Operation, Maintenance Manual, and Logbook for Propeller Systems HM-5V1-B1000-A, HM-6V1-A1000-A (2018)

Page 6-10

Rev. 1 Sep/13

MAINTENANCE PRACTICES

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

B. Composite Blade Inspection Requirements

CAUTION:

MAINTAINING A GOOD LOGBOOK RECORD IS PARTICULARLY

IMPORTANT FOR COMPOSITE PROPELLER BLADES. DAMAGE

AND/OR REPAIRS MAY SUFFER FURTHER DEGRADATION

AFTER CONTINUED USE. SUCH DEGRADATION MAY BE EASILY

OVERLOOKED. IT IS IMPORTANT FOR INSPECTORS TO HAVE

ACCESS TO ACCURATE HISTORICAL DATA WHEN PERFORMING

SUBSEQUENT INSPECTIONS.

(1) Required Record-Keeping

(a) Composite blade damage and a description of its repair must be recorded

in the composite blade logbook.

(2) Maintenance Inspections

(a) Inspection procedures must be performed in accordance with this manual.
(b) Review the blade logbook records and carefully inspect areas of damage

and previously repaired areas for growth.
1

If the damaged areas have grown larger, estimate if they will be

greater than the damage limits before the next overhaul.

If this is the case, make arrangements to repair the damage at the

earliest practical time to prevent further damage to the blade.

evaluated in accordance with allowables outlined later in this section, to

determine if repairs are required before further operation.
1

Although repair of “Operable damage” is not essential before further

operation, such damage should always be repaired as soon as

possible, to avoid further degradation.

In most cases, “Inoperable damage” must be repaired before further

operation.

(3) Record the details of all damage and/or repairs in the propeller logbook.

Page 6-11

Rev. 1 Sep/13

MAINTENANCE PRACTICES

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C. Coin-Tap Inspection

CAUTION:

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 THIS MANUAL FOR THE

IDENTIFICATION OF SPECIFIC PROPELLER CRITICAL PARTS.

(1) Composite blades are inspected for delaminations and debonds by tapping the

blade with a washer-shaped metal tapper or "coin". Refer to Figure 6-3.

(2) Using a washer-shaped metal tapper, approximately 2.5 inches (64 mm)

OD x 1.25 inches (32 mm) ID x 0.25 inch (6.4 mm) thick, and weighing no less

than 3 oz. (85.05 g), tap the entire surface of the blade. If an audible change is

apparent, sounding hollow or dead, a debond or delamination is likely.

(3) “Mapping” of the area to be coin-tapped is desirable to make sure that the

entire surface is sufficiently inspected.

(a) During scheduled Hovercraft inspections, make a coin-tap inspection

within an imaginary grid or matrix consisting of 2.0 inch (51 mm) squares.

(b) A careful coin-tapping of the erosion shield is necessary because of its

size and shape.
1

Tap in a smaller grid pattern up and down the length of the erosion

shield.

Look and feel for a slight deformation of the erosion shield that may

indicate a debonded area.

If a deformation is found, use more care in that area when doing the

coin-tap inspection.

coin-tap inspection is required to define the precise area of delamination

or debond.

(d) Using a pencil, outline the suspect area to determine the approximate size

of the damage.

(4) If a debond is found, contact the Hartzell Propeller Inc. Product Support

department.

Page 6-12

Rev. 1 Sep/13

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D. Composite Blade Operable Damage

CAUTION:

ALTHOUGH A BLADE MAY CONTINUE IN SERVICE WITH

OPERABLE DAMAGE, THIS TYPE OF DAMAGE

SHOULD BE

MONITORED AND REPAIRED AT THE EARLIEST PRACTICAL

TIME TO PREVENT FURTHER DAMAGE TO THE BLADE.

(1) Operable damage is damage that does not exceed the following limits. This

type of damage will not affect the safety characteristics of the propeller.

NOTE 1

: Due to the infinite types of damage possible, not all types of damage

that can be considered operable are covered in this manual. If

there is any doubt as to operability of the blade, contact the Hartzell

Propeller Inc. Product Support department.

NOTE 2: The damage types in this chapter correspond with the numbered

damage types in the Hartzell Propeller Inc. Composite Blade

Maintenance Manual 135F (61-13-35), for consistency only. The

damage types that do not apply to the affected blades in this manual

have been omitted from this chapter.

Using “Coin-tap” Test to Check for Debond and Delamination

Figure 6-3

“Coin-tap” along entire surface

of erosion shield to check for

debond

APS0325, 0319

“Coin-tap” on composite blade

surface to check for

delamination

Page 6-13

Rev. 1 Sep/13

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Interpretation of Erosion Shield Damage

Figure 6-4

Camber side of blade

Face side of blade

Trailing edge of erosion shield

on camber side

Center line of leading

edge of the blade

Trailing edge of erosion

shield on face side

Chordwise

Lengthwise

APS6041

When calculating the area of damage and the proximity to other damage, look at the erosion

shield as a two dimensional shape, as if it were unfolded and spread flat where the face and

camber sides of the blade could be viewed at the same time.

Missing Portions of Nickel Erosion Shield (Trail Side) and Typical Cracks

Figure 6-5

Full width crack

Typical lengthwise crack

Typical chordwise crack

0.25 in. (6.3 mm)

TI-411-006A

Page 6-14

Rev. 1 Sep/13

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E. Composite Blade Operable Damage Limits

(1) For repair of damage greater than the Operable Damage Limits specified, refer

to the Hartzell Propeller Inc. Maintenance Manual for Composite Blades 135F

(61-13-35) or contact Hartzell Propeller Inc. Product Support department.

(2) Nickel Erosion Shield - Minor Deformation - Damage Type (1) - for the entire

erosion shield (refer to Figure 6-4)
(a) Operable Damage Limits:

Deformed material not associated with a crack or missing material

less than 10 percent of the leading edge radius or no more than

0.080 inch (2.03 mm) deep that is caused by impact damage or

erosion is operable.

(3) Nickel Erosion Shield - Gouge - for the entire erosion shield - Damage Type (2)

(refer to Figure 6-4)
(a) Operable Damage Limits:

The maximum permitted total accumulated area of gouges through the

erosion shield is 0.25 sq. inch (161.2 sq. mm).

The maximum permitted depth of damage to the blade surface below

the erosion shield is 0.020 inch (0.50 mm). Exposed foam is not

permitted.

This damage cannot be permanently repaired without replacement of

the erosion shield.

NOTE: The 0.020 inch (0.50 mm) below the erosion shield is two

layers of fibrous material.

(4) Nickel Erosion Shield - Area Missing Along the Trailing Edge of the Erosion

Shield - for the entire erosion shield - Damage Type (3) (refer to Figure 6-4 and

Figure 6-5)
(a) Operable Damage Limits:

Pieces of material from the trailing edge of the erosion shield may be

missing because of erosion or sanding performed during the erosion

shield installation procedure.

The missing area must be no farther than 0.25 inch (6.3 mm) from

the trailing edge of the erosion shield. Refer to Figure 6-5 for an

example of permitted missing material.

This damage cannot be permanently repaired without replacement of

the erosion shield.

Page 6-15

Rev. 1 Sep/13

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(5) Nickel Erosion Shield - Debond - Damage Type (4) (refer to Figure 6-4)

(a) Operable Damage Limits:

A maximum of 20 percent of the erosion shield may be debonded in

any 6.0 inch (153 mm) length of the erosion shield.

(6) Nickel Erosion Shield - Chordwise Crack - Damage Type (5) (refer to Figure 6-4

and Figure 6-5)
(a) Operable Damage Limits:

Two full width, chordwise cracks may not be within 6.0 inches

(153 mm) of each other.

A chordwise crack may not be within 6.0 inches (153 mm) of the

blade tip.

A chordwise crack may not be within 6.0 inches (153 mm) of the

inboard end of the erosion shield.

(7) Nickel Erosion Shield - Lengthwise Cracks (refer to Figure 6-4, Figure 6-5,

Figure 6-6, and Figure 6-7)
(a) Operable Damage Limits:

The maximum permitted length of a crack is 2.0 inches (50 mm).

Two lengthwise cracks may not be within the same linear length on the

erosion shield.

This includes cracks on opposite sides of the blade. Refer to Figure 6-8

for an example of violation of this limit.

(8) Nickel Erosion Shield - Debonds Bounded by a Lengthwise Crack - Damage

Type (7) (refer to Figure 6-4, Figure 6-5, Figure 6-7, and Figure 6-8)
(a) Operable Damage Limits:

In the area bounded by a lengthwise crack and the trailing edge

of the erosion shield, the maximum permitted area that may be

debonded is 40 percent.

Refer to Figure 6-7 for an example of a debond that is within the

permitted limits.

Refer to Figure 6-8 for an example of a debond that is greater than

the permitted limits.

For crack limits, refer to the applicable damage in 4.E.(5) and

4.E.(6).

Page 6-16

Rev. 1 Sep/13

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Acceptable Erosion Shield Debond, Non-acceptable Crack Location

Figure 6-7

APS6042

Measuring Lengthwise Crack

Figure 6-6

W10001

Measurement of

lengthwise crack

"Lengthwise crack" refers only to the length of the crack. To determine the length,

measure parallel to the pitch axis of the blade from the most inboard location to the

most outboard location.

NOTE: The bounded area of a crack extends to both edges of the erosion shield.

FACE

CAMBER

Bounded area of

crack

These two cracks are in violation of being within the same linear length. Note that the

cracks are on opposite sides of the blade

Area of debond, in the

bounded area

that is within maximum

permitted limits

Page 6-17

Rev. 1 Sep/13

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Debonds in Excess of Serviceable Damage Limits

Figure 6-8

FACE

Debonds in bounded

area exceed the permitted

limits

Bounded area

of crack

CAMBER

APS6043

Debond that does not extend to an

edge or a crack

Debond that does extend to an

edge or a crack

Page 6-18

Rev. 1 Sep/13

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(9) Nickel Erosion Shield - Debonds - Damage Type (8) (refer to Figure 6-4)

(a) Operable Damage Limits:

A maximum of 40 percent of the erosion shield may be debonded in

any 6.0 inches length (153 mm) section of the erosion shield.

(10) Nickel Erosion Shield - Debonds Bounded by Two Chordwise Cracks - Damage

Type (9) (refer to Figure 6-4)
(a) Operable Damage Limits:

Any number of chordwise cracks are permitted, even full width; but, in

each area bounded by chordwise cracks the maximum total area of

debond is 40 percent.

For crack limits, refer to the applicable damage in 4.E.(5) and

4.E.(6).

(11) Gouge or Loss of Composite Material - Outboard Region of the Blade -

Damage Type (21)
(a) Operable Damage Limits:

The maximum permitted diameter of the gouge or loss of material is

0.500 inch (12.70 mm) or an equivalent area of 0.20 sq. inch

(129 sq. mm).

The maximum permitted length of damage is 2.5 inches (63 mm).

Do not include paint when measuring the depth of a gouge or loss of

composite material.

The maximum permitted depth of a gouge or loss of composite

material is 0.020 inch (0.50 mm).

(12) Gouge or Loss of Composite Material - Inboard Region of the Blade - Damage

Type (23)
(a) Operable Damage Limits:

A gouge or loss of composite material on the inboard region of the

blade is inoperable damage. Refer to Figure 6-9. Repair is required

before further operation.

(13) Delamination - Outboard Region of the Blade - for all areas that

are not

covered by erosion screen - Damage Type (24)
(a) Operable Damage Limits:

The maximum permitted area of delamination is 2.0 square inches

(1290 sq. mm).

Page 6-19

Rev. 1 Sep/13

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Repair Regions for Composite Blades

Figure 6-9

TI-135002

"A"

Distance from the blade

tip to the inboard

region of the blade,

measured along the blade

pitch axis

Blade Model

"A"

"B"

"C"

108MH92

33.12 inches

(841.2 mm)

An Inboard Trailing Edge

Region has not been

defined for this blade

33.12 inches

(841.2 mm)

138MH91

33.12 inches

(841.2 mm)

An Inboard Trailing Edge

Region has not been

defined for this blade

33.12 inches

(841.2 mm)

Outboard

Region

"C"

Tip and Trailing Edge

Region

"B"

Inboard Trailing Edge

Region

Inboard

Region

Page 6-20

Rev. 1 Sep/13

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(14) Delamination - Inboard Region of the Blade - Damage Type (27)

(a) Operable Damage Limits:

A delamination on the inboard region of the blade is inoperable

damage. Repair is required before further operation.

(15) Split Trailing Edge - Tip and Trailing Edge Regions of the Blade - Damage

Type (28)
(a) Operable Damage Limits:

The maximum permitted depth of a split area is 0.25 inch (6.3 mm).

The maximum permitted length of a split area is 2.0 inches (50 mm).

Damaged fibers or exposed foam are not permitted. Repair should be

made as soon as practical to prevent degradation of the condition.

(16) Split Trailing Edge - Inboard Region of the Blade - Damage Type (29)

(a) Operable Damage Limits:

A split trailing edge on the inboard region of the blade is inoperable

damage. Repair is required before further operation.

(17) Crushed or Cracked Trailing Edge - Inboard Region of the Blade - Damage

Type 30)
(a) Operable Damage Limits:

A crushed or cracked trailing edge on the inboard region of the blade

is inoperable damage. Repair is required before further operation.

(18) Crushed or Cracked Trailing Edge - Outboard and Tip Regions of the Blade -

Damage Type (31)
(a) Operable Damage Limits:

The maximum permitted depth of a crushed or cracked area is

0.25 inch (6.3 mm).

The maximum permitted length of a crushed or cracked area is

2.0 inches (50 mm).

Damage should be repaired as soon as practical to prevent

degradation of the condition.

Page 6-21

Rev. 1 Sep/13

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(19) Paint Erosion - for the entire blade - Damage Type (33)

(a) Operable Damage Limits:

For areas of the blade where there is composite material, the

maximum permitted exposure of the composite material and/or of the

primer filler is 5.0 square inches (3225 sq. mm).

NOTE: This limit does not refer to the primer sealer (gray layer).
a

For areas of the blade where there is an erosion shield, paint

may be missing from the entire area of the erosion shield and

the blade is operable.

For maintenance scheduling purposes, propellers with blades

that show more than 5.0 square inches (3225 sq. mm) of paint

erosion may continue operation for an additional 250 hours or

1 (one) month, whichever occurs first.

Refer to Section 5. Painting After Repair of this chapter for blade

painting procedures.

(20) Missing Expanded Foil Mesh - Damage Type (35)

(a) Operable Damage Limits:

The expanded foil mesh may be completely missing, but the

expanded foil mesh is there to minimize damage from a lightning

strike. If a blade without expanded foil mesh is struck by lightning,

damage will be more extensive. Damage should be repaired as soon

as practical to prevent degradation of the condition.

Page 6-22

Rev. 3 Apr/17

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5. Painting After Repair

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. REFER TO THE

ILLUSTRATED PARTS LIST CHAPTER OF THE APPLICABLE

OVERHAUL MANUAL(S) FOR THE IDENTIFICATION OF SPECIFIC

PROPELLER CRITICAL PARTS.

A. General

(1) Propeller blades are painted with a durable specialized coating that is resistant

to abrasion. If this coating becomes eroded over an area of more than

10 square inches (6451.6 square mm), it is necessary to repaint the entire

blade to provide proper environmental and erosion protection. If the eroded

area is greater than 10 square inches (6451.6 square mm), contact the Hartzell

Propeller Inc. Product Support Department.

(2) For paint erosion over an area of less than 10 square inches

(6451.6 square mm), aerosol paint can be used to touch-up the blades when

the paint is applied in accordance with the section, "Painting of Composite

Blades" in this chapter.

(3) Refer to Table 6-1 for paints approved for blade touch-up.
(4) The paint manufacturers can be contacted via the information below:

Tempo Products Co.

Sherwin Williams Co.

A Plasti-Kote Company

Refer to the Sherwin-WIlliams

1000 Lake Road

Product Finishes Global Finishes

Medina, OH 44256

Group website at

Tel: 800.321.6300

http://oem.sherwin-williams.com

Fax: 216.349.4241

to find the nearest location.

Cage Code: 07708

Page 6-23

Rev. 3 Apr/17

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B. Painting of Composite Blades

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 A 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 acetone, #700 lacquer thinner, or MEK, wipe the surface of the blade to

remove any contaminants.

CAUTION:

EXCESSIVE SANDING WILL CAUSE "FUZZING" OF THE KEVLAR

MATERIAL, RESULTING IN A ROUGH FINISH.

(2) 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.

(3) Using #700 lacquer thinner or MEK, wipe the surface of the blade, and permit

the solvent to evaporate.

(4) Apply masking material for the erosion shield.

WARNING:

FINISH COATINGS ARE FLAMMABLE AND TOXIC TO THE

SKIN, EYES AND RESPIRATORY TRACT. SKIN AND EYE

PROTECTION ARE REQUIRED. AVOID PROLONGED

CONTACT. USE IN A WELL VENTILATED AREA.

CAUTION:

APPLY FINISH COATING ONLY TO THE DEGREE REQUIRED

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.

(5) Apply sufficient 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 (4) hours, it must be lightly

sanded before another coat is applied.

(6) Optionally, perform dynamic balancing in accordance with the procedures and

limitations specified in Section 6. Dynamic Balance of this chapter.

Page 6-24

Rev. 3 Apr/17

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6. Dynamic Balance

A. Overview

NOTE: 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, airframe, and

avionics.

(1) Dynamic balance is accomplished by using an accurate means of measuring

the amount and location of the dynamic imbalance.

(2) The number of balance weights installed must not be greater than the limits

specified in this chapter.

(3) Follow the Hovercraft manufacturer's or the dynamic balance equipment

manufacturer’s instructions for dynamic balance, in addition to the

specifications of this section.

NOTE: Some engine manufacturers' instructions also contain information on

dynamic balance limits.

Vendor

Color/Type

Vendor

P/N

Hartzell Propeller Inc.

P/N

Tempo

Epoxy Black

A-150

A-6741-145-2

Sherwin-Williams

Black

F75KXB9958-4311

A-6741-145-1

Approved Touch-up Paints

Table 6-1

Page 6-25

Rev. 3 Apr/17

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7. Tachometer Calibration

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.

A. All engine/propeller combinations have operating conditions at which the propeller

blade stresses begin to reach design limits.
(1) In most cases, these conditions occur above the maximum rated RPM of the

engine.

(2) 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 operator to avoid operation in this

range.

(3) In other cases, the limiting condition occurs at an RPM only slightly above the

maximum engine RPM.

(4) For these reasons, it is very important to accurately monitor engine speed.

B. The accuracy of the tachometer is critical to the safe operation of the craft.

(1) Some tachometers have been found to be in error by as much as 200 RPM.
(2) Operating the craft with an inaccurate tachometer could cause continued

operation at unacceptably high stresses, including repeatedly exceeding the

maximum engine RPM.

(3) Continuous operation in a restricted RPM range subjects the propeller to

stresses that are higher than the design limits.

(4) Stresses that are higher than the design limits will shorten the life of the

propeller and could cause a catastrophic failure.

C. 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 it is determined that a propeller was operated

in a restricted RPM range because of a tachometer error.

Page 7-3

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

1. Introduction

A. Record every inspection, maintenance action, and repair operation on the applicable

pages of this chapter.

B. All entries must be made in the section of the chapter that corresponds to the

component being addressed.

C. The following entries must be completed for the propeller assembly:

(1) The

Hovercraft

manufacturer must record serial numbers and revision letter of

all new component parts at the time of installation.

(2) The operator must record serial number, revision letter, and date of all

replacement components.

(3) Service History cards must be maintained for the following components:

(a) Aluminum Hub
(b) Composite Blades

D. This Records chapter contains a section for the propeller assembly, including blades.

(1) There are individual history cards for each of the major serialized components

of the propeller.

(2) Any maintenance that is performed on a component must be noted on the

component history card.

E. If a component is removed and replaced, the component history card must be

removed from this manual and sent with the component.
(1) The component history card of the replacement component must be inserted in

this manual in the correct location.

(2) If a replacement component is installed, note the new component serial number

on the following page as a quick reference.

Blade Damage Repair Sheets

NOTE

: The use of the Blade Damage Repair Sheets in this chapter is at the

discretion of the user.

Page 7-5

Rev. 1 Sep/13

RECORDS

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PROPELLER SYSTEM INSTALLATION HISTORY

PROPELLER MODEL NO:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PROPELLER S/N: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INSTALLED ON ENGINE SERIAL NO. AND LOCATION

1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INSTALLED ON HOVERCRAFT MODEL:

1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

OPERATOR

NAME AND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADDRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page 7-7

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

New/Date

Replaced/Date

PROPELLER ASSEMBLY COMPONENT CONTROL CARD

Propeller Model No. _______________ Propeller Serial No. ____________________

Blade Design

____________________

Hub Part No.

Hub Serial No.

Fork Part No.

Fork Serial No.

Blade No. 1 Serial No.

P/C/Knob Dash No./Serial No.

Blade No. 2 Serial No.

P/C/Knob Dash No./Serial No.

Blade No. 3 Serial No.

P/C/Knob Dash No./Serial No.

Blade No. 4 Serial No.

P/C/Knob Dash No./Serial No.

Blade No. 5 Serial No.

P/C/Knob Dash No./Serial No.

Page 7-8

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

RECORD OF SERVICE BULLETIN OR SERVICE LETTER COMPLIANCE

DATE

TSN

TSO

SERVICE BULLETIN OR SERVICE LETTER

SIGNATURE

(CERT. NO.)

CSN

CSO

Page 7-9

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

RECORD OF INSPECTIONS, REPAIRS, AND ADJUSTMENTS

DATE

TSN

TSO

DESCRIPTION OF INSPECTION REPAIR

OR ADJUSTMENT

SIGNATURE

(CERT. NO.)

CSN

CSO

Page 7-10

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

RECORD OF INSPECTIONS, REPAIRS, AND ADJUSTMENTS

DATE

TSN

TSO

DESCRIPTION OF INSPECTION REPAIR

OR ADJUSTMENT

SIGNATURE

(CERT. NO.)

CSN

CSO

Page 7-11

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

ALUMINUM HUB SERVICE HISTORY

HUB PART NO.:

HUB SERIAL NO.:

DATE NEW

INSPECTION

PROPELLER MODEL

PROPELLER SERIAL NUMBER
VISUAL INSPECTION

DYE PENETRANT
ANODIZE

SHOT PEEN

HELI-COILS REPLACED
RETENTION RADIUS REWORK

PAINT

BUSHINGS REPLACED
IN ACCORDANCE WITH MANUAL

NO.

TSN
CSN
TSO
CSO
INSPECTOR

DATE

THIS CARD IS TO ACCOMPANY THE HUB THROUGHOUT ITS SERVICE LIFE AND SHOULD REMAIN WITH THE HUB DURING OVERHAUL, REPAIR, OR WARRANTY

CLAIM.

Page 7-13

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

COMPOSITE BLADE SERVICE HISTORY

BLADE DESIGN:

BLADE SERIAL NO.:

DATE NEW

INSPECTION

NEW

O/H REP

PROPELLER MODEL

PROPELLER SERIAL NUMBER

BLADE POSITION
MAJOR REPAIRS
LEAD EDGE REPLACED

COIN TAP
RETENTION BEARING RACES

WIDTH
THICKNESS

FACE ALIGNMENT
TSN
CSN
TSO
CSO
INSPECTOR

DATE

SEVICE BULLETIN NO.:

METHOD OF COMPLIANCE

RECURS AT (date/hours)

THIS CARD IS TO ACCOMPANY THE HUB THROUGHOUT ITS SERVICE LIFE AND SHOULD REMAIN WITH THE HUB DURING OVERHAUL, REPAIR, OR WARRANTY

CLAIM.

Page 7-15

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

Record

Repairs

for

Damage

108MH92

Composite

Blade

Propeller

Blade Serial No._____________________

37.9
36

51.125

Page 7-16

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

37.9
36

51.125

Record

Repairs

for

Damage

108MH92

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-17

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

37.9
36

51.125

Record

Repairs

for

Damage

108MH92

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-18

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

37.9
36

51.125

Record

Repairs

for

Damage

108MH92

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-19

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

37.9
36

51.125

Record

Repairs

for

Damage

108MH92

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-20

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

63.125

Record

Repairs

for

Damage

138MH91

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-21

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

63.125

Record

Repairs

for

Damage

138MH91

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-22

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

63.125

Record

Repairs

for

Damage

138MH91

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-23

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

63.125

Record

Repairs

for

Damage

138MH91

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-24

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

63.125

Record

Repairs

for

Damage

138MH91

Composite

Blade

Propeller

Blade Serial No._____________________

Page 7-25

Rev. 1 Sep/13

RECORDS

OPERATION, MAINTENANCE MANUAL, AND LOGBOOK

300

63.125

Record

Repairs

for

Damage

138MH91

Composite

Blade

Propeller

Blade Serial No._____________________

Operation, Maintenance Manual, and Logbook for Propeller Systems HM-5V1-B1000-A, HM-6V1-A1000-A (2018) - page 4