Hartzell Hc-12x20 User manual

HARTZELL

Manual

No.

1000

Septem

bed5

1

inspection

Repair

Overhaul

HC-12X20

HC-D2X20

H

yd

ro-S

elect

ive

Pro

pe

I

e

r

Instruction

Manual

Hartzell

Propeller

Inc.

One

Propeller

Place

Piqua,

OH

45356

U.S.A.

Ph:

513-778-4200

F~X:

513-na-a~

Telex

4332032

HRlZLP

WARNING 1: THIS MANUAL IS OBSOLETE. DO NOT USE.

THIS MANUAL HAS NOT BEEN MAINTAINED BY

HARTZELL PROPELLER INC. THE FAAREQUIRES

THAT THIS DOCUMENT CONTINUE TO BE MADE

AVAILABLE.

WARNING 2: REFER TO HARTZELL PROPELLER INC. SERVICE

BULLETIN HC-SB-61-331 FOR INFORMATION

ABOUT PROPELLER MODEL UPGRADE FROM “1”

OR “8” STYLE HUBS TO “D” OR “A” STYLE HUBS.

WARNING 3: HARTZELL PROPELLER INC. COMMERCIAL

SUPPORT FOR PROPELLER MODELS

CONTAINED IN THIS MANUAL IS NOTAVAILABLE.

WARNING 4: USE OF OBSOLETE MAINTENANCE

INFORMATION OR PARTS THAT HAVE UNKNOWN

HISTORIES IS NOTAPPROVED BY HARTZELL

PROPELLER INC. AND MAY CREATE AN UNSAFE

CONDITION THAT COULD RESULT IN DEATH,

SERIOUS BODILY INJURY, AND/OR SUBSTANTIAL

PROPERTY DAMAGE.

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I

I1

IV

V

VI

X

N

T

E

N

MODEL

HC

-

12x20

Illustrations

inside

front

and

back

cover

Model

Designation

Description

Ins

t

a1

1

at

ion

Instructions

Operating

Instructions

Service

Instructions

Disassembly

Instructions

Assembly

Instructions

Trouble

Shooting

6

Modernization

Parts

List

MODEL

HC

-

12x20-7

and

8

Dash

7

and

8

Models

Page

26

I

Illustration

for

Section

X

-

Pages

16

and

17

Fifth Printing

(September, 1951)

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I

/

\

40

38

15

18

--

(PARTS

DIACRAM~

SEE

CATALOG

NUMI€#

SHEET

FOR

CARTS

IDENTIFICATION

..

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C

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I

P

SECTION

1

MODEL

DESIGNATION

A-HUE

MODEL

DESIGNATION

The

diagrammatic

description

is

self

explanatory.

A

dash

and

a

number

added

ta

the

hub

model

designation

indicates

a

minor

change

which

does

not

affect

the

eligi-

bility.

Hub

Model

Designation

HC-

12x20-1

Parts

List

S.

A.

E.

propeller

shaft

size

HC-Hartzell

Controllable

HA-Hartzell

Ad

justable

1

I

B-BLADE

MODEL

DESIGNATION

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SECTION

I1

DESCRIPTION

A-CONTROL

The Hartzell Hydro-Selective Propeller

is

a

hydraulic

controllable propeller.

The

pitch

of

the

blades

can

be

set

to

any

predetermined

value

within

the normal

operating

range

by

moving

the

cockpit

control

to

the

proper

position corresponding

to

the

en-

gine speed desired,

For

example,

the

push-pull

control

is

pushed

all

the

way

in

for

take-off,

and

is

pulled

out

for

high

speed

and

cruise.

An

intermediate

position

will

provide

an

intermediate pitch

setting

or

rpmvalue.

B-BLADES

The bIades are

of

a

special plastic composition

known

as

“Hartzite”.

ial

has

unusually

good

properties

for

propeHers,

such

as

high

strength,

tion

qualities,

and

is

impervious

to

the

effects

of

weather and

salt

water.

The

mater-

good

vibra-

The blades

are

made

as

thin

as

metal

blades,

consequently

the

efficiency

is

equally

high.

As

“Hartzite”

absorbs

vibrations,

it

results

in

smoother operation than

most

propeller

materials.

C-HUB

The

hub

assembly

is

unusually

simple

and

inexpensive, consisting essentially

of

a

steel

hub

element,

blade clamps

to

which

are

fastened counterweights, blade bearings

and

the

hydraulic

jack

unit.

The

hydraulic unit

consists

of

a

cylinder bolted

to

the

agine.crank

case,

a

movable pistion,

a

ball

bearing which translates

the

motion from

tbnon-rotating

piston

to the rotating

hub

assembly

by

means

of

two links,

and

the

hydraulicservo

valve.

Engine

oil

prcssure

is

used

to

acuate

the

mechanism.

--

D-MODELS

HC-12x20-I,

2,

3,

4,

5,

and

6

(See

Section

X

for

dash

7

and

8).

The

HC-12x20-1

model

has

approximately

10

to

14

degrees pitch

range,

which

is

sufficient

for

normal

low

and

high

speed

control.

The

cylinder

is

designed specifi-

cally

to mount

on

the

Continental

E185

engine,

either

directly with

studs

or indirectly

with

brackets.

The

-2

model

is

similar

to

the

-1

except

the

pitch

range

is

33

degrees

which

erables the

pitch

to

be

reversed

for

ground

or water

handling.

Also,

the

cylinder

mounts directly

to

any

engine

having

a

standard

SAE

20

spline

thrust

plate.

The

-3

model

is

the

same

as

the

-2

except

the cylinder

is

larger,

therefore

will

op-

erate

on

lower engine

oil

pressures.

(8-7/8

0.

D.

for

-3

as

compared

to

7-5/’8

0.

D.

for

-2

model.)

The-3

propeller

was

assembled

with

three

counterweightconfigurations,

as

follows:

Model

HC-12x20-3

has

counterweights

that

measure

4.65

inches

between

the ex-

treme points

of

the

long

corner

or edge.

Model

HC-12x20-3A

has

counterweights

that

measure

4.5

inches

long

and

do

not

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have

a

large

notch

milied

along

the

inside

corner

to

provide

clearance

for

the

Pro-

peller

hub

nut.

This model

requires

the

1/8”

increase

in

length

which

is

accomplish

ed

by

attaching

1

I

8”

or

two

1

‘16”

plates

on

the

end

of

the

counterweight using

two

10-32

cap

screws

one

inch

apart

centrally

located.

Model

HC-12x20-3C

has

counterweights

4.5

inches

long;

however, there

is

a

large

The

-4

model

is

essentially the

same

as

the

-1

model except

for

the

cylinder

mount-

ing

provision. Whereas the

-1

model

is

designed

specifically to mount

on

the

Contin-

ental

E-185

engine, either

with

brackets

or directly with

studs,

the

-4

model

utilizes

the

-2

cylinder

which

mounts

on

the

standard

S.A.E.

thrust

plate.

The

-5

model

is

an

improved version

of

the

-1.

The

litrks

which

transmit

the

MO-

notch

milled

along

the

inside

corner

to

provide

clearance

for

the

hub nut.

tion from the

hydraulic

element

to

push

rods and

forks.

The

-6

model

is

essentially

the

mounting

provision.

It

utilizes

the

thrust

plate.

When the propeller

with

grease.

The

pitch

the

blades

have

been

replaced

in

the

-5

model

by

same

as

the

-5

model

except

for

the

cylinder

-2

cylinder

which

mounts

on

the standard

SAE

SECTION

111

INSTALLATION

INSTRUCTIONS

leaves the factory

it

is

completely

assembled

and

partly

filled

of

the

blades

is

set for

its

particular application

and

&;he

clamp

and

biades

are

marked

with

matchinglines.

A-INSTALLING

PROPELLER

1.

Clean

crankshaft

and

crankcase

nose

section.

Install

bronze

rear

cone

against

the

thrust nut.

In

Ranger engine installations,

the

thrust

nut (Ranger Part

No.

7815)

must

be

removed

and

turned

down

in

a

lathe

to

3.210+.005

over

all

diameter.

2.

The

hydraulic cylinders for

model

HC-12x204,

used

on

North American built

Navions,

were

mounted

on

the

Continental

E-185 engine

with

sheet

metal

brackets.

This

was

necessitated

because

at

the

first

part

of

the

program

the engine

had

no

pto-

visions

for

bolting the cylinder directly

on

to

the

engine

crankcase.

Later

the

D

series

engines

came

through

with

four

tapped

holes

for

this

purpose.

Therefore,

two

cyIin-

der

mounting instructions

are

necessary:

a.

For

Continental engines requiring

brackets:

Locate

the

valve

near

the

top

of

the

engine,

remove

cylinder

from

propeller

assem-

bly

and

secure

it

to

the

mounting

brackets,

which

presumably

are already

bolted

to

the

engine, with Allen head

screws

making

sure

the

assembly

is

seated

fully

on

the

pilot

flange

of

the engine

crankcase.

Be

sure

that

the

brackets

pull

the

cylinder

up

tight against

the

engine

crankcase;

otherwise failures

of

the brackets

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and

propeller components

will

result.

asszmbly

back

against the crankcase,

torque

throug

h-bo1

ts.

Loosen

through-bolts

on engine

to

push

the

if

necessary.

Safely

Allen

head

screws

and

b.

Locate valve near top

of

engine

and

remove

piston

from

cylinder.

Install

a

1/64”

hayd

paper gasket between

the

cylinder

and

the

crankcase.

(It

is

also

recom-

mended that

gasket

compound

be

used.)

Use

elastic

stop

nuts

and aluminum

washers

on

the

studs inside the cylinder.

Studs

or

nuts

MUST

NOT

extend

out

more

than

5/8

inches

from

the surface

oi‘

the

cylinder,

else

the piston

will

be

pre-

vented from receeding fully.

For engines having provisions

to

bolt

th

e

cylinder directly

to

crankcase:

3.

Check the inner and outer

“0”

Rings,

also

the

“0”

ring

grooves,

of

thepiston

for

cuts

or

other

defects that

may

cause

oil

leaks,

and install

“0”

rings

and

felt

seal

on

piston.

4.

Oil

the

crackshaft,

rear

cone,

“0”

rings

and

the

inner surface

of

the

cylinder.

A

thin film of antiseize

compound

(Specification AN-C-53)

or

an

equivalent

mixture

of

70

per

cent white

Iead

and

30

per cent engine

oil

by

volume

is

advisable

on

the

threads

of

the engine

shaft.

3.

Attach

the

proper

hydraulic fittings onto the

valve

body.

6.

Place propeller

on

crankshaft

and

align

wide hub spline

with

shaft

blind

qpl’ne

(if

used).

In

the

case

of

the

-2

and

-3

models,

turn

the

nut

about two threads

he

nut.

a

rJ

the

shaft

making

sure

the

threads

have

engaged properly. Never

use

force

to

start

7.

Turn

the piston

so

the

number

stamped

on

the

flange

matches

with

the

same

!lumber

stamped

on

the

front edge

of

the

cylinder

and

so

that the

three

pins

in

the

cylinder

will

line

up

with

the

holes

in

the

piston.

8.

By

hitting

the

inboard portion

of

the

blades

with

the

palm

of

the

hands,

enter

the

piston

into the

cylinder

taking precautions

not

to

cut

the

“0”

rings in the process.

The

valve

body

should

be

at

either extreme

of

its

stroke

in

order

to

allow

air

to

escape

from

the cylinder.

piston

into

the cylinder by applying

hand

pressure

on

the

counterweights.

As

soon

as

possible

start

the

nut on th?

threads

of

the

shaft and then

push

the

9.

Tighten the

nut

on the crankshaft

using

a

bar

about

3

or

4

feet

long

with

a

10.

With

piston

bottomed in

the

cylinder,

check

travel

of

piston

by

measuring

between

jack

plate

(5)

and

shoulder

of

hub.

The

travel should

be

-413

to

375

on

models

-1

and

-5,

-507

to

,469

on

model

-4,

and

1.062

to

1.094

on

models

-2

and

-3.

Shim

behind

cone

(6)

if

distance

insufficiznt.

Safety

nut to

engine

shaft,

force

of

50

1bs.-maximum effort

of

a

man

pulling with

one

hand.

11.

Install

3/8”

to

1/2”

I.

D.

flexible

hose

from

pressure

side

of

the

engine

to

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the

lever side

of

the valve

and

from

the

engine

crankcase

to

valve.

This

hose

must

be

sufficiently

long

and

arranged

so

that

the

valve

can

be

moved

in

and

out freely.

Locate the drain fitting

in

the crankcase

as

close

to

the

vahe

as

possible-not

over

18

inches.

12.

With

the

cockpit

reverse control line

forward

(in

the

case

of

the reversible

propeller)

just

off

the

locked position, attach this control line

at

the propeller

to

the

short end

of

the

lever

(42)

on

the

valve

(41)

making

sure

that

the

clamping

bolt

is

tight

against the

bracket

on

the

cylinder-

When

moving

the

cockpit

reverse

control

lever

into

the

locked

position, there should,

be

an increase

in

tension

due

to

the

slack

.

being taken

up

in

the lines.

13.

With

piston

bottomed

in

the

cylinder,

the cockpit propeller

control

handle

pulled

out

approximately

2Y4”

from

the

instrument panel,

and

valve

body

located

midway

between

the cotter

and

the

base

of

the guide pin;

attach

the

propeller

pitch control

line

to

the

valve

lever.

(Valve

body

shown

in

mid-position

on

parts

dia-

gram.)

14.

With

the

piston bottomed

in

the cylinder,

check

the emergency

stop

screwson

the inboard

end

of

clamps

for

clearance with

the

hub.

If

necessary, file the

head

on

screws

to

paper clearance between the

screw

and

hub.

%ADJUSTING

PROPELLER

CONTROL

FOR

PROPER

GROUND

OR

STATIC

RPM

1.

Start

and

warm

up

engine

and

check

propeller action.

The

full throttle max-

(Rpm

for

best

rate

of

climb

should

not

exceeh

imum

static

rprn,

with

cockpit propeller control fuIl

forward,

should

be

held

to

limil

listed

in

CAA

Aircraft Specification.

max

engine

speed.)

2.

If

static

rpm

is

too

high

pull

back

on

propeller

control

until correct

rprn

is

obtained.

Stop

engine

and

adjust

propeller

low

pitch

stop

screw

which

limits

the

valve

travel.

On

-1

and

-5

models

this

stop

screw

is

located

in

a

bracket

carried

by

the

valve

lever.

The

end

of

the

screw

bumps

against

the

back

of

the

cylinder

when

the

propeller

is

pulled

into

low

pitch.

For

the

-2

and

-3

models

this

screw

is

held

by

a

bracket

that

is

bolted

to

the cylinder. It

is

adjusted

to

limit

the

movement

of

the

Val-

ve

lever.

For

the

-4

and

-6

models

the

screw

adjusts

directly

against

the

valve

body.

,

3.

If

static

rpm

is

too

low,

stop engine and

back

off

enough

on

low

pitch

stop

screw

and

run

up

engine

again

as

in

paragraph

2.

4.

If

the correct

rprn

cannot

be

reached

because

the

jack plate

is

against the

shoulder

on

the

hub,

reset the

blade

pitch

about

one

degree,

or

1/32

inch

measured

at

the

scribe

marks,

for

each

100

rprn

desired.

The propeller

should

never operate with

the

jack

plate against

the

shoulder

be-

cause

the

cylinder

oil

pressure

is

then

equal

to

the engine

oil

pressure.

This

pressure.

which

may

be

considerably higher than

normal

cylinder

operating pressure,

loads up

both

the

propeller

thrust bearing and

the

engine thrust bearing

needlessly.

The

minimum

clearance

should

be

about

,010”.

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5.

After run-up

fill

propeller blade

bearings

with

grease

recommended in Parts

,ist

using

zerk

fittings

on

clamps.

Stop

when grease appears between

clamp

and

hub.

Care must be

taken

that

the

pressure

does

not

blow

out gaskets

in

clamps.

6.

Checir

pitch

control

in

flight

for

proper

operating

range.

SECTION

IV

PILOT

OPERATING

INSTRUCTIONS

A-HIGH-LOW

PITCH

The

Hartzell-Hydro-Selective

Propeller

operates

with engine

oil

pressure

to

reduce

pitch,

and

centrifugal

force

created

by

the

counterweights to

increase

pitch.

A

servo

valve

regulates

the

oil

flow

to

provide

any

desired

pitch setting within limits

of

pitch

range.

The pilot regulates the

valve

with

a

push

pull control

in

the

same

manner

that

he

regulates

the

throttle.

He

pushes

the

control

IN

to

INCREASE

RPM

and

pulls

it

OUT

to

DECREASE

RPM.

The

blade

follows

the

control

precisely,

the

rpm

will

re-

flect this movement immediately.

a.

WARM-UP

During warm-up

the

pitch

control

should

be

IN

or

in

low

pitch.

Then

set

rpm

at

1500

with

the throttle and check

pitch

change

once

or

twice.

This

will

also

fill

cylinder

with

warm

oil.

b.

TAKE-OFF

No

pitch control

is

necessary.

The

rpm

should

increase

to

nearly the desired

climbing value

by

the

time

the

airplane

leaves

the

ground

without

changing

the

pitch

control.

c.

CLIMB

If

rpm

exceeds

the limit allowed it

may

be

decreased

by

pulling

back

on

the

pitch

control until

the

desired value

is

reached.

d.

CRUISE

Pull

pitch control

out

to

cruise

position.

If

manifold

pressure

gauge

is

available

the

rpm

and

manifold

pressure

can

be

correlated

with

pitch

control

and

throttle

as

recommended

by

engine

manufacturer

for best

fuel consumption

or

best

en-

gine

performance.

e.

LONG

RANGE

CRUISE

Maximum

cruise

econcrny

dictates

low

airspeed,

low

rpm

and

fairly high

man&

fold

pressure.

For

these

conditions

the

pitch

must

be

high.

This

can

be

obtained

-7-

OBSOLETE DOCUMENT – DO NOT USE

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.

with

pitch

control pulled

OUT

to

desired

value

of

rpm

and

manifold pressure.

f.

LANDING

Push

control

in

before landing

in

order

to

be

in

a

position to take-off again

if

nee-

essary.

Taxi

in

low pitch.

B-REVERSE

PITCH

Model

HC-12x20-2

and

-3,

reversible

propellers,

go

into reverse

pitch

with engine

oil

pressure

and

comes out

of

reverse

by

centrifugai

force

created

by

the

counter-

weights.

Before

attempting

to

reverse the

pitch

the

rprn

must

be

reduced

to

1200

or

less

for engines having oil pressure less

than

50

lbs.

Generally, the

lower

rpm

the

less

is

the time

for

the’

pitch

to go completely

into

reverse, depending on the oil pressure

available at idling speeds.

For

the

Sea-bee

installation, unscrew and

push

up

the reversing control and slowly

push

towards the

rear.

DO

NOT

FORCE.

The Dilot

can

feel

the

control yield

to

his

pressure ineicating

that

the

pitch

is

changing. When

the

control

is

all

the way

back

the pitch is

in

reverse

and

the pilot

can

then apply

throttle.

UNDER

NO

CONDI-

TIONS

SHOULD

ONE

OPEN

THE

THROT“LE

WHILE

THE

REVERSE

CONTROL

IS

IN

AN

INTERMEDIATE

POSITION.

If

there

is

any

doubt whether the

pitch

is

corn-

pletely in reverse

open

the

throttle

slow~y

to

avoid

the

possibility

of

the

engine racing.

Never let

the

engine exceed

2500

in

reverse

in

the

case

of

Franklin Engine

6AL500.

In

order

to

come

out

of

reverse

the

rpm

should be

set

AT

LEAST

1200.

The high

er

the

rpm

without exceeding the limitation

of

apDroximateiy

2500,

the

fasterthe

pitch

changes

out

of

reverse.

Apply

forward

pressure to

the

reverse

conlrol

until

it

slips

into the lock position.

LOCK.

Any

monetary rpm increase up

to

the limitation

of

the engine is

not

to

be

a

Cause of concern

as

some

speed

up

is

inevitable

when

the

pitch

goes

through zero.

C-PROPELLER

CARE

It

is

advisable

to

turn the

propeller

into

a

horizontal position

on

preparing the

ship

for

tie-down

or

hangering.

In

this

position

it

will

not

permit

water

to

drain

be-

tween

the

clamp

and

hub

into the blade

bearing,

and

in

this position

the

propeller

can-

not

be

damaged

by

hitting the overhead portion

of

the

hanger.

Since

the

blades

are

solid

“Hartzite” through and

through

with

good

weathering

characteristics,

covers

for

them

are

not

a

necessity.

It

is

advisable,

however, to

cover

the

hub

and

hydraulic elements

with

a

waterproof

hood

when

storing

in

the

open.

In

cleaning

the

propeller,

use

grease-cutting

soap

and

water

to

wash

the

blades and car-

bon

tetrachloride

or

naptha

to

clean

the

hub.

Most

automobile waxes

used

on

th2

blades will

give

them

lustre and

protection.

A

waxed surface

is

also

of

some

advantage

aer

od

ynarnicall

y.

In

order to minimize water

erosion

in the

case

of

the

“Sea-bee”,

all

water

taxy-

ing

should

be

done

in

low

pitch

and

with

wing

flaps down.

The

pilot

should

perform the

daily

visual inspection

its

listed

in

Section

V,

Part

A.

4-

OBSOLETE DOCUMENT – DO NOT USE

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SECTION

V

SERVICE

INSTRUCTIONS

A-DAILY

VISUAL

INSPECTION

The

propeller

should

be

regularly

and

carefully

inspected

visually

for

the

follow-

ing:

1.

Excessive

oil

leaks

in

the

hydraulic element

and

valve.

Replace

“0”

rings

when

necessary.

A

true

source

of

leaks

can

best

be

discovered

by

standing

off

to

a

side

clear

of

the

propeller and watching

the

valve

and

cylinder,

or

by

wiping

all

visible

oil

from

the engine, propeller and cowling

and

then starting

the

engine

for

a

very

short

period

of

time.

2.

Grease

leaks

through

the

clamp

gaskets.

Replace

gaskets

if

necessary

its

de-

scribed

in

Section

VII,

Part

D.

Use

non-hardening

gasket

compound.

3.

Cracks

in

the hub

or

clamps,

and

particularly

the

links

in

linkplate

(5).

Never

hesitate

performing

a

magnetic

check

at

the

first

sign

of

a

crack.

4.

Bruises,

dents

ur

cracks

in the

blades.

See

CAA

Manual

18

for

the

allowable

damage

to

be

airworthy.

(Major

repairs should

be

made

only

by

a certified agency

or

the

factory.)

The

metal

leading

edge

is

stainless

steel

and

is

expected

to

crack

around

the

leading

edge

only

along

the

scribed

lines

put

in

the

metal

for

this

purpose.

Missing

metal

or

hose

rivets

should

be

repaired. See Section

VTII

Part

E

instruc-

311s

for

replacing

rivets.

HAVE

THE

TIPPING

REPAIRED

WHEN

SMALL

PITS

AP-

EAR

ON

THE

TIPS.

This

is

especially

true

on

the propellers

used

on

amphibians.

If

the

water

penetrates

the

stainless steel

tipping,

the

plastic

beneath

it

can

be

dam-

aged beyond repair in

a

very

short

period

of

time

if

the

punishment

is

severe.

Armor

tipping

should

be

refiled

to

a

sharp

edge

at

the first

sign

of

pits

on

the

leading

edge.

5.

Check

the

scribed

lines

on

the

clamps

and

blades

to

see

if

they

are

matching.

The

reason

for

this

precaution

is

to

detect

blades

that

may

slowly be twisting

to

flat

pitch

because

the

clamps

are

not

tight

enough

on

the

shanks

of

the blades.

These

matching

lines

must

be

present originately

and

can

be

scribed

in

with

a

scale

and

scriber. See Section

VIII,

Part

F.

Check blades

for

free

movement

in

the

hub.

Grab

counterweights

and

move

both forward

and

then

backward making

sure

at

the

time

that

the

valve

is

against

the

cotter

of the

guide

pin.

In

this

position,

oil

can

bleed

out

of

the cylinder.

6.

#

7.

Check

pitch

control

connections

to

valve

lever.

This

is

especially

true

in

the

case

of

the

reverse

control

connection

on

the

HC-12x204

and

-3

propellers.

The

head

of

the

bolt

attaching

this

control line

to

the

valve

lever

should

be

hard

against

thestop

bracket

on

the

cylinder.

Check

by

pulling

on

the

valve

body.

See

Section

III

Part

A-12

for

attaching

this

control

to

the

lever.

E!-50

HOUR

INSPECTION

1.

Follow

the

regular

inspection procedures

as

listed

under

Part

A.

-a

OBSOLETE DOCUMENT – DO NOT USE

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?

b

2,

Check

wear

in

valve

lever

linkage.

Replace

pins

or

lever

if

excessively

worn

The

valve

lever

is

extremely

sensative,

and

for

correct

operation

the

valve should

re-

spond

immediately

with

the

movements

of

the

cockpit

control.

Replace

worn

parts

if

pitch

control

is

not

precise,

1.

2.

3.

4.

3.

Grease

the

thrust

bearing

located

in

the

hydraulic

element

by

any

of

th-

*

three

methods.

Too

much

grease

will

cause

it

to

overheat.

Use

only

the

recommended

greases

listed

in

Section

IX.

a.

Take

the

screws

out

of

the

cover

plate

on

the

piston

and

drop

about

two

tea-

spoonful

of

grease

between

the

cover plate

and

piston.

b,

If

a

zerk

fitting

is

in

the

piston,

pump

about one-half cubic

inch

of

grease

into

the

bearing.

c.

Remove the propeller

from

the

engine

as

a

unit

including

the

piston.

Work

grease

in

the

1/16

crack

between

the

I.

D.

of

bearing

using

ones

fingers.

4.

Grease blade bearing

with

zerk

gun.

Care

should

be

exercised

whin

pumping

grease into

the

zerk

fitting,

else

excessive

pressure

will

blow

out

the

gaskets.

Grease

should

be

added

until

it

starts

corning

out

around

joint

between

the

clamp

and

hub.

Unless

the

bearings

are

kept

flooded

with

grease

they

will

become

rough

and

eventual-

ly

cause

the

propeller

to

stick.

See

list

of

recommended

greases

in

Section

IX.

5.

Check

tightness

of

linkscrew

(25)

and

also

wear

between

screw

and

link

of

(5).

Linkscrew

(25)

must

be

tight

in

clamp

(24)

else

it

will

work

and

possibly

break.

Torque

to

approximately

30

foot

pounds.

Safety

with

wirelock

(28)

in

such

a

way

tkt

wire

tends

to

tighten

screw.

Replace

screw

if

badly

worn.

6.

Check

clamp

gaskets

for

leakage

of

grease.

For

remedy

see

Section

VI1

Part

D.

C-250

HOUR

INSPECTION

(or

coincide

with

engine

overhaul).

Remove

propeller

and

disassemble.

Magniflux

steel

parts.

Replace

worn

parts.

Assemble.

SECTION

VI

DISASSEMBLY

r~sTRtJcmoNs

The

parts

will

be

referred

to

by

name

and

number

as

listed

in

the

Parts

List

Set-

tion

IX

which

refers

to

the

exploded

view

and

general

drawing

shown

on

the

cover.

A-REMOVAL

OF

HUB

AND

BLADE

ASSEMBLY

FROM

ENGINE

a.

Without

piston

and

cylinder.

1.

Remove wirelocks

(28)

and

linkscrews

(25).

2.

Replace

linkscrews

in

the

Same

Clamps

from

which

they

were

removed.

3.

Remove

safety

screw

(16)

in

nut

(

15)

and

turn

nut

off

of

enpne

shaft.

-10-

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4.

Remove

hub

from

engine

shaft

and

place

away

from

possible damage.

b.

With

piston

and

cylinder

1.

Remove

cotter

(38)

from

valve

guide

on

valve

bracket

a

(40).

2.

Grab

counterweights

and

pull

piston

as

far

out

of

cylinder

as

possible.

Valve

3.

Rehove

safety

screw

(16)

in

nut

(15)

and

turn

nut

off

engine

shdft.

4.

Repeat

instruction

2

above

until

piston

is

entirely

out

of

cylinder.

Provide

a

5.

Remove

hub

from

engine

shaft

and

place

on

stub

shaft

of

a

work

bench.

6.

Remove

cylinder

and

valve

parts from

engine.

must

be

in

high

pitch

position

in

order

to

bleed

air

into cylinder.

pan

to

catch

the

oil

draining

from

cylinder.

F-REMO’;JAL

OF

PROPELLER

BLADES.

1.

2.

3.

Take

nuts

(13)

off

of

bolts

(12)

and

remove

Mlen

screws

(14)

using

Allen

wrench

(5

16”

across

the

flats).

4.

Record

blade

serial

number

with

the

clamp

number

for

each

side

of

the

pro-

peller.

5.

Remove

clamp

halves

(8)

and

(24)

from

assembly,

The

blade

is

then

free

to

Remove

piston

from propeller

assembly

replacing

the

linkscrews

i

n

t

h

e

Scribe

matching

lines

on

bladesand

clamps.

clamps

from which

they

were

removed.

pulled

off

of

pilot

tube

in

hub.

C-REMOVAL

OF

BLADE

BEARING

1.

Pull

“0”

ring

(26)

out

of

the

groove

in

hub

and

roll

it

back

on

the

hub.

2.

Spring

snap

ring

(27)

and

move

back

into

the

“0”

ring

groove.

NOTE:

Hold

the’bearing

together

or

use

two

small

C

clamps,

for

this

operation

will

permit

the

two

races

of

the

bearings

to

part

allowing

the

balls

to

come

out.

3.

Tap

the

bearing

(22)

back

toward

the

snap

ring

and

off

of

split ring

(23).

4.

Remove

split

ring

and the

bearing,

snap

ring

and

“Q”

ring

will

then

be

free

to

come

off

the

hub:

D-REMOVAL

OF

JACK

ASSEMBLY

FROM

PISTON

ASSEMBLY

Back

wire

retainer

(34)

out

of

slot

using

plyers.

A

sharp

1/16’’

dia.

piano

wire

bent

90

degrees

will

aid

in

prying

the

wire

retainer

(34)

out

to

where

it

can

be

reached

with

plyers.

Push

or

tap

the

jack

plate

out

of

the

bearing

using

preferably

a

cylinder

of

steel

whose

0.

D.

is

slightly

less the

I.

D.

of

the

bearing.

1.

1

2.

ELREMOVAL

OF

BEARING

FROM

PISTON

1.

Remove

screws

(35)

holding

on

cover

plate

(4).

-1

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a

I

2.

Push

or

tap

bearing

(3)

out

of

piston

(2).

Support

the

piston

on

the

front

nm.

Us?

a

drift

punch

applied

to

the

inner

edge

of

the

bearing.

F-DO

NOT

remove

counterweights

from

damps

as

they

are

pinned

at

the

factory

and

should

not

be

loosened.

DO

NOT

remove

links

from

jack

assembly

(5).

If

links

should

be

replaced

return

assembly

to

factory.

DO

NOT

interchange

cylinders

and

pistons

for

they

are

paired

by

stamped

num-

bers

on

the

outer

edges

of

both.

DO

NOT

interchange

the

valve

body

and

valve plate

on

the

“C”

series

valve

assem-

blies.

SECTION

vrI

ASSEMBLY

INSTRUCTIONS

The

parts

will

be

referred

to

by

name

and

number

as

listed

in

the

Parts

List

Sec-

tion

IX

which

refers

to

the

exploded

view

and

general

drawing

shown

an

the

cover.

A-INSTALLATiON

OF

JACK

IN

BEARING

1.

Push

or

tap

jack plate

(5)

in

bearing

(3)

with

the cover

plate

(4)

and

gasket

(32)

between

the

two.

The

groove

just

inside

the

inner

race

of

the

bearing

must

match

the

groove

in

the

jack

plate.

2.

Install

wire

retainer

(34)

through

slot

in

jack

plate.

(5).

Use

plyers

to

work

wire

around

groove,

B-INSTALLATION

OF

BEARING

IN

PISTON

1.

Grease bearing

(3)

with

1/2

cubic

inch

of

grease.

(See

greases

recommended

2.

Press

bearing

(3)

in

piston

(2).

Slight

press

fit

is

required.

Use

gasket

3.

Use

gasket

compound

on

gasket

(32).

4.

Insert

lock

washers

(33)

and

screws

(35)

in

cover

plate

(4)

and

piston

(2)

*

listed

in

Section

IX).

compound

between

bearing

and

piston

to

insure

tight

fit

if

necessary.

C-INSTALLATION

OF

BLADE

BEARING

1.

Install

“0”

ring

(26)

over

tube

in

hub

(7)

past

the

“0”

ring

groove.

2.

Install

snap

ring

(27)

in

“0”

ring

groove.

3.

Install

bearing

(22)

over

tube

with

the

NARROW

RACE

PLACED

ON

FIRST.

4.

Move

bearing

against

snap

ring

and

install

like

numbered

split

ring

(23)

just

5.

Tap

bearing

over

split

ring

until

against

shoulder.

6.

Slip

snap

ring

from

“O”

ring

groove

and

place

between

bearing

and

shoulder

of

hub,

back

of

the

thrust

shoulder

on

hub.

-12-

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7.

Roll

"0"

ring

into

groove.

Engine

Installation

-1

i

-2

.

-3

-4

D-INSTALLATION

OF

PROPELLER

BLADES

-5

1.

Fill

propeller

blade

shank

pilot

tube

hoIe

with

grease,

conforming

to

Grease

Specifications

listed

in

Parts

List.

Be

sure

air

is

not

trapped

below

grease

as

this

will

affect

balance

of

propeller.

(For

-2

and

-3

propellers

instail

staking lug

over

heads

of

two

screws

at

base

of

blade.

Lug

must

match

up

with

hole

in

clamp

when

pitch

is

set

properly),

2.

Place

propeller

blade

on

tube

of

hub-

-

Continental

E-I85

120

Ranger

6-440C

-

2

*

200

6-44OC-5

*

180

Franklin

6AL500

3.

4.

Put

hardening

gasket

compound

around

the

blade shank

in

the

inboard

Install

MATCHING

pair

of

clamps

(8)

and

(24).

groove.

120

10"

*

180

5.

Place

gaskets

(10)

in

place

with

nm-hardening

gasket

compound

on

both

sides

of

gaskets.

6.

with

valve.

7.

Insert

screws

(14)

and

bolts

(12)

in

the

same

direction

to

avoid

inlerference

Tighten

screws

(14)

and

nuts

(13)

evenly,

torque

approximately

20

foot

Ibs.

8.

Check

freedom

of

blades

on

pilot

tube

uf

hub.

If

tight,

correct cause of

tightness

by

loosening

outer

nuts

slightly.

If

this

is

sufficient

without

permitting

the

dace

io

turn

in

the

clamps,

then

refer

to

the

causes

of

friction

listed

in

Section

VIII,

Part

A.

9.

Install jackplate

(5)

on

the

propeler

assembly

using

link

screws

(25).

10.

With

the

jackplate

against

the

shoulder

on

the

hub,

set

the

angles

of the

blades

at

the

30-in.

station

by

loosening

clamps

and

rotating

blades

in

clamps.

Set

pitch

as

indicated

in

table

below.

*

Note:

A 1-1/16

to

1-3/32

spacer must

be

used

between

jack

plate

and

hub.

11.

Scribe matching

lines

on

the blades

and

clamp.

12.

Tighten

the

nuts

(13)

until

snug

or

not

over

20

foot

lb.

torque.

Check

tight-

ness

of

blades

in

clamp

in

the

case

of

-I,

4

-5

and

-6

models.

A

torque

of

2000

inch

Ib.

should

be

applied

to

the

blade

near

the

root

to

determine

whether

it

might slip

in

ilight.

If

the

blades

slip

in

metal

to

metal

clamp,

remove

the

clamps

and

file

the

two

pads

on

the

ears

of

the

one

clamphalf.

Remove

only

.005

at a

time.

-13-

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13.

Carefully

check

the

angles

making

sure

the jackplate

is

against

the

shoulder

on

the

hub or

against

spacer

as

noted

€or

-2

and

-3

models.

The

angles

of

the

blades

should

be

within

$$

degree

of

each

other

and

L/2

degree

of

the

correct

angle

setting.

14.

For

-2

and

-3

propellers

drill staking

lug

through

hole

in clamp

using

,154

dia.

drill.

Hole

should

be

only

5/16

deep.

Drive

staking

in

hole

flush

with

surface

of

clamp.

Staking

is

necessary

to

prevent

blade

from

turning

in

clamp.

E-BALANCE

1.

Remove

hydraulic

element

from

blade

hub

assembly.

2.

Install

balancing jackplate

assembly

(These

may

be

obtained

from

factory).

Jackplate

shouId

rest

against

hub

shoulder.

Wedge

blades

out,

using

small

wedges

be-

twem

hub and

clamps.

3.

Install

balancing

mandrel using

the

cone

seats

for

centering.

Do

not

use

the

I.

D.

of

the

hub.

4,

Check

horizontal balance

by

laying

weight

slugs

(47)

in

the

corner

of

the

blade

and

clamp.

Record

no.

of

slugs

on

clamp.

5.

Apply

it

vertical

force

of

about

50-100

lb.

near

tip of

each blade

and

check

vertical

balance

having

the

heavy

blade

up.

Lay

slugs

on

the

hub

end

of

the

clamp.

Record

no.

of

slugs

on

the

side

of

hub.

6.

Repeat

item

5

above with propeller

rotated

180

degrees

and

check

vzrtical

bal-

ance

having

the

heavy blade

up

and

record

slugs.

7.

If

the

two

recorded number

of

slugs

for

vertical balance have

occurred

on

the

same

side

of

the

hub,

correct

amount

of

slugs

to

use

is

one

half

of

the

sum.

If

the

two

recorded

number

of

slugs

€or

vertical

balance

have

occured

on

opposite

s:des

of

the

hub,

the

correct

amount

of

slugs

td

use

is

one-half

of

the

difference

and

placed

on

the

side

with

the

greater

number.

Divide

the

vertical

balance

slugs

to

maintain

the

horizontal balance

within

one

slug.

Vertical

balance

should

be

held

within

four

slugs

at

the

worst

condition.

Do

not

attach

more

than

eight

slugs

on

two

fillister

head

screws.

8.

9.

10.

11.

Safety

filIister

head

screws.

Install

slugs

on

clamps

temporarily

and

again

check

balance.

Grease

blades

with

zerk

gun

equaiIy

on

both

sides.

See

Section

V

Part

B-4.

Check

horizontal

and

vertical

balance.

Add

grease

until

in

balance.

F-INSTALLATION

OF

LINKSCREWS

1.

Attach

hydraulic

element

with

linkscrews.

2.

Tighten

linkscrews

with

allen

wrench

using

30

ft.

lbs.

torque.

The

tapered

shoulder

on

the

screw

must

be

seated

on

the

tapered

countersink

in

the

clamp.

3.

If

the

hole

in

the

head

of

the

linkscrew

does

not

line

up

so

that

when

the

wirelock

is

in

place,

the

spring

or

stress

should

tend to

ti.ghten

the

linkscrew;

then

center

punch

the

proper

location

and

drill

a

hole

with

a

No.

41

drill.

-1A

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SECTION

VI11

TROUBLE

SHOOTING

AND

RECENT

IMPROVEMENTS

Following

is

a

list

of

the

possible

ailments

and

the

remedy.

A-FAILURE

FOR

PITCH

TO

CHANGE

1.

If

the

pitch

changes to

high

pitch

but

will

not change to

low

pitch

properly,

the

cause

is

generally

low

engine oil

pressure.

For

proper

functioning

with

a

’7%

inch

diameter

cylinder

the

pressure

should

not

be

below

45

psi.

and

with

an

8-7/8

in.

dia. cylinder, not

below

30

psi.

If

it

is

no

I

pressure,

refer

to

the

causes

of

friction

as

listed below.

2.

If

the

pitch

changes

to

low

pitch

but

will

not

change to

high

pitch properly,

the

cause

is

usually

a

drain line

that

is

either

too

small

or

too long. The

drainJim

should

never

be less

than

a

3/8”

line,

and

if

possible

it

should

return directly

to

the

crankcase

through

a

distance

of

not

over

18

inches.

Also

refer

to

the

causes

of

fric-

tion

as

listed

below.

3.’

If

the pitch

does

not

change

properly toward both

high

and

low pitch,

the

cause

is

usually due

to

an

excessive

amoun,

of

friction

which

minimizes

the

hydraulic

and

counterweight

forces

or

a

combinatim

of

low

oil

pressure

and

a

drain

line

that

is

too

small

or

too

long.

The

causes

of

friction

are:

a.

Improper grease

which,

due

to

centrifugal

force

or the presence

of

a

small

amount

of

water,

solidifies

and

causes

a

tight

fit

of

the

blade

on

the

pilot tube.

Use recommended

greases

aa

listed

in

Section

XX.

b.

The

snap

ring

(27)

wedged

beneath

the

inboard

race

of

the blade

bearing.

This

condition

can

be

detected

by

carefully

removing

one

of

the

clamp

halves

and

noting

the

position

of

the

ring.

By

removing

this

snap

ring

as

described

Section

VI,

Part

C,

and

springing

it

apart

slightly,

the

ring

will

not

jam

between

the

bearing

and

hub.

c.

of

this

section

for

the

amount

of

clearance

necessary.

Insufficient-clearance

between

the

blade

bore

and

the

pilot

tube.

See

Part

1

d.

Over

squeezing

of

the

blade

by

the

clamps:

For

early

clamps

that

do

not have

metal

to metal contacting

surfaces

on

each

corner,

it

is

possible

to

tighten

bolts

(12)

to

the

point where

the

blade

is

deformed

and

tightens

upon

the

pilot

tube.

This

overtightness

can

be

detected

by

backing

off

the castellated nuts

(13).

If

this

frees

the

rotation

of

the blades

on

the

tube

of

the

hub,

then

disassemble

and

assemble

the

blades

as

described

in

Section

VI,

Part

B,

and Section

VII,

Part

D,

ushg

new

clamp

gaskets.

If

the

blade

has

taken

a

permanent

set,

it

should

be

reamed

with

a

clamp

installed

and

properly

tightened.

The

hole

size

should

be

1.502

-

1.504

with

the

clamp

mounted

on

blade

alone

and

properly

tightened.

e.

Pilot

tubes

that

slip

out

of

the

hub

due

to

vibration

and

centrifugal

force:

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.

Some

tubes which

had

improper

press

fits,might

work

loose

and

slide

outwal-d

ly

until

they

press

hard against

the

bottom

of

.the hole

in

the

blade

shank.

This

condition

can

be

detected

by

removing

the

wirelock and linkscrew

and

then

backing off the castellated nuts

on

the

clamp.

If

the blade does not rotate

freely

even upon

removing

the nuts

from

the bolts, the indications point to

the

condi-

tion

of

a

loose tube.

In

order to

check

further, remove the

blade

as

outlined

in

Section

VI,

Part

B,

and

measure the length

of

the pilot

tube

extending

beyond

the

hub.

This

dimension should

be

3

3/4”+1/32”.

If

the tube

has

slipped slightly, it

should

be

replaced

by

one

which

is

.002

greater

in diameter

for

the portion which

fits

into the hub.

Tube

pullers are available

for

service establishments

as

are oversize tubes.

New

tubes

may

be

pressed in

using

an

arbor

press. (In emergencies where

no

press

is

available the tube

may

be

driven

in

with

a

wooden

mall.)

Check

replaced tubes

for

fit

by

attempting

to

pull

it

with

a

puller

by

putting

a

torque

of

30

ft.

lbs.

on

the tube-puller screw,

having the threads well greased, or

by

applying

the maximum force

of

one

man

with

his

hands ten inches apart.

If

the tube

does

not

slip

in

the

hub it

is

suffic-

iently tight.

If

the tube

slips,

install

one

of

greater oversize.

f.

Insufficient clearance between the end

of

the hub and the

end

of

the blade:

This

can

be

checked

by

moving the blade by hand in and out, radially. There

should be

a

slight

end

movement.

If

there

is

no clearance, the end

of

the

blades

should

be

scraped

a

few

thousands

of

an inch at

a

time until clearance

is

produc-

ed.

Clearances should be at least

.005.

B-IMPROPER

RPM

SETTINGS

1.

Static

rpm

too

low:

The

limits

for

full throttle maximum static

rpm

are

listed

in the

CAA

Aircraft

Specification. (It

is

the

rpm

that

will

permit the rated engine speed during the

best

rate

of

climb.) Adjust

stop

that controls

the

valve

lever

travel

so

that the

proper

rpm

is

obtained. The correct procedure

is

given in Section

111,

Part

B.

If

the

valve lever

stop

is

not controlling the

travel

of

the

push

pull

control

because

it

is

limited

in

the

cockpit,

then loosen the

control

housing

clamp next

to

the valve

and move the control housing toward

the

propeller until the stop

on

the

lever limits

the lever movement.

Then

adjust

stop

to give

proper

static rpm.

If

the piston travel

is

limited

by

the

hub

low pitch

stop

(when

jack plate touches

hub)

then

the pitch

of

the blades must

be

reduced. See Section

111,

Part

84.

2.

Static rpm

too

high:

This

condition can readily

be

corrected

by

running

the

engine

at

full thxottle

and pulling back on the cockpit propeller control until the correct static rpm

is

ob-

tained.

Then

stop engine

and

adjust propdler

low

pitch stop

screw

until

it

bears

against

the controlling

surface.

3.

Cruise rpm

too

high with respect to manifold pressure:

The

high pitch

posi-

tion

is

not

correct

and

is

due

to:

a.

Improper

travel

of

the piston

in

reIation to the hub.

This

stroke

can

be

b,

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