EN-1320 Operation Manual AVreversible-rev - Jan2015

OPERATION AND INSTALLATION MANUAL
REVERSIBLE HYDRAULICALLY CONTROLLED

VARIABLE PITCH PROPELLERS
(CONSTANT SPEED)
AV-725-( )-R(P), (W)

AV-803-( )-R(W)
AV-844-( )-R(G), (P), (W)
Document number:
EN-1320
ATA 61-10-20
Issue 3 : November 05, 2010 The technical content of this document is approved
Revision : January 12, 2015 under authority of DOA No. EASA.21J.072.
Avia Propeller s.r.o., Beranových 65/666, 199 00 Praha 9 - Letňany, CZECH REPUBLIC
Tel.: +420/296336511, Fax.: +420/296336519, sales@aviapropeller.cz, www.aviapropeller.com
ATTENTION
FOR OWNERS, USERS

AND SERVICE STAFF
This installation and operation manual contains descriptions, technical specifications and
instructions for operation and maintenance of AV- propeller type series.
All activities associated with propellers operation and maintenance must be practises
according to this manual. Activities which be exceeden scope of this manual, shall be
practises only by manufacturer or authorized service centre.
CAUTION
All activities contains in this manual shall be practises only by persons with commensurating
qualification !
Breach of the operating instructions and procedures in this manual, exceeding of rated
operational terms or performance limits can cause incorrect propeller function !
Manufacturer or authorized service centre doesn´t bear any responsibility for damages
incurred non performance instructions or procedures stated in this manual !
SERVICE DOCUMENTS
Product user is responsible for this manual up-dating according to issued changes.
Implementation of changes it´s necessary to write in list of changes.
Latest revision of this manual as well as Service Bulletins, Service Letters and Service
Advisories associated with propellers in this manual are free disposable at
www.aviapropeller.com .
NOTICE
Illustrations, pictures and drawings in this manual are only by example for displayed object
and it´s not to be regarded as binding on any propeller type or her section.
GUARANTEE
Guarantee conditions for each one propeller are determinated in contract of purchase.
TH AN K YOU FOR C HOO SING AV I A P R OP EL LE R PRO DU C T

Properly maintained it will give you many years of reliable service.
OPERATION AND INSTALLATION MANUAL EN-1320
Table of content Page
1. AIRWORTHINESS LIMITATION 1-1
2. GENERAL 2-1
3. MODEL DESIGNATION 3-1
4. DESIGN AND OPERATION INFORMATION 4-1
5. INSTALLATION AND OPERATION INSTRUCTION 5-1
6. INSPECTIONS 6-1
7. MAINTENANCE 7-1
8. TROUBLESHOOTING 8-1
9. SHIPPING AND STORAGE 9-1
10. SPECIAL TOOLS 10-1
11. DRAWINGS AND PARTLISTS 11-1
12. PROPELLER CONTROL SYSTEM (WALTER ENGINES) 12-2
Page I-1
61-10-20 TABLE OF CONTENT
2012-08-24
EN-1320 OPERATION AND INSTALLATION MANUAL
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Page I-2
61-10-20 TABLE OF CONTENT
2010-11-05
LIST OF REVISIONS
Revision New page

Revised pages Date
number issue date
R-166/10 2010-11-05 All pages issued as new due to adding November 5, 2010
the ATA number.
Revised pages : 5-2, 9-1, 12-22
R-80/11 2011-06-20 II-1, III-1, 1-1, 5-1 June 20, 2011
R-85/11 2011-06-30 II-1, III-1, 1-1, 2-1 June 30, 2011
R-19/12 2012-02-06 II-1, III-1, 1-1 February 06, 2012
R-76/12 2012-06-27 II-1, III-1, 5-1, 6-1 June 27, 2012
R-92/12 2012-08-24 I-1, II-1, III-1, 2-1, 2-2, 4-2, 4-3, 5-1, 5-2, August 24, 2012
5-4 to 5-7, 6-4 to 6-8, 9-1, 10-1, 11-1 to
11-12, 12-1, 12-2, 12-16 to 12-19, 12-21
to 12-24, 12-26, 12-28, 12-29, 12-34,
12-36, 12-38 to 12-40, 12-43
R-22/13 2013-02-15 II-1, III-1, 2-1, 2-2, 4-2, 5-1 to 5-7, 6-1 to February 15, 2013
6-11, 7-2, 8-1, 10-1, 12-2 to 12-5, 12-7 to
12-9, 12-11, 12-12, 12-14, 12-15, 12-17
to 12-20, 12-23, 12-24, 12-32 to 12-34,
12-36 to 12-40, 12-42, 12-43
R-193/13 2013-11-07 II-1, III-1, 5-3, 5-4, 5-7, 5-8, 6-7, 11-1 to November 07, 2013
11-7, 11-9 to 11-12, 12-25, 12-27
R-10/14 2014-01-31 II-1, III-1, 5-3, 5-4, 11-6 January 31, 2014
R-137/14 2014-09-18 II-1, III-1, 5-3, 5-3-1, 5-8, 7-1 September 18, 2014
R-150/14 2014-10-02 II-1, III-1, 5-3, 5-3-1, 5-8, 6-1 October 02, 2014
R-170/14 2014-10-24 II-1, III-1, 5-1, 5-1-1 October 24, 2014
R-6/15 2015-01-12 II-1, III-1, 5-3, 11-1 to 11-6, 11-11, 11-12 January 12, 2015
Page II-1
61-10-20 LIST OF REVISIONS
2015-01-12
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Page II-2
61-10-20 LIST OF REVISIONS
2010-11-05
LIST OF EFFECTIVE PAGES
Page Date of issue Page Date of issue Page Date of issue
I-1 2012-08-24 6-9 2013-02-15 12-12 2013-02-15

I-2 2010-11-05 6-10 2013-02-15 12-13 2010-11-05
II-1 2015-01-12 6-11 2013-02-15 12-14 2013-02-15
II-2 2010-11-05 7-1 2014-09-18 12-15 2013-02-15
III-1 2015-01-12 7-2 2013-02-15 12-16 2012-08-24
III-2 2010-11-05 8-1 2013-02-15 12-17 2013-02-15
1-1 2012-02-06 8-2 2010-11-05 12-18 2013-02-15
1-2 2010-11-05 8-3 2010-11-05 12-19 2013-02-15
2-1 2013-02-15 9-1 2012-08-24 12-20 2013-02-15
2-2 2013-02-15 10-1 2013-02-15 12-21 2012-08-24
3-1 2010-11-05 11-1 2015-01-12 12-22 2012-08-24
3-2 2010-11-05 11-2 2015-01-12 12-23 2013-02-15
4-1 2010-11-05 11-3 2015-01-12 12-24 2013-02-15
4-2 2013-02-15 11-4 2015-01-12 12-25 2013-11-07
4-3 2012-08-24 11-5 2015-01-12 12-26 2012-08-24
5-1 2014-10-24 11-6 2015-01-12 12-27 2013-11-07
5-1-1 2014-10-24 11-7 2013-11-07 12-28 2012-08-24
5-2 2013-02-15 11-8 2012-08-24 12-29 2012-08-24
5-3 2015-01-12 11-9 2013-11-07 12-30 2010-11-05
5-3-1 2014-10-02 11-10 2013-11-07 12-31 2010-11-05
5-4 2014-01-31 11-11 2015-01-12 12-32 2013-02-15
5-5 2013-02-15 11-12 2015-01-12 12-33 2013-02-15
5-6 2013-02-15 12-1 2012-08-24 12-34 2013-02-15
5-7 2013-11-07 12-2 2013-02-15 12-35 2010-11-05
5-8 2014-10-02 12-3 2013-02-15 12-36 2013-02-15
6-1 2014-10-02 12-4 2013-02-15 12-37 2013-02-15
6-2 2013-02-15 12-5 2013-02-15 12-38 2013-02-15
6-3 2013-02-15 12-6 2010-11-05 12-39 2013-02-15
6-4 2013-02-15 12-7 2013-02-15 12-40 2013-02-15
6-5 2013-02-15 12-8 2013-02-15 12-41 2010-11-05
6-6 2013-02-15 12-9 2013-02-15 12-42 2013-02-15
6-7 2013-11-07 12-10 2010-11-05 12-43 2013-02-15
6-8 2013-02-15 12-11 2013-02-15
Page III-1
61-10-20 LIST OF EFFECTIVE PAGES
2015-01-12
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Page III-2
61-10-20 LIST OF EFFECTIVE PAGES
2010-11-05
1.0. AIRWORTHINESS LIMITATION
This Airworthiness Limitations Section is EASA approved in accordance with Part 21A.31(a)(3) and
CS-P40(b) and 14 CFR Part 35.4 (A35.4). Any change to mandatory replacement times, inspection
intervals and related procedures contained in this section must also be approved.
The Airworthiness Limitations Section is FAA approved and specifies maintenance required under
§§ 43.16 and 91.403 of the Federal Aviation Regulations unless an alternate program has been FAA
approved.
1.1. Life Limits
(1) The life limit should be established for certain part of the propeller assembly. This limit
requires the replacement of such part after a specified number of hours of operation (TSN,
Time Since New).
(2) This section summarizes the life limited parts of propeller models covered by this manual.
(3) The blade life limit is not affected whether or not the de-icing components are installed.
(4) Below mentioned life limits of the parts apply to all of propeller models and propeller-aircraft-
engine combinations, unless specifically noted otherwise.
(5) Life limited parts of AV series propellers for turbine engines
Part Life limit

Blade . . . . . . . . . . . . . . . . . 12 000 hours
Hub . . . . . . . . . . . . . . . . . . 12 000 hours
Bearing race . . . . . . . . . . . 12 000 hours
Blade bushing . . . . . . . . . . 12 000 hours (if mounted)
Cylinder . . . . . . . . . . . . . . . 12 000 hours
Page 1-1
61-10-20 AIRWORTHINESS LIMITATION
2012-02-06
Page 1-2
61-10-20 AIRWORTHINESS LIMITATION
2010-11-05
2.0. GENERAL
2.1. Statement of purpose
This publication provides operation, installation and line maintenance information on the Avia
hydraulically controlled, variable pitch AV series propellers with aluminum blades. All propellers
in this manual are reversible ; most propellers provide feathering capability.
In addition to the propeller assembly, the propeller governing system of GE (Walter) engines
operates with governor LUN7815 and/or LUN7816 is addressed in this manual.
Installation, removal, operation and trouble shooting data is included in this publication.
However, the airplane and engine manufacturer's manuals should be used in addition to this
information.
2.2. Overhaul
For the list of TBO limits of all Avia propellers refer to latest issue of Avia Service Bulletin No.1
available at Avia Propeller website at www.aviapropeller.com.
The overhaul is periodic process performed at specific intervals in which the propeller is
disassembled and inspected. Damaged parts are repaired or replaced. All sealing elements are
replaced. Corrosion preventive coatings of the parts are renewed. Propeller is reassembled,
adjusted and balanced.
The overhaul interval is usually referred to as Time Between Overhaul (TBO).
The TBO limit is based on operation limit expressed in hours of operation and on calendar limit
expressed in calendar months. The overhaul should be accomplished if one of this limit is
acquired, whichever occurs first.
The overhaul shall be accomplished only by Avia Propeller or authorized service station in
accordance with latest revision of the Overhaul manual mentioned in section „Related
documents“ in this chapter.
2.3. Related documents
1) Avia Manual EN-1291 (61-10-91) - Overhaul Manual
2) Avia Manual EN-1370 (61-10-70) - Overhaul Manual for Metal Blades

3) Avia Service Bulletin No.1
Includes an overhaul intervals of all Avia propellers. Available on Avia website at
www.aviapropeller.com.
4) - Cancelled -
5) Other Avia service documents (Service Bulletins, Service Letters, Service Advisories) which may
relate to propellers in this manual are available on Avia website at www.aviapropeller.com.
2.4. Dimensions
All measurements in this manual are provided in millimeters (abbreviated as „mm“) with
equivalent in inch units.
All temperature units in this manual are provided in Celsius grades (abbreaviated as „°C“) with
equivalent in Fahrenheit grades (abbreviated as „°F“).
All pressure units in this manual are provided in megapascals (abbreaviated as „MPa“) with
equivalent in pounds per square inch (abbreviated as „psi“).
Page 2-1
61-10-20 GENERAL
2013-02-15
2.5. Part ordering
If a propeller part needs to be replaced, contact the Avia Propeller for original part information
and/or delivery. Parts that did not come through the manufacturer's quality control system will
void the warranty and may render the propeller unairworthy.
NOTE:
Not all propeller parts can be replaced in the field. Only some outside mounted parts as the
flange o-ring and the connecting hardware (screws, nuts, cables etc.) can be replaced in the
field.
Some other parts can be replaced in the field only by persons trained and approved by
propeller manufacturer.
Contact propeller manufacturer for more information.
Page 2-2
61-10-20 GENERAL
2013-02-15
3.0. MODEL DESIGNATION
3.1. Hub designation
AV-844-1-E-C-()-()-()-()
1 2 3 4 5 6 7 8 9 10 11
1 Avia Propeller (manufacturer)
2 A = automatic propeller
V = variable pitch propeller
G = ground adjustable propeller
F = fixed pitch propeller
3 Blade root type
4 Number of blades
5 Number of variant of the propeller model
6 Code letter for flange type

A = Motorglider engines, 7/16“ - 20 UNF bolts, circle dia 80 mm
B = AS-127-D, SAE No.2 mod., 1/2" - 20 UNF bolts
C = SAE No.2 mod., 7/16" - 20UNF bolts
D = ARP 502, 1/2“-20UNF bolts
E = ARP 880, 9/16“-18UNF bolts
F = SAE No.1, 3/8" - 24UNF bolts
G = Walter/LOM flange, M10 bolts
H = PW 115, 9/16" - 18UNF bolts
K = M14 flange
7 Code letter for counterweights

blank = no or small counterweights for pitch change forces to decrease pitch
C = counterweights for pitch change forces to increase pitch
8 Code letter for feather provision

blank = no feather position possible
F = feather position installed
9 Code letter for reverse provision

blank = no reverse position possible
R = reverse position installed
10 Code letter for reverse system

(A) = system Allison
(G) = system Garrett
(M) = system Muhlbauer
(P) = system Pratt&Whitney
(W) = system Walter
11 Code letter for design changes

small letter for changes which do not affect interchangeability
capital letter for changes which restrict or exclude interchangeability
Page 3-1
61-10-20 MODEL DESIGNATION
2010-11-05
3.2. Blades designation
() () 245-407 ()
1 2 3 4 5
1 Code letter for position of pitch change pin

blank = pitch change pin position for pitch change forces to decrease pitch
C = pitch change pin position for pitch change forces to increase pitch
CF = pitch change pin position for feather provision ; pitch change forces to
increase pitch
CR = pitch change pin position for reverse provision ; pitch change forces to
increase pitch
CFR = pitch change pin position for feather and reverse provision ; pitch change
forces to increase pitch
2 Code letter for blade design and installation

blank = right-hand tractor
RD = right-hand pusher
L = left-hand tractor
LD = left-hand pusher
3 propeller diameter in cm
4 Number of blade type (contains design configuration and aerodynamic data) according
to the certified hub/blade - combinations
5 Code letter for design changes

small letter for changes which do not affect interchangeability of blade set
capital letter for changes which restrict or exclude interchangeability of blade set
3.3. The complete propeller designation is a combination of both designations, for instance
AV-844-1-E-C-F-R(W)/CFR 245-407c.
3.4. The hub-serial No. starts with the year of manufacture. All records of the propeller are registered
in respect to this number.
3.5. The propeller for a certain aircraft-engine combination is always defined according the hub-,
blade- and spinner combination. For the actual blade settings, depending on the aircraft model,
the propeller logbook must be considered.
Page 3-2
61-10-20 MODEL DESIGNATION
2010-11-05
4.0. DESIGN AND OPERATION INFORMATION
The variable pitch propeller consists of the following main groups:
- Hub with blade bearing

- Pitch change mechanism
- Propeller blades
- Counterweights
- Spinner
- Propeller governor
- Propeller de-icing
4.1. Hub
The one-piece hub is made from forged or milled aluminum alloy with the outer surface
shot-peened and anodized.
Propellers with non-threaded blades

The blade bearings are special designed ball bearings, whereas the balls act as split retainers
in order to hold the blades in the hub, creating an increased safety factor against blade loss.
The outer bearing race is a one-piece part and pressed into the hub, while the inner race is split
and installed on the blade shank. The blade preload is adjusted by the thickness of plastic
shims. Blade and bearing are held in the hub by a retention ring.
Propellers with threaded blades

The inner bearing race is located on the blade bushing, whereas the blade are screwed into the
bushing and tightened by the clamp. The outer bearing race is a one-piece part and pressed into
the hub. The blade preload is adjusted by the prestressing nut, which holds the blade bearing and
blade in the hub.
The pitch change of the blades is obtained with a pin in the blade shank or in the blade bushing
face. A plastic block connects the blade with the piston and the axial movement of the servo
piston turns the blades. On the front piston the return spring and the sleeve, which acts as high
(low) pitch stop, are installed.
The inner part of the hub is used as the cylinder for the pressure oil. This arrangement allows a
simple and lightweight design. The front spinner support is used to have the balance weights
installed.
On the Walter Reverse System the pitch change cylinder is installed on the hub front part.
4.2. The pitch change mechanism

The pitch change mechanism of the blades is obtained with a pin in the blade shank or in the
blade bushing face. A plastic block connects the blade with the piston extension and the axial
movement of the servo piston turns the blades. On the front piston guide the return spring is
installed enabling feathering. With the Walter System the reverse system is dual acting,
whereas feathering is achieved by using oil pressure.
The hydraulic pitch change mechanism contains a piston. In the normal operating range the pitch
change piston moves between full feathering and the hydraulic low pitch stop. In the beta range the
hydraulic low pitch stop moves via the beta linkage until the needed negative thrust is reached.
4.2.1. For Pratt&Whitney Application

Outside the hub there are check nuts and in the inner part of the hub there are 3 stop nuts.
High pitch/feathering can be set by turning the check nuts. Low pitch can be set by turning the
3 internal stop nuts The full reverse stop is not adjustable in the field.
Warning:
The 3 stop nuts must always have the same setting to each other, otherwise the pitch change
mechanism will be damaged.
Page 4-1
61-10-20 DESIGN AND OPERATION INFORMATION
2010-11-05
4.2.2. For Garrett Application

Outside the hub are two check nuts. High pitch feathering stop can be adjusted by turning the
check nuts. The beta tube is installed in the guide rod. Due to turning the beta tube inside or
outside, the hydraulically low pitch stop can be adjusted.
The beta tube is secured by the screw AN3H-13A and the stop nut MS 20364-1032A.
Put on both sides washers AN 960-10.
4.2.3. Cancelled.
4.2.4. For Walter Application

All stops are internal and can not be changed. No adjustment is necessary, because during
manufacturing all pitch settings were made.
4.3. Propeller blades

Propeller blades are made from aluminium alloy. They are turning in the ball bearings with one
set of balls in the propeller hub. Connection with the pitch change mechanism is made through
plastic pitch change blocks installed on the pins in the blade shank (non-threaded blades) or on
the blade bushing face (threaded blades).
Propeller blades can be designed with counterweights installed on the blade shank.
Leading edges of the blades can be protected with polyurethane guards for mechanical
damages prevention.
4.4. Counterweights
Propellers may by equipped with counterweights on the blade shanks or as the part of the hub.
If governor supplied oil is lost during operation, force from counterweights move the blades to
high pitch and feather to prevent propeller overspeed.
4.5. Spinner
The spinnerdome is made from fiber reinforced composite or spinformed aluminum alloy. The
bulkhead is spinformed or truncated aluminium alloy.
If the spinner dome has no integrated stiffeners, then the front support is installed as part of the
hub. Filler plates increase the stiffness of the dome on the cutouts for the blades. The dome is
mounted on the supports by means of screws.
4.6. Propeller Governor
See Woodward Manual for:
Garret TPE-331-( ): No. 33091-( )

Pratt and Whitney PT6A: No. 33163-( ) Primary
No. 33048-( ) Overspeed
See Walter Manual for:
Walter M601-Series: No. 098 2302 Chapter 61.
4.7. Propeller de-icing

The propeller may have electrical or liquid de-icing systems installed. The de-icer boots are
bonded onto the blades as usual. The rest of the electrical system is equal to existing
components, with slip ring and wire harness.
Page 4-2
2013-02-15
4.8. Oil
Propeller operated with oil supplied from engine lubricating system. Refer to manual of engine
manufacturer for information on oil types and using.
Page 4-3
2012-08-24
5.0. INSTALLATION AND OPERATION INSTRUCTION
CAUTION:
DO NOT USE THE SPINNER BULKHEADS TO SUPPORT THE WEIGHT OF THE PROPELLER
ASSEMBLY, OTHERWISE THEY COULD BE IRREPARABLY DAMAGED.
CAUTION:
DO NOT USE THE BLADES TO SUPPORT THE WEIGHT OF THE PROPELLER ASSEMBLY,
OTHERWISE THEY COULD BE DAMAGED.
CAUTION:
THE CRANE HOIST AND SLING USED FOR LIFTING THE PROPELLER MUST BE RATED
FOR A MINIMUM OF 450 KG (990 LBS).
CAUTION:
TAKE CARE NOT TO DAMAGE THE DE-ICERS (IF INSTALLED ON THE BLADES) FROM THE
SLINGS WHEN LIFTING THE PROPELLER.
CAUTION:
DO NOT STAND THE PROPELLER ON THE BETA RING OTHERWISE IT MAY BE DAMAGED
LEADING TO INCORRECT FUNCTION OF THE BETA SYSTEM. REMOVE THE SHIPPING
PLUG FROM PROPELLER MOUNTING FLANGE AFTER IS HANGED ON THE CRANE FOR
INSTALLING ON ENGINE.
WARNING:
CLEANING AGENTS ARE FLAMMABLE AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE PROTECTION IS REQUIRED. AVOID PROLONGED
BREATHING OF VAPORS. USE IN WELL VENTILATED AREA. FOLLOW MANUFACTURER´S
SAFETY PRECAUTIONS.
5.1.1. All propellers of these designs are only suitable for installation on flange type engines. The
code for the flange type can be seen from the model designation (see chapter 3).
5.1.2. The described propellers are usually installed on the engine with the blades in feathering position.
5.2. Electrical propeller de-icing may be used optionally. Observe Aircraft Flight Manual for the
limitations during ground operation in order to avoid damage of the de-ice boots (overheating).
5.3. The Spinner Dome Removal
For AV-725 series propellers with metal spinner dome

Remove all screws attaching the spinner dome to the rear bulkhead and to the stiffeners in the
blade cutouts and remove the spinner dome from the propeller. Do not remove the screws
attaching the stiffeners in the blade cutouts to the rear bulkhead.
DO NOT REMOVE THE SCREWS ATTACHING THE SPINNER DOME TO THE FRONT
BULKHEAD (APPROX. AT HALF THE HEIGHT OF THE SPINNER DOME). REMOVE THE
SPINNER DOME WITH THE FRONT BULKHEAD AS UNIT.
If the screws attaching the spinner dome to the front bulkhead were removed by mistake,
remove the spinner dome and the front bulkhead from the propeller. See marking 1 to 5 inside
the spinner dome (near the blade cutouts) and on the front bulkhead (near the rim) and reinstall
the front bulkhead into the spinner dome. Be sure that all screws are properly tight.
NOTE:
Information on the screws attaching the spinner dome to the front bulkhead is not applicable to
models, where the front bulkhead is riveted to the spinner dome (no screws in the area of the
front bulkhead).
Page 5-1
61-10-20 INSTALLATION AND OPERATION INSTRUCTION
2014-10-24
For AV-725 series propellers with composite spinner dome and all other series propellers
regardless of the spinner dome type
Remove all existing screws attaching the spinner dome to the rear and front bulkheads and to
the stiffeners in the blade cutouts and remove the spinner dome from the propeller. Do not
remove the screws attaching the stiffeners in the blade cutouts to the rear bulkhead.
5.4. Using a lint-free cloth, either dry or lightly dampened with MEK or acetone, clean the propeller
flange and the engine flange. Avoid contact of the solvent with the o-rings.
5.5. Check position of o-ring in propeller flange.
Warning: Use only original o-ring delivered by manufacturer.
Page 5-1-1
2014-10-24
5.5.1. For the PT6A-( ) Application
When installing the propeller on Pratt&Whitney engine, the beta ring must be pushed forward to
allow access to the propeller mounting flange and installation of the mounting nuts. Refer to
Figure 5-1.
a) Check the distance 47,5 mm (1.87 inch) from the beta ring to the propeller flange as
displayed in figure 5-1.
b) Remove the safety wire from the beta rod caps (pos.3) and unscrew the caps from the hub.
CAUTION: Be careful due to spring force under the beta rod cap.
c) Remove the spring (pos.4) and the spring guide (pos.5) from all holes.
d) Push the beta ring toward the propeller mounting flange.
Figure 5-1
5.5.2. Cancelled.
5.5.3. For Garrett Application

The distance “X” (see figure 5-3) is measured from the end of the guide tube installed in the
propeller to the end of the oil transfer tube (beta tube) inside, which is the part of the engine.
The distance “X” should be measured and recorded after the propeller is installed on engine
to maintain the same setting when reinstalling later on. Otherwise the low pitch stop setting is
accomplished in accordance with the engine manufacturer’s instructions.
The O-ring „B„ (see figure 5-3) for the Beta-tube in the engine flange and the o-ring „A„ (see
figure 5-3) on the Beta-tube must be replaced with every propeller installation.
Figure 5-3
5.5.4. For Walter Application:

Check the side clearance of carbon blocks after connection of the beta linkage with the beta
ring (see figure 5-4).
No pitch adjustment is necessary, all pitch stops are set during manufacturing.
Figure 5-4
Page 5-2
2013-02-15
NOTE:
Refer to section Propeller control system in this manual for complete information on function,
installation, adjustment and testing of propeller governors operated with Walter engines.
5.6. With a suitable crane hoist and sling, carefully install the propeller to the engine flange. Observe
the position of the index purs. pins. Please note that the propeller should not be pulled onto the
engine flange with the nuts in order to avoid damage of the hub and to avoid shearing off chips
causing oil leaks on the o-ring.
5.7. Mounting bolts or stop nuts with washers should be tightened crosswise with equal force.
Torque:
For lubricated torques only:
E Flange 9/16" - 18 UNF stopnuts 68 - 72 ftlb 92 - 98 Nm
Slightly lubricate the threads of mounting studs and nuts with MIL-PRF-83483 anti-seize
compound (e.g.Loctite Moly 50) or Loctite 8012 Moly Paste ; slightly lubricate also the faces
of nuts and washers.
CAUTION:
THOROUGHLY CLEAN OFF THE ANTI-SEIZE COMPOUND FROM ALL MOUNTING STUDS
AND NUTS AFTER TIGHTENING. AFTER THE FIRST RUN, CHECK THE PROPELLER FOR
TRACES OF ANTI-SEIZE COMPOUND AT THE SIDE OF MOUNTING FLANGE. ALL TRACES
MUST BE CLEANED OFF BEFORE FURTHER FLIGHT.
CONTAMINATION OF THE PARTS, SUCH AS BRUSH BLOCK, SLIP RING, CARBON BLOCK
AND BETA RING, WITH ANTI-SEIZE COMPOUND, MAY LEAD TO MECHANICAL DAMAGE
AND INCORRECT FUNCTION OF CONTAMINATED PARTS.
5.8. If the propeller has threaded blades separated from the hub, install them into the hub as follows:
Using a lint-free cloth, either dry or lightly dampened with MEK or acetone, clean the blade
shank and inside surface of the blade bushing. Avoid contact of the solvent with the o-ring
installed on the blade shank.
CAUTION:
It is important to install the blades into the hub in prescribed sequence. Prior to mounting, verify
that the blade mounting number on the blade shank face (behind the serial number or the blade
set number) corresponds with number stamped on the hub arm. Incorrect installation of the
blades can cause the unbalance of the propeller and incorrect blade angles. It can lead to
abnormal vibration and the engine can be damaged.
Install the o-rings delivered by manufacturer into grooves on the blade shanks if they are not
already installed (see Figure 5-5).
CAUTION:
O-ring prevents moisture to get into the blade bushing thread. If the o-ring will not to be installed,
the blade shank can be affected by corrosion. Use only original o-rings delivered by manufacturer.
Slightly lubricate the thread and centre diameter in the end of the blade shank with Aeroshell
Grease 5 or 6.
CAUTION:
DO NOT APPLY ANY GREASE TO THE SURFACE WHERE THE BLADE IS CLAMPED IN THE
BUSHING (CYLINDRICAL PORTION BETWEEN THE THREAD AND BLADE AIRFOIL - SEE
FIGURE 5-5) ! THIS SURFACE MUST BE ABSOLUTELY DRY AND FREE FROM ANY GREASE
AFTER BLADE IS INSTALLED IN THE BUSHING !
Screw the blade fully into the bushing and move it back into the correct position. The position
line on the blade shank must coincide with the line on the edge of the blade bushing (Figure 5-6).
Page 5-3
2015-01-12
Slightly lubricate the thread of the clamp bolt with graphite grease and tighten with torque
65-70 Nm (48-52 lb-ft). Secure the nut by cotter pin.
CAUTION:
Pay close attention to correct seating of the bolt head when tightening the nut-see Figure 5-4-1.
Position the bolt head and hold in place with the fingers of one hand, while tightening the nut
with other hand until snug. Then, still hold the bolt head, use the torque wrench to torque the nut
as specified. Finally, check correct position of the bolt head after torquing.
Incorrectly or inaccurately tightened clamp bolt will cause the change of blade angle setting in
operation.
CAUTION:
Make sure that the shoulders of the clamp do not touch each other after tightening the clamp bolt
to specified torque (figure 5-7-1). If the shoulders touch each other, remove the propeller from
service and contact the Avia Propeller. Touching of the shoulders after additional tightening of
the clamp bolt for safety with a cotter pin does not affect serviceability of the propeller.
CAUTION:
Place the position pin in the clamp cutout (if exist) to the centre of cutout prior to tightening the
clamp (figure 5-7).
CORRECT WRONG
Figure 5-4-1
Page 5-3-1
2014-10-02
Figure 5-5 Figure 5-6
SHLOULDERS OF THE CLAMP MUST NOT

TOUCH EACH OTHER AFTER TIGHTENING
TO SPECIFIED TORQUE
Figure 5-7 Figure 5-7-1
5.9. For PT6A-( ) Application
Install the beta components back to the hub. Refer to figure 5-1.
a) Insert the spring guide (pos.5) and the spring (pos.4) into all holes.
b) Screw the cover cap (pos.3) into all holes and torque with 10-12 Nm (6.6-8.8 ftlb).
c) Check the distance 47,5 mm (1.87 inch) from the beta ring to the propeller flange as
displayed in figure 5-1.
d) Safety all cover caps with 0,81 mm (0.032 inch) stainless steel safety wire.
5.10. Check run out wobble of the Beta-ring to be within 0,2 mm (0,008 inch).
Note:
Position and wobble can just be adjusted by open up the propeller pitch change. Therefore turn
stopnut no. 2 ( see figure 5-1).
5.11. Checking track of the blades is not possible, because of feathering position.
5.12.1. For the Garret Application:
5.12.2. Low Pitch Set up (Flight Idle) and positioning the blades at the start lock by using the
unfeather pump.
After the propeller was installed with the blades in feathering position, use the unfeathering pump to
adjust low pitch blade angle (flight idle) according to the aircraft maintenance manual and
installation instruction. To use the unfeather pump, first install Beta Rod into the propeller guide rod.
Continue to use the pump for moving the prop into the start locks by lifting the power lever
over the flight idle gate and into full reverse until start lock latches engage. Then move power
lever back to flight idle position.
Page 5-4
2014-01-31
5.12.3. Positioning the Blades at the Start Lock by using the Start Lock Puller
If Beta Rod is already installed, remove Beta Rod from the propeller guide rod.
CAUTION:
If Beta-Rod is not removed before installing the start lock puller T-419, the thread in the
propeller guide rod will be damaged.
Install the start-lock puller T-419 to bring blades into the start-lock.
5.13.1. Install the spinner dome on support plate, observe mating marks. Torque screws with plastic
washers 3-5 Nm (27 - 44 inlb). Check runout of the spinner dome. Max. 2mm (0.08 inch)
permissible. If excessive runout, then loosen the screws, slightly bump the spinner dome by
hand to reposition it and retighten the screws.
5.14. Carbon Block Assemblies for PT6A-( ) Applications
5.14.1. There have been a number of instances when the clearance between the yoke pin and the
corresponding linkage have become too close due to a build up of plating and foreign
particles between the two pieces. This may cause a binding action and result in excessive
wear to the carbon block, beta-ring and beta linkage.
5.14.2. At each inspection and installation accomplish the following:

a) Inspect the system and establish if adequate movement is present.
b) If the system indicates a presence of binding, the following steps are to be followed:
1 Disconnect the beta linkage and remove the carbon block assemblies from the beta ring.
2 Polish the yoke pin to provide adequate clearance (see figure 5-1).
5.14.3. Reinstall the carbon block assembly into the beta collar using a dry lubricant between the
yoke pin and the beta collar.
5.14.4. Reassemble the beta linkage and inspect system for operation and safety.
5.14.5. The following procedures are to be used to fit the carbon block assembly to the beta linkage.
(a) Put the carbon block into the beta-ring. Take care that a side clearance about 0,025-0,05 mm
(0.001-0.002 inch) exist (see figure 5-1).
(b) Clearance can be established by sanding the sides of the carbon block using approx.
600-grit sandpaper.
(c) Install the block(s) on the beta-lever of the engine manufacturer.
(d) Fit the block(s) with the beta-lever into the beta ring.
5.14.6. Check the position of the beta-valve in the propeller governor ( beta-zero-position ) after the
hole beta linkage is installed. The slot in the valve must be equal with the front of the nut. If
this is not the case, the linkage must be installed according to the manufacturers instructions.
5.15. Installation of the beta-tube ( only for TPE-331-( ) engines)
CAUTION:
Do not shear off material of the O-ring no. A+B (see figure 5-3) during installation of the beta
tube. This will cause oil leakage.
5.16. Cancelled.
Page 5-5
2013-02-15
5.17. Connect electrical propeller de-icing system, if required. Secure the screws with red paint - see
slip ring contacts.
CAUTION:
Test runs of propellers with installed de-icing system are only allowed with mounted spinner
because otherwise the de-icing wiring will be damaged. Before running the engine the ground
must be cleaned to avoid stone nicks on propeller blade and the de-icers.
5.18. Cary out a functional check / Propeller check

Engine and propeller manufacturers recommend not to use high engine speed on ground, because
it can result in an excessive engine temperature and blade damage. Observe the airplane flight
manual. For TPE-331-( ) engines start the engine only with the blades in the startlock.
5.19. Adjusting
Mechanical low and high pitch stops, reverse and feathering, are adjusted during manufacture,
according to the requirement of the aircraft/engine combination. Low pitch can only be adjusted
via the beta-setup. Feathering can be adjusted by turning the check nuts. The pitch stop reverse
cannot be changed in the field.
On the Walter Reverse system feather, low pitch and reverse can not be changed in the field.
5.19.1. Cancelled.
5.19.2. For the Garret Application:

Set the low pitch blade angle with the unfeathering pump and turn the beta tube in or out.
Refer to figure 5-3.
Turning in → lower pitch
Turning out → higher pitch
The beta tube is secured by the screw AN3H-13A and the stop nut MS 20364-1032A. Put on
both sides washer AN 960-10. Finally bring the blades into the start lock.
5.19.3. For the PT6A Application:

By turning the stop nuts no. 1 (see figure 5-1) in or out, the low pitch stop can be adjusted.
Therefore remove the cover caps no. 3 with the spring and spring guide.
Turning in → higher pitch
Turning out → lower pitch
CAUTION:
All 3 or 4 stopnuts must have the same setting to each other, if not, the pitch change
mechanism could be damaged because of the wobbling of the beta-ring.
CAUTION:
Low pitch stop has to be adjusted in compliance with the description of the airplane
manufacturer, for example on PT6A-( ) engine, torque versus rpm, depending on
density altitude and temperature, e. g. 650 ftlbs at 1800 rpm. Additional the min.
propeller rpm must be reached at ground idle, see flight manual.
5.20. After the ground runs, check for oil leaks, blade shake and condition of the de-ice system.
5.21. Perform test flight in accordance with the description in the flight manual.
5.22. Operation
Propeller, governor and beta-system are selected as a result of tests. The governor must allow
constant speed as well as reverse and feathering.
At all power and rpm settings the rpm must be automatically controlled and changed in the
entire speed range. Range as mentioned in the flight manual.
In case of failure of oil pressure, the propeller automatically goes into feathering.
CAUTION:
Move power lever and rpm lever always slowly to avoid overspeed.
Page 5-6
2013-02-15
5.23. Pre-flight check
Before Take-off, check the propeller pitch change according to the Aircraft Flight Manual. If it is
possible and allowed push the pitch change two times to bleed the system.
If necessary, use the warm air to remove ice from the spinnerdome. Spinnerdome surface can
be heated to max.85°C (185°F) for metal spinnerdome, max.60°C (140°F) for composite
spinnerdome.
5.24. In Flight:
Power as well as rpm setting according to the Aircraft Flight Manual.
5.25. Feathering
All mentioned propeller have feathering which must be reached in every flight condition. Free
turbines as the PT6A-( ) and Walter M601-Series achieve feathering during engine shut-down.
The TPE-331-( ) engines achieve feathering only in case of emergency, because these engines
have a separate feathering-valve and not the governors, as usual.
5.26. Reverse modus

For these propellers reverse is initiated by pulling back the power lever over the flight idle gate.
The power lever controls the beta-valve on the governor. By pulling the power lever further
back, the beta valve moves. Because of that the rpm and the negative blade angle increase
and negative thrust is produced. At the same time a yellow lamp inside the cockpit must
illuminate which informs the pilots that the propeller is in beta mode (reverse). Because of
alternate designs from aircraft manufacturers, there are different safety provisions possible to
avoid unintended reverse during flight.
The Aircraft Flight Manual as well as the Maintenance Manual describe the systems more detailed.
5.27. Electrical de-icing

Check ammeter reading after switching on the electrical propeller de-ice system. With running
propeller, no time limit for "on" is required. With non-running engine the max. switch-on-time of
the de-icing system is only 60 sec. Otherwise overheating of the de-icing boots will occur.
WARNING: Deice boots get hot and may burn skin if touched.
5.27.1. Brush block installation
a) Check free movement of all brushes before installing. Compress and release the brushes
noticing any bind or hang up inside the block.
b) Install the brush block assembly into its place on the engine gearbox. Safety all mounting
screws to each other with 0,81 mm (0.032 inch) stainless steel wire.
c) Check the brush block assembly for correct distance and angular location to the slip ring,
as shown in Figure 5-8. The distance between brush block and slip ring should be between
1,2 and 2,4 mm (0.047 to 0.095 inch) and brush block should be angled of 2 degrees from
perpendicular of the copper rings, toward the direction of slip ring rotation. As required,
reposition the brush assembly on the mounting bracket as follows:
1) Loosen two screws attaching the brush block to the mounting bracket. Refer to Figure 5-9.
2) Reposition the brush block to establish the correct distance and angular location to the
slip ring as shown in Figure 5-8.
3) Torque the screws attaching the brush block to the mounting bracket to 1-2 Nm (9-18 in-lb).
Check correct distance and angle after tightening.
CAUTION:
OVERTIGHTENING THE SCREWS CAN CAUSE BIND OR HANG UP OF THE
BRUSHES IN THEIR BLOCKS AND INCORRECT FUNCTION OF DE-ICING SYSTEM.
d) Check radial alignment of the brushes. Make sure that the brushes are aligned so that the
entire face of each brush contacts the copper ring throughout full 360 degrees of slip ring
rotation. Refer to Figure 5-10.
Page 5-7
2013-11-07
e) Cancelled
SLIP RING ROTATION
2°
SLIP RING ASSY
2°
1,2 - 2,4 mm
(0.047 - 0.095 inch)
BRUSH BLOCK ASSY
Figure 5-8
TWO SCREWS ATTACHING

THE BRUSH BLOCK TO THE
MOUNTING BRACKET
Figure 5-9
SLIP RING BRUSH
INCORRECT CORRECT INCORRECT
Figure 5-10
Page 5-8
2014-10-02
6.0. INSPECTIONS
CAUTION:
ALL REMOVAL, INSTALLATION AND REPAIR PROCEDURES MUST BE CARRIED OUT BY
PERSONNEL WITH APPROPRIATE QUALIFICATION.
NOTE:
INSPECTIONS DESCRIBED IN THIS CHAPTER DO NOT SUPERSEDE INSPECTIONS
DESCRIBED IN AIRCRAFT AND ENGINE MANUFACTURER´S MANUALS.
6.1. PRE-FLIGHT CHECK
NOTE: Perform pre-flight check before each flight.
1) Visually inspect the blade surfaces and leading and trailing edges for damage. Remove all
nicks, gouges and scratches before flight in accordance with FAA Advisory Circular
43.13-1B, as well as using procedures for the blade repair in the Inspection Procedures
section in this chapter.
2) Inspect the blades and spinner for the traces of lightning strike. Refer to the Inspection
Procedures section in this chapter if lightning strike is confirmed or suspected.
NOTE:
Lightning strike can be indicated as discolored area inside the painted surface, signs of
burning or melting, chipped or missing material in place of lightning strike.
3) Inspect for grease and oil leakage and identify its source.
NOTE:
A new or newly overhauled propeller may leak slightly during the first several hours of
operation. This leakage may be caused by the seating of seals and o-rings, and the slinging
of lubricants used during assembly. Such leakage should cease within the first ten hours of
operation.
If the leakage persists or increases, contact Avia Propeller.
4) Manually (by hand) check the blades for the play in the retention bearing. Refer to the
Inspection Procedures section in this chapter for blade play limits.
5) Check hardware for loose or missing.
6) Inspect the de-icers (if de-icing system installed) for damage and unsticking. Contact Avia
Propeller if problem is noted.
7) After engine start-up, check the propeller speed control and operation according to the
procedure specified in the Pilot Operating Handbook (POH) for the aircraft.
8) Check for any abnormal vibration. If vibration occurs, shut the engine down, identify the
source of vibration and correct it before further flight. Refer to the Inspection Procedures
section in this chapter and to the Troubleshooting chapter in this manual.
WARNING:
ABNORMAL VIBRATION CAN INDICATE THE DAMAGE OF PROPELLER BLADE OR
BLADE BEARING COMPONENT. IT MAY LEAD TO IN-FLIGHT BLADE SEPARATION
AND CATASTROPHIC AIRCRAFT ACCIDENT.
Page 6-1
61-10-20 INSPECTIONS
2014-10-02
6.2. 300-HOUR / ANNUAL INSPECTION

NOTE:
Detailed inspection must be performed at 300-hour intervals of operation, not to exceed 12
calendar months. For possibility of flexible inspection schedule the required hour interval may
vary plus/minus 30 flight hours.
1) Visually inspect the blade surfaces and leading and trailing edges for damage. Remove all
nicks, gouges and scratches before flight in accordance with FAA Advisory Circular
43.13-1B, as well as using procedures for the blade repair in the Inspection Procedures
section in this chapter. Other damage should be referred to Avia Propeller.
2) Inspect the propeller, blades and spinner for the traces of lightning strike. Refer to the
Inspection Procedures section in this chapter if lightning strike is confirmed or suspected.
NOTE:
Lightning strike can be indicated as discolored area inside the painted surface, signs of
burning or melting, chipped or missing material in place of lightning strike.
3) Inspect for grease and oil leakage and identify its source.
4) Check the blade play. Refer to the Inspection Procedures section in this chapter for blade
play limits.
5) Check de-icing components (if installed) per Electric de-icing system in this chapter.
6) Check the mounting nuts. If non-selflocking nuts are used, check its safety. If safety wire is
loosen, broken or if missing, re-torque and re-safety the nuts.
7) Check the securing of the governor components associated with propeller RPM and
beta/reverse mode control.
8) Make an entry into the propeller log book to document this inspection.
6.3. 900-HOUR / TWO-YEAR INSPECTION

NOTE:
Detailed inspection must be performed at 900-hour intervals of operation, not to exceed 24
calendar months. For possibility of flexible inspection schedule the required hour interval may
vary plus/minus 30 flight hours.
1) Perform 300-hour/Annual inspection per procedure in this chapter.
2) Only AV-725 and AV-803 series propellers

a) Remove the spinner dome.
b) Disconnect the electric de-icing cables (if de-icing system installed).
c) Observe visibility of position lines on the blade and bushing before removing the blades.
Use the sharp needle to renew the lines as necessary.
d) Remove the cotter pins, loose the clamp bolts and remove the blades from the bushing.
e) Thoroughly inspect the threads of all blades and blade bushings for corrosion. For further
operation is acceptable :
1 Very light corrosion marks in the blade thread.
2 Corrosion marks in the blade bushing thread not exceed 1/5 of circumference for first and
second thread (from outside) and 1/4 of circumference for other threads and bushing
bottom. Use special hand glass for inspection of the thread backside.
CAUTION:
Do not remove the corrosion marks in the blade thread with file, grinder or any other
tool. Use only clean cloth to wipe the surface.
Page 6-2
2013-02-15
CAUTION:
In case of strong and/or deep corrosion, if it is not possible to remove the blade from the
bushing or in case of any doubt remove the propeller from service and contact Avia Propeller.
f) Install the blades per Blade installation in this manual.
3) Models AV-( )-R(W) only
Perform function test of the overspeed governor:

a) Remove the spinner dome.
b) Remove the governor cover (figure 6-1). The spring
support must extend from the governor approx.
1,5 mm (0.06 inch) as displayed in figure 6-1.
Otherwise push and release the spring support
several times.
CAUTION:
If the spring support not extend from the governor,
the governor must be replaced.
c) Install the spinner dome.
d) Start and warm-up the engine according to the
flight manual.
e) Cycle the propeller condition lever from minimum Figure 6-1
flight angle to feather (at least three times) to purge
air from propeller hydraulic system.
f) Move the propeller condition lever to maximum RPM.
g) Move the engine condition lever slowly to RPM corresponding to overspeed governor
action (RPM no further increased - approx. 1950 RPM), then increase the power by
approx. 2% generator speed (generator tachometer). Repeat this operation five times.
The propeller condition lever is in maximum RPM.
h) Propeller speed in the 3rd to 5th cycle should not exceed 2000 RPM. Possible propeller
surging at the overspeed governor test is acceptable if the setting value of the governor will
not be exceeded.
NOTE:
If propeller RPM during the test exceeded the value setting on governor, governor must be
replaced.
i) Screw back the cover by hand until it stops and then tighten additionally by wrench about
approx. 5 degrees. Safety the cover with 0,81 mm (0.032 inch) stainless steel safety wire.
4) Make an entry into the propeller log book to document this inspection.
Page 6-3
2013-02-15
6.4. INSPECTION PROCEDURES
NOTE:
This section contains inspection procedures to evaluate reason of troubles determined within the
inspections stated above. In some instances, the repair procedure is included.
1) Grease or oil leakage
a) Oil leakage is usually caused by damaged seal. Inspect the propeller and identify source of
leakage.
2) Vibration
WARNING:
ABNORMAL VIBRATION CAN INDICATE THE DAMAGE OF PROPELLER BLADE OR BLADE
BEARING COMPONENT. IT MAY LEAD TO IN-FLIGHT BLADE SEPARATION AND
CATASTROPHIC AIRCRAFT ACCIDENT !
THE SOURCE OF VIBRATION MUST BE IMMEDIATELY DETERMINED AND CORRECTED.
a) Troubleshooting procedures typically begin with an investigation of the engine. Aircraft

components, such as engine mounts or loose landing gear doors, can be the source of
vibration. Perform evaluation of possible sources of vibration in accordance with engine
and/or aircraft manufacturer´s instructions. If no cause is found, proceed according the
following steps.
b) Remove the spinner dome and visually inspect the entire blades and visible hub components
for cracks, mechanical damage and other unusual condition. If crack is found or in case of
any doubt contact Avia Propeller.
c) Thread-type blade models only

Check correct installation of the blades in the bushings. Verify that the position line on the
blade shank coincide with the line on the blade bushing face. Max. tolerance for blade and
bushing marks straightness is one half of blade mark thickness. Reinstall the blade per
Installation and operation instruction in this manual if problem is noted.
d) Check correct installation of the clamps with counterweights. Refer to Installation and
operation instruction in this manual.
e) Check the blade play per Loose blades section in this chapter.
f) Check the blade track per Blade track section in this chapter.
3) Loose blades
a) Check the blade for looseness per figure 6-2.

Blade play limits:
Blade end play : ±1,5 mm (±0.06 inch)
Fore and aft play : ±1,5 mm (±0.06 inch)
Radial play (pitch change) : ±0,5 degree (1 degree total) measured at reference station -
difference between all blades must not be more than 0,5°.
In and out play : 0,8 mm (0.032 inch)
CAUTION:
DO NOT APPLY AN EXCESSIVE FORCE TO THE BLADE WHEN CHECK THE BLADE
PLAY. THE FORCE 1 N TO 4 N IS ACCEPTABLE.
Page 6-4
2013-02-15
Figure 6-2
4) Blade track
NOTE:
This inspection procedure only be performed if blade track problem is suspected as potential
source of abnormal propeller operation (e.g. vibration).
NOTE: Shut down the engine with propeller in minimum flight angle.
Check the blade track as follows (figure 6-3):
a) Chock the aircraft wheels securely.
b) Place a flat fixed board with attached sheet of paper under the tip of the lower blade. Use
a pencil to draw a line along the full width of the blade tip.
c) Rotate the propeller manually in the direction of normal rotation and repeat this procedure
with another blade tips.
d) The marked lines of all blade tips should be separated by not more than 3 mm (0.12
inch).
CAUTION:
Difference greater than 3 mm (0.12 inch) may be an indication of bent blades or damage
of propeller servo inside the hub. Indicated blade track problem should be referred to Avia
Propeller.
Figure 6-3
Page 6-5
2013-02-15
5) Electric de-icing system
a) Inspect the slip ring for excessive wear and damage. Surface of copper rings must be
smooth, clean and dry.
b) Check all screw connections - attaching of cables to the spinner bulkhead and to the
blade clamps, connection of cables to the slip ring contacts and to the de-icers. Retighten
as required. Safety the contact screws with safety paint after tightening.
c) Inspect the cables for damage.
d) Inspect the brushes of the brush assembly for

excessive wear. Insert approx. 2,5 mm (0,1 inch)
diameter rod into hole of each brush module as
displayed in Figure 6-4, while the brush protrude
1,6 mm (1/16 inch) from the brush module.
If depth is more than 9 mm (23/64 inch), then
replace the brush assembly or replace all brushes
of the brush assembly in accordance with
Goodrich manual 30-60-01.
Figure 6-4
6.5. REPAIR OF NICKS OR GOUGES ON BLADES
Local repairs may be made using files, electrical or air powered equipment. Emery cloth, scotch
brite, and crocus cloth are to be used for final finishing. Refer to figure 6-5.
Figure 6-5
Page 6-6
2013-02-15
WARNING:
Rework which involves cold working the metal, resulting in concealment of a damaged area, is
not acceptable. A stress concentration may exist which can result in a blade failure.
Repairs to the leading or trailing edge are to be accomplished by removing material from the
bottom of the damaged area. Remove material from this point out to both sides of the damag,
providing a smooth, blended depression which maintains the original airfoil general shape.
Repairs to the blade thrust or camber should be made in the same manner as above. Repairs
that form a continuous line across the blade section (chordwise, blade leading to trailing edge)
are unacceptable.
The area of repair should be determined as follows:
Leading and trailing edge damage : Depth of nick x 10.
Face and camber : Depth of nick x 20.
NOTE:
Leading edge includes the first 10% of chord from the leading edge. The trailing edge consits of
the last 20% of chord adjacent to the trailing edge.
After filing or sanding of the damaged area, the area must then be polished, first with emery
cloth, and finally with crocus cloth to remove any traces of filing.
Treat the repaired area to prevent corrosion. Apply chemical conversion coating and finish
coating as follows:
1) Wipe the surface with acetone or MEK.
2) Apply corrosion preventive coating Alodine 1200 or Alodine 1132 Touch-N-Prep to the bare
aluminum surface. Follow manufacturer´s directions.
3) Apply the finish coating. Refer below for approved aerosol paints:
Tempo A-150 Epoxy Black
Tempo A-151 Epoxy Gray
Tempo A-152 Epoxy White
CAUTION:
REPAIR PROCEDURES CAN ALTER PROPELLER BALANCE THAT MAY LEAD TO
EXCESSIVE VIBRATIONS OF THE PROPELLER IN OPERATION. THE DYNAMIC BALANCING
OF THE PROPELLER MAY BE NECESSARY. REFER TO DYNAMIC BALANCE SECTION IN
THIS MANUAL.
6.6. REPAIR OF BENT BLADES
CAUTION:
Do not attempt to “pre-straighten” a blade prior to delivery to an approved propeller repair
station. This will cause the blade to be scrapped by the repair station.
Repair of a bent blade or blades is considered a major repair. This type of repair must be
accomplished by an approved propeller repair station, and only within approved guidelines.
6.7. OVERSPEED / OVERTORQUE
Overspeed occurs if the propeller RPM exceeds the maximum RPM published in Type
Certificate Data Sheet of applicable propeller type.
Overtorque occurs when the engine load exceeds the limits established by the engine, propeller
and airframe manufacturer.
The corrective action is based on the severity and the duration of overspeed or overtorque for a
single event.
Page 6-7
2013-11-07
When a propeller installed on a turbine engine has an overspeed event, refer to figure 6-6 to
determine the corrective action to be taken.
When a propeller installed on a turbine engine has an overtorque event, refer to figure 6-7 to
determine the corrective action to be taken.
In case of overspeed and/or overtorque event resulted in inspection or overhaul is required to fill
out the report in the end of this chapter and send it with propeller to manufacturer or authorized
service centre.
Figure 6-6
Figure 6-7
For engine mounted accessories (for example, governors, pumps, and propeller control units)
manufactured by Avia Propeller, any overspeed at a severity level and /or duration sufficient to
require at minimum a search inspection for the propeller, will require the accessory to be
disassembled and inspected in accordance with the applicable maintenance manual.
Regardless of the degree of damage, make a log book entry to document the overspeed event.
Corrective Actions
When no action is necessary, no maintenance is necessary other than to verify that the overspeed
was not caused by a mechanical problem.
When overspeed inspection or overhaul is required the propeller must be removed from service and
be sended to manufacturer or authorized repair station for inspection or overhaul.
When the corrective action requires to scrap the propeller must be removed from service. Such
propeller is not repairable.
Page 6-8
2013-02-15
6.8. LIGHTNING STRIKE
Lightning strike damage usually looks like a small burn marks or pitting, with signs of blistering
and melting. As a result of lightning strike, the part should be chipped, jagged or material
should be missed, with discoloration and melting in place where the piece broke off. Lightning
strike damage to the spinner dome may looks like a small burn holes in the surface.
In the event of a propeller lightning strike, an inspection is required before further flight. It may
be permissible for a propeller to be operated for an additional 10 hours of operation if following
inspection is performed:
a) Remove the spinner dome and visually inspect the propeller, spinner and de-icing system for
damage that would require repair before flight (such as broken de-icing wires or arcing
damage to the propeller hub).
b) Inspect the propeller blades for damage caused by the lightning strike. If only minor burn
marks are evident, then 10 hours of operation is acceptable before removal from engine and
inspection.
c) Check operation of the propeller de-icing system.
d) Regardless of the degree of damage, make a log book entry to document the lightning strike.
CAUTION:
Regardless of the outcome of the inspection, after 10 additional hours the propeller must be
sent to the manufacturer or authorized service centre for proper inspection.
6.9. FOREIGN OBJECT STRIKE
Foreign object strike is any event whether or not the engine is operating, when the propeller
comes into contact with anything other than air resulting in visible damage of the propeller
blades. Only minor damage from stones during normal propeller operation may not be
considered as foreign object stike.
A foreign object strike can cause a broad spectrum of damage. It is no possible to detect the
extent of damage inside the hub without its disassembly.
Any foreign object strike event resulting in visible damage of the blades except minor stone
nicks requires overhaul at manufacturer or authorized service centre.
6.10. EXPOSURE TO FIRE OR HEAT
Exposure to fire or extreme heat requires the inspection of the propeller and engine mounted
accessories manufactured by Avia at manufacturer or authorized service centre.
6.11. ENGINE OIL CONTAMINATION
Engine oil contamination requires the inspection of the propeller and engine mounted
accessories manufactured by Avia at manufacturer or authorized service centre.
Page 6-9
2013-02-15
RECORD ON PROPELLER SUBJECT TO OVERSPEED
Owner: ...........................................................................................................................
Aircraft manufacturer: ............................ Type:. ..................... S/No.: ...........................
Type of engine: ....................................................................... S/No.: ...........................
Reduction gear: .............................................................................................................
Type of propeller governor: .................................................... S/No.: ............................
Type of propeller hub: ............................................................ S/No.: ............................
Type of propeller blade: ........................................................ S/No. of blade 1: .......…
2: .......…
3: .......…
4: .......…
5: .......…
Max. overspeed (note whether being indicated or estimated):
......................................................................................................................................
Propeller position (e.g. take off, cruise): ......................................................................
Pre-selected speed: ............................ Pre-selected manifold Press.: ........................
Airspeed: ............................................ Flight Altitude: .................................................
Overspeed time: ...........................................................................................................
Flight attitude during overspeed: ..................................................................................
Flight weight during overspeed: ....................................................................................
Supposed cause of overspeed (if known): ...................................................................
......................................................................................................................................
Page 6-10
2013-02-15
RECORD ON PROPELLER SUBJECT TO OVERTORQUE
Owner: ...........................................................................................................................
Aircraft manufacturer: ............................ Type:. ..................... S/No.: ...........................
Type of engine: ....................................................................... S/No.: ...........................
Reduction gear: .............................................................................................................
Type of propeller governor: .................................................... S/No.: ............................
Type of propeller hub: ............................................................ S/No.: ............................
Type of propeller blade: ......................................................... S/No. of blade 1: .......…
2: .......…
3: .......…
4: .......…
5: .......…
Max. overtorque (note whether being indicated or estimated):
....................................................................................................................................…
Propeller position (e.g. take off, cruise): ........................................................................
Pre-selected speed: ............................ Pre-selected manifold Press.: .........................
Airspeed: ............................................ Flight Altitude: ..................................................
Overtorque time: ...........................................................................................................
Flight attitude during overtorque: ...................................................................................
Flight weight during overtorque: ....................................................................................
Supposed cause of overtorque (if known): ....................................................................
.........................................................................................................................................
..............
Page 6-11
2013-02-15
7.0. MAINTENANCE
7.1. There are no frequent maintenance works required on the hub because all moving parts are
inside the hub and not exposed to the environment. Blade bearings and pitch change
mechanism are filled with special lubricants and there is no need to refill between overhauls. A
corrosion protection of the hub with thinned engine oil or anticorrosion spray is recommended.
7.2. Repair of spinner parts is not permissible. Cracked spinner domes, filler plates and backplates
are to be replaced by airworthy parts.
7.3. In case of a ground strike with Aluminum blades, refer to Blades Overhaul Manual for
evaluation.
7.4. DYNAMIC BALANCE
NOTE:
All manufactured or overhauled propellers are statically balanced. Dynamic balance is
recommended but not required unless specified by airframe or engine manufacturer.
7.4.1. Overview
7.4.1.1. Dynamic balance is accomplished by using an accurate means of measuring the amount and
location of the dynamic imbalance. After such a undertake the remaining imbalance should
be below 0,2 ips.
7.4.1.2. Follow the instructions from the equipment manufacturers for dynamic balance.
7.4.1.3. If the dynamic imbalance is bigger than 1,2 ips, the propeller must be removed and statically
rebalanced.
7.4.2. INSPECTION PROCEDURES PRIOR TO BALANCING
7.4.2.1. Visually inspect the propeller assembly after it has been reinstalled on the aircraft prior to
dynamic balancing.
NOTE:
The First run-up of a new or overhauled propeller assembly may leave grease on the blades
and inner surface of the spinner dome. This is normal and do not mean that it will be a
continuing grease leakage.
Use a mild solvent to completely remove any grease on the blades or inner surface of the
spinner dome.
7.4.2.2. Prior to dynamic balance record the number and location of all balance weights from the static
balance.
7.4.2.3. It is recommended that placement of balance weights on aluminum spinner bulkheads which
have not been previously drilled be placed in a radial location.
7.4.2.4. The radial location should be outboard of the slip ring and inboard of the bend at which point
the bulkhead creates a flange to attach the spinner dome.
7.4.2.5. Drilling holes for use with the AN3-( ) type bolts with self-locking nuts is acceptable.
Page 7-1
61-10-20 MAINTENANCE
2014-09-18
NOTE:
Chadwick-Helmuth Manual AW-9511-2, „The Smooth Propeller„ specifies several generic
bulkhead rework procedures.
7.4.2.6. All hole/balance weight locations must take into consideration, and must avoid, any possibility
of interfering with the adjacent airframe, de-ice and engine components.
7.4.3. PLACEMENT OF BALANCE WEIGHTS FOR DYNAMIC BALANCE
7.4.3.1. The acceptable method of attachment of dynamic balance weights is to add the weights to the
spinner bulkhead to existing static balance weights.
7.4.3.2. Record the number and location of dynamic balance weights, and static balance weights if
they have been reconfigured, into the Propeller logbook. Subsequent removal of the dynamic
balance weights, if they exist, will return the propeller to its original static balance condition.
The static balance weights are allowed to remove, if effective.
7.4.3.3. Use only stainless washers or plated steel washers as dynamic balance weights on the
spinner bulkhead.
7.4.3.4. Do not exceed maximum weight per location of 32 g. This is approximately equal to eight
AN970-3 style washers.
7.4.3.5. Weights are to be installed using aircraft quality 10-32 inch screws bolts.
7.4.3.6. Balance weight screws attached to the spinner bulkheads must protrude through the
self-locking nuts a minimum of one thread and a maximum of four threads.
7.4.3.7. All propellers which have been dynamically balanced must install a decal on blade no. 1. This
will alert repair station personnel that the existing balance weight configuration may not be
correct for static balance.
7.4.3.8. - Cancelled -
Page 7-2
61-10-20 MAINTENANCE
2013-02-15
8.0. TROUBLESHOOTING
8.1. Blade shake
8.1.1. Fore and aft movement
Cause : Blade bearing loose
Remedy : If more than 3 mm, return propeller to the factory or any approved repair station to correct
the pre-load of the blade retention bearing.
8.1.2. Blade angle play
Cause : Blade bearing loose by seating and/or increased play by wear in the pitch change
mechanism (pitch change pin, pitch change block).
Remedy : If more than 2°, return propeller to the factory or any approved repair station.
8.2. Sluggish rpm change
Cause : 1. Oil is cold

2. Excessive friction
Remedy : 1. Run the turbine until the green arc of the oil temperature is reached. Cycling the
propeller several times and observe if sluggish rpm change is still present.
2. With stopped engine, move the blades by turning them with hands within the angular
play. If excessive friction exist, the blade retention system has to be inspected, contact
factory.
8.3. Surging rpm
Cause : 1. Trapped air in propeller piston

2. Sludge deposit
3. Wrong speeder spring in the governor
4. Wrong pitch stops in the propeller
5. Abrupt movement of propeller or throttle control
6. Instrumental error
Remedy : 1. Move propeller control at least twice every time before flying
2. Clean oil tubes in the turbine in the propeller piston and eventually in the governor (only
possible at the manufacturer´s).
3. Check that the governor part number corresponds to the aircraft data sheet. If the rpm
does not stabilize after 5 periods this is an indication for a wrong speeder spring,
contact factory.
4. Compare pitch values to those of the data sheet. Note static rotational speed.
5. Move the controls carefully and slowly
6. Check tachometer and drive.
8.4. Rpm variations between ascend, cruise and descent although having identical propeller
setting
Up to ±50 rpm normal condition. If more :
Cause : 1. Excessive friction in the propeller

2. Excessive friction in the governor
3. Defect tachometer
Page 8-1
61-10-20 TROUBLESHOOTING
2013-02-15
Remedy : 1. Contact manufacturer.

2. Contact manufacturer.
3. Replace/repair instrument.
8.5. Rpm decrease during normal operation without change of propeller lever position
Cause : 1. Oil leakage or hot oil

2. Worn oil transfer system causes a increase in blade angle of attack
3. Failure of governor speeder spring
4. Governor drive failure
Remedy : 1. Check for oil leaks, replace gaskets, decrease oil temperature with higher aispeeds.
2. If the system works with cold oil and fails at high oil temperature, this will indicate hogh
leakage in the oil transfer system on the propeller shaft. Repair turbine.
4. Check governor drive and governor on the test bench.
8.6. Rpm increase during normal operation without change of propeller lever position
Cause : 1. Sticking pilot valve in governor

2. Control inoperative or broken
Remedy : 1. Check governor on the test bench

2. Check free movement, connection and positive stop contact.
8.7. Extremely slow pitch change or no pitch change on ground

(rpm changes with airspeed like a fixed pitch propeller)
Cause : 1. Blocked oil line

2. Sludge deposit in propeller piston
3. Damaged pitch change mechanism
4. Corrosion in the blade bearings
Remedy : 1. Check turbine

2. Clean propeller and crankshaft
Concerning 1 and 2 :
This behavior does not appear at once and gets worse after some time. It should be
observed at the preflight check.
This error may appear suddenly.
4. Repair propeller.
8.8. Oil leakage (visible outside or hidden inside)
Cause : Damaged seals
Remedy : Replace gaskets or repair propeller
8.9. Rough running turbine, possibly in limited rpm range only
Cause : 1. Bad static balance

2. Bad dynamic balance
3. Operation in restricted rpm range
Page 8-2
2010-11-05
Remedy : 1. Rebalance statically, mount balance weights to spinner front plate.

2. Rebalance dynamically, mount balance weights to spinner bulkhead.
3. Refer to Airplane Flight Manual. Check rpm gauge for correct reading. Repair or replace
it necessary.
8.10. Slow reversing or no reversing
If reverse is not possible, the governor and the mechanical linkage between the rotating
propeller and the turbine must be inspected. If necessary, inspect the carbon brush block and
the brass slip ring for damage or wear, or check the beta-valve.
Relief valve pressure is too low, or the internal leakage of the oil transfer system is too high.
8.11. Slow feathering
If more than 10 sec. are needed for full feathering, there is one of the following problems :
1. Sticking blades or pitch change mechanism

2. Control too long or wrong adjusted governor
If no discrepancies are found during inspection, check governor on a test bench, at TPE-331-()
engines, check the feathering valve.
8.12. Start - Lock not reachable
If the start-lock do not engage at the Garrett TPE-331-( ) engines, either the spring is broken or
the piston guide rod is worn out.
Check both parts for their condition, if necessary replace.
Page 8-3
2010-11-05
9.0. SHIPPING AND STORAGE
9.1. For any shipment of the propeller use original container. If it is not possible it will be very
important to fix the propeller at the blades and the hub, if necessary, in a manner that avoids
damage.
Use an original transport plug, or, if missing, protect the hub flange properly by soft material for
any shipment or storage after removal from engine. Hub flange damage could result in the hub
to be scrapped.
9.2. Storage only in a controlled environment under temperature of -20° to +35°C (-5° to +95°F) and
rel. humidity of 10% to 75%. Avoid extreme temperature/humidity differences or cycles.
9.3. The TBO starts immediately after the initial installation of the propeller to the aircraft and will not
be interrupted by removals later on.
9.4. If the propeller is installed on engine within 24 months after date of manufacture or Overhaul,
then calendar time to Overhaul starts from date of installation.
If the propeller is not installed on engine within 24 months from date of manufacture or
Overhaul, the Storage inspection is recommended before first flight. The propeller will be
diassembled for replacement of all sealing elements.
If the Storage inspection is not performed, then the calendar time to Overhaul starts from date
of manufacture or Overhaul.
CAUTION:
INSTALLATION OF PROPELLER ON ENGINE LATER THAN 24 MONTHS WITHOUT THE
STORAGE INSPECTION MAY RESULTS IN OIL LEAKAGE AND INCORRECT FUNCTION !
Page 9-1
61-10-20 SHIPPING AND STORAGE
2012-08-24
10.0. SPECIAL TOOLS
T-419 Startlock Puller (for TPE-331-( ) engines)
066-7103 or 800-120 Wrench for overspeed governor closing nut (governor No.065-2600 only)
Torque wrench with range 65-100Nm / 48-72 ftlb

(Including all propeller models. See section Installation for torques needed to specific propeller
installation).
Insert tool for torque wrench :

22 mm or 7/8 inch (all models)
19 mm or 3/4 inch (AV-725 series only)
Above-mentioned tools are possible to be delivered based on special order.
Page 10-1
61-10-20 SPECIAL TOOLS
2013-02-15
11.0. DRAWINGS AND PARTLISTS
11.1. AV-725-1-E-C-F-R(P)
Figure 11-1: AV-725-1-E-C-F-R(P) Propeller Assembly
Page 11-1
61-10-20 DRAWINGS AND PARTLISTS
2015-01-12
Item Description Item Description
1.0 Propeller blade 2.51 Nut

1.5 De-icer 2.52 Cotter pin
1.8 O-ring 2.53 Screw
2.0 Hub 2.54 Washer
2.1 Cylinder 2.55 Carbon block
2.2 Front fork 2.57 Split ring
2.3 Rear fork 2.58 Screw
2.4 Piston 2.59 Washer
2.5 Guide rod 2.60 Washer
2.6 Washer 3.1 Spinner dome
2.7 Pitch change block 3.2 Spinner bulkhead
2.8 Guide block 3.3 Spinner front plate
2.9 Spring 3.4 Cover plate
2.10 Spring 3.5 Rivet
2.11 Guide bushing 3.6 Selflocking nutplate
2.12 Plug 3.7 Screw
2.13 O-ring 3.8 Washer
2.14 O-ring 3.9 Rubber ring
2.15 O-ring 7.1 Slip ring
2.16 Guide ring or Spacer ring
2.17 Bushing 7.2 Cable
2.18 Pin 7.3 Cable
2.19 Bushing 7.4 Cushion clamp
2.20 Selflocking nut 7.5 Screw
2.21 Spring guide 7.6 Selflocking nut
2.22 Screw 7.7 Washer
2.23 Beta rod 7.8 Screw
2.24 Beta spring guide 7.9 Toothed lock washer
2.25 Cover cap 7.10 Screw
2.26 Beta spring 7.11 Washer
2.27 Bearing race 7.12 Brush block assy
2.28 Ball 7.13 Cushion clamp
2.29 Separator 7.14 Tie strap
2.30 Spacer ring 7.15 Tie strap
2.31 Prestressing nut 7.16 Label
2.32 O-ring
2.33 Blade bushing
2.34 O-ring
2.35 Distance ring
2.36 Screw
2.37 Washer
2.38 Flange bolt
2.39 Washer
2.40 Selflocking nut
2.41 Cylinder plate
2.42 O-ring
2.43 Lock plate
2.44 Screw
2.45 Washer
2.46 Beta ring
2.47 Nut
2.48 Pin
2.49 Counterweight
2.50 Screw
Table 11-1: Partlist of AV-725-1-E-C-F-R(P) Propeller Assembly
Page 11-2
2015-01-12
11.2. AV-725-1-E-C-F-R(W)
Figure 11-2: AV-725-1-E-C-F-R(W) Propeller Assembly
Page 11-3
2015-01-12
1.0 Propeller blade 2.52 Nut

1.5 De-icer 2.53 Pin
1.8 O-ring 2.54 Cotter pin
2.0 Hub 2.55 Screw
2.1 Cylinder 2.56 Lock washer / Washer
2.2 Piston 2.57 Overspeed governor
2.3 Piston extension 2.58 O-ring
2.4 Piston rod 2.59 Lock washer
2.5 Distance bushing 2.60 Pin
2.6 Distance bushing 2.61 Carbon block
2.7 Pitch change block 3.1 Spinner dome
2.8 Guide block 3.2 Spinner bulkhead
2.9 Guide bushing 3.3 Spinner front plate
2.10 Rear fork 3.4 Cover plate
2.11 Cylinder plate 3.5 Rivet
2.12 Retaining ring 3.6 Selflocking nutplate
2.13 Retaining ring 3.7 Screw
2.14 Screw 3.8 Washer
2.15 Oil tube 3.9 Spinner tip
2.16 Screw 3.10 Rivet
2.17 Washer 3.11 Rubber ring
2.18 O-ring 3.12 Spacer ring
2.19 Front fork 3.13 Rivet
2.20 Guide ring 7.1 Slip ring
2.21 O-ring or Spacer ring
2.22 O-ring 7.2 Cable
2.23 O-ring 7.3 Cushion clamp
2.25 Beta ring 7.5 Selflocking nut
2.27 O-ring 7.7 Cable clip
2.28 Bearing race or Bottom terminal board
2.29 Ball 7.8 Screw
2.30 Separator or Ground wire
2.31 Spacer ring 7.9 Washer
2.32 Prestressing nut 7.10 Screw
2.33 O-ring or Cable holder
2.34 Spring guide 7.11 Washer
2.35 Spring 7.12 Brush block assy
2.36 Beta rod 7.13 Slip ring label
2.37 Selflocking nut or Upper terminal board
2.39 Flange bolt 7.15 Screw
2.40 Selflocking nut 7.16 Washer
2.41 Washer 7.17 Cable assy
2.42 Screw 7.18 Terminal strip
2.43 Lock plate or Tie strap
2.44 Blade bushing 7.19 Screw
2.45 O-ring or Slip ring label
2.46 Screw 7.20 Bracket
2.47 Washer 7.21 Screw
2.48 Distance ring 7.22 Screw
2.49 Spacer ring 7.23 Washer
2.50 Counterweight 7.24 Tie strap
2.51 Screw 7.25 Warning decal
Table 11-2: Partlist of AV-725-1-E-C-F-R(W) Propeller Assembly
Page 11-4
2015-01-12
11.3. AV-803-1-E-C-F-R(W)
Page 11-5
2015-01-12
1.0 Propeller blade 2.51 Screw

1.5 De-icer 2.52 Nut
1.8 O-ring 2.53 Pin
2.0 Hub 2.54 Cotter pin
2.1 Cylinder 2.55 Screw
2.2 Piston 2.56 Lock washer
2.3 Piston extension 2.57 Overspeed governor
2.4 Piston rod 2.58 O-ring
2.5 Distance bushing 2.59 Guide ring
2.6 Distance bushing 3.1 Spinner dome
2.7 Pitch change block 3.2 Spinner bulkhead
2.8 Guide block 3.3 Spinner front plate
2.9 Guide bushing 3.4 Cover plate
2.10 Rear fork 3.5 Rivet
2.11 Cylinder plate 3.6 Selflocking nutplate
2.12 Retaining ring 3.7 Screw
2.13 Retaining ring 3.8 Washer
2.14 Screw 7.1 Slip ring
2.15 Oil tube or Spacer ring
2.16 Screw 7.2 Cable
2.17 Washer 7.3 Lead clip
7.5 Selflocking nut
2.20 Guide ring 7.6 Washer
2.24 O-ring 7.10 Clamp
2.25 Beta ring
2.26 O-ring 7.12 Slip ring label
2.27 O-ring 7.13 Brush block assy
2.28 Bearing race 7.14 Tie strap
2.29 Ball
2.30 Separator
2.31 Spacer ring
2.32 Prestressing nut
2.33 O-ring
2.34 Spring guide
2.35 Spring
2.36 Beta rod
2.38 O-ring
2.39 Flange bolt
2.41 Washer
2.42 Screw
2.43 Lock plate
2.44 Blade bushing
2.45 O-ring
2.46 Screw
2.47 Washer
2.48 Distance ring
2.49 Spacer ring
2.50 Counterweight
Table 11-3: Partlist of AV-803-1-E-C-R(W) Propeller Assembly
Page 11-6
2015-01-12
11.4. AV-844-1-E-C-F-R(G)
Figure 11-4: AV-844-1-E-C-F-R(G) Propeller Assembly
Page 11-7
2013-11-07
1.0 Propeller blade 3.1 Spinner dome

2.0 Hub 3.2 Spacer ring
2.1 Front plate 3.3 Spinner bulkhead
2.2 Piston 3.4 Spinner front plate
2.3 Guide ring 3.5 Cover plate
2.5 Spring guide 3.7 Selflocking nutplate
2.6 Guide rod 3.8 Screw
2.7 Front fork 3.9 Washer
2.8 Pitch change block 3.10 Screw
2.9 Guide block 3.11 Washer
2.10 Guide bushing 6.0 Counterweight
2.11 Spring 6.1 Screw
2.13 Nut
2.14 Screw
2.15 Screw
2.16 Washer
2.17 O-ring
2.18 Backup ring
2.19 O-ring
2.20 O-ring
2.22 Bearing race
2.23 Ball
2.24 Separator
2.25 Preload ring
2.27 Retaining ring
2.28 O-ring
2.29 Flange bolt
2.30 Washer
2.32 Stop weight
2.33 Pitch lock plate
2.34 Spring
2.35 Screw
2.36 Screw
2.37 Nut
2.38 Washer
2.39 Washer
2.40 Distance ring
Table 11-4: Partlist of AV-844-1-E-C-F-R(G) Propeller Assembly
Page 11-8
2012-08-24
11.5. AV-844-1-E-C-F-R(P)
Figure 11-5: AV-844-1-E-C-F-R(P) Propeller Assembly
Page 11-9
2013-11-07

2.0 Hub 3.2 Spinner bulkhead
2.1 Front plate 3.3 Spinner front plate
2.2 Piston 3.4 Cover plate
2.4 Guide rod 3.6 Selflocking nutplate
2.5 Front fork 3.7 Screw
2.6 Spring guide 3.8 Washer
2.7 Washer 3.9 Screw
2.8 Pitch change block 3.10 Washer
2.9 Guide block 3.11 Spacer
2.10 Screw 3.12 Label
2.11 Spring 4.0 Slip ring
2.12 Spring 4.1 Screw
2.13 Nut 4.2 Washer
2.14 Cover cap 6.0 Counterweight
2.15 Selflocking nut 6.1 Screw
2.16 Beta rod 7.1 Cable
2.17 Nut 7.3 Cover tube
2.18 Bushing 7.5 Cushion clamp
2.19 Bushing 7.6 Bushing
2.20 Beta ring 7.7 Screw
2.21 Carbon block 7.8 Washer
2.22 Retaining ring 7.9 Selflocking nut
2.23 Beta spring 7.10 Screw
2.24 Beta spring guide 7.11 Washer
2.25 Screw 7.12 Tie strap
2.26 Washer 7.13 Tie strap
2.29 O-ring
2.30 Guide bushing
2.31 Bearing race
2.32 Ball
2.33 Separator
2.34 Preload ring
2.35 Retaining ring
2.36 Retaining ring
2.37 O-ring
2.38 Flange bolt
2.39 Washer
2.41 O-ring
2.42 Distance ring
2.43 Washer
2.46 Retaining ring
Table 11-5: Partlist of AV-844-1-E-C-F-R(P) Propeller Assembly
Page 11-10
2013-11-07
11.6. AV-844-1-E-C-F-R(W)
Page 11-11
2015-01-12

2.0 Hub 3.2 Spinner bulkhead
2.1 Front plate 3.3 Spinner front plate
2.2 Piston 3.4 Cover plate
2.3 Piston extension 3.5 Rivet
2.4 Guide rod 3.6 Selflocking nutplate
2.5 Distance bushing 3.7 Screw
2.6 Distance bushing 3.8 Washer
2.7 Pitch change block 3.9 Screw
2.8 Guide block 3.10 Washer
2.9 Guide bushing 3.11 Lock washer
2.10 Rear fork 6.0 Counterweight
2.11 Cylinder plate 6.1 Screw
2.12 Retaining ring 7.1 Slip ring
2.13 Retaining ring or Spacer ring
2.14 Front fork 7.2 Brush block assy
2.15 Oil tube
2.16 Screw
2.17 Washer
2.18 O-ring
2.19 Backup ring
2.20 Guide ring
2.21 O-ring
2.22 O-ring
2.23 O-ring
2.24 O-ring
2.25 Beta ring
2.26 O-ring
2.27 O-ring
2.28 O-ring
2.29 Overspeed governor
2.30 Bearing race
2.31 Ball
2.32 Separator
2.33 Preload ring
2.35 Retaining ring
2.36 O-ring
2.37 Spring guide
2.38 Spring
2.39 Beta rod
2.41 O-ring
2.42 Flange bolt
2.44 Washer
2.45 Screw
2.46 Washer
2.47 Screw
2.48 Distance ring
2.49 Overspeed governor
2.50 Spacer ring
2.51 Guide ring
Table 11-6: Partlist of AV-844-1-E-C-F-R(W) Propeller Assembly
Page 11-12
2015-01-12
PROPELLER CONTROL SYSTEM Page 12-1

61-10-20 (WALTER ENGINES) 2012-08-24
12.0. PROPELLER CONTROL SYSTEM (WALTER ENGINES)
12.1 INTRODUCTION
A. General
The informations on function, installation, adjustment and testing of Jihostroj governors LUN7815 and/or
LUN7816 are only included in this chapter. For information on other propeller governors refer to governor
manufacturer’s manual.
12.2 AIRWORTHINESS LIMITATION
See the certificate delivered with governor for information on airworthiness limitations.
Contact manufacturer for additional information.
12.3 PROPELLER CONTROL
A. Oil supply
The propeller governor consists of a oil pump and control subassemblies. The oil pump supplies
pressurized oil to the propeller. It consists of a geared type pump and a relief valve that keeps the
pump outlet pressure at the required level.
B. RPM control
RPM control is keeping the propeller at a constant speed. The governor compares actual RPM with
requested RPM then varies the amount of oil pressure sent to the propeller. This pressure is used to
vary the pitch of the propeller blades to maintain the requested RPM.
Speed adjusting lever on the governor is connected through linkage with propeller condition lever in the
aircraft cockpit. Position of the adjusting lever determines loading of the speeder spring. This loading
represents RPM requested.
The governor shaft, which is driven from engine gear box and which RPM are proportional to propeller
RPM, is connected with flyweight head and both are rotating together. Centrifugal force of flyweights acts
against speeder spring. This force represents real propeller RPM.
The flyweight centrifugal force acts on pilot valve support. The force from speeder spring acts on the
second side of the support. The pilot valve support is connected with pilot valve, which controls oil flow to or
from the propeller.
There are three basic conditions for propeller governing: onspeed, overspeed and underspeed.
a) Onspeed
Refer to figure 12-1A. The centrifugal force acting on the flyweights is balanced by the speeder spring, and
the pilot valve is neither directing oil to or from the propeller servomechanism. Real propeller RPM
corresponds with setting.
b) Overspeed
Refer to figure 12-1B. The centrifugal force acting on the flyweights is greater than the speeder spring
force. The flyweights tilt outward and raise the pilot valve. The pilot valve opens low pitch channel to
drain, blades moves to higher pitch and RPM goes down up to onspeed condition.
With governor LUN7816, high pitch side of the servomechanism is also pressurized at all the time by
0,6 MPa (87 psi) to help in pitch increasing.

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c) Underspeed
Refer to figure 12-1C. The centrifugal force acting on the flyweights is lower than the speeder spring force.
The flyweights tilt inward and lower the pilot valve. The pilot valve opens low pitch channel to high pressure
channel, blades moves to lower pitch and RPM goes up to onspeed condition.
With governor LUN7816, the pressure at low pressure side of servomechanism must be high enough to
exceed pressure of 0,6 MPa (87 psi) at high pitch side of the servomechanism and all other forces.
LUN 7815 LUN 7816
Figure 12-1 Propeller governor function
C. Beta mode of operation
Beta mode of operation is used to decrease propeller thrust at taxiing or to set negative thrust after landing.
It allows to set any position between minimum flight pitch and maximum reverse at control of engine power
simultaneously.
For the propeller governors LUN 7815.01 and .02, the engine power increases up to maximum reverse
power depending on the blade position and the propeller model.
For the propeller governor LUN 7815.03, the engine power remains engine power at idle up to maximum
reverse angle.
Beta control is realized by pilot using the engine condition lever. Pilot valve is out of operation at beta
control. Blade position is controlled by coaxial valve, which controls oil flow to the propeller. The outer
valve, which determines requested position, is controlled by engine condition lever behind idle stop. The
inner valve is turned from beta-ring feedback. The feedback also switches on the cockpit beta lamp.
When the blades are in required position, no oil flows through the coaxial valve (figure 12-2A).

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When the engine condition lever is moved, the outer valve is turned and oil channels are opened.
Pressurized oil flows either through low pitch channel or through high pitch channel into the propeller (figure
12-2B).
When the propeller reaches required position, the channels are again closed by moving of beta-ring
feedback (figure 12-2C).
D. Feathering
If an engine failure occurs during flight, it is necessary to feather the propeller. Twin engine aircraft are
usually equipped with a feathering system consisting of a feathering valve and feathering pump. The
system is initialized by a cockpit button or automatically.
a) Manual Feathering
Pilot activates by pushing appropriate cockpit button the feathering pump and feathering valve. Now
oil from the feathering is connected directly to the high pitch channel and propeller moves to feather.
This action is indicated by feathering lamp in the cockpit. After engine restart and idle setting, the
propeller moves out from feather position.
b) Automatic feathering
Action is similar to manual feathering only the activation is automatic based on engine torque evaluation.
Usually the automatic system is limited to some engine condition lever range. Automatic feathering is
indicated by a lamp in the cockpit, the circuit can be switched off.
c) Emergency Feathering
It is used when the feathering pump is out of operation or it is not installed. Emergency feathering is
activated by moving the propeller condition lever onto feather stop. Blades are forced into feather position
by counterweights moment and eventually by oil pressure. Feathering time is about three times longer than
manual and automatic feathering. Emergency feathering can be used at engine stop.
Figure 12-2 Governor function in beta mode of operation

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12.4 GOVERNOR INSTALLATION ON ENGINE
A. Propeller Governor LUN7815.02
(1) Inspect the governor for damage. Shallow scratches in the governor housing and tool marks around
the mounting bolt areas are only acceptable provided that the governor function is not affected.
(2) Verify installation of spring on the lever "Rn" (figure 12-3).
(3) Verify locking devices of appropriate elements (figures 12-3, 12-4, 12-5).
NOTE:
Secure turning bolt, tube cap nut, sockets and closing nut (figure12-8) after tubing installation.
(4) Verify seals and securing (figures12-3 and 12-4).
CAUTION:
BE CAREFUL AT SECURING ELEMENT 32 (FIGURES 12-4 AND 12-5, LOCKING WIRE AND COTTER
PIN). LEFT THREAD IS MARKED WITH "L". THE STOP – FIGURE 12-4 – MUST HAVE THE SAFETY
WIRE ACROSS THE HEXAGON HEAD OF THE BOLT. STOP MUST NOT BE RELEASED AND
RE-ADJUSTED, IT IS ADJUSTED BY GOVERNOR MANUFACTURER.
NOTE: Parts 15, 16, 29, 32, 37, 58 and 65 are adjustable.
(5) With "Bc" lever (figure 12-3) in basic position (guideline on the lever with cam aligns with minimum flight
pitch guideline on the governor scale and the control lever pin touches the stop 58), verify "Rn" lever
travel between stops 15 and 16.
CAUTION:
IF THE LEVER "Rn" IS NOT TOUCHING THE STOP 15 , DON’T MOVE THE LEVER "Bc" FROM ITS
BASIC POSITION (MIN. FLIGHT ANGLE GUIDELINE) TO REVERSE. LOCKING MECHANISM COULD
BE DAMAGED.
Figure 12-3 Governor LUN7815.02 View to engine

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Figure 12-4 Governor LUN7815.02 View from engine
Figure 12-5 Governor LUN7815.02 View from propeller
(6) Remove cotter pin, nut and remove pin from rod "Sv" 65. Then place the rod out from slotted piece
"Sv" - see figure 12-4.
(7) Secure with suitable manner the rod "Sv" 65 against moving.

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NOTE: Install the rod after governor basic adjustment, see section 12.6.
(8) With lever "Rn" at maximum RPM stop 15 , verify lever "Bc" travel from basic position up to reverse,
when the guideline on the lever with cam is against reverse range on the governor scale. Then move
the lever "Bc" further to safety stop.
CAUTION:
THE LEVER "Bc" SHOULD BE FREE. THE LEVER HAS SOME DRAFT AT INITIALIZATION OF THE
LOCKING MECHANISM NO. 37 .
(9) Verify the carbon block assembly (figure 12-6) for damage and completeness.
(10) Lubricate the carbon block assembly pins with Aeroshell Grease 5 or 6.
WARNING:
REMOVE DAMAGED CARBON BLOCK ASSEMBLY FROM OPERATION!
(11) Verify function of the microswitch "V" (figure 12-3) by moving lever "Zv" in the direction of arrow (figure
12-4).
(12) Lubricate the bearings of elements 29, 32 and 65, and other appropriate surfaces with Aeroshell
Grease 5 or 6.
Figure 12-6 Carbon block assembly
(13) Verify function of the pilot valve locking by pressing the lever "Bl" (figure 12-3) when the lever "Rn" is at
maximum RPM stop ; after releasing the pilot valve must return to its original position. Perform min.
three times.
(14) Using a lint-free cloth, either dry or lightly dampened with MEK or acetone, clean the governor
flange and the gear box flange.
(15) Insert drive rod into the governor shaft with square inward (figure 12-4). Try to turn with drive rod. The
rod should rotate freely.
CAUTION: THE DRIVE ROD MUST BE IDENTIFIED WITH GOVERNOR S/N.
(16) If the propeller is installed, remove carbon block assembly from lever "Zv" (figure 12-6).
CAUTION:
DO NOT INSTALL THE GOVERNOR WITH THE CARBON BLOCK ASSEMBLY INSTALLED WHEN
THE PROPELLER IS INSTALLED.

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(17) Use correct and clean packing. Place the governor onto engine gear box. Drive rod gearing must be
correctly inserted into the gear box drive.
(18) Fix the governor using four bolts (figure 12-7) using suitable wrench. A spring washer is at bolt
head and the second washer is inserted into governor flange recess with chamfer facing governor.
Torque the bolts to 20-24 Nm (180-220 in-lbs). Secure at least three bolts using 0,81 mm
(0.032 inch) stainless steel lock wire (figure 12-7).
Figure 12-7 Governor mounting bolts
(19) If the propeller is not in feather, move it to feather by turning blades to move the beta-ring that it
seats at the propeller hub.
CAUTION: CATCH THE BLADES AT ITS SHANK, NEVER AT BLADE TIP.
NOTE:
It is recommended to move the lever "Rn" to feather stop 16, to facilitate servomechanism movement.
(20) Install the carbon block assembly (figure 12-6) onto the lever "Zv" and the beta-ring. Install the
washer onto the pin and safety with cotter pin 1,6x10.
NOTE: Use new cotter pin each installation.
(21) If hydraulic valve LUN7880 and auxiliary pump LUN7840 are installed, follow this procedure:
NOTE: Refer to figure 12-8.
a) Remove the safety wire from the turning screw. Loosen the turning screw to allow rotation of the
fitting. Do not remove.
NOTE:
The turning screw could be modified with the outlet to provide connecting the manometer as
displayed in figure 12-8. This outlet is plugged with the nut and the ball 5/16”. Do not remove this
nut from the turning screw.
b) Make sure that the pipes are loose at the connection to the auxiliary pump LUN7840 and to the
valve LUN7880. Otherwise remove the safety wire and loosen the nuts.
c) Connect the pipe from the valve LUN7880 to the inlet marked with arrow and lightly tighten the nut.
d) Connect the pipe from the auxiliary pump LUN7840 to opposite inlet of the fitting and lightly tighten
the nut. Make sure that the ball is present inside this inlet before installing the pipe.
e) Evenly tighten the nuts at both ends of the connecting pipes until tight. Prevent the stress at the
connections when tightening the nuts.
CAUTION:
Prevent wobbling of the turning screw when tightening the nuts, otherwise the thread in the
governor could be damaged.
f) Tighten the turning screw until tight.
g) Secure all connections with 0,81 mm (0.032 inch) stainless steel safety wire.

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Figure 12-8 Connection of LUN7880 and LUN7840
(22) Connect rod from RPM control system to the lever "Rn" (figure 12-3) and secure.
(23) Connect the control rod from engine to the lever "Bc" in its basic position (guideline on the lever with
cam is aligns with minimum flight pitch guideline on the governor scale and the control lever pin
touching the stop 58) - figure12-3 - and secure.
(24) Connect plug to the beta switch and secure.
(25) Adjust the governor according to procedure in this section.
B. Propeller Governor LUN7815.03
(4) Verify seals and securing (figures 12-9, 12-10).
CAUTION:
BE CAREFUL AT SECURING ELEMENT 32 (FIGURES 12-10 AND 12-11, LOCKING WIRE AND
COTTER PIN). LEFT THREAD IS MARKED WITH "L". THE STOP – FIGURE 12-10 – MUST HAVE THE
SAFETY WIRE ACROSS THE HEXAGON HEAD OF THE BOLT. STOP MUST NOT BE RELEASED
AND RE-ADJUSTED, IT IS ADJUSTED BY GOVERNOR MANUFACTURER.
NOTE: Parts 15, 16, 29, 32, 37, 58 and 65 are adjustable.
(5) With "Bc" lever (figure 12-9) in basic position (guideline on the lever with cam aligns with minimum flight
pitch guideline on the governor scale and the control lever pin touches the stop 58), verify "Rn" lever
CAUTION: Lever "Bc" travel should be free.

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Figure 12-9 Governor LUN7815.03 View to engine
Figure 12-10 Governor LUN7815.03 View from engine

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Figure 12-11 Governor LUN7815.03 View from propeller
WARNING: REMOVE DAMAGED ASSEMBLY FROM OPERATION!
(9) Verify function of the microswitch "V" (figure 12-9) by moving lever "Zv" in the direction of arrow (figure
12-10).
(10) Lubricate the bearings of elements 29, 32 , and other appropriate surfaces with Aeroshell Grease
5 or 6.
(12) Insert drive rod into the governor shaft with square inward (figure 12-10). Try to turn with drive rod. The
rod should rotate freely.
CAUTION:
THE DRIVE ROD MUST BE IDENTIFIED WITH GOVERNOR S/N.
(13) If the propeller is installed, remove carbon block assembly from lever "Zv" (figure 12-6).
CAUTION:
(0.032 inch) stainless steel lock wire (figure 12-7).
(16) If the propeller is not in feather, move it to feather by turning blades to move the beta-ring that it seats
at the propeller hub.

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NOTE:
(17) Install the carbon block assembly (figure 12-6) onto the lever "Zv" and the beta-ring. Install the washer
and safety with cotter pin 1,6x10.
NOTE: Use new cotter pin each installation.
(19) Connect the control rod from engine to the lever "Bc" in its basic position and secure.
C. Propeller Governor LUN7816
NOTE: Secure turning bolt, tube cap nut, sockets and closing nut (figure 12-8) after tubing installation.
(4) Verify seals and securing (figures 12-12, 12-13).
CAUTION:
BE CAREFUL AT SECURING ELEMENT 32 (FIGURES 12-13 AND 12-14, LOCKING WIRE AND
COTTER PIN). LEFT THREAD IS MARKED WITH "L".
NOTE: Parts 15, 16, and 32 are adjustable.
(5) With "Bc" lever (figure 12-12) in basic position (guideline on the lever with cam aligns with minimum
flight pitch guideline on the governor scale and the control lever pin touches the stop), verify "Rn" lever
CAUTION: Lever "Bc" travel should be free.
WARNING: REMOVE DAMAGED ASSEMBLY FROM OPERATION!
(9) Verify functionality of the microswitch "V" (figure 12-12) by moving lever "Zv" in the direction of arrow
(figure 12-13).
(10) Lubricate the bearings of elements 29, 32 and other appropriate surfaces with Aeroshell Grease
5 or 6.

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Figure 12-12 Governor LUN7816 View to engine
Figure 12-13 Governor LUN7816 View from engine

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Figure 12-14 Governor LUN7816 View from propeller
(12) Try to turn with drive rod. The rod should rotate freely.
(13) If the propeller is installed, remove carbon block assembly form lever "Zv" (figure 12-6).
CAUTION:
(0,032 inch) stainless steel lock wire (figure 12-7).
(16) If the propeller is not in feather, move it to feather by turning blades to move the beta-ring that it seats
at the propeller hub.
NOTE:
(17) Install the carbon block assembly (figure 12-6) onto the lever "Zv" and the beta-ring. Install the washer
onto the pin and safety with cotter pin 1,6 x 10.
CAUTION: Use new cotter pin each installation.
(18) If hydraulic valve LUN7880 and auxiliary pump LUN7840 are installed, follow this procedure:
NOTE: Refer to figure 12-8.
a) Remove the safety wire from the turning screw. Loosen the turning screw to allow rotation of the
fitting. Do not remove.
NOTE:
The turning screw could be modified with the outlet to provide connecting the manometer as
displayed in figure 12-8. This outlet is plugged with the nut and the ball 5/16”. Do not remove this
nut from the turning screw.

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b) Make sure that the pipes are loose at the connection to the auxiliary pump LUN7840 and to the
valve LUN7880. Otherwise remove the safety wire and loosen the nuts.
c) Connect the pipe from the valve LUN7880 to the inlet marked with arrow and lightly tighten the nut.
d) Connect the pipe from the auxiliary pump LUN7840 to opposite inlet of the fitting and lightly tighten
the nut. Make sure that the ball is present inside this inlet before installing the pipe.
e) Evenly tighten the nuts at both ends of the connecting pipes until tight. Prevent the stress at the
connections when tightening the nuts.
CAUTION:
Prevent wobbling of the turning screw when tightening the nuts, otherwise the thread in the
governor could be damaged.
f) Tighten the turning screw until tight.
g) Secure all connections with 0,81 mm (0.032 inch) stainless steel safety wire.
(20) Connect the control rod from engine to the lever "Bc" in its basic position (guideline on the lever with
cam is aligns with minimum flight pitch guideline on the governor scale and the control lever pin
touching the stop) - figure 12-12 - and secure.
12.5 GOVERNOR REMOVAL FROM ENGINE
(1) Disconnect control rod from governor lever "Bc".
(2) Disconnect control rod from governor lever "Rn".
CAUTION:
DISCONNECT BOTH RODS ACCORDING TO INSTRUCTIONS IN ENGINE AND AIRCRAFT MANUAL.
(3) If feathering valve LUN7880 is enclosed, disconnect tube from the governor to the valve.
(4) If feathering pump LUN7840 is enclosed, disconnect the tube from the governor to the pump.
(5) Remove cotter pin, washer and pin, remove the carbon block assembly from lever "Zv" and from the
beta-ring.
(6) Disconnect connector of BETA-range signaling circuit.
(7) Loose screws mounting governor to the engine and remove with washers.
(8) Remove the governor.
CAUTION: AVOID DAMAGE OF SLIP RINGS AND THE PROPELLER BULKHEAD.
(9) LUN7815.( ) only

If the drive shaft is in gear box drive, remove it and place into governor shaft.
NOTE: The drive shaft must have marked governor S/N.
(10) Cover the governor flange using packing and appropriate cap.
(11) Reinstall the carbon block assembly onto the lever "Zv".
(12) Cover governor fittings with appropriate caps.
(13) Preserve and store the governor in accordance with Storage and Preservation section in the end
of this chapter.

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12.6 BASIC ADJUSTMENT AFTER INSTALLATION ON ENGINE
CAUTION:
ALL REMOVAL, INSTALLATION AND REPAIR WORKS PUBLISHED IN THIS MANUAL MUST BE
PERFORMED BY PERSONNEL WITH APPROPRIATE QUALIFICATION.
A. Propeller Governor LUN 7815.(-)
(1) Governor adjustment with element 32.

(for governors LUN7815.02, LUN7815.03)
NOTE: Perform this adjustment with propeller installed.
a) Check whether the propeller is in feather position and the beta-ring is not protruded and it seats at
propeller hub.
b) If the propeller is not in feather position, move it to feather position by turning the blades to seat the
beta-ring on the propeller hub.
WARNING: CATCH THE BLADES AT ITS SHANK, NEVER AT BLADE TIP.
c) Remove lock wire at both ends of 32 securing both nuts to the rod and loose the nuts.
NOTE: Left thread is marked with letter "L".
d) Pull the propeller, using blade part as close as possible to blade shank, in flight direction to eliminate
axial play and keep this arrangement during adjustment.
e) Insert gage 1531-042 (engine toolkit) between stop and stop pin (figure 12-15). When the clearance
between the stop and the stop pin is smaller, shorten rod 32 by turning.
CAUTION:
SHORTEN THE ROD ONLY INSTALLED ON THE GOVERNOR! DO NOT REMOVE THE ROD AT ANY
END!
Figure 12-15 Adjustment with element 32 Figure 12-16 Beta-ring clearance
f) Moving with the tracking lever, clamp the gage 1531-042 and adjust length of element 32 such way,
that carbon block assembly on the lever "Zv" is not pressed to the beta-ring on one side (when the
beta-ring is retracted and eliminated clearances). The carbon block assembly must be free and axial
clearance between the beta-ring and carbon blocks is equally divided to both sides.
CAUTION:
TOTAL CLEARANCE BETWEEN BETA-RING AND CARBON BLOCKS, FIGURE 12-16, IS 0,15 TO
0,18 mm (0.006-0.007 inch), MUST NOT BE LESS. MAXIMUM OPERATIONAL ACCEPTABLE
CLEARANCE IS 0,4 mm (0.016 inch).

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g) Measure total clearance as follows:

Without gage 1531-042 press lightly the carbon block assembly to one side of the beta-ring (figure
12-16) and measure the total clearance using feeler gauge.
h) After adjustment and clearance measurement, tighten both nuts of the rod 32 and secure with lock wire.
(2) Axial clearance of blocking valve adjustment with element 37 and coupled connection 65.
(for propeller governor LUN7815.02)
a) Move the propeller condition lever in cockpit to position of maximum RPM. The governor lever "Rn"
move then to maximum RPM stop 15.
b) Verify whether rod "Sv" 65 is disconnected from the gate "Sv" (figure 12-17). If not, remove its nut and
pin from the rod yoke. Then eject the rod out from the gate "Sv".
c) Loosen rod "Sv" 65 fix to the governor to don’t obstruct at following works.
d) Move engine condition lever in aircraft cockpit into reverse position. Governor lever "Bc" thus moves to
position as shown on figure 12-18 (guideline at the lever aligns with reverse range at governor scale).
WARNING:
IT IS FORBIDDEN TO MOVE ENGINE CONDITION LEVER INTO REVERSE POSITION WHEN
PROPELLER CONDITION LEVER IS NOT IN MAXIMUM RPM POSITION.
IT IS FORBIDDEN TO MOVE PROPELLER CONDITION LEVER FROM MAXIMUM RPM POSITION

INTO FEATHER WHEN ENGINE CONDITION LEVER IS IN REVERSE POSITION.
e) Press fully the blocking valve with hand and measure clearance in between the cam and setting
element 37 on the lever "Bl" with feeler gauge. Specified clearance is 0,1-0,3 mm (0.004 to 0.012 inch),
as displayed in figure 12-18.
Figure 12-17 Rod “Sv” disconnection
f) If the clearance is not correct, adjust it:

- Loose the nut on element 37 . Hold the element 37 with a screwdriver.
- Adjust the axial clearance by turning element 37 and set it into position according to figure 12-18.
- After adjustment secure the element 37 with nut and safety washer.
g) Lubricate the cam travel with Aeroshell Grease 5 or 6.
h) Move the engine condition lever in aircraft cockpit from reverse position back to minimum flight pitch.

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Figure 12-18 Adjustment of axial clearance of blocking valve
i) Adjust the blades by hand so that the beta-ring protruded from the propeller hub and fix it by
appropriate means at distance of 4,5 mm (0.177 inch) from the hub flange. Place the rod "Sv" 65
with yoke onto the gate "Sv" and insert pin into the yoke to go through the gate.
Move the engine condition lever and thus also the lever "Bc" from position "minimum flight pitch" toward
to reverse until you feel drag against movement, when pin touches the gate "Sv".
Check whether guideline on the lever with cam aligns with guideline "Sv" onto the governor scale
(figure 12-19). If the guidelines are not aligned, loosen rod safety nut, which is at yoke side with wrench
"Sv" 1532 924 (from engine toolkit). Place the rod out of the gate "Sv" (figure 12-17) and turn the yoke
in respective direction always at multiple of 180°. Repeat the check (yoke is inserted and pin is
installed) and rod length adjustment until the guidelines lowest difference.
Figure 12-19 Rod “Sv” adjustment - scale
j) Tighten the rod nut with wrench "Sv" and secure with lock wire.
k) After adjustment, install nut onto the inserted pin.
l) Secure after basic adjustment check according this section.

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(3) BETA-range microswitch adjustment

a) Energize BETA-range circuit in the aircraft cockpit.
NOTE: During adjustment ask another person for assistance in the aircraft cockpit.
b) Adjust the setting screw 38 on the lever contacting the microswitch such way, that the microswitch
switches on when the pin is 0,8 mm (0.0315 inch) above the cam base 27 (figure 12-20). This
adjustment ensures correct microswitch switching at right pin position.
CAUTION:
WHEN THE JOURNAL IS SLIDING ON THE CAM PEAK , CHECK LIGHTLY WITH FINGER,
WHETHER IT IS STILL POSSIBLE TO PUSH THE LEVER WITH THE ELEMENT 38 IN THE
DIRECTION OF THE ARROW THE PUSH-BUTTON OF THE MICROSWITCH “V” TOWARD THE
MECHANICAL STOP. OTHERWISE THE DAMAGE OF THE MICROSWITCH COULD HAPPEN. LOCK
THE ELEMENT 38 WITH NUT.
Figure 12-20 BETA-range microswitch adjustment

A - circuit closed , B - circuit open
NOTE:
Switching on/off of the electric circuit by the microswitch "V" should be tested either by the lever "Zv" after
removing the carrier of the slide blocks or with help of two mechanics, by manual adjustment of the
propeller blades. Set the propeller control lever in the cockpit to position "feather" , carbon block assembly
on the lever "Zv" is connected.
CAUTION: HOLD BLADES NEAR BLADE SHANK, NEVER AT BLADE TIP!
c) Make sure, that during the reverse motion to the initial position after breaking the electric circuit,
the top of the journal is spaced from the base position minimum 0,1 mm (0.004 inch).
If this clearance is less, adjust it by adjusting element – figure 12-20 – and this screw is then locked by
tightening the nut.
d) Adjust when the electric circuit is energized based on the beta-ring position using following procedure:
1 Set the cockpit propeller condition lever into feather position, protrude beta-ring - by turning
propeller blades by hand - to position 9,5–0,1 mm (0.37-0.374 inch), and fix this position using the
appropriate means.
2 Loosen (not remove) the cam securing screw and adjust the cam 27 to switch-on point of the beta
lamp in the cockpit. Retighten the securing screw after the cam is adjusted. Refer to figure 12-20.

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HOLD THE BLADES NEAR BLADE SHANK AT TURNING, NEVER AT TIP.
3 Safety the cam 27 after adjustment with the securing screw.
NOTE:
It is possible to check when the circuit is energized, using power supply (max. 12V) and a suitable lamp
connected to connector pins 3 and 4 (figure 12-20).
e) All screws used for adjusting should be secured with suitable paint.
(4) Maximum reverse output adjustment

(only for propeller governor LUN7815.02)
a) Verify, that rod “Sv” 65 is disconnected from the gate “Sv”. If not, loose and remove nut and remove
the pin. Then disconnect the rod from its gate (figure 12-17).
b) Fix the loosen rod “Sv” 65 using lock wire to the governor such way, that it will not be reduced in its
movement later during adjustment.
c) Adjust maximum reverse power according to engine operational manual.
d) Place the engine condition lever to maximum reverse position after reverse power adjustment.
Guideline on the cam lever should align with reverse range zone (figure 12-21). If not, adjust according
to the engine operational manual.
e) Connect the rod "Sv" 65, tighten the nut on the pin and verify adjustment of the joint linkage on the
scale according to this section.
f) After basic adjustment verification according to this section, secure the nut with a cotter pin.
Figure 12-21 Reverse output adjustment - scale
WARNING:
THE MAXIMUM REVERSE POWER OF THE ENGINE CAN BE RESTRICTED (DECREASED) FOR
SPECIFIC PROPELLER MODEL ! REFER TO TABLE 12-1.
Maximum engine reverse power

Propeller model
at H=0m ISA
AV-725-1-E-C-F-R(W)/CFR230-433 200kW
Table 12-1 Maximum permitted reverse power

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WARNING:
IGNORE OF THE REQUIREMENTS STATED IN TABLE 12-1 CAN RESULT IN PROPELLER
OVERSPEEDING !
B. Propeller Governor LUN7816.(-)
(1) Governor adjustment with element 32.
Perform when:
- the propeller is installed
- the propeller governor is installed
- the engine is installed
Adjustment of minimum flight pitch using the governor element 32 after installation on the engine and at
propeller reinstallation.
a) Verify before adjustment:
1 The beta-ring seats at the hub – the propeller blades are in feather position.
2 The lever "Bc" is at idle stop (figure 12-22).
3 Guideline on the lever aligns with minimum flight pitch guideline on the governor scale (figure
12-23).
NOTE: If the propeller is not in feather position, feather it.
Figure 12-22 Dimension "Y" adjustment Figure 12-23 Lever "Bc" basic position
b) Remove lock wire at both ends of 32 securing both nuts to the rod and loose the nuts (left and right
thread).
c) Find dimension "X" in the governor documentation.
d) Add to the dimension "X" appropriate constant "Z" from table 12-2 , so the final dimension will be:
Y=X+Z
CAUTION:
The "Y" value has not to be less than 1,9 mm (0.075 inch) for governors LUN7816 and LUN7816.01 with
lever P/N 1535-002 ! If necessary, the lever "Sv" P/N 1535-002 is possible to be replaced by lever
P/N 4-ROW1-0101-01. Replacement must be carried out by person authorized by propeller, engine or
governor manufacturer. After replacement the new governor version (LUN7816.02) must be signed in the
ID plate.

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CAUTION: After replacement of lever "Sv" the BETA-range microswitch must be adjusted.
e) Adjust the element 32 (rod length) that the clearance between control lever pin and the lever "Sv"
corresponds to the dimension "Y". Check the clearance with feeler gauge.
CAUTION:
SHORTEN THE ROD ONLY INSTALLED ON THE GOVERNOR! DO NOT REMOVE THE ROD AT ANY
END!
Constant "Z"
Beta-ring protrusion at
Governor type Lever "Sv" type Propeller model (for calculation of
min. flight pitch
dimension "Y")
4,0 4,48 mm (0.1764 inch)

LUN7816 AV-844-1-E-C-F-R(W)
LUN7816.01 0,4 8,21 mm (0.3232 inch)
4,0 4,48 mm (0.1764 inch)
AV-803-1-E-C-F-R(W)
0,4 8,21 mm (0.3232 inch)
4,0 4,48 mm (0.1764 inch)
1535-002
AV-725-1-E-C-F-R(W)
0,4 8,21 mm (0.3232 inch)
7,0 4,48 mm (0.1764 inch)
LUN7816.02 AV-844-1-E-C-F-R(W)
3,4 8,21 mm (0.3232 inch)
7,0 4,48 mm (0.1764 inch)
AV-803-1-E-C-F-R(W)
3,4 8,21 mm (0.3232 inch)
7,0 4,48 mm (0.1764 inch)
4-ROW1-0101-01
AV-725-1-E-C-F-R(W)
3,4 8,21 mm (0.3232 inch)
Table 12-2 Minimum flight pitch adjustment
f) Axial clearance between the beta-ring and carbon blocks is equally divided to both sides when the
element 32 is adjusted. Total clearance between the beta-ring and carbon blocks is at least
0,15-0,18 mm (0.006-0.007 inch) for the new assembly (figure 12-16). Maximum clearance permitted is
0,4 mm (0.016 inch). Measure this clearance using following procedure: press the carbon block
assembly to one side of the beta-ring and use feeler gauge to measure the total clearance.
g) After adjustment and clearance measurement, tighten both nuts of the rod 32 (figure 12-24 - left and
right thread) and secure with recommended lock wire.
Figure 12-24 Rod 32 – adjustment and securing

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(2) BETA-range microswitch adjustment
Perform when:
- the propeller governor is installed
- the engine installation
a) Energize BETA-range circuit in the aircraft cockpit.
NOTE: During adjustment ask another person for assistance in the aircraft cockpit.
b) Adjust the setting screw 38 on the lever contacting the microswitch such way, that the microswitch
switches on when the pin is 0,8 mm (0.0315 inch) above the cam base 27 (figure 12-20). This
adjustment ensures correct microswitch switching at right pin position.
CAUTION:
WHEN THE JOURNAL IS SLIDING OVER THE PEAK SURFACE, CHECK LIGHTLY WITH FINGER,
WHETHER IT IS STILL POSSIBLE TO PUSH THE LEVER WITH THE ELEMENT 38 IN THE
DIRECTION OF THE ARROW THE PUSH-BUTTON OF THE MICROSWITCH "V" TOWARD THE
MECHANICAL STOP. OTHERWISE THE DAMAGE OF THE MICROSWITCH COULD HAPPEN. LOCK
THE ELEMENT 38 WITH NUT.
NOTE:
Closing and breaking of the electric circuit by the microswitch "V" should be tested either by the lever "Zv"
after removing the carrier of the slide blocks or with help of two mechanics, by manual resetting of the
propeller blades at the suitable position of the propeller control lever naturally with the engaged carrier of
the slide blocks.
CAUTION: HOLD BLADES NEAR BLADE SHANK, NEVER AT BLADE TIP!
c) Make sure, that during the reverse motion to the initial position after breaking the electric circuit,
the top of the journal is spaced from the base position minimum 0,1 mm (0.004 inch).
If this clearance is less, adjust it by adjusting element – figure 12-20 – and this screw is then
locked by tightening its nut.
d) Adjust when the electric circuit is energized based on the beta-ring position using following procedure:
1 Set the cockpit propeller condition lever into feather position, protrude beta-ring - by turning propeller
blades. Set the beta-ring according to table 12-3, support the ring in this position using suitable insert.
Flight angle at Beta-ring protrusion

Propeller model BETA-lamp on at BETA-lamp on
AV-844-1-E-C-F-R(W)/CFR208-407a 9,2° 9,05±0,1 mm (0.356 ±0.004 inch)
AV-803-1-E-C-F-R(W)/CFR250-412 8° 8,9±0,1 mm (0.35 ±0.004 inch)
AV-803-1-E-C-F-R(W)/CFR269-420 5° 8,9±0,1 mm (0.35 ±0.004 inch)
AV-725-1-E-C-F-R(W)/CFR230-433 6,5° 13±0,1 mm (0.512 ±0.004 inch)

Table 12-3 BETA-range microswitch adjustment
2 Loosen (not remove) the cam securing screw and adjust the cam 27 to switch-on point of the beta
lamp in the cockpit. Retighten the securing screw after the cam is adjusted. Refer to figure 12-20.

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HOLD THE BLADES NEAR BLADE SHANK AT TURNING, NEVER AT TIP.
3 Safety the cam 27 after adjustment with the securing screw.
NOTE:
It is possible to check when the circuit is energized, using power supply (max. 12V) and a suitable lamp
connected to connector pins 3 and 4 (figure 12-20).
e) All screws used for adjusting should be secured with suitable paint.
(3) Maximum reverse output adjustment
Perform when:
- The propeller or governor is either removed or replaced.
- When parts are replaced which may cause the rigging to be affected.
- Each time the engine is removed or replaced.
a) Disconnect linkage from engine power lever at engine.
b) Loose and remove nut and screw from the lever "Sv" (figure 12-25), pull carefully the lever such way,
that it passes stop pin at turning.
NOTE:
Don’t remove the lever "Sv" from inner coaxial valve to avoid spring loose.
c) Verify at the governor, where linkage to the lever "Bc" is not connected, following items:
1 Lever "Sv" touching the idle stop – verify with feeler gauge 0,05 mm (0.002 inch) for compression
(figure 12-25).
2 At the same time, guideline on the lever must align minimum flight pitch guideline on the governor
scale (figure 12-26A).
d) Connect linkage to the lever "Bc" such way, that lever position (stop) will not be changed and verify fuel
control unit setting according to the engine operational manual.
Figure 12-25 Maximum reverse output adjustment – lever "Sv"
e) Move (with assistant) engine power lever at engine, disconnected from linkage, to full reverse position
and check:
1 Guideline on the governor lever should align with maximum reverse guideline (figure 12-26B) at the
governor scale.
2 Movement limitation on the fuel control unit must be ensured on the main control lever, verify with
feeler gauge 0,05 mm (0.002 inch) at compression. Setting should correspond with engine
operational manual.

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f) If the guidelines of the lever and on the scale are not aligned, adjust according to the engine
operational manual.
NOTE:
Verify final adjustment with multiple setting from idle to maximum reverse position and recheck stops.
Figure 12-26 Maximum reverse output adjustment – setting on scale
g) Reinstall engine linkage after the adjustment. Move slowly engine control lever from idle to
maximum reverse power position, check the stops on the fuel control unit and the propeller
governor.
h) If it is not possible to reach maximum reverse position at the propeller governor or fuel control unit,
perform linkage adjustment according to aircraft/engine operational manual. Then recheck stops for
idle and maximum reverse position.
i) Slip the lever "Sv" to its original position after adjustment and reinstall the screw with securing washer,
tighten and secure.
NOTE:
Attend to setting the hole for the screw against groove in the sleeve valve at lever "Sv" installation into
original position.
j) Tighten and secure connecting points on the lever "Bc" and the fuel control unit according to the engine
operational manual.
WARNING:
THE MAXIMUM REVERSE POWER OF THE ENGINE CAN BE RESTRICTED (DECREASED) FOR
SPECIFIC PROPELLER MODEL ! REFER TO TABLE 12-4.
Maximum engine reverse power

Propeller model
at H=0m ISA
AV-725-1-E-C-F-R(W)/CFR230-433 200kW
Table 12-4 Maximum permitted reverse power
WARNING:
IGNORE OF THE REQUIREMENTS STATED IN TABLE 12-4 CAN RESULT IN PROPELLER
OVERSPEEDING !

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12.7 TESTING
A. Propeller Governor LUN7815.(-)
(1) Basic adjustment check

(only for governor LUN7815.02)
a) Disconnect the rod "Sv" 65 from the gate "Sv" - loose and remove nut and remove the pin from the rod
fork. Then move the rod out of the gate "Sv" (figure 12-17).
b) Fix the loosen rod "Sv" 65 using lock wire to the governor such way, that its movement will not be
restricted.
c) Propeller condition lever must be placed in maximum RPM position and then the lever "Rn" must be at
maximum RPM stop 15.
d) Place the propeller condition lever into the feather position and fix, the lever "Rn" must be at its
feather stop 16. Place the propeller condition lever back to the maximum RPM.
e) Place the engine condition lever to the idle stop, guideline on the cam lever must align with minimum
flight pitch guideline on the governor scale (figure 12-27A). If not, adjust according to engine
operational manual. The pin of outer coaxial valve must touch the stop 58.
CAUTION:
IF THE ENGINE CONDITION LEVER IS PLACED OVER IDLE STOP INTO BETA RANGE, DON’T
MOVE THE PROPELLER CONDITION LEVER INTO FEATHER POSITION AND VICE VERSA.
f) Place the engine condition lever into maximum reverse position, guideline on the cam lever must be
aligned with BETA range on the governor scale (figure 12-27B). If not, adjust according to the engine
operational manual.
g) Connect the rod "Sv" 65, screw the nut and secure with cotter pin.
WARNING: Use new cotter pin each installation.
h) Check adjustment of the coupled connection, move the engine condition lever to touch rod "Sv"
65 pin in the gate "Sv", the guideline on the cam lever should align with "Sv" guideline on the
governor scale (figure 12-27C). Max. difference is ±0,5 mm (±0.02 inch).
i) Check clearance between tracking lever pin and stop acc. to procedure in section 12.6.
j) Check clearance between blocking and the pilot valve acc. to procedure in section 12.6.
k) Verify clearance between beta-ring and carbon block assembly according to procedure in section 12.6.
Figure 12-27 Governor LUN7815.02 - Basic adjustment check

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(only for governor LUN7815.03)
a) Propeller condition lever must be placed in maximum RPM position and then the lever "Rn" must
be at maximum RPM stop 15.
b) Place the propeller condition lever into the feather position and fix, the lever "Rn" must be at its
feather stop 16. Place the propeller condition lever back to the maximum RPM.
c) Place the engine condition lever to the idle stop, guideline on the cam lever must align with minimum
flight pitch guideline on the governor scale (figure 12-28A). If not, adjust according to engine
operational manual.
d) Place the engine condition lever to the ground idle stop, guideline on the cam lever must align with
minimum ground pitch guideline on the governor scale (see fig.12-28 B).
e) Verify clearance between tracking lever pin and stop acc. to procedure in section 12.6.
f) Verify clearance between beta-ring and carbon block assembly according to procedure in section 12.6.
Figure 12-28 Governor LUN7815.03 - Basic adjustment check
(3) Propeller control system ground testing

Perform after engine, propeller or propeller governor exchange in full extent.
Perform in the extent to verify appropriate functionality after exchange of other propeller control system
instruments.
a) Start the engine according to the aircraft Flight Manual.
b) Warm-up engine oil to 60 +5°C (140 to 149°F).
c) Purge the propeller control system:
1 Place the engine condition lever into idle position.

2 Move the propeller condition lever into feather position, propeller RPM reduces to ≈350 rpm.
3 Move back the propeller condition lever after about ≈15 s delay to maximum RPM position and wait
to previous RPM.
4 Repeat the cycle 3 times, wait about 40 s between the cycles.
d) Propeller RPM check at idle (only for twin engine aircrafts).
1 Set engine control lever to idle.

2 Move the propeller control lever to maximum RPM position.
3 RPM difference at idle should be 40 RPM max. If higher, refer to Troubleshooting section in this
manual.

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e) Maximum RPM check
1 Propeller control lever in maximum RPM position.

2 Move engine control lever to maximum take-off power position.
3 Maximum ground RPM should be 2080 -120 rpm.
NOTE:
Specified value for RPM is only for information. It depends on engine performance and atmospheric
conditions.
f) Feathering pump heating leg pressure check (only when the feathering pump is installed)
1 Move engine control lever to maximum continuous power position.

2 “Feathering Pump” is not lit.
g) Propeller control lever function check.
1 Engine control lever in maximum continuous power position.

2 Set - with propeller control lever - propeller RPM to 1900 rpm, then reduce RPM with propeller
control lever to 1700 rpm and back to previous position.
3 Propeller speed must be adequate to propeller control lever position.
WARNING : TORQUE MUST NOT EXCEED 100%!
h) Speed in reverse mode and reverse power check
1 Set propeller control lever to maximum RPM position.

2 Place engine control lever to idle.
3 Move engine control lever over the stop, move slowly and smoothly into maximum reverse position
- for period sufficient to read operational values. Verify power in reverse mode of operation with
engine operational manual.
4 Observe switching on the BETA lamp during transition into reverse.
NOTE:
RPM in reverse should be in the range of 1880-2030 rpm at ambient temperature ±50°C (-58° to
122°F) and H=0 km/h.
5 Move engine control lever slowly and smoothly back over idle stop, observe switching off the BETA
lamp during transition from reverse. Idle RPM must be the same like before.
i) Check of feathering
(installation with feathering pump)
1 „AUTOMATIC FEATHERING“ check.

(only when this function is involved)
a Verify „AUTOMATIC FEATHERING“ function according to aircraft flight manual.
2 „MANUAL FEATHERING“ check.
a Verify „MANUAL FEATHERING“ according to aircraft flight manual.

b Verify time between switching on and off for “FEATHERING PUMP” lamp, the time must be
12 - 15 s.
3 „EMERGENCY FEATHERING“ check.
a Switch off “FEATHERING” breaker.

b Set engine control lever to idle.
c Move propeller control lever from maximum RPM position to feather position.
d Propeller speed is about 350 rpm in feather position.
e Move propeller control lever back to maximum RPM position. Propeller speed before and after
should be the same.

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4 „CONTROL FEATHERING“ function check.
a Place engine control lever to maximum continuous power position.

b Set with propeller control lever propeller speed to 1900 rpm.
c Switch on the „FEATHERING“ breaker.
d Press „TEST - FEATHERING“ button.
e Observe „FEATHERING PUMP“ switching on.
f Immediately after energizing the „FEATHERING PUMP“ lamp release the button, lamp will
extinguish. Propeller speed must stand constant when the lamp is energized.
g Move propeller control lever to maximum propeller RPM position.
h Place engine control lever to idle stop.
j) Check of feathering
(installation without feathering pump)
1 „EMERGENCY FEATHERING“ function check
a Engine control lever set to idle stop.

b Move propeller control lever from maximum RPM position to feather stop and fix it.
c Propeller speed should be about 350 rpm.
d Loose propeller control lever and move back to maximum propeller rpm position. Propeller
speed before and after should be the same.
e Verify propeller for leakage.
f Record the test into the propeller logbook.
a) Propeller condition lever must be placed in maximum RPM position and then the lever "Rn" must be at
maximum RPM stop 15.
b) Place the propeller condition lever into the feather position and fix, the lever "Rn" must be located at its
feather position 16. Place the propeller condition lever back to the maximum RPM position.
c) Place the engine condition lever to the idle stop, guideline on the cam lever must align with minimum
flight pitch guideline on the governor scale (figure 12-23A). The pin of outer coaxial valve must touch
the idle stop.
d) Place the engine condition lever into maximum reverse position, guideline on the cam lever must be
aligned with BETA range on the governor scale (figure 12-23B).
e) Verify element 32 setting using feeler gauge according to procedure in section 12.6.
f) Verify a side clearance between the beta-ring and the carbon block assembly according to procedure
in section 12.6.
(2) Propeller control system ground testing
Perform after engine, propeller or propeller governor exchange in full scope.

Perform in the sufficient appropriate scope to verify appropriate functionality after exchange of other
propeller control system instruments.
a) Start the engine according to the aircraft flight manual.
b) Warm-up engine lubricating oil to 60 +5°C (140 to 149°F).

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c) Purge the propeller control system:
1 Place the engine condition lever into idle position.

2 Move the propeller condition lever into feather position, propeller RPM reduces to ≈350 rpm.
3 Move back the propeller condition lever after about ≈15 s delay to maximum RPM position and wait
to previous RPM.
4 Repeat the cycle 3 times, wait about 40 s at the idle between the cycles.
d) Propeller RPM check at idle (only for twin engine aircrafts).
1 Set engine condition lever to idle.

2 Move the propeller condition lever to maximum RPM position.
3 RPM difference should be 40 RPM max. If higher, correct it according to procedure in this section.
e) Maximum propeller RPM check.
1 Propeller control lever in maximum RPM position.

2 Move engine control lever to maximum take-off power position.
3 Maximum ground propeller speed should be 2080 -120 rpm.
NOTE:
Specified value for RPM is only for information. It depends on engine performance and atmospheric
conditions.
f) Feathering pump heating leg pressure check (only when the feathering pump is installed).
1 Move engine control lever to maximum continuous power position.

2 “Feathering Pump” is not lit.
g) Propeller control lever function check.
1 Engine control lever at maximum continuous power position.

2 Set - with engine control lever - propeller RPM to 1900 rpm, then reduce propeller RPM to 1700 rpm
using propeller control lever and back to previous position.
3 Propeller speed must be adequate to position of propeller control lever.
WARNING: TORQUE MUST NOT EXCEED 100%!
h) Speed in reverse mode, reverse power check, secondary pitch lock check.
1 Set propeller control lever to maximum RPM position.

2 Place engine control lever to idle.
3 Move engine control lever over the stop, move slowly and smoothly into maximum reverse position
- and observe operational values:
a Propeller speed – moving the engine control lever, increases up to stabilization (approx. 1100 to
1200 rpm) even engine control lever movement continues.
b Energizing the BETA lamp – fast increase follows (to value approximately 1400 to1500 rpm).
c Generator speed – increases when BETA lamp is energized
4 If described development corresponds to observed actions, secondary pitch lock works correctly.
5 Move engine control lever slowly and smoothly into maximum reverse position - for period sufficient
to read operational values. Verify power in reverse mode of operation with engine operational
manual. Maximum reverse speed is 2030 rpm.
6 Move engine control lever slowly and smoothly back over idle stop.
a Propeller speed - follows engine control lever position, continuously drops to idle.
b Generator speed – immediate drop to idle, hold.
c BETA lamp de-energized – at about 1100 rpm.

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7 Idle RPM must be the same like before.
i) Check of feathering
(installation with feathering pump)
1 "AUTOMATIC FEATHERING" check .

(only when this function is involved)
a Verify "AUTOMATIC FEATHERING" function according to aircraft flight manual.
2 "MANUAL FEATHERING" check .
a Verify "MANUAL FEATHERING" according to aircraft flight manual.

b Verify time between switching on and off for "FEATHERING PUMP" lamp, the time must be 12-
15 s.
3 "EMERGENCY FEATHERING" check .
a Switch off "FEATHERING" breaker.

b Set engine control lever to idle.
c Move propeller control lever from maximum RPM position to feather position.
d Propeller speed is about 350 rpm in feather position.
e Move propeller control lever back to maximum RPM position. Propeller speed before and after
should be the same.
4 "CONTROL FEATHERING" function check .
a Place engine control lever to maximum continuous power position.

b Set with propeller control lever propeller speed to 1900 rpm.
c Switch on the "FEATHERING" breaker.
d Press "TEST - FEATHERING" button.
e Observe "FEATHERING PUMP" switching on
f Immediately after energizing the "FEATHERING PUMP" lamp release the button, lamp will
extinguish. Propeller speed must stand constant when the lamp is energized.
g Move propeller control lever to maximum propeller RPM position.
h Place engine control lever to idle stop.
j) Check of feathering
(installation without feathering pump)
1 "EMERGENCY FEATHERING" function check
a Engine control lever set to idle stop.

b Move propeller control lever from maximum RPM position to feather position.
c Propeller speed should be about 350 rpm.
d Loose propeller control lever and move back to maximum propeller rpm position. Propeller
speed before and after should be the same.
e Verify propeller for leakage.
f Record the test into the propeller logbook.
12.8 FURTHER ADJUSTMENT
A. Propeller Governor LUN7815.(-)
(1) Maximum RPM adjustment

To be performed: after control flight

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a) Move propeller control lever in cockpit such way, that governor lever “Rn” is not touching maximum
RPM stop.
b) Loose stop 15 - figure 12-29.
c) Loose the nut and adjust the maximum RPM by turning of max. RPM stop screw 15 .
Screw-in = decreasing of RPM
Screw-out = increasing of RPM
One turn (360°) of the stop screw change the RPM approx. about 20 RPM.
CAUTION: Maximum propeller RPM must not exceed 2080 rpm/min !
d) Move propeller control lever to maximum RPM position; governor lever "Rn" must be touching the stop
15. If clearance is found, adjust propeller control lever stop in the cockpit to distance 2-3 mm
(0,08-0,12 inch) from propeller control lever.
e) Secure the stop 15 by nut tightening and using lock wire.
f) Verify this adjustment at next flight.
g) Make a record in the logbook.
Figure 12-29 Maximum RPM stop adjustment
(2) Feather position adjustment

(for governor LUN7815.02)
Governor feather position adjustment is performed with feathering pump LUN7840 installed.
a) It is performed with adjusting the feather stop 16 when:
1 The lever "Rn" doesn’t reach angle position.

2 Time at "MANUAL FEATHERING" exceeds maximum value of 8 s (when feathering pump is
installed).
b) Perform the verification at engine ground test.
c) Remove seal and lock wire from the stop 16 - figure 12-30.
d) Move propeller control lever in cockpit to maximum RPM position, the lever "Rn" is at maximum RPM
stop 16.
WARNING:
BEFORE YOU WILL MOVE WITH PROPELLER CONTROL LEVER, VERIFY ENGINE CONTROL
LEVER, WHICH SHOULD BE AT IDLE STOP. VERIFY FEATHERING PUMP CIRCUIT BREAKER, IT
SHOULD BE SWITCHED OFF!

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e) Loosen the stop nut on the feathering stop screw 16 (fig. 12-30]. Rotate the screw clockwise 2 to
2.5 turns. The travel of lever “Rn” (fig. 12-30) to feather position will increase.
f) Move propeller control lever easy up to the stop, which is not the stop 16 but blocking valve, to which
the pilot valve inside the governor, moved by the lever "Rn", will hit.
g) Secure propeller control lever in this position.
h) Turn counterclockwise the stop 16 and adjust it, so that exactly touching the lever "Rn" pin.
i) Loose and move propeller control lever to maximum RPM stop and turn counterclockwise the stop 16
another 0,75 ÷ 1 turn.
NOTE:
This additional turning with the stop 16 by 0,75 ÷ 1 turn ensures clearance between locking valve and the
pilot valve.
Figure 12-30 Feather stop adjustment
j) Secure the stop 16 by tightening the nut.
k) Move propeller control lever to the stop 16 and fix, manually through the lever "Bl" press the locking
valve according to figure 12-31. Small clearance ≈0,1 mm (0,004 inch) must be evident.
l) Verify functionality according to section 12.7.
m) Record in the logbook.
Figure 12-31 Blocking valve clearance check

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(3) Feather position adjustment

(for governor LUN7815.03)
a) Perform when feathering time is higher than 15s, adjusting is possible by using the stop 16 .
b) Remove seal and lock wire from the stop 16 - figure 12-30.
c) Move propeller control lever in cockpit to maximum RPM position, the lever "Rn" is at maximum RPM
stop 15.
d) Loose propeller control lever stop in the cockpit by about 3 mm (0.12 inch).
e) Loose the stop nut 16 and turns it 2 to 2,5 clockwise, lever "Rn" travel to feather position will increase.
f) Move propeller control lever easy up to the stop 16.
CAUTION:
IF THE LEVER "Rn" DOESN’T REACH THE STOP 16, IT MEANS, THAT LEVER MOVEMENT COULD
BE OBSTRUCTED INSIDE THE GOVERNOR. KEEP THE LEVER "Rn" IN THIS POSITION AND
RETURN THE STOP 16 BACK UNTIL IT TOUCH THE LEVER „Rn“ PIN, AND ANOTHER HALF OF
TURN BACK WITH THE SCREW.
g) Adjust clearance of the feather stop in the cockpit to 2 mm (0.08 inch) and secure.
h) Secure the stop 16 with lock wire.
i) Verify functionality according to procedure in section 12.7.
j) Make a record in the governor documentation.
(4) Idle RPM adjustment

(for governor LUN7815.02, LUN7815.03 – twin-engine aircrafts)
a) Minimum flight angle (and thus idle RPM) is adjustable with the stop 58.
b) Perform this adjustment only if:
1 Difference in idle RPM is higher than 40 rpm.

2 It is not possible keep this tolerance with idle power.
c) Verify again propeller idle speed after stop 58 adjustment at engine ground test, oil temperature
60±5°C (140±9°F).
d) Find value of dimension "B" in the governor documentation.
e) Measure dimension "B" for the governors according to figure 12-32 and compare with values in the
governor documentation. Before the measurement, verify real contact at stop 58.
f) If measured dimension "B" is different more than ±0,1 mm (±0.004 inch) compare to reported value,
adjust dimension "B" according to the reported one by adjustment of the stop 58 and verify speed of
both propellers at engine ground test according to aircraft flight manual.
g) If both dimensions are equal to dimensions in the governor documentation, perform adjustment of the
stop 58 for both governors based on real idle RPM, see below, based on half of the difference. Find
speed difference half (±) in the table 12-5, where read value for the stop 58 adjustment.

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Figure 12-32 Dimension "B" check
counterclockwise turning clockwise turning

Stop 58
1 turn 0,5 turn 0,5 turn 1 turn
RPM change
-40 -20 +20 +40
(approximately)
Table 12-5 Stop 58 influence onto idle RPM
NOTE:
Adjusting the stop 58 based on propeller idle speed difference half, reduce the speed at idle of propeller
with higher RPM, and increase the speed at idle of propeller with lower RPM. This adjustment reduces
difference to minimum.
1 Remove securing of the stops 58, hold the screw with a wrench, use another to loose the securing
nut.
2 Turn the stop 58 on both governors according to value found in the table 12-5.
h) Verify for both governors the dimension „B“, which changes (±) 0,35 mm (0,014 inch) when half a turn
is used and (±) 0,7 mm (0,028 inch) when 1 turn is used. If you will find a deviation, adjust the
dimension "B" to the calculated value. For fine adjustment use 1/3 or 1/4 turn of the stop 58 .
CAUTION:
TURNING WITH THE STOP 58 FOR MORE THAN ±1 TURN IS NOT PERMITTED.
i) Hold the screw in adjusted position with suitable wrench, use the second wrench to tighten the securing
nut and again verify the dimension "B" for both governors.
j) This adjustment of the stop 58 disturbs alignment of guideline on the cam lever with the governor
scale.
k) Change lever 29 length (figure 12-33).
l) Remove lock wire from both nuts (nuts with left and right thread, the nut with left thread is marked with
letter "L") from the rod 29 and adjust its length with turning such way, that alignment is rearranged.
Press the lever "Bc" in direction of the arrow whole mechanism to the stop 58.
m) Then tighten the nuts and verify again the alignment of guidelines. Safety both nuts with wire.

61-10-20 (WALTER ENGINES) 2010-11-05
Figure 12-33 Adjustment using rod 29
n) Use the same procedure for the second governor.
o) Secure the stops 58 for both governors.
p) Record works in governor documentations.
(1) Maximum RPM adjustment
To be performed: after control flight
Perform maximum RPM adjustment according to procedure in section 12.8.
CAUTION: Maximum propeller RPM must not exceed 2080 rpm !
(2) Idle RPM adjustment

(twin-engine aircrafts)
a) Perform this adjustment only if difference in idle RPM between propellers is higher than 40 rpm.
b) Check basic adjustment for both governors according to process in section 12.6.
c) If the values don’t correspond to that recorded in the governor documentation, adjust it (them).
d) If the basic adjustment for both governors is correct, adjust engine idle according to the engine
operational manual to decrease the difference under 40 rpm.
e) Verify idle speed at engine ground test according to aircraft flight manual at oil temperature 60 +5°C
(140 to 149°F).

61-10-20 (WALTER ENGINES) 2013-02-15
12.9 TROUBLESHOOTING
Trouble: Relief valve leakage (after pressure adjustment).
Probably cause:
a) Defective sealing.
b) Loose valve.
Remedy:
a) See section Maintenance practices.
b) See section Maintenance practices.
Trouble: Non-return valve with fitting leakage
Probably cause:
Remedy:
a) See section Maintenance practices.
Trouble: Coaxial valves leakage at feedback body.
Probably cause:
a) Defective sealing
Remedy:
a) Replace the governor.
Trouble: Leakage between governor and gear box flange.
Probably cause:
a) Loose mounting bolts.
b) Defective sealing between the flanges.
Remedy:
a) Tighten mounting bolts.
b) Replace the sealing.
Trouble: Leakage at turning screw of feedback body.
Probably cause:
Remedy:
a) Replace the sealing.
Trouble: Axial clearance locking valve at rear cover increased (in reverse position).
Probably cause:
a) Engine control lever was moved to reverse position when propeller control lever was in feather position
or vice versa.
Remedy:
a) Adjust axial clearance with element 37 according to procedure in this manual.

61-10-20 (WALTER ENGINES) 2013-02-15
12.10 MAINTENANCE PRACTICES
There are described maintenance practices in this section together for all governor models LUN7815 and
LUN7816, if no other note applied.
(1) Cleaning
DO NOT USE PRESSURE WASHING EQUIPMENT. PRESSURE WASHING CAN FORCE WATER
AND/OR CLEANING SOLVENTS INTO THE GOVERNOR, WHICH CAN LEAD TO CORROSION OF
INTERNAL COMPONENTS AND/OR INCORRECT FUNCTION.
DO NOT USE AN CAUSTIC OR ACIDIC SOLUTIONS TO CLEAN ANY PROPELLER PART.
BEFORE USING CLEANERS, MAKE SURE THAT THE CLEANER WILL HAVE NO NEGATIVE
EFFECTS ON METAL OR PAINTED SURFACES.
IF THE LUBRICATION IS INADVERTENTLY REMOVED FROM MOVING PARTS SUCH AS THE

PIN [52, FIG.12-38], CARBON BLOCK ASSEMBLY [22, FIG.12-38], ROD BEARINGS, ETC.,
DURING THE CLEANING PROCESS, IT WILL BE NECESSARY TO RE-LUBRICATE THESE
PARTS USING AEROSHELL GREASE 5 OR 6.
(2) Relief valve adjustment check - see figure 12-34
NOTE:
For governor LUN7816.(-) it concerns check of relief valve pressure for the valve No.1 (RV I).
Loose and unscrew the nut 59 with ball 60 from the turning screw 78. Connect measuring hose 114 with
manometer to the turning screw 78 and place it such way, that manometer sale is legible. Fix the hose to
don’t touch hot parts.
Start the engine according to the flight manual and warm-up oil to 60° +5°C (140 to 149°F). Place propeller
control lever to maximum RPM position. Move engine control lever to position, where propeller speed is
1950 to 2080 rpm. Read pressure.
Pressure for governor series LUN7816 should be in range 2,6 to 2,85 MPa (377 to 413 psi) if no other
adjustment is used for appropriate application. For the governor LUN7815.02, the pressures are in table
12-6.
Pressure adjustment is described in the following section.
After engine stop, remove the hose and reinstall the nut 59 with the ball 60 and secure. If necessary, clean
the governor.
Figure 12-34 Manometer connection

61-10-20 (WALTER ENGINES) 2013-02-15
Propeller rpm Pressure

2080 2,30 - 2,45 MPa (333,6 - 355,3 psi)
2060 2,28 - 2,43 MPa (330,7 - 352,4 psi)
2040 2,27 - 2,42 MPa (329,2 - 351,0 psi)
2020 2,25 - 2,40 MPa (326,3 - 348,1 psi)
2000 2,23 - 2,38 MPa (323,4 - 345,2 psi)
Table 12-6 Pressure for LUN7815.02
(3) Pressure adjustment using element 73 and 76 of the relief valve - figure 12-35
In the case, that the pressure adjustment of the relief valve was found to be incorrect, adjust it following
way:
NOTE: For governor LUN7816.(-) it concerns check of relief valve pressure for the valve No.1 (RV I).
Remove seal from the relief valve. Adjust the pressure either using element 73 – shim inside the relief valve
– or element 76 – sealing washer under the cover 72.
Hold the relief valve body [71, fig. 12-35] using a suitable wrench to prevent the valve body from
turning, then use a suitable wrench to remove the relief valve body cover [72, fig. 12-35].
WARNING:
The relief valve spring [75, fig. 12-35] is held compressed by the cover [72, fig. 12-35]. Use caution
when removing the cover.
Figure 12-35 Relief valve
In the case, that pressure will be adjusted with adding/removing shims – element 73 – under the
spring 75 inside the relief valve, then adding/removing shims will increase/decrease the pressure.
Shim thickness 1 mm (0.04 inch) means pressure change 0,07 MPa (10,1 psi) for governor series
LUN 7815 and 0,10 MPa (14,5 psi) for governor series LUN 7816.
WARNING:
TOTAL THICKNESS OF ALL SHIMS SHALL BE MAXIMUM 4 mm (0.16 inch). THE PIN 74 MUST
REMAIN IN THE SPRING 75.
NOTE: Use shims with thickness of 1 mm (0.04 inch) and 1,5 mm (0.06 inch) for the adjustment.

61-10-20 (WALTER ENGINES) 2013-02-15
In the case, that the pressure will be adjusted using sealing washers - element 76 - under the cover, then
adding/removing of a washer will reduce/increase the pressure. Washer thickness of 1 mm (0.04 inch)
means pressure change as for the element 73, see above.
NOTE:
Use washers with thickness 1 mm (0.04 inch), 1,5 mm (0.06 inch) and 2 mm (0.08 inch). Maximum two
washers can be under the cover.
Screw the cover 72 (with pressing the spring) manually to the relief valve body 71. Then hold the body 71
with a suitable wrench and tighten with other wrench the cover 72.
CAUTION:
DO NOT TIGHTEN THE RELIEF VALVE BODY TOO MUCH. OVERTIGHTENING THE RELIEF VALVE
BODY CAN CAUSE SLEEVE VALVE STICKING [77, FIG. 12-35]. A LOOSE RELIEF VALVE BODY
WILL RESULT IN AN OIL LEAK.
Secure the relief valve with lock wire.
Purge air from the system at engine ground test.
(4) Remedy for relief valve leakage
Relief valve leakage can be caused by loosen relief valve cover or defective sealing.
Remove lock wire from cover [72, fig. 12-35]. Hold the relief valve body [71, fig. 12-35] using a suitable
wrench then tighten the cover.
Secure the relief valve with lock wire, use standard procedure.
If defective sealing is the cause, remove lock wire, hold the relief valve body 71 to fix it and remove the
cover 72.
NOTE:
Be careful when removing the cover to don’t loose washers 73 and to keep pin 74 on the spring 75!
Defective sealing washer – element 76 – remove and measure total thickness with accuracy 0,1 mm
(0.004 inch). Prepare new sealing with the same thickness. Use maximum two washers.
Split the new sealing washers onto the cover 72. Verify, that the pin 74 is at the spring 75 and original
washers 73 are installed.
Hold the relief valve body 71 with a suitable wrench and screw the cover 72 with the washers 76 and
tighten with other suitable wrench, see above.
Secure the relief valve with lock wire.
(5) Remedy for turning screw leakage
Remove lock wire from the turning screw 78 - figure 12-36 - and from the both tube cap nuts.
Remove the tube 86 (to the feathering pump LUN7840-8). Remove the tube 87 (to the feathering valve
LUN7880-8).
NOTE:
Before removing the tube it is necessary to loosen the nuts at each end of the tube. If it is not
necessary, don’t remove the nut 59 with the ball 60 from the turning screw 78.
Remove the turning screw 78 together with parts 45, 46, 44, 59, 60, 88 and remove defective sealing rings
89. Be careful for the ball 92.

61-10-20 (WALTER ENGINES) 2013-02-15
Install new sealing rings 89 onto the turning screw 78 and the feedback body 45 with ring 88 in position
shown, it is arrow up – figure 12-36 – and screw the turning screw into the governor body without final
tightening. The ball 92 shall be in socket 44.
WARNING: USE ONLY ALLOWED SEALING RINGS (ALUMINUM).
Reinstall back both removed tubes 86, 87. Tighten finally the turning screw 78 and the tubes 86 and 87
carefully with continuous tightening of all tube cap nuts and turning screws. Tighten the tubes also on the
second end.
Finally secure the turning screw 78 with the nut 59 and both tube cap nuts with lock wire, using standard
locking procedure. Secure also the second end of the tubes.
Figure 12-36 Sealing ring replacement
(6) Replacement of non-return valve body sealing rings
In case of leakage from the non-return valve body, replace sealing with following procedure:
Remove lock wire from tube cap nuts 86 - figure 12-37 - or the tube cap nut 87 or both. Remove the tube
86 and 87 (or both).
NOTE: Before you will remove the tubes, it is necessary to loose also the second end of the tube.
Replace the sealing ring 90 or 91 with new one after fitting 46 removal or the fitting 44 from the non-return
valve body.
Figure 12-37 Replacement of non-return valve sealing

61-10-20 (WALTER ENGINES) 2010-11-05
CAUTION:
BE CAREFUL NOT TO LOSE THE 5/16 BALL [92, FIG. 12-37]. IT FITS INSIDE FITTING [44, FIG.12-37]
AND MUST BE IN PLACE PRIOR TO REASSEMBLY.
Reinstall both fittings 44 and 46 and tighten (be careful with ball 92). Connect tube 86 from the feathering
pump LUN7840-8 (if installed) to the fitting 44 and tighten cap nuts on both ends.
Connect tube 87 from the feathering valve LUN7880-0 (if installed) to the fitting 46 and tighten at both ends
(cap nut and the turning screw). Secure all fittings and tubes with lock wire.
(7) Carbon block assembly exchange - figure 12-38
In the case when carbon blocks are worn, exchange them using following procedure:
Remove the cotter pin 55 and the pin 52 with washer 54 from the lever "Zv" 21. Remove the worn carbon
block assembly 22.
Figure 12-38 Carbon block assembly
Inspect the new carbon block assembly 22 (from spare parts) whether the carbon blocks 79 are not
defective and whether safety rings 80 are in place.
CAUTION:
DON’T INSTALL THE CARBON BLOCK ASSEMBLY WITHOUT THE SAFETY RING 80. REPLACE THE
COTTER PIN.
Install the carbon block assembly - see section Governor installation.
Verify basic adjustment according to procedure in this manual.
12.11 STORAGE AND PRESERVATION
(1) Preservation of governor removed from the engine
It is necessary to preserve the governor removed from the engine. Use following procedure:
First wipe outer surfaces with clean brush using clean suitable cleaner.

61-10-20 (WALTER ENGINES) 2013-02-15
WARNING:
TAKE CARE WHEN THE SURFACE IS CLEANED TO DON’T ENTER CLEANER INTO THE
GOVERNOR THROUGH GOVERNOR FLANGE, AROUND COAXIAL VALVES 18, 19, LOCKING VALVE
35 AND INTO THE MICROSWITCH HOUSING 23. DON’T DEGREASE ROD BEARINGS 29, 32 AND 65,
LEVER "Sv" 66 TRACE AND LEVER CAMS 34 AND ALSO CARBON BLOCK ASSEMBLY PINS 22.
Coat outer surfaces, except painted ones, with preservation oil using a brush.
Record the preservation to the governor documentation. Check the calendar time since overhaul (TSO) in
the governor manufacturer’s documents. If required preservation and storage time is out of TSO limit,
follow governor manufacturer’s instructions.
(2) Storage of the governor
The governor prepared for storage at user store only in a clean room without aggressive vapors, well
ventilated at ambient temperature 20° ±10°C (68° ±18°F) to and humidity to 70%. Store the governors in
bags or boxes then place them on shelves.
NOTE:
Storing on floor is not permitted. Take care to external governor parts.

61-10-20 (WALTER ENGINES) 2013-02-15
Avia Propeller Ltd.

since 1919
Highly experienced engineering and manufacturing company. Our specialization is in

research and development, manufacturing, repairs, overhauls, service and sales of aircraft,
all metal in flight pitch changeable propellers and their parts.
Our R&D team has long term experiences with aircraft propeller design. One of the latest
R&D targets is to enlarge the new propeller AV product line (lighter aluminium hub and
blades).
Operations department is using up to date machinery incl. CNC devices, accompanied with
traditional craftsmanship of staff, manufacturing products of the best quality.
Quality department guarantees the highest quality level of the goods being delivered to our
customers. Our quality system fulfilled requirements of the European Aviation Safety Agency
(EASA).
Our commercial department co-operate with customers from about 50 countries of the world.
We consider each and every customer to be of great importance for us.
Our products and activities
All metal aircraft propellers for piston and turboprop engines up to 2000 HP, used on regional
airline airplanes, agricultural, general aviation, sport and aerobatic airplanes.
Licensed blade and spinner manufacturing for propellers made by world famous U.S.
company Hamilton Standard Ltd., for „W arbirds“ like the P-51 Mustang, T-6 Texan etc.
High quality products certified in the Czech Republic, USA, and many European, Asian,
Australian, Central and South American countries.
Sales and Service Centers in the USA, Canada, Venezuela, Germany
FOR MORE INFORMTAION VISIT OUR WEBSITE

www.aviapropeller.com

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OPERATION AND INSTALLATION MANUAL

REVERSIBLE HYDRAULICALLY CONTROLLED

AV-725-( )-R(P), (W)

FOR OWNERS, USERS

TH AN K YOU FOR C HOO SING AV I A P R OP EL LE R PRO DU C T

Table of content Page

1. AIRWORTHINESS LIMITATION 1-1

3. MODEL DESIGNATION 3-1

4. DESIGN AND OPERATION INFORMATION 4-1

5. INSTALLATION AND OPERATION INSTRUCTION 5-1

9. SHIPPING AND STORAGE 9-1

10. SPECIAL TOOLS 10-1

11. DRAWINGS AND PARTLISTS 11-1

12. PROPELLER CONTROL SYSTEM (WALTER ENGINES) 12-2

This page is intentionally blank.

Revision New page

R-80/11 2011-06-20 II-1, III-1, 1-1, 5-1 June 20, 2011

R-85/11 2011-06-30 II-1, III-1, 1-1, 2-1 June 30, 2011

R-19/12 2012-02-06 II-1, III-1, 1-1 February 06, 2012

R-76/12 2012-06-27 II-1, III-1, 5-1, 6-1 June 27, 2012

R-170/14 2014-10-24 II-1, III-1, 5-1, 5-1-1 October 24, 2014

This page is intentionally blank

LIST OF EFFECTIVE PAGES

Page Date of issue Page Date of issue Page Date of issue

I-1 2012-08-24 6-9 2013-02-15 12-12 2013-02-15

This page is intentionally blank

1.0. AIRWORTHINESS LIMITATION

1.1. Life Limits

(5) Life limited parts of AV series propellers for turbine engines

Part Life limit

This page is intentionally blank.

2.1. Statement of purpose

2.3. Related documents

1) Avia Manual EN-1291 (61-10-91) - Overhaul Manual

2) Avia Manual EN-1370 (61-10-70) - Overhaul Manual for Metal Blades

2.5. Part ordering

3.0. MODEL DESIGNATION

3.1. Hub designation

1 Avia Propeller (manufacturer)

3 Blade root type

5 Number of variant of the propeller model

6 Code letter for flange type

7 Code letter for counterweights

8 Code letter for feather provision

9 Code letter for reverse provision

10 Code letter for reverse system

11 Code letter for design changes

3.2. Blades designation

1 Code letter for position of pitch change pin

2 Code letter for blade design and installation

5 Code letter for design changes

4.0. DESIGN AND OPERATION INFORMATION

The variable pitch propeller consists of the following main groups:

- Hub with blade bearing

Propellers with non-threaded blades

Propellers with threaded blades

4.2. The pitch change mechanism

4.2.1. For Pratt&Whitney Application

4.2.2. For Garrett Application

4.2.4. For Walter Application

4.3. Propeller blades

4.6. Propeller Governor

See Woodward Manual for: