Maintenance Manual-Counterweight Propellers
Maintenance Manual-Counterweight Propellers
HAMILTON STANDARD
COUNTERWEIGHT PROPELLERS
MAINTENANCE MANUAL
SECTION TOPIC
GENERAL INFORMATION
RECORD OF REVISIONS
RECORD OF TEMPORARY REVISIONS
TABLE OF CONTENTS
INTRODUCTION
GROUP ASSEMBLY PARTS LIST
NUMERICAL PARTS LIST
STANDARD PARTS LIST
SERVICE TOOLS
END OF INDEX
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ORIGINAL
As Received By
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RECORD OF REVISIONS
MFG REV
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RECORD OF TEMPORARY REVISIONS
~METAL PR OPELLE RS
Metal propellersof the detachable blade type are standard for, the Army
and Navy Air Services and within the past few years have gained a position
of predominance in the commercial f;eld. Transport operators, air-taxi services,
and private owners were quick to recognize the adaptability and dependability of
metal propellers best suited to meet their operating needs.
as
The hubs of these propellers are of the.split type machined from the highest
grade chrome vanadium steel forgings. Each forging is carefully heat-treated and
held to very close specif;cations. During machining and grinding operations, the
hubs are inspected at’ft´•equent intervals to insure the close tolerances demanded
in the ~nished product.
The blades are fabricated from~ a special alloy consisting of approximately
940/0 aluminum. Due to constantly improved forging processes and special heat
treatment, propeller blades now in general use have a tensile strength of approxi-
mately 55,000 pounds pet square inch, which is comparable to the strength of
mild steel. The weight, however, is only approximately 36~0 of the weight of steel.
Under normal usage metal propellers in use on scheduled air lines have been
found in excellent condition, with no signs of impending fatigue failure after
2500 hours service. In other cases, due to abnormal conditions such as unusually
high cruising RPM, excessive propellet´•overlap or interference, habitual operation
from cinder runways, or tough plane-engine-propeller combinations, the safe life
of the propeller has been much less.
Due to constant re~nements in design and manufacturing methodsi steady
ptogress:is being made toward the ultimate goal of 100~o reliability. THE CO-
OPERATION OF USERS OF OWR PROPELLERS IS, HOWEVER,
ESSENTIAL IN ATTAINING THIS GOAL. For example, the class of
failures known as "tip’failures" almost never occur where propellers have ade-
quate ground clearance and where cbncrete warming-up aprons and hard surface,
or good turf runways, are provided.
Where the entire surface of runways is not treated to eliminate loose stones
and cinders, and where hard surface rutning-circles are not provided, a suitable
hard surface spot or turf should be selected. The final testing of motors at full
throttle just before take-o~ can then be done without damage to the propeller
blades. Daily maintenance, and, in addition, the hazard of failures starting at nicks
or gashes in the blades, can be reduced to a minimum through proper preventa-
dve action as tegars runways.
INSTALLATION
daily as mounted on the plane. Hubs should be carefully inspected for fatigue
cracks´• which usually start at a point near theblade shoulders on the parting line.
When propellers are subj~cted to operation from cinder runways or in water
spray, the leading edges of the blades may become pitted and ragged.
~his in
time seriously affects the efficiency of the propeller by destroying the true airfoil
section. If erosion is eliminated in the early stages by means of crocus or fine
emery cloth, the blades will retain their etf;ciency for a longer period of time and
the slight affect on balance will not be noticeable in operation.
It has been found advisable for seaplane installations, where propellers.are
subiected to cdrr~osion from salt water, to smooth the blades with crocus cloth
and apply a coating of oil after each day’s flying.
Nicks and sharp dents on the leading edges, or gashes on the blade faces are
particularly dangerous as they greatly reduce the fatigue strength.at that par-
ticular point. A failure may result unless they are removed promptly. (All mars
on the surfaces of the blades are "stress raisers" and cause a stress concentration
which may raise the stress beyond the endurance limit resulting in a fatigue type
failure.)
Sharp dents and nicks or gashes may be removed locally without the necessity
for reworking the entire blade surface. (See Sketch.) A curved "rrfffe" file is
recommended for use in removing the sharp base of the nick. Fine emery cloth or
crocus should be used for polishing. Care should be taken in removing nicks from
the blade face to insure that the thickness is not than is necessary.
reduced more
~ili,
does provide sufficient clearance for the hinge pin. In this case, the bolt sides
riot
of the clamp rings should be placed at 45’0 to the shaft bore center line (oti
opposite sides) and 900 apart.
One-piece clamp rings should be placed on the hub with the bolt on the exact
center line of the hub, away from the engine.
To check the balance, the hub should be ~tted with a suitable adapter and
arbor and placed on a balancing stand and balance observed with the blades in
a horizontal position. The blades should be set at the proper angle and pulled out
f;rmly against the shoulders before clamping them into position. Unless this is
done the blades will be pulled out by dentrifugal force and the propeller become
unbalanced. With the propeller in vertical position on the balancing stand the
lower clamp for each blade should be loosened and the blade pulled to rest
against the hub shoulders. The clamps should then be tightened and horizontal
balance ag~iin checked.
To correct horizontal balance, lead may be added or removed from the con-
centric hole in the blade end. The balance should then be observed with blades
in a vertical position; if correction is necessary the clamping rings, when bolts
are located on hub center line, may be moved equally off center in the same
direction toward the light side of the blades. Movement´• of f/4 inch should be
sufficient to obtain vertical balance. When clamp ring bolts are in the 450 posi-
tion due to engine or cowling´• interfering, correct vertical balance by moving
one ring only towards the front center line for a distance which should not
exceed 1/2 inch for best results. An arrow should be stamped on the hub shell
and on the clamp ring to indicate correct location. Under no circumstances should
clamps be moved toward the hub center to effect horizontal balance.
Blade angles at the 42-inch radius (or 30-inch radius) should be alike within
.1 degree.
The "track" of the propeller may be checked by mounting the propeller on
a suitable mandrel and swinging the blades through an are of 1800. An error
in track exceeding 5~ inch should be corrected. Excessive error in track will
result in dynamic unbalance.
inspection and re~nishitig of the blades. Propellers operated under abnormal condi-
tions resulting in damage to blades due to pick up from cinder runways, etc., will
require more frequent servicing.
For thorough inspection, the hub should be disassembled, thoroughly cleaned,
and the De Forest Magna-Flux method used to detect fatigue cracks. If the
De Forest method is not available, the hub should be carefully inspected by use
of a suitable magnifying glass.
Splines and cone seats should be carefully inspected far wear. Hubs on which
the splines are worn in excess of .002 inch should be replaced, as continued use
-~I 4 Do´•
would probably result in extensive and costly damage to the engine shaft or
propeller hub. Front cone halves should be inspected to insure that they are
matched by number. Rear cones may be lapped to secure satisfactory seat. This
work, however, should only be attempted by an authorized service station having
suitable equipment.
The blade surface (exclusive of the shank) should be lightly sanded to remove
excess of 10ro of the blade drawing dimensions, except that the outer six-inch
tip section may be modified as becomes necessary to provide a true airfoil section.
~.t:
Hue PARTING
C
B
´•Hue LINE
APPROX LS
FAI LU´•R E IN MOST CASES
APPE ARS IN LINE W rTH STI FF
SECflON OF BLADE AS SHOWN
A;f POINTS A AND B
Care should be exercised etch the shank portion of the blades, except
not to
as recommended, as this would affect the fit in the hub. A light local etch about
2" in diameter is permitted on the clamping section of the blade shank at the
c k-
critical points in line with the leading and trailing edges of the, airfoil section.
(See Points "A" and "B" on page 5.) Care should be used to remove all
traces of this local etch by polishing. Any transverse cracks are cause for rejection.
SHARP CO R NE RS TO BE
REMOVED WHEW FOUN D
HUB HUB
BLADE I 1 I 1 I BLADE
Where interference is found the top of the hub shoulder should be worked
down until interference is eliminated. Where machining facilities are not available
this work can be done by hand f;ling the hub shoulder to approximatelyinch
radius. No work should be done on the blade shank as this may result in weakness
which would impair the safety of the assembly.
petent service station using the De Forest Magna-Flux method to insure that they
are not fractured. Hubs which have been twisted or sprung in such a manner as
service stations. Where the damage is extensive, the blades must be annealed
before straightening to avoid exceeding the elastic limits of the material.
Full instructions covering this work are given in Repair Speci~cations No. 3
which are available to authorized service stations and which include a graph indi-
ad Ik
eating the maximum angle of bend which may be repaired with and without
annealing. Blades thus damaged must be rei~ormed in the annealeii condition,
then re-hear-treated to regain the tensile strength and completely refinished. Blade
repairs involving annealing and re-heat treatment should never´•be attempted,
except by the factory or certain authorized service stations in cooperation with
the Aluminum Company of America, where proper facilities for heat treatment
are available.
Blades which are bent in edge alignment must be´•annealed in a suitably
controlled furnace and straightened while hot. This work shall only be done at
the factory where adequate facilities available. After straightening, the blades
are
OPERATING ADJUSTMENTS
Under normal conditions, propeller blade angles shoul;l be adjusted to pro-
vide the rated engine r.p.m. and horsepower in full throttle level flight. For heavily
loaded p‘Ianes and for some special purposes the blade angles may be reduced to
give an additional 570 increase in r.p.m. allowable by Department of Commerce
Regulations.
Under certain circumstances it may be desirable to hold the engine below the
r.p.m. that is normal for a given throttle opening by increasing the blade pitch.
Care must be exercised, however, that cylinder pressures are not thereby increased
to a point where engine life and reliability are sacrificed to a material degree. The
advice of the engine manufacturer should be secured as to the safe limit in each
case.
above.
It is often desirable for the operator to have a rough check on the suitability
of a propeller for the plane and engine on which it is being used. In general
practice the angle of attack of the propeller at full throttle level Aight should
be between one and three degrees when obtaining the rated r.p.m. This may be
checked in the following manner:
Hubs are provided with a scale marked in degrees. This scale indicates the
pitch angle at a point 42 inches from the crank-shaft axis for propellers greater
than 7’ 5" in diameter ahd at the ~O-inch radius for propellers of this, or less,
diameter. To find the angle of attack, divide the maximum speed of the plane
in m.p.h. by the rated engine r.p.m., and multiply by four. This
figure represents
the tangent of the angle of advance at the 42-inch radius. The corresponding
angle of advance may be obtained from a’table of tangents.To find the angle
of angle of advance from the blade setting asindicated by
attack, subtract the the
the hub marking after blade angles have been adjusted to give rated engine
r.p.m. in full throttle level flight. Should the
than 7/ 6"- in
propeller be less
diameter, it is necessary to find the tangent of 30-inch radius.
the angle at the
This may be done by multiplying the tangent as found for the 42-inch radius by
7/5. The corresponding angle of advance is then obtained and compared with the
indicated blade settitlg. The angle of attack is the difference as b;efore. If the
angle of attack is greater than three degrees, it is usually an indication that the
propeller diameter is too small, while if less than one degree it usually indkates
that the diameter is Coo large. There are, of course, exceptions to this rule which
is intended to give only a rough, but practical, estimate as to whether a replace-
ment propeller is operating efficientIy. The plane manufacturer’s recommendations
VIBRATION
The question of vibration in´• the power plant, propeller and mounting, is
deserving of serious consideration. One, but only one, of the obvious causes is
the propeller.
The propeller may cause vibration- by being either out of dynamic or aero-
dynamic balance. Hamilton Standard propellers are so designed and constructed
that the centers of gravity of all the sections lie in a straight line so that- if they
are in static balance they are also in dynamic balance. Static balance may be readily
SERViCE DEPARTMENT
~d ~s-
02
COU TVT E IP~ IGb ~HT
r~
NO. llOD
Published By
Hamilton Standard
MFG REV
NO DESCRIPTION ISSUE DATE ATP REV DATEI INSERTED BY
RECORD OF TEMPORARY RFVISIONS
"i~b
TEMP ATP REV INSERT DATE REV REMOVE
REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
TABLE OF CONTEMTS
.i
i. INTRODUCTION 1~ 5´•.~ ~Model 2E40. 42 i
a. Installation Pt;ocedure. 421
Iri DESCRIPTION 2
(I)´•Propellers Withdut Spring
1.´• General Description. _2 Return Assembly. 42
a.´• General; (2) Propellers With Spring Re-
(1 Hub’Alsembly, 2 turn Assembly. 44
(2) Blade As~embly. 2’ b. Adjustments. 44
b, Basic Operating Principles. 21’ E. Removal Procedure.
c. Model Designation System. ’3’
6. Nodel-3D40.
2.
(1) Hub Assembly.
(2) Blade Assembly.
Detailed Description,
3:
4
7. Model 3E50.
OPERATION
3agI 42
46)
i
Model 2D30. 1 4~
a.
li’;’Princip!es of Operation; 46
(1) CrankcaseBreathing Typo. ´•´•O
a. .Prop;e!lers Without Spring Re-
(2) Shaft Breathing TyPr. 12
::.j tLm Assembly. 46
b. Model 21120. 12
:(1) General..
(I) CrankcaseBreathing Type. 12
(2) Controllable Type. 46!
/2) Sh.ft Bre.rhing ’I~ype. Ib (3) Const.aL Speed rype. 46
c. Model 12D40. 14 b. Propellers With Spring Return
d. Model 2E40.
Assembly. ;.1 49]
(1) Propellers Without Spring
2. Operation Instructions. 49 i
Return Assembly. 16
a. Ground Tests. 49 1
(2) Propellers With Spring Re-
b. Flight Tests. ~iZO1
turn Assembly. Isj
e. Model 3D40. 20
(1) Take-Off. iO
Without Spring
(2) Cruising. 50
(1) Propellers
(f).Fixed Pifch Operation. 50
Return AssPmbly. 20
(4) Power Descent. 50;
(2) P.opellcr. With Spring Re:
(5) Approach and Landing. 501
turn Assembly. 20
f. Model 3E50. 20
(6) Stopping the Engine. 50
IIr. INSTALLATIO~ i
1. Service Tools Required.
1. General Preinstallation Checks. -33 2. ServiceInspection. 52j
2. Model 2D30.
a. Preflight Inspection. 12
34:
a.´•´•´•Installatidn Procedure.
bl Daily Inspection. 22
3$
c. 25-30 Hour InspecCion.´• 52
(I). Propellers foy. Crankcase
d. 50-60 Hour Inspection,
Breathing ]Engines. 34; ii rrJ
e. 100--120 Hour Inspection.
(2) Propelleis for Shaft Breath-
f. 200-240 Hour Inspection. 53!
ing Engines. ,i
g. Engine Change Inspection. 53
b. Adjustments. 41
h. SpecialInspeccions.
c; Removal Procedure. 42 ´•r5fi
3.’ Maintenance.
3, Model 23120.
,.421 a. Minor Blade ]Repair.
4. Model 12D40. ‘42 b.Zea~age. t
.e 54i]l
TABLE OF CONTENTS ron~inued
2. DisPsse;nbly. 1’´•.:61 75
Repair..’
ai. Model 21330. 61
a. Assembly.
Hub 75
(I)´• Disassembly of Hub. 61:
b..gllde Assembly. 83,
(2) Disassembly of Blades. 61
Relssemby. ’96:
b. .Model 21120. kz
II a. 1Modeltl)30. 96
c. Model 12D40 62
b. Model 23120. 113
d. Model 2E40. 62
c. Model 121340. 1141
e. Model 31340. 62
d. Model 2E40i 115i
f. Model 3EIO. 62
´•e. Model 3D40. 116
1. This Handbook is issued as the basic technical 4. This Handbook covers the 2B20, 2D30, 12D40,
instructions for the equipment involved. 2E40, 3D40, and 3E50 models. Because the operating
2. It includes a detailed description of parts, in- principles and the major parts of these Counterweight
stallation procedure, description of operation, service propeller models are fundamentally the same, this
instructions, and overhaul instructions for all pro- Handbook is written the most widely used model,
on´•
duction models of theCounterweight type propeller. the 2D30, and only the variations from this basic
3. The term "Counterweight" includes both the model are discussed for the other types.
controllable and cbnstant speed type of propeIle~. 5´•´• The equipment involved is manufactured by the
The controllable type is also known as the two-posi- ~Hamilton Propellers Division of United Air-
Standard
tion. A detailed discussion of these different types is craft Corporation, East Hartford, Connecticut, and
I~
driwing number which includes these only. cylinder (5) outboard. This motion is transmitted to
parts
the brackets (7) through the shaft and bearing group
(6) BRACKET COUNTERWEIGHT
GROUP.--The parts included in this group are the
(8) and the brackets are moved inward. Since the
brackets (7) are fixed to the butt end- of the blades
-bracket, index pins, the counterweight, the counter-
(9), the blades are rotated to lower
angle. If oil is
a
weight screws, the counterweight bearing inner race,
allowed to drain from the
cylinder, centrifugal force
tetainer assembly, outer race, and spacer, and the
acting on the counterweights moves the brackets (7)
adjusting sci´•ew assembly, counterweight cap, and
outward, and the blades are rotated to a higherangle.
clevis pin.
The governor controls this action and allows the
(c) CYLINDER GROUP.--The piston, piston blades to move a higher
to angle when the $ngine
gaskets, and piston gasket nut are considered part of tends to overspeed, and to a lower angle when it tends
~rhe cylinder group. The remaining parts are the to underspeed.
cylinder assembly (which consists of the cylinder it-
self, the two liners, the counterweight thrust bearing (3) If engine speed drops below the rpm for
which the governor is set, the rotational speed of the
shaft, and bushing), the counterweight thrust bear-
ing as~embly, ~the thrust washer, and the cylinder engine driven governor fly-weights (2) decreases
accordingly and the speeder spring (1) moves the
head, gasket, and lock ring. On propellers which in-
clude´• a spring return assembly, the assembly is con- pilot valve (3) downward. Oil is then supplied to the
sidered part of the cylinder group.
propeller cylinder (5) through the propeller-gov~r-
nor (4) moving the propeller cylinder (5) in an
line
(2)´•BLADE ASSEMBLY.--This assembly con-
outboard direction. This hydraulic force overrides the
sists of tile blade and thrust washers,the thrust bear-
centrifugal force of the counterweights (7), and the
ing assembly, the chafing ring, the balancing
retainer brackets are moved inward. As aresult, the blade
plug assembly, the bushing, the bushing screws, and angle is decreased and the propeller is returned to
the bushing drive pins. on-speed operation.
b. BASIC OPERATING PRINCIPLES.--The (4) If engine speed increasesabove the rpm
Counterweight type propeller may be used to operate for which the governor is set, the fly-weights(2) move
either as a controllable or constant speed propeller. outward against the force of the speeder spring (1)
a two-way valve which permits engine oil to flow ler-governor line (4), and finally into the engine
into or draill from the propeller. If an engine driven sutnp. The cylinder (5) is moved in an inboard direc-
used, the propeller will operate as a con- tion by the counterweights (7) which are moved out-
Sovernor is
~:nrlt speed installation, and engine speed will be ward by centrifllgal force. The blade angle is it~-
Secti~n II HAMILTON STANDARD PROPELLERS
Paragraph 1 SERVICE MANUAL~NO,IIOD
by a model designation system which explains in part that it describes in part the use and type of the unit.
the type and use of the propeller. The numbers and A,., example, on a blade designated as a C6167A-12,
letter group in front of the dash indicates the basic the numbers and letters indicate the following:
hub model, and the number groupwhich follows the i. The first
letter, in this case "C", indi-
dash indicates the minor modifications incorporated cates that a molded rubber fairing has been added to
in the basic model. In the model 2D30-247 propeller, the blade shank. Various styles of fairings are identi-
the numbers and letter group preceding the dash in-
6ed by changes in this letter designation.
dicates the following: 2. The first number group, "6167", is the
i. The first number, "2", is the number of basic blade design.
blades in the propeller. Counterweight type propel- 3. The letter "A" which follows the basic
lers are made with either two or three blades. blade design shows that this is a blade assembly. An
2. The letter, "D", identifies the blade assembly includes the bearing assembly, chafing ring,
shank size. Counterweight propeller blade shank sizes the bushing, the bushing drive pins, the bushing
are B, D, and E, which are approximately equivalent screws, and the balancing plug assembly. The blade
in shank diameter to SAE sizes 1, 1-1/2, and 2. assembly is sometimes considered to be the blade itself
3. The two numbers immediately preceding and the two thrust washers; however, when these
the dash, "3 0" in this case, are the SAE propeller shaft parts alone are desired, the blade assembly indicated
spline Counterweight propellers
size. are built in SAE by the designation number should be specified minus
Nos. 20, 30, 40, and 50 spline sizes. the parts which are not wanted.
4. The first dash number group following
No~e
the basic blade design number indicates the number of
In addition, one Counterweight propeller inches the propeller diameter is reduced from that of
model, the "12D40", contains the extra des- the basic design. In this
example, the basic blade de-
ignation number "1" indicating one major sign diameter has been reduced 12 inches by shor~en-
change has been incorporated in the basic
model.
ing each blade 6 inches. If the basic blade design is
used with no reduction in diameter, the.complete
(b) The numbers following the dash
group designation would be C6167A-0.
identifies the minor modifications that have been in-
(b) SPECIAL DESIGNATIONS.--To meet
corporated in the basic model. In this example, the
installation requirements, standard blade designs may
propeller is modified to a "-247" version. Propellers
"dash
be modified by telescoping or by special pitch distribu-
designed for right-hand rotation have odd
tion. The diameter of the propeller blade las mounted
numbers", and those for left-hand rotation have even
parts and assemblies by name and number which com- WIDEST STATION.--A blade which is modified by
pose the complete propeller assembly. telescoping from the cut-off station to the widest sta-
’HAMILTON STANDARD PROPELLERS Section II
SERVICE MANUAL NO. llOD Parographs 1-2
1 REAR CONE
2 BARREL ASSEMBLY
CUT-OFF
BTanIGHT
I 1 3 SPIDER
4 GREASE FIT’I;ING
5 SHIM PLATE DOWEL
6 SPIDER (PHENOLIC)IRING
7 GREASE RETAINER ASSEMBLY
TELESCCPE FROM CUT-OFF
rO WIDEST STaTION 8 SPIDER SHIM
9 SHIM PLATE
t~on is identified by the letter "T" following the blade 1 13 COUNTERWEIGHT (SMALL) DOWEL
cut-oh. In this case, each blade has a straight 24 BARREL (PHENOLIC) SUPPORT
straight
25 BARREL BOLT
cut-off of 3 inches and is telescoped 6 inches.
26 WASHER
a 10 or 15-degree total blade angle range. It has two 51 COUNTERWEIGHT BEARING RETAINER
SPACER
"D" shank blades, and is built to fit on an SAE 30
II An3USTING SCRI~V
propeller shaft. The model ZD30 is she moJr widely
used, and therefore has been selected as the basic 53 COUNTERWEIGHT ADJUSTING SCREW NUT
model in this Handbook. 1 54 COUNTERWEIGHT CAP
55 CLEVIS PIN
(1) CRANKCASE BREATHING 56 CYLINDER HEAD GASKET
TYPE. (See figure 3.) IB 57 CYLINDER HEAD
(iii, Ir
8Pi"
u
14)1(15 d
12 18
~Y
i´•ided into a hub group, a bracket 8i’ counterweight tion holding that part in place, and a groove is pro-
group, and a cylinder group; vided below this ledge for the neoprene front cone
HUB GROUP.--The hub group consists
i. packing washer which establishes the oil seal between
of the spider~ the barrel, and miscellaneous smaller the p’opeller piston and shaft. The bronze rear cone
has a single split which allows it:to’be easily fitted
parts. The spider may be considered the foundation
for the entire propeller. It is made of- heat-treated OVe’ the propeller shaft, yet fit closely to the shaft
raised segment omitted to accommodate the double Split steel ring which is inserted into a groove in the
spline on the propeller shaft. A cone seat is incorpor- Outboard end of the spider bore. Another steel ring
each end of the called the front cone spacer fits between the hub
ated at splined portion. The front cone snap
seat is at 30 degrees with the propeller axis, and the ring and the front cone, and takes up the clearance
with the´• spider body serve to locate the blades in the Shaft threads during removal of the propeller, the
barrel. Each arm has two bearing surfaces which spacer isforced against the hub snap ring by the front
match with corresponding surfaces in the blade bush- cO"e thereby starting the entire propeller off the
Shaft. The piston is fixed to the propeller shaft by a
ing. These bearings are lubricated through a small
passage which extends from inside the hollow portion piston lock ring "L" shaped in cross section. The inner
of the arm to a grease fitting located between the diameter incorporates notches that match and fit over
the Octagon on the piston. To lock the piston in place,
arms. A groove is provided just outboard of the front
cone seat to hold the hub snap ring. The. base of the cotte’ pins are through holes in the vertical
inserted
Section of the lock into matching holes in the
ring and
spider a ledge
includ~s which serves to hold the
phenolic spider ring; The barrel is the casing which Spider. A self-lubricating shim plate and a solid brass
encloses´• the hub group and´• the butt ends of the blade Shim are installed on each spider arm with the shim
assemblies. Since it is manufactured in half sections fitting against the spider arm face, and the plate be-
The halves are held together in an assembled propeller during assembly to adjust the fitof the blade bear-
by four bolts and nuts which extend through bosses ingS. Spring-load leather grease retainers fit against
the face of each spider These retainers prevent
incorporated on each half near the parting surface. arm.
The-centers of these.bolts are hollow to provide for leakage of the grease which lubricates the bearing
the lead wool used in final balancing of the propeller. surfaces between the spider arm and blade bushing.
After balancing, each bolt head is sealed with a welch 2. BRACKET 8( COUNTER~CIEIGHT
plug, and the nuts are cottered to the bolts. The bar- GROUP.-The counterweight bracket forms the con-
rel (also made of a heat-created alloy steel) carries nection between the blade and the cylinder. The inner
the high centrifugal blade loads by means of the circumference of the large circular end of the bracket
shoulders at each blade bore. The outboard barrel h,, 40 semi-circular notches, and when installed on
between the spider arms, and the 2 BLADE BALANCING PLUG ASSEMBLY
curved sections
3 WASHER
outer surface contacts the inside of the barrel. If re-
4 BLADE BALANCING
quired for vertical balance, washers are assembled WASHER
(THIN)
on one barrel support, and held in place with a screw I I LOCK WASHER
is located on the propeller shaft by two cones. The I 11 BLADE THRUST BEARING
RETAINER ASSEMBLY
steel front cone is cut in two sections which are
12 BLADE THRUST BEARING ROLLER
serially numbered and must be used as a pair. A ledge
on the cone fits over the base of the piston at installa-
Seciion II HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. llOD
bearing shaft moves, and also various holes for‘ the s SHIM PLATE DOWEL
group are completely assembled, a slot in the counter- s 16 COUNTERWEIGHT (SMALL) SCREW
COUNTERWEIGHT (LARGE)
weight holds the adjusting screw assembly consisting 117 SCREW
L8 WELCH PLUG
of the adjusting screw and a pin inserted through the
19 BARREL SUPPORT ASSEMBLY
adjusting screw. The pin prevents the screw from 20 SCREW
curning and changing the pitch setting. Two nuts, (21 WASHER
one on either end of the adjusting screw, can be moved 122 BALANCING(LEAD) WASHEIc
23 NUT
independently up or down on the screw to change
either the high or low blade angle setting. The count-
24 BARREL (PHENOLIC) SUP;3RT
25 BARREL BOLT
erweight bearing is composed of the long curved (26 WASHER
inner race, the retainer assembly, and the circular 127 BARREL BOLT NUT
outer race. The inner race fits in the cam track of 128 COTTER PIN
29 CYLINDER ASSEMBLY
che counterweight bracket, and because of its curved
30 CYLINDER(STEEL) LINER
design, it can be installed in only
position. One
one
31 CYLINDER (PHENOLIC) LINER
side of this race is slightly thicker than the other, and 32 COUNTERWEIGHT BEARING SHAFT BUSHING
the retainer assembly is offset in a similar manner. Is3 COUNTERWEIGHT BEARING SHAFT
curved line indicating the bracket cam slot outline 39 FRONT CONE SPACER
40 FRONT CONE
is stamped on its outside face. A band of steel called
41 COTTER PIN
the counterweight bearing spacer is fitted over the
42 PISTON(INBOARD) GASKET
retainer assembly in the bracket cam slot to prevent PISTON
43 (OUTBOARD) GASKET
misalignment of the bearing retainer during pitch 144 PISTON GASKET NUT
changing operation. This spacer is not used on all a 45 OIL SUPPLY PIPE PACKING WASHER
´•steel piston is turned onto the propeller shaft threads 54 COUNTERWEIGHT ADJUSTING SCREW NUT
59
1
i’
30
32) ~29
iI 31
d
I I
11 ~36
56Oii3
5051
is
0-~´•
8-~
24
s
j
place by the piston gasket nut which is threaded onto 2 BARREL ASSEMBLY
the outboard end of the piston. The nut has four slots 3 SPIDER
4 GREASE FITTING
through one of which a locking cotter pin is inserted
5 SHIM PLATE DOWEL
into a hole in the piston. The cylinder is made of alu-
6 SPIDER (PHENOLIC) RING
minum, but a steel liner is inserted on the inside to
7 GREASE RETAINER ASSEMBLY
gaskets. The smaller bore at the inboard end of the 1 9 SHIM PLATE
’O COUNTERWEIGHT
cylinder incorporates a phenolic liner which prevents I
BRACKET ASSEMBLY
the piston from contacting and rubbing directly on
11 .COUNTERWEIGHT BRACKET
the cylinder. The large flange on the base of the cylin- ;2 COUNTERWEIC;HT DOWEL
der has threaded holes for the counterweight bearing a 13 COUNTERWEIGHT
shaft and a bore for each bushing. The shaft itself has ’4 COUNTERWEIGHT SCREW
a conical head which matches the outer race of the I LOCK WASHER
15 COUNTERWEIGHT SCREW
counterweight bearing, oppositeand the end is
16 WELCH PLUG
threaded to cylinder. When the shaft is
fit into the 1 17 BARREL SUPPORT ASSEMBLY
This bearing assembly consists of the inner race, the 1 24 BARREL BOLT NUT
retainer assembly, and the outer race. The parts are 25 COTTER PIN
26 CYLINDER ASSEMBLY
circular, and the inner race is a light press fit on the 27 CYLINDER(STEEL) LINER
counterweight bearing shaft bushing. At assembly, a 28 CYLINDER (PHENOLIC) LINER
bronze thrust washer is fitted against the outer race 29 COUNTERWEIGHT BEARING
to provide a rolling contact between the bracket and I SHAFT BUSHING
the cylinder. The cylinder head is threaded into the ’O COUNTERWE’GHT BEARING SHAFT
31 COTTER PIN
cylinder with a copper-asbestos gasket between the
32 PISTON
two parts to make the assembly oil tight. The cylinder
33 PISTON LOCK RING
head is secured by a snap ring which rests in a groove I j4 SNAP RING
in the´• head and has a tip portion which extends 1 35 FRONT CONE PACKiNG WASHER
36 FRONT CONE
through holes in both the head and the cylinder. The
37 COTTER PIN
center portion of the cylinder head has hexagonal
38 PISTON (INBOARD) GASKET
flats to permit the use of a wrench during installa-
39 PISTON (OUTBOARD) GASKET
tion. 1 40 PISTON GASKET NUT
41 COTTERPIN
(b) BLADE ASSEMBLY. (See figure 4.)-
42 THRUST WASHER
Counterweight blades are made of aluminum alloy 43 COUNTERWEIGHT BEARING
and heat-treated for high strength. The butt end of I (INNER) RACE
each blade incorporates a shoulder that is perpen- 1 44 COUNTERWEIGHT BEARING
dicular to the shank center line; ´•the thrust radius RETAINER ASSEMBLY
COUNTERWEIGHT BEARING
which takes the blade operating load is on the out- 1 45
(OUTER) RACE
board face of the butt flange; and the inside face is
46 COUNTERWEIGHT ADJUSTING
flat to accommodate the blade bushing and the coun- SCREW ASSEMBLY
terweight bracket. Before the butt end of the blade 47 COUNTERWEIGHT ADJUSTING
hardened steel SCREW NUT
is upset in the forging operation, two
48 COUNTERWEIGHT CAP
rings are installed to fit between the airfoil section
49 CLEVIS PIN
and the butt These thrust washers carry the
flange. s 50 CYLINDER HEAD GASKET
centrifugal load from the blade to the barrel. The 51 CYLINDER HEAD
\O
Section II HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. 110D
~6.
~t-------
o---~
I:I
46)(47
(19~ p
17K(20 p~
’b ---~j---
~1 (2ci)
do not use chafing rings, the radius of the beveled piston. At the same time, the propeller can be oper-
thrust washer matches and fits directly against the ated and maintained oil tight by the oil supply pipe
blade butt fillet. Two halves of a roller-type and packing washer arrangement.
thrust bearing retainer assembly Gtbetween the b. MODEL 2B220--The 2B20 model is basically a
washers and provide a means for the blade to turn in
smaller version of the 2D30 propeller previously de-
the barrel. A portion of the blade shank is hollow to scribed in paragraph 2.a. of this section. The maxi-
provide bushing and balancing plug assembly.
for the
mum total blade angle range may be either’ 8 or 15
The bushing is made of aluminum-bronze alloy. The
degrees in a 21120 model. As indicated in the model
outside tapered surface of the bushing matches the
designation, this type propeller has two "B" shank
blade taper bore, and the inside incorporates two
blades, and is designed to fit an SAE No. 20 propeller
bearing surfaces which correspond to the bearings on shaft. It is the smallest model of the Counterweight
the spider arm. At assembly, the bushing is shrunk
type propellers.
into the blade taper bore so that the bushing flange
circumference (1) CRANKCASE BREATHING
contacts the blade butt face. The outer
angle base setting. Two drive pins and two screws those in the 2D30 described in paragraph 2.a.(l)(a)
inserted through the bushing flange secure it into the of this section with slight variations made in the shape
blade. Each blade is fitted with an aluminum plug and size of the parts to conform with the smaller size
which is wedged into the blade bore at a paint just of the propeller.
GROUP.-The 21320 model does
beyond the outer end of the blade bushing. This plug i. HUB
has a steel stud on which washers may be added to not use a front cone spacer nor barrel bolt washers.
obtain initial blade balance. The balancing washers All dash numbers previous to -225 incorporated a
are secured in place by a lock washer and a nut. shorter spider, whereas models -225 and above may
later design may be with- use a spider which is one inch longer.
Balancing plugs made to a or may not
drawn from the blade without first removing the Spider shims are made in thicknesses from .008 to
bushing. A phenolic chafing ring on the blade fits .020 inch in increments of .001 inch.
ing rings had a straight sided split, while the newer fix the bracket to the blade butt and also provide a
ones have an interlocking type joint, method for c~anging the base angle setting of the
(2) SHAFT BREATHING TYPE..(See figure propeller. One end of ´•the key, the indexing portion,
fits into the slot in the counterweight bracket; the
5.)-On some installations, the breather gases from
the engine are vented through the shaft which makes other end of the key fits into a corresponding slot in
certain.changes in the propeller. A small the blade butt and blade bushing, and is held to the
necessary
steel pipe is threaded into the propeller shaft and ex-
tends through the outboard end of the piston. It is
sealed at piston end by a washer which
the outboard Nomenclature for Figure 7
fits around this oil supply pipe between the piston 1 BLADE AND THRUST WASHERS
gasket nut and oil supply pipe packing nut. On a 1 2 BLADE BALANCING
shaft breathing installation, the piston is modified to I PLUG ASSEMBLY
WASHER
incorporate internal threads at the piston gasket
4 BLADE BALANCING
ledge. The piston gasket nut is disc shaped with a (THIN) WASHER
threaded extension at the bottom to fit into the piston, S LOCK WASHER
and a threaded hole in the center for the oil supply 6 NVT
cone, the neoprene front cone packing washer is not I RETAINER ASSEMBLY
BLADE THRUST
cone itself is modified accordingly. With
11
used and the
BEARING ROLLER
these partsinstalled, breather gases can escape to
atmosphere through the holes near the base of the
Section II HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. 110D
´•3 SPIDER
ing portion of the key varies from the body portion. 4 GREASE FITTING
By turning the key over at installation, the centerline 5 SHIM PLA’TE DOWEL
of the indexing portion is shifted either above or be- 6 SPIDER (PHENOLIC) RING
low the centerline of the body portion, and with the 1 7 GREASE RETAINER ASSEMBLY
8 SPIDER SHIM
~xception of the neutral key, this makes possible two
9 SHIM PLATE
base settings for each key. The bracket counter-
18 COUNTERWEIGHT BRACKET ASSEMBLY
weight group in a model 2B20 propeller does not in- I 11 COUNTERWEIGHT BRACKET
flat 13 COUNTERWEIGHT
bearing retainer assemblies and races are as com-
14 COUNTERWEIGHT SCREW LOCK WASHER
pared with the offset type used in the model 2D)0. 15 COUNTERWEIGHT SCREW
The counterweight screws are secured in place by 16 WELCH PLUG.
lock washers instead of safety wire, and the 2B20 uses 1 17 BARREL SUPPORT ASSEMBLY
bly between the bushing and the counterweight 1 27 CYLINDER (STEEL) LINER
bracket. The 2B20 piston is shorter than the 2D30, 1 28 CYLINDER (PHENOLIC) LINER
COUNTERWEIGHT BEARING
and this feature eliminates the need for a front cone 1 29
SHAFT BUSHING
spacer. 1 30 COUNTERWEIGHT BEARING-SHAFT
The "B" shank blade is quite similar to the "D" shank 1 ,2 PISTON
33 OIL SUPPLY PIPE ASSEMBLY
except that it does not use a chafing ring, and the
34 PISTON LOCK RING
bushing has no flange. The large end of the bushing, 35 SNAP RING
which incorporates two rectangular slots 180 degrees 1 36 FRONT CONE
apart that match the body portion of the blade index 37 COTTER PIN
’8 PISION (INBOARD) GASKET
keys, is installed flush with the blade butt. The bush- 39 PISTON(OUTBOARD) GASKET
ing is secured in place when the index keys are at-
40 PISTON GASKET NUT
tached to the blade by screws. (1 41 OIL SUPPLY PIPE PACKING WASHER
(2) SHAFT BREATHING TYPE. (See figure 11 42 OIL SUPPLY PIPE PACKING NUT
COUNTERWEIGHT BEARING
8.)-The parts used in the 2B20 to adapt the propel- 143 (INNER) RACE
ler for a shaft breathing installation are the same with 1 44 COUNTERWEIGHT BEARING
These parts consist of the oil supply pipe assembly, 145 COUNTERWEIGHT BEARING
and the and packing which form the oil (OUTER) RACE
packing nut
46 COUNTERWEIGHT ADJUSTING
seal between the pipe and the piston at the piston
SCREW ASSEMBLY
The front packing washer is not used 147
gasket nut. cone COUN’I~ERWEIGHT ADJUSTING SCREW NUT
14
Section II HAMILION STANDARD PROPELLERS
SERVICE MANUAL NO. llOD
~WUY ~31
42
R
w
e~o
(i7i~
FL
I
O~-o
CGP/ ~25)
the 2E40 hub group and that group in the 2D´•30 is Air COUNTERWEIGHT
at the inboard end by a packing and nut which tit 120 SCREW
21 WASHER
around the oil supply pipe as paragraph
explained in
(LEAD) WASHER
2.d.(l)(a)3. of this section. The
piston by is locked I:: ~A:TANCrNG
the spring puller bolt and vernier lock plate arrange- 124 BARREL (PHENOLIC) SUPPORT
ment described in this same paragraph. The pro- 125 BARREL BOLT
end to fit into the propeller shaft. This arrangement 131 CYLINDER (PHENOLIC) LINER
COUNTERWEIGHT BEARING SHAFT BUSHING
permits oil to flow through the pipe and into the
32
locking holes in the shaft, and the short oil supply pipe 142 PISTON (INBOARD) GASKET
of the plug carries the oil into the propeller piston. 14) PISTON (OUTBOARD) GASKET
44 PISTON GASKET NUT
With either an oil supply pipe or plug, an oil seal is
41 COTTER PIN
made at the piston by the oil supply pipe packing and
46 COUNTERWEIGHT THRUST BEARING ASSY.
nut previously described. Barrel supports for the 47 THRUST WASHER
mod~l. 2E40 propellerdo.not incorporate the vertical 148 COUNTERWEIGHT BEARING (INNER) RACE
16
Section II HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. 110D
30
3~
14
37~
13
o--
d
12 13 18 16
6 6
17
HAMILTON STANDARD PROPELLERS Section II
SERVICE MANUAL_NO. 110D Parcigraph 2
____
to fit the cup shaped piston gasket nut. The center a SPIDER (PHENOLIC) RING
7 GREASE RETAINER ASSEMBLY
portion of this splined to:match the splines on
nut is
8 SPIDER SHIM
the spring puller bolt. At assembly, the spring puller
9 SHIM PLATE
bolt and spring are installed through the piston gasket llo BLADE BUSHING INDEX PIN
nut, and the spring is retained by a circular washer I11 COUNTERWEIGHT BRACKET ASSEMBLY
that is attached to the bolt by a pin. The cylinder head 112 COVNTERWEIGHT BRACKET
’3 COUNTERWEIGHT (LARGE) DOWEL
used in a model 2E40 is also cup shaped, with a splined
14 COUNTERWEIGHT (SMALL) DOWEL
hole through the center portion to accommodate the
15 i3OUNTERWEIGHT
vernier lock plate. This lock plate is a circular washer 1116 CWT. SCREW LOCK (SMALL) WASHER
splined on both the inner and outer periphery. The s 17 CWT. SCREWLOCK (LARGE) WASHER
outside splines match those in the cylinder head, and )18 COUNTERWEIGHT (SMALL) SCREW
19 COUNTERWEIGHT (LARGE) SCREW
the splines on the inside of the lock plate match those
20 WELCH PLUG
on the spring puller bolt. In this way, the entire pro-
21 BARREL (PHENOLIC) SUPPORT
peller is locked on the propeller shaft since the piston 122 BARREL BOLT
gasket nut is fixed with respect to the spring puller 123 WASHER
24 BARREL BOLT NUT
bolt, by virtue of the splines; the spring puller bolt is
25 COTTER PIN
fixed with respect to the cylinder head, when the
26 .CYLINDER ASSEMBLY
vernier lock plate is installed; and the cylinder head )27 CYLINDER (STEEL) LINER
in turn is ~xed to the cylinder by a lock ring. A cop- B z8 CYLINDER (PHENOLIC) LINER
per asbestos gasket is used between the cylinder head 129 COVNTERWEIGHT BEARING SHAFT BUSHING
10 COUNTERWEIGHT BEARING SHAFT
and the cylinder. A small snap ring is installed in a
31 COTTER PIN
groove on the outboard end of the vernier lock plate 32 PIS~ON
to facilitate its, removal. The assembly is completed by 133 PISTON OIL SEAL
a clamp nut gasket, clamp nut, and lock ring which I 34 PISTON OIL SEAL NUT
are fitted into the cylinder head above the pemier lock s 35 COTTER PIN
36 SNAP RING
plate. The clamp nut threads onto the end of the
37 FRONT CONE SPACER
spring puller bolt. 38 FRONT CONE
(6) BLADE ASSEMBLY. (See figure 11.)-- 139 PISTON (INBOARD) GASKET
Except for differences in the´• size of various parts, the 40 PISTON (OUTBOARD).GASKET
SPRING PULLER BOLT ASSEMBLY
"E" shank blade assembly is the same as the "D" shank 1 41
the counterweights and the slope of the counter- 50 COUNTERWEIGHT ADJUSTING:SCREW ASSY.
sl COUNTERWEIGHT ADJUSTING SCREW NUT
weight cam tracks. The spring return assembly con-
52 COUNTERWEIGHT CAP
sists of two coaxial springs, wound in opposite direc- 53 CLEVIS PIN
tions, which are installed inboard of the piston gasket 1 54 CYLINDER HEAD GASKET
nut and around the spring puller bolt. A steel disc Isr CYLINDER HEAD
called the spring puller plate fits over the bottom of 56 CYLINDER HEAD LOCK RING
57 VERNIER LOCK PLATE
the spring puller, bolt and acts as a base for the
58 VERNIER LOCK PLATE STOP RING
springs. A nut is attached tothe bottom threaded por-
59 CYLINDER HEAD CLAMP NUT GASKET
tion of the spring puller bolt to hold the spring puller 160 CYLINDER HEAD CLAMP NI~T
cylinder which locates the inner spring is made in- ~2 WELCH PLUG
18
Section II HAMILTON -STANDARD PROPELLERS
SERVICE MANUAL NO. llOD
(59~
t-J c;s~
I´•
27
31
a-g
~-69F
1~
8 53
o~e
3 r~3
-´•´•-~I
’6-61
12) (14 20 19
19
.HAMILTON STANDARD PROPELLERS
Section II
SERVICE MANUAL NO. 110D
Paragraph 2
"V" sections in the bottom of the plate serve to sep- f. MODEL 3E50.-The 3E50 model is the largest in
arate thesprings. A small spring is included on
two the counterweight group, and it has a maximum total
the spring puller bolt to fit between the bolt washer blade angle range of 10 or 20 degrees. It incorporates
and the piston gasket nut. This spring positions the three "E" shank blades, and fi~soh an SAE No. 50
bolt, so that the vernier lock
plate can be easily propeller shaft.
installed at installation of the
spring return unit.
(1) PROPELLERS WITHOUT SPRING
At installation, the spring return assembly fits inside
RETURN ASSEMBLY.
the piston with the spring puller plate just above
the shelf near. the inboard end of the piston. (a) HUB ASSEMBLY.
early models of the 3D40 used a phenolic spider ring, (2) PROPELLERS WITH SPRING RETURN
piston lock ring, and front cone packing washer.
ASSEMBLY. (See figure 15.)-When the model 3ES0
2. BRACKET 8( COUNTERWEIGHT
propeller has a bladeangle range of 20 degrees, a
GROUP.-The parts in this group are the same as the
spring return assembly is incorporated. The reason for
2D30-except the
counterweight
that are scriws
this assembly and the parts which make it up are de-
secured by lock washers instead of safety wire. Besides
scribed in paragraph 2.d.(2) of this section.
this, some earlier models of the 3D40 did not incorpo-
rate counterweight bearing retainer spacers.
spring return assembly is incorporated. The reason for 12 THRUST BEARING (LONG) ROLLER
this assembly and the parts which make it up are de- 13 THRUST BEARING (SHORT) ROLLER
20
Seetion ii HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. 110D
a
o
o---------~
22
Section II HAMILtON STANDARD PROPELLERS
SERVICE MANUAL NO. 1100
:j
----_I
41
40
´•J 9
&´•I (3ce~-e
~o
21
~j3) (5~
i~i cii~
24
Section II HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. llOD
i~j
r´• /1 28
od ii
~f
33
30
g
50
Oi4445 oea
a
11 13 14 17 15 16
3r
-O
25
HAMILTON´• STANDARD. PROPELLERS Section II
SERVICE- MANUAL NO. 11.OD Paragraph 2
23
Sectionll HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. 110D
~Y- ~d
i j5~ WII11~
o% ~r
(30~e XC
-e
a b
/~iii
9´•I/ r
~5-0
Figun, 14 Model 3040 With Spring Retvm
27
HAMILTON STANDARD PROPELLERS Section II
SERVICE MANUAL NO1 l’l´•OD Paragraph 2
28
Sectionll HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. 110D
r
r-------
a ~U
26
a
´•B
21), ~25
f.
"I
0~
It"
2e
a
29
;MAMILTON STANDARD PROPELLERS Section II
SERVICE MANUALNO. 110D Paragmph 2
Bracket Crankcase
Cw Barrel
Propeller Raonge Cap ClevisPin Thrust ~o OilPi.e S~i..
Model or Shaft or Return Remarks
(De- Weight (Cwt.Cap) Bearing
Breathing Packing IBrearhing
ASSY.
grees) (Lbo.) AOSY. Washer Piston aShers
(S)
nger.
2B20-241 15 0.70 IAN392-51 no C neither yes C no yes yes JSame as -229 exce
heavier counter
caps.
caps.
2B20-3371 15 0.25 IAN392-51 no C neither yes C no yes yes Same as -329 exce
lighter counter
caps.
nd is crankcas
breather.
S -227
2D30-233 10 0.23 IAN392-45 yes S pipe no no yes yes as
is shaft breather.
2D30-2351 15 0.23 IAN392-45 yes C neither yes C no yes yes (Same as -209
has vertical
and
ifferent counter
ight bearing parts.
30
Se~tion II HAMILTON STANDARD PROPELLERS
Paraaraeh 2 SERVICE MANUAL NO, 110D
Crank Barrel
Cwt. I i Cwt.
Propeller
Bracket
Range Cap ClevisPin Thrust
IC~
ot8haIt
OilPipe
or
FC60~ Shalt Remlrlts
Model (De- Weight (Cwt.Cap) Bearing Breathing IShaft Pa~kins\Breathing (S) Assy.
grees) (Lbs.) ASSY. Washer Piston ashers
(S)
2D30-237 15 0.63 IAN332-45 yes C neither yes C no yes yes ISame as -235
heavier counter
ight caps.
2D30-247 15 1.40 IAN~92´•51 yes C neither yes C I no yes yes ISame as ´•235
heavier counter
ight caps.
21)30-2591 10 0.63 JAN392-23 yes C neither yes C no yes yes ISame as -237
10-degree range.
2D30-261 15 1 2.56 1 52458 yes I C Ineitherl yes. C I no yes yes JSame as -249
heavier counter
ight caps.
121)40-211 16 0.63 IAN392-45) yes C Ineither yes C no yes yes as -201 exce
vertical balancin
and,
ifferent counter
ight bearing
12D40-2171 11 0.23 AN392-45 yes I C neither yes C no yes yes as -211
Ii-degree
lighter counter
caps.
2B40-213 20 0.63 AN392-45 yes either either no both yes no yes as -209
20-degree
pring return
bly, and lighter
ht caps.
3D40-213 20 0.23 IAN392-45 yes either either no both yes no no ISame as -203
20-degree
ighter counterwei
and spring
assembly.
3D40-225( 10 0.23 IAN392-45 yes either either no both no no no ISame as -213 exce
l0´•degree
no spring
3D40-227 20 1.40 IAN31)2-51 ´•yes either either no both yes no no ISame as -213
heavier counter
caps.
3D40-231 15 0.63 IAN392-45 yes either either no both no no no ISame as -225 exce
15-degree
heavier counter
ight caps.
3D40-235 20 0.23 IAN392-45 yes either either no both yes no no ISame as -227
lighter counter
caps.
31340-271 20 0.63 IAN332-451 yes either either no I both yes no I no \Same as -235
heavier counter
caps.
lighter counter
Iwelght caps.
bothn,
3B50~319 no yes no no as -203 ex
fghtasEaps.-319
heavier counter
ight caps.
lighter counter
r..
t~m,,,,.
A,´•w
H;
´•?´•I:
-´•dl.;,
i~ga
5-
Ii
\81
32
SECTION 811
INSTBkbATIOM
should be carefully stoned down and these parts be used for cleaning propeller parts.
i II~ BP
Figure 16 Propeller Extended OtT Propeller Shaft
REAR CONE b HUB SNAP RING 11 COTTER PIN
2 HUB BLADES ASSEMBLY 7 COTTER PIN 12 PISTON GASKET NUT
3 FRONT CONE 8 PISTON LOCK RING 13 CYLINDER HEAD GASKET
33
ORIGINAL
As Received By
#AMILTON STANDARD PROPELLERS ATP ’Section:III
SERVICE MANUAL NO. l’lOD Paragraph 2
BREATHING ENGINES.
(d) Coat the shaft threads of the piston with
(a) Install the rear cone spacer, if used, and t~read lubricant conforming to Specification No.
the rear cone on the propeller shaft, and move them AN-C-li3-1 or ckan’engine oil, and insert the piston
back against the engine thrust nut. Cover the ~shaft through the cylinder.
Place the piston lock ring over
threads with a thread protector or wrap the threads the inboard end of the piston with the end having the
with tape if a suitable protector is not available. large inside diameter facing the cylinder. Install the
,k"~i
Figure 17 installing Rear Cone on Propeller Shah Figure 18 Covering Shaft With Thread Protector
(b) Remove the cylinder head lock ring and hub snap ring and the front cone spacer in that order
the cylinder head if they are installed in the propeller, over the end of the piston and push them out against
Attach a hoisting sling to the propeller blades and lift the lock ring. Lightly coat the front cone packing
the assembly so the´•blank spline in the propeller spider
is in line with the wide spline of the propeller shaft.
Install the propeller on the shaft, using care not to
No~e
On most new engines, oil and corrision pre-
ventives are flushed from the cylinders prior
to installation of the engine on the aircraft.
However, in case this has not been done and
the engine is allowed to stand idle for an ap-
preciable time after propeller installation
and before engine run-up, the portion of the
cylinders wiped clean of protective by rotat- I
34
ORIGINAL
As Received By
ATP HAMILTON STANDARD PROPELLERS
Section III
Poragroph 2 SERVICE MANUAL NO. llOD
"~f:l
washer and front cone with clean engine oil and place cedure, see VI, paragraph 2.) This will com-
section
the beveled end of the packing washer against the pletely cylinder and piston and allow the
free the
beveled inboard end of the piston. Check the pair piston to be more easily started onto the propeller
numbers stamped on the two front cone halves for shaft. After the piston has been tightened, place the
agreement and then assemble the cone halves-around counterweight thrust bearing assemblies and thrust
the piston flange. Fit the packing washer into its posi- washers into the cylinder bushings. Assemble the
tion in the inside groove of the front cone. Make sure
counterweight bearing assemblies into the bracket
that the packing washer is properly seated against the slots and screw the bearing shafts into the cylinder.
piston and in the front cone groove. .Line up the cotter pin holes in the shafts with those
(s) Slide the piston and front cone assembly in thecylinder bosses and install the cotter pins. Place
into the spider until it contacts the shaft threads. the counterweight bearing retainer spacers into the
Carefully align the piston and shaft threads and bracket slots and assemble the counterweights. Install
screw the piston onto the shaft using a short bar with
the proper installation wrench listeb in section V,
paragraph 1. In no case should’foice be used to
tighten the piston if there is any indication of binding
or if the threads are not properly engaged since this
(f) If the
piston not turn freely onto the
does
35
ORIGINAL
As Received By
Section III
HAMILTON STANDARD PROPELLERS ATP 2
SERVICE MANUAL NO llOD
Paragraph
Figure 22
Ring
Figure 25 installing Front Cone Packing Washer and Cone
figure 26
Starting Piston
onto Propekr
Shaft
~1
Figure 24
Positioning
Front Cone
Spacer
36
ORIGINAL
As Received By
Section III ATP HAMILTON STANDARD PROPELLERS
Paragraph 2 SERVICE MANUAL NO. llOD
ton.
Front Cone Spacer into Position Figure 30 Piston Lock Ring installed and Cottered
Figure 28 Moving
WARNING
Under no circumstances should the piston
cotter pin hole in the piston, and install the cotter pin
with the head pointing away from the piston. Figure 31- Installing Piston Inboard Gasket
37
ORIGINAL
As Received By
HAMILTON STANDARD PROPELLERS ATP Section III
SERVICE MANUAL NO. llOD Paragmph: 2
sary,
the
the end of the
cylinder
cylinder using grease, if neces-
to hold it in place. The gasket should be installed
Figure 32
Installing
Piston
Outboard
Gasket
Figure 36
Tightening
Cylinder Head
Figure; 33
bJtaQlhg Figure 37 Installin~. Head Lock Ring
Piston´•
Gasket
(2) PROPELLERS FOR SHAFT
Nut BREATHING ENGINES.
(a) Install the rear cone spacer, if used, and
the rear cone on the propeller shaft and move them
back against the engine thrust nut, Cover the shaft
threads with a thread protector or wrap the threads
with tape, if a suitable protector is: not available.
38
ORIGINAL
As Received By
Section III
ATP HAMILTON STANDARD PROPELLERS
Paragraph 2 SERVICE MANUAL NO. llOD I
lock ring in the bore in the outboard end of the spider stamped on the cone halves are identical.
with:’the end having thelarge inside diamet~r facing (g) Slide the piston and front cone assembly i
to~ardithe cylinder, into the spider until it contacts the shaft threads.
’(8) Attach.a hoisting sling to the prbpeller Carefully align piston andlsh’aft threads and
the
blades and lift the assembly So the blank spline in the screw the
piston onto using a short bar with
the shaft
propeller spider is in line with the wide the spline of the proper installation wrench listed in section V,
propelley´•shaft. Install the propeller on the shaft using paragraph i. In no case should force be used to
care not to damage the shaft threads and’the splines tighten the piston if there is any indication of binding
of the shaft or~spider, and ~then slide it back against or if the threads are not properly engaged since this
the rear cone. may cause serious damage to the threads.
(e) Using a blade turning device on each (b) If the piston does not turn freely onto the
blade, turn the blades to a position near the low angle shaft, make sure the blades are not set at different
setting of the propeller. The blades should be at ap- angles thus causing the cylinder and piston to be
:proximately the same angle in order to keep the cylin- cocked out of line with the propeller shaft. Also check
der from being cocked. Care should be used during the piston and shaft threads for damage. In extreme
this operation to move both’ blades at the same time cases where it is impossible to start the piston on the
and not topull propeller
the off the shaft since there shaft by any other means, the
counterweights and
is nothing locking thepropeIler to the shaft at this counterweight bearing shafts should be removed.
time. Remove the thread protector or tape from the When removing the adiusting screw assemblies, do
shaft threads, not disturb the position of the adjusting nuts. (For
(f) Remove the piston lock ring, hub snap procedure, see section VX, paragraph 2.) This will
ring, and front cone spacer from their positions in the completely free the cylinder and piston and allow the
spider and let them hang on the oil supply pipe. Coat piston to be properly started onto the propeller shaft.
the shaft threads of the piston with thread lubricant After the piston has been tightened, place the counter-
conforming to Specification No. AN-C-53-I or clean weight thrust bearing assemblies and thrust washers
into the cylinder bushings. Assemble the countey-
engine oil and insert the piston through the cylinder,
Place the piston lock ring, hub snap ring, and front weight bearing assemblies into the bracket slots and
cone spacer, in that order, over the end of the piston screw the bearing shafts into the cylinder. Line up the
and slide them toward the outboard end of the piston, cotter pin
holes in the shafts with those in the cylinder
Assemble the two front cone halves around the piston bosses and install the cotter pins. Place the couneer-
;I~’´•t?
Cr
1
b~ls
d~´• i’~5
39
ORIGINAL
As Received By
kAMILTON STANDARD PROPELLERS ATP Section III
SERVICE MANUAL NO. llOD Paragraph 2
Figure 39 Installing Shalt Breathing Type Figure 41- Locking Oil Supply Pipe Packing Nut
Piston Gasket Nut
counterweight capS onto the Icounterweights and in- around the octagon portion of the piston so that the
stall the clevis pins and cotter pins. During the reas- two cotter pin holes in the outboard end of the spider
senibly of the foregoing parts, care should be used to line up with two of the eight cotter pin holes in the
install the parts so that their’ position numbers cor- lock ring. By indexing the lock ring around the piston,
respond with the bracket position numbers. it is always possible to find a position in which the two
40 installing Oil Supply Pipe Packing Washer V, paragraph I. and a short bar 1-1/2 to 2 feet long.
figure
40
ORIGINAL
As Received By
Section III ATP HAMILTON STANDARD PROPELLERS
Paragraph 2 SERVICE MANUAL NO. llOD
WARbllNG
Under nocircumstances should the piston I
cylinder head with locking hole in the cylinder. In- the and will prevent the
a
nuts at same time, cylinder
stall the cylinder head lock ring and snap it into posi- from cocking during operation, After the proper
tion in the groove in the cylinder head. bladeangles have been obtained, reinstall the couliter-
(o) Upon completion of the installation, all weight caps and safety them by means of dlevis pins
visible cotter pins and lock rings should be checked, and cotter pins.
b. ADJUSTMENTS.-Following completion of the REMOVAL the
PROCEDURE.--In general,
propeller installation, move the blades into the full procedure for
removing the propeller is the reverse of
low pitch position by means of blade turning devices, the installation procedure.
Check the low blade angle setting by means of a uni-
(1) By means of a blade turning device, move
versal bubble type protractor located at the proper
the blades into the high pitch position. Remove the
blade reference station. Move the blades into the full
cylinder head lock ring and unscrew the cylinder
high pitch position and check the high blade angle
head. Take the cylinder head gasket out of the cylin-
setting. The high blade angles should be within 0.1
der.
degree of the specified setting for the propeller. The
low blade angles should be within 0.3 degree of the (2) propellers for shaft breathing engines,
On
specified setting and within 0.2 degree of each other, remove the
safety wire from the oil supply pipe pack-
The correct high and low angle settings of the propel- ing nut. Unscrew the packing nut and the piston
ler may be found in applicable technical publications,- gasket nut, and remove the’outboard piston gasket.
and the propeller should have been set to those angles O, propellers for crankcase breathing engines, remove
at overhaul. If, however, due to slight reductions in th,..tter pin, unscrew the piston gasket nut, and
diameter resulting from blade repair the blade angle take out the outboard piston gasket.
settings are not correct,.remove the counterweight
(3) Move the blades to a position near the low
caps and check the position of the adjusting screw
nuts. Adjust the nuts as required until the blade
angle setting of the propeller and remove the two cot-
ter pins from the piston lock ring. Slide the lock ring
angles correspdnd to the proper setting within the
allowable tolerance. When adjusting the nuts, it is away from the spider.
important that the nut at the high angle end of each (4) Attach a hoisting sling to the propeller
adjusting screw be placed as closely to the same dis- blades and, using the proper wrench and bar, unscrew
tance from the end of the counterweight slot as is the piston completely off the propeller shaft threads.
possible and still maintain the blade angles within the As the piston is
unscrewed, the front cone spacer con-
blade angle tolerance. This likewise applies to the nut tacts the hub snap ring thus partially backing the
at the low angle
~end of the slot. Following this pro- propeller off the shaft´•with the piston.
ORIGINAL
As Received By
CIAMILTON STANDARD PROPELLERS ATP Section III
SERVICE MANUAL NO. 110D Paragraphs 2-5
and piston lock ring from the piston. Take the piston
out of the cylinder.
thepropeller is to be stored for any length of time, all (foU’) screws by means of safety wire.
2.a., b., and c. of this section, protector, or wrap them with tape.
a.~ INSTALLATION PROCEDURE. On most new engines, oil and corrosion pre-
ventives flushed from the cylinders prior
are
RETURN ASSEMBLY. However, in case this has not been done and
the engine, is allowed to stand idle for an ap-
ia) Install the rear cone spacer (if used) and
preciable time after propeller installation
the rear cone on the propeller shaf~t,
and before engine run-up, the portion of the
(b) If the engine is the crankcase breathing cylinders wiped clean of protective by ro-
type, the following installation procedure is neces- tating the propeller shaft during installa-
tion may corrode. In such cases, attach a
sary. After making sure that the ends of each of the
single hoisting sling to the blade in line with
chevron packings are staggered approximately 90 de- the blank spline of the spider so that at in-
grees, the assembled propeller shaft
oil plug is placed stallation the propeller will line up with the
in the open end of the propeller shaft and secured by engine shaft wide spline (usually left in the
four screws which are inserted through the locking top position) and it will not be necessary to
ratate the shaft.
holes of the propeller shaft. Next, turn the "hex" base
of the oil pipe in a counterclockwise direction. The (f) Move the blades to a position near the
chevron packing will be expanded forming an oil- low pitch setting using blade turning devices. Make
42
ORIGINAL
As Received By
Section III ATP HAMILTON STANDARD PROPELLERS
Paragraph 5 SERVICE MANUAL NO..IIOD
sure the blades are at the same ´•angle to prevent the (i).If the counterweight bearing shafts were
cylinder cocking. Remove the thread protector or removed to free the piston, reassemble the counter-
seal nut in the inboard end of the piston. Tighten the counterweight bearing assemblies into the brackets.
nut and safety it with a cotter pin. Apply thread Screw the bearing shafts into the cylinder. Align the
lubricant conforming to Specification No. AN-C-53-1, locking holes in the bearing shafts with those in the
p
or clean engineoil, to the piston threads. Insert the cylinder flange, and install the cotter pins. Place the
piston through the cylinder, and then install the hub counterwe;ght bearing retainer spacers in position,
ring, front cone spacer,’ and front cone on the install the counterweights on the brackets, and then
snap
inboard end of the piston. Move this group inboard add the adiusting screw assemblies in the counter-
until the piston contacts the shaft threads. Start the weight cam slots. Make certain the adjusting nuts are
piston onto the propeller shaft using the proper instal-
correct for the angle settings required. Install the
lation wrench and a short bar. As the piston is tight- counterweight caps on the counterweights and lock
ened, the oil supply pipe is forced hrough the piston them in place with clevis pins and cotter pins. (Each
oil seal. When the piston does not start easily or it
part must be reinstalled in its correspondingly num-
binds as it is being installed on the shaft, one or more
bered bracket.)
of the following checks should be made. Reinspect the
(i) Position the front cone spacer against the
piston and propeller shaft threads for damage, and if
front cone, and then.install the hub snap ring in the
necessary, clean up slight imperfections with a fine
stone and crocus cloth. Always thoroughly clean and
Spider groove.
the the
WARNING
metallic hammers, checking piston at same
time. In extreme cases, it may be necessary to take Under no circumstances should the piston
out the counterweight bearing shafts and completely gaskets be soaked in oil. Preoiling can soften
the portion of the gasket under the retain-
free the the piston started on the pro-
cylinder to get
ing nut sufficiently to cause failure of the
peller shaft threads. See paragraph 2.d. in section VI
gasket and serious oil leakage from the pro-
for complete disassembly instructions,
peller. Gaskets that l;ave been preoiled or
installing Piston Oil Seal in Piston Figure 45 installing Piston Oil Seal Nut in Piston
Figure 44
2540 Model 2540 Model
43
HAMILTON STANDARD PROPELLERS Section III
SERVICE MANUAL NO. llOD Paragraph. S
(m) Install the puller bolt spring over the in- in the cylinder (using grease to hold it in place if
board end of the puller bolt, and insert the puller bolt necessary), and install and tighten the cylinder head.
through the piston gasket nut. After placing the Install the cylinder lock ring to secure the assembly.
cylinder head gasket in the cylinder, install the cylin- (b) Insert the vernier lock plate over the
der head and tighten it with a short bar through the bolt and into the cylinder head so that
spring puller
installation wrench. Line up a locking hole in the the ring on one side of the lock plate faces outward.
cylinder head with a locking hole in the cylinder. (c) After placing the cylinder head clamp
Install the cylinder head lock ring in the cylinder nut gasket on the cylinder head, install and tighten
head. the cylinder head clamp nut. Lock the assembly by
(n) Install the vernier lock
plate and ring adding the clamp nut lock ring.
over the puller cylinder head. The
bolt and into the
(d) Check all external lock wire, cotter pins,
groove and ring on one side of the lock place are to lock rings, etc.
facilitate its removal, and therefore the lock plate
6. ADJUSTMENTS,--Check the high and low
should be installed with this ring facing outward.
blade angles bubble type protractor. These
with a
Place the cylinder head clamp nut gasket on the cyl-
inder head, and tighten the cylinder head clamp nut angles should be the same as the specified setting
within a tolerance of 0.1 degree on high blade angle
onto the puller bolt. Lock this assembly by installing
the clamp nut lock ring inside the clamp nut. Check
and 0.3 degree on low blade angle. Blades must be
within 0.2 degree of each other. Consult applicable
all external lock wire, cotter pins, lock rings, etc.
technical publications for the correct blade angle set-
(2) PROPELLERS WITH SPRING RETURN
tings. Adjust blade angle settings, if required, by
ASSEMBLY.--The installation procedure for 2E40
means of the stop nuts on the counterweight adjust-
propellers incorporating spring return assemblies is
that do
ing screw assembly.
the same as that described for 2E40 propellers
assemblies up the c´• REMOVAL PROCEDURE.
not incorporate spring return to
shaft and the hub snap ring installed. (See paragraph tion with blade devices. This will
turning push some
i.a.(l) in this section.) The following paragraphs de- .;1 .,t of the cylinderand, in the case of propellers
scribe the installation procedure from that point on.
incorporating spring return assemblies, will relieve
(a) Using blade turning devices, move the all compression from the springs. If the blades are not
’P
Figure 46 Installing Spring Return Assembly in Piston Figure 47 installing Vernier Lock Plate in Heed
2E40Model 2E40Model
ORIGINAL
44
As Received By
ATP
Section III HAMILTON STANDARD PROPELLERS
Paragraphs 5-7 SERVICE MANUAL NO. llOD
Figure 48 --Instolling Cylinder Head Clamp Nut Gasket Figure 49 Installing Cylbder Head Clamp Nut Lock Ring
and Nut 2E40 Model 2E40 Model
remove the lock plate before unscrewing the cylinder four screws protrude through the locking holes
that
head will result in serious damage to the spring puller the propeller shaftj and removethe oil plug assem-
bolt. Next, take out the cylinder head lock ring and bly.
then unscrew and remove the cylinder head. Remove
(8) If another propeller is not to be installed
the cylinder hkad gasket.
immediately, clean, oil, and cover the propeller shaft,
(2) In the case of propellers not incorporating a If the propeller is to be stored, protect all surfaces
spring return assembly, remove the puller bolt and with a corrosion preventive meeting Specification No.
the puller bolt spring. AN-VV-C576a-I.
(3) Unscrew and remove the piston gasket nut.
6´• MODEL 3040.
In~the case of propellers incorporating a spring return
the installation wrench and 5.a. of this section, with the exception that some early
(5) Using bar, turn
the piston completely off the propeller shaft threads, models do not incorporate, the vernier lock plate ar-
The hub snap ring will back the propeller partially rangement for safetying the piston. The installation
off the shaft. With blade turning devices, move the and removal procedure for these models, such as the
blades to the low~ pitch position. Remove the front 3D40-57, is the same as that described for the model
the front cone spacer, and ~he hub snap
cone, ring. 2D30 propeller in paragraph 2,a. of this section.
Remove the piston from the cylinder.
7. MODEL 3850.
(6) Cover the propeller shaft threads with a
remove the safety wire from the "hex" base of the ton. The installation and removal procedure for these
shaft plug and from the locking screw, and turn the models, such as the 3E50-65 propeller, is the same as
on the chevron packing is relieved. Then take out the graph 2.a. of this section.
ORIGINAL
As Received By
45
ATP
SECTION IV
OPERATION
From an operational standpoint, Counterweight cylinder moves inward, the brackets move outward
and the blades are turned to the high angle posit~ion.
type propellers can be divided into two main groups;
Thispath of o;l flow and the resulting changes in the
those without spring
a assembly,
return and those
with assembly. Propellers without propeller are shown in figures 50 and 52. It should be
a spring return a
46
Section IV HAMILTON STANDARD PROPELLERS
Paragraph 1 SERVICE MANUAL NO. llOD
UNDERSPEEO
ENCIN~OIL COvLaNOISPttDtP SPPING
covEaNoaoll COVE~NOIIILI-w(lGnl
3 GOVLPNOP PILOT VALVf 8 SPIIIHC COLLL~I ASSL)*I1´•I 3
1 PlOrELLtl´•COVEIHOI LINt
PIIOILLLt~ CILINDLI
PaOPtLLEI PISTON
GPOVP
4
I PPOPnLLP COVNlt~WEICHI d BsACILT
P BL*Dt
J
C_
I
(b) UNDERSPEED CONDITION.--The pro- group (8), the centrifugal force of the counter-
peller isoperating in an underspeed condition when it weights is overcome and the braclrets (7) are moved
is rotating at less than the rpm setting. As shown in inward. The brackets directly
are connected to the
figure 50, the blades (soiid black section) have moved blades (9), and consequently the blades are moved to
to a higher angle than that required (dotted outline) the lower angle indicated by the dotted outline. As the
for constant speed operation. The arrow indicates the blades assume a lowerangle, the load on the engine is
direction in which the blades will be turned to reestab- decreased and engine speed increases. An increase in
lish on-speed operation. When the engine speed has engine speed is reflected in the governor fly-weights
dropped below the rpm for which the governor is set, (2) by an increase in centrifugal force, and conse-
the resulting decrease in centrifugal force allows the quently they move outward overcoming the speeder
governor fly-weights (2) to move inward under the spring force. The pilot valve (3) is raised and the
force of the speeder spring (I) and the pilot valve (3) flow of oil to the propeller gradually cut off. This ac-
is lo´•c\´•ered. This action opens up the propeller-gover- tion continues until the blade angle is once again that
nor metering port and oil flows from the governor required for on-speed operation at which time the
booster pump, through the propeller-governor line governor fly-weights are in a vertical position and the
(4) and the propeller shaft (10). It enters the propel- pilot valve practically closes off the flow of oil to the
cylinder (5) moving the cylin-
ler piston (6) and the propeller. (The pilot valve never completely closes off
der outward. Since the cylinder is connected to the the propeller line since a certain amount of oil is lost
to drain at the propeller shaft oil transfer rings. It is
counterweight brackets (7) by the shaft and bearing
47
HAMILTON STANDARD PROPELLERS Section IV
SERVICE MANUAL NO. llOD Paragraph 1
ON-SPEEO
LNCINtOlL I ooVrrNorsrtEotl SPIIINC
2/
COVrsNOrOlI COVtl(NOs
paop~lLEa oil
3 COVtR~Oa PllOr V*LVt s SPIINC COLL*I ASStU)LI 3
PIOPELLtll´•COVtlNOI LINt
PrOCtLLLI CILINDEI
6 P~OPtlltl PISrON
\\U
C~ ~´•r
therefore necessary for the governor to make up this is set, the resulting increase in centrifugal force moves
replaces normal leakage to the engine oil sump past (9) are turned to the higher angle indicated by the
dotted outline. As the blades assume a higher angle,
the propeller shaft oil transfer rings.
the load on the engine is increased and engine speed
(d) OVERSPEED CONDITION.--The pro-
decreases. A decrease in engine speed is reflected in the
peller is operating in an overspeed condition when it
governor fly-weights 2 by a loss in centrif ugal force,
is above the rpm setting. As shown in figure
rotating
and consequently they move inward under the force
32, the blades (solid black section) have moved to a
lower angle than that required (dotted outline) for
of the speeder spring (1). The pilot valve (3) is low-
indicates the ered and the flow of oil from the propeller gradually
constant speed operation. The arrow
direction in which the blades will be turned to re- cut off. This action continues until the blade angle is
establish on-speed operation. When the engine speed once again that required for on-speed operation at
has increased above the rpm for which the governor which time the governor fly-weightsare in a vertical
48
Section IV HAMILTON STANDARD PROPELLERS
Paragraphs 1-2 SERVICE MANUAL NO. llOD
OYERSPEEO
~m ENGINEOIL I COVLIHOISPtCDLP ~PsING
GOVEIINOROIL I
PROPELL~I PISTOH 14
CQUNT~RWEICHT d sl(nCl(fr GPOUP
P PIOPLIL~P BLADt
10 tNGINL SH*(r
\YI
position and the pilot valve closes off the propeller 2. OPERATION INSTRUCTIONS.
line. Again, the valve does not completely close off
Note
this line since a small amount of oil must supplied
be
The procedures outlined in this section are
to the propeller in order to replace normal lenkage
suggestions for operation of the Counter-
past the propeller shaft oil transfer rings.
weight type propeller. To account for vari-
b. PROPELLERS WITH SPRING RETURN AS- ouschanges which are peculiar to any given
SEMBLY.--Because of the increased angular travel aircraft, consult the engine or aircraft
manufacturers’ Handbooks.
and the cam slope in the counterweight brackets,
certain modelsrequire additional operating force a. GROUND TESTS.--Start the engine in the nor-
toward high pitch. Thesepropellers incorporate mal manner with the
cockpit propeller control in the
two co-axial springs set inside the propeller piston, full low rpm thigh pitch) position. With the governor
The springs are compressed when the cylinder moves set in this positive high pitch position, the propeller
outward as the blades go to low pitch, and they open Fl~ill operate as a fixed pitch propeller and the engine
up aiding propeller
the toward high pitch when the will be controlled by the throttle only. As soon as oil
cylinder moves inward. The spring force is greatest in pressure is indicated, move the control
high to the
full low pitch, becoming less as the blades move to- rpm position. If the propeller does
respond, shut not
ward a higher angle. About two-thirds the way be- dowll the engine immediate’ly and check the propeller
tween full low and full high pitch, the spring force is and governor. If operation is satisfactory, warm up
49
HAMILTON STANDARD PROPELLERS Section IV
SERVICE MANUAL NO. llOD Paragraph 2
specifications, and after completion of the warm-up ROv"."OT will move the propeller blades to a higher
period, advance the throttle to soine intermediate (65 nlll;lce in older to hold the rpm at the desired setting.
to 70 percent of normal rated) engine speed; for es- If the high pitch li~nit of the propeller is high enough,
aniple, 1600 rpm. Move the propeller coiitrol several the rplll will remain constant, bur if the bl;ides con-
times between the minimum and nlnxinlunll settings, t;irt the stops, tile propeller rpm will be affected by
and checle to see that the propeller and Rovcrnol ;~ny further inrlcnse in :iir speed or throttle setting.
function properly. Finally, move the control to the Sillce an increase ill rpm, a decrease in manifold prrs-
high rpm position aiid malte the customary chcrle of sure, oi :1 decrense ill air
speed rcquires;l decre.i\e in
engine manifold pressure against cngiiie rpln. (In I,l;ldu;lllgle, it is possible for the governor to Icgain
some installations it is impossible to obtain talte-off corltrol by iiicrcnsinfi the rpm with the propeller con-
rpm on the bloclts with take-off mwlifoldd pressure.) trol, decreasing the manifold pressure, or decreasing
Refer to section III for complete instiuctions ieb~ilrd- the nii´• speed. In the case of the Controllable type pro-
ing adjustment of settings. pellel,the blades remain in full high pitch for a power
descen’t.
6. FLIGHT TESTS.
APPKOACn AND LANDING.--Adjust
(1) TAKE-OFF.--Plnce the propeller control in
the I,ropeller control to the maximum. cruising rpm
the full high rpln position. Gradually advance the
position, and then make all further adjustments rpm
thiottle to the t;ike-otf manifold pressure desired. EI1-
by means of the throttle. With the
propeller control
gine rpm will increase until it reaches the talce-off in this position,
emergency requirements can usually
rptn for which the governor has been set. NoriTinl be nlett by throttle adjustment alone. Upon landing,
oversIjeeding is to be with
rapid throttle
expected place the governor control itl the full high rpm posi-
opening. The rpm will be held
constant by the gover-
tion. This moves the blades to full low pitch R´•hich
nor, P\~hich Ineans that full power is available during affords better ground control and more satisfactory
take-off and climb without excessive engine speed,
opera tion of the engine. In the case of the Controllable
Soon after take-off it isgenerally desirable to reduce type propeller, operate the valve to move the blades
power and then rpm. All changes in governor control into the full low
pitch position, adjust the throttle to
and throttle setting should be niade smoothly. In the
prevent overspeeding, and then make all further rpm
case of the Controllable type propeller, operate the
adjustments by means of the throttle only.
control valve to put the propeller in low pitch during
(h) STOPPING; THE ENGINE.--The propeller
take-off, and when sufficient altitude has been ob-
should be shifted the
to positive high pitch position be-
tained, reverse the control valve position to put the
fore stopping the This procedure protects the
propeller blades in high pitch. front collecting foreign mntter,
piston be;lring surface
No)e and nl~o einpties the propeller c~linder of oil nhich
If power and speed are to be increased, in- niight otherwise congeal in cold weather. h~lbve’ment
crease the propeller rpm setting first and to high pitch will be facilitated by short bursts of the
then the throttle. If po~´•er and speed :Ire to throttle.
be decreased, reduce the throttle first and
(7) MIXTURE CONTROL.--Since the constant
then the propeller rpm setting. These ro-
speed control holds engiiie rpni constant regardless of
cedures prevent excessive cylinder head
power output, the mixture cannot be adjusted by
I"essure.
~latching the tnchometer‘except when the governor
(2) CRUISING.--Once the cruising rpm has
has been placed in the positive high pitch position.
been set, it will be held constant by the governor. All
This does not apply to the Controllable type.
changes in attitude, altitude, and engine manifold
(8) ENGINE FAILURE.---It is very desirable to
pressure can be made without affecting the rpm as
limit stops.
reduce engine speed to ;I millimum in case of nnpnee
long as the blades do not contact the pitch
failure. Since positive high pitch offers the east ’drng,
If the Controllable type propeller is used, the correct
the propeller should be placed in this position.
blade angle will be the high pitch angle.
(9) COLD WEATHER OPERATION.--On ~ir-
(3) FIXED PITCH OPERATION.--The Con-
craft with provision for dilution of the en-
equipped
stant Speed type propeller can be operated in positi~e gine oil system, operate the propeller control to obtain
high pitch if desired by moving the propeller control a change of 400 rpm. and repent this operatioii three
(4) POWER DESCENT.--Power descent opera- operation. This ptocedure provides diluted oil in the
tion in which the power absorption limits of the pro- propeller and control systeln. In this case also, the en-
peller are not exceeded is fully controlled by the gov- gine should be stopped ~´•ith the propeller control ill
ernor. As the air speed increases during a descent, the positive high pitch.
50
SECTION V
SERVICE INSPECTION, MAINTENANCE, AND LUBRICATION
PROPELLER MODELS
NAME OF TOOL APPLICATION
2B20 2D30 12D40 2E40 3D40 3E50
~Counterweight Cap Wrench M-754 M-157 M-157 M-157 M-157 M-L57 Used to´•tighten and remove
steelcounterweightcaps.
Counterweight Cap Wrench M-754 M-742 M-742 M-742 M-742 M-742 Used to tighten and remove
num counterweight caps.
Installation Wrench M-10S7 M-10S8 M-1089 M-1096 M-1096 M-1097 Usedto tightenandremove
propeller piston, piston gasket
nut, and cylinder head.
Grease Gun Extension 51318 51318 51318 51318 51318 51318 Used on grease gun to
I I I I I I I lubricate spider arm.
Blade ~Turning Device M-712 M-712 M-712 M-712 M-712 M-712 Used to turn blades in
an assembled propeller.
I´•I Propeller Hoisting Sling M-462 M-462 M-462 M-462 M-462 M-462 Two-sfrap hoisting sling
for propellers.
r---~----
Figure 33 Grease Gun Extension and installation Wrench Figure 55 Blade Turning Device
51
HAMIL’TON STANDARD PROPELLERS Section V
SERVICE MANUAL NO. llOD Paragraph 2
Sounterweight propellers, the cockpit control should inside face of the bracket slot.
duced throttle This show up any (3) TWO-WAY VALVE CONTROL UNIT.--
setting. test serves to
rpm position, advance the throttle and make the cus- c. 25-30 HOUR INSPECTION.
tomary check of engine rpm against full allowable
(I) Inspect theexposed portion of the piston for
manifold pressure on the blocks. It should be remem-
corrosion, galling, err nicks. Using blade turning de-
bered that on some installations it is impossible to ob-
vices, move the blades into the low pitch position for
tain take-otf rpm on the blocks with maximum allow-
this check. On 20-degree Counterweight propellers
able manifold pressure.
the spring return assembly must be removed before
6. DAILY INSPECTION. the blades can be placed in low Pitch.
(1) HUB. (2) The exterior of all parts of the propeller
(a) The exterior of the hub will be carefully blades will be Examined for cracks,bends, nicks, and
examined for any evidence of damage. other damage. The entire leading edge, trailing edge,
(b) Check for proper safetying at the follow- and tip portion of the blades will be carefully in-
52
Section V HAMILTON STANDARD PROPELLERS
ParaaraPhs 2-3 SERVICE MANUAL NO. llOD
---,--r ~._
e. 100-120 HOUR INSPECTION.--Check to in- dark line or mark, and by using a magnifying glass,
sure that the counterweight bearing and shaft instal- small bubbles may be seen forming in the line or mark.
lation is not loose. Using a thickness gage, check the Immediately upon completion of the final checks, all
clearance between the counterweight bracket and traces of the caustic solution will be removed with a
bronze thrust washer. A clearance of .003-.006 inch solution of one part of concentrated technical-grade
at the tightest point is specified for all Counterweight nitric acid to five parts of water. Wash the blade
propellers. (See section VI, paragraph 6.a.(6)(e).) thoroughly with clean (fresh) water. The blade will
then be dried and coated with clean en&ine´• oil.
f. 200-240 HOUR INSPECTION.
(2) BLADE REPAIR PROCEDURE.
(1) Check the counterweight thrust hearings
(a) To avoid dressing off an excessive amount
for ample lubrication.
of metal, cheCk by local etching at intervals during
(2) The counterweight bearing retainers should
the process of removing cracks and double-backed
be thoroughly cleaned and the balls examined for pit
edges of metal. Suitable sandpaper or fine cut files
marks or cracks.
may be used for removing the necessary amount of
(3) The counterweight bearing races should be metal. In each case, the area involved will be smoothly
closely examined for wear, galling, or brinelling, and finished with No. 00 sandpaper, and each blade from
visually inspected for fatigue cracks, which any appreciable amount of metal has been re-
propeller overhauls, remove and ´•overhaul the propel- (c) ’I;he metal around longitudinal surface
ler as outlined in section VI. cracks,narrow cuts, and shallow scratches will be
(f) A reasonable number of repairs per blade nomical repair will be disposed of in accordance with
may not be dangerous (if within the limits specified) existing instructions.
unless their location with respect to each other is ´•such
b. LEAKAGE.--Replace any damaged gaskets or
as to form a continuous line of repairs that would
weaken the blade.
seals. For full details covering leakage, refer to para-
materially
graph 5. in this section.
(g) Blades that have the leading edges pitted
from normal wear may be reworked by removing suf- c. CLEANING OF PROPELLERS.--Except in the
~cient material to eliminate the irregulari~ies. The case etching, caustic material will not be used on a
of
metal will be removed by starting at approximately propeller. The removal of enamel and varnish from
the thickest section, and working forward over the propeller parts will be accomplished by the use of
54
Section V HAMILTOW STANDARD PROPELLERS
3-4 SERVICE MANUAL NO. llOD
Paragraphs
possible after a propeller has been subjected to salt The markings will be protected with a coat of spar
acidorcaustic materialbeused.
g. VIBRATION. ’f propelrer vibration has been
(2) PISTONS.--To clean the exposed portion of reported, check all blade angle settings by using a
the piston, first put the propeller in full low pitch bubble protractor at the blade reference station. The
position using blade turning devices. For cleaning, use blade angles between blades should be the same within
kerosene or unleaded gasoline, and then coat the sur- 0.2 degree. The high angle should be within 0.1 de-
face of the piston with clean engine oil. Return the gree of the specified high pitch setting, and the low
propeller to the full high pitch position. angle within 0.3 degree of the specified low pitch set-
ting. If necessary, check the track of each blade. This
(3) ALUMINUM ALLOY BLADES.--Warm
can be accomplished by fixing a rigid pointer on the
fresh water and soap, unleaded gasoline, or kerosene,
aircraft fuselage, wing or engine nacelle, extending to
and suitable brushes ormay be available and
cloth, as
(2) The foregoing data will be painted, sten- tain operating conditions excessive wear on the count-
ciled, or rubber stamped on the blade. In no instance erweight bearings may occur. To minimiie this wear,
55
HAMI‘LTON STANDARD PROPELLERS Section. V
SERVICE MANUAL NO. llOD Paragraphs 4‘-5
INABILITY TO Improper setting of stop nuts on the ad- Remove counterweight caps.
ATTAIN TAKE- justing screw in the counterweight. Reset and check nuts.´•
OFF RPM ON
Wrong indexing ofcounterweight I Relocate index pins.
THE BLOCKS
bracket on blade bushing.
Incorrect plugging of propeller shaft. Corre~t plugging.
Caution Faulty oil control valve (controllable Consult engine manual.
With take-off type propeller).
manifold pressure,
Wrong setting of governor or incorrect Consult governor manual.
it is impossible, in
Pigging of control system.
some installations,
obtain rake-off
to Excessive engine transfer ring leakage. Replace rings according to engine
rpm on the blocks, manufacturers’ specitications.
Blade angles vary among blades. Check location of index pins. If satis-
factory, see section VI, paragraph 5. b.
(3) for repair of twisted blades.
Blades out of track. Repair bent blades. See section VI,
paragraph 5. b.
Cocked cylinder. Remove counterweight caps and adjust
setting of stop nuts on adjusting screw.
Propeller loose on engine shaft. Check front and rear cones for galling.
Clean up with crocus cloth, and then
re-install properly.
SE
Section V HAMILTON STANDARD PROPELLERS
Porogroph S SERVICE MANUAL NO. llOD
OIL LEAKAGE
Inboard gasket installkd in place of out- Remove cylinder head and install gaskets
board gasket, correctly.
At rear cone. Loose piston. I Tighten piston.
Front cone packing washer damaged. Remove pistonand install new front cone
packing washer.
Master spline screw loose or missing. Remove propeller from engine shaft and
tighten or replace screw.
From breather holes Oil supply pipe packing nut loose. Tighten nut and safety.
in piston.
Oilsupply pipe packing washer worn or Install new packing washer.
damaged.
Incomplete engine scavenging or exces- Consult engine manual.
sive blow-by.
At inboard end of Loose pipe or nut. Tighten loose nut or pipe and safety.
oil supply pipe.
Damaged pipe gasket. Replace damaged gasket.
Between cylinder Worn or damaged clamp nut gasket. Install new clamp nut gasket.
head and clamp nut.
Loose clamp nut. I Tighten clamp nut.
GREASE LEAKAGE
Between spider and Worn or damaged grease retainer. Disassemble propeller and install new
barrel. retainer.
Grease retainer blown due to excessive Disassemble propeller and install new
Grease accidently pumped into barrel Disassemble propeller and wipe off excess
while lubricating, grease. Recheck grease balance of pro-
peller.
From counter- Excessive amount of grease in cqunter- Remove counterweight caps and wipe
weights. weight bracket assembly. off excess grease.
OVERSPEEDING Improper setting of stop nuts on the Remove counterweight cap and correct
A‘T TAKE-OFF adjusting screw in the counterweight. stop nut settings.
Angles wrong because counterweight Remove propeller from engine and cor-
57
H~AMILTON STAND´•ARD PROPELLERS Section V
SERVICE MANU’AL NO. llOD Phragraph S
High blade frictional torque. Disassemble and adjust torque. See section
VI, paragraph 6. a. (3).
~i
ii
58
SECTION VI
DISASSEMBLY. INSPECTION, REPAIR AHU REASSEMBLY
i. OVERHAUL TOOLS.
PROPELLER MODELS
APPLICATION
NAME OF TOOL
21120 2D30 12D40 2E40 3D40 3E50
Assembly Table M-33 M-~3 M-33 M-33 I M-33 IUsed for assembly
disassembly of
propellers.
Holds assembly a
Assembly PostSrSupport I M-L67
balance sleeve on’
table. Specify
details 1, 3, 4, 9.
Blade Service Table M-116 M. 116 M-116 M-116 M´•116 M-1I6 IUsed for blade
Headstock M-300 M-300 M-300 M-299 M-300 M-299 Holds blade parallel
service table during
blade repair. "B"
blades use arbor 609
T-9, details No. 9
10, and clamps M-5
Propeller Protractor PE-105 PE-105 PE-105 PE-lOfi PE-105 PE-105 IUsed forchecking
(90-degree) angles.
Blade Torque Bar M-1095 M-~095 I M-1095 M´•~095 M-~035 I M-~095 (Usedtodeterminetight
ness of blades in hub. I
rates dial fordi
rque reading.
Propeller Hoisting Sling M-462 ´•1 M´•462 M-462’ M-462 M-462 M-462 Used for hoisting
propellers:
Blade Turning Device M-712 IM´•712 M-712 M-712 M-712 M-712 IUsedtoturn bladesin
assembled propeller.
Balancing Stand M-46 M-46 M-46 M-46 M´•46 M-46 IUsed for balancing
(Pit Type) and blades.
not include knife
Balancing Stand M-716 M-716 M-716 M-716 M-716 M-716 IUsedfor balancing
(Portable Type) and blades.
not include knife
Knife Edge Assembly M-232 M-2~2 M-232 M-Z~Z M-232 M-232 Supports arborduring
blade or propeller
balance on M-46
and M-716.
Assembly a Balance Sleeve M-756 M-758 M-759 i M-759 i M-759 M-i60 IUsed as a base for
during
balance.
Propeller Balancing Arbor ITAM-477-31TAM-52 1-21TAM-52 1-2(TAM-52 1-2ITAM-521-2 M-168 IUsed with assembly
balance sleeve.
Master Balancing Hub M-750 6095-T-1 6095-T-1 6103-T-2 6095-T-1 6103-T-2 IUsed for balancing
blades after repair
rework.
59
HAMILTON STAWDARD PROPELLERS Section VI
SERVICE MANVAL NO. llOD
PROPELLER MODELS
NAME OF TOOL I I APPLICATION
2B20 21330 12D40 2E40 31340 3E50
Installation Wrench M-1087 M-1088 M-10S9 M-1036 M-1096 M-1097 IUsed on propeller pis-
cylinder head, and
piston gasket nut.
Counterweight Cap~tenchl M-754 M-157 M-157 M-157 M-157 M-157 IUsed on steel counter
caps.
CounterweightCap Wrenchl M-754 M-742 .1 M-742 M-742 1 M-742 M-742 JUsedon aluminum
ight caps.
Blade Bushing Inserter -I TAM-536 M-38L M-381 M-381 M-381 M-381 IUsed to install blade
bushing.
Blade Bushing Puller TAM-537 nI-591 M-53L M-535 M-591 M-535 IUsed to remove
bushing.
Blade Balancing M-916 M-916 M-316 M-916 br usein removing
Plug Puller balancing plug.
Grease Gun Extension 51318 51318 51318 51318 IUsed on grease gun
spider arms.
Blade Tapei~ Bore 6109-T-6 6095-T-5 6095-T-5 6103-T-6 6095-T-5 6103-T-6 sed for bluing and
Plug Gage squareness check of
blade taper bore.
Blade Taper Bore 6095-T-8 6095-T-8 6095-T-8 6095-T-8 6095-T-8 6095-T-8 -IUsed to ream blade
Hand Reamer bore.
Blade Bushing Bore Gage 1201P-29 1201P-29 1201P-29 1201P.Z9 1201P-29 1201P-29 JUsedtocheckI.D.of
blade bushing bearing
snrfaces. Made by
Products Cor-
poration.
Blade Bushing Bore Gage Model 41 Model 41 Model 41 Model 41 Model 41 Model41 Used to check I. D.
blade bushing beating
cs. Made by
Gage Com-
,Inc.
Blade Fillet Tool 6135-’~C3 6101-T13 6101-T-13 6105-T-4 6r01-T13 6105-T-4 jUsed tin holder)´•to
rk blade fillet.
(Holder included
in 6135-T-3.)
Rear Cone Lapping Tool TAM-588 TAM-587 TAM-587 TAM-587 TAM-586 IUsed to remove gall-
from rear cone.
Spider Spline NO-GO M-150-20 M-150-30 M-150-40 M-~50-40 M-150-40 M-150-50 sed to check width
spider splines.
60
Seclion VI HAAIIILTON STANDARD PROPELLERS
Paragraph 2 SERVICE MANUAL NO. 110D
wire from the counterweight screws and take out the blades ´•keeping the index pins with their proper
screws. Tap the counterweights off from the brackets brackets. If blade chafing rings are used, take off the
with soft hammer, using not to bend the
a care
chafing rings by springing them sufhciently to allow
brackets or damage the surfaces of the brackets
or them ~o.be detached from the blades. When necessary,
counterweights. Take out the counterweight bearing blade bushings or balancing plugs may be removed
retainer spacers, if they are used. Remove the coun- of the
by means following procedure.
terweight bearing shaft cotter pins. Unscrew the
counterweight bearing shafts, and then remove the
counterweight bearing outer races and retainer as-
semblies together. While doing this, hold the cylinder
to keep it from dropping. If counterweight thrust
on the blade bushing drive pins breaks off, and the the the blade
out keys. Keep keys with their proper
pins do not come out with the bushing, they can be brackets. Removal of the blade bushings and balanc-
removed by drilling and tapping to 1/4 inch-20 N.C. ing plugs is accomplished in the same manner as de-
Then install a steel stud (with the same thread) ii~ scribed for the 2D30 propeller with the exception that
the pin. This bar should be threaded the blade drive
same at
bushing pins are not used in "B" shank
opposite end, a somewhat shorter pipe slipped over it, blades.
and a small piece of plate steel placed over the bar
c. MODEL 12D40.-The disassembly procedure
and against the pipe as shown in figure 60. Attach a
for the 12D40 is the same as for the model 2D30.
nut onto the bar and pull the bushing drive pin by
slowly and evenly tightening down on this nut. d. MODEL 7E40.--The disas’sembly procedure for
the blade the model 2E40 is the that for the model 2D30
(b) To remove balancing plug, use
same as
the correct blade plug puller listed in paragraph 1. except that lock washers instead of safety wire are
of this section. This tool is similar to the one for pull- Used to safety the screws which hold the counter-
ing the blade bushing drive pins except that the stud weights to the brackets. If a spring return assembly
iS Used, it should be disassembled as follows. Take out
incorporates a 1/2 inch-20 N.F. thread to fit the bal-
the puller bolt nut cotter pin and unscrew the puller
ancing plug stud. If this‘ tool is not available, a set-up
bolt nut. Holding the piston gasket nut, remove the
spring puller bolt: and the puller holt spring, then
remove the piston gasket nut from the springs. Dis-
cotter pin from the piston oil seal nut, unscrew the
nut, and remove the piston oil seal.
STUD
is used in place of the pipe as shown in figure 61. instead of safety wire are used to safety the screws
62
Section VI HAMILTON STANDARD PROPELLERS
Paragraphs 2-4 SERVICE MANUAL NO. llOD
which hold the counterweights to the brackets. All 4. INSPECTION. (See clearance chart, figure 62.)
later model 3E50 propellers use a counterweight bear-
ing shaft clevis pin and cotter pin in place of the No+e
cotter pin alone. If a spring return assembly is used,
refer to the disassembly procedure outlined for the The allowable manufacturing and service
clearances for parts and assemblies are
model 2E40 propeller.
listed in table I, and shown in figure 62. As
3. CLEANING. an example, item 1~ under the 2D30
pro-
T.OO’I)
a. The cleaning fluid used must be kept free from peller model is shown as
L .001
--L.008.
The dimensions shown to the left of the
dirt grit, and must be periodically renewed. All
or
bracket are manufacturing tolerances; that
propeller parts are to be thoroughly cleaned by spray- is, thepart (or assembly) may vary from an
ing, immersibn, or by wiping with a soft cloth soaked ;,t.rferenfe fit (indicated by a "T") of
with kerosene, non-leaded gasoline, or some other ap- .0015inch, to a loose fit (indicated by a
proved non-corrosive cleaning solution. "L") of.005 inch. The dimension listed to
the right of the bracket indicates the allow-
6. Wire brushes, steel wool, or any other tool or
for service use; in this example, the
ance
abrasive that will scratch or otherwise damage the
fit bet-iyeen the barrel and each barrel sup-
propeller parts will be used.
not
port may be loose .008 inch.
’TABLE I
Item
2B20 21330 12D40 2E40 3D40 3E5O Remarks
1..1 .114Min. .114 Min. .114 Min. .114 Min. .114 Min. .114 Min. Minimum thickness
counterweight
b portion.
L.oozl, L.0021,
z
L.OLOI~’V’V L.Or01~’VLV L´•010i´•´•´•2´• L.002t´•´•´•´•´• L.002i´•.oz´•
L.OOZ
L.olo L.010
L.002l,
L.0101L~’VLV Ibetweenslot and
in length
should not exceed
shown.
3 See Remarks Sei Remarks See Remarks See Remarks See Remarks See Remarks IIndex pins to be
fit between
and bracket.
4 L.0005(, between
L.0025F"’VV’ blade key and slot i
5 L.0005between
00031,
7
IL.00030017~,.,,,, 0003tl.oo25
r7 00171~’VVL’ ~:tL.0021 0003t´•´•´•o
0017 17tL.oqzs
3 between
OD of shaft and ID
bushing.
T.0031, T.OO 3 T.0031_ T.0031_
8
.000t’
T.002
T.ool~’ T.oolC"
_
T.001F’ T.001C’
T.002
.000 t’ between OD of
bushing and ID of
bore.
10 .353 Min. .353 Min. .353 Min. .408 Min. .353 Min. .408 Min. Ihlinimum wall thick
ness for barrel
bore in critical
(Critical area
LEGEND
T- Tight Fit L- Loose Fit
Clearance measured at 21" C. (70" F.)
´•Replace parts as required when any looseness is in evidence.
63
Section VI
a-r~arclPh 4
HAMILTOIS llOD1
MANU_AL NO.
.IABLE i (Continued) Remarks
SERV\CE 3E50
jD40 values m"Y
2’640 ,Minimum .030 inch
.400 Min´• be reaurc-
121340 ;345 Mio´•
co
local areas
2D30 .400 Min´• than 20
percen’
item 2820 ,345 Min´•
~45 Min´•
.345 Min´• bet~een
barrel
II ring and
5 11..031 T.001t.005~L.o3lt bore´•
pider m,de\s
~055 L.031 L.000’iL.0085~L.031 oobs\’ tFar ’jD4O
ar~200.tFOr3E5
L.0095~L.031 L000L.O
L.0005 below
shall
be,200´•
lines si
A".379 with a
L.OOtStL.O06
L.0037
L,O0~7\-
T. d
T~003811 T.0045\ bet´•see."
T~0045\‘
T.0038I+ TT.00~0045 ,000o0007tL.ooi2 lade bushingdrive
bashing
19
T~0045\
.oooa L~0012 0007t
.0000 L.0012 pin
bec~ueen
O000ftL.oo~ O007 cylinde~
0007t
.O000 L.0012
L.013t
L.008 L.031 and piSCOn1
L.008L.013tL.O~1 t.013jj
ZO t.008 L.031
maY be
arks as
assemb~Y
See Rem lonB
as .tighc´•
21 L.0~3t
L.008 L.D~1
face´•
de butt
22
between
and
t.00151L.015 pul~er bo~t "U’
puUe’pla~e.
23
L.0014tt.glS L.0055li1..015
t.0015 L.0055\-
bet~Neen
t.ooss
pullerplare
L.Ol 0 L.035tL.060 L.010L.035tt.060 iandp’SfO"´•
2"
-----I ~´•´•o,,
25
LEGENDL Loose Fit
C. C7 O"
F.)´•
I st 2 iS i"
evideoce
looseness
Clearance;,ed when any
as re~3Y´•´•--
*Replace parts
64
Section VI HAMILTON SfANDARD PROPELLERS
SERVICE MANUAL NO. llOD
i ~16
~17
st la
SECTION A-A 10
3Y SHANKI PROPELLERS
´•r
B SHANK PROPELLER
SECTI;ON 8-8
21
6 15 25
65
HAMILTON STAND;A;RD PRQPELLERS Section VI
SERVICEMANUAL NO. l~lOD Paragraph 4
a. HUB ASSEMBI;Y.--AII parts are to be carefully 6. Item 12 in the clearance chart specifies
inspected for damage as outlined in this
wear and the allowable clearance between the phenolje spider
paragraph. If necessary, seals, gaskets, and packings ring and the barrel at the spider bore. Excessive c~ear-
are to be replaced. When distorted, seals made of syn- ance may be eliminated by shimming between the
thetic rubber, such as the front cone packing washer, spider ring and the spider.
can sometimes be restored to shape by boiling them in 7. Magnetically inspect thespider in ac-
water for 20 minutes. cordance with the instructions given in’ paragraph
HUB GROUP. 4.c. of this section.
(1)
(a) SPIDER. 66) BARREL.
should be resurfaced by lapping’or grinding. The paragraph 5.a. (3) of this section. The inside diameter
below the limits listed in table rI. accordance with item 17 of the clearance chart. Evi-
dence of wear on these surfaces can be ground out
TkSLE II
as explained in paragraph 5.a.(3) of this section.
Spider- Minimum Cone Seat I However, if the diameter exceeds the maximum al-
Spline Size I Gage Length (Inch) lowance, the barrel shall be scrapped.
"20 rl 5.190 1 2. The wall thickness of the barrel at the
blade bores shall be inspected close to the blade thrust
20 6.190
lip as illustrated by item 10 in the clearance chart.
,o 6.596
The circumferential area extending 3/8-inch inward
40 6.534~
from the blade thrust shoulder is considered the criti-
so 6.721
cal portion, and the wall thickness over this section
4For spider parr No. 51460 having one may not be reduced beyond the limits listed in the
inch shorter cone seat gage Length. clearance chart as item 10. The wall thickness inward
2. Check the width of the spider splines from this 3/8-inch portion may be reduced an addi-
with a single key NO-GO gage of maximum width tional .030 inch below that specified in item II in
"A" as specified in item 13 in the clearance chart local areas which cover less than 20 percent of the
tabulation. If this gage enters more than 20 percenr´• circumference. These repair operations should be done
of the splines, the spider shall
scrapped, be according to the instructions contained’ in paragraph
3. Inspect bearing surfaces
the spider arm 5.a.(3) of this section, and if the barrel cannot be
for wear and galling. This damage may be cleaned up reworked within these limits, it shall be scrapped.
with a fine oil-stone so long as the maximum clear- 3. If the clearance between the phenolic
ances between the spider arms and the blade bushings spider ring and the inboard barrel half exceeds that
listed items 16 and 18 in the clearance chart listed in item 12, it shall be
as are
brought back within the
exceeded. If the clearance exceeds that listed be- allowable tolerance by
not
shimmingbetween the spider
cause spider arms have worn too small, the spider
the
ring and the spider.
shall be scrapped; however, first make certain that 4. By making a trial assembly of the pro-
the blade bushing has not worn bversize.
pellet without blades, check the clearance between
4. Item 6 in the clearance chart specifies a
the barrel and each barrel support. This clearance
tight fit between the shim platedowel andthe spider, shall be such that the barrel will show no looseness
and requires replacement of the dowel whenever any
on the spider when a .OO~-inch maximum shim is in-
looseness is in.evidence. Loose dowels may be replaced;
serted between the- barrel and each barrel support on
by dowels which are .006 inch oversize, but it is´• neces- two-blade .005-inch maximum shim
in.the spider as de-
a propeller, or a
66
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL MO. llOD Paragraph 4
would prevent their being properly assembled, the cloth as long as the assembly remains oiltight. If leak-
parts shall be scrapped. The clearance chart specifies age occurs as a result of rework, the liner can be re-
graph 5.0.(8) of this section, face is cause for replacement of the part. It is also
2.Inspect the counterweight bearing races (b) PISTON.--Check the propeller shaft
for wear cracked, it
and cracks. If the retainer is thread portion piston.of the If the lead threads are
shall be scrapped, and any race showing more than damaged to an extent requiring removal of more than
six distinct wear lines any one of which is measurable The
one full thread, the piston shall be scrapped.
as being .005-inch or more deep, shall be scrapped, allowable pitch diameter service limits of these
3. If used, visually check the counter- threads are listed in table III. This allowable pi~ch
weight bearing spacer for cracks and damage. If the class 2 the assump-
diameter is a fit, and is based on
part is cracked, it shall be scrapped. Evidence of dam- tion that the pitch diameter of the engine shaft thread
age may be cleaned up with a fine oil-stone so long as
not go beneath the limits of a class 2 requirement.
does
the part will function properly. Magnetically inspect the piston in accordance with
(3) CYLINDER GROUP. the instructions in paragraph 4.c. of this section.
68
Section VI HAMILTON STANDARD PROPELLERS
Paragraph 4 SERVICE MANUAL NO. llOD
(c) COUNTERWEIGHT THRUST BEAR- graphs 5.b.(2)(a) and 5.b.(3)(c) of this section. As
ING ASSEMBLY AND THRUST WASHERS.--Care- specified in the clearance’chart, figure 62, the clear-
fully examine the counterweight thrust bearing re- ance between the blade key and the slot in the blade
gaskets need not be replaced; but gaskets that are washers to such an extent that they cannot be satis-
frayed, worn, or excessively oil soaked to such an
factorily cleaned up by local rework with crocus
extent that continued satisfactory service is question- cloth, these surfaces may be reground as described
able are to be replaced. Inspect for rmnor damage to paragraph .b.(2)(c) of this section.
the piston gasket nut propellersin-
and threads. With
(c) THRUST BEARING RETAINER AS-
corporating the spring puller bolt, check the vernier
SEMBLY.--Inspect the blade thrust bearing retainer
splines in the piston gasket nut for damage.
for cracks, and´•the rollers for flat spots and corrosion.
(e) MISCELLANEOUS.--In the case of
Cracked retainers be
scrapped, and damaged
are to
spring return propellers, inspect the spring
type rollers which do not roll freely can be replaced as de-
puller bolt
assembly and vernier lock
plate for cracks scribed in paragraph 5.b.(2)(c) of this section.
and wear at the splines. The inner and outer springs
shall be magnetically inspected in accordance with (d) CHAFING RING.--nspect the phenolic
the instructions in paragraph 4.c. of this section. The chafing ring for cracks, frayed edges, and general
deterioration of the material. Replace these rings as
puller bolt spring, the spring puller plate, and spring
necessary.
puller bolt nut should also be inspected for cracks and
(e) BUSHING.--Determine whether the
damage. Replace any parts which are excessively
worn or cracked. The clearance between the puller
clearance between the bushing bearing diameters
bolt nut and the spring puller plate shall not exceed (large and small) and the corresponding diameters on
the.0lS inch specified in the clearance chart. If the the spider arm exceeds the clearance chart limit of
actual clearance is more than this allowance, replace .006 inch. If necessary, scrap the bushing. Evidence
the worn parts. Check the clearance between the Of galling, corrosion, and wear may be cleaned off
spring puller-plate and the piston. As shown in the these bearings within the above limits. On "D" and
clearance chart, this clearance shall not be more than "E" shank blades, the clearance between the bushing
.060 inch. If necessary, replace the spring puller plate, a"d drive pin may not exceed .0012 inch. Replace the
69
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. llOD Paragraph 4
(2) INSPECTION METHODS.--For surface blade in clear warm. water. Carefully inspect the
inspection of blades where damage or repair is sus- blade for cracks and other.damage. Cracks in the
pected of having initiated cracks, chromic acid ano- blade surface will appear as dark lines or ´•marks.
dizing is preferred. Where equipment ´•for such in- Blades having cracks, or damage that cannot be
spection is not available, caustic etch of the blade worked out within the repair limits given in, para-
from the tip to about the 6-inch station and inspection graph 5.b. ´•of this section shall be
scrapped. If no
by near ultra-violet light from the butt end to about cracks discovered, the blade should be polished
are
the 12-inch stat’ion is satisfactory. Inspection of the after inspection to remove all traces of the etch..
blade with caustic etch in the locality of each rework (C) ULTRA-VIOLET LIGHT INSPECTION.
isusually satisfactory; however, when there is any -The shank end’ of the blade shall´• be inspected for
doubt that this inspection has not been conscientiously cracks from the butt end to the 12-inch station
by
made, it is recommended that the entire blade be in- the use of near- ultra-violet light
conjunction with
in
spected by chromic acid anodizing or caustic etch in a solution of 50 percent aircraft engine oil and 50 per-
coniunction with near ultra-violetlight. cent kerosene. This solution should. be maintained at
(a) ANODIZING.--When chromic acid ano- a temperature between 320 to 540 C.´• (900 to 1300
dizing is used, the blade shall be completely anodized F.),and the oil used should be tested under near ultra-
from the tip to a point which is at least 3/8 inch in- violet light to make certain that it has fluorescent
board from the edge formed by the bade fillet and the quality. Immerse the shank of the blade in the’solu-
blade butt OD. Do not allow the chromic acid bath tion to the 12-inch station, and allow it to remain for
to contact the blade bushing, and electrically insulate a minimum time of 10.minutes; After this time, re-
the thrust washers from the blade. The anodiiing move the blade from the bath, allow the excess solu-
shall be performed in accordance with Specification tion to drain off, and then spray the blade~with carb.on
the blade shall be rinsed in cold, clear running water move the remaining solution. If any other cleaning
for three to fiveminutes, and then dried with an air solvent is used, make certain it has no fluorescent
blast. Allow the blade to stand for a minimum period properties. Allow the blade to stand for at least 15
of IS minutes, and then it for cracks and mi"utes that bleeding out of the penetrating solu-
inspect so
other A crack will show up tio" may in any cracks p´•resent. Examine the
damage. usually as a
occur
when this process is used. Blades having cracks or violet light. Cracks will show up as bright fluorescent
lines as the penetrating solution bleeds out. Blades
damage that cannot be worked out within the repair
having cracks or damage thatcannot be worked out
limits given in paragraph 5.b. of this section shall be
of the anodized surface is
within the repair limits-given in paragraph ~.b. of
scrapped. If sealing desired,
this section shall be scrapped.
the blade may be immersed in hot.water 820-1000 C.
(1800-2120 F.), for half an hour after inspection, (3) BENT BLADES.
swabbing is used, the area to ~be inspected shall be the thickness of the blade at the same point. Figure
completely covered with the caustic soda solution. Do
63 shows the maximum angle of bend in a length of
not allow the caustic soda (or nitric acid) solution to two inches for straightening an aluminum alloy blade
contact the blade thrust washers, bushing, bushing without heat treatment. One curve is marked !’maxi-
drive pins, or screws. Rinse the blade in clear warm mum bend for cold straightening", and the other
water. After the blade has been etched, it will be "maxxmum bend for field repair’,. From the’ thickness
cleaned in a nitric acid solution composed of one part and angle previously taken, determine
measurements
concentrated technical grade nitric acid to five parts where the corresponding point would fall with re-
of water. Immerse the blade in the nitric acid bath, spect to~the curves shown in figure63. A blade which
or swab the blade with the acid. After the black de- is bent in face alignment within the permissible
posit has been removed by the nitric acid, rinse the amount shown for field repair may be straightened
70-
Section VI HAMILTON STANDARD PROPELLERS
Paragraph 4 SERVICE MANUAL NO. llOD
cold (for face alignment and angle) without anneal- (a) ULTRA-VIOLET LIGHT.--The taper
ing by approved activities; however, a blade which is bore of a hard alloy blade is to be inspected for cracks
bent in face alignment beyond the permissible amount using near ultra-violet light in conjunction with an
for field repair but within the limits for cold straight- oil solution having fluorescent properties as described
ening may be straightened cold without annealing but in paragraph 4.b. (2)(c) of this section.
should be sent to a repair depot equipped to handle (6) PURPLE DYE.-Where ~acilities are not
this type of work. A blade which is bent in face align- available to inspect the taper bore by ultra-violet
ment in excess of the permissible amount for cold light, purple dye may be used.
straightening shown in igure 63 shall be annealed in I. Thoroughly swab the taper bore with
accordance with the specification described in para- carbon tetrachloride using enough of the liquid to
inspected for cracks at overhaul and whenever these fully cleaned and the surface examined minutely by
blades have ~been straightened either cold or in the means of a small flash-light bulb fitted with a suitable
annealed state. If the taper bore is to reamed, this
be extension. However, tyhen borderline cases are dis-
inspection shall be made after the reaming operation covered by usemethod, the blades should be
of this
and just prior to the shot-blasting of the bore de- sent to a station equipped to perform inspection by
scribed in paragraph 5.b.(2)(e) of this section, either near ultra-violet light or purple dye methods.
CI--C- I´•--I
II
THICKNEIIOF BME
Figvn, 63 protractor and Mmimum Angle of Bend Cvrver for Bent Blader
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. 110D Paragraph 4
Test A Time
Powder Amper- P’opeller
Bar +.001 Interval
Indication Parts
SURFACE
FREE FROM SCRATCHES
Detail inch age
J(Seconds)
so",, I I 1 3 .260 Definite 2000 2
Spider,
g 4 1 1 4 .275 Faint 2000 2 and Counter-
weight Bracket
1" 5 .290 None 1 2000 2
16
D.
2 Thrust
.240 Definite 1500 2
ashers, Pis-
5 1.260 Faint 1500 2 ton, and Inner
and Outer Re-
4 .275 None 1500 2 turn Springs
AMS 6415 steel and heat treated to a Brinell hardness lation, and piece No. 4 will show no accumulation. If
of 375-415. The equipment may be calibrated at one th, equipment is operating in a normal manner, these
of the three levels of current density listed in table should be obtained
results at approximately 1500
IV, depending upon the diameter of the part to tie
amperes.
inspected in a particular inspection unit. 3. Equipment used to inspect
parts of
(a) PROCEDURE.--The calibration pieces smaller cross-sectional areas, such asbarrel bolts, bar-
shall be contacted one at a time directly at both ends rel bolt nuts, and´• counterweight bearing shafts, will
by the electrodes of the unit; a piece shall never be be adjusted and the technique employed such that
fluxed on a bar coil. Each piece shall be fluxed
or in a piece No. 1 will show a faint accumulation of indi-
so that the resulting magnetic fielsl will be perpen- eating powder and piece´• No.-2 will show no accu-
dicular to the slots and the dots shall be placed up- mulation, If the equipment is operating in a normal
72
Seetion VI HAMILTON STANDARD PROPELLERS
SERVICE MANUAL NO. rlOD
--C
STRESSE D
STRESSED DIRECTION
PISTON
I
STRESSED
(FILLET)
SED
B~A R R E L
STRESSED
STRESSED
ISTRESSED DIRECTION
SPIDER
73
~AMI?TON ST*NDARD P~OPELLERS Section VI
SERVICE MANUAL NO. llOD
1~
STRESSED
DIRECTION
DIRECT
STRESSED II I STRESSED
STRESSEDDIREtTION CgO
ST
1- STRESSED DIRECTION
STRESSED
STRESSED
DIRECTION
STRESSED
COUNTERWEICHT
COUNTERWEIGHT BRACKET BEARING SHAFT
74
Section VI HAMILTON STANDARD PROPELLERS
Paragraphs 4-5 SERVICE MANUAL NO. llDD
The terms "stressed" and "unstressed" are employed inch shorter cone seat gage length.
merely for convenience, and it should be understood
nevertheless
cident with the spline axis. This can best be accom-
that "unstressed" parts and areas may
substantial of non-vibratory
plished with a fixture that centers on the sides of the
be subject to stresses
i. Indications parallel (-t45 degrees) to a (3) BARREL.--If the inner or outer surface of
indications having length with fine emery cloth and crocus cloth. Evidence of
a. Any a
stressed. direction.
de- TABLE VI
2. Indications perpendicular (-t-45
grees) to a stressed direction.
Minimum Wall Thickness
Shank Maximum ID of
5. REPAIR.
Size Blade Bore (Inch) Critical Area" Remainder
a. HUB ASSEMBLY. I i. I~ (Inch) (Inch)
B 5.335 .353
(1) GENERAL.
D 6.770
(a) All plated propeller parts on which the 1 1 .353
1 .345
E
plating has been damaged to such an extent that the 7.270 .408 .400
oil-stone and crocus cloth, the values in table VI shown under "Remainder",
providing the repair does not cover more than 20
(2) SPIDER.
percent of the circumference of any one blade bore.
(a) Any galling or bronze pick up from the
blade bushing on the spider arm bearing surfaces shall (b) If a barrel does not meet the dimensional
be removed with a fine oil-stone and crocus cloth, requirements listed in table VI, it shall be scrapped.
(6) Cone showing wear on 20 percent
seats (4) BARREL SUPPORTS FOR MODEL 2D30,
or more of the shall be resurfaced by grinding.
area 12D40, AND 2E40 PROPELLERS.--If not already
The grinding shall be accomplished in such a way incorporated, barrel supports for these propellers
that the axis of the cone seat will be maintained coin- should be.reworked so that rile washers used to obtain
75
~IAMILiC)NSTANDARD PROPELLERS Section VI
SERVICE MANUAL NO. llOD Paragraph S
Figure 67 Barrel Support Rev/orlr tortion as a result of either a bent or a twist is .063
inch or less, the bracket may be straightened cold;
TABLE WII however if the distortion exceeds .063 inch but is less
than .125 inch, the bracket may still be straightened
Prdpeller A B
Model (Inch) (Illfh) cold, but in this case, the letters "STR" must be
3/32
stamped on the bracket immediately preceding the
2D30 1-25/32
part number.
121242 1-25/)2 3/32
(6) Any minor wear or galling shall be re-
2E40 1-25/32. 11/32
moved by careful hand stoning. If the shim plate and
thrust washer face (bearing shaft bushing face in
preliminary vertical balance may be installed. To ac- some "B" shank brackets) is heavily galled or worn,
complish this rework, shape a wooden block so´• that a maximum of .010 inch from the drawing value
may
it will fit the outside surface of the support and hold be surface ground from the entire face area as shown
the support level. Then counterbore the inside surface in figure 62, item 1.
of the support according to the dimensions listed in
(c) INSTALLATION OF USED COUNTER-
table VII, and shown in figure 67. Care should be WEIGHTS ON NEW COUNTERWEIGHT
taken not to exceed these dimensions, and all edges BRACKETS.--Used counterweights may riow be in-
and should be slightly rounded off. The sup- stalled
corners
on counterweight brackets according to
new
port assembly consisting of a screw No. AN 526-428- the following procedures. These procedures vary
10, two washers No. AN 960-416L; and aself-locking slightly depending upon the type of dowels used. For
nut No. AN 364-428 may then be added on the sup-
straight dowels which are driven into the counter-
port to hold the required number of balancing wash- weights, use PROCEDURE NO. 1, and for dowels
ers No. ~6831. The correct assembly is shown in figure which are fastened to the counterweight by upsetting
111, and ´•the procedure for obtaining verical balance one end of the dowel, use PROCEDURE NO. 2.
is explained in this section, paragraph 6.a. 1. PROCEDURE NO. l.-Straight dowels
(5) SHIM PLATES AND SPIDER SHIMS. are to be removed from the counterweights before
a smooth- bearing surface for the blade bushing. If dowels be drilled before they are driven out of the
both surfaces are worn, the shim plate shall be re- counterweights. Attach the counterweight to the
placed, new bracket using the counterweight screws, and
STEEL TYPE.-Evidence of gall- draw it down firmly into place. Using the counter-
(6) wear or
ing on steel shim plates will be smobthed out by care- weight as a guide fixture, rough ream the dowel holes
ful stoning. Phenolic strips which have become loos- in the bracket to the full depth of the hole for that
ened shall be recemented to the shim plates. The ce- bracket as listed in table VIII.’Remove the counter-
ment used shall be an.approved waterproof, air- weight from the bracket, and finish ream the dowel
non-corrosive cement, such .AAF;Stock No. holes in the b-acket to the size speci~ed in table VIII.
drying as
76
Section VI HAMILTON STANDARD PROPELLERS
P~.aaMDh 5 SERVICE MANUAL NO. llOD
TABLE VIII
Counter-
Counter- Finish Ream )1SP
CounCer- weight Rough Ream
Bracket Reaming
Bracket weight B’afket
weight Bracket
Dowels
(Inch) ~.0005 inch Firture
Assembly
50606-T-7
50606 50605 51162 50307(3) .307 .3135
Less Det’s. 2 9
Then, install new dowels in the counterweights. Lay When installing straight dowels, lay the counter-
the counterweight (stamped side down) on a smooth, weight (stRmped down) on a side smooth, solid sur-
solid surface, and drive the dowels in until they are face,´•and drive the dowels in until they are nush with
flush with the stamped side. Finally, install the used the stamped side.
counterweights the new-brackets.
on
(8) COUNTERWEIGHT ’f, due to
CAP.
2. PROCEDURE NO. 2.--On used coun-
excessive tightening, the counterweight cap
wear or
be removed by careful stoning. in old and new cylinders, and for adjusting the clear-
ance between the counterweight bracket and thrust
(b) If the counterweight dowels have become
worn or damaged, they should be removed and new
washer (counterweight bearing shaft bushing face
77
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. llOD Paragraph S
replaced.
i. Place the cylinder in a lathe and turn
down the inner diameter of the liner until a thin shell
remains. Then, insert a sharp tool between the liner
Figure 68 a"d the cylinder ID and pry the liner from the cylin-
Rest4king a Counterweight Rearing Retainer
der at two points approximately 180 degrees apart.
figure 68 at propeller overhaul. This restaking can Extreme care must be exercised so as not to damage
continue until there is not enough metal left to stake, the cylinder. Collapse the liner and remove it from
or until the balls wear through the other side of the the cylinder. Clean the cylinder ID and remove any
retainer. Then the bearing retainer should be re- tool marks with crocus cloth.
placed. 2. Heat the cylinder for 10 minutes in boil-
of the piston is damaged to such an extent as to pre- accordance with figure 70 and table IX.
vent the piston from being properly installed on the 4. Cover the outside diameter of the new
engine shaft, the piston shall be repaired by removing steel liner with a light coat of grease. Place the heated
a maximum of one full thread. If it is necessary to cylinder and the new liner, with the inserting tool
remove more than one full thread in order to repair installedi under an arbor press. (The tapered end of
the piston properly, the piston shall be scrapped. the liner must enter the cylinder first.) Care must be
.053
a.
D73 -r
X4P
8.
2.~97
17701A. )I )~)I
-~r
_i--
Figure 69 Modification of Piston Gasket Nut Figure 70 Cylinder Steel Liner inserting Tool
78
Section´•VI HAMILTON STANDARD PROPELLERS
Paragroph 5 SERVICE MANUAL NO. 1100
TABLE IX TABLE XI
Propeller A I B Propeller A B
Model +.005 inch -t.010 inch I I Model f.OOS inch f.010 inch
TABLE XII
TABLE X
Grind
Grind Diameter of Propeller Phenolic Chamfer ID At
Model
+.003 i
Propeller Liner Inboard End
Steel Liner +.002 i 30 Degree --.000 inch
Model +.010 inch
--.000 inch
2B20 51573 2.812 45" X 1/16"
2B20 51136 3.562 3-2/8
21330 51572 3.000 450 X 1/16"
21330 51039 3.750 3-13/16
12D40 51571 3.625 410 X 1/16"
L2D40 51037 4.500 4-9/16
--I I 2E40 51571 3.625 45"X 1/16"
2E40 51037 4.500 4-9/16
31340 51571 3.625 300 X 3-5/8"
3D40 51037 4.500 4-9/16
3E50 51258 4.250
300, 8ush with
3E50 51217 1.250 5-5/16 cylinder chamfer
taken to start the liner squarely into the cylinder. can be made from soft steel in accordance with ~gure
The liner is then forced into the cylinder until its 71 and the dimensions in table XI.
tapered end bottoms in the cylinder.
3. Apply an approved waterproof non-cor-
5. Grind the inside diameter of the liner
rosive, air-drying cement, such as.AAF Stock No.
to the specifications listed for each´• propeller model in
7300-016000 to the cylinder small bore ID and the
table X. Face the outboard end of the liner flush with
OD of the liner. Then, insert the liner, chamfered end
cylinder head gasket’seat, and chamfer 30 degrees first, through the large bore of the cylinder and into
to the diameter specified in the same table. The ID
the small bore.
of the steel liner must be´•concentric with the ID of
4. Place the cylinder under an arbor press
of the phenolic liner within .005 inch total indicator
and bottom the flange of the inserting tool against
reading.
(c) REPLACEMENT OF PHENOLIC CYL-
INDER LINER.--If the phenolic cylinder liner be-
comes worn so that the clearance between the liner
and the piston exceeds that listed in the clearance
chart, figure 62, or should the liner become loose, it t;,p
ii
can be replaced in the following manner.
*s
i. Loosen the old liner by dissolving the I,
with I/
cement toluol, and then remove the
acetone or
79
HAMILTON´• STANDARD PROPELLERS Section- ~I
SERVICE MANUAL NO. l‘lDD’ Paragraph S
the base of the large bore of: the cylinder.Remove the TABLE XIII
inserting tool.
A
5. Using a- cloth dampened in acetone or Propeller Cylinder´•
toluol, wipe off the excess cement before it sets. Db
Model Detail
t:"o"o~
not use solvent than is necessary as- an´• excess
more I 2D30~---I 51539;1 1 1.500.
may work in between the liner and’ cylinder, thus I 12D40 1 51433-1 1 1.938
causing the liner to become loose. 2E40 51433-1 1.938
6. Grind or turn down´• the ID´•of the liner to
5D40
the applicable dimension listed propeller
for. each 1 s1420-1
1 1.8~3
in table XII. The ID of the phenolic cylinder liner accordance with-Specification No. AN-P-32-2 or
must be concentric with the ID of the steel cylinder AN-QQ-P-42la-1´•.
liner within .005. inch total indicator reading. the
4. Press counterweight bearing shaft
(d) REWORK OF WORN COUNTER-
bushing No. 51124 into the sleeve using an -inserting
WEIGHT BEARING SHAFT BUSHING BOI~E.-- tool similar that in
to figure 72. If a new bushing
Worn or damaged bearing shaft bushing holes in is used, the ID should be reamed to the dimension
2D30, 12D40, 2E40, and SD40 propeller cylinders listed in table XIV.
can be reworked´• to incorporate a steel counterweight
shaft sleeve part No. 65666. This rework is
(e) REPLACEMENT OF DAMAGED COUN-
bearing.
TERWEIGHT BEARING SHAFT BUSHING.--Bear-
to be done according to the following procedure:
I. Remove the counterweight bearing shaft ing shaft bushings replaced when damaged.
may be
bushing.
To accomplish replacement, heat the cylinder in
this
2. Drill a 23/32-inch hole to a depth of boiling water and then pull out the damaged bushing.
and then this hole P’eSS in a new bushing using an inserting tool similar
.5 54-.574 inch, ream to .7498-.75 03
inch of .521 inch. end to that shown in figure 72. An inserting tool like the
to a minimum depth Using an
mill of the dimensions shown in face off one shown as item 4 in figure 73 should be used for the
figure 72,
stock surrounding the cylinder hole to dimension "A" bushing in a 21320 propeller model. The ID of the new
in table XIII. Finally, countersink the hole .844 inch x bushing is then reamed to the dimensiori listed in
90 degrees. table XIV.
85686
.094~R
-I ~dC
INC 51(24
80
Section VI HAMILTON STANDARD PROPELLERS
Paragraph S SERVICE MANUAL NO. llOD
c
a o
-;un
I :8~k.
5
.424
:i86’ qZj"o
I :IJ´•
COUNTERWEIGHT BEARING SHAFT BUSHING
59347
plR,
59346
I:,a r
REAM
D
REAM
a~eo"
c1371"
-IC´•
THRUST WASHER
SECTION A-A
Figure 13 ~loditkation of 2820 Counterweight Bearing Figure l4-Counterweight Bearing Shaft Bushing and
Shah Bushing thrust Washer
81
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. tlOD Paragraph 5
grade B or AMS 4630, according to figure 74 and 20 percent of the bearing surface is cause for rejection
table XV. of the Following
cone.
any rework of the front cone,
5. The specified clearance between the it must be replated in accordance with Specification
thrust washer and face of the counterweight bracket No. AN-P-39.
must be maintained at assembly. (See paragraph
(6) Remove high spots caused by galling on
6.a.(6)(e) of this section.) To facilitate locking the the rear cone with the correct size rear cone lapping
counterweight bearing shaft, it will also be necessary tool as listed in paragraph i. of this section. Install
at assembly to drill a .It5-inch hole through the the rear cone on the cone holding part ofthe fixture
bushing, using the holes in the cylinder flange as a so that the cone split fits around the
holding key.
guide. Install the fixture into the inboard end of the spider,
(14) BRONZE THRUST WASHERS.--Bronze and rotate the cone by means of a bar inserted through
thrust washers, being of an expendable nature, should the end of the fixture. Use an approved lapping com-
be replaced at overhaul if they are worn or galled. To pound between the cone and cone seat surfaces. Do
meet the required clearance (L.003-L.006 inch) be- not attempt to remove pits.
tween the bronze thrust washer and the face of the
TABLE XVI
counterweight bracket, thrust washers are now man-
washers as well as the standard size washers can be 2B20 M-~OS7 3-1/8 1-1/2 2-3/4
manufactured locally from bronze meeting Specifica- 2D30(M~lose 1 3-5/16 1 1-3/4 2-15116
tion No. QQ-B-666 grade B or AMS 4630 according I 121340 M-1089 1 4-1/8 2-1/4 3-3/4
to the sketch and dimension in figure 74 and table
XV. During assembly, the washers may be ground to 18 MISCELLANOU S--REWORK OF IN-
the required thickness to obtain the ´•.003-.006 inch- STALLATIO´•N WRENCH.-~nstallation wrenches,
clearance specified in figure 62. No. 52578 for the model No. 52472 for the
2B20,
SCREW ASSEMBLY.-Any model 2D30, and No. S8499 for the model 12D40
(15) ADJUSTING
burrs on the surfaces of the counterweight adjusting p’opeller, are so designed that they may be used to
screw nuts shall be removed by careful stoning with tighten the piston into the propeller shaft and the
a fine oil-stone. If the nuts are worn to an extent that cylinder head onto the cylinder. These wrenches may
be modified to provide a means for tightening the
will impair their serviceability, they shall be replaced.
piston gasket nut by welding a circular plate on ´•one
(16) PHENOLIC SPIDER RING.--Should the
end of the wrench and drilling two additional holes
clearance between the rear bore of the inboard barrel
in the wrench shell as shown in figure 75.On shaft
half and the OD of the phenolic spider ring exceed
the limits shown in the clearance
breathing installations of these models, an~d for all
chart, figure 62,
types of 2E40, 3D40, and 3E~O models, the standard
shimming spider ring and the spider to
between the
installation wrench without this modification can be
reduce the clearance to the specified limits shall be
used to tighten the piston gasket The piston gas-
nut.
accomplished, or a new spider ring installed, ket adapter plate can
nut be manufactured locally
(17) FRONT AND REAR CONES. from SAE 4130 steel, heat-treated to Rocliwell 26-33
(a) Any metal pick-up from galling of the "C", using the sketch and dimensions shown in ~gure
front cone can repaired by careful stoning with a
be 75 and table XVI for wrenches Nos. 52578, 52472,
fine oil-stone. Wear or damage covering more than and S8499 respectively. After a wrench has been
TABLE XV
Propeller Thrust A B C
D E
Model Washer (1nfh) (Inch) (Inch)
82
Section VI HAMILTON STANDARD PROPELLERS
Paragmph S SERVICE MANUAL NO. llOD
TABLE XVII
Figvre 75 Modiiicotion of Inrkllation Wrenc~ec
Propeller Correction L
Model (Inch)
modified in accordance with these instructions, the
2BZO
part number shall be changed as indicated in table I
XVI. Wrench No. 52578 for the 2B20 propeller be- 2D30 O
;omes M-1087, wrench No. 52472 for the 2D30 pro- 12D40 7/16
peller becomes M-1088, and wrench No. S-8499 for 3D40 I
the 12D40 propeller becomes M-1089.
I 2E40 1/8
6. BLADE ASSEMBLY. 3EsO 1/8
an attempt is made to straighten it. terial removed from the face of the blade butt, the
(4) FACE ALIGNMENT.--A blade which is blade fllet, and the thrust washers in reworking must
bent in facealignment permissible
within the amount not be so great that the overall dimension from the
shown in figure 63 for field repair may be straight- face of the blade butt to the outboard surface of the
ened cold (for face alignment and angle) without fiat thrust washer
(excluding the thrust bearing
annealing by approved activities; however, a blade retainerassembly) is reduced
beyond the minimum
which is bent in face alignment beyond the permis- dimension "J" shown in figure 76 and listed in table
sible amount for field repair but within the limits XVIII. This dimension "J" shall not vary more than
for cold straightening may be straightened cold with- .002 inch when measured at several points around a
out annealing but should be sent to a repair depot blade. In the case of blades that do nothave chafing
83
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. llOD ParagraPhS
TABLE XVIII rings, the dimension "J" of all blades used together
Nominal
in one propeller assembly must be maintained within
(J)
Minimum Overall .010 inch of each other.
Type of Blade Overall Dimension ~1 2. REPAIR PROCEDURES. -The blade.
Dimension" +.000 inch
-.002 inch
butt face should be reworked to remove evidence of
(InCh)
realign the face after heat
B shank blade .1 1.820 1:-g7s 1 corrosion and wear, or to
thafing ring removed) I I I (e), also in this section; to a depth sufficient to allow
E shank blade without refacing the blade butt. Locate the blade on its taper
2.193 2.230
chafing ring
bore in a lathe, and off the necessary amount of
turn
E shank blade with removable
material from the butt face perpendicular to the
chafing ring (measured with 2.133 2.188
chafing ring removed) taper bore axis. Check the squareness of the butt face
with the taper bore axis. (See paragraph 5.b.(2)(e)
’Face of blade butt to outboard surface of flat thrust
in this section.) In the case of "B" shank blades, it is
washer, excluding thrust bearing retainer assembly,
CEHNUBRI, EF RENCEt
LINE
F C H
N
BASIC
LINE
MINIUUM OUTLINE
OUTLINE
I- A a
84
Section VI HAMILTON STANDARD PROPELLERS
5 SERVICE MANUAL NO. llOD
Paragraph
key slot to maintain these surfaces within .249 to .251 Blade Dedgn Blade Shank
Change
inch from the butt face. The material removed from Number Letter Size
the butt face must not reduce the dimension "J" 6101A AR D
shown in figure 76 below the limits in table XVIII.
6101A-1ST Q 13
This distance may be reestablished, within certain
S 13
limits, by the useof a thicker chafing ring, a steel
spacer, and iin some cases) spider shims. I I J I
D
a. USE OF CHAFING RING.--Phenolic 1 6’67A-~8 C
I
chafing rings are provided in various thicknesses for 1 6237A
1 C
-I 13
"D" and "E" shank blades and may be used to com- 6103A I AN I E
identified, in each case, by a -20 folloiing the part not necessary until the dimension "j"has been re-
number. To determine the correct size chafing ring, duced beyond the.020 inch which can be made up
measure the distande from the blade butt face to the by the use of a maximum oversize chafing ring.
outboard surface of the flat thrust washer without
thethrust bearing retainer assembly or charting ring
installed. Then select the ring from table XX which, TABLE XX
56371-0 .027
b. USE OF BEARING SPACER AND
56371-5 .032
SPIDER SHIMS.--A .035 inch thick steel spacer may
56171-10 .037
be used to compensate for a reduction of the overall 1 i
.042
dimension "J" (shown in figure 76) from the butt I 1 56371-15
1
face to the outboard surface of the flat thrust washer 11 16)71-20 .047
due to wear or rework of the butt face, blade fillet, 56371-25 .052
the blade shank between the flat thrust washer and 56)71-)1 .062
necessary until the dimension "J" has been reduced E 56370-20 .06)
use of the ext~a spider shim. In the case of a blade I i 56370-30 i .073
ring may be used in conjunction with the steel spacer 56370-40 .08)
to reestablish the dimension ’’J". The steel.spacer is
85
STANDARD PROPELLERS Section VI
r,,,,,,, MANUAL NO. 110D
Lortlgraph S
(b) FILLET,--Evidence of galling and cor- be removed and replaceb. Set up the blade thrust
iroston shall be removed from the blade fillet by using bearing retainer in such a’´•way that the area imme-
fine emery or crocus cloth. Take care to maintain a diately surrounding the rollers to be removed is well
uniform seat for the beveled thrust washer or chaf- supported. Drive out the damaged rollers, as shown
ing ring. Severe gallingor pitting of the fillet may be in figure 77,’ using some tool which is small enough to
eliminated by carefully recurting the fillet on a lathe. fit between the sections of the bearing retainer. After
The blade should be located on the taper bore, and the the damaged rollers have been removed,~ turn the re-
radius cutting tool listed in paragraph I. of this rainer over. Place the new rollers in position, being
section set so that its center is at a distance 1/2 "F" careful to note that the long and short rollers are
(shown in figure 76 and listed in table XXII) from alternated on "E" shank blades between the inner
the blade axis. Material shall be taken off gradually and outer position in the race, and´•between adjacent
from the fillet by moving the tool parallel to the retainer slots. Two rollers of the same size are used in
bladeaxis toward the blade butt face until the sur-
reground surfaces shall be carefully removed. If the Figure ´•78 Restal(ing Thrust Bearing Retainer
86
Sec~ion VI HAMILTON STANDARD PROPELLERS
Paragraph S SERVICE MANUAL NO. 110D
"D" Shank blades, and "B" shank blades have one concentric withthe blade axis within .020 inch full
roller in each retainer slot. With a retainer supported indicator.reading. It is desirable to keep diameter
as shown in figure 78, drive the new rollers into posi- ’IG" as large as possible and still have smooth blend-
tion. Reset the extended edges of the retainer over ing of surface "D" with both surface "C" and the
the new rollers, and stake the sides of the retainer to fillet surface. No local hollow areas are permitted over
i. STATION "N" TO STATION "G".-- reamer 609J-T-8 listed in paragraph i. of this section
The surface of the blade over length "D" shall be to bring it back within the proper limits. The taper
blended carefully and smoothly from diameter "N" bore should also be reamed whenever the blade butt
to diameter "G". The surface in this section shall be is faced off, as described in the preceding paragraph
TABLE XXII
B D D E I E
Shank Shank Shank Shank Shank
Nominal
Shank
.73"/Ft. 1.35’~/Ft. 1.35"/Ff. i 2.00"/Ft. I ´•2.00"/FI.
Taper
Plug Gage
.003" .205" .205" .220" .220"
Depth
.000" .203" .203" .218" .218"
Squareness
(17
HAMILTON STANDARD PROPELLERS Section VI
S’ERVICE MANUAL NO. 110D Parogmph 5
3.b.(2)(a) of this section, or whenever the blade is the adjustable ring on the shield. To hold the blade
annealed and reheat-treated. In the case where the during the shot-blasting operation, the clamp arrange-
taper bore isbeing reamed to eliminate distortion due ment shown in figure 79 is fitted over the blade tip
to annealing and reheat-treatment, the bore should be section and then attached to an overhead girder. The
reamed only enough to provide a new and uniform butt end of the blade may be suitably supported by
bearing for the blade bushing. Any step left between a wooden cradle. The nozzle is inserted through the
the newly reaaned taper bore surface and the original open end of the~ shield and the shot now through the
taper bore must be carefully blended out. Following nozzle adjusted to the maximum. Best results are
the reaming operation, the butt end of the blade obtained by tilting the blade at approximately a 45-
should be faced off square to the new taper bore degree angle. To obtain optimum peening results, the
axis, and the squareness and location of the butt blasting shall be accomplished with the mouth of the
face the taper bore checked with the correct plug
to nozzle one to three inches from the surface being
gage listed in paragraph 1. of this section. The plug blasted, and the angle at which the shot is directed
gage must enter the taper bore to a depth within the toward the surface shall be maintained as near to 90
limits given in table XXII, and the butt face must degrees as possible. shot pattern obtained
A typical
be square to the taper bore axis within these same by the use of this rig is shown in figure 79. The
limits when checked completely around the butt face, operation usually takes about five minutes, and an
Apply bluing to the plug gage and check the it of the even pattern can be obtained by slowly working the
plug gage in the taper bore. At least 75 percent of nozzle pipe up and down inside the blade bore, and
the taper bore bearing surface shall show bluirig con- then rolling the blade after each section of the bore
tact. If necessary, the taper bore should be scraped has been satisfactorily blasted. When blasting the tip
until the proper bluing contact is obtained. In the portion of the bore, the air should be shut off oeca-
case of blade designs 6227, 6237, 6241, and 6249, sionally to allow the trapped shot to roll out. Care
which are made of hard alloy material (HSP 26), the should be used not to scratch or gouge the shot-
taper bore shall be inspected for cracks tin accord- blasted taper bore with the nozzle. The shot-blasted
ance with the procedure outlined in paragraph 4.8.(4) taper bore should be visually inspected and must show
of this section), and then shot-blasted after any complete coverage with no bare spots or areas. Any
reaming operation. Following the shot-blasting, the area of the blade which is not properly shot-blasted
taper bore may be lightly scraped to obtain the proper or which is scratched or gouged must be shot-blasted
fit and minimum bearing with the taper plug gage, again. After the shot-blasting treatment, the shot-
2. SHOT-BLASTING OF HARD ALLOY blasted taper bore must not be subjected to tem-
BLADES.-The taper bore of blade designs 6227, pe’ature above 1460 C. (2950 F.) and must not be
6237, 6241, and 6249 which are made of hard alloy held at any temperature above 660 C. (1500 F.) for
material (HSP 26) are to be shot-blasted after longer than 2-1/2 hours. Some difticulty may be en-
reaming. As shown in igure 79, the sh~t-blasting countered in reinserting the bushing after the bore
steel nozzle, a shot hopper, a has been shot-blasted. If clearance between the blade
apparatus consists of a
blade holding device, and a shot-blasting shield. ´•The bushing and the blade butt exceeds .030 inch when
tube which fits inside the nozzle housing is adjustable the bushing is inserted by hand, the surface of the
so that the maximum rate of shot flow can be main- blade bore may be lightly scraped without injuring
tained. Once this now has been established, the inner the effectiveness of the shot-blasting operation.
nozzle is locked inside the nozzle housing by the lock (f) BLADE BUSHING.--Evidence of wear
nut. A long pipe is attached to the end of the nozzle or galling an the flange or bearing surfaces should
so that shot Can be directed to all portions of the blade be removed by stoning or by the use of ~ne emery
bore, and the end of this pipe is tipped with brazing cloth. These surfaces should then be polished with
to prevent damage to the blade bore. Efficient nozzle crocus cloth. No attempt should be made to remove
operation is obtained with 100 p.s.i. air pressure. The the pits at the galled areas. The it of the blade bush-
hopper stores and feeds the shot. A gate attached to ing in D and E shank blades should be such that when
the shot pick-up pan on the hopper can be adjusted to the bushing is inserted by hand into the taper bore,
regulate and maintain a continuous rate of shot now, the gap between the blade butt face and the bushing
The proper shot pattern is obtained by the use of hard aange does not exceed .030 inch.’Ulrhen finally in-
iron shot of .060+.010 inch diameter. The shield is stalled in the blade, the clearance between the bushing
provided to protect the operator during the shot- flange and the blade butt face should not exceed .004
blasting operation, and at the same time collect the inch. The bushing should be flush with the blade ~butt
used shot. The shield is itted over the blade butt by face in B shank blades. When bushings are removed
adjusting the distance between the horseshoe ring and from blades, the fit between the blade bushing drive
88
Section VI :1: HAMILTON STANDARD PROPELLERS
SERVI~E MANUAL´• ND. ´•110D
I~ STRIP STEEL
WOODEN BLOCKS
SHAPE LOWER
OF BLADE
17f
k I i
i j WELD
ymup S~EEC-J---I
BLADE TIP
STEEL STRIDE
**D
iR~:iitrj
ORINC;-ADJUTTABLE
PICI(UP
_L_/e´•om.
c..
2~11
OH3RYSHOE RING
REAR PLATE
;´•I
CUT jO FIT
OsnEu PLATE
"4;1
1"4
PAN BOTTOM
4i ------~1
PLATE
14 s.a.E.
12’’ -1
,,I
COVER
SECTION
SHOT PKIK-UP
THIS STUD
811
DRILLbTAP~
PAIP-A I~P
S.PI.E. THIK
UNE t -’D THDS´•5´•CIL.
S
IIDIUSr LLWGTH OF SnOT
LOCKING NUT
PICRVP TURF IN PAN
TURNED HOUND
3D!. BTUREADED FUU.LTII.TH
LT*P ~PIPE THD.
FOR DESIWD NOZZLE OUTPUT srD.
4’
12’
lt--43;I
A(UUSTABLE
FRONT
4NAP TT
3"
BE
t
ORIGINAL
As Received By 89
ATP
HAMILTON STANDARD PROPELLERS Seciion VI
SERVICE MANUAL NO. 110D Paragraph S
pins and the bushing and blade is often altered beyond determined from figure 80 for locations on the blade
allowable limits. If this it is beyond the limits given from the first shank station to 90 percent of the blade
in the clearance chart, figure 62, the pins should be radius. The outer 10 percent of the length may be
replaced with oversize pins. The drive pin holes in modified required. Blades requiring the removal
as
the blade and bushing should be reamed to take the of more material than that permitted shall be scrapped.
next oversize pin in accordance with table XXJII.
(c) The tolerances in table XXIV are those
The drive pin hole in the blade should be reamed to a listed in the blade manufacturing specification, and
depth of 9/16 inch for D shank blades and 1/8 inch they govern the width and thickness of new blades.
for E shank blades. The nominal diameter of the bush- These tolerances be used with the
are to pertinent
ing drive pin hole in hard alloy blades should be .002 blade drawing to determine the minimum original
inch more than listed in table XXIII. blade dimensions to which the reductions of figure 80
(3) AIRFOIL SECTION. may be applied. The following example shows how
the minimum allowable repaired width at the 42-inch
(a) Nicks or dents that are too deep to be
statioli would be determined for a 6101A-12 blade.
removed by the usual refinishing operations described
i. The blade radius is 4 feet 6 inches or 94
in paragraph 3.a. of section V shall be removed by
inches. Assuming one inch reduction after repair of
reworking the blades locally with a curved "rif~e"
the tip, the repaired blade radius would be 53 inches.
file. Take care to remove the sharp base of the nick
which acts as a stress raiser. The reworked surface
2. To determine the percentage of the re-
shall then be polished with fine emery or crocus cloth, paired blade radius where the 42-inch station is
the entire operation being carried out located, divide 42 inches by 53 inches. The result is
according to
79.2 percent. Referring to figure 80, the maximum
the procedure shown and described in ggure 57.
percentage reduction allowed would be 6.32 percent.
No~e Design width at the 42-inch statidn is
The only acceptable methods of repairing 7.498 inch. Multiplying this dimension (7.498 inch)
cuts, nicks, cracks, etc, in blades are those by by the maximum percentage reduction allowed (6.32
which metal containing and adjacent to the inch,
percent) gives an allowable reduction of 0.474
damage is removed from the blade to leave and subtracting this allowance of 0.474 inch from
a smooth well-faired surface. Methods which
TABLE XXIV
TABLE XXIII
Manufacturing
Basic Diameter Less Than 10’6" Tolerance
Hole In Hole In (Inch)
Drive Pin
Bushing Blade
Shank 24" Station ".047
+.0005 inch $-.0005 inch I I Blade
to
90
Seclion VI HAMILTON STANDARD PROPELLERS
Parclgrtlph 5 SERVICE MANUAL NO. 110D
blade tip planforms shall also be matched to a tem- repair, the blade shall be inspected
(g) After
plate made to fit the first blade. The width and thick- for cracksaccording to the procedures described in
ness of all blades must be above the minimum repair paragraph 4.b.(2) of this section.
limits described in paragraph 5.b.(3)(c) of this sec-
(4) BLADE BALANCE.
tion. The maximum allowable differences among cor-
(a) Repaired bades shall be balanced horizon-
responding measurements of blades for a given propel-
tally by selecting the heaviest blade as a master and
ler assembly must be within the limits in table XXV,
installing one 3/32-inch standard steel balance washer
(e) The angle formed by the center line of plus the lock washer and nut. The remaining blade or
the drive pin holes (key slots in "B" shank blades) blades shall be balanced against this master to a
and the chord line of the reference station (42-inch tolerance equivalentto the moment caused by the
station unless otherwise specified) may vary from addition of one 3/84-inch balance washer. A total of
that specified on the blade shank drawing by 0.2 not more than three 3/32-inch steel washers plus the
degree; however, the maximum variation of this lock washer and nut may be used in the light blade.
angle among blades selected for a given propeller I~ it is possible to obtain the specified balance with
not
assembly must be within 0.2 degrees, this number of washers, lead may be removed from
Blade those shown the heavy blade or added to the light blade (or both)
(f) angles may vary from
the blade within the tolerances to bring the balance within this washer limit. The
on drawing given in
the first column of table XXVI. The maximum varia- maximum amount of lead that may be used is listed
tion between the manufactured angles of any two in table XXVII. After the correct amount of lead
blades selected for use in agiven propeller assembly has been installed, the taper bore shall be plugged
shall be within the limits given in the second column, with a cork which is to be glued in place.
If !~f
t I-i I
II
:;li iiii l.i
ililj-i
I:’
ii
iii liiiilliiiliijllii~
~il
imi f :i ;i
!l’:ti
f! ]lil 1 i!j
iiiiir.!:lili:i:iC;iil ::;:’u:
ii.,
iiiil~r! !I
1:1
it ´•´•´•´•iii:::
:I
iIlili~liijl
it: i!~li i
i: i
n ~-t
Illlli! i:i 1
w
11 ii
1
jli!
;if
i 1 :tf ~t´•il I tFit 1 LII:1 IHtli i:rffSWI i El tj~iR
iit i’I:tl ii fflili
illi
i´•i: jt
ii ti!t:tYtr
iii: i!
till~ i-1
il~i I´•~
I i.iI; ´•Ii
i, il..´•
ttlLtf:
EfI[iFiifTil h iii
i:
iii:~iti’! fit,
Iltittttt!tt:-nllrl:~:iiif
91
~AMILTON STANDAIID PROPELLERS Section VI.
SERVICE MANUAL NO. 110D Pllrogroph S
I
(6) Repaired blades shall be balanced ver- I. Drawing number (preceded by the let-
tically against the blade selected as the master within ter "R" in the case of repaired blades).
a tolerance of .006 inch times the weight of the blade 2. Serial number.
being balanced at two angles, 30’degrees apart. The 3. Surface inspection date.
angles recommended are 0 and 90 degrees. (6) ANNEALING AND HEAT TREATMENT.
(5) BLADE MARICING. --This specification covers the general heat treatment
(a) When the blades have been´• Of bent propeller blades made from AMS 4130
r repaired, the
following shall be
stamped with 1/16-inch stencils (HSP-I) and HSP 26 aluminum alloys. It should be
on the base of the blade, just outside the perimeter
used in conjunction with the blade repair speci~ca-
pf the bushing, tion. The heat treatment of these blades shall include
these cperations. No stamping is to be closer than 1/8 (a) HEATING.--During all heating opera-
inch to the edge of the blade butt face or bushing
t;,,,, the blades must be heated slowly enough to
flange. maintain a substantially uniform temperature
(b) Each blade shall have the following in- throughout each blade while coming up to the final
formation stamped with a rubber stamp on the cam- temperature; that is light sections must not heat
ber side of the blade between the 18- and 24-inch appreciably faster than heavy sections. The tem-
stations. One-half inch letters and numerals should perature of the furnace in the vicinity of the blades
be used. On unpainted blades, use black Matthews shall not be higher than the temperature required
Vulcan ink or equivalent, and cover the lettering for the particular operation.
with a coating of clear lacquer. On blades painted
black, Matthews White No. 550 ink or equivalent TABLE XXVI
should be used.
Basic Diameter Column 1 Column 2
Less Than 10’6" (Degrees) (Degrees)
TABLE XXV
Shank to 18" Station ~i-1.0
Section Shall
Conform to 1/32 1/)2 TABLE XXVII
Templates Within
Blade Length 1/8 1 I I
Maximum Weight
Blade Shank
of Lead
Size
Track 1/8 (Pounds)
Section Shall
AMS 4130 (HSP-~) Alloy HSP Is Alloy
Blade Designs Blade Designs
Conform to 3/64 1/32
Templates Within I I I I 6091A 6105A 6135A 1 6227A
6091A 6109A 6157A 1 6237A
Blade Length 1/8
6101A 6111A 6165A 6241A
Track 3/16 1 I- I 6103A 61274 6167A 6249A
92
Section VI HAMiLTON STANDARD PROPELLERS
PaKlgraph S SERVICE MANUAL NO. llOD
ably be’loaded in such a manner that they are sus- TREATMENT.--The solution heat treatment is fol-
pende~d from the shank with the tip down. If facili- lowed by precipitation hardening as outlined in table
ties do not allow this method of racking, the blades XXX. Following this treatment, the blades may be re-
may be charged horizdntally; however,they must moved from the furnace, and cooled in the air. The
be placed so that no portion of one blade rests on same equipment used for the solution heat treatment
another, and must be so laid that there is a minimum may be used for precipitation hardening treatment.
which accurate and even heat control can be ob- 3. A scrap blade shall accompany each
rained is satisfactory for the annealing operation, ful"ace charge of repaired blades which have been
(d) SOLUTION HEAT TREATING. given the solution and precipitation treatments. A
I. After annealing, the bent blades are
Section, of a size which will permit machining a
standard tensile test specimen, sh.llbe cut from this
straightened.
test blade, marked with the heat number it represents,
2. To re-establish maximum physical prop-
erties, a solution and aging heat treatment must fol-
and tested at a Inetallurgical laboratbi´•y. Approval
low. The solution heat-treating
of the reheat-treatment performed will be based on
process for blades is
this representative test piece and thesubsequent
listed in table XXIX.
metallurgical laboratory report. The scrap test blade
may be used repeatedly to represent other batches of
TABLE XXIX
reheat-treated blades.
Blade Alloy Temperature Time at Heat
j (7) ANODIZING.
AMS 4130 510-521D C. (95´•0-9700 F.) 4 6 hrs. it is desired to anodize
to
(a) When a blade; the
HSP 26 454-4660 C. (850-8700 F.) 4 to 6 hrs. anodizing shall be perforined in accordance with
Specification No. APd-QQ-A-696a.
fulfilling this cycle, blades of AMS
3. After (b) After overhaul of a blade that incorpo-
4130 alloy quenched in water which is at a tem-
are rates a fairing, it may be necessary to anodize the
perature of 660 C. (1500 F.), and blades of HSP 26 tip section before the blade is again put into service.
alloy are quenched in vigorously bo3Iing water, 1000 Fairings are not generally affected by the chromic
C. (2120 F.). A maximum tinle of one minute may acid anodizing solution; however, in order to protect
elapse between removal of the blades from the fur- them completely, an approved stop-off lacquer; should
nace and entry into the quenching bath. The blades be applied to that portion of the fairing which comes
should- be quenched tip first to minimize the possi- in contact with the solution. To protect the bond be-
bility of cracking the thrust bearing races. A further tween the fairing and the blade, the coat of lacquer
check on the straightness of the blades should be should be extended about 1/4 inch onto the blade at
made at this point. The furnace for this operation the section where the fairing tapers off on the blade
must be a high quality recirculating
type capable of shank. This quarter-inch stripon the blades will not
delivering and maintaining a uniform heat. Electric then be anodized, but the metal will be protected by
or gas fired ;adiant;tube furnaces are recommended. both the lacquer and any paint subsequently applied
93
ORIGINAL
As Received By
HAMILTON STANDARD PROPELLERS ATP Section VI
SERVICE MANUAL NO. 110D Parographb
over it. In the fairing has the built-in type
case used.Substitute materials covered by appropriate
de-icing system, the outlet holes along the leading Army-Navy Aeronautical specification shall be con-
edge should first be plugged up with small wooden sidered equivalent materials. Materials shall be pre-
pegs (lacquered over) or with stop-off lacquer. Any pared in accordance with applicable technical in-
leak in the seal at these points would affect the brass structions. Care shall be taken that materials ~are
tubing since this metal is attacked by the chromic thoroughly mixed when being applied.
acid in the anodizing solution. 1. Primer-zinc chromate conforming to
oughly clean the blade with a cleansing agent that ing to Specification No. AN-L-21, black and identi-
will not harm the rubber fairing. Carbon tetrachloride fication yellow. Thinner, cellulose nitrate, dope and
is recommended for this purpose. Any oil or grease on lacquer to Specification No. AN-TT-T-256-3.
the blade surface will seriously impair the anodizing (c) APPLICATION.
at that section. NatuFal pores in the anodizing surface I. PREPARATION OF BLADES.--Prioi
are usually by immersing the blade for 1/2 hour
sealed to painting, blades shall have been balanced and shall
in a bath of hot water 820-1000 C. (1800-2120 F.). have been given the standard satin ~nisb, unless
This procedure should notbe followed on a blade with otherwise specified.
a fairing since the hot water might affect the rubber. 2. CLEANI[NG.--In order to insure that
Good surface sealing can be obtained by rinsing the the paint materials will adhere properly to the blades,
anodized section with cold water, and then allowing it is imperative that all surfaces to be painted shall
the blade to seal in air for 24 hours before painting, be thoroughly and carefully cleaned directly before
Blades can be suspended in the anodizing tank by application of the priming coat. Likewise, for the ap-
wrapping two or four strands of a .125 inch diameter plication of the topcoat, care shall be taken that the
aluminum wire around the blade butt diameter, and priming coat does not become soiled.
twisting them together at the butt face. The number EXTENT OF APPLICATION.--Zn gen-
of strands used depends upon the weight of the blade eral, except for the additional application of topcoat
to be anodized. After the blade has been reanodized, lacquer to achieve balance, the blade shall be given a
it can be painted. two-coat application, one priming coat and one lac-
(8) PAINTING OF BLADES. quer topcoat. Those portions of the blade which are
not to be painted shall be shielded or masked by any
(a) GENERAL.--Blades may be painted
while assembled in the appropriate method. The entire blade, including
propeller hub if facilities for
molded shank fairing, but excluding the thrust wash-
disassembly, balance, and reassembly are not avail-
ers and chafing ring, shall be painted on both sides
able. Some provision should be made to seal off the
with zinc chromate primer and black lacquer topcoat.
blade bore during the painting operation.
Blade roots shall not be painted in the region listed in
(b) MATERIALS.--The following materials
table XXXI. Four inches of the blade tip an both sides
(Lo the latest revision) or their equivalent shall be
shall be painted with yellow unless
otherwise speci~ed. A stripe of eithernon-specular or
glossy orange yellow paint shall be applied.on the blade
face side at the reference station. This stripe shall
be painted over one coat of zinc chromate primer if
Figure 81- Painting Propeller Blader greenish coating is obtained. A heavy full-yellow
94
Sac~ion VI HAMILTON STANDARD PROPELLERS
is obtained. The liberal use of topcoat lacquer is per- picked up by the propeller on the flying field. Such
mitted, but not to the extent that streaking occurs. damage may be repaired by means of a stick type
5. DRYING TIME.--Before applying the F~iring Patching Compound No. 31-9428 made by
Dennison Manufacturing Co., Framingham, Mass.
topcoat, the priming coat shall be permitted to set for
at least 30 minutes at normal room temperature, or The repair of areas greater than 3 square inches is not
an equivalent time at elevated temperature, in a dust- recommended. To repair a blade fairing, remove all
free atmosphere. Before handling, the topcoat shall loose particles from the damaged area and undercut
be permitted to set for at least 45 minutes at normal the cover stock slightly. The resulting cavity must
equivalent time at elevated be dry and free from oil.
room temperature, or an
temper;uture, in a dust-free atmosphere, and for at (6) Insert the stick compound in the cavity
least two hours at normal room temperature or its as shown infigure 82. A hot soldering iron may be
equivalent before assembly into the hub is attempted, used conveniently, but if flame is used, be careful not
The topcoat shall not be considered fixed and ready to ignite the fairing itself. Be sure the patching com-
for service until 48 hours at normal room tempera- pound is really molten in the cavity so that it may fill
ture, or its equivalent, after painting. small pores and adhere well to the cavity surface. A
(d) BALANCE. hot nailer knife blade will help in accomplishing this.
I. The use of paint to obtain balance of the (c) Fill the hole completely with molten
assembled propeller is permitted when the blades are patching compound and then allow it to cool. At´•fer
painted while assembled in the hub. The operation of the patch has cooled, file and sand the patching com-
propellers which are painted while assembled shall be pound into a surface which blends with the fairing
checked on an engine for smooth running and shall be itself. This compound is resistant to hot oil and gaso-
corrected by adding paint as required. line, but~will be attacked slowly by hot solvent de-
2. The balance of painted blades may be greasers and lacquer thinners.
corrected by the use of paint only. When thoroughly (d) Repaint the blade in accordance with the
dry, all painted blades shall be balanced horizontally procedure outlined in the preceding paragraph
against a master or against an adjustable balance 5.b.(8) of this section.
weight set by a master. Where elevated temperatures
have been used to accelerate drying, balance shall not
be attempted until after the blades cool to approxi-
95
HAMILTON STANDARD PROPELLERS SectionVI
SERVICE MANUALNO. lil’OD Paragraeh6
6. REASSEMBLY.
No~e
Blades of standard (AMS 4130) and hard
(HSP 26) alloys cannot be used together in
the samepropeller assembly. See table 1 "9"3~-’
XXVIII in this section fdi: a listing of the
i’
various blade designjl according to alloy.
balancing washer, the lock washer, and nut on the pins with the drive pin holes in the blade and attach
the bushing inserter tool listed in paragraph 1. of this
.blade and tighten the nut securely. The
section. Press the bushing into the blade by hammer-
present style blade plug can be put in either before or
after installation of the blade bushing, while the old
ing against and turning the bushing inserter bolt as
shown in figure 85. Clearance between the bushing
style plug cannot be installed with the bushing in
flange and the blade butt face may not exceed ;004
place. These old type.plugs are identified by part inch.Seat the drive pins by hammering against a drift
numbers´•51372, 50787, and 50751 for"B", "D", and rod of a material which will not damage the pins.
"E" shank blades; respectively.
Install the two blade bushing screws and tighten
(6) BLADE BUSHINGG--Znsert the drive them firmly in place. Using a tool similar to that
pins iri the blade bushing. These pins are provided in shown in figure 87, stake each screw adjacent to one
seven different sizes from standard to .031 inch over- of the slots and at a location about half way across
ing, first~heat the blade for one to 1-1/4 hours in boil- fine stone. Using the indexing chart shown in figure
ing water and/or chill the bushing to _340 C. 89) determine the location of the semi-circular hole in
(--300 F.). Do not heat blades which have a fairing the bushing corresponding to the desired high angle
covering the shank portion. Line up the bushing drive base setting of the propeller. Consult applicable tech-
~:"J-i
96
Section VI HAMILTON STANDARD PROPELLERS
Paragraph 6 SERVICE MANUAL NO. llOD
Figure 86 Seating Blade Bushing Drive Pin "D" shank blades. See section VI, paragraph 5.b.
(2)(a). If a used,
spacer is it should be installed on
(c) RING.--Install
thrust washer (without a bearing retainer assembly)
CHAFING a chafing
should not be less than 2.039 inch for "D" shank
ring on each blade between the beveled thrust washer
and the blade shank fillet. To blades, and all blades used in the same propeller
properly lock the ring
the bevel Should be within .010 inch of each othei´• with regard
together, note on the joint edges prior to
assembly on the blade shank. Chafing rings should to this dimension. In assembly, one or two spider shims
be ink stamped numbered to correspond with the having a total thickness of .040 inch or less, and if
B
:i:
s
Figure 87 Staking Blade Bushing Screw Figure 88-installing Split Chafing Ring on Blade Shank
97
STANDARD PROPELLERS Section VI
dHAMILTON
,JSERVICE MANUAL NO. llOD
I I alsU~I
I I
X- A
‘r
~i)ll
I 1 1~1410-( I
I I
le´• la´• la~
I
91 I \C 5~1 1
4 14 150 D 23"
Pro
I 1 5 50330 $110 D 23"
98
Section VI HAMILTON STANDARD PROPELLERS
Paragraph 6 SERVICE MANUAL NO. llDD
I
manner as the blade bushing. Install a counterweight
bracketon the butt end of each blade. Match up the
line up. These points will be 90 degrees apart. Index Assembly Post
V\
\i
b~.
~a ~s´•´•--i
´•´•i:-´•´•´•´•-......
I:d~j
Figure 90 Assembling Bracket and Index Pins Figure 92 Inboord Barrel Half On Assembly Post
99
HAMIL;TON´• STANDARD PROPELLERS’ Section VI
S’ERVICE MANUAL NO. llOD Parograph 6
Figure 94 Correct Spider Arm and Support Figure 96--Assembling Spider Shim cad Shim
Seat Numbering pkote on Spider
shim plates agree with the position number on each
spider arm. If the shim plates incorporate a phenolic
chafing ring around their outside diameter, as in the
case of the 2D30-29, they should be installed with
100
Section VI HAMILTON STANDARD PROPELLERS
Paragraph 6 SERVICE MANUAL NO. llOD
ii
Figure 97 installing Grease Retainer on Spider Figure 99 installing Grease Fitting inSpider
Nite
Blades with and without chafing rings may
be used together in a propeller provided G
101
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. 110D Paragraph 6
c.\´•i
Figure 101 inserting Thrust Bearing Retainer Assemblies Figure 103 Driving Ovtboclrd Barrel Half Into Position
and tighten the nut. Barrel supports, which do not (f) BLADE THRUST BEARING RETAINER
incorporate provisions for installation of balance ASSEMBLIES-Line up the interlocking ioint of the
washers, can be reworked to take these washers as blade chafing ring (if used) and the "0" mark on
described in this section, paragraph 5.a.(4). Some the outside diameter of the beveled thrust washer
early models, such as the 2D30-29, do not incorporate with the~ "0" mark on the outside diameter of the
barrel supports. If supports are used, set them in posi- blade butt. Clean the thrust bearing retainer assem-
tion on the spider. The slot cut into one side of the blies, and then apply grease to Specification No. AN-
supports allows the grease ~itting in the spider to pro- G-4-2. Install the retainer assemblies around the
trude partially through the barrel support. The sup- blade shank, between the flat and beveled thrust
ports are numbered at the top to indicate their posi- washers, with the split between the two halves in the
tion on the spider. The support seats on the spider are vertical position. Hold the chafing rings, retainers,
also numbered at the top of the spider between the and thrust washers in place against the butt end of
arms. Looking at the outboard end of the spider, No. 1. the blades.
support seat is on the clockwise side of No. 1 spider (g) BARREt.--Turn the inboard barrel half
arm, and No. 2 support seat is on the clockwise side so that the arm bore identifying numbers stamped on
ji
i ’I
i/ i c~
I
ii
Figure 102 Driving Inboard Barrel Half Into Position Figure 104 Tightening Barrel Bolt Nuts
102
Section VI HAMILTON STANDARD PROPELLERS
Paragraph 6 SERVICEMANUPLLOOlI 00
with the position numbers stamped on the blade butts. near the top of the outboard side of the barrel bolt
Raise the barrel half and, while holding the thrust bosses on the outboard barrel half. The bolt bosses of
bearing retainers in place on the blades, position the the outboard barrel half are numbered in a counter-
barrel squarely against the flat thrust washers so the clockwise direction around the barrel so that bosses
barrel thrust shoulders contact the washers evenly. Nos. 1 and 2 are on either side of blade No. 1. When
Using rawhide mallets, tap the barrel evenly into the number on the hexagon flat of the bolt head is
position over the blades and barrel supports. Lightly placed directly over the position number on the bar-
tap the flat thrust washers and thrust bearing re- rel bolt boss, the cotter pin hole in the bolt will be
rainer assemblies downward to center them with re- parallel to the blades. Install six washers and a nut
paper wrapping from the shanks of the blades. Check handle wrench using another wrench on the barrel
the pair number stamped on the parting si~rface of bolt heads to keep them from turning. Care should be
the outboard barrel half to make sure it agrees with used not to tighten the bolts to excess and thereby
the pair number stamped on the parting surface of causethe bolts to take a permanent stretch. The final
the inboard barrel half. Line up the arm bore ident~- tightened bolts should have the cotter pin hole ap-
fying numbers on the parting surface of the outboard proximately parallel to the blades.
half with thecorresponding numbers on the inboard (3) TORQUE
BLADE ’CHECK. rheck the
half andcarefully place the barrel half over the coun- pair numbers stamped onthe two halves of the front
terweight bracket arms´•onto the flat thrust washers, cone for agreement. Assemble the cone halves around
Position the outboard barrel half so the shoulders
the flange of the piston and tighten the piston onto
engage the flat thrust washers squarely and evenly. the assembly balance sleeve. If the propeller is for a
Lightlytap the barrel downward over the flat thrust shaft breathing engine, the piston from a crankcase
washers and barrel supports; As the barrel is tapped
breath type propeller should be used in place of
down into position, it will be necessary to move the
the regular piston, since the piston gasket nut used
bracket arms toward the high pitch position in order
with the regular piston does not have sufficient
to keep the barrel from hitting the bracket arms.
clearance in the center for the balancing arbor which
Insert the barrel bolts into the barrel bolt bosses mak-
will later be used. Blade frictional torque for all
ing sure that the position number on one of the hexa-
counterweight propellers should be within 20 to 40
gon flats of each bolt agrees with the position number
gound-feet.
(a) SEPARATE SCALE TORQUE FIXTURE.
--When a spring scale type torque measuring fixture
Figure 105 stall the torque fixture on a blade between the 18-
Assembling Front
and 30-inch stations with the bar end of the fixture
Cone on Pilton
I I ’1;
j pr7
I--1 i’
Figure 106 installing Piston and Front Cone Into Hub Figure 107- Checking Blade Torque
103
HAMILTON STANDARD PROPELLERS Section VI-
SERVICE MANUAL NO. llOD Paragraph 6
on the leading edge side of the blade. Clamp the fix- in pound-feet and should be within the allowable
ture firmly to the blade with the tightening screw on limits of 20 to 40pound-fee~. Establish the correct
the blade center line. Attach the fixed end of the blade torque by selecting spider shims of the correct
spring scale. to the end of the bar. With the fixture thickness.
in the horizontal position and the spring scale hang- TRACK CHECK.--The track
(4) BLADE
ing freely, the pointer on the scale should read "zero".
check is a measure of how closely the blades of an
Turn the blade toward high pitch as far as it will go.
assembled propeller rotate in the same plane. Blades
Turn the blade slowly and evenly toward
low pitch
should track within 1/8 inch if the propeller diam-
by pulling on the movable end of the spring scale. eter is 10 feet 6 inches or less, and within 3/16 inch
Keep the spring scale as closely as possible at a right for propellers of larger diameter. Turn the blades to-
angle to the bar. Observe the scale reading after the ward low pitch and set them so the face side of each
blade has started to move. Do not read the initial pull
blade at the tip is approximately parallel to the sur-
since this includes starting friction. Check the fric- face of the assembly table. Using a square, height
tional torque of the other blade. If the torque read-
gage,’ or a straight edge, measure the distance from
ings are not within limits, disassemble the propeller the assembly table surface to the center line of the
and select a spider shim of a thickness which will face side at the blade tip. These distances must all be
establish the required torque. Spider shims range in within the proper track Limit specified. If the blades
thickness from.005 to.02~ inch in increments of .001
are out of track by an amount greater than the speci-
inch. Only one shim, of the required thickness, may bed limit, the blades should be removed and the face
be used with each shim plate. In the case of old type
alignment of each blade checked. See paragraph 5.8.
blades which do not incorporate phenolic chafing of this section.
rings, however, one or two shims having a total thick-
nessof .040 inch, or less, may be used to compensate (I) PRELIMINARY BALANCING.--After the
for any reduction in the overall distance from the specified blade torque Bas been obtained and the track
blade butt face to the outboard surface of the flat of the blades checked and found within limits, balance
thrust washer due to wear or rework. After changing of the hub blades shall be checked. The following
the spider shims, reassemble the propeller and recheck balancing should be done with the propeller dry and
the blade torque. in a room known to be free from air currents. The
(6) BUILT-IN SCALE´•TORQUE FIXTURE. propeller should be centered on its cone seats and
--If the torque fixture (listed in paragraph 1. of this mounted on a hardened and ground arbor on a bal-
section) having a built-in scale and reading directly ancing stand which is known to be in accurate align-
in pound-feet is used, a slightly different procedure is ment. See paragraph i. of this section.’ Using a pro-
to be followed. Pull the blade from high pitch to low tractor such as listed in paragraph 1. of this section,
pitch, and then from low pitch back to high pitch. set each blade at the 42-inch reference station to the
Take the average of the two readings which will be specified high pitch angle setting of the propeller. The
.\ff
g t3
I-
B
ii ’i
,I 1
i I ji
Figure 108 Checking Horironto~ Bcrlcnce of Huh 8 Blades Figure 109 Checking Vertical Balance of Hvb 8 Blades
104
Section VI HAMILTON S’TANDARD PROPELLERS
Paragraph 6 SERVICE MANUAL NO. llOD
reference station of blades having a basic diameter of installing lead washers for obtaining vertical balance,
14 feet or less is the 42-inch station. Attach a hoist- the vertical balance should be checked. Place each
ing sling to each blade and carefully hoist the propel- blade successively in the vertical position and check the
ler off the assembly post. Wipe the balancing arbor vertical balance in the same manner as the horizontal
clean and lubricate it with a. light coat of clean oil, balance. If the assembly shows a persistent tendency
Insert the correct size arbor (see paragraph 1. of this to rotate, determine the least number of balancing
section) assembly
into the balance sleeve from the washers required on the light side of the assembly to
inboard end of the propeller. Lower the propeller bring it into the best possible balance. The washers
slowly until the arbor contacts the balancing way should be placed on the side of a blade or on top of
allow it to roll easily onto the of the barrel bolt lugs close possible to the
protectors and then one as as
against the stops and then return the assembly to support. The washers can be held in place temporarily
approximately the center of the stand. Turn the bal- by means of elastic bands or tape. A total of four lead
ancing way protectors up from the ways. Free the balancing washers can be used on one barrel support.
balancing arbor in the assembly balance sleeve by After the closest possible balance has been obtained,
rolling the arbor back and forth without allowing the hoist the propeller off the
balancing stand, remove
the balancing arbor, and place the assembly back on
propeller to rotate. Place each blade successively in
the horizontal position and, in each case, arrest any the assembly post. If balancing washers are to be
rotation until the propeller remains momentarily mo- added, disassemble the propeller to remove the blades.
tionless. Note whether the assembly shows a persistent Add the required number of washers to the blade
tendency to rotate in one direction. If the propeller balancing plug of the proper blades and then tighten
shows tendency rotate, determine the the nut. Install the required number of lead washers
a persistent to
washers required on the on the proper barrel support. Reinstall and tighten
least number of balancing
the self-locking nut. Reassemble the hub and blades
light blade to bring the assembly into the best possible
i" the same manner as previously described. Remove
balance. These washers should be placed, in each case,
camber side of the the piston and the front cone from the assembly.
on the center line of the face or
provided in two thicknesses, 3/32 and 3/64 inch. Any terweight thrust bearing assemblies into the councer-
number of washers which can be fitted on the blade weight bearing shaft bushings of the cylinder with
balancing plug stud, together’ with the lock washer the ball bearing groove of the races facing awayfrom
and nut, can be used to obtain balance. If the propel- the cylinder. The inner race is identified by a "--1"
ler has barrel supports which incorporate means for immediately following the part number. Some early
Hni;
rU~
"2-
if L!
U: ´•:I h
Figure 110 Adding Balancing Washers to Blade Figure 111 Barrel Suppart Assembly
Balancing Plug Extended View
105
H´•AMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO, llOD Paragraph 6
iater. Insert the piston through the cylinder and as- Figure 113
semble the cone halves around the flange of the piston,
installing
~lace this assembly between the bracket arms making Cylinder,
Piston, and
sure that the position number on the cylinder bosses
Front Cone
adjacent to the bushings agree with the position
numbers on the end of the bracket arms, Tighten the
piston onto the assembly balance sleeve, Place the
inboard piston gasket over the end of the
piston and /ad)
i?T
seat it the piston shoulder, The inboard piston
on
i!
/.I
~i
gasket can be identified by the 45-degree chamfer on
the extreme end of its outside diameter and on the
smallest inside diameter, It should be installed with
the chamfered end facing downward toward the
spider, Install and tighten the piston gasket nut,
Icl
!I Figure 114
i Tightening
!II i~i:j7 ilila
Piston
f/I/’111Ili i 1E lb
i\\ ill’
;i
~t, PI
CI
i; i
ii i i
instaihng
Inboard Piston
Gasket
Figure 119 Covnterweight Thrust ’I’
and Nut
Bearing Inner Pace j
On propellers
Note
for shaft breathing engines,
ii iy
ii
the piston and piston gasket nut from a
crankcase breathing type propeller should
be used in place of the regular piston and I~
nut, This is necessary since the regular pis-
ton gasket nut does not have suf~icient
clearance in the center to allow the balanc-
L´•..~
ing_arbor to be inserted,
106
Section VI HAMILTON STANDARD PROPELLERS
Polragraph 6 SERVICE MANUAL NO. llOD
on
races should be installed
the flat face agree with the posi-
so the
;´•iI 1
i
i i
CII
tion numbers on the cylinder bosses, and so that the
i
ballbearing groove faces the cylinder.
B .i
Figure 118
i:.
Instal~ing
(c) THRUST WASHERS.--Install the thrust
Thrust
washers against the outer races of the counterweight e/
I Welsher
thrust bearing assemblies making certain that the
position numbers agree‘with the position numbers of
the cylinder early model propellers which
bosses. Some
do not incorporate counterweight thrust bearing as-
installed that the position numbers of the bearings
semblies also do not incorporate these thrust washers. so
between the brackets and set it so the bushing bores ball bearing grooves facing away from the cylinder.
are in line with the bracket slots. The cylinder boss I"sfall the bearing retainer assemblies against the
i""er making that the curvature of the
position numbers should correspond with the bracket races sure
are marked with a position number corresponding to a short curved line is stamped on the flat face indicat-
the bracket arm position numbers and they should be ing the curvature of the ball bearing grooves.
gj
Figure 116 Counterweight Thrust Bearing Figure 119--Turning Cylinder Into Line
Retainer Assemb4 With Brackets
107
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. llOD Paragraph 6
(e) COUNTERWEIGHT BEARING SHAFTS. identified by a position number on the flat outer sur-
Tnsert the counterweight bearing shafts through face of the head, and should be installed so this number
the thrust washers and thrust bearing assemblies and conforms with the bracket arm and cylinder boss
tighten them into, the cylinder until they bottom position number. Line up the cotter pin hole in the
firmly on the bearing shaft stop pins. Each shaft is shafts with the cotter pin hole ii~ the cylinder bosses.
Install the pins through the shafts with the
cotter
I~
O
Figure 120 Inserting Counterweig~t Bearing Inner Race readjusted by replacing excessively worn thrust
washers by the use of oversize thrust washers. See
or
within
Figure 122 the ends as required. Repeat this operation until the
Instailing proper clearance is obtained. Reinstall the shafts and,
Counterweight using the cotter pin hole in the cylinder boss as a
Bearing guide, spot the location of the cotter pin hole on the
Outer Race shafts. Remove the shafts and drill a 1/8 inch diam-
eter hole through each shaft at the spotted point.
Carefully remove any burrs and reinstall the shafts
I
Q
:1
/I Figure 123
Installing
cotterpins. If a new cylinder is also used, the same
procedure should be followedexcept that after the
proper clearance is obt’ained
ends of the
by filing
shafts, the piston, front cone,
or grinding
shafts,
the
and
108
Section VI MAMILTON STANDARD PROPELLERS
Paragroph 6 SERVICE MANUAL NO. llOD
1
COUNTERWEIGHTS.-Place
t~:´•
the split counter-
counterweight
blies. If the dowels
coun- or the lead
terweight pitch setting plug were removed, they II~,
should be replaced with new parts at this time. The
dowels are a drive fit in the counterweight and should
be tapped into place with a soft drift or hammer to Figure 124--Checking Clearoi~ce Between Bracket and
avoid damaging them. The small ends of the dowels are Thrust Washer
hollow and after the dowels are driven into the coun-
109
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. llOD Paragraph´• 6´•
would be one degree and the fiat face of the lower nut’
j j Imt--;;;:;::-fi’;fttI should be set in line with the "1" stamped on the
i; counterweight. If the desired high angle´•is the same
as the base setting, the lower nut should~ be set op-
limits the high blade angle setting, while the upper nut
ii
´•i;ji the end of the
propeller,
the
a thitd
In the
adjusting
out
of
screw of
should be used,
15-degree
a I0-degree range
an that end of
propeller,
screw. case a range
4$ a third nut should be used.on the screw when either
nut is see three or more degrees from the end of the
110
Section VI HAMILTOPI STANDARD PROPELLERS
Paragraph 6 SERVICE MANUAL NO. llOD
111
H~M[LTON STANDARD PROPELLERS S~tion´•tVI;:’
SERVICE MANUAL NO. 110D Paragraph´•6
Y moment, the
by adding or
propeller should be brought-into balante
removing lead wool from the´• hollow
barrel bolts as required. The welch plugs in the barrel
bolts should be removed at this time, if thi’s hasnot
1 1’ propeller
ancing arbor and
balancing stand. ´•rake out the bal-
from the
place the assembly back:on th~
assembly post, Install new welch plugs in the barrel
bolt heads and seat them with a drift rod.
in Barrel Bolt through each of the grease fittings´• in the spider and
Figure 133 installing Welch Plug
partially fill the spider armand blade bore. Ripeat
this operation alternately between the. blades until
the spider armsand blade bores appear to be com-
112
Section VI HAMILTON STANDARD PROPELLERS
6 SERVICE MANUAL NO. llOD
Paragraph
In order to make certain that the spider arms have and remove the piston and front cone from the assem-
bly. Install the cylinder head in the cylinder and line
been properly filled with grease, the horizontal bal-
of the locking holes in the head with of the
ance of thepropeller should be rechecked. Make sure up one one
the blades are in the full high pitch position. Place holes in the top of the cylinder. Insert the cylinder
head lock ring and snap it into position in the under-
the propeller back on the balancing stand and check
the horizontal balance of the assembly. If the unbal- cut groove in the cylinder head. Remove the propeller
does not exceed the unbalance tolerance moment from the assembly balance sleeve. Attaching parts
ance
of .0002 inch times the total propeller weight, the such as the piston, piston gasket nut, piston gaskets,
balance is satisfactory. Should the unbalance exceed piston lock ring, rear and front cones, front cone
the unbalance tolerance, this is an indication that spacer, hub snap ring, cylinder head gasket, etc, are
one of the spider arms has less grease than
the other. not assembed until the propeller is installed on the
The propeller should be brought into satisfactory engine. All these parts should be kept with the pro-
balance by adding more grease in the light side by peller until it is ready to be installed.
means of the grease gun. Balance should be obtained ~6. MODEL ZB20.--The reassembly procedure for
only with grease and in no case should lead wool be the model 2B20 propeller is similar to that.descri´•bed
added removed from the barrel bolts during this
or f,l the model 21330 propeller. Any variations are dis-
balance. After satisfactory grease balance has been cussed in the following paragraphs.
obtained, place the propeller back on the assembly
(1) ASSEMBLY OF BLADE.--A chafing ring
post.
is not used on a "B" shank blade. The overall dimen-
(10~ SAFETYING AND .FINAL OPERA- sion from the blade butt face to the outboard surface
TIONS.--Make sure the barrel bolt nuts are properly ,f the flat thrust washer excluding the thrust bearing
tightened and that the cotter pin hole in the ´•barrel retainer assembly shall not be less than 1.820 inch,
bolts is´•approximately parallel to the blades. Line up .,d this dimension shall be maintained within .010
of the locking slots of the nuts with the cotter
one inch on both blades in the same propeller. Compensa-
pin hole in the bolts and install and safety the cotter tion can be made on blades thathave been reworked
pins in position. Using the proper counterweight cap ,o that this overall dimension is reduced below the
wrench listed in paragraph 1. of this section, tighten nominal dimension of 1.873-1.875 inch by the use of
the caps and line up the clevis pin hole in the caps one or two spider shims having a total thickness of
with the clevis pin hole in the counterweights. Install .040 inch or less, or by adding a.035-inch steel spacer
the correct pins with the heads of the pins
size clevis part number 50374 on that in the pro-
the blade so
facing the cylinder. Insert the cotter pins through peller assembly it will fit between the flat thrust
the hole in the clevis pin ends and safety them in posi- washer and barrel shoulder. See paragraph 5.b.(2) (a)
tion. Remove the piston gasket nut and the inboard in this section for complete instructions.
piston gasket from the piston. By means of blade turn- (a) BLADE BUSHING.--As the bushing in
ing devices, move the bades to an intermediate angle a "B" shank blade does not have a flange, no drive
ii
~111\1 I !1
ii I!
o
Ilii
I Illi
Figure 135 installing Counterweight Cap Clevic ~igvre /36 installing Cylinder Head
Pin and Cotter Loclr Ring
113
HAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUPAL NO. llOD Paragraph 6
pins are used. Install the bushing with the inserter models had bronze bushings which.were replaced on
listed in paragraph i. of.this section. As shown in later models by steel bushings and bronze thrust
figure 62, the end of the bushing must be flush with washers. See paragraph 5.a.(13)(f) of this section for
the blade butt face. complete instructions. The counterweight screws in
select the blade keys for the desired base setting, and safety wire), and
bearing retainer spacers are not
attach them to the blade butt with scr~ws. Stake the used. When the blade angle settings are such that only
them in the blade. Blade a poltio" of the maximum pitch range is used,
screws to secure key No. an
50140 is the neutral key because the center line of additional counterweight adjusting screw nut should
the indexing portion lies on the.center line of the body be used on one end of the adjusting screw in order to
portion. On all other blade. keys, the center line of p’event the screw from cocking when the Eounter-
the indexing portion varies 1/2 to 5-1/2 degrees from weight bearing shafts contact the nuts. When either
the center line of the body portion, and the faces of "Ut iS Set tWO or more degrees from the end of the
the key are marked accordingly. Depending upon adjusting screw of an 8-degree range propeller or
which face of the key is installed adjacent to the blade three degrees
or more from the end of the screw of a
butt surface, the center line of the indexing portion 15-degree range propeller, a third nut should be used
is shifted either above or below the center line of the 0" the end of the screw. However, when the nut on
body portion. With the exception of the neutral key, the high angle end of the
screw set more than three is
this makes possible two base settings with each key. degrees from the high angle base setting, it is recom-
me"ded that the counterweight brackets be indexed
(c) COUNTERWEIGPIT BRACKET.--In-
stall the the blade butt to the proper base setting and the new base setting re-
counterweight bracket onto
so that the two slots in the inner circumference of the stamped’on the lead pitch setting plug in the counter-
bracket fit over the indexing portion of the blade weight.
keys. c. MODEL 12D40.-As previously explained in
(2) ASSEMBLY OF PROPELLER.--Follow the section JI, the 12D40 is merely the 2D30 model modi-
2D30 assembly procedure with the following minor fled to fit an SAE 40 propeller shaft. Since the only
changes. No barrel bolt washers are needed in the differences between these models are in the size of cer-
2B20 models, and the spider shims used to obtain the tain parts, the assembly procedure for both is the
required blade torque of 20-40 pound-feet vary in same. See paragraph. 6.a. of this section for detailed
thickness from .008 to.020 inch in .001 inch incre- instructions.
ments. None of the 2B20 models have counterweight (1) When the blade angle settings are such that
shaft thrust bearing assemblies. Instead, the earlier only portion of the maximum pitch range is used, an
a
10263
--30 1 Pitch Setting plug.
20.00
114
Section VI HAMILTON STANDARD PRO~PELLERS
P~ragraph 6 SERVICE MANUAL NQ. llOD
d. MODEL 2E40T-In general, the reassemblypro- degrees, and in this case the reference line intersects
cedure for the model 2E40 propeller is the same as thesame semi-circle of bracket No. 50524 but the
that for the 2D3 0 propeller with the slight variations semi-circle is given an index number of 21. Index
discussed in the following paragraphs, number 19 semi-circle is semi-circles away from
two
is .063 inch thick. To determine the thickness of must be used for the balancing operations. The regu-
ring
of this lar piston has an opening in the base (for the oil
ring required, refer to paragraph 5.b.(2)(a)
section. supply pipe) which is too small to permit the propeller
(b) In order to establish the required fit be- balancing arbor to pass through. Model 2E40 bar-
rel supports do not incorporate vertical balancing
tween the blade and bushing drive pins, it may be
washers (see paragraph 5.a.(4) of this section). The
necessary at reassembly to use oversize pins as our-
counterweight screws are secured by means of lock
lined in paragraph 5.b.(2)(f) of this section.
washers.
(c) If the blade, bushing, or bracket is
(a) Parts such as the piston oil seal, oil seal
changed on an "E" shank blade, it is necessary to
nut and pin,
cotter the vernier lock
plate, clamp nut,
know at reassembly whether the angle formed by the
center line of the drive pin holes and the chord line clampnut gasket, and lock ring are assembled in the
of the blade reference station is 5 or 23 degrees. Any propeller when it is installed on the aircraft. See sec-
tion III, paragraph 5. for complete instructions.
"E" shank blade with a change letter following the
design number prior to that shown in table XXXIII, (6) When the blade angle settings are such
has a drive pin angle of 23 degrees, and any "E" shank that only a portion of the maximum pitch range is
blade with the change letter listed or one alpha- used, an additional counterweight adjusting screw
betically higher has a drive pin angle of 5 nut should be used on one end of the adjusting screw
degrees.
in order to prevent the screw from cocking when the
6103A AH 1 6143A H I the high angle end of the screw is set more,than three
6105A AD 6125A L
degrees from the high angle base setting, it is tkcom-
mended that the counterweight brackets be reindexed
6105A-14T D 6151A D
on the blade bushing to the proper base setting and
6105A-21T E I 61)7A E
I the new base setting restamped on the lead counter-
6105A-33T K 1 6169A C
weight pitch setting plug.
(c) Due to the difference between the loca-
tion of the basic reference line shown on the blade.
As the blade drive pin and screw holes may have been
relocated 18 degrees depending on the blade design
blueprints and the actual center line of model 2E40
number change letter, an allowance must be made at counterweight propeller hubs, a correction of 1/8
inch must be added when locating the position of the
reassembly. There are 40 semi-circles around the
inner circumference of the counterweight bracket,
reference station,´•or any other blade station, on an
Each semi-circle represents 360/40 or 9 degrees. As assembled propeller. See table XVII.
shown on the counterweight bracket indexing chart, (3) ASSEMBLY OF SPRING RETURN UNIT.
figure 89, ref. 2, the reference line for an "E" shank -A spring return is incorporated in model 2E40
blade having a drive pin angle of 23 degreds inter- propellers having a 20-degree pitch range. This unit
sects bracket No. 50524 at a semi-circle which is is finally ~tted into the propeller at installation. See
given the index number of 19. Figure 89, ref. 1, shows section III, paragraph 5. To assemble this unit, first
an "E" shank blade having a drive pin angle of 5 place the inner and outer springs on the spring puller
115
AAMILTON STANDARD PROPELLERS Section VI
SERVICE MANUAL NO. llOD Paragraph 6
plate. Then, install the piston gasket nut over the (c) None of the 3D40 propellers have vertical
springs. Add the puller bolt spring onto the spring balancing washers with the barrel supports. Some
puller bolt, and insert the spring puller bolt and models, such as the 3D40-57, do not have barrel sup-
spring through the piston gasket nut and the spring ports, and on these models, the shim plates incorporate
puller plate. Tighten the spring puller bolt nut onto phenolic rings which are to be assembled with the
~he spring puller bolt and safety it with a cotter pin, cutaway portion at the top of the spider and the
shoulder formed by the chafing ring facing the spider
e. MODEL 3D40.--In general, the reassembly pro- shoulder. These propellers also use split phenolic a
adjacent to the barrel support seats. The support three or more degrees from the end of the screw of a
blocks are stamped with a position number on the 15-degree range propeller or four or more degrees
beveled outboard surface. from the end of the adjusting screw of a 20-degree
´•rl-
I1I a r
i
"--d B -I II \jL,
I B
Figure 137 installing Inner Spring Figure 138 Placing Outer Spring Figure 139 Installing Piston
116
Section VI HAMILTON STANDARD PROPELLERS
Paragraph 6 SERVICE MANUAL NO. llOD
range propeller, a third nut should be used on the necessary at reassembly to use oversize pins as out-
end of the screw. However, when the nut on the high lined in paragraph 5.b.(2)(f) of this section.
angle end of the is set more than three degrees the
screw
(c) If blade,
bushing, or bracket is
from the high angle base setting, it is recommended changed on an "E" shank
blade, it is necessary to
that the counterweight brackets be reindexed on the know at reassembly whether the angle formed by
blade bushing to the proper base setting’ alld the new the center line of the drive pin holes and the chord
base setting restamped on the lead counterweight line of the blade reference station is 5 degrees or 23
pitch setting plug, degrees. Any "E’’ shank blade with a change letter
(2) ASSEMBLY OF SPRING RETURN.--Model prior to that in table XXXIII has a drive pin angle of
propellers having 23 degrees, and any "E" shank blade with the change
3D40 a pitch range of 20 degrees in-
letter listed or one alphabetically higher has a drive
corporate a spring return assembly. Follow the assem-
bly procedure for this unit as outlined for the model piri angle of 5 degrees. As the blade drive pin and
this section, SCleW holes may have been relocated 18 degrees´•de-
2E40 propeller in paragraph 6.d.(3).
pending on the blade design number change letter, an
f. MODEL 3ESO.--In general, the reassembly pro- allbwance must be made at reassembly. There are 40
cedure for the model 3E50 propeller is similar to the semi-circles around the inner circumference of the
model 2D30 propeller. Any variations are discussed
counterweight bracket. Each semi-circle represents
in the following paragraphs. 3’60/40 or degrees. As shown on the counterweight
9
(1) ASSEMBLY OF BLADE. bracket indexing chart, figure 89, ref. 2, the refer-
ence line for an "E" shank blade having a drive pin
(a) Chafing rings for use on "E" shank blades
range in thickness from .020 inch oversize to .020 angle of 23 degrees intersects bracket No. 50524
inch undersize in increments of .005 inch. The stand- at a semi-circle which is given the index number of
ard ring is .063 inch thick. To determine the thick- 19´• Figure 89, ref. I, shows an "E" shank blade having
of ring required, refer a drive pin angle of 5 degrees, and in this case the
ness to paragraph 5.b.(2)(a)
of this section, reference line intersects the same semi-circle of
bracket No. 50524 but the semi-circle is given an
(6) In order to establish the required fit be-
index number of 21. Index number 19 semi-circle is
tween the blade and bushing drive pins, it may be
two semi-circles away from index number 21 thus
compensating for the 18 degrees drive pin angle dif-
ference between the two blades.
Figure 140 Placing Spring Onto Puller Bolt not incorporate bearing retainer spacers, thrust bear-
~1III1 i 4
II
Figure 141 Inserting Puller Bolt into Spring Group Figure 142 installing Cotter Pin in Puller Bolt Nut
117
‘HAMILTON STANDARD PROPELLERS Sec~ion VI
SERVICE MANUAL NO. llOD Paragra~h 6
´•ing assemblies, or bronze thrust washers, but the propellers also use a split phenolic spider ring. At
specified clearance between the counterweight assembly, the flat sections of the ring should be di-
bracket and the bearing shaft bushing is the same as rectly under each spider arm face.
that for propellers that incorporate thrust
3E50 (f) Due to the difference between the loca-
washers (L.003-L.006 inch). See paragraph 6.a.(6) tion of the basic reference line shown on the blade
(e) of this section for instructions on maintaining blueprints and the actual center line of model 3E50
this clearance. Another difference is that the counter-
counterweight propeller hubs, a correction of 1/8
weight screws are secured by lock washers. inch must be added when locating the position of the
(c) A dummy piston, listed in paragraph 1. reference station, or any other blade station, on an
of thissection, must be used for balancing operations. assembled propeller. See table XVII.
The regular piston has an opening in the base (for the (g) When the blade angle settings are such
oil supply pipe) which is too small to permit the pro- that only a portion of the maximum pitch range is
pellerbalancing arbortopass through. used, an additional counterweight adjusting screw
The barrel support seats on the spider are
(d) nut should be used on one end of the adjusting screw
numbered beginning with No. I at the clockwise side in order to prevent the screw from cocking when the
of spider arm No. 1 looking at the oufboard end of counterweight bearing shafts contact the nuts. When
the spider, and continuing in a counterclockwise di- either nut is set two or more degrees from the end of
rection; that is, in a three-way spider, No. 1 barrel the adjusting screw of a I0-degree range propeller or
support lies between arms Nos. 3 and 1, No. 2 seat Is four or more degrees from the ends of the adjusting
between arms Nos. 1 and 2, and No. 3 seat is between screw of a 20-degree range propeller, a third nut
arms Nos. 2 and 3. These numbers are stamped on the should be used on the end of the screw. However,
flat surface at the outboard end of the spider adjacent when the nut on the high angle end of the screw is
to the barrel support seats. The support blocks are set more than three degrees from the high angle base
marked with a position number on the beveled out- setting, it is recommended that the counterweight
board surface. brackets be indexed to the proper base setting and
The barrel supports do not incorporate the "ew base setting restamped on the lead counter-
(e)
vertical balancing washers. Some models, such as the weight pitch setting plug.
3B50-65, do not have barrel supports, and on these (3) ASSEMBLY OF SPRING RETURN.--Model
models, the shim plates incorporate phenolic rings 3ES0 propellers having a pitch range of 20 degrees in-
which are to be assembled with the cutaway portion corporate a spring return assembly. Follow the assem-
at the top of the spider and the shoulder formed by bly procedure as outlined for the model 2E40 in this
the chafing ring facing the spider shoulder. These: section, paragraph 6.d.(3).
3’~i;
."c~
I.´•´•-
k´•
118
03
COUNTE ra wElcHT
PROPELLE RZi
PARTS CATALOG
~-I ami(fo~7
Standard
Published By
February 8, 1945
MFG
NO DESCRIPTION ISSUE DATE ATP REV DATEI INSERTED BY
RECORD OF TEMPORARY REVISIONS
Sec)ion Page
I INTRODUCTION 2
´•´•-:i
f
INDEX OF FIGURES BY MODEL NUMBER
1 2B20-209 4
i
2 2B20-213 6
3 2B20-223 8
4 2B20-225 10 1
5 2B20-229 12
6 i
2B20-241 14
7 2B20-249 16
8 2B20-251 18
9 2B20-317 20/
10 2B20-329 22
11 2B20-337 24
1~ 2D30-29 26
13 2D30-207 28
14 2D30-209
15 2D30-227 32
16 2D30-233 34
17 2D30-235 36
18 2D30-237 38
19 2D30-243 40
20 2D30-247 42
21 2D30-249 44
22 2D30-259 46
23 2D30-261 48
24 12D40-201 50
25 12D40-211 52
26 12D40-217 54
27 2340-201 56
28 2340-209 55
4
MODEL NO. PAGE
FIG. NO.
is 2340-2.3 60
3D40-57 62
30
3D40-209 64
31
3D40-213 66
32
3D40-225 68
33
3D40-227 70
34
3D40-231 72
35
36 3D40-235 74
3D40-267~ 76
37
3D40-271 78
38
3350-61 80
39
3350-65 82
40
3350-201 84
41
3350-203 86
42
3E50-219 88
43
3350-253 90
44
3350-319 92
45
3E50-345 94
46
g
SECTIS)C~
:TR04UCTlor!
I. The ~Hami!ton’Standard Counterweight type pro- which compose the complete’ propeller
peller is composed~of two major the hub:: aisembly.:
assembly‘and the b)ape assembly; Since the propeller
Nofe
model designation is’?ot gffectec! 6y:the~ bla~e,’bla4e Direction of propeller rotation is determined
assemblies are shown separately (grouped together) the propeller from the slip
by viewing
in section II. Any Copnteyweight blade design which
stream, whereas direction of engine rotation.:
fits properly into the hub a?d meets´• all.’operational is determined by viewing the engine shaft
from the rear of the engine. Right-hand
´•requirements pf the may:b~ used in any
given hub; consequently, model is not changed propellers turn clockwise and left-hand pro-.
blade
pellers turn counterclockwise.
by a change in BeSignl~
3. In addition to the hub model designation;’the
2. TheCounterweight type propeller is identjfied by blades identified by design numbers stamped on
are
a model designation system
~hic ~explains in part the circumference of the butt end of each blade. The
the tyi~e and
useof the The’ nurnbers~ aRd blade’ designation system is similar to that of the hub
letter group in front of the: dash indicates´•the basic
in’ that points out in part the use and type of the
it
hub model, and the number group which follows the
unit:.As an example,~on a blade designated as a
dash indicates~ the minor modifications incqrporatect~: C6167A-12, the numbers and letters indicate the ~ol-
in I-he b;~sic model. In:the model 2D30-235
prqpeller, lowing:
the numbers and letter group the dash Indi-
Preceding that
cates the following: 4. The first letter, in this case "C",’indicates a
G. The first letter, "D", indicates’ the blade shank blade design.
size. CQullterweil;ht propeller blade shank sizes are The letter "A" which follows the basic blade
c.
B, D, and E, which are’ approximately equivalent in design indicates that this is .a blade assembly. An
shank diameter to SAE~sizes 1, 1-/2, and
assembly usually includes the bearing assembly, the
The two
bushing, the bushing drive pins,~ the bushing screws,
c. digits immediately preceding the dash,
and the balancing plug assemblyt The blade assembly
."30" in this case; are the SAE propeller shaft spline
isometimes considered to be the blade itself and the
size.Counterweight propellers are built in SAE Nos.
two thrust washers; however, when these.parts alone
20, 30, 40,’ and
50 spline sizes. (In’ addition to these
the desig-
are desired, the blade assembly indicated by
numbers and letter, one Counterweight propeller
nation number should be specified minus the parts
n’odel, the 12D40, contains theextra c~esignation
which are not wanted. The tirst dash number group
number "1". This indicates that one major change has
following the basic blade design number indicates the
been incorporated in the basic mode!.) In the original reduced from that of
number of inches the propeller is
example, the numeers group tollowlng the dash Iden-
the basic design. In this example, the basic blade design
tifies the minor modifications that have been incorpo-
diameter has been reduced 12 inches by shortening
rat~d in the basic model; i.e., the propeller is modified
each blade six inches. If the basic blade design is used
to a "-233" model. Propellers designed for right-hand
with no reduction in diameter, the complete designa-
rotation have odd "dash numbers", and left-hand pro-
tion would.be Cc167A-0.
pellets have even dash numbers: In each case, an even
dash number indicates that the propeller is the left-
4. The following symbols are used in this Parts Cata-
´•hand versiop of the propeller bearing the next lower
log:
odd dash number. selecting tbe parts list (or by
r$ferring’to the Parts Catalog) having the particular ar As Required
.d8sh number etched on the propeller barrel, plus the .-t Oversize Part
parts list for th~e blade involvgd, it is possible to det Undersize Part
termin~e exactly the parts and assemblies by name See Note
3
Section I HAMILTON STANDARD PROPELLERS
Introduction PARTS CATALOG NO. 111
Catalog
Assy. Assembly
Bal. Balancing
Brg. Bearing
Bush. Bushing
Cwt. Counterweight
Cyl. Cylinder
Lk. Lock
Pack. Packing
Retain. Retaining
Scr. Screw
HUB ASSEMBLIES
2B20-209 2D30-237 3D40-57
2B20-213 2D30-243 31)40-209
2B20-223 21)30-247 3D40-213
21320-225 2D30-249 3D40-225
2B20-229 2D30-259 3D40-227
2B20-241 21)30-261 3D40-231
2B20-249 3D40-235
2B20-251 121)40-201 3D40-267
2B20-317 121)40-211 3D40-271
2B201329 12D40-217
2B20-337 3ES0-61
2B40-201 3B50-65
2D30-29 2B40-209 3B50-201
2D30-207 2B40-213 3B50-203
21)30-209 3B50-219
2D30-227 3.E50-2 53
2D30-233 3B50-319
2D30-235 3B50-345
BLADE ASSEMBLIES
lili lilC
~-1C-UYur
s==27
131
32
!ji i
-´•R
iP
0~7
rg-´•
)3)(44
0’
I;S
FIGURE FIGURE
PARINVMBER NOMENCLATURE PER I ILINDEX PLRTWUMBLR NOMENCLATURE PER
INDEX
assr.l INUMBERI 11234 XSSr
1234
f50296´•6 Plate--(’006i"ch
oversi2e) 1-32 1 50686 1 lp~sllo6 I 1
1-25 AN380-3-3/ 14
HA´•MICTON’STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly;Rads List
~ji
(40~ ~-a
-;-9´•
iel ii
i´•iil~
p47
(2Q)--cl~;22‘45’
Pil
Y
-i
3
g~---o
FIGURE FIGURE
IHDEXI PIRTNUMBER NOMENCLATURE PER I ILINOEX PIRTNUMBER I NOMENCLATURE PER
1234 I~ssv.( INUMRERI 11234 I nssr.
+50296-6 1 Plate--(’006i"ch
oversize) 2-32 50686 ~IPCstoh i 1
2-14 50341 1 I Screw Lock 6 1 12-42 50013 1 IRfutHOil Supply Pipe Packing 1
(31h
Is
0--~
Df4 1
31´•1:
TIGURE FIGURE U
IHDEX PIIRTNUMBER NOMENCLATURE PER I ILINDEX PIIRINUMBER NOMENCLATURE PER
JNUMBER) 11~34 RSS’I
1234
jl j
48P
544) d:I f
i
42)[03
O
0"
22
O
-?1 iT-
.10
Section II HAMILTON STANDARD PROPELLERS
Group ASsembly PartsList PARTS CATALOG NO. 111
FIGURE FIGURE
IHDEX PLRTHUMRER NOMENCLATURE PfR I ILI~DEX PLRTWUMBER NOMENCLATURE IPER
234 Rssr. I (WUMBERI 11234 lassr.
11
HAMILTON’StANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly´•Parts List
~n
D
it
Et---8~
12
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG~ NO. lit
FIGURE FIGURE
IIIDEX PIRTWUMBER NOMENCLATURE PER I IBIWDEX )IIRTIUMBLI NOMENCLATURE I~PLR
MRER 12jq lutr. I (nUMRrR( 11254 (UIr.
13
HA~MILTON‘ STANDARD -PROP.ELL´•ERS ´•Section II
PARTS CATALOG NO. 111 Group‘Assembly!Paits List
8----,
31
3~
g-O
is
45)(46
1743 93a
ol)
i2Y
11 O 13´•1415
14
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. tit
15
HAMILTON STANDARD PROPELLERS Section II
PARTS CA~ALOG NO. ill Gcoup Assembly Ports List
j~---------
i ~J
O--"
oi´•- 1 ~36
b
2’
1Ti~
F?3~=(
~25)
16
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE
INDEX PI\RTWUMBER NOMENCLATURE IRR-l pnRrnumsER I NOMENCLATURE IPLR
1194 (atsr~ IWUMBER( (11j4 (PJS1
7 2B20-249 I 1 7-25 AN380-3-3 I IPEn~otter 1 4
7-1 ANS008-201 iCbllefaear I 1 I 17-26 51137 Icbrlin(ler Assembly 1
7-2 51135 1 /BCr~el Assembly 11 17-27 51136 1 I Il/n~r--Cylinder (Steel) Il
7-3 55210 1 iS~idet Il 7-28 11573 1 I Ilfnbr--Cylinder (Phenolic) 1
7-4 51259 1 IFF~jn4--Grease 1 2 1 17-291 .50155 1 I IBGspling--Cwt. Bearing Shaft 1 2
IT
HAMILTON STANDARD PROPELLERS ´•Section II
PARTS CATALOG NO. 111 Group Assembly´• Ports List
42
ij
3Q~
~J1
P
4?---~
]´•8
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
PIGllRE FIGURE
INOEX PIRTNUMBER NOMENCLATURE PER I lelnDEl PIRINUMBER NOMENCLATURE PER
MBERI \1139 )Rssr.l Irumsal 11234 IRJSY.
52~75et--CounterweighcAssy.--Counterweight
8-10 2
S8488 ael--CounterweiRht
Z
19
~’HAMILTON STANDARD PROPELLERS Section II
PARTS~ CATALOG NO. 111 Group Assembly Pasts List´•
i~ K26_
0-------~
O--
20
Section II HAMILTON STANDARD PROPELLERS
Grovp Assembly Parts List PARTS CATALOG~NO. ill
FIGURE FIGURE
INDEX PARINUMBER NOMENCLATURE PER I IPINDEX I NOMENCLATURE PER
234 1 Rssr. I Ilumsel 11234 LSSI.
21
L
HAMILTOM STANDARD PROPELLERS Section II
PARTS CATALOG NO. 1 1 1 Groua´•´•Assem bIyPorts List
34~
~-o
II
,~Q
"-7~0j--’
22
:1
Seetion II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. ill
FIGURE FIGURE U
IRDEX I PI\RT NUMBER NOMENCLATURE PER I IBINDEX PllRTNUMRER PER
NOMECLATUREoversi)
1234 ASSI 234 1SSr.
23
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG~NO. ill Group Assembly Parts List.
34r,
i-=
17
3448
1
~O
24
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIGURE
INDEX PIRTNUMBER NOMENCLAIURE I pER I IL INDEX I PIRT NUMBER NOMENCLAIURE IPER
1 234 ~ssr.l INUMBERI Il234 ILssr.
25
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
y,
II‘~ i
2
i--"o7aI
r\% i;li,I
441(41
Is16.1817
X
O
;´•~s
-(21
-1211
~IGURE ~ICURE
IHDEX PRRTRUMBER NOMENCLATURE PER I IPIRDEX PIIRINUMBER NOMENCLATURE PER
1 234 1 Rssr. I IHUMRERI 11234 I1SSY.
27
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Clovp´• Assembly;Parts List
53
24
52~-- i:ll ~28
2s)t(23
25
----ij "-~Q
1
35
rc~
3
C I
11 13 11 15
28
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIGURE
IIIDEX PIRTHUMBER NOMENCLATVRE PfR I ILIWOEX PIRTNUMBER I NOMENCLA~URE IPER
MRER 1 234 1 nssr. I INUMsERI .11 214 ASSY.
29
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 1 1 1 Group Assembly Parts List
23
j: (i~
il~ls4127
30 ~5´•
0-- ~5:
.iD~)
o---~
’i
It------~li-- r, ci;i~
30
Sectionll HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG-NO. ill
FIGURE FIGURE
IHDEX PbRTNUMBER NOMENCLATURE PER I I&INOEX PI~RTHUMBER I NOMENCLATURE I~PER
MBEPI (1234 usr. I INuneERI i 1 234 ISSr.
14-7) 52987 JSPi~fSpider--(.oos to .023 inch 2 1 114-25 51572 i I Il~ni´•r--Cylinder (Phenolic) 1~1
thick in .001 inch increments)
14-261 51124 .1 I (Biusphnng-Cwt. Bearing Shaft 2
31
HAMILTON ZTANDARD PROPELLERS. iection II
PARTS CATALOG NO. 111 Group Assembly´•Parts Lis~
58
7-
56 34
____J
i;
(4~)
42
´•1.´•
l221
~SJ I
G 3
12 18
d"\o
14 16
3
32
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE
INDEX PI\RTNUMBER NOMENCLATURE IPER~I IIINDEX PARTWUMBLR I NOMENCLATURE PER
234 nssv. I INUmeERI 11234 ISSY.
33
HAMILTON iTANDARD PROPELLERS Seclion II
PARTS CATALOG NO. 111 Group Assembly Paris List
59
30
58 34
32)W29
43
Il
41
~6‘
---I
c;i~ us s
1924505152BiI
3B
2~
6
a (11)
34
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Ports List PARTS CATALOG NO. 111
FIGURE U FIGURE
INOEX PIRTNUMRER NOMENCLATURE PER I ILINOEX PIR7NUMBER I NOMENCLATURE I~PER
MBERI 11234 In~sr.l INUmeERi 11234 Inssr.
16-211AN960-416Lll 14
35
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 1 1 1 Glovp Assembly Parts List
32) H29
44 ’t’X
U-O
~Q
r
36
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE
INDEX PARTNUMBER NOMENCLATURE IPER I JI1INDEX PARTNUMRER I NOMENCLATURE PER
1234 Assr.l (NVMBERI 11134 RSSr.
17-4"I
+Sa441-7 lade Bush. 17-4 S8478 ronf 1
i".
fS8441-8 Bush. Index1(.004
overslle
f AN380-J-2 I I SinHCotter I 2
17-201AN526-428-101 1 IS~rew 1 2
37
HAMILTON STANDARD PROPELLERS Section ii
PARTS CATALOG NO. 111 Group Assembly Parts List
57
56 ail
34.
29
ji
O
43
(45
41
40
849 511(55
,I O
19
I //I
d
E ii
28’
FIGURE FIGURE
IHOEX PIIRTNUMBER NOMENCLATURE ILINDEX PARTHUMBER NOMENCLATURE PER
1294 assv. I IWUIBERI 11234 IISSY
l8-201AN526-428-101 I IStrew 1 2
39
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Grou’p Assembly Parts List
js~ ieiii
,___, 34
32 29
i 31
jj
;’li
37’
39 i
k.X5051 56t3;Z
I
O
dIa B
E n
c
[10) (11)
FIGURE FIGURE
NOMENCLATURE PER INDEX PIIRTNUMBER NOMENCLATURE PER
INDEX PARTNUMBER
ASSI
1 2 3 4 I1SSr.l (NUMBERI Il 2 3 4´•
i".
fS8441-2 I /PLnC~lade Bush. Index--(oo’
oversize)
19-36 50729 ssembiy--Oil Supply 1
19-211AN960-416LI /Vt~aiher 1 4
41
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts -List
24
I;
~a
O-~i>
O"’ I~
24iE
3 ia 14)1(15
01 18
1~Y
42´•
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
0-201AN526-428-101 1 IS~rew 1 2
43
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly Parts List
58
56 30
38
29
Y
44
x
43
I
~QB
Is 8-’
~E
3 a
44’
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIGURE
B P~RT NUMBER NOMENCLATURE PER INDEX PARTHUMBER NOMENCLATURE PER
MBER( 11234 Assr.l Inu*eal 11234 ISSI
(.002 i".
+S8441-4 1 jPFnCBlade Bush. Index
-oversize) 1-371 AN5009-30 I I 1
i".
+S8441-5. 1 IPinCBlade Bush. Index--(.oozs
oversize 1-38 S8467 I ISbake~--Front Cone I 1
(.003 i".
+S8441-6 1 IP~nCSlade Bush.Index -~versize) 1-39 S8480 I Cone Packing 1
(.004 i".
+S8441-8 1 IPFnl-Blade Bush.Index -OYeTSiZe) 21-41 AN380-3-2 I IPEnHCotter 1 2
i".
$S8441-9 1 IPEnCBlade Bush. Index--(.0045
oversize 21-42 90285 Piston (Inboard) 1
(.005 i".
+S8441-10 1 IPrnCBlade Bush.Index -Oversize) 1-43 SS464 I Iqa~ket--Piston (Outboard) 1
1-20iAN526-428-IOI I IS~rew 1 2
45
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
i~i 1; 3’
---:I
21
56BY
8
20
´•a
i
.´•i~
2)---~
/~ii)
46
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. ill
TIGURE FIBURE
IIIDEX PIIRIIIUM)~R NOMEWCLATURE PER I IBINDEX PdRTWUMRER PlOhtEttCtAtusE IPER
1234 assr.l Inum,nl 11234 I\fSI.
47
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly Parts List
50 34
32 29
31
38
4039
2
t-"
212a
d7
s 9 52)(53
II
19 i-
L1_1j
a~17
24´•
3
ill
10) (11~
0----~
Figure 23-Fivb I
48-
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Ports List PARTS CATALOG NO. 111
FIGURE FIGURE
INDEX PIIRTNUMBER NOMENCLATURE PER I IBIWDEX PARTIIUMBER NOMENCLATURE
234 astv.l Iwumeaal 11234
3-201AN526-428-101 (S~rew I Z
49
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts -Lisi
(i~j)
Q ~P
li-
31~
´•O
3
h 11)
2 /[21
50
Section II HAMILTON STANDARD´• PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIGURE
IWDEX PARTWUMBBR NOMENCLATURE PER I ILIIDEX PARTWUMBER NOMENCLATURE IPER
2 3 4 A Sll.l IRUMRERI I 1 2 j 4 IASfr.
51
HAMILTON STANDARD PROPELLERS´• Section II
PARTS CATALOG NO. lit Group Assembly Parts List
s4
37r, ’41
a
48)(49´• 52)(53
28)
tIGURE RGURE
INDEX PIRTNUMBER NOMENCL’ATURE PER I IBIIIDEX PI\RTN(UMIER NOMLNCLATURE I-PER
134 I assv.l Inumsrll 11234 Ilgy
$S8441-12 1 Index--(.001in.
oversize, +1 125-45 .4N~80-2-2 I IPCntFotter 1 3
i".
+S8441-13 1 IPEnCBLade Bush. Index--(.0065
oversize +I 12 5-461 52771 Assy.--Cwt. Thrust 2
5-201AN526-428-101 1 ISlrew 12
53
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly Parts List
57
II
30
~r-------’ 34
29
Ii
40
19445051 Q
)i-451
U
P~
0~
24
178
12) (13
54
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO; 11’1
FIGURE FIGURE
IWOEX PARTNUMBER NOMENCLATURE PER I ILINDEX PARTIUUMRER NOMENCLATURE I~PER
1234 Iltsr.l Inumeell 11234 IASSr
-oversi~e) er 3
i
+S8441-13 1 flid-Blade Bush. Index--(.OOG5
oversize f 6-46 52771 Assy.-Cwt. Thrust 2
6-12 50330 1 I I BJrs~cket--Cou nterwe igh t 2 1 126-5j S8474 1 I ~u/tCwt. Adjusting Screw I 6
6-r3 50306 I r)opel--cwt. (Small) 4 1 126-54 S8501 I I 4a1HCounterweipht 1 z
6-201AN526-428-101 1 ISt~rtw 1 2
55
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. lit Group Assembly Ports List
55
(58~ 54
=/J
d~
CC i
2) (7~ (8~
20
3
(45cQ cilisu~
r d
lI
FIGURE FIGURE
INDEX PARTNUMBER NOMENCLATURE PER I ILIWDEX P~RTNUM)ER NOMENCLATURE IPER
1234 ntsv. I INUMRERI (12j4 ASSr.
(.00’ i".
+S8432-10 1 IP~inCBlade Bush. Index
-ovetsize) 7-42 51390 n Gasket I 1
57
PIAMILTON STANDARD PROPELLERS ..Se;tion II
PARTS CATALOG NO. 111 Group Assembly Paris Lis!
t: B,56
s3
53
3
I
13 15
1716188
(ij)
-----s/ r~J
~J/O
Figure 28--Hvb Asjiiiib~j; Md~iil 2E~b-P00’
58
Seetion II HAMILTON STANDARD PROPELLERS
Group Assembly Ports List PARTS CATALOG NO.: 1´•11
FIGURE FIGURE
INDEX PI\RINUMBER NOMENCLATURE PER I IBINDEX PARTWUMRER NOMENCLATURE PER
1234 nslr.l INUmsERI 11234 ~latsr.
8-191 50092 I IS~rCw-Counferweight (Large)l 4 1 128-61 50798 1 I Head Clamp Nut Lock r
59
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
j el
62
j 28
il i
S 361
331
1´•11 ´•i
37~
c~n
an
5
60
Section II HAMRTON STANDARD PROPELLERS
Group A;ssembl´•y Parts List ,PARTS CATALOG NO. !11
FIGURE FIGURE
IWDEX PARTNUMBER NOMENCLATURE PER I ILIIIDEX PARTNVIIBER NOMENCLATURE JPER
assr. I INUmRERI 11234 IISfr.
1214
’´•005’"´•
fSS432-10 /PinCBlade Bush. Index--,,,,,i,,) +1 129-461 51393 1 /P)a(Ie-I-Spring Puller I 1
i
Index--(.0065 1 129-491 1 Assy.-Cwt. Thrust
~S8432-13
$-S8432-14
IP ade Bush.
lade
oversize
29-5
42771
51129 Thrust
´•Z
i (.015 inch
tS8432-15 I IPlnCglade Bush. Index--(.0075
oversize
+51129-15 --Thrust--,,,,,i,,)
i". (.030 inch
$-S8432-16 1 .IPlnCBlade Bush. Index-(.408
oversize)
+51129-30
29-22 50084 1 IBblt--tBarrel 4 1 129-661 50798 1 Ili~g+Cyl. Head Clamp Nut Lock I 1
61
HAMILTON’STANDARD PROPELLERS -Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
j"
37Le
14Li i)
a (12)
~iij
U
FIGURE FIGURE
INDEX PIIRTWVMBER I NOMENCLATURE PER I ILINDEX PIRTHUMIER NOMENCLATURE PER
MBER 1234 Rssr. I INUmeERI 11234
(.00~ in.
+S8441-10 1 Bush. Index--,,,,,i,,) 38 AN380-2´•2 I IPLntCotter 14
63
HAMILTON STANDARD PROPELLE~S Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
t
so
22
26
i4~ K21
´•t .I
~s
o~
r´•
9,42
44 )’(48
I’
~c´•
FIGURE FIGURE
INDEX PARTNUM)ER NOMENCLATURE PER INDEX PARTNUM)ER NOMENCLAIURE IPER
294 Ilssv. I INvmeERI 11134
1´•8 S8441 1 IPFnCBlade Bushing Index 12 1 131´•29 50814 1 INutHPiston Oil Seal 1
1-141 50091 1 I ISlrbw-Counterweight (Small)l 3 1 131-53 50799 1 IRFn[gfVernier Lock Plate Stop 1
1-151 50092 1 I ISlr~w-Counterweight (Large)l 9 1 131-541 50800 1 IC~spcctt--Cyl. Head Clamp Nut 1
65
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly´•Parts List
(57r
~3/
X A
sl
44) (45
a (9)
g
2
17
66
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIBURE
IHDLX P~RTNUMBER NOMENCLATURE PER I ILIWDEXI PARTNUMRER NOMENCLATURE PER
mssr.( (nvmsER( 11234 1Str.
1234
32´•6 1 52987 JSbi/n+Spider--(.oo~ to.023 inch 3 1 132;2s1 50814 1 INub~Piston Oil Seal r
+Se441-4
g~n- Bush. Index-(.002´• i".
2-35 51421 Spring Puller 1
oversize)
67
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ttl Group~Assembly Ports List
52~ IIYII
2s
23)
sg
68
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
$S8441-9
$S8441-10
1 IP~nCBlade
1
Bush.
Bush.
oversle(.0 5 in.f
Index--o,ersize)
33-4
33-4
52771
51129 1
Assy.-Cwt.
I\Xya~htr--Thrust
Thrust 3
3
L’ i"ch
+S8441-11 IPFn~-glade Bush. Index--(."05) i".
oversize
5 1 129-1 5 -Thrust-(" oversize) f
inch
+S8441-12 Bush. Index--(.006 i".
+51129-30 --Thrust--(.030
oversi2e) f
oversize)
$S8441-13 Ignt-glade 3.43 53213 wt. Bearing (Inner) 3
3-151 50091 1 1 ISer9w-Counterweight (Small)( 6 33-56/ 90800 IYaspc~l--Cyl´• Head Clamp Nut 1
69
HAMILTON STANDARD PROPELLERS Seetion II
PARTS CATALOG NO. 111 Group Assembly Parts List
~h,
59 r 21
~oe8
´•-40I´•´•~ ci;jr ~I
I´•
(4r3~ 34
47
2 II I IQ
FIGURE FIGURE
IHOEX PART~VMBER NOMENCLATURE PER I ILIHDEX PARTRUMBER NOMENCLATURE (PER
1234 Rssv. IwumsER 1234 IASSI
53214
IE~cieCCwt. Bearing (inner)
Assy.-Cwt. Bearing
3
+S8441-19 Index--(.0095i".
oversize) 4´•5 50359 Assy.-Cwt. Adjusting 1 3
4-171 53666 1 ISept~drr Assembly--Barrel 3 1 134-591 50800 1 Iqa~k4t--Cyl. Head Clamp Nut r
4-191 AN360-816 I (’U~athler 136 1 134´•61 50798 1 Rji~g+Cyl. Head Clamp Nut Lockl 1
71
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly Parts List
21
,I
d
34)1 19
rIGURE F1OURE
IHOEX PIIRTNVMBER NOMENCLATURE PER I ILINDPX PARTIIUMBER I NOMENCLATURE I~PER
1234 1 nssr. I IWUMBERI 11234 LSSr.
3D40-231 IYub~slsembly
35 11 )~5-21 5009~
~llrel Bob 6
5-15( 50091 (SC~rOw-Counterweight (Small)J 3 )35-561 50800 1 IC~aslkdt--Cyl. Head Clamp Not j 1
73
HAMILTON STANDARD PROPEL~LERS Section II
PARTS CATALOG NO. ill Group Assembly´•Parfs List
~p
(59Y
~J
r 55~ Y!
27
~3)
Kz~
IKg
I40 28
(i;j~
;e
(413~,
I
~II
ill~b,
’d~b
33
~Rd
O-’
(21 ~d?
d
.~...’15
´•3~-
74
Section ii HAMILTON STANDARD PROPELLERS
Group Assembly Ports List PARTS CATALOG NO. 1’1~
FIGURE FIGURE
II(OEX PARTNUMBER NOMENELATURE PPR I ILIWDEX PI\RONUMBLR I #OMENCLA’IURE J-~k
234 llSIr. I (numerRI 11234 lassv.
6-19) AN960-8 16 I (36 36-61 50738 RJi~gJyCyl. Head Clamp Nut Lock( 1
75
’HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. III Group Assembly Parts List
i a
22
I 25
I i I Ui
B
eo a~
36
;g
32
52
17
9‘51
2 Mn"% I IQ
a/
76
Section II HAMILTON STANDARD PROPELLERS.
Grbup Assembly Ports List PARTS CATALOO:NO. lit
FIGURE FIGURE
IRDEX PIRT~UMBER I NOMENCLATURL PERI ILINDEX FARTWUMBPR NOMENCLAtURE IPER
1 234 IWUMRERI 11234 ~Sfr.
$S8441-17 Index--(bqP,8,,5;1~1
Bush. f 1 (37-48 53216 1 IR~adetCwt.Bearing (Outer 1 3
37-171 53666 1 ISGp(pdrt Assembly--Barrel 137-531 50800 1 14arlk9t--Cyl. Head Clamp Nut I i
37-191 AN9(i0-816 I 136 1 137-6 11 50798 1 I RJir(gt-Cyl. Head Clamp Nut Locl;l 1
77
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly Parts List
r:l
25
888
~I
:I i
O"
n52
53
a 15
78
Sectian II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG- NO; 111
flGURE FIGURE
INDEX PARTNUMBLR NOMENCLATURE PER( (LIHDLX/ PARTWUMBER NOMENCLATURE IPER
1194 In~tu.l Iwu´•msPq 1123s \IESI
38-7 j 52987 1S)i~S-Spider--(.oos t~ .oz3 inch( 3 (38´•30( 50814 1 JPljugfPiston Oil Seal 1
thick in .001jnch
incre.nents)l 1 138-31 AN380-2;2 I iPEnC;Cotter i 4
79
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
26
~J
4
346
a
S O/. Il,ieI4214 3
L+7
i i
80
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Par~s List PARTS CATALOG NO. Ill
InDEX
i
TIGURE FIGURE
PIRTNUMBER NOMENCLATURE PER INDEX PIRTnUM)ER NOMENCLATURE PER
134 1SSI ~134 ISSr.
9-101 50484 1 IRFnk--Shim Plate Chafing 3 1 139-27 50179 1 I IBl~sbing--Cwr. Bearing Shaft 3
l+S8432-16 (.aosin,
lade Bush.Index--oversize) i-I 139-44 50359 j IS4r4´•R1 ASSU.--CWf. Adjusting 3
81
HAMILTON STANDARD´• PROPELLERS´• Section II
PARTS´• CATALOG NO. 111 Group Assembly Parts List
25
1:
H´•´• ~cs
u~ 1
B 13
14
15
16
B
~IJ
~23)
82
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIGURE
INDEX PIRTHUMBER NOMENCLATURE PER INDEX PARTWUMBER NOMENCLATURE IER
1234 RSSY. 1234 ASSI
+Ss432-13
Bush. Index-- oversize)
51792
1 jR/a~e+Cwt.
er
Bearing (Inner)
Assy.--Cwt. Bearing
3
0-13
0-14
50213
S8489
e~--Counterweight
I--Cwt. (Large) 6
3
0-5I
5
50009
51171 Welch
linder Head Lock 1
83
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Ports List
~3)6_
25
-9
~-i-? 30 24
´•1 27
81,
´•B (3_3r
I,,\ -Yiyur 34
35
25051 99
11)1 (12)1
13 14
(1516
18
17
1
2 j/
~ift
84
Section II HAMILT6N STANDARD PROPELCERS
PARTS CATALOG NO. 111
Oloup Assembly Parts Lis~
FIGURE FIGI)RE
INDEX PIIRIWUMBER NOMENCLATURE PER
INDEX PdRTNUMBER NOMENCLATURE PER
12j4 1ZSr
1234 LhS1
7
1-6 1 51368 IRlptsi~.er Assembly--Grease 3 1 141-30) AN380-2-2 1PFn+Cotter 1
1-7 53007 I to .ozJ inch~ 3 I 51248 1 IP~S904L 1
85
HAMILTON STANDARD PROPELLERS Section II
PARTS ~CATALOG NO. ill Group Assembly PartsList:
~i I e
25
29
I
50)_~2(
3’
8.
~Co
43~ 1
35) (5)(7)(5)(qe)49) (50
--(g´•
o~-
~/_J-O
F~igure 42--Hvb Assembly Model 3E50-203
´•86
i
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. ill
FIGURE FIGURE
NOMENCLATURE PER I ILINDEX PIRTI(UMBER NOMENCLATURE PER
IRDEX PRRTNUMBER
ISLI 1 2 3 4 1\SSr.
1 2 3 4
51248 1 1Pjistob I 1
2-7 53007 1 to .029 inchl 3 1 142-31
thick in .001 inch increments
2-32 50813 1 /Slal~Piston Oil i
87
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly Parts List
r
29~, X23
47
´•1 Q-----~"
3"
5 051
5654
.-c-:•´•´
--i
2
’i
’I
1417
i:
88
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIGURE
INDEX PIRTNUMBER NOMENCLATURE PER I IIIIIOEX PIRT~UMBER I NOMENCLATURE PPR
Rssr.l INUMBERI 11234 LSS1
1234
(.OOL in.
+S84?2-2 1 IPInCBlade Bush.lndex-,,,,,;,,) 3-3 AN5009´•50 I IR~inkfSnap 1
(.006’".
+S8432-12 nCBlade Bush. Index--,,,,,i,,) +1 143-451 51255 1 I~utHSpring Puller Bolt 1
+S843i-13 I,d,,-(b9Pk,3;CXI
Bush. )43-46) AN380´•3-3 )P~nt)Cotter 1
3-21 50096 1 IE~utHBarrel Bolt 6 1 143-641 40798 1 i~iniRCCyl. Head Clamp Nut Lockl 1
I I 1 143-651 1 /PpuB+Welch I 6
3-22 AN380´•4-4 IPLn~otter 6 51171 i
89
HAMILTON STANDARD PROPELLERS ’Sectian II
PARTS CATALOG NO. 113 Group Assembly Parts List
51
II 28), )(25
~I 33
a~i 4
34
36
leqi
-(e
1 m
1.
90
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. Ill
FIGURE FIGURE
IIIDEX PARTNUMBER NOMENCLATURE PER I ILII(GEX NOMENCLATURE PER
nssu.l INUMBERI 11234 IltSr.
1 234
4-9 S8432 1 /PFntglade Bushing Index 12 1 144-34 50814 1 INutHPiston Oil Seal 1 1
91
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. Ill Group Assembly Paits List
~X I
o:
26
so
:I
r
0--;
34
35
3s
0---" T
(9) (10)
FIGURE FIGURL
INDEX PRRTNUMBER NOMENCLATURE PER I ILIWDEX Pb~RTNUMBER NOMENCLATURE .I~PER
234 1 Rssv. I INumeERI 11234 IdSSr.
+S8432-15 BuSh.Index--(00?5in.
oversiie) f52486-15
+S8432-16 1 Bush. I I I 1 -1-)2486-30/ j f
5-181 50032 I jS~rew-Counterweight (Large) 9 1 145-61 50799 1 /R/in~Vernier Lock Plate Stop 1
5-221AN960´•10111 136
93
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
se
26
Jo
´•1
Bi
z
36
2lii, )~LDQ
i! a
"I
94
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
FIGURE FIGURE
IIIDEX PIIRTWUMBER NOMENCLATURE PER I IPIWDEX PARTNUMRERI´• NOMENCLATURE PER
1234 IIssr.I Irumen 1134: IASSr.
(.00’ in.
+58432-2 lade Bush. Index--,,,,,i,,) +1 (46-361 AS-92-50 IICb~e+Front Il
+S8432-3 1 IPCn~gladeBush. t- 1 146-37 51004 1 IClaslk8t--Piston (Inboard) i
(.003 in.
+S8432-6’ 1 IPLnCBladeBush. Index--,,,,,;,) 51389 St~rlnh--Draw Bar I r
221AN960-10161 I 136
95
HAMILTON STANDARD PROPELLERS Section II
PARTS CATALOG NO. ill Group Assembly Parts List
~t--------(
96
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
‘fB~
0------~
0------~J
I
C/
98
Section II HAMILTON STANDARD PROPELLERS
Group Assembly Parts List PARTS CATALOG NO. 111
8~
I~t-
99
HAMILTON ´•STANDA´•RD PROPELLERS Section II
PARTS CATALOG NO. 111 Group Assembly Parts List
B~g
a
100
Section II HAMILTON STANDARD PROPELLERS
Parts List PARTS CATALOGNO~II
Grovp Assembly
~IGURE FIBURE
NOMENCLATURE PER INDEX PARTNUMBER NOMENCLATURE PER
INDEX PIRINUMBER
ASSr
1 234 lastv. I INum,ERI (1234
7-2 55903 1 IPIuk iissembly--Blade Balancingl 1 1 14 7-4 51376 1 i /Vpa~her--Blade Bal. (Thin) ar
AN935-816(1 I~Yasher--Lock 1
7-3 945-8 1 I at 1 (47-5
1 147-6 AN315-8R I I I~Jut I 1
7-4 51376 1 I lWYa6her--Blade Bal. (Thin) ar
7-91 51187 jS~rdat-Blade Bushing 2 1 147-11 52602-i 1 I II~oQer--Blade Thrust Bearing 130
7-10 92602 1 iR~tCilber Assy.--Blade Thrust Brg.l 1
1 I IRbller-Blade 6109A 1
7-11 52602-2 Thrust Bearing 130 1 148 1 IBla(leIA(ssembly
8-1 1 I
I IBCaBeland Thrust Washers 1
7-1 1 t
I IBla8e(and Thrust Washers 1 1 148´•3 51375 I PlugAssy.)l 2
7-101 52602 1 IRletCiSer Assy.--Blade Thrust Brg.l 1 1 )48-12( 52602-2 1 I jL~ljler--Blade Thrust Bea~ing 130
7-111 52602´•2 1 j Thrust Bearing 130 1 I I I I I *NOTE
with thrust washers is
Separately, but it must be
7 6241A 1 IBlagel Assembly 1
as a Blade Assembly minus
101
HAMILTON STANDARD PROPELLERS Sec)ion
PARTS ´•CATALOG -NO. 111 Group Assembly Parts List
FIGURE FIGURE
PIRT IUMIER NOMEHUA’IURE pa i IS\WPEXI PLRTWUMBfR NOMENCLL\TURE )~Prk
1234 nsrr.l Inu*spal 11134
9-1 1 I IB~atiel and Thrust Washers 1 \49-12\ 52595-2 I (R(o~er--Blade Thrust Bearing 172
3-2 55815 1 IPlu~ iissemblt~--Blade Balancinal t
9-4 51376 1 (VVa~her--Blade Bal. (Thin) ar 1 149-1 iBadei and Thrust Washers I
102
Sectian II HAMILTON STANDARD PROPELLERS
Parts List PARTS CATALOG NO. ill
Group Assembly
rIGURE F16URE
NOMENCLATURE IHDEX PARTIUMBER PCR
IHDEX pLRTNUMBER PER
ASII
294 IISSY. 234
inch
9-loj 56371´•5 lade Chafing--(.0’5 inch
unde~sjze)
51-1 +56370-40 lade Chafing--(.ozo
oversize)
9-11 52595 1 IR~taijer Assy.--Blade Thrust Brg.l 1 51-2 1588(1 Ipluk ~ssembly--Blade Balancingl 1
I I I~aUII I I 1 151´•1 t
I JBJa(ieJand Thrust Washers I 1
1-6 AN315-8R
(.010i hN935-816 j 1 I 1
fS8440´•10 i JPjntalade Bush.Driue-- oversize I-S
(.ozo inch
$S8440-20 IPFnt-Blade Bush.Drive-- f 51-7 51312 (BCspit~R I 1
103
PROPELLERS Section II
PARTS CATALOG NO. 1´•11 Group Assembly:Ports Liot
FIBURE
RGDRL NOMENCLATURE (PER
PIIRTNUMBER NOMENCLATURE r PER I ILIHDEXI PIIRTWUMBER
IWOEX
1234 Issr.l INUMBERI 11234
i"ch
$56370-30 ade Chafing-(.o’o
oversize)
51´•1 56370-201 Chafing 2
i"ch (.oloioch
de Chafing--(’o’s
,~_r__
$563.70-35 f 56370-0
oversize)
inch ~O!j inC~
+56370-40 Chafin~--(.ozo
oversize) f 56370-5 ~""""15-;ndersile)
1-11 52589
i.
Assy.--BladeThrust Brg 1 I -56370-10)
51-12 52589-2 Thrust Brg. (Long) 36 -56370-151 IRSnk+Blade
r~n6,,(´•005 inch
51-13 52589-i 1 (RioCer--Thrust Brg. (Short) 36 +56370-25 UL’~’´•´•’6 oversize)
ll~p rc~lc;,,_-(´•010 inch
f56370-30 --´•´•--´•´•´•s oversize)
51´•2 55888 1 IPt~uk I~srembly--Blade Balancinal 1 1 151´•11 52589 1 IR~thitjer Assy.--BladeThrust Brg.l 1
--96310-10
(.010 inch
Chafing--,,d,,,ize) de +S8440-25 Bush. Drive--(bo,zd,f;,,) f
(.005 inch lade Bush.
-56310-151 )R)ig+Blade Chahng--;,d,,,i,,) fS8440-31
(.005 inch
+56370-25 (Riin(gfBlade Chating-- oversize) f 51´•9 51187 ISttealrBlade Bushing 2
COlOisch
51´•1~ 52589 1 Brg.l 1 --56370-10 ulrus
’L""Li-undersize)
(.005inch
1-12 52589-2 Thrust Brg. (Long) 36 --56370-15 ulrus
~.Llol´•lla-uodersize)
51-4 1 51376r I IVeasher-Blade Bal. (Thin) ar 1 151-13 52589-3 --~hrust Brg. (Shbrt) 36
104
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. 111
CLASSIFICATION
U. S.
NAVY
U. S.
ARMY
BRITISH
PART
NUMBER
(L
INDEX
NUMBER
TOTAL
QUAN-
TITY
CLASSIFICATION
U. S.
NAVY
S.FIGURE
U.
ARMY
BRITISH
PART
NUMBER
INDEX
NUMBER
TOTAL
QUAN-
TITY
48-4 ar I I I I I 1 21-45 3
49-3 ar I I I I 1 22-46 1 3
50-3 ar I I I I I 1 23-45 3
51-3 ar I I I 1 24-39 3
48-7 1 I I I I i 26-45 3
49-6 1 I I I I I i 27-34 3
50-6 1 I I i I i 1 28-35 3
51-6 1 I I I I I 1 29-35 3
2-21 2 1 I I I i 1 31-30 4
3-21 2 1 I I I i i 32-29 4
4-21 2 1 I I i i 1 33-32 4
5-21 2 1 I I j 1 34-31 4
6-21 2 1 I I I 1 35-32 1 4
7-21 2 I I I I I I 36-31 4
8-21 2 1 1. I I I 1 37-31 4
9-21 2 I I I I I 1 38-31 1 4
10-21 2 1 I 1 i i 1 39-39 4
11-21 2 1 I i I I 40-48 i 3
15-23 2 1 I I I I 1 41-30 7
16-23 2 1 I I I 1 42-30 7
17-23 2 1 I I I I 1 43-23 7
18-23 2 I I I I I 1 ~4-31 7
19-23 2 I I I 1 45-31 7
20-23 2 1 I I I 1 46-31 7
22-24 2 1 I I I I 1 3-37 2
23-23 2 I I I I I 1 4-37 2
25-23 2 1 I I I I 1 5-37 1 2
26-23 2 1 I I I i 6-37 2
2-50 2 1 I I i I 1 8-37 2
3-41 3 1 I 1 i i 1 9-37 2
4-41 3 1 I i I I 1 10-37 2
5-41 3 1 I I I 1 11-37 2
6-41 3 1 I I I I 1 12-33 2
7-41 3 1 I I i i i 13-35 2
8-50 2 1 I I 1 14-35 1 2
9-41 3 1 I I I I 1 15-41 2
10-41 3 1 I I I I 1 16-41 2
11-41 3 1 I I 17-41 2
12-37 3 1 I 1 i i I 18-4i 2
13-51 2 1 I I 1 1 19-41 i 2
14-39 3 I I I I 20-41 2
15-45 3 1 I I I I 1 21-41 2
16-57 2 I I I I I i 22-42 2
17-45 3 1 I j j I 1 23-41 2
18-45 1 I I I I 24-35 1 2
L9-57 2 1 I I I 1 25-41 2
105
HAMILTON: .STANDARD: .PROPELLERS.´•i Section III?:.
PARTS CA´•TALOG:NO. 111:´• Numerical:Partsilist
33-35 3 1 I .I I I 8-31 2
40-35 3 1 I I 1 9-3; 2
2-25 4 1 I I I .I 2
5-25 4 1 I I i i 1 14-28 2
6-25 4 1 I I I I 1 15-34 2
8-25 4 1 I I I 1 17-34 2
9-25 4 1 I I I 1 18-74 2
10-25 4 I I I I i 19-34 2
11-25 4 1 I I I 1 20-34 2
12-21 4 1 I I I 1 21-34 2
13-22 4 1 22-35 1 2
14-22 4 1 I .i I I 1 23-34 1 .2
15-28 4 1 I I I I 1 24-28 2
1j-28 4 1 i I I I I 26-34 2
19-28 4 1 I I 1. I 1 28-31 2
20-28 4 1 I I I 1 29-31 2
22-29 4 1 1 31-26 3
24-22 j 4 1 I j ~3-28 3
26-28 4 1 I I 1. I 1 35-28 3
30-22 6 1 I I I 1 37-27 3
31-20 6 I I I I I 1 38-27 3
33-22 6 40-28 3
35-22 6 i I I I I 1 28-25 4
36-21 ~7 1 i I I I 1 29-25 1 4
37-21 7 1 I I I 1 39-24 i 6
38-21 7 1 I I I 1 40-23 6
43-46 1 :1 I I I I 1 43-22 6
1 44-46 1 1 I 1 44-24 i 6
45-46 1 I I i .I I 1 45-24 6
46-46 1 I I I I I 1 46-24 6
3-31 2 I I I I I 1 13-50 1 Z
4-31 2 1 I I I 1 14-49 2
106. i
HAMiLTON STANDARD PROPELLERS
Section III
PARTS CATALOGNO. 111
Numerical Parts List
PROPERTY FIGURE
PROPERTY FIGURE TOTAL
TOTAL PART
PART CLASSIFICATION 8
CLASSIFICATION B QUAN-
OUAN- NUMBER
NUMBER INDEX
INDEX TITY
TITY U. S. U. S. NUMBER
U. S. U. S. BRITISH
BRITISHI INUMBER NAVY ARMY
NAVY ANMY
2
34-1 1 1
2-49
35-1 1
3-48 2
36-1 1
5-48 1 Z
37-1 1
8-49 2
38-1 1
9-49 2
2
3-34 1
65-00 128 AN392-63 4-48
4-34 1
6500 128 AN392-65 44-56 3
5-34 1 1
46-56 3
6-34 L
4004 125L AN5008-20 1-1 1
7-34 1
2-1 1
8-35 1
3-1 1
1
9-34 1
4-1
10-34 i 1
5-1 1
11-34 1
6-1 1 1
12-29’ 1
7-1 1
13-32 1
8-1 1
14-31 1 1
9-1 1
15-37 1
10-1 1
16-38 1
11-1 1
17.37 1 1
4004 125L AN5008-30 12-1 1
18-37 1
13-1 1
19-38 1 1
14-1 1
20-37 1
15-1 1
21-37 1
1
107
HAMILTON STANDARD PROPELLERS Section III
PARTS CATALOG NO. lit’ Numerica’l~ Parts List
25-37 1 I I I I I I 3-19 4
26-37 1 4-;9 4
27-35 1 I I I I i 1 5-19 4
28-36 1 I I I I I 1 6-19 4
29-36 1 I I I I i 1 7-19 1 4
30-30 1 I I I I I 1 8-19 4
31-31 1 I i I I 1 3-19 4
32-30 1 I I I I I 1 10-19 4
33-33 1 I I I I I I 11-19 4.
34-32 1 I I I I i 1 15-21 4
35-33 i 1 I I I i i 1 16-21 4
36-32 1 I I I I I 1 17-21 4
37-32 1 I I I I I 1 18-21 4
38-32 1 I 1. I 1 19-21 4
40-13 1 I I I I I 1 21-21 4
41-34 1 L I I I I 1 22-22 4
4´•2-34 1 I ~I I I I 1 23-21 4
43-35 1 I I I i I 1 25-21 4
44-35 1 I I I I I 1 26-21 4
46-3 5 1 I I I I 1 114-20 24
2-18 2 1 I I I I 1 16-26 24
3-18 2 1 I I I I 1 17-26 24
4-18 2 1 I I i I 1 18-26 24
5-18 2 1 I I I I 1 19-26 i 24
6-18 2 1 I I I i 1 20-26 24
7-18 2 1 I I I I i 21-26 24
8-18 2 1 I I I I 1 22-27 24
9-18 2 1 I I I I 1 23-26 24
10-18 2 1 I I I I 1 24-20 24
11-18 2 1 I I I I 1 25-26 24
15-20 i. 2 1 I I I I 1 26-26 24
16-20 2 I I I I i 1 30-20’ 36
17-20 2 1 I 1 I I 1 31-18 36
18-20 1 -2 1 I I I I 1 32-17 36
19-20 2 1 I I I I 1 33-20 36
20-20 2 I I i I I 1 34-19 36
21-20 2 1 I I I I 1 35-20 36
22-21 2 I I I I I 1 36-19 36
23-20 2 1 I I i I 1 37-19 36
25-20 2 1 I I i I 1 38-19 36
26-20 2 1 I 1 6500 128 AN960-1016 27-22 24
48-6 1 I I I I I 1 29-23 24
49-5 1 I I I I I 1 39-22 36
50-5 1 I I I I I 1 41-21 36
108
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. tit
43-20 36 1 I I I I 1 17-10 8
44-22 36 1 I i I I 1 18-10 8
45-22 36 1 I I I I 1 19-10 8
46-22 36 1 I I I I i 20-10 8
16-40 1 I I I I I 1 22-10 8
19-40 1 I I I I I i 23-10 8
28-38 1 I I I I i 1 25-10 8
29-38 1 I I I I I 1 26-10 8
31-33 1 I I I I I 1 30-11 12
32-32 1 I I I I I 1 31-8 12
33-35 1 I I I I I 1 32-8 12
34-34 1 I I I I I 1 33-9 12
35-35 1 I I j I I 1 $4-9 12
36-34 1 I I i I I 1 35-9 12
37-34 1 I I I I 1 36-9 12
38-34 1 I I I I I 1 37-9 12
42-35 1 I I I I I 1 40-3 1
44-36 1 I I I I I 1 40-2 r
2-41 1 I I I I I 1 14-2 1
8-41 1 I I I I I 1 15-2 1
13-39 1 I I I I 16-2 1
16-45 1 I I I I I 1 17-2 1
18-45 1 I I I I I 18-2 1
40-39 1 I I I I i 1 19-2 1
28-10 8 1 I I 1 21-2 1
29-10 8 1 I I I I 22-2 1
39-11 12 1 I I I I 1 23-2 1
1 41-9 12 1 I I i I 1 13-37 1
42-9 12 1 I I I 1 14-37 1
43-8 12 1 I I I 1 j15-43 1
44-9 12 1 I I I 1 16-43 1
45-9 12 1 I I I I 1 17-43 1
46-9 12 I I I I I 1 18-43 1
13-9 8 1 I I I I 1 21-43 1
14.9 8 I I I I 1 22-44 1
15-10 8 I I I I I 1 23-43 1 1
109
HAMILTON.STANDARD ´•:PROREL;LERS Seclion!:lll
PARTS CATALOG:NO: !1.1. NumericdiParts List
13-33 1 41-53 9
14-32 1 42-53 3
15-38 1 I I I I I i 43-54 9
16-39 1 I I I I I 1 44-54 9
18-38 1 I I I I I 1 46-54 9
20-38 1 I I I I I 1 10-48 2
22-39 1 I I I I I 1 14-34 1
2-47 4 1 I .I I 1 18-40 1
3-46 4 1 I I I I 1 20-40 1
4-46 4 1 I I I I 1 21-40 1
5-46 4 1 I I I I 1 22-41 1
6-46 4 1 I I i. 1 23-40 1 1
8-47 4 1 I I .I I 1 14-33 1
9-47 4 1 I I I I 15-39 1
10-47 4 1 I i I I 1 17-39 1
11-47 4 1 I I 1 18-39 1
12-42 1 6 I I 1 20-39 1
13-48 1 6 1 j I I 1 ~21-39 1 1
17-53 6 I I I 1 113-5 1 1
18-53 6 I I I I I 1 14-5 1
19-54 6 I I I I 1 15-6 1
20-53 6 I I I I I 1 16-6 1
21-53 6 I I I I 1 17-6 1
22-54 6 I I I I I 18-6 1
24-47 6 I I I I I; I ~.20-(i 1
26-53 6 I I I I 1 22-6 1
27-50 4 1 I I j I I 23-6 1
29-56 4 28-2 1
30-43 9 29-2 1
32-49 9 2-12 6
33-48 9 3-12 6
34-51 i 9 4-12 6
35-48 9 1 I I I I 1 5-12 6
36-51 9 1 I I I i 6-12 6
37-51 9 1 I I I i 1 7-12 6
38-51 9 1 I I I 1 8-12 6
39-4 5 9 I I I -I I 1 9-12 6
Iio;
Section III HAMILTON STAMQARD PROPELLERS
MuRlerirol Parts List PARTS CATALOG MO. ill
11-12 6 I I I i 29-57 Z
28-13 4 1 I I I I 1 35-49 3
29-13 6 I I I I 1 38-52 3
40-14 6 I I I I I i 40-6 1
43-11 9 1 I i 1 1 40-24 1
45-12 9 1 I I I I 1 27-51 2
46-12 9 1 I i I i i 28-52 2
28-37 1 I I i I 1 37-52 3
29-37 1 I I i I I 1 39-46 3
21-43 1 I I I i I i 13-52 1
27-39 1 I I I I I 1 14-50 1
28-40 1 I I I I i 15-56 1
29-40 1 I I I I 1 16-58 1
30-36 1 I I I I I 1 17-56 1
31-35 1 I I I I I 1 18-56 1
32-34 i 1 I I i i I 1 19-58 1
33-37 1 I I I i i i 20-56 1
34-36 1 I I i I I i 21-56 1
35-37 1 I I I 1 22-57 L
36-36 1 I I i I i 23-51 1
38-36 1 I I I i i 1 13-54 1
39-37 1 I I I I I 1 14-52 1
40-37 i 1 I I i I i 1 15-58 1
21-54 1 2 1 I i i I 1 17-58 i 1
22-55 2 1 I i i i 1 18-58
24-48 2 1 I I I 1 lg-GO
111
HAMILTON STANDARD: PROPELLERS Section ´•III´•
PARTS CATALOG NO. 111 Numerical Parts List
21-58 1 6-42 Z
22-59 1 7-42 2
23-58 1 8-~3 2
28-14 4 10-~3 2
29-14 2 1 I I I 1 11-43 2
40-15 6 I I I I I 1 2-45 2
41-13 3 1 I I I I 1 3-44 2
42-13 3 1 I I I I 1 4-44 Z
43-12 3 1 I I I I 1 5-44 2
44-13 3 1 I I I I 1 6-44 2
45-13 3 1 I I i i i 7-44 2
46-13 3 1 I I i I 1 8-45 2
25-58 1 I I I I I 1 10-45 Z
26-58 1 I I I I I i 11-45 2
39-50 1 I I I I I i 13-43 2
40-51 1 I I I I I 1 14-42 Z
25-56 1 I I i I I 1 27-45 2
26-56 1 I I I I 1 30-39 3
27-53 1 I I I I I 1 31-41 3
28-54 1 I I I i I i 32-44 3
29-59 1 I I I I i i 31)-40 3
30-41 1 I I I I I 1 40-41 3
31-49 1 I I I I I 1 41-48 3
32-52 1 I I I I I 1 42-48 3
33-51 1 I I 1 I I i 43-49 3
35-51 1 I I I I I 1 13-45 2
36-54 1 1 I I I I I 1 14-44 1 2
37-54 1 I I I i I 1 24-44 2
38-54 1 I I I i I 1 27-47 2
39-48 1 I I I I I 1 30-41 3
40-49 1 I I I I I I 31-43 3
8-42 1 I I I I I 40-43 3
19-46 1 I I I i i 1 25-38 1
40-40 1 I I I I I i 26-38 1 1
2-43 2 1 I I i I 1 33-34 1
3-42 2 1 I I I I i 34-33 1
4-42 2 1 I I I I i 35-34 1
112
Seetion III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. ill
37-33 1 I I I I i 1 24-15 2
38-33 1 I I I i i i 25-16 2
13-19 4 1 I I i 1 29-18 2
14-19 4 1 I i 1 I 1 30-17 6
15-25 4 1 I I i 31-14 i 3
16-25 4 1 I I i 32-13 3
17-25 4 1 I I I I 1 33-15 i 6
18-25 4 1 I I I i i 34-14 3
19-25 4 1 I 1 35-15 1 3
20-25 4 1 I 1 36-14 3
zl-~s 4 1 I i 1 37-14 3
I~ 22-26 4 38-14 3
23-25 4 1 I I 1 39-19 6
24-19 4 1 I I I 1 40-19 6
25-25 4 1 I I I I 1 41-17 3
2(1-25 4 1 I I I I i 42-17 3
30-13 6 I I I i I 1 43-16 3
31-17 6 I I I I I 1 44-17 3
32-16 6 1 I I I I 1 45-17 3
33-19 6 I I I I 1 46-17 i 3
35-19 6 1 I i I i i 13-16 4
36-18 6 1 I I I I 1 14-16 6
37-18 6 1 I I I I 1 15-17 4
38-18 6 I I I I 1 1 16-17 4
28-22 4 1 I I I I 1 18-17 6
29-22 4 1 I I i 19-17 6
39-21 6 1 I I I 1 20-17 6
40-21 6 I I I I i 1 21-17 6
41-20 i 6 1 I I i i 1 22-17 4
42-20 6 I I I I I i 23-17 6
43-19 6 I I I I I i 24-16 6
44-21 6 1 I I I I 1 25-17 6
45-21 6 1 I i 1 26-17 4
46-21 6 I I I 1 1 27-18 4
13-15 4 I I i 29-19 6
14-15 2 1 I I i i i 30-18 6
15-16 4 1 j I I 31-15 9
16-16 i 4 1 I i I I i 32-14 9
17-16 2 1 I I i I 1 33-16 6
18-16 2 1 I I I 1 34-15 9
19-16 Z I I I i 1 35-16 9
20-16 2 I I I 1 1 1 36-151 9
21-11 2 1 I i I I 1 37-15 9
22-L6 4 1 I i I I 1 38-15 9
113
HAMILTON STANDARD PROPELLERS Sectian III
PARTS CATALOG NO. Ttl Numerical Parts List
PROPERTY PROPERTY
FIGURE
TOTAL
FIGUiE
PART PART TOTAL
CLASSIFICATION 8 CLASSIFICATION 8
NUMBER QUAN- NUMBER C)UAN-
INDEX INDEX
U. S. U. S. TITY U. S. U. S. TITY
BRITISH NUMBER BRITISH NUMBER
NAVY ARMY NAVY ARMY
43-17 9 1 I I I I 1 13-31 1
44-18 9 1 I I I i 14-30 1
45-18 9 1 I I I I 1 15-36 1
46-18 9 1 I I I I i 16-37 1
2-15 6 I I I I I I is-36 I 1
3-15 6 I I I 1 19-37 1
4-15 6 I I I 1 20-36 1
5-15 6 I I I I 1 21-36 1
6-15 6 I I I I i 22-37
7-15 6 1 I i 1 23-36 1
9-15 6 1 I I I I 1 25-36 1
10-15 6 i I I I I 1 26-36 1
13-21 4 1 I i i i 1 5-35
14-21 4 1 I i I I 1 6-35
15-27 4 1 I i i i 1 7-35
16-27 4 1 I I I I 1 9-35 1 1
17-27 4 1 I I I I I 10-35 i
18-27 4 1 I I C 11-35 1
20-27 4 1 I I I I 1 2-39 1
21-27 4 1 I I I I 3-39 1
22-28 4 1 I I I I i 4-39 1
23-27 4 1 I I I j 1 5-39 1
24-21 4 1 I I j 1 6-39 1
25-27 4 1 I I 7-39
26-27 4 1 ´•I I 1 8-38 1 1
30-21 6 I I I I I 1 9-39
31-19 6 I I I I I 1 10-39 1
32-18 6 I I I I I 1 11-39 1
34-20 6 I I I 1 2-51 1
36-20 6 I I I I 1 4-49 1
37-20 6 1 I I I I 1 5-49 1 I
38´•20 6 I I I I I I 6-49 1
29-24 4 1 I I I I 1 9-50 1
40-22 6 I I I i 11-50 1
42-22 6 I I I I I 1 2-53 1 1
43-21 1 I I ~I I 1 3-51 1
114
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. ill
5-51 1 i i 6-36 1
6-51 1 I I i i 7-36 1
7-51 1 1 I I I 1 I 1 9-36 1
8-53 1 I I i 1 I i 10-36 1
9-52 1 I I I I I i 11-36 1
11-52 1 j 2-231 4
2-6 1 I I I I i 4-23 4
3-6 1 I I i I I 1 5-23 4
4-6 1 I I I I I i 6-23 4
5-6 1 I I 1 1 7-23 4
1-6 1 I I I I 1 8-23 i 4
7-6 1 I I I I I 1 9-23 4
8-6 1 I I i I 1 10-23 4
9-6 1 I I i I i 11-23 i 4
11-6 1 I I I I I 1 2-24 i 4
4-32 1 I I i i i 1 4-24 4
5-32 1 I I I I 1 5-24 4
6-32 1 I I I I 1 6-24 4
7-32 1 I I I I I 1 7-24 4
9-32 1 I I I i i i 8-24 4
10-32 1 I I i i I 1 9-24 4
11-32 1 I I I i i 1 10-24 4
3-33 1 I I I 1 1 48-9 2
6-33 1 I I I i I I 40-32 1
8-34 1 I I i I- I 1 2-29 2
9-33 1 I I 1 I i i 3-29 2
10-33 1 I I I i I 1 4-23 2
11-33 1 I I i i I 1 5-29 Z
2-52 1 I I 1 7-23 2
3-50 1 I I i i 8-29 2
5-50 1 I I I I I 1 13-53 1
1-50 1 I I i I i 14-51 1
7-50 1 1 I I I I 1 15-57 i L
8-52 1 I I I I 16-59 1
9-51 1 I I i I I 1 17-57 1
10-51 1 I I i i i 1 18-57 L
11-51 1 I I I 1 1 19-59 1
4-j6 1 I I I I I i 21-57 1
115
MA’MILTON:" RDII PROP.EL;LERS Sbctidri:lll
:NO;’ ’4.11 Numerital :Parts::Li~t
i .!r
I I 1 23-57 1 1 I I I
II -I
I 1 15-42 1
30-25 3 1 I 1 17-42 1
39-27 3 1 I I I I 1 18-42 1
I I 1 43-55 3 1 I I i i 1 22-43 1
I I 1 44-55 3 I I I I 1 23-42 1
42-55 3 1 I I i 1 26-42 1
1 I 1 39-13 3 1 1 I i i 1 30-35 1
I 1 40-1~3 3 1 I 1 31-34 1
I I I 1 28-15 2 I I I I 1 33-36 1
39-16 3 1 I i i I 1 34-35 1
40-16 3 1. I I 1 35-36 1
43-34 1 I I I I 1 37-35 1
25-57 1 I I I 1 39-36 1
26-57 ’1 1 I I i I I 1 40-36 1
39´•49 1 1 ’I I I I I 1 2-38 1
1 -213~3 1 I I I I I 1 5-38 1
i:..
8-33 1 I I I I I 1 6-38 1
1 I i 48-9 2 I I I I I 1 8-38 1
48-9 2 1 I I
i 4013 1´• 50281) 1 12´•16 2
4013 125L
I; 50Z6:5’ i
48-9
47;8
2
2 i
15-15
16-15
2
48-9 2 30-16 3
1 8-48 2 .1 I 1 15-54 Z
11-48 2 1 I I 1 16-55 2
i:. I I i I 1 2
’116
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG MO. 111
PROPERTY
CLASSIFICATION
FIGURE
B
PROPERTY
CLASSIFICATION
FIGURE
B
I,,,
NUMBER QUAN- NUMBER QUAN-
INDEX INDEX
u. s. u. 5. I 8
TITY U. S. U. S. TITY
NAVY anuuARMY NUMBER NAVY I ARMY NUMBER
30-44 3 1 I I i 1 18-13 2
32-50 3 1 I I 1 I 1 19-13 2
33-49 3 1 I i I i 1 20-13 Z
36-52 3 1 I I I I i 21-13 2
2-5 2 1 I I I i 1 25-13 2
3-5 2 1 I I i I i 26-13 4
4-5 2 I I i I 1 30-14 6
5-5 2 1 I I I I 1 31-11 3
6-5 2 1 I I I I 1 33-12 6
7-5 2 1 I I I i 1 35-12 7
9-5 2 1 I I I I 1 13-13 4
10-5 2 1 I I I 1 14-13 6
11-5 2 1 I i I I 1 15-14 4
12-5 2 1 I i I I 1 16-14 1 4
15-5 2 1 I 1 i 1 17-14 1 6
16-5 2 1 I I I i 1 18-14 6
17-5 2 1 I I I I 1 19-14 6
18-5 2 1 I I I i I 20-14 6
19-5 2 1 I i I I 1 21-14 6
20-5 2 1 I I i i 1 22-14 1 4
21-5 2 I I I I I 1 23-14 6
22-5 1 2 1 I i I I 1 24-13 6
23-5 2 1 I I I I i 25-14 6
25-5 2 1 I I i I 1 26-14 4
26-5 2 1 I i I i 1 30-15 6
28-5 2 1 I I I i 1 31-12 1 9
29-5 2 I I I I I 1 32-11
30-5 3 1 I I I 1 33-13 6
33-5 3 1 I I I 1 34-12 9
34-5 1 I I I I 1 35-13 9
35-5 3 1 I I I 1 31-12 1 9
36-5 3 1 I i I i i 37-12 9
37-5 3 1 I I I i 38-12 3
39-5 3 1 I I I I 1 2-14 6
40-5 3 1 I I I I 1 3-14 6
41-5 6 I I i I i 4-14 6
42-5 6 I I I I i 1 5-14 1 6
44-5 6 I I I I I 1 6-14 6
45-5 6 1 I I I i i 7-14 i G
46-5 6 I I i i i i 8-14 6
13-12 4 1 I I i i 1 10-14 i 6
14-12 i 2 ’1 I I I 1 11-14 6
15-13 4 1 I I i i
1 27-15 4
L6-13 4 1 I I j I zs-i~ I
117
HAMILTON STANDARD PROPELLERS Section III
PARTS CATALOG NO. 111 Numerical Parts List
39-17 6 I I I I I 1 23-52 2
40-17 6 I I I I I 1 24-46 2
41-15 3 1 I I I I 2$-52 Z
42-15 3 I I I I 26-52’ 2
43-14 j 1 I j I I 1 27-49 2
44-15 3 1 I I I 1 28-50 Z
45-15 3 1 1 i I I 1 29-55 Z
46-15 1 3 1 I I I- I 1 30.42 3
2-30 2 1 I I I i 1 32-48 3
3-30 2 1 I I I i 1 33-47 3
4-30 2 1 I I I i 1 34-50 3
5-30 2 1 I I I I 1 35-47 3
6-30 2 1 I i I I 1 36-50 3
7-30 2 1 I i i I 1 37-50 3
8-30 2 1 I I I I i 38-50 3
9-30 2 1 I I I I 1 39-44 3
10-30 2 1 I I I i 1 40-44 3
11-30 2 1 I I I I 1 41-52 3
2-46 2 1 I I I I 1 43-53 3
3-45 2 1 I I I I 1 44-53 3
4-45 2 1 I I I I 1 45-53 3
5-45 1 2 1 I I I I 1 46-53 3
9-46 2 1 I I I I i 16-44 L
10-46 2 1 I I I I 1 19-44 1
L3-27 2 1 I I I I i 26-2 1
24-27 2 I I I I i 1 25-35 1
27-29 2 1 I I I i 26-35 1
31-25 3 1 I I I I i 13-11 2
32-24 3 1 1 I I I 15-12 2
39-28 3 1 I I I I 16-12 z
40-27 3 1 I I I i 22-12 2
13-47 2 1 I I i I i 30-13 3
14-46 Z I I i I I 1 33-11 3
17-52 2 I j j 1 14-29 1
18-52 2 I I I i I i 15-35 1
19-53 2 1 I I I I 1 17-35 L
20-52 2 1 I I I I 1 18-35 1 1
21-52 2 1 I I I I i 20-~5
118
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATAL;OG NO. 111
22-36 1 I I I I I 1 15-44 1 1
23-35 1 I I I 1 I 1 17-44 1
30-10 3 1 I I i I 1 21-44 1
30-8 3 1 I I I I 1 23-44 1
40-8 3 4-40 1
40-10 i 3 1 I I 1 6-40 1
41-11 3 1 I I I 1 9-40
42-11 3 1 I I ’I 1 10-40 1
43-10 3 1 I I I I 11-40 1
45-11 3 1 I I I 1 16-35 1
46-11 3 1 I I I I 1 19-35 1 1
41-14 3 1 I I i i 1 16-36 1
42-14 3 1 I 1 1 19-36 1
44-14 3 1 I I I I 1 28-17 4
45-14 3 1 I 1 I 1 29-17 6
46-14 3 1 I i 1 33-18 1 6
34-11 1 I I I I i 41-16 9
36-11 3 1 I I I I 1 42:16 9
37-11 3 1 I I I I i 43´•15 9
38-11 3 1 I I I I 1 44-16 9
4013 125L 50606 32-12 3 1 I 1 I 1 45-16 9
34-13 3 1 I i I i 1 46-16 9
36-13 3 1 I 1 4013 125L 50757 39-9 3
37-13 3 1 I I I I i 40-9 ’3
2-32 1 I I I 1 30-9 3
2-40 1 I I I i I 1 29-65 1
8-40 1 I I I I 1 31-55 1
2-36 1 1 33-57 1
8-36 1 I I 1 I 1 34-60 1
25-44 1 I I I 1 36-60 1
26-44 1 I I I I I i 37-60 1
30-37 1 I I I I i 38-60 1
39-38 1 I I I I I i 41-62 1
119
HAMIL-TON ST;ANDARD PROPELLERS Section III
PA´•RTS CAJALOG NO. ill Numerical Pcirts List
44-63 1 I I I I 1 44-62 1
45-63 1 I I I I- I i 45-62 1
46-63 1 I I I I I 1 46-62 1
28-61 1 I I I I I 1 28-57 1
29 66 1 I I I I I 1 29-62 1
31-56 1 I I I I I 1 31-52 1
32-59 1 I I I I I i 32-55 1
33-58 1 I I I I I i 33-54 1
34-61 i 1 I I I I I ~1 34-57 1
35-58 1 I I I I I 1 35-54 1
36-61 1 I I I I I 1 36-57 1
37-61 1 I I I ’I I 1 37-57 1
38-61 1 I I I I I 1 38-57 1 1
41-63 1 I I I I I 1 41-59 1
42-63 1 I I I I I i 42-59 1
43-64 1 I I I 1 43-60 1 1
44-64 1 I I I I 1 144-60 1
45-64 1 I I I 1 45-60 1
46-64 1 I I I I I 46-60 1
28-58 1 I I I I I i 28-55 1
29-63 1 I I I j i 29-60 1
31-53 1 I I I I I i 31-50 1
32-56 1 I I I I I 1 32-53 1
33-55 1 I I I I I 1 33-52 1
34-58 1 1 I I I I I 1 34-55 1
35-55 1 I I I 1 I 1 35-52 1
36-58 1 I I I I i 1 36-55 1
37-58 1 I I I 1 37-55 1
38-58 1 I I i i i 1 38-55 1
43-61 1 I I I I I 1 28-33 1 1
44-61 1 I I I I I 1 29-33 1
45-61 1 I I I I I 1 31-28 1
ii
46-61 1 I I I I I 1 32-27 i 1
28-59 L I I I I 34-29 1
29-64 1 I I I I I i 35-30 1
31-54 L I I I I I 1 36-29 1 1
32-57 1 I I I i I 1 37-29 L
33-56 1 I I i i i 1 38-23 1 1
34-59 1 I I I i I 1 41-32 1
35-56 1 I I I I I 1 42-32 1
36-59 1 I I I I I 1 43-31 1
37-59 1 I I I I I 1 44-33 1
38-59 1 I I I i I 1 45-33 1
41-61 1 I I I i i 1 46-33 1
120
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. 111
PROPERTY PROPERTY i
FIGURE FIGURE
X
PART TOTAL PART TOTAL
CLASSIFICATION ELASSIFIC*TION g
NUMBER QUAN- NUMBER OUAN-
INDIX INDEX
U. S.
~AYY
I\KMY/BRI
U. S.
NUMBER
TITY U. S.
NAVY
U. S.
ARMY
BRITISH NUMBER
TITY
29-34 1 I I i I I 1 11-48 2
32-28 1 I I i 1 13-24 1
33-31 1 I I I i 1 14-24 1
35-31 1 I I I 16-30 I
36-30 1 I I I I I 1 17-30 1
37-30 L I I I I I 1 18-30 1
38-30 1 I I I I i i 19-30 1
41-33 1 I I I I 1 20-30 1
42-33 1 I I I I 1 21-30 1
43-32 1 I I I I 1 22-31 1
44-34 1 I I I I 1 23-30 i 1
45-34 i I I i
1 4013 125L
1 51037 24-24 1
46-34 1 I i I I i 1 25-30
28-32 1 I I i i i 1 27-26 1
29-32 1 I 1 i i i 1 28-27 1
31-27 1 I I i I 1 29-27 1
I
32-26 1 I I i 1 30-24 1
33-29 1 I I i I I 1 31-22 1
i
34-28 1 I I I I I 1 32-21 i 1
35-29 1 I I i I i 1 33-24 i 1
36-28 1 I I I 1 1 i34-23 i 1
37-28 1 I I i 35-24 i 1
38-28 1 I I I I i 36-23 1
42-36 1 I I I 1 I 1 38-23 1
43-37 1 I I I i i i 39-26 1
44-37 i 1 I I I I I 1 40-25 1
46-37 1 I I I i 1 1 28-56 i 1
42-37 1 I I i i 1 31-51 1
43-38 1 I I I I 1 32-54 1
44-38 1 I I I i i 1 33-53 1
45-38 1 I I I i I 1 34-56 1
46-38 1 I I I i I 1 35-53 1 1
42-56 1 I I I 1 1 37-56 1
43-57 1 I I i I i i 38-56 1
45-57 1 I I I i 14-26 2
46-57 1 I I I i i i 15-32 2
43-59 1 I I I I I i 18-32 2
44-59 1 1 I I I I j 1 i9-32 2
45-59 1 I I i i 1 20-52 ~1 2
46-59~1 1 I I I -I 1 21-32 1 2
121
HAMILTON STANDARD PROPELLERS Section III
PARTS CATALOG NO. 111 Numerical Parts List
25-32 2 1 I 1 3-27 1
26-32 2 1 -I I I I 4-27 1
28-29 2 1 I I I I 1 6-27 1
29-29 2 1 I I 1 7-27 1
3’-24 3 1 I I 1 8-27 j 1
32-23 3 1 I I I 9-27 1
33-26 3 1 I I 1 10-27 1
~34-25 3 1 I 1 11-27 1
35-26 1 3 40131 125L 51137 1-26 1
36-25 3 1 I I I 1 2-26 1
37-25 3 1 I I I I 3-26 1
38-25 3 1 I I I I 1 4-26 1
4013 125L 51129 13-42 2 1 I I 1 5-26 1
14-41 2 I I I 1 6-26 1 1
15-47 2 1 I I I i 7-26 1
16-48 2 1 I I I I 1 8-26( 1
17-47 2 I 1 4013 125L 1-13 2
51139
18-47 2 4013 125L 1 51161 2c)-li 2
19-48 2 1 I I I I 1 41-10 3
20-47 2 1 I I I I 1 42-10 3
21-47 2 1 I I I I /4~-9 3
22-48 Z I I I I I 44-10 3
23-47 2 1 I I I I 1 45-10 3
24-41 2 46-10 3
25-47 2 4013 125L 51162 32-9 3
26-47 2 1 I I 1 34-10 j
27-44 2 1 I I I I 36-10 3
28-45 2 1 I I 1 37-10 3
29-so 2 I I I I 1 38-10 3
31-40 3 1 I 1 4013 125L 12-12
51163 2
32-43 3 1 I 1 j 1 13-10 2
33-42 3 1 I I I I 1 15-11 2
34-45 3 1 1 16-11 2
35-42 3 1 I I I I 1 30-12 3
36-45 3 1 I 33-10 3
37-45 3 4013 125L 51164 27-10 2
38-45 3 1 I I I I 1 28-11 2
4013 125L ’1 51135 1-2 1 I I I I I 1 39-12 1 3
2-2 1 I I I I I 1 40-12 3
3-2 1 4013 125L 51171 1 1-16 6
4-2 1 I I I I 1 2-16 6
5-2 1 I I I I 1 3-16 6
6-2 1 I I 4-16 6
7-2 1 I I I I 1 5-16 1 6
8-2 1 I I j 6-16 6
9-2 1 I I I I 1 7-16 6
10-2 1 I I I I 1 8-16 1 6
122
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. 111
PROPERTY
CLASSIFICATION PART
FIGURE
TOTAL
PROPERTY
CLASSIFICATION PART
F’OU"E I TOT*L
8 B
NUMBER OUAN- NUMBER OUAN-
INDEX INDEX
rlrr v. s.
Ilrv
u. s. u. s. v.s.
d
BRITISH NUMBER NUMBER
NAVY ARMY NAVY ARMY
10-16 6 7-43 2
11-16 6 8-44 2
12-48 4 i I i 9-44 1 2
13-55 4 1 I I I I 1 10-44 2
14-53 4 1 I I I I 1 11-44 2
16-61 4 1 1 I I I i 42-27 3
17-59 4 1 I I I I 1 43-26 3
18-59 4 1 I I I I 1 44-28 3
4 1 I I I I 1 45-28 3
20-59 4 1 I I I I 1 46-28 3
22-60 4 1 I I I I 1 42-31 1
23-59 4 1 I 1 43-30 1
24-53 4 1 I I 1 44-32 1
25-59 4 1 I I I 1 45-32 1
26-59 4 1 46-32 1
28-62 4 1 I I I 1 42-24 1 1
29-20 6 1 I I I I 43-23 1
30-49 6 I I i I I 1 44-25 i 1
31-57 6 I I I I i 1 45-25 1
32-60 6 I I I i i 46-25
33-60 6 4013 125L 51251 ~41-50 3
34-62 6 1 I I i i 1 42-501 3
35-59 6 I I I I 1 43-51 3
37-62 6 I 42-40 1 1
38-62 6 I I I I I 1 43-41 i 1
39-51 6 I I I I I 1 44-41 1
40-52 6 I I I I 1 145-41 i 1
41-64 6 I I I I I 1 46-41 1
43-65 6 1 I I I 1 42-43 1
44-19 9 1 I I I 1 43-44 1
45-19 9 1 I I 1 44-44 1
46-19 g I I I I 1 45-44 1
49-9 2 1 I I I I 1 42-57 1
50-9 2 1 I I I 1 1 43-58 1
51-9 1 2 1 1 44-58 1
42-28 3 1 I I 1 46-58 1
2-44 2 1 I I I I 1 43-45 1
3-43 2 1 I I I I 1 44-45 1
4-43 2 1 I I I I 1 45-45 1
5-43 2 1 I I I 1 46-45 1
123
HAMILTON STANDARD PROPELLERS Section III
PARTS CATALOG NO. 111 Numerical Parts List
42-25 1 1 I I I I I 1 41-4 3
43-24 1 I I I I 1 42-4 3
44-26 1 I I I 1 43-4 1 3
45-26 1 I I I I 1 44-4 3
46-26 1 I I I i I 1 45-4 3
4013 .125L 51258 41-26 1 I I I I I 46-4 3
42-26 1 I I 1 4013 125L 51261 41-42 1
43-25 1 I I I I I 1 42-42 1
44-27 1 I I I 1 43-43 1
45-27 1 I’ I I I 1 44-43 1
46-27 1 I I I I 1 45-43 1
3-4 1 2 1 I I I I 1 42-41 1
4-4 2 1 I I I 1 43-42 1
5;4 2 1 I I I 44-42 1
6-4 2 1 I i i i 1 45-42 1
7-4 2 1 I I I I 1 46-42 1
9-4 2 1 I I I I 1 32-38 1 1
10-4 2 1 I I I I 1 34-40 1
11-4 2 1 I I I I 1 36-40 1
12-4 2 1 1 37-40 1
13-4 2 1 I I I I 1 38-40 1
15-4 2 1 I I I I 1 32-39 1 1
16-4 1 2 1 I i j 1 34-41 1
17-4 1 2 1 I I i 1 36-41 1
18-4 2 1 I I i i 1 37-41 1
19-4 2 1 I I I I 1 38-41 1 1
21-4 2 I I I 1 32-41 1
22-4- 2 1 I I 1 3´•1-43 1
23-4 2 1 I I I i 1 36-43 1
24-4 2 1 I i i 1 1 37-43 1
25-4 2 1 I I I I 1 38-43 1
28-4 2 1 I I I I 1 50-7 1
30-4 3 1 I I I I i 14;6 2
31-4 3 1 I I I I 1 15-7 2
32-4 3 1 I I I I 1 16-7 2
33-4 3 1 1 I I I 1 17-7 2
34-4 3 1 I i i i 1 18-7 2
35-4 3 1 I I I I 1 19´•7 2
36-4 3 1 I I i 1 L 20-7 2
37-4 3 1 I I I I 1 21-7 2
38-4 1 .3 1 I I I I i 22-7 2
39-4 1 3 1 I I I 1 23-7 2
124
HAMILTON STANDARD PROPELLERS Section III
PARTS CATALOG MO. ill Numerical Parts List
43-39 1 I I I I I i 25-29 1
44-39 1 26-29 1
45-39 1 I I I I I 1 27-25 1
46-39 1 I I I I I 1 28-26 1
33-23 1 I I I I I 1 17-11 2
34-22 1 I I I I I 1 18-11 1 2
35-23 1 I I I i I 1 19-11 2
36-22 1 I I- I I I 1 20-11 2
37-22 1 I I I I I 1 21-11 2
38-22 1 I I i I I 1 23-11 2
34-37 1 I I i I I 1 35-10 3
37-37 1 I I I I I 1 25-11 2
32-2 1 I I I I I 1 26-3 1
34-2 1 I I I I I 1 14-3 1
35-2 1 I I I I I 1 15-3 i
36-2 1 I I i i I i 16-3 1
37-2 1 I I I I I 1 17-3 i 1
38-2 1 I I I i I 1 18-3 1
17-12 2 1 I I I 1 20-3 1
18-12 2 1 I i I I 1 21-3 1
19-12 2 1 I i I I 22-3 1
20-12 2 1 I I I I 1 23-3 1
23-12 2 1 I I 1 2-3 1
24-11 2 1 I I 1 1 3-3 1
35-11 3 1 I I i I 1 29-21 2
17-15 2 1 I i I I 1 25-24 2
18-15 2 1 I I I I 1 26-24 2
20-15 2 1 I I I I 1 14-18 2
21-15 1 Z I I I I 1 15-24 2
23-15 2 1 I I I I 1 16-24 2
31-13 3 1 I I I I 1 17-24 2
35-14 3 1 I ’I I I 1 18-24 Z
126
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. 111
21-24 2 1 I I I 1 23-29 1 1
23-24 2 1 r i I I 1 48-8 1
2-22 2 1 I I I 1 25-31 1 1
3-22 2 1 26-31 1
4-22 2 1 I I I 1 27-27 1 1
5-22 i 2 1 I I I I 1 28-28 1
6-22 2 1 I I I I 1 29-28 1
7-22- 2 1 I I I I 1 31-23 1
8-22 2 1 I I I I 1 32-22 1
9-22 2 1 I I I I 1 33-25 1
10-22 2 1 I I 1 34-24 1 1
11-22 2 1 I I I I 1 35-25 1
2-9 2 1 I I I I 1 37-24 1
3-9 2 1 I I I I 1 38-24 1
5-3 2 1 I I I I 1 14-25 1
6-9 2 1 I I I I 1 15-31 1
7-9 2 1 I i I I 1 16-31 1
8-9 2 1 I I I i 1 17-31 1
9-9 2 1 I I I I 1 18-31 1 1
10-9 2 1 I i i I 1 19-31 1
11-9 2 1 I I I I 1 20-31 1
2-7 2 1 I i I i 1 22-32 1
3-7 2 1 1 I I I 1 23-31 1
5-7 1 2 1 I I I i 1 2-28 1
6-7 2 1 I i i I 1 3-28 1
7-7 2 1 I I I I 1 4-28 1
8-7 2 1 I i i I i 5-28 1
9-7 2 1 I 1 6-28 1
10-7 2 1 I I I 1 7-28
11-7 2 1 I i I I i 8-28 1
28-41 1 I I I I I 1 10-28 1
31-36 1 I I I I 1 11-28 1 1
35-38 1 I i I I I 1 42-29 3
14-23 1 I i I 1 44-30 3
15-29 1 I I i I i ~1 45-30 3
16-29 1 I I I I I 1 46-30 3
18-29 1 I I 1 1 39-43
19-29 1 I I I I i 1 41-51 3
20-29 1 1 42-51 3
21-29 1 I I I I 1 43-52 3
127
HAMILTON STANDARD PROPELLERS Section III
PARTS CATALOG NO. 111 Numerical Parts List
24-45 2 1 I I I 1 48-3 2
3-13 2 1 I I I I 1 43-48
4-13 2 1 I I I I 1 44-48 3
5-13 2 1 I I I I 1 45-48 3
6-13 2 1 I i i i 1 46-48 3
8-13 2 1 I I I 1 42-19 3
9-13 2 1 I I I I 1 43-18 3
11-13 2 1 I I I i 1 32-15 3
27-46 2 I I I I i 1 50-10 1
31-42 3 1 I i i I 1 50-11 72
39-41 j I I I 1 48-11
40-42 3 4013 125L 52602-2 1 47-11 30
41-49 3 1 I I I I 1 48-1´•2 30
43-50 3 1 I I I I 1 14-40 2
3-11 2 1 I I I I 1 16-47 2
4-11 2 1 I I I I 1 17-46 1 2
5-11 2 1 I i I I 1 18-46 2
6-11 2 1 I I I I 1 19-47 2
7-11 2 1 I i I i 1 20-46 2
8-11 2 I I I i 1 1 21-46 1 2
9-11 2 I I I I I 1 22-47 2
ID-II 2 1 I I I I 23-46 2
11-11 2 1 I I I 1 24-40 2
48-9 2 1 I i I I 1 27-43 2
3-10 2 1 I I I 1 31-39 3
4-10 2 I I I I I i 32-42 3
5-10 2 1 I I I I 1 33-41 3
6-10 z I I I I I 1 34-44 3
7-10 2 1 I I I 1 1 35-41 3
s-lo 2 1 I I I I 1 36-44 3
9-10 2 1 I I I I 1 37-44 3
ID-ID 2 1 I I I 1 38-44 3
128
Section III HAMILTON STANDARD PROPELLERS
Numerical Parts List PARTS CATALOG NO. 111
42-46 3 1 I I I I 1 9-8 2
43-47 3 1 I I i 1 1 10-8 2
44-47 3 1 I I I I I 11-8 1 2
45-3 1 I I I I I i 43-6 3
46-3 1 1 (44.7 1 3
34-3 1 I I I I i 46-7 3
36-3 1 I I I I I 1 16-49 2
37-3 1 I I I I I i 17.48 1 2
38-3 1 I I I I I 1 18-48 2
13-7 2 1 I I I I 1 20-48 2
14-7 2 1 I I I i 1 21-48 2
15-8 2 1 22-43 2
16-8 2 1 I I I I 1 23-48 2
17-8 2 I I I I I i 25.48 2
18-8 2 1 I I I I 1 26.48 2
19-8 2 1 I I I I i 28-46 2
20-8 2 1 I I I I i 29-51 2
21-8 2 I I i I I 1 33-43 3
22-8 2 1 I I I I 1 34-46 3
23-8 2 1 I i I I i 35-43 3
24-7 2 1 I I I I 1 36-46 3
25-8 2 1 I I I I 1 37-46 3
26-8 2 1 I I I I 1 38-46 3
27-7 2 1 I I I I i 44-49 3
28-8 2 1 I I I I 1 45-49 3
29-8 Z I I I I I 1 46-49 3
31-6 3 1 I I I I 1 16-50 2
32-6 3 1 I i I I 1 17-49 2
33-7 1 3 1 I I I I i 18-48 j 2
34-7 3 1 I I I I 19.50 2
35-7 3 1 I I I I 1 20-49 2
36-7 3 1 I I I 1 21,49 2
37-7 3 1 I I I I i 22-50 2
38-7 j 3 1 I I I 1 23-49 2
39-7 1 3 1 I I I 1 25-49 1 2
40-7 3 1 I I I 26-49 2
2-8 1 2 1 -I I 1 29-52 2
3-8 2 1 I I I I 1 33_44 3
4-8 2 1 I I I I 1 34-47 3
5-8 2 1 I I 1 35-44 j 3
6-8 2 1 I I I 1 36-47 3
7-8 1 2 1 I I j 1 1 37,47
129
HAMILTON STANDARD PROPELLERS Section III
PARTS CATALOG NO. lit Numerical Ports List
46-50 3 1 I I I I 1 14-17 2
29-54 2 1 I I I I 1 16-18 2
44-52 3 1 I I I I 1 17-18 2
45-52 3 1 I I I I 1 18-18 2
46-52 3 1 I I I I i 19-18 2
16-51 2 1 I I I i 1 21-18 2
17-50 2 1 I I I 1 22-19 2
18-50 2 1 I I I I 1 23-18 2
13-51 2 1 I I I i 1 24-17 i 2
20-50 2 1 I I I I 1 25-18 2
21-50 2 1 I I I i 1 26-18 2
22-51 2 1 I I I I 1 27-19 2
23-50 2 1 I I 1 28-20 2
25-50 2 1 I I I I 1 33-17 3
29-53 2 1 I I I 1 36-16 3
33-45 3 1 1 37-16 3
34-48 3 1 I I i I i 38-16 3
36-48 3 1 I I I I I 16-52 2
37-48´•1 3 1 I I I 1 17-52 2
38-48 1 3 1 I I I I 18-51 2
44-51 3 1 I I I I 1 19-52 2
45-51 3 1 I I i I 1 20-51 2
46-51 3 1 I I 1 21-51 2
45-29 3 1 I I I 1 23-51 2
46-29 3 1 I I I I i 25-51 2
16-33 2 1 I I I 1 33-46 3
17-33 2 1 I i 34-49 i 3
18-33 2 I I I I 1 35-46 3
19-33 2 1 I I I I 1 36-49 3
20-33 2 1 I I I i 37-49 3
21-33 2 1 I I I I 1 38-49 3
22-34 2 1 4013 125L 53666 33-18 3
23-33 2 1 I I I I i 34-17 3
25-33 2 1 I I I I 1 35-18 3
26-33 2 1 I I I I 1 36-17 3
28-30 Z I I I I I 1 37-17 3
29-30 2 I 1 I I I 1 38-17 3
34-26 3 1 I I I I 1 45-20 3
35-27 3 1 I I I I 1 46-20 3
130
Section III HAMILTON STANDARD PROPELLERSI
Numerical Parts List PARTS CATALOG NO; ill
45-55 3 1 I I 1 11-20 ar
5-3 1 I I I I I 1 16-22 ar
6-3 1 I I i i I 1 17-22 ar
7-3 1 I I I 1 I 1 18-22 ar
8-3 1 I I i i I 1 19-22 ar
9-3 1 I I I I 1 i 20-22 ar
11-3 1 I I I i I 1 22-23 1 ar
3-17 2 1 I I i I i 10-42 1 2
4-17 2 1 I I 1 11-42 2
8-17 2 1 ’I I i 1 i 10-26 1
9-17 2 1 I I I I 11-i6 I 1
it-17 2 I I j I I 1 16-19 2
2-20 ar I I I I i i 18-19 1 2
3-20 at I I I I I 1 19-19 i Z
4-20 ar I I I I I 1 20-19 2
5-20 ar I I I I I 1 21-19 2
6-20 ar I I I 1 22-20 2
7-20 gr I I i I 1 23-19 Z
9-20 ar I I I I 1 26-19 2
131
HAMILTON STANDARD PROPELLERS Section IV
PARTS CATALOG NO. 111 Standard Parts List
FIGUREB I I I I I FIGURE IL
PART NOMEN- TOTAL PART NOMEN- TOTAL
INDEX INDEX
NUMBER CLATURE QUANTITY NUMBER CLATURE QUANTITY
NUMBER NUMBER
49-3 ar I I I 1 23-45 3
50-3 ar I I I i 24-39 3
51-3 ar I I I 1 25-45 3
48-7 1 I I i 1 27-34 3
49-6 1 I I I 1 28-35 3
50-6 1 I I I 1 29-35 1 3
51-6 t I I i 1 30-38 4
2-21 2 1 I I i 32-29 4
3-21 2 1 I I 1 33-32 4
4-21 2 1 I I 1 34-31 4
5-21 2 1 I I 1 35-32 4
6-21 2 1 I 1 36-31 4
7-21 2 1 I I 1 37-31 4
8-21 2 1 I 1 38-31 4
9-21 2 1 I I 1 79-39 4
10-21 2 1 I i 1 40-48 3
11-21 2 1 I I i 41-30 7
15-23 2 I 1 42-30 7
16-23 1 2 1 1 43-29 7
17-23 2 1 I I 1 44-31 7
18-23 2 I I 1 45-31 7
19-23 i 2 1 I i 1 46-31 7
21-23 2 1 I I 1 3-37 2
22-24 z I I i 1 4-37 2
23-23 2 1 I I 1 5-37 2
25-23 2 1 I I I 6-37 2
26-23 2 1 I I i 7-37 2
2-50 2 1 I I 1 9-37 2
3-41 3 1 I I 1 10-37 2
4-41 3 1 I I 1 11-37 2
5-41 3 1 I I 1 12-33 2
6-41 3 1 I I 1 13-35 2
7-41 3 1 I I 1 14-35 2
8-50 2 1 I I 1 15-41 2
9-41 3 1 I i 1 11-41 2
10-41 3 1 I I 1 17-41 2
11-41 3 1 I I 1 18-41 2
12-37 3 1 I I i 19-41 z
13-51 2 I I I 1 20-41 2
14-39 3 1 I I 1 21-41 2
15-45 3 1 I I 1 22-42 2
1(;-57 i 2 1 I 1 1 23-41 2
17-45 3 1 I I 24-35 2
18-45 3 1 I I 1 25-41 2
19-57 2 1 I I 1 26-41 1 2
20-45 3 1 I I 1 30-34 3
132
Section 1\1 HAMILTON STANDARD PROPELLERS
Standard Parts List PARTS CATALOG NO. 111
FIGURE 8 FIGURE 8
PART NOMEN- TOTAL PART NOMEN- TOTAL
INDEX INDEX
NUMBER CLATURE OUANTITY NUMBER CLATURE OUANTITY
NUMBER NUMBER
40-35 3 1 I 1 10-31 2
4-25 4 1 I 1 14-28 2
5-25 4 1 I 1 15-34 2
6-2 5 4 1 I I i 16-34 2
7-25 4 1 1 17-34 2
8-25 4 1 I 1 18-34 2
9-25 4 1 I 1 1 13-34 2
10-25 4 1 I I 1 20-34 2
11-25 4 1 I 1 21-34 2
12-21 4 1 I i 1 22-35 1 2
13-22 4 1 I I I 23-34 2
14-22 4 1 I I 1 24-28 2
15-28 4 1 I I 1 25-34 2
16-28 4 1 I I 1 26-34 z
17-28 4 1 I I 1 27-30 2
18-28 4 1 I I 1 28-31 2
19-28 4 1 I I 29-31 2
20-28 4 1 I 1 30-27 3
21-28 4 1 I I 1 31-26 3
22-29 4 1 I 1 32-25 3
23-28 4 1 I 1 1 33-28 3
24´•22 4 1 I I 1 34-27 3
25´•28 4 1 I I 1 35-28 3
26-28 4 1 I i 1 36-27 3
29-48 1 I I I 1 37-27 3
30-22 6 1 I I 1 38-27 3
31-20 6 1 I I 1 39-29 3
32-19 7 1 I 1 40-28 1 3
34-21 7 1 I 1 28-25 4
35-22 6 1 I I 1 23-25 4
36-21 7 1 I I 1 39-24 6
37-21 7 1 I 1 40-23 1 6
38-21 7 1 r I 1 41-23 6
41-45 1 I I I 42´•23 6
42-45 1 I I I 1 43-22 6
43-46 1 I I 1 44-24 6
44-46 1 1 I I I 1 45-24 6
45-46 1 I I I 1 46-24 6
2-31 2 1 I I 1 13-50 2
3-31 2 1 I 1 14-49 2
4-31 i 2 1 I 1 15-55 2
5-31 2 I I I 1 16-56 2
6-31 2 I I i i 17-55 2
7-31 1 2 1 I I 1 18-55 2
8-31 2 1 1 I 1 19-56 Z
133
HAMILTON STANDARD PROPELLERS Section IV
PARTS CATALOG NO. 11´•1 Standard Parts List
FIGURE 8 FIGURE
PART NOMEN- TOTAL PART I NOMEN- I I TOTAL
INDEX INDEX
NUMBER CLATURE QUANTITY NUMBER CLATURE OUANTITY
NUMBER NUMBER
26-55 2 1 I I 1 25´•1 1
29-58 2 1 I i 26´•1 1
30-45 3 1 I I 1 27-1 1 1
31-48 3 1 I I 1 28-1 1
32-51 3 1 I 1 29-1 1
33-50 1 3 1 I I 1 30-1 1
35-50 3 1 I I 1 31-1 1 1
36-53 3 1 I i 1 32-1 1 1
38-53 3 1 I I 1 33-1 i
2-49 2 1 1 35-1 1
3-48 2 1 I I 1 36-1 1
5-48 2 1 I I 1 37-1 1- 1
8-49 2 1 I 1 38-1 1
7-48 2 1 I I 1 41-1 1
10-49 2 1 I I 1 42-1 1
11-49 2 1 I 1 43-1 1
20-55 1 2 1 1 44-1 1
27-52 2 1 I I 1 45-1 1
28-53 2 1 I I i 46-1 1
37-53 3 1 I I 1 2-35 1
39-47 3 1 I 1 3-34 1 1
46-56 3 1 I I 1 6-34‘) 1
2-1 1 I I I i 8-35 1
3-1 1 I I i i 9-34 1 1
4-1 1 I I I 1 10-34 1
5-1 1 I I I 1 11-34 1
6-1 1 I I I 1 12-29 1
7-1 1 I I I i 13-32 1 i 1
8-1 1 I I I i 14-71 1
9-1 1 I I I 1 15-37 1 1
10-1 1 I I I 1 16-38 1
11-1 1 I I I 1 17-37 1
13-1 1 1 I I I 1 19-38 i 1
14-1 1 I I i 1 20,37 1
15-1 1 I I 1 21-37 1
16-1 1 I I I 1 22-38 1
17-1 1 I I I 1 23-37 1
19-1 1 I I I 1 25-37 1
20-1 1 I I I i 26-37 1
21-1 1. I I I 1 27-35 1
134
Section IV HAMILTON STANDARD PROPELLERS
Standard Parts List PARTS CATALOG NO. 111
FIGURE 8 FIGURE 8
PART NOMEN- TOTAL PART NOMEN- TOTAL
INDEX INDEX
NUMBER CLATURE QUANTITY NUMBER CLATURE QUANTITY
NUMBER NUMBER
29-36 1 I I I 1 7-19 4
30-30 1 I I I 1 8-19 1 4
31-31 1 I I I 1 4
32-30 1 I I I 1 10.19 1 4
:3-33 1 I I I 1 11-19 1 4
34-32 1 I I I i 15-21 4
35-33 1 I I I 1 16-21 4
36-32 1 I I i 1 17-21 4
37-32 1 1 I I I 1 18-21 4
38-32 1 I I .I i 19-21. 1 4
40-33 1 I I I 1 21-21 4
41-34 1 I I I 1 22-22 4
42-34 1 I I i 1 23-21 4
43-35 1 1 I I I 1 25-21 4
44-35 1 I I i 1 26-21 4
46-35 1 I I I i 14-20 24
2-18 2 1 I I 1 16-26 24
3-18 2 I I I i 17-26 24
4-18 2 1 I I 1 18-26 24
5-18 2 1 I I 1 19-26 24
7-18 2 1 I I 1 21-26 24
8-18 2 1 I I 1 22-27 24
9-18 2 1 I I 1 23-26 24
10-18 2 1 I I 1 24-20 1 24
11-18 2 I I I 1 25-26 24
15-20 2 1 I i 1 26-26 24
16-to 2 1 I I 1 30-20 36
17-20 2 1 I i 1 31-18 1 36
18-20 2 I I I 1 32-17 36
19-20 2 1 I I 1 33-20 36
20-20 2 I I I 1 34-19 36
21-20 1 2 I I I 1 35-20 1 36
22-21 2 1 I I 1 36-19 36
23-20 2 1 I I 1 37-19 36
25-20 2 1 I i 1 38-19 36
26-20 2 AN960-1016 Washer 1 27-22 24
48-6 1 1 I I I 1 29-23 1 24
49-5 1 I I I 1 39-22 36
50-5 1 I I 1 1 41-21 36
51-5 1 I I 1 1 42-21 36
AN960-416L Washer i 1-19 4 1 I i 1 43-20 36
2-19 4 1 I 1 44-22 36
3-19 4 1 I I 1 45-22 36
4-19 4 1 I I 1 46-22 36
5-19 :1 4
135
HAMILTON STANDARD PROPELLERS Section V
PARTS CATALOG NO. lit Ser~ice Tools
I´•
52-2 Grease Gun Extension 51318 51318 51318 51318 51318 51318
136