Airmaster Propellers Ltd Ph: +64 9 8360065

Airmaster Propellers Ltd Unit B, 144 Central Park Dr Fax: +64 9 8360069
PO Box 21220, Henderson Email:aerotrad@ihug.co.nz
Variable Pitch Constant Speed Propellers for Light Aircraft Auckland, New Zealand Web: www.propellor.com

AP308 PROPELLER

OWNER'S MANUAL

AP 308 Owner's Manual V15, printed on 12/9/02.

AP308 Owner's Manual Page 2

CHAPTER 1. INTRODUCTION........................................................................................ 4
CHAPTER 2. MATERIALS REQUIRED .......................................................................... 6
Section 2.1.1. Introduction ........................................................................................ 6
Section 2.1.2. Grease ............................................................................................... 6
Section 2.1.3. Jointing Compound ............................................................................ 6
Section 2.1.4. Thread-Locking Compound ............................................................... 6
CHAPTER 3. ASSEMBLY ............................................................................................... 7
Part 3.1. Warp Drive Blade Set-Up ......................................................................... 7
Section 3.1.1. Introduction ........................................................................................ 7
Section 3.1.2. Blade Set-up Procedure..................................................................... 8
Part 3.2. Static Balance........................................................................................... 8
CHAPTER 4. INSTALLATION ......................................................................................... 9
Part 4.1. Installation of Propeller Hub on Engine ................................................. 9
Section 4.1.1. Introduction ........................................................................................ 9
Section 4.1.2. Preparation of propeller flange........................................................... 9
Section 4.1.3. Installation of propeller hub.............................................................. 10
Part 4.2. Assembly of Blades to Propeller Hub .................................................. 11
Section 4.2.1. Introduction ...................................................................................... 11
Section 4.2.2. Assembly Procedure........................................................................ 11
Part 4.3. Installation of Automatic Controller ..................................................... 13
Section 4.3.1. Introduction ...................................................................................... 13
Section 4.3.2. Control Unit...................................................................................... 17
Section 4.3.3. Speed regulator ............................................................................... 18
Section 4.3.4. Manual Pitch Control Switch ............................................................ 18
Section 4.3.5. Sensor / Brush Assembly................................................................. 18
CHAPTER 5. BEFORE FLIGHT FUNCTIONAL CHECK AND SET-UP........................ 21
Part 5.1. Engine Off Functional Check ................................................................ 21
Section 5.1.1. Functional Check of Pitch Change Mechanism ............................... 21
Section 5.1.2. Functional Check of Controller......................................................... 22
Part 5.2. Engine Running Functional Check and Set-Up ................................... 22
Section 5.2.1. Dynamic Balance ............................................................................. 22
Section 5.2.2. Test and Set-up of Controller........................................................... 23
CHAPTER 6. INSPECTION, MAINTENANCE AND REPAIR........................................ 27
Part 6.1. Inspection ............................................................................................... 27
Section 6.1.1. Pre-Flight Inspection ........................................................................ 27
Section 6.1.2. Periodic Inspection (At First 25 Hours, First 50 Hours, First 100
Hours and Subsequently at 100 Hour Intervals) .............................. 27
Part 6.2. Maintenance ........................................................................................... 28
Section 6.2.1. Replacement of leading edge erosion protection strip. .................... 28
Section 6.2.2. Periodic Lubrication. ........................................................................ 28
Part 6.3. Repair ...................................................................................................... 28
CHAPTER 7. OPERATING INSTRUCTIONS ................................................................ 29
Part 7.1. Applicability............................................................................................ 29
Part 7.2. General Handling.................................................................................... 29
Section 7.2.2. Automatic Mode............................................................................... 29
Section 7.2.3. Manual Mode ................................................................................... 29
AP308 Owner's Manual Page 3

Part 7.3. Normal Operation in Automatic Mode .................................................. 30

Section 7.3.1. Pre-Start Check ............................................................................... 30
Section 7.3.2. Engine Start ..................................................................................... 30
Section 7.3.3. Taxiing ............................................................................................. 30
Section 7.3.4. Engine Run Up and Pre-Take-Off Propeller Functional Check ........ 31
Section 7.3.5. Take-Off........................................................................................... 31
Section 7.3.6. Climb................................................................................................ 31
Section 7.3.7. Cruise .............................................................................................. 31
Section 7.3.8. Pre-Landing Check .......................................................................... 31
Section 7.3.9. Final Approach and Landing ............................................................ 31
Section 7.3.10. Flight in Special Conditions.............................................................. 32
Part 7.4. Emergency Operation ............................................................................ 32
Section 7.4.1. Failure of Automatic Controller ........................................................ 32
Section 7.4.2. Failure of Electric Power or Pitch Change Motor ............................. 32
ANNEX – BILL OF MATERIAL PARTS LISTING ............................................................ 33
AP308 Owner's Manual Page 4

CHAPTER 1. INTRODUCTION
The Airmaster AP308 is a three-bladed variable pitch propeller. It is comprised of a single piece
hub that contains an electrically driven pitch change mechanism and retains the three propeller
blades. The pitch control assembly can be serviced, adjusted and removed from the hub without
having to remove the propeller from engine. All three blade assemblies can be installed and the
bearings preloaded by means of the blade retention nuts.

The AP308 propeller is normally partnered with the AC100 Automatic Propeller Controller. This
combination provides the customer with a constant speed propeller installation. The controller may
be operated manually or in automatic with a choice of three governed speeds. These speeds provide
conditions for take-off, climb and cruise, and may be set up to provide optimum operation of
various engine propeller combinations. The controller is easy to use, allowing the pilot to simply
select the desired engine/propeller speed and then control the throttle to achieve the desired airspeed
or rate of climb.

Note: This manual covers the complete propeller system, including the automatic
controller. Sections applicable to the automatic controller only may be ignored by
owners of a manually controlled propeller.

A constant speed propeller installation provides the following advantages over the fixed pitch type
propellers that have traditionally been installed on small aircraft:

• Optimum engine power and hence aircraft performance for operations such as take-off.

• Optimum economy for operations such as cruise.

• Ability to select propeller and engine speeds that avoid high loads or vibrations, providing
longer propeller and engine life, and a more comfortable ride.

Aero Trading Ltd currently approves the AP308 propeller to be installed on the following aircraft
engines. (Approval for other installations is pending.):

• Rotax 912.

• Rotax 912S.

• Rotax 914.

• Jabiru 2200.

• Jabiru 3300.

Aero Trading Ltd currently approves the following propeller blades for use with the AP308
propeller. (Approval for other blades is pending.):

• Warp Drive blades (carbon fibre composite). Each blade is fitted to a ferrule with tapered
sleeve split into two pieces acting as a collet.
AP308 Owner's Manual Page 5

107
55 56
106

83
122

107 53 57

52
86

111 46
50

51 60

167
111

88

93
65

Figure 1 - General Layout Diagram of Propeller Hub Assembly

Note: The component numbers referred to in the text and figures of this document refer
to the Bill of Material listing found in the annex.
AP308 Owner's Manual Page 6

CHAPTER 2. MATERIALS REQUIRED

Section 2.1.1. Introduction

Parts of this manual call for certain materials to be used during the assembly, installation and
maintenance of the propeller. Suitable products for use are listed here.

Section 2.1.2. Grease

At manufacture the propeller is lubricated with Shell Aviation grease, ‘AeroShell Grease 22’
(ASG22). This grease complies with MIL-G-81322E, and the grease may be substituted with any
other grease compatible with this standard. Greases compatible with MIL-G-81322E include:

• Shell Aviation grease AeroShell Grease 22.

• Royal Lubricants grease Royco22CF.

• Castrol grease Braycote 622.

• Exxon grease Unitemp 500.

• Mobil grease Mobilgrease 28.

Section 2.1.3. Jointing Compound

In order to prevent corrosion, and facilitate future disassembly, some components should be
assembled with an anti-corrosive jointing compound. Such compounds are sometimes called
anti-fret compounds or anti-seize compounds. Suitable compounds include:

• PRC-DeSoto CA1000.

• PRC-DeSoto JC5A.

• Kluber Lubrication Kluberpaste 46 MR 401.

• Llewelyn Ryland Ltd Duralac.

• Loctite Zinc Anti-Seize.

Section 2.1.4. Thread-Locking Compound

During assembly of the propeller some fasteners require installation with thread-locking compounds
to provide enhanced security. The threaded fasteners that will require locking by the owner require
a general purpose medium strength thread-locking compound. Loctite product ‘Threadlocker 243’
is recommended, although equivalent products may be used.
AP308 Owner's Manual Page 7

CHAPTER 3. ASSEMBLY

Part 3.1. Warp Drive Blade Set-Up

Section 3.1.1. Introduction

The AP308 propeller blades are normally supplied correctly mounted in the blade retention ferrules,
ready for assembly with the propeller hub. However if Warp Drive blades have been supplied by
the customer or are otherwise not mounted in the blade retention ferrules, they will have to be set-
up in accordance with the following instructions.

Note: These instructions apply only to Warp Drive blades.

The angle that the blade is mounted in the blade retention ferrules is vitally important to the correct
assembly of the propeller. Accurate set-up ensures that all the propeller blades have the same blade
angle when they are assembled with the propeller hub. This set-up is also important for achieving
the structural strength of the propeller and so ensures that the blades are retained in the hub.
Therefore care must be taken to ensure that this procedure is carried out correctly. If the customer
has any doubt about their ability to perform this procedure correctly, the blades should be
forwarded to the manufacturer for set-up.

The blade is mounted in the blade retention ferrule so that upon later assembly with the hub, the
following minimum pitch settings (when the blade reaches the fine pitch mechanical stop) are
achieved

• Propellers on Rotax Engines - 13°.

• Propellers on Jabiru Engines - 3°.

Later during final set-up of the propeller an electrical stop (micro-switch) is set up to ensure the
correct static engine speed is achieved in full fine pitch. This will typically be:

• Propellers on Rotax Engines - 13° to 20°.

• Propellers on Jabiru Engines - 3° to 10°.

AP308 Owner's Manual Page 8

Section 3.1.2. Blade Set-up Procedure

62 99 69 109 110 75 76
61 98

54

121

95
108 119
74 49 120

Figure 2 – Warp Drive blade mounted in ferrule assembly

Note: The instructions to set-up Warp Drive blades into the ferrules have been removed
from this manual. They will be supplied as required to customers who wish to
set-up their own blades.

Part 3.2. Static Balance

If the propeller blades are set-up by the owner as detailed in the previous part, the propeller must be
statically balanced.

Note: Where the manufacturer has already supplied the blades assembled with their
respective blade ferrules, and marked with a location number, the propeller will be
adequately statically balanced.

The propeller must be completely assembled before the static balance is carried out. In order to do
this the instructions of Part 4.2 of this manual should be carried out before installation on the
engine. The propeller assembly should be complete with the spinner attached in the correct
orientation, and the propeller in full fine pitch.

The propeller assembly should be balanced on a propeller static balance stand fitted with a correct
propeller flange.

Note: Detailed static balance instructions have been removed from this manual. They
will be supplied to customers who have set-up their own blades.
AP308 Owner's Manual Page 9

CHAPTER 4. INSTALLATION

Part 4.1. Installation of Propeller Hub on Engine

Section 4.1.1. Introduction

The AP308 propeller is attached to the propeller flange by bolts that pass through the flange into the
propeller hub. The propeller is designed to fit propeller flanges with six holes on a 4-inch PCD
pattern. The following flanges utilise this pattern and may be used with this propeller (For any
other hole pattern a special adapter will have to be used.):

• ARP502 style.

• 101.6mm Rotax Flange (PN 837 28# series).

• Jabiru Flange (PN 4525064 (standard) or 4610074 (2-inch extension)).

Note: Jabiru flanges are also available in extensions longer than 2 inches. However it is
not recommended to use this propeller with Jabiru extension flanges longer than 2
inches.

Depending on which flange is used, different shear bushes are required. Shear bushes are available
for the Rotax and Jabiru flanges.

Section 4.1.2. Preparation of propeller flange

Ensure that propeller flange is clean, and free of nicks and burrs. If aircraft engine has been
involved in a previous accident and the existing propeller was damaged, have the propeller flange
checked by an engine maintenance facility. The run-out of the centre bush should be not more than
0.005in and the axial run-out of the propeller flange forward face on outer diameter should be not
more that 0.003in.

Note: A new engine can be damaged in shipment and/or installation. Do not assume
that the propeller flange is undamaged. Inspection should still be carried out.

The shear-bushes used with other propellers cannot be used with the AP308 propeller and have to
be replaced. They are a press fit and should not be removed by hammering out. An extracting tool
is supplied that may be used to remove shear-bushes from propeller flanges. A variety of threaded
bolts are supplied to match with possible configurations of existing bushes.

The shear-bushes (item 70) supplied with propeller should be installed with jointing compound and
by using a reverse process to the above extraction. The following shear-bushes are available:

• Rotax Shear-Bush (item 70).

• Jabiru Shear-Bush (item 59).

AP308 Owner's Manual Page 10

Section 4.1.3. Installation of propeller hub

The propeller hub comes as a complete assembly with the spinner back-plate and the pitch control
motor fitted. The spinner should be removed from the hub for the following assembly procedure.

Note: Always place propeller hub assembly on a soft cloth or bubble foam in order not
to damage the speed encoder at the back of the spinner back-plate.

Note: The instructions in this section assume that the propeller hub will be installed on
the aircraft before the propeller blades are assembled to the hub. This is the
recommended procedure, however in some cases customers may find it easier to
fully assemble the propeller before the hub is installed on the aircraft.

Prior to installation, the propeller should also be inspected for shipping damage. In particular the
spinner back-plate attached to the rear of the hub should be smooth and free from damage.

The following procedure for installing the propeller to the propeller flange should be followed:

a. Clean propeller flange and coat with jointing compound.

b. Clean rear face of hub-assembly and coat with jointing compound.

88

46

80
70

FLANGE

80

Figure 3 – Mounting of Propeller Hub to Propeller Flange

c. Carefully slide hub assembly over shear-bushes and push into place.

d. Install 6 x 5/16 AN bolts (supplied) (item 80) with jointing compound and lightly
tighten by hand. The following bolts should be used:
AP308 Owner's Manual Page 11

i. Rotax Flange. AN5H12A.

ii. Jabiru Flange. AN5H11A. These bolts should be installed with washers
(NAS1149 F 0532 P) to prevent the bolt thread binding in the threaded insert.

e. Torque in increments, and by alternately tightening opposite pairs of bolts, to 15ftlb

(180inlb).

Caution: Ensure that the propeller bolts are not over tightened. This may cause a risk of the
insert being stripped from the hole. Even a torque of 10ftlb is sufficient to ensure
an adequate pre-load on the propeller bolts.

f. Lock-wire bolts with 0.032in lock-wire.

Part 4.2. Assembly of Blades to Propeller Hub

Section 4.2.1. Introduction

Note: The instructions in this and the following section assume that the propeller hub is
already installed on the aircraft. This is the recommended procedure, however in
some cases customers may find it easier to assemble the propeller before installing
it on the aircraft.

Prior to assembly, all parts should be inspected for shipping damage. In particular the hub should
be inspected for nicks and burrs at each propeller bore, and the thread on the blade nuts should be
inspected for any sign of damage.

Section 4.2.2. Assembly Procedure

The following procedure should be followed to assemble the propeller:

a. Clean hub bores and internal threads (item 46) with a cloth and a toothbrush, and
lubricate with grease.

Note: The manufacturer will have already lubricated the pitch control spindle (item 51),
the pitch control nut (item 50) and the pitch control slide (item 60) inside the hub,
and the thrust bearing (item 109) on the blade assembly. Ensure that these items
are adequately lubricated with grease.

b. Select a blade. Note that if the propeller has been statically balanced by the
manufacturer, each blade assembly will be marked on the cam-follower attachment
spigot with a number that corresponds to a matching bore on the propeller hub.

Note: If propeller has not been statically balanced by the manufacturer (such as when
the customer has completed the blade and ferrule assembly) a static balance will
be required. See Part 3.2. of this manual.

c. Clean thread of blade retention nut (item 49) with a cloth and a toothbrush, and
lubricate with grease.

d. Ensure the outer race of the pre-load bearing (item 108) is clean and lightly lubricate
with grease.
AP308 Owner's Manual Page 12

e. Lubricate the cam-follower (item 62) with grease.

f. Lubricate the face of the cam-follower attachment spigot (item 54) with grease.

46
69 109
49 76
110

119
74

62 108
54

Figure 4 – Blade Assembly Assembled into Propeller Hub

g. Insert the blade assembly in the hub bore with the matching number, while carefully
lining up the cam-follower so that it slides into the slot on the pitch control slide. Care
should be taken with the alignment of the blade assembly to ensure that the pre-load
bearing is able to slide completely into the bore.

h. Tighten the blade-retention nut (item 49) by hand until the blade assembly is fully
inserted in the hub.

i. Tighten blade-retention nut by using the special C-spanner (provided) to achieve 8ftlb
(10.5Nm) torque. This action provides the pre-load on the blade thrust bearing. The C-
spanner should be attached to the blade-retention nut by three 10-32 screws (eg AN501-
10) (provided).

Note: A torque wrench with a 3/8in drive may be used on the C-spanner. The torque
wrench should be rotated so that it makes an angle of 90º with the arm of the C-
spanner in order that the set torque may be used directly. If the torque wrench is
used in line with the arm, a higher torque than that of the wrench will be applied.
This torque may be calculated if the length of the wrench is known using the ratio
of levers method, as used with crow’s foot wrenches.

Note: A force of approximately 16lbf (7.3kgf) applied perpendicular to the arm of the
6in long C-spanner also provides sufficient tightening torque.

j. Install 4 x 10-32 x 3/8in grub-screws (item 119) with thread-locking compound to lock
the blade assembly retention nut.
AP308 Owner's Manual Page 13

k. Repeat for the remaining two blades.

l. Check the assembly of each blade by the following method:

i. Apply a moderate torque by twisting with one hand only and monitor the
movement produced. No movement should be evident between the blade and the
ferrule into which it is mounted. A slight perceptible movement between the
ferrule and the hub is acceptable.

ii. Apply a moderate force to the end of the blade with one hand only and monitor
the movement produced. Ignore the deflection due to the bending of the blade
itself. No movement should be evident between the blade and the ferrule into
which it is mounted. A slight perceptible movement between the ferrule and the
hub is acceptable.

Part 4.3. Installation of Automatic Controller

Section 4.3.1. Introduction

Installation of the automatic controller will vary with different aircraft. The following instructions,
therefore are a guide to installation, and the owner should design an installation to suit the aircraft
using accepted aviation practices.

Note: FAA Advisory Circular AC43.13-1B (Acceptable Methods, Techniques and

Practices – Aircraft Inspection and Repair), chapter 11 (Aircraft Electrical
Systems) provides good advice on the installation of electrical equipment.

The automatic controller consists of the following five units. They are connected as in the diagram
below:

• Control Unit.

• Speed Regulator.

• Manual Pitch Control Switch.

• Sensor / Brush Assembly.

• Pitch Control Motor / Pitch Stops.

AP308 Owner's Manual Page 14

Figure 5 - Controller Wiring Schematic

AP308 Owner's Manual Page 15

When installing the components on the aircraft it should be noted that the components have
dimensions as detailed in the following diagram:
AP308 Owner's Manual Page 16
AP308 Owner's Manual Page 17

Figure 6 – Controller Unit Dimensions

Section 4.3.2. Control Unit

The control unit should be mounted where it will be easily accessible and visible to the pilot. It is
recommended that the control unit be positioned near the throttle control. It should be positioned
away from magnetic sensitive instruments like compasses. A 2in hole-saw can be used to cut out
the instrument panel. See case outline drawing. Fasteners for installation of the control unit into
the instrument panel are not supplied as instrument panels vary in thickness and configurations.
The following fasteners are recommended for instrument mounting:

a. MS35214 Brass Instrument Panel Screws. 6-32UNC sizes are usually used.

b. MS33737 (NAS 487) Brass Tinnerman instrument panel nuts. 6-32UNC sizes are
usually used.

An electrical supply of +12V nominal should be used to power the control system. A variance of
10 to 14V is acceptable. Care should be taken to ensure correct polarity of supply, as reverse
polarity will cause equipment damage. The wire to pin 2 of plug CN1 should be +12V (see
controller wiring schematic diagram). The supply should have its own circuit breaker or share a
circuit breaker with non-essential equipment. A circuit breaker rating of 2A should be used.
AP308 Owner's Manual Page 18

Section 4.3.3. Speed regulator

The speed regulator is a commercially available item manufactured by the ‘VDO’ instrument
company. It is called a ‘rev switch box’ and identified by the VDO part number 411.101. The
speed regulator can be programmed by another VDO product, the ‘rev switch calibrator’, which is
identified by the part number 105.005. The speed regulator supplied with an Airmaster propeller is
pre-programmed by the propeller manufacturer. The settings that it is programmed to correspond to
the engine that the propeller is intended to be used on. If the owner wishes to try alternative
settings, any VDO agent who has access to a programmer may reprogram the speed regulator.

Caution: Consult the propeller manufacturer for advice on settings before any changes are
made to the speed regulator settings. Changing settings will affect the operation
of the propeller automatic controller.

Caution: Consult the manufacturer if the propeller is to be used on another engine type.
The programming of the speed regulator may need to be updated.

The speed regulator can be mounted under or behind the instrument dash. Care should be taken to
secure the wiring to avoid physical interference. The speed regulator should be mounted in such a
way as to allow removal of its internal circuit board if re-programming is required. See case outline
drawing.

Section 4.3.4. Manual Pitch Control Switch

The manual switch is used in conjunction with the throttle control so it is recommended that it be
positioned adjacent to it. An arrangement where the hand may operate the throttle while the switch
is operated by the index finger should be suitable. The same hardware as used for the control unit
may be used to mount the manual switch in the aircraft.

Section 4.3.5. Sensor / Brush Assembly

The sensor / brush assembly is mounted to the front of the engine by a special bracket. Two
different brackets are available for the Rotax and Jabiru engines. The following diagrams indicate
how the sensor / brush assembly and the brackets are mounted to the engines.
AP308 Owner's Manual Page 19
BACKPLATES WITH SPEED
ENCODERS AND SLIPRINGS

ROTAX ENGINE GEARBOX

8mm BOLT WITH DRILLED
HEAD FOR LOCKWIRE

CARBON BRUSHES ON FRONT

FACE OF SENSOR / BRUSH
BLOCK RUNNING ON SLIPRINGS

8mm BOLT WITH DRILLED

HEAD FOR LOCKWIRE

Figure 7 – Illustration of the Sensor / Brush Assembly Mounted on a Rotax Engine Gearbox

Figure 8 – Illustration of the Sensor / Brush Assembly Mounted on a Jabiru Engine

The following procedure should be followed to install the Sensor / Brush Assembly:

a. Remove protective tape from sensor / brush assembly.

Caution: The carbon brushes are very delicate. Take care not to break them.
AP308 Owner's Manual Page 20

b. Mount the sensor / brush assembly bracket on to the engine. Protect the brushes while
doing this by using a piece of card to help slide the brushes across the speed encoder
and slip rings. Use the following fasteners:

i. Rotax Gearbox. Use two 8mm bolts supplied to mount bracket to boss on left
side of gearbox. Torque the bolts to 8ftlb. Lock-wire bolts with 0.024in lock-
wire.

ii. Jabiru Engine. Use the two left-most 5/16 cap screws that retain the oil pump
cover on the front of the engine block, to mount the bracket to the front of the oil-
pump cover. Reinstall these cap screws with thread-locking compound. Torque
the cap screws to 14ftlb.

c. Check that the carbon brushes run centrally in the slip-rings and the distance from
sensor to encoder disk is 4-5mm. Adjust if necessary.

Caution: Take care not to damage the transfer markings on the speed encoder disk when
installing the sensor bracket.

The wire loom for the sensor / brush assembly should be installed to suit the engine installation.
The wire loom should be run over engine avoiding areas of excess heat and secured with tie straps
every 100-200mm. Where the loom passes through the firewall, protect it as necessary (eg with a
grommet) and seal with HT silicon.
AP308 Owner's Manual Page 21

CHAPTER 5. BEFORE FLIGHT FUNCTIONAL CHECK AND

SET-UP

Part 5.1. Engine Off Functional Check

Section 5.1.1. Functional Check of Pitch Change Mechanism

The propeller system should now receive an initial check to ensure basic functions operate
correctly. This must take place before the engine propeller combination is run. The following
functional check procedure should be followed:

Note: The following procedure is a functional check only. The full fine pitch achieved
may not be correct and need not be measured at this stage. This setting is made
later during engine running tests.

Note: Present controllers will force the propeller to full fine pitch during most controller
malfunctions. With such a malfunction of the controller the aircraft will operate
in fine pitch, with override available when manual is selected.

a. Turn aircraft power on.

b. Select ‘Man’ on the Automatic/Manual mode selector switch.

c. Select and hold ‘Fine’ on the manual pitch control switch. The propeller blades should
change pitch smoothly towards fine pitch. While the propeller is moving towards fine
pitch the fine pitch light should illuminate red.

d. Upon the propeller reaching full fine pitch the light should change colour to green and
the pitch control motor should stop, halting movement of the blades.

e. Release the manual pitch control switch. The fine pitch light should remain illuminated
green.

f. Select and hold ‘Coarse’ on the manual pitch control switch. The propeller blades
should change pitch smoothly towards coarse pitch. While the propeller is moving
towards coarse pitch the coarse pitch light should illuminate red.

g. Upon the propeller reaching full coarse pitch (feather) the light should change colour to
green and the pitch control motor should stop, halting movement of the blades. The
light should remain illuminated while the switch is held.

h. Release the manual pitch control switch. The coarse pitch light should extinguish.

i. Repeat the above two actions to move the propeller from full fine pitch to full coarse
pitch and return. The time to traverse each full pitch range should be 5-10 seconds.

j. Using the manual pitch control switch, return the propeller to full coarse pitch (feather).
AP308 Owner's Manual Page 22

k. Select ‘Auto’ on the Automatic/Manual mode selector switch. The propeller should
immediately travel to full fine pitch at the same rate as before and with the same
behaviour of the fine pitch light.

At the completion of the functional check, the pitch setting of each blade may be checked to ensure
that the blade set-up procedure was carried out correctly, and that the pitch change mechanism is
acting on each blade equally. This check requires the use of a propeller protractor. At the point of
75% blade radius, check that the blade angles are within 1 degree of pitch.

Section 5.1.2. Functional Check of Controller

The optical sensor and speed sensor disk must be checked for correct operation. The following
procedure should be followed:

a. Remove plug from speed regulator.

b. Connect a voltmeter to speed regulator plug at the pins corresponding to wires 1 and 4
(marked in very small text on the body of the plug as pins 2 and 6).

c. Ensure that the engine is safe.

WARNING: The engine must be safe before it is turned by hand. This may be achieved by
removing the spark-plugs from all cylinders or ensuring that the magnetos are
both selected off.

d. Rotate the propeller slowly and observe the output of the controller. It should rise to
12V and fall to 0V when the automatic condition selector switch is in each of its three
positions.

e. Reconnect speed regulator and spark-plugs.

Part 5.2. Engine Running Functional Check and Set-Up

Section 5.2.1. Dynamic Balance

The engine and propeller system may now be run for the first time. Before further set-up takes
place, the dynamic balance of the propeller must be checked and corrected if out of limits. The
dynamic balancing operation should take place with the propeller fully assembled, including the
spinner. The dynamic balancing operation should take place with the propeller in full fine pitch.

Caution: As the propeller fine pitch stop will not yet have been set-up, the engine and
propeller may over-speed if full throttle is used. The throttle should be controlled
to prevent this happening and to set the desired speed for dynamic balancing.

Any suitable dynamic balancing equipment may be used in accordance with the equipment’s
instructions and standard practices. A vibration limit of 0.2IPS is recommended.

Note: If the out of balance recorded is above that able to be handled by the dynamic
balance equipment, the static balance procedure in Part 3.2. should be repeated on
the propeller.
AP308 Owner's Manual Page 23

If the propeller is found to be out of balance, weight will have to be added to the propeller to correct
this. The flange of the spinner back-plate should be used as the location for the balance weights.

Since the flange of the spinner back-plate will be used for the balance weights, trial weights may be
retained by the spinner screws during intermediate runs with the dynamic balance equipment.

Caution: Ensure that a spinner screw sufficiently long to achieve full engagement in its nut-
plate is used to hold the required weight.

For the permanent installation weights should be added to the flange of the spinner back-plate after
removal of the spinner. The radius of the spinner back-plate should be used with the dynamic
balance equipment to calculate the correct weight, and the weight should be added at the clock
angle specified by the dynamic balance equipment. Add the weights to the flange the manner
described here:

a. Make up a weight for permanent installation using a 8-32 x 5/8in counter-sink screw
such as a MS 24693S51 (AN507-832R10) (item 161), a matching nylon lock-nut such
as an MS21044N08 (AN365-832) (item 162), and standard washers such as
NAS1149FN832P (AN960-8) or large penny washers such as AN970-3 (cut to fit) (item
164).

b. After removing the spinner, drill a hole in the back-plate flange in the same location as
previously determined for the balance weight, and countersink from the outside to take
the 8-32 x 5/8in counter-sink screw.

c. Install the permanent weight on the flange of the spinner back-plate as shown in the
following diagram.

137

88

127

161

162

164
127

Figure 9 – Arrangement of Balance Weights on Spinner Back-Plate

The propeller spinner may now be reassembled to the propeller.

Section 5.2.2. Test and Set-up of Controller

The propeller system is now ready for testing and set-up with the engine running. The initial fine
pitch setting of the propeller is such that over-revving of the engine would usually result if full
throttle were applied. A static test with the engine running is therefore required to set-up the
AP308 Owner's Manual Page 24

electrical fine-pitch stop. The test should also demonstrate correct operation of the automatic
controller. The test should ensure operation at the following speeds:

Automatic Controller Governed Speeds

Aircraft Engine Engine Limitations
(Engine Speed)
Maximum Maximum
Gearbox Cruise speed Climb speed Take-Off
Model speed (rpm) Continuous
Ratio (rpm) (rpm) speed (rpm)
(5 mins max) speed (rpm)
Rotax 912 1 : 2.273 5050 ± 100 5350 ± 100 5700 ± 100 5800 5500
Rotax 912S/914 1 : 2.430 5000 ± 100 5300 ± 100 5700 ± 100 5800 5500
Jabiru 2200/3300 1 : 1.000 2400 ± 50 2700 ± 50 3100 ± 50 - 3300

The following procedure should be followed to check operation of the controller and set-up the fine
pitch stop:

WARNING: The aircraft should be securely anchored to allow testing at maximum thrust. Due
to the high thrust this propeller is able to produce, the aircraft brakes and wheels
must not be relied on.

Caution: Care should be taken not to exceed the maximum permissible speed of the engine
or the maximum permissible duty time of five minutes at take-off rpm. Should
either of these limits tend to be exceeded the throttle should be reduced to
maximum continuous speed to protect the engine.

a. Turn aircraft power on.

b. Select ‘Man’ on the Automatic/Manual mode selector switch.

c. Select and hold ‘Fine’ on the manual pitch control switch until the propeller reaches full
fine pitch.

d. Remove plug from speed regulator.

e. Connect a voltmeter to speed regulator plug at the pins corresponding to wires 1 and 4
(marked in very small text on the body of the plug as pins 2 and 6).

f. Start the engine and allow it to warm up. Run at fast idle.

g. With voltmeter still connected to speed regulator plug, voltage should be steady and
approximately 5-6V on each of the controller selector positions of T.O., Climb, and
Cruise.

h. Turn off engine and switch off power.

i. Reconnect speed regulator.

j. Start the engine and allow it to warm up.

k. Set the throttle to achieve approximately cruise engine speed.

l. Select and hold ‘Coarse’ on the manual pitch control switch for a short time and observe
the engine speed decrease.
AP308 Owner's Manual Page 25

m. Select and hold ‘Fine’ on the manual pitch control switch until the propeller returns to
full fine pitch and observe the speed increase again.

n. Gradually increase power until full throttle is reached.

Note: If the engine tends to exceed the maximum permissible speed, increase the
propeller pitch manually using the manual pitch control switch to maintain the
maximum permissible speed at full throttle.

o. With ‘Cruise’ selected on the automatic condition selector, select ‘Auto’ on the
Automatic/Manual mode selector switch. Observe the speed govern to cruise speed.

p. Select ‘Climb’ on the automatic condition selector. Observe the speed govern to climb
speed.

q. Select ‘T.O.’ on the automatic condition selector. Observe the speed govern to take-off
speed.

r. Select ‘Man’ on the Automatic/Manual mode selector switch, and check that the speed
does not change.

s. Select and hold ‘Fine’ on the manual pitch control switch until the maximum
permissible speed is reached.

t. Without further altering the propeller pitch manually, reduce the throttle, allow the
engine to cool down and stop the engine.

u. Adjust the electrical fine-pitch stop by the following method:

i. Remove spinner and pitch control motor housing (item 55).

Note: It will be found that is it easier to remove the pitch control motor housing if the
single screw in the end of the housing is removed.

ii. Loosen grub screw on fine-pitch stop slide (item 84).

iii. Move fine-pitch stop slide towards the pitch stop pin (item 122) until the micro-
switch trips.

iv. Reset grub screw applying a thread-locking compound.

v. Refit pitch control motor housing, spinner support and spinner.

AP308 Owner's Manual Page 26

55

82
84

85

85
83

136 85

106

Figure 10 – Micro-switch Configuration for Pitch Stop Adjustment

v. Restart the engine and conduct the above checks again. Confirm the engine operates at
maximum permissible speed at full throttle when pitch is fully fine. If not, stop the
engine and readjust the electrical fine pitch stop.

At completion of the test, the pitch control motor housing should be lock-wired using 0.024in lock-
wire, and the spinner and spinner support replaced.

Also replace the single screw in the end of the pitch control motor housing and check that it is
correctly tightened. To do this, wind the screw in until it bottoms out and will turn no further.
(Note that the screw will have some resistance to turning, as it is installed in a locking type wire
thread insert.) Then back the screw out one half of a turn.

Before flight the propeller should also be checked for correct track of the blades while running.

The aircraft is now ready for flight.

AP308 Owner's Manual Page 27

CHAPTER 6. INSPECTION, MAINTENANCE AND REPAIR

Part 6.1. Inspection

Section 6.1.1. Pre-Flight Inspection

Before each flight conduct the following inspection:

a. Inspect general condition of propeller assembly.

b. Inspect all three blades at leading edge for impact damage. Damage over 1/4in long and
1/16in deep is not acceptable. Any damage penetrating the leading edge erosion
protection strip (if fitted) is not acceptable.

c. Inspect root end of each blade for signs of cracking, dents, delamination and distortion.
No damage is acceptable in this area.

d. Check the assembly of each blade:

i. Apply a moderate torque by twisting with one hand only and monitor the
movement produced. No movement should be evident between the blade and the
ferrule into which it is mounted. A slight perceptible movement between the
ferrule and the hub is acceptable.

ii. Apply a moderate force to the end of the blade with one hand only and monitor
the movement produced. Ignore the deflection due to the bending of the blade
itself. No movement should be evident between the blade and ferrule into which
it is mounted. A slight perceptible movement between the ferrule and the hub is
acceptable.

e. Inspect lock-wiring of bolts retaining propeller to propeller flange.

f. Inspect spinner for correct attachment to spinner back-plate.

Section 6.1.2. Periodic Inspection (At First 25 Hours, First 50 Hours, First 100 Hours and
Subsequently at 100 Hour Intervals)

At first 25 hours, first 50 hours, first 100 hours and subsequently at 100 hour intervals conduct the
following inspection:

a. Remove spinner from propeller assembly. Check spinner for cracking. No cracking is
acceptable.

b. Inspect propeller hub for cracking or corrosion. Heavy corrosion or any cracking is
unacceptable. Light corrosion may be removed and the surface protected.

c. Inspect lock-wiring and locking of all external fasteners on propeller assembly.

d. Using the special C-spanner and three 10-32 screws provided remove blade assemblies
from hub. Ensure that the blade assemblies are marked so that they may be returned to
AP308 Owner's Manual Page 28

the same bore of the hub. Clean dirt and remove excess grease from blade assemblies,
bearings, and blade bores in hub.

Note: Do not remove blades from the ferrules. Such action would require that the blade
angle be set-up again.

e. Inspect the blade bores in hub for damage such as cracking or corrosion to the threads
or bearing surfaces. No damage is acceptable in this area.

f. Inspect blade ferrules for cracking or corrosion. No damage is acceptable. Pay

particular attention to the fillet area between the flange at the inner end of the ferrule
and the main cylindrical section of the ferrule, as this is the principal load bearing area.

g. Inspect blade retention nuts for cracking or corrosion. No damage is acceptable

h. Inspect bearings on blade assemblies for damage. Broken rollers, indentations on the
races or obvious rough running are unacceptable.

i. Inspect pitch change mechanism within hub for loose components or obvious distortion.

j. Re-lubricate pitch change mechanism, cam-follower, face of cam-follower attachment

spigot, bearings, blade bores and threads of blade retention nut with grease.

k. Lubricate cam-follower / cam-follower stud assembly (items 61 and 62) by injecting

grease into hole drilled in end of cam-follower stud. Use a standard grease gun with a
needle point. Grease will exude from either end of cam-follower.

l. Reassemble each blade assembly into its matching bore in the hub in accordance with
the assembly instructions at Part 4.2 of this manual.

m. Conduct an engine off functional check of the propeller system in accordance with
Section 5.1.1. of this manual.

Part 6.2. Maintenance

Section 6.2.1. Replacement of leading edge erosion protection strip.

If the blades are fitted with replaceable leading edge erosion protection, this may be replaced by
conventional methods. Plastic or metal tapes are commercially available for this task. After
replacement of the leading edge erosion protection strip a dynamic balance must be carried out on
the propeller.

Section 6.2.2. Periodic Lubrication.

Lubricate propeller mechanism in accordance with the instructions in the above periodic inspection.

Part 6.3. Repair

Should any damage or unacceptable condition be detected during inspection of maintenance, advice
of the manufacturer must be sought. The manufacturer may offer advice for repair in the field, or
require that the propeller assembly be returned for repair.
AP308 Owner's Manual Page 29

CHAPTER 7. OPERATING INSTRUCTIONS

Part 7.1. Applicability

These instructions are supplementary to the flight manual and operating instructions of the aircraft
and engine. They only cover the operational aspects of the propeller and should not override any
instructions, cautions or warnings for other equipment.

Part 7.2. General Handling

As the propeller is a variable pitch propeller, it must be handled differently to a conventional fixed
pitch propeller. The propeller is set up so that its fine pitch corresponds to maximum engine speed
at the full throttle static thrust condition. Therefore, if used incorrectly, the propeller may allow the
engine to exceed its maximum speed when in flight.

The propeller is designed so that normal operation is operation in the automatic mode if the
automatic controller is fitted.

Section 7.2.2. Automatic Mode

The propeller automatic controller and pitch change mechanism has a finite response time and a
finite pitch change rate. It is able to respond to normal changes in airspeed or throttle settings so
that the speed remains within the governed limits of the selected speed setting. However rapid
change in airspeed or throttle setting will result in temporary deviations from the governed limits
until the propeller pitch is able to change sufficiently. Therefore throttle changes should be made in
a slow and smooth manner.

At all times the engine speed should be monitored to ensure that it does not exceed the maximum
engine speed. Should the engine speed be observed to increase above the maximum the throttle
should be reduced immediately to keep the engine speed within limits. The following events may
result in such a over-speed:

• Failure of the automatic controller that causes the propeller to suddenly travel towards fine
pitch.

• Sudden increase in airspeed such as would be experienced in a dive.

• Rapid increase in throttle while in flight.

Section 7.2.3. Manual Mode

If desired the propeller may be operated in the manual mode during any phase of flight. In this
mode the pilot has complete control over the propeller, and should control the propeller pitch and
engine throttle to give the desired combination of power and engine speed.

Caution: An over-speed situation must be avoided. Selection of too fine a propeller pitch
for the power setting will result in an over-speed.
AP308 Owner's Manual Page 30

Caution: Excessively low engine speed must be avoided. Selection of too coarse a
propeller pitch may result in the engine being unable to maintain the desired
engine speed even at full throttle.

Part 7.3. Normal Operation in Automatic Mode

Section 7.3.1. Pre-Start Check

Before each flight conduct the following pre-start check:

a. Turn aircraft power on.

b. Select ‘Man’ on the Automatic/Manual mode selector switch.

c. Select and hold ‘Coarse’ on the manual pitch control switch. The propeller blades
should change pitch smoothly towards coarse pitch. While the propeller is moving
towards coarse pitch the coarse pitch light should illuminate red.

d. Upon the propeller reaching full coarse pitch (feather) the light should change colour to
green and the pitch control motor should stop, halting movement of the blades. The
light should remain illuminated while the switch is held.

e. Release the manual pitch control switch. The coarse pitch light should extinguish.

f. Select and hold ‘Fine’ on the manual pitch control switch. The propeller blades should
change pitch smoothly towards fine pitch. While the propeller is moving towards fine
pitch the fine pitch light should illuminate red.

g. Upon the propeller reaching full fine pitch the light should change colour to green and
the pitch control motor should stop, halting movement of the blades.

h. Release the manual pitch control switch. The fine pitch light should remain illuminated
green.

Section 7.3.2. Engine Start

Ensure propeller is in manual mode and at full fine pitch.

Section 7.3.3. Taxiing

Taxiing may be carried out with propeller in either manual full fine pitch or in automatic mode and
with the take-off speed selected.

Note: At the low power settings used while taxiing, the propeller will be unable to
govern to full take-off speed. However, as the speed is low, the controller will
cause the blades to be in the full fine pitch, so ensuring the propeller is ready to
provide adequate thrust when required.
AP308 Owner's Manual Page 31

Section 7.3.4. Engine Run Up and Pre-Take-Off Propeller Functional Check

After warming up the engine as required by the engine manufacturer, apply full throttle with
propeller in full fine pitch. Check that engine reaches maximum speed as detailed in the table in
section 5.2.2.

WARNING: The above test checks that the engine is producing full power. If the engine is
unable to achieve this speed the aircraft should not be flown.

With ‘Cruise’ selected on the automatic condition selector select ‘Auto’ on the Automatic/Manual
mode selector switch. Check that the speed governs to cruise speed as detailed in the table in
section 5.2.2.

Select ‘Climb’ on the automatic condition selector. Check that the speed governs to climb speed as
detailed in the table in section 5.2.2.

Select ‘T.O.’ on the automatic condition selector. Check that the speed governs to take-off speed as
detailed in the table in section 5.2.2.

Section 7.3.5. Take-Off

Take-Off should be carried out with the propeller in automatic mode and with the take-off speed
selected.

Caution: Take-off speed is close the maximum speed of the engine, and higher than the
maximum continuous speed. The time limit for operation above the maximum
continuous speed should be observed if applicable.

Section 7.3.6. Climb

Climb should be carried out with the propeller in automatic mode and with the climb speed
selected.

Section 7.3.7. Cruise

Cruise should be carried out with the propeller in automatic mode and with the cruise speed
selected.

Section 7.3.8. Pre-Landing Check

Select ‘Climb’ on the automatic condition selector. Check that speed governs to climb speed. If it
does not, this indicates some failure of the automatic controller. The propeller should then be
operated in manual mode, and full fine pitch selected for approach and landing.

Note: Leaving the propeller set to climb speed on the downwind and base legs facilitates
a climb if necessary once descent to landing is commenced.

Section 7.3.9. Final Approach and Landing

Final approach and landing should be carried out with the propeller in automatic mode and with the
take-off speed selected.
AP308 Owner's Manual Page 32

Note: Selection of take-off speed ensures that maximum performance is available in the
event of a go-around.

Section 7.3.10. Flight in Special Conditions

When flying at low altitude, low speed, in mountainous terrain or in any other situation where the
sudden application of power and rapid climb may be required, consideration should be given to
operating the propeller with the take-off speed selected. This allows the engine to produce
maximum power immediately.

Part 7.4. Emergency Operation

Section 7.4.1. Failure of Automatic Controller

In the event of a failure of the automatic controller the propeller is likely to immediately travel to
full fine pitch. In some phases of flight this may result in the engine and propeller overspeeding.
The pilot should avoid this by immediate reduction of the throttle.

The propeller will now be in full fine pitch and safe flight may be continued.

Caution: The pilot must continue to avoid an overspeed situation by avoiding excessive
combinations of airspeed and throttle position.

If desired the propeller may be operated in manual mode.

Section 7.4.2. Failure of Electric Power or Pitch Change Motor

In the event of a failure of electric power or the pitch change motor the propeller will remain at its
last pitch setting. Safe flight may be continued with caution, with the throttle used to control the
engine speed and power as with a fixed pitch propeller.

Caution: If the pitch is stuck in a position other than full fine, the pilot should note that full
power may be unavailable at low airspeeds. Consideration of this must be made
during approach and landing.

WARNING: If the pitch is stuck in an extremely coarse position (as it may if the failure
occurred while the propeller was close to feather) insufficient power may be
available to sustain level flight. A landing site should be selected immediately.
AP308 Owner's Manual Page 33

ANNEX – BILL OF MATERIAL PARTS LISTING

ITEM DESCRIPTION PART NUMBER
2 3 bladed Hub Assembly 308-02
3 Pitch Control Assembly 308-03
4 Warp Drive Blade Assembly 308-04
5 Powerfin Blade Assembly 308-05
6 GSC Blade Assembly 308-06
7 Sensor Installation Rotax 308-07
8 Sensor Installation Jabiru 308-08
26 Slipring & Spinner Backplate Assembly 308-26
27 Brushholder Electronic Scanner Assembly 308-27
46 3 Bladed Hub 308-46
47 Rolpin 3/16 x 2.00" 308-47
49 Blade Assembly Retention Nut 308-49
50 Spindle Nut 308-50
51 Drive Spindle 308-51
52 Spindle Coupling 308-52
53 Motor Coupling 308-53
54 Warpdrive Camfollower Spigot 308-54
55 Motor Housing 308-55
56 Motor Support 308-56
57 Pitch Control Motor Mount 308-57
58 Blade Ferrule Adapter GSC 308-58
59 Jabiru Drive Lug 308-59
60 Pitch Control Slide 308-60
61 Camfollower Stud 308-61
62 Camfollower 308-62
63 GSC Blade Stud 308-63
64 Jabiru Sensor Bracket 308-64
64 Propeller Extension 308-64
65 Rotax Sensor Bracket 308-65
66 Powerfin Blade Attachment Plug 308-66
67 Powerfin Blade Sleeve 308-67
68 Powerfin Dowel 308-68
69 Thrust Bearing Spacer 308-69
70 Rotax Drive Lug (Shear Bush) 308-70
71 Outer Slipring 308-71
72 Slipring Base (Tufnol) 308-72
73 Slipring Encoder Disc 308-73
74 Warpdrive Blade Ferrule 308-74
75 Warpdrive Blade Sleeve 308-75
76 Blade Ferrule Nut 308-76
77 GSC Blade Ferrule 308-77
78 Nylon Tubing 3/16” 308-78
79 Helicoil Locking Insert UNF10-32x2D 14604C
80 Rotax Hub Attachment Bolt AN5H-12A
AP308 Owner's Manual Page 34

81 Nut AN364-1032A
82 Diode 5401 RS(261-306)
83 Microswitch RS (334-381)
84 Pitch Stop Slide Fine Pitch AP 308-84
85 Sensor Screen Bracket
86 Pitch Stop Actuating Pin Feather AP 308-86
87 Guide Tube AP 308-87
88 10” Spinner Backplate AP 308-88
89 Screw AN526-832
90 Washer AN960-8
91 Nut AN364-832H
92 Brush Holder Assembly Ingram 825316
93 Sensor Bracket Retention Bolt 8mm x 16mm
94 Sensor Assembly AP 308-94
95 Warpdrive Propeller Blade 308-95
96 GSC Propeller Blade 308-96
97 Powerfin Propeller Blade 308-97
98 Rolpin 5/32 x 1.00" 308-98
99 Rolpin Unbrako 3/32 X ½
100 Capscrew Unbrako ½ MFX x 1.00"
101 Machine Screw 6-32 UNC X 1/2
102 Rolpin Unbrako 1/8" x 1"
103 Rolpin Unbrako 1/8" x ¾"
104 Helicoil Insert UNF10-32x2D 04604C
105 Washer SS ½"
106 Pitch Control Motor TRW409a6198-2
107 Screw AN501-A10-12
108 Pre-load Bearing 6812-2RU
109 Thrust Bearing TC3648
110 Poly Seal Microdot USA 187-02
111 Deep Groove Ball Bearing 6200 2RS1
112 K-Serts Stainless UNF5/16-24 K9905-5
113 GSC Camfollower Spigot
114 Brushes for Brush Blocks
115 Socket Seat Ctr Sunk Screw DIN 7991 M6x16
116 Screw Ctr Sunk Plated 5/32 BSW x ¼
117 Nut SS ½" NF
118 Adhesive West System HPR 10
119 Grubscrew Blade Ret. Nut 10-32 UNF x 3/8"
120 Grubscrew Blade Ferrule Nut 10-32 UNF x ¼"
121 Spigot Attachment Screw MS24694S58
122 Pitch Stop Actuating Pin Fine Pitch
123 Propellor Extensions
124 Extension Bolts
125 Auto-Manual Placard
126 Adaptor Plate SAE1-AP308
127 Nut Plate (10-32UNF) K1000-3 MS21047L3
128 Spinner Backplate 8”
AP308 Owner's Manual Page 35

129 Spindle Nut Assembly

130 10” Spinner 308-130
131 10” Spinner Mandrel 308-131
132 GCS Prop Cam Follower Attach Spigot 308-132
133 2 Bladed Hub 308-133
134 Thrust Washer 308-134
135 8” Spinner
136 Microswitch Leaf
137 Encoder Transfer
138 Actuator Pin Screw
139 Actuator Pin Lever Cap
140 Microswitch Screw
141 Spindle Bronze Bush
142 Inner Slipring
143 Brush Block
144 Sensor Circuit Board
145 Sensor Box
146 Sensor Box Lid
147 Cap Screw
148 Bracket Screw AN526C1032R10
149 Spinner Locator 10”
150 Spinner Retention Screw AN526C-1032R8
151 Nut Plate Rivet MS20426AD34
152 Spinner Locator 8”
153 Baseplate Retention Screw AN526C-832R4
154 Bronze Slipring Nut 3/16’BSW x 4mm
155 Bronze Slipring Washer
156 Rotax Bracket Screw Nut
157 Pusher Pitch Control Slide
158 10” Spinner Kit
159 Controller (AC 100) Panel
160 Spindle Shims
161 Bolt for Balance Weight MS24693S51
162 Nut for Balance Weight MS21044N08
163 Washer for Balance Weight AN960-8
164 Penny washer for Balance Weight AN970-3
165 Fine Coarse Switch
166 VDO AC100 Box
167 Spindle Coarse Pitch Spacer 308-167
168 Cable for microswitch
169 Electronic Sensor eye for circuit board
170 Spitfire Senor Brush Block Bracket
171 10-32 Washer
172 M10 Washer
173 Jabiru Hub Attachment Bolt AN5H-11A
174 5/16 Washers AN960-516L