Par 8-50 Page 8-36 exhaust system. Repairs or sloppy weld beads, which protrude internally, are not acceptable since they cause local hotspots and may restrict exhaust gas flow. All repairs must meet the manufacturer’s specifications. When repairing or replacing exhaust system components, be sure that the proper hardware and clamps are used. Do not substitute steel or low-temperature self-locking nuts for brass or special high-temperature locknuts used by the manufacturer. Never reuse old gaskets or old star lock washers. When disassembly is necessary, replace gaskets with new ones of the same type provided by the manufacturer.
8-51. TURBOSUPERCHARGER. When a turbosupercharger is included, the exhaust system operates under greatly increased pressure and temperature conditions. Extra precautions should be taken in the exhaust system’s care and maintenance. During high-altitude operation, the exhaust system pressure is maintained at, or near, sea level values. Due to the pressure differential, any leaks in the system will allow the exhaust gases to escape with a torch-like intensity that can severely damage adjacent structures. A common cause of turbosupercharger malfunction is coke deposits (carbon buildup) in the waste gate unit causing erratic system operation. Excessive deposit buildups may cause the waste gate valve to stick in the closed position, causing an overboost condition. Coke deposit buildup in the turbosupercharger itself will cause a gradual loss of power in flight and a low deck pressure reading before takeoff.
Experience has shown that periodic decoking or removal of carbon deposits is necessary to maintain peak efficiency. Clean, repair, overhaul, and adjust turbosupercharger system components and controls in accordance with the applicable manufacturer’s instructions.
8-52. AUGMENTER SYSTEMS. Inspect augmenter tubes periodically for proper alignment, security of attachment, and general overall condition. Regardless of whether the augmenter tubes contain heat exchanger surfaces, they should be inspected for cracks along with the remainder of the exhaust system. Cracks can present a fire or CO hazard by allowing exhaust gases to enter nacelle, wing, or cabin areas.
8-53.–8-70. [RESERVED.]
Par 8-71 Page 8-37 SECTION 4. REPAIR OF METAL PROPELLERS
8-71. GENERAL. Reject damaged blades with model numbers which are on the manufacturer’s list of blades that cannot be repaired. Follow the propeller manufacturer’s recommendations in all cases and make repairs in accordance with the latest techniques and best industry practices.
NOTE: Title 14 CFR part 65 does not allow an Airframe and Powerplant (A&P) mechanic to perform major repairs to propellers.
8-72. STEEL BLADES. Due to the critical effects of surface injuries and their repair on the fatigue life of steel blades, all repairs must be made in accordance with the manufacturer’s instructions.
8-73. ALUMINUM PROPELLER REPAIRS. Aluminum-alloy propellers and blades with dents, cuts, scars, scratches, nicks, leading-edge pitting, etc., may be repaired, provided the removal or treatment does not materially affect the strength, weight, or performance of the blade.
Remove these damages or otherwise treat as explained below unless it is contrary to the manufacturer’s instructions or recommendations. More than one injury is not sufficient cause alone for rejection of a blade. A reasonable number of repairs per blade may be made and not necessarily result in a dangerous condition unless their location with respect to each other is such to form a continuous line of repairs that would materially weaken the blade. Suitable sandpaper or fine-cut files may be used for removing the necessary amount of metal. In each case, the area involved will be smoothly finished with #00 sandpaper or crocus cloth, and each blade from which any appreciable amount of metal has been removed will be properly balanced before it is used. Etch all repairs. To avoid removal of an excessive amount of metal, local etching should be accomplished at intervals during the process of removing suspected scratches. Upon completion of the repair, carefully inspect the entire blade by etching or anodizing. Remove all effects of the etching process with fine emery paper. Blades identified by the manufacturer as being cold-worked (shot-blasted or cold-rolled) may require peening after repair. Accomplish repair and peening operations on this type of blade in accordance with the manufacturer’s instructions.
However, it is not permissible in any case to peen down the edges of any injury wherein the operation will lap metal over the injury.
a. Flaws in Edges. Round out nicks, scars, cuts, etc., occurring on the leading edge of aluminum-alloy blades as shown in Figure 8-24 (view B). Blades that have the leading edges pitted from normal wear in service may be reworked by removing sufficient material to eliminate the pitting. In this case, remove the metal by starting a sufficient distance from the edge, as shown in Figure 8-25, and working forward over the edge in such a way that the contour will remain substantially the same, avoiding abrupt changes in contour. Trailing edges of blades may be treated in substantially the same manner. On the thrust and camber face of blades, remove the metal around any dents, cuts, scars, scratches, nicks, and pits to form shallow saucer-shaped depressions as shown in Figure 8-24 (view C). Exercise care to remove the deepest point of the injury and also remove any raised metal around the edges of the injury as shown in Figure 8-24 (view A). When repairing blades, Figures 8-26 and 8-27 show the maximum reduction in width and thickness that is allowable below the minimum dimensions required by the blade drawing and blade manufacturing specification. Beyond the 90 percent blade radius point, the blade width and thickness may be modified as per the manufacturer’s instructions.
FIGURE 8-24. METHOD OF REPAIRING SURFACE SCRATCHES, NICKS, ETC., ON
ALUMINUM-ALLOY PROPELLERS
CROSS - SECTION CROSS - SECTION
BEFORE REPAIR AFTER REPAIR A BEFORE REPAIR * AFTER REPAIR -C
SURFACE SCRATCH AFTER REPAIR -
BEFORE REPAIR SCRATCH WORKED OUT FIGURE 8-25. CORRECT AND INCORRECT METHOD OF REWORKING LEADING
EDGE OF ALUMINUM-ALLOY PROPELLERS
MAXIMUM THICKNESS OF BLADE -
SECTION IS AT A POINT APPROX- IMATELY .3 OF CORD LENGTH AS SHOWN.
3 OF CHORD LENGTH
CORRECT METHOD
- ORIGINAL
SECTION
DO NOT DESTROY MAXIMUM THICKNESS OF SECTION IF POSSIBLE.
NOTE.- A - MAINTAIN ORIGINAL RADIUS.
B - REWORK CONTOUR TO POINT OF MAXIMUM THICKNESS.
C - RADIUS IS TOO LARGE.
D - CONTOUR IS TOO BLUNT.
INCORRECT METHOD D Par 8-73
FIGURE 8-26. METHOD OF REPAIRING DAMAGED TIP OF ALUMINUM-ALLOY
PROPELLERS
•REFERENCE EDGE OF TEMPLATE
PENCIL LINE DRAWN ON BLADE AT
OUTLINE OF SELECTED STATION FOR TEMPLATE
• NEW TIP. REFERENCE.
PLAN VIEW OF BLADE WITH DAMAGED TIP.
SHEET ALUMINUM • LEADING EDGE TIP TEMPLATE. ALLI
BLADES ON THE SAME
PROPELLER MUST BE
SHORTENED EXACTLY THE SAME.
ENLARGED SIDE VIEW OF TIP OF BLADE -DOTTED LINE SHOWS SIDE VIEW
OF NEW TIP AFTER CUTTING DOWN Par 8-73 Page 8-39
FIGURE 8-27. EXAMPLE 1: DETERMINE THE REPAIR WIDTH LIMITS REDUCTION IN WIDTH AND THICKNESS - PERCENT OF BLADE SECTION 13
REDUCTIONS SHOWN ARE THE
MAXIMUM ALLOWABLE BELOW THE 10 MINIMUM DIMENSIONS REQUIRED BY
THE BLADE DRAWING AND BLADE MANUFACTURING SPECIFICATION.
8 7 5 4 2 10 20 30 40 50 60 70 80 RADIUS - PERCENT OF REPAIRED BLADE RADIUS.
a. Draw a vertical line at the value of r% = 38 on the horizontal axis.
b. Where the vertical line intersects the curve, draw a horizontal line to the right to intersect the vertical axis.
c. Read the percent reduction in width (Aw%) on the vertical axis at this intersection.
b. Shortening Blades. Shortening propeller blades is a major repair. When the removal or treatment of defects on the tip necessitates shortening a blade, shorten each blade used with it and keep such sets of blades together (see Figure 8-26 for acceptable methods). Mark the shortened blades to correspond with the manufacturer's system of model designation to indicate propeller diameter. In making the repair, it is not permissible to reduce the propeller diameter below the minimum diameter limit shown on the pertinent specification or Type Certificate Data Sheet (TCDS).
c. Straighten Propeller Blades. Never straighten a damaged propeller. Even partial straightening of blades to permit shipment to a certificated propeller repair facility may result in hidden damage not being detected and an unairworthy propeller being returned to service.
8-74. REPAIR LIMITS. The following limits are those listed in the blade manufacturing specification for aluminum-alloy blades and govern the width and thickness of new blades.
These limits are to be used with the pertinent blade drawing to determine the minimum original Par 8-73 Page 8-40
blade dimensions to which the reduction of Figure 8-27 and Figure 8-28 may be applied. When repairs reduce the width or thickness of the blade below these limits, reject the blade. The face alignment or track of the propeller should fall within the limits recommended by the manufacturer for new propellers.
FIGURE 8-28. EXAMPLE 2: DETERMINE THE REPAIR THICKNESS LIMITS REDUCTION IN WIDTH AND THICKNESS - PERCENT OF BLADE SECTION 13
REDUCTIONS SHOWN ARE THE
MAXIMUM ALLOWABLE BELOW THE 10 MINIMUM DIMENSIONS REQUIRED BY
THE BLADE DRAWING AND BLADE MANUFACTURING SPECIFICATION.
2 20 30 40 50 60 70 90 RADIUS - PERCENT OF REPAIRED BLADE RADIUS.
a. Draw a vertical line at the value of r% = 68 on the horizontal axis.
b. Where the vertical line intersects the curve, draw a horizontal line to the right to intersect the vertical axis.
c. Read the percent reduction in thickness (At%) on the vertical axis intersection 4% = 4.0
a. No repairs are permitted to the shanks (roots or hub ends) of aluminum-alloy, adjustable-pitch blades. The shanks must be within manufacturer's limits.
b. The following two examples show how to determine the allowable repair limits on aluminum-alloy blades.
(1) Example 1. Determine the blade width repair allowable (Aw) and minimum blade width limit (wı) for a blade having a diameter (d) of 10 ft 6 in. The repair location (r) is 24 in from the shank, and the original, as manufactured, blade width (w) at the repair location is
1.88 in.
Par 8-74 Page 8-41
Par 8-74 Page 8-42
(a) Step 1. Calculate the blade radius (r):
r = d/2 = (10 ft 6 in)/2 = 126/2 = 63 in
(b) Step 2. Calculate the percent of blade radius to repair (r%):
r% = r1/r x 100 = (24/63) x 100 = 38
(c) Step 3. Determine the percent reduction in width (∆w%) from Figure 8-27.
(d) Step 4. Calculate the blade width repair allowable (∆w):
∆w = (∆w %) x (w) x (0.01) = (2.5) x (1.88) x (0.01) = 0.05 in
(e) Step 5. Calculate the minimum blade width limit (w1) at the repair location:
w1 = w - ∆w = 1.88 - 0.05 = 1.83 in
(2) Example 2. Determine the blade thickness repair allowable (∆t) and minimum blade thickness limit (t1) for a blade having a diameter (d) of 10 ft 6 in. The repair location (r1) is 43 in from the shank, and the original, as manufactured, blade thickness (t) at the repair location is
0.07 in.
(a) Step 1. Calculate the blade radius (r):
r = d/2 = (10 ft 6 in)/2 = 126/2 = 63 in
(b) Step 2. Calculate the percent of blade radius to repair (r%):
r% = r/r x 100 = (43/63) x 100 = 68
(c) Step 3. Determine the percent reduction in thickness (∆t%) from Figure 8-28.
(d) Step 4. Calculate the blade thickness repair allowable (∆t):
∆t = (∆t %) x (t) (0.01) = (4.0) x (0.07) x (0.01) = 0.003 in
(e) Step 5. Calculate the minimum blade thickness limit (t1) at the repair location:
t1 = t - ∆t = 0.07 - 0.003 = 0.067 in
8-75. STEEL HUBS AND HUB PARTS. Repairs to steel hubs and parts must be accomplished only in accordance with the manufacturer’s recommendations. Welding and remachining is permissible only when covered by the manufacturer’s SBs.
8-76. PROPELLER HUB AND FLANGE REPAIR. When the fixed-pitch propeller bolt holes in a hub or crankshaft become damaged or oversized, it is permissible to make repairs by using methods (A) or (B) in Figure 8-29 or by use of aircraft standard bolts 1/16-inch larger than the original bolts. Make the repairs in accordance with the recommendations of the propeller
Par 8-76 Page 8-43 metal hub manufacturer or the engine manufacturer, as applicable. Obtain from the engine or propeller hub manufacturer suitable flange bushings with threaded or smooth bores, as illustrated in methods (A) or (B) of Figure 8-29. Drill the flange and insert the bushings as recommended by the propeller to accommodate the bushings and protect the holes with two coats of aluminum paint or other high moisture-resistant coating. Use bolts of the same size as those originally used.
Any of the following combinations may be used: (1) drilled head bolt and castellated nut,
(2) drilled head bolt and threaded bushing, or (3) undrilled bolt and self-locking nut. Where it is desirable to use oversized bolts, obtain suitable aircraft-standard bolts 1/16-inch larger than the original bolts. Enlarge the crankshaft propeller flange holes and the propeller hub holes sufficiently to accommodate the new bolts without more than 0.005-inch clearance. Such reboring will be permitted only once. Further repairs of bolt holes may be in accordance with the methods listed in (A) or (B) of Figure 8-29.
FIGURE 8-29. REPAIR OF FIXED-PITCH HUB AND PROPELLER WITH
ELONGATED OR DAMAGED BOLT HOLES NOTE: Meth od (A) or (B) is preferred over the oversized bolt method because a propeller hub flange redrilled in accordance with this latter method will always require the redrilling of all new propellers subsequently used with the redrilled flange.
8-77. CONTROL SYSTEMS. Components used to control the operation of certificated propellers should be inspected, repaired, assembled, and/or tested in accordance with the manufacturer’s recommendations. Only those repairs which are covered by the manufacturer’s
Par 8-77 Page 8-44 recommendations should be made, and only those replacement parts which are approved under part 21 should be used.
8-78. DEICING SYSTEMS. Components used in propeller deicing systems should be inspected, repaired, assembled, and/or tested in accordance with the manufacturer’s recommendations. Only those repairs which are covered by the manufacturer’s recommendations should be made, and only those replacement parts which are approved under part 21 should be used.
8-79.–8-90. [RESERVED.]
Par 8-91 Page 8-45 SECTION 5. INSPECTION OF PROPELLERS
8-91. GENERAL. All propellers, regardless of the material from which they are made, should be regularly and carefully inspected for any possible defect. Any doubtful condition, such as looseness of parts, nicks, cracks, scratches, bruises, or loss of finish, should be carefully investigated and the condition checked against repair and maintenance specifications for that particular type of propeller. Any propeller that has struck a foreign object during service should be promptly inspected for possible damage in accordance with the propeller manufacturer’s prescribed procedures and, if necessary, repaired according to the manufacturer’s instructions. If the propeller is damaged beyond the repair limits established by the propeller manufacturer and a replacement is necessary, install the same make/model approved or alternate as specified in the equipment list, applicable FAA aircraft specification, TCDS, or Supplemental Type Certificate (STC). A sample manufacturer’s propeller inspection checklist is shown in Table 8-2. It shows the items to be inspected and the inspection intervals.
TABLE 8-2. SAMPLE MANUFACTURER’S PROPELLER INSPECTION CHECKLIST Nature of Inspection Engine Operating Hours PROPELLER GROUP 50 100 500 1000
1. Inspect spinner and back plate for cracks. 0 0 0 0
2. Inspect blades for nicks and cracks. 0 0 0 0
3. Check for grease and oil leaks. 0 0 0 0
4. Lubricate propeller per the Lubrication Chart. 0 0 0 0
5. Check spinner mounting brackets for cracks. 0 0 0
6. Check propeller mounting bolts and safety (check torque if safety is broken).
0 0 0
7. Inspect hub parts for cracks and corrosion. 0 0 0
8. Rotate blades of the constant speed propeller and check for tightness in hub pilot tube.
0 0 0
9. Remove constant speed propeller and remove sludge from propeller and crankshaft.
0 0
10. Inspect complete propeller and spinner assembly for security, chafing, cracks, deterioration, wear, and correct installation.
0 0 0
11. Check propeller air pressure (at least once a month). 0 0 0 0
12. Overhaul propeller. 0
8-92. WOOD OR COMPOSITION PROPELLERS AND BLADES. Wood propellers are usually found on low-power, reciprocating engines while composition (carbon fiber or Kevlar) propellers are used on high-horsepower reciprocating and turbine engines. Due to the nature of wood, these propellers should be inspected frequently to assure airworthiness. Inspect for defects such as cracks, dents, warpage, glue failure, delamination defects in the finish, and charring of
Par 8-92 Page 8-46 the wood between the propeller and the flange due to loose propeller mounting bolts.
Composition propellers should be inspected in accordance with the propeller manufacturer’s instructions.
a. Fixed-pitch propellers are normally removed from the engine at engine overhaul periods. Whenever the propeller is removed, visually inspect the rear surface for any indication of cracks. When any defects are found, disassemble the metal hub from the propeller. Inspect the hub bolts for wear and cracks at the head and threads and, if cracked or worn, replace with new equivalent bolts. Inspect for elongated bolt holes, enlarged hub bore, and cracks inside the bore or anywhere on the propeller. Repair propellers found with any of these defects. If no defects are found, the propeller may be reinstalled on the engine. Before installation, touch up with varnish all places where the finish is worn thin, scratched, or nicked. Track and balance the propeller and coat the hub bore and bolt holes with some moisture preventive, such as asphalt varnish. In case the hub flange is integral with the crankshaft of the engine, final track the propeller after it is installed on the engine. In all cases where a separate metal hub is used, make a final balance and track with the hub installed on the propeller.
b. On new, fixed-pitch propeller installations, inspect the bolts for proper torque after the first flight and after the first 25 hours of flying. Thereafter, inspect and check the bolts for proper torque at least every 50 hours. No definite time interval can be specified since a bolt’s proper torque is affected by changes in the wood caused by the moisture content of the air where the airplane is flown and stored. During wet weather, some moisture is apt to enter the propeller wood through the holes drilled in the hub. The wood then swells, and because expansion is limited by the bolts extending between the two flanges, some of the wood fibers become crushed. Later, when the propeller dries out during dry weather or due to heat from the engine, a certain amount of propeller hub shrinkage takes place, and the wood no longer completely fills the space between the two hub flanges. Consequently, the hub bolts become loose.
c. In-flight tip failures may be avoided by frequent inspections of the metal cap, leading-edge strip, and surrounding areas. Inspect for such defects as looseness or slipping, separation of soldered joints, loose screws, loose rivets, breaks, cracks, eroded sections, and corrosion. Inspect for separation between the metal leading edge and the cap, which would indicate the cap is moving outward in the direction of centrifugal force. This condition is often accompanied by discoloration and loose rivets. Inspect the tip for cracks by grasping it with the hand, slightly twisting about the longitudinal blade centerline, and slightly bending the tip backward and forward. If the leading edge and the cap have separated, carefully inspect for cracks at this point. Cracks usually start at the leading edge of the blade. A fine line appearing in the fabric or plastic may indicate a crack in the wood. Check the trailing edge of the propeller blades for bonding, separation, or damage.
d. Examine the wood close to the metal sleeve of wood blades for cracks extending outward on the blade. These cracks sometimes occur at the threaded ends of the lag screws and may be an indication of internal cracking of the wood. Check the tightness of the lag screws, which attach the metal sleeve to the wood blade in accordance with the manufacturer’s instructions. Inspect and protect the shank areas of composition blades next to the metal sleeve in the same manner as that used for wood blades.
Par 8-93 Page 8-47
8-93. METAL PROPELLERS AND BLADES. These propellers and blades are generally susceptible to fatigue failure resulting from the concentration of stresses at the bottoms of sharp nicks, cuts, and scratches. It is necessary, therefore, to frequently and carefully inspect them for such injuries. Propeller manufacturers publish SBs and instructions which prescribe the manner in which these inspections are to be accomplished. Additional information is also available in AC 20-37, Aircraft Propeller Maintenance.
a. Steel Blade Inspection. The inspection of steel blades may be accomplished by either visual, fluorescent penetrant (see Chapter 5), or magnetic particle inspection. The visual inspection is easier if the steel blades are covered with engine oil or rust-preventive compound.
The full length of the leading edge, especially near the tip, the full length of the trailing edge, the grooves and shoulders on the shank, and all dents and scars should be examined with a magnifying glass to decide whether defects are scratches or cracks.
b. Aluminum Propellers and Blades. Carefully inspect aluminum propellers and blades for cracks and other flaws. A transverse crack or flaw of any size is cause for rejection. Multiple deep nicks and gouges on the leading edge and face of the blade is cause for rejection. Use dye penetrant or fluorescent dye penetrant to confirm suspected cracks found in the propeller. Refer any unusual condition or appearance revealed by these inspections to the manufacturer.
c. Limitations.
(1) Corrosion may be present on propeller blades in varying amounts. Before performing any inspection process, maintenance personnel must examine the specific type and extent of the corrosion (see Chapter 6 and/or refer to AC 43-4, Corrosion Control for Aircraft).
(2) Corrosion, other than small areas (6 square inches or less) of light surface type corrosion, may require propeller removal and reconditioning by a qualified propeller repair facility. When intergranular corrosion is present, the repair can be properly accomplished only by an appropriately certificated propeller repair facility. Corrosion pitting under propeller blade decals should be removed as described in the propeller manufacturer’s SBs and applicable Airworthiness Directives (AD).
(3) Unauthorized straightening of a blade following a ground strike or other damage can create conditions that lead to immediate blade failure. These unapproved major repairs may sometimes be detected by careful inspection of the leading edges and the flat face portion of the blade. Any deviation of the flat portion, such as bows or kinks, may indicate unauthorized straightening of the blade. Sighting along the leading edge of a propeller blade for any signs of bending can provide evidence of unapproved blade straightening. Blades should be examined for any discoloration that would indicate unauthorized heating. Blades that have been heated for any repair must be rejected since only cold straightening is authorized. All blades showing evidence of unapproved repairs should be rejected. When bent propellers are shipped to an approved repair facility for inspection and repair, the propeller should never be straightened by field service personnel to facilitate shipping because this procedure can conceal damage. Propeller tip damage will sometimes lead maintenance personnel to consider removing damaged material from the blade tips. However, propellers are often manufactured with a particular diameter to minimize vibration. Unless the TCDS and both the engine and propeller manufacturers