Servicing Propellers
Propeller servicing includes cleaning, lubricating, and replenishing operating lubrication supplies.
Cleaning Propeller Blades
Aluminum and steel propeller blades and hubs are usually cleaned by washing the blades with a suitable cleaning solvent, using a brush or cloth. Do not use acid or caustic materials. Power buffers, steel wool, steel brushes, or any other tool or substance that may scratch or mar the blade should be avoided. If a high polish is desired, a number of good grades of commercial metal polish are available. After completing the polishing operation, immediately remove all traces of polish. When the blades are clean, coat them with a clean film of engine oil or suitable equivalent.
To clean wooden propellers, use warm water and a mild soap, together with brushes or cloth. If a propeller has been subjected to salt water, flush it with fresh water until all traces of salt have been removed. This should be accomplished as soon as possible after the salt water has splashed on the propeller, regardless of whether the propeller parts are aluminum alloy, steel, or wood. After flushing, thoroughly dry all parts, and coat metal parts with clean engine oil or a suitable equivalent.
To remove grease or oil from propeller surfaces, apply Stoddard Solvent or equivalent to a clean cloth and wipe the part clean. Using a noncorrosive soap solution, wash the propeller. Thoroughly rinse with water. Permit to dry. Aluminum and steel propeller blades and hubs usually are cleaned by washing the blades with a suitable cleaning solvent, using a brush or cloth. Do not use acid or caustic materials. Avoid power buffers, steel wool, steel brushes, or any other tool or substance that may scratch or mar the blade. If a high polish is desired, a number of good grades of commercial metal polish are available. After completing the polishing operation, immediately remove all traces of polish. When the blades are clean, coat them with a clean film of engine oil or suitable equivalent.
Charging the Propeller Air Dome
These instructions are general in nature and do not represent any aircraft procedure. Always check the correct manual before servicing any propeller system. Examine the propeller to make sure that it is positioned on the start locks and using the proper control, then charge the cylinder with dry air or nitrogen. The air charge valve is located on the cylinder as indicated in Figure 1. Nitrogen is the preferred charging medium. The correct charge pressure is identified by checking the correct table shown. The temperature is used to find the correct pressure to charge the hub air pressure.
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| Figure 1. Servicing air charge in propeller |
Propeller Lubrication
Hydromatic propellers operated with engine oil and some sealed propellers do not require lubrication. Electric propellers require oils and greases for hub lubricants and pitch change drive mechanisms. Proper propeller lubrication procedures, with oil and grease specifications, are usually published in the manufacturer’s instructions. Experience indicates that water sometimes gets into the propeller blade bearing assembly on some models of propellers. For this reason, the propeller manufacturer’s greasing schedule must be followed to ensure proper lubrication of moving parts and protection from corrosion. Observe overhaul periods because most defects in propellers are not external, but unseen internal corrosion. Dissimilar metals in the prop and hub create an environment ripe for corrosion, and the only way to properly inspect many of these areas is through a teardown. Extensive corrosion can dramatically reduce the strength of the blades or hub. Even seemingly minor corrosion may cause a blade or hub to fail an inspection. Because of the safety implications (blade loss), this is clearly an area in which close monitoring is needed.
One example of the lubrication requirements and procedures is detailed here for illustration purposes only. Lubrication intervals are important to adhere to because of corrosion implications. The propeller must be lubricated at intervals not to exceed 100 hours or at 12 calendar months, whichever occurs first. If annual operation is significantly less than 100 hours, calendar lubrication intervals should be reduced to 6 months. If the aircraft is operated or stored under adverse atmospheric conditions, such as high humidity, salt air, calendar lubrication intervals should be reduced to 6 months. Hartzell recommends that new or newly overhauled propellers be lubricated after the first 1 or 2 hours of operation because centrifugal loads pack and redistribute grease, which may result in a propeller imbalance. Redistribution of grease may also result in voids in the blade bearing area where moisture can collect. Remove the lubrication fitting from the cylinder-side hub half installed in the engine-side hub half. [Figure 2] Pump 1 fluid ounce (30 milliliters (ml)) grease into the fitting located nearest the leading edge of the blade on a tractor installation, or nearest the trailing edge on a pusher installation, until grease emerges from the hole where the fitting was removed, whichever occurs first.
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| Figure 2. Lubricating propeller bearings |
NOTE: 1 fluid ounce (30 ml) is approximately six pumps with a hand-operated grease gun. Reinstall the removed lubrication fittings. Tighten the fittings until snug. Make sure that the ball of each lubrication fitting is properly seated. Reinstall a lubrication fitting cap on each lubrication fitting. Perform grease replacement through attached pressure fittings (zerks) in accordance with the manufacturer’s instructions.
Propeller Overhaul
Propeller overhaul should be accomplished at the maximum hours or calendar time limit, whichever occurs first. Upon receipt for overhaul, prepare a document that tracks the propeller components throughout the overhaul process. Research all applicable ADs, current specifications, and manufacturers’ SBs for incorporation during the overhaul process. Double check the serial number and make notes on the work order regarding the general condition in which the propeller was received. As you disassemble and clean the unit, perform a preliminary inspection on all related parts. Record those revealing discrepancies requiring rework or replacement in the overhaul record by part number, along with the reason for the required action. Discard all threaded fasteners during disassembly and, with a few exceptions permitted by the manufacturer, replace with new components. Many specialized tools and fixtures are required in the disassembly and proper reassembly of propellers. These tools are generally model specific and range from massive 15-foot torque adapter bars and 100-ton presses down to tiny dowel pin alignment devices. Dimensionally inspect components that are subject to wear to the manufacturer’s specifications. After passing inspection, anodize aluminum parts and cadmium plate steel parts for maximum protection against corrosion.
The Hub
Strip nonferrous hubs and components of paint and anodize and inspect for cracks using a liquid penetrant inspection (LPI) procedure. Etch, rinse, dry, and then immerse the parts in a fluorescent penetrant solution. After soaking in the penetrant, rinse them again and blow dry. Then, apply developer, which draws any penetrant caught in cracks or defects to the surface. Under an ultraviolet inspection lamp, the penetrant clearly identifies the flaw. Certain models of hubs are also eddy-current inspected around critical, high-stress areas. Eddy-current testing passes an electrical current through a conductive material that, when disturbed by a crack or other flaw, causes a fluctuation on a meter or CRT display. This method of inspection can detect flaws that are below the surface of the material and not exposed to the eye. Magnetic particle inspection (MPI) is used to locate flaws in steel parts. The steel parts of the propeller are magnetized by passing a strong electrical current through them. A suspension of fluorescent iron oxide powder and solvent is spread over the parts. While magnetized, the particles within the fluid on the parts surface immediately align themselves with the discontinuity. When examined under black light, the crack or fault shows as a bright fluorescent line.
The first step in blade overhaul is the precise measurement of blade width, thickness, face alignment, blade angles, and length. Then, record the measurements on each blade’s inspection record and check against the minimum acceptable overhaul specifications established by the manufacturer. Blade overhaul involves surface grinding and repitching, if necessary. Occasionally, blade straightening is also required. The manufacturer’s specification dictates certain allowable limits within which a damaged blade may be cold straightened and returned to airworthy condition. Specialized tooling and precision measuring equipment permit pitch changes or corrections of less than one-tenth of one degree. To ensure accuracy, take frequent face alignment and angle measurements during the repair process. Precision hand grind the blade airfoil to remove all corrosion, scratches, and surface flaws. After completely removing all stress risers and faults, take final blade measurements and record on each blade’s inspection record. Balance and match the propeller blades, and anodize and paint them for long-term corrosion protection.
Propeller Reassembly
When both the hubs and the blades have completed the overhaul process, the propeller is ready for final assembly. Recheck part numbers with the manufacturer’s specifications. Lubricate and install the parts per each unit’s particular overhaul manual. After final assembly, check both high-and low-pitch blade angles on constant-speed propellers for proper operation and leaks by cycling the propeller with air pressure through its blade angle range. Then, check the assembled propeller for static balance. If necessary, place weights on the hub areas of each “light” blade socket to bring about its proper balance. These weights should be considered part of the basic hub assembly and should not be moved during subsequent dynamic balancing to the engine. As with most aircraft components, all of the hardware on the propeller assembly must be safety wired, unless secured by self-locking devices. Then, the final inspector fills out and signs maintenance release tags reflecting the work accomplished, applicable ADs, and all incorporated service documents. These documents certify that the major repairs and/or alterations that have been made meet established standards and that the propeller is approved for return to service. All minor repairs and minor alterations on propellers must be accomplished by a certified repair station, an airframe and powerplant technician (A&P), or a person working under the direct supervision of such a technician or an appropriately rated air carrier. Major repairs or alterations, including the overhaul of controllable pitch propellers, must be done by an appropriately rated repair station, manufacturer, or air carrier.