Hartzell Propeller Inc. One Propeller Place

Total Page:16

File Type:pdf, Size:1020Kb

Hartzell Propeller Inc. One Propeller Place Hartzell Propeller Inc. One Propeller Place Piqua, Ohio 45356-2634 U.S.A. Telephone: 937.778.4200 Fax: 937.778.4215 www.hartzellprop.com Effective Date: Jan. 2, 2018 PRICES ARE SUBJECT TO CHANGE WITHOUT NOTICE INDEX Section Pages Blades 1 -- 7 De-Ice 8 -- 12 Governors 13 -- 14 Literature 15 Overhaul Kits 16 -- 19 Parts and Consumables 20 -- 77 Propellers 78 -- 90 Spinner Assemblies 91 -- 94 NOTE: To help ensure shipment of the correct part, please use the Hartzell Propeller Inc. item number when placing an order. Hartzell Propeller Inc. 2018 Price List Item Description Price effective 2018 List Price Price Code DA Item LRU Item 10151CN‐5 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,344.50 A 10151N‐8 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,344.50 A 7890K PCP:BLADE ASSY, COMPOSITE 1/1/2018 $21,585.00 A 8847N PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,344.50 A 9349N PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,344.50 A 9349N+1/2 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,344.50 A 9349N‐6.5 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,191.20 A C7690E PCP:BLADE ASSY, COMPOSITE 1/1/2018 $22,619.00 A D8292 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,079.50 A D8292B PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $6,348.30 A D8292B‐2 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $6,348.30 A D8292B‐2*1 PCP:BLADE UNIT, ALUM, 102878 1/1/2018 $6,348.30 A D8990 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,079.50 A D8990K PCP:BLADE UNIT, 4H2271‐10 BOOT 1/1/2018 $6,503.70 A D8990S PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,763.05 A D8990SK PCP:BLADE UNIT, ALUM,4H2271‐12 1/1/2018 $7,227.15 A D8990SK*1 PCP:BLADE UNIT, ALUM,4H2271‐10 1/1/2018 $7,200.90 A D9290 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,973.00 A D9290K PCP:BLADE UNIT, ALUM 4H2271‐12 1/1/2018 $6,515.76 A D9290K*2 PCP:BLADE UNIT, ALUM 103880 1/1/2018 $6,388.00 A D9327K PCP:BLADE UNIT, ALUMINUM 1/1/2018 $7,035.00 A D9383K PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,247.00 A D9390S‐1R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,336.75 A D9390SK‐1R PCP:BLADE UNIT, ALUM, 103880 1/1/2018 $6,906.90 A D9510SK PCP:BLADE UNIT, ALUMINUM 1/1/2018 $7,415.10 A D9511F PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $6,079.50 A D9511F‐2 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,079.50 A D9511FK‐2 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,709.00 A D9511FSB PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,217.05 A D9512A PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,959.00 A D9690 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,064.00 A D9690B PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,744.15 A E10477 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,774.60 A E10477K PCP:BLADE UNIT, ALUM [6,1,1] 1/1/2018 $7,208.25 A E10477SK PCP:BLADE UNIT, ALUMINUM 1/1/2018 $7,390.95 A E10950PCB PCP:BLADE ASSY, COMP, 4H3400‐1 1/1/2018 $29,673.00 A E13890K(SO) PCP:BLADE, SHIP‐OUT W/ BEARING 1/1/2018 $41,531.00 A Y E8501 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $6,177.00 A E8501‐3.5 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $6,177.00 A E8501B‐3.5 PCP:BLADE UNIT, 4H1601‐10 BOOT 1/1/2018 $6,852.30 A E8501K PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $6,590.00 A E9083SK PCP:BLADE UNIT, ALUMINUM 1/1/2018 $7,191.45 A E9193B PCP:BLADE ASSY, COMP, 4H4072‐2 1/1/2018 $33,971.00 A E9193K PCP:BLADE ASSY, COMP, 4H4072‐1 1/1/2018 $37,063.00 A E9512CB‐1 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $6,227.55 A E9512DB‐1 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $6,227.55 A E9612 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,693.10 A E9612K PCP:BLADE UNIT, 4H2271‐14 1/1/2018 $6,255.90 A F7068‐2 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,685.75 A F7282 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7391D‐3 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,881.45 A F7392*2 PCP:BLADE UNIT, ALUM [6,1,1] 1/1/2018 $4,239.90 A F7392‐1 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F7490 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,685.75 A F7495S PCP:BLADE UNIT, ALUM [6,16,11] 1/1/2018 $4,914.00 A F7496 PCP:BLADE UNIT, ALUM [6,1,11] 1/1/2018 $4,881.45 A F7496‐2 PCP:BLADE UNIT, ALUM [6,1,11] 1/1/2018 $4,881.45 A F7497 PCP:BLADE UNIT, ALUM [6,1,11] 1/1/2018 $4,239.90 A Original (1) Sales of DA Items are restricted to select operators and repair stations. Effectivity Date 1/2/2018 (2) Reference for Line Replaceable Units Page 1 Hartzell Propeller Inc. 2018 Price List F7497‐2 PCP:BLADE UNIT, ALUM [6,1,11] 1/1/2018 $4,239.90 A F7498 PCP:BLADE UNIT, ALUM [6,1,1] 1/1/2018 $4,239.90 A F7590 PCP:BLADE UNIT, ALUM [6,1,5] 1/1/2018 $5,260.50 A F7663 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7663‐2R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7663‐4 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7663‐4T PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7663‐6Q PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,604.25 A F7663A‐2R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F7663D‐2Q PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,053.65 A F7663D‐4 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,881.45 A F7663D‐6Q PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,053.65 A F7663DR PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,881.45 A F7663R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F7663R*3 PCP:BLADE UNIT, ALUM [6,16,11] 1/1/2018 $4,239.90 A F7666A PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F7666A*1 PCP:BLADE UNIT, ALUM [3,1,1] 1/1/2018 $4,239.90 A F7666A‐2 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7666A‐2R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7666A‐3R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7666A‐4 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7673DR PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,881.45 A F7691 PCP:BLADE UNIT, ALUM [1,1,5] 1/1/2018 $4,881.45 A F7691D PCP:BLADE UNIT, ALUM [1,1,5] 1/1/2018 $4,881.45 A F7691D‐1 PCP:BLADE UNIT, ALUM [1,1,5] 1/1/2018 $4,881.45 A F7693DF PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7693DF‐2 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F7693DFB PCP:BLADE UNIT,ALUM [11,15,11] 1/1/2018 $4,604.25 A F7693F PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F7693FB PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,604.25 A F7693FB*1 PCP:BLADE UNIT, ALUM [6,1,1] 1/1/2018 $4,604.25 A F7694 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F7694B PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,438.35 A F7854 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $5,659.50 A F8068 PCP:BLADE UNIT, ALUM [1,1,5] 1/1/2018 $4,239.90 A F8068*1 PCP:BLADE UNIT, ALUM [6,1,5] 1/1/2018 $4,239.90 A F8068*4 PCP:BLADE UNIT, ALUM [6,16,5] 1/1/2018 $4,239.90 A F8068+2 PCP:BLADE UNIT, ALUM [1,1,5] 1/1/2018 $4,881.45 A F8068‐2 PCP:BLADE UNIT, ALUM [1,1,5] 1/1/2018 $4,239.90 A F8068D PCP:BLADE UNIT, ALUM [6,1,5] 1/1/2018 $4,881.45 A F8459‐4 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F8459A‐4 PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F8459A‐8R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8465‐7R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F8467‐7R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F8468‐2R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F8468‐8R PCP:BLADE UNIT, ALUMINUM 1/1/2018 $4,239.90 A F8468A PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐2 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐2R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐3R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐4 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐4R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐6 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐6R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468A‐8Q PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,604.25 A F8468A‐8R PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468AR PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,239.90 A F8468D‐14 PCP:BLADE UNIT, ALUM [1,1,1] 1/1/2018 $4,357.50 A Original (1) Sales of DA Items are restricted to select operators and repair stations.
Recommended publications
  • MANUAL REVISION TRANSMITTAL Manual 146 (61-00-46) Propeller Owner's Manual and Logbook
    HARTZELL PROPELLER INC. One Propeller Place Piqua, Ohio 45356-2634 U.S.A. Telephone: 937.778.4200 Fax: 937.778.4391 MANUAL REVISION TRANSMITTAL Manual 146 (61-00-46) Propeller Owner's Manual and Logbook REVISION 3 dated June 2012 Attached is a copy of Revision 3 to Hartzell Propeller Inc. Manual 146. Page Control Chart for Revision 3: Remove Insert Page No. Page No. COVER AND INSIDE COVER COVER AND INSIDE COVER REVISION HIGHLIGHTS REVISION HIGHLIGHTS pages 5 and 6 pages 5 and 6 SERVICE DOCUMENTS LIST SERVICE DOCUMENTS LIST pages 11 and 12 pages 11 and 12 LIST OF EFFECTIVE PAGES LIST OF EFFECTIVE PAGES pages 15 and 16 pages 15 and 16 TABLE OF CONTENTS TABLE OF CONTENTS pages 17 thru 24 pages 17 thru 26 INTRODUCTION INTRODUCTION pages 1-1 thru 1-14 pages 1-1 thru 1-16 DESCRIPTION AND DESCRIPTION AND OPERATION OPERATION pages 2-1 thru 2-20 pages 2-1 thru 2-24 INSTALLATION AND INSTALLATION AND REMOVAL REMOVAL pages 3-1 thru 3-22 pages 3-1 thru 3-24 TESTING AND TESTING AND TROUBLESHOOTING TROUBLESHOOTING pages 4-1 thru 4-10 pages 4-1 thru 4-10 continued on next page Page Control Chart for Revision 3 (continued): Remove Insert Page No. Page No. INSPECTION AND INSPECTION AND CHECK CHECK pages 5-1 thru 5-24 pages 5-1 thru 5-26 MAINTENANCE MAINTENANCE PRACTICES PRACTICES pages 6-1 thru 6-36 pages 6-1 thru 6-38 DE-ICE SYSTEMS DE-ICE SYSTEMS pages 7-1 thru 7-6 pages 7-1 thru 7-6 NOTE 1: When the manual revision has been inserted in the manual, record the information required on the Record of Revisions page in this manual.
    [Show full text]
  • Propeller Operation and Malfunctions Basic Familiarization for Flight Crews
    PROPELLER OPERATION AND MALFUNCTIONS BASIC FAMILIARIZATION FOR FLIGHT CREWS INTRODUCTION The following is basic material to help pilots understand how the propellers on turbine engines work, and how they sometimes fail. Some of these failures and malfunctions cannot be duplicated well in the simulator, which can cause recognition difficulties when they happen in actual operation. This text is not meant to replace other instructional texts. However, completion of the material can provide pilots with additional understanding of turbopropeller operation and the handling of malfunctions. GENERAL PROPELLER PRINCIPLES Propeller and engine system designs vary widely. They range from wood propellers on reciprocating engines to fully reversing and feathering constant- speed propellers on turbine engines. Each of these propulsion systems has the similar basic function of producing thrust to propel the airplane, but with different control and operational requirements. Since the full range of combinations is too broad to cover fully in this summary, it will focus on a typical system for transport category airplanes - the constant speed, feathering and reversing propellers on turbine engines. Major propeller components The propeller consists of several blades held in place by a central hub. The propeller hub holds the blades in place and is connected to the engine through a propeller drive shaft and a gearbox. There is also a control system for the propeller, which will be discussed later. Modern propellers on large turboprop airplanes typically have 4 to 6 blades. Other components typically include: The spinner, which creates aerodynamic streamlining over the propeller hub. The bulkhead, which allows the spinner to be attached to the rest of the propeller.
    [Show full text]
  • Aircraft Service Manual
    Propeller Technical Manual Jabiru Aircraft Pty Ltd JPM0001-1 4A482U0D And 4A484E0D Propellers Propeller Technical Manual FOR 4A482U0D and 4A484E0D Propellers DOCUMENT No. JPM0001-1 DATED: 1st Feb 2013 This Manual has been prepared as a guide to correctly operate & maintain Jabiru 4A482U0D and 4A484E0D propellers. It is the owner's responsibility to regularly check the Jabiru web site at www.jabiru.net.au for applicable Service Bulletins and have them implemented as soon as possible. Manuals are also updated periodically with the latest revisions available from the web site. Failure to maintain the propeller, engine or aircraft with current service information may render the aircraft un-airworthy and void Jabiru’s Limited, Express Warranty. This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled. Should you have any questions or doubts about the contents of this manual, please contact Jabiru Aircraft Pty Ltd. This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled. ISSUE 1 Dated : 1st Feb 2013 Issued By: DPS Page: 1 of 32 L:\files\Manuals_For_Products\Propeller_Manuals\JPM0001-1_Prop_Manual (1).doc Propeller Technical Manual Jabiru Aircraft Pty Ltd JPM0001-1 4A482U0D And 4A484E0D Propellers 1.1 TABLE OF FIGURES ............................................................................................................................................. 3 1.2 LIST OF TABLES .................................................................................................................................................
    [Show full text]
  • Hydromatic Propeller
    HYDROMATIC PROPELLER International Historic Engineering Landmark Hamilton Standard The American Society of A Division of United Technologies Mechanical Engineers Windsor Locks, Connecticut November 8, 1990 Historical Significance The text of this International Landmark Designation: The Hamilton Standard Hydromatic propeller represented INTERNATIONAL HISTORIC MECHANICAL a major advance in propeller design and laid the groundwork ENGINEERING LANDMARK for further advancements in propulsion over the next 50 years. The Hydromatic was designed to accommodate HAMILTON STANDARD larger blades for increased thrust, and provide a faster rate HYDROMATIC PROPELLER of pitch change and a wider range of pitch control. This WINDSOR LOCKS, CONNECTICUT propeller utilized high-pressure oil, applied to both sides of LATE 1930s the actuating piston, for pitch control as well as feathering — the act of stopping propeller rotation on a non-functioning The variable-pitch aircraft propeller allows the adjustment engine to reduce drag and vibration — allowing multiengined in flight of blade pitch, making optimal use of the engine’s aircraft to safely continue flight on remaining engine(s). power under varying flight conditions. On multi-engined The Hydromatic entered production in the late 1930s, just aircraft it also permits feathering the propeller--stopping its in time to meet the requirements of the high-performance rotation--of a nonfunctioning engine to reduce drag and military and transport aircraft of World War II. The vibration. propeller’s performance, durability and reliability made a The Hydromatic propeller was designed for larger blades, major contribution to the successful efforts of the U.S. and faster rate of pitch change, and wider range of pitch control Allied air forces.
    [Show full text]
  • CRANFIELD UNIVERSITY Martin Mccarthy CONTRA-ROTATING
    CRANFIELD UNIVERSITY Martin McCarthy CONTRA-ROTATING OPEN ROTOR REVERSE THRUST AERODYNAMICS SCHOOL OF ENGINEERING MSc by Research Academic Year: 2010 - 2011 Supervisor: Dr D.G.MacManus June 2011 CRANFIELD UNIVERSITY SCHOOL OF ENGINEERING MSc by Research Academic Year 2010 - 2011 MARTIN MCCARTHY CONTRA-ROTATING OPEN ROTOR REVERSE THRUST AERODYNAMICS Supervisor: Dr D.G.MacManus June 2011 © Cranfield University 2011. All rights reserved. No part of this publication may be reproduced without the written permission of the copyright owner. ABSTRACT Reverse thrust operations of a model scale Contra-Rotating Open Rotor design were numerically modelled to produce individual rotor thrust and torque results comparable to experimental measurements. The aims of this research were to develop an understanding of the performance and aerodynamics of open rotors during thrust reversal operations and to establish whether numerical modelling with a CFD code can be used as a prediction tool given the highly complex flowfield. A methodology was developed from single rotor simulations initially before building a 3D‘frozen rotor’ steady-state approach to model contra-rotating blade rows in reverse thrust settings. Two different blade pitch combinations were investigated ( β1,2 =+30˚,- 10˚ and β1,2 =-10˚,-20˚). Thrust and torque results compared well to the experimental data and the effects of varying operating parameters, such as rpm and Mach number, were reproduced and in good agreement with the observed experimental behaviour. The main flow feature seen in all the reverse thrust cases modelled, both single rotor and CROR, is a large area of recirculation immediately downstream of the negative pitch rotor(s).This is a result of a large relative pressure drop region generated by the suction surfaces of the negative pitch blades.
    [Show full text]
  • Operator's Manual, V4.Docx, Printed on 13/2/13
    Airmaster Propellers Ltd Ph: +64 9 833 1794 Airmaster Propellers Ltd 20 Haszard Rd, Massey Fax: +64 8326 7887 PO Box 374, Kumeu Email: [email protected] High Performance Propeller Systems Auckland, New Zealand Web: www.propellor.com AP3 SERIES AND AP4 SERIES CONSTANT SPEED PROPELLER OPERATOR’S MANUAL AP3&4 Series Operator's Manual, V4.Docx, printed on 13/2/13. OM3 r4 AP3&4 Series Operator's Manual Page 2 Revision control Revision Change Approved Date 1 Initial release MJE 21Dec2001 2 Content revision MJE 18Oct2006 3 Inclusion of 4 series MJE 12Feb2010 4 Inclusion of reversing models MJE 21Jan2013 OM3 r4 AP3&4 Series Operator's Manual Page 3 TABLE OF CONTENTS TABLE OF CONTENTS ...................................................................................................... 3 LIST OF FIGURES .............................................................................................................. 6 CHAPTER 1. INTRODUCTION ........................................................................................ 7 Part 1.1. Introduction .......................................................................................... 7 Part 1.2. Use of This Manual .............................................................................. 7 Part 1.3. Warnings, Cautions and Notes ........................................................... 7 CHAPTER 2. PHYSICAL DESCRIPTION ........................................................................ 8 Part 2.1. Description of AP3xx & AP4xx Series Propellers ............................. 8 Part
    [Show full text]
  • SENSENICH THREE BLADE COMPOSITE AIRCRAFT PROPELLER INSTALLATION and OPERATION INSTRUCTIONS for UL POWER ENGINES DOC#: 3E0 Installation Instructions Rev0 6/16/17
    2008 Wood Court Plant City, FL 33563 USA Phone (813)752-3711 Fax (813)752-2818 Composite Aircraft Propellers http://www.sensenich.com/ SENSENICH THREE BLADE COMPOSITE AIRCRAFT PROPELLER INSTALLATION AND OPERATION INSTRUCTIONS FOR UL POWER ENGINES DOC#: 3E0 Installation_Instructions_Rev0 6/16/17 ATTENTION Failure to follow these instructions will void all warranties, expressed and implied. Mounting difficulties, vibration, and/or failure can result with improper assembly of the propeller blades and hub parts. CAUTION Rotating propellers are particularly dangerous. Extreme caution must be exercised to prevent severe bodily injury or death. TABLE OF CONTENTS Propeller Packing List – 3E0 2 FIG 1. Propeller Assembly 2 Propeller Description and Features 3 Required Tools 3 Propeller Installation 4 FIG 2. Nord-Lock Lock Washer 4 FIG 3. Pitch Setting Gage 4 Re-pitching 5 Propeller Removal 6 Propeller Performance 6 Pitch Notes and Limitations 6 Tachometer Inspection 7 TABLE 1: Installation Torque for Mounting and Clamping Hardware 7 TABLE 2: Approved Engine / Propeller Combinations and Limitations 7 Instructions for Continued Airworthiness (ICA) 8 Inspections 9 Repair s 11 FIG 4. Minor Hub Repair Limits 12 Limited Warranty 12 Propeller Logbook 13 3E0_Installation_Instructions_Rev0-ode-2017-12- 11.docx 1 PACKING LIST FOR 3E0 INSTALLATION WITH CONTINENTAL THREADED FLANGE BUSHINGS Item Description Qty Item Description Qty 1 Hub Mount Half 1 5 Clamp Bolts 3/8”-24 x 1.75” 6 2 Inner Mount Bolts 3/8”-24 x 1.75” 3 6 Locking Washer NL3/8”SP Nord-lock 12 3 Composite Blades 3 7 Outer Mount Bolt 3/8”-24 x 4.50” 3 4 Hub Cover Half 1 FIGURE 1.
    [Show full text]
  • OX-5S to Turbo-Compounds: a Brief Overview of Aircraft Engine Development by Kimble D
    OX-5s to Turbo-Compounds: A Brief Overview of Aircraft Engine Development By Kimble D. McCutcheon During the period between the World Wars, aircraft POWER-TO-WEIGHT RATIO engines improved dramatically and made possible Secondly, aircraft engines must produce as much power unprecedented progress in aircraft design. Engine as possible while weighing as little as possible. This is development in those days, and to a large extent even usually expressed in terms of pounds per horsepower today, is a very laborious, detailed process of building an (lb/hp). One way to make an engine more powerful is to engine, running it to destruction, analyzing what broke, make it bigger, but this also makes it heavier. Moreover, designing a fix, and repeating the process. No product if you shave away metal to make it lighter, parts start to ever comes to market without some engineer(s) having crack, break, and generally become less reliable. You spent many long, lonely, anxious hours perfecting that can see the conflicting objectives faced by the engineer. product. This is especially true of aircraft engines, which Another option is to get more power from a given size. by their very nature push all the limits of ingenuity, Engine size is usually expressed in cubic inches (in³) or materials, and manufacturing processes. liters of swept volume (the volume displaced by all the Aircraft Engine Requirements and pistons going up and down). If you can make an engine Measures of Performance get more horsepower per cubic inch (hp/in), then you have made it lighter. The OX-5 displaced 503 in³, In order to compare engines, we must discuss the weighed about 390 lb and produced 90 HP (0.18 hp/in, special requirements of aircraft engines and introduce 4.33 lb/hp).
    [Show full text]
  • Design of a Variable Pitch, Energy-Harvesting Propeller for In-Flight Power Recuper- Ation on Electric Aircraft
    Design of a Variable Pitch, Energy-Harvesting Propeller for In-Flight Power Recuper- ation on Electric Aircraft J.M.F.van Neerven Technische Universiteit Delft DESIGNOFA VARIABLE PITCH, ENERGY-HARVESTING PROPELLER FOR IN-FLIGHT POWER RECUPERATION ON ELECTRIC AIRCRAFT by J.M.F.van Neerven in partial fulfillment of the requirements for the degree of Master of Science in Aerospace Engineering at Delft University of Technology, to be defended publicly on Monday November 30, 2020 at 14:00 PM. Student nr.: 4231899 Supervisor: Dr. ir. T. Sinnige Thesis committee: Dr. ir. T. Sinnige, TU Delft Prof. dr. ir. G. Eitelberg, TU Delft Prof. dr. ir. Simao Ferreira, TU Delft An electronic version of this thesis is available at http://repository.tudelft.nl/. PREFACE This research project about energy recuperation technology on electric aircraft concludes my Master of Sci- ence in Aerospace Engineering at Delft University of Technology. Energy harvesting on electric aircraft is a relatively new research area which is under rapid development, with the main aim to improve the energy per- formance of these aircraft. This report presents the findings regarding the influence a constant/variable pitch and/or RPM propeller on an electric aircraft on the overall energy consumption over a complete mission. I would like to thank several people who contributed to this achievement. First of all, I would like to thank Tomas Sinnige and Leo Veldhuis, who supervised me during the project, for providing excellent feedback and being very attentive and supportive at all times. Furthermore, I would like to thank all the basement students in the HSL for always ensuring a motivational and social study environment.
    [Show full text]
  • Federal Aviation Administration, DOT § 25.925
    Federal Aviation Administration, DOT § 25.925 speed of the engines, following the § 25.907 Propeller vibration and fa- inflight shutdown of all engines, is in- tigue. sufficient to provide the necessary This section does not apply to fixed- electrical power for engine ignition, a pitch wood propellers of conventional power source independent of the en- design. gine-driven electrical power generating (a) The applicant must determine the system must be provided to permit in- magnitude of the propeller vibration flight engine ignition for restarting. stresses or loads, including any stress (f) Auxiliary Power Unit. Each auxil- peaks and resonant conditions, iary power unit must be approved or throughout the operational envelope of meet the requirements of the category the airplane by either: for its intended use. (1) Measurement of stresses or loads [Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as through direct testing or analysis amended by Amdt. 25–23, 35 FR 5676, Apr. 8, based on direct testing of the propeller 1970; Amdt. 25–40, 42 FR 15042, Mar. 17, 1977; on the airplane and engine installation Amdt. 25–57, 49 FR 6848, Feb. 23, 1984; Amdt. for which approval is sought; or 25–72, 55 FR 29784, July 20, 1990; Amdt. 25–73, (2) Comparison of the propeller to 55 FR 32861, Aug. 10, 1990; Amdt. 25–94, 63 FR similar propellers installed on similar 8848, Feb. 23, 1998; Amdt. 25–95, 63 FR 14798, airplane installations for which these Mar. 26, 1998; Amdt. 25–100, 65 FR 55854, Sept. 14, 2000] measurements have been made.
    [Show full text]
  • Pdf/131/12/38/6357253/Me-2009-Dec4.Pdf by Guest on 01 October 2021
    • • Downloaded from http://asmedigitalcollection.asme.org/memagazineselect/article-pdf/131/12/38/6357253/me-2009-dec4.pdf by guest on 01 October 2021 For turbines of all sorts, the angle of attack makes an enormous difference. By Lee S. Langston THE CONSTANT PURSUIT FOR GAS TURBINE EFFICIENCY ON THE PART OF ENGINEERS MIGHT SEEM A LITTLE ... OBSESSIVE. But data from the ' Air Transport Association puts that obses­ sion in context: in the summer of 2008, fuel accounted for more than 35 percent of air­ line operating costs. Even in times of lower fuel costs, some 15 percent of airline operating expenses are due to fuel. So even a few percentage points of increase in fuel efficiency can be the difference between profit and bankruptcy for an airline. That's why a new turbofan engine system being developed by a small start-up company in Connecticut is generating some excitement. Analysis of this new system suggests that it could lead to as much as a 14 percent reduction in fuel con­ sumption relative to today's turbofans. Lee Langston, an ASME Fellow, is Professor Emer­ itus of the mechanical engineering department at the Un iversity of Connecticut in Storrs. He is a member and a past chair of ASME's International Gas Turbine Institute. 38 mechanical engineering I December 2009 The key to this greater efficiency is an essential but often unappreciated aspect of turbomachine design: pitch. Designers of gas turbines, wind turbines, and even airplane propellers know that no single pitch angle works best under every condition. But building machines that can change the orientation of their rapidly rotating parts is a challenge.
    [Show full text]
  • Variable Pitch Propeller for UAV-Experimental Tests
    energies Article Variable Pitch Propeller for UAV-Experimental Tests Maciej Pods˛edkowski 1,*, Rafał Konopi ´nski 1, Damian Obidowski 2 and Katarzyna Koter 1 1 Institute of Machine Tools and Production Engineering, Lodz University of Technology, 90924 Łód´z,Poland; [email protected] (R.K.); [email protected] (K.K.) 2 Institute of Turbomachinery, Lodz University of Technology, 90924 Łód´z,Poland; [email protected] * Correspondence: [email protected] Received: 1 September 2020; Accepted: 3 October 2020; Published: 10 October 2020 Abstract: Growth in application fields of unmanned aerial vehicles (UAVs) and an increase in their total number are followed by higher and higher expectations imposed on improvements in UAV propulsion and energy management systems. Most commercial vertical takeoff and landing (VTOL) UAVs employ a constant pitch propeller that forces a mission execution tradeoff in the majority of cases. An alternative solution, presented here, consists of the use of a variable pitch propeller. The paper summarizes experimental measurements of the propulsion system equipped with an innovative variable pitch rotor. The investigations incorporated characteristics of the rotor for no wind conditions and a new approach to optimize pitch settings in hover flight as a function of UAV weight and energy consumption. As UAV battery capacity is always limited, efficient energy management is the only way to increase UAV mission performance. The study shows that use of a variable pitch propeller can increase the maximal takeoff weight of the aircraft and improve power efficiency in hover, especially if load varies for different missions. The maximal thrust measured was 31% higher with respect to the original blade settings.
    [Show full text]