Propeller Owner's Manual: and Logbook

Manual No.
350
Revision 1
March 2021
Propeller Owner's Manual

and Logbook
WING-IN-GROUND-EFFECT CRAFT PROPELLERS
Lightweight Turbine Propellers

HM-D4N-3( )
Hartzell Propeller Inc.

One Propeller Place
Piqua, OH 45356 - 2634 U.S.A.
Ph: 937 - 778 - 4200 (Hartzell Propeller Inc.)
Ph: 937 - 778 - 4379 (Product Support)
Product Support Fax: 937-778-4215
350
© 2014, 2021 - Hartzell Propeller Inc. - All rights reserved
Inside Cover
COVER Rev. 1 Mar/21
350
WARNING
People who operate Wing-In-Ground-effect (WIG) craft
should recognize that various types of risks are involved;
and they should take all precautions to minimize them,
since they cannot be eliminated entirely. The propeller
is a vital component of the craft. A mechanical failure of
the propeller could create vibrations sufficiently severe
to damage the craft, possibly causing it to become
uncontrollable.
Propellers are subject to constant vibration stresses from

the engine and airstream, which are added to high bending
and centrifugal stresses.
Before a propeller is determined to be safe to operate on a

craft, an adequate margin of safety must be demonstrated.
Even though every precaution is taken in the design and
manufacture of a propeller, history has revealed rare
instances of failures, particularly of the fatigue type.
It is essential that the propeller is properly maintained

according to the recommended service procedures and
a close watch is exercised to detect impending problems
before they become serious. Any grease or oil leakage,
loss of air pressure, unusual vibration, or unusual operation
should be investigated and repaired, as it could be a
warning that something serious is wrong.
Page 1
MESSAGE Rev. 1 Mar/21
350
For operators of uncertified or experimental craft an even

greater level of vigilance is required in the maintenance
and inspection of the propeller. Experimental installations
often use propeller-engine combinations that have not
been tested and approved. In these cases, the stress on
the propeller and, therefore, its safety margin is unknown.
Failure could be as severe as loss of propeller or propeller
blades and cause loss of propeller control and/or loss of
craft control.
Experimental craft may operate with unapproved

engines or propellers or engine modifications to increase
horsepower, such as unapproved crankshaft damper
configurations or high compression pistons. These issues
affect the vibration output of the engine and the stress
levels on the propeller. Significant propeller life reduction
and failure are real possibilities.
Inspect the propeller/blades in accordance with the

applicable operation/maintenance documents.
Page 2
MESSAGE Rev. 1 Mar/21
350
REVISION 1 HIGHLIGHTS
Revision 1, dated March 2021, is a major revision distributed

in its entirety.
Page 1
REVISION HIGHLIGHTS Rev. 1 Mar/21
350
(This page is intentionally blank.)
Page 2
350
REVISION 1 HIGHLIGHTS
1. Introduction
A. General
This is a list of current revisions that have been issued
against this manual. Please compare it to the RECORD OF
REVISIONS page to ensure that all revisions have been
added to the manual.
B. Components
(1) Revision No. indicates the revisions incorporated in this
manual.
(2) Issue Date is the date of the revision.
(3) Comments indicates the level of the revision.
(a) New Issue is a new manual distribution. The manual
is distributed in its entirety. All the page revision
dates are the same and no change bars are used.
(b) Reissue is a revision to an existing manual that
includes major content and/or major format changes.
The manual is distributed in its entirety. All the page
revision dates are the same and no change bars are
used.
(c) Major Revision is a revision to an existing manual
that includes major content or minor content
changes over a large portion of the manual. The
manual is distributed in its entirety. All the page
revision dates are the same, but change bars are
used to indicate the changes incorporated in the
latest revision of the manual.
(d) Minor Revision is a revision to an existing manual
that includes minor content changes to the
manual. Only the revised pages of the manual are
distributed. Each page retains the date and the
change bars associated with the last revision to that
page.
Page 3
350
Revision No. Issue Date Comments

Original Aug/14 New Issue
Revision 1 Mar/21 Major Revision
Page 4
350
RECORD OF REVISIONS
Rev. No. Issue Date Date Inserted Inserted By

Original Aug/14 Aug/14 HPI
1 Mar/21 Mar/21 HPI
Page 1
RECORD OF REVISIONS Rev. 1 Mar/21
350
RECORD OF REVISIONS
Rev. No. Issue Date Date Inserted Inserted By
Page 2
RECORD OF REVISIONS Rev. 1 Mar/21
350
RECORD OF TEMPORARY REVISIONS
TR Issue Date Inserted Date Removed

No. Date Inserted By Removed By
Page 1
RECORD OF TEMPORARY REVISIONS Rev. 1 Mar/21
350
RECORD OF TEMPORARY REVISIONS
TR Issue Date Inserted Date Removed

No. Date Inserted By Removed By
Page 2
RECORD OF TEMPORARY REVISIONS Rev. 1 Mar/21
350
SERVICE DOCUMENTS LIST
CAUTION 1: DO NOT USE OBSOLETE OR OUTDATED

INFORMATION. PERFORM ALL INSPECTIONS
OR WORK IN ACCORDANCE WITH THE
MOST RECENT REVISION OF THE SERVICE
DOCUMENT. INFORMATION CONTAINED IN A
SERVICE DOCUMENT MAY BE SIGNIFICANTLY
CHANGED FROM EARLIER REVISIONS. USE
OF OBSOLETE INFORMATION MAY CREATE
AN UNSAFE CONDITION THAT MAY RESULT
IN DEATH, SERIOUS BODILY INJURY, AND/OR
SUBSTANTIAL PROPERTY DAMAGE. REFER TO
THE APPLICABLE SERVICE DOCUMENT INDEX
FOR THE MOST RECENT REVISION LEVEL OF
THE SERVICE DOCUMENT.
CAUTION 2: THE INFORMATION FOR THE DOCUMENTS

LISTED INDICATES THE REVISION LEVEL AND
DATE AT THE TIME THAT THE DOCUMENT WAS
INITIALLY INCORPORATED INTO THIS MANUAL.
INFORMATION CONTAINED IN A SERVICE
DOCUMENT MAY BE SIGNIFICANTLY CHANGED
FROM EARLIER REVISIONS. REFER TO THE
APPLICABLE SERVICE DOCUMENT INDEX FOR
THE MOST RECENT REVISION LEVEL OF THE
SERVICE DOCUMENT.
Service Document Number Incorporation Rev/Date

HC-SL-003 Rev. 1 (Mar/21)
Page 1
SERVICE DOCUMENTS LIST Rev. 1 Mar/21
350
SERVICE DOCUMENTS LIST
Service Document Number Incorporation Rev/Date
Page 2
SERVICE DOCUMENTS LIST Rev. 1 Mar/21
350
OPERATIONAL LIMITATIONS
1. Replacement Time (Life Limits)
The applicable certification agency may establish specific life
limits for certain component parts, as well as the entire propeller.
Such limits require replacement of the identified parts after a
specified number of hours of use.
The following data summarizes all current information
concerning Hartzell Propeller Inc. life limited parts as related to
propeller models affected by this manual. These parts are not life
limited on other installations; however, time accumulated toward
life limit accrues when first operated on craft/engine/propeller
combinations listed, and continues regardless of subsequent
installations (which may or may not be life limited).
NOTE: Propeller models affected by this manual currently do

not have any life limited parts.
Rev.
Description of Revision
No.
Page 1
OPERATIONAL LIMITATIONS Rev. 1 Mar/21
350
Page 2
OPERATIONAL LIMITATIONS Rev. 1 Mar/21
350
LIST OF EFFECTIVE PAGES
Chapter Page Revision Date

Cover/Inside Cover Cover/Inside Rev. 1 Mar/21
Message 1 and 2 Rev. 1 Mar/21
Revision Highlights 1 thru 4 Rev. 1 Mar/21
Record of Revisions 1 and 2 Rev. 1 Mar/21
Record of
Temporary Revisions 1 and 2 Rev. 1 Mar/21
Service Documents List 1 and 2 Rev. 1 Mar/21
Operational Limitations 1 and 2 Rev. 1 Mar/21
List of Effective Pages 1 and 2 Rev. 1 Mar/21
Table of Contents 1 and 2 Rev. 1 Mar/21
Introduction 1-1 thru 1-32 Rev. 1 Mar/21
Description and Operation 2-1 thru 2-14 Rev. 1 Mar/21
Installation and Removal 3-1 thru 3-26 Rev. 1 Mar/21
Testing and Troubleshooting 4-1 thru 4-10 Rev. 1 Mar/21
Inspection and Check 5-1 thru 5-36 Rev. 1 Mar/21
Maintenance Practices 6-1 thru 6-34 Rev. 1 Mar/21
Anti-ice and De-ice Systems 7-1 thru 7-6 Rev. 1 Mar/21
Records 8-1 thru 8-4 Rev. 1 Mar/21
Page 1
LIST OF EFFECTIVE PAGES Rev. 1 Mar/21
350
Page 2
LIST OF EFFECTIVE PAGES Rev. 1 Mar/21
350
TABLE OF CONTENTS
MESSAGE....................................................................................... 1
REVISION HIGHLIGHTS.............................................................. 1
RECORD OF REVISIONS............................................................ 1
RECORD OF TEMPORARY REVISIONS................................... 1
SERVICE DOCUMENTS LIST........................................................ 1
OPERATIONAL LIMITATIONS........................................................ 1
LIST OF EFFECTIVE PAGES....................................................... 1
TABLE OF CONTENTS................................................................. 1
INTRODUCTION........................................................................ 1-1
DESCRIPTION AND OPERATION............................................ 2-1
INSTALLATION AND REMOVAL............................................... 3-1
TESTING AND TROUBLESHOOTING..................................... 4-1
INSPECTION AND CHECK....................................................... 5-1
MAINTENANCE PRACTICES................................................... 6-1
ANTI-ICE AND DE-ICE SYSTEMS....... ..................................... 7-1
RECORDS................................................................................... 8-1
Page 1
TABLE OF CONTENTS Rev. 1 Mar/21
350
Page 2
TABLE OF CONTENTS Rev. 1 Mar/21
Propeller Owner’s Manual
350
INTRODUCTION - CONTENTS
1. General.................................................................................... 1-3
A. Statement of Purpose......................................................... 1-3
B. Maintenance Practices........................................................ 1-4
2. Craft or Engine Modifications.................................................. 1-5
A. Propeller Stress Levels....................................................... 1-5
B. Engine Modifications........................................................... 1-6
3. Restrictions and Placards........................................................ 1-7
4. Reference Publications............................................................ 1-8
A. Hartzell Propeller Inc. Publications..................................... 1-8
B. Vendor Publications............................................................ 1-9
5. Personnel Requirements....................................................... 1-10
6. Special Tooling and Consumable Materials........................... 1-10
A. Special Tooling.................................................................. 1-10
B. Consumable Materials...................................................... 1-10
7. Safe Handling of Paints and Chemicals................................ 1-11
8. Calendar Limits and Long Term Storage............................... 1-11
A. Calendar Limits................................................................. 1-11
B. Long Term Storage........................................................... 1-11
9. Component Life and Overhaul............................................... 1-12
A. Component Life................................................................. 1-12
B. Overhaul........................................................................... 1-14
10. Damage/Repair Types.......................................................... 1-15
A. Operable/Inoperable Damage........................................... 1-15
B.Minor/Major Repair .......................................................... 1-16
11. Propeller Critical Parts........................................................... 1-17
12. Warranty Service.................................................................. 1-17
Page 1-1
INTRODUCTION Rev. 1 Mar/21
350
INTRODUCTION - CONTENTS, continued

13. Hartzell Propeller Inc. Contact Information........................... 1-18
A. Product Support Department............................................ 1-18
B. Technical Publications Department................................... 1-19
C. recommended Facilities.................................................... 1-19
14. Definitions............................................................................. 1-20
15. Abbreviations........................................................................ 1-29
Page 1-2
350
1. General
A. Statement of Purpose
CAUTION: KEEP THIS MANUAL WITH THE
PROPELLER OR THE CRAFT UPON
WHICH IT IS INSTALLED AT ALL TIMES.
THE LOGBOOK RECORD WITHIN
THIS MANUAL MUST BE MAINTAINED,
RETAINED CONCURRENTLY, AND
BECOME A PART OF THE CRAFT AND
ENGINE SERVICE RECORDS.
(1) The information in this manual can be used by qualified
personnel to install, operate, and maintain the applicable
Hartzell propeller assemblies.
(a) Additional manuals are available that include
overhaul procedures and specifications for the
propeller.
(2) This manual may include multiple design types.
(a) Parentheses shown in the propeller model
designations in this or other Hartzell Propeller Inc.
publications indicate letter(s) and/or number(s) that
may or may not be present because of different
conﬁgurations permitted on the various aircraft
installations.
1 Refer to the Description and Operation chapter
of this manual for propeller and blade model
designation information.
(3) Where possible, this manual is written in the format
specified by ATA iSpec 2200.
Page 1-3
350
B. Maintenance Practices
(1) The propeller and its components are highly vulnerable
to damage while they are removed from the engine.
Properly protect all components until they are reinstalled
on the engine.
(2) Never attempt to move the craft by pulling on the
propeller.
(3) Avoid the use of blade paddles. If blade paddles must
be used, use at least two paddles. Do not put the blade
paddle in the area of the de-ice or anti-icing boot when
applying torque to a blade assembly. Put the blade
paddle in the thickest area of the blade, just outside of
the de-ice or anti-icing boot. Use one blade paddle per
blade.
(4) Use only the approved consumables, e.g., cleaning
agents, lubricants, etc.
(5) Observe applicable torque values during maintenance.
(6) Before installing the propeller on the engine, the
propeller must be statically balanced. New propellers are
statically balanced at Hartzell Propeller Inc. Overhauled
propellers must be statically balanced by a certified
propeller repair station with the appropriate rating before
return to service.
(a) Dynamic balance is recommended, but may be
accomplished at the discretion of the operator,
unless specifically required by the craft or engine
manufacturer.
1 Perform dynamic balancing in accordance
with the Maintenance Practices chapter of this
manual.
2 Additional procedures may be found in the
applicable maintenance manual.
(7) As necessary, use a soft, non-graphite pencil or crayon
to make identifying marks on components.
(8) As applicable, follow military standard NASM33540
for safety wire, safety cable, and cotter pin general
practices. Use 0.032 inch (0.81 mm) diameter stainless
steel safety wire unless otherwise indicated.
Page 1-4
350
(9) The information in this manual revision supersedes data

in all previously published revisions of this manual.
(10) Refer to the craft manufacturer’s manuals in addition
to the information in this manual because of possible
special requirements for specific applications.
(11) If the propeller is equipped with an ice protection system
that uses components supplied by Hartzell Propeller
Inc., applicable instructions and technical information for
the components can be found in Hartzell Propeller Inc.
Ice Protection System Manual 180 (30-61-80).
(12) Propeller ice protection system components not
supplied by Hartzell Propeller Inc. are controlled by the
applicable manufacturer’s Instructions for Continued
Airworthiness (ICA).
(13) Approved corrosion protection followed by approved
paint must be applied to all aluminum blades.
(a) For information about the application of corrosion
protection and paint, refer to the Maintenance
Practices chapter of this manual. Operation of
blades without the specified coatings and finishes,
i.e., “polished blades”, is not permitted.
2. Craft or Engine Modifications
A. Propeller Stress Levels
(1) Propellers are approved vibrationwise on craft and
engine combinations based on tests or analysis of
similar installations. This data has demonstrated that
propeller stress levels are affected by craft configuration,
airspeed, weight, power, engine configuration and
approved maneuvers. Craft modifications that can
effect propeller stress include, but are not limited to:
aerodynamic changes ahead of or behind the propeller,
realignment of the thrust axis, increasing or decreasing
airspeed limits, increasing or decreasing weight limits
(less significant on piston engines).
Page 1-5
350
B. Engine Modifications
(1) Engine modifications can affect the propeller. The two
primary categories of engine modifications are those that
affect structure and those that affect power. An example
of a structural engine modification is the alteration of the
crankshaft or damper of a piston engine. Any change
to the weight, stiffness or tuning of rotating components
could result in a potentially dangerous resonant condition
that is not detectable by the pilot. Most common engine
modifications affect the power during some phase of
operation. Some modifications increase the maximum
power output, while others improve the power available
during hot and high operation (flat rating) or at off-peak
conditions.
(a) Examples of turbine engine modifications include, but
are not limited to: changes to the compressor, power
turbine or hot section of a turboprop engine.
(b) Examples of reciprocating engine modifications
include, but are not limited to: the addition or
alteration of a turbocharger or turbonormalizer,
increased compression ratio, increased RPM, altered
ignition timing, electronic ignition, full authority digital
electronic controls (FADEC), or tuned induction or
exhaust.
(2) All such modifications must be reviewed and approved
by the propeller manufacturer before obtaining approval
on the craft.
Page 1-6
350
3. Restrictions and Placards

A. Important Information
(1) The propellers covered by this manual may have
a restricted operating range that requires a cockpit
placard.
(a) The restrictions, if present, will vary depending on the
propeller, blade, engine, and/or craft model.
(b) Review the applicable certification agency
information and operating handbook for specific
information.
WARNING: STABILIZED GROUND OPERATION
WITHIN THE PROPELLER RESTRICTED
RPM RANGE CAN GENERATE HIGH
PROPELLER STRESSES AND RESULT IN
FATIGUE DAMAGE TO THE PROPELLER.
THIS DAMAGE CAN LEAD TO A REDUCED
PROPELLER FATIGUE LIFE, PROPELLER
FAILURE, AND LOSS OF CONTROL OF THE
CRAFT. THE PROPELLER RESTRICTED
RPM RANGE IS DEFINED IN THE CRAFT
OPERATION MANUAL.
(2) The propeller operating restrictions or limitations are
found in the craft manufacturer’s manuals.
(3) If a propeller RPM operating restriction or limitation
is violated, refer to the Special Inspections section in
the Inspection and Check chapter of this manual for
corrective actions.
Page 1-7
350
4. Reference Publications
A. Hartzell Propeller Inc. Publications
(1) Information published in Service Bulletins, Service
Letters, Service Advisories, and Service Instructions may
supersede information published in this manual.
The reader must consult active Service Bulletins, Service
Letters, Service Advisories, and Service Instructions for
information that may have not yet been incorporated into
the latest revision of this manual.
(2) In addition to this manual, one or more of the following
publications are required for information regarding
specific recommendations and procedures to maintain
propeller assemblies that are included in this manual.
Page 1-8
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Manual No. Available at Hartzell Propeller Inc. Manual

(ATA No.) www.hartzellprop.com Title
n/a Yes Active Hartzell Propeller Inc.

Service Bulletins, Service
Letters, Service Instructions,
and Service Advisories
Manual 127 Yes Metal Spinner Maintenance

(61-16-27) Manual
Manual 133C - Aluminum Blade Overhaul

(61-13-33) Manual
Manual 148 - Composite Spinner

(61-16-48) Maintenance Manual
Manual 159 Yes Application Guide

(61-02-59)
Manual 165A Yes Illustrated Tool and Equipment

(61-00-65) Manual
Manual 170 Yes Composite Propeller Blade

(61-13-70) Field Maintenance and Minor
Repair Manual
Manual 180 Yes Propeller Ice Protection System

(30-61-80) Manual
Manual 202A Vol. 7, Yes Standard Practices Manual,

(61-01-02) Volumes 1 through 11
B. Vendor Publications
None.
Page 1-9
350
5. Personnel Requirements
A. Service and Maintenance Procedures in this Manual
(1) Personnel performing maintenance are expected to have
sufficient training and certifications (when required by the
applicable certification agency) to accomplish the work
required in a safe manner.
(2) Compliance to regulatory requirements established by the
applicable certification agency is mandatory for anyone
performing or accepting responsibility for the inspection
and/or repair of any Hartzell Propeller Inc. product.
(a) Maintenance records must be kept in accordance
with the requirements established by the applicable
certification agency.
6. Special Tooling and Consumable Materials (Rev. 1)
A. Special Tooling
(1) Special tooling may be required for procedures in this
manual. For further tooling information, refer to Hartzell
Propeller Inc. Illustrated Tool and Equipment Manual
165A (61-00-65).
(a) Tooling reference numbers appear with the prefix
“TE” directly following the tool name to which they
apply. For example, a template that is reference
number 133 will appear as: template TE133.
B. Consumable Materials
(1) Consumable materials are referenced in certain sections
throughout this manual. Specific approved materials
are listed in the Consumable Materials chapter of
Hartzell Propeller Inc. Standard Practices Manual 202A
(61‑01‑02).
(a) Consumable material reference numbers appear
with the prefix “CM” directly following the material
to which they apply. For example, an adhesive that
is reference number 16 will appear as: adhesive
CM16. Only the material(s) specified can be used.
Page 1-10
350
7. Safe Handling of Paints and Chemicals (Rev.1)

A. Instructions for Use
(1) Always use caution when handling or being exposed to
paints and/or chemicals during propeller overhaul and/or
maintenance procedures.
(2) Before using paint or chemicals, always read the
manufacturer’s label on the container(s) and follow
specified instructions and procedures for storage,
preparation, mixing, and/or application.
(3) Refer to the product’s Material Safety Data Sheet
(MSDS) for detailed information about the physical
properties, health, and physical hazards of any paint or
chemical.
8. Calendar Limits and Long Term Storage (Rev. 2)
A. Calendar Limits
(1) The effects of exposure to the environment over a period
of time create a need for propeller overhaul regardless of
flight time.
(2) A calendar limit between overhauls is specified in
Hartzell Propeller Inc. Service Letter HM-SL-001.
(3) Experience has shown that special care, such as
keeping the craft in a hangar, is not sufficient to permit
extension of the calendar limit.
(4) The start date for the calendar limit is when the propeller
is first installed on an engine.
(5) The calendar limit is not interrupted by subsequent
removal and/or storage.
(6) The start date for the calendar limit must not be
confused with the warranty start date, that is with certain
exceptions, the date of installation by the first retail
customer.
B. Long Term Storage
(1) Propellers that have been in storage have additional
inspection requirements before installation. Refer to the
Packaging and Storage chapter of Hartzell Propeller Inc.
Standard Practices Manual 202A (61‑01‑02).
Page 1-11
350
9. Component Life and Overhaul (Rev. 2)

WARNING: CERTAIN PROPELLER COMPONENTS
USED IN NON-AVIATION APPLICATIONS
ARE MARKED WITH DIFFERENT PART
NUMBERS TO DISTINGUISH THEM
FROM COMPONENTS USED IN AVIATION
APPLICATIONS. DO NOT ALTER THE
PART NUMBERS SHOWN ON PARTS
DESIGNATED FOR NON-AVIATION
APPLICATIONS OR OTHERWISE APPLY
THOSE PARTS FOR USE ON AVIATION
APPLICATIONS.
A. Component Life
(1) Component life is expressed in terms of hours of service
(Time Since New, TSN) and in terms of hours of service
since overhaul (Time Since Overhaul, TSO).
NOTE: TSN/TSO is considered as the time
accumulated between rotation and landing,
i.e., flight time.
(2) Time Since New (TSN) and Time Since Overhaul
(TSO) records for the propeller hub and blades must be
maintained in the propeller logbook.
(3) Both TSN and TSO are necessary for defining the life of
the component. Certain components, or in some cases
an entire propeller, may be “life limited”, which means
that they must be replaced after a specified period of use
(TSN).
(a) It is a regulatory requirement that a record of the
Time Since New (TSN) be maintained for all life
limited parts.
(b) Refer to the Operational Limitations chapter in the
applicable Hartzell Propeller Inc. Owner’s Manual for
a list of life limited components.
Page 1-12
350
(4) When a component or assembly undergoes an overhaul,

the TSO is returned to zero hours.
(a) Time Since New (TSN) can never be returned to
zero.
(b) Repair without overhaul does not affect TSO or TSN.
(5) Blades and hubs are sometimes replaced while in
service or at overhaul.
(a) Maintaining separate TSN and TSO histories for a
replacement hub or blade is required.
(b) Hub replacement
1 If the hub is replaced, the replacement hub serial
number must be recorded (the entry signed and
dated) in the propeller logbook.
2 The propeller will be identified with the serial
number of the replacement hub.
NOTE: Propeller assembly serial numbers
are impression stamped on the hub.
For stamping information, refer to
the Parts Identification and Marking
chapter of Hartzell Propeller Inc.
Standard Practices Manual 202A (61-
01-02).
3 The TSN and TSO of the replacement hub must
be recorded and maintained in the propeller
logbook.
4 If tracking any component(s) other than the
hub/blades, maintain these TSN/TSO records
separately in the propeller logbook.
NOTE: Hub replacement does not affect
the TSN/TSO of any other propeller
components.
Page 1-13
350
B. Overhaul
(1) Overhaul is the periodic disassembly, cleaning,
inspecting, repairing as necessary, reassembling, and
testing in accordance with approved standards and
technical data approved by Hartzell Propeller Inc.
(2) The overhaul interval is based on hours of service,
i.e., operation time, or on calendar time.
(a) Overhaul intervals are specified in Hartzell Propeller
Inc. Service Letter HM-SL-001.
(b) At such specified periods, the propeller hub
assembly and the blade assemblies must be
completely disassembled and inspected for cracks,
wear, corrosion, and other unusual or abnormal
conditions.
(3) Overhaul must be completed in accordance with
the latest revision of the applicable component
maintenance manual and other publications applicable
to, or referenced in, the component maintenance
manual.
(a) Parts that are not replaced at overhaul must be
inspected in accordance with the check criteria in
the applicable Hartzell Propeller Inc. component
maintenance manual.
(b) Parts that must be replaced at overhaul are
identified by a “Y” in the O/H column of the
Illustrated Parts List in the applicable Hartzell
Propeller Inc. component maintenance manual.
(4) The information in this manual supersedes data in all
previously published revisions of this manual.
Page 1-14
350
10. Damage/Repair Types (Rev. 1)

A. Operable/Inoperable Damage
(1) Operable damage is a specific condition to a propeller
component that is within the serviceable limits specified
in the applicable Hartzell Propeller Inc. component
maintenance manual.
(a) Operable damage does not affect the safety or
operational characteristics of the propeller and
conforms to its type design.
(b) Operable damage does not require repair before
further operation, but should be repaired as soon as
possible to prevent degradation of the damage.
(2) Inoperable damage is a specific condition to a propeller
component that exceeds the serviceable limits specified
in the applicable Hartzell Propeller Inc. component
maintenance manual.
(a) Inoperable damage can affect the safety or operational
characteristics of the propeller and does not conform
to its type design.
(b) Inoperable damage must be repaired before the
propeller is returned
to service.
Page 1-15
350
B. Minor/Major Repair
(1) Minor Repair
(a) Minor repair is that which may be done safely in the
field by a certified propeller mechanic.
1 For serviceable limits and repair criteria for
Hartzell propeller components, refer to the
applicable Hartzell Propeller Inc. component
maintenance manual.
(2) Major Repair
(a) Major repair cannot be done by elementary
operations.
(b) Major repair work must be accepted by an individual
that is certified by the applicable regulatory agency.
1 Hartzell recommends that individuals performing
major repairs also have a Factory Training
Certificate from Hartzell Propeller Inc.
2 The repair station must meet facility, tooling,
and personnel requirements and is required to
participate in Hartzell Propeller Inc. Sample
Programs as defined in the Approved Facilities
chapter of Hartzell Propeller Inc. Standard
Practices Manual 202A (61-01-02).
Page 1-16
350
11. Propeller Critical Parts (Rev. 1)

A. Propeller Critical Parts
(1) Procedures in this manual may involve Propeller Critical
Parts (PCP).
(a) These procedures have been substantiated based
on Engineering analysis that expects this product will
be operated and maintained using the procedures
and inspections provided in the Instructions for
Continued Airworthiness (ICA) for this product.
(b) Refer to the Illustrated Parts List chapter in the
applicable Hartzell Propeller Inc. maintenance
manual to identify the Propeller Critical Parts.
(2) Numerous propeller system parts can produce a
propeller Major or Hazardous effect, even though those
parts may not be considered as Propeller Critical Parts.
(a) The operating and maintenance procedures and
inspections provided in the ICA for this product
are, therefore, expected to be accomplished for all
propeller system parts.
12. Warranty Service (Rev. 1)
A. Warranty Claims
(1) If you believe you have a warranty claim, contact the
Hartzell Propeller Inc. Product Support Department to
request a Warranty Application form. Complete this form
and return it to Hartzell Product Support for evaluation
before proceeding with repair or inspection work.
Upon receipt of this form, the Hartzell Product Support
Department will provide instructions on how to proceed.
(a) For Hartzell Propeller Inc. Product Support
Department contact information, refer to the “Contact
Information” section in this chapter.
Page 1-17
350
13. Hartzell Propeller Inc. Contact Information (Rev. 2)

A. Product Support Department
(1) Contact the Product Support Department of Hartzell
Propeller Inc. about any maintenance problems or to
request information not included in this publication.
NOTE: When calling from outside the United States,
dial (001) before dialing the telephone
numbers below.
(a) Hartzell Propeller Inc. Product Support may be
reached during business hours (8:00 a.m. through
5:00 p.m., United States Eastern Time) at
(937) 778-4379 or at (800) 942-7767, toll free from
the United States and Canada.
(b) Hartzell Propeller Inc. Product Support can also be
reached by fax at (937) 778-4215, and by e-mail at
techsupport@hartzellprop.com.
(c) After business hours, you may leave a message on
our 24 hour product support line at (937) 778-4376
or at (800) 942-7767, toll free from the United States
and Canada.
1 A technical representative will contact you during
normal business hours.
2 Urgent AOG support is also available 24 hours
per day, seven days per week via this message
service.
(d) Additional information is available on the Hartzell
Propeller Inc. website at www.hartzellprop.com.
Page 1-18
350
B. Technical Publications Department
(1) For Hartzell Propeller Inc. service literature and

revisions, contact:
Hartzell Propeller Inc. Telephone: 937.778.4200
Attn: Technical Publications Department
One Propeller Place
Piqua, Ohio 45356-2634 U.S.A.
E-mail: manuals@hartzellprop.com
Telephone: 937.778.4200
Fax: 937.778.4215
C. Recommended Facilities
(1) Hartzell Propeller Inc. recommends using Hartzell-
approved distributors and repair facilities for the
purchase, repair, and overhaul of Hartzell propeller
assemblies or components.
(2) Information about the Hartzell Propeller Inc. worldwide
network of aftermarket distributors and approved repair
facilities is available on the Hartzell website at
www.hartzellprop.com.
Page 1-19
350
14. Definitions (Rev. 4)

A basic understanding of the following terms will assist in
maintaining and operating Hartzell Propeller Inc. propeller
systems.
Term Definition
Annealed Softening of material due to overexposure to heat
Aviation Certified Intended for FAA or international equivalent type

certificated aircraft applications. A TC and PC
number must be stamped on the hub, and a PC
number must be stamped on blades.
Aviation Intended for aircraft/propeller applications not

Experimental certified by the FAA or international equivalent.
Products marked with an “X” at or near the end of
the model number or part number are not certified
by the FAA or international equivalent and are not
intended to use on certificated aircraft.
Beta Operation A mode of pitch control that is directed by the

pilot rather than by the propeller governor
Beta Range Blade angles between low pitch and maximum

reverse blade angle
Beta System Parts and/or equipment related to operation

(manual control) of propeller blade angle between
low pitch blade angle and full reverse blade angle
Blade Angle Measurement of blade airfoil location described

as the angle between the blade airfoil and the
surface described by propeller rotation
Blade Centerline An imaginary reference line through the length of

a blade around which the blade rotates
Page 1-20
350
Term Definition
Blade Station Refers to a location on an individual blade for

blade inspection purposes. It is a measurement
from the blade “zero” station to a location on a
blade, used to apply blade specification data in
blade overhaul manuals.
Note: Do not confuse blade station
with reference blade radius; they
may not originate at the same
location.
Blemish An imperfection with visible attributes, but having

no impact on safety or utility
Brinelling A depression caused by failure of the material in

compression
Bulge An outward curve or bend
Camber The surface of the blade that is directed toward

the front of the aircraft. It is the low pressure,
or suction, side of the blade. The camber side
is convex in shape over the entire length of the
blade.
Chord A straight line distance between the leading and

trailing edges of an airfoil
Chordwise A direction that is generally from the leading edge

to the trailing edge of an airfoil
Co-bonded The act of bonding a composite laminate and

simultaneously curing it to some other prepared
surface
Composite Material Kevlar®, carbon, or fiberglass fibers bound

together with, or encapsulated within an epoxy
resin
Compression Rolling A process that provides improved strength and

resistance to fatigue
Page 1-21
350
Term Definition
Constant Force A force that is always present in some degree

when the propeller is operating
Constant Speed A propeller system that employs a governing

device to maintain a selected engine RPM
Corrosion (Aluminum) The chemical or electrochemical attack by an

acid or alkaline that reacts with the protective
oxide layer and results in damage of the base
aluminum. Part failure can occur from corrosion
due to loss of structural aluminum converted to
corrosion product, pitting, a rough etched surface
finish, and other strength reduction damage
caused by corrosion.
Corrosion (Steel) Typically, an electrochemical process that

requires the simultaneous presence of iron
(component of steel), moisture and oxygen. The
iron is the reducing agent (gives up electrons)
while the oxygen is the oxidizing agent (gains
electrons). Iron or an iron alloy such as steel is
oxidized in the presence of moisture and oxygen
to produce rust. Corrosion is accelerated in the
presence of salty water or acid rain. Part failure
can occur from corrosion due to loss of structural
steel converted to corrosion product, pitting, a
rough etched surface finish and other strength
reduction damage caused by corrosion.
Corrosion Product A white or dull gray powdery material that has

(Aluminum) an increased volume appearance (compared to
non-corroded aluminum). Corrosion product is
not to be confused with damage left in the base
aluminum such as pits, worm holes, and etched
surface finish.
Page 1-22
350
Term Definition
Corrosion Product When iron or an iron alloy such as steel corrodes,

(Steel) a corrosion product known as rust is formed. Rust
is an iron oxide which is reddish in appearance
and occupies approximately six times the volume
of the original material. Rust is flakey and crumbly
and has no structural integrity. Rust is permeable
to air and water, therefore the interior metallic iron
(steel) beneath a rust layer continues to corrode.
Corrosion product is not to be confused with
damage left in the base steel such as pits and
etched surface finish.
Crack Irregularly shaped separation within a material,

sometimes visible as a narrow opening at the
surface
Debond Separation of two materials that were originally

bonded together in a separate operation
Defect An imperfection that affects safety or utility
Delamination Internal separation of the layers of composite

material
Dent The permanent deflection of the cross section

that is visible on both sides with no visible change
in cross sectional thickness
Depression Surface area where the material has been

compressed but not removed
Distortion Alteration of the original shape or size of a

component
Edge Alignment Distance from the blade centerline to the leading

edge of the blade
Erosion Gradual wearing away or deterioration due to

action of the elements
Exposure Leaving material open to action of the elements
Page 1-23
350
Term Definition
Face The surface of the blade that is directed toward

the rear of the aircraft. The face side is the high
pressure, or thrusting, side of the blade. The
blade airfoil sections are normally cambered or
curved such that the face side of the blade may
be flat or even concave in the midblade and tip
region.
Face Alignment Distance from the blade centerline to the highest

point on the face side perpendicular to the chord
line
Feathering The capability of blades to be rotated parallel to

the relative wind, thus reducing aerodynamic drag
Fraying A raveling or shredding of material
Fretting Damage that develops when relative motion

of small displacement takes place between
contacting parts, wearing away the surface
Galling To fret or wear away by friction
Gouge Surface area where material has been removed
Hazardous Propeller The hazardous propeller effects are defined in

Effect Title 14 CFR section 35.15(g)(1)
Horizontal Balance Balance between the blade tip and the center of
the hub
Impact Damage Damage that occurs when the propeller blade or

hub assembly strikes, or is struck by, an object
while in flight or on the ground
Inboard Toward the butt of the blade
Intergranular Corrosion that attacks along the grain boundaries

Corrosion of metal alloys
Jog A term used to describe movement up/down,

left/right, or on/off in short incremental motions
Page 1-24
350
Term Definition
Laminate To unite composite material by using a bonding

material, usually with pressure and heat
Lengthwise A direction that is generally parallel to the pitch

axis
Loose Material Material that is no longer fixed or fully attached
Low Pitch The lowest blade angle attainable by the

governor for constant speed operation
Major Propeller Effect The major propeller effects are defined in Title 14
CFR section 35.15(g)(2)
Minor Deformation Deformed material not associated with a crack or

missing material
Monocoque A type of construction in which the outer skin

carries all or a major part of the load
Nick Removal of paint and possibly a small amount of

material
Non-Aviation Certified Intended for non-aircraft application, such as

Hovercraft or Wing in Ground Effect (WIG)
applications. These products are certificated by
an authority other than FAA. The hub and blades
will be stamped with an identification that is
different from, but comparable to TC and PC.
Non-Aviation Intended for non-aircraft application, such as

Experimental Hovercraft or Wing-In-Ground effect (WIG)
applications. Products marked with an “X” at or
near the end of the model number or part number
are not certified by any authority and are not
intended for use on certificated craft.
Onspeed Condition in which the RPM selected by the pilot

through the propeller control/condition lever and
the actual engine (propeller) RPM are equal
Page 1-25
350
Term Definition
Open Circuit Connection of high or infinite resistance between

points in a circuit which are normally lower
Outboard Toward the tip of the blade
Overhaul The periodic disassembly, inspection, repair,

refinish, and reassembly of a propeller assembly
to maintain airworthiness
Overspeed Condition in which the RPM of the propeller or

engine exceeds predetermined maximum limits;
the condition in which the engine (propeller)
RPM is higher than the RPM selected by the pilot
through the propeller control/condition lever
Pitch Same as “Blade Angle”
Pitting Formation of a number of small, irregularly

shaped cavities in surface material caused by
corrosion or wear
Pitting (Linear) The configuration of the majority of pits forming a

pattern in the shape of a line
Porosity An aggregation of microvoids. See “voids”.
Propeller Critical Parts A part on the propeller whose primary failure

can result in a hazardous propeller effect, as
determined by the safety analysis required by
Title 14 CFR section 35.15
Reference Blade Refers to the propeller reference blade radius in

Radius an assembled propeller, e.g., 30-inch radius. A
measurement from the propeller hub centerline
to a point on a blade, used for blade angle
measurement in an assembled propeller. An
adhesive stripe (blade angle reference tape
CM160) is usually located at the reference blade
radius location.
Note: Do not confuse reference blade
radius with blade station; they may
not originate at the same point.
Page 1-26
350
Term Definition
Reversing The capability of rotating blades to a position to

generate reverse thrust to slow the aircraft or
back up
Scratch Same as “Nick”
Short Circuit Connection of low resistance between points on

a circuit between which the resistance is normally
much greater
Shot Peening Process where steel shot is impinged on a

surface to create compressive surface stress,
that provides improved strength and resistance to
fatigue
Single Acting Hydraulically actuated propeller that utilizes a

single oil supply for pitch control
Split Delamination of blade extending to the blade

surface, normally found near the trailing edge or
tip
Station Line See "Blade Station"
Synchronizing Adjusting the RPM of all the propellers of a

multi-engine aircraft to the same RPM
Synchrophasing A form of propeller sychronization in which not

only the RPM of the engines (propellers) are held
constant, but also the position of the propellers in
relation to each other
Ticking A series of parallel marks or scratches running

circumferentially around the diameter of the blade
Track In an assembled propeller, a measurement of the

location of the blade tip with respect to the plane
of rotation, used to verify face alignment and to
compare blade tip location with respect to the
locations of the other blades in the assembly
Page 1-27
350
Term Definition
Trailing Edge The aft edge of an airfoil over which the air
passes last
Trimline Factory terminology referring to where the part

was trimmed to length
Underspeed The condition in which the actual engine

(propeller) RPM is lower than the RPM selected
by the pilot through the propeller control/condition
lever
Unidirectional Material A composite material in which the fibers are

substantially oriented in the same direction
Variable Force A force that may be applied or removed during

propeller operation
Vertical Balance Balance between the leading and trailing

edges of a two-blade propeller with the blades
positioned vertically
Voids Air or gas that has been trapped and cured into a
laminate
Windmilling The rotation of an aircraft propeller caused by

air flowing through it while the engine is not
producing power
Woven Fabric A material constructed by interlacing fiber to form

a fabric pattern
Wrinkle A wavy appearance caused by high and low

(aluminum blade) material displacement
Wrinkle Overlap or fold within the material

(composite blade)
Page 1-28
350
15. Abbreviations (Rev. 2)
Abbreviation Term
AD Airworthiness Directives
AMM Aircraft Maintenance Manual
AOG Aircraft on Ground
AR As Required
ATA Air Transport Association
CSU Constant Speed Unit
FAA Federal Aviation Administration
FH Flight Hour
FM Flight Manual
FMS Flight Manual Supplement
Ft-Lb Foot-Pound
HMI Human Machine Interface
ICA Instructions for Continued Airworthiness
ID Inside Diameter
In-Lb Inch-Pound
IPL Illustrated Parts List
IPS Inches Per Second
kPa Kilopascals
Lb(s) Pound(s)
Max. Maximum
Min. Minimum
Page 1-29
350
Abbreviation Term
MIL-X-XXX Military Specification
MPI Major Periodic Inspection (Overhaul)
MS Military Standard
MSDS Material Safety Data Sheet
N Newtons
N/A Not Applicable
NAS National Aerospace Standards
NASM National Aerospace Standards, Military
NDT Nondestructive Testing
NIST National Institute of Standards and Technology
N•m Newton-Meters
OD Outside Diameter
OPT Optional
PC Production Certificate
PCP Propeller Critical Part
PLC Programmable Logic Controller
PMB Plastic Media Blasting (Cleaning)
POH Pilot’s Operating Handbook
PSI Pounds per Square Inch
RF Reference
RPM Revolutions per Minute
SAE Society of Automotive Engineers
Page 1-30
350
Abbreviation Term
STC Supplemental Type Certificate
TBO Time Between Overhaul
TC Type Certificate
TSI Time Since Inspection
TSN Time Since New
TSO Time Since Overhaul
UID Unique Identification
WIG Wing-In-Ground-Effect
Page 1-31
350
Page 1-32
350
DESCRIPTION AND OPERATION - CONTENTS

1. Description of Propellers and Systems.................................... 2-4
A. Feathering and Reversing Propellers
HM-D4N-3( ) Series............................................................ 2-4
B. Propeller Model Designation............................................... 2-7
2. Propeller Blades...................................................................... 2-8
A. Description of Aluminum Blades......................................... 2-8
B. Blade Model Designation.................................................... 2-8
3. Governors.............................................................................. 2-11
A. Theory of Operation.......................................................... 2-11
B. Governor Model Designation ........................................... 2-14
4. Propeller Ice Protection Systems.......................................... 2-14
Page 2-1
DESCRIPTION AND OPERATION Rev. 1 Mar/21
350
LIST OF FIGURES
HC-D4N-3( ) Series Propeller
with Start Locks...........................................Figure 2-1.............. 2-3
Governor in Onspeed Condition.....................Figure 2-2............ 2-10
Governor in Underspeed Condition................Figure 2-3............ 2-10
Governor in Overspeed Condition..................Figure 2-4............ 2-10
Feathering Governor......................................Figure 2-5............ 2-12
Synchronizer/Synchrophaser Governor.........Figure 2-6............ 2-13
LIST OF TABLES
Propeller Model Identification.........................Table 2-1............... 2-7
Aluminum Blade Model Identification.............Table 2-2............... 2-9
Page 2-2

Blade Blade
Retention
Bearing
Hub Pitch
Preload
Change Start Lock
Plate
Rod
Mounting
Washer Spring
Mounting Cylinder
Bolt
Feather
Engine
Stop
Flange
Carbon
Block
Assembly
Figure 2-1
Beta Ring
Spinner
350
Dome
Spinner
Reverse Adjust
Bulkhead
Sleeve
HM-D4N-3( ) Series Propeller with Start Locks

Spinner Fork Piston
Mounting Grease
Screws Fitting
W10120

Page 2-3
350
1. Description of Propellers and Systems

A. Feathering and Reversing Propellers
HM-D4N-3( ) Series
Refer to Figure 2-1. The propellers described in
this section are constant speed, feathering and reversing.
They use a single oil supply from a governing device to
hydraulically actuate a change in blade angle. The propellers
have four blades and are used primarily on Pratt & Whitney
turbine engines.
A two piece aluminum hub retains each propeller blade on a
thrust bearing. A cylinder is attached to the hub and contains
a feathering spring and piston. The hydraulically actuated
piston transmits linear motion through a pitch change rod and
fork to each blade to result in blade angle change.
While the propeller is operating the following forces are
constantly present, 1) spring force, 2) counterweight force,
3) centrifugal twisting moment of each blade and 4) blade
aerodynamic twisting forces. The spring and counterweight
forces attempt to rotate the blades to higher blade angle
while the centrifugal twisting moment of each blade is
generally toward lower blade angle. Blade aerodynamic
twisting force is generally very small in relation to the other
forces and can attempt to increase or decrease blade angle.
Summation of the propeller forces is toward higher pitch (low
RPM) and is opposed by a variable force toward lower pitch
(high RPM). The variable force is oil under pressure from a
governor with an internal pump that is mounted on and driven
by the engine. The oil from the governor is supplied to the
propeller and hydraulic piston through a hollow engine shaft.
Increasing the volume of oil within the piston and cylinder will
decrease the blade angle and increase propeller RPM.
Decreasing the volume of oil will increase blade angle and
decrease propeller RPM. By changing the blade angle, the
governor can vary the load on the engine and maintain
constant engine RPM (within limits), independent of where
the power lever is set. The governor uses engine speed
sensing mechanisms that allow it to supply or drain oil as
necessary to maintain constant engine speed (RPM).
Page 2-4
350
If governor supplied oil is lost during operation, the propeller

will increase pitch and feather. Feathering occurs because
the summation of internal propeller forces causes the oil to
drain out of the propeller until the feather stop position is
reached.
Normal in-operation feathering is accomplished when the
pilot retards the propeller condition lever past the feather
detent. This allows control oil to drain from the propeller and
return to the engine sump. Engine shutdown is normally
accomplished during the feathering process.
Normal in-operation unfeathering is accomplished when the
pilot positions the propeller condition lever into the normal
flight (governing) range and restarts the engine. As engine
speed increases, the governor supplies oil to the propeller
and the blade angle decreases.
In reverse mode of operation, the governor operates in an
underspeed condition to act strictly as a source of
pressurized oil, without attempting to control RPM. Control of
the propeller blade angle in reverse is accomplished with the
beta valve.
NOTE: The beta valve is normally built into the base of the
governor.
The propeller is reversed by manually repositioning the
cockpit-control to cause the beta valve to supply oil from the
governor pump to the propeller. Several external propeller
mechanisms, which include a beta ring and carbon block
assembly, communicate propeller blade angle position to the
beta valve.
When the propeller reaches the desired reverse position,
movement of the beta ring and carbon block assembly
initiated by the propeller piston, causes the beta valve
to shut off the flow of oil to the propeller. Any additional
unwanted movement of the propeller toward reverse, or any
movement of the manually positioned beta valve control
toward high pitch position will cause the beta valve to drain
oil from the propeller to increase pitch.
Page 2-5
350
It is undesirable to feather the propeller when the engine is

stopped after landing the craft. This propeller type is
normally installed on a fixed shaft engine that causes the
propeller to rotate during an engine start process. If the
propeller is in feather position, an overload on the electric
engine starter will occur.
To prevent feathering during normal engine shutdown, the
propeller incorporates spring-energized latch pins, called
start locks. Two units are installed on the cylinder. If propeller
rotation is approximately 800 RPM or above, the start locks
disengage from the piston by centrifugal force acting on
the latch pins to compress the spring (within the units).
When RPM drops below 800 RPM, the springs overcome
the centrifugal force and move the latch pins to engage the
piston, preventing blade angle movement to feather.
Shortly after start up with the propeller RPM above 800 the
latch pins in the start locks will still retain the blade angle.
To release the latch pins, it is necessary to manually actuate
the propeller slightly toward reverse. This will move the
piston, allowing the latch pins to slide freely. Centrifugal force
will compress the springs and disengage the pins from the
piston.
Page 2-6
350
B. Propeller Model Designation

(1) Hartzell Propeller Inc. uses a model number designation
system to identify specific propeller and blade
assemblies. The propeller model and blade model
number are separated by a slash ( / ).
(a) Example: propeller model number / blade model
number
(2) The propeller model number is impression stamped on
the propeller hub.
(3) Refer to Table 2-1 for a description of the characters
used in the propeller model number.
HM - D 4 N - 3 YL X
Suffix letter:
X - Experimental (non-certified)
Minor modifications:
Y - Optional start lock brackets
L - Left hand rotation
Specific design features:

3 - Constant speed, feathering, reversing
External beta ring
Flange:
N - with eight 9/16" bolts and two 1/2" dowels
on a 4.25 in. bolt circle
Number of blades:
4
Basic design characteristics:

D - 3.4 inch diameter shank
HM - Hartzell Maritime
Propeller Model Identification

Table 2-1
Page 2-7
350
2. Propeller Blades
A. Description of Aluminum Blades
(1) Aluminum propeller blades are manufactured from
one solid piece of aluminum that has been forged and
heat-treated prior to manufacture.
(2) Aluminum blades are identified by shank design,
propeller diameter, tip configurations, and other blade
characteristics.
(a) Refer to the section, "Blade Model Designation" in
this chapter.
B. Blade Model Designation
system to identify specific propeller and blade
assemblies. The propeller model number and blade
model number are separated by a slash ( / ).
(a) Example: propeller model number / blade model
number
(2) The blade model number is impression stamped on the
butt end of the blade, and also identified by a label on
the cylinder.
(3) Refer to the Table 2-2 for a description of the characters
used in the blade model number:
Page 2-8
350
prop model/L D 99 M 00 B X - 1
Number of inches cut off from basic diameter

If "+": Number of inches added to basic
diameter
Suffix letter:
X - Experimental (non-certified)
Suffix letters:
B - Anti-icing boot (alcohol)
K - De-ice boot (foil element)
H - leading edge erosion coating
Basic blade model
Type of application for the blade

M - Maritime blade (Non-aviation)
Basic diameter in inches
Shank design:
D
Prefix (if present):

L - left hand pusher
Aluminum Blade Model Identification

Table 2-2
Page 2-9
350
Pilot Control
Flyweights Speeder Spring
APS6149
Pilot Valve
Governor in Onspeed Condition

Figure 2-2
Pilot Control
Speeder Spring
Flyweights
APS6150
Pilot Valve
Governor in Underspeed Condition

Figure 2-3
Pilot Control
Flyweights Speeder Spring

APS6151
Pilot Valve
Governor in Overspeed Condition

Figure 2-4
Page 2-10
350
3. Governors (Rev. 1)
A. Theory of Operation
(1) A governor is an engine RPM sensing device and high
pressure oil pump. In a constant speed propeller system,
the governor responds to a change in engine RPM by
directing oil under pressure to the propeller hydraulic
cylinder or by releasing oil from the hydraulic cylinder.
The change in oil volume in the hydraulic cylinder
changes the blade angle and maintains the propeller
system RPM to the set value. The governor is set for a
specific RPM via the cockpit propeller control that
compresses or releases the governor speeder spring.
(2) When the engine is operating at the RPM set by the pilot
using the cockpit control, the governor is operating
onspeed. Refer to Figure 2-2. In an onspeed condition,
the centrifugal force acting on the flyweights is balanced
by the speeder spring, and the pilot valve is neither
directing oil to nor from the propeller hydraulic cylinder.
(3) When the engine is operating below the RPM set by the
pilot using the cockpit control, the governor is operating
underspeed. Refer to Figure 2-3. In an underspeed
condition, the flyweights tilt inward because there is not
enough centrifugal force on the flyweights to overcome
the force of the speeder spring. The pilot valve, forced
down by the speeder spring, meters oil flow to decrease
propeller pitch and raise engine RPM.
(4) When the engine is operating above the RPM set by the
pilot using the cockpit control, the governor is operating
overspeed. Refer to Figure 2-4. In an overspeed
condition, 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 then
meters oil flow to increase propeller pitch and lower
engine RPM.
Page 2-11
350
(5) Feathering governors allow oil to be pushed from the

propeller to the engine drain to increase propeller pitch
to feather.
(a) Some governors will move the propeller to feather
by electrically or mechanically actuating a valve that
opens to drain the oil supply between the propeller
and governor to increase propeller pitch and allow
the propeller to feather.
(b) Figure 2-5 illustrates another feathering propeller
governor system. When it is desired to feather the
propeller, the lift rod may be moved by the cockpit
control to mechanically engage the valve. The lifted
valve dumps oil to increase propeller pitch until the
propeller feathers.
Pilot Control
Lift Rod
Speeder Spring
Flyweights
APS6152
Pilot Valve
Feathering Governor
Figure 2-5
Page 2-12
350
(6) A synchronizing system can be employed in a

multi-engine aircraft to keep the engines operating
at the same RPM. A synchrophasing system not only
keeps RPM of the engines consistent, but also keeps
the propeller blades operating in phase with each other.
Both synchronizing and synchrophasing systems serve
to reduce noise and vibration. Figure 2-6 illustrates
a governor as a component of a synchronizing or
synchrophasing system.
(a) Hartzell Propeller Inc. synchronizing or
synchrophasing systems use one engine (the master
engine) as an RPM and phase reference and adjust
the RPM of the remaining engine(s) [slave engine(s)]
to match it. The RPM of the master engine is
monitored electronically, and this information is
used to adjust the voltage applied to the electrical
coil on the slave governor(s). The voltage to the
coil either raises or lowers a rod which changes the
force of the speeder spring. In this manner, engine
RPM and phase of the propellers is synchronized or
synchrophased.
Rod
Pilot Control
Coil
Speeder Spring
Flyweights
APS6153
Pilot Valve
Synchronizer/Synchrophaser Governor
Figure 2-6
Page 2-13
350
B. Governor Model Designation

system to identify specific governor models.
(2) The governor model number is stamped on the base
and/or body of the governor assembly.
(3) Refer to Table 2-1 for a description of the characters
used in the governor
model number.
4. Propeller Ice Protection Systems (Rev. 1)
A. System Description
(1) For detailed descriptions of propeller ice protection
systems, refer to the Anti-ice and De-ice Systems
chapter in this manual.
S - 1 - 1
Minor Variation of Basic Design (numeric or alpha character)

indicating variations of: RPM setting, head orientation, relief setting,
rotation, lever angle, and/or minor part changes
Specific Model Application (numeric character)

1 through 11
Basic Body and Major Parts (alpha character)

A, B, C, D, E, F, H, S, U, V - Mechanically Actuated Governors
L - Electrically Actuated Governors
Governor Model Designations

Table 2-1
Page 2-14
350
INSTALLATION AND REMOVAL - CONTENTS

1. Tools, Consumables, and Expendables.................................. 3-3
A. General............................................................................... 3-3
B. Tooling................................................................................. 3-3
C. Consumables...................................................................... 3-3
D. Expendables....................................................................... 3-3
2. Pre-Installation......................................................................... 3-4
A. Inspection of Shipping Package.......................................... 3-4
B. Uncrating............................................................................. 3-4
C. Inspection after Shipment................................................... 3-4
D. Reassembly of a Propeller Disassembled for Shipment..... 3-4
3. Propeller Mounting Hardware and Torque Information............ 3-5
A. Propeller Mounting Hardware............................................. 3-5
B. Torque Information.............................................................. 3-5
4. Propeller Assembly Installation................................................ 3-8
A. Precautions......................................................................... 3-8
B. Installation of HM-D4N-3( ) Propellers ............................. 3-10
5. Spinner Dome Installation..................................................... 3-18
A. General............................................................................. 3-18
B. Propeller Models HM-D4N-3( ):
One-piece Spinner Dome and Forward Bulkhead............ 3-18
6. Post-Installation Checks........................................................ 3-22
7. Spinner Dome Removal........................................................ 3-22
8. Propeller Assembly Removal................................................. 3-23
A. HM-D4N-3( ) Propellers.................................................... 3-23
Page 3-1
INSTALLATION AND REMOVAL Rev. 1 Mar/21
350
LIST OF FIGURES
Calculating Torque Value When Using

a Torque Wrench Adapter............................Figure 3-1.............. 3-6
Torquing Sequence for Propeller
Mounting Bolts/Nuts....................................Figure 3-2.............. 3-7
Compressing the External Beta System..........Figure 3-3 ............. 3-9
Mounting Bolt and Washer.............................Figure 3-4............ 3-12
Installing Propeller on Engine Flange.............Figure 3-5............ 3-13
Carbon Block and Beta Ring Clearance.........Figure 3-6............ 3-15
Carbon Block Assembly.................................Figure 3-7............ 3-15
Spinner Reassembly Procedures...................Figure 3-8............ 3-17
Optional Tape on the Spinner
Forward Bulkhead.......................................Figure 3-9............ 3-19
Spinner Assembly for
HM-D4N-3( ) Series Propellers ..................Figure 3-10.......... 3-21
LIST OF TABLES
Propeller/Engine Flange O-rings and

Mounting Hardware.....................................Table 3-1............... 3-3
Torque Table...................................................Table 3-2............... 3-5
Page 3-2
350
1. Tools, Consumables, and Expendables

A. General
(1) The following tools, consumables, and expendables are
required for propeller removal or installation:
(2) The lightweight turbine propellers included in this manual
are manufactured with one basic flange design type,“N”.
The flange type is indicated in the propeller model
identification number stamped on the hub. For example,
HM-D4N-3 indicates an N flange. Refer to Aluminum Hub
Model Identification in the Description and Operation
chapter of this manual for a description of the applicable
flange type.
B. Tooling
N Flange
• Safety wire pliers (Alternate: Safety cable tool)
• Torque wrench
• Torque wrench adapter
(Hartzell Propeller Inc. P/N AST-2877)
C. Consumables
• Quick Dry Stoddard Solvent or Methyl-Ethyl-Ketone (MEK)
D. Expendables
• 0.032 inch (0.81 mm) Stainless Steel Aircraft Safety wire
(Alternate: 0.032 inch [0.81 mm] aircraft safety cable, and
associated hardware)
• O-ring, Propeller-to-Engine Seal (Refer to Table 3-1)
Flange O-ring Mounting Bolt Washer

N C-3317-230 B-3339-1 A-2048-2
Propeller/Engine Flange O-rings and Mounting Hardware

Table 3-1
Page 3-3
350
2. Pre-Installation
A. Inspection of Shipping Package
(1) Examine the exterior of the shipping container, especially
the box ends around each blade, for signs of shipping
damage.
(a) If the box is damaged, contact the freight company for
a freight claim.
(b) A hole, tear, or crushed appearance at the end of
the box (blade tips) may indicate the propeller was
dropped during shipment, possibly damaging the
blades.
1 If the propeller is damaged, contact Hartzell
Propeller Inc. Refer to the section, “Hartzell
Propeller Inc. Contact Information” in the
Introduction chapter of this manual.
B. Uncrating
(1) Put the propeller on a firm support.
(2) Remove the banding and any external wood bracing from
the shipping container.
(3) Remove the cardboard from the hub and blades.
CAUTION: DO NOT STAND THE PROPELLER ON A
BLADE TIP.
(4) Put the propeller on a padded surface that supports the
entire length of the propeller.
(5) Remove the plastic dust cover cup from the propeller
mounting flange (if installed).
C. Inspection after Shipment
(1) After removing the propeller from the shipping container,
examine the propeller components for shipping damage.
D. Reassembly of a Propeller Disassembled for Shipment
(1) If a propeller was received disassembled for shipment, it
is to be reassembled by trained personnel in accordance
with the applicable propeller maintenance manual.
(2) For installation of ice protection systems manufactured
by Hartzell, refer to Hartzell Propeller Inc. Ice Protection
System Manual 180 (30-61-80).
Page 3-4
350
3. Propeller Mounting Hardware and Torque Information (Rev. 1)

A. Propeller Mounting Hardware
(1) Refer to Table 3-1 for part numbers of the propeller
mounting hardware and O-rings.
B. Torque Information
(1) The structural integrity of joints in the propeller that are
held together with threaded fasteners is dependent upon
proper torque application.
(a) Vibration can cause an incorrectly tightened fastener
to fail in a matter of minutes.
(b) Correct tension in a fastener depends on a variety
of known load factors and can influence fastener
service life.
(c) Correct tension is achieved by application of
measured torque.
(2) Use accurate wrenches and professional procedures to
make sure of correct tensioning.
(3) Refer to Table 3-2 for the torque values to use when
installing a Hartzell propeller.
(4) When an adapter is used with a torque wrench, use the
equation in Figure 3-1 to determine the correct torque
value.
(5) Refer to Figure 3-2 for the proper torquing sequence of
the propeller mounting bolts/nuts.
CAUTION 1: TORQUE VALUES WITH “WET” NOTED

AFTER THEM ARE BASED ON LUBRICATED
THREADS WITH APPROVED ANTI-SEIZE
COMPOUND
MIL-PRF-83483( ).
CAUTION 2: REFER TO FIGURE 3-5 FOR TORQUE READING

WHEN USING A TORQUE WRENCH ADAPTER.
Description Torque Value
N flange propeller mounting bolts 100-105 Ft-Lbs (136-142 N•m)
Wet
Torque Table
Table 3-2
Page 3-5
350
Standard Torque Wrench Torquing Adaptor
1.00 foot 0.75 foot

(304.8 mm) (228.6 mm)
(actual torque required) X (torque wrench length) Torque wrench reading

(torque wrench length) + (length of adapter) = to achieve required actual
torque
EXAMPLE:
reading on torque
100 Ft-Lb (136 N•m) x 1 ft (308.4 mm)
= 57.1 Ft-Lb <
wrench with 9-inch
1 ft (308.4 mm) + 0.75 ft (228.6 mm) (77.4 N•m) (228.6 mm) adapter
for actual torque of
100 Ft-Lb (136 N•m)
The correction shown is for an adapter that is aligned with the centerline of the
torque wrench. If the adapter is angled 90 degrees relative to the torque wrench
centerline, the torque wrench reading and actual torque applied will be equal.
APS212
Calculating Torque When Using a Torque Wrench Adapter

Figure 3-1
Page 3-6
350
N Flange
5 1
3 7
8 4
2 6
SEQUENCE A
Use Sequence A for steps one and two.
Step 1 - Torque all bolts/nuts to 40 Ft-Lbs (54 N•m)
Step 2 - Torque all bolts/nuts to 80 Ft-Lbs (108 N•m)
8 1
7 2
6 3
5 4
SEQUENCE B
Use Sequence B for step three.
Step 3 - Torque all bolts/nuts to Table 3-2.
TPI-486-004
Torquing Sequence for Propeller Mounting Bolts/Nuts

Figure 3-2
Page 3-7
350
4. Propeller Assembly Installation

CAUTION: INSTRUCTIONS AND PROCEDURES IN
THIS SECTION MAY INVOLVE PROPELLER
CRITICAL PARTS. REFER TO THE
INTRODUCTION CHAPTER OF THIS MANUAL
FOR INFORMATION ABOUT PROPELLER
CRITICAL PARTS.
A. Precautions
WARNING 1: DURING ENGINE INSTALLATION OR REMOVAL,
USING THE PROPELLER TO SUPPORT THE
WEIGHT OF THE ENGINE IS NOT AUTHORIZED.
UNAPPROVED INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO THE
PROPELLER, WHICH MAY LEAD TO FAILURE
DURING OPERATION.
WARNING 2: WHEN INSTALLING THE PROPELLER,

FOLLOW THE CRAFT MANUFACTURER’S
MANUALS AND PROCEDURES, AS THEY MAY
CONTAIN ISSUES VITAL TO CRAFT SAFETY
THAT ARE NOT CONTAINED IN THIS OWNER’S
MANUAL.
CAUTION: AVOID THE USE OF BLADE PADDLES. DO

NOT PUT THE BLADE PADDLE IN THE AREA
OF THE DE-ICE BOOT WHEN APPLYING
TORQUE TO A BLADE ASSEMBLY. PUT THE
BLADE PADDLE IN THE THICKEST AREA OF
THE BLADE, JUST OUTSIDE OF THE DE-ICE
BOOT. USE ONE BLADE PADDLE PER BLADE.
(1) Be sure the propeller is removed before the engine is
removed or installed in the craft.
Page 3-8
350
(2) Follow the craft manufacturer’s instructions for installing

the propeller.
(a) If such instructions are not in the craft manufacturer’s
manual, then follow the instructions in this manual;
however, mechanics must consider that this owner’s
manual does not describe important procedures that
are outside the scope of this manual.
(b) In addition to propeller installation procedures, items
such as rigging and pre-operational testing of idle
blade angle, and propeller synchronization devices
are normally found in the craft manufacturer’s
manuals.
Hartzell P/N CST-2987
N Flange
W10115
Compressing the External Beta System

Figure 3-3
Page 3-9
350
B. Installation of HM-D4N-3( ) Propellers

(1) Using a beta system puller CST-2987, compress the
beta system and pull the beta ring forward to permit
installation of the double hex head propeller mounting
bolts. Refer to Figure 3-3.
WARNING: MAKE SURE THAT ANY EQUIPMENT
USED TO INSTALL THE PROPELLER
IS RATED UP TO 800 LBS. (363 KG)
TO SUPPORT THE WEIGHT OF THE
PROPELLER ASSEMBLY DURING
INSTALLATION. ONE PERSON MUST
NEVER ATTEMPT TO INSTALL AN
UNSUPPORTED PROPELLER BY
HIMSELF, REGARDLESS OF THE SIZE
OR WEIGHT OF THE PROPELLER.
MANUALLY LIFTING THE PROPELLER
ONTO THE ENGINE CAN RESULT IN
PERSONAL INJURY
CAUTION 1: A PROPELLER MUST BE CORRECTLY

SUPPORTED DURING INSTALLATION ON
THE ENGINE. AVOID ANY ROCKING OR
SHIFTING OF THE PROPELLER WHEN
IT IS PARTIALLY ENGAGED WITH THE
ENGINE. ROCKING OF THE PROPELLER
DURING PROPELLER INSTALLATION
CAN DAMAGE THE PROPELLER HUB
MOUNTING FACE, CAUSING ACTUATION
OIL LEAKAGE OR DAMAGE THAT MAY
SCRAP THE HUB. HUB DAMAGE CAN
ALSO INTRODUCE METAL INTO THE
PROPELLER OIL ACTUATION SYSTEM,
WHICH COULD POSSIBLY DAMAGE THE
ENGINE.
CAUTION 2: WHEN INSTALLING THE PROPELLER ON

THE CRAFT, DO NOT DAMAGE THE ICE
PROTECTION SYSTEM COMPONENTS,
IF APPLICABLE.
Page 3-10
350
(2) With a suitable crane hoist and sling, carefully move the
propeller assembly to the engine mounting flange on the
craft.
(a) Some propellers may require installation of an
accessory drive pulley. If installation procedures are
not in this manual, refer to the craft manufacturer’s
instructions.
WARNING: CLEANING AGENTS ARE FLAMMABLE
AND TOXIC TO THE SKIN, EYES AND
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION IS REQUIRED. AVOID
PROLONGED CONTACT. USE IN WELL
VENTILATED AREA.
(3) Using Quick Dry Stoddard Solvent or MEK, clean the
engine flange and the propeller flange.
(4) Remove the pitch change rod cap, if applicable.
(5) Install the specified O-ring on the engine flange.
Refer to Table 3-1.
(6) Align the mounting and dowel pin holes in the propeller
hub flange with the mounting holes and dowel pins in the
engine flange.
(7) Slide the propeller onto the engine flange.
CAUTION 1: MAKE SURE THAT COMPLETE AND TRUE
SURFACE CONTACT IS ESTABLISHED
BETWEEN THE PROPELLER HUB FLANGE
AND THE ENGINE FLANGE.
CAUTION 2: NEW PROPELLER MOUNTING BOLTS MUST
BE USED WHEN INITIALLY INSTALLING
A NEW OR OVERHAULED PROPELLER.
(8) Apply a MIL-PRF-83483( ) anti-seize compound to the
threaded surfaces of the mounting bolts. Refer to
Table 3-1 for the applicable mounting hardware.
(a) If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
Page 3-11
350
CAUTION: ID CHAMFER OF WASHER MUST BE

FACING TOWARD THE BOLT HEAD.
WASHERS WITHOUT CHAMFER MUST
BE INSTALLED WITH ROLLED EDGES
TOWARD THE BOLT HEAD. REFER TO
FIGURE 3-4.
(9) Install the mounting bolts with washers through the
engine flange and into the propeller hub flange.
Refer to Figure 3-5.
ID Chamfer of washer must

face bolt head at installation.
Washers without chamfer must
be installed with rolled edges
Without toward bolt head.
chamfer
With
chamfer
NOTE: Size of chamfer can vary from washer to washer.

APS0279A,B
Mounting Bolt and Washer

Figure 3-4
Page 3-12
350
Propeller Flange
Engine Flange
Torque Wrench
O-Ring
Washer
Torque Wrench Adapter*
Bolt
*NOTE: If a torque wrench adapter is used, use the calculation in Figure 3-1
to determine the correct torque wrench setting.
N Flange Mounting Bolt

Holes (Threaded)
Dowel Pin Holes

(Unthreaded)
Spinner Mounting
Plate Attachment
Holes (Threaded)
APS0543
W10109
Installing Propeller on Engine Flange

Figure 3-5
Page 3-13
350
(10) Using a torque wrench and a torque wrench adapter

Hartzell Propeller Inc. P/N AST-2877, torque all mounting
bolts in sequences and steps shown in Figure 3-2. Refer
to Table 3-2 and Figure 3-1 to determine the proper torque
value.
(11) Safety all mounting bolts with 0.032 inch (0.81 mm) minimum
diameter stainless steel wire or equivalent aircraft safety
cable and associated hardware. (Two bolts per safety.)
(12) Decompress the external beta system and remove the
beta system puller.
CAUTION: THE BETA FEEDBACK COLLAR MUST NOT
CONTACT ANY ENGINE COMPONENT
OR MOUNTING BOLT SAFETY WIRE. THE
BETA FEEDBACK MECHANISM COULD BE
DAMAGED IF IT CONTACTED ANY STATIC
ENGINE COMPONENT WHILE ROTATING.
(13) Examine the beta feedback collar to make sure that it is
not in contact with any engine components or mounting
bolt safety wire.
(a) If there is contact between the beta feedback collar
and any engine components or mounting bolt safety
wire, consult qualified personnel at an appropriately
licensed propeller service facility.
Page 3-14
350
Snap Ring
Fillet A
Carbon Block Assembly Side clearance 0.001 inch

(0.03 mm) minimum
upon installation.
Beta Ring
APS0168b
Carbon Block and Beta Ring Clearance
Figure 3-6
Beta Linkage
Snap Ring Lever
Yoke Unit
Cotter Pin
Clevis Pin
Block Unit
BPS0041
Carbon Block Assembly

Figure 3-7
Page 3-15
350
(14) Install the carbon block into the beta linkage lever, in
accordance with the craft manufacturer’s instructions.
(a) If the beta linkage lever and the snap ring are not
installed correctly, there may be interference between
the beta linkage lever and Fillet A. Refer to Figure 3-6
and Figure 3-7.
1 If there is interference at Fillet A, make a chamfer
in the beta linkage lever to clear Fillet A, as
shown in Figure 3-6. The maximum radius in
Fillet A as manufactured is 0.015 inch (0.38 mm).
CAUTION: FIT THE BLOCK IN THE BETA RING
WITH A MINIMUM SIDE CLEARANCE
OF 0.001 INCH (0.03 mm). REFER TO
FIGURE 3-6.
(15) Install the carbon block assembly into the beta ring.
Refer to Figure 3-6 and Figure 3-7.
(16) Install, adjust and safety the beta linkage per the craft
manufacturer’s instructions.
(17) If the propeller is equipped with an accessory drive pulley,
follow the applicable manufacturer’s instructions for
installation of the accessory drive pulley hardware.
(18) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell,
applicable instructions and technical information can be
found in Hartzell Propeller Inc. Ice Protection System
Manual 180 (30-61-80) available on the Hartzell
applicable TC or STC holder’s Instructions for Continued
(20) Install the propeller spinner dome in accordance with the
section “Spinner Dome Installation” in this chapter.
Page 3-16
350
W10150
APS0160A
APS6162
Cylinder
Forward Bulkhead Unit
Spacers
Mounting holes
misaligned at least
25% in direction of
arrow.
As shown by arrow, misalignment

must be in direction away from the
bulkhead.
Spinner Reassembly Procedures

Figure 3-8
Page 3-17
350
5. Spinner Dome Installation

CAUTION 1: TO PREVENT DAMAGE TO THE BLADE AND
BLADE PAINT, WRAP THE BLADE SHANKS IN
SEVERAL LAYERS OF MASKING OR DUCT
TAPE BEFORE INSTALLING THE SPINNER
DOME. REMOVE THE TAPE AFTER THE
SPINNER IS INSTALLED.
CAUTION 2: SPINNER DOME WILL WOBBLE IF NOT

ALIGNED PROPERLY. THIS MAY AFFECT
DYNAMIC BALANCE OF PROPELLER.
A. General
(1) The following instructions relate to Hartzell Propeller Inc.
spinners only. In some cases, the craft manufacturer
produced the spinner assembly. Refer to the craft
manufacturer’s manual for spinner installation
instructions.
B. Propeller Models HM-D4N-3( ):
One-piece Spinner Dome and Forward Bulkhead
(1) The spinner dome is supported by a forward bulkhead unit
that encircles the propeller cylinder. Refer to Figure 3-8.
(a) If the forward bulkhead unit does not fit snugly on
the cylinder, the cylinder may need to be wrapped
with one or more layers of fluoroglas or UHMW tape
(Hartzell Propeller Inc. P/N B-6654-100).
1 Apply a layer of tape, check, and repeat until the
forward bulkhead unit fits snugly on the cylinder.
(b) The forward bulkhead unit is positioned away from
the cylinder with spacers to cause the spinner dome
mounting holes to stop short of full alignment with
the bulkhead holes by 25% of the spinner dome
mounting hole diameter.
(c) Positioning of the spinner dome mounting holes and
forward bulkhead unit is accomplished by installing or
removing spacers that are between the cylinder and
forward bulkhead.
Page 3-18
350
Fluorglas Tape or UHMW Tape

(Hartzell Propeller Inc. P/N B-6654-100)
Tape Wrapped Over the Trailing Edge

of the Forward Bulkhead
TPI-149002
TPI-149003
Optional Tape on the Spinner Forward Bulkhead

Figure 3-9
Page 3-19
350
(2) Optionally for a spinner dome that has a removable

forward bulkhead, apply a layer of fluorglas tape or
UHMW tape (Hartzell Propeller Inc. P/N B-6654-100)
on the outboard flange of the forward bulkhead to
prevent contact between the forward bulkhead and the
spinner dome.
WARNING: CLEANING AGENTS ARE FLAMMABLE
RESPIRATORY TRACT. SKIN AND
EYE PROTECTION IS REQUIRED.
AVOID PROLONGED CONTACT. USE
IN WELL VENTILATED AREA.
(a) Using acetone, denatured alcohol, or MEK, clean the
area where the tape will be applied.
(b) Cut eight pieces of tape that are approximately
3 inches (76 mm) long.
(c) Apply the pieces of tape in equally spaced locations
on the forward bulkhead as shown in Figure 3-9.
(d) Tape may be wrapped over the trailing edge of the
forward bulkhead as necessary.
Page 3-20
350
(3) Carefully slide the spinner dome over the propeller and
forward bulkhead to check for proper positioning of the
spinner dome mounting holes. Add or remove spacers to
obtain the spinner dome mounting hole and spinner
bulkhead hole misalignment. Refer to Figure 3-10.
(4) Push the spinner dome with firm pressure toward the
spinner bulkhead unit to make sure that the spinner
dome mounting holes will fully align with the spinner
bulkhead holes. Remove a minimum quantity of spacers
to obtain hole alignment while maintaining preload.
NOTE: Tension induced by hole misalignment improves
spinner longevity and reduces vibration induced
wear.
(5) Attach the spinner dome to the spinner bulkhead with the
supplied screws and washers.
Spinner
Bulkhead Unit
Forward Bulkhead
Spinner Dome Unit
Mounting Holes
Spinner
Bulkhead
Holes
Washer
Screw
Spinner
Dome Spinner Mounting
Spacer
BPS816
Spinner Assembly for HM-D4N-3( ) Series Propellers

Figure 3-10
Page 3-21
350
6. Post-Installation Checks
A. Procedures
(1) Refer to the craft manufacturer’s instructions for
post-installation checks.
(2) Perform the Hydraulic Low Pitch Stop Setting in
accordance with the Maintenance Practices chapter of
this manual.
7. Spinner Dome Removal
CAUTION: TO PREVENT DAMAGING THE BLADE AND
BLADE PAINT, WRAP THE BLADE SHANKS IN
SEVERAL LAYERS OF MASKING OR DUCT
TAPE BEFORE REMOVING THE SPINNER
DOME.
A. Procedure
(1) Remove the screws and washers that secure the spinner
dome to the spinner bulkhead.
(2) Remove the spinner dome.
Page 3-22
350
8. Propeller Assembly Removal

A. HM-D4N-3( ) Propellers
WARNING: FOR SAFETY REASONS, PUT THE
PROPELLER IN THE FEATHER POSITION
BEFORE IT IS REMOVED FROM THE
CRAFT.
CAUTION: INSTRUCTIONS AND PROCEDURES

IN THIS SECTION MAY INVOLVE
PROPELLER CRITICAL PARTS. REFER
TO THE INTRODUCTION CHAPTER
OF THIS MANUAL FOR INFORMATION
ABOUT PROPELLER CRITICAL PARTS.
(1) Remove the spinner dome in accordance with the
section “Spinner Dome Removal” in this chapter.
(2) If the propeller is equipped with an ice protection
system that uses components supplied by Hartzell,
applicable instructions and technical information can be
found in Hartzell Propeller Inc. Ice Protection System
Manual 180 (30-61-80) available on the Hartzell
applicable TC or STC holder’s Instructions for Continued
(4) Some propellers may require installation of an accessory
drive pulley. If installation procedures are not in this
manual, refer to the craft manufacturer’s instructions.
(5) Disconnect the engine beta linkage and the carbon block
assembly from the beta ring per the craft manufacturer’s
instructions. Refer to Figure 3-7.
(6) Remove the snap ring that retains the carbon block
assembly to the beta linkage.
(7) Remove the carbon block assembly. Refer to Figure 3-6.
(8) Using the beta system puller, CST-2987, compress the
beta system and pull the beta ring forward to expose the
propeller mounting bolts and washers. Refer to Figure 3-1.
Page 3-23
350
WARNING 1: DURING ENGINE INSTALLATION OR

REMOVAL,USING THE PROPELLER TO
SUPPORT THE WEIGHT OF THE ENGINE
IS NOT AUTHORIZED. UNAPPROVED
INSTALLATION AND REMOVAL
TECHNIQUES MAY CAUSE DAMAGE TO
THE PROPELLER, WHICH MAY LEAD TO
FAILURE DURING OPERATION.
WARNING 2: DURING PROPELLER REMOVAL, CRAFT

MANUFACTURER’S MANUALS AND
PROCEDURES MUST BE FOLLOWED
BECAUSE THEY MAY CONTAIN ISSUES
VITAL TO CRAFT SAFETY THAT ARE NOT
CONTAINED IN THIS MANUAL OR THE
HARTZELL PROPELLER INC. OVERHAUL
MANUALS.
WARNING 3: MAKE SURE THE SLING IS RATED UP TO
800 LBS (363 KG) TO SUPPORT THE
WEIGHT OF THE PROPELLER ASSEMBLY
DURING REMOVAL.
(9) Support the propeller assembly with a sling.
(10) Cut and remove the safety wire (if installed) on the
propeller mounting bolts.
CAUTION: DISCARD THE PROPELLER MOUNTING
BOLTS IF THEY ARE DAMAGED OR
CORRODED, OR WHEN THE PROPELLER
IS REMOVED FOR OVERHAUL.
(11) Remove the propeller mounting bolts and washers.
(a) If the propeller is removed between overhaul
intervals, mounting bolts and washers may be
reused if they are not damaged or corroded.
Page 3-24
350
CAUTION: USE ADEQUATE PRECAUTIONS TO

PROTECT THE PROPELLER ASSEMBLY
FROM DAMAGE WHEN IT IS REMOVED
FROM THE CRAFT ENGINE AND WHEN IT
IS STORED.
(12) Using the support sling, lift the propeller from the
mounting flange.
(13) Remove and discard the propeller mounting O-ring.
(14) Install suitable covers on the pitch change rod opening,
propeller mounting flange, and engine flange to prevent
the introduction of contamination.
(15) Decompress and remove the beta system puller.
(16) Put the propeller on a suitable cart for transportation.
Page 3-25
350
(Blank page)
Page 3-26
350
TESTING AND TROUBLESHOOTING - CONTENTS

1. Operational Checks................................................................. 4-3
2. Propeller Ice Protection Systems............................................ 4-3
A. Operational Checks and Troubleshooting........................... 4-3
3. Troubleshooting....................................................................... 4-4
A. Hunting and Surging........................................................... 4-4
B. Engine Speed Varies with Airspeed.................................... 4-5
C. Loss of Propeller Control.................................................... 4-6
D. Failure to Feather (or Feathers Slowly).............................. 4-6
E. Failure to Unfeather............................................................ 4-7
F. Start Locks (Anti-Feather Latches)
Fail to Latch on Shutdown.................................................. 4-7
G. Vibration.............................................................................. 4-8
H. Propeller Overspeed......................................................... 4-10
I. Propeller Underspeed....................................................... 4-10
Page 4-1
TESTING AND TROUBLESHOOTING Rev. 1 Mar/21
350
Page 4-2
350
1. Operational Checks (Rev. 1)

A. Operational Checks
(1) Refer to the Inspection and Check chapter of this
manual for operational checks including pre-flight,
initial run-up, and post-run checks.
WARNING: CONSULT THE PILOT OPERATING
HANDBOOK (INCLUDING ALL
SUPPLEMENTS) REGARDING FLIGHT
INTO CONDITIONS OF KNOWN ICING. THE
AIRCRAFT MAY NOT BE CERTIFICATED
FOR FLIGHT INTO KNOWN ICING
CONDITIONS, EVEN THOUGH AN ICE
PROTECTION SYSTEM IS INSTALLED.
A. Operational Checks and Troubleshooting
(1) Refer to the Anti-ice and De-ice Systems chapter of
this manual for operational checks and troubleshooting
information for Hartzell Propeller Inc. ice protection
systems.
Page 4-3
350
3. Troubleshooting
INTRODUCTION CHAPTER OF THIS
MANUAL FOR INFORMATION ABOUT
PROPELLER CRITICAL PARTS. REFER TO
THE ILLUSTRATED PARTS LIST CHAPTER
OF THE APPLICABLE OVERHAUL
MANUAL(S) FOR THE IDENTIFICATION OF
SPECIFIC PROPELLER CRITICAL PARTS.
A. Hunting and Surging (Rev. 2)
(1) General
(a) Hunting is characterized by a cyclic variation in
engine speed above and below desired speed.
Surging is characterized by a large
increase/decrease in engine speed, followed by a
return to set speed after one or two occurrences.
(b) If the propeller is hunting, a certified airframe and
powerplant mechanic with the appropriate rating or a
certified propeller repair station with the appropriate
rating should check:
1 Governor
2 Fuel control
3 Synchrophaser, or synchronizer (if applicable)
Page 4-4
350
(2) If the propeller is surging:

(a) Perform the “Initial Run-Up” in accordance with the
Inspection and Check chapter of this manual to
release trapped air from the propeller.
1 If surging reoccurs it is most likely due to a faulty
governor.
a Have the governor tested by a certified
propeller repair station with the appropriate
rating.
(b) Hunting and/or surging may also be caused by
friction or binding within the governor control, or
internal propeller corrosion, which causes the
propeller to react slower to governor commands.
1 To isolate these faults, the propeller must be
tested on a test bench at a certified propeller
repair station with the appropriate rating.
B. Engine Speed Varies with Airspeed
(1) Small variances in engine speed are normal and are no
cause for concern.
(2) Increase in engine speed while increasing airspeed:
(a) Governor is not reducing oil volume.
(b) Friction in propeller.
(3) Decrease in engine speed while increasing airspeed:
(a) Governor pilot valve is stuck and is excessively
decreasing oil volume.
(b) Feathering command engaged on propeller pitch
control.
(4) Increase in engine speed while decreasing airspeed:
(a) Governor pilot valve is stuck and is excessively
increasing oil volume.
(5) Decrease in engine speed while decreasing airspeed:
(a) Governor is not increasing oil volume in the propeller.
(b) Engine oil transfer system leaking excessively.
(c) Friction in propeller.
Page 4-5
350
C. Loss of Propeller Control

(1) Propeller goes to uncommanded high pitch (or feather).
(a) Loss of propeller oil pressure - check:
1 Governor pressure relief valve.
2 Governor drive.
3 Engine oil supply.
(b) Start locks not engaging.
(2) Propeller goes to uncommanded low pitch (high RPM).
(a) Governor pilot valve sticking.
(3) RPM increases with power and airspeed, propeller RPM
control has little or no effect.
(a) Excessive friction in blade bearings or pitch changing
mechanism.
(b) Broken feathering spring.
(4) RPM control sluggish (especially on reducing RPM).
(a) Broken feathering spring.
D. Failure to Feather (or feathers slowly) (Rev. 1)
(1) Broken feathering spring.
(2) Check for proper function and rigging of propeller/
governor control linkage.
(3) Check governor drain function.
(4) The propeller must be inspected for misadjustment or
internal corrosion (usually in blade bearings or pitch
changing mechanism) that results in excessive friction.
(a) This inspection must be performed by a certified
propeller repair station with the appropriate rating.
Page 4-6
350
E. Failure to Unfeather (Rev. 1)

(1) Check for proper function and rigging of propeller control
linkage.
(2) Check governor function.
(3) The propeller must be inspected for misadjustment or
internal corrosion (usually in blade bearings or pitch
change mechanism) that results in excessive friction.
(a) This inspection must be performed by a certified
F. Start Locks (Anti-feather Latches) Fail to Latch on Shutdown
(1) Propeller was feathered before shutdown.
(2) Shutdown occurred at high RPM with propeller control off
the low pitch stop.
The problem may be solved by restarting the engine,
placing the propeller control in the proper shutdown
position, and then shutting down the engine.
(3) Excessive governor pump leakage.
The problem should be referred to an authorized engine
repair facility.
(4) Broken start lock.
The problem should be referred to an authorized
propeller repair facility.
Page 4-7
350
G. Vibration (Rev. 1)
CAUTION 1: ANY VIBRATION THAT OCCURS
SUDDENLY, OR IS ACCOMPANIED BY
UNEXPLAINED OIL LEAKAGE, SHOULD
BE INVESTIGATED IMMEDIATELY
BEFORE FURTHER FLIGHT.
CAUTION 2: VIBRATION PROBLEMS BECAUSE OF

PROPELLER SYSTEM IMBALANCE ARE
NORMALLY FELT THROUGHOUT THE
RPM RANGE, WITH THE INTENSITY OF
VIBRATION INCREASING WITH RPM.
VIBRATION PROBLEMS THAT OCCUR
IN A NARROW RPM RANGE ARE A
SYMPTOM OF RESONANCE, AND
ARE POTENTIALLY HARMFUL TO THE
PROPELLER. AVOID OPERATION UNTIL
THE PROPELLER CAN BE CHECKED
BY A CERTIFIED PROPELLER REPAIR
STATION WITH THE APPROPRIATE
RATIING.
(1) Check:
(a) Control surfaces, cowl flaps, exhaust system,
landing gear doors, etc. for excessive play that
may be causing vibration that is unrelated to the
propeller.
(b) Isolation of engine controls and lines
(c) Engine mount wear
(d) Uneven or over-lubrication of propeller
(e) Proper engine/propeller flange mating
(f) Blade track:
1 Refer to the section, "Blade Track" in the
Inspection and Check chapter of this manual.
Page 4-8
350
(g) Blade angles:

1 Blade angles must be within specified tolerance
between blades.
a Refer to a certified propeller repair station
with the appropriate rating to check/adjust
blade angles.
(h) Spinner for cracks, improper installation, or "wobble"
during operation
(i) Static balance
(j) Hub damage or cracking
(k) Grease or oil leakage
(l) Blade deformation
(l) Blade deformation.
(2) Dynamic Balance
(a) Dynamic balancing is recommended after installing
or performing maintenance on a propeller. While
normally an optional task, it may be required by the
engine or craft manufacturer to make certain the
propeller/engine combination is balanced properly
before operation.
1 Refer to the engine or craft manuals, and the
Maintenance Practices chapter of this manual.
Page 4-9
350
H. Propeller Overspeed
(1) Check:
(a) Low pitch stop adjustment.
(b) Governor Maximum RPM set too high.
(c) Broken feathering spring.
(d) Governor pilot valve jammed, supplying high
pressure only.
(e) Tachometer error.
I. Propeller Underspeed
(1) Check:
(a) Governor oil pressure low.
(b) Governor oil passage clogged.
(c) Tachometer error.
Page 4-10
350
INSPECTION AND CHECK - CONTENTS

1. Pre-Operational Checks.......................................................... 5-3
A. Important Information.......................................................... 5-3
B. Propeller Blades.................................................................. 5-3
C. Spinner Assembly and Blade Retention Components........ 5-4
D. Hardware............................................................................ 5-4
E. Grease/Oil Leakage............................................................ 5-5
F. Initial Run-Up...................................................................... 5-5
G. Additional Information......................................................... 5-5
2. Operational Checks................................................................. 5-6
A. Initial Run-Up...................................................................... 5-6
B. Propeller Ground Idle RPM Check...................................... 5-8
C. Post-run Check................................................................. 5-12
D. Propeller Ice Protection System........................................ 5-12
3. Required Periodic Inspections and Maintenance.................. 5-13
A. Periodic Inspection............................................................ 5-13
B. Periodic Maintenance....................................................... 5-15
C. Operational Limitations..................................................... 5-15
D. Overhaul Periods.............................................................. 5-16
4. Post-Operational Checks....................................................... 5-16
A. General............................................................................. 5-16
B. Requirements.................................................................... 5-16
5. Inspection Procedures........................................................... 5-17
A. Blade Damage.................................................................. 5-17
B. Grease or Oil Leakage...................................................... 5-17
C. Vibration............................................................................ 5-21
D. Blade Track....................................................................... 5-23
E. Loose Blades.................................................................... 5-26
F. Corrosion.......................................................................... 5-27
G. Spinner Damage .............................................................. 5-27
H. Propeller Ice Protection System........................................ 5-27
Page 5-1
INSPECTION AND CHECK Rev. 1 Mar/21
350
INSPECTION AND CHECK - CONTENTS

6. Special Inspections................................................................ 5-30
A. Overspeed/Overtorque..................................................... 5-30
B. Lightning Strike................................................................. 5-31
C. Foreign Object Strike/Ground Strike................................. 5-33
D. Fire/Heat Damage............................................................. 5-35
E. Sudden Stoppage............................................................. 5-35
F. Engine Oil Contamination................................................. 5-35
7. Long Term Storage................................................................ 5-36
FIGURES
Corrective Action Required.............................Figure 5-1.............. 5-9
Example of Ground Idle
RPM Check Evaluation...............................Figure 5-2............ 5-10
Checking Blade Track....................................Figure 5-3............ 5-24
Blade Movement............................................Figure 5-4............ 5-26
Turbine Engine Overspeed Limits..................Figure 5-5............ 5-28
Turbine Engine Overtorque Limits..................Figure 5-6............ 5-29
Page 5-2
350
1. Pre-Operational Checks (Rev. 2)

(1) Follow propeller pre-operation inspection procedures
specified in the Pilot Operating Handbook (POH) in
addition to the inspections specified in this section.
(2) Defects or damage found during the pre-operation
inspection must be evaluated in accordance with the
applicable section in the Testing and Troubleshooting
chapter and/or the Maintenance Practices chapter of this
manual.
B. Propeller Blades
(1) Visually examine the entire blade (leading edge,
trailing edge, face, and camber sides) for nicks, gouges,
erosion, cracks, and debonds (composite blades only).
(a) Normal erosion (sand-blasted appearance) on the
leading edge of the blade is permitted and does not
require removal before further operation.
(2) Visually inspect the blades for lightning strike indications
in accordance with the section, “Lightning Strike” in this
chapter.
(3) Check the blades for radial play or movement of the
blade tip (in-and-out, fore-and-aft, and end play).
(a) Refer to the section, “Loose Blades” in this chapter
for blade play limits.
Page 5-3
350
(4) If an ice protection system is installed, visually examine

the anti-icing or de-ice boot for damage.
(a) Refer to the Anti-ice and De-ice Systems chapter
in this manual for operational checks and
troubleshooting information for Hartzell Propeller Inc.
ice protection systems.
(5) Composite Blades Only:
(a) Composite blades that do not have an anti-icing or
de-ice boot installed may require erosion tape on the
leading edge of the blade.
1 Refer to the section, “Erosion Tape Installation”
in the Maintenance Practices chapter of this
manual for requirements and instructions.
C. Spinner Assembly and Blade Retention Components
(1) Inspect the spinner and the visible blade retention
components for damage and/or cracks.
(a) Repair or replace components as required before
further operation.
D. Hardware
(1) Check for loose or missing hardware.
(a) Retighten or reinstall as necessary.
Page 5-4
350
WARNING: ABNORMAL GREASE/OIL LEAKAGE

CAN BE AN INDICATION OF A FAILING
PROPELLER BLADE OR BLADE
RETENTION COMPONENT. AN IN-FLIGHT
BLADE SEPARATION CAN RESULT IN A
CATASTROPHIC CRAFT ACCIDENT.
E. Grease/Oil Leakage
(1) Examine the face and camber-sides of the blades for
evidence of grease/oil leakage.
(2) Using an appropriate light source, examine the propeller
through the blade cut-outs in the spinner for signs of
grease/oil leakage.
(a) Spinner removal is not required for this inspection.
(b) If grease/oil leakage is found, refer to the section,
“Inspection Procedures” in this chapter.
F. Initial Run-Up
(1) Perform the Initial Run-Up procedure in accordance with
the section, “Operational Checks” in this chapter.
G. Additional Information
(1) Refer to the craft manufacturer’s manual for additional
pre-operation checks.
(2) Refer to the section, “Inspection Procedures” in this
chapter for additional inspection/repair information.
Page 5-5
350

A. Initial Run-Up
(1) Following propeller installation and before operation,
perform the Initial Run-Up procedure in accordance with
the instructions in this section.
WARNING: REFER TO THE CRAFT MAINTENANCE
MANUAL FOR ADDITIONAL
PROCEDURES THAT MAY BE
REQUIRED AFTER PROPELLER
INSTALLATION.
(2) Perform engine start and warm-up in accordance with
the Pilot’s Operating Handbook (POH).
CAUTION: AIR TRAPPED IN THE PROPELLER
HYDRAULIC CYLINDER WILL CAUSE
PITCH CONTROL TO BE IMPRECISE
AND CAN CAUSE PROPELLER
SURGING.
(3) Cycle the propeller control through the operating blade
range from low pitch (or reverse), to high pitch (or as
specified in the POH).
(a) Repeat this step at least three times.
NOTE: Cycling the propeller control purges air
from the propeller hydraulic system and
introduces warm oil to the cylinder.
Page 5-6
350
(4) Check the propeller speed control and operation from

low pitch (or reverse) to high pitch using the procedure
specified in the POH.
(a) Perform all ground functional, feathering, and cycling
checks with the minimum propeller RPM drop
required to demonstrate the function.
WARNING: ABNORMAL VIBRATION CAN BE AN
INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION
COMPONENT. A BLADE SEPARATION
DURING OPERATION CAN RESULT
IN DEATH, SERIOUS BODILY INJURY,
AND/OR SUBSTANTIAL PROPERTY
DAMAGE.
(5) Check for any abnormal vibration during this run-up.
(a) If vibration occurs, shut the engine down, determine
the cause, and correct it before further operation.
1 Refer to the section, “Vibration” in the Testing
and Troubleshooting chapter of this manual to
determine the cause/correction for the vibration.
(6) Shut down the engine in accordance with the POH.
(7) For additional inspection information (including possible
corrections), refer to the section, “Inspection Procedures”
in this chapter, and/or the Testing and Troubleshooting
chapter of this manual.
(8) Refer to the POH and the craft manufacturer’s manual
for additional operational checks.
Page 5-7
350
B. Propeller Ground Idle RPM Check

WARNING: STABILIZED GROUND OPERATION
WITHIN THE PROPELLER RESTRICTED
RPM RANGE CAN GENERATE HIGH
PROPELLER STRESSES AND RESULT IN
FATIGUE DAMAGE TO THE PROPELLER.
THIS DAMAGE CAN LEAD TO A REDUCED
PROPELLER FATIGUE LIFE, PROPELLER
FAILURE, AND LOSS OF CONTROL
OF THE AIRCRAFT. THE PROPELLER
RESTRICTED RPM RANGE IS DEFINED
IN THE PILOT OPERATING HANDBOOK
(POH).
(1) General
(a) Propellers with four or more blades operating on
turbine engines can be sensitive to operation within
restricted RPM ranges. These restricted ranges are
usually in the lower RPM ranges, requiring that ground
idle RPM be set above a critical minimum value.
(b) This minimum propeller idle RPM operating restriction
is the result of a specific vibratory resonant condition
known as “reactionless mode”. During operation
in these conditions the craft crew cannot feel the
resulting high propeller vibration. Ground operation at
or near an RPM that can create a reactionless mode
vibratory resonance can cause very high stresses in
the propeller blades and the hub. These high stresses
are more severe when operating in a quartering tail
wind condition.
(c) If the propeller is operated within a restricted RPM
range or below a minimum idle RPM restriction for
an extended period of time, the propeller blades
and hub can become inoperable because of fatigue.
A failed blade or hub has the potential to cause a
catastrophic blade separation.
(d) Use the “Periodic Ground Idle RPM Check” steps in
this section to determine if the propeller is operating
within the specified RPM limits.
Page 5-8
350
(e) Refer to the “Corrective Action” steps in this section

for maintenance information about propellers
operating outside of the specified RPM range.
(2) Periodic Ground Idle RPM Check
NOTE: The accuracy of the tachometer is critical to
the safe operation of the aircraft. Refer to
the section, “Tachometer Calibration” in the
Maintenance Practices chapter of this manual
for important information.
Before further operation - retire the

Number of RPM below Minimum Propeller Idle RPM
blades and hub from service and

overhaul the remaining components.
Correct engine rigging during propeller
reinstallation.
80
60
Before further operation - overhaul
the propeller assembly and correct engine
rigging during propeller reinstallation.
40
Before Further Operation - adjust engine rigging to
prevent operation below the specified minimum RPM.
20
No Immediate Action Required - adjust engine rigging to
prevent operation below the specified minimum RPM.
0 25 50 75 100
Total hours of operation the propeller has operated on an

engine with improper RPM setting.
Corrective Action Required

Figure 5-1
Page 5-9
350
(a) Perform the RPM check in accordance with the craft

manufacturer’s manuals.
1 Refer to the craft manufacturer’s manuals
to determine if there are any propeller RPM
restrictions or limitations.
(b) Perform an engine run up and determine if the
engine and/or propeller rigging permits operation of
the propeller below the minimum specified propeller
idle RPM.
(c) If the propeller cannot be operated below the
minimum specified propeller idle RPM, no further
action is required.
(d) If the propeller can be operated below the minimum
specified propeller idle RPM:
1 Refer to Figure 5-1 for corrective action
requirements, and Figure 5-2 for an example of
a ground idle RPM check evaluation.
Example:
Minimum propeller idle RPM listed in the AMM is 1180 RPM
Propeller idle is set at 1120 RPM
Propeller has operated with a RPM deviation of 60 RPM
Engine was rigged 2 months ago and has operated 75 hours

since it was rigged
Figure 5-1 shows that with an RPM deviation of 60 RPM for

75 hours - the propeller assembly must be overhauled and
engine rigging corrected before further operation.
Example of a Ground Idle RPM Check Evaluation

Figure 5-2
Page 5-10
350
2 The corrective action is based on the amount the

RPM is below the minimum propeller idle RPM
and the total hours of operation the propeller has
accumulated.
a Figure 5-1 applies to a craft that is operated
in conventional service. “Hours of Operation”
refers to the total number of hours the
propeller is operated on an engine that
has an improper RPM setting. It is not the
number of hours the propeller is operated
in a restricted range, which will be less than
the total hours of operation.
(3) Corrective Action
(a) The required corrective action is determined by both
the amount and duration of RPM deviation.
1 A turboprop propeller with four or more blades
may have a variety of operating restrictions and
these different restrictions may have different
operating margins.
2 The greater the amount of the RPM deviation
and the longer it is permitted to exist, the more
severe the required corrective action.
3 The corrective action may vary from no action
required, to retirement of the blades and the
hub.
4 The chart in Figure 5-1 specifies the required
corrective action for operation below the
minimum idle RPM.
a The chart in Figure 5-1 does not apply to
other propeller restrictions that are above
the minimum idle RPM.
5 If the corrective action requires a propeller
overhaul, overhaul the propeller in accordance
with the applicable propeller overhaul manuals.
Page 5-11
350
6 If the corrective action requires that the blades

and the hub be retired from service, retire
these components in accordance with the Part
Retirement Procedures chapter of Hartzell
Propeller Inc. Standard Practices Manual 202A
(61-01-02) before further operation.
a A propeller hub or blade that has been
retired from service because of a violation of
the operating restrictions as specified in this
section must not be reused on another craft
application.
7 If the corrective action requires the correction of
the propeller RPM setting, refer to the applicable
installation and rigging instructions for the
adjustment of engine torque, engine idle speed,
and propeller RPM setting.
(b) Contact Hartzell Propeller Inc. Product Support
Department to report the findings, or if a propeller
restriction other than those described in Figure 5-1
has been violated.
1 Refer to the section, “Hartzell Propeller Inc.
Contact Information” in the Introduction chapter
of this manual.
C. Post-Run Check
(1) After engine shutdown, check propeller for signs of
grease/oil leakage.
D. Propeller Ice Protection System
(1) Refer to the Anti-ice and De-ice Systems chapter in
information for Hartzell Propeller Inc. ice protection
systems.
Page 5-12
350
3. Required Periodic Inspections and Maintenance (Rev. 1)

A. Periodic Inspection
(1) Perform the following inspection procedures at
400 hour intervals, not to exceed 12 calendar months.
Procedures involved in these inspections are detailed
below.
(a) Inspection and maintenance specified by a craft
manufacturer’s maintenance program and approved
by the applicable certification agency may not
coincide with the inspection time intervals specified.
1 In this situation, the craft manufacturer’s
schedule may be applied as long as the
calendar limit for the inspection interval does
not exceed 12 months.
(b) For additional inspection information (including
possible corrections), refer to the section,
“Inspection Procedures” in this chapter, and/or the
Testing and Troubleshooting chapter of this manual.
(2) Remove the spinner dome.
(3) Visually examine the propeller blades (lead edge,
trail edge, face, and camber sides) for nicks, gouges,
erosion, cracks, etc.
(a) Refer to the section, “Aluminum Blades” in the
Maintenance Practices chapter of this manual for
damage evaluation and repair information.
Page 5-13
350
(4) For propellers used in a “pusher” configuration:

CAUTION: ESTABLISH MORE FREQUENT
INTERVALS FOR INSPECTION IF
SERVICE EXPERIENCE INDICATES
THAT SEVERE CORROSION IS
FOUND DURING INSPECTIONS.
(a) Perform blade corrosion/paint inspections at
intervals not to exceed 150 hours of operation,12
calendar months, or at annual inspection, whichever
occurs first.
1 For scheduling purposes, the inspection interval
has a maximum 10% additional
non-cumulative operation hour tolerance.
2 For example, the initial 150 hour inspection is
over-operated to 160 hours, and then inspected
at this time. The next inspection must be
accomplished 140 operation hours from previous
inspection.
(b) Using Stoddard-type solvent, thoroughly clean each
blade shank in areas exposed to engine exhaust and
remove all foreign matter/exhaust residue.
(c) Visually examine the condition of the paint and any
corrosion indications.
(d) Paint must be in good condition in the area exposed
to exhaust gasses. Repair and repainting is required
if:
1 Any of the underlying aluminum blade is
exposed.
2 There are any indications of corrosion, such as
pitting or pinpoint “blisters”.
(e) All corrosion indications require repair and
subsequent repainting.
1 Refer to FAA Advisory Circular
AC 43-4A (or subsequent revision) for additional
information concerning corrosion. This circular
provides definitions, repair procedures, safety
precautions, etc.
Page 5-14
350
(f) If repair and repainting are required, perform

the procedures in accordance with the Maintenance
Practices chapter in this manual.
(g) If there is severe corrosion, refer the propeller to an
appropriately licensed service facility.
(5) Inspect all visible propeller parts for cracks, wear or
unsafe conditions.
(6) Check for oil and grease leaks. Refer to the Inspection
Procedures section in this chapter.
(7) If a blade track problem is suspected, check the blade
track. Refer to the Inspection Procedures section in this
chapter.
(8) Check preload plate set screw. Refer to the Preload
Plate Set Screw information in the Inspection
Procedures section of this chapter.
(9) Make an entry in the log book verifying the inspections.
B. Periodic Maintenance
(1) Lubricate the propeller assembly.
(a) Refer to the section, “Lubrication” in the
for intervals and procedures.
C. Operational Limitations
(1) Certain components, as well as the entire propeller may
have specific life limits established as part of the
certification. Such limits call for mandatory replacement
of specified parts after a defined number of hours and/or
cycles of use.
(2) Life limited component times may exist for the propeller
models included in this manual. Refer to the Operational
Limitations chapter of this manual.
(3) Operators are urged to keep informed of additional
operational information via Hartzell Propeller Inc. Service
Bulletins and Service Letters, which are available from
Hartzell Propeller Inc. distributors or from Hartzell by
subscription. Selected information is also available on the
Hartzell Propeller Inc. website at www.hartzellprop.com.
Page 5-15
350
D. Overhaul Periods
(1) During operation, the propeller is constantly subjected to
vibration from the engine and the airstream, as well as
high centrifugal forces.
(2) The propeller is also subject to corrosion, wear, and
general deterioration due to aging. Under these
conditions, metal fatigue or mechanical failures can
occur.
(3) To protect your safety, your investment, and to maximize
the safe operating lifetime of your propeller, it is essential
that a propeller be properly maintained and overhauled
according to the recommended service procedures.
(a) For Hartzell Propeller Inc. propeller overhaul
periods, refer to Hartzell Propeller Inc.
(non-aviation) Service Letter HM-SL-001.
4. Post-Operational Checks
CRITICAL PARTS.
A. General
(1) Propellers used in a “pusher” configuration are affected
by these post-operational check requirements.
(a) Propeller blades used in a “pusher” configuration
are exposed to hot exhaust gasses which make
them more susceptible to erosion and corrosion.
Additional inspections and corrosion preventative
measures are required to prevent corrosion pitting in
highly stressed areas of propeller blade shanks.
B. Requirements
(1) Perform blade cleaning within three days after any
operation.
NOTE: It is recommended to perform blade cleaning
after the last operation of each day. This is a
recommendation and is not mandatory.
Page 5-16
350
(a) Blade Cleaning

1 Using cloth dampened with Stoddard solvent
or jet fuel, wipe each propeller blade to remove
engine exhaust residue.
2 If there is visual evidence of corrosion or bare
metal exposed as a result of paint erosion,
repair at the next scheduled inspection is
recommended.
5. Inspection Procedures
A. Blade Damage (Rev. 1)
(1) Refer to the section, “Aluminum Blades” in the
Maintenance Practices chapter of this manual for
damage evaluation and repair information.
B. Grease/Oil Leakage (Rev. 1)
WARNING: UNUSUAL OR ABNORMAL GREASE
LEAKAGE OR VIBRATION, WHERE THE
CONDITION STARTED SUDDENLY, CAN BE
AN INDICATION OF A FAILING PROPELLER
BLADE OR BLADE RETENTION
COMPONENT. A BLADE SEPARATION
DURING OPERATION CAN RESULT IN
DEATH, SERIOUS BODILY INJURY, AND/
OR SUBSTANTIAL PROPERTY DAMAGE.
UNUSUAL OR ABNORMAL GREASE
LEAKAGE OR VIBRATION DEMANDS
IMMEDIATE INSPECTION.
(1) Important Information
(a) 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. Leakage should cease within the
first ten hours of operation.
Page 5-17
350
(b) Leakage that persists beyond the first ten hours of

operation on a new or newly overhauled propeller,
or occurs on a propeller that has been in service for
some time will require repair.
1 A determination should be made as to the
source of the leak. If the source of the leak is
the O-ring seal between the engine and the
propeller flange or a lubrication fitting, field
repair is permitted.
2 All other leakage repairs should be referred
to a certified propeller repair station with the
appropriate rating.
3 If abnormal leakage is detected, inspect
the propeller assembly using the Inspection
Procedure steps in this section.
(c) Grease Leakage - probable causes:
1 Loose/defective lubrication fitting
2 Faulty seal at the blade socket between the
blade and the hub
a Refer to a certified propeller repair station
with the appropriate rating for seal
replacement.
3 Leakage from the hub and beta rod interface
(if applicable)
a Over-greased hub
(1) Refer to a certified propeller repair
station with the appropriate rating
for grease removal.
b Faulty seal
station with the appropriate rating for
seal replacement.
4 Cracked hub
Page 5-18
350
(d) Oil Leakage - probable causes:

1 Leaks between the hub and cylinder
a Faulty or missing seal between the hub and
the cylinder
station with the appropriate rating for
seal replacement.
2 Leaks between the hub halves, beta rods and
hub
a Faulty seal(s) between the hub and the pitch
change rod
for seal replacement.
3 Leaks from the front of the cylinder or through
the start lock units
a Faulty seal(s) between the piston and
cylinder, or piston and pitch change rod
for seal replacement.
4 Leaks between the hub and the engine
a Faulty or missing seal between the propeller
hub and the engine flange
(2) Inspection Procedure
(a) Remove the spinner dome.
CAUTION: PERFORM A VISUAL INSPECTION
WITHOUT CLEANING THE PARTS. A
TIGHT CRACK IS OFTEN EVIDENT
DUE TO TRACES OF GREASE
EMANATING FROM THE CRACK.
CLEANING CAN REMOVE SUCH
EVIDENCE AND MAKE A CRACK
VIRTUALLY IMPOSSIBLE TO SEE.
Page 5-19
350
(b) Perform a visual inspection of the hub, blades, and

blade retention areas to locate the source of the
grease leak.
1 If the source of the grease leak is a lubrication
fitting, blade O-ring, or the hub parting line,
repairs can be accomplished during scheduled
maintenance as long as operational safety is not
compromised.
a To repair a grease leak from a lubrication
fitting, blade O-ring, or hub parting line,
the propeller must be disassembled and
inspected at a certified propeller repair
station with the appropriate rating.
2 If the source of the grease leak is a component
or location other than a lubrication fitting, blade
O-ring, or the hub parting line, the propeller must
be disassembled and inspected at a certified
propeller repair station with the appropriate
rating before further flight.
(c) Perform a visual inspection for cracks in the hub.
1 Extra attention should be given to the blade
retention area of the hub.
2 A crack may be visible or may be indicated by
grease leaking from a seemingly solid surface.
(d) If cracks are suspected, additional inspections to
verify the condition must be performed before further
operation.
1 Inspections typically include disassembly of the
propeller followed by inspection of parts, using
nondestructive methods in accordance with
published procedures.
a These inspections must be performed by
a certified propeller repair station with the
appropriate rating.
(e) If cracks or failing components are found, these
parts must be replaced before further operation.
1 Report such occurrences to the applicable
authorities and to Hartzell Propeller Inc.
Product Support.
Page 5-20
350
C. Vibration (Rev. 1)
NOTE: Vibration may originate in the engine, propeller,
or airframe. Troubleshooting procedures typically
begin with an investigation of the engine. Craft
components, such as engine mounts or loose
landing gear doors, can also be the source
of vibration. When investigating an abnormal
vibration, the blades and the blade retention
components should be considered as potential
sources of the vibration.
(1) Important Information
(a) Instances of abnormal vibration should be
investigated immediately. If the cause of the vibration
is not readily apparent, examine the propeller in
accordance with the instructions in this section.
(b) Perform troubleshooting and evaluation of possible
sources of vibration in accordance with engine or
craft manufacturer’s instructions.
(c) Refer to the section, “Vibration” in the Testing and
Troubleshooting chapter of this manual.
1 Perform the checks to determine possible cause
of the vibration.
a If no cause is found, the propeller could be
the source of the vibration. Examine the
propeller in accordance with the Inspection
steps in this section.
(2) Inspection
(a) Remove the spinner dome.
(b) Visually examine the hub, blades, and blade clamps
(if applicable) for cracks.
1 Pay particular attention to the blade retention
areas of an aluminum hub, or the blade clamps
on steel hub propellers.
2 A crack may be readily visible, or may be
indicated by grease leaking from a seemingly
solid surface.
Page 5-21
350
(c) If cracks are suspected, additional inspections must

be performed to evaluate the condition before further
operation.
1 These inspections typically include disassembly
of the propeller, followed by inspection of parts,
using nondestructive methods in accordance
with published procedures.
2 These inspections must be performed by
appropriate rating.
(d) Inspect the movement of the propeller blades in
accordance with the section, “Loose Blades” in this
chapter.
(e) Inspect blade track in accordance with the section,
“Blade Track” in this chapter.
CAUTION: DO NOT USE BLADE PADDLES
TO TURN BLADES.
1 Manually (by hand) attempt to turn the blades
(change pitch).
2 Visually check for damaged blades.
(f) If abnormal blade conditions or damage are found,
additional inspections must be performed to evaluate
the condition before further operation.
1 These inspections must be performed at
appropriate rating.
(g) If cracks or failing components are found, these
parts must be replaced before further operation.
1 Report such occurrences to the applicable
authorities and Hartzell Propeller Inc. Product
Support.
Page 5-22
350
D. Blade Track
(1) If a blade track problem is suspected, examine the blade
track as follows:
(2) Move the propeller to low pitch.
(a) Remove the screws and washers that attach the
spinner dome to the engine side bulkhead.
(b) Remove the spinner dome and set it aside.
(c) Remove forward bulkhead and spacers from the
forward end of the cylinder.
(d) If applicable, remove the bolt, nut, and washer from
the pitch change rod.
NOTE: Removal of the plug and O-ring is not
required unless an early style propeller
unfeathering tool that threads internally is
used.
CAUTION 1: DO NOT ATTEMPT TO INSTALL
AND USE THE PROPELLER
UNFEATHERING TOOL WITHOUT
REMOVING THE PITCH CHANGE
ROD SAFETY BOLT. BOLT REMOVAL
IS NECESSARY TO MAKE SURE OF
ADEQUATE THREAD ENGAGEMENT
OF THE TOOL.
CAUTION 2: DO NOT ATTEMPT TO MOVE THE
PROPELLER BLADES BEYOND THE
LOW PITCH MECHANICAL STOPS,
IF APPLICABLE.
(e) Install propeller unfeathering tool part number
9943HART-001 or equivalent.
1 Screw the threaded rod of the tool onto the end
of the pitch change rod as far as possible. Hand
tighten.
2 Slide the cylindrical portion of the tool over the
threaded rod and against the propeller cylinder.
3 Apply a small amount of lubricant or anti-seize
compound to the threads of the 1-1/2 inch nut of
the unfeathering tool.
Page 5-23
350
4 Install the 1-1/2 inch nut onto the threaded rod of

the unfeathering tool.
5 Turn the 1-1/2 inch nut down until it contacts the
thrust bearing.
6 Continue turning the nut until the blades move to
low pitch.
(3) Check blade track as follows:
WARNING: SAFELY SECURE THE CRAFT
AND MAKE SURE OF THE SAFETY
OF ANYONE NEAR THE CRAFT
BEFORE PERFORMING A CHECK
FOR BLADE TRACK.
(a) Secure the craft or tie the craft down to prevent
movement.
(b) Refer to Figure 5-3. Place a fixed reference point
beneath the propeller, within 0.250 inch (6.35 mm)
of the lowest point of the propeller arc.
NOTE: This reference point may be a flat board
with a sheet of paper attached to it. The
board may then be blocked up to within
0.250 inch (6.35 mm) of the propeller arc.
TI-401-0019
Checking Blade Track

Figure 5-3
Page 5-24
350
(c) Rotate the propeller by hand in the direction of

normal rotation until a blade points directly at the
paper.
(d) Mark the position of the blade tip in relation to the
paper.
(e) Repeat this procedure with the remaining blades.
(f) Tracking tolerance is ± 0.125 inch (± 3.18 mm) or
0.250 inch (6.35 mm) total.
(4) Possible Correction
(a) Remove foreign matter from the propeller mounting
flange.
(b) If no foreign matter is present, refer to an
appropriately licensed propeller repair facility.
Page 5-25
350
E. Loose Blades
(1) Limits for blade movement are specified below.
(a) End Play Refer to step (2) below
(b) Fore-and-Aft Movement Refer to step (2) below
(c) In-and-Out Movement None
(d) Radial Play ± 0.5 degree
(pitch change) (1 degree total)
(2) Blades should be tight in the propeller; however,
movement that is within the allowable limits is acceptable
if the blade returns to its original position when released.
(a) If blade movement is greater than the allowable
limits, or if the blade(s) do not return to their original
position when released, there may be internal wear
or damage that should be referred to a certified
Fore-and-Aft
Movement
In-and-Out Play
Radial Play
TPI-MB-0027
End Play
Blade Movement
Figure 5-4
Page 5-26
350
F. Corrosion (Rev. 1)
WARNING: REPAIR THAT INVOLVES COLD
WORKING THE METAL, RESULTING IN
CONCEALMENT OF A DAMAGED AREA
IS NOT PERMITTED.
(1) Corrosion of any type on the hub or heavy corrosion on
other parts that results in severe pitting must be referred
to a certified propeller repair station with the appropriate
rating.
G. Spinner Damage (Rev. 2)
(1) Inspect the spinner for cracks, missing hardware, or
other damage.
(a) Metal Spinners
1 For damage evaluation and repair information,
refer to Hartzell Propeller Inc. Manual 127
(61-16-27) or a certified propeller repair station
with the appropriate rating.
2 Contact the applicable authority for repair
approval.
(b) Composite Spinners
1 For damage evaluation and repair information,
refer to Hartzell Propeller Inc. Composite
Spinner Maintenance Manual 148 (61-16-48)
or a certified propeller repair station with the
appropriate rating.
2 Contact the local airworthiness authority for
repair approval.
H. Propeller Ice Protection Systems (Rev. 1)
information.
Page 5-27

125%
120%
115% Requires Evaluation by Authorized

Propeller Repair Station
110%
106% No Action Required

350
INSPECTION AND CHECK

20 60 300 360
Percent Overspeed -- Turbine Engines Only

Duration of Overspeed (in seconds)
Duration of Overspeed in Seconds
Turbine Engine Overspeed Limits
Rev. 1 Mar/21
Page 5-28
Figure 5-5

120%
Contact Hartzell Propeller Inc. for disposition

115%
110%
No Action Required
350
102%
INSPECTION AND CHECK

300
Percent Overtorque -- Turbine Engines Only

20
Duration of Overtorque in Seconds
Turbine Engine Overtorque Limits

Figure 5-6
Rev. 1 Mar/21
Page 5-29
350
6. Special Inspections (Rev. 1)

A. Overspeed/Overtorque
(1) An overspeed has occurred when the propeller RPM has
exceeded the maximum RPM stated in the applicable
Propeller Installation Data Sheet (IDS). An overtorque
condition occurs when the engine load exceeds the
limits established by the engine, propeller, or airframe
manufacturer. The duration of time at overspeed/
overtorque for a single event determines the corrective
action that must be taken to make sure no damage to
the propeller has occurred.
(2) The criteria for determining the required action after an
overspeed are based on many factors. The additional
centrifugal forces that occur during overspeed are
not the only concern. Some applications have sharp
increases in vibratory stresses at RPMs above
the maximum rated for the craft/engine/propeller
combination.
(a) When a propeller installed on a turbine engine has
an overspeed event, refer to the Turbine Engine
Overspeed Limits (Figure 5-5) to determine the
corrective action to be taken.
(b) When a propeller installed on a turbine engine has
an overtorque event, refer to the Turbine Engine
Overtorque Limits (Figure 5-6) to determine the
corrective action to be taken.
Page 5-30
350
(c) Make a record of the overspeed/overtorque

event in the propeller logbook, indicating any
corrective action(s) taken.
NOTE: Some aircraft installations have torque
indicator values indicating 100% torque that
are less than the maximum certified torque
for the specific propeller model as listed in
the propeller type certificate data sheet. If
an overtorque occurs that requires propeller
repair station evaluation, contact Hartzell
Propeller Inc. Product Support to confirm
actual overtorque percentage.
B. Lightning Strike (Rev. 1)
CAUTION: REFER TO THE ENGINE AND CRAFT
MANUFACTURER’S MANUALS FOR
ADDITIONAL INSPECTIONS TO
PERFORM AFTER A PROPELLER
LIGHTNING STRIKE.
(1) General
(a) In the event of a propeller lightning strike, an
inspection is required before further flight.
(b) If the propeller meets the requirements of the
“Temporary Operation Inspection” in this section,
10 hours of operation is permitted before propeller
disassembly/inspection must be performed.
(2) Temporary Operation Inspection
(a) Remove the spinner dome and perform a
visual inspection of the propeller, blades, spinner,
and ice protection system for evidence of damage
that would require repair before operation (such as
broken wires or arcing damage to propeller hub).
Page 5-31
350
CAUTION: IF THE PROPELLER

EXPERIENCES A LIGHTNING
STRIKE, REFER TO THE
“ALUMINUM BLADES” SECTION
IN THE MAINTENANCE
PRACTICES CHAPTER OF THIS
MANUAL TO EVALUATE THE
DAMAGE BEFORE FURTHER
FLIGHT.
1 If the only evident damage is minor arcing
burns to the blades, temporary operation for up
to 10 flight hours is permitted before propeller
disassembly and inspection.
2 If there is evidence of additional damage,
beyond minor arcing burns to the blades,
temporary operation is not permitted. The
propeller must be removed from the aircraft,
disassembled, evaluated, and/or repaired
by a certified propeller repair station with the
appropriate rating before further flight.
(b) Perform an operational check of the propeller ice
protection system (if installed) in accordance with
the Anti-ice and De-ice Systems chapter of this
manual.
(c) Make a record of the lightning strike in the propeller
logbook, indicating any corrective action(s) taken.
(3) For flight beyond the 10-hour temporary operation limit:
(a) The propeller must be removed from the craft,
disassembled, evaluated, and/or repaired by a
rating.
Page 5-32
350
C. Foreign Object Strike/Ground Strike (Rev. 1)

(1) General
(a) A foreign object/ground strike can include a broad
spectrum of damage, from a minor stone nick to
severe ground/water impact damage.
1 A conservative approach in evaluating the
damage is required because there may be
hidden damage that is not readily apparent
during an on-wing, visual inspection.
(b) A foreign object/ground strike is defined as:
1 Any incident, whether or not the engine is
operating, that requires repair to the propeller
other than minor dressing of the blades.
a Examples of foreign object/ground strike
include situations where an craft is
stationary and the landing gear collapses
causing one or more blades to be significantly
damaged, or where a hangar door (or other
object) strikes the propeller blade(s).
b These cases should be handled as foreign
object/ground strikes because of potentially
severe side loading on the propeller hub,
blades, and retention bearings.
2 Any incident during engine operation in which
the propeller impacts a solid object that causes
a drop in revolutions per minute (RPM) and
also requires structural repair of the propeller
(incidents requiring only paint touch-up are
not included). This is not restricted to propeller
strikes against the ground.
3 A sudden RPM drop while impacting water,
tall grass, or similar yielding medium, where
propeller blade damage is not normally incurred.
(c) In the event of a foreign object/ground strike, an
inspection is required before further flight.
Page 5-33
350
(2) Inspection Procedure

(a) Examine the propeller assembly for damage related
to the foreign object/ground strike.
(b) If any of the following indications are found,
the propeller must be removed from the craft,
disassembled, and overhauled by a certified
1 Blade(s) damaged, bent, or out of track/angle
2 Blade(s) loose in the hub (if applicable)
a Refer to the section, “Loose Blades” in this
chapter for the permitted limits of blade
movement.
3 Any noticeable or suspected damage to the
pitch change mechanism
4 Any blade diameter reduction
5 Bent, cracked, or failed engine shaft
6 Vibration during operation
(that was not present before the event)
(c) Aluminum Blades: Nicks, gouges, and scratches
on blade surfaces or the leading and trailing edges
must be removed before operation.
1 Refer to the section, “Aluminum Blades” in the
for damage evaluation and repair information.
(d) Engine mounted components - such as governors,
pumps, etc. may be damaged by a foreign object
strike, especially if the strike resulted in a sudden
stoppage of the engine.
1 These components must be inspected and
repaired in accordance with the applicable
component maintenance manual.
(e) Make a record of the foreign object/ground strike
event in the propeller logbook, indicating any
corrective action(s) taken.
Page 5-34
350
D. Fire/Heat Damage (Rev. 1)

WARNING: HIGH TEMPERATURES CAN CAUSE
SERIOUS DAMAGE TO PROPELLER
HUBS, CLAMPS, AND BLADES
(ALUMINUM AND COMPOSITE).
THIS DAMAGE CAN RESULT IN
CATASTROPHIC FAILURE CAUSING
DEATH, SERIOUS BODILY INJURY,
AND/OR SUBSTANTIAL PROPERTY
DAMAGE.
(1) A propeller that has been exposed to fire or high
temperatures, such as an engine or hangar fire, must be
inspected by a certified propeller repair station with the
appropriate rating before further operation.
E. Sudden Stoppage (Rev. 1)
(1) When there is a propeller sudden stoppage because
of catastrophic engine failure or seizure, the propeller
and any engine driven/powered accessory must be
inspected and repaired in accordance with the applicable
component maintenance manual.
(2) If the sudden stoppage was caused by a
foreign object/ground strike, refer to the section,
“Foreign Object/Ground Strike” in this chapter.
F. Engine Oil Contamination (Rev. 1)
(1) Following an incident of oil contamination, the
components of the propeller that were exposed to
oil contamination must be removed, cleaned, and
inspected.
(a) A propeller that was exposed to oil contamination
must be removed and sent to a certified propeller
repair station with the appropriate rating for
disassembly, cleaning, and inspection.
(b) A governor that was exposed to oil contamination
must be inspected and repaired in accordance with
the applicable component maintenance manual.
Page 5-35
350
7. Long Term Storage

(1) Parts shipped from the Hartzell Propeller Inc. are not
shipped or packaged in a container which is designed
for long term storage.
(2) Long term storage procedures are detailed in Hartzell
Propeller Inc. Standard Practices Manual 202A
(61-01-02).
(3) Information regarding the return of a propeller assembly
to service after long term storage is detailed in Hartzell
Propeller Inc. Manual 202A (61-01-02).
Page 5-36
350
MAINTENANCE PRACTICES - CONTENTS

1. Cleaning.................................................................................. 6-3
A. General Cleaning................................................................ 6-3
B. Spinner Cleaning and Polishing.......................................... 6-5
2. Lubrication............................................................................... 6-6
A. Lubrication Intervals............................................................ 6-6
B. Lubrication Procedure......................................................... 6-7
C. Approved Lubricants.......................................................... 6-12
3. Corrosion Inhibitor................................................................. 6-13
A. Application Intervals.......................................................... 6-13
B. Application Procedures..................................................... 6-15
4. Beta Feedback Block Assemblies......................................... 6-16
A. Inspection.......................................................................... 6-16
B. Replacement of the A-3026 Carbon Block Unit in the
A-3044 Beta Feedback Block Assembly........................... 6-18
C. Installation of the A-3044 Beta Feedback
Block Assembly................................................................. 6-18
5. Aluminum Blades................................................................... 6-19
A. Important Information........................................................ 6-19
B. Repair of Nicks and Gouges............................................. 6-20
C. Repair of Bent Blades....................................................... 6-23
6. Blade Paint Touch-Up............................................................ 6-24
B. Paint.................................................................................. 6-24
C. Procedure......................................................................... 6-26
7. Dynamic Balance................................................................... 6-28
A. Overview........................................................................... 6-28
B. Inspection Procedures Before Balancing.......................... 6-29
C. Modifying Spinner Bulkhead to Accommodate
Dynamic Balance Weights................................................ 6-30
D. Placement of Balance Weights for Dynamic Balance....... 6-30
Page 6-1
MAINTENANCE PRACTICES Rev. 1 Mar/21
350
MAINTENANCE PRACTICES - CONTENTS

8. Hydraulic Low Pitch Stop Setting.......................................... 6-32
9. Feathering Pitch Stop Settings.............................................. 6-32
10. Reverse Pitch Stop Settings................................................. 6-32
11. Start Lock Settings................................................................ 6-32
12. Propeller Ice Protection Systems......................................... 6-33
13. Tachometer Calibration......................................................... 6-33
B. Tachometer Calibration..................................................... 6-34
LIST OF FIGURES
Lubrication Fittings/Hole Plugs.......................Figure 6-1.............. 6-8
Lubrication Label............................................Figure 6-2.............. 6-9
Right Angle Coupler for Grease Gun..............Figure 6-3............ 6-11
Applying Corrosion Inhibitor...........................Figure 6-4............ 6-14
Beta Feedback Block Assembly and
Beta Ring Clearance...................................Figure 6-5............ 6-17
Beta Feedback Block Assembly.....................Figure 6-6............ 6-17
Repair Limitations...........................................Figure 6-7............ 6-21
LIST OF TABLES
Touch-Up Paints.............................................Table 6-1............. 6-25
Page 6-2
350
1. Cleaning (Rev. 2)
CAUTION 1: INSTRUCTIONS AND PROCEDURES IN
CAUTION 2: BEFORE CLEANING THE PROPELLER,

BE SURE THE PROPELLER HAS BEEN
INSPECTED IN ACCORDANCE WITH THE
REQUIRED PERIODIC INSPECTIONS
SPECIFIED IN THIS MANUAL. CLEANING
THE PROPELLER PRIOR TO INSPECTION
MAY REMOVE EVIDENCE OF A CONDITION
THAT REQUIRES CORRECTIVE ACTION.
CAUTION 3: DO NOT USE PRESSURE WASHING
EQUIPMENT TO CLEAN THE PROPELLER
OR CONTROL COMPONENTS. PRESSURE
WASHING CAN FORCE WATER AND/OR
CLEANING SOLVENTS PAST SEALS, AND
CAN LEAD TO INTERNAL CORROSION OF
PROPELLER COMPONENTS.
A. General Cleaning
CAUTION 1: WHEN CLEANING THE PROPELLER,
DO NOT ALLOW SOAP OR SOLVENT
SOLUTIONS TO RUN OR SPLASH INTO
THE HUB AREA.
CAUTION 2: DO NOT CLEAN PROPELLER

WITH CAUSTIC OR ACIDIC SOAP
SOLUTIONS. IRREPARABLE
CORROSION OF PROPELLER
COMPONENTS MAY OCCUR.
Page 6-3
350

Installation and Removal chapter in this manual.
WARNING: ADHESIVES AND SOLVENTS ARE
FLAMMABLE AND TOXIC TO THE
SKIN, EYES AND RESPIRATORY
TRACT. SKIN AND EYE PROTECTION
ARE REQUIRED. AVOID PROLONGED
CONTACT. USE IN WELL VENTILATED
AREA.
CAUTION: DO NOT USE ANY SOLVENT DURING

CLEANING THAT COULD SOFTEN OR
DESTROY THE BOND BETWEEN
CHEMICALLY ATTACHED PARTS.
(2) Using a clean cloth dampened with Stoddard
solvent CM23 or equivalent, wipe the inside of the
spinner dome to remove grease, oil, and other residue.
(a) Immediately dry the inside of the spinner dome using
a clean dry cloth.
(3) Using a clean cloth dampened with Stoddard
solvent CM23 or equivalent, wipe the accessible
surfaces of the hub, counterweight clamps, slip ring,
and bulkhead to remove grease, oil, and other residue.
(4) Fill a tank sprayer with a non-caustic/non-acidic soap
solution.
Page 6-4
350
IMPORTANT: WHEN PERFORMING STEPS 5 THRU 7,

THE BLADE(S) TO BE CLEANED
MUST POINT DOWNWARD. THIS WILL
PREVENT THE SOAP SOLUTION
AND/OR CONTAMINANTS FROM
FLOWING INTO THE HUB/BLADE SEAL
AREA.
CAUTION: DO NOT LET THE SOAP SOLUTION

DRY ON THE SURFACES OF THE HUB,
BULKHEAD, OR SLIP RING.
(5) Using the tank sprayer, apply a fine mist of the soap
solution to the surfaces of the downward facing blades,
and the hub, bulkhead, and slip ring around the
downward facing blades.
(a) Use a cloth or soft nylon brush to loosen dirt and
unwanted material on the surfaces where the soap
solution was applied, particularly on the inboard
surface of the counterweight clamp.
(6) Using clean potable water at low pressure, rinse the
surfaces where the soap solution was applied to remove
dirt, unwanted material, and soap residue.
(7) Use a clean dry cloth to dry the surfaces cleaned in the
previous steps.
(8) Rotate the propeller so that the next blade(s) to be
cleaned are pointing downward, then repeat steps 5
thru 7.
(a) Repeat steps 5 thru 8 until all blades have been
cleaned and dried.
(9) Let the propeller dry.
(10) Install the spinner dome in accordance with the
Installation and Removal chapter in this manual.
B. Spinner Cleaning and Polishing
(1) Clean the spinner using the General Cleaning
procedures in this section.
(2) If an aluminum spinner dome is installed, polish the
dome (if required) with an automotive-type aluminum
polish.
Page 6-5
350
2. Lubrication
A. Lubrication Intervals
(1) The propeller must be lubricated at intervals not to exceed
400 hours or 12 calendar months, whichever occurs first.
(a) Inspection and maintenance specified by the craft
manufacturer’s maintenance program and approved
by the applicable certification agency may not
coincide with the lubrication interval specified.
1 In this situation, the craft manufacturer’s
schedule may be applied as long as the
calendar limit for the lubrication interval does not
exceed twelve (12) months.
(b) If the craft is operated or stored under adverse
atmospheric conditions, e.g., high humidity, salt air,
calendar lubrication intervals should be reduced to
six months.
(c) If the propeller is leaking grease, the lubrication
interval should be reduced to 100 hours until the
grease leak issue is resolved.
(2) Owners of high use crafts may wish to extend their
lubrication intervals. The lubrication interval may be
gradually extended after evaluating bearing wear and
internal corrosion when the propeller is overhauled.
Page 6-6
350
(3) Hartzell Propeller Inc. recommends that new or newly

overhauled propellers be lubricated after approximately
the first ten hours of operation because centrifugal loads
will pack and redistribute grease which can result in a
propeller imbalance. Redistribution of grease may also
result in voids in the blade bearing area where moisture
can collect.
(a) Purchasers of new craft should check the propeller
logbook to verify whether the propeller was
lubricated by the manufacturer during testing. If it
was not lubricated, the propeller should be serviced
at the earliest convenience.
B. Lubrication Procedure
WARNING 1: FOLLOW LUBRICATION PROCEDURES
CORRECTLY TO MAINTAIN ACCURATE
BALANCE OF THE PROPELLER
ASSEMBLY.
WARNING 2: PITCH CONTROL DIFFICULTY COULD

RESULT IF THE PROPELLER IS NOT
CORRECTLY LUBRICATED.
(1) Remove the propeller spinner.
(2) Each blade socket has two lubrication fittings or one
lubrication fitting and one lubrication hole plug.
(3) Remove the caps from the lubrication fittings.
(4) Remove the lubrication fittings or hole plugs as applicable.
(a) For all tractor or pusher propellers with clockwise
(standard) rotation when viewed from BEHIND the
aircraft, remove the lubrication fittings (p/n A-279 or
C-6349) or lubrication hole plugs (p/n 106545) from
the CYLINDER-SIDE hub half.
(b) For all tractor or pusher propellers with
counter-clockwise (backward) rotation when
viewed from BEHIND the aircraft, remove the
lubrication fittings (p/n A-279 or C-6349) or
lubrication hole plugs (p/n 106545) from the
ENGINE-SIDE hub half.
Page 6-7
350
Lubrication Hole Lubrication

Plug Fitting
Cylinder
TPI-MB-0335
NOTE: A tractor/pusher propeller with clockwise (standard)

rotation is shown in this illustration.
Lubrication Fittings/Hole Plugs

Figure 6-1
Page 6-8
350
CAUTION: USE CARE NOT TO DAMAGE THE

THREADED HOLE WHEN REMOVING A
BLOCKAGE.
(5) If there is a blockage in the threaded hole where the
lubrication plug was removed (ex. hardened grease),
bend a piece of safety wire and use the bent end to
loosen the blockage.
CAUTION: USE ONLY HARTZELL PROPELLER
INC. APPROVED GREASE. DO NOT MIX
DIFFERENT SPECIFICATIONS
AND/OR BRANDS OF GREASE EXCEPT
AS NOTED IN THIS SECTION.
(6) A label is normally applied to the propeller to indicate the
type of grease previously used. Refer to Figure 6-2.
(a) The same grease type should be used during
re-lubrication unless the propeller has been
disassembled and the old grease removed.
1 It is not possible to purge old grease through
lubrication fittings.
2 To completely replace one grease with another,
the propeller must be disassembled and cleaned
in accordance with the applicable overhaul
manual.
THIS PROPELLER WAS

LUBRICATED WITH _____________
THIS GREASE MUST BE USED ON
ALL SUBSEQUENT LUBRICATIONS.
LABEL A-3594
Lubrication Label
Figure 6-2
Page 6-9
350
(7) If different grease types are accidentally mixed, the

propeller must be disassembled and cleaned in
accordance with the applicable overhaul/maintenance
manual within three months or 30 flights whichever
occurs first.
(a) EXCEPTION: Aeroshell 5 and Aeroshell 6 greases
both have a mineral oil base and the same
thickening agent; therefore, mixing of these two
greases is permitted in Hartzell propellers.
WARNING: WHEN MIXING AEROSHELL 5
AND AEROSHELL 6 GREASES,
THE CRAFT MUST BE
PLACARDED TO INDICATE THAT
OPERATION IS PROHIBITED
IF THE OUTSIDE AIR
TEMPERATURE IS LESS THAN
-40° F (-40° C). AEROSHELL 5
GREASE MUST BE INDICATED
ON THE LABEL.
CAUTION 1: IF A PNEUMATIC GREASE GUN IS USED,
EXTRA CARE MUST BE TAKEN TO AVOID
EXCESSIVE PRESSURE BUILDUP.
CAUTION 2: GREASE MUST BE APPLIED TO ALL
BLADES OF A PROPELLER ASSEMBLY
AT THE TIME OF LUBRICATION.
CAUTION 3: DO NOT ATTEMPT TO PUMP MORE
THAN 1 FL. OZ. (30 ML) OF GREASE
INTO THE LUBRICATION FITTING.
USING MORE THAN 1 FL. OZ. (30 ML)
OF GREASE COULD RESULT IN OVER
SERVICING OF THE PROPELLER.
VERIFY THE OUTPUT OF THE GREASE
GUN BEFORE SERVICING THE
PROPELLER.
Page 6-10
350
CAUTION 4: OVER-LUBRICATING AN ALUMINUM

HUB PROPELLER MAY CAUSE THE
GREASE TO ENTER THE HUB CAVITY,
LEADING TO EXCESSIVE VIBRATION
AND/OR SLUGGISH OPERATION.
THE PROPELLER MUST THEN BE
DISASSEMBLED TO REMOVE THIS
GREASE.
(8) Pump a maximum of 1 fl. oz. (30 ml) grease into the
lubrication fitting, or until grease emerges from the hole
where the lubrication fitting or hole plug was removed,
whichever occurs first.
NOTE: It may be necessary to use a right angle
coupler such as TE559 or equivalent, on the
grease gun to access the lubrication fittings.
(a) For all tractor or pusher propellers with clockwise
(standard) rotation when viewed from BEHIND the
aircraft, the lubrication fitting is in the ENGINE-SIDE
hub half.
(b) For all tractor or pusher propellers with counter-
clockwise (backward) rotation when viewed from
BEHIND the aircraft, the lubrication fitting is in the
CYLINDER-SIDE hub half.
TPI-MB-0358
Right Angle Coupler for Grease Gun

Figure 6-3
Page 6-11
350
(9) If a lubrication fitting (p/n A-279 or C-6349) was removed

at the beginning of this procedure, it may be reinstalled
or replaced with a lubrication hole plug (p/n 106545).
(a) Reinstall the lubrication fitting or hole plug that was
removed at the beginning of this procedure.
(b) Tighten until finger-tight, then tighten one additional
360 degree turn.
(10) Make sure that the ball of each lubrication fitting is
correctly seated.
(11) Reinstall a lubrication fitting cap on each lubrication
fitting.
C. Approved Lubricants
(1) For a list of lubricants approved for use in Hartzell
propellers, refer to the Consumable Materials chapter of
(61-01-02).
Page 6-12
350
3. Corrosion Inhibitor (Rev. 1)

A. Application Intervals
(1) The bolt-on, steel counterweights on propellers
manufactured after the release date of Service Letter
HC-SL-61-364 dated April, 3, 2020 will be coated with
corrosion inhibitor CM352 by Hartzell Propeller Inc.
during the assembly process.
(a) Corrosion inhibitor CM352 is applied to prevent
corrosion on the counterweight.
(b) Periodic re-application of the corrosion
inhibitor CM352 will provide extended protection
from corrosion.
1 Hartzell Propeller Inc. recommends
re-application of the corrosion inhibitor CM352
at regularly scheduled intervals, similar to the
lubrication interval specified in this propeller
owner’s manual.
Page 6-13
350
Bolt Wells
Bolt Heads
Spring Pin TPI-JM-000147
Applying Corrosion Inhibitor

Figure 6-4
Page 6-14
350
B. Application Procedure
Installation and Removal chapter of this manual.
CAUTION: DO NOT APPLY CORROSION
INHIBITOR CM352 ONTO ICE
PROTECTION SYSTEM COMPONENTS
(TERMINAL STRIPS, BOOTS,
HARNESSES, ETC.).
(2) Spray the corrosion inhibitor CM352 into a cup or
container, then use a soft bristled brush to apply the
corrosion inhibitor CM352 to the bolt heads, spring pins,
and bolt wells of the counterweight. Refer to Figure 6-4.
(a) Use caution when applying the corrosion
inhibitor CM352 around ice protection system
components (terminal strips, boots, harnesses, etc.).
(b) Make sure the bolt heads, spring pins, and bolt wells
are completely covered by the corrosion
inhibitor CM352.
(c) Optionally, corrosion inhibitor CM352 can be applied
to all exposed surfaces of the counterweight.
(3) Let the corrosion inhibitor CM352 cure for a minimum of
three hours before flight.
Page 6-15
350
4. Beta Feedback Block Assemblies (Rev. 1)

A. Inspection
(1) The clearance between the yoke pin and the
corresponding linkage (beta lever bushing) can become
too close due to a buildup of plating and foreign particles
between the two pieces. This can cause a binding
action, resulting in excessive wear to the carbon block
unit, low stop collar, beta ring, and/or beta linkage.
(2) Inspect the beta lever and beta feedback block assembly
interface for free movement. If there is binding, do the
following:
(a) Disconnect the beta linkage and remove the beta
feedback block assemblies from the beta ring.
(b) Using an abrasive pad, lightly polish the yoke pin to
provide adequate clearance and eliminate binding.
(c) Reinstall the beta feedback block assembly into the
beta ring.
(d) Install, adjust, and safety the beta linkage
in accordance with the craft manufacturer's
instructions.
Page 6-16
350
Beta Feedback
Block Assembly Side clearance 0.001 inch
(0.03 mm) minimum
upon installation.
Beta Ring
APS0168b
Beta Feedback Block Assembly and Beta Ring Clearance
Figure 6-5
Beta Linkage
Snap Ring Lever Yoke Unit
Cotter Pin
Clevis Pin
Carbon Block Unit
BPS0041
Beta Feedback Block Assembly

Figure 6-6
Page 6-17
350
B. Replacement of the A-3026 Carbon Block Unit in the

A-3044 Beta Feedback Block Assembly
(1) If the side clearance between the beta ring and the beta
feedback block unit exceeds 0.010 inch (0.25 mm) -
refer to Figure 6-5, replace the A-3026 carbon block unit
in accordance with Figure 6-6 and the following steps:
(a) Remove the cotter pin from the end of the clevis pin.
(b) Slide the pin from the assembly and remove and
discard the carbon block unit.
(c) Inspect the yoke for wear or cracks.
1 Replace the yoke, if necessary.
(d) Install a new carbon block unit and slide a new
clevis pin into position.
(e) Secure the clevis pin with a T-head cotter pin.
(f) Refit the carbon block in accordance with Figure 6-5.
1 Establish the required clearance by sanding the
sides of the carbon block as needed.
C. Installation of the A-3044 Beta Feedback Block Assembly
(1) Refer to the Installation and Removal chapter of this
manual for installation instructions.
Page 6-18
350
5. Aluminum Blades (Rev. 2)
WARNING: ALL NICKS, GOUGES, OR SCRATCHES OF
ANY SIZE CAN CREATE A STRESS RISER
THAT COULD POTENTIALLY LEAD TO
BLADE CRACKING. ALL DAMAGE SHOULD
BE VISUALLY EXAMINED CAREFULLY
BEFORE OPERATION FOR THE PRESENCE
OF CRACKS OR OTHER ABNORMALITIES.
CAUTION 1: BLADES THAT HAVE BEEN PREVIOUSLY

REPAIRED OR OVERHAULED MAY HAVE
BEEN DIMENSIONALLY REDUCED. BEFORE
REPAIRING SIGNIFICANT DAMAGE OR
MAKING REPAIRS ON BLADES THAT ARE
APPROACHING SERVICEABLE LIMITS,
CONTACT A CERTIFIED PROPELLER REPAIR
STATION WITH THE APPROPRIATE RATING
OR THE HARTZELL PROPELLER INC.
PRODUCT SUPPORT DEPARTMENT FOR
BLADE DIMENSIONAL LIMITS.
CAUTION 2: INSTRUCTIONS AND PROCEDURES IN THIS

SECTION INVOLVE PROPELLER CRITICAL
PARTS. REFER TO THE INTRODUCTION
CHAPTER OF THIS MANUAL FOR
INFORMATION ABOUT PROPELLER CRITICAL
PARTS. REFER TO THE ILLUSTRATED
PARTS LIST CHAPTER OF THE APPLICABLE
OVERHAUL MANUAL(S) FOR THE
IDENTIFICATION OF SPECIFIC PROPELLER
CRITICAL PARTS.
(1) Nicks, gouges, and scratches on blade surfaces or on
the leading or trailing edges of the blade, that are greater
than 0.031 inch (0.79 mm) wide or deep, must be
removed before operation.
(2) Field repair of small nicks and scratches may be
performed by qualified personnel in accordance with
FAA Advisory Circular 43.13-1B, and the procedures
specified in this section.
(3) Normal erosion (sand-blasted appearance) on the
leading edge of the blade is acceptable, and does not
require removal before further operation.
Page 6-19
350
B. Repair of Nicks and Gouges

(1) Local repairs may be made using files, electrical or air
powered equipment. Use emery cloth, scotch brite, and
crocus cloth for final finishing.
CAUTION 1: ANY REPAIR THAT INVOLVES COLD
WORKING THE METAL, RESULTING
IN CONCEALMENT OF A DAMAGED
AREA, IS NOT PERMITTED. A STRESS
CONCENTRATION MAY EXIST THAT
CAN RESULT IN A BLADE FAILURE.
CAUTION 2: SHOT PEENED BLADES ARE

IDENTIFIED WITH AN “S” IMMEDIATELY
FOLLOWING THE BLADE MODEL
NUMBER, AS DESCRIBED IN THE
DESCRIPTION AND OPERATION
CHAPTER OF THIS MANUAL. BLADES
THAT HAVE DAMAGE IN SHOT PEENED
AREAS IN EXCESS OF 0.015 INCH
(0.38 mm) DEEP ON THE FACE OR
CAMBER OR 0.250 INCH (6.35 mm)
ON THE LEADING OR TRAILING
EDGES MUST BE REMOVED FROM
SERVICE, AND THE REWORKED AREA
SHOT PEENED BEFORE FURTHER
OPERATION. SHOT PEENING OF
AN ALUMINUM BLADE MUST BE
ACCOMPLISHED BY A CERTIFIED
PROPELLER REPAIR STATION
WITH THE APPROPRIATE RATING
IN ACCORDANCE WITH HARTZELL
ALUMINUM BLADE OVERHAUL
MANUAL 133C (61-13-33).
Page 6-20
350
2
3
Example 1
Finish repair must maintain

LOOKING AT original airfoil shape.
LEADING EDGE
Example 2 Example 3
LEADING EDGE FACE/CAMBER
2.5 Inches (63.5 mm) 2.5 Inches (63.5 mm)

= D x 10 = D x 20
0.25 Inch (6.35 mm) deep 0.13 Inch (1.38 mm) deep
LOCAL LOCAL
REPAIR REPAIR
APS6157
Repair Limitations
Figure 6-7
Page 6-21
350
(2) Calculate the area of repair using Figure 6-7 and the
following formulas:
(a) For leading and trailing edge damage:
Depth of the damage x 10. Refer to Example 2.
NOTE: The leading edge includes the first 10% of
chord from the leading edge. The trailing
edge consists of the last 20% of chord
adjacent to the trailing edge.
(b) For face and camber side damage:
Depth of damage x 20. Refer to Example 3.
(3) Repair damage to the leading or trailing edge of the
blade by removing material from the bottom of the
damaged area.
(a) Remove material from this point out to both sides of
the damage to form a smooth, blended depression
that maintains the original shape of the blade airfoil.
(4) Repair damage to the blade face or camber side by
removing material from the bottom of the damaged area.
(a) Remove material from this point out to both sides of
the damage to form a smooth, blended depression
that maintains the original shape of the blade airfoil.
(b) Repairs that form a continuous line across the blade
section (chordwise) are not permitted.
(5) After filing or sanding the damaged area, use emery
cloth to polish the area, then remove any file marks
using crocus cloth.
(6) Inspect the repaired area with a 10X magnifying glass.
(a) Be sure that no indication of the damage, file marks,
or coarse surface finish remain.
(7) If inspections show any remaining blade damage, repeat
steps (5) and (6) of this procedure until no damage
remains.
(8) After repair, Hartzell Propeller Inc. recommends
penetrant inspection of the blade in accordance with
(61-01-02).
Page 6-22
350
(9) Treat the repaired area to prevent corrosion. Properly

apply chemical conversion coating and approved paint to
the repaired area before returning the blade to service.
(a) Refer to the section, “Blade Paint Touch-Up” in this
chapter.
C. Repair of Bent Blades
CAUTION: DO NOT ATTEMPT TO
“PRE-STRAIGHTEN” A BLADE
BEFORE DELIVERY TO A CERTIFIED
PROPELLER REPAIR STATION WITH
THE APPROPRIATE RATING. THIS WILL
CAUSE THE BLADE TO BE REPLACED
BY THE REPAIR FACILITY.
(1) Repair of a bent blade or blades is considered a major
repair. This type of repair must be accomplished by a
rating, and only within approved guidelines.
Page 6-23
350
6. Blade Paint Touch-Up (Rev. 2)

(1) Blade paint touch-up on Hartzell propeller blades may
be permitted when performed in accordance with the
instructions in this section.
(a) Aluminum Blades Only:
1 Blade paint touch-up is permitted for any size
area on an aluminum blade.
B. Paint
(1) The paints listed in Table 6-1 have been tested by
Hartzell Propeller Inc. and are recommended for blade
touch-up.
(a) Alternate paints may be used for blade touch-up, but
Hartzell Propeller Inc. accepts no responsibility for
wear or adhesion-related issues.
Page 6-24
350
(2) Touch-up paint manufacturer’s contact information:

(a) Tempo Products Company
A Plasti-kote Company
1000 Lake Road
Medina, OH 44256
Tel: 800.321.6300
Fax: 216.349.4241
Cage Code: 07708
(b) Sherwin-Williams Company
Refer to the Sherwin-Williams
Product Finishes Global Finishes Group website at:
http://oem.sherwin-williams.com
Hartzell
Vendor
Vendor Color/Type Propeller Inc.
P/N
P/N
Tempo Epoxy Black A-150 A-6741-145-2
Tempo Epoxy Gray A-151 A-6741-146-2
Tempo Epoxy White (tip stripe) A-152 A-6741-147-2
Tempo Epoxy Red (tip stripe) A-153 A-6741-149-2
Tempo Epoxy Yellow (tip stripe) A-154 A-6741-150-2
Sherwin-Williams Black F75KXB9958-4311 A-6741-145-1
Sherwin-Williams Gray F75KXA10445-4311 A-6741-146-1
Sherwin-Williams Gray Metallic F75KXM9754-4311 A-6741-148-1
Sherwin-Williams White (tip stripe) F75KXW10309-4311 A-6741-147-1
Sherwin-Williams Red (tip stripe) F75KXR12320-4311 A-6741-149-1
Sherwin-Williams Yellow (tip stripe) F75KXY11841-4311 A-6741-150-1
Sherwin-Williams Silver Metallic F63TXS30880-4311 A-6741-163-1
Sherwin-Williams Silver F75KXS13564-4311 A-6741-190-1
Sherwin-Williams Bright Red 1326305 or A-6741-200-5
F63TXR16285-4311
Sherwin-Williams Bright Yellow 1326313 or A-6741-201-5
F63TXY16286-4311
Sherwin-Williams Bright Silver 1334259 A-6741-203-5
Sherwin-Williams Prop Gold F63TXS17221-4311 A-6741-204-5
Touch-up Paints
Table 6-1
Page 6-25
350
C. Procedure
WARNING: CLEANING AGENTS (ACETONE,
#700 LACQUER THINNER, AND MEK),
ARE FLAMMABLE AND TOXIC TO
THE SKIN, EYES, AND RESPIRATORY
TRACT. SKIN AND EYE PROTECTION
ARE REQUIRED. AVOID PROLONGED
CONTACT. USE IN WELL VENTILATED
AREA.
CAUTION: ANY REFINISHING PROCEDURE

CAN ALTER PROPELLER BALANCE.
PROPELLERS THAT ARE OUT
OF BALANCE MAY EXPERIENCE
EXCESSIVE VIBRATIONS WHILE IN
OPERATION.
(1) Using a clean cloth moistened with acetone,
#700 lacquer thinner, or MEK, wipe the surface of the
blade to remove any contaminants.
(2) Permit the solvent to evaporate.
CAUTION: BE SURE TO SAND/FEATHER THE
EXISTING COATINGS TO PREVENT
EXCESSIVE PAINT BUILDUP.
(3) Using 120 to 180 grit sandpaper, sand to feather the
existing coatings away from the eroded or repaired area.
(a) Erosion damage is typically very similar on all blades
in a propeller assembly. If one blade has more
extensive damage, e.g. in the tip area, sand all the
blades in the tip area to replicate the repair of the
most severely damaged blade tip. This practice is
essential in maintaining balance after refinishing.
(4) Using acetone, #700 lacquer thinner, or MEK, wipe the
surface of the blade.
(5) Permit the solvent to evaporate.
Page 6-26
350
(6) Aluminum Blades Only:

(a) Apply an approved corrosion preventative coating
to the bare aluminum surface of the blade in
accordance with the manufacturer’s instructions.
1 Oakite 31, Chromicote L-25, or Alodine 1201 are
approved chemical conversion coatings.
(7) Apply masking material to the erosion shield, anti-icing
or de-ice boot, and tip stripes, as needed.
WARNING: FINISH COATINGS ARE FLAMMABLE
RESPIRATORY TRACT. SKIN AND EYE
PROTECTION ARE REQUIRED. AVOID
PROLONGED CONTACT. USE IN A
WELL VENTILATED AREA.
CAUTION: APPLY FINISH COATING TO

UNIFORMLY COVER THE REPAIR/
EROSION. AVOID EXCESSIVE PAINT
BUILDUP ALONG THE TRAILING
EDGE TO AVOID CHANGING THE
BLADE PROFILE AND/OR P-STATIC
CHARACTERISTICS.
(8) Apply a sufficient amount of finish coating to achieve
2 to 4 mils thickness when dry.
(a) Re-coat before 30 minutes, or after 48 hours.
(b) If the paint is permitted to dry longer than four hours,
it must be lightly sanded before another coat is
applied.
(9) Remove masking material from the tip stripes and
re-apply masking material for the tip stripe refinishing if
required.
(10) Apply sufficient tip stripe coating to achieve 2 to 4 mils
thickness when dry.
(a) Re-coat before 30 minutes, or after 48 hours.
(b) If the paint is permitted to dry longer than four hours,
it must be lightly sanded before another coat is
applied.
Page 6-27
350
(11) Remove the masking material immediately from the

anti-icing or de-ice boot and tip stripes, if applicable.
(12) Optionally, perform dynamic balancing in accordance
with the procedures and limitations specified in the
Dynamic Balance section of this chapter.
7. Dynamic Balance
CAUTION 1: WHEN USING REFLECTIVE TAPE FOR
DYNAMIC BALANCING, DO NOT APPLY
THE TAPE ON EXPOSED BARE METAL OF
A BLADE. THIS WILL CAUSE MOISTURE TO
COLLECT UNDER THE TAPE AND CAUSE
CORROSION THAT CAN PERMANENTLY
DAMAGE THE BLADE.
CAUTION 2: INSTRUCTIONS AND PROCEDURES IN

CRITICAL PARTS.
A. Overview
(1) Dynamic balance is recommended to reduce vibrations
that may be caused by a rotating system (propeller and
engine) imbalance. Dynamic balancing can help prolong
the life of the propeller, engine, and the craft.
(2) Static balancing is required when an overhaul or major
repair is performed at a propeller overhaul facility.
NOTE: If static balancing is not accomplished before
dynamic balancing, the propeller may be so
severely unbalanced that dynamic balance
may not be achieved.
(3) Dynamic balance is accomplished by using an accurate
means of measuring the amount and location of the
dynamic imbalance.
(4) The number of balance weights installed must not
exceed the limits specified in this chapter.
Page 6-28
350
(5) Follow the dynamic balance equipment manufacturer’s

instructions for dynamic balance, in addition to the
specifications of this section.
NOTE: The Static and Dynamic Balance chapter of
Hartzell Propeller Inc. Standard Practices
Manual 202A (61-01-02) also contains
information about weight placement and
balancing.
B. Inspection Procedures Before Balancing
(1) Visually inspect the propeller assembly before dynamic
balancing.
NOTE: The first run-up of a new or overhauled
propeller assembly may leave a small amount
of grease on the blades and inner surface of
the spinner dome.
(a) Using a Stoddard solvent (or equivalent), completely
remove any grease on the blades or inner surface of
the spinner dome.
(b) Visually examine each propeller blade assembly for
evidence of grease leakage.
(c) Visually examine the inner surface of the spinner
dome for evidence of grease leakage.
(2) If there is no evidence of grease leakage, lubricate the
propeller in accordance with the Maintenance Practices
chapter in this manual. If grease leakage is evident,
determine the location of the leak and correct before
re-lubricating the propeller and before dynamic balancing.
(3) Before dynamic balance make a record of the number
and location of all balance weights.
Page 6-29
350
C. Modifying Spinner Bulkhead to Accommodate Dynamic

Balance Weights
CAUTION: ALL HOLE/BALANCE WEIGHT
LOCATIONS MUST TAKE INTO
CONSIDERATION, AND MUST AVOID, ANY
POSSIBILITY OF INTERFERING WITH
THE ADJACENT CRAFT, DE-ICE AND
ENGINE COMPONENTS.
(1) It is recommended that the balance weights be placed
in a radial location on aluminum spinner bulkheads that
have not been previously drilled.
(2) The radial location must be outboard of the de-ice slip
ring or bulkhead doubler and inboard of the bend where
the bulkhead creates the flange to attach the spinner
dome.
(3) Twelve equally spaced locations for weight attachment are
recommended.
(4) Install nut plates (10-32 thread) of the type used to attach
the spinner dome. This will permit convenient balance
weight attachment on the engine side of the bulkhead.
(5) Alternatively, drilling holes for use with the AN3-( ) type
bolts with self-locking nuts is acceptable.
(6) Chadwick-Helmuth Manual AW-9511-2, “The Smooth
Propeller”, specifies several generic bulkhead rework
procedures. These are acceptable providing they comply
with the conditions specified herein.
D. Placement of Balance Weights for Dynamic Balance
(1) The preferred method of attachment of dynamic balance
weights is to add the weights to the spinner bulkhead.
NOTE: Many spinner bulkheads have factory installed
self-locking nut plates provided for this purpose.
(2) If the location of static balance weights has not been
altered, subsequent removal of the dynamic balance
weights will return the propeller to its original static
balance condition.
(3) Use only stainless or plated steel washers as dynamic
balance weights on the spinner bulkhead.
Page 6-30
350
(4) Do not exceed a maximum weight per location of 0.9 oz.

(25.5 g).
NOTE: This is approximately equal to six AN970 style
washers (0.188 inch ID, 0.875 inch OD,
0.063 inch thickness) (4.78 mm ID,
22.23 mm OD, 1.60 mm thickness).
(5) Install weights using aircraft quality #10-32 or AN-3( ) type
screws or bolts.
(6) Balance weight screws attached to the spinner bulkhead
must protrude through the self-locking nuts or nut plates a
minimum of one thread and a maximum of four threads.
(7) Unless otherwise specified by the engine or craft
manufacturer, Hartzell Propeller Inc. recommends that
the propeller be dynamically balanced to a reading of
0.2 IPS, or less.
CAUTION: IF REFLECTIVE TAPE IS USED FOR
DYNAMIC BALANCING, REMOVE THE
TAPE IMMEDIATELY UPON COMPLETION.
TAPE THAT REMAINS ON THE BLADE
WILL CAUSE MOISTURE TO COLLECT
UNDER THE TAPE AND CAUSE
CORROSION THAT CAN PERMANENTLY
DAMAGE THE BLADE.
(8) If reflective tape is used for dynamic balancing, remove
the tape immediately after balancing is completed.
(9) Make a record in the logbook of the number and location
of dynamic balance weights and static balance weights,
if they have been reconfigured.
Page 6-31
350
8. Hydraulic Low Pitch Stop Setting (Rev. 1)

A. Hydraulic Low Pitch Stop Adjustment
(1) The hydraulic low pitch stop is normally set by Hartzell
Propeller Inc. in accordance with the aircraft manufacturer’s
requirements, and should not require any additional
adjustment.
(a) Adjustments may be required after maintenance or
because of aircraft variances.
1 Adjustments must be done in accordance
with the specifications found in the airframe
manufacturer’s manual.
9. Feathering Pitch Stop Settings (Rev. 1)
A. Feathering Pitch Stop Adjustment
(1) The feathering pitch stop is set by Hartzell Propeller Inc.
in accordance with the aircraft manufacturer’s
recommendations.
(2) The feathering pitch stop can only be adjusted by
Hartzell or by a certified propeller repair station with the
appropriate rating.
10. Reverse Pitch Stop Settings (Rev. 1)
A. Reverse Pitch Stop Adjustment
(1) The reverse pitch stop is set by Hartzell Propeller Inc.
recommendations.
(2) The reverse pitch stop can only be adjusted by Hartzell or
by a certified propeller repair station with the appropriate
rating.
11. Start Lock Settings (Rev. 1)
A. Start Lock Adjustment
(1) The start locks are set by Hartzell Propeller Inc.
recommendations.
(2) The start locks can only be adjusted by Hartzell or by
a certified propeller repair station with the appropriate
rating.
Page 6-32
350

A. Maintenance Information
this manual for ice protection system maintenance
information.
13. Tachometer Calibration (Rev. 1)
WARNING: OPERATION WITH AN INACCURATE
TACHOMETER CAN CAUSE RESTRICTED
RPM OPERATION AND DAMAGING HIGH
STRESSES. PROPELLER LIFE WILL
BE SHORTENED AND COULD CAUSE
CATASTROPHIC FAILURE.
(1) All engine/propeller combinations have operating
conditions at which the propeller blade stresses begin to
reach design limits.
(a) In most cases, these conditions occur above the
maximum rated RPM of the engine.
(b) Some engine/propeller combinations have certain
ranges of RPM that are less than maximum engine
speed, where stresses are at a level considered
too high for continuous operation. This results in
a restricted operating range where continuous
operation is not permitted. A placard on the
instrument panel or yellow arc on the tachometer will
inform the pilot to avoid operation in this range.
(c) In other cases, the limiting condition occurs at an
RPM only slightly above the maximum engine RPM.
(d) For these reasons, it is very important to accurately
monitor engine speed.
Page 6-33
350
(2) The accuracy of the tachometer is critical to the safe

operation of the aircraft.
(a) Some tachometers have been found to be in error by
as much as 200 RPM.
(b) Operating the aircraft with an inaccurate tachometer
could cause continued operation at unacceptably
high stresses, including repeatedly exceeding the
maximum engine RPM.
(c) Continuous operation in a restricted RPM range
subjects the propeller to stresses that are higher
than the design limits.
(d) Stresses that are higher than the design limits will
shorten the life of the propeller and could cause a
catastrophic failure.
B. Tachometer Calibration
(1) Hartzell Propeller Inc. recommends that propeller
owners/operators calibrate the engine tachometer in
accordance with the National Institute of Standards
and Technology (NIST) or similar national standard
(traceable).
(2) Contact Hartzell Propeller Inc. if the propeller was
operated in a restricted RPM range because of a
tachometer error.
Page 6-34
350
ANTI-ICE AND DE-ICE SYSTEMS - CONTENTS

1. Anti-ice System Description........................................................ 7-3
A. Overview of an Anti-ice System.......................................... 7-3
B. Components of an Anti-ice System.................................... 7-3
C. Anti-ice System Operation.................................................. 7-4
2. De-ice System Description.......................................................... 7-4
A. Overview of a De-ice System............................................. 7-4
B. Components of an De-ice System...................................... 7-5
C. De-ice System Operation................................................... 7-5
3. Operational Checks..................................................................... 7-6
A. De-ice and Anti-ice Systems............................................... 7-6
4. Troubleshooting........................................................................... 7-6
5. Periodic Inspections.................................................................... 7-6
Page 7-1
ANTI-ICE AND DE-ICE SYSTEMS Rev. 1 Mar/21
350
Page 7-2
350
1. Anti-ice System Description (Rev. 1)

NOTE: There are many configurations of anti-ice
systems. This section provides a general
overview of system operation. Consult the
airframe manufacturer’s manual for a description
of your specific anti-ice system and controls.
A. Overview of an Anti-ice System
(1) A propeller anti-ice system prevents formation of ice
on the propeller blades. The system dispenses a liquid
(usually isopropyl alcohol) onto the propeller blades.
This liquid mixes with moisture on the blades and lowers
the freezing point of the water, allowing the water/alcohol
mixture to flow off of the blades before ice forms.
(a) Anti-ice systems must be in use before ice forms.
This system is not effective for removing ice after it
has formed.
B. Components of an Anti-ice System
(1) A typical anti-ice system includes the following
components:
(a) Fluid tank, pump, slinger ring, blade mounted
anti-icing boots, and fluid dispensing tubes located
at each blade mounted anti-icing boot
Page 7-3
350
C. Anti-ice System Operation

(1) The anti-ice system is typically controlled by the pilot
using a cockpit mounted rheostat. The rheostat controls
the pump and the flow of anti-ice fluid from the fluid tank.
(2) The anti-ice fluid is pumped through airframe mounted
distribution tubing and into a rotating slinger ring that is
mounted on the rear of the propeller hub.
(3) From the slinger ring, centrifugal force pushes the
anti-icing fluid through the fluid dispensing tubes onto
the blade mounted anti-icing boots.
(4) The anti-icing boots evenly distribute the fluid along the
leading edge of the propeller blade to prevent ice from
forming.
2. De-ice System Description (Rev. 1)
NOTE: There are many configurations of de-ice
systems. This section provides a general
overview of system operation. Consult the
airframe manufacturer’s manual for a description
of your specific de-ice system and controls.
A. Overview of a De-ice System
(1) A propeller de-ice system removes ice after it forms
on the propeller blades. The system uses electrical
heating elements to melt the ice layer next to the
blade permitting the ice to be thrown from the blade by
centrifugal force.
Page 7-4
350
B. Components of a De-ice System

(1) A typical de-ice system includes the following
components:
(a) ON/OFF switch(es), ammeter, timer or cycling unit,
slip ring, brush blocks, and blade mounted de-ice
boots.
C. De-ice System Operation
(1) The de-ice system is controlled by the pilot using a
cockpit control switch. When this switch is ON, electrical
power is supplied to the de-ice system.
(a) Some systems may have additional controls to
adjust for different icing conditions.
1 A mode selector switch lets the pilot set the
cycling speed for heavy or light icing conditions.
2 For twin engine aircraft, a full de-ice mode
switch lets the pilot de-ice both propellers
simultaneously. This switch is used when ice
builds up on the propeller before the system
is turned on and may only be used for short
periods.
(2) The ammeter indicates current draw by the system. It
is typically located near the de-ice system switches.
The ammeter may indicate total system load, or in twin
engine aircraft, a separate ammeter may be supplied for
each propeller.
(3) The timer or cycling unit is controlled by the pilot using a
cockpit control switch. When the timer/cycling unit is ON,
power is applied to each de-ice boot (or boot segment)
in a sequential order for a preset amount of time. This
heating interval evenly de-ices the propeller.
(4) The brush block supplies electrical current to the de-ice
boot on each propeller blade via a slip ring. The brush
block is typically mounted on the engine just aft of the
propeller. The slip ring rotates with the propeller and is
typically mounted on the spinner bulkhead.
(5) The de-ice boots contain internal heating elements that
melt the ice layer from the blades when electrical current
is applied. De-ice boots are attached to the leading edge
of each blade using adhesive.
Page 7-5
350

A. De-ice and Anti-ice Systems
(1) Perform the applicable Operational Check procedure(s)
in accordance with the Check chapter in Hartzell
Propeller Inc. Ice Protection System Manual 180
(30-61-80) and/or the Aircraft Maintenance Manual.
4. Troubleshooting (Rev. 1)
(1) Refer to the applicable chapter(s) in Hartzell Propeller
Inc. Ice Protection System Manual 180 (30-61-80) to
troubleshoot malfunctions in Hartzell de-ice and anti-ice
systems.
(a) Part numbers for components used in Hartzell de-ice
and anti-ice systems are found in Hartzell Propeller
Inc. Ice Protection System Manual 180 (30-61-80).
5. Periodic Inspections (Rev. 1)
(1) Refer to the Check chapter in Hartzell Propeller Inc. Ice
Protection System Manual 180 (30-61-80) for detailed
information about inspection intervals and procedures.
Page 7-6
350
RECORDS - CONTENTS
1. Record Keeping........................................................................ 8-3
A. General............................................................................... 8-3
B. Information to be Recorded................................................ 8-3
Page 8-1
RECORDS Rev. 1 Mar/21
350
Page 8-2
350
1. Record Keeping (Rev. 1)

A. General
(1) Federal Aviation Regulations require that a record
be kept of any repairs, adjustments, maintenance,
or required inspections performed on a propeller or
propeller system.
B. Information to be Recorded
(1) Refer to Part 43 of the U.S. Federal Aviation Regulations
for a list of information that must be recorded.
(2) The logbook may also be used to record:
(a) Propeller position (on craft)
(b) Propeller model
(c) Propeller serial number
(d) Blade design number
(e) Blade serial numbers
(f) Spinner assembly part number
(g) Propeller pitch range
(h) Craft information (craft type, model, serial number
and registration number).
Page 8-3
350
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Manual No.

Propeller Owner's Manual

Lightweight Turbine Propellers

Hartzell Propeller Inc.

© 2014, 2021 - Hartzell Propeller Inc. - All rights reserved

Propellers are subject to constant vibration stresses from

Before a propeller is determined to be safe to operate on a

It is essential that the propeller is properly maintained

For operators of uncertified or experimental craft an even

Experimental craft may operate with unapproved

Inspect the propeller/blades in accordance with the

Revision 1, dated March 2021, is a major revision distributed

(This page is intentionally blank.)

Revision No. Issue Date Comments

Rev. No. Issue Date Date Inserted Inserted By

Rev. No. Issue Date Date Inserted Inserted By

RECORD OF TEMPORARY REVISIONS

TR Issue Date Inserted Date Removed

RECORD OF TEMPORARY REVISIONS

TR Issue Date Inserted Date Removed

SERVICE DOCUMENTS LIST

CAUTION 1: DO NOT USE OBSOLETE OR OUTDATED

CAUTION 2: THE INFORMATION FOR THE DOCUMENTS

Service Document Number Incorporation Rev/Date

SERVICE DOCUMENTS LIST

Service Document Number Incorporation Rev/Date

NOTE: Propeller models affected by this manual currently do

(This page is intentionally blank.)

LIST OF EFFECTIVE PAGES

Chapter Page Revision Date

(This page is intentionally blank.)

(This page is intentionally blank.)

INTRODUCTION - CONTENTS, continued

(9) The information in this manual revision supersedes data

3. Restrictions and Placards

Manual No. Available at Hartzell Propeller Inc. Manual

n/a Yes Active Hartzell Propeller Inc.

Manual 127 Yes Metal Spinner Maintenance

Manual 133C - Aluminum Blade Overhaul

Manual 148 - Composite Spinner

Manual 159 Yes Application Guide

Manual 165A Yes Illustrated Tool and Equipment

Manual 170 Yes Composite Propeller Blade

Manual 180 Yes Propeller Ice Protection System

Manual 202A Vol. 7, Yes Standard Practices Manual,

7. Safe Handling of Paints and Chemicals (Rev.1)

9. Component Life and Overhaul (Rev. 2)

(4) When a component or assembly undergoes an overhaul,

10. Damage/Repair Types (Rev. 1)

11. Propeller Critical Parts (Rev. 1)

13. Hartzell Propeller Inc. Contact Information (Rev. 2)

B. Technical Publications Department

(1) For Hartzell Propeller Inc. service literature and

14. Definitions (Rev. 4)

Annealed Softening of material due to overexposure to heat

Aviation Certified Intended for FAA or international equivalent type

Aviation Intended for aircraft/propeller applications not

Beta Operation A mode of pitch control that is directed by the

Beta Range Blade angles between low pitch and maximum