesh all sets of
splines properly.
P5~32
61-10-0
Page 914B Apr 1/79
HA~ILTON STAWDARD
3Lluwmo
T6C)HKKOGIES.
MAINTENANCE MANUAL
RECEIVE PROP
IN CONTAINER
ASSEMBLE PROP HUB

WITH BLADES SLIP RING
ALTERNATE ASSEMBLY
PROCEDURE
REMOVE LOW PITCH STOP

FROM DOME PITCHLOCK
FROM PROP
INSTALL BALANCER, DOME

LESS LOW PITCH STOP,
BULKHEAD REAR SPINNER
INSTALL BLADE ANGLE

HOLDING FIXTURE BALANCE PROP
(#I BLADE 3--50)
REMOVE BALANCER. REAR

INSTALL CONTROL
SPINNER BULKHEAD
REMOVE BLADE ANGLE INSTALL LOW PITCHSTOP.

FIXTURE PUT BLADES PITCHLOCK, DOME ASSY
AT FEATHER I 1 OIL TEST FIXTURE
INSTALL PITCHLOCK. DOME

ASSY, BULKHEAD AND OIL TEST PROP
REAR SPINNER
REMOVE FIXTURE INSTALL

INSTALL ON AIRCRAFT
REAR SPINNER BULKHEAD
FILL SYSTEM CHECK

INSTALL CONTROL
PROP/CONTROL MARRY UP
INSTALL ASSY ON SHOP

CHECK OUT FIXTURE
FILL SYSTEM CHECK
PROP/CONTROL MARRY UP
REMOVE FROM FIXTURE

INSTALL ON AIRCRAFT
PERFORM FINAL STATIC

AIRCRAFT CHECKS
ADJUST MAX RPM

AND EXERCISE
PERFORM FINAL
´•I
DYNAMIC CHECKS
15--L27Y--339
Propeller Assembly and Testing Flow Chart P5132
Figure 904A 61-10-0

Apr’1%79 Page 914C
HA~IILTON STAWDARD "\’’I ~vluond
~UIIITED
TECn~Y)LOUES.
MAINTENANCE MANUAL
(f) Install the dome assembly (16, figure 901).and associated parts
(14, 19) as described in paragraph D. (l)(b) through D. (1)0().
(g) Remove‘dome lifting handle, GS10257 and dome cap wrench

GS10256.
(h) Reattach the Sweeney anchor plate assembly SWE84024, and

lift propeller free of the assembly and balance bushing HSP2305.
(i) Continue building propeller up for service as explained in

paragraph F. If propeller is to be serviced prior to installation
on the aircraft, perform instructions given in paragraph G. If
propeller is to be installed on aircraft then serviced, proceed as
instructed in SERVICING.
C2. Propeller Balancing.
(1) Follow manufacturer’s instructions on care and use of Marvel

Balancer, Model 7A-100, and locate the front cone on the balancer
sh;ift so that the lower end of the front cone is 9. 250 inches from
the lower end of the ground shaft.
I (2) Rotate the propeller

the balancer front
blades such that the segment gear will clear
cone. With the propeller suspended, using pro-
peller hoisting sling HSP1682, carefully lower the Marvel balancer
assembly into the propeller until the balanceS front cone contacts
the propellerfront cone seat. Install the balancer rear cone over
the lower end of the balancing arbor and insure it seats in the pro-
peller rear cone seat. Install support plate, Marvel PN 1868, hub
upward over the lower end of the balancer. Install spacers and rear
nut and tighten rear nut sufficiently to clamp balancer cones securely
into propeller cone seats.
I (3) Lower propeller assembly onto the Marvel Stand 5A-400 so that
support plate, Marvel PN 1868, rests on the stand adapter plate,
Marvel PN 1869. Remove the propeller lift assembly and insure
that blades are set at 30 degrees.
(4) Position the dome assembly (using dome lifting handle GS10257)
such that the shoulder screws (5, figure 905) are accessible. Re-
61-10-0
Apr 1/79 Page 915
HAMILTOW STAWDARD
63E60 PROPELLER SYSTEI~
MAINTENANCE MANUAL
I
1
i"l"
2 3 4
ll--L29E-95
i. Wire Lock Ring

2. Propeller Dome
3. Low Pitch Stop Assembly
4. Propeller Piston
5. Shoulder Screw
Low Pitch Stop Removal

P5132
Figure 905 Jul 15/77
61-10-0
Page 916
HAMILTON STAW~ARB
~EcnmnoclEs.
63E60 PROPELLER MANUAL
MAINTENANCE MANUAL
move the Reposition dome assembly in dome assembly

screws.
stand HS7505. Using dome shell puller GS10259; remove propeller

dome (2). Measure and record the distance the low pitch stop
assembly (3) is screwed into the propeller dome. Remove wire
lock ring (1) and, using low pitch stop adjusting spanner wrench
GS10260, remove low pitch stop assembly (3) from the aft end of
dome shell.
I (5) Before reinstalling the dome assembly, remove the dome to barrel
preload shims. Without the preload shims the meshing of the dome
gear with the blade gears will hold the blades in their outermost
position, because the dome retaining nut will enter the barrel further
than usual. The barrel-to-dome nut index lines need not be aligned.
I (6) Install the quick disconnect coupling assembly on the balance shaft
and hoist the propeller assembly approximately 1/2 inch (12.7 mm)
off the stand adapter plate, Marvel PN 1869. Remove the stand
adapter plate and insure that the suspended assembly is free from
interference with the stand. Balancing must be done in a draft free
area.
´•I (7) When all motion of the

note the relationship
suspended propeller assembly is stopped,
bushing on suspension
of the circular indicator
rod to black disk in the end of balancer shaft. If they are concentric,
propeller is balanced. If indicator bushing just touches the outside
diameter of the disk, the propeller is balanced within acceptable
tolerance. If indicator bushing overlaps the disk, propeller is out
of balance and must be rebalanced.
(8) Final balancing is obtained by adding hex head bolts (71, figure 901),
flat washers (70), and self-locking nuts (69) to drilled holes in’ slip
ring assembly (68). A maximum of six bolts shall be used.
I (9) The number of washers needed to achieve balance determines the

bolt required. When using bolt PN AN101013, the maximum num-
ber of PN AN970-3 washers that may be used are one under-the

head of each bolt and one under each nut. When using bolt PN
AN101015, the maximum number of PN AN970-3 washers that may
be used are twollnder the head of each bolt and two under each nut.
When using bolt PN AN101017, the maximum number of PN AN970-3
washers that may be used are two under the head of each bolt and
four under each nut.
P5132
61-10-0
Apr 1/79 Page 917

a~nynof
H~MILTON STAIIDARB
UIIITED
TEC)OIKWUES
1 (10) If final balance cannot be obtained, preliminary balance must be
performed by changing the amount of washers inside the blade

shank.
I (11) Afterchecking balance, remove rear spinner. slip ring. spinner

mounting bulkhead, dome assembly, and balancing equipment.
1 (12) Reinstall low pitch stop assembly (3, figure 905) into dome assem-
bly (2) to the dimension measured and recorded in step C. (5). In-
stall wire lock ring (1).
D. Preparation for Oil Testing
(1) Coat the rear hydraulic fluid MIL-H-5606 and

barrel extension with
install propeller oil test fixture GS10376, using mechanical puller
HS8644. Check preformed packings prior to installation of the oil
test fixture to be sure they are in good condition and seated properly
in the grooves of the fixture. Using figure 901 as a guide; proceed
as follows:
(a) Insure that rear cone(89), packing spacer (90), and preformed
packing (91) are installed
on test post support HSP2100. Install
propeller on test post support and turn blade towards low pitch.
Assure front cone (34) and propeller hub nut (31) is seated
properly and tighten nut extension (30), using splined propeller
retention nut wrench HS8268.
CAUTION: WHEN TURNING THE BLADES WITHOUT THE

DOME ASSEMBLY INSTALLED, BE CERTAIN
NOT TO TURN THE BLADES TOO FAR BEYOND
FEATHER OR REVERSE AS THE GEAR SEGMENTS
WILL INTERFERE WITH TEE BARREL. IF THE
BARREL IS GOUGED BY THE SEGMENT GEARS,
THE AFFECTED AREAS MUST BE BLENDED.
MAXIMUM ALLOWABLE BLEND DEPTH IS 0. 025
INCH (0. 635 mm).
Ib) Insure that preformed packing (18) is installed in rotating cam
of dome.
P5132
61-10-0
Page 918 .Apr 1/79
sTnnD~Re
Tt~CnmKOOES
MAINTENANCE MANUAL
(c) Coat preformed packings (22 and 24 through 27)

petrolatum with
VV-P-236 and install in the external grooves of propeller pitch-
lock assembly (23). Coat preformed packing (28) with petrolatum
and install in the internal grooves of the pitchlock assembly. In-
dex the pitchstop locking cam so that its three equally spaced
indexing arrows are one-half tooth’clockwise from the wide
teeth of the stationary pitchlock ratchet ring. Align the wide
tooth splines on the pitchlock assembly with the wide groove
of the barrel assembly (76) and push propeller pitchlock assem-
bly (23) into the barrel until it bottoms, using pitchlock assem-
bly driver HS8258.
(d) Install the externally threaded ring (21) in the barrel as follows:
(dl) Coat the externally threaded ring with hydraulic oil MIL-H-6083
or MIL-H-5606 and install.
(d2) Install a two to three foot solid bar through the holes in the
pitchlock retainer nut spanner wrench, HS8179, and install
over externally threaded ring. Tighten by hand until nut bottoms.
(d3) Using a five pound soft faced mallet, strike the bar solidly
several times.
(d4) Then tighten further to align the next lock ring hole. Install the
retaining ring (20). Turn the blades back to the feather position.
(e) Install dome preload shims (19) of the proper thickness as
etched on the barrel shelf.
(f) Coatpreformed packing (17) with petrolatum and install between

the dome shell and flange of stationary cam. Turn dome lifting
handle GS10257 into place on the top of the dome shell.
(g) Remove aft stop ring (reverse) from the dome assembly and
check the feather angle setting of the other stop ring. The
"5" degree peak shall be on the "75" degree valley marking on
the rotating cam. Replace the reverse stop ring in same position
as removed; that is the "5" degree peak on the "-27" degree
valley marking on the rotating cam.
PIUZ
61-10-0
Apr 1/79 Page 919
~bMILTOII STIWbbWD
UIIITLD
T6Cnm)uK~ES,
MAINTENANCE MANUAL
(h) Rotate the pitchstop ratchet ring until the three wide splines
are approximately aligned with the wide splines and grooves
in the barrel. Align reference lines on the dome shell and

front barrel half and lower dome assembly (16) Into position
on the barrel shelf.
(i) Coat dome retaining nut (14) threads with Mo-Lith No. 2 and
slide it with dome thrust ring (15) over dome assembly (16).
Turn dome retaining nut, using dome retaining nut spanner
wrench HS7966, until outboard face of nut is flush with or
slightly below outboard face of barrel before binding. If not,

loosen nut one or two threads and rock dome until it seats fully
and nut engages fully. Using a plastic mallet, continue tighten-
ing nut until the marked nut lug aligns with the barrel line and
half circle mark etched
I
on the barrel. Install the lock screw
(13) and cotter pin (12) in the dome retaining nut.
(j) Measure the distance from the top of the

top of the
come to the
guide sleeve as shown in figure 906. Install preformed packing

(11). Install adjustable valve tube (10), using tube valve adjust-
ing wrench GS10265. Tube shall be turned in until it bottoms,
then backed off to the next locking position. Lnstall wire lock
ring (9). Again measure the distance from the top of the dome
to the top of the guide sleeve. Both measurements shall be
within 0. 003 inch (0. 076 mm) of each other.
O() Coat dome shell threads with petrolatum VV-P-236. Coat dome
cap and fluid transfer sleeve preformed packing (8) and install.
Install dome cap and fluid transfer sleeve (7). Dome cap shall
be tightened with a torque of 200-300 pound-feet (272-408 Nm),
using dome cap wrench GS10256.
NOTE: Dome cap retaining pin and ring (6), lock tube and
spline (5), preformed packing (4), lock tube cap (3),
lock ring (2), and air diffuser and clamp (1) are not
required for oil testing propeller and need not be in-
stalled at this time.
,,,s
61-10-0
Page 920 Apr 1/79

DMucnd
HAMILT(MI SIAWDARD~ UI~TrOD
TEQWOUX;ILS,
MAINTENANCE MANUAL
E. Oil Testing Propellers
(1) Hydraulic fluid conforming to specification MIL-H-5606 or

MIL-H-6083, type i, shall be used in hydraulic propeller tester
GS1221 or equivalent. The GS1221 tester thermostats shall be set
at 60 710C (140 1600F).
NOTE: Test post HS7563 mounts test post support HSP2100,

on
which in turn mounts on the

propeller assembly and test
bench HSP1723, and is used to oil test the propeller,
using hydraulic propeller tester GS1221.
´•I Apr 1/79

P5132
61-10-0
Page 920A
HAMILTOW STAWDARD
IUIIITED
6JE60 PROPELLER SYSTEM
MAINTENANCE MANUAL’
MEASURE THIS DIMENSION

BEFORE AND AFTER ADJUSTABLE
VALVE TUBE INSTALLATION
iiiiii~
ADJUSTABLE VALVE TUBE
ll-~la-us
Installation of Adjustable Valve Tube
Ju115/77 Figure 906 61-10-0

Page 921
lUMs-rCm srAwaaRD
53E 60 PROF~ELLE R SYSTEM
Assembly post HSP1755 mounts on assembly post support

HSP167 and, with assembly and balance bushing
HSP2305, mounts on propeller assembly and test bench
HSP1723 and is used to support the propeller during
assembly and disassembly. See figure 907.
(2) Insure that the five seals are coated with petrolatum and installed
in theirrespective grooves of propeller oil test fixture GS10376.
Coat the propeller tail shaft with petrolatum. Using a suitable
hoist, with propeller hoisting sling HSP1682 around any two
blade shanks, and while balancing the third blade, slowly lower
the propeller tail shaft into oil test fixture.
NOTE: Be sure not to cock oil test fixture or propeller tail
shaft while lowering propeller as damage to tail shaft

or fixture could result.
When seated, secure oil test fixture with locking strap.

Position propeller tail shaft overtest post HS?563 and
connect test stand oil lines to oil test fixk~re.
(3) To DECREASE BLADE ANGLE, the tester valves shall be set in

the following positions: (See figures 908 and: 909).
PRESSURE VALVES
Inboard: Open Outboard Closed´•
BACK PRESSURE VALVES
Inboard Adjust Outboard Open
FLOWMETER (when flow is required)
OU TBOARD
61-10-0
Jul 15/77
Page 922
HAMILTOW ~TAWDARB
MAINTENANCE MANUAL
HSP1755 --c
HS7563
HSP2305
HSP2100 HSP167
GS1221
0 I~C1 HSP1723
11--27X--43A
Propeller Hydraulic Service Unit

Jul 15/77 Figure 907 61-10-0
Page 923
)IIAMILTOW SCAWDARD
MAINTENANCE MANUAL
PISTON GEARED II 1 BLADE

TO BLADE
PISTON
~PITCH MOVEMENT(J II LOW PITtH STOP

LOCK ~1[ SERVO VALVE
GS10258
ED TO 11
BARREL
FACE .II II
SPLINES II II II II II II VALVE
PITCHI
LOCK RESTRICTOR VALVE
LOW HIGH BYPASS
PITCHI I PITCH
ALTERNATE( PS
POSITION Y
PROPELLER OIL
TEST FIXTURE
PSI
GS10376
PLUG 5
~"’i3 AL
LOCK
PSI
LOW PITCH
HIGH
CAGE POSITIONZ j PITCH
0-800 PSI
PSI
SUMP
TEST UNIT INBOARD

OIL LINE LOW PITCH
J~ I I POSITION
A ’rr%ALTERNATE
POSITION Y
TEST UNIT OUTBOARD

SUMP DRAIN OIL LINE HIGH PITCH
ALTERNATE
DRAIN
POSITION Y
LINE
INBOARD ~---------OUTBOARD LINE

LINE
SUCTION
CAGE PRESSURE VALVE PT\ VALVE
TAP (CAPPED)
VENTURI
SUCTION LINE
HYDRAULIC
PROPELLER TESTER
GS1221
RELIEF
VALVE
VALVE
CAPI LIARY
PUMP OUT
TUBE
WATER
IN
TANK
15--L42N--182
Propeller Oil Test Fixture and Propeller Schematic

Figure 908
61-10-11 Ju115/77
Page 924
HAMILTON S~IANDARD
UllfTm
IECIIWOLOCIES~Y
MAINTENANCE MANUAL
ORIGINAL
As Received By
ATP
INDICATOR --7 MOTOR 7 POWER r CONVENIENCE TIMER /--SUCTION

LIGHT START STOP i I OUTLET TOGGLE I VALVE
DIRTY FILTER" i I COVER SWITCH
BINDING
POST I, ea~hcl3J OUTBOARD
PRESSURE
GAGE
TOGGLE
SWITCH OUTBOARD
PRESSURE
VALVE
CONTINUITY
TEST
INDICATOR
LIGHT RACK
PRESSURE
VALIIE
TEMPERATURE
CON’TROt
FOIR WAY
SELECTOR
TIMER j´•; i -~Llz;r::´•l 1:~ VALVE
I
,e iii t ´•P PRESSURE
1~ijj ii
ii
VALM
k:i IH~OIRO
mDRnuLle
i.i~ VMM
SCHEMATIC
INBOARD
FLOW L
PRESSURE PRESSURE
METER GAGE TAPS
Instrument Panel Hydraulic Propeller Tester
Figure 909
Jul 15/77 61-10-0
Page 925
avsand
II~LMILIWI STAWDAlID
U~IIED
TEQ*IOLOQlf8~Y
MAINTENANCE MANUAL
(4) To INCREASE BLADE ANGLE, the tester valves shall be set in

the following positions:
PRESSURE VALVES
Inboard Closed Outboard Open
BACK-PRESSURE VALVES
Inboard Open Outboard Adjust
FLOWMETER (When flow is required)
INBOARD
(5) The tester is provided with a suction line for

draining oil from
the dome and barrel assemblies when testing has been completed.
To use this line, the valves are set as follows:
PRESSURE VALtrES
Inboard CLOSED Outboard CLOSED
Inboard OPEN Outboard OPEN
(6) Operate the p~opeller with the test unit between feather and low
pitch several times to fill both sides of the dome piston. Apply
90 psi oil pressure to the barrel. No external leakage is
permissible over 5 minute period.
NOTE: On new ornewly overhauled propellers, only the tests

described in the following paragraphs need be preformed;
E. (10), (14) and (33 thru 37).
61-10-0 Jul 15/77

Page 926
namlrolsTnwoaRo
~U
MAINTENANCE MANUAL
(7) Blade Track. Corresponding points adjacent tothe bladetips of

the propeller shallbe in the same plane perpendicular to the
axis of rotation within 0.406 inch (10.31 mm).
(8) Blade Backlash. The backlash of any blade shall be nogreater

than 0.5 degree at approximately 45 degree blade angle.
(9) Blade Angle Settings. The reverse, feather, tertiary ahd primary
stop angles shall be adjusted to meet the requirements specified
in the following paragraphs. These angles shall be measured at.
the blade reference mark painted at the 72 inch station. Check
blade angles, utilizing blade angle protractor PE105, blade
angle checking template GS10262 and the following protractor
spacers HS8638, HS8639, and HS8640.
NOTE: When reading blade angles be sure to apply

the blade correction angle by adding or sub-
tra’cting the values, as indicated by the sign,
to the measured angles. Blade correction
angles are stenciled on camber side of blade
cuff.
(10) Approach StopAngle Variation. The approach stop angles of all

blades shall be within a total variation of 0. 3 degree and shall be
6.5 to 7.0 degrees. These angles shall be measured after the
blades are turned against the approach stop with 250 psi oil
pressure and each blade has been simultaneously twisted toward

decrease pitch by blade turning bars with approximately 150
pound feet applied torque.
(11) Approach Stop Adjustment. The approach stop angle shall be

adjusted to meet specifications by turning the low pitch stop
assembly lever support sleeve clockwise to increase the angle
or counterclockwise to decrease the angle. The rate of this
adjustment is approxiamtely 2. 7 degrees per complete turn.
Jul 15/77 61-10-0

Page 927
HIMILTOW ~TAWDARD
63E 60 PROPELLE R SYSTEM
MAINTENANCE MANUAL
CAUTION: THE ADJUSTABLE VALVE TUBE MUST

BE REMOVED FROM THE PROPELLER
ASSEMBLY PRIOR TO MAKING A LOW
PITCH STOP ADJUSTMENT OR REMOVING
THE DOME ASSEMBLY.
(12) Primary Stop Angle Variation. The primary stop angles of all
blades shall be withina total variation of 0.3
degree and shall
be 10.5-11.5 degrees above the approach stop. These angles
shall be measured after the blades are turned against the
primary stop with 250 psi oil pressure and each blade has been
simultaneously twisted’towards decrease pitch by blade turning
bars with approximately 150 pound-feet applied torque.
(13) Primary Stop Adjustmeht. If the variation aniong blades on the

primary stop exceeds 0.3 degree, and thevariation among blades
on the approach stop is within 0.3 degree the propeller shall
be returned to overhaul.
(14) Tertiary Stop Angle Variation. tertiary stop angles of all

The
blades shall be within a degree and sha;ll
total variation of 0.3
be -2. 25 0.8 degrees. These angles shall be measured after
the blades are turned against the tertiary stop with 150 psi oil
pressure and each blade has been simultaneously twisted toward
decrease pitch by blade turning bars jwith approximately 150
pound-feet of torque.
(15) Tertiary Stop Adjustment. The tertiary stop angle shall be

adjusted to within the -2. 25 0.8 degrees by rotating the
pitchlock control cam clockwise to increase the angle and
counterclockwise to decrease the angle. Therate of this adjusts
ment is 2. 17 degrees per spline tooth.
NOTE: Tertiary stop adjustment requires dome assembly

removal. The adjustable valve tube must be re-
moved prior to removing the dome assembly.
01-10-0 Jul 15/77

Page 928
STAIIDbRD
MAINTENANCE MANUAL
(16) Reverse Angle Variation. Theangle of all blades shall

reverse
be within a total variation of 0.3

degree and each angle shall
be within 0. 5 degree of -27 degrees when the blades are turned
against the reverse stop by 300 psi oil pressure. Each blade
shall have been simultaneously twisted towards increase pitch
by blade turning bar with approximately 150 pound feet applied
torque.
(17) Fine Blade Angle Adjustments. Fine blade

angle adjustments may
be made by adjusting the blade gear segment and the blade angle
adjustment ring in the following manner:
(a) Divide the desired blade angle adjustment by 0. 05 to deter-

mine the number of teeth requiredfor adjustment.
Example
To correct the blade angle 0. 3 hegree
I 6 teeth
0.05
(b) To increase Blade Angle. Separate the adjustment ring and

the gear segment as a unit from the blade butt and move
counterclockwise the number of teeth determined in (a). To

Decrease Blade Angle. Separate the adjustment ring and the
gear segment as a unit from the blade butt and move
clockwise the number of teeth determined in (a).
(c) Then separate the gear segment from the adjustment ring
and move in the opposite direction of (b) twice the number
of teeth determined in (a).
(18) Feather Angle Variation. The feather

angle of all blades shall
be within a total variation of 0. 6
degree and each angle shall be
within 0. 5 degree of 75 degrees when the blades are turned against
the feather stop and each blade has been simultaneously ~twisted
towards increase pitch by blade turning bars with approximately
150 pound feet applied torque.
Jul 15/77 61-10-0
Page 929
namlrsaw ZTI)(DAW)
UlltlED
(19) Tertiary Stop Test.
NOTE: The tertiary stop test must be performed

before pitchlock cam out tests. Tertiary
stop adjustments require dome removal.
The adjustable valve tube must be removed
prior to removing the dome.
With the blades at the reverse stop gradually apply high pitch
pressure until blade angle is 2 to 4 degrees. Open pitchlock
to atmosphere and apply low pitch pressure. Blades shall not
go below the tertiary stop setting of -2. 25~ 0. 8 degrees with 350
low pitch pressure applied (zero pitchlock pressure).
(20) Cam-Out Testing. With a maximum of 115 psi low pitch pressure
and 115 psi pitchlock pressure applied to the propeller, it shall
be possible to move the blades from an angle of 65-68 degrees to
the primary stop setting.
(21) Can-Out Setting Above Primary Stop.
(a) Increase blade angle above the primary stop with no
pitchlock pressure until a click is heard. This sound is the

pitchlock ratchet dropping off the cam. This blade angle
shall be 29 degrees greater than the tertiary stop setting.
2
It shall not be possible to rotate the blades to the primary
stop setting when 300 psi decrease pitch pressure is applied.
(b) With a maximum of 115 psi low pitch pressure and 115 psi
pitchlock pressure applied propeller,
to the mo~ie the blades
from any angle immediately below the feather latches to
approximately 30 degrees. After decreasing pitchlock
pressureto 65 psi, it shall not be possible to move the blades
to the flight stop setting with low pitch pressure increased to
300 psi.
61-10-0 Jul 15/77

Page 930
DMyonof
HbMIUOII STIWBAW)~ UIII~ED
~u

MAINTENANCE MANUAL
(c) With a blade

angle setting of 1.3-1.8 degrees above the
primary stop, it shall be possible to move the blades through
the stop with 400 psi maximum low pitch pressure and zero
psi pitchlock pressure to the approach stop. It s~all be

possible to move the blades from an angle 6-8 degrees below
the tertiary stop to full reverse with 100 psi low pitch
pressure maximum. It shall be possible to move the-blades

from feather to 26-33 degrees above the cam out setting
above primary stop -determined in (a) above, with-300 psi
maximum low pitch pressure and zero psi pitchlock pressure.
(22) Decrease Pitch Restrictor Flow. The flow shall be 4 to 8 quarts

(9. 8-7.6 litersj per minute whendifferential pressure of 400
a
psi is obtained between the oil introduced into dome test adapter
GS10258 and the oil leaving the high pitch port of the oil test
fixture.
(23) Increase Pitch Pressure Drop. The differential pressure shall

be less than 20 psi when a flow of 1D
quarts (9.5 liters) per
minute is introduced into the high pitch port of the oil test
fixture with an outlet at dome test adapter GS10258.
(24) Decrease Pitch Restrictor Bypass Flow. leaving the

The flow
high pitch port of the oil test fixture shall be 27 quarts (25. 6
liters) per minute when 350-400 psi high pitch is applied to dome
test adapter GS10258 and 380-430 psi low pitch pressure is
applied at the oil test fixture.
(25) Pressure to Engage Feather Lock. A maximum of 130 psi ~Ligh

pitch oil shall be required to engage the feather lock.
(26) Pressure to Disengage Feather Lock. A low pitch pressure of

110 psi minimum shall be required to disengage the feather lock.
(27) Pressure to Retract Primary Stop. A low pitch pressure of

300-350 psi shall be required to move the blades through the
primary stop setting towards reverse. The blades must not
drop below the approach stop setting with 700 psi low pitch
pressure. Maintain pitchlock pressure at 200 psi.
Jul 15/77 61-10-0

Page 931
8"""
(28) Pressure to Retract Approach Stop. With a low pitch pressure

of 350 psi and pitchlock pressure increased to 270-330 psi, the
blades shall move through the approach stop.
(29) Pressure to Move Blades. The propeller shall be

cycled from
reverse to feather several times. The pressure required to
move the blades shall not exceed 100 psi except when moving
through the intermediate stops and feather latches.
(30) Reversal from the Primary Stop. With 300-350 psi pitchlock
and low pitch~pressure, the blades shall move from the primary
stop to reverse, PreSsure required to move blades shall not
exceed 100 psi after going through the stop.
(31) Approach Stop Bleed Flow. With the blades positioned on the
approach stop, the flow to high pitch with 600 psi low pitch
pressure shall be 6-8.5 quarts (5. 7 to 8. 1 liters) per minute,
(32) Maximum Pressure Tests.
(a) Maintain 1000 psi in high pitch for 2 minutes. Leakage

shall not exceed 1. 5 quarts (1.4 liters) per minute to low
pitch and 8 ounces (237.8 mi) per minute to barrel.
Pitchlock pressure shall be zero.
(b) With the propeller in reverse, low pitch pressure shall be

650-750 differential pressure psi with a flow of 20 quarts
(19 liters) per minute to high pitch. After 2 minutes, the
leakage shall not exceed 8 ounces (237.8 milliliter) per
minute to barrel. Pitchlock pressure shall be zero.
(33) Internal Leakage. The barrel cavity must be filled with fluid
prior to measurement of internal leakage,
(34) High Pitch Internal LRakage. With ~00 psi high pitch pressure
applied to the oil.test fixture for 2 ri~inutes, the leakage to
barrel shall be less than 15 ounces /(444 milliliter) per minute
and the leakage to low pitch shall be less than 1 quart (0.95 liter)
per minuter
61-10-0 Jul 15/77

Page 932
s~ Hamilton Sundstrand
FIELD MAINIENANCE MANUAL
(35) Pitchloclt Internal Lealtage. With 200 psi pitehlac~ pressure applied re the oil test
fixture for 2 minutes, the total leakage to barrel, low pitch, and high pitch shall be less
than 7 ounces (207 milliliter) per minute.
(36) Low Pitch Internal Leakage. While the

primary stop and with 280 psi low pitch
on
pressure applied for 2 minutes, the leakage to barrel shall be less than 8 ounces (237.8
milliliter) per minute, and the leakage to high pitch shall be less than 15 ounces (444
milliliter) per minute.
(37) External Leakage Test. There shall be no external leakage from the propeller while
performing any of the previous pressure tests listed. In addition, with 90 psi oil pressure
applied simultaneously to low pitch, high pitch and barrel for 2 minutes there shall be
no external leakage. If there is leakage from between the barrel halves or at the
junctions of the barrel half seals and the blade packings, it is permissible to apply zinc
chromate putty, MIL-P-8116.
(a) Use the GS 10499 barrel half puller to remove the ~ont barrel half.
(b) Apply zinc chromate putty, MIL-P-81 16, in the rear barrel half seal grooves
inboard of the barrel half seals. Form a small fillet of zinc chromate putty at each
juncture of the barrel half seal with the blade packing. See Figure 909A. Minimize
the amount of putty on the barrel parting face to prevent extrusion into the barrel
cavity. After reassembly, repeat external leakage test.
(38) Aftercompletion of oil testing, install anchor plate assembly SWE84024 and lift
assembly SWE82024.
(39) Insert splined propeller retention nut wrench HS8268 and turn nut extension (30) off
the test post. Lift propeller slightly as nut is backed off. Lift propeller assembly from
test post and, using a light mallet, gently tap the hydraulic test sleeve ~-om barrel
tailshaft.
(a) Check that No. 1 blade switch cam and strap assembly (86) setting is 4 1 degree
and that No. 2 blade switch setting is 14 1 degree. If switches are not set as
above, adjust by cutting safety wire, loosen retention screw, and slide blade switch
cam and stop until correct adjustment is made. Tighten retention screw to 13-16
pound inches (1.5-1.8 Nm) and safety wire.
F. Propeller Buildup for Service
(1) Using figure 901 as a guide, continue to build up propeller as follows:
P5132
61-10-0
Jun 1/00 Page 933
Hamilton Sundstrand
(a) Install slip ring assembly (68), using flat washers (67) and locking straps (66).
Coat hex head bolt (65).threads with antiseize thread lubricant and tighten bolts to
atorque of 20-25 pound inches (2.66-3.33 Nm) above running torque. Lock bolts
with locking strap tabs. See note on page I for definition of running torque. See
Table 901 for additional torque values.
(b) Install electrical connectors (53, 54, 55) as explained in paragraph 9.C., Propeller
Balance.
(c) Install rear spinner (7, Figure 903) and secure with spinner mounting washers (5)
and self-locking nuts (6).
(d) Connect rear spinner electrical connector straps and the six electrical
the three
connectors (64, Figure 901) to slip ring and tighten nuts to a torque of 12-14 pound
inches (1.60-1.85 Nm) above running torque. Coat bolt ends and nuts with
GE2600, Glyptal Black Lacquer.
I (e) >>DCC<< Secure dome retaining nut with lock screw (13) and cotter pin (12).
(f) Install lock tube and spline (5) with preformed packing (4), lock tube cap (3) and
lock with lock ring (2). Loosely install air diffuser and clamp (1).
NOTE: Items in above paragraph must be removed to install propeller

on aircraft and are installed now as a convenient place to store
until installation on aircraft.
(g) For instructions on propeller control installation and on propeller and control
installation and removal on aircraft, refer to Section 4.
G Propeller Servicing Prior to Installation on Aircraft. Propeller system servicing can be

accomplished prior to installation on the aircraft. In order to service the propeller and control
prior to installation, a source of 28 Vdc power is required for solenoid and auxiliary motor
operation. Set the pulleys on the rear of the control for desired propeller condition and
service as instructed for installed propeller given in Section 3.
P5132
61-10-0
Page 934 Jun 1/00
Hamilton Sundstrand
APPLY ZINC CHROMATE

PUTTY INBOARD OF SEAL
IN GROOVE (3
iii.tliii
//~I
:I
tI
:f
APPLY SMALL FILLET OF

ZINC CHROMATE PUTTY
AROUND JUNCTIONS
(6 PLACES)
11-11325
Application of Zinc Chromate Putty

Figure 909A
P5132
61-10-0
Page 934A Jun 1/00
Hamilton Sundstrand
P5132
61-10-0
Jun 1/00 Page 934B
Hamilton Sundstrand
NOTE: The aft pulley (16, figure 910) on the control is the condition lever pulley and when
turned fully clockwise is at maximum rpm position and when turned fully
counterclockwise is at the feather position. The forward pulley (15) is the power
lever pulley and when turned fully clockwise is in the reverse position and when
turned fully counterclockwise is in the maximum power position.
H. PreparationFor Storage
(1) Preserve propellers for short or long time storage in accordance with Military
Specification MIL-P-6074.
(2) Cover the propeller control front and rear openings and the oil filter opening to prevent
contamination. Cover the brushes and electrical connectors to prevent damage.
(3) The Synchrophaser shall be enclosed in a moisture proof package.
(4) The spinner shall be washed with mild soap and water and wiped dry.
NOTE: The requirementswritten in this paragraph are applicable to propeller blades

stored individual units. For propeller blades stores as a part of a built-up
as
propeller assembly; the assembly must be operated (rotated) frequently (at

least once every two months) to distribute the oil supply within the barrel
cavity.
1 (5) Preserve and protect the blade prior to storage as follows:
(a) Apply corrosion preventative compound, MIL-C-16173, Grade 2, to all exposed

metal surfaces of the blade including the blade taper bore.
(b) Wrap the butt end of the blade in grease proofpaper, Grade A, MIL-B-121 B, and
extend the paper up the blade shank, under the thrust washer for approximately six
inches.
(c) Wrap the complete blade shank area with a metal foil-backed paper, MIL-B-131B
(water vapor proof barrier material).
(d) Immerse the thrust bearing retainer assembly in a corrosion

preventative
compound, M1L-C-16173, Grade 2, and then wrap the assembly in grease proof
paper, Grade A, MIL-B-121B.
(6) Storage of the blade must be within a suitable container that is designed to secure the
blade in place to prevent damage from handling the blade. The container must be kept in
an environment that gives protection against corrosion and other harmful effects.
(7) Inspection of blades in storage must meet the limits that follow:
(a) The inspection interval must be established based on prior experience to make sure
that the storage environment is being satisfactorily maintained.
P5132
61-10-0
Jun 1/00 Page 935
Hamilton Sundstrand
~lhe i,,,,,,, i.,,, mu. not erceed 18 months.
(c) Detection of any corrosion or other damage during an inspection is an indication

that the inspection interval must be reduced.
(d) Inspection is accomplished by removing the blade from the container and then
removing all protective material from the blade. The blade is then inspected.
(e) After inspection, preserve and protect the blade per the instructions above, and then
return the blade to its storage container.
I. Preparation For Shipment
(1) The propeller assembly is shipped in a single wooden crate. The blades are retained
within the crate by padded cross members. The propeller sub-assemblies are packaged
in cartons and the cartons retained in the crate. Install the propeller into its shipping
crate as follows:
(a) >>DCC<< Apply corrosion preventive compound, MIL-C-16173, Grade 2, to all
exposed metal surfaces of the blade, including the taper bore.
(b) >>DCC<< Move the thrust washer outboard of its normal position and wrap the
butt ends of the blades with wrapping paper. Extend the paper around the blade
shank to protect the blade in the thrust washer area.
(c) >>DCC<< Position thrust washer against the beveled area of blade shank and
protect with wrapping paper.
(d) Retain blades in container by securing with shipping container cross members. Pad
the blades where the cross members contact the blades.
P5132
61-10-0
Page 936 Jun 1/00
Hamilton Sundstrand
P~ j
I IUPPER
S ACCESS
PUTE
9 FILTER ASSEMBLY LL)WER ACCESS
SPLATE
t6 MACHINE
SCREW Q\I2 ed
i 11 GOVERNORS
VALVE ASSV
QI
i i
ic~ 9
.~ii
:Y
i
15
It
16
MAXIMUM PRPM
t
6
1
6
.j
51 ~I ADJUST(NC SCREW
1J MINIMUM PRPM
~iL ADJUST~NG SCREW
Il
~I,´•
(I--L~2E--1(9
1. Fellows Access Cover 9. Filter Assembly

2. Cam Access Cover 10. Machine Screw
3. Screw 11. Governor and Valve Assembly
4. Gasket Seal 12. Maximum PRPM Ad)usting Screw
5. Cover Gasket 13. Minimum PRPM Adjusting Screw
6. Socket Head Cap Screw 14. Special Shaped Section Seal
7. Gasket Seal 15. Forward Pulley
3. Propeller Control Cover 16. AftP~ey
Figure 910. Propeller Control Rigging and Adjustment

P5132
61-10-0
Jun 1/00 Page 936A
Hamilton Sundstrand
P5132
61-10-0
Page 936B Jun 1/00
Hamilton Sundstrand
(e) Pack propeller components in cartons and pack the cartons in the
I
propeller crate.
(f) Secure the propeller crate cover with nails and bind the crate with metal binding
straps.
J. Corrosion Preventives For Parts Storage
(1) The following corrosion preventives and their methods of application are recommended
for the protection, during storage, of propeller parts and accessories that are not painted,
anodized, or plated over the entire exposed surface. While the preventives suggested are
generally preferred, other preservatives meeting Specification MIL-C-11796, Class 3
standards for corrosion prevention are acceptable. Thorough cleaning of the surface to
be treated is the basic requirement necessary for the success of anti-corrosion treatment.
Varsol or methyl alcohol O-M-232 are suggested as cleaning agents and the parts
cleaned should be wiped substantially dry as promptly as possible after treatment.
During and after the process of cleaning, gloves should be worn to forestall fingerprint
corrosion. On parts incorporating molded or cemented rubber accessories, care must be
taken to prevent either the cleaning fluid or preventive~from contacting the rubber
(2) Corrosion Compound manufactured by the Pakoil Company (or equivalent in

accordance with. Specification MIL-C- 15074) is recommended for long or short periods
of corrosion prevention. It is considered suitable for use on aluminum and steel parts
such as blades, dome, barrel, and components. Application may be accomplished by
dipping, swabbing or brushing with the solution at room temperature.
(3) Cosmoline 1123 manufacturedby E. E Houghton Company (or equivalent in

accordance with Specification M1L-C-6529) is recommended as a fingerprint
neutralizer for short periods of protection. This light bodied solution may be applied at
room temperature by either dipping, swabbing or brushing.
P5132
61-10-0
Jun 1/00 Page 937
HAMILTOW STAWDARD
6Y~O PROPELLER SYSTEM
**WY*L
(4) Removal of preservatives from parts to be used as replacements

in an assembly is accomplished by wiping with a soft cloth soaked
with kerosene (Federal Specification VV-K-811).
(5) Install propeller control into its reusable metal shipping container
in the following manner:
(a) Install covers over electrical connectors and control openings

(rotating sleeve openings and oil filler opening).
(b) Protect the brushes by installing the plastic cover which is

used when controls are shipped from Hamilton Standard. As
an alternative, a flat plate may be placed over the brushes
until they are flush with the brush block face. The place must
then be secured firmly in this position so that it will not move.
(c) Place control into container so that control fits the preformed
protective liner of the container.
(d) Install container cover so that the cover preformed protective

liner fits the control.
(e) Retain the control metal container cover with bolts and nuts.
(6) Install the Synchrophaser into its reusable metal container in the
following manner:
(a) Install plastic cover over electrical connector.
(b) Place Synchrophaser into container so that Synchrophaser fits

the preformed protective liner of the container.
(c) Retain the metal container cover with the lock ring and secure
with a nut and bolt.
61-10-0 Jul 15/77

Page 938
Harnilton U
Standard
63ESO PROPELLER SYSTEM
VARIABLE P~CH AIRCRAFT PROPELLER SYSTEM MODE L NO. 63360-19
THE INSTRUCTIONS CONTAINED IN PRECEDING SECTIONS

OF THIS HANDBOOK APPLY EXCEPT FOR DIFFERENCES
GIVEN IN THIS DATA SHEET.
The 63360-19 propeller system is the same as the 63360-21 propeller system covered in
the basic manual except for the addition of a synchrophaser" A speed bias servo assem-
bly and pulse generator coil are added to the control assembly and a magnet is added to
the slip ring assembly.
LEADING PARTICULARS: Same as 63360-21 except:
Flight stop angle 16. 750 18.250

Approach stop angle 6.150; 7.250
Third (tertiary) stop angle -1. 20 to -2. 80
Reverse angle -200 0.50
Same as 63360-21 except:
Synchrophaser 115 VAC, 400 CPS, single

phas e
DESCRIIYTION: Same as 63360-21 except:
The Synchrophaser" adds an electronic refinement to the governor system by

comparing number two propeller speed to number one propeller speed and supplying a
signal to bias the number two governor speeder spring to obtain identical propeller speeds.
After establishing the same speed the Synchrophaser then maintains a phase, or angular,
relationship between the two sets of blades. The desired preset propeller phase relation-
ships are maintained by the Synchrophaser" circuits to transmit the -least amount of vi-
bration and noise to the airframe.
61- 10-1
Feb .1/70 Page 1

i 4 2 3
CO
Y~
i
V) I
n,~ n>
~B
3 3
n
T+
I~
zf: -r O
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i 11:
Or
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i r
i I
12
11
10
U// j/
8/ 7 6 S
-´•J
O
Figure i. Propeller System Components

Harnilton U
Standa rd
MAINTENANCE MANUAL
KEY TO FIGURE 1
i. Propeller Anti-Icing 7. Propeller Control

Front Spinner
8. Synchrophaser" Base Assembly
2. Variable Pitch Aircraft
Propeller 9. Synchrophaser
3. Spinner Mounting Bulkhead 10. Propeller Relay Control
4. Propeller Rear Spinner 11. Propeller Electric Ice Control

Timer
5. Control Torque Retainer
and Pad 12. Auxiliary Motor Timer
6. Propeller Afterbody and 13, Inductor

Bracket
61-10-1
Page 3
Feb 1/70
Harnilton U
Standard F~o
OPERAT_I(I~ Same as 63360-21 except:
A. Refer to the hydraulic schematic shown in figure 2 of this data sheet.
B. Feather. (Refer to figure 3 of this datasheet). In addition to the feather opera-

tion described in section 61-00 this aircraft is equipped with a main engine fire handle.
feathering is initiated by actuating the main engine fire handle. (For

Fire handle
fire handle feathering the power lever must not be in the REVERSE position). The feather
button pulls in and energizes the feather solenoid, the auxiliary motor power relay, and
the auxiliary motor timer. The energized feather solenoid directs hyd~aulic fluid to the
feather valve which is hydraulically shifted. The feather valve then directs hydraulic
fluid to the outboard side of the propeller piston. At the end of 12 seconds the auxiliary
motor timer breaks the ground to the auxiliary motor power relay and the feather button
holding coil, de-energizing the auxiliary motor and neutralizing the feather button.
C. Thirdstop (GROUND) is initiated by placing the FINE PITGR STOP. Select

Switch in the GROUND STOP position. Both relays X and P are energized by power com-
ing from the switch through the landing gear switch and the power lever reverse and allti-
cipation switches. (See figure 4. Power through a contact of energized relay X energizes
the third stop solenoid and power through a contact of energized relay X and a contact of
deenergized relay K energizes the unfeather solenoid which grounds through a contact of
energized relay X.
D. SYNCHROPHASER~ SYSTEM CIRCU~. See Figure 5.
(1) supplies the Synchrophaser with 115 V 400 CPS operating

The aircraft
power. The Synchrophaser~ regulates the supplied voltage as needed for operation. The
Synchrophaser also applies the aircraft supply voltage through the phase shifting capaci-
tor to the speed bias motor reference winding. This gives the voltage across the reference
winding a nominal 90 degree lag with respect to the aircraft supply voltage. The Synchro-
phaser’s output voltage to the mater control winding is nominally in-phase or 180 degrees
out-of-phase with the aircraft supply. This places the control voltage in 90 degree lag
phase with respect to the reference winding voltage. The´• servo output shaft is rotated
CW for Zagging control voltage and CCW for leading control voltage to provide a respeo-
tive increase or decrease in propeller pitch.
(2) cockpit ON/OFF switch and a set of contacts of relay L are in series
The
with the reference winding’s ground. If either of the two is open, the motor will not
respond to Synchrophaser signals. Thus, the cockpit ON/OFF switch provides manual
selection of SynchrophaserQP operation.
(3) The Synchrophaser receives pulse signals from the propeller pulse
generators (propeller mounted permanent magnet and colltrol mounted coil). The engine
61-10-1
Page 4 Feb 1/70
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IMSR(E´•IC
VECSDtC VILM CIY I I SCLE~.ET tlU
SFCMD*PI ´•~V. I TEl~s VILVE CIY
SUU.
V11~ C´•U
OOILPI)
IFK1)5*G LT1~9 CIH
IIUIILIUI Y*ll
-I
SCIIF*GL PYYP SCLICUiL M´• DI1lll CLLC´•
2´•-l:l-~IC´•
0,
"ia~ ORIGINAL
rn r
Figure 2. Propeller Hydraulic Schematic
as Received By
ATP
Hamilton DI*1~10* (~r
U
III111II´• 11~´• I
U´•( I.IIICIII.L I´•´•I.+
Standard
MAINTENANCE MANUAL
PROPELLER
CONTROL LE\IER
850
RPM
RPM(i´•E
AUXILIARY
1 160 FE~THER
MOTOR 28VDC
28VDC
FEATHERBUTTON
iI28 VDC
AUXILIARY MOTOR
POWER RELAY
DIAIBIFIEIC
I- L~
ILIARY MOTOR MAIN ENGINE
28 VDC
TIMER I FIRE HANDLE
FEATHER
SOLENOID I~
D F EIC
PROPELLER RELAY
CONTROL
Figure 3. Feather ElectricalSchematic
61-10-1
Page 6 Feb 1/70
Hamilton U
Standard ~g
MAINTENANCE MANUAL
--h POWER LEVER

GROUND I
FINE IIANTICIPATION
APPROACH/TERTIARY
SWITCH
SELECT SWITCH POWER LEVER
+)28VDC
LANDING GEAR
REVERSE SWITCH
SWITCH
´•FLICHTFINE
I Ac
28
VDC0: i~ zs
Y
voc
SLIP RINGS CONTROL SWITCH
E
~BLADE ANGLE
THIRD STOP SELECT
INDICATION
INDICATOR LIG~1T
LIGHTS
r-t- ---------t------------
INDUCTORS
I I I I I B
HIRD STO
SOLENOID I -LL CONTROL SWITCH
NFEATH
SOLENOID
B N X J M D Y T V
PROPELLER RELAY
CONTROL
--r___,
~LJ i I I i I
a I I P)I X )I I I K
L--------’--____I____~
;__________________j
Figure 4. Third Stop Selection Electrical Schematic
61-10-1
Feb 1/70 Page 7
Har~nilton U
Standard Fls
MAINTENANCE MANUAL
NO. 1 pulse (master) is used to trigger a sawtooth former. The resulting sawtooth wave-
form has period
a equal to one propeller rotation, and it is fed to the sampler. The
engine NO. 2 pulse (slave) is also fed to the sampler. The sampler compares the time
displacemellt and repetition rate of the slave pulse with the sawtoath waveform.
(4) Phase differences are detected in the sampler when the time displacement
of the slave pulse is such that the
pulse does not occur when the sawtooth is at its
zero
potential point. A voltage, proportional to the degree of displacement from the zero po-
telrtialpoint, is applied to the phase difference circuit. The phase difference circuit
applies proportional DC signal to the summing point, where it is compared to the bias
voltage provided by the phase angle setting control. If there is a net potential difference
at the summing point, it is changed to a 400 CPS error signal by the diode modulator.
The 400 CPS signal is amplified and applied to the control winding of the servo motor,
The motor rotates and slightly changes speeder spring setting to correct the phase error.
(5) Speed errors are detected in the sampler when the repetition rate of the
slave pulse differs from the repetition rate of the master pulse to the extent that the slave
pulse occurs in opposite peaks of two successive sawtooth cycles. This is felt as an
abrupt potential change in sampler. The phase difference circuit triggers the speed error
circuit which applies an error signal to the summing point. For speed errors, the phase
difference circuit output is cyclic and is effectively filtered out, leaving the speed error
signal in control. When the speed error is sufficiently corrected, the speed error circuit
drops out, allowing the phase difference circuit to assume control and to make necessary
phase corrections. The amount of slave speed reset is mechanically limited by mechanical
stops in the speed bias servo to a maximum of 3. 40/0 to 50/0 at a propeller governing
speed of 1160 10 RPM.
(6) When the servo mater moves for either speed or phase corrections, the
feedback potentiometer also moves. The change in voltage at the potentiometer wiper is
applied through the derivative capacitor to the summing point. Hence, it is felt as rate
of change of mater position. The feedback signal compensates the system by proportion-
´•ately damping the error signal’at the summing point to prevent the servo motor from
undershooting or overshooting and developing oscillation.
(7) For the Synchrophaser~ system to operate most efficiently, the propellers
should be manually synchronized as near as possible.
61-10-1
Page 8 Feb 1/70

r
ii
o
PROPELLER
RELAY CONTROL
11sv4oaCPS PHASE
PWR t DC OPERATING H
SINGLE PHASE 1
SUP VOLTAGE
SHIFTING l4s cn I
AIRCRAFT SUP 2 CAPACITOR
400CPSRE~LZ( L 3
OPER*TINC n
VOLTAGE ~o 9)
r, O
COCKPIT
mO
j
SYNCHROPHASER
Z-O
7~ 9 ON/OFF SWITCH g m
iKi.HO. ~7 PH*SE SPELD Zy
PULSE
GENERATOR
(MASTER)
I~
S
14
SAWTOOTH
FORMER
DIFFERENCE
CKT
ERROR
CKT PROPELLER CONTROL
C)r
m
K
m
a
D
a c cn DiC
Q
E-
F
T~MECHANICCILrm
FORCE
OUTPUT
I DIODE
271 ´•I TO
AMPL
MODULATOR 2Bt-------1E t---’ I SPEEDER
7~ SIGNAL SUMMING
i SPRING
ENG.NO.Z (5
PHASE POINT
PULSE ANGLE ---J
17 F
SAMPLER
GENERATOR SETTING
DERIVATIVE
(6 CONTROL 19 FEEDBACK
(SLA\R S CAPACITOR
18 C
POTENTIOMETER
SPEED BIAS SERVO
ENGNO. Z
SYNCHROPHASER
Q,
tcur-l~*
Cd’;’
Figure 5. System Circuit

Harnilton U
Standarc~ F~o
TROUBLE SHOOTING. Same as 63360-21 except:
No Synchrophaser" No, or incorrect Check pulse amplitude at Syn-

operation tin flight) pulse inp~rt from crophaser test connector
or slave propeller either propeller. (pins D and E for Eng. No. 1;
will not follow mas- pins R and P for Eng. No. 2).
ter when master RPM See figure 6.
is changed.
Propeller relay Check functioning of relay L

control. contacts which ground serccJi~
motor reference winding. If
no continuity replace propeller
relay control.
Aircraft wiring. Check for grounds, shorts,

and opens on lines to engine
NO. 2 speed bias servo.
Synchrophas e r Replace Synchrophaser
Speed bias servo. Replace propeller control.
t
PULSE HEIGHT
0.75 TO 1.OV
POSITIVE PULSE WIDTH

\1 2.5 TO 8 MS
i I ~TOTAL PULSE WIDTH
iox 1 8 TO 10 MS
OF POSITIVE I
PULSE HEIGHT NOTES:
\I
i POSITIVE RISE MUST
BE FROM LESS THAN
ZERO VOLTS.
2. SYNCHROPHASER MUST
BE INSTALLED IN AIRPLANE
FOR CORRECT LOADING.
Figure 6. Pulse Requirements
61-10-1
Page 10 Feb 1/70
Harnilton U
Standard F~o
MAINTENANCE MANUAL
REMOVAL AMD INSTALLATION
A. Propeller and control removal is the same as 63360-21.
B. Propeller and control installation is the same as except after installa-

63360-21
tion on the propeller shaft, the clearance between the control pulse generator and the mag-
net on the slip ring shall be checked. A clearance of 0. 080 to 0. 114 shall be obtained.
The clearance is adjusted by shimming between the magnet and the slip ring (see figure
7 of this data sheet). Tighten the nuts to a torcyue of 12 to 14 pound inches.
CLEARANCE ADJUSTING SHIMS
0.0800.114 iCc
Figure 7. Pulse Generator Clearance
61-10-1
Feb 1/70 Page 11
Harnilton U
Standard
MAINTENANCE MANUAL
ADJ~STMENT AND TEST. Same as 63360121,
INSPECTION AND CHECK. Same as 63360-21.
CLEANTNGAND PAINTING. Same as 63360-21.
APPROVED REPAIRS. Same as 63360-21.
61-10-1
Page 12 Feb 1/70
04
P5855
~ainaenance
PBTCH ~IRCRAFT PRBPELLER

I1$WIODEL 23kF 331
23 kF- 3$C3
23eF-36~
Ha~P7iBton U
SPandlar~ 6~58
Harnilton ,I*´•´•´•D
U
~IT´•li- CO´•CQIIIQ
Standard Flo
MAINTENANCE MANUAL
WARNING: OTHER MANUFACTURER’S PRODUCTS USED IN COMPLYING WITH

THIS MANUAL SHOULD BE INVESTIGATED TO DETERMINE WHETHER
THEY HAVE ANY HAZARDOUS QUALITIES. RECIPIENTS OF THIS
MANUAL ARE WARNED TO OBSERVE ANY APPLICABLE INSTRUC--
TIONS PERTAINING TO THE USE OF ANOTHER MANUFACTURER’S
PRODUCT, WHOSE INSTRUCTIONS MAY APPEAR ON THE CONTAINER

THEREOF, OR ANY ACCOMPANYING LITERATURE PERTAINING
THERETO.
THIS DOCUMENT IS THE PROPERTY OF UNITED AIRCRAFT CORPORATION

AND IS DELIVERED ON~THE EXPRESS CONDITION THAT iT IS NOT TO BE
DISCLOSED, REPRODUCED IN WHOLE OR IN PART, OR USED FOR MANU--

FACTURE FOR ANYONE OTHER THAN UNITED AIRCRA~-r CORPORATION
WITHOUT ITS WRITTEN CONSENT AND THAT NO RIGHT IS GRANTED TO
DISCLOSE OR SO USE ANY INFORMATION CONTAINED IN SAID DOCUMENT..
THIS RESTRICTION DOES NOT LIMIT THE RIGHT TO USE INFORMATION
OBTAINED FROM ANOTHER SOURCE.
Technically Approved by FAA

Designated Engineering Representative
RECORD OF REVISIONS
MFG REV
NO DESCRIPTION ISSUE DATE ATP RN DATEI INSERTED BY
TEMP ATP REV INSERT DATE REV REMOVE

Rn/ NO DESCRIPIION ISSUE DATE DATE BY REMOVED INCOR BY
Ha rn i Iton DIVI´•OU Ol
VUI1´•O~U.. SOICO-1~10*
Standard Fla
LIST OF E FFE CTIVE PAGES
The List of Effective Pages records each page by date. It is recommended that each
page of the manual be checked off against this List
of Effective Pages. Any page which
does not check out with this list, either by number or by date, shall be discarded.
Date Chapter Page Date

Chapter Page
List of 1 Sep 1/70 605 Sep 1/70

Effective 2 Blank 606 Sep 1/70
Pages 607 Sep 1/70
608 Sep 1/70
Contents 1 Sep 1/70
701 Sep 1/70
2 Blank
702 Sep 1/70
Propeller 1 Sep 1/70 703 Sep 1/70
System 2 Sep 1/70 104 Blank
3 Sep 1/70 801 Sep 1/70
4 Sep 1/70 802 Sep 1/70
5 Sep 1/70 803 Sep 1/70
6 Sep 1/70 804 Sep 1/70
lol Sep 1/70 805 Sep 1/70
102 Sep 1/70 806 Sep 1/70
103 Sep 1/70 807 Sep 1/70
104 Blank 808 Sep 1/70
301 Sep 1/70 809 Sep 1/70
302 Sep I/70 810 Sep 1/70
401 Sep 1/70 811 Sep 1/70
402 Sep 1/70 812 Sep 1/70
403 ’Sep 1/70 813 Sep 1/70
404 Sep 1/70 814 Sep 1/70
405 Sep 1/70 815 Sep 1/70
406 Sep 1/70 816 Blank
407 Sep 1/70 901 Sep 1/70
408 Sep 1/70 902 Sep 1/70
409 Sep 1/70 903 Sep 1/70
410 Sep 1/70 904 Sep 1/70
411 Sep 1/70 905 Sep r/70
412 Sep 1/70 906 Sep 1/70
413 Sep 1/70 907 Sep 1/70
414 Sep 1/70 908 Sep 1/70
501 Sep 1/10 909 Sep 1/70
502 Blank 910 Blank
601 Sep 1/10 911 Sep 1/70

602 Sep 1/70 912 Sep 1/70
603 Sep 1/70
604 Sep 1/70

Page 1
Sep 1/70
Hdmilt;on :U
’"’a’~"
I~-´•-,
i.
~BiE Og CONTENTS j:
:’’$EC1I’ION PAGE
Propeller System c~Description and]Ope~tation 1’ i;
Propeller iSystem Trouble Shooting 101

:1’
..:propeller System Servicing ´•301
Propeller System Removal/installation 401
Propeller System Adjustment/Test Sbi
Propeller System.- Inapeqtion/Check
i
S01
Propeller System~- Cleaning/Painting 701
Propeller System Approved Repair~ !80~1
Difference Data 901
Contents
sap 1/70 1: papal

Hanciilton U
DIVI(IIC)N O~ U*IICD IIT~I´•CI CDIPOIIT~U
Standard C~e
PROPELLER SYSTEM DESCRIPTION AND OPERATION
1. Purpose
A. The 23LF Variable Pitch Aircraft highly efficient method

Propeller provides a
of utilizing the power produced by the aircraft’s turbine engines to produce

thrust. The blade pitch changing mechanism in conjunction with a control
system provided by the engine manufacturer is designed to maintain a constant
RPM of the turbine engine. The blade pitch changing mechanism provides
reverse blade angle operation and rapid automatic full feathering.
2. Description. @eference figure 1.)
A. The model 23LF-361 propeller consists of a one-piece steel barrel having

integral blade ball raceways. The barrel mounts three solid aluminum blades,
’each located radially by a ball
bearing race a combined blade clamp and
counterweight. Each blade has a torque pin inserted off-center into the blade
butt to provide a work arm for turning the blade. The pin mounts a needle
bearing which rides in a yoke which in turn is positioned by the piston. In-
stalled on the rear of the barrel is the feedback ring which is mechanically
linked to the yoke and the aircraft propeller control system.
B. The model number of this propeller 23LF-361 signifies the following:
(1) The first digit 2 denotes a major model type.
(2) The second digit 3 denotes three blades.
(3) The letter L denotes the blade shank size.
(4) The letter F denotes a flange mounted propeller.
(5) The dash number -361 denotes changes to the basic propeller.
C. A fiberglass reinforced plastic spinner is attached to a bulkhead of the-same´•

construction which is bolted to the rear of the barrel. The outer surf~ce of
the spinner is coated for erosion resistance and prevention of buildup of static
electricity.
D. The propeller is equipped with blade

deicing. (Reference figure 2. The de
icing equipment consists of blade heaters, a deicing contact ring holder as-
sembly, a brush block assembly, and a deicing timer assembly.
1
Sep 1/70
Harnilton- U
~itandard Fle
_1
j33
i: r 62
r(
31
32
38
f37 i
3028
,e-21 03--c~ 35
36
50
51--~TSU
Ir~
52 f 30 i9 is
53--*~ hj
45
~j442a3 44
I\ 41
20
5s------~3
22~OJ
ss----~9 13
12
10
7
4
‘16
--L
4
Propeller Assembly
Figure 1
2 Sep 1/70
Standard Re
Key to Figure 1
i. Bolt 33. Forward Countenveight

2. Washer 34. Aft Counterweight
3. Spinner 35. Ball
4. Self-Locking Nut 36. Ball Retainer
5. Shim 37, Inner Set Bearing Race
6. Washer 38. Chevron Seal

7. Bolt 39. Cotter Pin
8. Packing 40. Self-Locking Nut
9. Feedback Ring 41. Thrust Bearing Race

10. Cotter pin 42. Outer Bearing Race
11. Washer 43. Roller Bearing
12. Washer 44. Inner Bearing Race
13. Washer 45. Thrust Bearing Race
14. Cotterpin 46. Propeller Blade and Heater
15. Straight Headed Pin 47. Cotter Pin
16. Bracket and Block 48. Nut
17. Lever Swivel Bracket 49. Retaining Ring
18. Bolt 50. Slotted Washer
19. Washer 51. Feedback Spacer
20. Bulkhead and Nut 52. Bolt
21. Self-Locking Nut; 53. Washer
22. Washer 54. Dome
23. Bolt 55. Seat
24. Unreverse Housing 56. Spring
25. Washer 57. Spring
26. Washer 58. Sliring Seat
27. Cap Screw 59. Spring Seat
28. Cotter Pin 60. Glide Ring
29. Nut 61. Preformed Packing
30. Washer 62. Preformed Packing
31. Bolt 63. Barrel and Piston
32. Bolt
3
Sep 1/70
Har~nilton olvl´•D* or vnlrao
U ccaioa´•~lo*
Standard
37
21
~U 34
22 -s
1
8 35,
20
"´•--i 36
.;i
a
19 18
28--L~
29"" -´•´•r´•-------
s
5.
37~
B
~7 ,27
--s´•
8
is
1
sa~
)74ii3 ~ra ,J i g1’t

13
129 18
38
a7 8 11 6
Deicing Eguipment
Figure 2
Sep 1/70
Ha r~n i Iton
Standard Fle
Key to Figure 2
i. Self-Locking Nut 21. Self-Locking Nut

2. Flat Washer 22. Flat Washer
3. Bolt 23. Flat Washer
4. Laminated Shim 24. Plain Nut
5. Spreader Insulator 25. Support Bracket
6. Self-Locking Nut 26. Bolt
7. Machine Screw 27. Flat Washer
8. Wire and Lug 28. Self-Locking Nut
9. Flat Washer 29. Flat Washer

10. Lock Washer 30. Bolt
11. Machine Screw 31. Flat Washer
12. Flat Plate 32. Electrical Slip Ring and Plate
13. Guide and Spring ´•33. Self- Locking Nut
14. Lug Terminal 34.- Bolt
15. Electrical Contact Brush and Lead 35. Insulator Sleeve
16. Brush Housing and Insert 36. Sleeve Spacer
17. Bracket 37. Retaining Clamp
18, Machine Screw 38. Wear Strip
19. Flat Washer 39. Propeller Blade Heater
20. Flat Plate
5
Sep 1/70
Harnilton U
Sta nd a rd
(1) The timer assembly, through solid state (no moving parts) time delay re-
lay circuits,sequences the current supply so that the heaters are on for
40 seconds and off for 40 seconds.
(2) Power is transferred to the propeller blade heaters from the brush
block by a slip ring attached to the spinner bulkhead.
3. Operation
A. Pitch change forces toward high pitch dnd feather are derived from blade
mounted counterveights and a spring force actirig against the piston within
the propeller dome.
B. The pitch change force toward low pitch and reverse is derived from the
propeller control system using oil from the engine lubrication system.
Hydraulic pressure is delivered through the center shaft along the centerline
of the propeller to the piston chamber of the propeller pitch change mechanism.
C. Propeller feedback ring fore and aft movement is obtained from the pitch
change mechanism. The feedback ring is mechanically linked to the control
system where its position is compared to the propeller thereby correcting
any variation between the cockpit control lever and blade angle position.
D. The blade pitch changing mechanism in conjunction with an integral propeller/

engine control system provides either manual or automatic control of the
blade angle. During the manual control a preselected blade angle is main-
tained. This mode of operation is available for ground and reverse regimes.
Constant speed governing control is used for take-off and flight operation.
6 Sep 1/70
~-tarniltora U
StandBrd~
PROPELLER SYSTEM TROUBLESHOOTING
1. Troubleshooting
A. General
The information in table 101 lists possible troubles, causes, and remedies.
The information supplemented by a thorough understanding of the functions
of the propeller and the parts involved should make troubleshooting relatively
simple. Careful and accurate determination of the troubles and their related
causes and remedies will reduce to a minimum the time required for servic-
ing and will aid in extending the service life of the propeller.
TABLE 101
TROUBLESHOOTING CHART
External ´•lea~kage from Damaged piston preformed Replace piston seal.

front of dome. packing and/or scored wall in- Repair dome inside
side of propeller dome. diameter. Replace
glide ring if damaged.
External leakage from Damaged preformed packings. Replace blade seals,

dome or barrel. barrel plate seals, or
barrel bushing seal as
required.
Propeller will not re- Inadequate oil flow or pressure Check propeller control
verse. Propeller will from propeller control system. system per engine’and
not unfeather. airframe manufacturer’s
directions.
Foreign material jamming Clean and replace

piston or loose component in damaged components.
barrel restricting yoke move-
ment,
Lever swivel bracket not in Adjust bracket. In-

contact with feedback ring. spect carbon block for
wear and replace as
necessary.
Sep 1/70 101

Hamilton
F1~
TABLE 101 (Continued)
Vibration Propeller Unbalance Remove propeller and

rebalance.
Blade out of track Checkblade track. if

not within 0. 500 inch,
replace propeller.
Spinner loose Check spinner

attaching bolts.
Counterweight loose or Tighten or replace

damaged. counterweight after
inspection for
kdamage.
nahsedalb
Propeller will not Broken dome spring. Replace prspeller.
feather.
Damaged or broken blade Replace propeller.

pin, needle bearings, etc.

piston or loose component damaged components.
in barrel restricting yoke
movement.
Pitch change oil´• not being Check engine feather

drained from behind piston. valve action per engine
and airframe manu-
facturer’s directions.
Lever swivelbracket not Adjust or replace car-

in contact with feedback ring bon block as required.
102 Sep 1/70

~arnilton U
TABLE 101 (Continued)
TROUBLE PROBABLE CAUSE RE~MEDY
Propeller will not Unreverse pack not properly Shirn unreverse pack
unreverse shimmed. as marked on the
housing.

piston or loose component damaged components.
in barrel restr’icting yoke
movement.
No blade deicizlg. Brushes not contacting slip Clean slip ring and
ring. brushes. Replace
damaged components.
Check for loose
connections
Damaged blade heaters. Repair or replace

heaters.
Timer hlalfunction Replace timer assembly.
103
Sep 1/70
~farnilton
StarPda rd
PROPELLER SYSTEM SERVICING
1;´• General
A. Oil is supplied to the propeller pitch changing mechanism the engine

oil system. Periodic engine oil servicing in accordance with the manufac-
turer’s maintenance instructions will assure adequate supply of oil for pro-
peller pitch control.
B. Lubrication of the parts in the barrel cavity is provided by servicing the

propeller cluririg assembly with Shell Aircraft Turbine Oil 307 or Aeroshell
TurbineOil 500 or ecyuidalent. Periodic checking of the barrel oil level will
assure’an adequate supply ofoil.
2. Initial Servicing
Initial servicing of the barrel cavity is accomplished during assembly of the

Propeller as described in REMOVAL/INSTALLATION instructions, paragraph
2. B (8).
Periodic Servicing and Barrel Oil Level Clieck.
A. The barrel oil level shall be checked and serviced, as described below at
approximately 500 flying hours or when leakage of oil is evident from the
blade chevron seal.
(1) Remove the spinner (3, figure 1) by removing bolts (1) and washers (2).
Position one of the propeller blades in an upright position and remove
the forward and aft counterweights (parts 33 and 34) by removing cotter
pins (28), nuts (29), washers (30) and bolts (31 and 32). Detach the
propeller blade heater strap from the counterweight by removing gelf-
locking nut (33, figure 2), bolt (34) insulator sleeve (35), sleeve spacer
(36) and retaining clamps (37) as an assembled part, when counterweight
bolt (32, figure 1) is removed. Allow the blade to settle gently until
blade butt rests on yoke. Check that allballs (35, figure 1) are in place.
(2) Using a 0.250 to 0. 500 inch nonmetallic rod with the end tapered to a
blunt edge, lift the chevron seal (38) above the barrel surface. Lift
the blade up high enough to install one of the counterweight halves on the
blade shank annular ridge.
Sep 1/70 301

b(arnilton "*"o"
U
Sta nda rd
(3) While supporting.the blade to prevent cocking, which can result in d-age
to the blade shank, carefully rotate the propeller until the blade is ai~out
30 degrees from its vertical position. If required add a sufficient a4nount
of Shell Aircraft Turbine Oil 307 or Aeroshell Turbine Oil 500 or equiva-
lent into the barrel bore cavity to bring the oil level evcen to the barrel
arm bore. Thencarefully rotate the propeller back to it~e vertical posi-
tion. Remove the counterweight and allow the blade to settle gently i~ntil
blade butt rests on the yoke.
(4) Check the chevron seal (35) outside diameter sealing lip for tears,
gouges and nicks, .and if damaged replace the seal in accordance with
Approved Repair instructions paragraph 6. If free of damage, check
that all balls (35, figure 1) are in place and slide the seal down to the
barrel bore. Compress the seal sealing lip with fingers, being careful
not to tear or pinch the outside diameter and install the seal into the
barrel until the flat of the seal is flush with the barrel outer urface.
(5) Reinstall the counterweights in accordance with RE PV~IOVA L/INSTALLATION

instructionsparagraph 2. B (7). Attach the heater lead to the counter-
weight when installing counterveight bolt (32). In accordance with
REMOVA L/INSTA LLA TION instructions paragraph 2. B (10).
302 Sep 1/70

Harnilton ~U
St nda rd
PROPE LLER SYSTEM REMOVA LhNSTALLATION
i. Removal.
A. Removal of the Propeller From Engine
(1) Detach the spinner (3, figure 1) from the bulkhead (20) by removing the
attaching bolts (1) and washers (2),
(2) Remove self-locking nuts (4) and movethe feedback ring (9) aft until
it is clear of the feedback rods, Remove the shims (5) and washers (6)
from the feedback rods. Record the qu~ntity of shims and the feedback
rod from which removed to &id in reinstallation of the propeller on engine.
NOTE: The feedback ring and rods are marked with letters "A", "B"
and "C".
(3) Attach propeller lifter HSPi682 or equivalent to the blades and take ten-
sion the lift. Remove the eight attaching.bolts (7) from the engine
on
flange using GS12682-lbox end wrench or equivalent. Remove the pro-

peller and preformed packing (8).
(4) Remove feedback ring (9) from lever swivel bracket assembly, Dis-
connect the feedback lever swivel bracket assembly from the mechanical
link tothe engine control by removing cotter pin (10) and flat washers
(11, 12 and 13).
B. Brush Block Assembly Removal. Disconnect the two leads from the aircraft
wiring. Remove thetwo nuts (1, figure 2), washers (2) and bolts (3) which
attach the brush block assembly (16) to the bracket (17) and remove the
assembled brush block and laminated shim (4).
2, Installation
A. Prepare Propeller for Installation.
(1) Remove the propeller parts from the shipping containers.
(2) Remove protective coating from metal parts by cleaning with a solvent
(Stoddard Solvent or equivalent).
CAUTION: DO NOT ALLOW THE CLEANING FLUID TO CONTACT

RUBBER PARTS OR THE TEFLON COATED SURFACE OF
THE COUNTERWEIGHTS.
Sep 1/70 401

Harnilton U
Standard
’B. Assembly of Propeller
(1) Install the assembled dome and barrel on assembly and test bench
GS8778 or equivalent such that the blade arm bores are in the verti~al
position.
NOTE: The counterweight sets (33 and 34, figure 1) and split inner
race sets (37) are marked with position numbers which
correspond with the numbers stamped on the spinner bulkhead

boss of the barrel and the butt of the blades. These parts must
be kept together as sets in a given propellerand installed in
the proper barrel arm bore to avoid disruption of propeller
balance
(2) Coat the butt and blade shank of the blades with IVIIGG7808 oil or
equivalent. Install a chevron seal

(38) (46)
on each blade. with the flat
surface of the seal facing the blade tip. The seal shall be installed by
carefully stretching it over the blade butt. Slide the blade seal outboard
of the countenveight locating nubbin. Allow 30 minutes minimum for the
seal to return to its original size after installation.
NOTE: Mechanicdl assistance during installation of the chevron seal

over the blade butt may be required. Avoid the use of any
sharp or metallic instrument, however, a phenolic dowel can
be used.
(3) Match the stamped position number indicated on the blade butt with the
position number on the bulkhead boss of the barrel. Position the blade
pin and bearing in alignment between the legs of the yoke. Carefully
slide the blade butt into the barrel bore until it rests yoke. In-
on the
stall the inner set bearing races(37) in the barrel arm bore, making
certain that the halves have matching serial numbers and that one o~ the
halves is marked with the respective barrel arm bore.
(4) Hold the blade centrally upward in the barrel arm. Insert all 25 ball
bearings (35) into barrel arm bore. Twist the bearing retainer (36) and
push it into position between the balls; or install ballbearings (35) into
retainer as it is installed in barrel arm bore. When installing the bear-
ing retainer (36) the side marked "assemble this side up" is positioned
toward the blade tip, or if marking is not legible, position the shallow
side of the offset cross section (viewed from split end of bearing retainer)
towards the blade tip.
402 Sep 1/70

Harnilton ~U
Standa rd
TABLE 401
TORQUE VALUES
TORQUE VAL~ES
FIGURE INDEX DESCRIPTION (POUNI~INCHES)
1 SPinner bolts 35-40
1 4 Feedback Ring Attachment Nuts 70-85
1 7 Propeller Retaining Bolts 800- 1000´•
1 18 Bulkhead Retaining Bolts 6 5- 85
1 23 Balance Bolts 25-30
1 24 Unreversing Pack 1100- 1200
1 31 and 32 Counterweight Bolts 350-375
1 48 Feedback Shaft Nuts 25- 50
1 52 Dome Retaining Bolts 125-150
2 3 Brush Block Attachment Bolts 60- 80
2 21 Blade Heater Attaching Nuts 20-25
2 24 Slip Ring and Plate Attachment Nuts 20-25
2~ 28 Slip Ring and Plate Attachment Nuts 20-25
2 33 Blade Heater Strap Nuts 20-25
NOTE: Table 401 lists required torque values for propeller assembly component
and attaching hardware installation.
403
Sep 1/70
Harnilton___ U~
Sta nd a rd
NOTE: If blade is not held centrally upward in barrel arm and/or is

permitted to rock in barrel arm during installation of ball
retainer (36) and ball´•bearings (35) the ball bearings may fall
into the barrel cavity depending upon degree of blade shift;’´•
Covering of other open barrel arms during in"s’t$llation of first
and second blade bearings will~ contain ball bearings in barrel
cavity if a~U’ are lost from the retention area at assembly. All
25´•ball bearings must be- positioned in the barrel raceway fbr
proper assembly.
(5) Following the installation of the bearings, select the mating counter-
weight set for the blade. Separate the set. Make certain that bolts (31
and 32), washers (30) and nuts (29) are not intermixed with other sets.
Pull the blade outward so that the aft counterweight (34) can be installed
on the blade shank annular ridge. (AFT counterveight is the dounter-
weight without the inside diameter locating pin.) Hold counterweight
against blade and rotate propeller until blade is hanging vertically down-
ward, then remove counterweight half.
(6) Insert chevron seal (38) intothe barrel Ijy’compressing the sealing lip
into barrel cavity with fingers until flat surface is flush with barrel
outer surface, being careful not to pinch or tear outside diameter.
(7) An ink stamped arrow found on the blade shank aids in the location of
the annular’ridge slot. If not previousljr marked, locate the slot in the
annular ridge and mark a line outward from the slot’using a soft pencil or
marking crayon. Align the forward coi~ntenveight half locating pin with
the arrow indicating the annular‘ ridge slot position and’instdll the counter-
weight half. Then install the aft counterweight half. i~oldthe counter-
weight halves in po~ition. Lubricate the bolt threads (31 and 32) and nut
(29) with oil. Install the bolts (31 and 32), retaining clamps (37, figure
2) flat washer (30, figure 1) and nuts (29) as shown in figure 401. The
retaining clamp on the´• bolt head side of counterweight shall be installed
with the countersunk side of the counterveight bolt hole positioned towards
the bolt head. Install retaining clamp on nut side of´• countenveig~t with
countersunk side positioned towards the counterweight.
(8) Install insulating sleeving (35)~over sleeve spacer (36) and place between
the two retaining clamps (37) with the heater lead between the sleeve and
the blade. Install bolt (34) through the spacer and secure with nut (33).
The bolt shall be positioned to hold the heater lead against’ the blade.
404 Sep 1/70

Hamilton U
Standard Y""iii~’
FLAT WASHERS
EDGE
BOLT
FLAT WASHER’ RE7AININC CLAMP

Il--LIBO--ll
Installation of CounteMeights
Figure 401
Sep 1/70 405

Harnilton U
Sta nda rd
(9) Tighten the (29, figure 1) to a torque of 350-375 pound-inches.; The

nuts
gap between counterweight halves shall be equal at the bolts within 0. 010
inch, Contact of the counterweight halves is permittedwithin 1 inch
maximum of the tip. Contact can be held to a minimum by adjustment of
bolt gap. Check bolt cotter pin hole position to assurei´•anaximum possible
number of washers (30) have been used without effecting ability to install
cotter pins (28) and install cotter pins.
(10) After installing the ball bearings and bearing retainer for the third Ijlade,
pour two quarts of Shell Aircraft Turbine Oil 307 or Aeroshell Turb’ine
Oil 500 or equivalent into the barrel cavity with the blade positioned
upward. Install the chevron seal (38) in accordance with paragraph 2.B
(6). Then pull the blade outward -and install the counterweight set as
described in paragraph 2.B(7).
(11) Using HSP1682 lifter, remove propeller from assembly stand. Position
bulkhead (20) on barrel with number "1" marked on bulkhead aligned with
blade number one. Installwashers (19) and bolts (18) and torque bolts
evenly to 120-135 pound-inches. Lockwire the bolts in pairs.
(12) Reinstall the propeller on the assembly stand. Place one flat washer
(23) on each bolt and secure the heater leads with washers
(22) and nuts
(21). Apply two coats of Glyptal 2600 (black).to the bolt heads, nuts
and washers. Allow 45 minutes drying time between coats. .Position
the heater lead between bracket (25) and plate (20) and secure with screws
(18) and washers (19).
NOTE: Do not install feedback

ring at this time unless propeller
balance is necessary. Propeller balance will not be required
unless a major component has been replaced.
C. Static Balancing
(1) Balance the.propeller horizontally using Marvel 7A050 balancer with

adapter kit 7A060 and hoist adapter in ccordance with balancing pro-
cedures provided with the balancing equipment and the following in-
structions.
(a) Check the barrel oil level in accordance with Servicing instructions
paragraph 3. If propeller is new and has been previously serviced
delete this step.
406 Sep 1/70

Harn~ilton o’
U
Standa
(2) To locate blade during balancing in a simulated rotating position two

shims per blade are to be selected as follows:
taj With propeller in feather, position the first blade vertically

downward.
CAUTION: DO´• NOT SCRAPE TEFLON COATING FROM THE

COUNTERWEIGHT.
(b) Measure the counterweight to barrel gap using a light slip fit of
two feeler gages. Counterweight to barrel-gap- shall be 0. 005 to
0. 066 inch.
(c) Select two shims each of a thickness

equal to the measured gap
minus 0. 001 inch and identify shim pair with blade number.
(d) Repeat above steps for other two blades and trim the shims until
the three shim pairs equal in weight after all burrs
ar~ are removed
from shims so propeller balance will not be affected.
(3) Install a blade beam

on the inner half of two blades to position the~ blades
at 30 degrees. Measure the blade angle using the protractor GS18217

2
and blade angle checking template GS11386. Retain the blade at 30 ~t 2
degrees using the piston holding fixture GS13960.
(4) Install feedback ring (9, figure 1) and attaching hardware.
(5) Mount propeller on Marvel 7A050 balancer modified per 7A060 adapter
kit equivalent horizontal balance equipment in accordance with pro-
or
cedures provided with the balancing equipment.
(6) Insert the mating blade location shims between the barrel and the eounter-
weight on the dome side of the blade, each sMm to be ’approximately 300
from vertical to hold the blades in a fully extended operating position.
Lift blade tips to install shims then lower blade to hold shims in place.
(7) When balancing is being performed because of blade replacement,´• remove
all existing balance hardware (21, 22, and 23) from bulkhead (20),
(8) Install spinner and attach with washer (2) and bolts (1) making certain
that the No. 1 marking on spinner is aligned with barrel arm bore No. 1,
Sep 1/70 i 407

Har~ilton U-
Standard
(9) The propeller shall be considered within acceptable balance when the
indicator bushing is within the black indicator´•.circle with the balance
sensitivity set as specified.
(a) The balancer back balance weights must be adjustebfor a balancer

sensitivity such that one washer AN970-3 mounted, at the bulkhead
balance bolt circle shall move the indicator circles from the cen-
tral position to at least tangency of the indicator bushin~.and the

black circle.
Raising the.back balance

NOTE:
sensitivity.
weights will increase the
Difficulties with balancer should be overcome
by use of Marvel troubleshooting chart.
(10) The propeller shall be balanced by the addition of machine~bolfs (25)

fiat washers (22) and’ self-locking nuts (21) to the sp.inner bulkhead (20).
(a) Each machine bolt AN101009, AN1-0´•1014, or AN101017 shall be

selected prior to final balance to extend. a minimum of two threads
beyond self-locking nuts´• MS21042-3. The bolt head and a maximum

of one AN970-3 washer shall be located on the aft side of the bulk-
head. Nine washers A~N970-3 maximum may be used per bolt. Each
bolt must have at least onewasher AN970-3, AN960-10, or AN960-
101; installed ´•on forward side of bulkhead. The maximum: number of
AN970-3 washers used shall not exceed 35.
(11). On completion of balancing lift blade tips. to remove the counterweight

shims. Remove piston holding fixture GS13960.
D. Installation of brush block.
(1) Measure distance from centerline of mounting hole at rear of barrel to

centerline of slip ring (Dim "A" of
figure 402). Position assembled
brush block bracket supplied by aircraft manufacturer using laminated
on
shim (4, figure 2) as required, to´• obtain previously measured dimension

(ztO. 020 inch) from centerline of engine flange bolt hole to center of brush.
These shims may be peeled to obtain the proper dimensions (Dim "B"
of figure 402).
(2) Insert bolts (3, figure 2) throughbrushblock and bracket. Install was’her
(2) and nuts (1). Measure the distance from the slip ring face to the rear
surface of the barrel (Dim "D"). Adjust the brush block so´• that the front
of the block is this distance plus 0. 15´• to 0. 20 inch from the´• engine flange
face (Dim "C"). Tighten bolts (3) to 60-80 pound-inches torque.
408 Sep 1/70

I
Hamilton U:
Standard’
(3) The brushes shall be depressed with a thin metal sheet during propeller
installation in order to avoid trapping of brushes~ between raised rings of
slip ring and damaging the brushes.
SLIP´•RING
BARRE
BRUSHES CENTRALIZED
ON SLIP RINGS
D" 0.20
0.(5
"C
iv t .-_~I
rtBri
LANGE
ASSEMBLED POSITION
BRUSH BLOCK
___
i
APPLY CLYPTAL 2600
DIM A=B
DIM C=D+0.15 0.20
Installation of Brush Block Assembly

Figure 402
E, Installation of Propeller
(1) Place a nav preformed packing (8, figure 1) bn engine flange. Record
the
the following information as marked on the feedback ring lug (9), the
number of shims (2,’figure 404) required to obtain parallelism, and the
appropriate feedback rod on which the shims should be installed. Mark
the feedback ring lug identified with the letters "A" using chalk or wax
pencil to aid in the identification of the
lug when installing feedback ring
´•´•on propeller;i feedback ring on engine shaft with lugs positioned
forward.
Sep 1/70 409

Harnilton DIYI´•CI OC UIRLD ~19CU´•´• COI)COII´•SIOU
Standard
(2) Prior to installing the propeller, locate feedback rod that has the letter
"A" etched on the outer circumference of the feedback shaft.
Using.
chalk or waxpencil mark a line near the feedback rod identified with
the letter "A". Mount propeller on engine flange using,;HSP1682 lifter.
Align the holes in engine flange with mating barrel. holes. Lubricate the
~hreads of propeller mounting bolts C7, figure 1) withgraphite antiseize
compounds and install bblts until hand tight.
(3) Position the loose feedback

r’ing such that the box wrench extension
GS12682-1 and torque wrench GS18039-16 or equivi~ent’wrench having
an Is-inch lever arm mated with a straight torquing arm can.be installed
on the mounting bolts.
CAUTION: IF TORQUE’WRENCH USED DOES NOT HAVE AN 18-

INCH LEVER ARM THE TORQUE (SCALE READING)
MUST BE COMPUTED USI~G THE FOLLOWING FORMULA.
REFERENCE FIGURE 403.
Tart
Tw
(L A)
Wrench scale reading

Ta Torque exerte;d at adaptor end
L Wrench lever arm length~
A Adaptorlength
EFFECTIVE LEVER ARM
7 9,
~((0: o o
EXTENSION GS12682--1
PULL FORCE
WRENCH GS1803I~-16
Torque Wrenchand Extension Configuration

Figure ~403
410 Sep 1/70

Hamil~ton U
Standard
(4) Using the l&inch torque wrench and box wrench extension, apply 600 to
750 pound-inches scale reading to obtain 800-1000 pound-inches torque
required on the bolts (7). Lockwire the bolts.
NOTE: Overtorqued mounting bolts as a result of improperly controlled

torque application shallbe replaced.
(5) Install on the feedback rods, washer (3, figure 404) and required number
of shims (2) as noted on feedback
ring (1). in step Install feedback ring
on the feedback rods,aligning chalk marks between the ring and the rod
("A" lug on feedback ring to "A" feedback rod). Install self-locking nut
(1) on the feedback rod; lightly snug the nuts. Center the feedback ring
to obtain concentricity with the propeller rotational axis within 0.020
inch TIR and apply final torque of 70-85 pound-inches to the rod nuts.
@~ference figure 404). Recheck ring concentricity to ensure it was not
disturbed during tightening.
(6) The bracket and block previously used shall be inspected

(16, figure 1) if
in accordance with Inspection paragraph 2C. A new bracket
instructions
and block or used.block without a stepped wear surface shall be installed
on the engine control yoke as follows to ensure adequate block engagement
with the feedback ring groove. (Reference figure 405).
(a) Install onew;isher (5) on swivel bracket assembly, slide the swivel
bracket assembly on the engine controlyoke (4) and loosely mount
the yoke without safetying the yoke pivots.
(b) Rotate the propeller until the highest point of the feedback ring (8)
eccentricity fa’ces the swivel bracket assembly. With the swivel
bracket assembly bottomed in the feedback ring groove. Check the
clearance between washer (5) and engine control yoke (4). If re-
quired, remove the yoke and install additionalwashers (5) to reduce
the clearance between the yoke and washer to less than one washer
thickness. Reinstali the engine control yoke and ensure washer (5)
clearance with engine control yoke is within one washer without en-
countering zero clearance.
(c) Add the maximum number of washers (2) and (3) that will permit
installation of cotter pin (1) without binding of washer rotation on
bracket (6) stem.
(7) Install the spinner (3, figure 1) with blade opening marked "BLADE ARM
1" aligned with blade number i. Installwashers (2) and bolts (1).
Tighten the spinner attaching bolts to a torque of 35 to 40 pound-iliches.
Sep 1/70 411

Hamilton U
D1Vt´•IO* O~ UnlICD L\llh´•l´•r~ COIPQI´•~ICI
Standard R~
THIS SURFACE
TO BE CONCENTRIC
50 IN.
(1 REQD;TOROUE 35
LBA TO PROPELLER
’1 REODI MI I ROTATIONAL AXIS
WITHIN 0.020 TIR.
(7 MAX) II I C~THIS SURFACE

TO BE PARALLEL
VIEW A ~--------TO THIS SURFACE

TYP 3 PLACES WITHIN 0.005 TIR
Assembly of Feedback ´•Ring

Figure 4Q4
1 Self-Locking Nut
2 Shim
3 Flat Washer.
412 Sep 1/70

Hamilton olvl~ou o~ u*n~o COI(COS´•LT1I~
Standard
5 (3 AVG)
3(4 AVG)
POSITION FEEDBACK
RING WITH HIGH.POINT
OF CONCENTRICITY IN
LINE WITH LEVER SWIVEL ~1
STEM. IHI
2(2 AVG)
8 sc~ THIS CLEARANCE TO BE

LESS THAN ONE WASHER
THICKNESS.
PERMISSIBLE TO ENLARGE
EXISTING 0.270 0.277 HOLES
TO 0.300 0.310 IF NECE SSARY
TO OBTAIN CONCENTRICITY
I.e
Lever Swivel Bracket Assembly Ins~allation

Figure 405
1 Cotter Pin
2 Flat Washer
3 Flat Washer
4 Engine Control Yoke
5 Flat Washer
6 Lever Swivel Bracket
7 Drilled Bracket and Block
8 Feedback Ring
Sep 1/70 413

Hamilton U-
Standard~
3. Special Maintenance Tools. Special tools used for maintenance of the propeller
are listed in Table 402.
TABLE 402
SPECIAL MAINTENANCE TOOLS
NOMENCLATURE DE SCR IP TION

PART NO.
HSP1827 Blade Checking Indicator Used to measure depth of

damage in blade.
GS11386 Blade Angle Checking Used to measure blade angle.

Template
GS12682-1 Box End Wrench Used with torque wrench to

tighten and remove propeller
mounting bolts from engine
flange.
GS13959 Dome Installer Used during dome removal

and installation.
GS13960 Piston Holding Fixture Used to retain blades at

desired setting.
GS18039 Torque Wrench Z-Jsed´• to tighten propeller

mounting bolts.
GS18277 NACA Type Protractor Used to measure blade angle.
414 Sepl/70
Harnilton U
Standa rd
PROPELLER SYSTEM ADJUSTMENT/TEST
1. Adjustment
A. Beta Pickup Angle. The beta pickup angle is the blade angle at which initial
feedback ring movement is obtained while the blades are being rotated in
the decrease pitch direction. The beta pickup angle of propellers shipped
from Hamilton Standard is 17 degrees. This angle may be changed as de-
sired by removing feedback spacer (51, figure 1) from each feedback rod
and installing a spacer selected from table 501.
TABLE 501
BETA PICKUP ANGLE ADJUSTMENT
FEEDBACK SPACER BETA ANGLE
733814-12 120
-13 13"
-14 14
-15 150
-16 160
-17 170
-18 180
-19 190
2. Tests
A. Operational Tests.
(1) Check propeller response to, control lever movement during ground
operational checks of the propulsion system, by cycling the propeller
from feather to maximum reverse and return.
(2) Check for evidence of external propeller oil leakage.
501
Sep´•l/’lO
Harnilton ’U
Stand a rd
PROPELLER SYSTEM INSPECTION/CHECK
1. Daily InsPection. Daily inspection shall be accomplished following the last flight
of the day, or preceding the next day’s flight.
NOTE: Blade looseness is normal in a propeller due to the design of

static
blade retention. is removed by centrifugal force when the
propeller is rotating.
A. Check the
propeller spinner attaching bolts (1, figure 1) for security and
check the spinner (3) for damage as follows:
(1) Delamination, gouges, or chips up to and including~0. 020 inch deep

are acceptable.
(2) Gouges or chips deeper than 0. 020 inch will require the spinner to be
repaired.
(3) Erosion of the black erosion resistant coating covering any given area
of 10 square inches or greater is cause for repair ol the spinner.
Check the propeller for evidence of oil leakage. Replace seals as neces-
sary to eliminate leakage (See APPROVED REPAIRS ´•paragrapkis 5 and 9).
I~oss of oil due to leakage from the propeller barrel cavity must be replen-
ished in accordance with SERVICING instructions paragraph B.
C. The blade surface shall be given a thorough visual inspection for damage
such as scratches, gouges, nicks, pitting, leading edge and tip radius cor-´•
rosion, and burns caused by li~tning strikes. Lightning strikes on blades
are visually evidentby localized burning, discoloration, and puddled metal
or cracks. Suspicious indications shall be inspected using a 10X magnify-’

ing glass and dye penetrant method of inspection. If any of these conditions
are present, the blade shall be repaired per paragraph 1. APPROVED
REPAIRS instructions.
(1) Measure the depth of each damaged area using dial indicator HSP1827
or equivalent. First, remove any raised edges adjacent to the damage
which may interfere with the la~ife edge of the gage setting flush on the
true blade surface. The base of the gage shall be placed parallel to
the longitudinalblade axis. Gouge depth shall~be, determined as the
difference between the deepest point in the damaged area and the adja-
cent blade surface. The gouge depth in a previously reworked area
Sep 1/70 601

Harnilton U
Sta nd a rd
shall be determined as the difference between the

deepest point in the
damage and the adjacent blade surface in the unreworked area. Gouges
in the area 23 inches outboard ~of the counterweight deeper than O. Oi2
inch require rework. Gouges in the ar’ea outboard of this area ´•deeper
than 0. 016 inch require rework.
(2) Gouges shall be repaired and all evidence of corrosion pitting shall be
removed from the leading edge and tip~ radius of the blade.
D. A crack or bend is cause for removal of the propeller.
E. Suspected overspeed or impact damage shall be cause for inspection per

paragraphs 3. and 4.
2. Periodic Inspection. Periodic inspection shall be performed after a maximum

of 250 flying hours or every six months, whichever comes first. In addition to
the procedures listed in paragraph i, the following procedures are recommended~
A. Remove the spinner (3) by removing bolts (1) and washers (2).
B. Remove the lever swivel bracket assembly from the engine control yoke in
accordance with the aircraft maintenance manual. Inspect carbon blocks
(16, figure 1) for wear. Carbon blocks which are worn to within Oi 030 inch
of the metal bracket shall be replaced. Blocks which exhibit wear but have
more than 0. 030 inch carbon remaining shall be replaced if the wear pattern
is angular or tapered to the metal bracket. Insepct the side bearing surfaces
of the feedback ring groove. The surfaces shall be smooth and well polished.
C. Remove brush block assembly (16, figure 2) from the engine mounting
bracket in accordance with REMOVALjINSTALLATION instructioris, para-
graph B.
(1) Check the brushes for freedom of movement in the brush holder. If
necessary, disassemble and clean the brush block and brushes Ln ac-
cordance with CL1EANINO instructions, para~aph E.
(2) Inspect the brushes for wear and damage. Broken brushes shall be
replaced. Replace the’brushes if the side wear exceeds 0. 070 inch or
if the portion of the brush extending from the housing in the free state
is less than 0. 60 inch (1. 0 inch overall).
602 Sep 1/70

Harnilton DIVI´•IW or
U cooPoa~Ta
Standard ~a
D. Inspect the electrical slip ring and plate (32, figure 2). If rings are
grooved the electrical slip plate and ring shall be returned to an overhaul
facility for refacing. If necessary, clean the slip ring and plate in accor-
dance with CLEANING instructions, paragraph 1.E.
E. At approximately 500 flying hours (every 2nd periodic) check the barrel oil
level in accordance with SERVICING instructions, paragraph 3.
3. Inspection After Overspeed.
A. If a propeller is involved in an overspeed up to 109 percent, it may be con-

tinued in service contingent upon correction of the cause of the overspeed.
B. If the overspeed propeller shall be removed from

is 109-127 percent, the
service as soon as possible, but not later than 10 flight hours, ferry time.
This time is to allow return to a repair base for propeller removal and is
contingent upon corredtion of the cause of the overspeed. During the 10
hour period, the propeller shall be given a periodic inspection before each
takeoff. Overspeeds in this category may or may not require rework de-
pending on normal design loading of the propeller and other factors that
will vary according to the installation and the incident. In cases of over-
speeds of this magnitude, a report similar to that of table 601 shall be com-
piled and submitted to the Hamilton Standard Service Department for speci-
fic evaluation. Pending disposition from Hamilt~n Standard, the propeller
shall be removed from service.
C. If the overspeed is in excess of 127 percent, the propeller shall be removed

from service at the next Landing and returned to Hamilton Standard fdr in-
spection and analysis. A report similar to that of table 601 shall be com-
piled and submitted with the propeller.
4. Inspection After Impact.
A. Propellers which have been involved in static or rotating impact with solid
and non-continuous objects (such as maintenance stands, runway lights,
birds in flight, auxiliary vehicles, tree stump, etc. or yielding continuous
objects (such as snow banks,: sand piles, puddles of water, heavy accumu-
lations of slush, etc. shallbe inspected for gross damage and shall be
treated as follows:
(1) If blade track is affected or if bending and/or twisting is evident or
suspected the propeller shall be removed from service immediately.
Sep 1/70 603

Harnilton U
DIVIIIOI OC U*ITLD L\lr)SI1111 COIIPO´•I*ITm
Standard R~
TABLE 601´•
OVERSPEED REPORT
Operator ....i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•
Aircraft Type .Model No Serial No.
~Engine ´•´•´•´•´•´•´•´•´•´•´•Serial No.
´•~acelle
Blade Design No. No 1. BZaile Serial No..
No. 2 Blade Serial No.
No. 3 Blade Serial No.
Maximum.Overspeed indicated or Estimated (state which)

Blade Angle.
RPM Setting
Air Speed ......Altitude.
NOTE: The above information is required for propellers returned to Hamilton

Standard in order that the effects of overspeeding can be properly
evaluated.
604 Sep 1/70

Harnilton U
(2) If blades are not obviously bent, blade track shall be checked using the
fo Ilowing pro c edure:
(a) Position the blades at flat pitch using at least two blade turning
bars installed on the inner half of the blades. Retain the blades at
flat pitch using piston holding fixture GS13960. Rotate the propel-
ler so as toposition each blade; in turn, inthe vertically hanging
pc sition.
CAUTION: TURNING BLADES BY ATTACHING A PISTON PUL-

LER TO THE PISTON STUD CAN CAUSE DAMAGE
TO STUD NIOUNTING HOLE IN PISTON.
(b) Carefully measure the distance from a fixed point parallel to the
blade to a point on the face side of the blade two inches inboard of
the tip at mid chord without rocking blade in its retention.
(c) Rotate the propeller to measure this distance.at the same point on
the remaining blades.
(d) If the difference in measurement between any two blades exceeds

0. 50 inch, the propeller shall be removed from service. Use the
blade turning bars to permit removal of the GS13960 piston holding
fixture. Allow blades to move to full feather.
(3) If blade track is unaffected’ and if there is no visual evidence of bending,’´•

twisting orother gross damage and none is suspected, it is permissible
to continue the propeller in service; however, theblade retention should
be inspected as soon as possible but not later than 10 flying hours.
Inspect blade retention in accordance with following instructions.
NOTE: The aircraft shall be returneddirectly to its repair base for

propeller inspection. During flyback transit a periodic type
external, visual inspectionshall be performed before each
takeoff.
(a) Remove spinner assembly (3, figure 1) by removing bolts (1) and
washers (2).
(b) Remove all three blades from the barrel. Each blade shall be re-
moved separately from the barrel. Pla~e each blade in turn in

an
upright position. Disconnect the blade heater (39, figure 2) from

the slip ring and plate (32) by removing self-locking nut (21) and
washer (22). Detach the blade heater lead from the counterweight
Sep 1/70 605

Har~7ilton DIVI´•IOl O´• U*I~LD
U
Standard As
halves by removing self-locking nut (33), insulator sleeve (35),

sleeve spacer (36), and bolt (34). Remove´•cotter pins (28,
fig~re
1), nuts (29), washers (30), bolts (31 and 32), and retaining clamp
(37, figure 2) to separate counterweight halves (33 and 94, figure
1) from the blade. Allow the blade to settle gently until the blade
butt rests on the yoke. Using a 0. 250 to 0. 500 inch nonmetallic
rod with the end tapered to a blunt edge, lift the chevron seal (38)
from the barrel (63). Slide seal along blade far enough to permit
removal of ball retainer (36).
NOTE: If blade is not held central and/or is permitted to ~ck

in barrel arm during removal of ball retainer (36), the
balls (35) will separate from retainer as retainer is re-
moved and may fall into barrel cavity depending upon

degree of blade shift. Covering of open barrel arms
during removal of second and third blades will prevent
loss of ball bearings during disassembly.
(c) Remove ball retainer (36) by starting at the split’and carefully

twisting retainer out of barrel and
simultaneously remove balls
(35) with retainer until retainer is completely removed. Remove
balls that remained in the raceway. Carefully remove the blade
and race from the barrel as a group and remove the inner set bear;
ing race (37) from the blade fillet immediately.
CAUTION: DO NOT STRIKE OR DROP BLADE ON THE BLADE

PI~n WHILE HANDLING THE BLADE.
(d) Remove the barrel oil from the barrel cavity and remove any re-
mainder of the 25 balls which were left in the barrel cavity before
removal of the next blade.
(e) Repeat above steps for removal of remaining two blades.
(f) Check each blade for freedom of rotation of the bearings on the
pin. Remove the outer bearing (42),race roller bearings (43),
inner bearing race (44), thrust; bearing races (41 and 45) by re-
moving cotter pin (39) and nut (40).
(4) The propeller shall be removed from service if any of the following
checks are found to be unsatisfactory. Damaged blade balls (35) shall
be replaced.
Sep 1/70 606

Harnilton U
A~
(a) Visually inspect the inner set bearing races (37) and the barrel
races for brinelling. Check the blade shank for impressions of
the bearing races. Check the yoke in barrel for damage, brinel-
ling or evidence of looseness.
Perform a dye penetrant Inspection of blade shank, blade pin,~

bearing races, barrel races, and the arms and inside fillets ~f the
yoke.
(cT Measure ea~ch barrel lip inside diameter in three angular locations
with an inside micrometer. The lip shall be r~ound within 4. 884 to
4. 880 inches.
(d) Check blade pin for looseness and squareness with blade butt sur-
face. It shall not be loose and shall be square within 0. 005 inch.
(e) Measure the dimension across each yoke arm using an inside mi-
crometer. Each arm shall be within 1. 382 to i. 378 inches;
(5) If all the above checks are satisfactory, install thrust bearing race
(45 and 41) and 28 roller bearings (43), inner race (44) outer bear;-
ing race (42) on the blade pin as an assembled part. Install self-bek-
ing nut (40) on the pin. Tighten the nut until it bottoms, then back off
as necessary to engage the nearest cotter pin hole. The bearing outer
race freely following installation of the nut and the clear-

must rotate
ance bearing race (41) and washer face of nut shall
between the thrust
not exceed 0. 008 inch maximum. Install cotter pin (39). Reassemble
the propeller in accordance with REMOVAL/INSTALLATION instructions
paragraph 2. B..
B. Propellers removedbecause of impact shall be forwarded to the approved

overhaul: facility accompanied by the impact report of table 602, and a com-
plete description of circumstances surrounding the incident. The overhaul
facility will in turn submit a report to Hamilton Standard Service Department
who will determine if the severity of the impact will dr will not require re-
heat treatment of the blades~ at Hamilton Standard. Factory inspection of

the barrel, and ball race regrind may also be necessary.
607 Sep 1/70

Harnilton DIYI´•IOU D~ U*ITLD
U
CDIICOq*TIOU
Standard Re
TABLE 602
Operator
Aircraft Type .Model No............. .-Serial No......
Nacelle
Engine Model ´•Serial No.,............
m~opeller Model No Serial No..
Blade Design No. Blade SerialNo. i.
Serial No. 2.
Serial No. 3.
RPM at Time of Impact
Aircraft Speed at Time of Impact.
Engine RPM at Time of Impact..
Object Struck
Approximate Weight of Object Struck
Description of Visual Damage.
Track Affected (state amount)
No. 1 Blade
No. 2 Blade..
No. 3 Blade.
Remarks
NO’I,. the above information is required on propellers returned to the overhaul
facilityordirectly to the Hamilton Standard Service Department, in order

that damage can be properly eval~zated.
608 Sep 1/70

Harnilton \II
OIU).OH O´• U*nED L)~9´•.I
Standard F\e"
PROPELLER SYSTEM CLEANTNG/PAINTING
1. Cleaning
A. Metallic Surface. Clean the metallic external surfaces of the propeller

with an approved solvent such as Stoddard Solvent or equivalent.
(1) Apply solvent sparingly with soft cloths or a soft brush.
CAUTION: DO NOT ALLOW THE SOLVENT TO CONTACT RUBBER,

PLASTIC, FIBERGLASS PARTS,OR TEFLON COATING
OF COUNTERWEIGHTS.
(2) Remove the solvent by thoroughly rinsing with fresh water and wiping
dry with soft cloths.
B. Blade. Warm clean fresh water and soap, kerosene or safety solvent such
as Solvasol 5 equivalent and suitable brushes and clean cloths shall be
or
used for cleaning the aluminum alloy blade. Scrapers, power buffers,
steelwool, wire brushes, tools or substances abrasive in nature, shall not
be used on the blade. the case of aircraft operating on or near salt water,
nIylhguoroht
the blades shall be thoroughly washed with clean fresh water,
wiped dry, and then coated with a film of clean engine oil after completion
of each day of activity.
C. Nonmetallic surface. Clean rubber, plastic, and fiberglass surfaces with

soap and warm water applied with soft cloths. Rinse with fresh water and
wipe dry with soft cloths.
D. Deicing Brush Block. Clean the molded brush housing with a clean dry
cloth br soft bristle brush. Under no circumstances shall a wire brush,
metal wool or any other form of abrasives be used for cleaning purpo ses.
E. Deicing Brushes and Slip Rings. Brushes andslip rings shall be cleaned
by wiping with a clean dry cldth. Do not use solvents.
2. Consumable Materials. Materials used for maintenance for the propeller are
listed in table 701.
Sep 1/70 101

Harnilton .U
Sta n da rd
TABLE 701
LIST OF’MATERIALS
MATERZA L PRODUCT SOURCE SPECIFICATION
Bonding Cement BB1001 United Shoe Machinery Corp.

BE Chemical Division
Boston, Mass.
Bonding Cement BB1008 United Shoe Machinery Corp.

Boston,
Mass.
Cement; EC776 Minn. Mining and M~g. Co.
St. Paul, Minnesota
Clear Gloss Laminar Hysol Division,

Polyurethane X-500 7-C-1 ~rhe Dexter Corporation
Resin P. O. Box 831
Pittsburg, Calif. 94565
Clear Oloss Laminar Hysol Division,

Polyurethane X-500 10-C-32 The Dexter Corporation
Hardner P.O. Box 831
Clear Gloss Laminar Hysol Division,

Polyurethane X-500 66-C-28 The Dexter Corporation
Reducer P.O. Box 831
Dry Cleaning Stoddard Texaco Inc.

Solvent So ]vent 2100 Hunters Point Ave.
Long Island City, (1) N. Y.
I~ckwire AMS 5685
Lubricating Oil Shell Aircraft Shell Oil Co. Inc NIL-L-7808

Turbine Oil 50 West, 50th St
307 New York, NY 10020
702 Sep 1/70

Harnilton U
Standa rd
TABLE 701 (CONT.)
MAT ERIAL PRODUCT SOURCE SPECIFICATION
Lubricating Oil Shell Aircraft Shell Oil Co. Inc. MIL- L-23 699
Turbine Oil 50 West, 50th St
500 New York, NY 10020
Lubricant Antisieze-Graphite Humble Oil and

Refining Co.
P. O, Box 2180
Houston, Texas 77001
Polyurethane Laminar Hysol Division,

Black X500 8B6 The Darter Corporation
Cdnductive P. O, Box 831
Coating Pittsburg, Calif. 94565
Hardener 50-C-3 Laminar Kysol Division

X500 The Dexter Corporation
P. O. Box 831
Epoxy Resin EPON 828 Hysol Division,

The Dexter Corporation
P.O. Box 831
Curing Agent Diethylenetriam ine Union Carbide and Chemical

Co.
1300 Lakeside Ave.
Cleveland, Ohio
Fiberglass Cloth Style 181 J. P. Stevens Co

VOLAN A No. Andover, Mass.
703
´•Sep 1/70
Hamiltdn U
Standard C~e
PROPELLER SYSTEM APPROVED REPAIRS
i. Blade Maintenance.
A. Any repair of leading and trailing edges and tip radius is accomplished by the
use of a file and emery cloth. After removal of all pits and corrosion, blend
the reworked portion of the leading edge with adjacent areas and make the
repaired radius conform to the original as shown in figure 801.
B. Figure 802 shows maximum depths of gouges and scratches which do not
require rework and rework limits.
C. The number of repairs in a given area is not limited provided their location
with respect to each other do not form a continuous line of repairs which
would materially weaken the blade. Reworks extending in a line across the
blade width are acceptable providing the distance between reworks is a min-
imum of 1. 5 inches and total width of the rework is less than half the width
of the blade. A blend of reworks shall not exceed six square inches. Re-
pairs on leading and trailing edges may be opposite each other providing
they are within the limits of table 802. Blades with damage which cannot
repaired within these limits shall be removed from service and forwarded
eb.noitisopSid
to the overhaul facility for
REWORK CONTOUR
TO POINT OF
MAXIMUM THICKNESS
CORRECT MAINTAIN ORIGINAL RADIUS
DAMAGED PORTION
CONTOUR TOO BLUNT
INCORRECT RADIUS TOO LARGE

Figu~e 801
Sep 1/70 801

Hamilton U
Standa rd
7" NO LIMIT EXCEPT FOR CROSS DAMAGE
STA AND FITTING OF LEADING EDGE AND TIP
0.012 MAX
(0.006 MAX IN AREAS 0.016 MAX
PREVIOUSLY REWORKED)
23"
DAMAGE REQUIRING NOREWORK
~P’ NO LIMIT EXCEPT FOR GROSS DAMAGE

STA AND FITTING OF LEADING EDGE AND
0.060 BUT NO MORE THAN 25%

OF SECTION THICKNESS AT
POSITION OF REWORK
41"
P’ NO LIMIT EXCEFT FOR CROSS DAMAGE
STA AND FITTING OF LEADING EDGE AND TIP
I
,.,,f 0.31 L
0.31
0.06
0.15 1 r0.31 r0.31
-1 18"
II" 12"
Blade Airfoil L~cal Rework Limits
Figure 802
802
Sep 1/70
Harnilt~cin U
Standard ~Ae
TABLE 801
BLADE STATION MAXIMUM SINGLE MAXIMUM COMBINED

.(INCHES) REWORK DEPTH OPPOS~E REWORK DEPTH
7 to 18 0. 060 0. 090
18 to 30 0. 150 0. 225
30 to ;48 0. 310 0. 465
D. The only acceptable methods of

repairing surface damage are those by which
metal containing and adjacent to the damage is removed from the blade. This
shallbe done using magnifying glass, 10X or greater and any of the following
tools:
(1) Die maker riffler files "0" cut, #10 and #17. Die maker riffler files
"3" cut #8, #10 and #18. Die sinker riffler "3" cut #11 and #16.
(2) Emery cloth, No. 120, 180, 240 and 320.
(3) Small electric hand grinder with rubber abrasive wheel, and compound
such as Norton A80D2RR, Norton Abrasive Company, Worcester, Mass.
E. Reworks shall be made parallel to the center line of the blade. Remove all
traces of the damage and provide a smoothly faired depression in the blade
surface in accordance with the following instructions:
CAUTION: METHODS WHICH ATTEMPT TO RELOCATE METAL BY

COLD-WORKING TO COVER OR CONCEAL DAMAGE RATHER
THAN REMOVE THE DAMAGE ARE NOT ACCEPTABLE.
"A"
EP-TR OF tOU6E
OR BURN
1 FAIR IN
TO TIP -t i
DEPTH OF REWORK
0.002" MIN. (GOUGE REWORK)

0.020" MIN. (ELECTRICAL BURN R

Figure 803
Sep 1/70 803
Harnilton U.
DIVIIION DC V*I~LD
Standard .Ae
(1) Using a pencil or soft marking crayon which will not penetrate the blade
surface, mark light perpendicular lines on;the blade surface so that they
intersect at the deepest point of the damage.
(2) Work out the damage using the file with the cut most convenient. Blend
in the reworked area with the
original blade surface by filing to form a
saucer-shaped depression being careful to remove all traces of the
damage. The depressions shall not exceed the dimensions in figure 802,
and 803. Remove all traces of the file marks with No. 240 emery c~th
followed by No. 320 emery cloth leaving a polished surface. Inspect the
reworked area with 10X magnifying glass. If no indication of damage
remains, remove 0. 002 inch more stock, except in the case of electrical
burns which req~ire removal of 0. 020 inch minimum additional stock
removal.
(3) After rework, using blade checking indicator HSP1827, measure the
amounts of stock removal. If the final depth exceeds permissible stock
removaldepth, the blade shall be removed from service.
F. Electrical Burn Rework Procedure. Damage caused by electrical burns or
lightning strike is removed in the same manner as.described in paragraph

1.E except that Keller’s etch may be used to. determine whether the damage
has been completely removed. Upon swabbing the etch over the damaged
section, the appearance of brown ring on any protion thereof indicates that
a
damage remains. Remove more stock until the cqlor of the reworked sec-
tion blends with the color of the undamaged area. Clean the ac´•id away by
soakingthe affected area of the blade with water. The lieller’s etch method
is preferable to the method of removing excessive, stock as indicated in
figure 803 and paragraph E2.
G. Inspection of Reworked Areas. The dye penet;rant method of inspection shall

be used to inspect reworked areas for possible cracks that may become ex-
posed with the rework.
H. Blade Heater Repair.
(1) Abrasions not penetrating throu~ the heater, providing the wire elements
are not damaged, are repaired by cleaning the area with toluene and then
applying a coat of BB1008. cement over the cleaned area.
(2) The total resistance of the blade heater as measured’ across the slip
rings shallbe 0. 060 to 0. 075 ohms.
804 Sep 1/70

Harnilton Y
U
Standa rd
2. Electrical Slip Ring and Plate.
A. If the plate is cracked or bolt holes are elongated it shall be replaced.
B. Polish slip ring working surface using No. 320 sandpaper or equivalent.
CAUTION: EMERY ABRASIVE IS ELECTRICALLY CONDUCTIVE AND

SHALL NOT BE USED.
3. BrushBLock.
A. ‘If brushes are worn to 0. 60 inch from brush block (1 inch overall) or
damaged, remove the cover (12, figure 2) from the brush block and replace
the brushes as follows:
(1) Remove the guide and spring (13, figure 2) by inserting a plastic stick
(or similar tool) into the spring chamber as shown in figure 804. Press
the stick in ta~e direction shown and pull out the guide’and spring, then
remove the brush.
GUIDE SPRING
ELECTRICAL
PLASTIC STICK
DIRECTION OF PRESS
Guide and Spring Removal

Figure 804
Sep 1/70 805

~-(arnilton U
StandarcO ~_Fie
4. Replacement of Blade Heater
A. Removal. Remove the heater by applying Toluene to the outboard end of the
heater untilit is loosened. Pry the outboard end loose with a micar?ta or
plastic scraper while applying more solvent. Grasp the ou’tboard end of the
heater and pull firmly up and away from;the direction of work. ´•Discard the
removed heater.
.B. ’Preparation of Blade. Prepare the blade-by cleaningthe area‘df~he Ijlaae to

which the heater is to be installed. Remove oilj7 residues using a cleaning
solution such as Toluene. Then scrub with Gibson Cleanser, Ajar, orOld
;D~itch Cleanser or equivalent and thorou~ly rinse with clear fresh water.
The surfaces shall exhibit a waterbreak free surface. Wipe blade surface
dry using clean lint free cloths.
C. Preparation of Heater
(1) Check heater resistance using an ohmmeeer. Heater rer;istance shall be

i. 93 to 2. 15 ohms. If heater resistance is not as specified, the heater
is unsatisfactory for service and. shail’´•be discarded.
(2) ~Remove all gloss, fabric, talc, ´•wax or´•any foreigh materiial from the
surface of rthe heater to which adhesives are to be applied. Scuff´•this
surface and approximately 1. 5 inches of t;he heater’Zea-i~ using’180-240
grit´•emery cloth. Then wipe clean with Toluene and allow to dry.
NOTE: It is important that surfaces’to be cemented ~are not

touched with the hands or otherwise soiled´•with oil,
grease, or other contaminants.
´•D. Installation of Heater (See Figure 805).
(1) The inboard edge of the heater Shall be located 2. 32 to 2. 44 inches

from’the inboard eilge of the counterweight or 4. 61 to 4. 73 inches
from the blade butt if blade is removed.
~2) ’With masking’tape mask off an’area i~n the’blade 0. 75 ~larger than the
heater to allow overlap of the cements bn-the ~blade surface. Mask an
additional strip 1. 15 to 1. 23 inches lorig by 1.´•5’0 inches wide on the face
side of the blade to accommodate heater lead. Apply one co’atof EC776
to the blade surface. After drying about 45 minutes’apply one coat of
BB1007 and dry about 30 minutes.
806 Sep 1/70

Hamilton U
Standard
FACE SIDE
MASKING TAPE
HEATER
i-2.442.32 0.750
3.50
BOND HEATER
3.42
LEAD OVER THIS
4.73
LENGTH
4.61
FROM BLADE BUTT
Installation of Heater on Blade
Figure 805
Sep 1/70 807

Harnilton U
DIVlbY)* OC U*ITLO ~1I1CII1´•l COs~Ol)lllO*
Standard F~e
(3) Apply one coat of BBlb08 or BB1024 to the roughened under surface
of the heater and connector and the blade surface covered by BB1007
and allow to dry about 45 minutes. Apply a second coat of BB1008 or
BB1024 and dry until tacky.
(4) Place the heater on the blade aligning the center of the heater with the
leading edge. Using a rubber roller, roll outward from the leading
edge on the face and camber sides to remove air bubbles. Be careful
to avoid wrinkles. Seal the edges of the heater with EC539.
E..Test of.Heater.
(1) Check the heater within one hour of installation using an ohmmeter
for a resistance reading of 1. 93 to 2. 15 ohms.
(2) Apply 24 volts AC or DC for 20-30 seconds, allow to cool for 60

seconds. Then apply 24 volts for 20-30 seconds. Heater shall show
no signs of surface imperfections or local overheating.
(3) Connect the ground lead of a 400-600 volt DC me~hmmeter to either

heater contact´•lug. Contact the other lead on the blade butt. Resis-
tance measured shall not be less than one megohm.
CAUTION: ALLOW CEMENTS TO CURE FOR A MINIMUM OF

12 HOURS BEFORE APPLY~G POLYURETHANE.
F. -After installation and curing blade heater, apply a coating of Laminar

X-500 clear gloss polyurethane to heater exposed rubber surfaces ´•in
accordance with the following instructions:
(a) Mask an included area one inch greater than heater edges (0. 250 inch
greater than area where adhesives had been applied during heater
installation) including heater leads.
(b) Clean heater rubber surfaces and included area using a cloth dampened
in a methyl ethyl ketone.
(c) Apply one brush coat of EC 776 resin cement as primer to blade surface
within masked included area. Primer may extend onto rubber surfaces.
Primer may be thinned with methyl ethyl ketone for brushing consis-
tency. Allow to air dry for 45 minutes minimum.
(d) Laminar X-500 coating mixing ratio is 3 parts resin 7-C-1 to 1 part
’hardener 10-C-32 by volume. Mixture pot life is 6-8 hours in closed
container. Solvent Reducer 66-C-28 may be added as necessary for
spraying~consistency.
808 Sep 1/70

Ha (n i Iton Y*nl.~YIT
D ~.p. O´•
Standard Fle
(e) Apply coating by cross coatbrushing to obtain a 0. 003- 0. 005

spraying or
inch final coating thickness. Each cross coat is approximately 0. 0005-

0. 001 inch thick. Allow 30 minutes minimum drying time between each
three cross coats applied.
(f) Cure coating for 12 hours minimum at room temperature or for one
hour at room temperature followed by two hours minimum at 130-140

degrees Fahrenheit. Full chemical resistance for either method is
achieved in 3-5 days.
5. Piston Seal R~placement CReference figure 1)
A. If evidence of an oil leak appears from around the unreversing housing group
remove the dome (54) and replace the piston seal preformed packing (61) and
glide ring (60) using the following procedures:
(1) DIsengdge the feedback lever swivel bracket assembly from the feed-
back ring. Install a spacer between feedback ring (9) and engine nose
casing to remove feedback spring preload from nut (48) prior to
disassembly.
NOTE: Do not r~otate propeller during this phase of assembly

and disassembly.
(2) Remove cotter pin (47), nut (48),retaining ring (49), slotted washer (50),
and feedback spacer (51) from feedback rods. Remove three equally
spaced bolts (52) and washer ~53) from around the dome, but leave
remaining three fully torqued.
WARNING: DO NOT REMOVE MORE THAN THREE EQUALLY

SPACED RETAINING BOLTS UNLESS BLADES ARE IN
FEATHER AND DOME IS RESTRAINED BY REMOVAL
FMT URE.
(3) Install the GS13959 dome installer by attaching the threaded rods into
the barrel (63) until they are fully engaged. Turn in the threaded shaft
of the dome installer until the plate bottoms against the reversing pack
(24). As an alternate method if the GS13959 dome inStaller is not
available use three 10 to 12 inch long 5/16" 24UNF-3A threaded rods
with a wrenching flat at one end. Thread a mating nut on each rod
until at least 2 inches of thread extend below the nut. Place one AN960-
516 washer on the threaded rod between nut and dome flange and thread
the three rods into the barrel until fully engaged. Then thread in the
rod nuts until they bottom against the dome flange.
809
Sep 1/70
Harnilton U
DIUI~ON OC YHITLD IIICT)IFT-COIPOI)ITa*
Standard CZle
(4) Remove the three remaining bolts (52) and washers (53). Remove the
dome by backing out the threaded shaft when using dome installer
CS13959. If three locally manufactured threaded rods are used back
out the three nuts until all dome spring force is removed.
(5) Remove the three fixture rods or G$13959 dome installer from the
barrel and remove the dome carefully so as not to drop the seats
(58 and 59).
CAUTION: DO NOT ATTEMPT TO CHANCE BLADE ANGLE WITH

DOME REMOVED. TEE FRONT PLATE COULD DIS-
LODGE AND THEREBY CAUSE LOSS OF BARREL
LUBRICATING OIL.
(6) Remove glide ring (60) and preformed packing (61) from the piston and
preformed packing (62) from the barrel. Check the piston outside
diameter for scoring or galling.
(a) Remove scoring or gulling high spots by hand buffing with No. 240
grit emery cloth (deep score marks need not be removed com-
pletely). Remove any burrs from the seal land corners with
No. 320 grit emery cloth.
(b) Clean the piston surface and coat with lubricating oil. Lubr icate
new preformed packings (62 and 61) with oil conforming to speci-
fication MIL-L-7808 and install them on the barrel annulus and
piston respectively. Make certain that the flat inside diameter of

the piston packing (61) is seated in the base of the piston annulus.
Install glide ring (60) on piston.
(7) Check the dome (54) inner diameter for scoring and galling in the area
of piston seal contact. Locally’ remove signs of scoring and galling
using No. 320
grit emery cloth, using a corkscrew or spiral motion
followed by polishing with oil soaked No. 400 grit emery cloth. Clean
up the rework area and coat with lubricating oil.
(8) Position spring seats (59 and 58) on the piston.

spring seat Position
(55) in the dome. Place dome in position on barrel with springs con-
tacting spring seats. Install the GS13959 dome installer, or three
fixture rods in equally spaced positions fully engaged in barrel. If
locally manufactured fixture rods are used make certain there is a
washer between each jacking nut and dome.fla,l7e.
810 Sep 1/70

Ha~Milton U’
Standa rd
(9) Turn in the- threaded shaft of the C~S13959 dome installer, or tighten
the three fixture nuts if used,making piston seal (61)
certain that the
and glide ring (60) compresses into the dome without twisting. Con-
tinue compressing the springs evenly checking to see that the preformed
packing (62) is seated properly in the barrel annulus as the dome con-
tacts the barrel shelf.
(10) Install the three washers (53) and bolts (52) in the dome and tighten.
Remove the G)S13959 dome installer or three fixture rods and install
the three remaining washers (53) and bolts (52) and tighten.
(11) Reinstall feedback spacer (51) slotted washer 50), retaining ring (49),
and nuts (48). Tighten the nuts to a torque of 25-50 pound-inches.
Install cotter pin (47).
CAUTION: REMOVE SPACER FROM BETWEEN FEEDBACK RING

AND ENGINE NOSE CASE.
(12) Loosen the six bolts (52) evenly, one-quarter turn each. Manually
tur~i the blades through the full pitch change range three times using
two blade beams located at the inner half of the blade. Then tighten
bolts (52) to a torque of 125-150 pound-inches and lockwire.
CAUTION: ATTEMPTING TO TURN THE BLADES BY ATTACHING

’A PISTON PULLER TO~ PISTON STUD MAY CAUSj~
DAMAGE TO STUD MOUNTING HOLE IN THE PISTON.
(13) Reinstall the feedback lever bracket; swivel assembly in feedback ring.
6. Chevron Seal Replacement.
A. If oil ~is leaking by the blade seal, replace the seal in the following manner.
(1) Remove the spinner and disconnect the affected blade deicing heater
lead from the’ counterweight and bulkhead.
(2) Place suitable protective material, such as cardboard on the blade

leading and trailing edges adjacent to the blade tip to prevent damage to
the seal inside diameter. With the flat side of the seal
positioned away
from the propeller,‘ stretch the seal over the blade tips and protective
material. Slide the seal with the ´•protective material along the length
of the blade to the blade shank. Remove the protective material and
slide the blade seal over the heater lead. Examine the sealto insure
that Lt~ is free of damage.
sil
Sep 1/70
Hannilton OIVI~OU O´• UNITLD COI)POII~IQ
Standard F\e
NOTE: Do not use any sharp or metallic´• instrument to stretch

the chevron seal over the blade tip.
(3) Allow seal to remain on the shank at´• least 30 minutes before installa-
tion in the barrel.
(4) Rotate thepropeller until the affected blade is in the vertical position
Remove the forward and aft counterweight (parts 33 and 34, figure 1)
by removing cotterpins (28), nuts (29), washers -(30) and bolts (31 and:
32). Allow the blade to settle gently until blade butt rests on the yoke,
(5) Using a 0.250 to 0. 500 inch nonmetallic rod with the end tapered to a
blunt edge, lift the chevron seal to be replaced out of the barrel a
sufficient distance to allow cutting of the seal.
(.6) Check the barrel oil level in accordance with SERVICING instructions
para~aphs 3A(3) and 3A(4).
(7) Install the chevron seal (30) and~the mating ~counterweight halves as
described in ASSEMBLY instructions paragraphs 2B(5), 2B(6) and 2B(7).
7. Spinner Repair
A. Superficial Damage Repair. Nicks and scratches which do not exceed a

depth of 0. 020 inch shall be repaired~ by filling the damage with Epon 820 or
828.
Mix 10 parts by weight of Epon 820 or 828 to I part by wei~t of

Diethylenetriamine. Pot life of mixture is 1 hour at room temperature.
Allow to cure for 10-12 hours at room temperature.
(2) Thoroughly clean areas to be repaired using a sparing amount of

Methyl ethyl ketone ~T-1M-261): on a soft cloth, Allow MEK to
evaporate completely. Spread Epon 820 or 828 to completely fill
damaged area. After Epon has thoroughly cured, sand the area to
conform with the original contour. Apply erosion coating over the
reworked,lren in accordance with paragraph D.
NOTE: The spinner shall be removed from the aircraft

and repaired in a shop or hanger area.
B. Penetration Damage Repair. Cracks, gouges, and scratches which pene-

’!´•:rte the shell to a depth greater than 0. 820 inch shall. be repaired by patch-
in~ with style 181 glass cloth impregnated with liquid resin as shown ~in
figure 806.
812 Sep 1/70.

Hamilton urm.UII cas,´•´•a
Standard
GRIND OR SAND SMOOTH

TO ORIGINAL SURFACE
I
OUTSIDE SURFACE SHOWING CUT OUT
I
OF DAMAGED AREA
f
BUILD UP USING PATCH NO. 1 OR 3
OUTSIDE SURFACE
INSIDE SURFACE
BUILD UP WITH GLASS CLOTH USING PATCH NO. t OR 3 PATCHED FROM BOTH SIDES
CRACK NOT THROUGH SHELL -7 rSPINNER SHELL
III_I~_IIIO L_) NO. 1 NO. 2
OUT CRACK
"7
I:UT
OR FRACTURE
I NO. 3 NO. 4
PATCH SHAPES
GRIND OR SAND SMOOTH TO ORIGINAL SURFACE
-ir~´•C´•
i i
i i:i:
i i::
i
BUILD UP USING PATCH NO’S 2 OR 4

ACCEPTABLE
PATCH OVERLAP RADIUS B
0.250 INCH 20 TIMES A

la-tn-r-~s*
Methods of Spinner Repair

Figure 806
Sep 1/70 813
Harnilton O(VI~IW O~ Y*I~ED COIPOIIITIO*
Standard
NOTE: Chopped or milled Fiberglass may be used in place

offiberglass cloth.
(1) Using a hand grinder equipped with a fine stone grind the shell to a
depth necessary to remove all damage. Dish or flare a radius "E"
20-60 times the depth "A", from the edge of the damage depending
on size and location of rework.
(2) Clean reworked area thoroughly with aspak´•ing amount of methyl ethyl
ketone (TT-M-261) on a soft cloth. Allow MEK to completely evaporate.
(3) Cut glass cloth to a shape necessary to fit the bottom of the area to be
repaired. Cut the next patch larger all around than the first patch. The
amount of overlap shall be as shown in figure 806. Each succeeding
patch shall be larger all around than the previous patch. Style 181
glass cloth impregnated with liquid resin is approximately 0. 010 inch
thick. Cut enough patches to allow the patch stack up to be slightly
above the original contour of the spinner.
(4) Cover the bottom of the area with Epon 820 or 828using a spatula or
equivalent. Place the smallest patch in position working it with the
spatula until thoroughly impregnated with resin and all air bubbles
it is
are removed. applying Epon and patches until the reworked
Continue
area is built up to slightly above the spinner surface. Cover the stack
up with a piece of cellophane. Working from the center of the stack

up to the outer edges apply pressure with the spatula to remove air
bubbles and excess resin. Remove ´•cellophane from stack up by apply-
ing heat from a heating lamp or equivalent until the cellophane starts
to curl or wrinkle. Remove excess resin from the spinner surface
around the patch using a cloth saturated with MEK.
(5) Allow the patch to cure for 10 to tl2.hours at ru~om temperature.

Dry-
ing time can be shortened to 45 to .90 minutes by applying heat at 140
to 150 degrees fahrenheit (60. 0 to 65. 6 degrees C) using heat lamps or
equivalent.
(6) Sand thepatched area to conform with the original contour of the spinner.
Apply erosion coating over the reworked area in accordance with para-
graph C.
C. Erosion Coating.
Apply erosion resistant coating 0. 005-0. 007 t;i~ic.:’: using following

ingredients: Laminar X-500 hardner 50-C-3, Laminar X-500 safety
814 Sep 1/70

Harnilton U
Sta nda rd
solvent reducer 6~C-28. Instructions formixing above materials

shall be as directed on pertinent containers or kits. Spray full cross
coats allowing surface to be tack free between coats until desired
0. 005-0. 007 thickness is obtained. Allow 10-30 minutes drying time
between coats. Cross coats consist of vertical and horizontal motion
application. After the final coat has been applied the part must be
allowed to dry for two hours after which time the part may be lightly
handled. Fullmechanical resistance develops within 5 days.
(2) Erosion coating requirements may be satisfied by applying one or more

brush coats of black conductive coating 8B6. Coating shall be approxi-
mately 0. 005- 0. 007 thick.
Sep 1/70 815

Harnilton U
Standa rd
VARIABLE PITCH AIRCRAFT PROPELLER hlODEL NO. 23LF-331
THE INSTRUCTIONS CONTAINED IN

PRECEDING SECTIONS OF THIS
HANDBOOK APPLY EXCEPT FOR
DIFFERENCES GIVEN IN THIS DATA
SHEET.
PROPELLER SYSTEM DESCRIPTION AND OPERATION. The 23LF-331 propeller is

similar to the 23LF-361 propeller except:
A. Substitute figure 901 of this data sheet for figure 1 of the basic propeller
assembly.
B. The 23LF-331 propeller has two lever swivel bracket assemblies.
C. The 23LF-331 propeller does not incorporate blade ~deicers or associated

deicing Reference figure 2 of the basic propeller assembl3i.
equipment.
D. The 23LF-331 propeller does not have an unreversing housing group.
E. The 23LF-331 spinner and bulkhead is different in design.
F. The propeller blade is shorter by 8 inches because of different aircraft

installation.
G. The 23LF-331 propeller does not have adjustable feedback rods.
PROPELLER SYSTEM TROUBLE SHOOTING. Same as 23LF-361.
PROPELLER SYSTEM SERVICING. Same as 23LF-361 except:
A. Substitute figure 901 of this data sheet for figure 1 of the basic propeller.
B. Disregard all reference to parts shown in figure 2 of the basic propeller

assembly.
PROPELLE R SYSTEM REMOVAL/INSTA LLATION. Same as 23LF-361 except:
A. Removal.
Sep 1/70 901

Hanclilton U
Standard
3133 37
46
I
62
48
,1 30 28
38~
47
8
29ebI5:28
49 ----co
36
58---a
59
24 30
37
3;
2
1
26~
45
63 39---r
43
42
50~´•41
8
51~0
7------~6
21
53
22~ 19 15
11
18 J 12
13´•
5
.Q\4 17
9---L~c, 16
(4;
zz-LsE´•-an
Propeller Assembly
Pigure´• 901
Sep 1/70
902
Harnilton U
Standard Fle
Key to Figure 901
1 Bolt 33 Forward Counterweight
2 Washer 34 Aft Counterweight

35 Ball
3 Spinner.
36 Ball Retainer
4 Self-locking Nut
5 Shim 37 Inner Set Bearing Race
6 Washer 38 ChevronSeal
7 Bolt 39 Cotter Pin
8 Preformed Packing 40 Self-locking Nut

9 Feedback Ring 41 Thrust Bearing Race
10 Cotter Pin 42 Outer Bearing Race
11 Washer 43 Roller Bearing
12 Washer 44 Inner Bearing Race
13 Washer 45 Thrust Bearing Race
14 CotterPin 46 Propeller Blade and

Heater
15 Straight Headed Pin
16 Bracket and Block 47 Cotter Pin
17 Lever Swivel Bracket 48 Nut~
18 Bolt 49 Washer
19 Washer 50 Bolt
20 Bulkhead and Nut 51 Washer
Nut 52 Dome
21 Self-locking
22 Washer 53 SpringSeat
23 Bolt 54 Spring
24 Bolt 55 Spring
25 Washer 56 Spring Seat
26 Cover Plate 57 SpringSeat
27 Preformed Packing 58 Sleeve Spacer
28 Cotter Pin 59 FlatWasher
29 Nut 60 Glide Ring

Washer 61 Preformed Packing
30
31 Bolt 62 Preformed Packing
Bolt 63 Barrel and Piston
32
903
Sep 1/70
Hanclilton ~J
Sta nda rd
i. Substitute figure 901 of this data sheet for figure 1 of the basic propeller
as sembly.
2. Disregard the instructions for removal of the Deicing Brush Block

assembly.
B~. Installation: Same as 23LF-361 except:
1. Disregard all instruct;ions- pretaining to Deicing equipment associated

with figure 2 of the basic propeller.
2. Repeat the swivel bracket installation- instructions of paragraph 2B(6)

for the additional swivel bracket assembly.
3. Add the following horizontal balance instructions to paragraph C (3).

Remove bolts (24), washers (25), and cover plate (26) from the dome
as sembly.
4. Change paragraph E(4) to read: Using the 18 inch torque wrench and box
extension apply 1125 to 1275 pound-inches scale reading to obtain 1500
to 1700 pound-inches torque required on bolts (7). Lockwire the bolts.
PROPELLER SYSTEM ADJUSTMENT/TEST: Same as 23LF-361 except disregard the

beta pickup angle adjustment.
PROPELLER SYSTEM- INSPECTION/CHECK: Same as 23LF-361 except:
i. Periodic Inspection; Disregard all instructions pretaining to inspection

of deicing brush block and slip ring and plate.
2. Inspection After Impact:
(a) Disregard all instructions for removal and inspection of Deicing

equipment shown in figure 2 of the basic propeller assembly.
(b) Prior to positioning the blades as indicated in

paragraph A(2) (a)
remove from the dome assembly bolts (24), washers (25) and cover
plate (26) as shown in figure 901 of this data sheet.
PROPELLER SYSTEM- CLEANING. Same as 23LF-361 except:
i. Disregard the procedures for cleaning of deicing brush block and slip
ring and plate.
904 Sep 1/70

Hamilto~n U
Sta nd a rd
2. AZlcements, sealer, and varnish listed on Table 701 used to install

deicing equipment are not required.
PROPELLER SYSTEM APPROVED REPAIRS. Same as 23LF-361 except:
A. Blade Maintenance.
1. Substitute table 901 of this data sheet for table 801 of the basic pro-
peller.
TABLE 901
BLADE STATION MAXIMUM SINGLE PUIA;r~MUM COMBINED

7 to 17 0. 060 0. 090
17 to 27 0. 150 0. 225
27 to 43 0. 310 0.465
2. Substitute figure 902 of this data sheet for figure 802 of the basic
propeller.
B. Disregard the repair and replacement instructions for the blade heaters,
electrical slip ring and plate and deiclng brush block.
C. Substitute the following instructions for piston seal replacement in place

of the instructions in the basic propeller assembly.
1. If evidence of oil leak appears from around the cover plate (26)
an
remove the dome (52) and replace the piston seal preformed packing
(61) and glide ring (60) using the following procedures: (Reference
figure 901 of this data sheet).
(a) Disengage the feedback lever swivel bracket assembly from the
feedback ring. Znstall a spacer between feedback ring (9) and
engine nose casing to remove feedback spring preload from nut
(48) prior to disassembly.
Sep; 1/70 905

Hamilton ´•U´•
D(YII~* O´• UUl~rO IlIICr)lCI COIP(Y´•´•~CILI
Standard F~B
7"
STA
3"-)t- NO LIMIT
ii MCEPT FOR
GROSS
DAMAGE AND
0.OIZ MAX
FITTING OF
(0.006 MAX IN~ AREAS PREVIOUSLY
0.016 MAX LEADING
REWORKED) EDGE.AND
TIP
COUNTERWEIGHT LIP
TO 3" FROM TIP
21" 12"
7"
STA NO LIMIT
D(CEPTFOR
GROSS
DAMAGE AND
0.060 BUT NO MORE THAN 2596 OF SECTION THICKNESS AT I I PITTINGOF
POSITION OF REWORK ´•I 1 LEADING
EDGE AND
TIP
33
7"
STA
c.
0.1 0.31--
I 0.311 3"~
_I
NO LIMIT
EXCEPTF~W1
CROSS
DAMAGE AND
FITTING OF
LEADING
EDGE AND
0.15 1 r0.31 r0.31 TIP
t‘0.06
11
13
Blade Airfoil I~ocal Rework Limits
Figure 902
906 Sep 1/70

MarniltOn U
Standa rd U""i~j
NOTE: Do not rotate propeller during this phase of assembly

and disassembly.
(b) Remove cotter pin (47), nut (48) ~and washer (49) from the feedback
rods. Remove threeequally spaced bolts (50) and washer (51) from
around the dome, but leave remaining three fully torqued.
WARNING: DO NOT REMOVE MORE THAN THREE EQUALLY SPACED

RETAINING BOLTS UNLESS BLADES ARE ZN FEATHER AND
DOME IS RESTRAINED BY REMOVAL FIXTURE.
(c) Install the GS13959 dome installer by attaching the threaded rods
into the barrel (63) until they are fully engaged. Turn In the threaded
shaft of the dome installer until the plate bottoms against the cover
plate(26). As an alternate method if the GS13959 dome installer is
notavailable three 10 to 12 inch long 5/1611 -24UNF-3A threaded
use
rods with awrenching flat at one ehd. Thread a mating nut on each
rod until at least 2 inches of thread ext~nd below the nut. Place one
AN960-516 washer on the threaded rod between nut and dome flange
and thread the three rods into the barrel until fully engaged. Then
thread in the rod nuts until they bottom against the dome flange.
(d) Remove the three remaining bolts (50) and washers (51). Remove
the dome by backilig out the threaded shaft when using dome install-
er GS13959, or if three locally manufactured threaded rods are used
back out the three nuts evenly until all dome spring force is removed.
(e) Remove the three fixture rods or GS13959 dome installer from the
(56 and 57). Remove spacers (58) and washers (59) from the feed-
back rods.
CAUTION: DO NOT ATTEMPT TO CHANGE BLADE ANGLE WITH

DOME REMOVED. THE FRONT PLATE COULD DISLODGE
AND THEREBY CAUSE LOSS OF BARREL LUBRICATING
OIL.
(f) Remove glide ring (60) and preformed packing (61) from the piston
and preformed packing (62) from the barrel. Check the piston
outside diameter for scoring or galling.
(1) Remove scoring or galling high spots by hand buffing with No.
240 grit emery cloth (deep score marks n~ed not be removed
completely). Remove any burrs from the seal land corners with
No. 320 grit emery cloth.
907 Sep 1/70

Harnilton U
Standard Aol
(2) Clean the piston surface and coat with lubricating oil. Lubri-
cate new and 61) with oil specification
preformed packings (62
MIGG7808 and install them on the barrel annulus and piston
respectively. Make certain that the flat inside diameter of the
.p~ston packing (61) is seated in the base of the piston annulus.
Install glide ring (60) on the piston.
(g) Check the dome (52) inner diameter for scoring and galling in the
area Locally remove signs of scoring an;l
of piston seal cbntact.
galling using grit emery cloth, using a corkscrew or
No. 320
spiral motion followed by polishing with oil soaked No. 400 grit
emery cloth. Clean up the rework area and coat with lubricating
oil.
Install washer (59) and spacer (58) on the feedback rods. Position
spring seats (56 and 57) on the piston. Position spring seat (53) in
the dome. Place dome in position on barrel with springs contacting
spring seats. Install the GS13959 dome installer, or three fixture
rods in equally spaced positions fully engaged in barrel. If locally
manufactured fixture rods are used make certain there is a washer
between each jacking nut and dome flange.
(i) Turn in the threaded shaft of the G;S13959 dome installer, or tighten
the´• three fixti~re nuts if
used, making certain that the piston seal
(61) and glide ring (60) compresses into the dome without twisting.
Continue compressing the springs evenly checking to see that the
preformed packing (62) is seated properly in the barrel annulus as
the dome contacts the barrel shelf.
(j) Install the three washers (51) and,bolts (50) in the dome and tighten.
Remove the GS13959.dome installer or three fixture rods and install
the three remaining washers (51) and bolts (50) and tighten.
(k) Reinstall washer (49) and nut (48) on the feedback rods. Tighten the
nuts to a torque of 25-50 pound-inches. Install cotter pin (47).
CAUTION: REMOVE SPACER FROM BETWEEN FEEDBACK RING

AND ENGINE NOSE CASE.
(1) Loosen the six bolts (50) evenly, one-quarter turn each. Manually turn
the blades through the full pitch change range three times using two
blade beams located at the inner half of the blade. Then tighten bolts
(50) to a torque of 125-150 pound-inches and Zockurire.
908 Sep1/70
Harnilton U
Standa rd
CAUTION: ATTEMPTING TO TURN THE BLADES BY ATTACHING A

PISTON PULLER TO PISTON STUD MAY CAUSE DAMAGE
TOSTUD MOUNTING HOLE IN THE PISTON.
(m) Reinstall the feedback lever bracket swivel assemblies in feedback ring.
909
Sep 1/70
P-larnilton U
Sta as d a rd 17e
VARIABLE PITCH AIRCRAFT PROPELLER MODEL NO. 23LF-343
THE INSTRUCTIONS CONTAINED IN

PRECEDING SECTIONS OF THIS
HANDBOOK APPLY EXCEPT FOR
DIFFERENCES GIVEN IN THIS
DATA SHEET.
PROPELLER SYSTEM- DESCRIPTION AND OPERATION. The 23LF-343 propeller is
similar to the 23LF-361 propeller except:
A. Retaining ring (49), slotted washer (50) and feedback spacer (51) as shown
in figure 1 of the basic propeller assembly are superseded a plainwith
washer, spacer and flat washer to provide a fixed beta pickup angle.
PROPELLER SYSTEM TROUBLE SHOOTING. Same as 23LF-361
PROPELLER SYSTEM TROUBLE SHOOTING. Same as 23LF-361.
PROPELLER SYSTEM SERVICING. Same as 23LF-361.
PROPELLER SYSTEM ADJUSTMENT/TEST. Same as 23LF-361 except disregard the

beta pickup angle adjustment.
PROPELLER SYSTEM CLEANING. Same as 23LF-361.
PROPELLER SYSTEM APPROVED REPAIRS. Same as 23LF-361 except:
A. Substitute the following for paragraph 5A(2).
1. Remove cotter pin (47), nut (48) and plain washer from the feedback
rods. Remove three equally spaced bolts (50) and washer (51) from
around the dome, but leave remaining three fully torqued.
WARNING: DO NOT REMOVE MORE THAN THREE EQUALLY SPACED

RETAINING BOLTS UNLESS BLADES ARE IN FEATHER AND
DOME IS RESTRAINED BY REMOVAL FIXTURE.
B. Substitute the following for paragraph 5A(5).
911
Sep 1/70
Har~ilton U
Standard A
(1) Remove the three fixture rods or GS13959 dome installer from the
(56 and 57). Remove the spacer and flat washer from the feedback
rods.
C, Tnsert before the first sentence of paragraph 5A(8) the following.
Install the flat washer and spacer on the feedback rods.
D. Substitute the following for paragraph 5A(i1).
1. Reinstall the flat washer, and nut (48) on the feedback rods. Tighten
the nuts to a torque of 25-50 pound-inches. Install cotter pin (47).
rt´•
912 Sep 1/70

05
Hamilton
AdnartsdnuS
United Technologies Company
Descri ption
and
Nlai ntenance
Instructions
VARIABLE
PITCH
AIRCRAFT
PROPELLER
MODEL
63E60-27
P6165
Jun 1 /00
Hamilton Sundstrand
63E60-27 VARIABLE PITCH AIRCRAFT PROPELLER
WARNING
OTHER MANUFACTURER’S PRODUCTS USED IN COMPLYING WITH

THIS MANUAL SHOULD BE INVESTIGATED TO DETERMINE WHETHER
THEY HAVE ANY HAZARDOUS QUALITIES. RECIPIENTS OF THIS
MANUAL ARE WARNED TO OBSERVE ANY APPLICABLE INSTRUCTIONS
PERTAINING TO THE USE OF ANOTHER MANUFACTURER’S PRODUCT,
WHOSE INSTRUCTIONS MAY APPEAR ON THE CONTAINER THEREOF,
OR ANY ACCOMPANYING LITE RATU R E PERTAINING THERETO.
FAILURE TO OBSERVE APPLICABLE INSTRUCTIONS REGARDING
OTHER MANUFACTURER’S PRODUCTS HAVING HAZARDOUS
QUALITIES COULD RESULT IN SOME CASES IN INJURY TO THE USER
AND/OR IMPROPER OVERHAUL. THEREFORE, THE APPLICABLE
INSTRUCTIONS PERTAINING TO THE USE OF ANOTHER
MANUFACTURER’S PRODUCT SHOULD BE CONSULTED IN EACH CASE
TO DETERMINE THE CONSEQUENCES OF MISUSING SUCH
PRODUCTS.
P6165
Jun 1/00
Revision 3
RECORD OF REVISIONS
MFG REV
NO DESCRIPTION ISSUE DATE ATP REV DATEI INSERTED BY
4 5/1/1983 10/1’0/1994 ATP/RD
5 See Kighlights 6/1/2000. 10/30/2000 Am/IITJ;

Hamilton Sundstrand
RECORD OF REVISIONS
OVERHAUL MANUAL P6165
VARIABLE PITCH AIRCRAFT PROPELLER

Basic Jul 15/74
1 Aug 1/76
2 Jun 15/79
3 Apr 15/81
4 May 1/83 10/10/1994 /RD
5 Jun 1/00 10/30/2000 /IU%
P6165
Page RR-1
Jun 1/00
Hamilton Sundstrand
P6165
Page RR-2
Jun 1/00
RECORD OF TEMPORARY RFVISIONS

Hamilton Sundstrand
;j~% A United Technologies Company
OVERHAUL MANUAL P6165

P61 65
Page RTR-I
Jun 1/00
Hamilton Sundstrand
THIS ’IS A BLANK PAGE
P6165
Page RTR-2
Jun 1/00
O% Hamilton Sundstrand
TO ALL HOLDERS OF HAMILTON SUNDSTRAND’S

FIELD MAINTENANCE INSTRUCTIONS P6165
APPLICABILITY: MODEL 63E60-27
THIS SHEET TRANSMITS REVISION NO. 5 DATED JUN 1/00
HIGHLIGHTS
Effective June 10, 1999, United Technologies Corporation (UTC) purchased all of the stock of Sundstrand
Corporation and combined Sundstrand and UTC’s Hamilton Standard Division to form Hamilton
Sundstrand Corporation.
Pages which have been revised are outlined below with the highlights of the revision. Please replace the
affected pages with the pages of this revision.
Design Critical Characteristics (DCC) were added to the manual where applicable. Refer to the
GENERAL section for a description of Design Critical Characteristics.
Title Page Updated for Revision 5.
Record of Revisions, Revised for Revision 5.

RR-I/RR-2
Record of Revised for Revision 5.

,snoiveRyrapmT
RTR-I/RTR-2
Service Bulletin List, Revised for Revision 5.

SBL-1/SBL-2
List of Effective Revised to show Revision 5 changes.

Pages,
LEP-1- LEP-4
61-00 Added "Design Critical Characteristics" paragraph.

General Information,
3 and 4
61-10-0 Added >>DCC<< to "Propeiler Hub Nut" in Table 402.

Removal and
Installation, 409
410 Added >>DCC<< to paragraph 4.D.(4).

413 Added >>DCC<< to paragraph 4.D.(17)(a), (c), (e) and (18).
61-10-0 Added NOTE after paragraph 6.I.

Inspection and
Maintenance, 616
Page 1
Jun 1/00
Hamilton Sundstrand
61-10-0 Added >>DCC<< to Figure 803, two places. Added >>DCC<< to Figures
Approved Repairs, 804 and 805.
811 and 812
61-10-0 Added >>DCC<< to Figure 805B.

Approved Repairs,
815
61-10-0 Added >>DCC<< to paragraph 9.B.(p). Added NOTE.

Preparation for
Storage and Service,
908
909 Added >>DCC<< to Figure 902A.
924 Added >>DCC<< to step (e).
925 through 928 Added steps 9.H.(5)(a) through (d), (6), (7)(a) through (e). Added new
step 9.(I)(l)(a). Added >>DCC~ to steps 9.I.(l)(b) and (c). Also text
flow (no technical changes).
Page 2
Jun 1/00
Hamilton Sundstrand
O 1974, 1976, 1979, 1981, 1983, 2000 by United Technologies Corporation
LIST OF EFFECTIVE PAGES
The total number of pages in this manual is 196.

Title Title Jun 1/00 61-00 General 21 Aug 1/76
Title 2 May 1/83 (Continued) 22 Aug 1/76
23 Aug 1/76
Record of Revisions RR- i Jun 1/00 24 Aug 1/76
RR-2 Blank 25 Aug 1/76
Record of RTR-1 Jun 1/00 26 Jul 15/74
Temporary Revisions RTR-2 Blank 27 Aug 1/76
Service Bulletin SBL-1 Jun 1/00

28 Aug 1/76
29 Jul 15/74
List SBL-2 Blank
30 Aug 1/76
List of Effective Pages LEP-1 Jun 1/00
31 Aug 1/76
LEP-2 Jun 1/00
32 Jul 15/74
LEP-3 Jun 1/00
33 Aug 1/76
LEP-4 Blank
34 Jul 15/74
Table of Contents 1 Jul 15/74
35 Aug 1/76
2 Jan /66
36 May 1/83
61-00 General 1 May 1/83

61´•10-1 101 Aug 1/76
2 Aug 1/76
3 Jun 1/00 P’Op System 102 May 1/83
4 Jun 1/00 T’oubleshooting 102A May 1/83
102B May 1/83
5 Jul 15/74
103 May 1/83
6 Jul 15/74
104 May 1/83
7 Jul 15/74 105 Aug 1/76
8 Jul 15/74 106 May 1/83
9 Aug 1/76 107 Jul 15/74
10 Aug 1/76 108 Blank
11 Aug 1/76
12 Blank Servicing and 301 May 1/83
13 May 1/83 Checkout 302 May 1/83
14 Jul 15/74 303 May 1/83
15 Aug 1/76 304 May 1/83
16 Aug 1/76 304A Deleted
17 Aug 1/76 304B Deleted
18 Aug 1/76 305 May 1/83
19 Aug 1/76 306 May 1/83
20 May 1/83 307 May 1/83
P6165
Page LEP-I
Jun 1/00
Hamilton Sundstrand

Servicing and 308 May 1/83 Inspection and 614 Aug 1/76
Checkout (Continued) Check (Continued) 615 Jul 15/74
Removal and 401 Aug 1/76 616 Jun 1/00
Installation 402 Jul 15/74 617 Jul 15/74
403 Aug 1/76 618 Blank
404 Aug 1/76
405 May 1/83 Cleaning and 701 May 1/83
406 May1183
Painting 702 May1/83
407 May1/83
ApprovedRepair 801 May 1/83
408 May 1/83 802 1/83
May
408A May 1/83 803 May 1/83
408B Blank 804 May 1/83
409 Jun 1/00 805 May 1/83
410 Jun 1/00 806 May 1/83
411 May 1/83 807 May 1/83
412 May 1/83 808 May 1/83
413 Jun 1/00 809 May 1/83
414 May 1/83 810 May 1/83
415 May 1/83 811 Jun 1/00
416 May 1/83 812 Jun 1/00
813 May 1/83
Adjustment and 501 Aug 1/76 814 May 1/83
Test 502 Blank
814A Deleted
814B Deleted
Inspection and 601 May 1/83
814C Deleted
Check 602 May 1/83
814D Deleted
603 May 1/83
814E Deleted
604 May 1/83
814F Deleted
605 May 1/83
815 Jun 1/00
606 May 1/83
816 May 1/83
607 May 1/83
817 May 1/83
608 May 1/83
818 May 1/83
608A May 1/83
819 May 1/83
608B Blank
820 May 1/83
609 Jul 15/74
821 May 1/83
610 Jul 15/74
822 May 1/83
611 Jul 15/74
612 Jun 15/79
613 Jul 15/74
P6165
Page LEP-2
Jun 1/00
Hamilton Sundstrand
Subiect P~ibe Date SLib;i;ect Pane Date
Approved Repair 823 May 1/83 Preparation for 915 Aug 1/76
824 May 1/93 Service and 916 Jul 15/74
(Continued)
825 May 1/83 Storage (Continued) 916A Aug 1/76
826 May 1/83 916B Aug 1/76
827 May 1183 917 Aug 1(76
828 May 1/83 918 Aug 1/76
829 May 1/83 918A Aug 1/76
830 May 1/83 918B Aug 1/76
831 May 1/83 919 May 1/83
832 May 1/83 920 May 1/83
833 May 1183 920A May 1~83
834 May 1/93 920B Blank
835 May 1/83 921 Aug 1/76

836 May 1/83 922 Aug 1/76
837 May 1/83 923 Apr 15/81
838 May 1/83 924 Jun 1/00
839 May 1/83 925 Jun 1/00
840 Blank 926 Jun 1/00

927 Jun 1/00
Preparation for 901 Aug 1/76 928 Jun 1/00

Service and 902 Aug 1/76
Storage 903 Aug 1/76
904 Aug 1/76
905 Jul 15/74
906 Aug 1/76
907 Aug 1/76
908 Jun 1/00
909 Jun 1/00
910 May 1/83
910A Aug 1/76
910B Blank
911 Aug 1/76
912 Aug 1/76
913 Aug 1/76
914 Aug 1/76
-914A May 1/83
914B May 1/83
P6165
Page LEP-3
Jun 1/00
Hamilton Sundstrand
P6165
Page LEP-4
Jun 1/00
Hamilton Sundstrand
SERVICE BULLETIN LIST
DATE
SERVICE BULLETIN ISSUE DATE INCORPORATED BY
P6165
Page SBL-I
Jun 1/00
Hamilton Sundstrand
vanlaeLEr rc*
P6165
Pa,oe SBL-2
Jun 1/00
Harnilton U
Standard F~e
TABLE OF CONTENTS
CHAPTER/
SUBJECT SECTION PAGE
GENERAL: 61-00
Description and Operation 1
PROPELLER SYSTEM: 63360-27 61-10-0
Troubleshooting 101
Servicing 301
Removal and installation 401
Adjustment and Test 501
inspection and Check 601
Cleaning and Painting 701
Approved Repairs and Replacement 801
Preparation for Service, Storage and

shipment 901
Table of Contents
Page 1
P6165
Jul 15/74
UNTTED
TECHNOLOGIES
61-00. GENERAL.
Thefollowing tabulation lists the leading particulars for the model

63E60-27 propeller.
TABLE 1
LEADING PARTICULARS
Feather 75 0.5 degrees
Primary Stop Angle 14. 75 ~t 0. 75 degrees
Approach Stop Angle 6. 75 t 0.25 degrees
Tertiary Stop.Angle -2.25 0.8 degrees

Reverse Angle -20 t 0. 5 degrees
Takeoff RPBI Adjustment (Prop. 1260 propeller rpm
Low RPM Adjustment (Prop. 850 propeller rpm
´•I Propeller and Control Operating Hydraulfe conforming

oil to
Fluid MIL-H-5606.
Operating Fluid Capacity 18.5 19 quarts
Propeller Diameter 14 feet 6.25 inches max.
Solenoids 28 volts de
Auxiliary Motor 28 volts de
Ice Protection 208 volts ac, 3 phase (120 volts

per phase)
Synchrophaser 115 volts ac, 400 Hz single phase

Propeller Weight @ry) 626 pounds
ControlWeight @ry) 73 pounds
Blade Reference Station 72-inch station
Blade Fore and Aft Movement 0. 750 inches
61-00
Page 1
P6165 May 1/83
E~fl TEC~NOLOGIES
TABLE 2. CONVERSION FACTORS
MU LTTPLY BY TO OBTAIN
LENGTH
inches 25. 4 millimeter (mm)
VOLUME
ounces 29. 6 milliliters (ml)
quarts 0. 95 liters (1)
MASS
pound 0. 454 kilogram (kg)
ounce 28. 34 grams (g)
FORCE CTORQUE)
pound inches 0.113 newton-meter (N-m)

pound feet 1. 36 newton-meter (N-M)
AREA
square inches 6. 452 square centimeters (cm2)
TEMPERATURE
C" 5/9 (F-32)
NOTE: When running torque is specified, it is defined as follows:

that torque necessary to move a fastener along its threaded
length after engaging the self loc~dng element, but prior to
contact of the fastener face with the part being clamped.
61-00
Page 2
P6165
Aug 1/76
Hamilton Sundstrand
GENERAL INFORMATION
This manual comprises organizational maintenance instructions as well as instructions for buildup, for the
63E60-27 Variable Pitch Aircraft Propeller manufactured by Hamilton Sundstrand, Division of United
Technologies Corporation, Windsor Locks, Connecticut or authorized licensee.*
The major components of this propeller system are as follows:
Nomenclature Part Number

Per Propeller or Aircraft
Quantity Required
Variable Pitch Aircraft Propeller 63B60-27 2/aircraft
Control Assembly 740568-1* I/propeller

Propeller Spinner 7 143 79-1 I/propeller
Propeller Afterbody 583661 i/propeller
Synchrophaser~ 754200 i/aircraft
532134
Synchrophaser~ Base Assy. l/aircraff
Propeller Relay Control 590900 I/propeller

Propeller Ice Control Timer 583176 I/aircraft
Auxiliary Motor Timer 740590-1 I/propeller

Control Torque Retainer Pad 550469 I/aircraft
Inductor 712561 4/aircraft
P/N 740568-01 control is manufactured under license by Microtechnica of

Torin, Italy for the G-222 installation
DESIGN CRITICAL CHARACTERISTICS.
I. The variablepitch aircraft propeller contains parts identified by Hamilton Sundstrand that have
Design Critical Characteristics (DCCs). These characteristics may be either a physical attribute
and/or an associated installation, maintenance, or repair procedure that must be maintained or
accomplished in accordance with the specified criteria in this manual in order to ensure the
continued safe operation of the propeller. One hundred percent compliance is required.
2. ThedefinitionofaDCC isasfollows:
DCC Any definition, tolerance, finish, material, or any installation, assembly,

manufacturing or inspection process, or other mechanical feature which, if
nonconforming, could result in an unsafe condition.
P6165
61-00
Page 3
Jun 1/00
Hamilton Sundstrand
3. All features identified as DCCs in this manual must be maintained within the specified limits.
Also, all procedures processes identified as DCCs must be performed exactly as specified. No
or
deviation from the limits or procedures is permitted. Unless otherwise specified, all DCCs must
be verified whenever there is access to the parts during disassembly or repair, or during installation
or removal of parts to or from the aircraft. We recommend confirmation of conformance to DCC
criteria by a second person.
4. The importance of maintaining a DCC feature

performing a DCC process in accordance with
or
the criteria in this manual does not diminish the importance of complying with all other inspection,
maintenance, repair, and procedural requirements given in this manual. All limits and procedures
in this manual must be followed to ensure the continued airworthiness of the propeller system.
5. In this manual, DCCs are identified with the symbol >>DCC<<.

When this symbol precedes a procedural step, it applies to all processes and tolerances
identified in the step.
When this symbol appears in a table or figure, it applies to the characteristic or part with
which it is associated.
6. Proposed changes to the items within this document that are identified with ">>DCC<<" consti-
tute major changes. Changes to these items in our commercial manuals are beyond the scope of
this document at this time and must be submitted with substantiating data to the FAA Certification
Office at the Engine and Propeller Directorate for review and approval.
7. Hamilton Sundstrand requests a copy of reports desribing serious defects or recurring unainvorthy
a Hamilton Sundstrand part that is identified as containing a >>DCC<<.
conditions issued for
Forward a copy of the report to your local Hamilton Sundstrand Field Service Representative.
P6165
61-00
Page 4
Jun 1/00
Harniiton U
Standard Fle
1. Description (see figure 1).
A. Model Designation. The propeller assembly 63360-27 signifies the
following:
(1) The first digit, 6, denotes a major model type propeller.
(2) The second digit,´• 3, indicates the number of blades.
(3) The letter E designates the shank size.
(4) The third and fourth numbers, 60, indicates the SAE propeller
shaft size.
(5) The two digits, 27, following the dash indicate functional and
installation characteristics of the propeller.
B. The major components comprising the propeller assembly are the barrel,
three blade assemblies, a dome assembly, low pitch stop assembly, pitch-
lock assembly and slipring assembly.
(1) The barrel is manufactured in two halves which are machined and
balanced as a set and must be kept together throughout their service
life.
(a) The barrel retains the blades and carries the high centrifugal
blade loads by means of shoulders at each blade bore.
The barrel provides the means of attaching the propeller to the
engine shaft.
(c) The outboard barrel half supports and retains the dome assembly.
(d) The inboard barrel half extension provides a seat for the control
assembly.
(2) The blades are forged from a hard aluminum alloy. Before the butt
end of the blade is formed a steel beveled washer is installed. The
beveled washer plus a roller thrust bearing and a flat split washer
transfer the loads from the blade to the barrel. The blade fairing is
designed to increase the ram air pressure at the engine inlet.
(3) The dome assembly contains the pitch changing mechanism which con-
sists of a double acting piston whose movement is transmitted through
61-00
Page 5
Jul 15/74
P6165
Q 1 1
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Ham i Iton M.YD´•O
r.ll´•D~´•´•´•. SP´•Q´•~O´•
Standard F\Q
KEY TO FlGURE 1
1. Propeller Anti-Icing 7, Propeller Control

Front Spinner
8, Syachrophaser"Base
2. Spinner Mounting Bulkhead Assembly
3. Propeller Rear´• Spinner 9. Synchrophaser
4. Variable Pitch Aircraft 10. Propeller Relay Control

Propeller
11. Propeller E~lectric Ice Con-
5. Control Torque Retainer trol Timer
and Pad
12. Auxiliary Motor Timer
6. Propeller Afterbody and
Bracket 13. Inductor
62-00
Page 7
P6165
3ul 15/74
Hamilton CD´•-3´•I~
Standard Fle
a rotating and stationary coaxial cam set which is geared to

the blades, and rotates the blades about their longitudinal axes.
The dome shell acts as a cylinder in which the piston moves.
Hydraulic pressure operating on the outboard side of the piston
increases blade angle and hydraulic pressure operating on the
inboard side of the piston decreases blade angle. Stop rings
provide fixed angle mechanical stops for reverse and feather.
Latches on the stationary cam lock the rotating cam when
feather is reached. The feather latch can be overcome hydrauli-
cally for unfeathering operation.
(4) The low pitch stop assembly is contained in the dome and limits
the travel of the propeller piston in a decrease pitch direction.
The low pitch stop assembly provides two retractable mechanical
stops which are servo controlled.
(a) The primary mechanical stop is formed by the wedge con-

tacting the rearmost mating seat of the stop levers. This-
is the normal inflight position of the stop levers. The pro-
peller operates at or above this setting in flight until
APPROACH/TERTIARY SELECT switch is selected for
APPROACH position;
The approach mechanical stop allows a lower blade angle

for reduced thrust, thus allowing a steeper and slower
approach operation for short field landings. The stop
levers are partially retracted by movement of the wedge
foIward so that it contacts the forws~d seat of the stop
lepers. Then, the piston can contact the forward shoulder
of the stop levers and normal governing can decrease the

blade angle.
(5) The propeller pitchlock assembly Is located within the propeller

barrel. The: purpose of the pitchlock is to minimize propeller
overspeed by mechanically preventing a decrease in blade angle
after engagement. Pitchlock is achieved by meshing two members
which will prevent the rotating cam from turning in a decrease
pitch direction. These members are also used to provide the
tertiary mechanical stop for ground handling operation when
TERTLARY POSITION is selected at the APPROACH/TERTIARY
SELECT switch.
.,np
P6165 Page 8
Jul 15/74
HAMIUON
(6) The locking members of the pitchlock are the stationary ratchet
ring and the pitch stop ratchet ring.
(a) The stationary ratchet ring is splined to the barrel

and locked in place.
(b) The pitch stop ratchet ring is splined to the dome rotating
cam and can move axially along the splines, as well as.
rotating with the Cam. The pitch stop ratchet ring is

spring loaded toward engagement but is normally held
disengaged by hydraulic pressure. A propeller overspeed
or loss of hydraulic pressure allows the ratchets to en-
gage. Normal disengagement of the

ratchet rings will
occur after sufficient oil pressure is restored to obtain a
small blade movement towards increase pitch.
(7) The slipring assembly transfers electrical power from the

stationary propeller control to the rotating propeller for de-
icing, anti-icing, and blade control switch circuitry. A magnet
is installed on the slip ring assembly for Synchrophaser operation.
C. The propeller control is a self~ontained, non-rotating assembly

which mounts the extension of the propeller barrel. It contains
on
the transfer bearing, pumps, governors, valves, and linkages which

supply propeller pitch change mechanism with hydraulic pressure
the
of proper and direction to vary the blade angle as required
magnitude
for the selected operating condition. A speed bias servo and a pulse
1 generator coil are used for Synchrophaser operation.
(1) The transfer bearing hydraulic fluid from

is used to transfer
the stationary control to the rotating propeller. The rotating
sleeve of the transfer bearing is splined to-the extension of the
propeller barrel. The rotating sleeve is geared to drive the
pitch change governor, the pitchlock governor, the main pump,
and the scavenge pump.
(2) The main pump provides a continuous supply

of hydraulic pres-
sure for pitch change requirements when the propeller is rotating.
The scavenge pump pumps fluid from the atmospheric sump into
the pressurized sump.
61-00
Page 9
P6165 Aug 1/76
nULMIMW STAWDARD
i~jawo
IIC#LDQ1Q~.
(3) The electrical motor driven auxiliary

supplies auxiliary
pump
hydraulic pressure for
feathering, and
accelerating pitch change
when reverse is selected. In addition, this pump supplies the
required hydraulic pressure for unfeathering and static propeller
ground operation. The auxiliary motor operating cycle is con-
trolled by the auxiliary motor timer.
(4) The pitch change governor´•is’ a speed and acceleration sensitive
1 flyweight governor with a speeder spring that opposes the ny-

weight force. These forces are balanced when the propeller is
an-speed, To change the propeller governing RPM, the load ap-
plied to the speeder spring is mechanically changed by the con-
trol lever.
I (5) The pitchlock governor is a speed and oil pressure sensitive ny-
weight which meters hydraulic fluid to the pitchlock assembly in
the propeller. If an overspeed occurs, the pitchlock governor
dumps the pitchlock pressure and the locking members engage,
mtni~mizing blade angle reduction. Sfmilarly, if system pres-
sure is lost, the pitchlock will engage.
D. Thepropeller anti-iced front spinner, the rear spinner and the pro-
peller afterbody and bracket are used to streamline the’aow of air
past the propeller to the engine inlet. An opening in the front of the
anti-iced front spinner directs cooling air over the propeller and
propeller control external surfaces. Electric anti-icing of the
spinner front section and de-icing of the spinner front section and
propeller blades is accomplished through resistive wires imbedded
in the spinner and in the blade deicer boots. When the system is
in use, the nose of the spinner front section is continually anti-iced
and the plateaus and rear portion of the front spinner and the blades
are cyclically deiced. Cyclic de-icing is controlled by a timer.
E. The Synchrophaser adds an electronic refinement to the governor

system by comparing number two propeller speed to number one
propeller speed and supplying a signal to bias the number two
governor speeder spring to obtain identical propeller speeds. After
establishing the same speed the Synchrophaser then maintains a
phase, or angular, relationship between the two sets of blades. The
desired preset propeller phase relationships are maintained by the
Synchrophaser circuits to transmit the least amount of vibration
and noise to the airframe.
Page 10
P6165 Aug 1/76
NAMILTON STANDARDow~cl
fBSn*OLWIB´•r
F. The propeller relay control contailis the relays for the electrical
circuits of the propeller control system. The relays are utilized
for the functions of the electrical low pitch stops and the anticipation
circuits and selection of the primary, approach, and tertiary stops,
feather, unfeather and unreverse.
G. The control torque retainer and pad mounts on the engine and mates
with the propeller control to prevent control rotation.
H. The auxiliary motor timer controls the operating cycle of the

auzillary motor. This timer operates for twelve seconds for
I featherlng and four seconds for reverse operation
i. The electric ice control, timer controls the deicing cycle of the pro-
pellers. Deicing is cycled from propeller to the otherin thirt´•
I second intervals.
one
J. An incEuctor is included in each blade switch circuit to prevent AC

power feedback from the common ground of the sllpring assembly
and the DC power system.
sl~o
-Page 11
P6165 Aug 1/76
UNITED
TECHNOLOGIES
2. Operation (See Figures 2 Through 12).
A. Constant speed governing propeller rpm is the system normally used

during flight from takeoff to touchdown (See figure 2). Prpm is selected
by positioning the propeller control lever. Governor flyball force acting
against speeder spring force positions the pilot valve. The pilot valve
hydraulically controls a coaxial valve, which follows the motion of the
pilot valve. The coaxial valve directs pump pressure to the outboard
side of the piston (to increase blade angle) or to the inboard side of the
piston (to decrease blade angle) as necessary to maintain a constant
prpm. The stability of the governing system is aided by a governor pres-
sure regulating valve which, in conjunction with the selector valve, main-
tains a constant pressure drop across the pilot valve and dumps pres-
sure, in excess of the required pressure drop, to the pressurized sump.
A buffer piston is included in the governor system to improve governing
stability. During governing operation a decrease pitch restrictor main-
tains a low rate of blade angle change towards low pitch by directing re-
turn high pitch fluid through the restrictor orifice.
NOTE: Figure 2 hydraulic schematic shows the 63360-19 engine con-
trol system and is included for illustration purposes only. To

I convert this schematic to the 63360-27 configuration, change
the words "third" to ’Yertiary" and "secondary" to "approach"
at three places each.
B. Pftchlock. (See figure 2.) The pttchiock system locks the blades at a
fixed blade angle in case of an overspeed or loss of hydraulic pressure.
(1) The locking members of the pitchlock

assembly are kept disengaged
by pump pressure metered through the pitchlock pressure regulating
I valve, if an overspeed of approximately 6 to 8 per cent above 1260

prpm occurs, the flyweights of the pitchlock governor position the
governor plunger to dump pitchlock pressure. Similarly, if system
pressure is lost, the pitchlock will engage.
(2) Once the pitchIock system engaged, a return of pressure to the

is
pitchloclr cannot the
locking members for governing unless
disengage
sufficient pressure is available to Increase blade angle. Since the
ratchet design does not impede increased movement, featherfng can
be accomplished If sufficient pressure is available.
(3) The following features prevent the pitchlock from interfering with
other operations.
61-00
Page 13
P616j ~Iay 1/83
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61EIO PROPLLLEIU)U~ROC
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ORIGINAL
As Received By
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(a) During governing, the pressurizing valve prevents decrease pitch

pressure from being directed to the dome until sufficient pressure
is available to prevent pitchlock.
(b) ~Nith the propeller in feather, the pitchlock is mechanically cam-
med out to prevent interference with unfeathering.
(c) During reversing, the pitchlock is cammed out and engagement at

the telrtlnrv stop position is prevented by pump pressure in the pitch-
lock line.
C. Feather. Refer to hydraulic schematic, figure 2, and feather electrical

NOTE: Feather can be initiated by three methods, described in the

following paragraphs.
(1) Propeller control lever feathering is initiated by positioning the

control lever into the FEATHER position. This mechanically posi-
I t;lo the feather valve in the control which directs

to the outboard side of the
hydraulic fluid
propeller piston. The propeller control
lever also actuates switches which supply power to the feather but-
ton coil which pulls in the feather button and electrically duplicates
feather button feathering which is described in paragraph (2). Power
is supplied to the a~dliary motor timer constantly while the pro-
peller control lever is in FEATHER to prevent it from recycllng
when the feather button is released. Propeller control lever feather-
ing overrides all other operations.
(2) Feather button feathering is initiated by pushing the feathering but-

ton, The feather buttonenergizes the feather solenoid, the a~udliary
motor power relay, the a~udliary motor timer, the feather button
I holding coil and the featlher button‘ light. The atudllsrr motor power
relay energizes the auxiliary motor and pump to provide hydraulic
fluid for feathering. The energized feather solenoid directs hydraulic
~uid to the feather valve which is hydraullcaUv shifted. The feather
valve then directs hydraulic fluid to the outboard side of the propeller
1 piston to feather the propeller, At the end of twelve seconds the

a~udllary motor timer breaks the ground to the a~udllarv motor power
relay and the feather button holding coil, deenergizing ~he atudllary
motor and neutralizing the feather button. Feather but~ton feathering
61-00
P6165 Page 15
Aug 1/76
HAMILTO~J SCANDARD
rtu~w
isinoperative with the power lever in reverse range. Relay R,

energized with the power lever in reverse range, breaks power to
feather solenoid.
(3) Fire handle feathering is initiated by actuating the main engine fire
handle. (For fire handle featbering the power lever must not be in
the REVERSE position. Once the fire handle feathering is initiated
die sequence of events is the same as described for feather button
feathering.
PROPELLER
CONTROL LEVER
890
RPM
AUXILIARY
MQTOR
IVDC´•h)=)
1260RPM(i FEATHER
ZBVDC
FEATHERBUTTON
AUXILIARY MOTOR
POWER RELAY
AIBIFIEIC
ILIARY
TIMER
FEATHER
B I SOLENOID
F EIG
PROPELLER RELAY
CONTROL
TO TERMINATE EARLY CONTROL

LEVER MUST BE OUT OF FEATHER
AND FEATHER BUTTON PULLED OUT
15--L2N--3 t 7A
Feather Electrical Schematic

Figure 3 61-00
Page 16
P6165~ Aug 1/76
nnrm~ron smnoaw,
~D´•mb
D. Unfeather. Figure 4 shows propeller blades at feather and the
the
unfeather circuit energized. unfeather, the propeller control
To
lever must be out of the FEATHER position.
(1~ Unfeathering is initiated by pulling out the feather button. This

supplies power to the auxiliary motor power relay and the un-
feather solenoid. The auxiliary motor power relay is grounded
for 12 seconds through contacts in the auxiliary motor timer.
The unfeather solenoid receives its ground through a contact of
de-energized relay Q and a contact of energized relay K. The
unfeather solenoid directs hydraulic fluid to back up the decrease
pitch relief valve, thereby building up sufficient pressure to
overcome the feather latches for unfeathering. The auxiliary
pump supplies the pressure and the pilot valve being in an
underspeed condition direct;s it to the inboard’side of the pro-
peller piston.
(2) Normally, the unfeather cycle by releasing the

is terminated
feather button just after rpm starts to increase indicating blade
angle is decreasing. However, if the switch is continually held
out, the number 1 blade switch will open at approximately 40
degrees and remove the ground for the unfeather solenoid by
de-energizing relay K. The auxiliary motor power relay will
de-energize at the ~nd of the timer’s 12 second cycle.
E. Electrical Primary Stop. The electrical primary stop is a safety

feature incorporated to prevent the blades from inadvertently passing
appreciably below the mechanical primary stop setting if a system
malfunct~on permits blade angle to go below the primary stop. See fig-
ure 5. The electrical primary stop is de-activated when approach or ter-
tiary stop or reverse is selected.
(1) If the propeller blades inadvertently pass below the primary

mechanical stop, the number 2 blade switch closes at approxi-
mately 11 degrees providing a ground for relay Q which energizes.
(2) A ground circuit for relay D is completed through a contact of

deenergized relay P, a contact of energized relay Q and a con-
I tact of deenergized relay N.
(3) Energized relay D supplies power to the feather solenoid through

a contact of energized relay D, a contact of de-energized relay
F, a contact of de-energized relay K, a contact of the power

lever reverse switch, and a contact of de-energized relay R.
This causes a small blade angle increase until number two blade
switch reopens and de-energizes relay Q which de-energizes the
feather solenoid.
61-00
Page 17
P6165 Aug 1/76
nnnnlwn STAWD~LRD
~rr 766lWRLRRWEn
AUXILIARY
MOTOR
t6VDC
B
AUXILIARY
MOTOR I II I \FEATHER
POWER ReLAY
br~a- BUTTON
za VDC i
J UNFEATHERIH
SOLENOID r SLIP
A(BIFIEICI I RINGS
(-X-)
FEA.
UIMC
AUXILIARY MOtOR
TIMER
INDUCTORA
REV.
IBUDE
DI Irl 1J ~IU CONTROL SWITCH
PROPELLER
RELAY CONTROL
ll--LZ7Y--t75B
Unfeather Electrical Schematic

Figure 4 61-00
Page 18
p6165
Aug 1/76
UNITED
TECHNOLOGIES
(4) If the condition prevails that caused the blades to go below the
primary stop, the propeller blades will cycle at appro~mately
11 degrees asthe number two blade switch opens and closes, and
the first blade angle indication light will flicker on and aff’as the
blades cycle.
F. Approach Stop. Refer to hydraulic schematic, figure 2, and Approach

Stop Selection Electrical Schematic, figure 6. The approach stop cannot
be attained unless the propeller governor is in an underspeed condition
as governing action overrides the approach stop selection. Approach
stop selection is also overcome by feathering, reversing, tertiary stop
I selection, and power lever bursts which actuates the anticipation switch,
(1) Selection of mechanical

approach stop operation is initiated by posi-
tioning the APPROACH/TERTIARY SELECT STOP switch to the
APPROACB position.
Power through the switch illuminates the approach selection light and
is routed through the power lever anticipation switches in both nacelles
and then energizes relay L which is grounded through controls of de-
energized relay X.
Power through the contact of energized relay L leaves the right

propeller relay control to energize relay L of the left propeller
relay control. Relays L are in series fcn~ the approach stop to
ensure that an electrical malfunction in either propeller relay control
cannot result in only one propeller going to the approach stop. Power
from a contact of energized relay L in the left propeller relay control
passes through contacts of de-energized relays K, in both propeller
relay controls, to energize both unfeather solenoids. Unfeather
solenoids are grounded th~ough de-energized relays Q and energized
relays L.
I (2) With the unfeather solenoid energized,

is backed up, allowing pressure to rise.
the decrease
This
pitch relief valve
valve normally limits
low pitch pressure below the actuation point of the restrictor bypass
valve and the primary stop release valve. When power is reduced
and the governor senses an underspeed, it routes metered pump
pressure to decrease propeller blade angle. As the decrease pitch
pressure rises above its normal value, it opens the primary mech-
anical stop release valve allowing decrease pitch fluid to now through
the valve to theapproach mechanical stop release valve where it
bleeds through to the servo piston and dump tube passages. The de-
crease pitch pressure moves the servo piston forward, repositioning
61-00
P6165 Page 19
Aug 1/76
3juNITE~
TECHNOLOGIES
POWER LEVER
02 BLADE
IDLE I II CONTROL SWITCH
´•Iri~REMRSE RINGS
´•c~-: m~ucxa
REV.
LBVOC
FEATHER
nl BLADE ANGLE
SOLENOID
INDICATION LIGHT
+)n vDC
G1J Wt INI 1MI IS
PROPELLER
RELAY CONTROL
li-LZN-274B
Primary Stop Electrical Schematic

Fi~ure 5
APPROACH
SELECTION
LIGHT (c;L, I SLIP
LEFT POWER LEVER RINGS FEA.
APPROACH/TERTIARY I ANTICIPATION SWITCH
SELECTOR SWITCH I c, RIGHT POWER LEVER
ANTICIPATION SWITCH
~1
ZB APPROACH POSITION
REV.
vMC ~Z BLADE
INDUCTOR
FROM LEFT PROPELLER RELAY CONTROL
r-------------------
s´•- CONTROL SWITCH
VDC
TO LEFT PROPELLER UNFEATHER
BLADE ANGLE
I REUY
INOICATION UGKT
LI IJ T M Ni IDIP Z V
PROPELLER
RELAY CONTROL
Lr--------~
i.
L
a
Approach Stop Selection Electrical Schematic

61-00
F%ure 6
Pege’O
P6169
May 1/83
SIIUIDARD
i~jao"b
the wedge and allowing the levers to seat at their next position at
I approximately 7 degrees. The dump valve tube also moves forward
arhen the slot in the tube aligns with the dump valve passage, servo
piston pressure is c~mped to the high pitch line, removing the actuating
pressure ~om the servo piston and preventing further. servo piston
travel.
(3) As the blade angle decreases the number 2 blade switch closes at
I approximately 12 degrees (3 degrees below the primary stop). elay
Q energizes and the first blade angle indication light illuminates.
I This circuitry is represented by dashed lines in figure 6. Energized
relay 8 removes the ground circuit for the unfeather solenoid, ending
the approach stop selection. The blade angle continues to decrease
to the approach stop setting of apprordmately 7 degrees through normal
governing.
(4) If, during mechanical approach stop operation, either power lever is
advanced to 2170 shaft horsepower or higher, the power lever anei-
cipanon switch will open. This has the same effect as moving the
APPROACH/TERTIARY SELECT switch to the off position since the
APPROACH position of the switch is connected in series with the
anticipation switches. Thus, both propellers will revert to the con-
ditions described previously (sub-paragraph E) for the electrical
primnrv stop system (see figure 5) because both propeller blade angles
are below the settings of the mechanical primary pitch stops. There-
I fore, both propeller blade angles will increase to approximately 12
degrees and normal governing will be available to increase each pro-
peller blade angle further to control overspeeding which may result
from the power burst.
G. Electrical Approach Stop. The electrical approach stop is a safety fea-

ture incorporated to Drevent the blades from inadvertently passing appre-
ciably below the mechanical approach stop setting if a system malfunction
permits the blades to go below the mechanical approach stop while the
APPROACH/TERTIARY SELECT switch is in the APPROACH position.
See figure 7.
(1) If the propeller blades inadvertently pass below the mechanical

approach stop, the number 1 blade switch will close at apprordmately
4 degrees, (3 degrees below mechanical approach stop). The number
I 1 blade switch provides a ground for relay K which energizes. At
this time, ground for the second blade angle indication light is
a
provided through a contact of energized relay O and a contact’of

energized relay K.
61-00
Page 21
P6165 Aug 1/76
HAMIL~ON STANDARDoVI~Jld
UIW
lsOYOL001L´•´•I
FEA.
SLIP
RINGS
POWER LEVER "I BLADE

A
ANTICIPATION SWITCH CONTROL SWITCH
APPROACHmRTIARY W OTHER POWER LEVER POWER LEVER
SELECTOR SWITCH FEA.
ANTICIPATION SWITCH
O VDC FLIGHT FINE I INDUCTORS

POSITION
REV:
~1BLADE
COKTROLSWITCH
re MV
POWER LEVER
BLADE ANGLE FEATHER
BLADE ANGLE REVERSING
INDICATION LIGHT INDICATION LIGHT SOLENOID
LB VDC SWITCH
ol IMI IPI IJI IXI IWI IEIG
O I D
IA I I I I ,-I I I PROPELLERRELAY
CONTROL
I~
~5-L17Y--?72C
Approach Stop Electrical Schematic

Figure 7
61-00
P6165
P~e 22
Aug 1/76
HAMIUO~J SPAeSDARDoH,
(2) Relay D receives ground through a contact of de-energized relay P,

a a
a contact of energized relay Q, a contact of de-energized relay N, a

contact of the energized relay L, and a contact of energized relay K.
(3) Power through a contact of energized relay D passes through a contact

of de-energized relay F, a contact of energized relay L, the power
lever reversing switch, a contact of de-energized relay R to the feather
solenoid. This causes the blade angle to increase. ’As the number
1 blade switch opens, the feather solenoid de-energizes.
(4) ~e blades then cycle at appro~dmately 1 degree blade angle as the

number 1 blade switch opens and closes. The second blade angle
indication light will flicker on and off as the blades cycle whereas
the first blade angle indfcation light remains lit.
H. Reverse. Refer to hydraulic schematic, figure 2, and reverse electrical

(1) Reversing is ininated by placing the power lever in the REVERSE

position. This mechanically poettions the pilot valve in an uader-
speed caaditian. The po~ r lever also rotates the reversing valve
cam and the mechanical approach reversing valve cam which open
their respective valves, setting up the system to retract the two
positfon stop levers. The reversing valve backs up the decrease
pitch relief valve with pump pressure. The decrease pitch pressure
rises and actuates the primary mechanical stop release valve which
opens and admits decrease pitch nuid to the approach mechanical

stop release valve. The reversing valve also applies pump pres-
sure to one side of the ternary stop dump valve. At the same time,
the mechanical approach reversing valve applies pump pressure
to the other side of the tertiary stop dump valve. This creates
a balanced conditfoa which prevents movement of the tertiary stop
dump valve. Pump pressure from the mechanical approach reversing
I also shifts the control approach reversing valve and admits

evlav.enlI
pump pressure to pitch lock The approach mechanical stop re-
lease valve is thus shifted, closing the dump valve line and applying
low pitch fluid from the primary stop release valve directly to the
The servo piston moves the wedge forward and the
I servo piston line.
stop levers retract. As the blades decrease pitch, the pitch lock is
kept from engaging at the ground handling tertiary stop by pump pres-
sure in the pitch lock line. Dwlng the reversing operation, the in-
creased low pitch pressure also opens the resistor bypass, increas-
ing the rate of change to reverse pitch. Pressure differential between
low and high pitch nuid is controlled by the surge valve.
61-00
Page 23
P6165 Aug 1/76
HAMILIOW STANDARD
(2) Electrically, the reverse circuit energizes relay R, N, and D. Once

relay R is energized, the a~udllary motor power relay energizes and
the a~udllary motor operates, increasing the rate of blade angle change
toward reverse. The dashed lines of figure 8 represent circuitry en-
ergized during reverse but used only to establish unreversing require-
menta. Blades are shown in reverse.
(a) As the blades move toward reverse, the number two blade switch
closes at appro~dmately 12 degrees, providing a ground for relay
Q. Relay Q energizes and the first blade angle indication light
illuminates.
SLIP RINGS
FEA.
POWER LEVER
IDLE
REVERSE
t.o.~;
AUXILIARY 7 REV:
MOTOR
A
ZBVDC Al BUDE
CONTROL SWITCH
25VDC
CI-I FEA
AUXILIARY MQTOR~
POWER RELAY I REV
INDUCTORS
P1 BLADE
CIEIFIBIA CONTROL SWITCH
zevoc
nz SLADE ANGLE
INDICATION LIGHT +)tBVDC
AUXILIARY 1 \3/ ~lr‘izffl BLADEANGLE

MOTOR TIMER I I I I INDICATION LIGHT
Al IClDI rMI re I IN rrxrJ
r"
K 1 I q
R I L,,,,,,,,,,,,,,
L,
15--L27Y--?71C
Reverse Electrical Schematic

Figure 8 61-00
Page 24
P6165 Aug 1/76
n*mlMlsm~oaRo
~D-*
(b) The number one blade switch closes at approimately one degree,
supplying ground
a for
relay K and the second blade angle indication
light illuminates by grounding through contacts of energized relays
and K.
(c) The blades continue moving until the reverse stop is reached.
Four seconds after initiating reversing, the timer opens the
ground to the a~udliary motor power relay terminating the auxil-
iary motor power relay which terminates the atudllary motor.
Hydraulic ~uid pressure supplied by the main pump holds the
propeller in reverse.
I. Unreverse. Figure 9 shows the propeller blades in reverse with the

electrical circuits energized to unreverse the propeller. The dotted
lines represent unreverse termination circuitry.
(1) Moving the power lever out of reverse returns the valves that were
actuated in the control for reversing to their normal position and re-
leases the governor for normal governing.
(2) During reveree operation, relays R, N, and D were energized to es-
1 tabllsh unreversing circuitry. Relay K and B were energized, illu-

minatin%No, 1 and 2 blade angle indication ll@Jlts.
(3) Moving the power lever out of reveree de-energizes relay R With
relay R de-energized, a circuit to the feather solenoid is completed
through a contact of energized relay D, contact of de-energized relay
F, contact of energized relay N, power lever reverse switch and a
contact of de-energized relay R.
(4) As the blades move out of reverse, the number 1 blade switch opens
at apprordmately 1 degree, relay K de-energizes, and the second
blade angle indication light goes out.
(5) At appro~dmately 12 degrees, the number 2 blade switch opens breaking

the ground for relay Q and the first blade angle indication light goes out.
At this time, the feather solenoid remains energized for continued in-
crease in blade angle as the ground for de-energized relay F is incom-
plete since relay K remains de-energized.
(6) At approldmately 20 degrees, the number 1 blade switch closes providing

a ground to energize relay K. This provides a ground to energize relay
F, removes power to de-energize relay N, removes power to de-ener-
gize feather solenoid and removes ground to de-energize relay D. This
in turn removes power to de-energize relay F and complete the unreverse
sequence.
61-00
Page 25
P6165
Aug 1/76
RAMIUORSTANDARD
~ausll ld
lS#OU)DlESn
J. Tertiary Stop (Cround Handling) Selection. (See Figure 10). The

mechanical ternary stop is incorporated to provide a low blade angle
for low forward propeller thrust during ground handling operanon. The
tertiary stop cannot be reached unless the APPROACH/TERTIARY SELECT
SWITCEI is posinoned to tertiary, the propeller control governor is in
an underspeed condinon, and the landing gear switch is actuated insuring
that the aircraft is on the ground. The tertiary stop will automatically be
overcome at any time the propeller control governor is in an overspeed
condition. The teFtls~p stop selecnon can be overcome by governing,
feathering, reversing, power lever burst which actuates the anHcipaHon

switch, or by positioning APPROACH/TERTIARY SELECT SWITCH to
the OFF positian.
POWER LEVER SLIP nYFEA.

IDLE T RINGS
m.c;´•Lp
112 BLADE ANGLE
REMRSE REV.
INDltATION UG~
)t BLADE ANGLE
FUT~L.
SOLEK)ID
rC~-: ´•IBUD.
CONTROL SWITCH
IND\CA’TION UG~T
FE*;
22VOC
REV;
,i_
2 SUDE
28MC CONTROL SWITCH
I I
PROPELLER
RELAY CONTROL
i.
I´•
I~
I´•
I´•
(5--Lt7V--2708
Unreverse Electrical Schematic
Figure 9 61-00
Page 26
P6165 Jul 15/74
nunluow S*~UIDARD
(1) Tertiary STOP (ground) by placing the APPROACH/

is initiated
TERTIARY SELECT SWITCH in the tertiary position which illu-
minates the TERTIARY SELECT LIGHT. Both relays X and P are
energized by power coming from the switch through the landing gear
switch and the power lever reverse and anticipation switches. Power
throu~h a contact of energized relay X energizes the tertiary stop
solenoid, Power through a contact of energized relay X and a con-
tact of deenerglzed relay K energizes the unfeather solenoid which
grounds through a contact of energized relay K.
(2) The unfeather solenoid allows pump pressure to back up the decrease
pitch relief valve. Refer to figure 2. Decrease pitch pressure rises
and opens the primary mechanical stop release valve. This action
is thesame as the approach stop operation, The tertiary stop solenoid
applied pump pressure to tertiary stop selector valve which is open
TERTIARY SELECT POWER LEVER

LIGHT LAWdlNG GEAR J--C- A ANTICIPATION
TERTIARY
APPROACH/TERTIARY SWITCH SWITCH
SWITCH POWER LEVER
Off, ~SELECT ~2g VDC
REVERSE SWITCH
´•APPAOACH
P~BLADE
Il
vacO- Ore voc
I SLIP RMGS CONTROL SWITCH
I I;, BLADE I ~ULIT FEA.

ANGLE
INDICATION
LIGHT
I REV.
)2 BLADE I I FEA.
ANGLE
INDICATION INDUCTORS
LIGHT
REV.
f t B~DE
CONTROL SWITCH
SOLE_NOID
PROPELLER RELAY
I I I-I CONTROL
,_1 I
__--___l_i
_j
ll--C27Y--269C
Tertl~rv Stop Selection Electrical

Figure 10 61-00
Page 27
P6168
Aug 1/76
’kso"d
~AMIUON S~AWDARD
and routes pump pressure to the tertdarv stop dump valve and the
control approach reversing valve. The tertiary stop dump valve is
maintained in neutral position by pump pressure on the opposite
a
end from the unfeather solenoid. The pitchlock pressure line is

held open to the pitchlock assembly. The control approach
reversing valve is shifted by pressure from the ternary stop sol-
enoM and directs the pump pressure into the pitchlock line. The
pump pressure in the pitchloclr line opens the approach mechanical

stop release valve wpich closes the dump valve line and directs low
pitch oil pressure from the primary mechanical stop release valve
directly to the servo piston line. The servo piston moves forward,
removing the wedge and allowing the two position stop levers to fully
retract. When the governor is in an underspeed cordition, the blades
1 decrease pitch below the approach stop. At approximately 12 degrees
the number two blade switch energizes relay B by providing a ground
to relay B. Energized relay O now provides a ground for the first
blade angle indication light. At approldmately one degree the number
one blade switch closes providing a ground for relay K. Relay K
energizes, unfeather solenoid de-energizes, and second blade angle
indicstion light illuminates, terminating the tertiary stop select
I sequence. Circuitry for this is represented by dashed lines in fi~ure

10. Pump pressure is now removed from one side of the ternary
stop dump valve and pump pressure on the other side shifts it,
connecting the pitchlock line in the propeller to the atmospheric
sump. The pitch locking members engage at apprordmately -2
degrees to serve as the mechanical ternary stop.
(3) If, during tertiary stop operanon, a power lever is advanced to 2170
shaft horsepower or higher, the power lever anticipation. switch
will open. This has the same effect as moving the APPROACH/TERTIARY
SELECT switch to OFF posinon since the tertiary position of the
switch is connected in series with the anncipanon switch but the
tertiary select light will remain lit. Thus, the tertiary stop will be
released as described in paragraph K following. Therefore, the
propeller blade angle will increase above the prim~v stop setting
to 20 degrees in anticipanon of a power burst and
normal governing will be available to increase the blade angle further
If the APPROACH/TERTIARY SWITCH remains in the ternary
posinon, the propeller will return to the tertiary stop upon deactivanon
of the power lever anticipation switch.
K. Tertinrv Stop Release. Figure 11 shows the propeller blades at the

I terti~v stop. Dashed lines indicate termination of terti~v stop release
circuit.
61-00
Page 28
P6165
Aug 1/76
HAMIL~OW STANDARD a""d
9LIP RINtS
FEA.
28 VDO
REV.
YP BLADE ANGiE INDICATION LICNT
CONTROL SWITCH
Y( BLADE ANGLE
INDICATION LIGHT FEA:
INDUCTORS
REV:
r-
Qz e~
ze voC
FEATHER L CONTROL SWITCH
C) nSOLENOID
NIBIXIMI I~ G D
PROPELLER RELAY COKTROL
L,,,,,,,I,,_,,,,
II-- L2N--2788
Tertiary Stop Release Electrical Schematic 61-00

Figure 11 Page 29
P6165 Jul 15/74

)ULII~IWW STIUIDAW) awJld
u~rCD
(1) Positioning the APPROACH/TERTIARY SELECT Sa?TCH in OFF

position removes power ~om relay X, de-energizing it, The original
source of power to relay P is also removed, but the
relay remains
energized through a contact of de-energized relay F and one of its
own contacts in the energized position.
(2) Relay D is
grounded through a contact of de-energized relay X and
a contact of
energized relay P. Power thrcugh contacts of energized
relay D, de-energized relay F, and energized relay P energize the
feather solenoid.
(3) As the blade angle increases, the number 1 blade switch opens at
approximately I degree, de-energizing relay K, and the second
blade angle indication light goes out. The number 2 blade switch
opens at approximately 12 degrees, de-energizing relay Q, and the
first blade angle indication light goes out.
(4) The blade angle continues to increase until the number 1 blade switch
closes again at approximately 20 degrees, supplylnga ground to relay
K. Relay F receives power from the contact of energized relay D and
grounds through the contact of de-energized relay a and energized
relay K.
(5) Energized relay F removes the power from the feather solenoid and
relay P. De-energizing relay P interrupts the ground circuit for
relay D. De-energized relay D removes the power for relay F and
the sequence is terminated.
61ii0
P6165 Page 30
Aug 1/76
nunl~* smwDaRD
IO#WOLDQ~n
L. Deicing and Anti-Icing System. Figure 12 shows the deicing and anti-icing
system energized. Power is supplied to the ice control power relay through
a deice ON/OFF switch, and a contact of the landing gear switch which com-
pletes the circuit when the weight is off the landing gear. The landing gear
switch insures that the heaters are not inadvertently left on and damaged an
the ground.
CAUTION: A DEICE TEST SWITCH IS INCLUDED IN THE CIRCUIT SO

THAT A GROUND CHECK MAY BE PERFORMED.
WITH THE ENGINES NOT RUNNING, THE GROUND
CHECK SHALL NOT EXCEED ONE MINUTE OF OPER-
ATION FOLLOWED BY AT LEAST ONE HOUR FOR
COOLING BEFORE RECHECKING. WITH BOTH
I ENGINES RUNNING ABOVE 850 prpm, A CONTINLTOUS

GROUND CHECK IS PERMISSIBLE WHEN NECESSARY.
(1) Power is supplied to the anti-icing section of both front spinners

through phases A and B of the 3 phase AC supply. This power is
supplied continuously while the system is operating.
(2) Power is supplied by phase C to the deicing portions of both propellers.

It is cycled from one propeller to the other, in 30 second intervals, by
the propeller electric ice control timer.
61-00
Page 31
P6165 Aug 1/76
D""d
STANDARD
"’WWE TECR#rCOWE n
r,l PnASE AC
a clov PET!
ELAOE PnASE
C)
DUQL
ICE C~ONTROL
PuTaAu I I I POWER RELAY
OBICE ,BRUSn ELOCI( DEICE
TEST SWITCH ZBVDC
DEICE ON/DPr
swlnn
i,,,
9WrrC~g9
LANCING GEAR
SWITtW
A
TO Q~HeR
´•P1~OPPILLER
g
ANTI-ICE MOTOR
p A
G OEICING
(LI
SLIP 6EOUBNCE
IKn
RING C
POWER
ANTI I& I.s
RELA_w
I ncursnum.
INCH
osrr
I
TO OTHER
PROPELLER ELECTRIC
PROPELLER
ICE CONTROL TIMER
DEICE
Deicing and Anti-icing Electrical Schema#e

12 61-00
Figure
Page 32
P6165
Jul 15/74
)UUIIILTOW STdWDARD DvMnd
i~i Urrb
M. Synchrophaser System Circuit. See Figure 13.
(1) The aircraft supplies the Synchrophaser with 115V 400 Hz operating
power. The Synchrophaser regulates´•the supplied voltage as needed
for operation. The Synchrophaser also applies the aircraft supply
voltage through the phase shifting capacitor to the speed bias motor
reference winding. This gives the voltage across the reference
winding a nominnl 90 degree phase shift (lagging) with respect to the
I aircraft supply voltage. The Synchrophaser’s output voltage to the
motor control winding is nominally in-phase or 180 degrees out-of-
phase with the aircraft supply. This places the control voltage in
90 degree lag or lead phase with respect to the reference winding
voltage. The servo output shaft is rotated cw for lagging control
voltage and ccw for leading control voltage to provide a respective
increase or decrease in propeller pitch.
(2) The cockpit ON/OFF switch and

a set of contacts of relay L are in
series with the reference winding’s ground. If either of the two is

open, the motor will not respond to Synchrophaser signals. Thus,
the cocl~pit ON/OFF switch provides manual selection of Synchro-
phaser operation.
(3) The Synchrophaser receives pulse signals from the propeller pulse
generators @ropeller mounted permanent magnet and control mounted
coil). The engine No. 1 pulse (master) is used to trigger a sawtooth
I waveform. The resulting sawtooth waveform has a period equal to one
propeller rotation, and it is fed to the sampler. The engine NO. 2
’pulse (slave) is also fed to the sampler. The sampler compares the
time displacement and repetition rate of the slave pulse with the
sawtooth waveform.
(4) Phase differences are detected in the

sampler when the time dfs-
placement of the slave pulse is such that the
pulse does not occur
when the sawtooth is at its zero potential point. A voltage, proportional
to the degree of displacement froin the zero potential point, is applied
to the phase difference circuit. The phase difference circuit applies
proportional de signal to the summing point, where it is compared
to the bias voltage provided by the phase angle setting control. If
there is a net potential difference at the summing point, it is changed
to a 400 Hz error signal by the diode modulator. The 400 Hz signal
is amplified and applied to the control winding of the servo motor.
The motor rotates and slightly changes speeder spring setting to correct
the phase error.
61-00
Page 33
Aug 1/76
P6165
o,
r
o,
ve
PROPELLER
RELAY CONT´•ROL
IIJV 400 HZ PHASE

PWR DC OPERATING H
SINGLE PHASECc I SHITTIN~
AIRCRAFT 5UP 1
v
5UP _ VOLTAGE
CAPACITOR I
RELAY
L
E
100 HZ
OPERATING
VOLTAGE
P
~Y
cp
m
ENG.NO. t
PULSE
N
I~
7~
SAWTOOTH
PHASE
DIF~RENCE
SPEED
ERROR
3
SYNCHROPHASER
ON/OFF SWITCH
B
E
GENERATOR FORMER
I~ CKT CKT PROPELLER CONTROL
n, (MASTER)
wEl o
a RE T~MECHANICAL
P OIOOE B
OUTPUTFORtE
To
MODULATOI~ I SPEEDER
7~ SIGNAL SUMMING SPRING
ENG NO. 2 IS PHASE
POINT
PULSE ANGLE
GENERATOR
SAMPLER 7t-------(F C-------´•----’
SETTING
16 DERIVATIVE
(5LAVE) S COKTRoL ’19’ 111 vrv I FEEDBACI(
CAPACITOR
_ gl ICI I POTENTIOMETER
SPEED BIAS SERVO

ENG.NO. i
SYNCHROPHASER
4E’d
OlG
o
;P~PO 15 23Y 578
UNITED
TECHNOCOGIES
(5) Speed errors are detected in the sampler when the repetition rate
of the slave pulse differs from the repetition rate of the master
pulse to the extent that the slave pulse occurs in opposite peaks of
two successive sawtooth cycles. This is felt abrupt potential
as an
change in sampler. phase difference circuit triggers the speed

The
error circuit which applies an error signal to the summing point.
For speed errors, the phase difference circuit output is cyclic and
is effectively filtered out, leaving the speed error signal in control.
When the speed error is sufficiently corrected, the speed error
circuit drops out, allowing the phase difference circuit to assume
‘control and to make necessary phase corrections. The amount of
slave speed reset is mechanically limited by mechanical stops in
the speed bias servo to a m~udmum of +3, 4~0 to -´•jqb 1303 to 1197
prpm at a propeller governing speed of 1260 10 prpm;
(6) When the servo motor moves for either speed or phase corrections,
the feedback potentiometer also moves. The change in voltage at
the potennometer wiper is applied through the derivative capacitor
to the summing point, Hence, it is felt as rate of change of motor
position. The feedback signal compensates the system by proportion-
ately damping the error signal at the summing point to prevent the
servo motor from undershooting: or overshooting and developing
oscillation.
(7) For the Synchrophaser system to operate most efficiently, the
propellers should be manually synchronized as near as possible before

the cockpit synchrophaser switch is placed in the ’’ON" position.
(a) The propeller synchrophaser system operation and special prob-

lems relating to this system are covered in the following para-
graphs
(b) The synchrophaser designed for use during stabilized climb,

is
cruise, and descent. During takeoff, the synchrophaser switch

is placed in the OFF position. The synchrophaser assembly
receives operating power directly from the SYNC AC circuit
breaker, See figure 13.
(c) The propeller synchrophaser is not used during takeoff because

the loss of power in t~e No, 1 engine (master) may cause a drop
of 63 prpm in the No. 2 propeller (slave).
61-00
Page 35
P6163 ~-\ug 1/76
UNITED
TECHNOLOGIES
(d) Use of the propeller synchrophaser for landing is not recom-
mended because operation of the propeller at landing pattern

airspeed and power setting usually results in blade angles at or
near the mechanical low pitch setting. Interference of the low
pitch stop with normal blade angle changes (when synchrophaser
is ON) would cause undesirable prpm hunting of the slave propel-
ler. Also, during a go-around, loss of power on the No. 1 en-
gfne may cause a drop of almost 63 prpm in the No. 2 propeller.
(e) Slave propeller (No. 2) prpm will probably vary from the master
propeller (No. 1) prpm in turbulent air, or during large or rapid
change of power, prpm, or aircraft attitude; but synchronization
will be restored automatically within 5 to 10 seconds. Because
of the transient prpm disturbance, the pilot must use his own
discretion as to whether he should turn off the synchrophaser
switch in preparation for aerobatics, or any other sustained
period of transient power or flight condition. Do not turn off
the synchrophaser switch for isolated power changes, prpm
changes, turns, etc. This merely increases the time necessary
for the synchrophaser to automatically restore synchronization.
With the synchrophaser switch ON, smooth power lever and prop
lever movements will often result in no loss of synchronization.
(f) For the synchrophaser system to operate correctly, the pro-

pellers should be governing as close as possible to each other.
If the synchrophaser is tuned ON with the propellers governing
outside of the given range, the phase relationships may vary
and will require manual corrections with the propeller condition
levers.
(g) Synchrophasing will not necessarily operate satisfactorily on a

ground check because of the difference in wind conditions which
the propellers elcperience on the ground. There may be evi-
dence that the synchrophaser is operating, as indicated by auto-
matic changes in slave propeller rpm to match the master pro-
peller rpm, but operation may not be sufficiently stable to deter-

mine whether the entire system is satisfactory. See Propeller
Synchrophaser Checkout 61-10-0, paragraph 3.D.
Page 36
P6165 ~Iay 1/93
UPITTEb
TECHNOLOGIES
61-10-0. PROPELLER SYSTEM.
1. Troubleshooting.
A. The following information lists

propeller system troubles, probable
causes, and remedies. Supplement the information in the troubleshooting
table (table 101) with a thorough understanding of the propeller system
as described in section 61-00, paragraph 2, propeller operation. Also,
supplement the information herein with checks of associated and
equipment supplied by the aircraft manufacturer.
L~AUTION: WITHOUT THE ENGINE RUNNING DO ~OT

FEATHER, UNFEATKER, REVERSE OR UN-
REVERSE THE PROPELLER WHEN THE
TEMPERATURE OF THE HYDRAULIC FLUID
IN THE PROPELLER SYSTEM IS BELOW 10
DEGREES F, (-12.2 DECREES CELSIUS) TO
AVOID POSSIBLE DAMAGE FROM EXCESSIVE
PRESSURE BUILD UP AND POSSIBLE
LEAKAGE CAUSED BY THE ADDED PRESSURE
AND/OR LESS FLEXIBLE SEALS. AFTER
STARTING THE ENGINE, OPERATE FOR SEV-
ERAL MINLTTES, EXERCISING THE PROPELLER
FROM HIGH TO LOW RPM BEFORE PERFORM-
TNG A FEATHER, UNFEATHER, REVERSE, AND
UNREVERSE CHECK.
TABLE 101. TROUBLESHOOTING
TROUBLE PROBABLE CAUSE RE ME DY
I Dome cap Leaking. Loose dome cap. Torque dome cap to 2(]0-
300 pound feet.
Damaged dome cap Replace preformed pack-ing.

preformed packing.
Leakage between dome Damaged dome to barrel Replace preformed packing.

and barrel assemblies, preformed packing. Use dome lifting handle,
GS10257, with dome lifting
adapter, HS9951, for pro-
peller dome removal.
Leakage between barrel Damaged preformed Remove propeller and re-

half parting surfaces. packing. place special shaped Illbber
seals. See section 9.
61-10-0
Page 101
P6165
~ug l/’iG
~ElUNITED TECHNOLOGIES
TABLE 101. TROUBLESHOOT~NG (CONT.)
Leakage at blade shanks. Damaged preformed Replace blade seal preformed

packing. packing.
Damaged teflon strip. Remove propeller and

replace teflon strip.
High prpm is not within High or low prpm Adjust prpm in accordance
tolerance of 1260 5. adjustments improperly withServicing and Checkout,
Low prpm is not within set. 61-10-0, section 3.
tolerance of 850 12.
Leakage from front or Damaged front or rear ifleakage exceeds minor

rear of propeller control. plain encased seal. seepage (minor seepage is
defined as no more than one
drop per 45 seconds or four

ounces (120 mi) per 24
hours). Remove control and

replace encased seals.
Erratic governing. Air in hydraulic system. Purge air from propeller

hydraulic system in
accordance with Servicing
and Checkout, section 3,
paragraph B (3).
Low hydraulic fluid Service the propeller system.

level.
Malfunctioning propeller Replace propeller control.

control.
High internal leakage. Replace propeller.
Static propeller will Auxiliary motor Check for power and ground
not feather. inoperative. formotor. Lfavailable,
replace motor. If power not
at auxiliary motor power
relay.
61-20-0
Page 102
P6165 May 1/83

´•aUNITED TECHNOLOGIES
TABLE 101. TROUBI~SHOOTING (COMT.)
TROUB LE PROBABLE CAUSE REME DY
Propeller will feather Feather solenoid, Check power to solenoid.

~ifth ~propeller control propeller relay control If available, replace
lever but will not or feather switch propeller relay control.
feather with feather inoperative. If not available, check
button. power from feather switch.
High prpm will not Low pitch stop set Check setting of low pitch
increase when maxi- too high. stop.
mum prpm setscrew
adjusted.
Overspeeds up to 10 Air inhydraulic Purge air from propeller

percent above normal system. hydraulic system in
high prpm setting. accordance with Servicing
and Checkout, 61-10-0,
section 3.
61-10-0
Page 102A
P6165 May 1/83
UNTIED
TECHNOLOGIES
TABLE 101. TROUBLZSHOOIIING (CONT.)
PROBABLE CAUSE REiMEDY

TROUBLE
will not A~udliary motor inopera- Same as for feather.

Propeller un-
feather. tive.
Unfeather solenoid inoper- Check power to solenoid

ative. Check ground for solenoid
If power and ground are
available at solenoid, re-
place control. if power is

not available, check feather
switch and circuitry to sole-
noid. If ground is not avail-
able, check number one con-
trol switchcircuit, Also

check number two control
switch circuit as an unwanted
ground would open the c9r-
cuitry, by energizing relay
B in the propeller relay con-
trol, for the number one
control switch circuit. If

these items are acceptable,
replace the propeller relay
control.
Malfunctioning propeller Replace control.

control.
Propeller wtll not Reversing valves in the Adjust propeller control

re verse. propeller control not rig,oing.
mechanically actuated,
r Propeller will not stati- A~udliary motor or propeller If au.dliary motor functions
cally reverse and re- relay control circuit for feather and unfeather.
verses slowly’when inoperative. check for power from power
engine is running. lever to lead A at propeller

available at lead A, replace
61-10-0
P616~ Page 102B

~Iay 1/83
TECHNOLOGIES
TABLE 101. TROUBLESHOOTING (CONT.
Propeller will not Feather solenoid Attempt to feather propeller

unreverse. inoperative. with feather button. If
propeller feathers, solenoid
is not at fault. If not
operating, replace the
control.
Blade control switch With the propeller in reverse,

circuits and/or check the number one and
propeller relay two control switch circuits
control inoperative. for a wanted ground. If
ground is obtained, replace
the propeller relay control.
Blade switch Check settings per
´•I
cams cam
not set properly. paragraph 9 E (39).

Preparation for service
and storage.
Propeller will not go Unfeather solenoid Feather the propeller.

toapproach stop when inoperative. Attempt to unfeather; if
approach stop is propeller unfeathers, the
selected. solenoids are not at fault.
If not operating, replace

control.
I
control Check for power to pin P
inoperative.Propeller relay of rightrelay control. If
power is not available
check the power lever
switches. Ifpoweris
to pin P of left relav control
with right relay control
connected. If power is not
available, replace right
available replace left or
right propeller relay control
as necessary.
61-10-0
Page 103
P6165 May 1/a3
UNITED
TECNNOCOGIES
TABLE 101. TROUBLESHOOTING (CONT.)
TROUB LE PROBAB LE CAUSE REiMEDY
Power lever switches Replace defective switches.

defective
Propeller goes below Propeller adjustable Reset adjustable valve tube.

approach stop whea valve tube improperly (See sectioa 9.
approach stop selected. set.
61-10-0
Page 104
P6165 ,tLay 1/93
UNITED
TECHNOLOGIES
TABLE 101. TROUBLESHOOTING (CONT.)
Propeller goes to ap- Tertiary stop solenoid Check power to tertiary stop
proach stop when inoperative. solenoid. If power is avail-
tertls~rv stop is selected, able, check for ~ound at
pin B of feather solenoid

(this also supplies ground to
tertiary stop solenoid). If
not operating, replace control.
Propeller relay control If power is not available to

inoperative. tertl~ulr stop solenoid, check
for power to pin Y of aircraft
electrical connector to pro-
peller relay control. If power
is available, replace propeller
relay control.
Propeller will not go to Unfeather solenoid inopera- Feather the propeller and
through primn~v stop tive. attempt tounfeather. Ifpro-
when tertiary stop is peller unfeathers, the solenoid
selected. is functioning. If not operating,
replace control.
Propeller relay control Check for power at pin Y of

inoperative aircraft electrical connector
to propeller relay control.
If power is available, re-
place propeller relay control.
Propeller vibration. Impact damage to blades. Check blade track and

allgrrinent.
Variation of angles among iMeasure blade angles, if

blades, angles vru7r more than 0. 5
degrees replace propeller.
Propeller out of balance. Remove propeller and re-
balance.
I pslea
61-10-0
Page 105
Aug 1/76
TECHNOLOG1ES
TABLE 101. .TROUBLESHOOTINC (CONT.)
TROUBLE PROBABLE CAUSE REME DY
No synchrophaser No, or incorrectpulse input Check pulse amplitude at syn-
operation tin flight) from either propeller, crophaser test connector

or slave propeller’ (pins D and E for Engine
will not follow mas- No. 1; pins R and P for
Engine No. 2). See figure 101.

ter when master prpm
is changed.
Check pulse generator clearance,
See figure 102.
Propeller relay control. Check funcnoning of relay L

contacts which ground servo
motor reference winding. If
no continuity replace propeller
relay control.
Aircraft wiring defective. Check for grounds, shorts,

and opens on lines to engine
No. 2 speed bias servo.
Synchrophaser. Replace synchrophaser.
Speed bias servo. Replace propeller control.
I P6165
61-10-0
Page 106
iMay 1/83
Hamilton U COMI´•´•IQ
Dr.´•la a r~´•´•´•o ´•´•´•s´•´•´•´•
Standard Fls
PULSE HEIGHT
0.75 TO 1.OV
POSITIVE PULSE WIDTH
1.0 TO 4.0 MS
NOTES:
TOTAL PULSE WIDTH
3 TO a MS 1. POSITIVE RISE MUST
fzoR BE FROM LESS THAN
OF POSITIVE I ZERO VOLTS.
PULSEnEICHT
\I L. SYNCHROPHASER MUST
I; BE INSTALLED IN AIRPLANE
FOR CORRECT LOADING.
11--L391 Z--~A
Figure 101. Pulse Requirements
CLEARANCE ADJUSTING SHIMS
I(L1 z.w MM !0.114 IN.)

r.o3 MM (0.080 IN.)
II--LIOS-IA
Figure 102. Pulse Generator Clearance

61-10-0
Page 107
P6165 Jul 15/74
UNITED
TEC)INOLC)GIES
3. Servicing and Checkout
A. Servicing Installed Propeller
(1) The propeller hydraulic system must be serviced after a propeller

installation or after draining the system. The total capacity of the
I entire system is 18.5 quarts. The propeller system at the time of

servicing, however, usually has residual fluid remaining in the
propeller and control assemblies as a result of the functional tests.
The approximate amount of residual fluid left in the system will vary
widely according to extent of draining after test. Hydraulic fluid con-
forming to MIL-H-5606 must be used. To service the propeller, pro-
ceed as follows:
CAUTION: IF A CONTAINER IS USED TO FILL THE CONTROL, IT

I MUST BE THOROUGHLY CLEANED AND MUST CON-
TAIN NO SYNTHETIC BASE ENGINE OIL AS II CAN BE
VERY HARMFUL TO THE PROPELLER AND CONTROL
PREFORMED PACKINGS.
I (a) Provide a source of 28 V de electrical power.
Position propeller with No. 1 blade at six o’clock position.

This facilitates bleeding propeller of air by placing the barrel
bleed hole at its highest position.
(c) Lift tab on the pressurized sump filler cap, turn counterclock-
wise and remove cap. Remove the filler lower access cover.
Fill pressurized sump until full as shown on dipstick. Fill atmo-
I spheric sump until filled up to lower access hole. Replace filler

cap and cover.
CAUTION: DURING THIS PORTION OF TEE FILLING PROCE-

DURE THE ATMOSPHERIC SUMP SHOULD BE
KEPT AS FULL AS POSSIBLE TO ENSURE THE
SUMP DOES NCYT RUN DRY AND THE AUXILIARY
PUMP DOES NOT INTRODUCE AIR INTO THE SYS-
TEM.
61-10-0
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P6165 May 1/83
UNTrEb
TEC~NOLOGIES
CAUTION: DURING THE SERVICING PROCEDURE, INSTALL

THE FILLER CAP ON THE PRESSURIZED SUMP
BEFORE OPERATING THE AUXILIARY PUMP
MOTOR. AFTER RUNNING THE AUXILIARY
PUMP MOTOR, ALLOW THE PRESSURE TO DIS-
SIPATE FOR APPROXIMATELY ONE MINUTE
BEFORE OPENING THE FILLER CAP.
(d) Position the ground/approach switch to OFF. Position propel-

Ier control lever at min, prpm. Position power lever at idle.
Push in feather button for four seconds then pull out (light off).
(e) Add fluid to both sumps as described in step (c) and repeat
step (d).

TURE TO PREVENT OVERHEATING. ALLOW THE
MOTOR TO COOL ANY TIME FI BECOMES TOO
BOT TO HOLD WITH THE BARE HAND.
(f) Add fluid to both sumps as described in step (c).
Position propeller control lever out of FEATHER and power

lever approximately half the travel toward reverse from idle.
(h) Pull feather button for maximum of four seconds. Then release
button.
(i) Add fluid to both sumps as described in step (c).
(j) Repeat steps (h) and (i) until blades reach flight stop.
(k) Move power lever to fullREVERSE. Blades should move to

reverse stop and auxiliary motor will shut off in four seconds.
(Snapping noise at flight stop is normal). Repeat step (c) after

propeller is in full reverse.
N(Y~E: If the propeller positioned in the pitchlock

blade is
range after termination of an´•a~dliary motor operation,

the propeller may pitchlock. If this happens the next
a~udllary motor run must be performed toward increase
pitch.
61-10-0
Page 302
P6165 May 1/83
UNITED
TECHNOLOGIES
(1) Move power lever out of REVERSE, and move propeller control
lever to FEATHER. Blades should move to featherstop and
auxiliary motor will shut off in 12 seconds. Repeat step (c)
after propeller is feathered.
NOTE: If blades ´•stop moving before feather angle is

propeller
reached, stop the procedure and repeat step (c).
(m) Repeat steps (g) through (1), adding fluid to both sumps to attain
the level of paragraph 1 Ic).
(n) After filling control, clean the propeller and control of any
the
fluid that has been spilled during filling. Ensure that the atmo-
spheric filler cap and pressurized sump access cover is re-
placed and proceed with purging.
B. Purging Installed Propeller.
(1) To purge installed propeller start engine and obtain 1084 prpm speed
and alternately reverse and partially feather propeller through six
cycles, by moving the power lever between REVERSE and IDLE.
(2) Shut down engine with propeller in feather and add ~uid as required to
both atmospheric.and pressurized sumps. Addition of approximately
1 quart of fluid is usually required to reach specified fluid levels
(refer to paragraph (3)(h) below).
(3) Purge air from propeller hydraulic system as follows:
(a) Remove upper access plate (1, figure 301) from atmospheric sump
cover (8) by removing screws (3), seals (4), and gaskets (5).
(b) Loosen (four turns) machine screw (10, governor identified by a
wire in bleed hole) on top of governor and valve assembly (11).
(c) Position power lever at idle, propeller control lever at millimum

rpm and pull out feather button to UNFEATHER position,
NOTE: If timer terminates a~ary motor before bleeding is

completed, check motor temperature and pull out feather
button again,
61-10-0
Page 303
P6165 May 1/83
UNTTED
TEC~NOLOGIES
(d) While auxiliary motor is operating, slowly rotate propeller until

airand/or fluid is discharged from bleed hole. Stop rotating
propeller at this point.
CAUTION: MON~OR THE AUXILIARY MOTOR TEMPERATURE

TO PREVENT OVERHEATING DURING PURGING.
ALLOW THE MOTOR TO COOL ANY TIME II BE-
COMES TOO HOT TO HOLD WT~H THE BARE HAND.
(e) Continue to hold out feather button whilb governor and valve as-
sembiy (11) is bled to air and fluid flows clearly. Retighten

machine screw (10) before auxiliary motor terminates.
(f) Install upper access plate (1) on atmospheric sump cover (8)
with screws (3), seals (4), and gasket (5). Clean up any spilled
hydraulic fluid.
(g) Upon completion of air bleed, removepressurized sump dipstick

and check fluid level in pressurized sump. Adjust level as aeces-
sary. See note below.
NOTE: It is important to at this time that the

cirehps-omta ensure
sump is not overfull. The fluid level should be

2-1/2 to 3 inches below the lower edge of the lower
access hole. Measure fluid level by Inserting a suitable
dipstick, such as a 1/4 inch wide steel scale bent sli~t-

ly to permit insertion past the solenoid valve. The bend
should be approximately 1-1/2 inches from the end and
approximately 15 degrees.
(h) Start engine. Position propeller control lever at maximum
prpm and advance power lever to obtain 1206 25 prpm. Lock

power lever at this power setting. Retard propeller control lever
to 1084 t 25 prpm. Run engine in this governing condition for 15
minutes. If will not govern at this condition, shut down,
propeller
I bleed air from governor and valve assembly (11, figure 301) in
accordance with step B. (3) above.
(i) Repeat step (h) until no air is obtained from governor and valve
assembly (11, figure 301) when bled.
Page 304
P6165 ;Mav1/83
UNITED
TECHNOLOGIES
.P\ 3
7 1UPPER
~5
~t)\
3 FILTER ASSEMBLY
LOWER ACCESS
PLATE
5243
10 MACHINE jt
\O
SCREWVALVE
IIGOVERNOR
A
k. -’~-j´•´•´•.´•
i i~Y 6
h 7
5
12 MAXIMUM PRPM
\i.-´•
SCREW
13 MINIMUM PRPM
AD~UStlNG SCREW
i~
´•i -I
Figure 301. Propeller Control Rig~ing and ~djustment 61-10-0

Page 305
P616j ~Iay 1.´•’53
UNITED
TECHNOLOGIES
ii i.,i :I:i´•:l
C. Dynamic Check of Installed Propeller.
(1) Dynamically check out the propeller system as follows:
(a) The high prpm setting of the propeller shall be 1260 5. The
low prpm setting shall be 850 12.
(b) The prpm adjustments are accomplished by turning the adjusting

screws (12, 13) clockwise for an Increase in prpm and counter-
clockwise for a decrease in prpm.
(c) The adjusting screws are located under the lower access plate
(2) propeller control cover (8). The maximum rpm ad-
of the
fusting screw is the upper screw as shown on figure 301.
(d) The adjusting screws are ratcheted to move a click at.a time.
Each click equals approximately 7 prpm.
NOTE: Adjustment of the high prpm setting changes the low

prpm setting an equal amount in the same direction.
Adjustment of the low prpm setting does not change

the high prpm setting. Therefore, adjust the high
prpm setting first.
(e) initially set the rpm by running the engine with the propeller set
as follows:
(f) With the propeller control lever at MAX RPM, advance the
power lever slowly to TAKE OFF power. The propeller rpm
should reach its maximum before the power lever reaches TAKE
OFF power. This indicates that the propeller is governing.
I Note the prpm and
5, based on
adjust as necessary to achieve
7 prpm per click of the adjusting
a
screw.
prpm of 1260
NOTE: Under adverse ,a~ound operating conditions, it may not

be possible get sufficient power for the propeller to
to
govern @lade angle increase above the flight stop setting).

if this condition is encountered, retard power, energize
the approach switch and advance power lever until the
approach circuit armed indicator light goes out, or full
power is reached. See figure 6. Adjust prpm as neces-
sary to achieve prpm of 1260 t 5, based on 7 prpm per
click of the adjusting screw.
61-10-0
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P6165 May 1/83

UNITED
TECHNOLOGIES
(g) While operating the engine at flight idle, retard the propeller
control lever to MIN RPM and advance the power lever until
governing at low prpm setting. Note the prpm and adjust as
necessary to achieve a prpm of 850 12, based on 7 prpm per

click of the adjusting screw.
NOTE: Prpm settings based on flight conditions

or high speed
taxi runs are more accurate thanchecking prpm with

the aircraft static. Therefore, flight conditions or a
high speed taxi run shall determine the final prpm
setting.
With the engine running, positionthe power lever at idle and
I place the control lever in the FEATHER position. The propeller

shall feather.
I (i) Move the cootrol lever In the maximum prpm position. Pull
feather button. The blades shall move to the mechanical low
pitch stop.
(j) Push feather button. The propeller shall feather. Unfeather

the propeller. Propeller speed shall stabilize at 400-500 prpm.
(k) Move the control lever to minimum and slowly advance the power
lever until speed remains constant. This speed, the minimum
prpm setting, shall be 850 12 prpm.
(1) Slowly move the power lever to REVERSE. Propeller speed

shall fall within 1149 to 1260 prpm (108.60/0) at full reverse.
(m) Move the power lever to idle. Observe that the blade angle indi-
cation light is extinguished and remains extinguished.
(n) Move the control lever to maximum and then rapidly move the
power lever to maximum. The overspeed shall not exceed 63
prpm.
to) Move the power lever to idle.
(p) Rapidly move the power lever to full reverse, again the over-
speed shall not exceed 63 prpm.
61-10-0
Page 307
P6169 May 1/83
UNTrED
~43 TECHNOLOGIES
D. Propeller Synchrophaser Checkout. (Ground Runup)
(1) With the aircraft headed into the wind, adjust both engines as closely
as possible to 1100 prpm. Position synchrophaser ON/OFF switch to
the ON position.
(2) Slowly increase the master (No. 1) propeller to approximately 1150

prpm and observe that the slave propeller prpm increases to approxi-
mately 1137 propeller prpm. Slave propeller must not increase fur-
ther as the master is increased further.
(3) Return master propeller rpm to 1100 and slave

propeller must re-
turn to 1100 prpm. Decrease master propeller to approximately
1000 prpm, Slave propeller must decrease to approximately 1045
propeller rpm and stabilize. There shall be no further decrease in
slave propeller prpm as master propeller is decreased further.
Return master propeller to 1100 prpm and slave propeller must
increase to 1100 prpm.
E. Servicing Propeller Prior to Installation on Aircraft.
(1) Static propeller system servicing accomplished prior

be
installation on the aircraft. nI o
can
t
order to service the
propeller and
control prior to installation, a source of 28 V de power is required
for solenoid and auxiliary motor operation.
NOTE: The aft pulley (16, figure 301, when viewed looking fonvard~
on propeller control lever pulley and
the control shaft is the
when turned Illy clockwise is at the maximum prpm position
and when turned fully counterclockwise is at the feather posi-
tion. The forward pulley (15) is the power lever pulley and
when turned fully clockwise is in the reverse position and
when turned fully counterclockwise is in the maximum power
position.
(2) Service propeller as per all paragraphs of 3, A. and 3. B., except
paragraph 3. B. (3)(h).
61-10-0
Page 308
P6165 ~iIav 1/83
4, Removal and Installation
A. Propeller and Control Removal. The propeller and control are removed
as a unit from the aircraft. Refer to figure 401. For special tools re-
guired refer to Table 401.
(1) Reverse the propeller and remove the afterbody top half (22) by re-
moving the four retaining bolts (19) and washers (20).
(2) Feather the propeller and open the propeller control circuit breaker.
Open the Synchrophaser circuit breaker.
(3) Disconnect the five electrical connectors and the auxili4nr motor
ground cable from the aircraft system to the control.
(4) Remove the two cables from the pulleys on the left rear of the control.
If necessary, remove the two pulleys from the control for use with
the new control to be installed.
(5) Remove the propeller anti-icing spinner (1) with the puller GS10263.
front
Release the front spinner from spinner mounting bulkhead by turning
the jackscrew of the mounting bulkhead retention ring in the counter-
clockwise direction until it bottoms, thereby drawing the ring together.
The jackscrew is accessible through the hole in the number three
spinner blade plateau.
CAUTION: DO NOT APPLY MORE TORQUE THAN IS

REQUIRED TO BOTTOM THE JACKSCREW.
(6) Remove the air diffuser and clamp (2), lock ring (3), and lock tube
cap (5). Using splined lock tube mechanical puller, HS8P60, remove
lock tube and spline (6), Discard preformed packing (4).
(7) Remove the six cotter pins (9) and six spinner mounting bulkhead
retaining nuts (8) from barrel bolt extensions. Do not remove
washers (10) or spinner mounting bulkhead (11). If the spinner
mounting bulkhead is removed, use the spacers supplied with the
anchor plate assembly, GS10272. Position the anchor plate assem-

bly over the propeller dome and secure it to the barrel extension
bolts using nuts (8).
(8) Attach the lift assembly, GS10659, to anchor plate assembly and
install the Powerench HS7951;
~ARNING: THE POWERENCH SHALL BE EQUIPPED

WITH THE BACKLASR DEVICE (GS10596).
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KEY TO F~GURE 401
1. Front Spinner 15. Retaining Ring and Pin

2. Air Diffuser and Clamp 16. Propeller Shaft Plug
3. Lock Ring 17. Torque Retainer and Pad
4. Preformed Packing 18. Tor~ue Retainer Bolts
5. Lock Cap 19. Machine Bolt
6. Lock Tube and Spline 20. Washer
7. Propeller Dome 21. Afterbody Bottom Half
8. Spinner Mounting Bulkhead 22. Afterbody Top Half
Retaining Nut 23. Bolt
9. Cotter Pin 24. Washer
10. Flat, Washer 25. Preformed Packing
11. Spinner Mounting Bulkhead 26. Afterbody Mounting Bracket Seal
12. Preformed Packing 27. Control Retaining Ring
13. Spacer Ring 28. PreformedPacking
14. Rear Cone 29. Propeller Control
30. Washer
(9) Insert the socket assembly, HS9438 through the Powerench and
through the dome and htlb until it contacts the nut extension. Rotate
the socket by its tee handle until the splines on the socket mate with
the splined nut extension.
(10) Loosen the propeller lnrb nut as follows:
(a) Tighten the anchoring screw of the backlash device GS10596

Oocated on the rear of the Powerench input) to 35-40 pound-feet.
NOTE: To convert torque to metric system see conversion

factor, table 2.
(b) Attach the work handle, HS7949, and loosen the propeller hub nut.
(11) Remove the propeller and control group from the engine shaft.
(12) Remove the preformed packing (12), spacer ring (13) and rear cone
(14) from the OD of the engine shaft.
(13) Remove the retaining pin and ring (15) and the propeller shaft plug
(16) from the ID of the propeller shaft.
(14) If necessary, remove the torque retainer and pad (17) from the front
of the engine gear box by removing the bolts (18) and washers (30).
(15) Remove the afterbody bottom half (21) from the afterbody mounting
bracket and sea (26) by removing retaining bolts (19) and washers
(20). Remove bracket and seal (26) from control (29) by removing
bolts (23) and washer (24). Discard preformed packine (25).
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HAMIUOW SI~AWDARDDV,
I (16) Remove magnetic plug from the control pressurized sump and, using
a suitable container, drain hydraulic oil from control. Replace mag-
netic plug and place plastic cap over oil fill hole opening.
B. Control Removal from Propeller. With the propeller group suspended

horizontally from the lift, remove the control (29) as follows:
(1) Remove the control retaining ring and pin´• (27) from inside the barrel
extension. Discard preformed packings (28).
(2) Install the control puller, HS8644, table 401, as follows:
(a) Retract the expansion insert by rotating the tee handle into the
deep slot at the end of the shaft, allowing the shaft to move
forward.
install the puller into the rear of the control and attach it by
tightening the hand la~oba to the hex head studs. Adjust the
three heel rests to contact the control.
(c) the expansion insert into the propeller barrel recess by

pulling out the tee handle and locking it in the shallow slot.
(3) Turn the puller crank clockwise to remove the control from the
propeller.
CAUTION: IN THE STEP BE PREPARED

TO SUPPORT THE WEIGBT OF THE CONTROL
AND PULLER.
(4) Support the weight of the control. Retract the elq~ansion insert of the
puller by rotating the tee handle into the deep slot. This will separate
the puller and control from the propeller.
(5) Place the control in the holder, HS8201.
I c~ Control Installation
Refer to figure
on Propeller. (For torque values refer
401 and install the control on the propeller
to table 402)
barrel extension
as follows:
(1) Coat the outside diameter of the barrel rear extension shaft and the
preformed packings in the inside diameter of the control rotating
sleeve with technical petrolatum such as Amber Parmo.
(2) Attach the controlpuller, HS8644, to the control by tightening the

hand lmobs to the control hex head studs on the rear of the control.
(3) Lift the control and puller into position and erq,and the insert into the
barrel recess by pulling out the tee handle and locking.
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UNITED
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TABLE 401. SPECIAL TOOLS
TOOL NO NOME NC LATURE APPLICATION
GS1221 Tester, Hydraulic Used to oil test propeller.
GS10249 Wrench Used to remove control cover screws.
GS10251 Puller, Mechanical Used to install and remove filter from

Filter relief valve assembly.
GS10256 Wrench, Dome Cap Use’d to install and remove dome cap.
GS10251 Bandle, Dome Lifting Used to lift and transport dome from
propeller assembly.
GS10258 Adapter, Dome Test Used in place of dome lifting handle

of oil leakage test.
GS10259 Puller, Dome Shell Used to remove dome shell from

piston.
GS10260 Wrench, Spanner, Low Used to install, remove and adjust

Pitch Stop Adjusting low pitch stop assembly.
GS10262 Template, Blade Angle Used with GS18217 to check blade

angle.
GS10263 Puller, Spinner Used to remove front spinner.
GS10265 Wrench, Tube Valve Used to adjust dump valve assembly

Adjusting in assembled dome.
GS10376 Fixture, Propeller Oil Used for functional check of

Test propeller.
I GS11843 Installer, Front Lip Seal Used to hole lip from sleeve on
control.
GS11901 Cage, Blade Alignment Used to check blade alignment.
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UNITED
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TABLE 401. SPECIAL TOOLS (CONT.
TOOL NO. NOMENC LATURE APPLICATION
GS13438 -1 Installer, Rear Lip Seal Used to install rear seal into
retaining plate.
GS18217 Protractor (NACA type) Used to check blade angles. Used

with GS10262.
HSP1297 Hammer, Peening Small hand peening hammer for local

peening of blades.
RSP1604 Bar, Blade Turning Used to turn installed blades.

(3 required)
RSP1775 Post Assembly Mounts In support of assembly

propeller.
HSm827 Indicator, Blade Checldng Used to measure damage depth in

blades.
HSP2100 Test Post Support Used part of bench

as to test
propeller
HSP2305 Assembly and Balance Mounts poet assembly

on to
Bushing assembly propeller.
HSP3293 Peener, Blade Used to peen appropriate reworked

areas of the blade.
HSP7563 Test Post Mounts on support to hold propeller

during oil testing.
HS7633 Slide, Slipring Brush Used to press brushes into the

brush assembly,
HS7642 Caging Pin, Bolt Used to measure the elongation of

Elongation the barrel bolts,
HS7966 Wrench, Spanner Dome Used to remove and Install dame
Retaining Nut assembly retainer nut from the

propeller,
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UNnTD
TEC~NOLOGIES
TABLE 401. SPECIAL TOOLS (CONT.)
TOOL NO. NOMENC LATURE A PPLICA TION
HS8179 Wrench, Pitchlock Re- Used to install and remove pitch-

tainer Nut Spanner lock assembly retainer nut.
HS8201 Holder, Control Assembly Used to hold control when removed

from propeller.
HS8258 Driver, Pitchlock Used to install pitchlock assembly

Assembly in barrel.
HS8259 Puller, Mechanical Used to remove pitchlock assembly

Pitchlock Assembly from barrel.
HS8260 Puller, Splined Lock Used to remove double splined lock

Tube Mechanical tube from extension nut and propeller
shaft plug.
HS8268 Wrench, Splined Propeller Used to install and remove propeller

Retention Nut retention nut.
I
HS8270 Plate, Rotating Sleeve Remove rotating sleeve from
stationary sleeve.
HS8639 Spacer, Protractor ~sed to raise protractor 3 inches.
HS8640 Spacer, Protractor Used to raise protractor 1-6 inches.
HS8644 Puller, Mechanical Used to install and remove control

from propeller.
HS9951 Adapter, Dome Lifting Used with dome lifting handle to lift
dome in horizontal position.
HS7948 ~dicator, Tension Used to indicate torque values on
(SWE54) the powerench.
I HS74´•19 Handle, Work Zised with HS7951 (SVVE91001

(SWE63)
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TABLE 401. SPECIAL TOOLS (CONT.
TOOL NO. NOME NC LATURE APPLICATION
HS7950 Adapter, Ratchet Used to provide a mean of ratcheting

(SWE67) the drive applied to the power unit.
HS7951 Powerench Used to install and remove propeller

(St~E8100) hub nut.
GS10659 Lift Assembly Used to lift propeller and control

(SWE82024) to and from engine.
PE1OS Protractor, Blade Angle Used to measure blade angles on
propeller assembly and test bench.
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UNITED
TECHNOLOGIES
TABLE 401. SPECIAL TOOLS (Cont.)
TOOL NO. NOMENCLATURE APPLICATION
GS10272 Plate Assembly, Used to remove and install propeller

(SWE84024) Anchor with spinner mounting bulkhead
removed.
HS9438 Socket Assembly Used to turn propeller hub nut.
(SWES6024)
GS10596 Device, Backlash Used with SWEB100
(SWE9033)
GS18178 Kit, Propeller Used balance propeller

7A100 MARVEL Balance
5A400 StandAssembly Used to support propeller while

(Marvel) installingand removing balance
shaft.
1868 Base Plate (Marvel) Supports propeller and balancer

on stand adapter plate.
1869 Stand Adapter Plate Adapter stand assembly to propeller

(iMarvel)
HS’P167 Support Assembly Used to support post on assembly

bench.
HSP1682 Sling, Blade Lifting Used to lift blade during propeller

buildup.
HSP1723 Bench, assembly and Used to assembly and test propeller

test
HS7505 Stand, Dome Used to assemble and disassemble

Assembly dome assembly,
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Hamilton Sundstrand
TABLE 402 (TORQUE VALUES)
NOMENCLATURE TORQUE VALUES REFERENCE
Afterbody Mounting 125-170 pound-inches Fig. 401, item 19

Bracket and Retention
Bolts
Torque Retainer and 150-170 pound-inches Fig. 401, item 18

Pad
Anchoring Screw 35-40 pound-inches (Not Illustrated)

(Backlash Device)
I >>DCC<< Propeller Hub Nut 2000-2200 pound-feet Fig. 901, item 31
Lock Tube Cap 1’0-90 pound-inches Fig. 401, item 5
Diffuser Clamp Cap 6-9 pound-inches Figure 401, item 2

Screw
Spinner Mounting Bulk- 35-50 pound-feet Fig. 401, item 8

head Nuts
Magnet Retaining Bolts 12-14 pound-inches Fig. 102
Control Pulley Retention Nut 30-40 pound-inches (Not Illustrated)
Spinner Mounting 50-60 pound-inches Fig. 402

Bulkhead Jackscrew
Afterbody Mounting 125-170 pound-inches Fig. 401, item 23

Bracket and Seal
Magnetic Plug 10-15 pound-inches (Not Illustrated)

(Control)
Slip Ring Mounting 20-25 pound-feet Fig. 901, item 65

Hex Head Bolts
To convert torque values to metric system

see conversion factor Table 2, page 2.
P6165
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Hamilton Sundstrand
(4) With the spiines in the rotating sleeve aligned with the matching splines on the outside
diameter of the barrel rearextension, turn the handle of the puller in a counterclockwise
direction until the three heel rests of the puller contact the control. Continue turning until
the rear face of the rotating sleeve is approximately flush with the rear face of the barrel
extension.
(5) Remove the puller and install the control

retaining ring and pin (27) in the barrel
extension bore with the two pins the
ring inserted through the two holes in the barrel
on
extension. The flats of the pins face toward the front of the propeller. Ensure that the
preformed packings (28) are installed on the pins. If the pins cannot be fully inserted, the
control is not fully installed. Due to the preformed packings on the pins, some resistance
to insertion may be experienced.
NOTE: To convert torque values to metric system see
61-00 conversion factor Table 2, page 2.
(6) Install theafterbody mounting bracket and seal (26) on the control (29) and retain with
eight bolts
(23) and washers (24) and torque to 125-170 pound-inches. Lockwire bolts.
Be sure that the preformed packing (25) is installed around the filler port of the control
before the afterbody mounting bracket and seal is installed.
D. Propeller and Control Installation. Refer to figure 401 and install the propeller as follows:
(1) Prepare engine for the propeller by installing the control torque retainer and pad (17)
the
with bolts (18) and washers (30) on the engine nose at the eight o-clock position (facing
the engine). Torque bolts (18) to 150-170 pound-inches. Lockwire the bolts.
(2) Clean the propeller shaft and apply a coating ofMo-Lith No. 2 (Ref. Table 801) to the
threads, splines, and shaft OD.
(3) Apply a coating of Mo-Lith No. 2 to the I.D. of the rear cone (i 4) and install spacer (1 3)
and preformed packing (12) on the shaft in that order.
(4) >>DCC<< Install the propeller shaft plug (16) and lock ring (15) in the propeller shaft.
P6165
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UNITED
TECHNOLOGIES
(5) Coat the rear cone conical bearing surface, the barrel front and rear
cone seats and spllnes, propeller retaining nut threads and surfa~ce
which contacts the. front cone and all contact surfaces of the front cone
1 with Mo-Llth No. 2.
(6) Remove the six cotter pins (9) and six spinner mounting bulkhead
retaining nuts (8). Do not remove the washers (10) or the spinner
mounting bulkhead (11). If the spinner mountingbulkhead is removed,
use the spacers supplied with the anchor plate to simulate the bulkhead.
Install the anchor plate assembly, GS10272, which fits over propeller
dome, and attach it to the barrel extension studs with nuts (8).
(7) Attach the Ilft

assembly, GS10659, to the anchor plate assembly and
I install powerench HS7951.
WARNING: THE POWERENCH MUST BE EQUIPPED WITH

THE BACKLASH DEVICE, GS10596 WHEN
TIGHTENING THE PROPELLER NUT, TO
PREVENT POSSIBLE PERSONAL INJURY DUE
TO BACKLASH RESULTING FROM THE TORQUE
ABSORBED BY THE LONG SHAFT OF THE
SOCKET ASSEMBLY, HS9438.
NOTE: Prior to each use apply a light coat of lubricant

to the cone surfaces of the drive adapter and
ratchet.
(8) If the backlash device is not attached to the powerench, attach it as
follows
(a) Remove the collar from the input end of the powerench and install
the spacer on the one-half inch socket head anchoring screw and
insert through the powerench from the rear.
Install the drive adapter on the threaded end of the anchor screw.
Install the washer, nut and roll pin on the anchor screw.
I (c) Lightly coat the cone with petrolatum, VV-P-236. Place

the ratchet portion of the backlash device on the outboard
of the powerench and tighten the anchoring screw to retain
it. Install the collar that was removed above.
P Page 411
P6165 May 1/83
UNITED
TECHNOLOGIES
(9) Advance the propeller onto the propeller shaft using work handle
HS7949, and ratchet adapter HS7550, and with the torque retainer
bracket on the control aligned with the torque retainer and pad on the
engine nose.
(10) Insert the socket assembly, HS9438, through the dome and into the
hub until it contacts the nut extension. Turn the socket by hand to
start the nut on the shaft threads. If binding occurs, raise or lower
the propeller slightly to reduce the loading on the nut.
(11) Remove the socket assembly and install the powerench.
(12) Insert the socket assembly, through the

powerench into the propeller,
and engage it with the spunes in the retaining nut extension and the
spllnes in the powerench.
(13) Tighten the anchoring screw of the backlash device to 35-40

pound -feet.
(14) Install the tension indicator, HS7948, with its extension handle on
hcnerewopeht
and tighten the propeller hub nut to 2, 000-2, 200 pound-feet.
Due to the mechanical advantage of the powerench (11.2 to 1), the
tension indicator will read 179 to 196 when this torque is achieved.
(15) Remove the tension indicator.
(16) Loosen the anchoring screw of the backlash device to release the cone
friction and the torsional load on the socket assembly.
WARNING: THE ANCHORING SCREW OF THE BACKLASH

DEVICE MUST BE LOOSENED SUFFICIENTLY
TO RELEASE THE TORSIONAL LOAD. THE
I INITIAL LOOSENING SEEMS TO TIGHTEN.

TURN COUNTERCLOCKWISE BEYOND THIS
POINT TO RELEASE THE CONE. CONE
RELEASE IS IDENTIFIED BY A LOUD
RATCHETING NOISE.
I (17) To insure the

nut according
propeller
to the
is properly seated, tighten
following sequence:
the propeller hub
Page 412
P6165
May 1/83
Hamiiton Sundstrand
A Vnited Technologies Company
I (a) Tighten hub nut to ZOOU ZZOO pound-feet tonlue:

(b) Loosen hub nut and unscrew one thread minimum.
I (c) >>DCC<< Tighten hub nut to 2000 2200 pound-feet torque a second time.
(d) Loosen hub nut and unscrew one thread minimum.
I (e) >>DCC<< Tighten hub nut to 2000 2200 pound-feet torque a third time.
This is the final step in the tightening sequence.
1 (18) >>DCC<< Install lock tube and spline (6).
NOTE: It may be necessary to try several positions of the lock tube and
spline before the splines engage both the retaining nut extension and
the propeller shaft plug.
(19) Insurepreformed packing (4) is in correct groove in lock tube cap (5) and install.
Tighten to a torque of 10-90 pound-inches. Lock cap with lock ring (3).
(20) Install the air diffuser and clamp (2) and torque clamp retaining screw to 6-9 pound-
inches and lockwire.
(21) Remove the Sweeney lift equipment from spinner mounting bulkhead (11). Install the six
spinner mounting bulkhead retaining nuts (8) and tighten to a torque of 35-40 pound-feet.
Install cotter pins (9).
(22) After installation on the

propeller shaft, the clearance between the control
pulse generator and the magnet on the slip ring shall be checked. A clearance of 0.080 to
0.114 inches shall be obtained. The clearance is adjusted by shimming between the
magnet and slip ring (see figure 102). Tighten the nuts to a torque of 12 to 14
pound-inches.
(23) Rig the propeller control as follows:
(a) Place the power lever in the idle position and place the propeller control
lever in the minimum rpm position.
P6165
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Install the aircraft supplied control pulleys with the power lever
pulley (wide pulley nearest the control), followed by the propeller
control lever pulley (narrow pulley).
NOTE: The aft pulley on the shaft is the propeller control

lever pulley and when turned fully clockwise, (when
viewed looking fo2ward), is at maximum prpm
position and when turned fully counterclockwise is
at the feather position, (See figure 301. The
forward pulley is the power lever pulley and when
turned fully clockwise is in the reverse position
and when turned fully counterclockwise is in the
maximum power posftioa.
(C) Rotate the pulleys to the

pinning slots with the hole in the
align
rear of the control and install the rigging pin. This will phase
the power lever pulley in the flight idle position and the propeller
control lever pulley in the minimum rpm position. Torque pulley
I retention nut to 30 40 pound-inches and install cotter pin.
(d) Install the cables on the pulleys. The cable tension shall not
exceed 45 pounds per cable or a total preload of 90 pounds per
pulley.
(24) Connect aircraft electrical cables to the control as follows:
(1) Auxiliary motor Single pin connector

and ground lead
(2) Blade switches and Pour pin connector

pulse generator
(3) Feathering solenoid ’Itcro pin connector
(4) De-icing and anti-icing Three pin connector
(5) Speed bins unfeatherlng Tea pin connector

solenoid.
(25) Install the front anti-icing spinner in accordance with figure 402 as
follows
61-10-0
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UNITED
TECNNOLOGIES
(a) Install the front anti-icing spinner aligning the number three blade
plateau with the spinner mounting bulkhead retaining ring jackscrew.
Ensure that the front spinner is bottomed on the rear spinner and
tighten (turn clockwise).the retaining ring jackscrew to 50-60
pound-inches torque. With the spinner locked, the end of the
jackscrew and the adjacent studhead shall be aligned within
0. 150 inch.. See figure 402.
CAUTION: IF THE GAP BETWEEN THE FRONT AND

REAR SPINNER REFERENCE LINES
EXCEEDS 1.00 INCH REMOVE THE
FRONT SPINNER, DETERMINE THE
CAUSE, AND CORRECT THE DISCREPANCY.
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(b) Lockwire the jackscrew to the adjacent stud.
(26) Service the propeller system per instruction given in section 301.
NOTE: Install the afterbody and seal lower and upper

halves. Tighten the four retaining bolts on
each half to 125-170 pound-inches of torque
to complete the installation.
NOTE: The propeller blades must be in the full reverse position

to install the afterbody upper half.
r-1
i~:ps
::pO.:P
i
yP’’fif
.,i
?,0,,!
8".9 r
´•IX?B i~Sj
abnS~ =L~
8;’88
I
i y
1 1´•1~1’1 10
WlTH THE SPINNERLOCKED. THE END OF THE JACKSCREW

AND THE ADJACENT STUD HEAD SHALL BE AUCNED WITHIN 3.810 MM STUD HEAD
(0.190 IN.)
JACK SCREW
VIEW A--A
ll--L279-?dZB
Figure 402. Indeldng Front to Rear Spinner

61-10-0
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namluo* sra~DARD
5. Adjustment and Test
(A) Propeller rpm adjustment and engine runup test covered in section 3
under, Servicing and Checkout.
(B) Propeller static buildup, adjustment and oil test covered in section 9,
Preparation for Service, Storage and Shipment.
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uN1TED
TECHNOLOGIES
1 8. Iaspectlanand
A. Daily inspection.’ Daily inspection does not necessitate removal of the

afterbody and seal upper and lower halves unless there is evidence to
indicate it is necessary for adequate inspection and/or repair. Inspect
per Table 601.
TABLE 601. DAILY INSPECTION~AND MAINTENANCE
ITEM AREA REQUIR EME NTS
Propellers Propeller Checkpropeller for evidence of oil leakage.

Remedy cause if leakage present.
Control Check control for evidence of oil leakage.
Remedy cause if leakage present.
Blades Visually inspect the blades for deep scratches,
cracks, gouges, burns, bends and leading edge
erosion. Check the heaters for abrasion, cuts,
burns, and busters. Check the fairing and boot
for cuts, cracks, gouges andswollen material.
Repair as required in accordance with limits
and repair procedures in paragraph 8.
Spinner -Inspect front spinner for excessive heat and/or

burns. Check front spinner, rear spinner, and
afterbody for evidence of dents and security.
Check plateaus for excessive erosion, abrasion
and excessive heat or burns. Repair per over-
haul manual P5110 or replace.
(1) Examine blades daily for evidence of exposure to harmful environ-

ments such as salt water, alkali, smog, chemical sprays, hot ex-
haust, or other chemical pollutants or corrosives. It is imperative
that blades subjected to harmful corrosive environments have residue
removed by thorough washing with clean fresh water as soon as pos-
sfble after exposure. The blades must then be completely dried,
inspected, and protected with a light coating of engine oil.
(2) Inspect the exterior surfaces of the front spinner for damage. All
surfaces shall be smooth and continuous with no discoloration or
blistering due to overheating. In addition, all surfaces shall be free

from nicks, gouges, abrasions, erosion and deterioration of erosion
resistant coating.
(a) If erosion and abrasions are found that do not penetrate to the
heater wires, clean the area with solvent, TT-T-548, and recoat
with conductive coating, In accordance with paragraph 7. D.
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P6165 May 1/83
UNT~ED
TECHNOLOGIES
Damage to the heater wires, burnouts, and blisters caused by

overheating, are cause for spinner replacement.
CAUTION: CONTINUED OPERATION OF THE ANTI-ICE/

DE-ICE SYSTEM WITH BLISTERS WILL CAUSE
THE BLISTERS TO EXPAND"
1 Individual blisters in the anti-ice area less than 15 square

inches in area and more than one apart, are acceptable
inch
for continued use with the propeller anti-ice/de-ice system
inoperative
2 Individual blisters in the de-ice less than 25 square

area
inches in area and more than one inch apart are acceptable
for continued use with the propeller anti-ice/de-ice system
inoperative.
3 A daily Inspection of all blisters is required to check that

blisters have not elq~snded beyond the above limits.
4 Spinners with blisters exceeding the above limits shall be

removed from service subject to ayback limitations.
B. Intermediate Inspection ~25 hours). Intermediate inspection necessitates

the removal of the and seal upper half. At the time of perform-
afterbody
ingthe intermediate inspection, as per table 602, perform the daily in-
spection outlined in table g01.
TABLE 602. INTERMEDIATE ~SPECTION (25 HOURS)
ITEM AREA RE QUIREME NTS
Propeller Control Check the pressurized and atmospheric sumps
I for proper hydraulic fluid level. Replenish as

necessary.
CAUTION: ADD HYDRAULIC OIL CONFORMING TO

MIL-H-5606. DO NOT ADD SYNTHETIC BASE
OIL AS JUST A FEW DROPS CAN BE VERY HARM-
FUL TO PREFORMED PACKINGS IN THE PROPE L-
LER AND CONTROL.
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UNITED
´•B TECHNOLOGIES
TABLE 602. INTERMEDIATE INSPECTION (Continued)
ITEM AREA REQUIREMENTS
NOTE: Low oil levels overheating of the control.

can cause
High oil levels produces foaming of the oil resulting in

air in propeller system which can affect control response
times.
Inspect the security of all visible cotter pins, nuts,

locking wire of propeller, control and spinner units.
Re-safety as required.
C. Periodic Inspection (100-125 Hours). The front anti-icing spinner and

the upper and lower halves of the afterbody must be removed for periodic
inspection. At the time of performing the periodic inspection, the require-
ments of the daily and intermediate inspection, tables 601 and 602, shall
be performed.
TABLE 603. PERIODIC INSPECTION (100-125 HOURS)
~EM AREA REQUIREMENTS
Propeller Propeller Inspect for security of lockwiring, cotterpins,

and all seltlocking nuts. Inspect electrical
wiring and insulation tubing for deterioration
and dnmage. Inspect barrel external surfaces
for rust and corrosion.
NOTE: Remove barrel rust and pits if present.

When free of lust, wash surface and
thoroughly clean with clean fresh water,.
then apply a thin film of clean engine oil
when operating in a corrosive env~ron-
ment.
Blades With blade at low blade angle, check for blade

looseness by grasping the blade at the outboard
end, 12 inches from tip, and move blade back
and forth. Maximum allowable fore and aft
movement of the blade is 0. 75 inches exclusive
of blade bending, as measured at the blade tip.
s1-lo-o
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TECHNOLOGIES
TABLE 603. PERIODIC INSPECTION (Continued)
ITEM AREA RE QUIREME NT S
Blades Propeller with a blade movement exceeding this

limitatioa shall be removed from service and
returned to an overhaul facility for correction,
Inspect the blade with the eyes no further than

two feet from that portion of the blade under
inspection. Suspicious indications shall be in-
spected using a 5X-10X magnifying glass and the
dye penetrant method of inspection. Repair as
necessary in accordance with limits and proce-
dures inparagraph 8.
Spinner Inspect spinner mounting bulkhead for cracks,

and damaged or loose parts.
Check front andrear spinner and afterbody and
bracket assembly for evidence of excessive heat,

scratches, cracks, dents and loose, worn or
damaged parts. Repair pet overhaul manual
P5110 or replace.
Control Inspect torque retainer and pad and torque retainer

bracket for security and evidence of corrosion.
inspect slipring assembly for security of locking

bolts. Check for arcing and presence of oil.
Inspect the control front and rear encased plain
I cause
for evidence of oil leakage. Remedy the
laesleakage
if.tneserp is
Inspect brush block for broken brushes and ac-
cumulation of grease and foreign materials.

oil,
If evident, remove and clean, repair or replace.
Blushes may remain in service if wear pattern
has not advanced as shown in figure 809.
Page 604
P6165
iMay 1/83
UNITEO
TECHNOLOGIES
TABLE 603. PERIODIC INSPECTION (Continued)
ITEM AREA REQUIREMENTS
Control Inspect the auxiliary motor for visual evidence

of overheating. Check security of mounting
bolts and electrical connector.
~spect the magnetic drain plug for metallic

particles. Some fuzz-like and hair-like
particles may be found. This is a normal condi-
tion, especially on new controls andis not cause
for control removal. Chunks and flakes of
magnetic material are indicative of deterioration
and are cause for control or propeller removal.
D. During a periodic inspection, the filter shallbe removed and filter disks
inspected for metal con~amination. To remove filter disk proceed as
follows
NOTE: For 69494B series Buna-N Seals inspection period not to

exceed 125 hours since last inspection (reference S.B. 19).
For 69494R series Viton seals inspection period not to exceed

600 hours since last inspection.
(1) Cut lockwfre on control cover retaining cap (6, figure 301).
screws
Remove screws @ecause of different screw length, record locations

to insure return to same locations on reinstallation) and gasket seals
(7) using wrench GS10249 or equivalent. Remove control cover (8).
CAUTION: EXERCISE CARE NOT TO DAMAGE COVER SEAL (14).
(2) Cut lockwire and remove two cap screws (1, figure 601) and one flat
washer (2), and one electric lead clamp.
(3) Screw mechanical puller GS10251 in spring seat (5) and remove filter
cover and filter assembly from filter and solenoid relief valve hous-
ing.
61-10-0
Page 605
P6165 May 1/83
TECHNOLOGIES
(4) Remove pin (3) using a soft metal drift punch or equivalent.
(5) Disassemble filter assembly for disk inspection. Discard preformed

packings (10), (11) and (12).
(6) Before cleaning, inspect the filter for contamination indicating

internal breakdown of metallic parts or deterioration of non-metallic
parts within the propeller control. If a large accumulation is found,
remove the propeller control from service.
(a) Inspect each filter disk for evidence of contamination, par-

ticularly for particles, flakes, and/or silvers of babbitt. (See
figures 602, 603 and 604. Minute particles as shown in figure
602 are considered typical wear accumulation requiring only
cleaning of filter disks. Light coatings of black sludge from
Buna N seals are normal and also acceptable requiring only
cleaning of the filter disks.
(b) Accumulations of particles and flakes as shown in figure 603

indicate possible stationary sleeve babbitt lining
deterioration of
that is the maximum level of contamfnation acceptable for con-
tinuing the control in service. Controls exhibiting maximum
acceptable contamination should be monitored to assure no in-
crease of babbitt liner deterioration,Remove any control
indicating increased babbitt liner deterioration and send it to
the overhaul facility for repair.
(C) Accumulations of particles, flakes, and silvers as shown in

figure lining deterioration. This
604 indicate extensive babbitt
contamination level is unacceptable. Complete clogging of the
I filters with black sludge from Buna N seals is also unacceptable.
Remove the control from service and forward to the overhaul
facility for repair. A control removed for babbitt or black
sludge contamination shall be tagged~ as such prior to shipment
to the overhaul facility.
(7) Clean filter disks using an ultrasonic cleaner. To prevent inside con-
tamination suspend filter disks on a 1/2 inch diameter rod.
(8) Reassemble filter assembly in reverse order of disassembly using

new preformed packings at all locations.
61-10-0
Page 606
P6165 May 1/83
UNITED
TECHNOLOGIES
0\,
11
r. Socket Head Cap Screw 7. Ball

2. Flat Washer 8. FilterDisks
3. Straight Headless Pin 9. Filter Disk Support
4. Filter Cover 10. Preformed Packing
5. Spring Seat 11. Preformed Packing
6. Helical Spring 12. Preformed Packing
Figure 601. Filter Assembly
(9) Reinstall filter’assembly into housing cavity. Coat the cavity ID and
preformed packings with Petroiatum W-P-236 or hydraulic oil to
facilitate installation.
(10) Install one cap screw (1) and one washer (2) hand tight. Install elec-
trical lead clamp under the other cap screw (1) and torque screws to
62-68 pound-inches. Hold the electrical lead clamp in position to
preclude damage to the lead. Lockwfre screws.
(11) Inspect control cover seal PN 538733 (14, figure 301) for damage and
positioning. If damaged, remove control and return to overhaul

facility. If serviceable, reinstall control cover, insuring that gasket
seal (7) and retaining cap screw (6) are located in the proper locations.
Torque cap screws to 30-40 pound-inches and lockwire.
61-10-0
1 P6165
Page 607
May 1/83
ORIGINAL
UNT~D As Received
TECHNOLOG)ES By
ATP
TYPICAL CONTAMINATION
11´•85-19
Filter Disk Exhibiting Typical Contaminatiqn

Figure 602
ACtEPTABLE CC(JTAMINATION
II--LLIS--tO
Filter Disk Exhibiting Maximum 61-10-0

Acceptable Contamination Page 608
P6165 Figure 603 May 1/83
UNITED ORIGINAL
TECHNOLOGIES
As Received By
ATP
I, _
i:
,I
8~
UNACCEPT~BLE
ll-L85-?1
Filter Disk Exhfbiting Unacceptable Contamination

Figure 604
E. Known or Suspected Impact. The propeller shall be inspected as soon

aspossible after being involved in a ~nown or suspected impact with
an object such as a snowbank, maintenance stand, birds in night, field
landing lights, baggage trucks, etc., regardless of whether the propeller

was rotating or not at the time of impact. Impact may be suspected but
not la~own because of poor visibility or unusual noises heard or as a
result of paint marks or damage found during daily inspections. Proceed
as follows:
(1) If the propeller spinner obviously damaged, or if the blades show

is
obvious evidence of damage such as bending, twisting, looseness,
e~tensive abrasions or gouges beyond repair limits, replace the
propeller before the next engine nmup.
61-10-0
Page 608A
P6165
May 1/83
Harnilton U
Standard A~
(2) If the blades obviously damaged or are damaged within

are not
established localrepair limits, inspect the blade alignment using

GS11901, blade alignment gage, per instructions below.
(3) Blade Alignment Gage Mal Indicator Calibration. Each time that
the gage is used, the dial indicator shall be calibrated so as to set
it at a mid-point range in order to detect permanent denecnon of
blade by comparing with the value stenciled on blade fairing. Cali-
branon of dial indicator requires a reference surface flat within
0. 005 inch (0. 13 mm) and as wide and long as the gage. Place gage
on its feet on reference surface. Place 1. 250 inch(S1. 75 mm) cali-
brating block
(included with the gage) on the reference surface under
the contact point of dial indicator. Set small pointer of the dial
indicator on number S by loosening the socket head cap screw which
retains the indicator on its support and adjusting height of the in-
dicator. Then loosen dial retaining screw; turn dial so that the
larger pointer is set at zero. Be sure to re-tighten both retaining
screws. See figure 605.
BUOe COUTR(G PUTE
BUO~ VXATtWO D(M~P
Blade Alignment Gage Application

Figure 605
(4) After calibrating the dial indicator, assure that the locating surfaces
for the alignment gage on all three blades are free of damage, paint
debris, and contaminants.
(5) Perform the blade alignment check as follows:
61-10-0
Page 609
P6165 Jul 15/74
Hanailton ~D.
Standard F~s
(a) Operate the propeller to or near feather angle position so that

alignment gage can be rested on the face side of blade with the
contact point of the dial indicator contacting blade tip surface.
(See figure 605. With blade at 3 o’clock position, place gage
carefully on the blade so as not to disturb dial indicator cali-
bration.
(b) Install the two locating pins in locating bushings of the gage with
small rounded ends of the pins toward blade surface. Move gage
so that locating pin at the inboard elid engages the slot in gage lo-
eating plate in blade fairing and the location pin at outboard end
engages the dimple in blade tip surface. Make sure the three gage
feet are seated and two locating pins are not binding in the bushings.
Record dial indicator reading and remove the gage from blade.
If there is any difference between dial indicator reading and B.A. R.
value stenciled on the blade fairing, this is the amount that the
blade is out of alignnient,
NOTE: When making indicator readings, remove hands

from proximity of gage and blade to avoid errors
due to denection, except that, if necesa~rv, light
lateral pressure is permissible at the inboard end
only to stabilize gage.
(C) Repeat step above for rema~nlna two blades of the propeller.
(d) Blades involved in a known suspected impact, whether rotating
or
or static (not rotating) with a relatively solid and non-continuous
object such as runway lights, rubber tire treads or birds in night,

the blades are considered acceptable for further night if the dif-
ference between the current reading and the reference reading
does not exceed 0. 040 inch (1. 02 mmr Blades exhibiting differences
between 0. 041 and 0. 250 inch (1. 04-6. 35 mm) should be removed
from service as soon as possible, subject to "nyback"condinons.
If the difference exceeds 0. 250 inch (6. 35 mm) the blade should be
removed from service immediately.
NOTE: "Flyback" is defined as: The return flight of an aircraft
directly from a facility not having repair or replacement
capabilities to a facility having the required capabilities.
Flyback shall not exceed 25 flight hours. During the ny-
back transition the affected propeller shall be inspected
for any increase of original damage prior to each takeoff
enroute. Increase of original damage shall be cause for
immediate propeller removal.
61-10-0
Page 610
P6165
Jul 15/74
HAMIUOW SPANDARDo,
(e) Blades involved in known or suspected rotating impact with
relatively yielding and/or continuous objects such as snow

banks, water, slush, sand piles, etc. and exhibiting a dif-
ference not exceeding O. 040.inch(l. 02 mm)between the current
reading and reference reading should be removed from service sub-
ject to fly-back limitations. Blades showing more than 0. 040 inch
(1. 02 mm) deviation should be removed from service immediately.
(f) On a routine periodic inspection, where impact is not suspected,

if´• the difference between the current reading and the reference
value is 0. 080 inch (2. 03 mm) or less, the blade is considered
acceptable for further service. Blades exhibiting differences
from 0. 081 to 0. 250 inch (2. 06 6. 35 mm) should be removed
from service subject to nyback limitations. Blades showing
more than 0. 250 inch(b. 35 mmjshould be removed from service
Immediately.
F. Checking Blade Track.
(1) If the GS11901 bladealignment gage is not available to check blades

involved ina I~nawn
suspected impact incident, the following blade
or
track inspection may be substituted as a temporary altern$e inspection

method.
(a) Stancally (without rotation) operate the propeller blades to the

approach stop. With each blade positioned vertically downward,
check the relative location of each blade face side adjacent to
the dimple near the blade tip. Blades shall track within 0. 406
inch (10. 31 mm).
NOTE: Pull each blade downward to assure blade is fully seated

onits retention prior to obtaining track measurements.
Measurement method must not move blade from its seated
position.
(b) If blade Rack is within tolerance, aircraft may be nown to nearest

facility having a blade alignment gage, observing "flyback" pro-
vf sions
(c) If blade track is not within tolerance, either replace propeller or

delay next engine runup until the
more accurate blade alignment
gage is made available for alignment measurements.
61-10-0
Page 611
P6165 Jul 15/74
namluow srneonee
~a-´•
(d) Propellers removed from service should be treated as impact
incidents and shall be forwarded to the approved overhaul facil-
ity accompanied by the impact report of Table 604 and a com-
plete description of circumstances surrounding the incident.
The overhaul facility shall in turn submit a report to Hamtlton
Standard Service Dep;artment who will determine if the severity
of the impact will
or will not warrant re-heat treatment in addi-
tion to re-surface treatment of affected parts at Hamilton

Standard.
F1. Inspection Following Hard Landing
(1) Remove propellers from aircraft and disassemble propellers to the

erctent necess~v to remove the propeller blades from the barrel
assemblies.
(2) Examine exposed parts for evidence of visible drunnrre,
(3) Perform a magnetic particle inspection, AMS2640, on three sets of

blade thrust washers (78). Cracks evident in any thrust washer will
require replacement of all three in the set.
(4) Perform fluorescent penetrant fnspection, AbBS2645, on each

a
blade shank fillet and beveled thrust washer. Cracks evident in any
of these parts will require replacement of all three blades in the
propeller. Blades exhibiting cracks must be retired from service.
Blades exhibiting questionable c~nmnae other than cracks may be
returned to the mnmlfadurer, Hamilton Standard, for evaluation and
disposition.
(5) If replacement of parts is required, notify Hamilton Standard

regarding the disposition of the remainder of the propeller assembly.
61-10-0
P6165 Page 612
Jun 15/79
SIANDARD
TABLE 604. IMPACT REPORT
Operator
Aircraft Type~Model No. Serial No.
Nacelle No.
Propeller Model No.
Propeller Gear Ratio
Blade Serial No. 2
Blade Serial No. 3
Propeller Control Model No. Serial No.
Engine Speed at Time of Impact (rpm or percent)
Object Struck
Track or Blade Alignment Affected (State amount)
No. 1
No. 2
No. 3
Remarks
Noter The above information is required on blades returned to the approved overhaul
facility and to the Service Department, Hamilton Standard, in order that damage can be
properly evaluated.
61-10-0
Page 613
P6165
Jul 15/74
Icarmulan stnwDaw,
G. Overspeed. The following disposition shall be made for a propeller

or propeller control involved in an overspeed.
(1) A transient overspeed less than 20 percent above the normal high
setting during a power burst if the propeller was either
is allowable
at the approach stop or the tertiary stop. Also, a transient overspeed
less than 25 percent above the normal high rpm setting is allowable
during an aborted take-off at full reverse power.
(2) A sustained overspeed less than 20 percent above the normal high
rpm setting is allowable if the cause of the overspeed can be isolated
and corrected.
(3) For anoverspeed between 20 and 40 percent above the normal high
rpm setting (except for the reversing overspeed described in step
(1) preceding), remove the propeller and control before the next
n~ght. If facilities are not available for removal and the cause of
the overspeed can be corrected, "nyback" is allowable subject to
restrictions as stated in paragraph"E" above.
(4) For an overspeed more than 40 percent above the normal high rpm
setting, replace the propeller and control before the next night.
(5) A propeller or propeller control removed for an overspeed shall

be sent to an overhaul facility. Since information will be needed to
determine the extent of repair, make out a report describing the
overspeed completely (see table 605). Be sure to include the cause,
amount, and duration of the overspeed, the rpm and power setting,
the blade angle operation, and the attitude, altitude, airspeed, and
gross weight of the airplane during the overspeed. Also Include
the serial and model numbers of the airplane, engine, propeller,
propeller blades, and propeller control. Enclose a copy of the
report with each removed item.
B. Inspection for Vibration,
(1) After a vibration has been reported and connrmed by night or ground
test, check the prfmarv stop angle setting to be sure that all blades are
at the same angle within 0. 3 degrees. Remove backlash by manlaallv

rotating each of the blades toward low pitch before measuring angles.
Measure the blade angle with the protractor GS18217 and template GS-
10262 (see table 401). Check blade trackper paragraph F above. All
I blades should track within 0.406 inch(l0. 31 mm). Before removing

a propeller for balance after a reported vibration, insure that the
propeller spinner and afterbody are properly attached. Ensure that

all engine cowling and aircraft fairing are installed and properly
attached.
01-10-0
P6165 Page 614

Aug 1/76
Harnilton U
Standard F~a
TABLE 605. OVERSPEED REPORT
Operator
Aircraft Type~Model Serial No.
Propeller Gear Ratio Serial No.
Propeller Control Model No. Nacelle No.
Blade Drawing No. Serial No.
Blade Serial No. 1

No.2
No.3
Percent M;udmum Overspeed Indicated or Estimated (state which)
Did Propeller Lock Pitch3
If so, What Blade Angle

Was Propeller Feathering Attempted
If so, Was Feathering SuccessfulP
Configuration Prior to Overspeed (Power Lever Setting)
Tachometer Reading Torque
Turbine Inlet Temperature Fuel Flow
I~uration of Overspeed
Air Speed Altitude

’Remarks
Note: The above information is required blades returned to the approved overhaul
on
facility and to the Service Department, Hamilton Standard, for evaluation and
61-10-0
P6165 Page 615
Jul 15/74
Hamilton Sundstrand
I. In Service and Storage Inspection
I NOTE: Also see the requirements in g., Preparation for Service and Storage, paragraph H.
(1) It becomes the responsibility of the operator, as part of his maintenance procedures, to
establish practices based on his own experience which will prevent the occurrence of
damaging corrosion and other harmful influences to propeller and control components.
(2) Propellers and controls shall be stored in accordance with instructions given in Section 9.
(3) The operator must establish an environment for major propeller and control components
in service and storage which would not be conducive to corrosive attack or other harmful
effects.
(4) The operator must establish a procedure and interval of component inspection which will
assure that such an environment is being satisfactorily maintained. An 18 month period is
suggested as the upper limit for a selected interval.
(5) The operator must establish for himself that any selected inspection interval, including
one of 18 months or less, provides that needed assurance that environmental conditions
will not result in significant corrosion or other damage. Detection of any such harmful
effects at any given inspection is indicative that corrective action is necessary to change
the environmental conditions or to reduce the inspection interval.
(6) Inspection is accomplished by removing the propellers and controls from service at the
interval selected and closely examining the major structural components for significant
corrosion or other damage.
(7) Assembled propellers and controls in storage must be subjected to the same controls over
development of corrosion as propellers and controls in service. The combined storage-
plus-service calendar interval shall not exceed that which is established by the operator
for usage alone or storage alone whichever is less. It is recommended that propellers and
controls in storage be treated with corrosion preventative solution in accordance with
applicable overhaul instructions.
P6165
61-10-0
Page 616
Jun 1/00
Standard F~e
(8) If assembled propellers and controls in storage are not stored in

accordance with the applicable overhaul instructions, the operator
must establish the proper inspection interval which will be no
greater than for propellers in service. This latter determination

should be made by a separate samnling program.
(9) Msassembled propellers and parts in storage must be inspected

prior to assembly.
Page 617
P6165
Jul 15/74
UNITED
B TECHNOLOGIES
7. Cleaning and Painting.
A. Metallic Surface Cleaning.
(1) Clean the metallic external surfaces of the propeller and control,
using solvent AMS3160 or equivalent.
I (2) Clean blades with

solvent, O-C-1889.
warm fresh water and soap, kerosene VV-K-811 or
(3) Apply the ~solvent sparidgly, using soft cloths or brush.
CAUTION: DO NOT ALLOW THE SOLVENT TO CONTACT RUBBER,

PLASTIC OR FIBERGLASS PARTS OR SLIP RINGS,
BRUSHES, WIRING, INSULATION AND ELECTRICAL
PARTS.
(4) Remove the solvent by thoroughly rinsing with fresh water. Wipe
dry, using clean cloths.
B. Nonmetallle Surface Cleaning.
(1)- Clean rubber, plastic and fiberglass surfaces lith soap and warm
water applied with soft cloths. Rinse with fresh water and wipe dry
with soft cloths.
(2) Clean the blush block, without brushes installed, by immersion in

cleaning solution, O-C -1889. Use a soft cloth or soft bristle brush
to remove grease deposits. Do not use a wire brush, steelwool, or
abrasive pad. cleaning, dry thoroughly using air blast and
After
clean wipers. Pay particular attention to the brush sockets. They
must be thoroughly clean and dry before installation of brushes.
(3) Clean deicer brushes by wiping with clean, dry, cloths or wipers.
Do not attempt to clean deicer brushes by immersion in solvent or
by wiping with solvent dampened cloths.
51-10-0
Page 701
P6165
May 1/83
B TECHNOLOGIES
C. Painted Surfaces.
(1) If surfaces show weather-cracking conditions, or blade heater was

replaced or repaired, blade deic8 surfaces shallbe given a coating
of weather resistant blackout lacquer (thinned with toluene to
brushing consistency). For appearances the blade boot and cover-
stock surfaces may also be painted with blackout lacquer.
D. Erosion Coating Spinner.
(1) Apply one coat of static conditioner filler Laminar X500 28-C -1 to
a repaired area and allow to set until surface dulls from solvent
evaporation (from 1 to 5 minutes), then wipe 04 all surplus condi-
tioner, rubbing well into materials pores.
(2) Apply one coat of Laminar X500 8-W-5 white primer mixed in ac-
cordance with table 802´•to the repaired area. An air drying time
of from 4 to 8 hours is required before further work can be accom-
plished. If forced curing is necessary, air dry one hour and oven
cure one hour at 150 to 200 degrees F (65.6-93.3 degrees C).
(3) Apply 6 to 8 cross coats of eroiion resistant coating coating Laminar

X500 8-8-6 mixed in accordance with table 802 to the repaired area.
Allow 10 to 30 minutes drying time between coats. Cross coats con-
sist of a vertical and horizontal motion application, After the final
coat has been applied, the part ~av be handled
lightly after two
hours drying time. Full mechanical resistance develops within 5
days.
(4) Repair worn erosion coating by sanding surface smooth and applying
one cross coat of Laminar X500 8-B-6 coating.
61-10-0
Page 702
P6165 May 1/83
BUNITED TECHNOLOGIES
8. Approved Repairs and Replacements.
A. Blade Inspection
(1) Turn-the propeller so that each blade may be inspected visually from
no more than two feet from the inspectors eyes. Any suspect area
shall be examined with a 5 power magnifying glass.
(2) Metal Portion inspection. Visually examine metal portions of the

blades. Measure the depth of each damaged area which shows
appreciable depth, using dial gage HSP1827 blade checking indicator
or equivalent as shown in Figure 801. Remove any raised edges
adjacent to the damage which may interfere with the knife edge of
the gage setting flush on the true blade surface. The base of the
gage should be placed parallel to the longitudinal blade axis. Gouge
depth shall be determined as the difference between the deepest point
in the damaged area and the adjacent blade surface. The gouge depth
in a previously reworked area shall be determined as the difference
between the deepest point in the damaged area and the adjacent
blade surface in the unreworked area. Check for misalignment of
gage point with respect to the knife edge by rocking the gage on a
flat surface.
1 (3) Nonmetal P~rtionInspectioll. Limits. Blisters, bubbles, delamiaa-

tions, separations which are fdenttfied´•by swelling of the rubber
or
material without rupture or charring from local burnout of heater

wires are acceptable as follows:
I (a) Blade Fairing Coverstock.
1 An affected area is not larger than four (4) square inches.
61-10-0
Page 801
P6165
May 1/83
UNITED
TECHNOLOGIES
2 There are not more than four such areas on either side
(face or camber) of the blade.
3 There is not less than one and one-half (1-1/2) inches dis-
tance between affected areas.
4 An affected area is not more than one-quarter (1/4) square

inch (for example, an area of 1/2 x 1/2 inch or 1/4 x 1 inch).
There is no limit on the number of areas one-quarter (1/4~
square inch or less.
5 There Is not less than one-quarter (1/4) of an inch between

affected areas.
Blade Fairing Boot and Heater.
1 An affected area along the outboard edge of the boot on
either side (face camber) of the blade

or is no longer than
three (3) inches and is no wider than one-half (1/2) inch.
2 An affected area under the heater or boot is not larger than

one (1) square inch.
3 There is’ not less than two (2) inches distance between
affected areas.
4 An affected area along the trailing edge of the heater on

either side (face camber) of the blade is not longer than
or
three (3) inches and is not wider than one-half (1/2) inch.
(4) Acceptance Criteria for I~ubber Parts. Acceptance criteria for blade
heaters, fairing coverstock, and fairing end boots are as follows:
(See Figure 802).
(a) Soft spots in the fillet along the fnboard edge of the heater (area
#1) are not indicative of blisters and are considered acceptable.
(b) Soft spots at the edges of the cable assembly ramp from the
fairing to the blade shank region (area #3) are indicative of boot
bridging or local inadequate seal filleting under the boot, but are
not of concern and therefore are acceptable.
Page 802
P6165 iMay 1/83
UN~TED
TEC~NOLOGIES
I/:I I
NEW DAMAGE ~coucE DEPTH
DAMAGE IN REWORKED AREA
Figure 801. Measurement of Damage Depth
1 3
1(--L185--37~
i. Boot Leading Edge 5. Coverstock

2. Boot Trafllng Edge 6. Blade Heater
3. Blades Deicing Heater Straps 7. Boot-Butt Face
4. BAR Losating Plate
Figure 802. Rubber Parts Area Co~es 61-10-0
Page a03
P6165 ~Iay 1/53

UNITEb
TECHNOLOGIES
(c) Looseness of the boot along its outboard edge (area #2) is not
acceptable. Repair per paragraph C.
(d) Blistering of the coverstock along the edges of the gage locating
plate (area #4) and in area #5 is not acceptable. Repair per
paragraph C.
(e) Blisters under the heater (area #6) are not acceptable. Repair
per paragraph C.
(f) Blisters under the boot butt face (area #7) are~ not acceptable.
Repair per paragraph C.
TABLE 801. CONSUMABLE MATERIALS

Abrasive Cloth P-C-451
Aircraft Grease MIL-G-7711
Antiseize Thread Fiske Bros. Refining Co. Thread Lubricant

Lubricant Lr~ckwood and Ryan Streets
Mo-Lith #2 Newark, NJ, 07105
Blackout Lacquer MIL-L-6805
I Chemical Film AMS2473
Corrosion Compound (Cosmoline 123) MIL-C 6529
Corrosion Compound (TNCRT -H53 -2 07 MIL-C -15074
I
Antfsefze Thread Molykote G
Lubricant Dow Coming Corporation
45 Commerce Drive
Trumbull, CT 06601
61-10-0
Page 804
P6165 May 1/83
UNTTED
TECHNOLOG1ES
TABLE 801. CONSUMABLE MATERIALS (Continued)

MATERIAL SOURC E GOVERNMENT SPEC.
Laminar X-500 Mfdland Division

8-C~-5 Primer The Dexter Corp.
50-C-3 Hardner 31500 Hayman St.
8-B-6 Erasion Coating Hayward, CA 96544
66 -C -28 Solvent
Dry Cleaning Solvent AMS316 0
Filler- American Consolidated

F-88 Manufacturing Co.,
(F-88CPL plus 835 No. 19th St.,
F-88CPP) Philadelphia, PA
Filler- Cycleweld C -14 MI L-A -14042
ClyptalBlack Lacquer MIL-V-1137

Thinner
Hydraulic Fluid MIL-H-5606 or
MIL-H~ 083
~ubricant MIL-M-7866
Propeller Shaft
Methyl Alcohol AMS3004

Cleaning Agent
Methyl-Ethyl-Ketone TT -M -261
Pre se rvative MI L-C -11796
Rosin Coating MIL-A-9917
Adhesive Bostik 1007 Buna N adhesive primer

USM Corp. Bostik Div.
Boston St.
Middleton, MA 01949
61-10-0
Page 805
P6165 May 1/83
UNITED
TECHNOLOGIES

Adhesive- Bostik 1096 Neoprene adhesive

Boscodur #9 Accelerator
Mfddleton, MA 01949
Cleaning Solvent O-C -1889
Sealant- ECSO1B Class

B/801A Class B2
Minnesota Mining Manu-
facturing Co.,
St. Paul, MN
Sealer EC678 MIL-A-9117
Sealing Adhesive (Alternate for EC801) MILS-8802
Technical Petrolatum W-P-236
Toluene AMS3180
Plastic Foam, 717844-2 Plastic foam for blade

Precast Hamilton Standard repair in Lockfoam areas.
Division of United
Technologies
Windsor ~ocks, CT 06096
Solder Sb5WS QB-S-571
Flux RMAP2 or RMAP3 MIL -F -14256
Flux Gored Solder Sb5WRMAP2 or SbSWRMAPS ga-S-571
*Grease 17 Shell Oil Co.

1 Shell Plaza
P. O. Box 2463
Houston, TX 77001
’Alternates for Mo-Llth No. 2 Thread Lubricant
61-10-0
Page 806
P6165 May 1/83
UNTrED
TECHNOLOGIES

MATERIAL SOURC E GOVERNMENT SPEC.
*Royco No. 64 Royal Lubricants Co.

River Rd P. O. Box 298
E. Hanover, NJ 07936
*PED3350 Chevron U.S.A. Inc.

575 Market St.
P.O. Box 7643
San Francisco, CA 94120
~6-4727 Texaco Inc.

135 E 42nd St.
New York, NY 10017
’Braycote 664 Bray Oil Co.

1925 N. Marianna Ave.
Los Angeles, CA 90032
*Molykote GN Dow Coming Corp

45 Commerce Drive
Tntmbull, CT 06601
Sealer EC678M MIL-A-9117
Sealer EC801/801A MILS-7124
Sealer PR380M 83574

Products Research
Chemical Corp.
PRC Coatings Sealants Div.
2919 Empire Ave.
Burbank, CA 91504
*Alternates for Mo-Llth No. 2 Thread Lubricant
61-10-0
Page 807
P6165 May 1/83
UNITED
TECHNOLOGIES
TABLE 802
CONSUMABLE MATERIAL MMING, AND CURING INSTRUCTIONS
WARNING: RESIN HARDENER, AND EROSION COATING MATERIALS ARE

TOXIC. USE PROTECTIVE SKIN CREAM AND RUBBER GLOVES.
AVOID CONTACT WITH EYES AND INHALATION OF FUMES. MM
ONLY IN SUFFICIENT QUANTITIES TO PERFORM THE MA~TE-
NANCE OPERATION. USE ONLY IN AN ADEQUATELY VENTILAT-
ED AREA.
SPECIFICAT ION
OR PART NUMBER MIXING INSTRUCTIONS
EC 678M Sealer Thin with toluene, AMS3180 brushing

consistency. Cure at room temperature
for 30 minutes minimum.
EC 776 Blade Sealer Thin with MEK, TT-M-261 to a brushing

consistency. Cure for 1 hour at 1210C
(2500F), or 72 hours at roam temperature.
EC 801B ClassB/801A Class B2 ´•Mix 4 parts

by weight of EC 801B Class B
to 1 partby weight of EC B01A Class B2.
Mixture may be thinned to a working con-
sistency with MEK, TT-M-261. Cure at
room temperature for 24 hours or 6 hours
at 660C (1500F). strength appears
after 5 days when cured at room tempera-
ture.
NOTE: Where accelerated set up time

is required, mix 1 part by weight
ofdiethylene propylamine to 250
parts by weight of EC 801A Class
B2 before combining with EC 801B
Class B.
61-10-0
Page 808
P6165 May 1/83
TECHNOLOGIES
TABLE 802
CONSUMABLE MATERIAL MMTNG, AND CURING INSTRUCTIONS (Continued)
SPECIFICATION
OR PART NUMBER MMING INSTRUCTIONS
Epoxy Resin Epon 828 Spinner and Blade Repair.

Curing Agent Z or Mix 10 parts by weight of Epon 828 with
Diethylenetriamine 1 part of weight of curing agent Z,
Curing Agent (O-D-1271) or O-D-1271. Stir in Cab-O-Sil filler
Inert Filler until mixture thickens to a spreading
Cab~-Sil consistency. Pot life of mixture, 1 hour
at room temperature when using curing

agent Z. Pot life of mixture is 0. 5 hours
when using O-D-1271.
When using curing agent Z, cure at 82-

930C (180 2000F) for 2 hours.
When using O-D-1271, cure at room

temperature for 2 hours minimum.
Laminar X-500 Coating Mix equal parts of 4-Y-5 and 10-C-45.

4-Y-5 Yellow Polyurethane Use equal part of 66 -28 to thin to a
10-C-45 Hardener for 4-Y-5 spraying consistency. Pot life of mix-
66-C-28 Reducer for 4-Y-5 ture is 6 hours in closed container.
Laminar X-500 Coating Mix 4 parts by volume of 8-B-6

8-B-6 Black Polyurethane polyurethane coating with 1 part by
66-C-28 Reducer for 8-Ed volume 50-C-3 hardener. Use 1 to 3
50-C-3 Hardener for 8-B-6 part by volume of 66-C-28 reducer to 1
part by volume 50-C-3 hardener to thin

mixture to a spraying consistency.
Laminar X-500 Coating Mix 1 part by weight of 7-C-1 clear

7-C-1 Gloss Clear Polyurethane polyurethane with 1 part by weight of
10-C -32 Hardener for 7-C -1 10~-32 Hardener. Pot life of mixture
is 6 hours inclosed containers.
EC 1300 Cement Premixed. Use as received. Use MEK,

TT-M -261 as solvent.
61-10-0
Page 809
P6165 May 1/83
UNITED
TECHNOLOGIES
TABLE 802
CONSUMABLE MATERIAL MMING, AND CUR~G INSTRUCTIONS (Continued)
SPECIFICATION
OR PART NUMBER MMING ~STRUCTIONS
Bostik 1007 Adhesive Primer Premixed. Use as received. Use MEK,

TT-M-261 as solvent if requtred to main-
tain a brushing consistency.
Bostik 1096 Adhesive ThorouPhlv stir each component in their

Boscodur No. 9 Curing Agent separate containers before measuring
and mixing. Mix 7 parts by weight of
Bostik 1096 with 1 part by weight of
Boscodur No. 9. Shelf life is 12 months
in unopened containers stored at 18-27jC
(65-800F). Pot life of mixture is 8 hours
at room temperature in closed container.
Allow initial coat to dry at room tempera-
ture for 2 hours minimum. Allow second
coat to dry at room temperature 30 to 60
minutes before continuing repair.
MIL-P-23377 Adhesive Primer Mix 1 part by volume of component I to 1

Component I part by volume of component II. Allow
Component 11 mixture to stand one hour before use.
Air dry primer one hour before applying
adhesive. Shell life is 6 months in un-
opened containers. Pot life is 8 hours

after mixing.
Bondmaster M688 Mix 100 parts by weight of Bondmaster

CH-16 Hardener M688 with 32 parts by weight of CH-16.
Pot life of the mixture is 15 to 20 minutes
at room temperature.
B. Repair, Metal Portion
NOTE: Damage in the area three inches ~om the blade tip as shown in
Figures 803, 804, and 805 is not limited by depth, width, or
length provided that the rework does not extend in a line across
the blade or will cause deterioration in the blade structure at
any point. "No limit" does not permit shortening of a blade or
a set of blades by three inches.
Page
P6165´• May 1/83
Hamilton Sundstrand
REWORK NOT LIMITED EXCEPT FOR CROSS DAMAQ. SEE TEXT
36. OLN.
BARREL LIP
>>DCC<< ~>DCC<<
WITHIN THIS *RE* WITY1N THIS IRL* I
0. 006 IN. O. OIS IN.
D(CEPT 0. 001 IN. EXCEPT O. 006 IN.
IN A PREVIOUSLY REWORKED AREA IN A PREVIOUSLY REWORKED AREA
MAXIMUM DEPTH OF DAMAGE NOt REQUIRING REWORK 11--1361
Damage Requiring No Rework

Figure 803
REWORK NOT LIMITED EXCEPT FOR CROSS DAMAGE. SEE TEXT.
C’- I
c’ I
>sDCC<<
MAXIMUM DEPrn OP REWORK ALLOWED ON PACE ANO CAMBER SIDES
0. 050 IN. SUT NOT MORE THAN 25~ OF SECTION THICKNESS
AT POSITION OF REWORK
IUIRREL UP TO 3. O IN. FROM TlP ~3. O 1N.
LENGTH OF REWORK IN LONGITUDINAL BLADE DI~ECTION SCULL BE

NO LESS THAN 30 TIMES DEPTn OF REWORK 11-1363
Rework Limits on Face and Camber Sides of Blades

Figure 804
P6165
61-10-0
Page 811
Jun 1/00
Hamilton Sundstrand
REWORK NOT UMITED MCEPT ’OR GROSS DAMAQ. SEE TEXT.
I
-----,,_____
>>DCC<<
O. IIIN.
MU(. THtS
>>DCC<<
LU IN.
MA(. Tn15
>>DCCc<
a~olN.
MAX.
rwls ~aEI Z
TCUS AREA
3. O 1N.
20
ICOIN.
3L O IN.
BARREL LIP
LENQTC( OC REWORK IW LOF(OITUDIN*L BUOE OlRECTION

Sn*LL Be NO LESS Tn*N 10 TIMES TWE OEPTn OC REWORK
)1--1361
Rework Limits on Leading and Trailing Edge of Blades

Figure 805
(1) Nicks, scratches, cracks, pits, gouges, etc., exceeding limits shown in Figure 805A shall
be reworked to remove all traces of damage. After this rework, remove an additional
0.002 inch from the bottom of this area by polishing. Reworks exceeding the limits
shown in Figures 804 and 805 are cause for removal of the blade. Refer the blade to the
overhaul facility.
(2) Damage caused by lightning strikes and other electrical burns should be treated in the
same manner with the exception that after all damage has been removed, an additional
0.020 inch of stock shall be removed before final polishing. The total stock removal
including the additional 0.020 inch shall not exceed the limits shown in Figures 804 and
805.
(3) The only acceptable method of removing the damage is that by which metal containing
and adjacent to the damage is removed from the blade by mechanical means. All traces
of the damage should be removed locally from the blade and the resulting depression
should be smoothly faired into the blade surface.
P6165
61-10-0
Page 812
Jun 1/00
TECHNOLOGIES
AREAOFBLADE "A"
FACE CAMBER SIDES 30 i 1ICI

LEADING 0 TRAILING EDGES 10
"A" TIMES DEPfH OF REWORK
DEPTH OF GOUGE
OR BURN
7
TO TIP
PTH OF REWORK
SECTION A--A
0.051 MM (0.002" MIN.) GOUGE REWORK

0.508 MM (0.020’~ MIN.) ELECTRICAL BURN REWORK
ll--L18Z--27C
Typical L~ocal Rework

Figure 805A
NOTE.: Methods which attempt to relocate metal by coldworking to
cover or conceal the defect rather than remove the damage

are not acceptable.
(4) The number of repairs in a given area on a blade is not limited pro-
vided their locations with respect to one another do not form a
continuous line of repairs that would materially weaken the blade
strudture.
NOTE: Bending or twisting in any portion of the blade is not per-

mftted
(5) The suggested equipment necessary for blade damage rework includes
one each diemakers’ rifflers No. 8, 10 and 17, "8" cut (Grobet File
Co. of America, Carlstadt, NJ 07072) or equivalent or a small hand
grinder with soft abrasive wheels, one sheet each of dry emery cloth
No. 120 and 240; a 5-power magnifying glass; a peening hammer;
and a sheet of 1/8 inch thick rubber for a peening mask.
61-10-0
Page 813
P6165 May 1/53
UNTTED
~F1 TECHNOLOGIES
(6) Rework, Face and Camber Surfaces.
(a) Work out the abrasion using the appropriate file or small hand
grinder. Rework in a direction parallel to the longitudinal axis
of the blade. Blend in the reworked original blade
area with the
surface by forming a saucer-shaped depression, being careful
to remove all traces of the tool markings and damage with No.
120 emery cloth followed by No. 240 emery cloth. The resulting
surface shall be a polish finish. The application of the emergy
cloth can be facilitated with the use of a riffler as a pushing tool.
(b) With blade checking indicator, HSP1827, measure the amount

of blade stock removed. If the final depth exceeds stock removal
allowed, the blade shall be removed from service.
(C) Examine the reworked area with a 5-power minimum magnifying

glass to make certain that the bottom of the damage has been
completely removed. After this inspection, remove an additional
0. 002 inch of metal from the bottom of the reworked by area
polishing. In case electricalburn, however, remove an

of an
additional 0. 020 inch after inspection, leaving the surface in a

polished condition. If it is necessary to remove more than is
allowed in Figure 804, the blade shall be referred to the’over-
haul activity.
(d) Following rework in shotpeened areas shown in Figure 805B,

reshotpeening is required. As an aid in establishing, a uniform
intensity and pattern, it is recommended that an electrically
driven peening hammer, HSP3293, be used. However, if an
electrically driven hammer is not available, the operation may
be performed with a ball-peen hammer (HSP1297) having a tip
with 0.187 inch radius. See Figure 805C.
(e) For both mechanical and manual peening, install a rubber mask
on the blade to prevent stray ~mpressioas. The hole in the mask
should be sufficiently large to allow peening of the reworked area
plus a band 1/4 inch wide surrounding the area. The minimum
surface which may be peened shall be equal to the area of one
inch diameter circle, or in an irregularly shaped repair the
minimum radius shall be 1/2 inch. Stray impressions must
not appear on the blade. However, if one occurs, the area
surrounding the stray impressions must be reworked into the
original peened area or the minimum peening area established
around it.
61-10-0
Page 814
P6165 May 1/83
Hamilton Sundstrand
(7) Rework. Leading and Trailing Edges

CAUTION: EITHER LEADING OR TRAILING EDGE; BUT NOT BOTH, MAY BE
REWORKED TO MAXIMUM DEPTH ALONG SAME STATION CHORD
LINES.
(a) Determine the extent of leading edge damage. Leading edge repair, by filing or
dressing, should be performed with the leading edge surface has abraded to the
point that it resembles a rough or course sandpaper like number 60 grit as seen
in Figure 806.
(b) Repair is accomplished by removing edge pits and erosion roughened surfaces
by filing or grinding and then sanding smooth per step (c).
(c) The suggested tools and equipment necessary for blade leading and trailing
edge damage repair includes one each; Vixen file; 14 inch fine mill file; 12 inch
half round bastard file; 8 inch fine half round file, (or equivalent) or a small hand
grinder with soft abrasive wheels; one sheet each of dry emery cloth No. 120
and number 240 grit; a 5-power magnifying glass.
>>DCC<<
i. 69 IN.
1.81 IN.
COLD ROLLED AREA ON RLADE SURFACE
BEMLED THRUST WASTIER
3.39 IN.
3. 65 IN.
36. 3 IN.
sNss PLBNED AREA
--I IN ORDER TO FACILITATE REFERENCE
BLADE SHOWN WITH AU, ATTACnlNC
COMPONEN1S FIEMOVLCD
11--136(
>>DCCc<
Propeller Blade Shotpeened Areas

Figure 805B
P6165
61-10-0
Page 815
Jun 1/00
UNITED
TECHNOLOGIES
3t.5lMM
P.83 MM r(i.za IN.)
co. tslN.)
23.88 MM
(~94 IN.j
i. 75 MM
(0.187 1~.
Y
9.65 MH
(0.38 IN.) FiMM SPHEMCAL (0.78 IN.) OIA
10.65 IN.) RADIVS
~88 MM
12100 STEEI
HEAT TREAT
58- 68 Re
Manual Peening Hammer Manufacturer

61-10-0
Figure 80jC
Page 816
P6165
May 1/83
UNITED
TECHNOLOGIES
NOTE: Methods which attempt to relocate metal by coldworking

to cover or conceal the defect rather than remove the
damage are not acceptable.
I The only acceptable method of removing the damage is that

which metal containing, and adjacent to, the damage is re-
moved from the blade by mechanical means by hand filing or
hand grinding. All traces of the damage should be removed
locally from the blade and the resulting depression should be
smoothly faired into the blade surface.
2 Propeller blade leading edges, with the propeller installed

on the aircraft engine, are generally filed with the blade in
the horizontal, three o’clock, ground idle position.
3 Work out the abrasion using the appropriate file or small

hand grinder. Rework in a direction parallel to the longi-
tudinal axis of the blade as follows.
t´•-~;;
ORIGINAL
As Received By Leadiag Edge Erosion 61-10-0
ATP Figure 806
Page 817
P6165 May 1/83
4 For straight and drawfiling, the operator should stand com-

fortably with feet well apart so as to obtain a free swing
from the shoulders, avoiding any separate wrist or elbow
movement. The finishing and smoothing of metal in various
narrow grooves and depressions on the blade face and camber
sides, calls for precision filing at its best. Small rifflers,

used here, are held in much the same manner as a pen or
pencil. In using larger sizes, the riffler is held In the hand
with the index finger on the safe side to exert the proper
cutting pressure. When necessary, on very fine and delicate
work, the left hand is used to control the direction and in
same cases the stroke of the riffler.
5 In filing, "feel" is an important part of the operation. Too

much or too little pressure can cause damage-to the teeth
of a precision file. pressure should be
Only enough applied
on a file during its forward motion to keep it cutting through-
out its entire stroke. The file should be lifted during the
return stroke.
6 Too much pressure will result in excess metal being re-
moved and causing the teeth of the file to become pinned.

Proper cleaning of files with a file card and chalk will help
keep the finish of the work smooth and free of scratches.
The chalk will also help keep chips from building up in the
teeth of the file. Chalk and a wire brush can be used to re-
move oil or grease from a file.
7 Just as important as proper use in prolonging its life, is the

proper care of a file. Files should be kept mounted on a
rack or tangs placed in a row of holes drilled into
with their
a block of wood. just toss them into a drawer or in
Don’t
a pile on the back of a bench. If you do, you will damage
their fine, keen-cutting teeth. Keep your files in a dry
atmosphere to avoid the possibility of rust. If a file becomes
rusty, the teeth crumble away into a fine dust.
NOTE: Rework in the area three inches from the blade tip
shown in Figures 803 thru 805 is not limited by
depth, width, or length provided that the rework
does not extend in a line across the blade or will
cause deterioration in the blade structure at any
point. ’~No limit" does not permit shortening of a
61-10-0
Page 818
P6165
May 1/83
UNITED
TECHNOLOG1ES
blade or a set of blades by three inches. If an
appreciable amount of material is removed from

the tip of any one blade, the propeller shall be
removed and rebalanced.
8 Nicks, scratches, cracks, pits, gouges, etc., exceeding

limits shown in Figure 803 should be reworked to remove
all traces of damage. After this rework, remove an ad-
ditional 0. 002 inch from the bottom of this area by polish-
ing. Reworks exceeding the limits shown in Figures 804
and 805 are cause for removal of the blade.l Refer the blade
to the overhaul facility.
9 Blades that have the leading edges pitted from normal wear
may be reworked by removing sufficient material to ellm-
inate the irregularities, but not exceeding the limits shown
in Figure 805. The metal should be removed by starting at
approximately the thickest section and
working forward over
theleading edge camber so that the contour of the reworked
portion will remain substantially the same. In all cases
avoid abrupt changes in section or blunt edges. Measure
the actual blade widths three inches from the tip. The
radius of the tip shall not exceed three inches maximum.
10 Damage caused by lightning strikes and other electrical

burns should be treated in the same manner with the excep-
tion that after all damage has been removed, an additional
0. 020 inch of stock shall be removed before final polishing.
The total stock removal including the additional 0. 020 inch
shall not exceed the limits shown in Figures 804 and 805.
(8) Inspection of leading edge rework.
(a) Examine the reworked area with a 5-power minimum magnifying

glass to make certain that the bottom of the damage has been
completely removed. After this inspection, remove an addition-
al 0. 002 inch of metal from the bottom of the reworked area by
polishing.
(9) Restoring the leading edge contour.
(a) Maintain leading edge contour as shown in Figure 807.
61-10-0
Page 819
P6165 May 1/83
UNITED
TECHNOLOGIES
REWQRn CONrOUR
rg POINT OF
uuluuu mlCnuEfSI
coaarcr
~u,*alu OalClwL
O*u*GED PORTlONS
CONtOUFI TOO BLUNT--1
INCORRECT nMuJ lOo URcE--.i

Figure 807
Deleted
Figure 807A
Deleted
Figure 807B
Deleted
Figure 807C
61-10-0
P6165 Page 820
May 1/83
UNITED
TECHNOLOGIES
C. Repair, Nonmetallic Portion
(1) Propeller Blade Fairing Repair. If damage has penetrated

through
the rubber fairing boot or the neoprene coverstock to the Lockfoam
formed fairing, the Loc~oam shall be exposed by cutting away the
damaged covering plus an additional 1/2 inch around the damage.
Inspect and repair as follows:
(a) If the Loc~oam fairing isjust slightly damaged, sand it until

smooth. Clean the Locldoam with a cloth dampened slightly with
solvents, MEK or toluene. Then, apply a neoprene patch as

described in step e.
If the Loclcfoam fairing is damaged, cut out the damaged portion.

If theresulting cavity is larger than 4 square inches by 1/2-inch
deep or 2 square inches by i-inch deep, or if the total are~a of
more than one rework on one side of a fairing will exceed 5
square inches, or if the blade surface is exposed, the propeller
shall be removed from service. Cavities smaller than these
dimensions shall be refilled as c. except that
described in step
a cavity in the trailing edge of the fairing that is not larger than
2 inches long by 1/2-inch wide (chordwfse) need not be refilled.
In the latter case, clean the exposed Lockfoam with a cloth
dampened slightly with solvents, MEK or toluene. Apply a coat
of primer, Bostik 1007, to the exposed Loci~oam overlapping it
onto the surrounding covering. Allow to~ dry for 30 minutes.
Apply a coat of sealer, EC801, over the primer and allow to dry.
It is not necessary to apply a neoprene patch.
(c) Cavfties not larger than 4 square inches by 1/8-inch deep, or 2

square inches by 1/4-inch deep, or 1 square inch by 1/2-inch
deep shall be refilled with adhesive, Epon 834, or resin,
Cycleweld C-14. First, clean the LocMoam area with a cloth
dampened slightly with solvent, MEK or toluene. Then, if neces-
sary, mask off the cavity to form a mold for retention of the
resin or adhesive, when it is poured into the cavity. Allow to
dry for 30 minutes minimum at 90 to 1750F (32 to 793C). After
the resin adhesive has hardened, blend the surface in with
or
the surrounding area using a file and sandpaper. Then, apply a
neoprene patch as described in step e.
61-10-0
Page 821
P6165
IMay 1/83
UNITED
TECHNOLOGIES
(d) Cavities larger than the limits in step c. but not larger than the
limits in step b. shall be refilled with a piece of precast foam,
PN 717844-2, and held in place with resin. First, scrape the
cavity and cut the precast foam to fit. Clean the area with a
cloth dampened slightly with solvent, MEK or toluene. Coat the
cavity with adhesive, Epon 834 or resln, Cycleweld C -14, and
insert the shaped precast foam. Allow to dry for 30 minutes at
150 to 1750 F (66 to 790 C). After the adhesive or resin has cured,
blend the surface in with the surrounding area using a file and
sandpaper. Then, apply a neoprene patch as described in step e.
(e) After the boot or the neoprene coverstock, has been cut away for
inspection land repair, if oecessary) of the LocMoam fairing,
the covering shall be patched´• except for the trailing edge area
as described in step b. Select a patch of neoprene coverstock
about 1/2-inch larger all around than the exposed ~Lockfoam
except that the patch shall not pass around the trailing edge of
the blade. Apply a coat of’primer, Bostik 1007 to the exposed
Lockfoam, overlapping it onto the covering for about 3/4-inch
around the exposed Loc~oam. Allow to dry for 60 minutes.
Apply a coat of adhesive, Bostik 1096 aad Boscodur #9 over the
primer and on the under surface of the patch. Allow to-dry for
2 hours minimum. Apply a second coat of adhesive to the mating
parts and allow to dry for 30 to 60 minutes. Place the patch in
position and roll it down with a roller. Seal the edges of the
patch, Including the exposed adhesive, with sealer, EC801.
(f) If the fairing coverstock is lifting at the edges, the affected

area is not contaminated with oil or grease, and there is no
moisture entry, apply oneadhesive, Bostik 1096 to the

coat of
area. When the cement becomes tacky, roll the coverstock
back in place. (As an alternate to the adhesive mixture, use
contact adhesive, EC1300, no mixing required. Apply to each
beading surface, air dry for 8 to 12 minutes, and roll the cover-
stock back in place. Coat all edges with sealer EC801.
(g) If the area contaminated, remove the coverstock from the

is
affected Apply a patch of coverstock as described in step
area.
e. and coat with sealer, EC801. In cases of more than slight

damage, repairs may be made with either adhesive, Epon 834,
or resin, Cycleweld C-14 in the same manner as described in
steps (d) and (e).
61-10-0
Page 822
P6165 May 1/83
UNTTED
TECHNOLOGIES
CAUTION: IF BONDING LS ACCOMPLISHED AT AN

TEMPERATURE OF LESS THAN 65"F (18"C),
ALLOW A DRYING TIME OF 7 DAYS MINIMUM.
NOTE: Bonding should be accomplished at an ambient tempera-

ture less than 65"F (18"C). In order to increase
no
bond strength after installation of rubber parts, allow

as much of the recommended drying time of 7 days as
circumstances permit before running the propeller on

the aircraft engine. The bond must be allowed to dry
24 hours minimum before running the aircraft engine.
(2) Propeller Blade Rubber Parts, GeneralRepair. Damage which does

not effect a blade heater element shall be repaired as described in
the following steps. If damage to a heater element is suspected or

if it is possible for moisture to enter the element area, check the
electrical resistance of the heater as descXbed to determine if the
heater elements damaged and heater replacement is required.
are
If heater replacement is required, see paragraph C-(3).
(a)´• Damage which does not penetrate through a rubber part shall be
repaired as follows; providing there is no indication of damage
beneath the rubber part.
1 Small cuts, tears, gouges, or abrasions shall be sealed.

Clean the area withsolvents, MEK
or toluene and wipe dry.
Apply a coat of adhesive, Bostik 1096, and allow to dry for
2 hours minimum. Cover the mixturewith a coat of primer,
Bostik 1007 and allow to dry for 60 minutes minimum. Seal
with sealer, EC801 and blend with the surrounding surface.
2 Weather checking cracks less than 0. 070 inch deep in blade

seals, slip ring mounts, and fairing boots shall be repaired
by filling. Clean the cracks with solvent, MEK, and air
blast the area to remove any cleaning fluid which may have
accumulated at the bottom of the cracks. Apply one coat
each of adhesive, Bostik 1096 and primer, Bostik 1007, as
described in step 1 preceding. The, fill the cracks with
sealer, EC 801, mixture until flush with the surrounding
area.
Page 82361-10-0
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TECHNOLOGIES
3 Larger damaged areas and weather checking cracks deeper

than 0. 070 inch shall be sealed as described in steps 1 and
respectively, and then protected by patching. Apply a
mat of primer, Bostik 1007, over the sealed area and the
surrounding area. Allow to dry for 60 minutes. Select a
neoprene patch slightly larger than the damaged area. Ap-

ply a coat of adhesive, BostLk 1096 and Boscadur #9 over
the primer, and on the under surface of the patch. Allow’
to dry for 2 hours minimum. Apply a second coat of ad-
hesive to the mating parts and allow to dry for 30 to 60
minutes. Place the patch in position and roll it down with
a rubber roller. Seal the edges of the patch with sealer,
EC 801.
Rubber parts shall be repaired as follows: (See Figure 802)
1 If the boot is loose along its outboard or trailing edge

(area t~3), soften the adhesive in the affected area usihg
solvent, toluene. With the adhesive in a soft state, mil

the area down with a rubber roller making sure no solvent
is trapped in the area. Then apply local pressure until a
bond is obt;rined.
2 If there isblistering of the coverstock along the edges of

the BAR gage locating plate (area #4) or on the flat surfaces
of the coverstock (area ~5), slit the blister(s) with a razor.
Apply solvent, toluene. Roll down the area making certain´•
no solvent is trapped in the blister(s). Seal the slit(s) with
sealer, EC 801.
3 If there are blisters under the heater (area #6) orunder

the boot the butt face (area WI), insert a sharp tool be-
on
neath the edge of the heater or boot and along the underside
to gain access to the blisters. Insert solvent, toluene, in
the blisters to soften the adhesive. Roll down the blisters
making sure no solvent is trapped in the blisters.
(c) Affected areas beyond the limits of paragraph C-2(a) shall be

repaired as follows:
Page 824
P6165 May lj83
UNTTED
IECHNOLOGIES
1 If it is necessary to peel back the rubber part to gain access

to the region, slit the area with a razor blade, peel back
the rubber, and apply solvent, toluene, to the area. With
the adhesive in a soft state, roll the area with a rubber
roller to ezq~el any gas or air and to press the rubber back
in place. Make certain no solvent -is trapped in the area.
Apply local pressure until a bond is obtained.
(d) If damage has penetrated through a rubber part to the blade

metal surface, the surface shall be e~osed and inspected for
damage and corrosion. Cut away the rubber for approximately
1/4-Lnch around the damage or peel back the rubber part using
solvent, MEK, to loosen the cement. If a blade surface is
dnm~Ped, inspect and repair as described previously under
blade damage repair.
(e) Re-seal the metal surface which has been exposed beneath a
rubber part as follows:
1 If the rubber has been cut away to e~ose the metal surface,
the area shall be filled with sealant. Clean the area with
solvent, MEK, to remove all traces of old cement and
foreign materials. Apply a coat of primer, EC 776, to the
e~osed metal surface and overlap it onto the rubber part.
Allow to dry for 45 minutes. Apply a coat of primer,
Bostik 1007, the first primer coat and overlap it
over
around the damaged area. AUow to dry for 60 minutes.

Apply a coat of adhesive, Bostik 1096, over the second
primer coat and allow to dry for 2 hours minimum. FLU
any remaining cavity with sealer, EC 801, until flush with
the surrounding surface. Then, sea the area with a neo-
prene patch as previously described.
CAUTION: DO NOT ALLOW BONDING PRIMER, TO CONTACT

ANY METAL SURFACE. ALWAYS APPLY IT
W~RIN TEZE BOUNDARIES OF THE METAL
PRIMER, WHICH IS ALWAYS APPLIED TO THE
METAL SURFACE FIRST.
2 If a rubber part is loose or has been pulled back to elrpose

the metal surface, it shall be recemented and the damaged
61-10-0
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P6165 May 1/83
UNITED
TECHNOLOGIES
area in the rubber part, if any, Shall be removed. Trim
any damaged area, to make it smooth and even. Clean the

area and the peeled back rubber part with solvent, MEK.
Mask off the metal surface 3/4-inch from the peeled back
portion of the rubber part. Apply a coat of primer, EC 776,
on the metal surface within the masked area. Allow to
dry
for 45 minutes. Apply a coat of primer, Bostik 1007, over
the first
primer coat except for the area. 1/4-inch from the
masking tape, and allow to dry for 60 minutes. Apply a
coat of adhesive, BostLk 1096, over the second primer coat,
and also on the under surface of the peeled back rubber part.
Allow to dry for 2 hours minimum. Apply a second coat of
adhesive to the mating parts and allow to dry for 30 to 60
minutes. Place the peeled back portion of the rubber part
in position and roll it down firmly with a rubber roller. Re-
move the masking tape and seal the edges of the recemented
portion with sealer, EC 801. The sealant shall cover the
previous applications of primer and adhesive and overlap
onto the rubber part.
3 A morerapid adhesion of loose rubber parts may be ob-

tained by the use of contact adhesive, EC 1300, in place of
adhesive m’ixture. Apply contact adhesive to reach bond-
ing surface, air dry for 8 to 12 minutes, and roll the rub-
ber part in place.
CAUTION: IF BONDING IS ACCOMPLISHED AT AN

AMBIENT TEMPERATURE OF LESS THAN
65"F (18"C), ALLOW A DRYING TIME OF
7 DAYS M~NIMUM.
Note: Bonding should accomplished at an ambient

be
temperature no less than 65"F (18"C). In order to
increase bond strength after installation of rubber
parts, allow as much of the recommended drying
time of 7 days as circumstances permit before n~n-
ning the propeller on the aircraft engine. The bond
must be allowed to dry 24 hours minimum before
running the aircraft engine.
61-10-0
Page 826
P6165 May 1/83
´•BUNITED TECHNOLOGIES
D. Deleted.
E. Deleted.
F. Blade Heater Wire Repair Fairing Area
Heater damage @roken or severed wires) usually results from im-

pact with a foreign object or from electrical overheating. The
damage to the heater generally appears as a bubble or blister. Do
not attempt to perform heater repair which involves broken or
severed wires as the Integrity of any such repair would be question-
able. Replace the damaged part.
G. Deleted.
H. Blade Heater Replacement (See Figure 807D)
(1) Cut through the existing heater lead on each side of the blade as
shown. Do not cut into the fairing boot or Lockfoam.
CAUTION: AVOID CUTTING INTO THE FAIRING LOCKFOAM

AND DO NOT SCRATCH OR SCORE THE BLADE
ME TAL
(2) Cut the neoprene coverstock along the edge of the heater on each
side of the blade starting at the cut and working around the radius
and outward to, but not into, the blade surface.
(3) Loosen the outboard end of the heater from the blade metal by
applying local heat to a maximum temperature of 65. 6"C (150"F) to
soften the adhesive. If necessary, apply toluene to the area to
loosen the adhesive and use a plastic wedge to pry the heater loose.
61-10-0
Page 827
P6165 May 1/83
UNITED
TECHNOLOGIES
CUf COVERSTOCK ONLY

BLADE DEICER HEATER
END OF ALONG EDGE OF HEATER
LOCKFOAM BOTH SIDES OF BLADE CUT THROUGH
EXISTING HEATER
AND NEW HEATER
HERE BOTH SIDES
OF BLADE
10 1
(SEE TAB.)
FAIRING BOOT
OPRENE COMRSTOCK
FACE
SIDE CAMBER
(SHOWN) SIDE
D1M. "X" 0. 625 0. 5
EXISTING
HEATER LEAD
REMOM RUBBER AND

TIN’THE BRAID
RLAPCED
I RUBBER PATCH
O.S PAE--TINNED BRAID
BUTT FROM DISCARDED
O
JOINT STRAP I
BRAID
NEW HEATER LEAD
SECTION A--A
SECTION A--A
BUILDUP
COMPLETE
15-L18T--?13
Blade Heater Replacement

61-10-0
Figure 807D
Page 828
P6165 May 1/83
UNITED
TECHNOLOGIES
(4) Peel back the heater and coverstock until the fairing boot is accessi-
ble on each side of the blade.
(5) Loosen one side of the inboard end of the heater from the
fairing
boot per step (3)
as preceding while pulling upward on the heater.
As the heater peels upward from the boot, cut the fairing cover-
stock along the outboard edge of the boot. Repeat this procedure
for the other side of the blade and the leading edge.
NOTE: Do not loosen the heater lead straps still adhered to the
boot.
(6) Trim off any ragged edges of the coverstock.
(7) Remove any residual adhesive from the fairing boot and blade metal
using toluene and being carefulnot to loosen the boot or remaining
heater straps.
(8) Remove any residual adhesive from the Lockfoam by sanding. Also,
sand an additional 1/2 inch minimum along the length of the cover-
stock to the blade metal on both sides of the blade in preparation for
an overlapping patch.
(9) Cut a single piece of neoprene fairing coverstock to replace the re-
moved portion and to overlap onto the sides of the remaining cover-
stock for 1/2 Inch minimum. Also, the patch shall extend from the
boot to the blade metal as far
the removed portion.
as Mask off the
remninine~ part of the blade metal.
(10) Bond the coverstock patch to the area as described in paragraph 6.
(11) Check the resistance of the new heater. It shall be 14. 73 16. 26
ohms.
(12) Position the new heater on the fairing, boot, and blade with the
heater and fairing centerlines aligned within 1/16 inch and with the
heater inboard end within 1/4 inch of the fairing butt face. The in-
board end of the heater and both sides of the lead straps may be
trimmed 1/8 inch maximum as required.
61-10-0
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P6165 May 1/83
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TECHNOLOGIES
(13) Cut off the straps of the new heater asshown in order to butt against
the straps still adhered to the boot. Cut off one inch of the tinned
braid from the end of each removed strap to be used as splices later.
(14) Mask off an area on the fairing, boot, and blade 1/2 to 3/4 inch wider
than the heater and 1/2 and 3/4 inch outboard of the heater. Remove
the heater and, if present, remove the protective cover from the
heater.
(15) Using number 180 abrasive cloth per P-C-451 (not emery cloth),
roughen the fairing coverstock and boot surfaces to be covered by
the heater. Also, roughen the under surface of the heater including
the lead straps. Clean the roughened surfaces with a clean cloth
dampened with toluene. Allow to dry for 3 hours.
NOTE: After cleaning, do not touch the surfaces or allow them to

become contamlnated with foreign materials.
(16) Apply a coat of EC776 to the blade me’tal within the masking tape.
Allow to dry for 45 minutes.
(17) Apply a coat of Bostik 1007 primer over the EC776 and to the clean
under surface of the blade heater. Dry for 60 mi~utes minimum.
(18) Apply a coat of Bostik 1096 adhesive mixture per paragraph 4 pre-
ceding to the under surface of the heaterincluding the lead straps,
and the masked area of the fairing coverstock and the boot. Allow
to dry for two hours minimum.
(19) Apply a second coat of Bostik 1096 mixture to the mating surfaces
and dry for 30-60 minutes. Place the heater in position as described
in step (12) preceding. Using a hard rubber´•roller about 1-7/8
inches wide by 1-7/8 inches in diameter, roll the heater down along
the camber side of the fairing, working from the leading edge to-
ward the trailing edge. Use moderate pressure only. Then, roll
the heater down on the face side of the fairing in the same manner.
Also, roll or press the heater lead straps into position, butting
against the existing straps.
(20) Remove the masking tape and allow to dry for48 hours. Seal the
heater edges with EC678M or EC801. The sealant shall cover the
previous applications of EC776, Bostfk 1007, and Postic 1096 mix-
ture and overlap onto the blade metal and rubber parts.
61-10-0
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P6165 May 1/83
UNITED
TECHNOLOGIES
(21) Remove rubber from the butted ends of the heater lead Straps ex-
posing the braid as shown,
(22) Tin the exposed braid using solder S~StYRMAPB QQ-S-571. Using
the one-inch pieces of tinned braid per step (13) preceding, place
each piece in position as shown and solder per MIL-S-6872. Use
only enough heat to make a good solder joint so as not to damage the
adjacent rubber.
(23) Cover the exposed braid as shown with a patch of synthetic rubber
(0. 020-0. 080 inch thick) AMS3209 and seal the edges as described
in step (20).
(24) Apply two coats of rubber preservative coating MTL-C-11520 on the

blade heater and leads. Allow to
dry after each coat. Then, finish
up with a coat of black camouflage lacquer TT-L-80.
CAUTION: IF BONDING IS AT AN AMBIENT

TEMPERATURE OF LESS THAN 65"F (18"C), ALLOW
A DRYING TIME OF 7 DAYS MINIMUM.
NOTE: Bonding should be accomplished at ambient temperature

an
no less than 65"F (18"C). In order to increase bond strength

after installation of rubber parts, allow as much of the
recommended drying time of 7 days as circumstances per-
mit before running the
propeller on the aircraft engine.
The bond must be allowed to dry 24 hours minimum before
running the aircraft engine.
(25) After all cements and sealants are completely dry, check the heater
resistance. It shall be 14. 72-17. 04 ohms. Then, perform an en-
gine running ground check of blade deicing. After shutdown, re-
check the heater resistance. Also, inspect all areas closely for
burns or blisters and poor adherence.
3. Deleted.
K. Auxiliary Motor Replacement. Remove and replace the auxiliary motor
as follows:
(1) Remove the electrical connector and the ground cable.
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UNITED
TECHNOLOGIES
(2) Remove the three socket head cap screws and remove the motor.
(3) Retain the preformed packing on the base of the new auxiliary motor
by using a liberal amount of lubricant, such as W-P-236, petrola-
tum or MIL-G7711 grease.
(4) Assure that the drive spline is properly meshed. Torque the
mounting socket head cap screws to 62-68 pounds inches and lock-
wire. See Table 803 for additional torque values.
(5) Install the electrical connector. Install ground cable. Torque to

62-68 pound inches.
L. Deicing Housing and Brush Assembly Replacement. Remove and replace

the deicing housing and brush assembly as follows:
(1) Remove the electrical connectors.
(2) Remove the upper outboard machine bolt that retains the assembly to
the propeller control.
(3) Loosen the three remaining machine bolts. It is not necessary to re-
move these bolts as the bolt holes are slotted.
(4) Raise the housing and rotate the top away from the control to dis-
engage the housing from the remaining machine bolts.
NOTE: To prevent damage to the brushes

during deicing and brush
assembly removal, insert the brush slide
(HS7633) or
equivalent, between the brushes and sliprings.
(5) Install the deicing housing and brush assembly by passing the brushes
into the assembly with the brush slide, HS7633 (or equivalent) and
locate the assembly in position.
(6) Reinstall the upper outboard machine bolt. Tighten the four retain-
ing machine bolts to a torque of 62-68 pound-inches and safety.

Remove the brush slide.
I Page 832
P6165 May 1/83
UNITED
TECHNOLOGIES
TABLE 803. TORQUE VALUES
NOMENCLATURE TdRQUE VALUES REFERENCES
Auxiliary Motor 62-68 Pound-lnches+ Para. I (4)

Retention Bolts
Brush Block 62-68 Pound-Inches Para. J (6)

Retention Bolts
Brush Leads 4. 5 5.5 Pound-Inches Para. K (3)

Self Locking Nuts
Bus Bar Retaining 9. 5 10. 5 Pound-Inches Para. K (3)

Bolts
Rear Cover Deicing 4. 5 5. 5 Pound-Inches Para. K (5)

Housing Screws
Propeller Relay Per Aircraft Manual Para. L

Control
Propeller Electric Per Aircraft Manual Para. M

Ice Control Timer
A~udliary Motor Per Aircraft Manual Para. N

Timer
Filter Inductor Per Aircraft Manual Para. P
*To convert to metric values refer to conversion factors Table 2
61-10-0
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M. Electrical Contact Brush and Retainer Replacement
(1) Remove the rear cover f~om the deicing housing and brush assembly,
allowing access to the bus bars. Remove the bolts that retain the
bus bars. Bus bars will still be retained by the brush leads. Re-
move the self-locking nuts which attach the brush leads to the bus
bars and then release the springs according to Figure 808 and remove
the brushes.
(2) Clean the brush block, without brushes installed, by immersion in

cleaning solution, O-C-1889. Use a soft cloth or soft bristle
brush to remove grease deposits. Do not use‘ a wire brush, steel
wool, or abrasive pad. After cleaning, dry thoroughly using air
blast and clean wipers. Pay particular attention to the brush sockets.
They must be thoroughly clean and dry before installation of brushes.
(3) Clean deicer brushes by wiping with clean, dry, cloths or wipers.
Do not attempt to clean deicer brushes by immersion in solvent or
by wiping with solvent dampened cloths.
(4) If the brush length measured as shown in Figure 809 is less than
0. 84 inch (21. 34 mm), replace the brush.
(5) Insert brush into the brush block and retain brush leads to the bus
bar. Torque brush leads self-locking nuts 4. 5 5. 5 pound-inches.
Install the spring, and using a plastic stick, lock the spring in place.
Install bus bars in correct location and torque retaining bolts to
9. 5 10. 5
pound-inches. Install the rear cover on the deicing hous-
ing and brush assembly. Lockwfre retaining screws after torquing
to 4. 5 5.5 pound-inches.
CAUTION: AFTER COMPLETION OF ASSEMBLY DO NOT DE-

PRESS THE BRUSHES AND SUDDENLY RELEASE AS
SPRING FORCE WILL CAUSE THE BRUSH LEAD TO
CONTACT TEE BRUSH HOUS~G WITH POSSIBLE
DAMAGE TO THE BRUSH THE AREA WHERE THE
LEAD IS FASTENED
N. Propeller Relay Control Replacement
(1) Remove the propeller relay control by disconnecting the electrical

connector. Release the unit from the four attaching points.
Page 834
P6r65 May 1/83
UNrTED
TECHNOLOG(ES
PLASTIC T
STICK
DIRECTION OF PRESSURE
BRVSH SPRING
FOR REMOVAL I’ I
DIRECTION OF MOVEMENT
FOR INSTALLATION
11--1112--?~,
BrushSpring Removal
Figure 808
f
(0.84 1N.)
1 iiil
ll--Ld15--!?
Minimum Brush Length

61-10-0
Figure 809
Page 835
P6165 May 1/53

UNITED
TECHNOCOGIES
(2) Install the propeller relay control by attaching at four points.

Torque per aircraft manual and safety. Align the electrical connec-
tor, tighten and safety.
O. Propeller Electric Ice Control Timer Replacement
(1) Remove the electric ice control timer by disconnecting the electrical
connector. Release the assembly from the four attaching points.
(2) Install the electric ice control timer by attaching at four points.
Torque per aircraft manual and safety. Align the electrical con-
nector, tighten, and safety.
P. Aurdliary Motor Timer Replacement
(1) Remove the auxiliary motor timer by disconnecting the electrical

connector. Release the timer from the two attaching points.
(2) Install the awrili4nr motor timer by attaching at two points. Torque
per aircraft manual and safety. Align the electrical connector,
tighten, and safety.
a. Synchrophaser Replacement
(1) Remove the synchrophaser as follows:
(a) Loosen the two outer wing nuts then loose the knurled sleeves
located behind the wing nuts separating them from the angle
brackets on the front of the synchrophaser.
Loosen the center wing nut which will initially pull the synchro-
phaser from the electrical connector.
(c) Complete synchrophaser removal by raising up slightly on the

handles andpulling the assembly out.
(2) Install the synchrophaser as follows:
(a) Insure that electrical connector pins on the synchrophaser are

not bent so that they will mate with the connector in the base.
I ,,_,,~,
Page 836
P6165 May 1/83
UNITED
TECHNOLOGIES
(b) synchrdphaser into the base. Engage the front of

Slide the the
synchrophaser with the flange behind the center wing nut.
(c) Tighten the center wing nut which will push the synchrophaser
into place.
(d) Tighten the knurled sleeves over the angle brackets on the front
of thesynchrophaser. Tighten the two outer wing nuts and lock-
wire.
R. Inductor Replacement
(1) Replace by disconnecting the electrical connectors and releasing

inductor from attaching points. Reverse procedure for replacement.
Tighten retention bolts per aircraft manual and safety.
S. Propeller Control Encased Seal (Lip Seal) Replacement
CAUTION: DO NOT ATTEMPT TO REPLACE THE FRONT ENCASED

SEAL (16, IPL Fig. 1) IN PROPELLER CONTROL
PN 598000 AT THE MAINTENANCE LEVEL AS DAMAGE
TO PROPELLER CONTROL COULD RESULT. FRONT
ENCASED SEAL REPLACEMENT IS ACCOMPLISHED AT
THE OVERHAUL LEVEL ONLY FOR THIS PROPELLER
CONTROL
(1) Remove the rear propeller control encased seal (24) (lip seal) as
follows
(a) Remove five hexagon head studs (20) and washers (21).
Remove seal retainer (23) with attached encased seal (24) an’d
preformed packing (22). Discard packing.
(c) Heat seal retainer (23) with attached encased seal (24) in air
oven for 10 degrees F (930C). Remove from
15 minutes at 200
oven and while parts are still hot, separate encased seal (24)
from seal retainer (23). Discard encased seal.
(d) After retainer returns to room temperature, wash off remaining

adhesive residue with MEK.
61-10-0
Page 937
P6165 May 1/83
(2) Install the rear propeller control encased seal (24) (lip seal) as
follows
(a) Apply a 0. 06 inch bead of MIL-S-8802 sealant in the valley of

seal retainer (23) before installing encased seal (24). See
Figure 810.
Position encased seal and seal retainer within lip seal installa-
tion sleeve GS 13438-1. Press encased seal into seal retainer
until it bottoms. Remove tool.
(c) Wipe excess sealant from the junction between the seal encase-
ment and retainer. Place assembled parts in an oven. Cure

sealant 3 130-140 degrees F for 2 hours. Remove from oven
and allow to cool before securing in place.
(d) Lightly sand seal lip with 600 grit paper to remove aashing.
(e) Lubricate preformed packing (22) with petrolatum, W-P-236,

and position in proper groove of seal retainer (23). Liberally
lubricate lip of encased seal which contacts the barrel reinforc-
ing ring (26) with the same material.
(f) Carefully slide the encased seal a~ attached parts over the
barrel reinforcing ring until the seal retainer preformed
packing butts against the statiolznrv fluid transfer sleeve nange.
(g) Secure seal retainer to control housing and inserts using six
hex head studs (20)and washers (21). Tighten hex head studs
to 62-68 inch pounds torque, and lockwire.
61-10-0
Page 838
P6165 May 1/83
UNITED
TECHNOLOG1ES
BARREL REINFORCING RING

ENCASED SEAL
REMOVE EXCESS SEALANT

STATIONARY FLUID
TRANSFER SLEEVE
SEE NOTE A
SEAL RETAINER
CONTROL HOUSING ANO INSERTS
RETAINER PREFORMED PACKING
NOTE A:
APPLY AFPROX 1/16 INCH BEAD MIL-S-8802 CIB SEALANT TO SEAL
RETAINER BEFORE INSTALLING ENCASED SEAL IN SEAL RETAINER
Rear Encased Seal Installation

Figure 810
61-10-0
Page 839
P616j IMay 1/83
sAHIUOH
f~´•-
9. Preparation for Service and Storage
A. Removal of components from containers.
(1) METAL CONTAINERS. Remove components from metal container.

Do not damage preformed padding and support. Remove protective
caps and covers from components and place them in containers. Save
containers for re-use.
(2) WOODEN CONTAINERS. Open containers with suitable tools so that

they may be reused. Remove components so as not to damage padding
and supports. Remove protective caps and covers from components
and place them in containers. Save the containers for re-use.
(3) CLEANING AND PRESERVATION. After remov‘al from the shipping

containers, clean external surfaces with cleaning fluid conforming to
Federal Specification P-D-680 to remove cosmoline or other protective
coating used during shipment. Do not allow the cleaning fluid to con-
tact rubber parts as it may have a deteriorating effect on the rubber or
cement. After cleaning, coat all unplated and unpainted steel parts with
hydraulic fluid, Military Specification MIL-H-5606. Bearings and all
I loose steel parts that are not to be inspected or assembled within a

reasonable period of time, shall be protected with a corrosion preven-
tive per MIL-C-6529.
B. Propeller Buildup
(1) After removal from container and cleaned as per above instructions,
check all parts for evidence of damage caused by careless handling.

Also check for nicks, bums, deformed threads, abrasions on blade
heaters and spinner parts, damaged pacldngs and seals, and corrosion
1 on all metal parts not covered or protected with paint.
(2) The following components of the propeller assembly numbered (see

I
are
fi~ure 901) to show their location in the propeller assembly: blades,

blade gem segments, micro adjusting rings, segment gear shims, flat
spilt thn~st washers, bafiel bolts and spider shim plates. It is imper-
ative that these components be installed in their correct positions to
obtain proper fit and clearance.
For propeller buildup proceed as follows:
(a) Install assembly and balance adapter bushing HSP2305 on assembly

poet HSP1755. Assembly post is mounted in. support assembly
HSP167 which is attached to HSP1723 assembly and test bench.
See table 402 for list of special tools.
Page 901
P6165
Aug 1/76
HAMIUOn~AWDAFID
~j j
f) 12 ~SB
=in 120´•
t
´•I...
i
I
1
5---~i
82,
r--. "--1)´•
22
;B:i
23
’:i
25
i
1 n
n
du
33, ~ze
12
-ds-s3
i /61
51
59-"0 IL~M S,C,
260
69~(1,
c/’ t
\e;
sl-c333~ss
t
21
35----~ 1~-LZ7E-14LP.
I Fi~ure 901.
--------L
63361)-27 Prope~er Assembly

61-10-0
Page 902
Aug 1/18
P6~65
II~LMILK)W STILND~RD
U*II1D
reru´•run~..
KEY TO FIGURE 901

i. Air Diffuser and Clamp 46. Self Locking Nut
2. Lock Ring 47. Flat Washer
3. Lock Tube Cap 48. Control Switch Assembly
4. Preformed Packing 49. Shim
5. Lock and Spline 50. Retainer Plate Assembly
6. Retnining Pin and Ring 51. Machine Bolt
7. Dome Cap and Fluid 52. I;oop Clamp
Transfer Sleeve 53. Electrical Connector
9. Wire Lock Ring 55. Electrical Connector
10. Adjustable Valve Tube 56. Self-Locking Nut
11, Preformed Packing 57. Flat Washer
12. Cotter Pin 58. Counterweight
13. Lock Screw 59. MachineBolt
14. Dome Retaining Nut 60. Machine Bolt
15. Dome Thrust Ring 61. Flat Washer
16. Dome Assembly 62.~ Blade Brush Block Assembly
17. Preformed Packing 63. Brush Housing Shim
19. Dome Preload Shim 1 65. Hex Head Bolt
20. Retaining Ring 66. Locking Strap
21. Externally Threaded Ring 67. Flat Washer
22. Preformed Packing 68. Slip Ring Assembly
23. Propeller Pitchlock Assembly 1 "69. Self-Locking Nut
24. Preformed Packing 1 *70. Flat Washer
25. Preformed Packing 1 ’71. Hex Head Bolt
1
26. Preformed Packing 72. Cotter Pin
27. Preformed Packing 73. Barrel Bolt Stud Extension
28. Preformed Packing 74. Castle Nut
29. Retaining Ring 75. Special Relieved Bolt
30. Nut’ Extension 76. Barrel Assembly
31. Propeller Hub Nut 77. Seal, Rubber Special Shaped
32. Retaining Ring and Pin 78. Thrust Washer Set
33. Propeller Shaft Plug 79. Thrust Bearing Retainer
34. Front Cone, 80. AircraftPropeller Blade
35. Machine Screw Assembly
36. Loop Clamp 81. Spider Shim Plate
37. Electrical Connector 82. Blade Barrel Shim
38. Self Locking Nut 83. Packing Lock Ring
39, Flat Washer 84. Preformed Packing
40. Hex Nut 85. Blade Switch Cam and Strap
41, Flat Washer 86. Blade Switch Cam and Strap
42. Insulator Spacer 87. Retaining Ring and Pin
43. Flat Washer 88. Preformed Packing
44. Flat Washer 89. Rear Cone
45. Machine Bolt 90. Packing Spacer
*For Balancing Purpose Only. 61-10-0
P6165 Page 903

Aug 1/76
STANDARDowJld
Install rear cone (89) on the assembly post.
(c) Place the rear barrel half on the assembly post bushing. View-
ing the rear barrel half parting surface from the outboard end,
the three blade bores are numbered counterclockwise with the
number appearing on the lug adjacent to the bore. The front
barrel half is also numbered in corresponding positions. The
number one blade bore is adjacent to the wide spline in the pro-
peller shaft bore of the rear barrel half. insert the front cone
(34, figure (901) propeller hub nut (31), nut extension (30), into
the rear barrel half and tighten to the assembly post bushing with
HS 8268 propeller retention nut splined wrench.
NdTE: Insure that the blade gear segment and the micro
adjusting ring are installed on the blade so that

the radial index line acrossthe blade gear segment,
micro adjusting ring, and onto the blade bushing
make a continuous line.
I (d) Apply a coating of petrolatum on blade packing (84) and install a

lanclrtnn an each blade shank with the part number or packing slots
toward the blade butt. Install by stretching packing over blade butt
I and beveled thrust washer. Allow 30 minutes for packing to re-
turn to its original size after installation. Position packing on
blade shank so that the side marked "Bottom" will be located in
the rear barrel half after blade installation.
(e) With beveled thrust washer positioned at the blade shank fillet
radius, wrap exposed aluminum surface of each blade shank with
heavy wrapping paper to protect anodized surface. With tangs
facing packing slots, carefully install pacMng lock ring (83)
on each shank between beveled thrust washer and packing. Posi-
tion lock ring at tenon strip and remove wrapping paper. Align
lock ring split line with packing "bottom" marking and engage
ring tangs into pacldng slots.
I (f) Apply a coatiag o~ MIL-G-29827 grease tdblade barrel shtms

(82) and spider shim plates (81). install each shim and shim
plate on blade which has same blade bore number marking.
81-1.-0
Page 904
P6165
Aug 1/76
HAMIUON STANDARD
121)
ii lo 9 O 1 6
i. Cotter Pin 7. Rear Spinner

2. Castellated Nut 8. Spacer
3.’ Spinner Mounting Washers 9. Spinner Mounting Bulkhead
4. Spinner Mounting Ring Assembly 10. Dc~wel Bolt
5. Spinner Mounting Washer 11. Propeller Anti-Icing Front
6. Self-Locking Nut Spinner
Figure 902.’ installation of Spinner Mounting Bulkhead Spinner

61-10-0
Page 905
P6165
Jul 15/74
namluo% sr~DaRD
~i""
(g) Lift each blade horizontally using sling HS1682. Holding

blade level and with gear segment teeth facing upward
raise the blade so that blade butt clears rear barrel half.
Lower blade into its respective barrel arm cavity. As the
I blade is lowered, keep the beveled thrust washer against the
shoulder of the barrel arm base so that the blade bushing will
clear the barrel stub arm. Guide the blade packing (84) and its
retzining ring (83) into its cavity just outboard of the barrel
shoulder so that the two pins of retaining ring (83) engage the
grooves in the barrel lip at the barrel parting surface. Correctly

positioned, the two holes in the outer periphery of the blade seal
will be equally distanced above the barrel half seal groove and
will be aligned when front barrel half is installed.
CAUTION: LOWER BLADE SLOWLY AND KEEP

CENTERED WITH BARREL BORE TO
AVOID GOUGING OF TEFLON STRIP
OR ANODIZE BY BARREL PARTING
SURFACE CORNERS AND DAMAGE OF
BARREL LIP FILLET RADT[JS BY LOCK
RING SPLIT ENDS.
(h) Push the blade inboard to the barrel stub arm until the shim
plate tightly butts against the barrel boss. Adjust the blade
beveled thrust washer so that the "0" marking on the washer
is alilpled with the "0" maridng on the blade butt.
(i) Select the split washer (78) designated for the specific blade
being installed and install one washer half into the barrel with
large radii facing inboard and the slots at the split engaging the
lock ring lugs.
(j) With blade held horizontally against barrel boss, install a bear-
ing retainer(79) between beveled thrust washer and split washer
half until retainer ends are Rush with barrel parting surface
after moving blade tip up or down slightly to find optimum In-
stallanan position. Place second bearing retainer in position
against first. Using screwdriver between roller and retainer
rotate retainer with blade then hold retainer as blade rotated
original position u?nl the retainer pair split line is
back to
appro~mately parallel to propeller axis with blade near feather
position.
61-10-0
Pgge 906
P6165
Aug 1/76
CAUTION: WITHOUT DOME ASSEMBLY INSTALLED DO NOT
TURN BLADES TOO FAR BEYOND FEATHER OR
REVERSE AS GEAR SEGMENT WILL INTERFERE
WITH BARREL. IF BARREL IS GOUGED BY GEAR
SEGMENT, DAMAGED AREAS MUST BE BLENDED.
MAXIMUM ALLOWABLE BLEND DEPTH IS 0. 025
INCHES. (0.635mm).
(k) Repeat steps (8) through U) to install second and third blades,
respectively.
NOTE: Assure that lock ring lugs are fully seated in barrel slots
before instaljling front barrel haf.
(1) Coat parting surfaces of both barrel halves including seal groove
with lubricant, Aeroshell 7A. special shaped
Insert the ends of
section (barrel half) seals (77) into the holes in the preformed
packing (blade) seas (84) using pliers having smooth gripping sur-
faces. The ends of the barrel half seals will be better retained in
the blade pacldng seals if mating surfaces are free of grease. The
barrel half seas may be retained in the barrel half grooves with
Coat second haves of spilt washers (78) and thrust
retainers (79) with petrolatum. Select serial number designated
for each barrel bore and place in position with matching half of set
already installed. Washer large radius must face outward,
(m) Match ~nt and rear barrel half blade bore numbers and simul-
taneously lift the three blade tips as far as possible. Carefully
align loose spilt washer half and inward bow of loose lock ring
section with their respective cavities as the front barrel half is
slowly lowered into position. In most assemblies, the front bar-
rel haf interference fit with tightly shimmed blades will require
careful use of a rubber mallet to evenly reduce the parting face gap
g~ oi the two barrel halvas to within 0. 250 inch (6. 35 mm).
I
CAUTION: MISALIGNMENT OF SPLIT WASHER HALF AND LOCK
RWG WITH THEIR RESPECTNE CAVITLES IN THE
FRONT BARREL HALF COULD SEVERELY DAMAGE
THESE PARTS. THE SPECIAL SHAPED SECTION
SEALS SHOULD BE CHECKED AS THE BARREL
HALVES MOVE CLOSER TOGETHER TO ASSURE
THEY REMAIN IN THEIR GROOVES. PINCHING OF
SEALS COULD CAUSE IRRISI>AIRABLE SEAL DAM-
AGE AND MTERNAL OIL LEAKAGE FROM THE
BARREL CAVITY.
sl-loi,
Page 907
P6165 Aug 1/76
Hamilton Sundstrand
(n) Leaking fiomm the front of the propeller, the barrel hole bosses are numbered 1
through 9 in a counterclockwise direction and the barrel bolts
(75) are
correspondingly marked with
matching numbers. Lubricate bolt threads with
molykote G and drive each bolt into place with a rubber mallet with bolt heads
facing rear ofpropeller. The bolt must have an interference fit to maintain alignment
of the barrel halves.
to) Loosely install castle nuts (74) on barrel bolts, 2, 5 and 8.Loosely install barrel bolt
extension studs (73) on barrel bolts, 1, 3, 4, 6, 7, and 9. Using a micrometer measure
the free length of each barrel bolt.
NOTE: Use a gaging pin (HS7642) or equivalent) through the center hole
in each barrel bolt extension to contact the end of bolt when
measuring bolt length.
I >>DCC<< Draw the barrel parting surfaces together evenly be sequential
tightening if barrel bolt nuts. Thentighten each bolt nut until the bolt has elongated
0.008 inch (0.203 mm) from the free length as read on the micrometer. Check cotter
pin (72) hole alignment. If not aligned, bolt elongation may be increased to a
maximum of 0.012 inch (0.305 mm). If exceeded, loosen nut, remove bolt, and
check bolt free length. If the bolt free length, from the bolt head shoulder to the
threaded end, has stretched beyond 4.94 inches (125.48 mm) the bolt has been
permanently stretched and SHALL BE DISCARDED. See figure 902A. If the bolt
length falls between originals measured length and 4.94 inches bolt shall; be
magnetic particle inspected and inspected for thread damaged use a thread profile. If
found acceptable bolt may be reused. Replace bolts by the same dash part number to
retain interference fit with barrel hole. Lock using cotter pins (72).
I NOTE:MPI bolt per applicable overhaul manual. No indications permitted.

(q) Insure that counterweight (58) is attached to spinner mounting bulkhead, at number
three blade position, using bolts (59), washers (57) and nut (56). If not installed,
install and tighten nut to 12-14 pound inches. Install six spinner mounting washers
(P/N 546489) and spinner mounting bulkhead (P/N 714378-1) on barrel bolt
extension studs. Fully disengage propeller retaining nut (30) threads from assembly
post. Install anchor plate assembly, SWE 84024, and lifter assembly, SWE 82024
and tighten barrel bolt extension studs. (See figure 902). Lift propeller from
assembly post.
P6165
61-10-0
Page 908
Jun 1/00
Hamilton Sundstrand
>>DCC<<p.s~
1 I--LZBT-J II
Figure 902A. Barrel Bolt Maximum Length
C. Propeller Balance
NOTE: The balance criteria which follow are with the blades at 30" and dome set at 30"
before installation. As an alternate to the above, it is permissible to balance with
blades set at approximately 28" and the dome set at FEATHER before installation.
(1) If propeller is to be checked for balance, the following must be removed or not installed:
air diffuser (1), propeller locking hardware (30, 31), pitchlock assembly (23), and low
pitch stop assembly (not shown in illustration). Remove the low pitch stop assembly by
removing retaining ring (20), externally threaded ring (21), using spanner wrench
HS8179, and using pitchlock assembly mechanical pull HS8259, remove the pitchlock
assembly. The spinner mounting bulkhead, slip ring assembly (68) and the rear spinner
must be installed. Set propeller blades at 30 degrees using turning bars, HSP1604, and
using figures 901 and 903 as a guide proceed as follows:

(a) With the propeller suspended install slip ring assembly (68) with bolts (65).
Washers (67) and locking straps (66) need not be installed. Bolts (65) need not be
torqued.
P6165
61-10-0
Page 909
Jun 1/00
uNITED~6?lr
TECHNOLOGIES
(b) Check that the two blade control switches (48) are attached to
hub mounting bulkhead with retainer plate assembly (50) washer
(47) and nut (46). Check that the switches are adjusted with
shims (49) for a clearance of 0. 090 to 0. 130 inch (2. 286

3. 302 mm) between the control switch plunger and the blade arm
strap (85, 86) when plunger is on the cam.
(c) Check the blade control switch circuits to ensure that the blade
switch cans (85, 86) are properly set. The number one blade
control switch (86) circuit shall be open in the blade angle range
from 2 to 4 degrees below the approach stop to a blade angle 3
to 9 degrees above the primary stop. The blade switch circuit
shall be completed for approximately 8 degrees and shall then
be open again to 30 to 36 degrees above the approach stop. The
circuit shall be completed from 2 to 4 degrees below the approach
stop through the reverse angle. The number two blade control
switch (62) circuit shall be open in the blade angle range from 2
to 4 degrees below the primary stop through the feather angle
setting. The circuit shall be completed from 2 to 4 degrees
below the night stop through the reverse angle.
(d) Check that one end of the blade control ground circuit electrical
connector (37) is attached to blade control switch retainer plate
assembly (50), as shown in figure 903. The other end of the con-
nector is attached to the ground stud (45) on the spinner bulkhead.

(See Section A-A,
figure 903). Electrical connectors (37) are
secured to spinner mounting bulkhead with loop clamps (36) and
bolts (35). Figure 903 is used to assist in propeller buildup by
showing relationships of parts installed. The item number
corresponds with the same item numbers in figure 901.
NOTE: As the slip ring assembly (68), rear spinner, and three
electrical connectors (53, 54, 55) will be removed after
balance check, the terminal nuts and bolts and clamp re-
tention bolts and nuts need only be finger tight. After
oil testing these items will be reassembled and torqued.
(e) Position electrical connector (53) through the split grommet be-
tween blade number one and two and position one terminal over
the stud (45) as shop´•n in sectional view, figure 903.

ground
Install washer (39) and nut (38). Position connector under clamp
on slip ring and position other terminal over "Ground to Switches"
stud.
61-10-0
.Page 910
P6165 May 1/83
o,
Q,
611
t FORWL´•RD
SPINNER MOUNTING BULKHEAD

(8 BLADE I CONTROL SWITCH
td
g.
9 51 ANIOIOIO
E
rr
52 MSZ1910G3 Il 714391-1 jS AN1010(0
O j6 M5219(9Gd II BLADE
(TYP 2 PLACES)
(TVP 4 PLACES)
TNOC2
ROL SWITCH
td
;1\ 58
je M520364--1032A
td Ii
CONNECTORS
"X A ]1
toOM REAR SPINNER
62 BLADE BRUSH
38.(1
AN960-10L
10 AN345CIO e
n, BLOCK 12 714386--1
F --SPINNER
MOUNTING
O 598099 BULKHEAD
Pr. 8 43705041--7
aN960-1o
15 714387--1
SECTION A--A
B 9~
d I
sc 583188
(TYP 3 PLACES)
d
MS20364 1032A CONNECTOR STRAP
O
3; AN960 10L~ 583189
t
o 61 CONNECTOR
E1
AN345CI
CURVED
AN960 IOL
BUS BAR
584037
AN960 10L-
’d
81 582560 1/ 68 s~_lp RING
a, 68 ~IOLDER
r SECTION B B
OP SLIP RING ASSY
r to G ‘51 714389--1
g IL--L:I~--LIII
WUW
TIQYOLOOUS´•~
I (f) PosiMon electrical connector (54) under clamp, on slfp ring.

through split grommet of spinner bulkhead between blade
numbers one and three. Connect one end to the number one
blade switch center terminal stud on spinner bulkhead and the

other end to "Switch B" terminal on slip ring. Install clnmn
(52) with bolt (51) to spinner bulkhead.
(g) Position electrical connector(55) under clamp on slip rtng,
through split grommet of spinner bulkhead between blade num-
ber two and three. Connect one end to the number two blade
switch terminnl stud spinner bulkhead and the other end to
on
"Switch A Blade #1" terminal on the slip ring. Install clamp

(52) with bolt (51) to spinner mounting bulkhead.
(h)
I Check that the three blade brush block assemblies (62) are
secured to the rear spinner with bolts (60) and washers (61).
Chei~k for a clearance of 0. 660 0. 740 inch (16. 8 18. 8 mm)

from the d~ade slip ring to the bottom of the brush
housing. If
not within above dimension adjust using shims (63) using a maxi-
mum of two shims.
I (i) Lift the rear spinner (7, figure 902) into position, install washers
(5) and tighten nuts (6) finger tight.
I U) Remove selPlocMng nut (MS20364-1032A) and washer (AN960-

10L) from bolt (582560-1), See Section view B-B(Figure 903)
electrical connector (64) and electrical connector strap (583189)
and replace washer and nut finger tight. Check that other end
of electrical connectors (64) are attached to termind studs on
brush block housings (62). Repeat the above electrical hookup
connections atblade position one and two.
NOTE: To facilitate connecting slip ring assembly to deicing,

anti-icing, and control switch circuits, the slip rings
are identified, from inboard to outboard as follows:
Number one-control switch circuit; number two-control

switch circuit; number three-ground; number four-
anti-ice and number five-deice.
CAUTION: WITH THE REAR SPINNER INSTALLED AND WITH-

OUT THE DOME ASSEMBLY INSTALLED, DO NOT
ROTATE THE BLADES TO FAR AS THE BLADE
Si;ZPRING LAP JOINT COULD DAMAGE THE BLADE
BRUSH BLOCK ASSEMBLY,
at-to-a
P6165 Page 911

Aug 1/76
HAMILTON SIANDARD
(k) Insure the propeller blades are at 30 degrees.
(2) Follow manufacturer’s instructions and of Marvel Balancer,

I on care use
Model 7A-100, and locate the front cone on the balancer shaft so that
the’loweF end of the front cone is 9. 250 inches (23. 5 cm) from the lower
end of the ground shaft.
(3) Rotate the propeller blades such that the segment gear will clear the
I balancer front cone and with the

propeller suspended using propeller
sling HSP1682, carefully lower the Marvel balancer assembly into the
propeller until the balancer front cone contacts the propeller front
cone seat. Install the balancer rear cone over the lower end of the
balancing arbor and insure it seats in the propeller rear cone seat.
Install support plate, Marvel PJN 1868 huf,upward, over the lower end
of the balancer. Install spacers and rear mt and tighten rear nut suf-
ficiently to clamp balancer cones securely into propeller cone seats.
Lower propeller assembly onto the Marvel Stand 5A 400 so that support
I (4)
plate, Marvel P/N 1868, rests on the stand adapter plate, Marvel P/N
1869. Remove the propeller lift assembly and insure that blades are
set st 30 degFees.
(5) Position the dome assembly (using dome lifting handle GS10257) such
that the shoulder (5, figure 903A) are accessible and remove
screws
same. Reposition dome assembly in dome assembly stand HS7505.

Using dome shellpuller, HS10259, remove dome shell (2). Measure
and record the distance the low pitch stop assembly (3) is screwed into
the dome assembly. Remove wire lock ring (1) and using low pitch
stop adjusting spanner wrench, CS10260, remove the low pitch stop
assembly (3) ~om the aft end of dome shell.
I (6) Before re-ins~lling

load shims.
the dome
Without the
assembly remove the dome to barrel pre-
preload nhims the meshing of the dome gear
with the blade gears will hold the blades in their outermost position,
I because the dome retaining nut will enter the barrel further than usual.
The barrel to dome nut index lines need not be aligned.
(7) I~tall quick disconnect coupling assembly on the balance shaft and
the
hoist the propeller assembly approximately 1/2 inch (12. 7 mm) off the
I stand adapter plate, Marvel P/N 1869. Remove the stand adapter plate
and insure that the suspended assembly is free from interference with
1 the stand. Balancing must be done in a draft free area.
61-10-0
Page 912
P6165
Aug 1/76
~IAMILTOII STANDdRD
(8) When all motion of the suspended propeller assembly is stopped, note
the relationship of the circular indicatorbushing on suspension rod to
black disk in the end of balancer shaft. If they are concentric propel-
ler is balanced. If indicator bushing just touches the outside diameter
of the disk, the propeller is balanced within acceptable tolerance. If
indicator bushing overlaps the disk, propeller is out of balance and
must be rebalanced.
I (9) Final
(70) and
balancing is obtained by adding bolts (71, figure 901), washers
nuts (69) to drilled holes in the slip ring assembly (68). A
maximum of six bolts shall be used.
(10) The number of washers needed to achieve balance determines the

bolt required. When using bolt AN101013 the maximum number of
AN 9703 washers that may be used are one under the head of each
bolt and one under each nut. When using bolt AN101015 the ma~dmum
number of AN 970-3 washers that may be used are two under the
head of each bolt and two under each nut. When using bolt AN 101017
the mz~dmum number of AN 970-3 washers that may be used are
two under the head of each bolt and foitr under each nut.
(11) If final balance cannot be obtained preliminary balance must be per-

formed by changing the amount of washers inside the blade shank.
I (12) After checldng balance remove rear spinner, slip ring, spinner
ing txlllrhead, dome assembly, and balancing equipment.
mount-
(13) Re-install low pitch stop assembly (3, figure 903A) into dome assembly
(2) to the dimension measured and recorded in step C. (5) above. In-
stall wire lock ring (1).
D. Preparation for Oil Testing
(1) Coat the rear barrel extension with hydraulic fluid MIL-H-5606
and install propeller oil test fi~rture GS 10376 using mechanical
puller HS 8644. Check preformed packings prior to installation
of the oil test fixture to be sure they are in good condition and seated
properly in the grooves of the fixture. Using figure 901 as a guide

proceed as follows:
61-10-0
Page 913
STAWDARD
u~m
I
´•1 2 j 1
1(--U9E-95
Figure 903A. Low Pitch Stop Removal 61-10-0

P6165 Page 914
Aug 1/76
UNITED
TECHNOLOGIES
(a) Insure that rear cone (89), spacer (90) and preformed packing
(91) are installed on post HSP2100. Install propeller on
test
test post and turn blade towards low pitch. Assure front cone
(34) and retaining nut extension (31) is seated properly and
tighten propeller retaining nut (30) using splined wrench HS8268.
CAUTION: WHEN TURNING THE BLADES WrTHOUT THE

DOME ASSEMBLY INSTALLED, BE CERTAIN
NOT TO TURN THE BLADES TOO FAR BEYOND
FEATHER OR REVERSE AS THE GEAR SEG~ENTS
WILL INTERFERE WITH TKE BARREL. IF THE
BARREL IS GOUGED BY THE SEGMENT GEXRS,
THE AFFECTED AREAS MUST BE BLENDED.
MAXIMUM ALLOWABLE BLEND DEPTH IS 0.025
INC HES.
Insure that preformed packing (18) is installed in rotating cam
of dome.
(c) Coat pitchlock assembly (23) preformed packings (22 and 24 thru
with
petrolatum W-P-236 and install in the external grooves
)72.ylbmessa
of the pitchlock Coat preform packing (28) with pet-
rolatum and install In the internal grooves of the pitchlock assem-
bly. Index the pitchstop locking cam so that its three equally
spaced indexing arrows are one-half tooth clockwise from the
wide teeth of the stationary pitchlock ratchet ring. Align the
wide tooth splines on the pitchlock assembly with the wide groove
of the barrel (68) and push the pitchlock assembly (23) into the
barrel until it bottoms using pitchlock assembly driver HS8258.
(d) Install externally threaded ring (21) in the barrel (76) using
HS8179 retainer ring spanner wrench as follows;
1 Coat the ring threads with MIL-H-6083 or MDL-H-5606 oil.
2 Thread the ring into the barrel until it bottoms.
3 Using the HS8179 spanner wrench and a two to three foot
bar, tighten the ring until it bottoms.
61-10-0
pgge 914A
P6165 May 1/93
UNITED
TECHPIOLOGIES
4 Strike the bar with a five pound, soft-faced mallet until

the ring is solidly bottomed.
5 Tighten the ring further to align the ne?rt retaining ring

slot.
6 Install retaining ring (20), and turn the blades to the

FEATHER position.
(e) Install dome preload shims (19) of the proper thickness as
etched on the barrel shelf.
(f) Coat preformed packing (17) with petrolatum and install between
the dome shell and nange of stationary cam. Turn dome lifting
handle GS10257 into place in the top of the dome shell.
Page 914B
P6165 i\i~ay 1/83
HAMILTON S~ANDARD avsLn~
uama
(g) Remove aft stop ring (reverse) from the dome assembly and check
the feather angle setting of the other stop ring. The "5" degree
peak shall be on the "75" degree valley mar~dng on the rotating
cam. Replace the reverse stop ring in same position as removed;
that is the "5" degree peak on the "-27" degree valley mar~dng on
the rotating cam.
(h) Rotate thepitchstop ratchet ring until the three wide epllnes are
approximately aligned with the wide spllnes and grooves in the bar-
Align reference lines on the dome shell and front barrel half
and lower dome (16) into position on the barrel shelf.
(i) Coat dome nut (14) threads with Molith No. 2 and with dome thrust
I ring (15) slide over dome shell (16). Turn dome retaining nut,
using dome retaining
face of nut is nush with
nut spanner
or slightly
wrench, HS 7966, until outboard
below outboard face of barrel
before binding. If not, loosen nut one or two threads and rock
dome umtil it seats fully and nut engages fully, Using a plastic
mallet, continue tightening nut until the marked nut lug aliens with
the barrel line and half circle mark etched on the barrel.
O) Measure the distance from the tap of the dome to the top of the
guide sleeve as shown in figure 904. Install preformed pacldng (11).
Install adjustable valve tube (10) using tube adjusting wrench as-
sembly GS102’65. Tube shall be turned in unitl it bottoms then
backed off to the next
locking positfon, Install retaining ring (9).
Again measure the distance from the top of the dome to the top of
the guide sleeve. Both measurements shall be within 0, 003 inch
I (0. 076 mm) of each other.
Oc) Coat dome shell threads with petrolatum, W-P-236. Coat nuid
transfer sleeve and dome cap preformed packing (8) and install.
Install nuid transfer sleeve and dome cap (7). Dome cap shall be
I tightened with a torque of 200-300 pound-feet (272-408 Nm) using
dome cap wrench. GS10256,
NOTE: Dome cap retaining ring and pin (6), lock tube and spline
(5)´•, preformed pacldng (4), lock tube cap (3), lock ring
(2), and air diffuser and clamp (1) not required for oil
testing propeller and need not be installed at this time,
61-10-0
Page 915
P6165 Aug 1/76
MEASURE TH1S DIMMSION
BEFCC~E AND AFTER ADJUSTABLE
VALVE TUBE INSTAWtrON
~’LZ:
ADJUSTABLE VALVE TUBE
Installanon of Adjustable Valve Tube

Figure 904 gl-10-0
Page 916
P6165
Jul 15/74
HAMIUON SeANDARD
E. Oil Testing Propellers
(1) Hydraulic fluid conforming to specification M1L-H-5606 or MIL-H-6083,

type 1, shall be used in hydraulic propeller tester,- GS1221, or equiva-
lent. The GS1221 tester thermostats shall be set at 140-160eF (60-
710C).
NOTE: Oil test post HS 7563, mounts on test post support HS 2100,
which in turn mounts on the propeller assembly and test bench
HS 1723, and is used to oil test the propeller using oil tester
GS1221.
Post assembly on assembly post support

HSP 1755 mounts
HSP 167, and with bushing assembly and balance HSP 2305,
mounts on propeller assembly and test bench HS 1723, and is
used to support the propeller during assembly and disassembly.
See figure 904A,
(2) Insure that the five seals are coated with petrolatum and installed in
their respective grooves of oil test fixture GS10376. Coat the propel-
ler tail shaft with petrola~tum. Using a suitable hoist and with propel-
ler hoisting sling, HSP 1682, around any t~o blade shanks, and while
balancing the third blade, slowly lower the propeller tail shaft into oil
test fixture.
NOTE: Be sure not to cock oil test fixture or propeller tail shaft
while lowering propeller as damage to tall shaft or ~xture
could reeult.
When seated, secure oil test fixture with locldng strap. Posi-
tion~propeller tail shaft over oil test post, HS 7563, and con-
nect test stand oil lines to oil test ~xture.
61-10-0
Page 916A
Aug 1/76
HAMILTOW STAWDARD
HS1755
HS7563
HSP23 05
HSP2100 HSP167
GS1221
3 HS1723
I P6165
Figure 904A. Propeller Hydraulic Senrice Unit
1 1 -2 7X -4
Page 916B
361- 0
Aug 1/76
(3) To DECREASE BLADE ANGLE the tester valves shall be set in
I the following positions: (see figures 904B and 904C).
PRESSURE VALVES
Inboard Open Outboard Closed
BACK PRESSURE VALVES
Inboard Adjust Outboard Open
FLOWMETER (when now is required)
OUTBOARD
(4) To INCREASE BLADE ANGLE the tester valves shall be set in the
following positions:
PRESSURE VALVES
Inboard Closed Outboard Open
Inboard Open Outboard Adjust
FLO~KMETER (When now is required)
INBOARD
(5) The tester is provided with a suction line for draining oil from the
dome- and barrel assemblies when testing has been completed. To
use this line the valves are set as follows:
PRESSURE VALVES
Inboard CLOSED Outboard CLOSED
Inboard OPEN Outboard OPEN
(6) Operate the propeller with the test unit’ between feather and low
pitch several times to fill both sides of the dome piston. Apply
90 psi oil pressure to the barrel. No external leakage is
sible over 5 minute period. permis-61-10-0
Page 917
P6165
Aug 1/76
IIAmlvon sTAwaaRI,
~i,, li~IDYD-
I
NOTE: On new or newly overhauled propellers, only the tests described
in the following paragraphs need be preformed; E. (10), (14)
and (33 thru 37).
(7) Blade Track. Corresponding points adjacent to the blade tips of

the propeller shall be in the
same plane perpendicular to the a~is
of rotation within 0; 406 inch (10. 31 mm).
(8) Blade Backlash, The backlash of any blade shall be no greater

than 0. 5 degrees at appro~dmately 45 degree blade angle.
(9) Blade Angle Settings. The reverse, feather, tertiary and primary
stop angles shall be adjusted to meet the requirements specified in
the following paragraphs. These angles shall be measured at the
blade reference mark painted at the 72 inch station. Check blade
angles utilizing protractor PE 105, template GS 10262 and the follow-
ing protractor spacers HS 8638, HS 8639, and HS 8640.
NOTE: When reading blade angles be sure to apply

the blade correction angle by adding or sub-
tracting the values, as indicated by the sign,
to the measured angles. Blade correction
angles are stenciled on camberside of blade

cuff.
(10) Approach Stop Angle Variation. The approach stop angles of all
blades shall be within a total variation of 0. 3
degree and shall be
1 6. 5 to 7.0
are
degrees. These angles shall be measured after the blades
turned against the Approach Stop with 250 psi oil pressure and
each blade has been simultaneously twisted toward decrease pitch
by blade turning bars with approldmately 150 pound feet applied
torque.
(11) Approach Stop Adjustment. The approach stop angle shall be ad-
justed to meet specifications by turning the low pitch stop assembly
lever support sleeve clockwise to increase the angle or counter-
clockwise to decrease the angle. The rate of this adjustment is
approrrimately 4 degrees per complete turn.
CAUTION: THE ADJUSTABLE VALVE TUBE MUST

BE REMCVED FROM THE PROPELLER
ASSEMBLY PRIOR TO IMAKING A LOW
PITCH STOP ADJUSTMENT OR REMOVING
THE DOME ASSEMBLY.
61-10-0
Page 918
P6165
Aug 1/76
´•´•\\"’~-a""d
HA~ILTOW STANDARD ~i(
,uuw
~IJ(le
BLADE
GEARED
fO BLADE
PISTON
MOVEMENT(I (W Wt ii LOW PITCH STOP
PITCH
SERVO VALVE
LOCK
HSszss L1H----)
TO II
BARREL
ACE RESTRrCTOR
SPLINES VALVE
PITCH I RESTRICTOR VALVE

LOCK LOW ’I’ I HIGH ’I’ BYPAS5
PITCH( PITCH
ALTERNATE I PS
POSITION Y( I PROPELLER OIL
TEST FIXTURE
PSI HSB704
PLUG 5
LOCK
AL PS1
LOW PITCH
HIGH
J PITCH
0-800 PSI
PQSITIONZ
Z)i~ ~-SUMP
TEST UNIT INBOARD

OIL LINE LOW PITCH aALTERNATE
POSITION
A
POSITION Y
Z
Y~TEST UNIT OUTBOARD
SUMP DRAIN OIL LINE HIGH PITCH
IALTERNATE
DRAIN POSITION Y
LINE
INBOARD ~--------OUTBOARD LINE

LINE
SUCTION
VALVE
.PRESSURE I VALVE /77
TAP (CAPPED)
VENTURI
SUCTION LINE
HYDRAULIC
PROPELLER TESTER
GS1221
RELIEF
VALVE
VALVE
CAPILLARY OUT
PUMP
TUBE WATER
IN
TANK
´•-II
Figure 904B. Propeller Oil Test Fixture and Propeller Schematic

61-10-0
PG165 Page 918A
Aug 1/76
HAMILTOW SIAWDARD
ORIGINAL
As Received By
ATP
i-
i
iL~ L
i_ t
1~
:i
._...~
~i
I I
a g
0~
~s
Figure 904C, Instrunent Panel Hydraulic Prapeller Tester

61-10-0
P6165 Page 918B
Aug 1/76
(12) Primary Stop Angle Variation. The primary stop angles of all blades
1 shall be within a total variation of 0. 3 degree and shall be 8. 5 to 7. 3
degrees above the approach stop. These angles shall be measured
after the blades are turned against the primary stop with 250 psi
oil pressure and each blade has been simultaneously twisted towards
decrease pitch by blade turning bars with approximately 150 pound-
feet applied torque.
(13) Primary Stop Adjustment. if the variation among blades on the

primary stop exceeds 0. 3 degree, and the variation among blades
on the approach stop is within 0. 3 degrees, the propeller shall be
returned to overhaul.
(14) Tertiary Stop Angle Variation. The tertfnrv stop angles of all blades
I shall be within
-1. 45 degrees.
a total variation of 0. 3 degree and shall be -3. 05 to
These angles shall be measured after the blades are
turned against the tertiary stop with 150 psi oil pressure and each
blade has been simultaneously twisted toward decrease pitch by
blade turning bars with approximately 150 pound-feet of torque.
(15) Tertiary Stop Adjustment. The terti’ary

stop angle shall be adjusted
I to within the 3. 05 to -1. 45 degrees by rotating the pitchlock control
cam clockwise´• to increase the angle and counterclockwise to de-
crease the angle. The rate of this adjustment is 2. 17 degrees per
spline tooth.
NOTE: Tertiary stop adjustment requires dome assembly removal.

The adjustable valve tube must be removed prior to re-
moving the dome assembly.
(16) Reverse Angle Variation. The angle of all blades shall

reverse
be within a total variation of 0. 3

degrees and each angle shall be
within 0. 5 degrees of -20 degrees when the blades are turned
against the reverse stop by 300 psi oil pressure. Each blade shall
have been simultaneously twisted towards increase pitch by blade
turning bar with approximately 150 pound feet applied torque.
(17) Fine Blade Angle Adjustments. Fine blade angle adjustments may
be made by adjusting the blade gear segment and the blade angle
adjustment ring in the following manner:
61-10-0
Page 919
P6165 May 1/’93
UNITED
B TECHNOLOGIES
(a) Divide the desired blade angle adjustment by 0. 05 to deter-

mine the number of teeth required for adjustment.
Example
To correct the blade angle 0. 3 degrees,
0.3
6 teeth
0.05
(b) To increase blade angle, separate the adjustment ring and the
gear segment aas unit from the blade butt and
move counter-
clockwise the number of teeth determined in (a). To decrease
blade angle, separate the adjustment ring and the gear segment
as a unit from the blade butt and move clockwise the number of
teeth determined in (a).
(c) Then separate the gear segment from the adjustment ring and
move in the opposite direction of (b) twice the number of teeth
determined in (a).
(18) Feather Angle Variation. The feather angle of all blades shall´•be
within a total variation of 0. 6 degrees and each angle shall be with-
in 0.5 degree of 75 degrees when the blades are turned against the
feather stop and each blade has been simultaneously twisted towards
increase pitch by blade turning bars with approximately 150 pound-
feet applied torque.
(19) Tertiary Stop Test.
NOTE: The tertiary stop test must be performed before pitchlock

cam out tests. Tertiary stop adjustments require dome
removal. The adjustable valve tube must be removed prior
to removing the dome.
With the blades at thereverse stop gradually apply high pitch pres-
I sure angle is 2 to 4 degrees. Open pitchlock to atmos-
until blade
phere and apply low pitch pressure. Blades shall not go below the
tertiary stop setting of -3. 05 to -1. 45 with 250-300 low pitch pres-
sure applied (zei´•o pitchlock pressure).
61-10-0
Page 920
P6165 May 1/53
UNITED
TECHNOLOGIES
(20) Cam-Out Testing. With a maximum of 115 psi low pitch pressure
and 115 psi pitchlock pressure applied to the propeller, it shall be
possible to move the blades from an angle of 65-68 degrees to the
primary stop setting.
61-10-0
Page 920A
P6165 iMay 1/83
a""d
HAMIUON STANDARD
(21) Cam-Out Setting Above Primary Stop.
(a) Increase blade angle above the primary stop with no pitchlock
pressure until a click is heard. This sound is the pitchlock
ratchet dropping off the cam. This blade angle shall be 29 2
degrees greater than the tertiary stop setting. It shall not be

possible to rotate the blades to the primary stop setting when
300 psi decrease pitch pressure is applied.
(b) With a maximum of 115 psi low pitch pressure and 115 psi
pitchlockpressure applied to the propeller, move the blades
from any angle immediately below the feather latches to approx-
imately 30 degrees. After decreasing pitchlock pressure to
65 psi, it shall not be possible to move the blades to the night
stop setting with low pitch pressure increased to 300 psi.
(C) With a blade angle setting of i. 3-1. 8 degrees above the primary
stop, it shall be possible to move the blades through the stop

with 400 psi maximum low pitch pressure and zero psi pitch-
lock pressure to the approach stop. It shall be possible to
move the blades from an angle 6-8 degrees below the tertiary
atop to full reverse with 100 psi low pitch pressure m~dmum.
It shall
bepossible to move the blades from feather to 26-33
degrees above the cam out setting above primary stop deter-
mined in (a) above, with 300 psi maximum low pitch pressure
and zero psi pitchlock pressure.
(22) Decrease Pitch Restrictor Flow. The flow shall be 4 to 8 quarts

(3. 8-7, 6 liters) per minute when a differential pressure of 400 psi
is obtained between the oil introctuced into dome cap fi~ture
GS10258 and the oil leaving the high pitch port of the oil test fixture.
(23) Increase Pitch Pressure Drop. The differential pressure shall be

less than 20 psi when a now of 10 quarts (9. 5 liters) per minute is
Introduced into the high pitch port of the oil test fixture with an out-
let at dome cap fixture GS 10258.
P6165
Page 921
Aug 1/76
~Annluow STANDAW)
~i"dIII#WOL~QOgn
(24) Decrease Pitch Restrictor Bypass Flow. The now leaving the high
pitch port of the oil test fixture shall be 27 quarts (25. 6 liters) per
minute when 350-400 psi high pitch is applied to dome cap fixture
GS 10258 and 380-430 psi low pitch pressure is applied at the oil
test fixture.
(25) Pressure to Engage Feather Lock. A ma~mum of 130 psi high pitch
oil shallbe required to engage the feather lock.
(26) Pressure to Msengage Feather Lock. A low pitch pressure of 110

psi minimum shall be required to disengage the feather lock.
(27) Pressure to Retract Primary Stop. A low pitch pressure of 300-

350 psi shall be required to move the blades through the primary
stop setting towards reverse. The blades must not drop below the
approach stop setting with 700 psi low pitch pressure. Maintain
pitchlock pressure at 200 psi.
(28) Pressure to Retract Approach Stop. With a low pitch pressure of

350 psi and pitchlock pressure increased to 270-330 psi, the blades
shall move through the approach stop.
(29) Pressure to~Move Blades. The propeller shall be cycled from re-
verse to feather several times. The pressure

required to move the
blades shall not exceed 100 psi except when moving through the
intermediate stops and feather latches.
(30) Reversal from the Primary Stop. With 300-350 psi pitchlock and
low pitch pressure, the blades shall move from the primary stop
to reverse. Pressure required to move blades shall not exceed
100 psi after going through the stop.
(31) Approach Stop Bleed Flow. With the blades positioned on the Approach
Stop, the now to high pitch with 600 psf low pitch pressure shall be
1 6-8. S quarts (5. 7 to 8. 1 liters) per minute.
(32) Ma~dmum Pressure Tests.
(a) Maintain 1000 psi in high pitch for 5 minutes. Leakage shall
not exceed 1. 5 quarts (1.4 liters) per minute to lowpitch and
8 ounces (297. 8 mi) per minute to barrel. Pitchlock presrmre
shallbe zero.
61-10-0
Page 922
P6165
Aug 1/76
UNITED
TECHNOLOGIES
IF3.V
(b) With the propeller in reverse, low pitch pressure shall be

650-750 differential pressure psi with a flow of 20 quarts !19 1)
per minute to high pitch. After 5 minutes, the leakage shall
not exceed 8 ounces (237. 8 mi) per minute to barrel. Pitchlock
pressure shallbe zero.
(33) Internal Leakage. The barrel cavity must be filled with fluid prior
to measurement of internal leakage.
(34) High Pitch Internal Leakage. CVith 400 psi high pitch pressure
applied to the oil test fixture for 3 minutes, the leakage to barrel
shall be less than 15 (444 mi) per minute and the leakage
ounces
to low pitch shall be less than 1 quart (0. 95 1) per minute.
(35). Pitchlock Internal Leakage. With 200 psi pitchlock pressure applied
to the oil test fixture for 5 minutes, the total- leakage to barrel,
low pitch, and high pitch shall be less than 7 ounces (207 mi) per
minute
(36) Low Pitch Internal Leakage. While on the primary stop and 280 psi
low pitch pressure applied for 5 minutes, the leakage to barrel shall
be less than 8 ounces (237. 8 mi) per minute, and the leakage to high
pitch shall be less than 15 ounces (444 mi) per minute.
(37) External Leakage Test. There shall be no external leakage from

the propeller while performing any of the tests listed in this section.
In addition, there shall be no leakage with 90 psi oil pressure
applied to the barrel for 5 minutes.
(38) After completion of oil testing, install anchor plate assembly,

SWE84024, and lift assembly, SWE 82024.
(39) Insert retaining nut splined wrench HS8268, and turn propeller re-
taining nut (30) off the test post. Lift propeller slightly as nut is
backed off. Lift propeller assembly from test post and using a light
i; mallet gently tap the hydraulic test sleeve from barrel tailshaft.
(a) Check to determine that No. 1 blade switch (88, figure 901) set-
tfng is 3 1 degrees below actual approach stop setting and the

No. 2 blade switch setting is 3 1 degrees below actual primary
stop setting. If switches set as above, adjust by cutting

are not
safety wire, loosen retention screw, and slide blade switch cam
and stop until correct adjustment is made. Tighten retention
screw to 13-16 pound-inches (1. 5-1. 8 N-m) and safety wire.
61-10-0
P616~ Page 923

Apr 13/81
Hamilton Sundstrand
vaavs~e PITCH *IIIC~1IT
F Propeller Buildup for Service
(1) Using Figure 901 as a guide continue to build up propeller as follows:
(a). Install slip ring (68) using flat washers (67)

locking straps (66). Coat bolt
and
threads (65) with antiseize thread lubricant and tighten bolts to a torque of 20-25
pound inches above running torque. Lock bolts with locking strap tabs. See note on
page 1 for definition of running torque. See Table 901 for additional torque values.
(b). Install electrical connectors (53, 54, 55) as explained in paragraph 9.C., Propeller
Balance.
(c). Install rear spinnter (7, Figure 902) and secure with spinner mounting washers (5)
and self locking nuts (6).
(d). Connect the three spinner electrical connector straps and the six electrical
rear
connectors (64, Figure 901) to slip ring and tighten nuts to a torque of 12-14 pound
inches above running torque. Coat bolt ends and nuts with GE2600, Glyptal Black
Lacquer.
I (e). >>DCC<< Secure dome retaining nut with lock screw (13) and cotter pin (12).
(f). Install lock tube and spline (5) with preformed packing (4), lock tube cap (3) and
lock with lock ring (2). Loosely install air diffuser and clamp (1).
NOTE: Items in above paragraph must be removed to install propeller on

aircraft and are installed now as a convenient place to store until
installation on aircraft.
(g). For instructions on propeller control installation, and propeller and control
installation and removal on aircraft, refer to Section 4.
G. Propeller Servicing Prior to Installation on Aircraft. Propeller system servicing can be

accomplished prior to installation on the aircraft. In order to service the propeller and control
prior to installation a source of 28 Vdc power is required for solenoid and auxiliary motor
operation.
P6165
61-10-0
Page 924
Jun 1/00
UNITED
TECHNOLOGIES
Set the pulleys on the rear of the control for desiredpropeller condition
and service as instructed for installed propeller given in Section 3.
NOTE: The aft pulley (16, figure 301) on the control is the condition
lever pulley and when turned fully clockwise is at maximum
prpm position and when turned Wry counterclockwise is at the
feather position. The forward pulley (15) is the power lever
pulley and when turned fully clocbwise is in the reverse position
and when turned fully counterclockwise is in the maximum
power position.
I 61-10-0
Page 924A
P6165 RiIay 1,/83
Q~ Hamilton Sundstrand
63E50-27 VI\R IIBLE PITCH *IRCR*FI PROPELLER
H. Preparation For Storage

(1) Preserve propellers for short or long time storage in accordance with Military Specifica-
tion MIL-P-6074.
(2) Cover the propeller control front and rear openings and the oil filler opening to prevent
contamination. Cover the brushes and electrical connectors to prevent damage.
(3) The Synchrophaser~ shall be enclosed in a moisture proof package.

(4) The spinner shall be washed~with mild soap and water and wiped dry.
NOTE: The requirements written in

paragraph (5) are applicable to propeller blades
stored as individual units. For
propeller blades stored as a part of a built-up propeller
assembly; the assembly must be operated (rotated) frequently (at least once every two
months) to distribute the oil supply within the barrel cavity.
(5) >>DCC<< Preserve and protect the blade prior to storage as follows:
(a) Apply corrosion preventative compound, MIL-C-16173, Grade 2, to all exposed

metal surfaces of the blade including the blade taper bore.
(b) Wrap the butt end of the blade in grease proof paper, Grade A, MI-B-121B, and
extend the paper up the blade shank, under the thrust washer for approximately six
inches.
(c) Wrap the complete blade shank area with a metal foil-backed paper, MIL-B-I31B
(water vapor proof barrier material).
(d) Immerse the thrust bearing retainer assembly in a corrosion preventative

compound, MLL-C-16173, Grade 2, and then wrap the assembly in grease proof
paper, Grade A, MIL-B-121B.
(6) Storage of the blade must be within a suitable container that is designed to secure the
blade in place to prevent damage from handling the blade. The container must be kept in
an environment that gives protection against corrosion and other harmful effects.
(7) Inspection of blades in storage must meet the limits that follow:
(a) The inspection interval must be established based on prior experience to make sure
that the storage environment is being satisfactorily maintained.
(b) The inspection interval must not exceed 18 months.
(c) Detection of any corrosion or other damage during an inspection is an indication

that the inspection interval must be reduced.
(d) Inspection is accomplished by removing the blade from the container and then
removing all protective material from the blade. The blade is then inspected.
(e) After inspection, preserve.and protect the blade per the instructions above and then
return the blade to its storage container.
P6165
61-10-0
Page 925
Jun 1/00
Hamilton Sundstrand
63160-17 Y~RI*BLE PITCH I\IRCRb~T PROPELLER
I. Preparation for Shipment

(1) The propeller assembly is shipped in a single wooden crate. The blades are retained
within the crate by padded cross members. The propeller sub-assemblies are packaged in
cartons and the cartons retained in the crate. Install the propeller into its shipping crate as
follows:
I (a) >>DCC<< Apply corrosion preventive compound, MIL-C-16173, Grade 2, to all

exposed metal surfaces of the blade, including the taper bore.
I (b) >>DCC<< Move the thrust washer outboard of its normal position and wrap the
butt ends of the blades with wrapping paper. Extend the paper around the blade
shank to protect the blade in the thrust washer area.
I (c) >>DCC<< Position thrust washer against the beveled area of blade shank and
protect with wrapping paper.
(d) Retain blades in container by securing with shipping container cross members. Pad
the blades where the cross members contact the blades.
(e) Pack the propeller components in cartons and pack the cartons in the propeller
crate.
(f) Secure the propeller crate cover with nails and bind the crate with metal binding
straps.
J. Corrosion Preventives For Parts Storage
(1) The following corrosion preventives and their methods of applications are recommended
for the protection, during storage, or propeller parts and accessories that are not painted,
anodized, or plated over the entire exposed surface. While the preventives suggested are
generally preferred, other preservatives meeting Specification MIL-C-11796, Class 3
standards for corrosion prevention are acceptable. Thorough cleaning of the surface to be
treated is the basicrequirement necessary for the success of anti-corrosion treatment.
Varsol or methyl alcohol 0-M-232 are suggested as cleaning agents and the parts cleaned
should be wiped substantially dry as promptly as possible after treatment. During and
after the process of cleaning, gloves should be worn to forestall fingerprint corrosion. On
parts incorporating molded or cemented rubber accessories, care must be taken to
prevent either the cleaning fluid or preventative from contacting the rubber.
(2) Corrosion Compound manufactured by the Pakoil Company (or equivalent in accordance
with specification MIL-C-15074) is recommended for long or short periods of corrosion
prevention. It is considered suitable for use on aluminum and steel parts such as blades,
dome, barrel, and components. Application may be accomplished by dipping, swabbing,
or brushing with the solution at room temperature.
(3) Cosmoline 1123 manufactured by E.E Houghton Company (or equivalent in accordance
with Specification MIL-C-6529) is recommended as fingerprint neutralizer for short
periods of protection. This light-bodied solution may be applied at room temperature by
either dipping, swabbing, or brushing.
P6165
61-10-0
Page 926
Jun 1/00
s, Hamilton Sundstrand
(4) Removal of preservative from parts to be used as replacements in an assembly is accom-

plished by wiping with a soft cloth soaked with kerosene (Federal Specification VV-K-
211).
(5) Install propeller control into its reusable metal shipping container in the following
manner:
a. Install covers over electrical connectors, and control openings (rotating sleeve
openings and oil filler opening).
b. Protect the brushes by installing the plastic cover which is used controls are shipped
from Hamilton Sundstrand. As an alternative, flat
plate may be placed over the
a
brushes until they are flush with the brush block face. The place must then be
secured firmly in this position so that it will not move.
c. Place control into container so that control fits the preformed protective liner of the
container.
d. Install container cover so that the cover preformed protective liner fits the control.
e. Retain the control metal container cover with bolts and nuts.
(6) Install the Synchrophaser into its reusable metal container in the following manner:
a. Install plastic cover over electrical connector.
b. Place Synchrophaser into container so that Synchrophaser fits the preformed

protective liner of the container.
c. Retain the metal container cover with the lock ring and secure with a nut and bolt.
P6165
61-10-0
Page 927
Jun 1/00
Hamilton Sundstrand
P6165
61-10-0
Page 928
Jun 1/00
06
uNr~D
TECHNOLOGIES
TECHNICAL MANUAL
MATNTENANCE
AND
OVERHAUL
WITH
ILLUSTRATED PARTS RREAKDOWN
MODEL
33LF325
P5080´•
Dec 15/82
UNT~D
TECHNOU)GIES
WARNING
OTHER MANUFACTURER’S PRODUCTS USED IN COMPLYINC~WITH

THIS MANUAL SHOULD BE INVESTIGATED fO DaTERMINE
WHETHER THEY HAVE ANY HAZARDOUS QUALITIES. RECIPIENTS
OF THIS MANUAL, ARE WARNED fO OBSERVE ANY APPLICABLE
INSTRUCTIONS PERTAINING fO THE USE OF ANOTHER MANU--
FACTURER’S PRODUCT, WHOSE INSTRUCTIONS MAY APPEAR ON
THE CONTAINER THEREOF, OR ANY ACCOMPANYING LITERATURE
PERTAINING THERETO.’ FAILURE TO OBSERVE APPLICABLE
INSTRUCTIONS REGARDING OTHER MANUFACTURER’S PRODUCTS
HAVING HAZARDOUS QUALITIES COULD RESULT IN SOME CASES
IN INJURY fO THE USER AND/OR IMPROPER OVERHAUL. THE R~-
FORE, THE APPLICABLE INSTRUCTIONS PERTAINING TO THE USIE
OF ANOTHER MANUFACTURER’S PRODUCT SHOULD BE CONSULTED
IN EACH CASE TO DETERMINE THE CONSEQUENCES OF: MISUSING
SUCH PRODUCTS.
APPROVED BY FAA
RECORD OF REVISIONS
MFG REV
NO DESCRIPTION ISSUEDATE ATPREVDATE INSERTEDBY
$a
REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
UNITED
TECHNOLOGIES
RECORD OF ADVANCE REVISION NOTICES
TEMPORARY P*GE 159UE DATE

BY BY
ReY. NO´• NUM BeA DATE R g MOV ED
1 2-46 Apr 18/77

1 2-69 Apr 18/77
1 2-70 Apr 18/77
1 2-71 Apr 18/77

1 2-72 Apr 18/77
1 2-73 Apr 18/77
P5080
Record of Advance Revision Notices
Page C
Dec 15/82
UNCTED
TECHNOLOGIES
TO HOLDERS OF HAMILTON STANDARD MAINTENANCE/OVERHAUL/IPB

MANUAL P5080 VARIABLE PITCH AIRCRAFT PROPELLER MODEL 33LF-325:
_REV_ISIOPI NO. 2_DATED DECEMBER 15/82~

HIGHLIC3HTS
Pages which have been revised are identified below. The extent of this revision
is such that the elltire manual is printed. Please replace the existing manual in
its entirety with this revision,
Page No. Des_criptiop of Charlge
Title Added chapter number.
A Added Revision 2
C Added Record of Advance Revision

Notices
1-1 thru 1-38 Updated inspection and repair procedures.
2-1 thru 2-112 Updated inspection and repair procedures.
2-46, 2-69 thru 2-73 Incorporated advance revision notice no. 1.
3-1 thru 3-12 Updated illustrated parts breakdown.
3-13, 3-14 Added configuration change summary.
P5080
Highlights
Page 1
Dec 15/82
UNTtED
TECHNOLOGIES
LIST OF EFFECTIVE PAGES
The List of Effective Pages records each page by date. It is recommended th~t
each page of the manual be checked off against this List of Effective Pages. Any
page which does not check out with this list, either by number or by date, shall
be discarded.
Date
Title Dec 15/82

a Dec 15/82
B Blank
C Dec 15/82
D Blank
i thru iv Dec 15/82
1-1 thru 1-38 Dec 15/82
2-1 thru 2-112 Dec 15/82
3-1 thru 3-14 Dec 15/82
P5080
Page A
Dec 15/82
UNTTED
TECHNOLOGIES
TABLE OF CONTENTS
Chapter Page
MA~INTENAEJCE ’IN~STRUCTIONS 1-1

I
1-1 Description and Operation 1-1
1-2 Inspection -1’3
1-3 Daily Inspection 1-3
1-4 Periodic Inspection 1-5
1-5 Inspection After Overspeed 1-8
1-6 Inspection After Impact 1-9

1-13
1-7 Dye Penetrant Inspection
1-8 Propeller Removal 1-15
1-9 Cleaning 1-15
1-10 Repair or Replacemellt 1-16
1-11 Bl~ide Repair Procedures 1-16
1-12 Electrical Barn Rework Procedure 1-22

1-13 Inspection of Reworked A’reas 1-22
1-14 Dome Seal Replacement 1-22
1-15 Blade SealReplacement 1-28
1-16 Assembly 1-30
1-17 Installation 1-33
1-18 Adjustmerrt 1-35
1-19 Testing 1-35
1-20 Torque Values 1-36
II OVERHAUL 2-1
2-1 Propeller Overhaul 2-8
2-2 Special Tools 2-8
2-3 Disassembly 2-13
2-4 Cleaning 2-19
2-5 Inspection 2-21

2-6’ 2-27
Repair or Replacement
2-7 General Repair 2-28
2-8 Specific Repair 2-31
2-9 Blade Overhaul 2-44
2-10 Overhaul of Spinner and Bulkhead 2-82
2-11 Reassembly 2-90
2-12 Feather and Shutdown Angle 2-102

2-13 Testing 2-103 i!
2-14 Installation of´•Bullchead 2-105
2-15 Propeller Balance 2-107

2-16 Assembly Marking 2-110
2-17 Preparation for Delivery or Storage 2-111
ILLUSTRATED PARTS BREAKDOWN 3-1

zn
P5080
Page i
Dec 15/82
BIMT~D
TECHNOL~GIES
LIST OF ILLUSTRATIONS
lu~Ipber Title Page
1-1 Cutaway View Propeller Model 33LF-325 iv

1-2 Rework of Leading Edge ~1-17
1-3 Airfoil Local Repair Limits 1-18
1-4 Measuring Damage Depth 1-19
1-5 Example of LncalRework 1-20
1-6 Abrasion Before Rework 1-21
1-7 Filing Tool Application 1-21
1-8 Emery Cloth Application 1-21
1-9 Abrasion Area After Rework 1-21
1-10 Variable Pitch Aircraft Propeller 1-24
1-11 Typical Installation of Counterweigbt 1-32
1-12 Torque Wrench and Extension Configuration 1-34
2-1 Variable Pitch Aircraft Propeller 33LF-325 2-14
2-2 Dome Rework Limits 2-32
2-3 Inner Set Bearing Repair Limits 2-33
2-4 Yoke Repair Limits 2-34
2-4A Yoke Shaft 733835-1 Rework 2-35
2-5 Plating of the Yoke Shaft 2-36
Barrel Repair Limits
2-6
2-7 Plating of the Unreverse Housing
2-382-40
2-7A Teflon Coated Surface Area 2~2
Counterweight
2-8 Measuring Center Line Height 2-51
2-9 Example of Analytical Method of Locating Blade
Center Line Height 2-52
2-10 Measuring Airfoil Thickness 2-53
2-11 Check Blade Angle at Inboard Station 2-55
2-12 Measuring Face Alignnient 2-56
2-13 Protractor and Bending Limitation 2-56
2-14 Proper Bending and ~oads for Blades 2-59
2-15 of Blade
Angle Correction 2-61
2-16 Measuring Edge Alignment 2-62
2-17 Airfoil Local Repair Limits 2-64
2-18 Measuring Damage Depth 2-65
2-19 Rework of Leading Edge 2-66
2-20 Example of Local Rework 2-6 8
2-21 Blade Tip Rework 2-6 9
2-21A Fluorescetlt Penetra~t Indication of Chordwise Cracking 2-90
2-21B Fluorescent Penetrant. Indication of Longitu~inal Cracking 2-90
P5080
Page ii
Dec 15/82
UNITED
TECHNOUHilES
LIST OF ILLUSTRATIONS (Cont)
Number Title Page
2-22 Maximum Amount of Lead Wool and Cork in Taper Bore 2-75
2-23 Teflon Strip Installation 2-78
2-24 Methods of Spinner Repair 2-84
2-25 Methods of Laminated Section Repair 2-86
2-26 Installation or Rubber Liner 2-87
2-27 Staking Tool 2-94
2-28 Typical Installation of Countenveight 2-98
2-28A Unreverse Pack Assembly 2-100

2-29 Static Propeller Operating Pressure Versus Blade Angle 2-106
3-1 33LF-325 Variable Pitch Aircraft Propeller 3-2
LIST OF TABLES
Number Title Page
1-1 Special Maintenance Tools 1-1

1-2 List of Materials 1-3
1-3 Overspeed Report 1-11
1-4 Impact Damage Report 1-14
1-5 Deleted 1-20
1-6 Propeller Troubleshooting 1-37
2-1 List of Materials 2-1

2-2 Recommended Overhaul Tools 2-8
2-3 Nondestructive Inspection Data 2-23
2-4 Coated Parts 2-29
2-5 Blade Pin Hole Diameter 2-48
2-6 Blade Repair Limits Blade Design No. 1033A-O 2-54
2-7 Variation of Blade Set 2-63

2-8 Deleted 2-64
2-9 Feather Angle Correction 2-102
2-10 Propeller Balancing Troubleshooting 2-112
P5080
Page iii
Dec 15/82
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UNITED
TECHNOU)GIES
CHAPTER I
MAINTENANCE INSTRUCTIONS
$-1. DESCRIPTION OPERATION.
a. The following description and operation pertains to the 33LF-325 propeller

used with the TPE 331 turbo-engine which powers the Turbo Commander
aircraft.
b. The 33LF-325 consists of a one-piece steel hub having integral blade ball
raceways. The hub mounts three solid aluminum blades, each of which is
located radiaUv by a ball bearing race and a combined blade
clamp and
counterwei~t. Each blade has a torque pin inserted of~-center into the
blade butt to provide a work arm for turning the blade. The pin mounts
a needle bearing which rides in a yoke and in turn translates pitch change
forces into blade movement.
c. The pitch change forces toward high pitch and feather are derived from
blade mounted counterweights and springs operating against a piston within
the pitch change mechanism.
d. The pitch change force toward Low’pitch and reverse is derived from the
propeller control system. Hydraulic pressure is provided by the propeller
governor and is delivered via a beta tube to the piston chamber of the pro-
peller pitch change mechanism. The flow is controlled by either tJ~e gover-
nor or propeller pitch change valve. The beta tube movement also provides
the blade angle feedback signal to the control system.
TABLE 1-1
SPECIAL MAINTENANCE TOOLS
PART NO. NOMENCLATURE DESCRIPTION
HSP1827 Blade Checking Indicator Used to measure depth of damage in

blade.
P5080
Page 1-1
Dec 15/82
TECHNOLOGIES
TABLE 1-1 (CONT)
SPECIAL MATNTENANCE TOOLS
PART NO. NOMENCLATURE DE SCRIPTION
GS8778-1 Assembly and Test Bench Used to support propeller in

horizontalor vertical position
during assembly and oil testing.
GS12585 Dome Aligning Stud To guide dome when assembling

dome to barrel.
GS12613-1 Socbet To tighten and remove unrevers-
ing housing.
0512682-1 Box Wrench Used to tighten and remove pro-

peller mounting bolts from engine
flange
GS13731-1 Propeller Support To support an assembled propeller

for storage. May be mounted to
wall or bench.
GS13863-1 Piston Puller Used to install and remove dome.
GSls 039 -16 Torque Wrench Used to torque unreverse housing

and pistoa
P5Page 1-2~8,0,
Dec 15/83
UNITED
TECHNOU)GIES
TABLE 1-2
LI~ OF MATERIALS
SPE (SIFICATfON
TecZmical Petrolatum W-P-236
Dl~p Cleaning Solvent P-D-680
Safetg Solvent Cleaning Compound MIL-S-18718
Keller’s Etch 2 1M1 of concentrated hydronuoric

acid (HF), 3 ddl of concentrated
hydrochloric acid (I-ICL) 5 M1 of

concentrated nitric acid (IINOQ),
190 bdl of water
(EI20)
Petrolated Graphite MIL-T-5544
Lubricating Oil, Aircraft MIL-E7808 or
Turbine Engine Sgntbetlc Base MIL-E23699
P5080
Page 1-3
Dec 15/82
TEC)INOU~IES
1-2. INSPECTION.
1-3. DAILY INSPECTION. Daily~ inspection shall be accomplished following

the lastRight of the day, or preceding the next day’s flight, The fo~ow-
ing procedures are recommended:
a. Check the propeller spinner attaching screws for security and check
tt~s spinner for damage.
b. Check the propeller for ePidence of otl leakage. Replace eeale se

necessary to eliminate leakage. (See paragraphs 1-14 and 1-15.)
the propeller barrel cavity
with Table hsinelp R.di as required in accordance
c. Blades shall be thoroughly cleaned after each day of flying activity

I In accordance ~RLB paragi~aph 1-4.b. After cleanin%, tbs blade ahsll
be i~ven a thorough visual inspection. Suspicious indications shall
be inspected using a 10X or greater magnifying glass and dye pene-
trant method of inspection.
d. Inspect the blade surface for scratches, gouges, leading edge and
tip pimng, and burns caused by lightning strikes.
Note
Blade looseness will be evident in a static propeller

due to single raceball retention design of the blades
and is normal. Looseness is removed when propeller
is rotating by centrifugal force which holds the blade
against the bearing. The maudmum blade tip dis-
placement will be 1.2 inches.
P5080
Page 1-4
Dec 15/82
UNITED
TECHNOLOGIES
(1) NICKS AND GOUGES. Measure the depth of each damaged area
I using blade checking indicator HSP1827 or equiPaleat. FIrsf

remove any raised edges adjacent to the damage which may Interfere
with the knife the gage setting flush on the true blade surface.
edge of
The base of the gage shall be placed parallel to the longltudinalblade
the deepest point in the damaged area and the adjacent blade sur-
face. The gouge depth in a previously reworked area shall be deteS-

mined as the difference between the deepest point in the damage and
1 the adjacent blade surface in the unreworked
area. Gouges in the
area 26 inches outboard of the
counterweight lip deeper than 0. 012
inch require rework. Gouges in area outboard of this area deeper
than 0. 016 inch require rework. See paragraph 1-11 for blade
rework procedures.
(2) Gouges shall be repaired and all evidence.of corrosion pitting shall
be removed from the leading edge and tip radius of the blade in accor-
s dance with paragraph 1-11. a.
e. A crack or bend is cause for removal of the blade.
f. Suspected overspeed or impact damage shall be cause for inspection per
paragraphs 1-5 and 1-6.
1-4. PERIODIC INSPECTION. IIours suggestedare approximations. inspections

should be performed when convenient at or near the suggested intervals.
a. Periodic inspection shall be accomplished 100 flying hours after initial in-
stallation and each succeeding 250 flying hours or six months whichever
comes first.
b. In addition to the procedures listed in paragraph 1-3, the following pro-

cedures are recommended:
(1) Remove the spinner by removing the screws which attach it to the
bulkhead
CAUTION
DO NOT USE ’I~OLS IN CAVITY BETWEEN

BLADE AND SPINNER TO ASSIST SPINNER
REMOVAL
1-5
Dec 15/82
UNITED
TECHNOLOGIES
Note
To facilitate inspection clean parts as
required, in accordance with paragraph

1-9.
(2) If the propeller is equipped with Hamilton Standard electrical blade

deicing, brushes and slip rings shall be cleaned by wiping with a dry
cloth.
CAUTION
DO NOT IMMERSE PARTS IN CLEANING

SOLUTION. SOLVENTS REMAINING ON
BRUSHES MAY RESULT IN RAPID BRUSH
aTEAR AND DAMAGED SLIP RINGS.
(3) Inspect for security of lockwiring, cotter pins, and self-locking nuts.
(4) Inspect spinner bulkhead for damage or loose plate nuts, and inspect
spinner for deep scratches, cracks, gouges, elongated or damaged
bolt holes, or other damage. Inspect the erosion coating for wear.
Note
Spinners and bulkheads with damage be-

yond capability of local rework should be
returned to an overhaul facility for re-
pair.
(a) Nicks, scratches, or gouges which do not exceed a depth of

0. 020 inch do not recIuire repair.
(b) Spinners with scratches orgouges greater than 0. 020 Inch in

depth, cracks, or elongated bolt hole shall be repaired.
(c) Removal by erosion of more than ten square inches of the black
protective coating on the spinner surface is cause for removal

of the spinner,
I P5080Dec
Page 1-6
15/82
UNITED
TECHNOLOGIES
(5) Barrel oil level shall be checked at approximately 500-hour intervals.
(a) Turn the blades to feather by shutting down with the propeller
forward of the stops. The blades may also be turned to feather
byusing blade turning bars on two of the blades. Turn the blades
toward reverse and retract the stop plungers using brass shims.
Allow the blades to turn to the feather position. Position the
propeller with one blade pointed straight up. Remove the blade
heater strap support and the forward counterweight half from the
upper blade and hold the aft counterweight half in position to pre-
vent the blade from droppi~g inward, thereby dislodging the ball
bearings. Using a non-metallic rod approximately 0.500 inch in
diameter, with one end shaped to a blunt edge, lift the blade
chevron seal from the barrel cavity until it is free from the
barrel.
(b) Turn the blade 30 degrees from vertical. Add Lubricating oil
conforming to Military Specification MIL-L-7808 or MIL-L-23699
as necessary to fill the barrel. With the blade in the 30aegree
position the barrel will hold two quarts of oil when full.
CAUTION
DO NOT SPILL OIL ON BLADE HEATERS

OR TEFLON-COATED COUNTERWEIGHTS.
(c) Push the blade seal into´• position in the barrel arm and reinstall
the blade heater strap support and the counterweight. Tighten
the nuts to 325 to 375 pound inches of torque. The gap between
the counterwei~fit halves shall be equal within 0. 010 Inch at the
I bolts. Install cotter pins perAS567.
CAUTION
ASSURE THAT THE PIN IN THE COUNTER-

WEIGHT IS SEATED IN THE GROOVE IN
THE ANNULAR RIDGE (NUBB~ OF THE
BLADE SHANK PRIOR TO TIGHTENING
THE NUTS.
P5080
Page 1-7
Dec 15/82
\1NrrrD
TECHNOLOGIES
(6) Check centrifugal stop pin retention and freedom of movement.
(6) Manually depress blade shutdown stop pins and rotate

blades to the feather position. Pins which do not move
freely shall be cleaned.
(b) To facilitate cleaning of shutdown pin assembly, place

each blade in a vertical, downward position,
CAUTION
KEEP SOLVENT OFF HEATER AND

TEFLON-COATED COUNTERWEIGHT
DURING FLUSHING OF THE STOP PIN
HOLES WITH CLEANING SOLVENT TO
REMOVE ANY DIRT AND OIL.
I (c) Apply
solvent
dry cleaning solvent P-D-680, or safety
either
(MU1-S-18718), or equivalent, to shutdown stop
pin assembly. Actuate assembly and flush with solvent.
Continue flushing until solvent draining from forward
counterweight hole is clean and free of preservative,
grease, oil, sand, and other foreign material, and the
shutdown stop pin moves freely.
(d) Remove all excess solvent ~g wiping area with a clean cloth.
(e) Repeat cleaning procedure on remaining two blades.
Note
Do not lubricate shutdown stop pin assemblies.
(7) Reinstall the spinner. Tighten the bolts evenly to 35 to 40

pound-inches of torque.
1-5. INSPECTION AFTER OVERSPEED
a. If a propeller is involved in an overspeed up to 2400 rpm, it may be

continued in service contingent upon correction of the cause of the
overspeed.
P5080Page 1-8
Dec 15/82
UNITED
TECHNOLOGIES
b. If the overspeed Is to 2400 to 2800 rpm, the propeller shall be re-

moved from service as soon as possible, but no later than 10 flight
hours, ferry time. This time is to allow return to a repair base for
propeller removal and is contingent upon correction of tbe cause of
the overspeed. During the 10-hour period, the propeller shall be
II given a periodic inspection in accordance with paragraph 1-4. b.,
before each takeoff. Overspeeds in this category may or may not
require rework and will be judged on an individual case basis by
EIamilton Standard. A report similar to that of Table 1-3 shall be
compiled and submitted to the Hamilton Standard ServiceDepartment
forspecific evaluation. Thepropeller shall not be returned to ser-
vice until repairs as deemed necessary by Hamilton Standard are
accomplished.
c. If the overspeed is In excess of 2800 rpm, the propeller shall be

removed from service at the next landing and returned to Hamilton
Standard for inspection and nnslvsis. A report similar to that of
Table fS shall be compiled and submitted with the propeller.
1-6. INSPE CTION AFTER IMPACT. Propellers which have been involved in a
known orsuspected static or rotating impact with relatively solid and non-
continuous objects (maintenance standq runway lights, birds in flight,
auxiliary vehicles, tree stumps, etc. or relatively yielding and continu-
ous objects (snow banks, puddles of water, beavy accumulation of slush,
etc.) shall be inspected for gross damage and shall be treated as follows:
a. If blade track is affected or if bending aml/or twisting Is evident or

suspected the propeller shall be removed from service immediately.
b. If blades are not obviously bent, blade track shall be checked using
the following procedure:
(1) Set the blade angle at the shut down stops.
(2) Remove the spinner and insert nonnetallic shims (or other soft
material) between the counterweights and barrel to position the
blades straight out in running position.
(3) Measure the distance from a fixed point parall~tl to the blade to a
point on the face side of the blade two inches inboard of the tip
at mid chord.
(4) Rotate the propeller to measure this distance at the same point
on the remaining blades.
P5080
Page 1-9
Dec 18/82
TECHNOU)GIES
(5) If the difference In measurement’between any two blades exceeds

0. 50 inch, the propeller shall be removed from service.
c. If blade track is unaffected and if there is no visual evidence of bending,

twisting other gross damage and none is suspected, it is permissible
or
to continue the propeller in service; however, the blade retention should

be inspected as soon as possible but not later than 10 flight hours. In-
spect blade retention in accordance with the following instruction.
Note
The aircraft shall be returned directly to its

repair base for propeller inspection. During
flyback transit a daily inspection shall be per-
formed before each takeoff.
(1) Remove all three blades from the barrel using the following proce-
dure.Each blade shall be removed separately from the barrel.
Place each blade in turn in an upright position. Remove cotter pine
I (Figure 1-10 index 28), nuts (29), washers (30) and machine bolts
(31) to separate counterwelght halves (32) from th;e blade (37). Allow
the blade to settle gently until the blade butt rests on the yoke so as
to provide clearance between the barrel lip and inner-set bearing
Face (35). Lift the chevron seal (36) from the barrel using a 0. 25 to
0. 50-inch nonmetallic rod with end tapered to blunt edge to prevent
damage to the barrel lip or blade shank. Slide the seal along the
blade shank far enough to permit removal of the ball bearings. Use
no sharp or metallic tools which would damage barrel. Remove the
ball retainer (33) by starting at the spilt and carefully twisting the
retainer out of the barrel. Remove the ball bearings (34) from the
retainer as it is removed from the barrel. Assure that´•all 25 ball
bearings are removed from the propeller blade race. Carefully
remove the blade from the barrel and remove the inner bearing race
set (35) from the blade as it is removed from the barrel.
CAUTION
DO NOT STRII(E OR DROP THE BLADES ON

THE BLADE PIN WHlLE HANDLING THE
BLADES.
P5088
Page 1-10
Dec 15/82
UNITED
TECHNOLOGIES
TABLE 1-3
OVERSPEED REPORT
Operator 000´•.00´•0´•0000000´•´•.´•.´•00´•´•00.00´•00´•´•´•00.0´•´•0´•´•00´•´•´•ODO´•´•0´•´•
Airplane Make Model Serial No.
Engine Model SerialNo.
Nacelle ´•´•´•´•´•´•´•´•´•´•´•´•´•O´•´•´•´•´•´•´•
Propeller Governor Model Serial No.
Blade Design No.
Blade SerialNo. 1 Blade SerialNo. 2 Blade Serial No. 3
Maximum Overspeed Indicated or Estimated (state which)
Blade Angle
RPM Setting
Air Speed Altitude ´•´•´•´•o´•
Attitude of~Airplane During Overspeed ´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•O´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•
Gr~ss Weight of Airplane During Overspeed
Remarks
0´•´•00´•´•´•´•´•´•´•´•0´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•
´•´•´•´•´•´•´•´•´•´•´•0´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•0´•´•´•~´•0´•´•´•´•´•´•´•´•´•´•´•D´•´•´•´•´•
Note: The above information is require? for propellers returned to Hamilton Standard
in order that the effects of overspeeding can be properly evaluated.
P5080
Page 1-11
Dec 15/82
UNr~ED
TECHNOLOGIES
(2) Check each blade bearing for freedom of rotation on the pin. If
blade bearing binding occurs and bearing removal is necessary,
remove ons thrust bearing race (44), the outer bearing (42), and the
second race (41), roller bearings (43), inner bearing race (42), and
the second thru~t bearing race (44), by removing cotter pin (38A)
and self-locking nut (4DA).
Note
On earlier models remove cotter pin

(38),
headed straight pin (39), and blade pin
collar (40), before bearing removal.
(3) Visually inspect the inner bearing race set (35) and the barrel race-
ways for brlnelling. Check the blade shank for’ impressions of the
bearing races. Check the yoke in the barrel for damage, brlnelling
or evidence of looseness.
(4) Perform a dye penetrant inspection of blade shank, blade pin, beaF-
ing races, barrel races, and the arms and inside fillets of the yoke.
See paragraph 1-7.
(5) Measure each barrel lip inside diameter in three angular locatfons
with an inside micrometer. The lip shall be round within 4. 884 to
4. 880 inches.
(6) Check blade pin for looseness and squareness with blade butt sur-
face. It shall not be bose and shall be square within 0. 005 inch.
(7) Measure the dimension across each yoke arm using an inside micro-´•
meter. Each arm shall be within i. 382 to 1. 378 inches (0. 002 inch
maximum depth brinell impressions on blade bearing contact sur-
faces are acceptable).
(8) The propeller shall be removed from service if any of the checks are
found to be unsatisfactory. Damaged blade roller bearings shall be
replaced.
(9) If all the above are satisfactory, reassemble in accordance with

paragraph 1-16. Reassemble bearing races and needle bearing on
blade ptns in accordance anth paragraph 2-11.0.
P5080Page 1-12
Dec 15/831
TECHNOLOGIES
d. Removed propellers shall be forwarded to the approved overhaul

facility accompanied by the impact report of Table 1-4, and a com-
plete description of circumstances surrounding the incident. The
overhaul facility will in turn submit a report to Hamilton Standard
Service Department which will determine if the severity of the tm-
pact will or will not require reheat treatment of blades at Hamilton
Standard. Factory inspection of the barrel, and ball race regrind
may also be necesa4lltr.
1-7. DYE PE NE TRANT INSPECTION. The dye penetrant method of inspect-

ion (MIL-Id866) shall be used to detect cracks or other discontinuities
in damaged areas.
a. Make certain that the parts are cleaned and dried In such a manner
as to leave the surface free from grease, oil, soaps, alkalies and
other substances which would interfere with inspection. When great-

er sensitivity is required than is possible with the parts at room
temperature, the penetrant or part shall be heated to a temperature
notexceeding that recommended by the penetrant manufacturer.
b. The penetrant shall be applied to the part by spraying, painting, or

immersfon. T~ entire area to be inspected shall be covered with
penetrant. Allow the penetrant to remain on the part for 30 to 40
minutes. Remove the penetrant‘from the surface of the part using
a medium recommended by the penetrant manufacturer.
Note
The part shall be washed in water only when

the penetrant is water soluble. Avoid excess-
ive cleaning which will remove the penetrant
from the defect.
c. Dry the part by exposure to clean air after which apply a wet or dry
development material to the surface. When a dry developer is used,
the developing powder shall be dusted uniformly over the part after
drying. After sufficient time has been allowed to develop indications,
the part shall be examined. Any indication of a crack is cause for
removal of the propeller from operation.
´•I P5080
Page
Dec
1-13
15/82
UNITED
TECHNOLOGlES
TABLE 1-4
Operator
Aircraft Type Model No. Serial No,
Nacelle
Propeller Model No.
Blade Design No,
Blade SerialNo, 1 Blade SerialNo, 2 Blade SerialNo, 3
Propeller Governor Model .....,...........i............,

Serial No.
Engine rpm at Time of Impact
Object St~uck
Track Affected (State Amount)
No, 1 Blade No. 2 Blade No. 3 Blade
Remarks
Note: The above information is required on propellers returned to the overhaul facility
or directly to the Hamilton Standard Service Department, in order that damage can
be properly evaluated,
P5080
1 Page
Dec
1-14
15/82
TECHNOLOGIES
1-8. PROPELLER REMOVAL.
a. Remove the propeller spinner (S, F~gure 1-10) bg removing the

twelve spinner mounting machine screws (1) and flat washers (2).
Do not use prgtng tools between blade and spinner to remove sptnner.
Turn time blades to the feather position in accordance with paragraph
1-4. b. (5)(0). Remove the socket head cap screw (4) and then
remove the unrevesing pack (5) from t~e dome assembly (25) using
GS12613 Socket.
b. Remove the upper segment of tbs nose cowl ring from the engine
nacelle in accordance with the aircraft maintenance manual.
c. Remove cotter pin (8), headed straight pin (9), locking nut (10) and
shims (11), if present, from the beta tube. Remove the bolt from
the beta tube and remove the beta tube in accordance with existing
instructions. If the propeller is to be returned to the same engine,
measure the distance from the top of the beta tube to the top of the
piston with a micrometer for reinstallatfon purposes.
d. Wrap the slings of propeller lifter, HSP1682, around the two upper-
most blades. Remove eight bolts from the engine flange with
GS12682 box wrench and remove the propeller.
a. Position and secure propeller on propeller truck, GS12656, and

remove slings of propeller lifter, HSP1682.
1-9, CLEANING
a. METALLIC- SURFACE. CLEANING. Clean the metallic external

surfaces of the propeller with an approved solvent such as Stoddard
Solvent or eqrrivalent,
(1) Applg solvent sparingly with soft cloths or a soft brush.
CAUTION
DO NOT ALLOW TRE SOLVENT TO CONTACT

RUBBER, PLASTIC, FIBERGLASS OR TEFIX)N-
COATED PARTS. MAKE CERTAINIT DOES NOT
CONTACT BLADE SEAL.
P5080
Page 1-15
Dec 15/82
TECHNOLOGIES
(2) Remove the solvent by wiping dry with soft cloths.
b. BLADE CLEANING. Clean fresh water and soap, kerosene or safety

solvent such Solvasol 5, or equivalent, and suitable brushes and
as
clean cloths shall be used for cleaning the aluminum alloy blade.
Scrapers, power buffers, steelwool, wire brushes, tools or sub-
stances abrasive in nature, shall not be used on the blade. In the
case of aircraft operating on or near salt water, the blades shall be
thoroughly washed with clean fresh water, throughly wiped dry, and
then coated with a film of clean engine oil after completion of each
day of activity.
CAUTION
AVOID CONTACT OF ENGINE OIL WITH BLADE

HEATE&
c. NONMETALLIC SURFACE CLEANING. Clean rubber, plastic, and

fiberglass surfaces with soap and warm water applied with soft
cloths. Rinse with fresh water and wipe dry with soft cloths.
1-10. REPAIR OR REPLACEMENT,
a, See paragraph 1-11. thru 1-13. for propeller blade ~epair and in-
spection and paragraph 1-14. thru 1-15. for replacement of parts.
I-Il. BLADE REPAIR PROCEDURES.
a, Any repair of leading and trailing edges and tip radius is accomp-
lished by the use of a file and emery cloth. Care shall be taken to
blend smoothly the reworked portion of the leading edge with adja-
cent areas and to make the repair radius conform to the original as
shown in Figure 1-2. Repair in accordance with paragraph 1-11. d.
thru h. Rework in the area three inches from the blade tip shown in
Figure 1-3 is not limited by depth, width, or length provided that
the rework does not extend in a line across the blade or will cause
deterioration in the blade structure at any paint. "No limit" does

not permit shortening of a blade or a set of blades by three inches.
Any reduction in diameter must not exceed the minimum propeller
diameter limits. If an appreciable amount of material is removed
from the tip of any one blade, the propeller shall be removed and
rebalanced.
P5080Page 1-16
Dec 15/83
TECHNOU)GIES
AEWORK CONTOUR
TO POINT OF
MU(IMUM
tORRECT MAINTAIN ORIGINAL RADIUS
DAMAGED PORTION
CONTOUR TOO BLUNT
INGORRECT RADIUS TOO LARGE

Figure 1-2
(1) Rework either the leading or trailing edge to the maximum depth
shown in Figure 1-3, provided that the opposite side (chordwlse
alone;the same station) does not also req~ire rework. For re-
work affecting opposite edges, the combined rework depths shall
not exceed the value shown for one edge. For example, in the
edges where the maximum depth is 0. 150 inch, a rework depth
of 0. 100 inch in one edge will leave only 0. 050 inch rework depth
(0.100 0. 050 0. 150 inch maximum) in the opposite edge.
b, Remove all raised of cuts, scratches and nicks from any por-
edges
tion of the blade using die rfffler files and emery cloth noted in
paragraph l-ll.~d.
c. Figure 1-3 shows maximum depths of gouges and scratches which

do not require rework and rework limits. Measure the depths of
gouges using HSP1827 as shown in Figure 1-4.
(1) The chordwise length of a single rework shall not exceed 1/3
the width of the blade in that location.
(2) The total chordwise length of several in-line reworks shall not
exceed 1/2 the width of the blade in that location.
(3) The separation between several in-line reworks shall be 1/2

inch minimum. Reworks with less separation shall be consid-
ered continuous.
P5080
Page 1-1CP
Dec 15/82
UNPTED
TECHNOLOGIES
SEE NOTE
S’~:A
IN TEXT
FOR REWORK
LIMITATIONS
0.012 MAX
(4006 MAX IN AREAS PREVIOOSLY
MAX
0.016
REWOR KED)
23" --1-- 12"

T"
5TA SEE NOTE
IN TEXT
FOR REWORK
LIMITATIONS
0.060 BUT NO MORE THAN 29 OF SECTION THICKNESS AT

POSITION OP REWORK
COUNTERWEIGHT LIP
TO 3" FROM TIP
35"
EITHER LEADING OR TRAILING EDGE (BUT NOT BOTH) MAY BE REWORKED

TO MAX DEPTH ALONG SAME STATION ICHORD LINE) -SEE TEXT.
f’
0.1 0.31- 0.31-,
STA
~Lt
SEE NOTE
I. IN TEXT
FORREWORI(
t LIMITATIONS
IS I r0.11
t‘0.06 r,.
j T -b
II"
R~WORK LIMITS ON LEADI~C AND TRAILING EDGES

ll-L(8T-325
Airfoil LocalRepair Limits

Figure 1-3 P5080
Page 1-18
Dec 15/82
UNT~ED
TECHNOLOGIES
e/I I
DAMAGE

Figure 1-4
´•I (4) If the damage exceeds the limits of

ed that the blades be sent to an
Figure 1-3, it is recommend-
overhaul facility for disposition.
d. The only acceptable methods of removing surface damage are those

by which metal containing and adjacent to the damage is removed
from the blade. This shall be done using any of the following tools:
(1) Die maker rtffler files "0" cut, #10 and #17. Die maker riffler
files "3" cut #8, #10 and #18. Die sinker riffler "3" cut #11
#16.
(2) Emery cbth, Nos. 120, 180, 240 and 320 grit.
(3) Small electric hand grinder with rubber abrasive wheel and
compound such as Norton ASOD2RR, Norton Co., Coated
Abrasive Division, Norton-Pfke Plant, Highland Ave., Littleton,
N. H. 03561.
(4) Magnifying glass, 10X or greater.
e. Reworks shall be made parallel to the longitudinal axis of the blade.

Remove all traces of the damage and provide a smoothly faired de-
I pression in the blade surface. See Figures 13 and 1-5.
P5080
Page 1-19
Dec 15/82
UNTTED
TECHNOLOGIES
CAUTION
METHODS WHICH ATTEMPT TO RELOCATE

METAL B~P COLD-WOREING TO COVER OR
CONCEAL DAMAGE RATHER THAN REMOVE
THE DAMAGE ARE NOT ACCEPTABLE.
"A"
LEADING CTRAILINGEDGES 10
"A" TIMES DEPTH OP REWORK
OR
OP COUCE
1 FAIR IN
TO TIP
DEPTH OF REWORK
0.002~’ MIN. (COUCE REWORI1

o.o~crl MIN. (ELEC~R#AL SORN REYii~iO

Ffgure 1-5
TABI~E 1-5. DELETED
P5080
Page 1-20
Dec 15/82
UNITED
TECHNOLOGIES
Abrasion Before Rework Filing Tool Application

Figure 1-6 Figure 1-7
Emery Cloth Application Abrasion Area After Rework

Figure 1-8 Figure 1-9
´•I ORIGINAL
As Received By
ATP
P5080
Page
Dec
1-21
15/82
UNITED
TECHNOLOGIES
f. Using pencil or soft marking crayon which will not penetrate the
a
blade surface, mark light perpendicular lines on the blade surface

so that they intersect at the deepest point of the damage as deter-
mined using blade checking indicator HSP1827. See Figure 1-4.
g. Work out the damage using the file with the cut most convenient.
Blend in the reworked area with the original blade surface by filing
to form saucer-shaped depression being careful to remove all

a
traces of the damage. The depressions shall not exceed the dimen-
I sions in Figure 1-3 and 1-5. Remove all traces of the file marks
with No. 240 emery cloth followed by No. 320 emery cloth leaving a
polished surface. See

Figures 1-6 thru 1-9. Inspect the reworked
area magnifying glass. If no
with 10X indication of damage remains,
remove 0. 002 inch more stock (remove 0. 020 inch more stock for
rework of electrical burn, see paragraph 1-12.
h. After rework, using blade checking indicator HSP1827, measure the

amounts of stock removal. If the final depth exceeds permissible
stock removaldepth, the blade shall be removed from service.
1-12. ELECTRICAL BURN REWORK PROCEDURE. Damage caused by elec-

trical burns lightning strike is removed in the same manner as des-
or
cribed in paragraph 1-11. g. except that Keller’s etch may be used to

determine whether the damage has been completely removed. Swabbing
the etch over the damaged section, the appearance of a brown ring on any
portion thereof indicates that damage remains. Remove more stock until
the color of the reworked section blends with the color of the undamaged
area. Clean the acid away by soaking the affected area of the blade with
water. Keller’s etch shall be mixed per instructions given in Table 1-2.
1-13. INSPECTION OF REWORKED AREAS. Reworked areas shall be inspected

forpossible cracks that may become exposed with the rework. The dye
penetrant method of inspection shall be used in accordance with para-
graph 1-7.
1-14. DOME SEAL REPLACEMENT. Dome seals are to be replaced only if

external leakage is evident.
I
a. Remove spinner (3) and then turn the blades to the feather position.
Blades may be turned to feather hydraulically by starting the engine
and shutting it down with the power lever forward of the shutdown
position or per paragraph 1-4.b. (5)(a).
P5080
Page 1-22
Dec 15/82
UNTTED
TECHNOLOGIES
b. The blades can also be turned to feather manually by using blade

turning bars on two of the blades. Turn the blades toward reverse
and place shlms on the shntdown stops. Allow the blades to turn to
the feather posftion,
c. Remove socket head cap screw (4, Figure 1-10). Remove the unre-
versing pack (5) from the outboard end of the dome using GS12613
socket. Remove cotter pin (8), headed straig~ pin (9), locking nut
(10) and, If present, shims (11) from the beta tube. Accurately
measure the distance from the top of the beta tube to the top of the
piston. Record this measurement as an aid in reinstallation of the

beta tube. Remove the locking bolt from the tube and remove the
beta tube.
CAUTION
Do NOT REMOVE DOME RETAINING BOLTS (17)

UNI~SB BLADES ARE IN FEATHER POSITION
AM) DOME IS RESTRAINED AS DESCRIBED
BE LOW.
WARNING
DO NOT MOVE BLADES FROM FEATHER POSITION

WITH DOME REMOVED UNLESS BARRE L PLATE
(84, Figure 2-1) IS RESTRAINED INBARREL.
P5080
Page 1-23
Dec 15/82
UNITED
B TECHNOLOGIES
31 32 35 32
C~9\\
30 29
1\44
38~:
~38AI 35
JO 29
2s---~
2
36
34
~-4
it 33
gels
~a4---12
i 0-------14
IS--L6E--I10
Variable Pitch Aircraft Propeller

Figure 1-10
P5080
Page 1-24
Dec W/82
UNITED
TECHNOLOGIES
Keg to Figure 1-10
1 Machine Screw 25 Propeller Dome
2 Flat Washer 26 Preformed Packing

3 Propeller Spinner 27 Preformed Packing
4 Cap Screw 28 Cotter Pin
5 Unreversing Pack 29 Castellated Nut
6 Flat Washer 130 Countersunk and Plain Washer
7 Flat Washer 31 Machine Bolt
8 Cotter Pin 32 Counterweight, Set
9 Headed Straight Pin 33 Ball Retainer

10 I~ocking Nut 34 BallBearfng
11 SMm 1 35 InnerBearlng Race
12 Preformed Packing 36 Chevron Seal

13 Bolt Hexagonal Head 1 37 Aircraft PropellerBlade
1 38 Cotter Pin
14 Spinner Mounting Washer
15 Bulkhead Spacer I 38A Cotter Pin
16 Bulkhead and Nuts 39 Headed Straight Pin
17 Machine Bolt 1 40 Blade Pin Collar
18 Flat Washer 40A Self-Locking Nut:
19 St~pBracket 41 OuterBearing Race

20 Spring Seat 1 42 Inner Bearing Race
21 Spring Seat 1 43 Roller Bearing

22 Helical Compression Spring 1 44 Thrust Bearing Race
23 Helical Compression Spring 45 Glide (Glyd) Seal
24 Spring Seat 1 46 Barrel and Piston
P5080
Page 1-25
Dec ´•15/82
TECHNOLOGIES
Note
As the dome is removed, springs and

the
their seats will be loose. Avoid
dropping
these parts. (See Figure i-10)
d. Coat the threaded piston puller, GS12574, shaft end with clean
engine oil and thread the shaft into the piston until the flange bottoms
on the piston top. Install plastic sleeve and "T" handle. Tighten
"T" handle until sleeve contacts spring seat (24, Figure 1-10).
Identify stop brackets (19) with blade position -for reinstallation
purposes. Remove the six machine bolts (17), six flat washers (18)
and three shutdown stop brackets (19) from the dome (25) flange,
Release the spring tension on the dome by turning the ’"r" handle
while holding the piston puller shaft with a wrench. When the tension
is removed from the helical compression springs (22, 23), remove
the "T" handle and plastic sleeve from the piston puller. Remove
propeller dome (25), spring seats (24, 21 and 20), and springs
(22, 23).
e. If GS12574 piston puller is not available, the dome can be removed

and installed using three 5/16 inch diameter threaded rods without
removal of engine beta tube. Approximately 8-10 inches of the rod
shall be threaded (24UNF-3A) to match the bolt holes in the barrel.
Place a full-width nut and washer on each rod. Remove three
equally spaced dome flange bolts and washers leave the other three
fully torqued. Insert the rods with washers in three equally spaced
locations on the dome flange and fully engage the threads with the
mating holesin the barrel. Turn the nuts to engage the stop brac-
kets. Remove the three remaining dome flange bolts and washers.
The dome can be removed by backing the nuts off evenly, while
holding threaded rods from turning,‘and Installed by tightening the
nuts evenly.
f. Replace MS9241-254 preformed packing (26, Figure 1-10) between

the barrel plate and barrel.
Replace 718041-1 preformed packing
(27)and 730508-2 glide ring (45), on the piston. Assure that the
flat surface of the inside diameter is firmly seated within the pack-
ing annulus of the propeller piston. Coat the packings with oil,
P5080
Page 1-26
Dec 15/82
UNP~ED
TECHNOLOGIES
g. Coat the threaded piston puller, GS12574, shaft end with clean engine
oil and thread the shaft into the piston until the shaft flange bottoms
on piston top. Remove’ piston puller "T" handle and plastic sleeve if
installed.
h. Install spring seats (20, 21) over piston puller shaft and seat on pis-
ton. Install helical compression springs (22,23) in spring seats.
Install double spring seat (24).
i. Install propeller dome (25), over piston puller shaft, GS12574, and
springs (22, 23), and allow the dome to rest on the double spring
seat (24). Slide plastic sleeve onto piston puller shaft, taper end
first, until it contacts the double spring seat (24). Thread "T"
handle onto shaft until it seats against plastic slide.
j. To align dome axially, install aligning stud, GS12585, through one

dome mounting base hole and into the corresponding hole in the
barrel. Assure springs (22,23) are seated in spring seats, (20,21
and 24). Assure preformed packings (26, 27) and glide seal (45)
are lubricated and are in place.
k. holding piston puller shaft from turning, turn piston puller

’(T" handle against plastic sleeve and compress springs (22, 23),
enough for the dome mounting flange to seat. Slide propeller dome’
over piston and piston seals and seat against barrel and piston (46).
I. Remove dome aligning stud GS12585 and install three stop brackets
(19), six flat washers (18), and six machine bolts (17) at same
position previously marked on part. Tighten bolts, ensuring dome
fiange is bottomed on barrel face. Loosen bolts evenly 1/4 turn
and remove piston puller GS12574. Manually turn blades through
the full pitch change
range three times using two blade turning bars
located at the inner half of blades. This will allow dome to center
itselfon piston. Torque the six machine bolts (17) to 125 to 150
pound inches. Safety wire bolts in pairs from one bracket to the
other using wire MS20995C41 per AS567.
CAUTION
DO NOT REMOVE DOME INSTALLING TOOL UNTIL

THE SM MACHINE BOLTS (17) ARE TORQUED.
05080
Page 1-27
Dec 15/82
UNITED
TECHNOLOGIES
m. Apply a coating of engine oil~to the beta tube. Insert the tube
through the dome and thread it into the piston. Turn the tube in
until the top of the tube is exactly the same distance from the top of
the piston as previously ~ecorded in Step 1-14.c. Install the locking
bolt in accordance with the aircraft maintenance manual. Turn
locking nut (10) on beta tube until it bottoms on propeller piston. If
locking nut hole does not line up with slot in beta tube, install part
number 584926-11 or 584926-12 sMms
(11) under nut as necesssrv
until headed straight pin (9) and cotter pin (8) can be installed with
locking nut (10) bottomed on piston.
n. Install the unreversing pack (5) with one flat washer (6) and the
correct number of flat washers (7) to make up the total shim thick-
ness marked on the unreversfng pack housing. Tighten the unrever-
sing pack to a torque of 1100 pound-inches with G512613-1 socket,
Install socket head cap (4). If screw cannot be installed, con-
screw
tinue torqueing unreversing pack untilcap screw can be installed.
Do not exceed 1200 pound-inches of torque. Lockwlre the unrevers-
Ing pack (5) to the screw (4) on the forward end of the dome (25).
Note
Wrap 0. 020 to 0. 030 inch thick soft aluminum

shim stock around counterweight head to hold
centrifugal shutdown stop depressed during
propeller cycling.
o. Cycle the propeller from feather to reverse several times while

checking for external leakage.
p. Reinstall spinner (3). Tighten the machine screws (1) evenly to

35 to 40 pound-inches torque.
1-15. BLADE SEAL (36) RF~PLACEMENT. If oil is leaking by the blade seals,
remove the and replace the seal in the following manner.
a. Remove the spinner and turn the blades to the feather position as
described in 1-4.b. (5)(a). (Use no prying tools between spinner a~nd

blade to remove spinner.)
P58 0Page 1-28

Dec 15/82
BUNTTED
TECHNOLOGIES
b. Place suitable protective material, such as cardboard, on the blade

leading and trailing edges adjacent to the blade tip to prevent damage
to the seal inside diameter. With the flat side of the seal facing
away from the propeller, stretch the seal over the blade tips and
protective material. Slide the seal with the protective material
along the length of the blade to the blade shank Remove protective
material and examine seal to insure that it is free of damage.
Note
Avoid the use of env sharp or metallic instru-

ment in installing the chevron seal over the tip.
c. Allow seal to remain on the shank at least 15 minutes before fnstall-

ing into position.
d. If equipped with blade detcing, disconnect the heater leads from

their terminals.
e. Rotate the propeller until the blade to be removed is in the upright

position.
f. Remove the counterweight set (32) and allow the blade to settle gently
into its loading position.
g. eTsing a 0. 25 to 0. 50 inch nonnetallic rod with one end tapered to a

blunt edge, lift the old chevron seal from the barrel cavfty. Cut the
seal to remove it from the blade.
h, Slide the new chevron seal into the barrel until the flat surface of the
seal is flush with the barrel outer surface.
Note
Install the seal with the fingers. Avoid tbs use

of any sharp or metallic instrument which could
damage the outside diameter sealing lip.
i. Reinstall the counterwelght set (32) In accordance with paragraphs

1-16.e. thru g.
P5080
Page 1-29
Dec 15/82
UNT~D
TECHNOLOG1ES
1-16 ASSE MB LY.
Note
The blades butts, races, and counterweights are

marked with position numbers which correspond
with numbers stamped on either the spinner
bulkhead boss or the dome face of the barrel.
a. Remove the propeller parts from the shipping containers. Remove

any heavy, thick protective coating from metal parts by cleaning
with a solvent (Stoddard Solvent or equivalent). Do not allow the
cleaning fluid to contact rubber parts such as hub or blade seals,
or countsrweight X-500 coating.
b. Install the assembled dome and barrel on GS8778-1 assembly and

test bench, or equivalent, In s~ch a way that the blade arm bores
are vertical and the hub can be rotated.
1 c. Coat the blade shank with technical petrolatum

position the split inner
(W-P-298) and
bearing rai~e (35, Figu~ 1-10) with the split
in line with the chord line of the blade, on the blade shank. Install
each blade Into the barrel with the blade in the upright position.
Position the blade pin and bearing in alignment between the legs of
the yoke. Carefully allow blade to rest on yoke.
CAUTION
DO NOT ALLOW THE BLADE PIN TO STRIKE

THE
d. Install ball retainer (33), with side marked "assemble this side up"
toward the blade tips or, if the marking is not legible, position the
shallow side of the offset cross section (viewed from split end of
bearing retainer) toward the blade tip. As the retainer is inserted
into the barrel around the blade shank, installthe 25 ball bearings
(34) into their respective positions.- Following installation of the
bearings, pull the blade radially outward until the bearings are
solidly seated within the race. Installand hold the forward counter-
weight (32) half in its position while turning the propeller until the
blade is pointing downward. Remove the forward counterweight
half. Push the chevron seal (36) Into the barrel with fingers,
P5080Page 1-30
Dec 15/82
TECHNOLOGIES
a. Proper installation of the couater´•u~ight set (32) caa be assured by

first marking a line parallel with the longitudinal axis of the blade to
indicate a slot in the annular ridge (nubbin). Mark shall be made
using asoft pencil or marking crayon. Some blades are marked at
the factory with an arrow.
f. Position aft counterweight and forward counterweigh;t on tbs blade

such that the counte~ights straddle the annular ridge and the
headless straight pin of the forward counterweight aligns with the slot
in the ridge. Install machine bolts (31), countersunk and plain
washers (30), a~d castellated nuts (29) as shown in Figure 1-11.
ApplyMO-Lith No. 2 antiseize thread lubricant to the bolt threads
before installing the nuts. Install maximum number of washers
possible while still maintaining ability to install cotter pia Prior
to tightening the nuts, assure that the pin hole in the forward counter-
weight is in exact alignment with the marked line on the blade adja-
cent to the annular ridge. Tighten the nuts to a torque of 325 to 375
pound-inches. The gap between counterweight halves shall be equal
at the bolts within 0. 010 inch. If applicable, the deicing clamp must
be positioned to firmly restrain the deicing strap against the blade
when torqutng counterweight bolts. When fully torqued, the gap at
tbs smaller end of the counterwelght must not touch and tbs gap at
the head may contact for one inch maximum but must be held to a
minimum by fine adjustment of the two bolt gaps. (See Figure 1-11.)
CAUTION
DO NOT ALLOW OIL TO CONTACT THE BLADE

HEATER CEMENT. WIPE COUNTERWETGH~P
TEFLON-COATED SURFACE FREE OF OIL TF
COATING HAS NOT AGED OVE R THREE WEEKS.
g. Prior to installing the counterweight seat (32) and chevron seal (36)
on the last
blade, pour oil into the barrel through the seal opening
with half of the counterweight held on the shank so as to hold the
blade in the installed position. Pour into the barre2 two quarts of
oil recommended for use in the engine and conforming to MIL-L-7808
or MTL-L-23699. Oil level may be checked by rotation of open
cavity 300 from vertically upward position to obtain visual level at
bearing race (trailing blade will be horizontal). Oil must be level
with barrel arm opening. Remove counterueight half, push the seal
1-31
Dec 35/83
UNITED
TECHNOLOGIES
GAP MAY BE CLOSED AT

OUTBOARD END FOR
MAXIMUM OF 1 INCH
TORQUE NUTS (33) TO

325--375 POUND--INCHES
GAPTOBEECIUALWITHIN
0.010 INCH. MUST NOT
TOUCH ON INBOARD END.
COUNTER SUNK
AND PLAIN WASHERS (34)
MINIMUM I WASHER
MAXIMUM 4 WASHERS
FOR COTTER PIN II//// ~-C-LEADING EDGE
INSTALLATION
NOTE: FACESIDE
DEICING NO WASHERS UNDER

HARDWARE MACHINE BOLT (33) HEAD
NOT SHOWN
11-LBOZ
Typical Installation of Counterweight P5080

Figure 1-11
Page 1-32
Dec 15/82
UNITED
TECHNOLOGIES
into the barrel cavlty with fingers. Turn the blade upright and lift
upward to seat the balls in the races. Install the counterwelghts
per previous paragraphs e. and f.
f-17. INSTALLATION.
a. Lift propeller using propeller lifter HSP1682. Attach ~lkhead and

nuts (16) and bulkhead spacer (15) with hex bolts (13) and spinner
mounting washers (14). Assure that number one marked on bulkhead
aligns with blade number one. Tighten the hex head bolts (13) to a
torque of 120 to 135 pound-inches and lockwire in pairs.
b. Place preformed packing (12) in position on the engine flange. Align

dowel pins in the engine flange with holes in the barrel. Install
eight AN104306 propeller mounting bolts torqued at 800 to 1000
pound-inches, with threads lubricated with MIL-T-5544 petrolated
graphite, or equivalent.
CAUTION
Do NOT OVERTORQUE THE MOUNTING BOLTS.
c. The following procedure shall be used to ensure correct torque is

applied to the mounting bolts when using box wrench extension
GS12682-1 and torque wrench GS18039-16 or equivalent wrench
having 18 inch lever arm.
Note
Box wrench extension GS12682-1 is identical to

GS12682. The dash number is added as a result
of revised numbering system.
(1) Attach box wrench extension to continue length of torque

wrench lever arm (no~ deviation from straight line).
(2) ~n using torque wrench GS18039-16, apply 600 750 pound-

inches (scale reading) to obtain the 800 1000 pound-inches
required torque on the mounting bolts.
´•Page 1-33
Dec 15/82
UNT~D
TECHNBLOGI~S
(a) If torque wrench used does not have an l&inch lever arm
the torque (scale reading) must be computed using the
following formula, Reference Figure 1-12.
Ta x L
(L A)
Tw Wrench scale reading

Ta 3ITOL´•qcle exerted at adaptor end
L Wrench lever arm length
A Adaptor length
EFFECTIVE LEVER ARM
n L
-I PQ"
m(~ o
EXTENSION CS12682--1
PULL FORCE
WRENCH CS1603I~-16
Torque Wrench and Extension Configuration

Figure 1-12
I d. Remove
dome
unrepersing pack (5) and flat washers (6
housing using GS12613-1 socket.
and ’J) from the
e. Install and rig the beta tube and lock with bolt in accordance with
aircraft maintenance manual.
f. Turn the locking nut (10) on the beta tube until it bottoms on propell-
er piston. If locking nut hole does not align with beta tube slot,
install part number 584926-11 or 584926-12 shims (11) under nut (10)
as necessarg until headed straight pin (9) and cotter pin (8) can be
installed with nut bottomed on piston.
P5080Page 1-34
Dec 15/83
UNnTD
TECHNOLOGIES
g. Reinstall unreversing pack (5) and flat washers(6 and 7). Tighten
unreversi ng pack to a torque of 1100 pound-inches using GS12613-1
socket and GS18039-16 torque wrench. Install socket head cap screw
(4). If screw cannot be installed continue

torquing unreversing pack
until cap screw can be installed. Do not exceed 1200 pound-inches
of torque. Lockwire reversing pack (5) to the screw (4) on forward
el3d of dome (25) per AS567 using MS20995C32 lockwire,
h, Flush counterweight stop pin holes to assure freedom of plunger

movement. Reference paragraph 1-4.b.(6).
CAUTION
KEEP SOLVENT OFF HEATER, BLADE SEALS

AND COUNTERWEIGHT TEFLON COATING.
I
i. Install the propeller spinner (3), flat washers (2), and machine
screws (I). Tighten screws (1) etrenly to 35 to 40 pound-inches
torque.
1-18. ADJUSTMENT. Not applicable.
I
CAUTION
DO NOT RUN PUMP IF OPL SUPPLY

IS EXHAUSTED.
1-19. TESTING. Cycle the propeller to assure proper operation. With pro-
peller in feather, place power lever at full reverse position, activate
pump and run until propeller reaches reverse position. Shut off pump,
move power lever to ground idle, and condition lever to Feather Fuel
Shutoff allowing the blades to rotate to the feather position. The pro-
pelfer should cycle smoothly and respond to input positions as indicated.
Note
Wrap 0. 020 to 0. 030 inch thick soft aluminum shim

stock around counterweight head to hold centrifugal
-stop depressed during propeller cycling.
P5080
Page 1-35
Dec 15/82
TECHNOLOGIES
1 1-20. TORQUE VALUES. (See Figure 1-10).
Description _Part Nu~ber Torque

ralu~
Bulkhead Bolts (13) AN103912 120-135 pound-incbes
Balance Bolts AN101009, AN101012, 25-30 pound-inches

AN101014, AN101017
Spinner Screws (1) AN526-Q28R10 35-40 pound-inches
Unreversing Pack (5) 1100-1200 pound-inches
Dome Retaining Bolts (17) MS9090-12 125-150 pound-inches
Counterweight Nuts (29) 726736-1 325-375 pound-inches
psoao
Page 1-36
Dec 15/82
´•BUNITED tECHNOLOGIES
TABLE 1-6
I PROPELLER TROUBLESHOOTING
External leakage from Damaged piston or beta tube Replace piston seal. Repair
front of dome through preformed packing and/or dome and piston per sections
unreverse pack, scored wall inside of 2-8.a. and 2-8.j. Replace
propeller dome. beta tube seal.
External leakage from Damaged preformed Replace packings

dome or barrel, packings.
Propeller will not Stop pin stuck in Clean or replace lock pin
feather. counterweight in lock and spring per paragraph
1 position. 1-4. b. (6).
Broken dome spring. Replace propeller.
Damaged or broken Replace propeller.

blade pin, needle
bearings, etc.
Foreign material jamming Clean andreplace damaged

piston or loose component components.
in barrel restricting yoke
movement
Pitch change oil´• not being Check engine feather valve

drained from behind piston, action per engine and air-
frame manufacturer’s di-
rections.
Propeller will not un- Inadequate oil flow or pres- Check propeller control
feather. Propeller will
not
sure from propeller con-
trol system,
system per
engine and air-
frame manufacturer’s di-
reverse.
rectlons.
Foreign material jamming Clean and replace damaged

piston or loose component in components.
ment.
P5080
Page 1-37
Dec 15/83
UNPTeD
TECHNOLOGIES
TABLE 1-6 (CONT)
I PROPELIER TROUBLESHOOTING
Propeller will not un- Unreverse pack not properly Readjust unreverse pack.
reverse. adjusted.
Foreign material jamming Clean and replace damaged

piston or loose component in components,
ment
Propeller feathers at Incorrect scheduling of pro- Check control system in
engine shutdown, peller blade angle or exces- accordance with engine and
sive internal leakage of airframe manufacturer’s
propeller control system oil. directions.
Stop pins in counterweights Clean or replace stop pin

not properly engaging ´•stop and spring.
brackets
Stop bracket broken or worn. Replace bracket.
Vibration. Propeller unbalance. Dynamically balance propeller

onengine or remove propeller
and rebalance.
Blade out of track. Check blade track. If not

within 0.500 inch, replace
propeller.
SpinneP loose. Check spinner attaching

screws.
CounterweieJrt loose or Ti~ten or replace counter-

damaged. weight after inspection for
blade shank damage.
P5080
Page 1-38
Dec 15/82
UNTTED
TECHNOLOGIES
CHAPTER U
OVERHAUL
Note
Table 2-1lists materials, commercial

name or number and source of s~Ipply,
and the militarg specification to which

the material conforms.
TABLE 2-1
LIST OF MATERIALS
*COMME RCIAL
PdATEII3AL PRODUCT SOURCE SPE
Technical Petrolatum VV-P-236
Cadmium Plating AMS2400 QQ-P-416

(E lec trodeposited)
Drp Cleaning Solwnt AM53160 or
P-D-680
Adhesive Plfobond 20 Goodyear Tire Rubber Co.

1144 East Market St.
Akron, OH 44316
Tallow (5~P63) Hanson, VanWinMe, Munning

Co., Matawan, NJ 07747
Aircraft Engine MiL-C -6 629

Corrosion Preventive
P5080
Page 2-1
Dec 15/82
UNITED
TECHNOLOGIES
TABLE 2-1 (CONT)
LIST OF MATERIALS
*COMMERCLAL
MATEI~IAL PRODUCT SOURCE SPECIFICATION
Superior Chlorinated Superior Sales Co.

Cleanser 125 S. Satellite Ri.
So. Windsor, CT 06074
Synthetic Base Aircraft MIL-L-7808

Turbine Engine
Lubricating Oil
Low Moisture Sensitivity TT-P-1757 or
Zinc Chromate Primer AMS 3110

Coating
Finger Print Remover MIL-C-f50~4

Corrosion Preventive
Safety Solvent PcaL~S-189ls
Single Component IMfL-S-22473

Retaining, Sealing
Compounds
Alodine 1200 EMS 2474
Safetywtre AMS5685
CbaPEnamel RK-190
E.I. duPont de Nemours
Co., 1007 Market St.
Wilmington, DE 19898
Lubricating Oil, AIr- MTL-L-23699

craftTurboprop
Turboshaft Engines,
Synthetic Base
P5080Page 2-2
Dec 15/82
TECHNOLOGIES
TABLE 2-1(CONT)
LIST OF MATERIALS
*COMMERCIAL.
MATERIAL PRODUCT SOURCE SPECIFICATION
Primer EC776
Minnesota Mining Mig. Co.
St, Paul, MN 55101
Adhesive EC1300
Minnesota Mining Mig. Co.
St. Paul, MN 55101
Bonding Cement BB1007

United Shoe Machinery Corp.
Mtddleton, MA 01949
Bonding Cement BB1108

United Shoe Machinery Corp.
PulIiddleton, MA 01949
Paint Remover Wonder-Paste

Wilson Imperial Co.
115 Chestnut St.
Newark, NJ 07105
Curing Agect Dtethylenetrlamine O-D -1271
Teflon Resin I~MINAR X-500 8-W-24

Mfdland Division
The DexterCorp.
31500Haymon St.
Hayward, CA 94544
Clear Gloss Poly- LAMINAR X-500 7-C-f

urethane Coating Midland Division
The DexterCorp.
31500Haymon St.
Hayward, CA 94544
P5080
Page 2-3
Dec 15/83
UNrr~
TECHNOU~IES
TABLE 2-1(CONT)
LIST OF MATERIALS
*COMMERCIAL
MATER[AL PRODUCT SOURCE SPECIFICATION
Hardener LAMINAR X-500 10-C-32

Mldland Division
The Dexter Corp.
31500 Haymon St.
Hayward, CA 94544
Hardener LAMINAR X-500 10-C-81

Midland Division
The Dexter Corpi
31500 Haymon St.
Hayward, CA 94544
Polyuretbans Black LAMINAR X-500 8-B-6

Conductive Coating Midla~nd Division
The Dexter Corp.
31500 Haymon St.
Hayward, CA 94544
flow Safety Solvent LAMINAR X-500 66-C-28

Reducer Midland Division
The Dexter Corp.
31500 Haymon St.
Hayward, CA 94544
Fast Production Solvent LA~JIINAR X-500 66-C-20

Reducer Mrdland Division
The Dexter Corp.
31500 Haymon St.
Hayward, CA 94544
Synthetic Base Air- ~JPIL-L-7808 or
craft Turbille Engine MTE-L-23699
Lubricating 011
P5080Page 2-4
Dec %5/82
TECHNOU)GIES
TABLE 2-1 (CONT)
LIL3P OF MATERIALS
*COPrlMERCIAL
M;ZTERIAL PRODUCT SOURCE SPECIFICATION
StencilInk (13lack) TT-C-595 Shade

604
Lacquer ~ellow) I"r-C-595 Shade

33538
Corrosion Preventive ML-C-16173

Compound Cold
application
Metal-foil-backed Paper
Class 2
Methyl Ethyl Ketone TT-M-261

(MEK)
Epoxy Resin Epon 828

Shell Chemical Co.
Division of Shell Oil Co.
1 Shell Plaza
P. O. Box 2463
Houstoq, TX 77001
Adhesive Bondmaster M688

Hardener CH16
Globe Rubber Works, Inc.
254 Beech St.
Rockland, MA 02370
Glass Cloth 1581 or 7581 with MIL-F-90&4

550 Finish Tgpe vm
Diethylene triami ne Union Carbide Chemical Co.

Hardener 1300 Lakeside Ave,
Cleveland, OH 44114
P5080
Page 2-5
Dec 15/82
UNITEO
TECHNOLOGIES
TABLE 2-1 (CONT)
IiSI OF MATERIALS
*COMMERCZAL
MATEEitAL PRODUCT SOURCE SPECIFICATION
Scotchal Sealer No. 3950

Minnesota Mining Mfg. Co.
St. Paul, MN 55101
Insulating Tape MCROTAPE

Michigan Chrome Chemical Co.
8615 GinnellAve.
Detroit, ML 48213
Inert Filler Cab-OSfl

Cabot Corp.
125 High St.
Boeton, MA 02110
~Lead Wool American Smelting Blade Balancing:

Refining Compnnv
Po~t Amboy, Nl 08662
Caustic Soda, O-S-598

Technical Grade
Nttrtc Acid, .0-N-350

Technical Grade
Grease MiL-G-23 827 Bearing Rollersl

Piston Threads
Mo-Lith No. 2 Ffske Bros. Refining Co. Thread Lubricant

129 Lnckwood St.
Newark, N3 07105
Aeroshell Grease 17 Shell Oil Co. Alternate for Mo-

P.O. Box 2463 Lith No. 2
Houston, TX 77001
P5080
Page a-6
Deo 15/82
uNr~r,
TECHNOU)GIES
TABLE 2-1 (CONT)
LIST OF MATERIALS
*COMMERCIAL
MATERIAL PRODUCT SOURCE SPECIFICATION
Braycote 664 Grease Bray Oil Co. Alternate for Mo-

1925 N. Marianna Ave. Lith No. 2
Los Angeles, CA 90032
FED 3350 Grease Chevron U.S.A. Inc. Alternate for Mo-

575 Market St. Lith No. 2
P.O. Box 7643
San Francisco, CA 94120
Royco ~64 Grease Royal Lubricants Co. Alternate for Mo-

River Rd. Lith No. 2
P.O. Box 298
E. Hanover, NJ 07936
TG4727 Texaco, Inc, Alternate for Mo-

135 E. 42nd St. Lith No. 2
New York, NY 10017
Molykote GN Dow Corning Corn. Alternate for Mo-

45 Commerce Drive Lith No. 2
Trumball, CT 06601
Lubricating Oil MIL-L-23699 Blade Assembly
Equivalent materials may be substituted for materials listed.
P5080
Page 2-7
Dec 15/82
BUNTTED TECHNOLOGIES
I
2-1, PROPELLER OVERHAUL. Propeller lifter HSP1682 shall be used to lift
the assembled propeller to and from the
assembly and test stand. Pro-
peller lifter HSP1682 is a two-strap sUng and is used by wrapping the
straps around the blades of the propeller.
CAUTION
KEEP ALL STRAPS CLEAR OF THE

SPINNER AND/OR BULKHEAD DUIIING
USE OF THE PROPELLER ICIIFTER
2-2. SPECIAL TOOLS.´• The special tools listed In Table 2-2 are available to
perform the overhaul described in this handbook.
TABLE: 2-2
RECOMMENDED OVERHAUL TOOLS
NUMBERPART NOMENCLATURE DESCRTPTION
HSP~G Balance Stand Used with balancing fixtures and

arbor to balance blades in sets.
HSP1409 Balancing Arbor Used with HSP46, HSP232, and

GS13027-1 to balance blades.
HSP1682 Propeller Lifter Slings used to lift propeller and

rotate propeller in vertical or
horizontal positions.
HSP1T23 Blade Bench For holding blade in a horizon-

tal position.
HSP1827 Blade Checking Indicator Used to check damage to blade

surfaces.
P5080
Page 2-8
Dec 15/82
UNCTED
TECHNOLOGIES
TABLE 2-2 (CONT)
PART
NUMBER NOMENCLATURE DE SCRIPTION
GS1221 Hydraulic Tester Used to supply pressurized

fluid at proper temperature.
GS8778-1 Assembly and Test Bench Used to support propeller in

horizontal or vertical position
during assembly and oil testing
of propeller.
0811075 Blade Butt Cap Used to protect blade butt dur-

ing handling and storage.
GS110149 Blade Holding Fixture ~3 sed with blade holding fixture

Arbor to hold blade in a horizontal
po sition.
GS11083 Blade Anodizing Fixture Used to hold blade during

anodizing process,
GS11085 Assembly and Test Fixture Used to hold shaft when t6rqu-
ing piston with standard socket
and adapts propeller for oil
testing.
GSIIOB’P Blade Shank Protector To protect blade shank in blade

holding fixture.
GSf1397-1 Blade Holding Fixture To hold blade in horizontal posi-

tion on blade bench.
I
G512574 Piston Puller Used to compress springs
during dome installation and
removal.
GS12575-1 Blade Reference Station To set blade angles at propeller

Template assembly.
P5080
Page 2-9
Dec 15/82
UNITED
TECHNOLOGIES
TABLE 2-2 (CONT)
PART
NUMBER NOME NC LA TURE DE SCRlPTlON
GS12578-1 Balance Lead Puller Used to remove balance weight

from blades.
GS12579 Balance Lead Puller Guide Used to guide balance lead

Plug puller into blade bore.
GS12583 Blade Holding Fixture Spacer To position stations on blade

with appropriate stations on
bench.
GS12585 Dome Aligning Sind To guide dome when assembling

dome to barrel.
G512586-1 Unreverse Assembly Fixture To assemble and disassemble

spring washers from unreveree
housing.
GS12613-1 Socket To t[gt~ten and remo~e unreverse
housing.
GS12622 Dome Cooer To protect dome.
GS12624-1 Blade Pin installation Fixture Used with hydraulic ram
G512625-1 to install blade pin

into blade shank.
GS12625-1 Hydraulic Ram Used to install and remove blade

pin from blade shank.
GS12656 Propeller Truck Used to transport two propellers.

(5WE 11750)
I 85080Page
Dec
2-10
15/82
UNTTED
TECHNOLOGIES
TAB~LE 2-2 (CONT)
PART
NUMBE R NOMENCLATURE DE SCRIP TION
GS12682-1 Box Wrench Used to tighten and remove p~-

peller mounting bolts from
engine flange.
GS12688-1 Blade Pin Pulling Adapter To remove blade pin from blade
shank.
GS12701-1 Blade Plug Puller Used to install and remove blade

bore plug from blade bore.
GS13027-1 Blade Balancing Fixture Used with HSP46, HSP232, and

HSP1409 to balance blades in
sets.
GS13240-1 Piston Spacer To hold yoke in reverse position

when dimpling piston lock tab.
0513784-1 Template/Protractor Used to hold template GS12515-1

Holding Fixture and protractor GS18217 to blade
I during functional test.
GS13850-1 Blade Stop In Clamp Used to retain blade stop pin

(3 required) during functional test.
G513862-1 Oil Transfer Tube Used to transfer oil to piston

during functional test.
GS13863-1 Piston Puller To pull piston inside of dome

for change of blade pitch and to
remove and assemble dome to
barrel.
P5080
Page 2-11
Dec 15/82
UNTtED
TECHNOLOGIES
TABLE 2-2 (CONT)
RECOMMENDED OVERIfAUL TOOLS
PART
NUMBE R NOME NCLATtJEE DE SCRIPTION
GS13864-1 Balance Adapter Mt Contains adapter flange to

adapt propeller assemble to
GS13865-1 balancer.
GS13865-1 Balance Indicator Kit Used with GS13864-1 to balance

propeller assembly.
900 angle
I ~GS14120-1 Propeller Blade
positioner To retain blades at
while balancing propeller.
GS18039-16 ’Torque Wrench To torque unreverse housing

and piston,
GS1818j Socket Adapter To adapt torque wrench

.5818fSGot
GS18185 Socket Used to tighten and remove
piston from shaft.
0518217 NACA Type Protractor Used to measure blade angle,
I Angle
PE105 Blade Protractor Used to measure blade angle
on assembly bench,
P5080
Page 2-13
Dec 15/82
UNTTED
T~CHNOLOGIES
2-3. DISASSEM~LY. All work shall be performed on clean benches which are
protected to prevent scratching of machined or polished surfaces. The
propeller shall be completely disassembled during overhaul so as to
permit inspection of all components. Figure 2-1 shows the propeller in
a completely disassembled view.
Note
Perform the following propeller

with the
supported on GS8778-1 assembly and
test bench.
a. The propeller spinner (3) and propeller bulkhead assembly (67) are
man~factured of fiberglass-refnforced plastic material and should be
protected at all times from abrasion, scratches and the possibility
of impact with another o~ect.
b. Remove the socket head cap screw (4) and unreversing pack (7 thru
15) from the forward end of the dome using GS12613-1 socket.
Remove flat washers (5 and 6) between the unreversing pack housing
(15) and propeller dome (28). Place the unreversing pack (7 thru
the
)5assembly
1g
over
ring (7) is
fixlre, ´•GS12586-1,
napply
uppermost,irps retaining
Install and
such that the
force until the
tension washers (10) are compressed. Remove retaining ring
(7),
and back off the fixture plate to release
spring tension. Remove the
flat and spring tension washers (8 thru 13) and button plug (14)
from the unreversing housing (15). Remove cotter pin (16) and
straight headed pin (17). Remove locking nut (18) then remove and
record thickness of shims (19). Position the propeller dome facing
upward.
WARNING
THE DOME IS SPRING LOADED. DO

NOT REMOVE DOME RETAINING MACHINE
BOLTS (20) UNLESS BLADES ARE IN FEATHER
POSITION AND DOME IS RESTRAINED.
2-13
Dec 15/82
UNITED
TECHNOLOGIES
68--~ 50
42
35 36 38
13--~15
3 73 31~f
23-40
51
51
j
82-----Lo75
81--~ J 32
~S
_1,s
be49474sl
52
"1.I
%--ba
~----16
45
/S,
01’aon
~--22 0
414)~juj;54 53
k(, I 85-t~l( ,~_g ~40
’-1
I,-
R´•64 ´•u
24 ’62
nl.b ~--w \~O
,~59
~8----58 Is-Lm-~1I

33LF-325B5i080
Page 2-14
Dec 15/82
UNITED
TECHNOLOGIES
Key to Figure 2-1
1 Machine Screw 45 Self-Locking Nut
2 Flat Washer 46 Thrust Bearing Race

3 Propeller Spinner 1 47 BearingRoller
4 Socket Head Cap Screw 48 Outer Bearing Race
5 Flat Washer 49 InnerBeartngRace
6 Flat Washer 50 Friction Reduction Strip
7 Retaining Ring 51 Setscrew
8 Flat Washer 1 52 Blade Pin
9 Flat Washer 1 53 Retaining Ring
10 Spring Tension Washer 1 54 Preformed Packing
11 Flat Washer 55 BladeBore Plug;
12 Spring Tension Washer 1 56 Blade
13 Special Flat Washer 57 Preformed Packing
14 Button Plug 1 58 Hex Head Bolt
15 Unreversing Housing 59 Spinner Mounting Washer

16 Cotter Pin 1 60 Bulkhead Spacer
17 Headed Straight Pin I 61 Self-Locking Nut
18 Nut i 62 Flat Washer
19 Solid SMm 1 63 Hex Head Bolt
20 Machine Bolt 1 64 Rivet
21 Flat Washer 1 65 Self-~cking Nut
22 Stop Bracket I 66 Bulkhead

23 Spring Seat 1 67 Slide Ring
24 Spring Seat 1 68 Anti-Twist Preformed Packing
25 Helical Compression Spring 1 69 Preformed Packing
26 Helical Compression Spring 70 Preformed Packing
27 Spring Seat 71 Headless Grooved Pin (Anti-Torque Rod)
28 Propeller Dome 72 Propeller Piston
29 Retaining Ring 1 73 Lock Washer

30 Stop Pin 1 74 Stop Ring (Feather Stop)
31 Helical Compression Spring 1 75 Stop Ring (Rsverse Stop)
32 Cotter Pin 1 76 Anti-Torque Bushing
33 Hexagon Castellated Nut 1 77 Pitch Change Yoke
34 Countersunk and Plain Washer 1 78 Stop Ring (Reverse Stop)
35 Machine Bolt 79 Preformed Packing
36 Spring Pin 1 80 Yoke Shaft
37 Lock Pin 81 Sleeve Spacer
38 Forward Counterwefght 82 Preformed Packing
39 Aft Counterwelght 1 83 Preformed Packing
40 Chrome Alloy Steel Ball 84 BarrelPlate
41 BallRetainer 85 Rubber Assembly Date Decal
42 Inner Bearing Race Set 1 86 Preformed Packing
43 Chevron Seal 87 Grooved Flanged Bushing
44 Cotter Pin 88 Barrel
P5080
Page 2-15
Dec 15/82
UNT~ED
TECHNOU)GIES
c. Turn the blades to the full feather position and install piston puller
GS12574 through the hole in the outboard end of the propeller dome
(28). Engage the threads of the puller shaft with the internal threads
of the propeller piston (72) and turn the shaft in until bottomed,
Turn the piston puller handle in until it contacts the outboard end of
the dome. Remove six machine bolts (20), six flat washers (21),
and three stop brackets (22). Release the spring tension on the dome
by turning off the piston puller handle wMle holding the puller shaft
with a wrench. Lift the propeller dome (28) straight upward free
of the barrel (88) and then remove spring seat (27), helical com-
pression springs (26 and 25), and spring seats (23 and 24).
CAUTION
DO NOT STRII~E OR DROP THE BLADES

ON THE BLADE PIN WHiLE HANDIING
THE BLADES.
d. The blades shall be removed from the barrel as follows:
(1) Place blade to be removed in an upright position. Remove cotter

pine (32), castellated nuts (33), counterslmk and plain washer
(34), machine bolts (35) and separate halves (38
and 39) from the blade.
(2) Allow the blade to settle gently until the blade butt rests on the
yoke so as to
provide clearance between the barrel lip and
inner bearing race set (42).
(3) -Llft the chevron seal (43) from the barrel using a 0.25 to 0. 50
inch nonmetallic rod tapered to a blunt end to prevent d~macm
to the barrel lip or blade shank. Slide the seal along the blade
shank far enough to permit removal of the ball bearings.
(4) Remove the ball retainer (41) by starting at the split and care-
fully twisting the retainer out of the barrel. Remove the steel
balls (40) from the retainer as it is removed from the barrel.
Assure that all 25 steel balls are removed from the race.
(5) Carefully remove the blade from the barrel and then remove the
inner bearing race set (42) halves from the blade shank.
Further blade disassembly is cooered in BLADE OVERHAUL
paragraph 2-9.
P5080
Page 2-16
Dec 15/82
TECHNOU)GIES
e. The forward counterweight (38) on each blade Includes a stop pin

(30) and spring (31), which shall be removed bg depressing the pin
to remove internal retaining ring (29).
Note
The forward counterwetght (38) of all blades

includes headless straight pin
a (37) which is
staked in place and a spring pin (36) which
has a pressed fit. Neither pin (36 nor 37)
need be removed during routine overhaul,
unless it is found to be damaged. The for-
ward and aft counferweights (38 and 39),
and the inner bearing race set (42), are man-
ufactured in matched sets, The matched
bearing race and counterweight sets are also
marked with blade position numbers and shall
be retained as such.
f. The blade pin (52) is a tight At into the blade shank and does not
require removal unless the pin is worn, damaged, or the pin hole
in the blade is elongated. If blade pin (52) is to be.removed, remove
setscrew (51) first.
g. Remove the chevron seal

(43) from the blade shank ~p stretching it
over the blade butt cutting it off. Protect the blade butt during
or
subsequent handling bg installing a blade butt cap GS11075 over the

butt of each blade.
Note
The sequence of indexing of Figure 2-1,

as presented, is based on the propeller’s
being mounted on a stand and retained at
the rear of the barrel. The sequence
from index 58 to 87 is based on the assump-
tion that the barrel Is removed from the

stand and is now free to be handled on a
clean and protected work bench.
2-17
Dec 15/82
UNTTZED
TECHNOLOGIES
h. Remove the hex head bolts (58) and spinner mounting washers (59)
which will secure the propeller bulkhead (66) assembly and bulkhead
spacer (60) from the rear of the propeller barrel and bushing (88).
Note
Instructions for removal and replacement

of rivets (64) and self-locking nuts (65)
are provided under paragraph 2-10.c. (6),
REPAIR OR REPLACEMENT.
i. Remove the headless grooved pin (anti-torque rod) (71) from the
barrel by pressing the rod downward. Remove and discard two
preformed packings (70).
WARNING
DO NOT ATTEMPT TO LOOSEN PISTON

WITH ANTI-TO~UE ROD INSTAL~ED.
CAUTION
SHIM THE SOCKET OR TAPE THE PISTON HEX

OUTSIDE DIAMETER AS NECESSARY TO ASSURE
A TIGHT FIT ON THE PISTON
j. With the propeller barrel (88) placed on a clean bench, dome upper-
most, pull the propeller piston (72) up (to the outboard direction).
While holding the’ piston in this position, lock washer (73) will be
elrposed on the underside of the piston. The lock washer is dimpled
into the piston in two places. Pry the washer free of the recesses
in the piston, being careful not to damage or score the piston sur-
faces in sum way. Tip the barrel onto its side and hold the yoke
shaft (80) in a rigid position using assembly and test fixture GS11085.
With the shaft held rigid, remove the piston (72) using GS18185 or a
standard 1-9/16 inch socket.
k. Remove lock washers (73) and stop rings (74). Pull the yoke shaft
(80) from the fnboard end of the barrel. As the shaft is withdrawn,
remove stop ring (78), sleeve spacer (81), pitch change yoke (77)
and anti-torquebushing (76) through one of the barrel blade bores,
Remove and discard preformed packing (79) from the yoke shaft (80).
P5080
Page 2-118
Dec 15/82
UNITED
TECHNOLOGIES
Note
Record quantity and dash number of stop rings

(74, 75 and 78) removed, for ease during re-
assembly.
i. Remove barrel plate (84) from outboard end of the barrel (88).
Remove and discard preformed packings (82 and 83) from the barrel
plate (84).
m. Grooved flange bushing (87) Is a press At in the barrel. Remove and

replace only if loose or inside diameter is worn. Remove and dis-
card preformed packings (68, 69 and 86) and guide ring 67).
n. Remove balancing self-locking nuts~(61), flat washers (62) and

machine bolts.(63) from propeller bulkhead assembly (66). Retain
for re-issue.
/r CEEANING.
2-4, Immediately after diaassem~ly, clean all part~ thoroughly
C,// by spraying, immersion or wiping with a soft, lint-free cloth using
cleaning solvent AMS3160 or P-D-680. See paragraph 1-9.
a. The method to be used when cleaning the parts shall be determined

by the physical detail of the parts.
Under no circumstances shall
a wirebrush, metal wool or an abrasive solution be applied to any
part. Internalpassages, cavfties, and grooves shall be blown out
with clean, dry filtered compressed air, regulated at 20 to 40 psi.
b. Remove all Teflon from the flat surface of the counterweights by soak-
ing with solvent.
c. To prevent fingerprint corrosion of the parts during inspection and

reassembly, dip each part into a´• corrosion preventive compound
per MIL-C-15074, or equivalent, immediately after cleaning each
part.
P5080
Page 2-19
Dec 15/82
UNC~ED
TECHNOUN;IES
CAUTION
IT IS PARTICULARLY IMPORTANT THAT

OPERATORS HANDLING PARTS AFTER
THE CLEANING OPERATION AND DURING
THE CORROSION PRE~VENTIVE PROCESS
WEAR GIXIVES OR TAICE STMILAR EQUNA-
LENT MEASURES TO PREVENT CORRO-
SION.OR ENTRY OF FOREIGN MATTER.
d. If the parts are not to be reassembled immediately after inspection,

further protect them by applying a coat of MIL-C-6529, preserva-
tive oil over fingerprint corrosion preventdve coating. Remove
the
coating prior reassembly by washing in cleaning solvent AMS3160
to
or P-D-680. Dip parts in the fingerprint corrosion preventive
solution before handling‘during the assembly procedure.
P5080
Page 2-20
Dec 15/82
UNITED
B TECHNOLOGIES
2-5. INSPECTION.
a. GENERAL INSPECTION. Inspect all parts for wear, corrosion, galling,

metal piclrup, cracks, nicks, burrs and other damage. Check all threads
for rough edges and irregularities, Make certain that threaded fits are
not excessively loose.

Thoroug)llv check all plated parts for damage ex-
posing the underlying material. Inspect the internal passages of the piston
for cleanliness.
b. MAGNETIC PARTICLE INSPE CTION. Magnetic particle inspection shall

be performed in accordance with Specification AMS2640.
(1) Magnetic particle inspection isperformed to detect fatigue cracks

which result from successive application of stress, and static cracks
which result from single or relatively few applications of high stress.
Both of these defects are definite discontinuities which u%uaUv extend
to the surface of the part. At magnetic
particle inspection, such dis-
continuities would appear sharp, clearly defined accumulation of
as
indicating medium which, when wiped off, reappears rapidly when

the solution is again applied to the area. A discontinuity produces
the dearest indication when it is 90 degrees to the magnetic lines of
force. Therefore, some parts shall be transversely and longitudinally
magnetized. If a discontinuity is suspected at magnetic prirticle in-
spection, it shall be verified by fluorescent penetrant inspection.
A continuity which has been verified by both type Inspections shall be
cause for part rejection.
(2) "False" indications caused by manufacturing tool marks, material

porosity, and nonmetallic inclusions appear as fuzzy accumulations
of indicating medium which, when wiped off, reappear slowly when
the solution is again applied to the area. Porosity can also be dis-
tinguished by short, discontinuous appearing indications characterized
by rounded edges. "False" indications are not normally detrimental
to the part under operating conditions and.in these cases shall be con-
sidered acceptable.
(3) Parts shall be demagnetized after magnetic particle inspection is

completed by passing the part slowly through a demagnetizing unit
while the current is on, Following inspection, the parts shall be
cleaned to remove all indicating medium
´•I P5080Page 2-21

Dec 15/82
UNPTrD
TECHNOU)GIES
c. FLUORESCENT PENETRANT INSPECTION: Certain parts shall be sub-
jected to fluorescent penetrant inspection. All parts shall be cleaned after

inspection to remove retained penetrant and developer.‘ All parts suscep-
tible to corrosion shall be slushed with corrosion preventive compound.
(1) Make certain that the parts are cleaned and dried in such a manner
as to leave the surface free from grease, oil, soaps, alkalies and
other substances which interfere with inspection. When greater

sensitivity is required than Is possible to obtain with the parts at
room temperature, the penetrant part shall be heated to a tempera-
or
ture not exceeding that recommended by the penetrant manufacturer.
(2) The penetrant and emulsifier, if one is used, shall be applied to the
part by immersion in the penetrant for 30-40 minutes. Remove the
part from the penetrant and clean thorouPhlv using a medium which
will remove the penetrant from the surface.
Note
The part shall be washed in water only

when the penetrant is water soluble.
Avoid excessive cleaning which will
remove the penetrant from the defect.
(3) Dry the part by exposure to clean air after which apply a wet or dry
developing material to the surface. When a dry developer is used,
the developing powder shall be dusted uniformly over the part after
drying. After sufficient time has been allowed to develop indications,
the part shall be examined in a darkened enclosure under a suitable
"black light". Any indication of a crack is cause for rejection of the
part.
d. Table 2-3 providesa table of nondestructive inspection which shall be per-
formed on components of the variable pitch aircraft propeller model 33LF-

325.
I P5080Page
Dec
2-22
15/82
UNITED
´•B TECHNOLOGIES
TABLE 2-3
NONDESTRUCTIVE INSPECTION DATA
NOMENCLATURE
TYPE OF INSPECTION
AND INDEX LIMITS
AND PROCEDURE
(REF. F~G. 2-1)
Stop Bracket (Index 22) Fluorescent penetrant No cracks.

inspection.
I Helical Compression
Spring (Index 26)
Magnetic particle inspec-
tion.Direct 500 amps
No cracks
indications.
or other true
and Bar type induced

1000 amps.
I Propeller
(Ijldex 28)
Dome Fluorescent penetrant
Inspection.
No cracks.
Visually inspect the inside Inside surface shall be

surface of the dome (pri- smooth (12 microlnches
marily over the Inboard or smoother) and shall
four inches). show no scratches, pits,
scores or nicks.
I Helical Compression
Spring (Index 31)
Dimensionally inspect
free length.
the Free length shall be 1.905-
1.975 inches.
Dimensionally inspect the Height shall be 0.900 inch

height under an applied under an applied load of
load. 4. 10 pounds ~5 percent.
Counterwe ight-Forward Magnetic particle inspec- No cracks or other true

I (Index 38) tion. Solenoid-induced indications.
Counterweight-Aft magnetization at 6000
I (Index 39) ampere turns or direct
contact method at 800
amperes
Visual Visually inspect the for-

ward counterweight for
firm retention of the spring
i
I pin (36) and Lock pin 07)
wftt~in counterwetght.
2-23
Dec 15/82
~91UNITED
TABLE 213 (CONT)
NO~tlPENCLATUR;E
TYPE OF INSPECTION
AND INDEX LIMITS
AND PROCEDURE
(REF. FIG. 2-1)
Race Set Bearing, Innsr- Eda~petic particle inspec- No cracks or other true
Set (Index 42) tion, Direct contact 500 indications.
amperes or soleqotd-
induced at 2500 ampere
turns
Visual VisunUv inspect the inner

set hearing race for evi-
dence of pltting, galling
or other abnormal condi-
tions
Race-Rearing, Outer Visual Visually inspect the out-

(Index 48) side of dfameters for e~-
dence of galling or other
abnormal conditions,
Race-Bearing Inner Magnetic particle inspec- No cracks or other true

(rndex 49) tion. Central conductor indications.
500 amperes.
I Pin-Blade(Itldex 52) Dye Penetrant (h~talled) No craclcs.
Visual Visually inspect the sur-
faces of the pin for evi-

dence of pitting, galling
or other conditions.
If removed, magnetic No cracks or other true

particle inspect. Direct indications.
contact method 200 am-
peres. Solenoid-induced
1500 ampere turns.
85080
Page 2-24
Dec 15/82
UNT~D
TECHNOLOGIE~
TABLE 2-3 (CONT)

s
NOMENCLATURE
AND INDEX TYPE OF INSPECTION
(REF. FIG. 2-1) AND PROCEDURE: LI~ITS
Magnetic particle inspec- No cracks other true

Pitch Change Poke or
CIndex 7a) tion. Solenoid-induced indications.

magnetization at 1000
ampere turns and central

conductor 1000 amperes.
Visual Visually inspect the yoke

for evidence of pimng,
galling or other abr~or-
mal conditions. See
paragraph 2-8. c.
Dimensionally inspect
´•I
Dimensional
per Figure 2-4. All
dimensions must be met.
Yoke Shaft (Index 80) Magnetic particle inspec- No cracks.

tion. Solenoid-induced
magnetizatfon at 2500 Note
ampere turns and central If crack indications are
conductor 500 amperes. in the chromium plated

area, the plating shall
be removed and the shaft
reinspected,
Visual See paragraph 2-8. c.

Visually inspect the out-
side surfaces of the
shaft. There shall be no
evidence of scratches,
nicks or burrs.
P6~8,EPage 2-25
Dec 15/82
UNITED
TECHNOLOGIES
TABLE 2-3 (CONT)
NONDE STRUC TIVE INSPE CTION DATA
NOMENCLATURE
AND ~NDEX TYPE OF ~INSPECTION
(REF. FfG, 2-1) AND PROCEDURE LIIMITS
Sleeve Spacer Magnetic particle inspec- No cracks or other true
(Index 81) tlon. Central conductor indications.

300 amperes. Solenotd-
induced 1500 ampere turns.
Visual Visually inspect for

scoring, fremng or
galling. Lightaxtal
scratches are permiss-
I ible. See paragraph
2-8.h.
I Plate-Barrel
(Index 84)
Fluorescent penetrant
inspection.
No cracks.
Visual Visually inspect the in-

side diameter for evf-
dence of ~ar, scratches
or other damage.
Barrel IIndex 88) Magnetic particle tnspec- No cracks or other true

tton. Direct contact indications.
method at 500 amperes
solenoid-induced 2500
ampere turns.
Visual Visually inspect the ball

races within the barrel
arms for evidence of
galling or other abnormal
conditions. Checlrthe
bushing bore in the rear
of the barrel for gouges,

scratches, or other dam-
age. See paragraph 2-8.d.
P5080
Page 2-26
Dec 15/82
UNITED
;~99 ~ECHNOL;OGIES
TABLE 2-3 (CONT)
NONDESTRUCTIVE INSPE CTION DATA
NOMENCLATURE
TYPE OF INsPE CTION
AND INDEX LIMITS
AND PROCEDURE
(REF. FIG. 2-1)
Washers-Spring Tension Magnetic particle inspec- No cracks or other true
tinder 10) tion. Central conductor indications.

500 amperes.
Magnetic particle inspec- No cracks other true
I Machine Bolts or
Cinder 55) tfon after plating. Direct indications.

contact 500 amperes.
Solenoid-induced 3000
ampere turns.
other true
I Helical Compression Magnetic particle inspec- No cracks or
spring (Inder 25) tion. Direct contact indications.

method 500 amperes.
Bar type induced 1000
amperes
I Propeller Piston Dimensionally inspect the Outside diameter shall be
Cinder 72) outside diameter. 5.205 to 5.207 Inches.
Fluorescent penetrant No cracks.

inspection.
Thrust Bearing Races Magnetic particle inspec- No cracks or other true

(Index 46) tion. Central conductor indications.
500 amperes.
26 REPAIR OR REPLACEMENT. following repair procedures are classified

The
as two types: general repairs, which apply to allparts; and specific repairs,
which apply to some particular parts. Before attempting to repair any parts,
check all paragraphs covering general and specific repair since some parts
should not be repaired under the "general repair" category. Do not attempt
repair without ~mowing exactly what repairs, if any, are permissible.
2-27
Dec 15/82
UNITED
TECHNOLOGIES
Note
Replace all preformed packings, retain-

ing rings, and self-locking nuts ,if re-
moped.
2-7. GENERAL REPAIR.
a, STEEL AND ALUMTNUM PARTS. Using fine atone, fine emery

a
cloth or crocus cloth, selected to maintain the existing surface

I characteristics and smoothness of the part being repaired, care-
fully eliminate all evidence of galling, nicks, burrs and siinilar
damage. Use extreme care to remove all evidence of damage
completely and yet do not remove mom material than is required.
After rework leave no sharp edges, nicks or burrs.
Note
Do not remove sharp edges which are
intended to be so, such as the annuH

of the propeller piston (n), goke
shaft (80) and barrel plate (84).
The forward and aft counterwefghts C38

and 39) and inner bearing race set (42)
are each manufactured as matched sets.
Replacement of ons half necessitates
replacement of the set.
b. COATED PARTS. Any coated part which is damaged so as to expose

the underlying base metal shall be repaired and locally brush plated,
or the part stripped of plating and then tank-plated in accordance
with Table 2-4.
P5080
Page 2-28
Dec 15/82
UNITED
TECHNOLOGIES
TABLE 2-4
COATED PARTS
FIGURE 2-1
INDEX NO. NOME NC LATURE COATING
35 Machine Bolt Cadmium plate in accordance

with Specification QQ-P-416
Type II class 3.
30 Stop Pin Cadmium plate in accordance

with Specification QQ-P-416
Tgpe I class 2.
80 $oke Shaft Chromium plate in accoirlance

with Specification AMS2406.
(See paragraph 2-8.c.)
25 Helical Compression Cadmium plate in accordance

26 Spring with Specification QQ-P-416
31 Tgpe I class 2.
27 Helical Compression Cadmium plate in accordance

Spring Seat with Specification QQ-P-416
Tgpe I class 2.
91 Headless Grooved Pin Chromium plate in accordance

(Anti-Torque Rod) with Specification AMS2406.
(See paragraph 2-8.6.)
15 Unreverslng Housing Cadmium plate external sur-
face in accordance with Speci-

ficatron QQ-P-416 Tgpe I
class 2. Chromium plate
internal surface in accordance
with Specification AMS2406.
’12 Propeller Piston Anodic Coat in accordance with

Specification AMS 2470.
2-29
Dec 14/82
TECHNOLOGIES
TABLE 2-1 (CONT)
COATED PARTS
FIGURE 2-1
INDEX NO. NOMENCLATURE COATING
88 Barrel Cadmium plate as shown in

Figure 2-5 in accordance with
Specification QQ-P-416
Type I class 2.
38 Counterweight Set Cadmium plate in accordance

39 with Specification QQ-P-416
Type TI class 2.
59 spinner Mounting Cadmium plate in accordance

Washer with Specification QQ-P-416
Type I class 2.
10 Spring Tension Cadmium plate in accordance

Washer with Specification QQ-P-416
Type I class 2. After plating
remove plating from each
bearing surface (0.03 inch
maximum).
81 Sleeve Spacer Chromium plate outside diam-

eter in accordance with Spec-
ification AMS2406.
P5080P~e 2-30
Dec 15/82
~esUNTTED
TECHNOLOGIES
I PROPELLER DOME (28) REPAIR. Remove

material from surfaces for maximum service life.
only a minimum of
It is usually not
necessary to completely remove light scratches; however, evidence
of corrosion pimng shall be removed completely using a felt buffing
wheel coated with No. 80-120 grit. If anodic coating is removed
from am surface area of dome, it shall be removed entirely prior
to final polishing.
Note
Stripping of anodiccoating after 12

micro-inch polish will coarsen the finish.
(1) Dome external surfaces. Deep gauges, sharp nicks, sharp

scratches, and burrs on outside surfaces of dome shall be
removed and blended with surrounding surface using No. 180-
320 emery cloth or equivalent clean up. See Figure 2-2 for
minimum wall thickness.
(2) Dames with an inside diameter near the low limit of 5. 223
inches shall be machined to allow 0. 001 to 0.003 inch chromium
plating. See Figure 2-2.
(3) Glass bead peen in accordance with MIL-S-13165B. A non-
automated peening process shall be used. Bead size shall be

number 70. The are height of the "N’ control strip shall be
0. 012 to 0. 016 inch as measured with an Almen Type 2 gage.
(4) Chromium plate the area indicated in accordance with AMS2406,

0. 001 to 0. 003 inch thick (after machining).
(5) After plating machine the ID to 5.223 to 5.227 Inches maintaining

a surface finish of 16 micro f~cbes.
(6) Touch up nnv e~rposed bare metal with a coating of Alodfne 1200 or
equivalent.
2-31
Dec 15/82
UNT~ED
TECHNOU)GIES
(7) Damaged threads. Thread damage to eitl~er of the two tapped

holes Ln the small end of the dome may be repaired by drilling
and retapping as necess~ and installing a No. 10 (0. 190)-
32UNF-2B screw thread insert. Install the insert, wet on the
outside circumference with tim: chromate, so that the top edge
is one to one and ons-half turns below the bottom of the counter-
bore.
4.18 MIN
3.96 M
(021)
125
0.1X) MIN WALL
THICKNESS
BEFORE PLATING I I /A THIS SURFACE~
CHROMIUM PLATE OPTIONAL
300
ALODINE OR ANODIZE
0.006 MAX
STEP
RFACE FINISH SHALL BE
(6 MICRO INCH OR SMOOTHER
AFTER REPAIR
CHROMIUM PLATE
CLASS BEAD PEEN
5.t27
5.223
DIAMETER
ll--L6T--412
Dome Rework LLmfts P5080

Figure 2-2 Page 2-32
Dec 15/82
UNITED
TECHNOLOGIES
b. INNER BEARING RACE SET (42) REPAIR.
(1) Mi~or surface conditions in the form of discolorations or light

corrosion may be eliminated by hand buffing using an ink eraser
followed by leather polishing. See Figure 2-3 for rework

limits.
(2) Light brtnelling of the races is acceptable.
(3) The races shall be scrapped if the surfaces contain moderate to

heavy brinelling or corrosion pimng.
0.03
CORNER BREAK MUST BLEND
0.01
SMOOTHLY WITH INSIDE
0.060
RADIUS SURFACE OVER ENTIRE ~LENCTH
0.015 MAX BREA#
OF SPLIT--4 PLACES
adsRnolus NOTE:
0.005
MATERIAL Mil--5--7420
HARDNESS 56-62RC
11-L6T-71
rnner Bearing Raoe Set Repair Limits 85080

Dec 15/82
UNITED
TECHNOLOGIES
c. PITCH CHANGE YOKE Pitch change yoke, PN701511-

(77) REPAIR.
3, (77, Figure 2-1), beyond
worn the limits of Figure 2-4, shall be
replaced with pitch change yoke, PN717896-3. Pitch change yokes
found witMn the repair limits of Figure 2-4, shall be repaired as
follows:
(1) Blade bearing race track. One or two isolated outer bearing
race (48) impressions, on legs up to 0. 0025 inch depth over
specified track width are acceptable, but remainder of track

must be within specificatfons. See Figure 2-4.
(2) Inside diameter. Early pitch change yokes CPN701511-3) (Item

77) had larger inside diameter which was later chrome plated
a
for a tighter fit with the shaft. The inside diameter may be
plated to a 0. 002 inch maximum wall thickness to retain the
1. 436 to 1.435 inch diameter.
(9) Headless Grooved Pin (71) (Anti-Torque Rod) slot. Locally

remove slot scoring high spots, but it is not necessary to
remove all traces of score marks. Slot ~etention leg in worn
areamust not be less than 0. 120 inch width at thinnest portioa.
Remove bums and break edges at ends of e~ot, 0. 020 to 0. 030
inch, blending with slot surface. Polish slot surface with 400
emery cloth or equivalent. After rework place the pitch change
yoke on a surface plate or spindle. Set an indicator to touch
the inside working surface of the yoke. Turn the yoke about its
axis so that the indicator contacts each leg in the same location.
The surfaces of the yoke shall be in li~s within 0. 002 inch TIR
I.j6Js
1.3780 FOR ANY GIVEN RADIAL LOCATION
ALL THREE SURFACES MUST BE
IN LINE WITHIN 0.002 TIR.Z PLACES
1.436
32 MICRO INCH
1.435 CHROME PLATE IN ACCORDANCE
SURFACE FINISH
DIA WITH FEDERAL SPEC.QQ--C 320
(06 SMOOTHER)
TO 0.602 WALL THICKNESS
6 PLACES ANTI--TORQUE ROD SLOT
HARDNESS 36-00 RC
pimh cbanse Yore BBpm ~lOltB P5080

Dec 16/82
UNITED
TECHNOLOGIES
d. PITCH CHANGE YOKE SHAFT REPAIR.
(1) Rework 3ioke shafts PN733835-1, chi~nge Letter "D" or earlier,

as shown in Figure 2-4A. Yoke shafts, change letter "E" and
later shall be reworked on inboard end only.
(2) Reidentifyreworked shafts using electrolytic etch shallow

impression, or equivalent. Impressions to be 0. 003 inch max-
imum deep. Mark reworked yokes, PN733835-1 change letter
"D" and earlier, or PN733835-2. Mark reworked yokes,
PN933835-f change letter "E" and later as PN733835-2/SK76402.
MATERIAL 1 3.71
REMOVED P 3.69
OUtBOARD 0.060
END 0.040
5.41
IF THIS AREA IS REPLATED
1
s.as
73 SURFACE FINISH TO BE
REWORK PRIOR TO PLATING AND
0.69
(REF)
FACE 71 POLISHED OR BURNISHED TO
~M MAX AF~R PLATING
BLEND BY POLISHING 0.21

1.53
R (REF) IFREPLATED 0.00
0.72
0.77 (REF)
0.75 1 I II I//so"t20
0.040
0.97 11 II I´•I 1 0.030
INBOARD
0.95 300~20 ~-Y
I 1.434 11111 11 I END
1.433
I
1
ORIGINAL UNDERCUT ACCEPTABLE
0.031R
THIS DIA TO BE CONCENTRIC TO
INSIDE DIA WITHIN 0.010 TIR I LTHIS SURFACE FINISH TO BE
SURFACE FINISH TO REWORK

EOUAL To OR FINER THAN THIS
BE~FTER
SURFACE FINISH AFTER REWORK
ll-IBT-72
Yoke Shaft 733835-1 Rework

Figure 2-4A
(3) Ifexisting chromium plating on yoke shafts, (80), Figure 2-1

change letter A and B, is not removed, the surface shall be
polished or burnished to obtain a surface finish as close as pos-
sible to a 10 micro-inch surface finish (this surface finish is
incorporated on change letter C and later shafts. Yoke shafts
may be stripped and replated as shown in Figure 2-5.
P5080
Page 2-35
Dec 15/82
UNP~D
TECHNOU)GIES
PLATE INCLUDED
0.21 AREA aOC´•920. TYPE I 1. 0.0002-0.0005
0.00 MAX WALL THICKNESS DO NOT MACHINE
AFTER PLATING
BEFORE PLATING AND
1~ AFTER PLATING
1
1.686
DIA
1.434 1.684
DIA O
1.433 CONCENTRIC WITH DIA D
(REF)
I d
WITHIN 0.002 TIR
I
0.060
0.040
-I jgo 0.02-0.066
SMOOTH BLEND
AFTER PLATING
’PLATING OPTIONAL
ll´•LBT-23A
Plating of the Yoke Shaft

Figure 2-5
P5080
Page 2-36
Dec 15/82
UNITED
TECHNOLOGIES
e. BARREL (88) AND GROOVED FLANGED BUSHING (87) REPAIR. Do not

remove or replace bushing (87) unless loose, or unless inside diameter
exhibits oblong wear to exceed i. 693 inches maximum measured diameter.
Rework barrel as follows.
(1) Remove all evidence of dents,

gouges, scratches, frettlng or rust
within limits given in Figure 2-6 by local or surface rework to
original surface finish or smoother. Restore specified outer surface
cadmium platings locally, in accordance,wfth Specification
QQ-P-416 Type I class 2 wherever removed or worn off. Be sure
arm bore markings 1, 2 and 3 are clearly marked in the location

shown in Figure 2-6.
(2) Gouges, pitting, rust, or brinelling shall be removed from a given

barrel’ arm raceway by grinding per dimensions of Figure 2-6 until
the race surface imperfections have been removed. Each barrel
arm raceway in a given barrel shall be reworked independently and
may have different code numbers after repair. If the "T’ dimension
is changed sufficiently to place the race in a different code category,
mark the affected barrel arm by electrolytic etch with the code
selected from the table of Figure 2-6, Obliterate the old marking on
the inboard surface of the barrel arm and mark the new code number.
CAUTION
DO NOT REMOVE ANY MORE MATERIAL

THAN IS REQUIRED TO REMOVE THE
IMPERFECTIONS. DO NOT ALTER THE
CONTOUR OF THE BALL RACE WHEN
REMOVING DAMAGE FROM THAT SUR-
FACE.
f. UNRE VERSING HOUSING (15) RE PAIR. The unreversing housing shall be

stripped of plating and replated if base metal is showing through the plating
(See Figure 2-7.).
P5080
Page 2-37
Dec 15/82
I CODE NO. I DIM. J DIM. K
0.030 MAX CORNER BREAK 0.04 MIN FOVER
THIS LENGTH AFTER O 3.930~3.9350 -Y-
new M
MACHINING S 5 9.9351-3.9400 0.000-0.013
10 1 3.9101--3.9450 1 0.002--0.018
0.3003
R 15 3.9451--9.9500 0.007--0.029
0.2963
/4DIA3
1
assoaseo ~-,CoNCENTRIC
K
0.3003
0.2963
R F
PLACES
DIAMETER D WITHIN
0.002 TIR
I
"D" GAGE DIA.----:
aa~s
TO
LOCAL REPAIR
TO 6.030 MAX DEPTH
NEAR HOLES
0.060 MAX DEPTH
ELSEWHERE
BLENOEO 6.(XlmLI
~I
R
0.010 IS PERMISSIBLE n
CONCENTRIC fO X
tJ
wlmlN O.m2 TIR
5.4298
DIA
3 PLACES
1/ m
V)
I T f 11111~ 1 REF.
r 5.11
F~ NAX
REF
I O.ISI
X 45" CHAM
DIA 0.145
’cl
4.68
MAX. 2.32
rr
c
DIA X 2.29 1.693
~F
’P~t DIA
h)m
119 n
115
(D 0.145
re R
0.(15
Om
To
0.395
0.770 R
R 0.950
R 0.678
BREAK EDGES
EDGE 0.015--0.040
0.005 0.010 0.141 MIN
4 PLACES
WALL
3.004888 REF
I~ 2.908 2.8983.004
tl REF
ul
I 1
NOTE: REWORKS OF SURFACES AFFECTING HOLE DEPTH DEPTH
t: pgo MUST HAVE FOLLOWING MIN DEPTHS HOLES
DOME MOUNTING A BULK HEAD MOUNTING 0.340 INCH MIN FULL THD DEPTH 0.312--24 UNF-3B MOD MINOR DIA TO 0.272--0.280 INCH
000..
hJ Oo PROP MOUNTING 80LT0.690 INCH MIN FULL THD. DEPTH 0.562--(8 UNF--38 MOD MINOR DIA TO 0.5080-0.5162 INCH
MOUNTING FLANGE PLAIN HOLES 0.503~0.5050 DIA TO 0.38 MIN DEPTH 63 MICRO FINISH ON I.D. CSK 900 +20 TO 0.53 0.57 DIA. IS-LET-74
ARM BORE NUMBER
0.10 MAX ’´•IC
ARM CONE O.D. LOCAL REWORKS ~A A MARKING ON THIS
3 PLACES
0.030 MAX DEPTH BLENDED SMOOTHLY
WITH SURROUNDING SURFACES
SURFACE AT
BORE
EACHff
I
o
28
O
m
1.874 U)
1 11111 1 1 I.872
1 111 11 I I CONCENTRIC TO N
r III 11 I I WITHIN 0.0005
TIR
21
Z
X
yc~ 2.563
r
MAX
~7
olA
~El ALLOWABLE TO N
h>~ RESTORE WITH
ca
0.002 MAX WALL
CHROME PLATE
(D 00 NOT
tO I 11111 1 r PLATE
a I
ALL IDENTIFICATION MARKINGS MUST
BE RESTRICTED TO WITHIN 2" OF THESE
O SURFACES ON WEB BETWEEN ARM BORES.

RELOCATE ANY MARKINGS FOUND OUTSIDE
THESE BOUNDS AND REMOVE ALL TRACES
OF INCORRECTLY LOCATED MARKINGS BY
LOCAL BLENDING REWORK
NOTE A: REWORKED AREAS ON THE EXTERNAL BARREL

SURFACES INDICATED SHALL BE LOCALLY CADMIUM PLATED IN
ACCORDANCE WITH SPECIFICATION QC~P--416 TYPE CLASS 2
tl ’d
10
~IM
Or.
C’L
C"r Oe
15-L6T-73
uNr~D
TECHNOUN;IES
THE 3.250--12UN--2A
THD PD MUST BE
CONCENTRIC WITH THIS
DIAMETER WITHIN 0.003 MAX
6.605 TIR EDGEBREAK
0.062
0.052
2.672
PLATE INCLUDED AREA
2.670
QQ-C--320 0.0005 MIN-0.002 MAX WALL
DIA
CADMIUM PLATE REMAINING SURFACE
QQ-W16 TYPE I CLASS 2
2.75
2.73
PlaMng of Unreverse Housing´•

Figure 2-7
I r´• HEADLEBB GROOVED PIN (ANTI-TORBUE ROD) (71). Remo~e high

spots from artal scoring and galling (roots of deep axial gouges and
isolated deep pits after rework are permissible). If plating is re-
moved replate outside diameter to 0.003 inch maximum wall thick-
ness per QQ-C-320 and refinish outside diameter to 0.433 to 0,435
inch diameter held concentric to seal groove diameter with 0. 002
inch Mr. Polish with number 400 grit emergg cloth or equivalent.
Break edges at seal groove corners 0. 005 to 0. 010 inch four places.
Ends are to have 0. 03 to 0. 05 inch bg 450 chamfer at both ends.
h, SLEEVE SPACER (81).
(1) Sleeves exhibiting evidence of

fremng, galling, of scoring which
has not removed the chromium plating (light artal scratches are
permissible) shall be polished to 10 microinches maximum sur-
face finish.
P5080
Page 2-40
Dec 15/82
UNITEO
TECHNOLOGIES
(2) Sleeves exhibiting deep scoring, fretttng, or galling shall be

stripped of plating. Remove surface imperfections. Chromium
plate and finish the outside diameter in accordance with Specifi-
catton aQ-C-320 to a 0.002-inch maximum plating: wall thickness
I machining and 3. 365 to 3. 363-inch diameter. Be sure the

retfa.pudliub
end slots are free of chrome
(3) Polish after plating to obtain a finish of ten microlnches,
i. COUNTERWEIGHT SET (38 and 39). Repair the counter~eight set

by
removing old Teflon coating with solvent and reapplying Teflon
coating in accordance with the following:
(I) Remove nicks, burrs, and gouges.
I (2) If the headlessstraight pin (37) was removed from the forward
counterweight (38), install a replacement pin Into the counter-
weight and stake it in place in two places 90 degrees apart using
a round tip stake. Restake if pin is not retained below the flat
surface of the counterweight face.
The center of the staking impression

shall be 0. 030 inch from the lip of the pin
hole. Staking shall be such that the pins
will be positively retained and shall be
performed carefully so that there is no
structural damage or deformation other
than the material displaced by the stak-
ing operation. Raised portion of staking
impression shall be locally removed to
blend with flat surface prior to Tenon
coating application.
(3) If the spring pin (36) was removed from the stop pin bore in the
forward counterweight (38), a new pin shall be installed until
fully seated.
(4) Replate the counterweights halves per specification QQ-P-416

Type II, class 21 The plating must be dark and adherent but
not powdery.
P5080
Page 2-41
Dec 13/82
TECHNOU)GIES
(5) Mask off the stop pin hole prior to applying primer.
(6) Prime the surface as shown in Figure 2-7A with one coat of
zinc chromate primer, ’PT-P-175’P or APIIS3110, within 30 mtn-
utes after plating. Air dry for 85 minutes minimum.
Note
The surface area to be coated shall be

kept clean and free of contamtnants
during entire process.
(7) Prepare Laminar X-500 Teflon (8-W-24) top coat as follows:
(a) Mix four parts by ~olume of 8-W-24 resin with one pare by
~olume of hardener 10-C-81 until thoroughly mixed.
Pot life of mixed resin is four hours m~dmum at room

temperature.
x soo TEFLON II BLENDING RADIUS

COATED AREA
(FLAT MACHINED
SUR FACE ONLY) NO COATING ON
BEMLED SURFACE
~j;ii
NOTE: NO COATING ALLOWED ON BOLT HOLE AREAS

AND COUNTER WEIGHT INSIDE DIAMETER
Counterwelsht Teflon Coated Suaace Area P5080

Figure 2-7A
Page 2-42
Dec 15/82
UNTTED
TECHNOLOGIES
(8) ’Apply one coat of Laminar X-500 Teflon primed

(8-W-24) to the
surface using cban, new narrow nylon bristle brush. No
a
X-500 coating is permitted on inside diameter of bolt contact

surfaces, or in stop pin hole. Keep brush saturated´•ta obtain a
smooth even coating. Air dry for two hours minimum.
(9) Apply a second coat and allow to air dry for 48 hours or cure by
air drying for one hour at ambient then one hour at 1400 F
(600 C) and one hour at 1800 F (820 C). All cure times are
mi nimums
Note
Remove masking from stop pin area
prior to open curing the Teflon coating.
1 (10) After prtmer and Teflon Eoats ha~e been applied b the Counter-
weights, no cleaning solvents or degreaser ehall´•be used to
clean this coated surface.
j. PROPELLER PISTON (72). Local or hand repair in accordance with

the following instructions.
(1) I~ocally remove high spots on the outside diameter wear areas
using No. 240 grit emery loth or equivalent, Deep score marks
need not be completely removed.
(2) The two outside diameter outside corners must have 0. 020 to
O. 040-inch radius. Locally Ijreak corners and remove all signs
of burrs using No. 240 grit emery cloth or equivalent.
(3) Locally polish the cleaned up surfaces and remove burrs on two
outside diameter inside seal land corners for 0. 003 to 0. 010
inch edge break with No. 320 grit emery cloth or equivalent.
(4) Recoat repaired surfaces with anodize or alodille is req~zired.
(5) The minimum acceptable reworked outside diameter, for

PN711181-1piston, is 5.201 inches; for PN738241-1 piston,
diameter is 5. 190 inches.
P5080
Page 2-43
Dec 15/82
UNTtED
TECHNOLOGIES
I k. BARRFIL PLATE (84). Check the Inalde diameter for maximum di-
mension after local removal of surface scoring or fremng high spots.
The inside diameter shall not exceed 1.695 inches maximum diameter.
Tbs seal groove edges shall be free of burrs and be broken 0. 009 to
0. 010 inch. Both inside diameter ends shall be free of burrs and be
broken 0. 02 to 0. 040 inch and blending with inside diameter.
2-9. AIRCRAFT PROPELLER BLADE (56) OVERHAUL
a. DISASSEMBLY
CAUTION
ASSURE THAT THE RETAINING RING

HAS BEEN REMOVED BEFORE ATTEMPT-
ING TO REMOVE THE PLUG.
(1) Remove the retaining ring (53) from the blade bore.
(2) Remove and discard the blade bore plug: (55) from the blade bore
using blade plug puller GS12701. Remove the preformed packfng
(54) from the plug (55).
CAUTION
TO NOT DAMAGE THE SURFACE OF THE

TAPER BORE IN CORK AND LEAD REMOVAL.
(3) Remove the cork from fhe taper bore using a corkscrew secured
to the end of a steel rod.
(4) I~osen the edge of the lead wool around the wall of the taper bore
with a soft metal or plastic scraper. Insert lead puller guide
plug GS12579 into the taper bore. Insert balance lead puller
GS12578-1 through the center of the guide plug and drive it into
the center of the lead mass. Turn the shaft of the puller using a
wrench to engage the screw at the end of the puller with the lead
in the taper bo~.
(5) Turn the collar on thepuller to engage the guide plug. Continue
to turn the collar until the puller and the Lead are loose in the
taper bore. Remove puller and discard the lead.
P5080
Page 2-44
Dec 15/83
UNr~ED
TECHNOUH;IES
(6) The blade pin (52, Figure 2-1) is a tight At into the blade shank.
Removal of the pin is not required unless the pin is worn and/or
damaged, or the pin hole in the blade is elongated. H the pin is
to be removed, remove set screw (51) and pull the pin from the
blade using hydraulic ram GS12625-1 and blade pin pulling
adapter GS12688-1.
b. CLEANING,
I (1) The bare.blade shall be cleaned with an approved safety solvent

cleaning solution such as Solvasol or toluene. The blade shall
be completely free of oil and wiped dry before inspection.
(2) Paint shall be removed from the bladeusing Wonder-Paste,

I paint remover, or equivalent. Wash thoroughly with clean water
after using the paint remover.
CAUTION
VAPOR BLASTING OR USE OF ABRA-

SZVES FOR CLEANING THE BLADE IS
NOT PERMITTED.
c. CAUSTIC SODA ETCH. The blade surface shall be stripped of its

old anodic protective Aim at overhaul to facilitate inspection and re-
work procedures.
CAUTION
THE SHANK REGION INCLUDING FILLET,

TAPER BORE, AND BUTT FACE SHALL
NOT BE ETCHED.
WARNING
AVOID EYE OR SKIN CONTACT WITH

EITHER THE CAUSTIC SODA SOLUTION
OR THE NITRIC ACID SOLUTION.
WHEN MAKING NITRIC ACID SOLUTION,

BE SURE TO POUR THE NITRIC ACID
INTO THE WATER. NEVER ADD THE
WATER TO THE ACID.
´•Page 2-45
Dec 15/82
UNP~D
TECHNOU)GIES
(1) The etchant shall be prepared using a solution of six to eight

ounces of commercial technical grade caustic soda, 0-5-598,
for each gallon water. The caustic soda solution shall be main-
tained at a temperature of 160-1800 F (7f-820 C). With the blade
held in the blade anodizing fixture, GS11083, immerse the blade
up to apprordmately 4 inches from the butt for at least ons half
minute. Rfnsetheblad(e inclearwarmwater. Aftertheblade
has been stripped and rinsed, it shall be neutralized and cleaned
by immersion to approximately 4 inches from the butt in a nitric
acid, 20 percent minimum solution composed of one part con-
centrated technical grade Ilitrfc acid O-N350 to four parts
water. After the black deposit has been removed by the nitric
acid, rinse the blade in clear warm water.
d. INSPECTION AM) REPAIR. Since inspection procedures are so
intimately involved In repair procedures, its details are
along with repair procednres in this section.
Note
All blades shall be checked for thicla~ess

and width to determine if stock is avall-
able for repairs. Blades suspectedof
being involved in an impact incident shall
have face alignment, edge alignment, and

blade angles checked at all blade stations.
(1) OVERSPEEDS. The following dispositions apply to blades having

various degrees of overspeeds.
(a) Propellers with reported overspeeds of up to 2400 rpm

require no further action.
(b) Propellers with reported overspeeds within the range of

2400 to 2800 rpm will have been flown back to the base
I operation subject to "flyback limitations"; before propeller

removal. Complete an overspeed report and submit to the
Hamilton Standard, Service Department, for disposition.
(c) Propellers having reported overspeeds of over 2800 rpm

shall be removed from the aircraft immediately and sent to
the Hamilton Standard, Service Department, along with a
completed overspeed report.
P5080Page 2-46
Dec 15/82
uNr~D
TECHNOU)GIES
(2) IMPACT DAMAGE. Impact damage is defined as damage (vlsi-

ble ornot) resulting from a blade striking or being struck, while
in flight or on the ground, while rotating or stationary, ~g an
obiect such as a snow banEr, runway light, maintenance stand,
birds, etc, T~e face alignment, edge alignment and blade angle
shall be checked on all blades involved in an impact.
(3) BLADE SHANK.
(a) Remove all corrosion and pimng. Rework gouges, dents

and nicks. Stock removal shall be accomplished by hand,
using No. 180 ~or 240 grit emery cloth followed by hand
polishing with No. 320 or finer emery cloth.
CAUTION
ALL EVIDENCE OF FITTING AND COR-

ROSLON SHALL BE REMOVED FROM THE
BLADE SINCE THE EXACT DEPTH OF
THIS TYPE OF DAMAGE CANNOT BE
EVALUATED ACCURATELY, BECAUSE
OF THE DIFFICULTY IN DISTINGUISHING
BETWEEN FITTING DUE TO MECHANICAL
ACTION AND FITTING CAUSED BY
CORROSION.
(b) Remove any raised metal from nicks, burrs, or gouges on
the annular ridge (nubbin) of the blade using 320 grit (or
finer) emery cloth. Polish We reworked area with crocus
cloth. Remove burrs from the slot in the nubbin while main-
taining the original shape and contour of the slot.
(c) Remove any raised metal from nicks, burrs or gouges in the
blade fillet area. Repairs shall be accomplished by local
hand sanding with 320 grit or finer emery cloth,followed
with crocus cloth.
´•I P5080Page
Dec
2-47
15/82
UNT~D
TECnNOCOGIES
(4) TAPER BORE. If after removal of cork and lead ~ool, discol-
oFation, staining or other foreign substance is present, it shall
be removed. A cone-shaped brush (mounted in a power driven
hand drill) that approximates the shape of the taper bore and has
O. 005-inch-dfamter bristles, is useful for t~is purpose. After
brush cleaning, and with the aid of a dental mirror and sufficient
light, inspect tbs bore for corrosion and pittlng. Should either
of these conditions be present, use No. 180 emery cloth, wedged
into and wrapped around a split O. B-~nch drill extension rotated
by a hand drill, to remove the damage.
(a) The taper bores of all blades shall be inspected for cracks.
Any evidence ofa crack in the taper bore or around the
blade pin hole is cause for retiring the blade from service.
The method used to inspect for cracks is either tbs nuorea-
cent penetrant (Type f Method B per MiUt~rP S~c´•tfFcation
naTL-I-6866 using Group VI materials per MIL-I-25135) or
the visible dye penetrant (Type II Method C per Military
speciftcation MIL-I-6866 using Group I materials per
MIL-I-25 135).
(5) BLADE PTN HOLE.

Elongated blade holes shall be
dna del li
pin
rd
reamed to accommodate the next size
larger pin in accord-
ance with dimensions of Table 2-5. Re-mark blade butt with
new blade pin dash number.
TABLE 2-5
BLADE PTN HOLE DIAMETER
HOLE BLADE PIN BLADE BEARING

DIAMETER PART NUMBER PART NUMBER
o. 6243 0. 6248 (STANDARD) 716923 -11 716922-1

0. 6273 0. 6279 716 923 -12 716922-2
0. 6303 0.6309 716923-13 716922 -3
0. 6333 0. 6339 716923-14 716922-4
0. 6363 0, 6369 716 923 -15 116922-5
P5080Page 2-48
Dec 15/82
UNT~D
TECHNOU)GIES
(6) BLADE BUTT MARKING.
(a) The following information is located on the butt face of the

blade:
The manufacturer’s name ~HAMSTD)

The production certificate number
(PC14)
The tgpe certificate number TCPSOEA
The blade manufacturing (serlal) number
The blade shank number (701506) and change letter
The blade designation number (1033A-0) and-change letter
The blade’balance master (X, P or 2 preceding designation
number)
The basic or amended blade pin number
2-49
Dec 15/82
TECHNOLOGIES
(7) ESTABLISHING NINE INCH STATION.
(a) The location of the nine inch station as measured from the blade
butt face is 6.883 inches.
(8) SETTING UP BLADE IN BLADE HOLDER FIXTURE.
(ri) Install the spacer GS12583 into the blade holding fixture GS1139’1.
Install the GS11087 Blade Shank Protector around the blade shank.
Install arbor GS11079 into blade taper bor~. Install blade into
the blade housing fixture. Strike the exposed end of the arbor to
drive it into the taper bore so that it adheres to the blade.
Tighten
the two holding lugs on the holding fixture to seat the blade. Then
loosen the two lugs slightly. This latter step will keep the blade
centerline parallel to the bench, yet will allow the blade to be
rotated In the holding fixture. As a final check to Insure that the
arbor is in place in the blade taper bore, grasp the blade tip and
attempt to move it. There shall be no movement of the blade
other than rotation about its axis in order to insure the accuracy
of subsequent checks.
(9) DETERMIMNG CENTERLINE HEIGHT.
(0) The distance from the surface of blade bench HSP1723 to the
centerline of the blade holding fixture arbor must be determined.
A check shall be made to insure that the blade center line is
parallel with the bench surface.
(b) Using a combination square at the blade reference station (30

inches) adjust the blade face perpendicular to the bench surface.
With china marking crayon, cover an area on the middle of the
blade face side st the shank and tip areas as shown in figure 2-8.
Mark the appropriate center of the blade shank and tip. Mark
lightly without scratching the blade. Rotate the blade 180 degrees
and again adjust the blade reference station perpendicular to the
blade. Mark the shank and tip portion of the blade face. The
height of the mark shall remain the same as before. If the lines
are the same distance apart and parallel at both shank and tip
ends, the center line is parallel to the bench surface, If the
lines are parallel,
not the blade center line and bench surface
are forming an angle. This can be corrected by adjusting the
bolts under the base of the headstock in order to adjust the blade
center line either up or down. Turning the two front bolt~ clock-
wise and the rear bolt counterclockwise will raise the blade tip
and the reverse procedure will lower the blade tip.
P5080
I Page
Dec
2-50
15/82
UNITED
TECHNOLOGIES
Measuring Center Line Height

Figure 2-8
(10) ANALYTICAL METHOD OF LOCATING BLADE CENTERLINE. This

method is applicable for bench installations which do not incorporate
provisions for aligning the blade center line physically parallel to the
bench. See Figure 2-9.
(a) Install the blade in the headstock and mark the approximate
center line area at the tip station with a china marking crayon
and adjust the blade face perpendicular to the bench surface.
Using a height gage adjusted to the height through the center line
of the headstock lightly mark the crayoned area. Rotate the
blade 180 degrees and square it up, and mark the height. Mea-
sure the distance between the two marks. Divide this distance
by two and subtract the result from the headstock or "true" center
line height. This is the "Corrected" center line height at this
particular station.
EXAMPLE: Assume the correction made is 0. 075 inch and is

taken at the 36 inch station. The correction for the
18 inch station would be 18/36 x 0. 075 or 0. 038.
If, for instance, the headstock centerline height is
assumed to be 10. 00 inches then the corrected
center line at the 36 inch station is 9.925 inches
and at the 18 inch station it is 9.963 inches. ´•When
utilizing this method, it is important to remember
that face or edge alignment is determined with re-
spect to the corrected blade center line height at
the individual blade station.
´•I P5080Page 2-51

Dec 15/82
UNITED
TECHNOLOGIES
TRUE CENTER LINE HEIGHT
150
9.925 CORRECTED Q AT 36 IK 9TATION
Example of Analytical Method of I~ocating Blade Center Line Height

Figure 2-9
(11) ESTABLISHZNG BLADE STATIONS:
(0) After the 9 inch station has been established as noted In para-
graph 2-Q. d. (7), subsequent stations shall be Located at three inch
intervals toward the tip using the 9 inch station as the starting
point. With the base of a combinatioh square contacting the
bench surface, align the scale part of the square along the 9 inch
station mark. Then, using a pencil, draw a station line across
the face of the blade. Where the face is convex, rotate the blade
and mark the station line accordingly. Measure the difference
if any, between the edge of the scale and the 9 inch mark on the
surface of the bench. This variation, if any, is used to establish
each station throughout the blade length. After all blade stations
are marked the face of the blade, a check can be made for
on
accuracy of the location of station lines by measuring the distance

between each station marked on the blade. After reaching the
18 inch station the intervals between stations Is six inches.
(12) THICKNESS.
(0) Rotate the blade in the holding fixture until the face side is upper-
most. Draw outside calipers across the airfoil section at the
-9 inch station using the edge of a scale as a guide for the calipers.
Hold the contacting points of the caliper on the scale and read the
thickest part of the blade to the nearest one-hundredth inch.
This dimension is the actual blade thickness at the 9 inch station.
Repeat this step at each blade station. See Figure 2-10.
P5080Page 2-52
Dec 15/82
UNITED
TECHNOLOGIES
Measuring Airfoil Thickness

Figure 2-10
(13) WIDTH.
(0) Use vernier caliper to check blade widths. Be sure to align

calipers directly on the station being checked, especially where
the width changes rapidly.
Note
Local reworks within the limits speci-

fied in Figure 2-17 are permissible be-
low the minimum width and thiclmess
limits for each station asgiven in the
Service Limits Table. Therefore, do
not take measurements of width and thick-
ness within a loc~llv reworked area.
(14) BLADE ANGLE.
(0) With the blade mounted in the blade holding fixture, set the arm
of protractor PE105 for the specified angle of the blade station

being checked and then Lock it in position. With the face of blade
uppermost place the protractor arm upon the blade station.
Adjust the blade in the fixture until the chord of the station is
parallel with the arm of the protractor. A template shall be used
on the blade station having a curved face otherwise an inaccurate
P5080
´•I Page
Dec
2-53
15182
UNTrED
TECHNOU)GIES
setting will be obtained. See Figure 2-11. On blade stations
having flat
a face, the protractor arm shall contact the blade
face directly. I;oosen the protractor arm making sure the blade
moves in the headstock and then check the angles at each station.
Blade angles may vary within the limits noted in the blade ser-
vice limits table. (See Table 2-6,)
(15) FACE ALIGNMENT INSPECTION.
(a) To check face alignment, rotate the blade in the head stock
until the face side is uppermost. Then using a spirit level and
a template, adjust the blade until the chord line of the 9-Lnch
station is parallel with the checking table surface. A bench

square is used to aid in keeping the template from slipping off
its position on the blade while the chord line is being leveled.
TABLE 2-6
BLADE REPAIR LIMITS
BLADE DESIGN NO. 1033A-0
~LDTH EDGE ALIGNMENT TRICK FACE ALIGNMENT ANGLE

I: (REFERGNCE ONLY)
Sta. Minimum Min. Max. Minimum Min. Max. Min. Max.
9 3. 64 1. 74 1. 99 2. 260 1. 10 1. 22 REF 48.8 REF
12 4,69 2.12 2.40 1.585 0.74 0.86 44.0 46.0
15 5.90 2.46 2.74 1,212 0.55 0.67 40.1 42.1
18 6.54 2.74 3.07 0.944 0.40 0.52 38.5 36.5
24 7. 14 3. 20 3. 62 0. 583 0. 15 0. 27 30.5 31.5
i 90 7.24 3.31 9. 85 0. 407 -0.02 0.10 25.5 25.5
36 6.98 3.19 3.87 0.303 -0.is -0.06 20.7 21.7
42 6. 31 2. 79 3. 73 0. 186 -0. 37 -0. 25 18.0 19.0
Blade Radius (Tnstalled in hub) 45 in. (3 ft. 9 in.)
Diameter (Installed in hub) 90 in. (7 ft. 6 in.
Reference Station 30 in.
Shank Dwg. No. 701506
Type of Blade Tip Square Type B (modified)
P5080~
Page 2-54
Dec 15/82
UNITED
TECHNOLOGIES
Using the curved tip portion of the surface gage scriber, deter-
mine the highest point at the face of the 9-inch station. (See figure
2-12.) Measure the distance from the table surface to this point
to the nearest one-hundredth inch. Then subtract the centerline
height, obtained as described in paragraph 2-9.d. (9), from this
dimension. The remainder will be the actual face alignment of
the 9-inch blade station.
(c) Repeat the procedure described in paragraphs (15) (a) and (b) at
each blade station. Where the face stations are flat, no template
is necessary. Place the spirit level directly upon the face of
these flat stations, and then level them and determine their face
alignment accordingly.
(d) Face alignment shall be within the limits specified’ in the blade
service limits table. Any bends in the blade
See table 2-6.
shall be checked by means of a protractor similar to the one
shown in figure 2-13; measure the degree of bend at a point of
tangency taken one inch each side of the center line of the bend.
Using an outside caliper measure the thickness of the blade at the
centerline of the bend. Ifthe point plotted from the measurement
falls above the curve, the blade shall be returned to Hamilton
Standard for annealing and straightening.
Checking Blade Angle at Inboard Station

Figure 2-11 P5080
´•I Page
ceD5 -2
15~82
UNITED
TECHNOLOGIES
cl-tsr-rrs
Measuring Face Alignment

Figure 2-12
MAXIUUU BtND FOR COID STRAIG#t-
6NlnG WITnOUT ANNEALINC
40
I´•--I
Sa
_i to
nac~wcaaaror
.1 2 .4 .1 .0 .7 B .O 1.0
ICIORL rr* PONI Q TWGEKI ~W OL Kn E*C~ Jet c~.01 eEK, BUOE TnlMM IN INC~ES
Isr-lo*
Protrador and Bending Limitation

Figure 2-13
85080
Page 2-56
Dec 15/82
UNTtED
TECHNOU)GIES
(16) ALTERNATE METHOD OF MEASURING FACE ALIGNMENT. Using

ordinary care in the use of the following method of measuring face
alignment, repeatable accuracy within 0. 010 inch can be expected.
Secure a suitable spring-loaded dial indicator to a standard vernier
height gage. Use a locally manufactured adapter if necessary. Cali-

brate the assembly by using any convenient gage block of known
height. Set the vernier to the known height and adjust the indicator
to read zero when it contacts the gage block. After having established
the blade center line measure the face height by adjusting the vernier
until the indicator reads zero when in contact with the blade. The
heightmay then be read directly from the vernier scale. Subtract the
center line height from this dimension. The remainder will be the
actual face alignment for the station. See figure 2-12.
(17) FACE ALIGNMENT CORRECTION.
(1) Equipment. A press capable of exerting a force of 25 tons is

adequate for removing bends from damaged blades. The bed of
the press must be long enough to accomodate the entire length of
the blade. When on the press, the butt end of the blade shall be
supported in a steel "V" block with~ the part of the block that con-
tacts the blade shank lined with leather. addition, an oblong
In
steel block is used to support the blade Ups. Its top surface
shall also be covered with leather. The blocks should be movable
to bring the desired section of the blade‘ under the ram of the
press. Suitable blocks and wedges, made from a scrap blade or
any other material that is no blade, are used as

harder than the
absorbers to protect the bladefrom damage by the ram of the
press and for removing local humps. (See figure 2-14).
WARNING
THE SUPPORTING BLOCKS AND THE

SMALLER BLOCKS AND WEDGES SHOULD
BE POSITIONED IN SUCH A MANNER
THAT THEY WILL NOT FLY OUT WHEN
PRESSURE IS EXERTED UPON THE
BLADE. COVERING THE SMALLER
BLOCKS AND WEDGES WITH EMERY
CLOTH (ABRASIVE SIDE OUT) WILL
HELP IN HOLDING THEM IN POSITION.
A CANVAS BELT LOOPED AROUND THE
BLADE AND THE BED OF THE PRESS
WILL HELP TO PREVENT THE BLADE
FROM FLYING OFF THE PRESS BED.
P5080
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Dec
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~tlUNrTED
TECHNOLOGIES
(18) PROC EDURE. Carefully distribute the correcting pressure over the
bent area in a manner that willremove the bend gradually. If the bend
is removed by applying pressure at one point only, a bend in the re-
verse direction will result and kink may be formed. Straighten the
a
blade by working from the tip, or the start of the bend and move to-
ward the greatest degree of bend in gradual stages. It may be neces-
sary at times to straighten less than an inch at a time. After the tip,
the rest of the blade is straightened. Apply pressure first on one side
of the bend and then on the other. Continue working over the bend in
this manner until the bend is removed. Never apply pressure on the
middle of the bend. Blades should always be straightened with a.
rblling effect. After all bends are removed from the blade, either
sight along the leading edge or hold a steel straight edge against the
blade face near the leading edge and check for any local humps. These
can be removed by placing the supporting block beneath the hump, in-
serting two rolls of heavy cardboard on each side of the hump between
the blade and the supporting block, and applying force directly upon
the apex of the hump. If a progressively increasing error in face
alignment is found (not necessarily a noticeable bend) extending out to
the tip of the blade, it can be corrected by adjusting the supporting
blocks so that the ram of the press will contact the blade approximate-
ly six inches toward the blade butt from the point where the error in
face alignment begins. All stations from this point out to the tip will
increase or decrease in face alignment (depending on the direction of
error). Thechange in face alignment of the stations will vary dired-
ly with their distance from the press ram.
Note
Repairing damaged blades requires a skill

in which proficiency can be acquired only
by practice. Care should be taken not only
from the standpoint of safety to the mechanic,
but also to prevent further damage to the
blade. During the straightening process,
often it is necessary to twist the blades
alternately
(19) INSPECTION FOR STRAIGHTNESS. As face alignment may he af-

fected by subsequent corrections made to blade angles, no final check
of face alignment is necessary at this time; however, the leading edge
shall appear straight when sighted from the tip of the blade and there
shall be no humps or kinks in the blade.
P5080
I Page 2-58
Dec 15/82
UNITED
TECHNOU)GIES
BENDING
LOAD A
LOAD AND DIMENSIONS "B" L "C" MAY BE VARIED AS REQUIRED
TWISTING LOAD
CLAMP
Proper Bending and Twisting Loads for

erugiFsedalB
2-14
(20) CORRECTION OF BLADE ANGLE. Damaged blades are twisted to

restore their specified pitch distribution. As pitch distribution is
important to efficient operation of the propeller, angles must be held
to the tolerances listed in the blade dimensional tables.
(21) Blades may be twisted to correct blade angles without annealing pro-
vided that the
change in angle accomplished by such twisting is not
more than three degrees for any two stations six inches apart. For a
greater amount of twisting, the blade must be annealed and twisted at
the factory. Since it is impractical to inspect the degree of twist in
a blade that is bent, this inspection should be performed following
the straightening operation and prior to angle correction of the blade.
(a) Either a manually operated or electrically driven hydraulic type

twisting machine canbe used to restore the proper angle to
damaged blades. One of the holding chucks in the twisting
machine is stationary; the other is movable and can be rotated
in eithera clockwise or counterclockwise direction with respect
P5080
´•I Page
Dec
2-59
15/82
UNITED
TECHNOLOGIES
to the stationary chuck. The blade is inserted into the twister

with the blade face down. The inboard section of the area to be
bent (the end nearest the blade butt) shall be in the stationary
chuck. The chucks
located about six inches apart and the
are
actual twisting will occur on the portion of the blade located in

this area. To protect the blade from damage by holding chucks,
insert heavy cardboard between the blade surfaces and the chucks.
PROCEDURE. When twisting a blade, the progress of the work

can be roughly checked by sighting along the blade edge. Gener-
ally the blade angles are twisted until they are corrected by work-
ing from the blade shank toward the tip, but the actual procedure
will vary with the individual case. When the angles appear to be
correct, remove the blade from the twisting machine.
(C) To illustrate blade angle correction, several typical examples

are given in the following paragraphs. A blade having the 30 inch
station as the reference station is used.
(d) EXAMPLE. (See Figure 2-15) Assume that the angles of all the
stations from the shank up to and including the 29 inch station
were incorrectly high in relation to the reference station angle.
This may indicate that the reference station angle is not
.hguonehgih
By twisting between the 24 and 30 inch stations and rai-
sing the angle at the 30 inch station land all other station angles
out to the tip) the relation between the 30 inch station angle and
those stationangles from the 24 inch station back to the shank can
be corrected. The angles from the 36 inch station to the blade tip
will remain unchanged with respect to the 30 inch station, as in
order to obtain a change in any of these angles, the blade must be
twisted at a point between the reference station and the stations
where a change is desired.
(e) EXAMPLE 2. (See Figure 2-15) Assume that the angle of the
station nearest the blade tip is the only one not within tolerance
in relation to the reference station angle, and that it is incorrent-
ly low. By twisting between this station and the previous station
and raising the angle at the station nearest the blade tip this
station angle can be corrected.
P5080
Page 2-60
Dec 15/82
UNITED
TECHNOLOGIES
BLADE BLADE
STATIONS STATIONS
.10+ 43 ~.10f .70-- 11 43
.10+ 42 6 r~.70- 42
.1"+ ---1-- 36 ----~.10$----1 L~.20-- ---t 36

----~.20--
REF. REF.
E rl so STATION 30
STATION
IC.70 f 24 .20+ 1 C.I"- 1 24 ~.10--
.60+ 1 18 C.10+ --´•I C. (0+----I ~.10+

(8
1.4"+ I is C.go+ 15 ~.jo+
1.20 12 ~.70 f--l ~´•20-- (2 ~.20--
10+~ s ~.20---1 g ~.20-
BEFORE I 1 AFTER- I I BEFORE I I AFTER
MAMPLE MAMPLE 2
Examples of Blade Angle Correction

Figure 2-15
(22) EDGE ALIGNMENT. Edge alignment shall be checked only if the

blade has been bent and straightened or considerable rework had been
preformed on the leading edge.
(a) Rotate the blade in the holding fixture until the leading edge is
uppermost. Then adjust the blade until the chord of the nine inch
station is perpendicular to the surface of the checking bench.
This can be done at stations where the blade face is curved
by
aligning the back of the correct blade
template which is parallel
to the blade chord line to the edge of the vertical portion of the
combination square. See Figure 2-16. Using the curved tip
portion of the surface gage, determine the highest point of the
leading edge at the nine inch station. Measure the distance from
this point to the bench surface to the nearest one-hundredth inch.
Then subtract the center line height obtained previously from this
dimension. The remainder will be the actual edge alignment of
the nine inch blade station. Repeat the procedure at each blade
P5080
´•I Page 2-61
Dec 15/82
BUNITED
TECHNOLOGIES
station. On blade stations where the face is flat, no template is
necessary. Place the vertical edge of the combination square

directly against the face of these flat stations, adjust the blade
until the chord line of the station is perpendicular to the table
surface with the blade leading edge up. Then determine the edge
alignment of the station accordingly.
(23) LENGTH.
(a) Square the blade at the tip station. Place the scale portion of the
combination square against the blade tip and measu’re the distance
from the base of the scale to the nearest scribed line on the table.
If necessary, include any applicable correction for the scribed
line location. The actual blade length at manufacture is 42
7/8 inches.
Experience has shown that if blades are held within the limits
shown in table 2-7 balancing will be facilitated. ~However, these
limits are not the absolute limits as covered in the blade Service
Limits Table.
ill
Il-tsr-u2
___
Measuring Edge
erugiFtnemngilA
2-16
P5080
I Page
Dec
%-62
15/82
UNITED
TECHNOLOGIES
TABLEI-7
VARIATION OF BLADE SET
SHANK TO TIP
Edge Alignment 0.125 inch
Face Alignment 0. 125 inch
Blade Width 0. 125 inch
Blade Length 0. 125 inch
BZade Angle
9, 12 and 15 inch stations 1.0 degrees

18, 24 inch stations 0.5 degree
30 inches to tip 0.5 degree
(24) BLADE AIRFOIL REWORK.
(a) Nicks, scratches, and gouges which do not show appreciable

depth and all corrosion shall be removed by uniform overall
grinding. In the interest of prolonged blade service life remove
only the minimum amount of material necessary to refinish the
blade. Damage remaining will be removed by local rework, The
amount of grinding is limited by the service limits table. If a
blade has been ground to its minimum width or thickness as de-
termined by the blade service limits table, additional local re-
pairs as shown in Figure 2-1’7 shall be made. The size and
number of local reworks is not limited except as follows:
(1) The chordwise length of a single rework shall not exceed

1/3 the width of the blade in that location.
(2) The total chordwise length of several in-line reworks shall

not exceed.l/2 the width of the blade in that location.
(3) The separation between several in-line reworks shall be

1/2 inch minimum. Reworks with less separation shall be
considered continuous.
P5080
´•I Page
Dec
2-63
15/L(2
UNITED
TECHNOU~IES
(b) If the damage exceeds the limits of Figure 2-17, it is recommended

that the dimensional details be submitted to Hamilton Standard
Service Department for evaluation. Figure 2-20 illustrates
proper local rework proportion.
(1) Any repair of lending~ and trailing edges and tip radius´• is
accomplished by the use of a file and emery cloth. Care
shall be taken to blend smoothly the reworked portion of
the leading edge with adjaceIlt areas and to make the re-
pair radius conform to the original radius.
(2) Rework either the Leading or trailing edge to the maximum

depth shown in Figure 2-17, provided that the opposite side
(Chordwise along the same station) does not also require
rework. For rework affecting opposite edges, the com-

bined rework depths shall not exceed the value shown for
one edge. For example, in the edges where the maximum
depth is 0. 150 inch, a rework depth of 0. 100 inch in one
edge will leave only 0. 050 inch rework depth (0. 100
0. 050 0. 150 inch maximum) in the opposite edge.
TABLF, 2-8. I)ELETED.
LENGTH OF REWORK 1N LONGITUDINAL DIRECTION SHALL BE NO

LESS THAN 10 TIMES DEPTH OF REWORK
r’
STA
NO LIMIT
0.
MCEPT FOR
GROSS
DAMAGE AND
FITTING OF
LEADING
EDGE AND
0.06
1I_ i r"" r"" TIP
j
I(P’ --~--´•10" 15"
STA
7" STATION TO 3" FROM TIP NO LIMIT
MCEPT FOR
CROSS
DAMAGE AND
0.060 BUT NO MORE THAN 29 96 OF SECTION THICKNESS AT
FITTING OF
POSITION OF REWORK
LEADING
EDGE AND
TIP
35"
II-LI´•T-I61*
Airfoil Local Repair Limits

Figure 2-17
P5080Page 2-64
Dec 15/82
UNTTED
TECHNOLOGIES
(c) Gouge Measurement. Measure the depth of each damaged area

using dial indicator HSP1827 or equivalent. First, remove any
raised edges adjacent to the damage which may interfere with the
knife of the gage setting flush on the true blade surface. The
edge
base of the gage shall be placed parallel to the longitudinal blade
the deepest point in the damaged area and the adjacent blade yur-
face. The gouge depth in a previously reworked area shall be
determined as the difference between the deepest point in the
damage and the adjacent unreworked blade surface. See figure
2-18.
(d) EQUIPMENT. A two-horsepower flexible shaft type combination

grinding and buffing machine is considered most suitable for’blade
grinding. Depressed center discs, nine inches in diameter, with
grit of different degrees of coarseness are used. The discs are
obtainable from the Minnesota Mining and Manufacturing Company,
St..Paul, Minnesota. These discs are numbered according to the
coarseness of the grit, the higher the number the finer the grit.
The No. 180 grit disc is most commonly used for removing severe
damage from a blade. In some cases where a blade has relatively
small pits or nicks, a No. 240 grit can be used. A small amount
of tallow applied to either the blade or the disc helps to keep the
grinding dust down and to prolong the life of the disc. Tallow
(5M63) is obtainable from the Hanson, VanWinkle, Munning
Company, Matawan, New Jersey.
NEW

P5080
´•I Figure 2-18
Page 2-65
Dec 15/82
UNITED
TECHNOLOGIES
(e) PROCEDURE. Grind the blade using the outer third of the disc.
A continuous back and forth sweeping motion while applying a
constant pressure is required for the grinding´•operation. Ease

up on the pressure of the grinding stroke near the blade shank
in order to avoid grooving or removing too much stock in this area.
Be careful to distribute the grinding evenly over the airfoil sur-
face. Do notgrind the blade surface inboard of the nine inch

station. general, the procedure is to first use a No. 180 grit
In
disc to repair the blade, then with a No. 240 grit disc, grind out
the scratches left on the No. 180 grit disc. As grinding progres-
ses check balance in accordance with paragraph 2-9.d. (26).
(25) EDGE RADII.
(a) The leading edge, tip and trailing edge radii shall be repaired by
the use of a file and then smoothed over with fine emery cloth.
Completely remove all corrosion and erosion pits by filing until

damage is no longer visible. Care shall be taken to blend smb-~g--
ly the reworked portion of the leading edge with adjacent portions
and to make the repaired radius conform to the original as shown
in figure 2-19.
CORRECT LUINTP~IN ORIGINAL RADIUS
DAUACED WRTION
CONTOUR TOO BLUNT
INGORRECT RADIUS TaO LARCB
Rework of the Leading Edge

Figure 2-19
(b) Repair of split tip and leading edges shall.be made by first cross
filing the damage until it is no longer visible. This inspection
shall be made using a 10X magnifying glass. Then using the blade
grinder with grinding disc. No. 180 for rough grind and disc No.
240 for the finish grind, grind out the file marks. Grind in a
P5080
I Page
Dec
2-66
15/82
TECHNOLOGIES
longitudinal direction of the blade. After grinding, the area shall

be inspected for further evidence of damage by the fluorescent
penetrant inspection of dye penetrant method. If no damage is
present, the leading edge shall again be filed this time to the
ortglnalradfus. See Figure 2-19. After this step, the.blade
shall again be inspected for evidence of damage using the caustic
soda etch or dye penetrant method. If no evidence of damage is
evtdent, complete overhaul repair.
(26) TTP DAMAGE.
(a) If the blade tip is damaged so severely as to require cutting the

blade below the 44. 9 inches station, the blade is considered not
suitable for repair.
Unusually deep gouges and nicks may be removed from the blade
tip using a hacksaw or power driven handsaw if necessary. See
Figure 2-21.
(c) Damage to the tip radii will be corrected as outlined in Figure

2-21 using a flexible shaft grinding machine and suitable grinding
discs. Finishing of the edge radii and tip blending is accomplish-
ed with a file of a fine grinding disc. All file and grinding marks
are removed, using fine emery cloth.
(27) LOCAL REPAIR PROCEDURE:
(a) Remove metal in the damaged areas, using either die maker
riffler files manufactured by the Grobet File Comp4nv of
America, Carlstadt, NJ 07072, or small power equipment such
as an electric grinder with suitable burrs or grinding discs.
Rework shall be made parallel to the longitudinal axis of the

blade. Remove all traces of the damage and provide a smoothly
faired depression in the blade.´• Recommended dimensions of
smoothly faired rework are shown in Figures 2-17 and 2-20.
Remove all traces of rework marks with No. 240 emery cloth
followed by No. 320 emery cloth leaving a smoothly polished sur-
face. Inspect the reworked area with a 10X magnifying glass.
If no indication ofdamage remains, remove 0. 002 inch more
stock by hand polishing.
P5080
Page 2-67
Dec 15/82
TECHNOLOGIES
CAUTION
METHODS WHICEI ATTEMPT TO

RELOCATE METAL BY COLE
WORKING TO COVER OR CONCEAL
DAMAGE RATHER THAN REMOVE
TH% DAMAGE ARE NOT ACCEPT-
ABLE.
(28) ELECTRICAL BURN REWORK PROCEDURE.
(0) Damage caused by electrical burns or lightning strike is re-
moved in the described in paragraph 2-9.d.

same manner as
(27) except that Keller’s etch may be used to determine whether

the damage has been completely removed. Keller’s etch may be
mixed per instruction given in Table 1-2. Upon swabbing the
etchover the damaged section, the appearance of a brown ring
onany portion thereof indicates that damage remains. Remove

more stock until the color of the reworked section blends with
the color of the undamaged area Clean the acid away by soak-
ing the affected area of the blade with water. The Keller’s etch
method is preferable to the method of removing excessive stock
as indicated in Figure 2-20.
"A"
OR BURN
OF GOUGE
i
iitO TIP --b
ii:::i;::ii:w DEPTH OF REWORK
.;_.i-´•~;´•
~:0.020’ MIN. (ELECTRICAL BURN R
:i~i::’’’’:::’’: :i:~i,:iiiiT’ ii:::ii’a’ii-:::’:’iiiiiimiii:i :I:l´•:ilil~ni-: :::iia´•ii:´•:i:i il::ii´•ii~i :i I I-I´•´•~,´•
EwmpleofLooalRewark P5080
Dec 15/82
UN~TED
TECHNOU)GIES
CUT TO DAMAGED DEPTH ONLY AND PARALLEL r BLEND AS SHOWN OR PER REWORK
TO ORIGINAL TIP CONTOUR OR BLEND PER FIGURE
LOCAL REWORK
.i CORNERS
TO 0.47--0.53 R
~_1 ll-L1BT-324
Blade Tip Rework

Figure 2-21
(29) PROPELLERBLADE SURFACE INSPECTION.
(a) It is mandatory that the blade surface be stripped of its anodic

protective film to facilitate inspection, The caustic soda etch
method of removal shall be used. Refer to cleaning, The taper
bore and butt face shall not be exposed to the caustic soda solu-
tion.
(b) All blades shall beinspected after airfoil grinding but before
anodize process, by either the fluorescent penetrant (Type I
Method B per Military Specification MIL-I-6866 using Group
VI materials per MTL-I-25135) or the visible dye penetrant
(Type IT Method C per Military Specification MIL-I-6866 using

Group I materials per MIL-I-25135). The fluorescent pene-
trant method is preferred, Before penetrant inspection, blades
shall be cleaned using caustic soda etch.
1 Fluorescent Penetrant Inspection (See Figures 2-21A and

2 -21B),
P5080
Page 2-69
Dec 15/82
UNITED ORIGINAL
TECHNOLOGIES
As Received By
ATP
;aaA
NOTE
ARROWS POINT TO
CRACK INDICATIONS
ll--L18D--86
Fluorescent Penetrant Indications of Chordwise CracMng
Figure 2-21A
NOTE:
ARROWS POINT TO
CRACK INDICATIONS
ll--L18D--87
Fluorescent Penetrant Indications of Longitudinal

Cracking P5080
Figure 2-21B
Page 2-70
Dec 15/82
TECHNOLOGIES
a Make certain that the blades are cleaned and dried in

such a manner as to leave the surface free from grease,
oil, soaps, alkalies and other substances which would

interfere with inspection. When greater sensitivity is
required than is possible to obtain with the parts at
room temperature, the penetrant shall be heated to a
temperature not exceeding that recommended by the

penetrant manufacturer.
b~ The penetrant shall be applied to the part for 30 min-

utes minimum. Remove the penetrant from the surface
u$ing a’ medium recommended by the penetrant manu-
facturer.
NOTE: The part shall be washed in water only when

the penetrant is water soluble. Avoid exces-
sive cleaning which would remove the pene-
Rant from any defect.
Dry the blade bg´•exposure to clean air after which

apply wet or dry developing. material to the surface.
a
When dry developer is used, the developing powder

a
shall be dusted uniformly over the blade after drying.

After sufficient time has been allowed to develop in-
dications, the blade shall be examined in a darkened
enclosure under a suitable ultra-violet light, Any
indication of a crack is cause for rejection of the blade.
d Clean the blade after inspection to remove retained

penetrant and developer. All parts susceptible to
corrosion shall be slushed with corrosion preventive
compound.
2 Dye Penetrant inspection (Alternate). The 4ge penetrant

method of inspection can be used to detect cracks or other
discontinuities in damaged areas.
a Make certain that the blades are cleaned and dried in

such a manner as to leave the surface free from grease,
oil, soaps, alkalies and other substances which would
interfere with inspection. The penetrant shall be heated
to temperature not exceeding that recommended
a by
the penetrant manufacturer.
2-71
Dec f5/82
UNCTrD
TECHNOU)GIES
b Tbs peIletrant shall be applied to the part for 30 min-

utes minimum. Remove the penetrant from the sur-
face using a medium recommended by the penetrant
NOTE: The part shall be washed in water only when

the penetrant is water soluble. Avoid exces-
sivecleaning which would remove the penetrant

from any defect.
Dry the blade by er~osure to clean air after which

apply
a wet dry developing material to the surface. When
or
a dry developer is used, the developing powder shall
be dusted uniformly over the blade after drying. After

smfficient time has been allowed to develop indications,
the part shall be ertamined. Any indication of a crack
is cause for blade rejection.
(0) Blades with penetrant crack indications (etther longitudinal or

chordwise (Reference Figures 2-21A and 2-21B) which cannot
be removed within dimensional limits and/or local rework
limits, shall be scrapped. Reworked blades shall be re-etched
and re-penetrant inspected. Blades with no penetrant crack
indications shall be anodized.
WARNING
WHILE MMING THE CHROMIC ACID SOLUTION

ALWAYS ADD THE ACID TOTHE WATER
NEVER ADD THE WATER TO THE ACID.
(30) ANODIC TREATMENT. Anodizing aluminum alloy blades produces

a blade surface that is more corrosion resistant ani more suitable
for good paint adherence. The electrolyte shall be a water solution
of technical grade chromic acid (99. 5P~o minimum CrO The con-
cenhatlon of tbs chrom~c acid may range from 6 to ;bounosa
CrO, per gallon water. A chloride content In the solution of the
equi’ialent of 0. 2 g of NaC1 per liter or a sulphate content equivalent
of 0. 5 g of per liter may result in unsat~sfactory operatfon
H2S04
of the process an~d the solution should be maintained so that exces-
sive contents of chloride or sulphate ions will not be present. The
electrolyte will be maintained at (32 to 380 C) 91 to 990 F. The blades

shall be made the anode and the metal tank will serve as the cathode.
05080
Page 2-72
Dec 13/32
UNtED
TECHNOLOGIES
(a) Preparation. The blades shalll be cleaned in such a manner as
to leave the surfaces free from grease, oil, soaps, alkalies,

OF other contamination. The operation may be accomplished
with a hot, free-rinsing soap cleaner
by degreasing with a
or
volatile solvent. Cleaning by process giving a slightly etched,

a
but neutral surface, is desirable. The drive pin hole shall be

plugged to prevent the cleaning agellts or anodizing bath from
entering these holes. To avoid staining the taper bore, all bal-
ancing lead must be removed before anodizing.
(b) Extent of Anodizing. Anodizing shall be optional on the blade

butt face, the outside diameter of the blade butt flange and on
the outer 3/16 inch of t~e fillet radius perpelidicular to the blade
centerline. If the blade pin is installed, the blade shall be ano-
dized with the blade held in blade anodizing @olding) fixture,
GS1108S, which prevents the butt face and taper bore from being
submerged in the electrolyte.
(c) Procedure. The clean blade shall be suspended in the electrolyte

tank, Direct cur~nt shall be applied and the voltage raised over
a period of 10 minutes to 40 volts and then held at 40 volts far SO

minutes.
(31) PROPELLER BLADE BALANCING.
(8) Checking Balance Equipment. Adjust the blade

holding lugs of
the master balancing hub CS13O27-1 they will be in the
so that
same position in relation to each other, and tighten the lug bolts.
Insert balancing arbor HSP1409 through the master balancing

hub and lower the hub onto balance stand HSP46. The hub shall
balance at any position through an angular range of 360 degrees.
If the hub shows unbalance, it is an indication that the fixture has
been damaged and/or the balance stand is not level. Appropriate
repairs or adjustme~ts shall be made as required.
NOTE: Balancing of blades will be accomplished in

an area shielded from disturbing air currents.
P5080
Page 2-73
Dec 15/82
uNr~Eo
TECHNOUH;IIES
(b) HorfzontalBalance. Place the blades in the balancing hub and,

with a bubble protractor, set the angle at the reference station
to degrees with the plane of rotation. Tighten the lugs on
zero
thebalancing hub enough to insure that the blade butt faces are
contacting the locating shoulders of the balancing hub. Hoist
the hub from the bench and install the balancing arbor into the
hub. CareNly lower the hub and arbor onto balancing stand.
With the blades in a horizontal position, check their balance.
Arrest any rotation of the hub by placing lead wool on the light
blade at a point corresponding to its future position in the taper
bore. If the amount of the lead wool exceeds the maximum per-
mitted in Figure 2-22, It indicates that the heavy Made will have
to be lightened by grinding. Remove only enough metal to obtain
horlzontalbalance, recheck the ~alance and correct if necessary.
Since the blade must be inspected for cracks, do not install the
lead wool in the taper bore at this time. If the amount of the
lead wool is less 6an the maxtmum permitted; no further gri~d-
ing will be Ilecessary to obtain horizontal balance. The blade is
within balance requirements if lead wool giving a moment change
no more than ii. 02 inch times the weight of the blade arrests or
reverses the blade’s tendency to rotate on the balance stand.
(c) Overhauled blades do not meet the production masters moments

and shall be balanced in sets. The heaviest blade (wfthout Lead
in bore) shall be considered the ’master". These blades shall
be identified by an "R" and a dash line stamped immediately
preceding the blade drawing number on each blade butt of a set
with 1/16 inch steel stamp no closer than 1/8 inch to the edge
of the blade butt face. Replacement blades shall be of the same
balance designation as the other blades of the set. Balance des-
ignation is identified at blade manufacture by marking "X, Y or
Z BALANCE MASTER" on each blade.
NOTE: Reworked blades not meeting the designated masters

moments are not singly interchangeable and must be
issued and used in sets.
P5080Page 2-74
Dec 15/83
UNTIED
TECHNOLOGIES
(d) Final Blade Balance. Place the blades in the balancing hub as
described in paragraph 2-9. d. (31). Using the blade previously

selected as the master, each remaining blade of the set must
balance within a tolerance not to exceed 0. 045 pound located not
more than nine inches from the center of rotation. Add lead to
the light blades as necessary to obtain balance within this
moment.
(e) Lead Wool installation. Upon completion of the finishing opera-

tion, install the amount of lead wool determined in paragraph
2-9.d. (31). Place each blade on a padded bench. Drive the
required amount of lead wool into the taper bore using a steel
rod approximately 3/4 inch in diameter. Care should be used
not to damage the wall surface of the taper bore.
~Lead installation shall only be accomplished after

the anodic treatment has been performed.
MIN
´•ie
MaxImum Amount of Lead Wool and cork in T~r Bore P5080

Figure 2-22 Page 2-’15
Dec 15/82
UHITEO
TECHNOLOGIES
(f) Cork Application.
1 Tlae taper bore

must be free from any contaminant such as
oil extraneous cork adhesive prior to the application of
or
the cork and sealing compound.
2 Fill the taper bore with a cork plug to within f. 44 inch

minimum from the butt face. Cut a small ’Y" section
along tbs length of the cork then coat the outside diameter
of t~s cork with Pliobond 20 adhesive.
(32) REASSEMBLY OF BLADE.
(0) Special care shall be taken while assembling the blade to avoid
scratching or nicking the blade surfaces. The shank portion of
the blade shall be protected to prevent any marrtng of the sur-
face.
(b) If tbs blade pin (52, Figure 2-1) has been removed and the pin
bore has been reworked to accept the selected oversize blade
pin, install the replacement blade pin per Table 2-5. Align
hctoneht
in the blade pin with the center of the setscrew hole. The
cotter pin hole in the blade pin must be perpendicular within
three degrees to the setscrew hole. P~sa the pin into the blade,
using installation fixture, GS12624-1 and ~draulfe ram,
GS12625-1, until the blade pin bearing surface area extends
0. 895 to 0. 901 inch from the blade butt face. Coat setscrew
(51) with a sealing compound such as Locktite or equivalent and
install it in position.
(c) Coat preformed packing (54) with petrolatum, VV-P-2r36 then

install on blade bore plug: (55). Engage the threads of blade plug
puller, GS12701-1, with the threads in the center of tbs plug:
Insert the plug (55) into the taper bore of the blade and drive it
in with the puller until the top of the plug clears the retaining
ring groove in the blade bore. Remove the puller and install
retaining ring (53) in the groove.
P5080
Page 2-76
Dec 15/82
TECHNOU)GIES
(33) FRICTION-REDUCTION STRIP TNSTALLATION.
(6) Prepare the area of the blade shank to be covered by the friction
reduction strip by cleaning to remove all oily residues and con-
taminants and exhibit a water breakfree surface as follows:
I Remove oily residues by cleaning affected areas with solvent

such as naphtha TT-N-97 or cleaning solvent AMS3160.
CAUTION: ’FHE CLEANING COMPOUNDS LISTED BE-

LOW ARE: RECOMMENDED. OTHER C~AN-
ERS ARE KNOWN TO BE EXTREMELY AL-
KALINE AND LEAVE A SURFACE FILM.
NOTE: Bondmaster resin coating M-688 will not adhere

to an oily or otherwise contaminated surface.
2 Following solvent cleaning, thoroughly clean the affected

area with one of the following cleaners to obtain a water
break-free surface.
Superior Chlorinated Cleanser

or
Aerosol O. T. and Feldspar

(Mlxture: 70partsWater
20 parts Feldspar
10 parts Aerosol O. T.
3 Allow the blade to dry thoroughly.
4 Using masking tape, outline the area to be covered by

Bondmaster adhesive mixture (See Figure 2-23). Place the
Teflon strip, dark side down, around the blade shank area
enclosed by the masking t~e.
5 Lightly mark the diagonal line where excess Teflon overlaps.
6 Identify the outboard and inboard edges of the strip by any
convenient means so that it will be placed in the same posi-

tion when cemented to the shank. Remove the strip, and
cut on the marked line where the excess Teflon overlaps.
P5080
Page 2-77
Dec 15/82
TECHNOUK;IES
I Clean the dark (treated) side of Teflon strip with acetone,

Federal Specification 0-A-51 and allow to dry. After
cleaning avoid contamination of this surface.
NOTE: Since Bondmaster adhesive mixture has a relatively

short pot life of 10 to 15 minutes, do not mix ad-
hesive in quantities greater than needed for one
set of blades. (Approximately 60 grams total
mixture)
To assure proportional uniformity of adhesive be-

tween batches, measure and mix in the same con-
tainer.
8 Mix 50 parts by weight of Bondmaster M-688 adhesive with

16 parts by wel~t of CH16 hardener.
9 Apply a smooth even coat of Bondmaster adhesive mixture

approximately 0. 006 inch thick.
10 Since Bondimaster cement is quite viscous, it is suggested

that thefollowing procedure be used in its application.
While the blade is being slowly rotated allow a "string" of
cement to fall in place between the masking tapes. Spread
the cement evenly using a spatula or a thin piece of non-
metallic material having a straight edge. To obtain a uni-
form coat, a ~rmooth continuous spreading action is required.
TEFLON- STRIP
0.130 MAX
Ct
0. 06 MAX FOR EXCESSIVE
ADHESIVE (BOTH SIDES)
050 +-50 TRUE
FROM EITHER SIDE.
LOCATION OPTIO~AL
DIMENSIONS IN INCHES 1~--WT-96
Tefloa Grip I~nstallatlan P5080

Dec 15/82
UNT~D
TECHNOU)GIES
11 When the adhesive becomes tacky, position one end of Teflon

strip on the shank, Press strip into place progressively
around the shank to avoid air bubbles,
12 Hold the butted ends of the Teflon strip together temporarily

with a piece of masking tape. Remove inboard and outboard
masking tape then commence overwrapping the strip wiW
masking tape. Microtape is recommended for this purpose.
13 As the butted joint is approached, remove tape from the

butted end and fill gap with Bondmaster adhesive mixture as
required. Complete wrapping until strip is held firmly in
place.
14 A gap not exceeding O. 130 Inch is permitted at the butt joint

of the strip ends providing that the gap is filled with Bond-
master adhesive mixture a~d lightly sand with 3/0 or finer
abrasive after curing, until a smooth even surface is ob-
tained. A longitudinal misalignment of the strip ends not
exceeding 0. 060 inch is permissible.
15 Allow to dry for 30 minutes to 2 hours before removing

masking tape.
NOTE: After installation of the Teflon strip on We blade,

variations in the color (indicating possible lack of
adhesion) of up to100/0 of the Teflon strip area shall
be considered acceptable. If more than 10qb of strip
area indicates lack of adhesion, the repair is con-
sidered unacceptable. Remove the existing strip

and install a new strip.
16 Areas which exhibit poor edge adhesion shall beiepaired by

applying Bondmaster adhesive mixture underneath the sep-
arated edge and rewrapping the strip withmasking tape.
P5080
Page 2-79
Dec 15/82
TECHNOLOGIES
(34) BLADE AIRFOIL MARKINGS.
(8) After blades have been selected for specific propeller assem-
a
bly, the blade

drawing number, (DWG No. 1033A-0), and serial
number, NXXXXXX, will be stamped with a rubber stamp and/
or painted on the face side of die blade between the 18 and 27
inch station. The letters used will be one-quarter inch high and
placed so as to read from the trailing edge.
(b) Black stenciling ink, Mathews stenciling Vulcan Ink, or black

lacquer paint, shade 37038, color specification TT-C-595, per
TT-L-20 will be used on blade surfaces. After drying, the
lettering will be covered with one coating of clear lacquer such
as Krylon 1301 or equivalent.
(c) Paint a blade reference mark at the 30 Inch station face side
(27. 885 inches from blade butt) 0. 090 to 0. 156 inch wide by f. 75
to 2. 25 Inches long. The difference in distance from the blade
centerline to each end of the strip shall not be mom than 0. 50
~nch. Use pigmented yellow lacquer, shade 33538, color speci-
fication TT-C-595, per TT-L-~O.
(d) The Hamilton Standard decalcomanias shall be applied to all

blades and shall be located on the camber side at ii point approx-
tmatelyone-hall radius at the midchord position of the blade.
The decalcomanias shall be faced so as to be read from the trafl-
ing edge with the word "Hamilton" nearest the leading edge.
Thoroughly clean blade surface. Remove entire backing from
adhe’sive. Align the decal and press the edge to the blade sur-
face with finger. Press remaining unapplied portion to surface
with firm overlapping strokes of a plastic squeegee. Apply a
light, even coating of Scotchal 3950 Edge sealer using a one inch
paf~ntbrush, exte~ding the sealer coating about one-eighth of an
inch beyond the decal.
P5080Page 2-80
Dec 15/82
TECHNOLOGIES
(35) STORAGE INSTRUCTTONS.
(a) ]Prepare overhauled blades for storage and shipment by coating

all surfaces, except rubber parts, with a corrosion preventive
compound, cold applicatfon, over the butt end of the blade and
extending up the shank for approximately six inches. Next
wrap the entire shank area with a grease-proof paper per
specification MIL-B-121A, followed by wrapping with a metal-
foil-backed paper meeting Military SpeciAcatton MIL-B-1S1B,
Class #2. A suitable container that provides sufficient protection
from handling damage shall be used to contain the blades in a
fixed position.
(36) REMOVAL OF PII~ESERVATTVE.
(5) Removal of the preservative film compound may be accomplished

swabbing the blade with Stoddard Solvent Cleaning fluid.
~p´•
P5080
Rage 2-81
Dec 15/82
TECHNOU)GIES
2-10. OVERHAUL OF SPINNER AND BULKHEAD,
a. CLEANING. Remove alloil,

grease and foreign matter from the
inside and outside surfaces of the spinner and the bulkhead. Clean
by wiping with a cleaning solution such as "Safety Solvent" (MIL-S-
18718) or a mild soap and water solution. Wipe all parts dry tmmed-
lately after washing.
CAUTION: DO NOT IMMERSE PLASTIC PARTS IN CLEANING

SOLUTION. DO NOT USE WIRF:BRUSH, STEEL
I WOOL OR ABRASIVE TO CLEAN PLASTIC PARTS.
b. INSPECTION. Visual~g tnspect spinner and bulkhead for gouges,

deep scratches, cracks and elongated bolt holes. Examine the rubber
-liner on bracket for wear or loose bond. Check stiffeners for cracks
or other damage.
c. REPAIR.
(1) SUPERFICIAL DAMAGE REPAIR. Nicks and scratches which

do not exceed depth
a of 0. 010 inch shall be repaired by filling
the damage with Epon 828.
(0) Mix 10 parts by weight of Epon 828 to 1 part weight

of Diett~glenek´•tamine. Pat life of mixture is I hour at
room temperature. Allow to cure for 10-12 hours at room
temperature
(b) Thoroughly clean areas to be repaired using a sparing

amount of methyl ethyl ketone (TT-M-261) on a soft cloth.
Allow MEK to evaporate completely. Spread Epon 828
to completely fill damaged area, After Epon has thor-
oughly cured, sand the area to collform with the original

contour. Apply erosion coating over the reworked area in
accordance with paragraph 2-10. c. (7).
(2) PENETRATIONDAMAGE REPAIR. Cracks, gouges, al3d

scratches which penetrate the shell to a depth greater than 0. 010
inch shall be repaired by patching with style 7581 glass cloth
impregnated with liquid resln as shown in Figure 2-24.
P5080Page 2-82
Dec 15/82
TECHNOU)GIES
(a) Using a hand

grinder equipped with a fine stone, grind the
shell to a depth necessary to remove alldamage. Dish or
flare a radius "B" 20-60 times the depth "A", from the edge
of the damage depending on size and location or rework.
Clean reworked area thoroughly with a sparing amount of
met~l ethyl ketone, TT-~-261 on a soft cloth. Allow ~MEK

to completely evaporate.
(c) Cut glass clothto a shape necessary to fit the bottom of the
area to be
repaired. Cut the next patch larger all around
than the first patch. The amount of overlap shall be as
shown in Figure 2-24. Each succeeding; patch shall be lar-
ger all around than the previous patch. Style 9581 glass cloth
impregnated with liquid rssin is approximately 0. 010 inch
thick. Cut enough patches to allow the patch stackup to be
slightly above the original contour.of the spinner.
(d) Cover the bottom of the area with Epon 828 using a
spatula or equivalent. Place the smallest patch in position

working it with tbs spatula until it is thoroughly impregnated
with resin and all air bubbles are removed, Continue apply-
ing: Epon and patches until the reworked area is built up to
slightly above the spinner surface. Cover the stackup with
a piece of cellophane. Working from the center of the stack
up to the outer edges apply pressure with the spatula to
remove air bubbles and excess resin. Remove cellophane
from stack up by applying heat from a heating lamp or
equivalent until the cellophane starts to curl or wrinkle.
Remove excess resfn from the spinner surface a~ound the
patch using a cloth saturated with MEK.
(e) Allow the patch to cure for 10 to 12 hours at room tempera-

ture. Drying time can be shortened to 45 to 90 minutes by
applying heat at 140 to 1500 F (60 to 660 C) using heat lamps
or equivalent.
(f) Sand the patched area to conform with the original contour
of the spinner. Apply erosion coating over the reworked
I area in accordance with paragraph 2-10. c. (7).
P5080
Page 2-83
Dec 15/82
UNITED
TECHNOLOGIES
GRIND OR SAND SMOOTH

TO ORIGINAL SURFACE
SURFACE SHOWING CVT OVT
r OP DAMAGED AREA
I BUILD UP USING PATCH NO. I OR 2
SURFACE
:~7´•:
:´•F:
INSIDE SURFACE
BUILD UP WTTH GLASS CLOTH USING PATCH NO. 1 OR t PATCHED FROM BOTH SIDES)
CRACK WOT T~OUGH SHELLSHELL
il_Ie 101 NO.( NO. Z

i
OVT CRACK
"7
I"
OR FRACTURE
O CL~
~--:i´•L
A 8;’
NO. 1 NO.I
PATCH SHAPES
GRIND OR SAND SMOOTH TO ORIGINAL SURFACE
~´•e
BUILD UP USING PATCH No,s J oR
PATCH OMRLAP RADIUS B

O.WKI INCH U) slMES A
Methods ot Spinner Repair 85080

Dec f5/82
UNTtED
TECHNOLBGIES
(3) REPAIR OF LAMINATED AREAS. The stiffeners and front

bracket are constructed of
layers´• of fiberglass cloth. Tn repair-
ing damage to these areas it will be necessary to determine the
number of’layers that have been penetrated. Remove damaged
layers forming a 0.250 to 0. 750 inch step pattern as shown in
Figure 2-25, Replace glass cloth in accordanbe with paragraph
2-10.c.(2).
(4) ELONGATED ATTACHING HOLE.
(a) Elongated or damaged spinner attaching bolt holes shall be

repaired by filling the hole or holes with glass cloth in accor-
s dance with the procedure described in paragraph 2-10. c. (2)
(a. thru f.).
(b) Using the propeller bulkhead assembly (66, Figure 2-1) as
a template to locate hole, position and drill a 0. 261
0.276 inch diameter hole.
(5) REPLACEMENT OF RUBBER TJNER.
I.I
ethylketone, TT-M-261, to one corner of the liner until the
liner comes loose. Grasp the corner of the liner with a pair
of pliers and pull while applying MEK until the liner is re-
moved. See Figure 2-26.
Prepare the surface of spinner bulkhead in accordance with

the following:
1 clean with methyl ethyl ketone (MEK) followed by

methyl alcohol to remove residual ail, etc.
2 Remove any remaining rubber and glass from the sur-

face
by the use of sandpaper or emery cloth,
3 Repeat the cleaning process and allow the surface to dry.
(c) Prepare the contact surface of the rubber liner in accordance

with the following:
05080
Page 2-85
Dec 15/82
UNCTED
TECHNOLOGIES
_I GRIND OR SAND SMOOTH

TO ORIGINAL SURFACE
;a
OUTSIDE
SHOWING CVT OUT
r
SURFACE
OF DAMAGED AREA
CELLOPHANE
BUILD UP USING PATCH NO OR 2 ~-ALUMINUM

PLATE
OUTSIDE
SURFACE
CELLOPHANE
INSIDE
SURFACE
BACKING PLATES
BUILD UP WITH CLASS CLOTH USING PATCH NO I OR Z (PATCHED FROM BOTH SIDES)
CRACK NO+ THROUGH SWELL

~_
I~--SPI_NNERSHEU.
C_I 7NO. i~NO. t 3
CUT OUT CRACK
r OR FRACTURE
GRIND OR SAND SMOOTH TO

ONo.2 (-´•?NO. 4
ORIGINAL SURFACE AS NECESSARY
PATCH SHAPES
~r
BUILD UP USING PATCH NO’S 1 OR 4
Methods of Laminated Repair P5080

Fi~ure 2-25 Pa~e 2-86
Dec 15/82
UNC~ED
TECHNOU)GIES
NO EROSION COATING PERMITTED
BONDING SEAM
LINER
APPLY SEALER BOTH SIDES OF SEAM COMPLETE

CIRCUM FERENCE SEALER TO EXTEND 0.1~0.20
OVER LINER SURFACE AND EQUAL DISTANCE OVER
IMMEDIATE SPINNER SURFACE 0.30 II I _I 1 0.20
REF
0.10" O.’IOMAX (1 0.18
ENLARGED YIEW AT CIRCLE
I ,I I
1. I t
0.32 REF
REF
´•I Installation of Rubber Liner P5080

Page 2-87
Dec 15/82
UNT~ED
TECHNOU)GIES
1 Clean the rubber liner with methyl alcohol.
WARNING: SULFURIC ACID SHALL BE ISSLTED TN A

WELL VENTILATED AREA. ADEQUATE
PROTECTION SHALL BE TAI(EN BY THE
OPERATOR TO PREVENT CONTACT OF
THE ACID WITH EYES AND SKIN.
2 Etch the contact surface by coating with concentrated

sulfuric acid having a specific gravity of 1. 84 for 10
I rjblm
NOTE: For easier application, the sulfuric acid may

be made into a paste with barium sulfate or
CAB-O-SIL. The paste shall be spread onto

the surface for 10 to 45 seconds, then scraped
off before rinsing.
3 Rinse with plenty of wafer and dry with warm air.
4 Flex the liner to fine cracks the

.ecaproduce
frustcatnoc on
(d) Mix 100 parts by weight of Bondmaster M688 to 32 parts of

hardener CH16. Pot life of mixed components is 15 to 20
minutes. Coat the surface of the spinner and the contact
surface of the rubber liner with a thin even coat of adhesive.
(e) Place the liner on the spinner bulkhead and roll or press to
exclude any air bubbles, and locate the liner in position as
shown in Figure 2-26. Cure far a minimum of 90 minutes
I at 190-2100 F (88 to 990 C) or seven days at room tempera-
ture.
(f) After allowing the adhesive to cure, apply a thin coat of

Laminar X-500 Clear Class Polyurethane to the bond seam.
The coating shall extend 0. 10 to 0. 50 inch over the liner

and the same distance over the adjacent bulkhead surface.
P5080P~e 2-88
Dec 15/82
aUNC~ED
TECHNOLOGIES
I Laminar X-500 Clear Glass Polyurethane consists of

7-C-1Resin, 10-C-32 Hardener, and Laminar X-500
I Safety Solvent Reducer 66-C-28. These materials shall
be mixed as directed on pertineIlt containers or kits.
Pot life of the mixed components is six to eight hours

in a closed container.
2 After the sealer has been applied, it shall be cured at

room temperature for a minimum of 12 hours, or one
hour at room temperature followed by two hours mini-
mum at 130 to 1400 F (54 to 600 C).
(6) REPLACEMENT OF SELF-LOCKING NUTS.
(a) It should not be necessary to remove rivets (64, Figure 2-1)

unless they are for~ad to be damaged or loose, or self-locking
nut is damaged or worn so as to require replacement.
(65)
Thefollowing paragraphs provide instructions for replace-
ment of self-locking nut (65).
(b) Rivets (64) shall be removed by centerpunching the head of

tbs rivet and drilling through the bead using a number 42
drill (0. 0936 inch diameter). Remove the bead with a sharp
chisel Wan punch out the rivet.
I replacement
(c) Heat treat the rivet prior to installation by
bringing to a temperature of 930 to 9500 F (500 to 5100 C)
for 5 to 20 minutes followed by quenching in cold water.
NOTE: Rivets will age harden and become too hard to

drive satisfactorily if allowed to stand at room
temperature for more than two hours after quench-

ing. The aging can be retarded by storing the
quenched rivets at low temperature O. e.: rivets
stored 320 F (OOC) immediately after quenching will
remain soft enough for driving for 36 hoursr rivets
stored at minus 500 F (100C) can be stored for
approximately tt~n, weeks).
P5080
Page 2-89
Dec 15/82
UNPT~D
TEC~NOLOGIES
(d) Retain self-locking nut (65) in place using a Cleco type

fastener In one of the rivet holes. Insert a rivet (64) through
the self-locking nut (65) and bulkhead (66) from the nut side.
Buck the rivet squarely until the upset head diameter is
ii. 14 inch Ilominal (0. 05 inch minimum).
NOTE: Do not use more blows than are required to bead

the rivets properly,
(7) EROSION COATING.
(a) Apply erosion resistant

coating 0. 005 to 0. 007 inch thidk
using Laminar X-500 hardener 10-C -81 and Laminar X-500

reducer 66-C-20. Mix above materials
as directed on per-
tinent containers or Mts.

Spray full cross coats allowing
surface to be tack free between coats until desired 0. 005 to

0. 007 inch thickness is obtained. Allow 10 to 90 minutes
drying time between coats. Cross coats consist of vertical
and horizontal motion applicattoa After the final coat has
been applied, the part must be allowed to dry for two hours,
after which time the part may be lightly handled. Full
mechanical resistance develops within five days.
Erosion coating requirements may be satisfied by applying

ons or more brush coats of black conductive coating 8B6.
Coating shall be approximately ii. 005 to 0. 007 inch thick.
2-11. REASSEMBLY, Reassemble the propeller in reverse of the sequence of

indexing shown in Figure 2-1 and to the following instructions.
a. Coat all internal components and surfaces with lubricating oil con-
forming to Specification MIL-L-7808 or MIL-L-23699. Lubricate all
preformed packings with lubricating oil after installation in their
respective annuli.
NOTE: Use petrolatum only where specified in the instructions.
1 b. Install lockwire in accordance with AS567.

to AMS5685.
Lnckwtre shall conform
P5080Page 2-90
Dec 15/82
UNITEC
TECHNOLOGIES
c. Install rubber assembly date decal (85) on the external surface of

barrel (88) between any two blade bores as follows:
(1) clean the area of the barrel to receive the decal with safety
solvent and wipe dry with a clean lint-free cloth.
(2) Immerse the decal in water for a few seconds to loosen the back-
ing paper.Allow the decal to dry and apply a light even coat of
444BX cement to the underside of the decal and allow to dry 3 or
4 minutes.
(3) Using a rubber roller, remove excess air and cement from the
underside of the decal by rolling it from the carter toward the
edges. Remove excess cement from the decal area with safety
solvent.
(4) Cure date shall be indicated by quarter of the year and the year
thus: Ist quarterJanuary, February and March
2nd quarter April, May and June
3rd quarter July, August~ and September
4th quarter October, November and December
(5) With an ink felt marking pen, mark the cure date quarter and
year "4 Q 81" for aw month Oct,, Nov. or Dec. 1981 In
space provided in the decal (85). Allow ink to dry.
(6) Apply a light coating of RK-190 DuPont clear enamel over

even
the entire decal and extending 0. 125 inch beyond the borders of
the decal. Allowenamel to dry thoroughly.
d. Bar~el Reassembly.
(1) If removed, press or drive grooved fPanged bushing (87) into the
bore in the rear of barrel (88). Using a depth micrometer
measure the distance from the bushing flange face to the barrel.
mounting surface. With the busMng squarely seated, the mini-
mum dimension shall be 0.450 inch when measured at several
positions on the bushing flange.
(2) Install preformed packing (86) in grooved flange bushing (87)

internal annulus.
P5080
Page 2-91
Dec 15/82
UNITED
TECHNOU)GIES
(3) Install anti-torque bushing (76) in the pitch change yoke (77) a~nd
position yoke in the barrel (88) cavity with the long leg down or
rearward. Install yoke shaft (80) through grooved flanged bushing
(89) and through the pitch change yoke (77) until the large shaft
land is centrally located in the bushing (87).
(4) Install preformed packing (79) into its annulus on the yoke shaft,
(80), then install sleeve spacer (81) over the yoke shaft (80) un-
til it bottoms on the pitch change yoke (77).
(5) Slide th~ reverse stop ring (78), removed during disassembly,
on the outside diameter of sleeve spacer (81).
(6) Install
preformed packings (82 and 83) into their respective
annuli of barrel plate (84). Install the barrel plate on the sleeve
spacer (81) until the plate is fully seated in the barrel (88).
(7) Install the stop rings (74, 75) removed during disassembly over
the sleeve spacer (81). Check that they slide fully on the sleeve
spacer (81).
(8) Install a new lock washer (73) on the yoke shaft threaded end wtth
its inside diameter tangs facing forward or upward.
(9) Install the propeller piston (72) on the yoke shaft (80) until
bottomed.
CAUTION: SHIM SOCI(ET GS18195 OR TAPE PISTON HEX

AS NECESSARY TO ENSURE A TIGHT FIT ON
THE PIS~FOEJ.
(10) Install barrel assembly and test fixkrre GS11O85 (or hold aft
on
tangs of shaft
(80) in a soft-jaw vise). Torque piston to 1475 to
1525 pound-inches using socket GS18185 (~-9/16 inch) and suft-
able torque wrench,
(11) Install GS13240-1 piston spacer to hold yoke in reverse position.

Stake lock washer (73) into piston (72) recess at two places using
staking tool as defined in Figure 2-27. Stake ~mpllessions shall
be 0. 090 to 0. 100 inch deep at the deepest point. Remove piston
spacer, GS13240-1.
psoao
Page 2-92
Dec 15/82
UNTTED
TECHNOU)GIES
(12) Install two preformed packings (70) in annulus at each end of

the headless grooved pin (antl-torque rod) (71). Install the pin
from the rear of barrel engaging the pin slot in the long leg of
the yoke and through the anti-torque bushing (76). Continue

installation until the pin ends are flush with the barrel surfaces.
e. Installglide ring (67) on the propeller piston (72). Install preformed

packing (68) on the propeller piston and preformed packing (69) on
the outside diameter of barrel plate (84). Coat preformed packings
with clean oil.
f. B3P am convenient means, push the piston aft or rearward until it

bottoms in the feather position.
g. With the propeller dome flange of the barrel facing upward, install
tt~espring seats (23 and 24) in their respective grooves on the pro-
peller piston (72).
h. Coat the threaded end of the piston puller GSf~S94 shaft with clean
engine oil and thread the shaft into piston until the flange bottoms
on the piston (72) top.
i. Position helical compression springs (25 and 26) on spring seats

(23 and 24) and then position double spring seat (27) over the springs.
Slide propeller dome (28) over the springs (25, 26) and spring seat
(27). Install the piston puller plastic sleeve and "T" handle.
j. To axlallv seat the dome, install aligning stud, GS12585, through one
dome hole and into the corresponding hole in the propeller barrel
(88).
k. With the propeller dome (28) setting on the glide ring (67), of the
propeller piston (72), check that the packing (68), tbs glide ring (67),
and preformed packing (69), are lubricated and properly seated wlth-
in their grooves. Tighten the "T" handle of the piston puller, while
holding the piston puller shaft from turning, and compress springs
(25, 26) enough so that the dome mounting flange seats against the
barrel (88).
i. Slide
propeller dome over piston and piston seals and seat dome
mounting flange against barrel (88) shelf.
P5080
Page 2-93
Dec 15/82
UNrCED
TECHNOUH~IES
CAUTION: DO NOT REMOVE PISTON PULLER 0512574, UNTTL

MACHINE BOLTS (20) ARE INSTALLED AND SEATED.
NOTE: Stop brackets (22) are stamped with a blade position number
so they shall be installed over the corresponding barrel
blade arm bore.
m. Remove aligning stud, 0512585, and install the three stop brackets
(22), six flat washers (21), and six machine bolts (20). Tighten
bolts (20) ensuring dome flange is bottomed on barrel face. Loosen
bolts 1/4 turn evenly, and remove piston puller GS12574. Move
piston back and forth three times to allow dome to center on piston.
Tighten bolts (20) to a torque of 125 to 150 pound-inches. Safety
wire machine bolts (20) in pairs, from one bracket to the other using
wire MS20005C41 per ASS67.
n. Connect 0513862-1, oil transfer tube, to the outboard end of the

piston. hydraulic propeller teeter
Connect the pressure line of
GS1221 to the GSS778-1 assembly and test bench.
0.125
TO SUlt
MATERIAL HARD ALUMINUM
StaMng Tool P5080

Dec 15/82
UNITED
TECHNOLOGIES
o. Open the INBOARD PRESSURE: valve and INBOARD BACK PRESS

valve of the tester. Close the OUTBOARD PRESS~RF: and OUT-
BOARD BACK PRESSURE valves. Turn the POWER switch to ON
and depress the MOTOR START b~tton. Close the TNBOARD BACK
PRESS valve to supply oil to the dome at pressure of 100 to 120 psi,
as read the inboard pressure gage, and hold for a minimum of
on
five minutes. There shall be no visible externallealtage, leakage

to the outboard piston cavity, or leakage into the barrel. Sh~t off
the tester and open the INBOARD BACK PRESS valve to allow the
oil to return to the tester sump.
p. Increase the pressure in the pressure line to the propeller by clos-

ing the INBOARD BACK PRESS valve until the pressure gage indicates
590 to 610 psig. Hold this pressure for five minutes and again check
for external leakage to barrel cavity. No leakage is permissible.
q. Lubricate the shank end of each blade (56) and chevron seals (43)
with lubricating oil MIL-L-7808 or MIL-L-23699 and install a chev-
ron seal (43) onto each blade by hand with the flat surface of the seal
facing the blade tip until seal is positioned outward of shank nubbin,
The seal shall be installed by carefully pushing it over the lubricated
blade butt. Allow 30 minutes minimum for the seal to return to its
original size after installation.
NOTE: A soft cloth may be used to assist stretching of seal over

shank if necessary, but screwdrivers or any dowel material
for leverage shallnot be used.
r. Either assemble blade bearing race items 46, 47, 48, and 49 sep-
separately and carefully install on blade pin (52) or install one thrust
bearing race (46), inner bearing race (49), and outer bearing race
(48) on the blade pin (52) with blade horizontal or tip down. Center
outer race with inner race and add bearing rollers (47) using twee-
zers if desired, to add the last few until the total of 28 have been
added. Install the second thrust bearing race (46), and self-locking
nut (45). The nut shall be
tightened until bottomed or until binding
on the thrust bearing(46), and then backed off to engage the
race
nearest cotter pin hole. Assure that the outer bearing race (48) is
free to rotate without binding and install cotter pin (44).
2-95
Dec 15/82
uNr~ED
TECHNOLOGIES
NOTE: If older blade pin, PN 710088, is installed in the blade,

install bearing in same manner and secure using blade pin
collar, PN 710094-1, and headed straight pin, PN M520392-
1 C25.
TBe fnnsr bearing Face set (42) halves are a serialized

matched set. Make certain the halves are a set before
installation,
s. Install the helical compression spring(31), stop pin (30) and retain-
ing ring (29) into the forward counteFwetght (38) of each blade. In-
stall lock pin (37) and spring pin (36), if removed.
t. Coat the blade shank with technical petrolatum, W-P-236. Position

split
inner bearing race set(42), with the split in line with the chord
line of the blade, on shank. Carefully install each blade into the
barrel with the bl~de in the upright position. Position the blade pin
and bearing in alignment with the corresponding legs of the yoke to
assure engagement, and slide the blade butt gently Into the barrel
bore until the blade butt Feats against the yoke. DO NOT HIT YOKE
WITH BLADE PTN. Install ball retainer (41) with side
elbmessa"dekram
this side up" toward the blade tip (if marking ts´• not legtble,
offset portion of retainer must face propeller centerline), twisting
tbs retainer and inserting it into the barrel around the blade shank.
Install steel ball (40) into their respective positions as the retainer
is installed. Following the addition of ths‘25 balls and’correct
placement of the retainer (without los s of balls ´•into barrel cavity)
pull the blade out radially until the balls are solidly seated within
the inner bearing race (42). Install and hold the aft counterwefght
(39) in its position while turning the propeller barrel until the blade
is pointing downward. Remove the counterweight half. Carefully
push the chevron seal (43) into the barrel (88) with fingers to avoid
tearing of outside diameter sealing Zip.
NOTE: The counterweights (38 and 39) are a matc~ed serialized

set. Make certain that tbs halves constitute a set prior to
installation One half of each set is to be’ marked with arm
bore number 1, 2, or 3.
P5080
Page 2-96
Dec 15/82
TECHNOU)GIES
I u. Proper installation of the

counterAslght can be assured bg first
marking a line parallel longitudinal axis of the blade to in-
with the
dicate a slot In the annular ridge (nubbin). Marking shall be made
using a soft pencil or marking crayon. Coat blade ridge and counter-
weight with petrolated graphite (thin Aim).
(1) Position aft counterwetght (39) and forward counterwelght (38)

on the blade in such way that the counterweights straddle the
a
annular ridge and locating pin in forward counterweight (38)

aligns with nubbin slot marking.
(2) Lubricate the threads of the machine bolts (35) prior to install-
ation of nuts. Install bolts (35), countersunk slid plain washers
(34), and castellated (33) as shown in Figure 2-28. Do not
nuts
install washers (34, Figure 2-1) under bolt head. The counter-
weight bolt opposite the head of the counterweight shall be in-
stalled with the bolt bead
facing the bulkhead when the propeller
is in feather. If deicing
incorporated an the propeller, We
is
deicer strap bracket shall be positioned between counterweight
(38) and washers (34).
(3) Make certain that the pin hole in the forward counterwelght is
alignment with the line marked on the blade adjacent to
in exact
the annular ridge. Tigt~n nuts to a torque of 325 to 375 pound-
inches while holding the deicer strap bracket, if installed, firmly
against the heater strap. When bolts are fully torqued, the
counterweight halves gap measured at the two bolts shall be
equal within 0. 010 inch. The gap at the extreme outboard end
may be closed. The colurterwelght head may contact for one inch
maximum but must be held to a minimum by fine adjustment of
the two bolt gaps. The smaller end of the counterweight must
not touch. When the above procedure is satisfied, Install cotter
pin (32).
P5080
Page 2-97
Dec 15/82
UNT~ED
TECHNOU)GIES
CAP MAY BE CLOSED AT

OUTBOARD END FOR
MAXIMUM OF t INCH
TORQUE NUTS (93) TO

325--375 POUND-INCHES
GAP TO BE EQUAL WITHIN

0.OIO INCH. MUST NOT
TOUCH ON INBoARD END.
COUNTER S~HK
AND PLAIN WASHERS (46)
MINIMUM 1 WASHER
MAXIMUM 4 WASHERS
FOR COTTER PIN -II~// /~---LEADINC EDGE
INSTALLATION
FACE SIDE
NOTE:
DEICINE; NO WASHERS UNDER
HARDWARE MACHINE BOLT (33)
NOT SHOWN 1((882
Typical Installation of Counterwetgt~t

Figure 2-28
NOTE: Pour two quarts of oil, conforming to specification

~IIEL-7808 or MIL-L-23699 and recommended for
use in the engine, into tbs barrel prior to installation
of third blade seal and counterweight.
P5080
Page 2-98
Dec 15/82
UNTTED
TECHNOLOGIES
(4) Measure the counts rweight-to-barrel gap using a light slip fit
of two feeler gages, Counterweight to barrel gap shall be 0. 005
to 0. 080 inch.
(5) Soft aluminum shim stock or blade stop pin clamps, GS13850-1,
may be used to keep the stop pins retracted during propeller

testing.
v. Reassemble the unreverse pack in accordance with the following

instructions. See Figure 2-28A.
(1) Position unreversing housing (15, Figure 2-1) with forward sur-
face downward, and position button plug (14) in dimpled surface.
Install special flat washer (13) over button plug (14) and with the
beveled outer edge toward the housing.
Install the flat steel washers (12 and 11) that were removed during
disassembly, paragraph 2-3. Install as shown in Figure 2-28A.
(3) Install twelve springtension washers (10, Figure 2-1). The

washers must be installed in pairs with the inside dtameters of
each pair in contact. The first washer must be installed so that
its outside diameter contacts washer (11) as shown in Figure
2-28A.
(4) Install flat steel washer (9, Figure 2-1) and flat washer (8) in
that order as shown in Figure 2-28A.
(5) Flat washer (8, Figure 2-1) shall extend 0. 010 to 0. 020 Inch
above the bottom of retaining ring groove. If the stackup is
below this level, install up to a maximum of sixteen flat steel
washers (12) and a maximum of nine flat steel washers (11),
between the special flat washer (13) and the first spring tension
washer (10), so as to preload the spring tension washers 0. 010
to 0. 20 inch when the retaining ring Is Installed.
(6) Using the unreverse assembly fixture, GS12586, compress the

spring tension washers (20) and install the retaining ring (7)
into the unreversing housing groove.
´•Page 2-99
Dec 15/82
UNITED
TECHNOU)GIES
(IZ EACn)
(In EAcnl
VIEW A
NOTE:
14 ITEM NUMBERS CORRESPOND
TO ITEM NUMBERS IN IPL.
‘15
12/ 13/ V’EW A
11-L27Rd40
Unre~erse Pack Assembly P5080

Figure 2-28A
Page 2-f00
Dec 15/82
UNlfED
TECHNOLOGIES
w. Installation of unreverse pack. Install the oil transfer tube, GS

GS13862-1, into the yoke shaft and tighten. Install the locking nut
(18) and secure it with headed straight pin (17) into the tip of propeller
piston (72). Apply oil pressure to propeller until the three shutdown
stops have been engaged, then relieve pressure until blades are loaded
against the stops.
(1) Make sulle that threads are clean in dome and on unreverse
pack. Install unreversepack (7 thru 15, Figure 2-1) and flat

steel washer(6) only u~til contact is made with oil transfer
tube, G513862-1. Using a feeler gage, determine the maximum
number of flat steel washers (5) that will obtain a clearance gap
of 0. 010~ to 0. 030 inch between the pack unreversing housing (15)
and flat steel washer (6).
(2) Disengage shutdown stops and let blades move to feather at

least 5 degrees. Install the flat steel washers (5) determined
in preceding paragraph between net steel washer (6) and the
propeller dome (28). Tighten the unreverse pack in position.
(3) Increase pressure until blades engage the th~e shutdown´•stops

and record this pressure, which should be 100 to 125 psi max-
imum. Add flat steel washer (5) to decrease pressure or
a
remove a washer to increase pressure, as necessary, until the

specified pressure is obtained. Decrease the pressure until
the stop pins (30) are away from the stop brackets (22), install
shims or blade stop pin clamps, GS13850, and then increase the
pressure and position the blades against the reverse stop. The
pressure must not exceed 300 psi in moving the blades against
the reverse stop and the cumulative gap between spring tension
washers (10) must be 0. 030 inch or greater as measured with a
feeler gage with the blades at the reverse stop.
(4) Relieve pressure and allow the propeller to feather. Remove

unreverse pack and measure combined height of flat steel washers
(5 and 6). Reidentify the height marking on the unreversing pack

housing hex to the new height. Use vibration peening shallow
impression 0. 003 inch deep or less.
x. The bulkhead (66) shall be installed after oil test of the propeller.
See paragraph 2-14.
P5080
Page 2101
Dec 15/82
TECHNOLOGIES
2-12. FEATHER AM) SHUTDOWN ANGLE.
a. With the plans of rotation of the

propeller in the horizontal position,
position the blade angle protractor, GS18219, and blade angle chscb-
ing template, GS125’15-1, on the bench at the 3O-inch blade
station. Hold both in place with template/protractor holding fixture,
GS13784-1, Install a soft metallic shfm between the counterweights
and barrel to hold the blades in fully extended (rotating) position
while checking feather angle. With the blades in the feather position,
manually twist blade against the feather stop and measure the blade
angle at 30-inch blade reference station marked on the blade. See
paragraph 2-15. m. Twist all blades towards decrease blade angle
to remove the backlash from the blade actuating mechanism and
read the No. 1 blade angle. The backlash of the No. 1 blade shall
not exceed one degree.
b. With the backlash removed toward decrease pitch and the blades in
feather, the blade angle read at the 30-inch blade reference station
shall be between 86 and 87 deg~es. If one or more blades fall out-
side the tolerance, take the average of the highest and lowest blade
angles, and replace the washer as shown in Table 2-9.
TABLE 2-9
FEATHER ANGLE CORRECTION
BLADE ANGLE REMOVE 716893-57 AND

MEASURED (DEGREES) INSTALL WASHER QUANTITY
85. 5-86. 1 716893-56 1
86. 2-86.’1 NO ADJUSTMENT

REQUIRED
86.8-87.2 716893-56 2
87.3-87.8 716893-56 1
AND
716893-57 1
P5080
Page 2-102
Dec 15/82
UNTTED
TECHNOLOGIES
NOTE: Care should be exercised in attempts to compensate for

reported in-flight feather windmilling. A maximum of 12
propeller rpm at 180 mph IAS has been permitted to
accommodate the installation tolerances affecting propeller
wlndmilling without detrimental counterclockwise engine
rotation. The maximum permitted feather anp~e of 87
degrees should not be exceeded in attempts to reduce wind-
milling for a given propeller.
c. Manually move the blades toward low blade angle until the shutdown
stop Is engaged. As an alternative, blade angle may be reduced p~r
2-13.d. Read the blade angle at the 30-fnch blade reference station.
The shutdown angle of blade No. 1 shall be between -1 and +1 de-
grees with no pressure applied. If not within the specified angle,
establish which shutdown stop pin (30) is engaging and adjust the
engagement as necessary to obtain close engagement of all three
stop pins (30) within the desired tolerance. If the angle is too low,
replace stop bracket (22), PN 711175-1 with PN 714285-1; if too
high, PN 734286-1 shall be used.
2-13. TE SI~NG. following paragraphs provide complete testing instructions

The
for the model 33LF525, variable pitch aircraft propeller, using hydrau-
Itc tester GS1221 or equivalent. The oil used in the hydraulic tester shall
conform to MIL-L-7808 or M[L-L-23699. The temperature of the oil will
be maintained at 60 to 1500 F.
a. With the bulkhead ~moved, install the propeller on assembly test

stand GS8778-1, ~or equivalent. If installed, remove the unreverse
pack (7 thru 15) and check that the locking nut (18) and pin (17) are
installed. Cap off the piston by inserting oil transfer tube,

GS13862-1, through the hole in the dome and threading it into the
piston.
b. Connect the pressure line from hydraulic tester, GS1221, to a zero

to 300-psig range pressure gage attached to the ~draulic filling on
the, GS8778-1, assembly and test stand. The return line will not
be attached during functional test of the assembly.
c. Open the TNBOARD PRESSU~E and INBOARD BACK PRESS valves

and close the OUTBOARD and OUTBOARD BACK PRE SSURE valves
of the hydraulic tester. Depress the START button.
P5080
Page 2-103
Dec 15/82
UNC~ED
TECHNOU)GIES
NOTE: Depress stop pins (30) until retracted and install 0. 020 to
0. 030 inch thick soft aluminum shim stock around the
counterwelght, or install blade stop pin clamps, GS13850,
to retain the stop pins in the depressed position during
compliance with step d. through f.
d. Blade Angle versus Pressure Test, Perform this test with the
unreverse pack shimmed in accordance with paragraph 2-11.t.
(1) Tighten the unreverse pack to a torque of 1100 to 1200 pound-

inches using torque wrench GS18039-16, socket adapter,
GS18183, and socket, 0518185, or equivalent.
(2) Remove the shims installed in paragraph 2-12.a from between

counterweights and barrel.
(3) Check to make certain the NACA type protractor (GS18217 or

equivalent) is at the 30-inch reference station of number one
blade
(4) Regulate the oil pressu~e until the blades move slowly toward
reversee
(5) Starting at point within three $egrees from the feather angle
a
(86. 5 0. 5 degrees), record the blade angle and operating

pressure on a graph similar to Figure 2-29. Pressure and blade
angle shall be noted at 20 degree increments, assuring that the
point of abrupt curve change (approximately zero degrees) is
clearly defined. The last reading shall be taken within -9 to
-fl. 5 degrees.
I (6) The curve shall not exceed the maximum limits shown in
Figure 2-29. If this limit
pack for proper shfmming
is exceeded, check
and for binding
the unreverse
of all moving parts of
the propeller.
1 (7) With the propeller in reverse, close the tester needle valve and
shut off the tester. Regulate the needle valve to allow tbs blades
to turn slowly toward feather.
P5080
Page 2-104
Dec 15/82
UNITED
TECHNOLOGIES
(8) Starting within -9 to -11. 5 degrees, record the blade angle and
oil pressure on a graph (see Figure 2-29) as in step (5). The
last reading shall be taken within three degrees from full feat~ep.
(9) The curve shall not be below the minimum limits shown in
Figure 2-29. If these limits are exceeded, new helical com-
pression springs (25 and 26, Figure 2-1) shall be installed in
the dome (28) and the test repeated.
e. Feather rate. Return the blades to the reverse position. Reduce

the pressure in the pressure line by opening the BACK PRESS valve
until the pressure gage indicates zero. Depress the STOP button of
tbs hydraulic tester thereby allowing the oil in theline to return to
atmospheric pressure. The blades must return from reverse to
feather by the action of the‘ helical compression springs (25, 26)
only, within 12 seconds without external excitation.
f. Remove aluminum shim stock from tlae blade stop pins (30) or the
blade atop pin clamps, GS13850-1, if installed. Remove the un-
reversing pack (7 thru 15) from the dome. Remove oil transfer tube,
GS13862-1 from the piston and install propeller blade positioner,
GS1412 0-1.
g. Remove the propeller from the assembly and test stand.
NOTE: Shims (19), locking nut (18), straight headed pin (17),
cotter pin (16) and preformed packdng(57), are loose
functloned parts and will be tagged, bagged, and shipped
unassembled with propeller.
2-14, INSTALLATION OF BULKHEAD. Align the holes in spacer (60) with the
mating holes in the barrel. Install the bulkhead (66), aligning the number
"1" stamped on the bulkhead with number one blade. Install washer (59)
and bolts (58). Tighten the bolts to a torque of 120 to 135 pound-inches
and lockwire In pairs, using MS20995C41 wire per AS567.
Page
2-105P5080
Dec 15/82
UNT~ED
TECHNOU)GIES
i-:-
REVERSE tc:´•-:´•
zi-;
´•i
(n
i-:
a
1
-r
a
160
:-I
w
I
I´• MAX.ALLOWABLE TO DECREASE PTTCH

.i~-
120
100
c
L;.L
:+icji
W
a
-;´•-;t3´•4:
O
a: ;I
a
-,-f
MIN ALLOWABLE TO INCREASE PITCH
--iO 1D ~O 3a 44 S4 60 fO 80 ~O
BLADE ANGLE-- DEGREES AT 30 INCH STATION
StaMe Propeller Operating Pressure Versus Blade Angle

Figure 2-29
NOTE: .The spinner (3) need not be installed at this time but may
be retained separately until propeller Insrtallatfon. During
installation, the spinner attaching screws (1) shall be
tightened to 35 to 40 pound-inches of torque,
P5080
Page 2106
TECHNOCO%IES
2-15. PROPE LLER BALANCE. All balancing shall be performed with the
barrel approximately full of oil. Balancing shall be performed in a
room free of air currents. The propeller shall be balanced as a com-
plete assembly, including spinner bulkhead assembly (64 thru 66), but
less spinner (3) and the unreversing pack (7 thru 15). In order to obtain
correct propeller balance data, observe the following throughout the
balancing procedure.
a. Cover the balancer when not in use.
b. Make sure balance weights, arbor, flange adapter, and all other
balancer parts are free offoreign material prior to use.
c. The suspension cable must be straight, with no kinks or twists.
d. Check the balance indicator to make sure it moves freely, without

evidence of Mndii(g, over the black indicator disk incorporated
into the arbor end.
e. Do not impart excessive downward or sfdewise pressure on arbor
suspension rod, as damage to flexible suspension element within

arbor may result.
f. Do not jerk or bump the balancer when lifting it with a hoist. Slow,
even lifting forces must be applied.
g. The bolts which mount the balancer to tbe barrel must be tightened
evenly and equally. Tightening bolts unevenly will cause flange
adapter to cock on barrel mounting surface.
h. Visually inspect barrel mounting surface to make sure it is clean

and smooth.
i. The balancer temperature must be at a minimum of 650 F (f80 C)

before use.
j. Balancing must be performed in an area free from drafts or air

currents.
k. The balancer accuracy must be checked every fifth propeller. Using

a balanced 33LF propeller, accomplish the following.
P5080
Page 2-107
Dec 15/82
LINITEO
TECHNOLOGIES
(1) Rotate the suspension cable 1800 with respect to the balance
arbor. The balance must repeat within 2 balance washers.
If it does not, check the cable for kinks or twists.
(2) Rotate the balance arbor and suspension cable 1800 with respect
to the nange mounting adapter. T~re balance must repeat within
2 balance washers. If it does not, the arbor will have to be
returned to Marvel for repair.
(3) Rotate the Marvel balancer 1800 with respect to the barrel
mounting flange. The balance must repeat wltbdn 3 balance
washers. If it does not, check the barrel mounting face to
make sure it is flat and smooth. Also check the mounting nange
on the Marvel flange adapter for nicks or gouges.
i When starting with a dry barrel, put engine lubricating

2 quarts of
oil, MIGL-7808 or MIL-L-23899, into barrel caPitgp. When ~plen-
ishtng, the a~uart level may be obtained with the blade plans
verttca2 blade seal removed from upper arm bore, and with ons
blade positioned borlzon,-sllv to position the upper open arm bore at
30 deg~ea. Replenish with engine oil until full in this position.
Relnstall aeaZ;uad counterweight.
I m. To locate blade during balancing in a simulated rotating position two

sMms per blade are to be selected as follows.
(1) With propeller in feather, position the first blade vertically

downward.
(2) Measure the counterweight to barrel gap using a light slip fit
of two feeler gages. Counbrweight-to-barrel gap shall be
ii. 005 to 0. 080 inch.
(3) Select two shims each of tMcltPess equal to the measured gap
(-0. 000 to +0. 004 inch) and identify shim pair.
(4) Repeat above steps for other two blades. Trim the shims until
the three shim pairs are equal in weight.
n. Position and hold the blades at 300 20 using the propeller blade
positioner, GS14120-f.
P5080
Page 2-108
Dec 15/82
TECHNOLOGIES
o. Balance the propeller horizontally using balancer, 0813865-1, with

adapter kit, 0513864-1, and hoist adapter or equivalent equipment
in accordance with the balancing: procedures provided’wtth the bal-
ancing equipment.
p. mating two shims between barrel and counterweight

Insert the
approximately 900 apart.
NOTE: The counterweigtrt-to -barrel gap ´•wrll be uniform if the

shims are positioned equally to hold blades In simulated
running position during blade angle measurements or pro-

peller horizontal balance.
I q. The propeller shall be balanced by the addition of machine bolts

AN1O1OO9, AN1O1O12, AN1O1O14, or AN101O17, las required depend-
ing on the number of flat washers AN960-10, AN960-10L or AN970-3
required to obtain Anal balance) and the self-locking nuts
MS21042-3 added to the spinner bulkhead.
NOTE: Apply flat washers on the balancing bolt with the bolt head
on aft side and limited to one washer maximum on aft side
of the bulkhead. Do not exceed nine washers per bolt. The
bolt must extend two threads (minimum) beyond the nut after
Analinstallation. Tighten the bolts to a torque of 25 to SO
pound-inche s.
I r. The propeller shall be considered within acceptable balance when

the indicatorbushing is within the black indicator circle with the
balance sensitivity set as speciAed.
(1) The balancer back balance weights must be adjusted (approxi-

mately 24-inchposition) for
a balancer sensitivity that one
washer, AN970-3, mounted at the bulkhead balance bolt circle,

shall move the indicator circle from the central position to at
least tangellcy of the indicator bushing and tbs black circle.
(2) See Table 2-10 for propeller balancing troubleshooting causes
and remedies,
P5080
Page 2-109
Dec 15/82
UNT~D
TECHNOU~GIES
a. Remove shims after balance. Remove the propeller blade positioner,

GS14120-1, and allow the blades to turn to the shut down stops.
t. Temporarily reinstall the unreversing pack (hand tight) and secure
with socket head cap screw (4).
2-16. ASSEMBLY MARI~G. Assembly markings shall be in accordance with

the following instructions.
a. Mark the barrel between the blade bores on the raised plateaus by
vibration peen, maximum depth of 0. 003 inch. Characters shall
be 0. 125 to 0. 250 inch high and shall not extend more than two inches
inward from front and rear faces df the barrel. The propeller mark-
ing shallbe:
Between Arms 1 and 2
Hamilton Standard
33LF-325
Parts List No. 33LF-325P las appropriate)

No. XXXXXSK
TC PB0EA
PC 14
b. Mark tbs assembly date by the quarter and year on the rubber asaem-
I bly date decal

(85). The quarter and year shall be separated by the
letter
date of the first quarter of

I assembly
Example: "1&81" indicates an
1981.
P5080
Page 2-110
Dec 15/82
TECHNOM)GIES
2-17. PREPARATION FOR DEL~VERY OR STORAGE.
a. Preserve the blade butts by dipping in or swabbing with engine

lubricating oil MIL-L-7808 only. Assure that the roller bearing is
well coated. Wrap the butt with grease-proof paper MIL-B-121 and
overwrap with metal-backed paper, ML-B-IS1. Package each
blade in a regular slotted carton, 275 pounds test in accordance with
Federal Standard PPP-B-636, with sufficient dunnage or die cut
pads to lock blade Inplace. Counterweight assemblies shall not be
coated with oil.
b. Preserve hub and dome by dipping or swabMng with oil MIL-L-7808.

Wrap with grease-proof paper, MIL-B-121. Package in a regular
slotted carton, 275 pounds test in accordance with Federal Standard
PPP-B-636, with sufficient dunnage or die cut pads to lock parts in
place.
c. Wrap spinner and bulkhead in chemically neutral wrapping paper,

11IE-P-17667, and in a regular slotted carton, 275 pounds test in
accordance with Federal Standard PPP-Bd36, with sufficient dunnnPn
or die cut pads to lock part in place.
Place above packaged parts in shipping container style 04 per PPP-

B-640. The above to be so located in shipping container as to make
a balanced load.
e. The box containing the propeller shall be stored In a protected area
out of the weather.
f. Stored propellers shall be unpacked and examined for contamination

and corrosion, particularly the barrel and blade rollers, on a
yearly basis. Represerve the parts in accordance with paragraphs
a. and b. The month and year of inspection shall be clearly stamped
or stenciled on the container per paragraph 2-16.
Page
2-1 1P5080
Dec 15/82
UNTTtlD
TECHNOLOGIES
TABLE 2-10
PROPELLER BALANCING TROUBI;E SIIOOTINO
Balancing arbor lacks Sensitivity setting Ln- Increase sensitivity.
sensitivity. correct (Raise propeller balance

height in relation to back
balance weight.)
Balancing arbor re- Physical interference Check to ensure arbor

ma´•lnstilted. Indicator with arbor or suspended and balancing assembly
cannot be centralized. mass. are suspended free of
interference.
Sensitivity setting in- Reduce sensitivity.

correct balancer (Lower propeller balance
unstable. height in relation to back
balance weight.)
Balance indicator seems Interference between in- I~oosen indicator bushing

to catch or lock in dicator bushing and top and raise to provide
various positions. end of arbor. 0. 002 to 0. 003 inch
clearance. Rs-setbush-
ing set screw.
Balancer oscillates Air currents disturbing Isolate from air distur-

exce s sively. balancing assembly. bances.
Loss of dash-pot oil Re-fill arbor fluid reeer-
Dash-pot oil viscosity votr. (Refer to Marvel

too low. Service Manual)
Balancing arbor res- Dash-pot oil too cold Refer to Marvel Service
pome is too slow. or viscosity too high. Manual.
Balance indications Cones or other adapters Check for security of

inconsistent. improperly seated. mounting, nicks, or
foreign matter on adapter
orbalancing assembly
mating surfaces. (Refer
to Marvel Service Manual.
Page 2-112
Dec 15/82
UNITED
TECHNOLOGIES
SECTION IIZ
ILLUSTRATED PARTS BREAKD~JN
P5080
´•I Page 3-1
Dec 15/82
UNPTED
TECHNOLOGIES
BB--~ 50
´•-O
1\T
35 36 38
1
/34 313
142L~ i
82 -o
38
84---~
11
,18
83--~
78
35 46 ~2T\i 47
glk
B--cTa
45
44 34 i,
OdM
21 41
~tY\s;51
53
~--22 o
40
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,--II-´•
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1 eSc57
,~59
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P5080
Page 3-2
Dec 15/82
TECHNOLOGIES
33LF-325 VARIABLE PITCH AIRCRAFT PROPE LLER
FIGURE UNITS
INDEX PART CHANGE PER
NO. NUMBE R DESCRIPTION CODE ASSY
3-1 33LFS25 PROPELLER, AIRCRAFT REF

VARIABLE PITCH
-1 AN526 ~2 8R10 SCREW, MACHINE 12
-2 AN960~16L WASHER, FLAT 12
3 714247-1 SPINNER, PROPELLER 1
-4 69582-10-3e SCREW, CAP, SOCKET 1

HEAD
-5 1%0007-33 WASHER, FLAT, STEEL 1
-6 ’110001-18 WASHER, FLAT, SS’EEL AR

(16 MAXIMUM)
-7 69965P268 RING, RETAINING 1
-8 704518-10 WASHER, FLAT 1
-9 910001-22 WASHER, FLAT, STEEL 1
-10 ’711150-2 WASHER, SPRING 12

TE NSZON
-11 91000%-21 WASHER, FLAT, STEEL AR

(9 AVG)
-12 710001-19 WASHER, FLAT, STEEL AR

(16 MAXIMUM)
-13 710008-2 WASHER, FLAT, SPECIAL 1
-14 918092 -1 PLUG, BUTTON 1
P5080
Page 3-3
Dec 15/82
tECHNOLOGIES
33LF-325 VARIABLE PITCH AIRCRAFT PROPELLER
FIGURE UNITS
INDEX PART CHANGE PER
NO. NUMBER DE SCRIPTION CODE BSSY
3-1-15 711173-1 HOUSING, UNREVERSING 1
-16 MS24665-132 PIN, COTTER 1
-17 69725-613)16 PIN, STRAIGHT, HEADED 1
-18 ´•711180-1 NUT, LOCKING 1
-19 584926 SHWL, SOLID (NP) (MSI) AR
584926-11 SHIM, SOLLD (0.‘0031HTCK) 6
584926 -12 SHIM, SOLID (0. 006 THICK) 6
-20 MS9090-L2 BOLT, MACHINE 6
-21 AN960-S16L WASHER, FLAT 9 6
-22 711175-1 BRACKET, STOP 3
-22 714285-1 BRACKET, STOP 3

(SEE NOTE 1)
-22 7142 86 -1 BRACKET, STOP 3
(SEE NOTE 1)
-23 711147-1 SEAT, SPRING 1
-24 711174 -1 SEAT, SPRING 1
-25 ~701515-112 SPRING, HELICAL 1

COMPRESSION
-26 733 894 -1 SPRING, HELICAL 1

COMPRESSION
P5080
Page 3-4
Dec 15/82
UNITED
TECHNOLOGIES
33LF525 VARIABLE PITCH AIRCRAFT PROPELLER
FIGURE UNITS
INDEX CRANGE PER
NO NUMBE R DESCRIPTION CODE ASSY
3-1-21 111149-1 SEAT, SPRING 1
-28 711163-1 DOME, PROPELLER 1
-29 69363P62 RING, RETAINING 3
SO 711176 -12 PIN, STOP 8 3
-31 761515 -1l 5 SPRING, HELICAL, 8

COMPRESSION 3
-32 M524665-302 PIN, COTTER 6
-33 ’126 736 -1 NTT, CASTELLATED, 6
´•I -34 MS20002 -6 WASHER,

NOGAXEHKUSRTC AR
AND PLAIN (24 MAXIMUM)
-35 ’126 726 -3 BOLT, MACHINE 6
’1%4252-5 COUNTERWEIGHT, SET 3
-36 MS171495 PTN, SPRING 1
-3’1 MS9105-86 LOCK I
-38 714252 -f 04 COUNTERWETGH~P, I

FORWARD
-39 714252-204 COUNTERWEIGHT, AFT 1
-40 69992B18 BALL, CHROME ALLOY 2 98

STEEL
P5080
Page 3-5
Dec 15/82
TECHNOU)GIES
FIGURE UNITS
INDEX CHANGE PER
NO. NTMBE R DESCRIPTION CODE ASSY
3-1~1 711159-1 RETAINER BALL 3
-42 716 904 -1 RACE, BEARING, INNER- 3

SET
-43 714314-2 SEAL, CHEVRON 3
-44 M524665-233 PIN, COTTER( USED) 3

T~PTEI
MS17826-8)
-45 M517826-8 NUT, SELF-LOCKING 3
716 922 -1 BEARING, BLADE 3

(SEE NOTE 2)
-Q6 592361-3 RACE, BEARING, 2

THRUST
-47 599040-2 ROLLER BEARING 28
-48 599036 RACE, BEARING, 1

OUTER
-49 599035-11 RACE, BEARING, ~1

INNER
1033A-O BLADE, PROPELLER, 3

AIRCRAFT
-50 535221-12 STRIP, FRICTION- 1

REDUCTION (50 33LF
NO. 17)
-51 AN565FC1032H7 SE TSCREW 1
P5080
Page 3-6
Dec 15/82
TECHNOLOGIES
FIGURE UNITS
INDEX CHANGE PER
NO. NUMBER DE SCRIPTION
3-1-52 716923-11 PIN, BLADE (SEE 2 1

NOTE 2)
-53 MS16625-1181 RING, RETAINING 1
-54 MS924 1-221 PACKING, PREFORMED 1
-55 726635-3 PLUG, BLADE BORE 5 1
(SB HS33LF NO. 13)
-56 1053-0 BLADE 1
-~7 MS9241-037 PACKING, PREFORMED 3 1
-58 AN103912 BOLT, DRILLED, HEXAGON 6

HEAD
-59 MS1519ti-812 WASHER, SPINNER 6

MOUNTING
-60 710032 -3 SPACER, BULKHEAD 1
-61 MS21042 -3 NUT, SELF-LOCKING AR

(SEE NOTE 3)
-62 ANS’IOS WASHER, FLAT (35 MAX- AR
(SEE NOTE 3)
-62 AN960-10 WASHER, FLAT 3 AR
(SEE NOTE 3)
-62 AN960-10L WASHER, FLAT 3 AR
(SEE NOTE 3)
P5080
Page 3-7
Dec15/82
UNr~ED
TECHNOCOGIES
FIGURE UNITS
INDEX CHANGE PER
NO. NUMBE R DESCRIPTION CODE ASSY
3-1-63 AN101009 BOLT, HEX HEAD 3 AR

(SEE NOTE 3)
-63 AN101012 BOLT, HEX HEAD 3 AR

(SEE NOTE 3)

(SEE NOTE 3)

(SEE NOTE 3)
714246 -1 BULKHEAD ASSEMBL’P, 1

PROPE LLER
-64 MS20426D3-5 RIVET 30
-65 NAS686A4 NJT, SELF-LOCKING 15
-66 714246 -10 BULKHEAD 1
-67 730508-2 RING, GLIDE 6* 1

(SB HS33LF NO. 12)
-68 718041-1 PACKING, PREFORMED 3 1

ANTI-~IST
-69 MS9241-254 PACKING, PREFORMED 3 1
-70 MS9241-011 PACKING, PREFORMED 3 ~2
-71 701526 -1 PIN, GROOVED, HEAD- 1

LESS (ANTI-TORQUE ROD)
P5080
Page 3-8
Dec 15/82
UNITEO
TECHNOLOGIES
33LF-325 PITCH AIRCRAFT PROPELLER
FIGURE UNITS
INDEX CMANGE PER
NO. NLT1MBE R DE SC RIPTION CODE ASSY
3-1-72 738241-1 PISTON, PROPELLER 6* 1

(SB HS33LF NO. 12)
-73 701519-1 FSVASHER, LOCK 1
-74 716 893 66 RING, STOP 1 AVG AR
-75 716 893 -57 RING, STOP 1 AVG AR
-76 714308-5 BUSHING, ANTL-TOR- 9* 1

QUE (SB HS33LF No. 10)
-77 717896 -3 YOKE, PITCH CHANGE 9* 1
(SB HS33LF NO, 10)
-78 716893-58 RING, STOP 1\’

-79 MS9241-124 PACKING, PREFORMED 3 1
-80 733838-2 D SHAFT, POKE 9* 1

(SB HS33LF NO. 10)
-81 592130-16 SPACER, SLEEVE 1
-82 738675-1 PACKING, PREFORMED 7 1

(SB HS33LF NO. 14)
-83 MS924 1-156 PACKING, PREFORMED 3 1
-84 733978 -1 PLATE, BARREL 1
-85 MS9244-0 1 DECAL, RUBBER 1

ASSEMBLY DATE
714234-2 BARRELAND BUSHING), 1

PROPELLER
P5080
Page 3-9
Dec 15/82
UNTtED
TECHNOLOGIES
33I~F525 VARIABLE PITCH AIRCRAFT PROPE LLER
FIGURE UNITS
INDEX CHANGE PER
NO. NUMBER DESCRIPTION CODE ASSP
3-1-86 MS924 1-131 PACI(ING, PREFORMED 3 1
-87 733834-1 BUSHING, FLANGED,

GROOVED 1
-88 714234-10 BARREL 1
716923-12 PIN-BLADE 1
716923-13 PIN-BLADE 1
716923-14 PIN-BLADE ´•1
716923 -15 PIN-BLADE 1
716922 -2 BEARING-BLADE AR
592361-8 RACE -BEARING, 2
THRUST
599040-2 ROLLER-BEARING 28
599036 -4 RACE-BEARING, OUTER 1
599035-12 RACE-BEARING, INNER 1
716 922 -3 BEARING-BLADE AR
592361-8 RACE-BEARING, THRUST 2
599036 -4 RACE-BEARING, OUTER 1
P5080
Page 3-10
D~e 15/82
TECHNOLOGIES
FIGURE UNITS
INDEX CHANGE PER
NO. MJMBER DESCRIPTION CODE ASSY

INNER
716922-4 BEARING-BLADE AR

THRUST
599040-2 ROLLE R-BEARf 28
599038 -4 RACE-BEARING, 1
OUTER
599035-14 RACE -BEARING, i

INNER
’116922-5 BEARING-BLADE AR

THRUST
599036 RACE -BEARPNG, 1

OUTER
599035-15 RACE-BEARING, 1
INNER
NOTE 1 USED TO CHANGE THE

LOW BLADE ANGLE AS EXPLAINED
IN TEXT, PARAGRAPH 2-12.c.
P5080
Page 3-11
Dec 15/82
TECHNOUH;IES
FIGURE UNITS
INDEX CHANGE PER
NO. NUMBER DE SCRIPTION CODE ASSP
NOTE 2 USE THE FOLLO~KLNG

REPAIR PARTS IN ACCORDANCE
C7~ITH OVERHAUL MAN~AL.
NOTE 3 USE AS
FOR BALANCING.
Items must be incorporated with tbeir respective service bulletin.
P588Q
Pae;e 3-12
Dec 15/83
TABLE 1 CONFIGURBTION CHANGE SUMMARY
H*NOE SERVICE HE INT

ITEM CONFIGURATION DESCRIPTION
oE No BULLETIN NO. REF NO.
1 i 33LF-325 P13 I SE 61-1 1 I General update of all 33LF-925 propellers to:lmprove

featherabillty.
2 1 33LF-325 P14 1 94056-1 s Blade pin 714242-11 euperseded´• by 716929-11to

fit between bearing and blade pin.
g
94055 B Blade race balls 69992A18 superseded by 69992B18.
94176 On spinner P/N 714241-1 superseded 714241-30 by

114247-39 to reduce clearance beeween spinner and
dome.
9 1 33LF-325 P15 B 1 94064 1 15tandardlzee AN hardware and superseded 69494 eeale

by M9 9241.
4 1 33LF-325 P16 I 1 94010 D Blade plug pin P/N 714913-4 (alumlnum) superseded by
P/N 726695-2 (plaetic).
5 II 33LF-325 P17 I 6B 61-13 1 100167 B Blade plug P/N 726635-2 replaced by P/N 126635-3 to
increase wall thickness between seal groove and plug
ID.
a ~d g
UIO
er oo
t; o
TABLE 1 CONFIGURATION CHANGE SUMMARY
CHANGE BBRVICe Ne aNT

ITEM CONFItURATION DESCRIPTION
CODE NO. BULLETIN NO. R~F NO.
6 1~ 93LF-325 Pig SE 61-12 1 95857 Provides strengthened piston and seal backup ring by
replacing piston P/N 711181-1 with P/N 158241-1 and
adding gPyde ring P/N 790508-2.
94275 Standardizes P/N 714247-1 spinner liner ~p replacing

p/N 714241-39 with P/N 137170-1.
B
7 1 33LF-325 Pip I SE 61-14 1 102902 Provides a barrel plate seal that will not twist and
by replacing P/N MS9241-224 with P/N 738675-1.
8 1 33LF-325 P20 I 1 96381 Provides shutdown stop plunger with increase wall
a
by replacing plunger P/N j11176-1 with

thickness
PIN 111176-2 and spring P/N 101515-119 with
P/N 701515-126.
9 B 93LF-925 P21 1 SE 61-10 1 95865 Provides a yoke improved life. Yoke shaft
with
P/N 799855-1 superseded by P/N 733835-2 Yoke
P/N 7015%1-9 superseded by 717896-9. Wishing P/N
714908-5 added.
p’a’F~
ia,
:’r oo
rJ~´•Q
-b

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ATP

INDEX COPYRIGHT 2007

COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

"ATP" is a registered trademark of Aircraft Technical Publishers. All original

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE

ATP Grid Index to~Manufacturer’s Publications:

01 Hydromatic Propellers (22030 22040) (P/N 145)

01 ´•Hydromatic Propellers (22030 22[340) (P/N 145)

List of:Chapters (Table of Contents)

02 Variable Pitch Prop (23LF-335, 23LF-337) (P/N P5114-1)

Propeller System Descri.ption and Operation

10/23/2000 Copyright Aircraft Technical Publishers Page 1 of 4

Propeller System Removal/Installation

03 Variable Pitch Prop (63E60-19, 63E60-21) (P/N P5132)

04 Variable Pitch Prop (23LF-331, -343, -361) (P/N P5155)

:Propeller System Description and Operation

10/23/2000 Copyright Aircraft Technical Publishers Page 2 of 4

Propeller System Adjustment/Test

05 Variable Pitch Prop (63E60-27) (P/N P6165)

06 Variable Pitch Prop (33LF-325) (P/N P5080)

10/23/2000 Copyright Aircraft Technical Publishers Page 3 of 4

10/23/2000 Copyright Aircraft Technical Publishers Page 4 of 4

MM. 1120 MM)

P ATP REV INS DATE REV REMOVED

Section Pllge Section P~ge

1-2. General Description 1 3-10. OperationInstructions :31

1-12. Detailed Description 3 3-15. FlightTests ‘32

1-25. Constant Speed Control 8 3-24. Flight Operation ´•34

1-46. Attaching Parts ........._

2-6. Preinstallation Checks 18

III OPERATION 27 4-22. 100-120 Hour Inspection 33

3-1. Principles of Operation ........._._

3-4. Constant Speed 29 4-41. Lubrication 42

3-8. Feathering 30 4-43. ServiceTroubles andRemedies .........___

Figure I--I. Model 22030 Propeller

1-3. The 22D30 propeller consists of the barrel assem-

rotating cam meshes with segmental gears on each blade

22030-305 22030-317 22[)30-313

Blade 6531A-l5 6531A-15 6531A-15

Constant Speed Control Assembly 4B2-1 4B2-1 402-1

Feathering Pump 66166-12 66166-12 66166-12

Push Button Switch 54267 54267 54267

Relay 200 Amp. AN3371-2 AN3371-2 AN3371-2

Gun Control Gear 51219 51219 51213

CSU Connecting Plug 53203 53203 53203

Governor Engine Valve Plug 57420 57420 57420

Adapter Assembly Valve and

De-Icing None Fluid None

Engine Shaft Bushing 73914 None None

type cams instead of standard~ cams as used in previous

ing the next lower (odd) dash number.

of a basic assembly has recently been changed to provide

changeability of apart, subassembly or complete unit

a. When a detailed part is superseded by one having a

new number, but when the functional or installational

affected, the assembly number remains unchanged but

b. When the change in a detailed part does affect

to subassemblies on the same basis as described above.

1-8. As an example of the system, consider propeller

interchangeability between the superseded and

ing barrel assemblies, this modification requites only

1 Dome Allembly 5 Retaining Nut

iigure 1-2. Extended View of 22030-305 and 4 Engine Shaft Bulhing