Ata 61 Propeller PDF

ATA 61 PROPELLER
Copyright © 2011-2012 - ATR Training Centre - All right reserved For Training Only
61.00 GENERAL Presentation
The propeller installed on the aircraft is a six blades HAMILTON STANDARD 568F.
Blade is made with composite material.
- The propeller is driven through a reduction gear box (RGB) by the free or power turbines.
- The propeller is a variable pitch type, hydro mechanically controlled and which can move from feather to reverse configurations.
Note : The turbine that drives the RGB can be described either as a free turbine or a power turbine.
Propeller oil supply and assembly:
- The Propeller Valve Module (PVM) is the main component of the blade angle and speed governing controls. PVM receives mechanical and
electrical inputs from flight compartment and enables propeller pitch change operation.
- An overspeed governor, an HP pump and an auxiliary feathering pump are installed on the engine reduction gear box. The overspeed
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governor protects the propeller from overspeed.
The propeller oil supply is composed of:
- an internal oil cavity (always full),
- a HP pump and a feathering pump,
- an overspeed governor,
- a Propeller Valve Module (PVM)
- an oil transfer tube,
- a pitch change mechanism.
The Main components of the propeller assembly are:
- a hub,
- six blades with electrical de-icing system,
- a propeller spinner,
- a bulkhead for spinner attachment with slip rings.
Blade angle and speed governing controls:

In the flight compartment, propellers are controlled and monitored by:
- Condition Levers
- Power Levers
- The Automatic Take-off Power Control System (ATPCS). In case of an engine failure, failed engine is autofeathered and safe engine is
uptrimmed.
Blade angle and speed governing controls:
- A Propeller Electronic Control (PEC) is fitted on each engine. It is a dual channel electronic box which provides control of the propeller pitch
change system. Propeller synchrophaser is one function of the PEC (a synchrophasing pulse generator is located near the propeller mounting
flange).
- The Propeller Interface Unit (one PIU per PEC) is an electronic box located in the electronic bay that realizes the interface between the PEC
and the flight compartment with propeller speed selection and PEC fault indicating logics.
Propeller protections:
- A mechanical backup system provides several protections to the propeller system:
- a low pitch protection: When the oil transfer tube moves to the decrease pitch direction (minimum flight blade angle), a metering window
drains some overspeed governor pressure (Secondary Low Pitch Stop protection). fine pitch pressure is metered to maintain propeller blade pitch
at the low pitch stop setting.
- Propeller overspeed protection: the propeller overspeed governor avoids propeller Np overspeed
- In case of loss of hydraulic supply pressure at a positive blade angle. Blade counterweights give protection from overspeed or excessive drag
(blades will turn forward coarse-pitch with centrifugal force).
The Propeller Indicator System:
A propeller speed sensor is fitted on the Reduction Gear Box (Np indicator).
It allows propeller speed indicating in the flight compartment
The Propeller Brake System:
A propeller brake is fitted on the reduction gear box of the right engine.
It enables to stop propeller rotation when engine is running and to use Right engine gas as a pneumatic and electrical (DC) generation source
(Hotel Mode operation)
Propeller nosiness is reduced by 6 blades propeller shapes and Propeller Electronic Control (PEC).
61.00 GENERAL Cockpit Panels
Engine Warning Display (EWD) is located on the center instrument panel.

NP indication is displayed in the Engine Display (ED) window on the upper half of the EWD. The following crew alerting information with associated
procedures are displayed on the lower half of the EWD :
Propeller Brake panel is located on 27 VU overhead panel.
Power Management panel 401 VU is located on center instrument panel.
ATPCS control panel 400 VM is located on center instrument panel.
61.00 GENERAL Cockpit Panels
Right maintenance panel 702VU :

- Several tests and control device are provided, for maintenance purpose only.
- All buttons on this panel are to be used on ground only.
- A bite loaded magnetic indicator on RH maintenance panel turns amber when a system failure has been recorded.
ATPCS TEST Panel 114VM is located on the rear part of the centre pedestal.
CL (Condition Lever) are located on center pedestal.
PL (Power Lever) are located on center pedestal.
MCDU:
The maintenance bite function allows the display of maintenance information through the MCDU, located on the center pedestal.
61.00 GENERAL Cockpit Displays
Propeller speed indication (Np) Is displayed in the Engine Display (ED) window on the upper half of the EWD.
The NP indication is composed of :

- A green, amber or red digit (NP counter) give numeric NP indication.
Following local alert are displayed:
- SGL CH amber flag is displayed when one PEC channel is lost.
- ATPCS protection: Failure of an engine causing UPTRIM on opposite engine and AUTO FTR on failed engine.
- LO PITCH green flag indicates that the propeller pitch is low on ground.
- LO PITCH amber flag indicates that the propeller pitch is low in flight.
- NO REV flag when any propeller pitch remains above low pitch with PL below FI.
The PROP BRK blue label:
- PROP BRK blue label is displayed when propeller brake is fully locked.
61.00 GENERAL Interfaces
Propeller system is composed of :

- Propeller Oil supply and assembly,
- Propeller protection and indicating systems,
- A propeller brake is fitted on the right engine to enable Hotel Mode operation,
- Blade angle and speed governing controls.
Electrical system provides power to all propeller system.
Propellers are fitted on the reduction gearbox of the engines. Engines provides oil supply to the propeller system. Blue hydraulic system supplies
propeller brake.
Power plant includes an ATPCS (Automatic Take-off Power Control System). In case of one engine failure, failed engine is autofeathered and safe
engine is uptrimmed.
Power levers and condition levers control engines and propeller system.
A PEC (Propeller Electronic Control) is a dual channel electronic box which provides control of the propeller pitch change system.
When fire-handle is pulled, failed engine propeller is feathered (minimum aerodynamic drag).
Blade anti-icing is electrically supplied by ice and rain protection system.

Propeller system provides Alternative Current Wild generation to the aircraft.
Electrical control signals permits to ensure the system operating.
61.00 GENERAL Exercises
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61.10 HYDRAULIC CONTROL AND ASSEMBLY System Description
The propeller system is supplied with engine oil. Propeller oil supply and controls comprise following components :
- An internal oil cavity is fitted on the reduction gear box (RGB).
- A HP pump is installed between the reduction gear box and the overspeed governor.
- An electrical feathering pump is installed on the front right side of the engine gear box.
- A Propeller Valve Module (PVM) is secured on the reduction gear box by means of an adapter.
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61.10 HYDRAULIC CONTROL AND ASSEMBLY System Description
The propeller assembly is composed of :

- 6 blades with external de-icers and counterweights,
- a hub,
- a pitch change actuator,
- a spinner,
- a bulkhead for spinner attachment with the slip ring assembly,
- an oil transfer tube,
- a Propeller Valve Module (PVM).
61.10 HYDRAULIC CONTROL AND ASSEMBLY Oil Supply System Operation
The propeller system is supplied with oil from the engine lubricating system, via the internal lines of the propeller Reduction Gearbox (RGB).
Engine oil supplies the RGB internal cavity from which the feathering pump and HP pump get oil. The cavity is always full to allow propeller
feathering in case of engine oil loss.
Oil from the internal cavity is also used to lubricate RGB gears and bearings.
The propeller valve module receives pressure oil from the HP pump and from the electrical feathering pump (when energized).
Pressure oil is supplied to the pitch change mechanism through the oil transfer tube.
61.10 HYDRAULIC CONTROL AND ASSEMBLY Assembly Operation
Following modes are processed by the PEC (Propeller Electronic Control):

- Propeller speed governing,
- Beta and reverse mode,
- Feathering and unfeathering,
- Synchrophasing.
As a result, the PEC supplies a command current to the Electro Hydraulic Valve (EHV) to get the calculated pitch change rate.
Note: EHV is part of the Propeller Valve Module.
High pressure supply from the HP pump or feathering pump (depending on the mode) will be modified into a metered pressure. The valve will
route the metered pressure through the oil transfer tube either to the decrease or increase pitch change of the pitch change actuator.
An increase pitch signal will cause the slide valve to route the metered pressure to the increase pitch chamber of the pitch change actuator and to
connect the decrease pitch chamber to the return.
As a result the actuator moves rearward driving the blades to increase pitch and, as the oil transfer tube is attached to and moves axially with the
pitch change actuator yoke, oil transfer tube axial position is a direct indication of the propeller blade pitch.
Motion of the oil transfer tube contacts the RVDTs (Rotary Variable Differential Transformers) which transmits to the PEC the position of the
propeller blade angle (blade angle position feed back).
When the blade angle position feedback to the PEC is in accordance with the command, operation ceases.
A decrease pitch change signal will cause the slide valve to route the metered pressure to the decrease pitch chamber of the pitch change actuator
and to connect the increase pitch chamber to the return.
As a result, the actuator moves forward driving the blades to decrease pitch and, as the oil transfer tube is attached to and moves axially with the
pitch actuator yoke, oil transfer tube axial position is a direct indication of the propeller blade pitch.
Motion of the oil transfer contacts the RVDTs (Rotary Variable Differential Transformers) which transmits to the PEC the position of the propeller
blade angle (blade angle position feedback).
When the blade angle position feedback to the PEC is in accordance with the command, operation ceases.
61.10 HYDRAULIC CONTROL AND ASSEMBLY Exercises
61.10 HYDRAULIC CONTROL AND ASSEMBLY Exercises
61.10 HYDRAULIC CONTROL AND ASSEMBLY Exercises Level 2
61.10 HYDRAULIC CONTROL AND ASSEMBLY Internal Cavity
An internal oil cavity is located in the propeller Reduction Gearbox (RGB) behind the auxiliary feathering pump.
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61.10 HYDRAULIC CONTROL AND ASSEMBLY Internal Cavity
The cavity is fed with filtered oil from the engine oil system.
It allows operation for 30s of the auxiliary feathering pump even with engine oil supply lost.
Note: The internal oil cavity volume is 3.6 liters.
61.10 HYDRAULIC CONTROL AND ASSEMBLY HP Pump
An HP pump is installed between the Reduction Gearbox and the overspeed governor.
61.10 HYDRAULIC CONTROL AND ASSEMBLY HP Pump
The HP pump is a constant flow type. It is driven by the propeller Reduction Gearbox.
The HP pump provides oil pressure to the propeller system.
The HP pump is provided with a pressure relief valve and protected by a pump mounted check valve.
Note: It ensures oil pressure supply to the propeller system at 1,000 ± 50 PSI (70 ± 3.5 bar).
61.10 HYDRAULIC CONTROL AND ASSEMBLY Feathering Pump
An electrical feathering pump is installed on the front right side of the engine gearbox.
Location on the schematic.
61.10 HYDRAULIC CONTROL AND ASSEMBLY Feathering Pump
The electrical feathering pump supplies high pressure oil (690 PSI) to feather/unfeather the propeller.
It is supplied by 28VDC. When energized, the auxiliary motor and pump can supply approximately 7.2 liters per minute.
Note: Feathering pump electrical motor is heat sensitive. Allow 10 minutes cooling time if the pump is activated more than 30 seconds.
61.11 HUB BLADES ASSEMBLY Hub
The one piece steel hub is attached to the propeller shaft by means of bolts.
61.11 HUB BLADES ASSEMBLY Hub
The Hub enables the installation of :

- a pitch change mechanism fixed by means of bolts,
- six blades with their retention devices,
- a bulkead fixed by means of bolts.
The hub encloses the propeller lubrication oil. It contains 5.2 liters and can be filled by means of a pressure relief valve and adapter assembly.
Note: The filling assembly enables the hub to be pressurized with dry and filtered air or nitrogen. Then, the blade seal can be correctly seated
when assembling the propeller or during blade change.
61.11 HUB BLADES ASSEMBLY Pitch Change Mechanism
The propeller pitch change mechanism is mounted on the propeller hub.
It is composed of :
- yoke actuator,
- an actuator piston,
- an actuator dome,
- an increase and decrease pitch chamber.
Each blade is turned by means of a torque pin in the blade butt, off-centered in such a manner as to provide a crank arm.
The torque pin rides in a yoke which is moved axially by hydraulic pressure and, in turn, translates pitch change forces into blade rotation.
The double acting pitch change actuator receives hydraulic oil flow for the increase and decrease pitch chambers via dual concentric oil transfer
tubes. The dual, concentric propeller oil transfer tube is located in the propeller drive shaft in the reduction gearbox.
It provides the interface between the stationary control system and the rotating pitch change actuator. It provides the hydraulic supply pressure to
the actuator and the blade angle feedback signal to the propeller valve module.
The loss of hydraulic pressure will result in increasing blade pitch due to the blade counterweights centrifugal twisting moments.
61.11 HUB BLADES ASSEMBLY Blades
Each blade is fitted on a hub.
Each propeller blade has a composite spar/shell which is bonded to :

- a solid steel tulip,
- two ball bearing races integral with the blade shank,
- a blade de-icer,
- a nickel leading edge sheath,
- an anti-erosion film,
- an off-center blade trunnion,
- a counterweight.
Cavities in the leading and trailing edges are filled with low density polyurethane foam.
Two grids for the blade airfoil and tip are connected to the tulip to provide lightning protection.
61.11 HUB BLADES ASSEMBLY Blades Retension Device
The Blades Retension Device is located inside the Hub.
61.11 HUB BLADES ASSEMBLY Blades Retension Device
The blade retention device is composed of:

- 2 ball separators which permit installation of two rows of hardened-steel ball bearing,
- a blade retaining ring,
- a spherical packing with a plate retainer.
61.11 HUB BLADES ASSEMBLY Spinner
The Spinner is located at the front of the blades.
61.11 HUB BLADES ASSEMBLY Spinner
The aluminium spinner is guided on the stationary dome of the pitch change mechanism.
It is attached by means of 12 screws.
61.11 HUB BLADES ASSEMBLY Bulkhead
The bulkhead is fitted to the rear of the propeller hub with bolts.
61.11 HUB BLADES ASSEMBLY Bulkhead
The bulkhead is made of fiber-glass reinforced with plastic. It supplies the structural support for the spinner.
The bulkhead contains :
- propeller balancing screws and washers,
- propeller blades anti-icing slip rings and leads
- synchrophaser pulse sensor actuator.
61.11 HUB BLADES ASSEMBLY Oil Transfer Tube
The Oil Transfer Tube is located between Propeller Valve Module and Pitch Change mechanism, through the reduction gearbox.
61.11 HUB BLADES ASSEMBLY Oil Transfer Tube
The oil transfer tube enables mechanical and hydraulic connection.

It is composed of:
- Headless straight pin,
- External seals,
- Two concentric steel tubes,
- Internal seal,
- Various shims,
- Secondery low pitch stop valve notch,
- Increase and Decrease pitch notches.
61.11 HUB BLADES ASSEMBLY PVM Oil Supply
A Propeller Valve Module (PVM) is mounted on the aft face of the engine propeller reduction gearbox, in the propeller centerline. The PVM is
secured on the reduction gearbox by means of an adapter and a clamp.
Note: This hydromechanical unit receives inputs (electrical, mechanical and hydraulic) from the propeller, aircraft and the Propeller Electronic
Control (PEC).
It supplies information to the PEC, and provides pitch change oil to the propeller pitch change actuator.
Note: The PVM also provides an emergency feather and backup to the primary low pitch stop. The PVM improves accuracy and increases
reliability of the propeller system.
The PVM includes the following elements:

- engine Condition Lever mechanical input,
- engine Power Lever mechanical input,
- Electro-Hydraulic Valve (EHV),
- protection valve,
- electrical feather solenoid,
- secondary low pitch stop retract solenoid,
- blade angle feedback.
Note: All the elements in the PVM will be described in the PVM components.
61.20 CONTROLLING System Description
In flight, only the Power Levers (PL) have to be moved. The Condition Levers (CL) remain in AUTO selected position.
Propeller has a constant speed and variable blade angle.
The Propeller Valve Module receives inputs (electrical, mechanical and hydraulic) from the propeller, aircraft and a Propeller Electronic Control
(PEC). It supplies information to the PEC, and provides pitch change oil to the propeller pitch change actuator.
The PEC is a dual channel electronic box which provides closed loop control of the propeller pitch change system. It controls speed governing,
synchrophasing, provides beta scheduling, feathering and unfeathering. In addition to its control functions, the PEC will detect, isolate, and
accommodate systems faults.
The PIU (Propeller Interface Unit ), one per PEC, is an electronic box located in the electronic bay that realizes the interface between the PEC and
the flight compartment with propeller speed selection and PEC fault indicating logics.
The PWR MGT Selector Switch transmits the propeller speed selected by the crew to the PEC as follow:
TO, MCT : 100% NP
CLB, CRZ : 82% NP
Synchrophasing system provides propeller synchrophasing capability.

Engine 1 (LH side) is the synchrophasing master and the Engine 2 (RH side) is the slave.
The propulsion unit includes an automatic Take-off power control system (ATPCS) which, in case of an engine failure during take-off, provides the
up trimmed take-off power on the remaining engine, combined with automatic feathering of the failed engine propeller.
This system enables take-off power to be reduced by an amount approximately 10% below that certified by the engine manufacturer.
This prolongs engine/propeller life without affecting take-off performance. In case of an engine failure, the remaining engine is automatically
increased from take-off power to max rated take-off power. Full ATPCS (i.e. uptrim and auto-feather) is only available for take-off.
ATPCS controls are located on the center instrument panel.
When ARM green light illuminates, ATPCS is available.
61.20 CONTROLLING System Operation
Blade angle and speed controls:

- FUEL GOVERNING:
- This is the ground governing mode at low power. The EEC automatically increases the fuel flow so as to maintain propeller speed (Np =
70.8%). The Condition Lever (CL) is ineffective (normally placed at AUTO).
Note: this control mode is cancelled :
- when EEC is OFF,
- when the propeller is in feather position or test leading to a propeller speed decrease,
- when PEC set to OFF.
- TRANSITION MODE:
- This is the mode between the fuel governing mode and the blade angle governing mode.
- It only applies on ground, or in flight at low power and low speed. The Np speed is comprised between 70.8% and PWR MGT selection (82%
or 100%).
- BLADE ANGLE AND SPEED CONTROLS:

- This is the normal governing mode. The PVM adjusts the propeller pitch according to the power setting in such a way as to maintain a constant
propeller speed Np.
- Governing is available whether the EEC is ON or OFF, CL commands Np propeller speed ("AUTO" position), PL commands power (and
therefore TQ, at a given Np), PWR MGT selects Np propeller speed (82% or 100%).
Note: The control operation may be summarized through the graph, depicting evolution of the propeller speed Np function of PLA.
Assuming engine is running with Power Lever at GI (Ground Idle position) and Condition Lever at FTR (Feather position).
When the Condition Lever is moved from "FTR" to "AUTO" :
- propeller unfeathers and speed increases,
- the fuel governing mode is activated (one third below "AUTO").
During unfeathering operation, "SGL CH" illuminates then extinguishes.
Note: On ground, at each propeller unfeathering, the low pitch protection is tested by the PEC and the back-up channel is used during 2s indicating
the correct operation of this channel.
Following unfeathering operation propeller blade angle reaches the low pitch blade angle which is set by the Power Lever, read on the PVM, then
sent to the PEC.
The PEC computes a pitch angle in accordance with the "GI" position. This is indicated by the LO PITCH light. Propeller speed is 70.8%, this
speed is controlled by the EEC which trims the fuel to maintain this speed.
This is call the fuel governing mode. As a result ACW is available.
Note: Fuel governing mode is invalid with EEC "OFF" or faulty, or PEC "OFF".
Moving the Power Lever from "GI" to "FI" causes torque to increase because blade angle increases. This is due to the new setting of the Power
Lever. As a result, beta angle increases.
Meanwhile the EEC maintains the propeller speed at 70.8.
Moving the Power Lever above "FI", blade angle continues to increase and torque as well. the LO PITCH light extinguishes.
Propeller speed is maintained at 70.8 (fuel governing is still operated).
As Power Lever is continuously pushed forward, blade angle and torque increase.
Propeller speed leaves 70.8 to increase : this is called the transition mode.
At 62° PLA position, 100% Np is selected by the PIU provided that "TO" is selected on the PWR MGT panel.
Note: At that time, it is still a speed selection as long as take-off power is not available so, the propeller is still operating in transition mode.
When the Power Lever is positionned in the take-off notch identified by the white mark, the propeller leaves the transition mode for the propeller
speed governing mode. Now the propeller speed is governed by the PEC, comparing the speed selected to the actual propeller speed detected by
the speed sensors, if an error between both signals is detected the PEC provides a signal to the PVM to maintain the selected speed.
Feathering, autofeathering, ATPCS test and LO PITCH test cause the propeller speed to drop normally by increasing the blade angle. In these
cases, the fuel governing mode is cancelled and the EEC does not add fuel anymore. Should the cancel function fails, this would lead to
overtorque, increase of fuel flow and ITT increase.
Note: The fuel governing mode is confirmed cancelled in Hotel Mode.
Synchrophaser:
- Selection of synchrophasing is fully automatic in the PEC. When both propellers have stabilized at the selected propeller governing RPM,
synchrophaser control is initiated. Speed control and synchrophasing accuracy supplied by the PEC limits the amount of bias the synchrophaser
can give to the slave propeller speed to ± 6 RPM. If the RPM of either propeller differs from the selected governing RPM of the slave propeller by
more than 6 RPM, synchrophaser control is de-activated.
- The master propeller incorporates an additional, single coil pulse generator to supply a signal to the slave propeller PEC (ENG 2). This
redundant, separate pulse generator, is used to assure that a coil failure on one propeller will not affect the operation of the other. These features
make it possible to use synchrophasing during take-off since the slave propeller RPM will not be affected in the event of failure of the master
engine (ENG 1).
Propeller speed governing:

Propeller speed is mainly selected by the power management selector "PWR MGT".
Speed selections are:
- TO and MCT: 100% Np,
- CLB and CRZ: 82% Np.
Note: In addition, the selector provides power rating to the EEC.
At take-off with the power management selected at "TO" and the Power Lever above 62°, the internal logic within the PIU selects the requested
propeller speed i.e. 100%.
The selected speed is routed to the PEC through the normally closed relay controlled by the Condition Lever in "AUTO" position.
The PEC compares the sensed propeller RPM to the selected governing RPM. The PEC calculates a pitch change direction and rate to correct the
RPM error. The corrected pitch change rate is computed based on:
- magnitude of RPM error,
- rate of change of RPM error,
- aircraft operating condition (airspeed and altitude).
The computed blade angle is sent to the torque motor driver which controls the EHV which meters the oil pressure to the propeller pitch change
actuator.
Note: The primary channel is normally on control in a healthy system.
Changes in blade angle are fed back to the PEC through the blade angle RVDT to close control loop.
Selecting "CLB" (climb) provides a new speed setting to the PIU which selects 82%.
Note: Operation is the same as previously. This is also true for "MCT" (maximum continuous) and "CRZ" (cruise).
During approach, "TO" is selected but the selection is not 100% : it is 82% (memorized by the PIU). This speed is used to minimize the noise
during approach.
Note: the power lever is below 62° (for instance "FI").
In case of GO AROUND the Power Lever is selected above 62° arming the propeller speed selection at 100%.
If the system fails, selecting the Condition Lever to "OVERRIDE" de-energize the relay which routes the information between the PIU and the PEC.
In case of loss of information, the PEC schedules a propeller speed at the default speed: the default speed is set at 100% Np.
In no fault condition, following touchdown, a ground/flight logic reset 82% Np to 100% to allow the reverse operation. The overspeed governor
(refer to overspeed operation) will allow momentary propeller overspeed to reach full reverse operation. In any case, overspeed is limited to 15s.
ATPCS:
- ATPCS means Automatic Take-off Power Control System.
ATPCS arming conditions are the following:
- ATPCS "ARM" pushbutton is pressed in,
- "PWR MGT" selector at "TO" position,
- Power Levers 1 and 2 above 49°,
- Torque indicators above 46%.
Both AFUs exchange torque information.
When the conditions are met, each AFU provides a signal to each MFC.
MFCs, in turn, output a signal causing the "ARM" green light to illuminate.
Once armed, during take-off phase, if an engine fails and when the torque drops below 18%:
- the remaining engine is uptrimmed, and 2.15s later...
- the failed engine propeller is autofeathred and ATPCS disarmed,
- "ARM" green light extinguishes.
Note:Uptrim function is de-activated when "TO" position is de- selected. Autofeather function is inhibited on the opposite engine.
Should an engine failure occurs at Go around, the good engine will not be uptrimmed, and only autofeather of the propeller of the faulty engine is
available.
61.20 CONTROLLING Reading of PEC Memory
Procedure for reading failure code recorded by the PEC:

- this procedure is performed engines shutdown.
By means of MCDU select "maintenance page" and "PEC / EEC" page.
Place EEC/PEC selector switch in PEC position.
Select "code PEC 1" for engine 1. Code 1 appears on the display, the reading sequence is initialized.
On maintenance panel, lift the safety and place selector in LRU position, then replace it in its initial position.
The failure code is displayed in plan text on the MCDU.
Repeat the action on the selector, until failure code 2 is displayed. The reading of PEC memory is completed.
Note: The signification of each code is also given in hamilton standard maintenance manual fault isolation.
61.20 CONTROLLING Reading of PEC Memory
On the right maintenance panel, set EEC / PEC SEL in center position.
On MCDU, return to the main menu.
End of this maintenance operation.
61.20 CONTROLLING Trim PEC Procedure
Conditions before trim:

- the A/C must be on ground and the propeller must be positioned on their feather position,
- EEC push button selected (No fault / no off),
- PEC push button selected (No fault / no off),
- Condition lever in Feather (FTR) position.
Place EEC / PEC selector in PEC position.
On MCDU, select "Maintenance" submenu then "PEC / EEC".
Select Trim PEC1.
Execute actions displayed on the MCDU :

- Place "PWR MGT" selector in "CRZ" position,
- Place Power lever in "TO" notch,
- Read on MCDU the FDEP code 0057,
- Place selector switch in "TRIM" position during more than 5 seconds,
- On MCDU "TRIM in progress",
- After 5 seconds the MCDU message "TRIM OK AT TO" appears if trim successful,
- Read on MCDU the FDEP code 3457.

- release TRIM switch,
- read on MCDU the FDEP code 3057,
- place Power Lever in "FI" position,
- place selector switch in "TRIM" position during more than 7 seconds,
- on MCDU "TRIM in progress",
- read on MCDU the FDEP code 3437.
- after 7 seconds the MCDU message "TRIM OK AT FI" appears if trim successful and read on MCDU the FDEP code 7437.

- release TRIM switch and read on MCDU the FDEP code 7037.
- place Power Lever in "GI" position,
- read on MCDU the FDEP code 7017,
- place "PWR MGT" selector in "TO" position,
- read on MCDU the FDEP code 7014.
The TRIM PEC procedure is completed. Replace EEC / PEC selector in neutral position.
On MCDU return to the MPC menu.
61.20 CONTROLLING Check Recording of PEC Failure Message on MFC Maintenance Panel
The maintenance BITE function allows the display of maintenance information through the MCDU.
The MPC gets access to existing MFC BITE data in the relevant computer and makes the maintenance functions available.
The basic memory or the flight fault memory choice gives access to the same menu : Select "BASIC MEMORY".
Select "MFC/MISC4" Sub-menu to access to the maintenance messages.
Fault maintenance codes appears in plain text. Example: code 3 "PEC 2 Failure".
Note: The MPC can get only the information that the PEC has recorded a failure in its memory. To have more information about the PEC memory,
select maintenance page then PEC/EEC.
Return to the MPC menu.
You can read the PEC or PIU failure codes in plain text, through the MCDU/MPC.
61.20 CONTROLLING Exercises
61.20 CONTROLLING Exercises
61.20 CONTROLLING Exercises Level 2
61.20 CONTROLLING PEC Description
The Propeller Electronic Control is located on each engine.
The PEC is a dual channel electronic box which provides closed loop control of the propeller pitch change system.
The PEC receives the following inputs from the aircraft:

- 28VDC (from NORMAL and EMER buses),
- PLA position through two RVDTs located in the PVM,
- Propeller speed selection (82% or 100%) through the PIU,
- Feather signal from CL positions "SO" and "FTR",
- Emergency feather signal (from ATPCS or fire handle),
- Weight On Wheel from proximity switches,
- Blade angle position through an RVDT within the PVM,
- Propeller speed from the NP sensors.
The PEC receives also the following inputs from the aircraft:
- Maintenance test discrete,
- Beta and PLA rigging discrete,
- Overspeed governor test discrete,
- LO PITCH test discrete.
- Altitude and airspeed through the EEC via an ARINC databus.
The Propeller Electronic Control provides:

- Control to the EHV within the PVM,
- Discretes to the flight compartment for primary/back-up channel fault indication,
- A discrete for the LO PITCH light,
- a discrete for maintenance flag fault codes.
Synchrophasing of the propellers is one function of the PEC. A propeller speed signal is sent from the master propeller (left), by dedicated wiring,
to the slave propeller PEC (right) which biases the PVM control to synchrophase the propeller. Pin program activates this function on the right
engine PEC only.
The PEC can detect failures and stored up to 8 faults in an internal memory that can be displayed by means of MPC menus on MCDU.
Lost of propeller control by one PEC channel is indicated to the crew by illumination of the SGL CH flag on EWD, with ENG PEC SGL CH on FWS
window, associated to MASTER CAUTION + SC.
The FAULT light on panel 401VM is switched on when the PEC has lost both channels and works in accommodation mode.
Note: In case of blade angle feedback position loss, the PEC controls speed governing if the PLA is above FI and fix pitch or full reverse below FI.
61.20 CONTROLLING PEC Operation
The rotary variable differential transducers (RVDTs) within the PVM indicate the Power Lever position to the PEC.
The beta angle for a specific operating condition is determined by the PEC from a map (or beta schedule), beta angle from Power Lever through
the PVM and airspeed.
actuator.
Changes in blade angle are fedback to the PEC through the blade angle RVDT to close the control loop.
Should the primary channel fails to operate, the back-up channel takes control automatically and the propeller operation will not be affected.
Note: Except when the PEC2 primary channel fails, synchrophasing function is lost.
61.20 CONTROLLING PIU
The PIU (Propeller Interface Unit), one per PEC, is an electronic box located in the electronic bay that provides the interface between the PEC and
the flight compartment with propeller speed selection and PEC fault indicating logic.
The PIU consists of:

- a rectangular aluminium housing with four fixing holes,
- a single connector on the top surface.
The PIU is powered by 28VDC from the Emergency bus bar

The PIU inputs are:
- PWR MGT selector switch (82%,100%),
- Condition Lever 100% override,
- WOW signal,
- Power Lever signal (PLA>62°).
The PIU selects the propeller speed as a function of the discretes signals received from the PWR MGT selector switch and the Condition Lever
and sends it to the PEC.
100% or 82% Np are selected as a function of the rating selected by the crew:
- TO and MCT for 100% Np,
- CLB and CRZ for 82% Np.
During approach, last cruise speed is maintained until aircraft is on ground. After landing, a Weight On Wheel (WOW) signal is sent to the PIU to
reset the propeller speed from 82% to 100% to allow reverse operation.
Note: The PIU checks that its output are in accordance with its inputs. Propeller speed is forced to 100% Np in case of default.
PEC primary and back-up channel fault discretes are sent to the PIU that sends:
- a "SGL CH" (single channel) flag on EWD,
- or PEC 1(2) "FAULT" on 401VM when both channels are failed.
In addition, some failures cause the "BITE LOADED" located on the maintenance panel (MFC) to turn on.
61.20 CONTROLLING PWR MGT
The PWR MGT selector switch is in the cockpit on the 401VM instrumental panel.
61.20 CONTROLLING PWR MGT
The PWR MGT selector switch transmits the propeller speed selected by the crew to the PEC through the PIUs as follows :
- TO and MCT position selected : 100% Np,
- CLB and CRZ position selected : 82% Np.
61.20 CONTROLLING Electro Hydraulic Valve
The Electro Hydraulic Valve is a part of Propeller Valve Module.

The Electro Hydraulic Valve.

The Electro Hydraulic Valve (EHV) is commanded by the PEC via dual windings (one per PEC channel).
The EHV modulates the high pressure supply oil from the gearbox mounted pump into two sources :
- increase pitch pressure,
- decrease pitch pressure.
The amount of current provided to the EHV by the PEC determines the Blade Pitch Slew Rate (BPSR).
Increase pitch EHV configuration:

- The increase coil is excited.
Decrease pitch EHV configuration:
- The decrease coil is excited.
61.20 CONTROLLING Feather Solenoid
The Feather Solenoid is a part of Propeller Valve Module.
Location on the EHV.

The feather solenoid is installed to permit the propeller to go to the maximum coarse pitch (feather) position. It controls a drain from the large area
side of the protection valve.
Operation of the solenoid opens the drain and pressure on the large area of the protection valve decreases to the minimum. Movement of the
protection valve will then cause the propeller to feather.
Normal Feathering:
- The power supply to the feather solenoid and to the feathering pump controlled through the MFC.
- A feather control signal to the Electronic Hydraulic Valve (EHV) through the PEC.
Note: The feathering pump will be supplied on ground without waiting at FTR for minimum 30 sec.
When the propeller is controlled to feather:
- the feather solenoid is energized,
- the feathering pump runs,
- and the PEC (not shown) provides a feathering signal to the Electro Hydraulic Valve (EHV).
As the solenoid is energized, high pressure from the pump is drained. As a result, the protection valve shift routing the high pressure to the
increase pitch chamber of the pitch change actuator.
Once in feather position, the propeller is set and locked at 78.5°.
If the feather solenoid or its electrical circuit fails, feathering operation will be accomplished by the Electro Hydraulic Valve (EHV).
When the Condition Lever is moved out of "FTR", the feather solenoid is de-energized, blanking off the drain and PEC begins the unfeathering
sequence routing the hydraulic pressure from the HP pump to the decrease side of the pitch change actuator.
During unfeathering, the PEC will limit the decrease pitch rate until propeller RPM is near the selected governing RPM. This is done to prevent
large propeller RPM overshoots which would occur if the RPM governor were allowed to command a high decrease pitch rate in response to the
large RPM error that exists when unfeathering is initiated.
Note: During unfeathering, LO PITCH protection is tested by the PEC and the back-up channel is used during 2s. "SGL CH" illuminates, indicating
the proper operation of the back-up chanel.
Feathering operation with an engine fire:

Feathering is first accomplished with the Condition Lever as previously, then confirm by pulling the fire handle.
Pulling the fire handle provides:
- the power supply to the feather solenoid and the feathering pump controlled through the MFC,
- a feather control signal to the Electro Hydraulic Valve (EHV) through the PEC.
Note: Before feathering, the Power Lever has to be positionned to "FI" to prevent engine overtorque.
Auto-feathering operation:
- Auto-feathering operation is part of the Automatic Take-off Power Control System (ATPCS). In case of failure of one engine, the remaining
engine is up-trimmed (gain of power) and the propeller of the faulty engine feathered.
The Automatic Feathered Unit (AFU) provides through the MFC:
- the power supply to the feather solenoid,
- a control signal to the feathering pump,
- a feather control signal to the Electro Hydraulic Valve (EHV) through the PEC.
Feather pump test:

The propeller feathering pump can be used for maintenance purpose from the "PROP/FEATH PUMP" switch or during the PEC trim operation
which requires the propeller to be confirmed in feather.
Note: Important limit operating time.
61.20 CONTROLLING RVDT PLA Position Sensors
The RVDT PLA Position sensors is a part of Propeller Valve Module.
61.20 CONTROLLING RVDT PLA Position Sensors
The PLA position sensor is a Rotary Variable Differential Transducer installed on the body section and held by four screws. The shaft of the RVDT
engages with a drive spline that is attached to the drive shaft of the mechanism by a pin.
The RVDT is double such as primary and backup PEC channels receive their own PLA position.
61.20 CONTROLLING RVDT Blade Angle Feedback Sensors
The RVDT Blade Angle Feedback Sensors is a part of Propeller Valve Module.
61.20 CONTROLLING RVDT Blade Angle Feedback Sensors
The blade angle feed back mechanism is used to give an indication of the propeller blade angle to the PEC.
The mechanism is operated by the axial movement of the oil transfer tube acting on a double RVDT giving "Blade angle feed back" to both primary
and back-up PEC channels.
61.20 CONTROLLING Protection Valve
The Protection Valve is a part of Propeller Valve Module.
The protection valve is a hydraulically operated valve which controls the fluid flow to the propeller actuator.
It is operated by hydraulic pressures supplied to the ends of the valve.
One end of the valve has an area which is half that of the other end.
The protection valve can shift to port decrease pitch pressure to drain, resulting in pitch increase. This shift is the result of a reduction of the
pressure on the large area of the valve.
It is produced by:
- the overspeed governor,
- the feather solenoid,
- the low pitch stop protection.
Note: Except the above cases, the protection valve does not move and the pressure from the EHV to the pitch change actuator goes through the
valve only.
61.20 CONTROLLING Secondary Low Pitch Stop Retract Solenoid
The Secondary Low Pitch Stop Retract Solenoid (SLPS) is a part of Propeller Valve Module.
61.20 CONTROLLING Secondary Low Pitch Stop Retract Solenoid
The Secondary Low Pitch Stop Retract Solenoid.

The SLPS solenoid has a single electrical channel. Solenoid operation is used to move a ball valve that permits or stops the fluid supply from the
overspeed governor to the transfer bearings. This allows or cancels operation of the in-flight fine pitch stop (Secondary Low Pitch Protection).
In flight, the SLPS is not supplied. The propeller is prevented from going below a specified fine pitch angle by the oil transfer tube in the transfer
bearing.
On the ground, the SLPS is supplied with PL<FI. The propeller must be permitted to operate in a ground range. The SLPS solenoid cancels the
in-flight low pitch stop.
61.20 CONTROLLING Dual Coils to PEC
Three speed sensors are installed on a support bracket located aft of the bulkhead on the front of the gearbox.
61.20 CONTROLLING Dual Coils to PEC
A dual-coil sensor, associated with 6 targets, is installed on the bulkhead for propeller speed measurement.
The sensor produces and transmits an electrical signal to the PEC each time a target pickup located on the bulkhead passes in front of the sensor.
Each PEC channel receives its own dual-coil sensor output.
61.20 CONTROLLING Single Coil to Right PEC
A single coil sensor is installed on a support bracket located aft of the bulkhead on the front of the gearbox.
61.20 CONTROLLING Single Coil to Right PEC
The single sensors.

A single coil sensor, associated with 6 targets, is installed only on the engine 1 bulkhead for synchrophasing purposes.
The sensor produces and transmits an electrical signal to the right PEC each time a target pickup located on the bulkhead passes in front of the
sensor.
Note: This sensor could be installed on the RH engine, but not used.
61.20 CONTROLLING Single Coil to Dynamic Balancing
A single coil sensor is installed on a support bracket located aft of the bulkhead on the front of the gearbox.
61.20 CONTROLLING Single Coil to Dynamic Balancing
The single sensors.

A single coil sensor (one per engine) with one target is installed for propeller dynamic balancing (no link to PEC).
These sensors are connected to a test plug in the cockpit.
61.20 CONTROLLING Auto Feather Unit
The AFU is installed on the engine forward LH side, aft looking forward.
61.20 CONTROLLING Auto Feather Unit
It comprises logic and control circuits enabling, in case of power loss of one of the engine at take-off, automatic feathering of the failed engine and
an uptrim order to the other engine. These functions are activated only after arming of the system.
Note: Each AFU is power supplied by two sources with different routings in the high probability risk zones of the fuselage and engine, thus
increasing safety in case of turbine bursting.
61.20 CONTROLLING ATPCS Test Rotary Selector
The ATPCS Test Rotary Selector is in the cockpit on the 114VM instrumental panel.
The ATPCS selector provides a test of the correct functioning of the ATPCS.
Static ATPCS test.

Note: For the example, we will perform the test only on the left side. The right side being the same. Aircraft electrical network is supplied.
ARM position:
- the test simulates the power levers in TO position and a torque greater than 46% or 53% (depending on version) on both engines. ARM green
light illuminates.
ENG1 position:
- the engine torque decreasing(engine failure at T/O) causes illumination of UPTRIM on the opposite engine, and AUTO FTR annunciator on
local engine. ARM green light is still illuminated.
- and 2.15 secs after, ARM green light extinguishes and ENG2 UPTRIM green light is still illuminated.
Note: ENG1 auxiliary feathering pump is supplied. Please respect 10 min as cooling time.
Dynamic ATPCS test:

- the ATPCS selector allows correct functioning of the ATPCS to be checked. This test must be made after the last flight of the day.
Note: We will perform the test only on the left side. The right side being the same. Both engines are running.
On ARM position:
- ARM green light illuminates,
- NP decreases, an NP governing cancel is sent by the AFU.
Note: ACW, Main hydraulic pumps and Normal braking are lost.
On ENG1 position:
- ARM green light is still illuminated,
- ENG2 UPTRIM green light illuminates,
Nh increases slightly (1 or 2 %), and 2.15 secs after:
- affected propeller is automatically feathered,
- ATPCS ARM green light extinguishes on engine panel,
- ENG1 LO PITCH amber light extinguishes.
After releasing the rotary selector:

- ENG1 propeller unfeathers,
- ENG1 LO PITCH amber light illuminates,
- Both Np increase to 71% and ACW electrical network is recovered.
Note:The rotary selector is spring-loaded to the neutral position.
61.45 LOW PITCH PROTECTION AND INDICATING System Description
Several propeller protections ensure safe aircraft operations.

Overspeed protection: this is done by the overspeed governor which prevents propeller speed increasing more than 102,5%
Secondary low pitch protection:
In flight, this system provides a protection against failure to low blade angles. Low pitch protection and indicating systems are ensured by:
- A Secondary Low Pitch Stop Valve in the PVM (the primary protection is made by the PEC).
- a microswitch actuated by the power lever,
- the feather solenoid.
The LO PITCH message is displayed on Engine Warning Display (EWD).
61.45 LOW PITCH PROTECTION AND INDICATING System Description
A Secondary Low Pitch Stop retract solenoid controlled by a microswitch actuated by the Power Lever will allow at landing the propeller to go to
reverse by removing the secondary low pitch stop protection.
Mechanical backup : This is the propeller mode when both PEC channels have been lost leading to a PEC FAULT. This mechanical backup is
achieved through the overspeed governor and the Secondary Low Pitch Stop Valve which protects the propeller in speed and blade angle.
Loss of HP supply: The loss of hydraulic pressure will result in increasing blade pitch due to the blade counterweight centrifugal twisting moments.
61.45 LOW PITCH PROTECTION AND INDICATING System Operation
Overspeed protection:
In normal operation, HP oil pressure from the pump is routed, through the Overspeed governor to the HP side of the protection valve and applied
to the EHV (system is shown propeller on speed).
In this position, the protection valve is ready to route the metered pressure (increase or decrease) from the EHV to the pitch change actuator.
Should an overspeed occurs approx 103 % Np (as an example EHV failure driving the propeller to decrease pitch). As propeller speed increases
the Overspeed governor flyweights open.
As the flyweights open the slide valve of the Overspeed governor moves and drains the pressure applied to the HP side of the protection valve. As
a result, the protection valve shifts. This causes the protection valve to route a high pressure to the increase pitch chamber of the pitch change
actuator. As a result, blade pitch increases and propeller speed decreases and is maintained at 103 % (exception if system goes back to normal).
Now, the Overspeed governor controls the pressure provided to the protection valve, there by controlling the metered pressure.
Note:
- if the Overspeed is bigger, the pneumatic part of the governor will decrease PY causing the fuel flow to be decreased,
- A PY leak would have the same effect.
At landing when the power is selected below "FI", the speed reset solenoid energizes. This pressurizes the reset piston. When the reset piston is
pressurized, it puts more force on the speeder spring which increases the speed setting of the governor (118 % instead of 102.5%). This causes
the governor to keep the high pressure signal to the protection valve on a higher speed range. This prevents momentary propeller overspeed to
allow full reverse operation.
Secondary LO pitch protection:

In flight, the PEC, through the EHV within the PVM, operates as a primary protection preventing the propeller blade angle to go below a specific
pitch blade angle (14 °).
Note: Both primary or backup channel are able to ensure LOW PITCH PROTECTION.
Should the primary protection fails, the propeller blade angle continues to decrease to the minimum in flight blade angle point. The transfer tube
moves forward opening the metering window draining the pressure of the HP side of the protection valve.
Note: Remember that the oil transfer tube is attached to the pitch change actuator.
The decrease of the pressure on the HP side of the protection valve causes the protection valve to shift. As a result, the low pitch pressure is
metered by the protection valve to maintain the propeller blade pitch at the low pitch stop setting (13°).
Note: The low pitch stop is totally independant of the PEC.
If blade angle continues to decrease down to 8° single chime sounds, "CAUTION" flashes, "ENG LO PITCH" flashes on EWD (Alert Window), "LO
PITCH" illuminates on EWD. The engine has to be shut down.
Note: The FDAU records the failure.
In no fault condition, at landing, the power lever is retarded below "FI" energizing the secondary LO pitch stop retract solenoid. Simultaneously, as
pitch decreases the transfer tube moves forward opening the metering window which is closed by the solenoid allowing the reverse operation.
Propeller pitch is controlled by the EHV through the protection valve.
As propeller pitch goes below "FI", the LO PITCH light illuminates.
Note:
- on ground, below "FI" the LO PITCH light is normally illuminated so, it is not associated with warnings,
- when the PEC is OFF, reverse is inoperative (inability to go below "FI" with secondary low pitch stop retract solenoid not supplied).
Metered pressure loss:

The blade counterweights load the blades toward coarse pitch during propeller operation. If a loss of hydraulic supply to the actuator occurs, the
blades automatically turn toward feather. As propeller RPM decreases, centrifugal twisting moment (towards feather) decreases more quickly than
the aerodynamic twisting moment (towards reverse). Blade pitch and propeller RPM become stable when aerodynamic and centrifugal loads get to
equilibrium.
Note: The propeller can be feathered from this equilibrium condition by energizing the feathering pump.
61.45 LOW PITCH PROTECTION AND INDICATING Exercises
61.45 LOW PITCH PROTECTION AND INDICATING Exercises
61.45 LOW PITCH PROTECTION AND INDICATING Exercises Level 2
61.45 LOW PITCH PROTECTION AND INDICATING Exercises Level 2
61.45 LOW PITCH PROTECTION AND INDICATING Overspeed Governor
An Overspeed Governor is installed on the right side of the engine.
The overspeed governor is composed of two sections:

- the hydraulic section,
- the pneumatic section.
The hydraulic section is composed of:
- a flyweight governor,
- a solenoid actuated reset piston,
- a slide valve,
- a reset solenoid with its chamber.
The governor is equipped with a solenoid actuated reset piston which, on command, moves the governor set point to 118%:
- Solenoid energized activates the higher set point (118%),
- Solenoid de-energized for normal operation (102.5% ±1% Np).
In case of overspeed, the flyweights drive the slide valve which decrease the hydraulic supply pressure to the PVM.
Note: As this occurs, the protection valve in the PVM moves to increase the blade angle.
The pneumatic section is an additional safeguard in case of overspeed not regulated by the hydraulic section.
Protection is provided by PY pressure discharge in the HMU as a means to reduce fuel flow.
A PROP OVSP switch is located on the maintenance panel 702VM that enables testing of the overspeed governor. It forces the PEC to control the
propeller speed at 106% in order to check that the overspeed governor take the governing authority over at 102.5% ±1% Np.
A second switch is located on the maintenance panel 702VM resets the overspeed governor set point at 118% Np that allows test of the reset
function. As a safety precaution, activation of the test is inhibited in flight.
61.45 LOW PITCH PROTECTION AND INDICATING Overspeed Test
The Overspeed Test is in the cockpit on the Maintenance panel 702 VM.
The Overspeed Test enables testing of the overspeed governor.

It is practiced by use of two switches:
- Propeller Overspeed switch,
- Two Set Overspeed switch.
Propeller overspeed test requirements are:

- Power Management selector (PWR MGT) in "TO" position,
- Condition Levers in "AUTO" position,
- Power levers in order to obtain 100% Np.
On RH maintenance panel, set and maintain "PROP Overspeed" to "ENGINE 1".

This provides a signal to the PEC. The PEC lowers the Beta schedule to reach 106% Np, permitting overspeed at 102.5% Np ±1% to be checked.
As a result, blade angle decreases and propeller speed increases to overspeed.
The overspeed is detected by the overspeed governor which regulates propeller speed at 102.5 ±1% indicating its capability to contain an
overspeed.
15s later, Np drops to 100% because the PEC limits the duration of the overspeed.
Then the switch is released.
Note: Reset the PEC pushbutton (not shown).
A second test allows testing of the overspeed governor capability to prevent overspeed from overriding the reverse.
At "ENGINE 1" position, and during the 15 sec, push the "2 SET OVSPD" pushbutton switch.
Caution, make sure that the NP does not exceed 106% then release the pushbutton switch.
When Np drops to 100%, release the "PROP OVSPD" switch.
Note: A "2 SET OVSPD" test satisfactory proves the capability of the overspeed governor to prevent propeller overspeed to reach full reverse
operation.
61.45 LOW PITCH PROTECTION AND INDICATING Low Pitch Test
The Low Pitch Test is in the cockpit on the Maintenance panel 702 VM.
The Low Pitch Test enables testing of the secondary low pitch valve and solenoid. It also test the power lever switch.
It is practiced by use of two switches:
- ENGINE 1 (2) LO PITCH switch.
Test of secondary low pitch stop valve and solenoid :

- Power Lever lower than "FI", LO PITCH message is illuminated.
- Select Power Lever at "FI", the transfer tube moves rearward and LO PITCH message goes off.
Note that relay 99KH is a time opening relay.
- On RH maintenance panel, select and hold ENG1 PLA<FI : nothing changes because the LO PITCH test switch sends a decrease signal to
the PEC, but the secondary LO PITCH stop window prevents the pitch to decrease and proves that the secondary LO PITCH stop solenoid is
de-energized.
- Retard the Power Lever to "GI", LO PITCH green message comes on (flashing) then is replaced by NO REV red message, then LO PITCH
green, then NO REV.
- Release the LO PITCH switch. LO PITCH green message illuminates steady and TQ decreases to 6 ±4% (not shown).
Test of Power Lever switch :

- Power Lever is at "GI", LO PITCH light is illuminated.
- Select Power Lever at "FI", LO PITCH light extinguishes.
- On the RH maintenance panel, select and maintain ENG1 LO PITCH switch to PLA>FI. LO PITCH light remains extinguished.
Retard Power Lever to "GI", feather solenoid is energized and propeller feathers. In addition, a fuel governing cancel signal is sent to the EEC and
NO REV red message comes on.
Release the LO PITCH switch and check that propeller unfeathers and that LO PITCH illuminates.
61.42 NP PROPELLER SPEED INDICATING System Description
The pulse generator is located on the reduction gear box.

It senses propeller speed (Np) from the accessory drive idler gearshaft.
61.42 NP PROPELLER SPEED INDICATING System Description
Np indication is displayed on EWD.

The indication is displayed from 0 to 125% Np. 100% Np represents 1200 % RPM.
Note: During normal operation, Np must be greater than 66% to generate ACW electrical supply.
When the pulse generator signal is lost, the NP counter is dashed.
61.42 NP PROPELLER SPEED INDICATING System Operation
The propeller NP RPM is measured by the pulse generator transmitting signal information to the indicator.
The pulse generator, which is a dual sensor, transmits a signal to CAC acquisition boards (IOM-DC type).
The indicator is located on EWD and receives numeric signal from both NAS AFDX and A429 network, processed and broadcasted by IOM-DC
boards from NP sensor output.
CAC generates propeller speed signal discrete for the multifunction computer (NP > 63%). This signal is used for propeller anti-icing system
control.
The indicator has digital display in XXX.X format.
Note: 100% NP represents 1200 RPM of the propeller.
61.42 NP PROPELLER SPEED INDICATING System Operation
Normal operation (green range) is below 41.6% and between 62.5 and 103.5%.
Abnormal operation to be monitored (amber range) is between 41.6 and 62.5% and above 103.5%.
Red limit is defined with reference to engine certified power: in case of engine power (function of TQxNP) beyond limit, readout will turn red.
Second red limit is 120% (allowable only for 20s transient). Readout will also turn red accordingly.
Note: When NP is in red range, "ENG OVER LIMIT" is triggered on EWD associated to master caution and Single Chime.
61.42 NP PROPELLER SPEED INDICATING Exercises
61.42 NP PROPELLER SPEED INDICATING Exercises
61.42 NP PROPELLER SPEED INDICATING Exercises Level 2
61.42 NP PROPELLER SPEED INDICATING Exercises Level 2
61.50 PROPELLER BRAKE SYSTEM System Description
The propeller brake system enables safe use of RH engine as generator of direct current and conditioning air on ground.
This operation mode is called "HOTEL MODE" operation.
The propeller brake system is a hydromechanical system installed on the right engine reduction gear box enabling immobilization of the propeller
and power turbine.
Hydraulic supply for propeller brake is provided by the Blue hydraulic system at a pressure of 3000 PSI (210 bars).
The pressure is delivered either by the Blue hydraulic pump supplied by the ACW network, or by the auxiliary hydraulic pump supplied by the DC
network.
The propeller brake system is composed of :

- The propeller brake.
- A hydraulic supply circuit consisting of :
- A brake supply electrovalve,
- A pressure switch,
- A check valve,
- Pipes.
- A control and indicating electric system.
The right nacelle is equipped with a nacelle overheat detection. The operation of the RH engine in "Hotel Mode" could lead to a nacelle overheat in
case of rear wind.
The following conditions must be satisfied to engage or release the propeller brake:
- Hydraulic pressure available,
- A/C on ground,
- Right fire handle not pulled,
- Gust lock ON,
- Condition levers to FTR or Fuel S/O.
61.50 PROPELLER BRAKE SYSTEM System Operation
In-flight, the propeller brake is never engaged.

Following landing, A/C on ground, one of the conditions for propeller brake engagement is fullfilled.
While taxiing, the gust lock is selected ON and Engine 1 is shut down. Gust lock ON is the third condition for propeller brake engagement.
When A/C is parked, Engine 2 propeller is feathered. The ACW generator is lost because the NP<66%. Blue and Green Hydraulic pumps are lost.
The pressure drop causes the DC AUX pump to start automatically, the shut-off valve to open and a pressure to be applied to the propeller brake.
When the pressure is detected correct, the READY green light illuminates: This is the last condition to operate the propeller brake.
Selecting the PROP BRAKE control switch to ON provides a control signal to the propeller brake.
This causes the UNLOCK red light to illuminate.
As the propeller brake reaches the locked ON position, UNLOCK red light extinguishes. The PROP BRK light illuminates on the PROP BRAKE
control panel and the EWD.
6 seconds following propeller brake engagement, the control signal to the propeller brake is removed.
When the AUX pump stops automatically, the shut-off valve is commanded to close and the READY green light extinguishes.
Note: When the propeller brake is locked, an NH boost signal of 2% is sent to the EEC. ITT warning level is lowered (715°C).
To release the propeller brake, the HYD AUX pump switch pushbutton is pressed. DC power is provided and the HYD AUX pump starts for 30
seconds.
When the pressure is correct, the shut-off valve opens, the READY green light illuminates and pressure is applied to the propeller brake.
The propeller brake can be released by selecting the PROP BRAKE switch to OFF (release operation not shown).
To summarize, PROP BRAKE engagement/release conditions are:
- A/C on ground,
- GUST Lock ON,
- Condition Lever 2 at FTR or Fuel S/O,
- Blue hydraulic pressure available,
- Fire handle 2 not pulled.
61.50 PROPELLER BRAKE SYSTEM Exercises
61.50 PROPELLER BRAKE SYSTEM Exercises
61.50 PROPELLER BRAKE SYSTEM Exercises Level 2
61.50 PROPELLER BRAKE SYSTEM Exercises Level 2
61.50 PROPELLER BRAKE SYSTEM Propeller Brake
The propeller brake system is a hydromechanical system installed on the right engine reduction gear box.
The propeller brake is composed of:

- a valve block,
- a hydro-mechanical unit.
The valve block consits of three solenoid valves identified as E1, E2, E3, allowing brake controlling (Locking and Unlocking).
Each solenoid valve is provided with a pushbutton which allows manual operation in case of electrical failure of the system. Manual operation can
also be used for maintenance purposes.
Note: a hole in the casing enables brake disc wear to be checked directly.
The hydro-mechanical unit is composed of a casing containing:

- stator discs retained by grooves integral with the casing,
- rotor discs splined to the brake shaft,
- a braking chamber,
- a releasing chamber,
- three belleville washers allowing a static braking torque when the hydraulic locking pressure is removed.
- a split locking cone: The locking cone is cylindrically bored and slides along a guide axis integrated in the brake casing. 3 balls located at 120°
maintain the cone at rest. In released position, they maintain the split cone in position on its guide axis.
- a braking piston: The braking piston is conically bored to fit the locking cone. When the brake is applied hydraulic pressure is applied to the
piston, the piston drives the locking cone and presses the brake discs via the belleville washers located between the piston and the discs.
- one lock microswitch and one release microswitch. Both microswitches send signals to the control and indicating system.
When the green READY light is illuminated, the propeller brake is ready to be operated.
As the "Prop Brake" control switch is selected "ON", electro valves E1 and E3 are energized. Electro valve E1 routes the pressure to the braking
chamber, E3 closes the return line.
As a result, the pressure within the braking chamber builds up causing the braking piston to move forward driving:
- the locking cone,
- the braking stop through the spring washers.
Then, the locking cone overcomes the locking balls:
- the brake unlocks from its locked off position (stowed).
The red UNLOCK light illuminates on Prop Brake overhead panel. Additionally, the spring washers are compressed.
At the end of the travel of the braking piston, the spring washers and braking stop assembly compress the stator discs against the rotor discs, so
the RGB stops.
As the brake reaches the locked ON position, the red UNLOCK light extinguishes and the blue "PROP BRK" light illuminates. As well on the EWD.
E1 and E3 solenoids are maintained energized for 6 seconds by the aircraft logic keeping the pressure in the braking chamber.
When the solenoids E1 and E3 are de-energized, the braking chamber is depressurized and unload the spring washers which release the force
they have stored.
Note: This force is applied against the braking piston which causes the locking cone to squeeze the guiding shaft. The brake is mechanically
locked.
As the Propeller Brake control switch is selected "OFF", the electro valve E2 is energized routing the pressure to the unlocking and releasing
chamber.
Immediately after, solenoids E1 and E3 are energized, pressurizing the braking chamber.
Due to the difference of forces applied on the locking cone and energy stored by the spring washers, the cone unlocks:
- Red UNLOCK light illuminates,
- Blue Propeller Brake light extinguishes.
The locking cone, braking piston, spring washers and braking stop assembly move rearward releasing the rotor discs. One second later E1 and E3
are de-energized.
As the brake is released, the red UNLOCK light goes OFF and the locking cone is maintained in its release position by the locking balls. E2 is de
energized 6 secondes later.
61.50 PROPELLER BRAKE SYSTEM Propeller Brake Pressure Switch
The Propeller Brake Pressure switch is located on the feed pipe of the propeller brake, between the electrovalve and the brake.
61.50 PROPELLER BRAKE SYSTEM Propeller Brake Pressure Switch
The pressure switch installed on the propeller brake detects the pressure from the hydraulic supply valve.
This switch is a condition for the green READY light to operate (Prop Brake overhead panel in the flight compartment).
Note: The switch closes at 2100 PSI.
61.50 PROPELLER BRAKE SYSTEM Check Valves Two Pipes and an Electro Valve
The propeller brake is hydraulically fed by two pipes. These pipes are routed in the nacelle left lower section. The propeller brake is drained by a
line connected to the engine draining system.
Here are the electro-valve and the check valve.
61.50 PROPELLER BRAKE SYSTEM Check Valves Two Pipes and an Electro Valve
The electro-valve is opened and ensures the propeller brake supply only when the following safety and control conditions are met:
- aircraft on ground (inhibition of the propeller brake control in flight),
- feathering propeller brake(reduced propeller speed; brake protection),
- fire handle in normal position (in case of engine fire during propeller brake operation, the hydraulic supply is shut off when the handle is pulled),
- correct hydraulic pressure (detected on the hydraulic pumps pressure switches) (propeller brake protection will not be supplied if the pressure
is insufficient).
The check valve is used to shut off the hydraulic return in case of leakage in the engine nacelle.
61.CI CONTROLS AND INDICATORS Propeller Brake Panel
Propeller brake indications are located on the Propeller Brake Panel and on the upper part of the Engine Warning Display (EWD).
READY green light:
Not illuminated when engagement or disengagement conditions are not met.
Illuminates when engagement or disengagement conditions are met:
- A/C on ground.
- Gust lock engaged.
- CL to FTR or FUEL S/O.
- Blue Hydraulic pressure available,
- Fire handle 2 not pulled.
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PROP BRK switch:
ON: propeller brake engagement.
When propeller brake is fully locked:
- "PROP BRK " light is illuminated blue on Prop Brake panel.
- "PROP BRK "blue label is displayed on EWD.
OFF: propeller brake is released
- "PROP BRK" light and label are extinguished when the propeller brake is fully released.
UNLOCK red light:
Not illuminated when Propeller brake is fully locked or fully released.
Illuminated when Propeller brake not fully locked or not fully released (approximately 5s).
If UNLOCK red light illuminates > 15 sec,
PROP BRK red message is displayed on EWD, CCAS is activated.
NP digital counter:
The propeller NP RPM is measured by the pulse generator transmitting signal information to the indicator.
- Below 41.6% and between 62.5 and 103.5% values are green.
- Between 41.6 and 62.5% and above 103.5% values are amber.
- Red limit is 120%.
LO PITCH local alert:
LO PITCH green flag indicates that the propeller pitch is below 8°
- LO PITCH is displayed in green for normal operation (below 8° while the power lever is less than FI).
- LO PITCH is displayed in amber for abnormal operation (below 8° while the power lever is greater than FI).
- NO REV flag when any propeller pitch remains above 8° and PL retard to GI .
PWR MGT panel 401 VM is located on center instrument panel

PWR MGT rotary switch (ENG 1 and ENG 2).
Made up of two independent parts (front and back).
Provides AFDAU and EEC with basic power requirements corresponding to the selected position
- for left engine with the back part of the selector,
- for the right engine with the front part of the selector.
Propeller speed selection to the PECs through PIU 1 and 2 are the following
- TO = Take-Off position 100% Np
- MCT = Maximum Continuous Thrust position 100% Np
- CLB = Climb position 82% Np
- CRZ = Cruise position 82% Np
PEC pbs:
- ON : PB is depressed and PEC is activated
Note:
- when one PEC channel is lost, SGL CH amber flag and ENG PEC SGL CH amber message are displayed on EWD.
- On ground, at each propeller unfeathering, low pitch protection is tested by the PEC and the back-up channel is used for 2 seconds.
SGL CH amber flag is displayed then extinguishes (without CCAS activation), confirming the serviceability of the backup channel.
- FAULT: illuminates amber and CCAS is activated when the two channels are lost.
- OFF: PEC is de-activated on corresponding side. PEC is lost :
- Np is controlled by the overspeed governor at 102.5%,
- Blade angle is limited at FI by the Secondary stop valve,
- Reverse is not available.
ENG 1 and 2 control panel 400 VM is located on center instrument panel

ATPCS PB:
- Pb pressed in:
During T/O: uptrim and autofeather functions are preselected.
During GO Around: only the autofeather function is preselected.
- ARM green light illuminates when following conditions are met:
PWR MGT rotary selector is set to TO position,
ATPCS pushbutton is pressed in,
both PL > 49°,
both TQ indicator > 46%.
ARM green light extinguishes (ATPCS cancelled) when one of these conditions is not met.
ATPCS local alert:
In case of engine failure 1 (2) (TQ < 18% at take off) UPTRIM green flag on opposite engine, and after few second (2.15s) AUTO FTR green flag
on failed engine are displayed.
- OFF white light (Pb released): Uptrim and autofeather functions are de-selected.
61.CI CONTROLS AND INDICATORS ATPCS Panel
ATPCS TEST PANEL :

Allows to check the correct functioning of the ATPCS. This rotary selector is spring loaded to the neutral position.
- ARM position:
- This selector switch enables simulation of the power lever at take off power position and of an engine torque higher than 46% or 53%
(depending on the version) displayed on the EWD.
- ARM green light illuminates when arming condition are met.
- ENG 2 (1) position :
- Cancellation of the torque simulates an engine failure during the test.
- Torque decrease of engine 2 (1) causing illumination of UPTRIM green flag of the other engine, and after few second (2.15s) AUTO FTR green
flag on local engine.
Right maintenance panel 702 VU :

Several tests and control device are provided, for maintenance purpose only.
All buttons on this panel are to be used on ground only.
EEC/PEC SEL switch :
Used to select EEC or PEC depending on appropriate TRIM or LRU (line replaceable unit) code failures.
Engine TRIM test and LRU switches :
Switch with two stable positions used to :
Test EEC or PEC channel. Maintenance data appear on the MCDU. (Selected by EEC/PEC SEL switch).
Perform EEC or PEC trim to ensure that power delivered corresponds to PL position (can be performed with engine not running and PL in the
notch) or LRU code failures.
Prop Overspeed test switches :
Used to test hydraulic part of overspeed governor. First OVSPD threshold is tested at 102% Np. on the affected engine.
2nd OVSPD test : Overspeed governor Threshold is 118% NP but is limited at 106% NP by test signal from PEC
Propeller Feather Pump test switch :
This switch with two stable positions enables to test the feathering pump. For safety reasons, this test is impossible in flight.
Propeller LOW PITCH test switches :
With the test switch on PLA > FI position, the PL low pitch protection switch and feather solenoid are tested.
With the test switch on PLA < FI position, secondary low pitch solenoid is tested.
Note : In both cases, LOW PITCH flag is displayed on EWD.
A bite loaded magnetic indicator turns amber when a system failure has been recorded in MFC memory.
Fault codes can be displayed on MCDU.
61.REV SYSTEM REVISIONS Propeller Normal Operation
A/C on ground, engines are running, electrical network is energized and propeller brake is released.
Note: During this operation, only propeller controls will be taken into account.
Start ENG1 by selecting ENG1 Condition Lever to feather.
Unfeather propeller n°1, select CL to AUTO.
During the unfeathering sequence, PEC1 SGL CH illuminates for a few seconds (backup channel test).
Start engine n°2, CL2 to FTR.
Unfeather propeller n°2, select CL to AUTO.
PEC n°2 backup channel has been tested successfully.
Both engines regulate at 70.8% NP in the Fuel Governing mode.
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61.REV SYSTEM REVISIONS Propeller Normal Operation
Set both Power Levers on the take-off notch.
During the transition mode, both torque and NP values increases. Due to the PLs in the T/O notch, the CLs in AUTO position and the Power
Management selectors in T/O, propellers regulate at 100% NP in the propeller Speed Governing mode (Blade Angle Governing Mode).
A/C is airborne, landing gear up.
During climb sequence, set PWR MGT on CLB.
Both propellers regulate at 82% NP always in the propeller Speed Governing mode.
Cruise altitude has been reached, set PWR MGT on cruise.
Propeller speed does not change regardless of engines, power rating changes and atmospheric condition due to the PEC regulation (82% NP in
climb and in cruise).
Note:
- Should an engine failure occur, remaining engine will be set in Maximum Continuous Thrust through the power management MCT position.
Propeller will regulate at 100% Np.
- When flying in icing condition, if a significiant vibration occurs due to propeller residual icing, it is recommanded to set Conditions Levers on
100% OVRD position to increase the centrifugal effect. Engine power rating is unchanged.
Now, to start the descent phase, retard Power Levers toward FI.
Propeller speed stays at 82%.
In the final approach, PWR MGT must be set to T/O to ensure enough engine power in case of go-around. Do it.
PWR on T/O, landing gear down, flaps for landing, all is ready to land. Because of a time delay of 3 seconds at MCT before reseting NP to 100%,
and the PLs position (<62°), selecting PWR MGT from CRZ to T/O does not change propeller speed (82%). If a go-around procedure is to be
performed, PLs passing above 62° will act on the PEC system to reset propeller speed at 100% without moving Condition Levers.
After landing, propeller speed is reset to 100% to allow reverse operation by Weight On Wheels signal.
Set PLs in reverse position.
Reverse operation can only be obtained with both PEC selected and no FAULT.
Now, release PL to GI.
Note: Maintain engines for at least one minute between FI and GI for cooling and before selecting Fuel Shut-Off, maintain Feather Position for one
minute, required for oil capacity check.
Feather the propeller.
Shutdown the engines.
End of procedure.
61.REV SYSTEM REVISIONS Propeller Abnormal Operation
A/C in flight, in cruise.

A PEC 2 Single Channel occurs.
Please clear Master CAUTION. Then, follow the procedure displayed on procedure window of the EWD.
Note: In this example, PEC primary channel and propeller synchrophasing are lost, propeller electronic regulation is still operative (back-up
channel).
Procedure completed.
Should the PEC 2 back-up channel now fail and the A/C is below 400 ft, a PEC 2 FAULT will illuminate.
Please clear Master CAUTION. Then, follow the procedure displayed on procedure window of the EWD.
Please push the CL2 to 100% OVRD.
61.REV SYSTEM REVISIONS Propeller Abnormal Operation
Please press the PEC2 button.
Please press again the PEC2 button.
Please switch-off the PEC2.
Now the A/C is flying in the so called "Mechanical Back-up". In the Cruise flight phase, propeller will be safely controlled by the overspeed governor
at 102.5% Np (blade angle hydraulically controlled to decrease through the PVM thus leading to a propeller speed increase). The other propeller
remains PEC controlled with CL in AUTO position.
Retard Power Levers toward FI to start the descent phase.
During descent with low power engine rating, propeller blade angle could decrease to the minimum blade angle in flight. Propeller blade angle will
be hydraulically protected by the secondary low pitch stop valve in the PVM, leading to an increase of blade angle and, consequently, a propeller
speed decrease.
Now, set the Power Management in "TO".
A/C is ready to land, landing gear down, flaps landing position.
Touch down !
Retard Power Lever to GI.
- Use only brake to slowdown A/C speed.
- Reverse, even on the good engine, must not be selected.
A/C is stopped, engine 1 regulates at 70.8% NP in the Fuel Governing mode, NP 2 is low due to an NP Governing Cancel mode sent to the EEC 2
when switching OFF the PEC 2 pushbutton.
Feather both propellers.
Shutdown both engines.
End of procedure.
61.REV SYSTEM REVISIONS Propeller Brake Normal Operation
To start ENG2 in Hotel Mode, the propeller brake must be engaged. D/C electrical network is energized. The following conditions must be fullfilled
to illuminate the green READY light on the PROP BRAKE panel:
- A/C on ground,
- fire handle not pulled,
- gust lock ON,
- condition lever is set to Feather or Fuel S/O,
- blue pressure available.
Please press HYD AUX PUMP.
Green READY light is now illuminated.
61.REV SYSTEM REVISIONS Propeller Brake Normal Operation
Please set PROP BRK switch to ON.
UNLOCK red light illuminates (5s).
PROP BRK blue light is now illuminated on PROP BRAKE panel and on EWD. PROP BRAKE is engaged.
READY green light extinguishes when AUX PUMP stops.
Please start ENG 2.
Select CL 2 to FTR position. ENG 2 is now running, DC network and bleed air are now available.
Now, please start ENG 1.
Select CL1 to FTR position.
Set CL1 to AUTO.
ACW is available, and main hydraulic pumps run. (NP1>66%).
Green READY light comes on.
Now, please set PROP BRAKE to OFF.
UNLOCK red light illuminates (5s).
PROP BRK blue lights extinguish on PROP BRAKE panel and on EWD.
Engines are both running and propeller brake is released.
During propeller brake locking or unlocking operations, if UNLOCK light stays illuminated for >15 sec:
- Continuous repetitive chime is activated and Warning red light illuminates flashing,
- PROP BRK red light illuminates on EWD,
- Engine has to be stopped immediately.
End of procedure.
61.REV SYSTEM REVISIONS ATPCS Normal Operation
ENGINE FAILURE BEFORE V1:

The following conditions must be completed to illuminate ARM ATPCS green light:
- check ATPCS pushbutton ON,
- PWR MGT selector TO,
- both PLA above 49°,
- both torques above 46%.
Note: All the following sequences will be done under ISA conditions, i.e: RTO=100%.
The four conditions are met. The system is armed and the green light illuminates. Now we are going to study the case of an engine failure before
V1.
Engine failure before V1:
- TQ drops below 18 %,
- MFC: UPTRIM is triggered and bleed valve is shut-off on the remaining engine.
You must immediately reduce both PLA, Click on Power Levers.
Nothing happens on the failed engine for 2.15 seconds to derive some benefit for reverse on that engine before auto-feather occurs, the PL
reduction within the 2.15 seconds automatically disarms the mode. ARM and UPTRIM extinguish.
End of procedure.
ENGINE FAILURE AFTER V1:

The four conditions are met. The system is armed and the green light illuminates. Now we are going to study the case of an engine failure after V1.
Please click on the A/C to start take-off.
Engine failure after V1:
2.15 seconds after,
- MFC: feather solenoid is activated on PVM and feathering electric pump is energized,
- ARM green light extinguishes,
- AUTO FTR is triggered on EWD,
- UPTRIM green light is still illuminated.
The engine flame out at take-off profile is described in S.O.P's.
End of procedure.
ENGINE FAILURE IN GO-AROUND:

You must check that:
- ATPCS pushbutton ON,
- PWR MGT selector TO.
Then perform the GO-Around by clicking on the Power Levers (GA TQ at ramp).
Both PLA above 49°.
Both torques above 46%.
The arming conditions are met.
Engine failure in Go-Around.
- UPTRIM function is inhibited in-flight,
- Auto-feather function on the affected engine is applied with 2.15 seconds delay.
Single engine Go-Around profile is contained in S.O.P's.
End of procedure.
61.REV SYSTEM REVISIONS Abnormal Procedures
LOW PITCH in Flight:

A/C is in flight and ENG 1 LO PITCH amber light illuminates.
Please, clear MASTER CAUTION.
Follow the appropriate procedure following failure:
- PL to FI
- CL to FTR then to Fuel Shut Off.
- Single Operation Procedure (2.04) apply,
PROP BRAKE Unlock:

A/C is in Hotel Mode, both engines are running, propeller brake is locked.
Please set PROP BRAKE to OFF.
During prop brake unlocking operation, UNLOCK red light stays illuminated for more than 15 seconds.
Continuous repetitive chime is activated, WARNING red light illuminated and PROP BRK red light illuminates on EWD.
Now, please clear MASTER WARNING and apply following checklist.
CL 2, FUEL Shut-Off.
Caution: if engine 2 shutdown has been performed immediately, the aircraft may continue the flight or series of flights WITHOUT PROP BRAKE
USE, but must not depart from an airport where prop brake and electronic control box removal can be performed.
Let's have a look on the Abnormal PROP BRK procedure in flight.
Now, please clear MASTER WARNING and look at the procedure displayed.
Continue normal operation.
ENG 2 parameters, Monitor.
After landing.
CL 2, Fuel Shut-Off.
Maintenance action required.
61.00 GENERAL Safety and Precautions
Caution: Before removing a propeller, make certain that the working area is clear. Maintain propeller in a vertical position and do not make sudden
movements.
Caution: Carefully align shaft guide pins and propeller hub holes before engaging the propeller on the engine shaft.
Caution: You must remove the turning fixture when it is not in use to prevent possible damage to the pitch change system. Do not use any
mechanical device to turn the blades as this may cause damage to the leading and trailing edges.
Warning: Be carefull at propeller leading edges which become hot parts when electrical de-icing system is working.
Warning: Use goggles and gloves when you use lubrificating oil. Use it in an area with a good flow of air. Use lubrificating oil only for a short time.
It is toxic to the eyes, skin and respiratory tract.
Warning: notices have to be installed in the flight compartment to indicate that work is being performed on engine 1(2). Open, safety and tag the
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corresponding circuit breakers.
Note: Oil drainage operation must be performed with propeller feathered.
Make sure that the engine run-up area is as clean as possible.
61.00 GENERAL Maintenance Operations
This module presents the various tasks programmed regarding the propeller, according to their periodicity (LC: Line check, A: 500 FH, C: 5000 FH,
DY; Daily, WY: Weekly).
The contained information in the following tables result from the MRBR (Maintenance Review Board Report) and from the MPD (Maintenance
Planning Document).
For more information on engine programmed checks, click on following categories:
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61.20 CONTROLLING 42 VERSION System Operation
Blade angle and speed controls:

- FUEL GOVERNING:
- This is the ground governing mode at low power. The EEC automatically increases the fuel flow so as to maintain propeller speed (Np =
70.8%). The Condition Lever (CL) is ineffective (normally placed at AUTO).
Note: this control mode is cancelled :
- when EEC is OFF,
- when the propeller is in feather position or test leading to a propeller speed decrease,
- when PEC set to OFF.
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- TRANSITION MODE:
- This is the mode between the fuel governing mode and the blade angle governing mode.
- It only applies on ground, or in flight at low power and low speed. The Np speed is comprised between 70.8% and PWR MGT selection (82%
or 100%).
- BLADE ANGLE AND SPEED CONTROLS:

- This is the normal in-flight governing mode. The PVM adjusts the propeller pitch according to the power setting in such a way as to maintain a
constant propeller speed Np.
- Governing is available whether the EEC is ON or OFF, CL commands Np propeller speed ("AUTO" position), PL commands power (and
therefore TQ, at a given Np), PWR MGT selects Np propeller speed (82% or 100%).
Note: The control operation may be summarized through the graph, depicting evolution of the propeller speed Np function of PLA.
Assuming engine is running with Power Lever at GI (Ground Idle position) and Condition Lever at FTR (Feather position).
When the Condition Lever is moved from "FTR" to "AUTO" :
- propeller unfeathers and speed increases,
- the fuel governing mode is activated (one third below "AUTO").
During unfeathering operation, "SGL CH" illuminates then extinguishes.
Note: On ground, at each propeller unfeathering, the low pitch protection is tested by the PEC and the back-up channel is used during 2s indicating
the correct operation of this channel.
Following unfeathering operation propeller blade angle reaches the low pitch blade angle which is set by the Power Lever, read on the PVM, then
sent to the PEC.
The PEC computes a pitch angle in accordance with the "GI" position. This is indicated by the LO PITCH light. Propeller speed is 70.8%, this
speed is controlled by the EEC which trims the fuel to maintain this speed.
This is call the fuel governing mode. As a result ACW is available.
Note: Fuel governing mode is invalid with EEC "OFF" or faulty, or PEC "OFF".
Pushing the Power Lever from "GI" to "FI" causes torque to increase because blade angle increases. This is due to the new setting of the Power
Lever. As a result, beta angle increases.
Meanwhile the EEC maintains the propeller speed at 70.8.
Continuing to push the Power Lever above "FI", blade angle continues to increase and torque as well. the LO PITCH light extinguishes.
Propeller speed is maintained at 70.8 (fuel governing is still operated).
As Power Lever is continuously pushed forward, blade angle and torque increase.
Propeller speed leaves 70.8 to increase : this is called the transition mode.
Passing 62° position 100% Np is selected by the PIU provided that "TO" is selected on the PWR MGT panel.
Note: At that time, it is still a speed selection as long as take-off power is not available so, the propeller is still operating in transition mode.
When the Power Lever is positionned in the take-off notch identified by the white mark, the propeller leaves the transition mode for the propeller
speed governing mode. Now the propeller speed is governed by the PEC, comparing the speed selected to the actual propeller speed detected by
the speed sensors, if an error between both signals is detected the PEC provides a signal to the PVM to maintain the selected speed.
Feathering, autofeathering, ATPCS test and LO PITCH test cause the propeller speed to drop normally by increasing the blade angle. In these
cases, the fuel governing mode is cancelled and the EEC does not add fuel anymore. Should the cancel function fails, this would lead to
overtorque, increase of fuel flow and ITT increase.
Note: The fuel governing mode is confirmed cancelled in Hotel Mode.
Synchrophaser:
- Selection of synchrophasing is fully automatic in the PEC. When both propellers have stabilized at the selected propeller governing RPM,
synchrophaser control is initiated. Speed control and synchrophasing accuracy supplied by the PEC limits the amount of bias the synchrophaser
can give to the slave propeller speed to ± 6 RPM. If the RPM of either propeller differs from the selected governing RPM of the slave propeller by
more than 6 RPM, synchrophaser control is de-activated.
- The master propeller incorporates an additional, single coil pulse generator to supply a signal to the slave propeller PEC (ENG 2). This
redundant, separate pulse generator, is used to assure that a coil failure on one propeller will not affect the operation of the other. These features
make it possible to use synchrophasing during take-off since the slave propeller RPM will not be affected in the event of failure of the master
engine (ENG 1).
Propeller speed governing:

Propeller speed is mainly selected by the power management selector "PWR MGT".
Speed selections are:
- TO and MCT: 100% Np,
- CLB and CRZ: 82% Np.
Note: In addition, the selector provides power rating to the EEC.
At take-off with the power management selected at "TO" and the Power Lever above 62°, the internal logic within the PIU selects the requested
propeller speed i.e. 100%.
The selected speed is routed to the PEC through the normally closed relay controlled by the Condition Lever in "AUTO" position.
The PEC compares the sensed propeller RPM to the selected governing RPM. The PEC calculates a pitch change direction and rate to correct the
RPM error. The corrected pitch change rate is computed based on:
- magnitude of RPM error,
- rate of change of RPM error,
- aircraft operating condition (airspeed and altitude).
actuator.
Changes in blade angle are fed back to the PEC through the blade angle RVDT to close control loop.
Selecting "CLB" (climb) provides a new speed setting to the PIU which selects 82%.
Note: Operation is the same as previously. This is also true for "MCT" (maximum continuous) and "CRZ" (cruise).
During approach, "TO" is selected but the selection is not 100% : it is 82% (memorized by the PIU). This speed is used to minimize the noise
during approach.
Note: the power lever is below 62° (for instance "FI").
In case of GO AROUND the Power Lever is selected above 62° arming the propeller speed selection at 100%.
If the system fails, selecting the Condition Lever to "OVERRIDE" de-energize the relay which routes the information between the PIU and the PEC.
In case of loss of information, the PEC schedules a propeller speed at the default speed: the default speed is set at 100% Np.
In no fault condition, following touchdown, a ground/flight logic reset 82% Np to 100% to allow the reverse operation. The overspeed governor
(refer to overspeed operation) will allow momentary propeller overspeed to reach full reverse operation. In any case, overspeed is limited to 15s.
ATPCS:
- ATPCS means Automatic Take-off Power Control System.
ATPCS arming conditions are the following:
- ATPCS "ARM" pushbutton is pressed in,
- "PWR MGT" selector at "TO" position,
- Power Levers 1 and 2 above 49°,
- Torque indicators above 46%.
Both AFUs exchange torque information.
When the conditions are met, each AFU provides a signal to each MFC.
MFCs, in turn, output a signal causing the "ARM" green light to illuminate.
Once armed, during take-off phase, if an engine fails and when the torque drops below 18%:
- the remaining engine is uptrimmed, and 2.15s later...
- the failed engine propeller is autofeathred and ATPCS disarmed,
- "ARM" green light extinguishes.
Note:
- Uptrim function is de-activated when "TO" position is de- selected.
- Autofeather function is inhibited on the opposite engine.
Should an engine failure occurs at Go around, the good engine will not be uptrimmed, and only autofeather of the propeller of the faulty engine is
available.
61.REV SYSTEM REVISIONS 42 VERSION ATPCS Normal Operation
ENGINE FAILURE BEFORE V1:

Note: All the following sequences will be done under ISA conditions, i.e: RTO=100%.
The four conditions are met. The system is armed and the green light illuminates. Now we are going to study the case of an engine failure before
V1.
MX61.REV.04.V1L2 Copyright © 2011-2012 - ATR Training Centre - All right reserved For Training Only Page 253
Engine failure before V1:
You must immediately reduce both PLA, Click on Power Levers.
Nothing happens on the failed engine for 2.15 seconds to derive some benefit for reverse on that engine before auto-feather occurs, the PL
reduction within the 2.15 seconds automatically disarms the mode. ARM and UPTRIM extinguish.
End of procedure.
ENGINE FAILURE AFTER V1:

The four conditions are met. The system is armed and the green light illuminates. Now we are going to study the case of an engine failure after V1.
Please click on the A/C to start take-off.
Engine failure after V1:
2.15 seconds after,
- MFC: feather solenoid is activated on PVM and feathering electric pump is energized,
- ARM green light extinguishes,
- AUTO FTR is triggered on EWD,
- UPTRIM green light is still illuminated.
The engine flame out at take-off profile is described in S.O.P's.
End of procedure.
ENGINE FAILURE IN GO-AROUND:

You must check that:
- ATPCS pushbutton ON,
- PWR MGT selector TO.
Then perform the GO-Around by clicking on the Power Levers (GA TQ at ramp).
Both PLA above 49°.
Both torques above 46%.
The arming conditions are met.
Engine failure in Go-Around.
- UPTRIM function is inhibited in-flight,
- Auto-feather function on the affected engine is applied with 2.15 seconds delay.
Single engine Go-Around profile is contained in S.O.P's.
End of procedure.
Table of contents
61.00 GENERAL .............................................................................................................................................................................................................................................................

2
Presentation .............................................................................................................................................................................................................................................................
2
Cockpit Panels .........................................................................................................................................................................................................................................................

7
Cockpit Displays ......................................................................................................................................................................................................................................................

9
Interfaces ................................................................................................................................................................................................................................................................
12
Exercises ................................................................................................................................................................................................................................................................
15
61.10 HYDRAULIC CONTROL AND ASSEMBLY ..........................................................................................................................................................................................................

22
System Description ..................................................................................................................................................................................................................................................

22
Oil Supply System Operation ...................................................................................................................................................................................................................................

24
Assembly Operation .................................................................................................................................................................................................................................................

25
Exercises ................................................................................................................................................................................................................................................................
28
Exercises Level 2 .....................................................................................................................................................................................................................................................

30
Internal Cavity ..........................................................................................................................................................................................................................................................

34
HP Pump ................................................................................................................................................................................................................................................................
36
Feathering Pump .....................................................................................................................................................................................................................................................

38
61.11 HUB BLADES ASSEMBLY ...................................................................................................................................................................................................................................

40
Hub ................................................................................................................................................................................................................................................................
40
Pitch Change Mechanism ........................................................................................................................................................................................................................................

42
Blades ................................................................................................................................................................................................................................................................
45
Blades Retension Device .........................................................................................................................................................................................................................................

48
Spinner ................................................................................................................................................................................................................................................................
50
Bulkhead ................................................................................................................................................................................................................................................................
52
Oil Transfer Tube .....................................................................................................................................................................................................................................................

54
PVM Oil Supply ........................................................................................................................................................................................................................................................

56
61.20 CONTROLLING ....................................................................................................................................................................................................................................................

59

59
System Operation ....................................................................................................................................................................................................................................................

63
Reading of PEC Memory .........................................................................................................................................................................................................................................

81
Trim PEC Procedure ................................................................................................................................................................................................................................................

83
Check Recording of PEC Failure Message on MFC Maintenance Panel ................................................................................................................................................................

87
Exercises ................................................................................................................................................................................................................................................................
88
Exercises Level 2 .....................................................................................................................................................................................................................................................

90
PEC Description .......................................................................................................................................................................................................................................................

94
PEC Operation .........................................................................................................................................................................................................................................................

100
PIU ................................................................................................................................................................................................................................................................
101
PWR MGT ................................................................................................................................................................................................................................................................

106
Electro Hydraulic Valve ............................................................................................................................................................................................................................................

108
Feather Solenoid ......................................................................................................................................................................................................................................................

111
RVDT PLA Position Sensors ...................................................................................................................................................................................................................................

119
RVDT Blade Angle Feedback Sensors ....................................................................................................................................................................................................................

121
Protection Valve .......................................................................................................................................................................................................................................................

123
Secondary Low Pitch Stop Retract Solenoid ...........................................................................................................................................................................................................

126
Dual Coils to PEC ....................................................................................................................................................................................................................................................

128
Single Coil to Right PEC ..........................................................................................................................................................................................................................................

130
Single Coil to Dynamic Balancing ............................................................................................................................................................................................................................
132
Auto Feather Unit .....................................................................................................................................................................................................................................................

134
ATPCS Test Rotary Selector ...................................................................................................................................................................................................................................

136
61.45 LOW PITCH PROTECTION AND INDICATING ...................................................................................................................................................................................................

143

143

145
Exercises ................................................................................................................................................................................................................................................................
152
Exercises Level 2 .....................................................................................................................................................................................................................................................

154
Overspeed Governor ...............................................................................................................................................................................................................................................

156
Overspeed Test .......................................................................................................................................................................................................................................................

161
Low Pitch Test .........................................................................................................................................................................................................................................................

166
61.42 NP PROPELLER SPEED INDICATING ................................................................................................................................................................................................................

171

171

173
Exercises ................................................................................................................................................................................................................................................................
175
Exercises Level 2 .....................................................................................................................................................................................................................................................

177
61.50 PROPELLER BRAKE SYSTEM ............................................................................................................................................................................................................................

179

179

182
Exercises ................................................................................................................................................................................................................................................................
186
Exercises Level 2 .....................................................................................................................................................................................................................................................

188
Propeller Brake ........................................................................................................................................................................................................................................................

190
Propeller Brake Pressure Switch .............................................................................................................................................................................................................................

199
Check Valves Two Pipes and an Electro Valve .......................................................................................................................................................................................................
201
61.CI CONTROLS AND INDICATORS ...........................................................................................................................................................................................................................

203
Propeller Brake Panel ..............................................................................................................................................................................................................................................

203
ATPCS Panel ...........................................................................................................................................................................................................................................................

211
61.REV SYSTEM REVISIONS .......................................................................................................................................................................................................................................

216
Propeller Normal Operation .....................................................................................................................................................................................................................................

216
Propeller Abnormal Operation .................................................................................................................................................................................................................................

218
Propeller Brake Normal Operation ...........................................................................................................................................................................................................................

220
ATPCS Normal Operation ........................................................................................................................................................................................................................................

222
Abnormal Procedures ..............................................................................................................................................................................................................................................

228
61.00 GENERAL .............................................................................................................................................................................................................................................................

231
Safety and Precautions ............................................................................................................................................................................................................................................

231
Maintenance Operations ..........................................................................................................................................................................................................................................

234
61.20 CONTROLLING 42 VERSION ..............................................................................................................................................................................................................................

235

235
61.REV SYSTEM REVISIONS 42 VERSION .................................................................................................................................................................................................................

253
ATPCS Normal Operation ........................................................................................................................................................................................................................................

253

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ATA 61 PROPELLER

Blade angle and speed governing controls:

Engine Warning Display (EWD) is located on the center instrument panel.

Propeller Brake panel is located on 27 VU overhead panel.

Power Management panel 401 VU is located on center instrument panel.

ATPCS control panel 400 VM is located on center instrument panel.

Right maintenance panel 702VU :

CL (Condition Lever) are located on center pedestal.

PL (Power Lever) are located on center pedestal.

The NP indication is composed of :

Propeller system is composed of :

Blade anti-icing is electrically supplied by ice and rain protection system.

The propeller assembly is composed of :

Following modes are processed by the PEC (Propeller Electronic Control):

The Hub enables the installation of :

The propeller pitch change mechanism is mounted on the propeller hub.

Each blade is fitted on a hub.

Each propeller blade has a composite spar/shell which is bonded to :

The Blades Retension Device is located inside the Hub.

The blade retention device is composed of:

The Spinner is located at the front of the blades.

The oil transfer tube enables mechanical and hydraulic connection.

The PVM includes the following elements:

Synchrophasing system provides propeller synchrophasing capability.

Blade angle and speed controls:

- BLADE ANGLE AND SPEED CONTROLS:

Propeller speed governing:

Procedure for reading failure code recorded by the PEC:

Conditions before trim:

Execute actions displayed on the MCDU :

Execute actions displayed on the MCDU :

Execute actions displayed on the MCDU :

The Propeller Electronic Control is located on each engine.

The PEC receives the following inputs from the aircraft:

The Propeller Electronic Control provides:

The PIU consists of:

The PIU is powered by 28VDC from the Emergency bus bar

The Electro Hydraulic Valve is a part of Propeller Valve Module.

The Electro Hydraulic Valve.

Increase pitch EHV configuration:

The Feather Solenoid is a part of Propeller Valve Module.

Location on the EHV.

Feathering operation with an engine fire:

Feather pump test:

The RVDT PLA Position sensors is a part of Propeller Valve Module.

The Protection Valve is a part of Propeller Valve Module.

The Secondary Low Pitch Stop Retract Solenoid.

The single sensors.

The single sensors.

Static ATPCS test.

Dynamic ATPCS test:

After releasing the rotary selector:

Several propeller protections ensure safe aircraft operations.

Secondary LO pitch protection:

Metered pressure loss:

An Overspeed Governor is installed on the right side of the engine.

The overspeed governor is composed of two sections:

The Overspeed Test enables testing of the overspeed governor.

Propeller overspeed test requirements are:

On RH maintenance panel, set and maintain "PROP Overspeed" to "ENGINE 1".

Test of secondary low pitch stop valve and solenoid :

Test of Power Lever switch :

The pulse generator is located on the reduction gear box.