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9/8/98 AC 43.13-1B dents and scars should be examined with a magnifying glass to decide whether defects are scratches or cracks. b. Aluminum Propellers and Blades. Carefully inspect aluminum propellers and blades for cracks and other flaws. A trans- verse crack or flaw of any size is cause for re- jection. Multiple deep nicks and gouges on the leading edge and face of the blade is cause for rejection. Use dye penetrant or fluorescent dye penetrant to confirm suspected cracks found in the propeller. Refer any unusual condition or appearance revealed by these inspections to the manufacturer. c. Limitations. (1) Corrosion may be present on pro- peller blades in varying amounts. Before per- forming any inspection process, maintenance personnel must examine the specific type and extent of the corrosion. (See chapter 6, and/or refer to AC 43-4A, Corrosion Control For Air- craft.) unauthorized straightening of the blade. Sighting along the leading edge of a propeller blade for any signs of bending can provide evidence of unapproved blade straightening. Blades should be examined for any discolora- tion that would indicate unauthorized heating. Blades that have been heated for any repair must be rejected, since only cold straightening is authorized. All blades showing evidence of unapproved repairs should be rejected. When bent propellers are shipped to an approved re- pair facility for inspection and repair, the pro- peller should never be straightened by field service personnel to facilitate shipping, be- cause this procedure can conceal damage. Propeller tip damage will sometimes lead maintenance personnel to consider removing damaged material from the blade tips. How- ever, propellers are often manufactured with a particular diameter to minimize vibration. Unless the TCDS and both the engine and pro- peller manufacturers specifically permit short- ening of the blades on a particular propeller, any shortening of the blades would probably create an unairworthy condition. When condi- tions warrant, inspect the blade tips for evi- dence of shortening and, if necessary, measure the propeller diameter to determine if it has been changed by an unauthorized repair. Fixed Pitch. (2) Corrosion, other than small areas (6 square inches or less) of light surface type corrosion, may require propeller removal and reconditioning by a qualified propeller repair facility. When intergranular corrosion is pres- 8-94. PROPELLER HUB. ent, the repair can be properly accomplished only by an appropriately certificated propeller a. repair facility. Corrosion pitting under pro- peller blade decals should be removed as de- scribed in the propeller manufacturer’s SB’s and applicable airworthiness directives (AD). (3) Unauthorized straightening of blade, following a ground strike or other damage, can create conditions that lead to immediate blade failure. These unapproved major repairs may sometimes be detected by careful inspection of the leading edges and the flat face portion of the blade. Any deviation of the flat portion, such as bows or kinks, may indicate (1) Inspection procedures require re- moval of the propeller spinner for examination of the prop hub area. Cracks may be present in the hub area between or adjacent to bolt holes and along the hub pilot bore. Cracks in these areas cannot be repaired and require immediate scrapping of the propeller. (2) Propeller attach bolts should be ex- amined for looseness or an unsafetied or cracked condition. Cracked or broken bolts are usually the result of overtorquing. Correct Par 8-93 Page 8-39PDF Image | AFS-640
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