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 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WARNING 1: THIS MANUAL IS OBSOLETE.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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\ 40 38
15
18
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(PARTS DIACRAM~
SEE CATALOG NUMI€# SHEET FOR CARTS IDENTIFICATION
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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.
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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 pin 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
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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.
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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 pin 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.
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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.
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4. Remove hub from engine shaft and place away from possible damage.
b. With piston and cylinder
1. Remove cotter pin (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).
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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.
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7. Roll "0" ring into groove.
Engine Installation -1 i -2 . -3 -4
D-INSTALLATION OF PROPELLER BLADES
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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.
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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 pin in hole flush with surface
of clamp. Staking pin 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.
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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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