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– and them – adapt as the industry and the technology changed,” Sawyer pointed out. “There are still guys like Red out there in the propeller world. They’ve created new techniques and technology to improve our processes in the repair stations – things like a report for service bulletins similar to CAMP – but specific to propellers and automated blade measuring systems using laser sensor technology, MRP tracking software, and, of course, spe- cialized tooling,” he said.
Sawyer shares a pilot’s perspec- tive in advising customers to “always inspect your propeller before f light. Look for surface irregularities, dents, delamination, scratches, corrosion. Know what repairs can be made in the field. When in doubt, let your local prop shop check it out!”
“Don’t forget the same applies to your spinner and hub. Check for surface damage such as cracks,
Rebecca Williams and Randy Lammon of Yingling Aviation.
twin over the same consistent f light pattern, it’s a good idea to occasionally rotate your propellers. Finally, I per- sonally would not use reverse except in short-field landings or emergencies. You can control your speed by taxiing in beta without producing thrust and it will reduce potential blade damage.”
Another savvy industry veteran is Bob Finke of International Propeller in Lincoln, Nebraska. He fits the mold of Red Phillips and touts the collabora- tion and cooperation of the “propeller community,” too. He spent 25 years at Duncan Aviation before he and anoth- er former Duncan colleague, Scott Lau, started International Propeller five years ago. Bob is on the board of WAPA and says, “It’s awesome – we communicate with other members virtually every day to find overhauled or used parts, compare techniques and do what we can to keep our clients’ costs down. I have email addresses for virtually every prop shop in the world,” he added.
Finke also has a vast worldwide cli- entele. International Propellers was named the Exporter of the Year for the Midwest Region three years ago by the Small Business Administra- tion (SBA). “We deal primarily with turbine operators but we have lots of owner-pilot customers, too. My current inventory includes everything from metal single-engine aircraft props to five-bladed composite models for the King Air 350 – and if I don’t have what a customer needs, I have the means to find it quickly,” he said.
At the home of Raisbeck Engineering in Seattle, Washington, Director of Sales Rob Richardson has been helping owners maintain and upgrade their propeller-driven aircraft for decades... and he has seen lots of changes over the years. Raisbeck has been devel- oping performance and aerodynami- cally designed enhancements for OEM production aircraft since 1982 and received its first STC for propel- lers in 1985.
“Back in the 1980s, we were work- ing on corporate-owned, crew- f lown turboprops, both Part 91 and Part 135 operators. Now, a lot of those same airplanes are privately owned
“Propellers are technically a shelf-life item. There are certain things we do to protect the integrity and durability of the products, but the hardest part of maintaining propellers may be to get the customers to pay attention to them.”
ensure the spinner and attaching parts are “normally” tight, and take a glance at the back of the hub and ensure the hub’s surface is not damaged. Unless it’s absolutely necessary, avoid high static RPM on dirt, gravel or rocky runways. Even glancing around the ground or ramp and removing any debris can go a very long way in pro- tecting your propeller,” he advised.
He also recommended wiping the propeller with a lightly oiled rag after each f light, especially if f lying in a corrosive environment. When
20 • TWIN & TURBINE / May 2021
it comes to the propeller’s finish, he cautioned against a “spray can” over- haul – just putting a quick coat of paint over problems. Know the correct pro- cedures for your paint. It is important to maintain good paint coverage, one for safety and another for longevity. Better yet...call your local propeller shop to ensure it’s done right.
“Some things just don’t occur to operators, I guess, such as avoiding pushing or pulling the aircraft by the propeller blades or spinner,” he added. “I also suggest that, if you are flying a