SENSENICH GROUND ADJUSTABLE AIRCRAFT

PROPELLER INSTALLATION AND INSTRUCTIONS FOR

CONTINUED AIRWORTHINESS -- 2EK and 2EM6 HUB
ASSEMBLY
AND

SENSENICH GROUND ADJUSTABLE

PROPELLER LOG BOOK

SENSENICH PROPELLER MANUFACTURING COMPANY, INC.

14 Citation Lane
Lititz, PA. 17543 USA

www.sensenich.com

THIS LOG BOOK IS TO BE KEPT WITH THE

AIRCRAFT MAINTENANCE RECORDS

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 SENSENICH GROUND ADJUSTABLE AIRCRAFT
PROPELLER INSTALLATION -- 2EK and 2EM6 HUB
ASSEMBLY
CAUTION: Failure to follow these instructions will void all
warranties, expressed and implied. Mounting difficulties and
increased vibration will result with improper assembly of the
propeller blades and hub parts.

PACKING LIST
(1) 2E Series Two Piece Hub
(2) C(XX)AE-(X) Propeller Blades
(6) AN6-(XX)A Mounting Bolts, for Mounting Hub on engine
(6) AN6-15A Clamping Bolts, for Clamping Hub halves together
(12) 10.3-2081 Special Lock Washers
(2) A10-20 Springs
(1) CT2E-(XX) Pitch Cartridge
(1) SPKS(X) or SPM6S(X) Spacer (If Required)
(2) PIN12X2 Pins (Required for Spacer)

Tools
A good quality calibrated torque wrench is required to properly torque clamping bolts and mounting
bolts. You will also need a socket wrench. See Table 1 for bolt size and torque.

ATTACH MOUNTING HUB HALF

1. Be certain that the magneto switch is “OFF” and that both magnetos are grounded. Chock the
aircraft wheels to prevent movement. Clean dirt and oil residue from the engine flange. Refer to
Figure 1 for views of the propeller assembly.

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 Figure 1

2. Be certain the two springs are installed in the mounting half of the hub.
3. Place spacer (if applicable), rear spinner bulkhead, and the hub mount half, as shown in
Figure 1, on the engine mounting flange. Vertical orientation of the hub is recommended for ease
of assembly. The hub and spacer (if applicable) must sit flush on the mounting flange and the
rear spinner bulkhead. NOTE: Bolt breakage will occur if not flush. Place special lock washers,
under the bolt heads, on 6 mounting bolts (AN6-XXA) and insert into the 6 mounting holes inside
the hub mount half. Each special lock washer works in pairs with the “ramped” sides facing each
other. See Figure 2. Position the hub mount half, rear bulkhead, and spacer (if applicable) on the
engine flange with the six mounting bolts running through the engine flange. Torque the 6
mounting bolts using a star pattern similar to Figure 3. See Table 1 for mounting bolt torques.

Figure 2

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INSERT BLADES IN HUB MOUNTING HALF
4. Each blade has a camber, round side (decal) and a flat side. With the round side facing
forward, and the hub in the vertical position, insert one blade at a time into the hub mounting half.
You may need to hold the upper blade with one hand.

5. Place the hub clamp half over the blade shanks. Place special lock washers, under the heads,
on clamp bolts (AN6-15A) and insert into the hub cover half. Hand tighten the clamp bolts into
the threaded clamp bushings, taking care to start with an even gap between hub halves on both
sides. NOTE: Once fully torqued, the gap will close up and the hub halves will meet on the hub
sides.

6. Rotate each blade’s leading edge slightly towards the aircraft. Insert the pitch cartridge into the
slot of the hub clamp half. You should be able to feel the springs depress and push back when
you press on the cartridge. Take a blade with one hand and depress the pitch cartridge. Rotate
the blade’s leading edge, away from the aircraft, until it engages the pitch cartridge. Rotate the
second blade until it engages the pitch cartridge. Grab each blade together and rock into the pitch
cartridge. You should hear a click when the blades are seated properly. Slight play is normal after
blades are locked in. Rock the blades back and forth to center the pitch cartridge in the slot.

7. Using a calibrated torque wrench and following the pattern shown in Figure 3. Tighten the
bolts in ¼ to ½ turn increments (this will take several passes) until the proper torque given in
Table 1 is reached.

5
1 3

4 6
2

Figure 3

NOTE: Have your tachometer calibrated by a professional before performing this next operation. With
the brakes on, run the engine full throttle to verify your desired static RPM. CAUTION: YOU SHOULD
NEVER EXCEED THE MAXIMUM RPM RATING FOR YOUR ENGINE. If you are not seeing your
correct static RPM, be certain the tach was properly calibrated. You may contact Sensenich to
purchase a slightly lower or higher pitch cartridge if you feel this is the problem due to your density
altitude. CAUTION: YOU SHOULD NEVER MASK AN ENGINE PROBLEM WITH A PITCH
CHANGE. If you are unsure, please contact the factory.

Changing the Pitch

If changing the pitch is necessary, first loosen the 6 clamp bolts until the blades are loose, then
hand tighten the bolts to maintain an even hub gap in each side. NOTE: The special lock
washers will click loudly when loosened. Unlock each blade by depressing the pitch cartridge
while rotating each blade’s leading edge towards the aircraft. Remove the first pitch cartridge.
Follow steps 6 and 7 of the Installation Procedure. NOTE: This is considered a model
change and must be noted in the logbook.

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TACHOMETER INSPECTION:
Owing to the exceptionally high stresses that may be generated by particular propeller/engine
combinations at certain operating ranges, many propeller and aircraft manufacturers have
established revolutions per minute (RPM) restrictions and maximum RPM limits for some models.
An improperly operating tachometer can cause an engine to exceed the maximum RPM limits or
allow operation unknowingly within a restricted RPM band. Since there are no post-manufacture
accuracy requirements for engine tachometers, tachometer inaccuracy could be a direct cause of
propeller failure, excessive vibration, or unscheduled maintenance. Proper tachometer operation
and accuracy should always be checked (using the manufacturer’s procedure, if available) during
normal maintenance intervals. One means of checking the tachometer’s accuracy is with a
commercial strobe unit through which the rotating propeller is viewed.

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 SENSENICH GROUND ADJUSTABLE AIRCRAFT
PROPELLER INSTRUCTIONS FOR CONTINUED
AIRWORTHINESS -- 2EK and 2EM6 HUB ASSEMBLY
March 22, 2010

Continued Airworthiness Requirements:

The following will help you operate your propeller safely, keep it looking good and help it to last
longer.

 Never install a propeller on an aircraft unless it is a model approved for the aircraft and
the engine. The service history must be properly documented, and a pre-installation
inspection must indicate that the propeller is airworthy.

 A visual Inspection is the primary defense against early failure of propellers. When
inspecting propellers, it is necessary to use touch and hearing, as well as visual clues.
Changes in surface roughness, unusual free play, and odd sounds give hints as to
conditions that may affect airworthiness. Feel for roughness and look for texture
changes, waviness, and changes in reflection that may signal the removal of protective
coatings. Some areas may require the use of a 10x magnifying glass to identify small
features or find cracking.

 Do not operate your propeller above the recommended engine RPM. If your propeller has
been subjected to an over speed condition of 10% over the maximum rating (example
2750 X 1.1 = 3025) for more then 2 minutes, you must perform the Inspection After
Suspected Impact. listed below.

 Do not paint over areas of corrosion on hub parts. Corroded areas must be removed in
accordance with approved procedures under Hub Minor Repairs prior to applying the
approved Alodine (MIL-C-5541) and paint

 Do not operate any aircraft after a propeller has been subjected to an impact without a
thorough inspection. See Inspection After Suspected Impact below,

 The pre-flight walk-around is an important element of the process of airworthiness

maintenance. It should not be merely a superficial look, but a studied review of the
condition of everything that might give trouble during the forthcoming flight. Carefully
examine the propeller assembly for looseness, any signs of damage, excessive wear or
any other condition that would make the propeller unsafe to operate. Check the leading
edge for cracks and debonds. Externally check the spinner and bulkhead for security,
missing fasteners, damage, and cracks. Cracks typically originate from the attachment
screws. Check for looseness of the bulkhead. This could be an indication that the
mounting bolts are loose and need to be torqued again. Note any indications in the
logbook for future reference to determine whether an acceptable condition is getting
worse.

 Do not use the propeller as a tow-bar to move your aircraft.

 Apply a good quality automotive paste wax to the blades at least once a year. Avoid
liquid waxes.

 Avoid running-up in areas containing loose stones, sand, and gravel, to reduce erosion
and/or damage to the leading edges and blades.

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  Finish loss off the leading edge is a normal wear item and is dependent on the amount of
operation in rain and grit.

 Whenever there is evidence of roughness on operation, check bolt torque on both the
clamping and mounting bolts, and check the propeller blades for track. The blades should
track within 1/8” of each other at the tip. For new installations, rotating the propeller 180
degrees and reinstalling may help.

 If the bolts are ever over-torqued, they should be replaced immediately.

 If your propeller part begins to show any of the following damage, it must be repaired by
an approved propeller shop or retired from service:

(a)Cracks in the metal hub or bolts,

(b)Loose metal leading edge,
(c)Any crack across the blade,
(d)Any crack along the blade length,
(e)Blade impact damage with missing composite material larger than .5 square inches
and/or deeper than .025”
or (f) Obvious damage or wear beyond economical repair.

Inspection for Lightning Strike on Composite Blades

Any Sensenich composite blade suspected of lightning strike should be inspected and may require
repair or replacement. Lightning strikes usually enter a composite blade through the metal erosion
shield. If a lightning strike is present, a darkened area and possible pitting, usually in the proximity of
the tip, will be noticeable. If a lightning strike is suspected or detected, consider the blade unairworthy.
Return the blade to the factory or an approved propeller shop for further examination.

Inspection After Suspected Impact.

Propellers that have been involved in a known or suspected static or rotating impact with relatively
solid objects (e.g., ground, maintenance stands, runway lights, birds, etc.) or relatively yielding objects
(e.g., snow banks, puddles of water, heavy accumulation of slush, etc.) should be inspected for
damage before further flight. If the inspection reveals one or more of the following listed indications,
the propeller should be removed and sent to an Approved Propeller Repair Station.

(1) A blade that tracks out of limits or out of edge alignment.

(2) Loose blades in the hub.

(3) Any noticeable or suspected damage to the pitch cartridge or blade pins.

(4) Any diameter reduction (tip damage).

(5) Visible major damage to the hub that cannot meet the Minor Hub Repairs criteria.

(6) Visible major damage to a blade that cannot meet the Minor Blade Repairs criteria.
(7) Operating changes, such as vibration or abnormal RPM.

NOTE: The bolts should be magnetic particle inspected per ASTM E 1444 or replaced after any
propeller strike.

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Mandatory Inspections:

 Annual Inspection -- To be accomplished by an A&P or IA.

1. Remove Spinner Dome and examine it for damage, and cracks. If necessary,
replace the spinner dome. See Spinner Repairs below.
2. Remove Clamp Bolts. -- The bolts should be dimensionally checked against one
another. Any bolts that exhibit stretching, corrosion or damage such as cracks or
nicks are to be replaced.
3. Depress pitch cartridge and detach blade pins from pitch cartridge.
4. Remove the Hub Clamp Half and set aside.
5. Remove each blade and inspect blade shanks for any wear making sure the pin is
still tight in the blade. A thorough visual inspection is recommended together with a
coin tap inspection of each composite blade, including the metal erosion shield on
the leading edge (see AC 43-5). No dents in the metal erosion shield should be
deeper than 1/8”. No dents should puncture the metal erosion shield. There should
be no excessive wear on the leading edge. If blade damage is beyond Minor Blade
Repair instructions below, the blade must either be retired from service or sent to a
repair station for evaluation before further service.
6. Examine the data plate on the shank of each blade. Verify that you are using
approved blades for the hub and that everything appears normal. If you are unsure,
you can go to http://www.sensenich.com/engineer/senscdesg.htm for reference or
contact the factory for assistance.
7. Conditions requiring blade replacement:
a) Any hole in hollow blade shell (doesn’t apply if a replacement metal erosion
shield will cover hole)
b) Any crack deeper than .025”
c) Any solid tip damage that can’t be trimmed off completely
8. Remove the pitch cartridge and inspect both the springs and the cartridge. If either
is damaged or broken, they must be replaced. The springs are held in place by a
non-permanent bonding adhesive.
9. Remove the Mounting Bolts -- The bolts should be dimensionally checked against
one another. Any bolts that exhibit stretching, corrosion or damage such as cracks
or nicks are to be replaced.
10. Remove the Hub Mount Half and spacer. Inspect both hub halves for corrosion. If
necessary, carefully remove any flaked or blistered paint from the hub surface,
taking care not to scratch the aluminum surface. If there is any corrosion or damage
present, please see Minor Hub Repair instructions below. If necessary, apply
alodine using an approved alodine (MIL-C-5541) system, prime using Tempo A802
Primer or equivalent, and Tempo A151 Gray paint or equivalent.
11. Remove the rear spinner bulkhead and examine for missing fasteners, damage,
and cracks. If damaged, replace the spinner bulkhead.
12. REPLACE the special lock washers.
13. Reinstall the assembly per the above installation instructions.

 2000 Hour Inspection -- To be accomplished by an A&P or IA

1. Remove Spinner Dome and examine for damage, and cracks. If necessary, replace
the spinner dome. See Spinner Repairs below
2. Remove Clamp Bolts and Special Lock Washers and retire both sets from service.
3. Depress Pitch Cartridge and detach blade pins from pitch cartridge.
4. Remove the Hub Clamp Half, Blades, and Pitch Cartridge. Set aside.

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 5. Remove Mount Bolts and Special Lock Washers and retire from service.
6. Remove Rear Spinner Bulkhead Dome and examine for damage, and cracks. If
necessary, replace the Rear Bulkhead.
7. Remove the Hub Mount Half and Spacer (if applicable).
8. Send Hub Clamp Half, Hub Mount Half, Blades, and Pitch Cartridges to an
Approved Propeller Repair Station for the remaining 2000 hour inspection.
9. Reinstall Propeller Repair Station approved or new propeller, spacer (if necessary),
and spinner per the above installation instructions.

NOTE: There is no specified overhaul time. The propeller parts are removed from service
when they can no longer meet the Continued Airworthiness Requirements.

Minor Blade Repairs -- To be accomplished by an A&P or IA

Minor impact damage, nicks, and gouges in composite material of blade not to exceed .025
depth and or .5 square inches of surface area: Fill with high strength epoxy resin West
System 105/206 or equivalent (NOT 5 minute epoxy) thickened with aerospace filler
material, such as Colloidal Silica 406, Cabosil, or equivalent. Sand smooth when dry.

Wear and/or roughness of metal erosion shield on blade leading edge: If metal is not worn
through, use 220 grit sandpaper or coarse scotch pad to remove roughness or minor
pitting, being careful to not grind through the erosion shield. Polish with fine scotch pad or
equivalent to remove scratches.

Paint wear on blade:

NOTE, wear is inevitable on the metal erosion shield. The wear rate depends on several
factors, including high operating RPM’s in rain or sandy areas, FOD on taxiways and
runways, etc. Touch up paint using Tempo A150 Flat Black, A151 Gray (matches the hub
color), A152 White, or equivalent. Sensenich Silver (does not match your hub color) is the
original blade color and is available from the factory. When using touch up paint, keep in
mind that paint can cause an out of balance situation so touch up should be kept to a
minimum.

Minor Hub Repairs -- To be accomplished by an A&P or IA

1. Any hub or spacer that would exceed the following illustration for minor repair must be
retired from service. These dimensions (other then radius) are maximum allowable.
Anything less is acceptable. Radius can be greater. A hub can be returned to service
with the following limitations:
 No more then two (2) repairs in a single barrel half (where the blade touches
the hub) for a total of 8 barrel repairs in one (1) complete hub, as long as the
repairs do not touch.
 General hub repairs can be indefinite, both inside and outside, as long as the
repairs do not touch.
 No repairs over a previous repair.
 No repairs on the hub mounting flange face.
 No repairs on either flange face of the spacer.
Clean the area thoroughly, apply an approved penetrant (ASTM E 1417 or equivalent),
and inspect with a l0X glass before returning to service.

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 2. Corrosion – All corrosion must be removed before a hub can be returned to service.
Corrosion is considered a repair.

Instructions for removing the damage or corrosion spot:

1. Sand the area with 220 wet-or-dry abrasive paper until all evidence of corrosion is
removed. A small motorized grinding tool may be used.

2. Polish the area with 320 grit (or finer) to remove all scratches.

3. Clean the area thoroughly, apply an approved penetrant (ASTM E 1417 or

equivalent), and inspect with a l0X glass. NOTE: It is extremely important that all
corrosion be completely removed. If cavities reappear during penetrant inspection,
the repair operation must be repeated.

4. Remove penetrant from the affected area..

5. Apply ALODINE (MIL-C-5541) or equivalent treatment in accordance with

manufacturer's instructions (proper ALODINE treatment will leave a smooth
amber/gold tint on the aluminum surface after the ALODINE solution has been
rinsed off).

6. Apply Tempo A802 primer or equivalent over the repaired area. Note that some
primers are intended for Alodine treated aluminum, while others are not - and may
result in loss of adhesion of the outer coat.

7. Spray area with Tempo A151 Gray paint or equivalent to better protect against
corrosion.

Spinner Repairs:
Minor impact damage, nicks, and gouges in composite material of dome or rear bulkhead
not to exceed .025 depth and or .5 square inches of surface area: Fill with high strength
epoxy resin West System 105/206 or equivalent (NOT 5 minute epoxy) thickened with
aerospace filler material, such as Colloidal Silica 406, Cabosil, or equivalent. Sand smooth
when dry.

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TABLE 1:

INSTALLATION TORQUE FOR HUB MOUNTING BOLTS AND HUB CLAMPING

BOLTS

Bolt Diameter Required Wrench Torque

3/8 inch bolts 340 to 360 inch pound

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 DESCRIPTION OF ALL OPERATIONS PERTAINING TO INSPECTIONS AND MAINTENANCE

DATE TACH TIME DESCRIPTION OF WORK SIGNATURE

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