Docking Survey Checklist

Manual No.
E492A
OPERATION AND MAINTENANCE MANUAL

February 2012
HO-V343()-()
Three bladed lightweight
Constant Speed Propeller
HO-V343()-S
Three bladed lightweight
Constant Speed and Feathering
Propeller
Hoffmann Propeller GmbH & Co. KG

Küpferlingstraße 9
D-83022 Rosenheim
Phone: +49-(0)8031-1878-0
Fax: +49-(0)8031-1878-78
Email: info@hoffmann-prop.com
Internet: http://www.hoffmann-prop.com
HOFFMANN PROPELLER
Warning
People who fly, or are operating a propeller driven vessel, should recognize that different types of risks are
involved, and they should take all possible precautions to reduce them, because they cannot be eliminated
entirely. The propeller is a vital component of the aircraft or the propeller driven vessel. A mechanical failure
could cause a forced landing or create vibrations sufficiently severe to damage the aircraft or vessel possibly
causing it to become uncontrollable.
All propellers are subject to constant vibration stresses from the engine and airstreams, which are added to
high bending and centrifugal stresses.
Before a propeller is certified as being safe to operate on an airplane or a propeller driven vessel an
adequate margin of safety must be demonstrated. Even though every precaution is taken in the design and
manufacture of a propeller, history has revealed rare instances of failures, particularly of the fatigue type.
It is essential that the propeller is properly maintained according to the recommended service procedures
and a close watch is exercised to detect impending problems before they become serious. Any grease or oil
leakage, loss of oil pressure, unusual vibration or change in operation behavior should be investigated and
repaired very carefully as it could be a warning that something serious is wrong.
Hoffmann strongly recommends reading this manual thoroughly. It contains a lot of information about your
new propeller.
The propeller is among the most reliable components of your airplane, or the propeller driven vessel. It is
also among the most critical to flight safety. It therefore deserves the care and maintenance called for in this
Manual. We kindly ask you please give it your attention, especially the section dealing with Inspections and
checks.
We like to thank you very much for choosing Hoffmann Propeller. Properly maintained it will give you many
years of reliable service.
Your Hoffmann Crew.
INTRO PAGE I
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HOFFMANN PROPELLER
For operator of non certified or experimental aircraft, or the propeller driven vessel, even a greater level of
vigilance is required in the maintenance and inspection of the propeller. Experimental installation often uses
propeller- engine combinations that have not been tested and approved. In these cases, the stress on the
propeller and, therefore, safety margin is not known. Failures could be as severe as loss of propeller or
propeller blades and cause loss of propeller control and / or loss of aircraft or the propeller driven vessel.
Hoffmann Propeller GmbH follows the EASA regulations for propeller certification on certified aircraft.
Experimental aircraft may operate with unapproved engines or propellers or engine modifications to increase
horsepower, such as unapproved crankshaft damper configurations or high compression pistons. These
issues affect the vibration output of the engine and the stress levels on the propeller. Significant propeller life
reduction and failure are real possibilities.
Frequent inspections are strongly recommended if operating with a non-certificated installation; however,
these inspections may not guarantee propeller reliability, as a failing device may be hidden from the view of
the inspector. Propeller overhaul is strongly recommended to accomplish periodic internal inspection.
Visually inspect the wooden propeller blades for cracks. Inspect the hubs, with particular emphasis on each
blade arm for cracks. Eddy current equipment is recommended for hub inspection. Since cracks are usually
nor apparent.
Hoffmann Propeller will not be responsible for any translation of this manual. In case of doubt only the
original English version of this manual will be valid and accepted.
PAGE II DESCRIBTION
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HOFFMANN PROPELLER
Warnings, Cautions and Notes
Throughout the next in this manual, Warnings Cautions and Notes pertaining to the procedures being
accomplished are included. These adjuncts to the text are used to highlight or emphasis important points.
Warning and Cautions precede the text they pertain to, and Notes follow the text they pertain to.
Warning: Calls for attention to use of materials, methods, processes,

procedures or limits which must be followed precisely to avoid injury and/ or
death to persons.
Caution: Calls attention to methods and procedures which must be followed

to avoid damage to equipment.
Note: Calls attention to methodes which will make the job easier.
Personnel Requirements
Personnel performing any work or maintenance to the propeller assembly are expected to have sufficient
knowledge and training to accomplish the required work in a safe and airworthy manner.
INTRO PAGE III

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HOFFMANN PROPELLER
Airworthiness Limitations
If each prescribed service is accomplished, there is no restriction of the airworthiness of this propeller. For
the current valid TBO(Time Between Overhaul) refer to SB E1.
PAGE IV DESCRIBTION
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HOFFMANN PROPELLER
Table of Contents and Revisions
Chapter Pages Revision Date
1 Description 1-1 to 1-4 A July 2011
2 Construction 2-1 to 2-2 A July 2011
3 Installation 3-1 to 3-4 A July 2011
4 Operation 4-1 to 4-4 A July 2011
5 Adjustment 5-1 to 5-5 A July 2011
6 Maintenance and Cleaning 6-1 to 6-5 A July 2011
7 Trouble Shooting 7-1 to 7-3 A July 2011
8 Shipping and Storage 8-1 to 8-1 A July 2011
9 Specials 9-1 to 9-1 A July 2011
10 Drawings and Tables 10-1 to 10-6 A July 2011
INTRO PAGE V
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Record of Revisions to this Manual
Rev. Description Date

No. of Revision
A Feathering Propeller HO-V343()-S incorporated. New document-structure and new Feb 12

drawings.
PAGE VI DESCRIBTION
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HOFFMANN PROPELLER
Service Documents
Warning: The following list shows the Service Documents which are
applicable at the date of issue of this document. A complete up-to date list of
Service Documents is available at the Hoffmann Homepage:
http://www.hoffmann-prop.com.
Service Bulletins
SB E1
SB E11
SB E13
SB E14
SB E15
SB E17
SB E18
SB E20
SB E21
SB E22
Service Advisories
SA E3
Service Instructions
SI E4
SI E6
SI E7
SI E8
Service Letters
SL E3
SL E4
SL E12
SL E13
SL E14
INTRO PAGE VII

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HOFFMANN PROPELLER
1. Description
1.1 Introduction
The Propeller HO-V343()-() is a three bladed single acting fully hydraulically controlled constant speed
propeller.
The pre-selected Propeller RPM will be kept constant in the normal operating range by a Propeller
Governor. The travel of the Propeller Blades is limited by internal mechanical adjustable hard stops.
1.1.1 HO-V343(); HO-V343()-F

The Propeller uses Oil pressure to increase pitch. In the event of an oil pressure failure the propeller
blades automatically return to the mechanical low pitch stop and the Propeller can be used as a
fixed pitch unit. The Propeller RPM has to be adjusted and controlled by the throttle only, but the
flight may be continued.
1.1.2 HO-V343()-V
The Propeller uses Oil pressure to decrease pitch. Counter Weights are used to turn the Propeller
Blades toward high pitch. In the event of an oil pressure failure the propeller blades automatically
return to the mechanical high pitch stop and the Propeller can be used as a fixed pitch unit. The
Propeller RPM has to be adjusted and controlled by the throttle only, but the flight may be
continued.
1.1.3 HO-V343()-S
The Propeller uses Oil pressure to decrease pitch. Counter Weights are used to turn the Propeller
Blades toward high pitch. In the event of an oil pressure failure the propeller blades automatically
turn to the feathering position.
The Propeller will be kept in a starting position by mechanical stops, if the engine was shot down
with the Propeller Lever at low pitch (high RPM).
It is possible to feather the propeller by shot down the engine with a high pitch setting.
Optionally an unfeathering accumulator can be installed to unfeather the Propeller during flight. The
installed Propeller Governor must be equipped with an accumulator port.
The Propeller RPM has to be adjusted and controlled by the throttle only, but the flight may be
continued.
DESCRIBTION PAGE 1-1

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1.2 Designation
1.2.1 Designation of the Hub
HO - V 34 3 K () - () - () /Blade Model
1 2 3 4 5 6 7 8
1 Hoffmann GmbH & Co. KG
2 Propeller model
V: Variable Pitch
E: Ground adjustable Pitch
3 Number of basic Model
4 Number of blades
5 Designation of Flange
F: ARP 502 Type 1
K: AS 127D (SAE 2 Mod) 3/4” bushings 1/2”-20 UNF bolts
L: AS 127D (SAE 2 Mod) 5/8” bushings 7/16”-20 UNF bolts
B: AS 127D (SAE 1)
6 Number of hub extension from blade center to flange

Blank: 180mm (7.1inch)
1 135mm (5.3inch)
2 233.3mm (9.2inch) – with spacer
3 280mm (11.0inch) – with spacer
4 280mm (11.0inch)
5 250mm (9.8inch)
7 100mm (3.9inch)
8 188.3mm (7.4inch) – with spacer
Depending on the Flange designation, not every hub extension will be
available.
7 Hydraulic pitch change

Blank Oil pressure to increase pitch, no counterweights
F Oil pressure to increase pitch, counterweights
V Oil pressure to decrease pitch, counterweights
S Oil pressure to decrease pitch, counterweights, feathering position
8 Minor changes not affecting interchangeability
PAGE 1-2 DESCRIBTION

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HOFFMANN PROPELLER
1.2.2 Designation of the Blade
() 183 GY - () () () ± ()
9 10 11 12 13 14 15
9 Rotation Mode, Position Pitch Change Pin and Tipping

Blank Right-hand, tractor
D Right-hand, pusher
L Left-hand, tractor
LD Left-hand, pusher
V Pitch Change Pin for oil pressure to decrease pitch
S Pitch Change Pin for feathering
C PU-Erosion tipping, type C
10 Basic diameter in cm
11 Designation of blade design
12 Designation of blade twist
13 De-Icing
Blank Non De-Icing
B Electrical De-Icing
14 Material of blade
Blank Compreg scarfed with lighter wood
P Compreg
15 Decrease (-) or increase (+) of basic diameter in cm
On a decal on each blade the designation of the hub assembly and serial number, as well as the designation
of the blade and blade serial number are printed. The serial number of the blade is additionally stamped into
the blade retention nut and the blade ferrule (at the blade ferrule the stamp isn’t visible from the outside).
The complete designation of a variable pitch propeller is a combination of the designation of the hub
assembly and the blade assembly. Both designations are separated by a slash mark.
Example: HO-V343K/183GY
The serial number of the hub is considered to be the serial number of the complete propeller assembly.
Figure 1-1: Blade Decal (Example only)
DESCRIBTION PAGE 1-3

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HOFFMANN PROPELLER
1.2.3 Design Data

Following data are standard values only. For installation purposes only the data given in the Type Certificate
Data Sheet (TCDS) No. 32.130/90 of the German Luftfahrt – Bundesamt (LBA) or the Type Certificate Data
Sheet (TCDS) No. P12BO of the Federal Aviation Administration (FAA) are valid.
Pmax 190kW (260hp)
nmax 2700 1/min
Number of blades: 3
Diameter: about 190cm
Pitch change range max: about 80°
Weight: 18kg (40lbs)
Weight of the spinner: 1.7kg (3.75lbs)
Polar moment of inertia: About 1.8kgm² (6150lbsin²)
Governor: Woodward 210xxx series,

McCauley, Hartzell, Jihostroj
PAGE 1-4 DESCRIBTION

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HOFFMANN PROPELLER
2. Construction
The HOFFMANN variable pitch propeller and the ground adjustable pitch propeller consist of 4 sub-
assemblies:
- Hub assembly
- Blade assembly
- Spinner assembly (if applicable)
- Counterweight assembly (if applicable)
2.1 Hub assembly

The one piece hub is made from aluminum and mounted to the engine flange with bolts or studs. The pitch
change cylinder and the piston are mounted on the front of the hub, or inside the back part of the hub. Axial
movement of the piston is transferred to the pitch change pin by a fork and pitch change blocks, whereby the
blade angle is changed. The pitch change range is limited by internal mechanical stops.
2.2 Blade assembly

The HOFFMANN composite blade is a joint construction. The blade root is made of highly compressed
hardwood and the blade part is made of light wood (spruce). Blades may also be manufactured of
compressed wood only. Special lag screws connect the compressed wood of the blade to a metal ferrule.
For erosion protection of the blade leading edge, three different types of Hoffmann proved leading edge
protection could be used:
Type A is a brass metal strip soft soldered to a bronze fabric and glued to the blade FRP cover.
Type B is a special aluminum strip glued directly to the wooden core of the blade.
Type C is a special PU-strip (Polyurethane) blade tipping and also glued directly to the wooden core. Due to
the material the leading edge is not painted.
Picture 2-1: Leading edge protection Type A(left) and Type B/C(right)
CONSTRUCTION PAGE 2-1

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HOFFMANN PROPELLER
To increase torsional stiffness and provide a good erosion protection the blade is covered with fibre
reinforced epoxy (FRP). Fatigue failures due to vibration are unlikely with such blades because the internal
damping of the material is considerably higher than that of duralumin.
Several layers of special polyurethane paint (PU- paint) are sprayed onto the fibre reinforced epoxy covering
and the erosion tipping (with the exception of the Type C erosion tipping); this assures a high resistance to
atmospheric conditions. This polyurethane paint shows also high resistance against erosion and mechanical
damage. Colored paint is required to protect the wood against UV-rays. The thrust side is painted dull black
to avoid reflection of sunlight. For safety reasons the tips are painted with a different color to make the
transparent propeller disc visible when the propeller is running.
An axial needle bearing absorbs the centrifugal force of the blade. The bearing races are made of steel. The
needle cage is a one piece bearing. After repair or overhaul it can be split into two halves to allow exchange
of the cage without removing the blade ferrule.
The blade ferrules are made of aluminum alloy or steal. The blades are installed into the hub by a retention
ring (blade nut), made of aluminum alloy. The torque of the retention ring adjusts the necessary pre-load of
the blade bearing. The blade retention rings are sealed against water from outside with silicone rubber
between the retention nut and the hub. The blade shaft is sealed against water from the outside with silicone
rubber between the blade and the ferrule. The blade ferrule is sealed against water from the outside with a
lip seal between the ferrule and the retention nut.
2.3 Spinner assembly

The spinner dome is one piece and made of Aluminum alloy. It is screwed to the spinner bulkhead. The
spinner bulkhead is made of an Aluminum- sheet and mounted to the hub or the starter gear, or clamped
between engine and propeller flanges. A front spinner support is used to support the spinner dome.
2.4 Counterweights
Models using oil pressure to decrease pitch including feathering require counterweights. However, small
counterweights may also be used to reduce the pitch change force of the blades on models with oil pressure
to increase pitch. The counterweights are fixed to the blade ferrule by clamps and screws.
PAGE 2-2 CONSTRUCTION

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HOFFMANN PROPELLER
3. Installation
Warning: Before performing any work on the propeller follow the safety
precautions given in the aircraft flight manual.
Warning: The mating surface of the engine- and propeller flange must be
absolutely clean and dry before installing the propeller.
Caution: Propeller installation is subject to an immediate inspection by a

licensed engineer.
(1) Carefully clean the propeller- and engine flange with solvent. Engine torque is mainly transferred by
friction; therefore the surfaces have to be smooth and clean.
(2) Check if both O-rings (H3.1, H3.2) are installed in the center ring (H3.3) if applicable. Place center
ring in the hub, if not yet installed (refer to Picture 3-1 or 3-2).
3.1 Installation the K, L and B – Flange Propeller

Refer to Picture 3-1
Warning: Do not install an additional O-ring on the engine flange.
(1) Installing the spinner bulkhead on the starter gear ring or between engine- and propeller flange if
applicable that one blade axis is aligned with a flange bushing, which does not protrude through the
engine flange.
(2) Insert all 6 flange bolts (H3.4) with the washers (H3.5) in the bores of the propeller flange.
Caution: Take care not to damage the o-ring.
(3) Slightly oil the O-ring (H3.1) in the center ring. Carefully slide the propeller on the engine flange.
Caution: To apply the correct torque the running torque of the bolt has to be
determined.
Caution: To apply the torque a calibrated torque wrench has to be used.
(4) Always screw in two opposite flange bolts by hand. Slightly relieve the propeller weight while doing
so. Torque flange bolts equally crosswise and wire lock 2 bolts together using stainless steel wire
with a diameter of 0.8 mm. (For the right torque see torque table Chapter 10)
INSTALLATION PAGE 3-1

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HOFFMANN PROPELLER
3.2 Installing the F – Flange Propeller

Warning: Do not install an additional O-ring on the engine flange.
(1) Apply a thin coat of oil to the O-ring (H3.1)

Caution: Take care not to damage the o-ring.
(2) Slide propeller carefully onto the engine flange. Check the correct position of the dowel pins if
applicable.
(3) Slide washers (H3.6) onto the bolts (H3.8). Install new stop nuts (H3.7) and torque them equally
crosswise.
determined.
(4) Torque the stop nuts equally crosswise (For the correct torque values see torque table Chapter 10).
3.3 Dynamic Balancing

Dynamic balancing is recommended in order to reduce vibrations caused by the rotating system of the
aircraft. Dynamic balancing will prolong the life of the airframe, engine, propeller and the whole equipment.
To accomplish the dynamic balancing ask your aircraft service station.
3.4 Spinner installation

(1) Install the distance ring (H3.15) on the cylinder.

(2) Apply a thin coat of oil to the O-rings (H3.9, H3.10) in the front spinner support (H3.11) if applicable
and slide it onto the cylinder.
(3) Apply a coat of oil to the O-ring mating surface of the spinner dome (H3.12) and install the dome
according the markings.
(4) Use plastic washers (H3.13) and screws (H3.14). Torque the screws (For the correct torque values
see torque table Chapter 10).
The removal of the Spinner has to be done in the opposite sequence than installation.
3.5 Propeller removal

precautions given in the aircraft flight manual.
Caution: Before removing the Propeller drain the oil from the Propeller into a
bucket.
The removal of the propeller has to be done in the opposite sequence than installation. After loosening the
self-locking nuts (H3.7) or the bolts (H3.4) and before removing the propeller allow the oil of the propeller to
drain into a bucket.
PAGE 3-2 INSTALLATION

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Picture 3-1: Installation K, L and B – Flange Propeller

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Picture 3-2: Installation F – Flange Propeller
Picture 3-3: Spinner Installation

(Example: HO-V373K-V)

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4. Operation
4.1 Propeller Pitch Change
The pitch change force of HOFFMANN composite blades is much lower than that of metal blades. This
means a lower pitch change force is required to change the blade angle and the pitch changes much faster
than with metal blades.
Warning: Prior operating the propeller, make sure every screw, bolt or stop
nut has the correct torque and everything in front of the Propeller is clean and
secured. Take precautions according the craft’s manual.
Caution: Always move propeller and / or power lever slowly and smoothly.
Do not operate the levers abruptly..
Rapid movement of the levers may cause over speeding until the governor is able to stabilize.
4.1.1 Models using oil pressure to increase pitch

To increase pitch oil pressure works against the natural centrifugal twisting moment of the blades. On -F
models small counterweights are installed on the blade to reduce the natural centrifugal twisting moment of
the blades. During idle or on ground with the propeller rotating the pitch change mechanism reaches the
internal low pitch stop. The maximum high pitch is also limited by an internal hard stop.
4.1.2 Models using oil pressure to decrease pitch

Blade centrifugal twisting moment acts to move the blades to low pitch, but the installed spring and the
counterweights overcome this force. The oil pressure against the hydraulic piston opposes the counterweight
and spring and moves the blades to the low pitch. The internal hard stops for high and low pitch remains as
described in paragraph 4-1.1.
4.1.3 Models using oil pressure to decrease pitch with feathering

The pre-selected propeller RPM will be kept constant in the normal operating range by a propeller governor.
This propeller uses oil pressure to decrease pitch and counterweights and a spring force to increase pitch till
feathering. In the event of oil pressure failure the propeller blades automatically go to the feathering position.
The travel of the propeller blades is limited by internal mechanical adjustable hard stops.
The internal hard stops for feathering and low pitch remain as described in paragraph 4-1.1. If the propeller
rotational speed is below 700RPM, the Start-locks are active and allow a maximum blade angle of about 4°
higher than the low pitch position (Start-position). If the propeller rotational speed is higher than 800RPM, the
Start-locks are unlocked, and not active, higher pitch and feathering is possible.

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HOFFMANN PROPELLER
4.2 Governor
A gear type oil pump in the governor uses engine oil to produce the necessary oil pressure. The rotating
flyweights and a spring will operate the pilot valve in the governor. According to the situation oil is directed to
or from the propeller or the oil flow is blocked. The governor is single acting and produces oil pressure in
only one direction (either increasing or decreasing pitch). Movement of the propeller blades in the opposite
direction will be achieved in different ways.
4.3 Propeller Governing

The paragraphs 4-3.1 to 4-3.3 describe a Governor model “oil pressure to increase pitch”. Governor model
“oil pressure to decrease pitch” works similar following exceptions:
I Supply of pressure oil at Under-Speed condition
II Drain of oil at Over-Speed condition
Nearly all propeller systems for acrobatic flight use governor model “Oil pressure to decrease pitch “or an oil
accumulator which provides servo pressure to the propeller if the oil supply from the engine to the governor
is interrupted for a short time.
4.3.1 On-Speed condition

In this condition, the forces acting on the engine-governor-propeller combination are in balance. The speed
adjusting control arm has been set by the pilot to obtain the desired engine rpm. The propeller blades are at
the correct pitch to absorb the power developed by the engine. The centrifugal force of the rotating flyweights
exactly balances the force of the speeder spring with the flyweights in the vertical position. The pilot valve is
positioned in the drive gear shaft so that the control ports from the oil pump and to the propeller pitch
changing mechanism are covered. Pressure oil from the gear pump is circulated through the open governor
relief valve back to the inlet side of the pump.
4.3.2 Over-Speed condition

This condition occurs when air speed or power is increased and engine rpm increases above the rate called
for by the setting of the speed adjusting control arm. The rotating flyweights pivot outward as their increased
centrifugal force overcomes the force exerted by the speeder spring. The flyweight toes raise the pilot valve
plunger, uncovering ports in the drive gear shaft that permit pressure oil to flow to the propeller pitch change
mechanism. As the propeller blades increase pitch, load on the engine is increased and engine rpm is
reduced. This, in turn, lessens the centrifugal force of the flyweights. The speeder spring returns the
flyweights to a vertical position and the pilot valve plunger once more covers the ports in the drive gear shaft,
blocking flow of pressure oil to or from the pitch change mechanism of the propeller.
4.3.3 Under-Speed condition

An under- speed condition occurs when the air speed or horsepower is decreased and engine rpm falls
below the rpm setting of the speed adjusting control lever. The decrease in the centrifugal force of the
rotating flyweights causes them to pivot inward under the force exerted by the speeder spring. The pilot
valve plunger is forced downward, uncovering the ports in the drive gear shaft, thus allowing oil to flow from
the pitch change mechanism of the propeller to sump. This permits the natural twisting moment of the blades
to decrease propeller pitch. This relieves the load on the engine, thereby increasing engine speed and the
centrifugal force developed by the rotating flyweights. As the flyweights return to the vertical position, the
flyweight toes lift the pilot valve plunger to cover the control ports.

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4.4 Operational Test (Static run up)
Warning: When operating the Propeller without the spinner dome remove
the front spinner support.
Warning: Before starting the engine take safety precautions given by the
aircraft flight manual!
Caution: After Propeller installation and before first flight a day, a static run
up has to be performed.
Caution: Perform engine run up on paved and clean surfaces only.
(1) Engine and propeller manufacturers do not recommend using high rpm during ground operation for
a long time because the engine can be overheated and the propeller be damaged by foreign objects.
(2) Start engine according to the flight manual and warm it up (oil temperature in the green).
Caution: Trapped air in the propeller hydraulic system can cause the pitch
control not working correctly and may cause surging.
(3) After warm up use the power lever to adjust the propeller rpm to about 1800 rpm. Slowly pull the
governor control in the cockpit to obtain a propeller rpm decrease of at least 200 rpm.
(4) Slowly push governor control forward and observe rpm increase. The time required for the pitch
change should be about the same in both directions (rpm increase and decrease).
(5) Repeat this procedure at least three times. The flight manual may contain additional information.
Note: The mechanical pitch stops have been set at the factory to meet the
aircraft / engine specifications.
Caution: While performing the next step be careful not to overspeed the
engine.
Caution: While performing the next step there should be NO wind or only
wind from 90 degrees left or right.
(6) Slowly apply full power using the power lever and hold it for a few seconds.
(7) The maximum static rpm shall be limited by the low pitch stop to 80 - 120 rpm below the maximum
propeller take off rpm. In flight the maximum propeller rpm has to be limited by the governor. Chapter
5.2 “Maximum Propeller RPM” describes how to find out whether the propeller or the governor limits
the static rpm.
(8) After the static run up inspect the blade retention system for grease leaks and the propeller hub
assembly for oil leaks. NO oil leaks are allowed.
Note: New or overhauled propellers can show small grease traceson the
blade. This will stop after a few operating hours.

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4.5 Feathering Propellers
Caution: Depending on the Aircraft and the Engine, some procedures

describet below are not possible or are restricted. Refer to the Aircraft
manual to find out, which procedures are applicable.
4.5.1 Engine Shut Down

When the engine is stopped on the ground, it is undesirable to feather the Propeller, as the high blade angle
inhibits engine starting. To shut down the engine with the Propeller in Start-lock position, reduce the
Propeller rotational speed below 700 RPM. Move the Propeller lever to the low pitch (high RPM) position and
hold the propeller rotational speed below 700 RPM. Now the Start-locks will be locked and hold the Propeller
below the Start-lock position.
To check, if the Start-locks are locked, it is possible to slowly move the propeller lever to the high pitch stop.
If the propeller stops changing the Pitch after a small pitch change (about 4° degree), the Start-locks are
locked.
Shut down the Engine as described in the aircraft manual.
4.5.2 Feathering the Propeller

Caution: Feathering the Propeller during high rotational speed will result in a
high torque on the engine and a high load on the whole Propeller.
The air resistance of a feathered propeller is much lower as the air resistance of an unfeathered propeller.
This will result in a better gliding performance of the aircraft.
To feather the Propeller reduce the Propeller rotational speed to about 900RPM. Slowly move the Propeller
lever to the feathering position, and hold the rotational speed above 800RPM. At this lever position oil will
drain from the Propeller and return to the engine sump and the propeller feathers.
Shut down the Engine as described in the aircraft manual.
4.5.3 Unfeathering without hydraulic accumulator

Caution: Starting the Engine on ground with the Propeller in feathering
position can reduce the lifetime of the engine starter.
To unfeather the Propeller during flight, move the Propeller lever in a normal flight (governing) range and
restart the Engine. The pitch of the Propeller will decrease. The Propeller begins to windmill and increases
the Engine rotational Speed. Warm up the engine before increasing the power.
4.5.4 Unfeathering with a hydraulic accumulator

Some aircrafts are equipped with a hydraulic accumulator which stores a supply of oil under pressure. To
unfeather the Propeller with the accumulator, move the Propeller lever to the low pitch position. This will
open a check valve in the governor and pressurized oil will flow to the Propeller and decrease the blade
angel below the Start-lock position. The Start-locks will prevent the propeller to return to feathering position.
During flight the Propeller will start to windmill by this procedure. Now the engine can be started as described
in the aircrafts manual.

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HOFFMANN PROPELLER
4.6 Parking Position

Hoffmann strongly recommends that the Propeller is not left outside the hanger with one propeller blade in
the vertical up position, but in the down position to avoid water accumulation in the spinner dome. The water,
or ice in the wintertime, may cause vibrations and corrosion.
4.6.1 Feathering Propellers with accumulator

It is strongly recommended to park Propellers with feathering and accumulator in the Start-lock position. The
check valve for the accumulator can be a little bit leaky and discharge the accumulator slowly. Starting the
Engine with the Propeller in feathering position can reduce the lifetime of the engine starter.

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5. Adjustment
The hard high and low pitch stops of the propeller and propeller governor have been set at the factory to
meet the aircraft / engine specifications. Therefore a readjustment of the hard stops of more than +/- 100rpm
should not be necessary.
Warning: Before performing any adjustment to the propeller make sure the
engine develops its full power and the rpm indicator is correct.
Warning: Before starting the engine take safety precautions given in the
aircraft flight manual!
Caution: Propeller installation and adjustments may be performed only by

qualified mechanics and are subject to immediate inspection by a licensed
engineer.
Caution: Perform engine run up on paved and clean surfaces only.
5.1 Static RPM (RPM is propeller RPM)

With the Propeller and Governor adjusted correctly, the maximum static rpm on ground (without wind, or
perpendicular to the wind) should be 80-120 rpm below the maximum take off rpm. The static rpm has to be
limited by the mechanical hard low pitch stop of the propeller and not by the governor. This can be checked
as follows:
(1) Push governor control lever full forward (rpm increases).

(2) Slowly open throttle until maximum rpm is reached.
(3) Slowly pull governor control lever back until rpm decreases by at least 25 rpm.
(4) If a considerable movement of the governor control lever is necessary to obtain a reduction of about
25 rpm, the static rpm is limited by the low pitch stop in the Propeller. If the maximum static rpm is
decreasing immediately when pulling the governor control lever, the static rpm is limited by the
governor. In this case readjust the governor as described in the governor manual.
(5) If the static rpm is limited by the propeller, but too high or too low, readjust the Propeller low pitch
stop as described below.

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5.1.1 Adjustment of the low pitch stop – Propellers without feathering

(Refer to Picture 5-1)
Warning: To adjust the pitch stops the spinner dome and the front spinner
support have to be removed.
Warning: Do not turn the stop nut.
(1) Bend lock washer away from the check nut.

(2) Mark the position of the inner check nut.
(3) Loosen check nuts using wrench PV-999.
(4) Change pitch with the check nut.
(5) Turning clockwise (cw) facing the nut increases low pitch (rpm decrease).
(6) Turning counterclockwise (ccw) facing the nut decreases low pitch (rpm increase).
Note: Turning the check nut about 120° changes the low pitch stop about 1
degree or about 100 rpm.
(7) Tighten check nuts again

(8) Check static rpm.
(9) Lock Check nuts again with the lock washer.
Picture 5-1: Adjustment low pitch stop Propellers without feathering

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5.1.2 Adjustment of the low pitch stop Propellers with feathering

Warning: To adjust the pitch stops the spinner dome and the front spinner
support have to be removed.
(1) Change pitch with the Low Pitch Stop Screw.

(2) Turning clockwise (cw) facing the screw increases low pitch (rpm decrease).
(3) Turning counterclockwise (ccw) facing the screw decreases low pitch (rpm increase).
(4) Check static rpm
Picture 5-2: Adjustment low pitch stop Propellers with feathering

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5.2 Maximum Propeller RPM

Caution: The maximum propeller RPM has to be checked in flight.
Check the maximum Propeller RPM during climb or cruise. Slowly move the Propeller lever to the low pitch
position (high RPM). Take care not to over speed the engine by doing this. If the maximum RPM is too high
or too low the governor has to be readjusted as described in the governor manual. If the governor setting is
correct check the maximum RPM during descent. If the RPM increases during descent the Propeller high
pitch stop is set too low. Readjust the high pitch stop at described below.
5.2.1 Adjustment of the high pitch stop

(Refer to Figure 5-3)
Caution: Propellers with feathering got no high pitch stop. If a feathering

propeller increase rpm during descent contact HOFFMANN.
(1) Remove the propeller from the engine according chapter 3.

(2) Change the pitch with the high pitch stop nut.
(3) Turning clockwise (cw) facing the nut decreases high pitch (rpm increase).
(4) Turning counterclockwise (ccw) facing the nut increases high pitch (rpm decrease).
(5) Reinstall the propeller to the engine according chapter 3.
Picture 5-3: Adjustment high pitch stop

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5.3 Feathering Adjustment

During flight with the Engine down and the Propeller in feathering position, the Propeller shout not rotate, as
long as the aircraft speed is on or below the maximum allowed feathering speed.
If the Propeller turns under this condition, the feathering position of the Propeller has to be readjusted. This
occurs very seldom on piston engines.
5.3.1 Adjustment of the feathering pitch stop

Caution: It could be, the Propeller turn in the wrong direction during
feathering. Check first the direction of the Propeller.
(1) Remove the 4 Hexagonal Head Screws and the washers as shown on the Figure 5-4.
(2) Remove the Low Pitch Stop Cap.
(3) Change the pitch with the feathering pitch stop screw.
(4) Turning clockwise (cw) facing the nut decreases feathering pitch.
(5) Turning counterclockwise (ccw) facing the nut increases feathering pitch.
Note: If the Propeller turns in the wrong direction decrease pitch otherwise
increase pitch. Change the pitch only in small steps about an half rotation of
the nut.
(6) Put back the Low Pitch Stop Cap on the Propeller.
determined.
(7) Reinstall the 4 washers and Hexagon Head Screws and torque them (For the correct torque values
see torque table Chapter 10).

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Picture 5-4: Adjustment feathering pitch stop

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6. Maintenance and Cleaning

6.1 Inspection
6.1.1 Daily inspection
precautions given in the flight manual.
Check blade installation. No blade shake is allowed. Blade angle play up to about 1° is permitted. Check the
propeller for loose screws and safety wires, the blades and the propeller spinner for cracks and damage.
Turn blades by hand to check for smooth pitch change. Check the correct position of counterweights, if
installed.
6.1.2 100 hour inspection

To be carried out every 100 hours until TBO(Time Between Overhaul) is reached.
(1) Remove spinner dome. Perform daily inspection. Check flange bolts or stop nuts for correct torque
by applying the required torque only. (Do not loosen the bolts or nuts before.) Check for oil and
grease leakage. Check the sealing of the blade retention nuts. If damaged, repair with silicone
rubber.
6.1.3 Inspection of the blades

To be carried out every daily and 100 hour inspection.
Inspection of wooden composite blades is easy and gives reliable results. Critical conditions will show early
as surface cracks in the paint. Therefore correct judgment of such cracks is very important.
(1) Clean the blades.

(2) Erosion on the leading edge of the blades is normal and not critical. Metal propellers erode too. On a
composite propeller the erosion sheet (Type A or B) becomes visible under the paint.
Picture 6-1: Normal erosion (no matter of concern)

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(3) The area around the blade root between blade body and metal ferrule is sealed with silicone rubber.
NO cracks in the silicone rubber and NO separation from the metal ferrule or the blade are
permitted. A crack might indicate that the blade got loose in the ferrule. The propeller has to be
removed from service IMMEDIATELY
Picture 6-2: Blade root
(4) The erosion tipping (Type A) of the propeller blades ends in the inner third of the blade. Fine cracks
in the paint along the tipping are no reason of concern.
Picture 6-3: Erosion tipping Type A
(5) The erosion tipping (Type B and C) ends in the inner third of the blade. Fine cracks in the paint along
the tipping are no reason of concern. Cracks in the tipping perpendicular to the blade axis are not
dangerous as long as the tipping does not lift off from the blade body. Slide your fingernail along the
leading edge from the hub to the tip. If the tipping lifts off from a crack, remove propeller for repair.
Picture 6-4: Erosion tipping Type B and C

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(6) Fine cracks in the paint or the tipping across the blade axis, especially in the outer third of the blade,
are indications of bending vibration. In an advanced stage the tipping may break or come off piece
by piece. Notches in the tipping support this procedure. If such cracks occur, contact the factory or a
service station, which is authorized by Hoffmann.
Picture 6-5: Fine Cracks in the paint or the tipping
(7) Cracks in the paint or in the blade, starting from the blade tip and extending parallel or at any angle
to the blade axis, are indications for torsional vibrations. Such cracks occur very seldom. If such
cracks occur, contact the factory or a service station authorized by Hoffmann.
Picture 6-6: Cracks in the paint or blade
(8) Hair-cracks in the paint of the blade, starting from the blade tip and / or in the blade root area and
extending in any direction are indications of vibrations or overload of the propeller blade. They are
unimportant as long as they will be paint cracks only. If they start growing quickly and penetrating
into the fibre cover contact the factory or a service station authorized by Hoffmann.
Picture 6-7: Hair-cracks in the paint

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(9) Any damage in the paint in the area behind the metal- or PU- blade tipping has to be repainted
immediately after occurrence. There must not be a joint between metal- or PU- leading edge and the
blade body.
Picture 6-8: Damage in the Paint behind Blade tipping B or C
(10) Normal stone nicks in the fibre cover are unimportant as long as the wooden core is protected.
(11) Air bubbles or any other bubbles under the fibre cover, with a maximum diameter of 1.5 cm (0.6
inch) are unimportant, if size does not increase during operation.
(12) Scratches and nicks in the fibre cover should be protected with water resistant paint during routine
maintenance.
6.1.4 Additional periodic inspections

New propeller-engine-aircraft combinations may require additional periodic inspections between overhaul,
such as partial disassembling and inspection of the thrust bearings. These inspections have to be carried out
in the factory or a service station authorized by Hoffmann.
6.1.5 Overhaul
The TBO(Time Between Overhaul) is normally the same as for the engine, but should not exceed the figures
of HOFFMANN Service Bulletin No. E 1() (latest edition). Overhaul must be carried out in the factory or a
service station authorized by Hoffmann.
6.1.6 Special inspections

(1) Special inspection is required if the max. rated propeller rpm, according the EASA "TCDS", has been
exceeded by more than 10%. If the overspeed was above 20% of the max rated propeller rpm the
propeller has to be removed from service. Repair is not possible. These propellers have to be
marked as rejected.
(2) Special instructions may be necessary for unconventional installations. A conventional installation is
a tractor installation on a single engine aircraft.
6.2 Cleaning
The paint on HOFFMANN composite blades is resistant against fuel, oil and nearly all solvents. The
propeller should periodically be cleaned with any gentle detergent or equivalent and protected with car polish
that does NOT contain silicone. The surface protection (paint and epoxy fibre glass) should be completely
sealed to prevent penetration of moisture into the wooden core. In special case contact an inspector with
appropriate license to assure safe operation.

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6.3 Repair
6.3.1 Minor damage on the blades

Minor damage (small scratches etc.) can easily be repaired. Prior to repair check that there is NO fiberglass
covering and / or wooden core damage. The materials required for repair can be obtained from HOFFMANN.
Proceed as follows:
(1) Clean damaged area with solvent and polish with emery cloth # 220.
(2) If required, apply filler of epoxy resin to fill the bulges. Do not apply too much filler.
(3) Allow filler to dry. Polish the hardened surface with emery cloth # 220.
(4) Apply paint (white, grey, black, blue, red or yellow). It is highly recommended to use original paint,
because resistance and bonding of other paints cannot be guaranteed. Observe the curing time if
several layers of paint have to be applied.
6.3.2 Repair of HOFFMANN composite blades

Presently repair of HOFFMANN composite blades can only be carried out in the factory or by Hoffmann
approved facilities.
Blade tips can be repaired if 90% of the blade remains free of cracks. Trailing edges can be repaired; the
fibre reinforced epoxy covering and the erosion tipping can be replaced.
6.3.3 Leading edge Type B or C

Caution: The leading edge protection has, depending on the type a
thickness of 2mm up to 7mm only. Do not file to deep..
If the leading edge Type B or C shows sharp nicks or becomes jagged then it should be blended using a fine
file or sand paper. Should the leading edge become eroded close to the wooden core or it starts cracking
and small pieces come off the propeller should be returned for repair.
Picture 6-9: Rework leading edge Type B or C

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7. Trouble Shooting
Trouble Probable cause Remedy
Blade shake Blade bearing loose Contact Hoffmann or a Hoffmann approved service
station.
Sluggish pitch change on 1. Cold oil 1. Run engine until a sufficient oil temperatur is
ground reached.
2. Friction of the 2. Move pitch change mechanism by turning the
internal pitch change blades by hand. If excessive friction is revealed,
mechanism contact Hoffmann or a Hoffmann approved service
station.
3. Oil sludge in the 3. Contact Hoffmann or a Hoffmann approved
internal pitch change service station.
mechanism
Surging RPM 1. Trapped air in the 1. Move the propeller control several times over the
propelller complete pitch change range to release air.
pitch change system service station.
3. Wrong governor 3. Contact Hoffmann or a Hoffmann approved
service station.
4. Wrong pitch setting 4. Contact Hoffmann or a Hoffmann approved
of propeller service station.
5. Abrupt movement 5. Move lever slowly and smoothly.
of propeller control
lever
6. Wrong carburetor 6. Contact a Hoffmann approved service station.
7. Oscillation of 7. Contact a approved service station for Repair.
tachometer drive
Differences in RPM during 1. Friction in propeller 1. Contact Hoffmann or a Hoffmann approved
climb, cruise and dive at service station.
the same RPM setting
(Up to ±50 RPM is normal) 2. Friction in governor 2. Contact Hoffmann or a Hoffmann approved
service station.
3. Tachometer Contact a approved service station for Repair.
malfunction

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RPM increase during 1. Oil leakage, visible 1. Contact Hoffmann or a Hoffmann approved
normal operation without from outside service station.
moving the governor
control lever on Models 2. Leakage in internal 2. Contact engine repair station (oil transfer to
using oil pressure to oil system between propeller shaft may be faulty or supply of engine oil
governor and to governor is insufficient).
increase pitch or
propeller causes
decreasing RPM on
blade pitch change
propeller models using oil
pressure to decrease pitch 3. Internal leakage in 3. Contact Hoffmann or a Hoffmann approved
the propeller service station.
4. Malfunction of 4. Contact Hoffmann, exchange governor.
governor drive or
relief valve
Attention: If oil leakage appears suddenly during flight, take care to
minimize oil pressure for pitch change. Accomplish as follows:
Models using oil pressure to increase pitch:
I Set govenor control lever at max. RPM.
II Move power lever back to decrease RPM by at least 100 RPM
continue flight to the next airfield.
Models using oil pressure to decrease pitch:
I Pull governor control lever completely black.
II Reduce power as much as possible to continue flight to the next airfield.
RPM decrease during 1. Failure of governor 1. Contact Hoffmann or a Hoffmann approved
normal operation without speeder spring or service station.
moving the governor sticking plunger in the
control lever on propeller governor
models using oil pressure
to increase pitch 2. Malfunction or 2. Contact an approved service station.
failure of connection
between governor
control lever in
cockpit and lever on
the governor
Attention: Flight may be continued to the next airfield with considerably
decreased power to aviod high manifold pressure. RPM stays low.
Extremely sluggish pitch 1. Oil lines between 1. Contact engine repair station to clean the pipes.
change after moving the governor and
governor control lever. propeller are closed
(RPM changes with flight
speed like a fixed pitch
prop cylinder service station.
prpeller)
3. Failure of internal 3. Contact Hoffmann or a Hoffmann approved
pitch change service station. Failure may occer suddenly.
mechanism of
propeller
To 1. and 2.: This malfunction does not appear abruptly. Function worsens
slowly. It should be found during the propeller check before the flight.

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Oil leakage visible from Internal sealing Contact Hoffmann or a Hoffmann approved service
outside damage station.
Attention: Flight may be continued to the next airfield with considerably
decreased power to avoid high manifold pressure. RPM stays low.
Vibration or rough running 1. Unbalance 1. Perform dynamic balancing
engine
2. Propeller remains 2. Contact Hoffmann or a Hoffmann approved
in high pitch. service station.
Indicated by high
manifold pressure
and/or low RPM

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8. Shipping and Storage

8.1 Shipping
Careful packing is the best protection to avoid damage during shipping. Therefore HOFFMANN provides
special wooden or cardboard boxes, which are re-useable if they will be treated carefully. The blade tips,
leading and trailing edges have to be protected sufficiently.
8.2 Storage
No propeller should be stored standing on the blade tips. The best is to store the propeller in the original
packing.
Special preservation of HOFFMANN composite blades is not necessary; the existing surface protection is
sufficient. Also the hub does not need preservation if the propeller is stored in a dry room. The propeller
should not be stored near heating systems or in rooms with extreme temperature changes.
Note: For the maximum storage time, plese refer to SB (E)1()

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9. Specials
There are no special instructions for the HO-V343 Propeller.

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10. Drawings and Tables
Drawing/ Table Pages
Drawing HO-V343(K/L/B) 10-2
Drawing HO-V343F 10-3
Drawing HO-V343()-V 10-4
Parts List HO-V343()-() 10-5
Torque Table 10-6

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10.1 HO-V343(K/L/B) - Drawing
Picture 10-1: HO-V343(K/L/B)

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10.2 HO-V343F - Drawing
Picture 10-2: HO-V343F

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10.3 HO-V343()-S
Picture 10-3: HO-V343()-S

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10.4 Parts List HO-V343()-()
Pos. Qty. Part Name Part-No. Remark
1.2 1 O-Ring PRP231-N70 K/L/B- Flange
1.8 6 Washer VP20-528 B- Flange
1.9 6 Flange Bolt AN76-12 B- Flange
1.29 2 Groove Nut VP20-749
1.30 1 Safety Washer DIN462-20x1
1.43 1 Center Ring VP20-517 K/L/B- Flange
1.44 1 O-Ring PRP228-N70 K/L/B- Flange
1.45 6 Flange Bolt VP20-1353 K– Flange
1.46 6 Washer VP20-618 K- Flange
1.49 6 Flange Bolt B6489-25 L– Flange
1.50 6 Washer B6526-7 L- Flange
1.62.5 6 Stud A-2429-4 F- Flange
1.62.6 2 Dowel Pin A-4001 F- Flange
1.63 6 Washer NAS1149F0863P F- Flange
1.64 6 Stop Nut A-2044 F- Flange
1.67 1 O-Ring PRP233-N70 F- Flange
1.68 1 Center Ring VP20-1147 F- Flange
1.109 1 Low Pitch Stop Cap VP20-1885+ HO-V343()-S
1.110 1 Low Pitch Stop Screw VP20-1893 HO-V343()-S
1.111 4 Washer DIN433-2-8,4 HO-V343()-S
1.113 4 Hexagonal Head Screw DIN912-M8x45-8.8-Zn HO-V343()-S
3.2 *) Spinner Screw MS51958-62
3.3 *) Plastic Washer A-1020

*) Quantity depends on the Spinner installed.

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10.5 Torque Table

Caution:.To apply the torque the running torque of the nut or bolt has to be
determined, and added to the nominal value.
Caution: The values are for dry threads.
Description Thread diameter Torque nominal
Flange Bolt K- Flange 1/2”-20UNF 80-90Nm (765-780 inlbs)
Flange Bolt L- Flange 7/16” -20 UNF 55-60Nm (480-525 inlbs)
Flange Bolt B- Flange 3/8” -24 UNF 35-41Nm (310-365 inlbs)
Stop Nut F- Flange 1/2”- 20 UNF 80-90Nm (765-780 inlbs)
Spinner Screw No.10-32 UNF 2.5-3.0Nm (22-27 inlbs)

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Docking Survey Checklist

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Manual No.

OPERATION AND MAINTENANCE MANUAL

Hoffmann Propeller GmbH & Co. KG

Your Hoffmann Crew.

Warnings, Cautions and Notes

Warning: Calls for attention to use of materials, methods, processes,

Caution: Calls attention to methods and procedures which must be followed

INTRO PAGE III

Table of Contents and Revisions

Chapter Pages Revision Date

1 Description 1-1 to 1-4 A July 2011

2 Construction 2-1 to 2-2 A July 2011

3 Installation 3-1 to 3-4 A July 2011

4 Operation 4-1 to 4-4 A July 2011

5 Adjustment 5-1 to 5-5 A July 2011

6 Maintenance and Cleaning 6-1 to 6-5 A July 2011

7 Trouble Shooting 7-1 to 7-3 A July 2011

8 Shipping and Storage 8-1 to 8-1 A July 2011

9 Specials 9-1 to 9-1 A July 2011

10 Drawings and Tables 10-1 to 10-6 A July 2011

Record of Revisions to this Manual

Rev. Description Date

A Feathering Propeller HO-V343()-S incorporated. New document-structure and new Feb 12

INTRO PAGE VII

1.1.1 HO-V343(); HO-V343()-F

DESCRIBTION PAGE 1-1

1 Hoffmann GmbH & Co. KG

3 Number of basic Model

6 Number of hub extension from blade center to flange

7 Hydraulic pitch change

8 Minor changes not affecting interchangeability

PAGE 1-2 DESCRIBTION

1.2.2 Designation of the Blade

9 Rotation Mode, Position Pitch Change Pin and Tipping

11 Designation of blade design

12 Designation of blade twist

15 Decrease (-) or increase (+) of basic diameter in cm

Figure 1-1: Blade Decal (Example only)

DESCRIBTION PAGE 1-3

1.2.3 Design Data

Pmax 190kW (260hp)

nmax 2700 1/min

Diameter: about 190cm

Pitch change range max: about 80°

Weight: 18kg (40lbs)

Weight of the spinner: 1.7kg (3.75lbs)

Polar moment of inertia: About 1.8kgm² (6150lbsin²)

Governor: Woodward 210xxx series,

PAGE 1-4 DESCRIBTION

- Spinner assembly (if applicable)

- Counterweight assembly (if applicable)

2.1 Hub assembly

2.2 Blade assembly

CONSTRUCTION PAGE 2-1

2.3 Spinner assembly

PAGE 2-2 CONSTRUCTION

Caution: Propeller installation is subject to an immediate inspection by a

3.1 Installation the K, L and B – Flange Propeller

Warning: Do not install an additional O-ring on the engine flange.

Caution: To apply the torque a calibrated torque wrench has to be used.

INSTALLATION PAGE 3-1

3.2 Installing the F – Flange Propeller

Warning: Do not install an additional O-ring on the engine flange.

(1) Apply a thin coat of oil to the O-ring (H3.1)