Your Guide to Aircraft Propeller Preventative

Maintenance
ehartzellprop.com/guide-to-aircraft-propeller-preventative-maintenance/
September 12, 2017

Your aircraft propeller represents a significant investment in the performance, safety,

and efficiency of your aircraft. To ensure you're getting the most from your investment,
it's critical to conduct regular preventative maintenance of your aircraft propeller in
addition to complying with a regular overhaul schedule. Here are a few of our top
propeller maintenance tips for aircraft owners.,

Conduct pre-flight inspections

Before and after any flight, it's important to do a visual inspection of your propeller.
Start by looking for signs of obvious damage, such as nicks, gouges, cracksin the
spinner dome, missing hardware and signs of erosion. Check that your blades and
spinner are not loose and that there's no blade "wobble." With the newest structural
composite propellers, signs of damage or erosion can be less obvious. Thae's why we
ereated a video tutorial to help pilots conduct a detailed pre-flight inspection of
composite propellers. If you do notice any issues during an inspection, ie's best to get it
addressed quickly by an expert.
Clean the propeller regularlyy
During flight, your propeller picks up debris from dead insects, dirt, and pollutants. This
debris can build up over time and affect the performance of your aireraft propeler.
Hartzell's technical experts suggest using a simple solution of dish soap and water to
gently remove debris from the surface of your blades. While cleaning your blades, be
sure that the liquid you're using doesn't run back toward the propeller hub, as it could
damage a seal. To prevent this, simply wash your blades in the down position so the
water runs off the end.

Maintain the propeller's paint

There's no regulation against custom painting or putting artwork or graphics onto

propeller blades. However, it is important to ensure visibility of your blades, especially
while they're in motion. Any paint job that reduces the visibility of spinning blades is a
safety hazard to pilots and passengers. At Hartzell Propeller, we use approved paint
schemes in a variety of options. If you find that your Hartzell blades need a touch-up or
repaint, you can send your propeller to our service center or to one of our recommended
service facilities around the world and receive your propeller back with its original paint
scheme.
By following a regular maintenance and overhaul schedule, your aircraft propellers can
last through multiple overhauls and deliver better performance for many more hours of
flying.
Propeller Inspection and Maintenance
FILED UNDER: PROPELLERS

Propellers must be inspected regularly. The exact time interval for particular propeller
inspections is usually specified by the propeller manufacturer. The regular daily
varies little from type to another.
inspection of propellers one

Typically, visual inspection of propeller blades, hubs, controls, and accessories for
it is a
blades does not mean a
security, safety, and general condition. Visual inspection of the
careless or casual observation. The inspection should be meticulous enough to detet

any flaw ordefect that may exist. Inspections performed at greater intervals of time
(e.g., 25, 50, or 100 hours) usually include a visual check of:

1. Blades, spinners, and other external surfaces for excessive oil or grease deposits.
2. Weld and braze sections of blades and hubs for evidence of failure.
3. Blade, spinner, and hubs for nicks, scratches, or other flaws. Use a magnifying
glass if necessary.
4. Spinner or dome shell attaching screws for tightness.
5. The lubricating requirements and oil levels, when applicable.

If a propeller is involved in an accident, and a possibility exists that internal damage

may have occurred, or if a propeller has had a ground strike or sudden stoppage, the
recommendations of the engine and propeller need to be adhered to. Ihe propeller
should be disassembled and inspected. Whenever a propeller is removed from a shaft,
the hub cone seats, cones, and other contact parts should be examined to detect undue
wear, galling, or corrosion.

It is also vitally important to keep up-to-date airworthiness directives (ADs) or service

bulletins (SBs) for a propeller. Compliance with ADs is required to make the airplane
legally ainworthy, but it is also important to follow the SBs. All work performed on the
propeller, including AD and SB compliance, should be noted in the propeller logb0ok.

The propeller inspection requirements and maintenance procedures discussed in this

section are representative of those in widespread use on most of the propellers
described in this chapter. No attempt has been made to include detailed maintenance
procedures for a particular propeller, and all pressures, figures, and sizes are solely for
the purpose of illustration and do not have specific application. For maintenance
information on a specific propeller, always refer to applicable manufacturer instructions.
 Wood Propeller Inspection

ensure airworthiness. Inspect ro

Wood propellers should be inspected frequentlyfailure,
to
delamination defects in the finish,
Such as cracks, dents, warpage, glue
detects,
and charring of the wood between the propeller and the flange due to loose propelleer
wood blades for cracks
mounting bolts. Examine the wood close to the metal sleeve of
the threaded ends of
extending outward on the blade. These cracks sometimes occur at the
the lag screws and may be an indication of internal cracking of the wood. Check
tightness of the lag screws, which attach the metal sleeve to the wood blade, in
accordance with the manufacturer's instructions.

In-flight tip failures may be avoided by frequent inspections of the metal cap, leading
edge strip, and surrounding areas. Inspect for such defects as looseness or slipping,
separation of soldered joints, loose screws, loose rivets, breaks, cracks, eroded
sections, and corrosion. Inspect for separation between the metal leading edge and the
cap, which would indicate the cap is moving outward in the direction of centrifugal force.
This condition is often accompanied by discoloration and loose rivets. Inspect the tip for
cracks by grasping it with the hand and slightly twisting about the longitudinal blade
centerline and by slightly bending the tip backward and forward. If the leading edge and
thecap have separated, carefully inspect for cracks at this point. Cracks usually start at
the leading edge of the blade. Inspect moisture holes are open. A fine line appearing in
the fabric or plastic may indicate a crack in the wood. Check the trailing edge of the
propeller blades for bonding, separation, or damage.

Metal Propeller Inspection

Metal propellers and blades are generally susceptible to fatigue failure resulting from
the concentration of stresses at the bottoms of sharp nicks, cuts, and scratches. It is
necessary, therefore, to frequently and carefully inspect them for such defects. The
inspection ofsteel blades may be accomplished by either visual, fluorescent penetrant,
or magnetic particle inspection. The visual inspection is easier if the steel blades are
cOvered with engine oil or rust-preventive compound. The full length of the leading edge
(especially near the tip), the full length of the trailing edge, the grooves and shoulders
on the shank, and all dents and scars should be examined with a magnifying glass to
decide whether defects are scratches or cracks.

Tachometer inspection is a very important part of the overall propeller inspection.

Operation with an inaccurate tachometer may result in restricted rpm operation and
damaging high stresses. This could shorten blade life and could result in catastrophic
failure. If the tachometer is inaccurate, then the propeller could be turning much faster
than it is rated to turn, providing extra stress. Accuracy of the engine tachometer should
be verified at 100-hour intervals or at annual inspection, whichever occurs first. Hartzell
ropeller recommends using a tachometer that is accurate within
appropriate calibration schedule.
10 rpm, and has an

Aluminum Propeller Inspectioon

Carefully inspect aluminum propellers and blades for cracks and other flaws. A
transverse crack or flaw of any size is cause for rejection. Multiple deep nicks and
gouges on the leading edge and face of the blade is cause for rejection. Use dye
penetrant or fluorescent dye penetrant to confirm suspected cracks found in the
propeller. Refer any unusual condition or appearance revealed by these inspections to
the manufacturer.

Carbon/glass fiber envelope

Lightning conductor earthed to metal root
www.o

All over polyurethane spray coat

Carbon fiber spars

Polyurethane foam core Nickel leading-edge protection

32. JFigure 7-
Composite blade construction
Composite Propeller Inspection

Composite blades need to be visually

inspected for nicks, gouges, loose material,
erosion, cracks and debonds, and
lightning strike. [Figure 7-32] Composite blades are
inspected for delaminations and debonds by tapping the blade or cuff (if
change is apparent, sounding hollow or dead, applicable)
a metal coin. If an audible with
a debond or
delamination is likely. [Figure 7-33] Blades that
when coin tapped in the cuff area. To incorporate a "cuff' have a different tone
avoid confusing the sounds, coin
and the transition area between the cuff
and the blade
tap the cuff area
Additional nondestructive testing (NDT) separately from the blade area.
techniques for composite
phased array inspections, and ultrasound inspections, are materials, such as
inspections. available for more detailed
 Coin tap along the entire
surface of the erosion shield
to check for debonds.

Coin tap the

composite blade
Suface to check
fordelaminationsS.
Figure 7-
33. Coin-tap test to check for debonds and delaminations.
Repairs to propellers are often limited to minor type repairs. Certificated mechanics
not allowed to perform major repairs on propellers. Major repairs need to be
accomplished by a certificated propeller repair station.
 AIRCRAFT MAINTENANCE: KNOW
YOUR PROPELLER REPAIR LIMITS
PART 2: PROP MAINTENANCE AND REPAIRS
December 18, 2017By Jeff Simon

In our last segment, we talked about the importance of inspecting your

to ensure that
propeller. Hopefully, you gave your prop a good o n c e - o v e r about
it's looking good and tracking straight. This time, we'll talk
routinee
maintenance and what to do when you find issues.
propeller

DAMAGE ATS OEEP

REPARED BY AP

DAMAGE 15 CEEÐ
REPARED BYAP

1D A M A G E0 4 S D E E P

REPAIRABLE6YASP

Propeller displaying different limits of repair. Photo courtesy of Jeff Simon

MOst propeller issues fall into two categories: corrosion and physical damage.
Corrosion

One of the most insidious causes of propeller damage is corrosion. This includes
external corrosion that is visible on the blades, as well as internal corrosion that
literally eats away at the components within the hub of a variable-pitch propeller.
Regardless of its location, corrosion reduces the structural integrity of the
propeller as well as its performance.

There are three distinct types of corrosion relative to propellers: surface

corrosion, pitting, and intergranular corrosion. Surface corrosion occurs when the
protective coating on the propeller has been removed from the face and leading
edge of the propeller, most often by the effects of rain, sand, etc. This is fairly
common and can be removed by a mechanic with emery or crocus cloth,
followed by re-painting of the propeller as required.

Pitting is a very specific and serious form of corrosion. Pitting corrosion consists
of small, visible corrosion cavities extending inward from the metal surface of the
propeller. Pits can grow on the surface, but are more commonly found where
moisture is trapped, such as under decals left in place after propeller balancing
or improperly installed de-icing boots. Any sign of pitting is serious and should be
evaluated quickly in an effort to save the propeller from the junk heap.

Intergranular corrosion is a form of corrosion internal to the metal structureitself.

It is less common and more likely to be caused by a problem in the metal casting,
but it too can be caused by trapped moisture under decals or around bolt holes.

Physical damage
The most common forms of physical propeller damage are nicks, dings, and
cracks on both the blades and the hub of the propeller. A propeller shop has the
tools to do much more detailed inspections of propellers for cracks, including
ultrasonic, eddy current, dye penetrant, and magnetic particle inspections.
However, routine inspections for damage visible to the naked eye are a crucial
starting point.
According to the FAA's Advisory Circular AC 20-37E, "Limited minor repairs
may be made on propellers by appropriately rated maintenance technicians
either on the aircraft or when the propeller is removed. Minor dents, cuts, scars,
scratches, and nicks may be removed providing their removal does not weaken
the blade, substantially change weight or balance, or otherwise impair its
performance."
 manufacturer's maintenance manuals
It's important to always use the propeller
when working on a propeller. That
for proper maintenance procedures and limits
said, the FAA provides some guidelines
for minor repairs in AC 20-37E
of blades, ensure
For nicks, dents. pits, and cuts in the leading or trailing edges
out and fairing in the
that the bottom of the damage is removed first by rounding
removal of material should be
repair only slightly deeper than the damage. Initial area should be
done using a fine cut file. Al traces of file marks in the repaired
removed with number 240 emery cloth followed by polishing
with number 320
crocus cloth or 600 grit emery cloth, and then
emery cloth, then finished with
3/16-
visually inspected. An individual edge repair should not exceed a depth of
inch. The repair length should be 10 times longer than the depth of the repair.

For gouges, cuts, and smal dents on blade faces, ensure that the bottom of the
damage is removed first by rounding out and fairing in the repair to form a
saucer-shaped depression only slightly deeper than the damage. The initial
repair should be accomplished by filing with a fine cut file parallel to the damage
and finishing with 240 and 320 emery abrasive cloth, as in the manner of
damage removal from blade-leading edges. Final polishing of the repair should
be done with crocus cloth or 600 grit emery cloth. An individual repair should not
exceed 1/16-inch in depth and the surface radius of curvature of the repair must
not be less than 3/8-inch. Repair width should be 30 times the repair depth.

Of particular note in these repair guidelines are the rules regarding the transitions
and fairing out of the repairs. For leading edge repairs, the total repair length is
10 times longer than the depth of the repair. This is very important. It means that
if you need to down 1/8-inch (0.125 inch) to get to the base of a nick, you will
need to smooth out the repair over the distance of 1.25 inches. For blade face
repairs, it's 30 times. For a 1/16-inch deep repair (0.0625 of an inch), thae's a
1.875-inch disk of repair area. Those are pretty big dimensions; more than one
might assume without proper training. So, it pays to know proper maintenance
practices such as this to ensure that repairs are made properly.

We've just scratched the surface of propeller inspection and repair. Next time we
will delve deeper and look at what happens when it's time to get the prop shop
involved for some real maintenance, repairs, and overhauls. Until then...happy
flying!