AV E-C-F-R(P), (W) AV E-C-F-R(W) AV E-C-F-R(W) AV E-C-F-R(G), (P), (W)

Transcription

1 OPERATION AND INSTALLATION MANUAL REVERSIBLE HYDRAULICALLY CONTROLLED VARIABLE PITCH PROPELLERS (CONSTANT SPEED) AV E-C-F-R(P), (W) AV E-C-F-R(W) AV E-C-F-R(W) AV E-C-F-R(G), (P), (W) Document number: EN-1320 ATA Issue 3: November 05, 2010 Revision: June 30, 2016 The technical content of this document is approved under authority of DOA No. EASA.21J.072. Avia Propeller s.r.o., Beranových 65/666, Praha 9 - Letňany, CZECH REPUBLIC Tel.: +420/ , Fax.: +420/ , sales@aviapropeller.cz,

2 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 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 ANK YOU FOR CHOOSING AVI A PROPELLER PRO DUCT Properly maintained it will give you many years of reliable service.

3 OPERATION AND INSTALLATION MANUAL EN-1320 Table of content Page 1. AIRWORTHINESS LIMITATION GENERAL MODEL DESIGNATION DESIGN AND OPERATION INFORMATION INSTALLATION AND OPERATION INSTRUCTION INSPECTIONS MAINTENANCE TROUBLESHOOTING SHIPPING AND STORAGE SPECIAL TOOLS DRAWINGS AND PARTLISTS PROPELLER CONTROL SYSTEM (WALTER ENGINES) TABLE OF CONTENT Page I

4 EN-1320 OPERATION AND INSTALLATION MANUAL This page is intentionally blank TABLE OF CONTENT Page I

5 OPERATION AND INSTALLATION MANUAL EN-1320 LIST OF REVISIONS Revision number New page issue date Revised pages R-166/ All pages issued as new due to adding the ATA number. Revised pages : 5-2, 9-1, Date November 5, 2010 R-80/ II-1, III-1, 1-1, 5-1 June 20, 2011 R-85/ II-1, III-1, 1-1, 2-1 June 30, 2011 R-19/ II-1, III-1, 1-1 February 06, 2012 R-76/ II-1, III-1, 5-1, 6-1 June 27, 2012 R-92/ I-1, II-1, III-1, 2-1, 2-2, 4-2, 4-3, 5-1, 5-2, 5-4 through 5-7, 6-4 through 6-8, 9-1, 10-1, 11-1 through 11-12, 12-1, 12-2, through 12-19, through 12-24, 12-26, 12-28, 12-29, 12-34, 12-36, through 12-40, R-22/ II-1, III-1, 2-1, 2-2, 4-2, 5-1 through 5-7, 6-1 through 6-11, 7-2, 8-1, 10-1, 12-2 through 12-5, 12-7 through 12-9, 12-11, 12-12, 12-14, 12-15, through 12-20, 12-23, 12-24, through 12-34, through 12-40, 12-42, R-193/ II-1, III-1, 5-3, 5-4, 5-7, 5-8, 6-7, 11-1 through 11-7, 11-9 through 11-12, 12-25, August 24, 2012 February 15, 2013 November 07, 2013 R-10/ II-1, III-1, 5-3, 5-4, 11-6 January 31, 2014 R-137/ II-1, III-1, 5-3, 5-3-1, 5-8, 7-1 September 18, 2014 R-150/ II-1, III-1, 5-3, 5-3-1, 5-8, 6-1 October 02, 2014 R-170/ II-1, III-1, 5-1, October 24, 2014 R-6/ II-1, III-1, 5-3, 11-1 through 11-6, 11-11, January 12, 2015 R-39/ II-1, III-1, 5-2 March 09, 2015 R-40/ II-1, III-1, 3-1, 12-2 March 12, 2015 R-69/ II-1, III-1, 6-9, 9-1 May 11, 2015 R-103/ II-1, III-1, 7-2, 7-3 July 07, 2015 R-172/ Title page, II-1, III-1, 4-2, 5-3, 5-5, 5-8, 6-2 through 6-3-1, 6-6, 11-13, November 20, 2015 R-184/ II-1, III-1, 5-5, 5-8, 6-1, 6-2, 6-4 December 09, 2015 R-51/ II-1, III-1, 5-5, 6-1, 7-3, 7-4, 10-1 March 03, 2016 R-121/ II-1, III-1, 5-2, 5-3 June 30, LIST OF REVISIONS Page II

6 EN-1320 OPERATION AND INSTALLATION MANUAL This page is intentionally blank LIST OF REVISIONS Page II

7 OPERATION AND INSTALLATION MANUAL EN-1320 LIST OF EFFECTIVE PAGES Page Date of issue Page Date of issue Page Date of issue I I II II III III LIST OF EFFECTIVE PAGES Page III

8 EN-1320 OPERATION AND INSTALLATION MANUAL This page is intentionally blank LIST OF EFFECTIVE PAGES Page III

9 OPERATION AND INSTALLATION MANUAL EN 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 and of the Federal Aviation Regulations unless an alternate program has been FAA approved 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-aircraftengine combinations, unless specifically noted otherwise. (5) Life limited parts of AV series propellers for turbine engines Part Life limit Blade hours Hub hours Bearing race hours Blade bushing hours (if mounted) Cylinder hours AIRWORTHINESS LIMITATION Page

10 EN-1320 OPERATION AND INSTALLATION MANUAL This page is intentionally blank AIRWORTHINESS LIMITATION Page

11 OPERATION AND INSTALLATION MANUAL EN 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 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 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 Related documents 1) Avia Manual EN-1291 ( ) - Overhaul Manual 2) Avia Manual EN-1370 ( ) - Overhaul Manual for Metal Blades 3) Avia Service Bulletin No.1 Includes an overhaul intervals of all Avia propellers. Available on Avia website at 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 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 ) GENERAL Page

12 EN-1320 OPERATION AND INSTALLATION MANUAL 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 GENERAL Page

13 OPERATION AND INSTALLATION MANUAL EN MODEL DESIGNATION 3.1. Hub designation A V E - C - F - R (W) - ( ) 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 -R(W) blank = overspeed governor for 2080 rpm engines -R(W)-A = overspeed governor for 1950 rpm engines MODEL DESIGNATION Page

14 EN-1320 OPERATION AND INSTALLATION MANUAL 3.2. Blades designation ( ) ( ) ( ) 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 E-C-F-R(W)/CFR c The hub-serial No. starts with the year of manufacture. All records of the propeller are registered in respect to this number 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 MODEL DESIGNATION Page

15 OPERATION AND INSTALLATION MANUAL EN 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 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 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 DESIGN AND OPERATION INFORMATION Page

16 EN-1320 OPERATION AND INSTALLATION MANUAL 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 A. Put on both sides washers AN Cancelled For Walter Application All stops are internal and can not be changed. No adjustment is necessary, because during manufacturing all pitch settings were made 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 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 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 Propeller Governor See Avia Manual No. E-1707 for Avia P-W( ) Series governors See Woodward Manual for: Garret TPE-331-( ): No ( ) Pratt and Whitney PT6A: No ( ) Primary No ( ) Overspeed See Walter Manual for: Walter M601-Series: No Chapter See Propeller Control System Chapter of this manual for information on propeller control system associated with Jihostroj governors LUN7815( ) and LUN7816( ) 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 DESIGN AND OPERATION INFORMATION Page

17 OPERATION AND INSTALLATION MANUAL EN Oil Propeller operated with oil supplied from engine lubricating system. Refer to manual of engine manufacturer for information on oil types and using DESIGN AND OPERATION INFORMATION Page

18 EN-1320 OPERATION AND INSTALLATION MANUAL 5.0. INSTALLATION AND OPERATION INSTRUCTION DO NOT USE THE SPINNER BULKHEADS TO SUPPORT THE WEIGHT OF THE PROPELLER ASSEMBLY, OTHERWISE THEY COULD BE IRREPARABLY DAMAGED. DO NOT USE THE BLADES TO SUPPORT THE WEIGHT OF THE PROPELLER ASSEMBLY, OTHERWISE THEY COULD BE DAMAGED. THE CRANE HOIST AND SLING USED FOR LIFTING THE PROPELLER MUST BE RATED FOR A MINIMUM OF 450 KG (990 LBS). TAKE CARE NOT TO DAMAGE THE DE-ICERS (IF INSTALLED ON THE BLADES) FROM THE SLINGS WHEN LIFTING THE PROPELLER. 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 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) The described propellers are usually installed on the engine with the blades in feathering position 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) 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) INSTALLATION AND OPERATION INSTRUCTION Page

19 OPERATION AND INSTALLATION MANUAL EN-1320 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 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 Check position of o-ring in propeller flange. Warning: Use only original o-ring delivered by manufacturer INSTALLATION AND OPERATION INSTRUCTION Page

20 EN-1320 OPERATION AND INSTALLATION MANUAL 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. 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 Cancelled 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 For Walter Application: Check the side clearance between the carbon block and the beta ring. There is difference between carbon block assemblies for the propellers with L-Type and U-Type beta rings, see figure 5-4. Sand the sides of the carbon block(s) as needed for correct clearance. No pitch adjustment is necessary, all pitch stops are set during manufacturing. Figure INSTALLATION AND OPERATION INSTRUCTION Page

21 OPERATION AND INSTALLATION MANUAL EN-1320 Carbon block assembly for L-Type beta ring The carbon blocks are chamfered on one side and sharp-edged on the other side. Maintain the same orientation of the blocks, either with chamfering toward the beta ring or vice versa, when installing the carbon block assembly on the beta ring. If the side clearance between the carbon blocks and beta ring exceeds 0,4 mm (0.016 inch), remove the carbon block assembly from the beta ring, turn the blocks to the opposite position, and reinstall on the beta ring. Check the side clearance is within specified limits. If all sides of the carbon blocks are excessively worn, the carbon block assembly must be replaced. NOTE: This procedure is applicable only for Avia P-W series governors 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 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 ftlb Nm Slightly lubricate the threads of mounting studs and nuts with MIL-PRF anti-seize compound (e.g.loctite Moly 50 ) or Loctite 8012 Moly Paste ; slightly lubricate also the faces of nuts and washers. 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 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. 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). 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. 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) INSTALLATION AND OPERATION INSTRUCTION Page

22 EN-1320 OPERATION AND INSTALLATION MANUAL Slightly lubricate the thread of the clamp bolt with graphite grease and tighten with torque Nm (48-52 lb-ft). Secure the nut by cotter pin. Pay close attention to correct seating of the bolt head when tightening the nut-see Figure 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. 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. Place the position pin in the clamp cutout (if exist) to the centre of cutout prior to tightening the clamp (figure 5-7). CORRECT Figure WRONG INSTALLATION AND OPERATION INSTRUCTION Page

23 OPERATION AND INSTALLATION MANUAL EN-1320 Figure 5-5 Figure 5-6 SHLOULDERS OF THE CLAMP MUST NOT TOUCH EACH OTHER AFTER TIGHTENING TO SPECIFIED TORQUE Figure 5-7 Figure 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 Nm ( 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 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) Checking track of the blades is not possible, because of feathering position For the Garrett Application: 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 INSTALLATION AND OPERATION INSTRUCTION Page

24 EN-1320 OPERATION AND INSTALLATION MANUAL 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. If Beta-Rod is not removed before installing the start lock puller T-751, the thread in the propeller guide rod will be damaged. Install the start-lock puller T-751 to bring blades into the start-lock 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 Installing the Carbon Block Assembly (models with U-Type beta ring) Before installing, inspect the carbon block assembly for damage or cracks Install the carbon block into the feedback lever per the airframe manufacturer s manual Install the carbon block into the beta ring. CAUTION 1: MINIMUM SIDE CLEARANCE OF 0,025 MM (.001 INCH) MUST BE ESTABLISHED BETWEEN THE CARBON BLOCK AND BETA RING THROUGHOUT 360 DEGREES OF ROTATION. SAND THE SIDES OF THE CARBON BLOCK WITH 600-GRIT SANDPAPER AS NEEDED TO ESTABLISH THE REQUIRED CLEARANCE. MAXIMUM SIDE CLEARANCE OF 0,25 MM (.01 INCH) IS PERMITTED FOR OPERATION. CAUTION 2: POSITIVE RADIAL CLEARANCE MUST EXIST BETWEEN THE CARBON BLOCK AND THE BETA RING OVER THE ENTIRE TRAVEL RANGE OF THE BETA RING. OTHERWISE THE DAMAGE OF THE CARBON BLOCK AND THE BETA RING WILL OCCUR. THE AIRFRAME OR ENGINE MANUFACTURER S MANUAL MAY INCLUDE ADDITIONAL INFORMATION AND REQUIREMENTS. CAUTION 3: MAKE SURE THAT ANY METAL PART OF THE CARBON BLOCK ASSEMBLY IS NOT TOUCHING THE BETA RING. OTHERWISE DAMAGE OF THE CARBON BLOCK AND THE BETA RING WILL OCCUR. CAUTION 4: MAKE SURE THAT A VISIBLE CLEARANCE EXIST BETWEEN THE FEEDBACK LEVER AND THE SLIP RING (IF APPLICABLE) THROUGHOUT 360 DEGREES OF ROTATION. OTHERWISE DAMAGE OF THE FEEDBACK LEVER AND THE SLIP RING WILL OCCUR Installation of the beta-tube ( only for TPE-331-( ) engines) 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 Cancelled INSTALLATION AND OPERATION INSTRUCTION Page

25 OPERATION AND INSTALLATION MANUAL EN Connect electrical propeller de-icing system, if required. Secure the screws with red paint - see slip ring contacts. 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 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 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 Cancelled 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 A. Put on both sides washer AN Finally bring the blades into the start lock 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 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. 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 After the ground runs, check for oil leaks, blade shake and condition of the de-ice system Perform test flight in accordance with the description in the flight manual 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. Move power lever and rpm lever always slowly to avoid overspeed INSTALLATION AND OPERATION INSTRUCTION Page

26 EN-1320 OPERATION AND INSTALLATION MANUAL 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 In Flight: Power as well as rpm setting according to the Aircraft Flight Manual 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 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 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 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 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 ) Reposition the brush block to establish the correct distance and angular location to the slip ring as shown in Figure ) 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. 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 INSTALLATION AND OPERATION INSTRUCTION Page

27 OPERATION AND INSTALLATION MANUAL EN-1320 e) Cancelled SLIP RING ROTATION SLIP RING ASSY 2 2 1,2-2,4 mm ( 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 INSTALLATION AND OPERATION INSTRUCTION Page

28 EN-1320 OPERATION AND INSTALLATION MANUAL 6.0. INSPECTIONS 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 PRE-FLIGHT CHECK 1) Perform before first flight in the day: a) Visually inspect the carbon block for excessive wear. If excessive wear is noticed or suspected, measure the clearance between the carbon block and the beta ring. Refer to chapter Installation and Operation Instruction in this manual for side clearance limits. b) Visually inspect the beta ring, feedback lever and other beta feedback components for damage or excessive wear. c) Inspect the slip ring for damage or excessive wear, if applicable. Check that visible clearance exists between the feedback lever and the slip ring throughout 360 degrees of slip ring rotation. 2) Perform before each flight: a) Visually inspect the blades for damage. Remove all nicks, gouges and scratches before further flight in accordance with FAA Advisory Circular B, or refer to the section Repair of nicks or gouges on blades in this chapter. b) Inspect the blades and the spinner for signs of lightning strike. Lightning strike is indicated as discolored area inside the painted surface, signs of burning or melting, chipped or missing material in place of lightning strike. Refer to the section Lightning strike in this chapter, if lightning strike is found or suspected. c) Inspect the blades for traces of grease or oil indicating the leakage from the blade retention bearing. 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. d) Check the blades for excessive play in the retention bearing. Refer to the section Loose blades in this chapter for blade play limits. e) Check for loose or missing hardware. f) Inspect the de-icers for damage and unsticking, if applicable. g) 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. 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 section Vibration in this chapter to the chapter Troubleshooting 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 INSPECTIONS Page

29 OPERATION AND INSTALLATION MANUAL EN 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 B, 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) Inspect the propeller feedback mechanism. a) Inspect the movement of carbon block assembly in the feedback lever. If there is binding, identify and correct the cause. Too small clearance of the yoke pin in the feedback lever or foreign particles between them may be the possible causes. Remove the carbon block assembly from the feedback lever and clean the parts. Polish the yoke pin to provide adequate clearance, if required. b) Inspect the movement of carbon block in the beta ring throughout 360 degrees of propeller rotation. If there is binding, identify and correct the cause. Too small clearance of the carbon block in the beta ring or foreign particles between them may be the possible causes. Remove the carbon block from the beta ring and clean the parts. Polish the carbon block to provide adequate clearance, if required. Refer to Installation and Operation Instruction Chapter of this manual for side clearance limits between the carbon block and the beta ring. c) Inspect the carbon block for excessive wear. Refer to Installation and Operation Instruction Chapter of this manual for side clearance limits between the carbon block and the beta ring. d) Avia P-W( ) Series Governor Check the clearance between the feedback lever and the support pin installed on engine gearbox. Refer to Operation and Installation Manual No.E-1707 for procedure and clearance limits. e) Check the distance of feedback lever from the slip ring. The visible clearance must exist between the feedback lever and the slip ring throughout 360 degrees of slip ring rotation. 8) Check the securing of the governor and all other components associated with propeller control system. 9) Make an entry into the propeller log book to document this inspection INSPECTIONS Page

30 EN-1320 OPERATION AND INSTALLATION MANUAL 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. 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. 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. 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 flight angle to feather (at least three times) to purge air from propeller hydraulic system. Figure 6-1 f) Move the propeller condition lever to maximum RPM INSPECTIONS Page

31 OPERATION AND INSTALLATION MANUAL EN-1320 g) Move the engine condition lever slowly to RPM corresponding to overspeed governor action (RPM no further increased - approx 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 INSPECTIONS Page

32 EN-1320 OPERATION AND INSTALLATION MANUAL 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: ±2,0 mm (±0.08 inch) Fore and aft play: ±2,0 mm (±0.08 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) DO NOT APPLY AN EXCESSIVE FORCE TO THE BLADE WHEN CHECK THE BLADE PLAY. THE FORCE 1 N TO 4 N IS ACCEPTABLE INSPECTIONS Page

33 OPERATION AND INSTALLATION MANUAL EN-1320 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). 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 INSPECTIONS Page