Cody Stallings

My job has me flying 1-5 times a week..... There have been a few weeks I have logged 20+hr. but that was in the cessna. Can't wait to start putting more time on the F model.

Good catch. We need more people in aviation that address issues like that, rather than just turn a blind eye to it. I have seen something similar, 2 different blade design, in a 3 blade hartzell on a piper lance. In the future, feel free to contact me, with any prop related question. I have all the latest Manuel's an tech data. Whaamazng@aol.com www.midamericapropeller.com 870-208-5198 Visit or site, an read about the steps that are taken with a basic prop overhaul......

The aces are nice. They are really nice to use in the wind,cause they can compensate for the wind (2020HD). Not trying to take anything away from your setup, but I learned on a Chadwick, an I feel like I can do a really good job with it. Weather it's the 8350 or 192A... 1.1 ips... Wow. That needs to be handled. Some people say the Chadwick is out dated, but I really like it. Just don't like standing in front of the prop with the prop spooled up makin cruise tq. I was in West Helena Arkansas do a balance on a Airtractor 802. It was fresh out of the shop with new cleaveland breaks.This model has a 116 inch (HC-B5MA-3D) propeller, an a PT6-67AG Turbine (1350shp)..... An there I stand with a strobex light in my hand 15 feet in front of it looking for a target on the blade, with it turning 1400 rpms... When it jumped the chalks an started duck walking right at me. Needless to say. The stroblight hit the grd. An so did I. The pilot done a great job getting it stopped an prop feathered, while me an my equipment were laying between the 2 front tires. That was one day I wished I would have brought the Aces.......

I have done a couple normalized 550 on A36 an G3 cirrus. Those engines are really smooth. I have seen then start as high as .3 ips. But at that, it's still feels really minor an is easy to get use to an just rite off,as a pilot. Motor mounts have a lot to do with a balance. That's where a lot of people miss the boat. I'm sorry but I don't have any exact numbers for your engine prop configuration. But I will make a note next time I balance 1 though. Do you have the PHC-E3YR or PHC-J3YR or HC-C3YR. The PHC is noticeably smoother cause of its Dow location being different than the HC design.

I do dynamic balance with a Chadwick 8350. Based in Arkansas, but travel all over. We charge $275 at our hanger at (7m2). Or your place + a lil travel expense.. The dynamic balance is a really good thing. In reality you are takin a prop that is static balanced, an taken it out of balance. An that's ok. Because it is the only thing on the rotating assembly that can have its balanced changed easily. In doing so, you make all parts of the rotating assembly smooth, using the imbalance of the prop. Every engine an propeller manufacture recommend it...after doing 60 or so balances, the look on a pilots face when you bring it down from .8 (ips) inches per second, to .05 is worth every penny. With our rough 4 cyld, some people just write it off as " just the way it is "

Air bubble.......Really... Did roff at hartzell say that?

Well a B-60 Duke, with a pair of PT6A -28s would be a nice start. Till one falls in my lap. It's Mooney for me.....

I agree it is a pain in the tail to have it done, ferry,downtime,ect.. We travel a few time a month to shops to do the inspection an dynamic balance while the planes are in for there yearly. On our rough ( rich) running bigbore 4 cyld engine the dynamic with the Chadwick, is a very good idea. Lets face it, vibration is a killer. Even low freq vibs that are hard to track down The HC-C3YR-1RF an the C424 take a lil more time than a C2YK or C53 &C214. But can be smoothed out no problem. Any prop with indicating red dyed oil should be balances as well. An a major plus is, it's easier on lord mounts, gyros, avionics, crankshaft seals,ect. Most times a balance of .25 I.P.S can't be felt by the driver. Fills smooth. When infact it can be alot smoother. Not trying to high jack the topic. Movin along now N74795 is right, the inspection is not a new thing. Been around for along time. But it is only on props bolted to large bore 4 cyld engines.Some on the 0-320 on twin Comanches, because they have extended hubs. You will notice, say a Cherokee 235, same hub as we all have, different blade (F8468) in most cases. But when on a O-540 it does not get affected by the AD. The reason being, the ignition pulses of the engine are smoother than a 0-360. Keeping them as smooth as we can is one of the best things you can do to prolong the life of a A suffix hub Thanks for the welcome Carusoam. Just became a Mooney Nut........ An lovin every min of my new illness...

McCauley oil filled there threaded an a few models of the threadless propellers......These propellers were not designed to hold oil.... Everyone will leak at some point, the Hartzell will be the same way.... When sealing a prop, it's being done static on a table or upright.... Then you bolt it on a engine flange, spin it 2700 rpms....... The blades that weight around 13lbs each, are now up around 20 tons on the primary thrust bearing. The hub under those conditions flex... That's just the way it is with the cast-aluminum hub... With the flexing, the oil will find its way out..... We do the eddy current test at our shop, an have yet to find a hub srap with a internal crack. But on the other hand, the so called B hub is a much more robust assembly on the inside than the A suffix hub. B hub is the way I would go, rather than the oil fill conversion. My 2 cents