Atr 568F 20111025

For Training Use Only
568F-1 Propeller System

Line Maintenance (ATR)
Warning - EAR Statement

This document or file contains technical data the export of which is, or may be, restricted by the Export Administration Act and the Export Administration
Regulations (EAR), 15C.F.R. parts 730-774. Diversion contrary to US law is prohibited. The export, re-export, transfer or re-transfer of this technical data
in any other company, entity, person, or destination, or for any use or purpose other than that for which the technical data was originally provided by
Hamilton Sundstrand, is prohibited without prior written approval from Hamilton Sundstrand and authorization under applicable export control laws.
EAR Export Classification: ECCN: 9E991
For Training Use Only 61-00-00 Page 1
Revised: 2011OCT25
HAMILTON SUNDSTRAND PROPRIETARY. EAR DATA – Subject to the export control restrictions on the title page of this document or file. ECCN: 9E991
THIS PAGE INTENTIONALLY LEFT BLANK

Revised: 2011OCT25
Disclaimer
This Training Manual is not an official Hamilton Sundstrand publication and is not intended for any use other than student
training. Material contained herein is written and assembled for the purpose of providing the student with organized notes on
the subject matter to be discussed during classroom presentation and to enhance the information contained in applicable
manuals. It has been written based on the current state of design and information available at the time. This document
does not amend or supersede information contained in any Hamilton Sundstrand manual or document. Always refer to the
authorized publications before performing any maintenance activities in connection with the subject systems or components.
PROPRIETARY
This document and the information contained herein are the property of Hamilton Sundstrand Corporation (HSC). Recipient
agrees to hold all such information in confidence, and agrees it shall be used only for the recipient‟s internal training
requirements. The information contained herein shall not be used for any other purposes, including creation, manufacture,
development, or derivation of any repairs, modifications, spare parts, design, or configuration changes, or to obtain FAA or
any other government or regulatory approval for same. Recipient agrees not to disclose such information to any third party,
except as may otherwise be provided for an applicable agreement between recipient and HSC. Copying or disclosure of
this document and the information contained herein by anyone without HSC‟s prior written permission is not authorized and
may result in criminal and/or civil liability.
COPYRIGHT © 2011 HAMILTON SUNDSTRAND CORPORATION

Revised: 2011OCT25
Table of Contents
Title Page Title Page
Title Page 1 Auxiliary Pump & Motor 30-31
Disclaimer 3 Over-speed Governor 32-33
Table of contents 4 Electro Hydraulic Valve 34-35
Abbreviations 5 Electron ic Propeller Control 36-37
Introduction 6-7 Cockpit Controls 38-39
Propeller System 8-11 Cruise Mode 40-41
Spinner 12-13 Beta/Reverse Mode 42-43
Pitch Change Actuator 14-15 Feather Mode 44-47
Hub 16-17 Over-speed Mode 48-49
Oil Transfer tube 18-19 De-icing 50-51
Blade 20-21 Synchrophasing 52-53
Bulkhead Slip-ring 22-23 HS Value Added Services 54
Brush Block 24-25
Propeller Valve Module 26-29

Revised: 2011OCT25
Abbreviations
Abbreviation Definition Abbreviation Definition
AUX Auxiliary Pf Fine Pitch
ARINC Aviation Radio INC PLA Power Lever Angle
C Celsius Ps Supply Pressure
EEC Electronic Engine Control PSI Pounds Per Square Inch
EHV Electro Hydraulic Valve PSIG Pounds Per Square Inch
EPC Electronic Propeller Control Gauge
Hz Hertz PVM Propeller Valve Module
HS Hamilton Sundstrand RGB Reduction Gear Box
LRU Line Replaceable Unit RPM Revolutions Per Minute
Np Propeller Speed RVDT Rotary Variable Differential
LRU Line Replaceable Unit Transformer
MIL-L Military Specification SLPS Secondary Low Pitch Stop
OAT Outside Air Temperature VAC Volt Alternating Current
Pc Course Pitch VDC Volt Direct Current
Pd Pressure Drain
PEC Propeller Electronic Control
PEEK Polyetheretherketone

Revised: 2011OCT25
Introduction
 Propeller s provide aircraft thrust.  To date HS regional propeller systems have logged over
60 million flight hours.
 Hamilton Sundstrand has manufactured propellers
since the early 1930‟s.  The 568F propeller system was introduced to the
Regional Airline market in 1995.
 Types have included fixed pitch thru full feathering with
reverse capability.  The 568F „s versatility has been enhanced by
maintaining component interchangeability between
 Present day HS propeller systems interface with many different aircraft applications.
other components to increase control, safety and
efficiency.  Commonality between propeller system components
has reduced customer spare part inventories and
 Present day applications serve the regional aircraft maintenance training time.
market aircraft as Line Replaceable Units (LRU).
 The 568F-1 propeller system is used on the
 Individual components of the propeller system can be Aerospatiale:
changed in a few simple steps. – ATR 42 -400
– ATR 42-500
 Light weight design composite blade technology has – ATR 72-2I0A
minimized maintenance and repairs. – ATR72-500
– ATR72-600

Revised: 2011OCT25
Introduction
568F-XX Model Designation Specifications
 The first character “5”, denotes HS major model type  Feather angle . . . . . . . 78.0 to 79.0 degrees
 The second character “6”, denotes the number of blades  Reverse angle. . . . . . . . . . . . . . . . . . . . . . . .
– Actuator Assembly 815585-1, -2, -3
 The third character “8”, denotes HS propeller blade • -18.5 to -19.5 degrees
shank size – Actuator Assembly 815585-4
• -20.6 to -21.6 degrees
 The fourth character “F”, denotes a flange mounted
propeller  Operating fluid. . . . MIL-L-7808/MIL-L-23699
 The dash number (-XX), denotes an HS specific aircraft  Maximum Diameter. . . . . . . . . . . . . . .13 feet
application
 System Weight (Dry) . . . . . . . . . . . 376 pounds
 Blade angle reference station. . . . . . 58.00 inch radius
 Electrical requirements. . . . 115 vac, 400 Hz, 3 phase

28 vdc
NOTE: for the purpose of this training guide, forward is

the left portion of the Schematic.

Revised: 2011OCT25
Propeller System Description

 Each ATR aircraft installation contains two 568F-1 six-bladed, right-hand rotation, variable pitch propeller systems.
 Each ATR Engine has one 568F-1 propeller system.
 Each 568F-1 propeller system contains:

– Rotating Mass ( hub, oil transfer tube, pitch change actuator, blades, spinner, bulkhead and slip-ring assembly)
– Brush Block Assembly
– Propeller Valve Module (PVM)
– Auxiliary Feathering Motor and Pump
– Electronic Propeller Control (EPC)
– Propeller Main Oil Pump
– Over-speed Governor
– Dual Coil Magnetic Sensors
– Single Coil Magnetic Sensor
– Sensor Bracket

Revised: 2011OCT25
Propeller System
Brush
Pitch Block
Change Assembly
Actuator
Over-speed Propeller Main
Governor Oil Pump
Hub
Bulkhead
Slip-Ring
Assembly
Auxiliary
Feathering Motor
and Pump

Revised: 2011OCT25
Propeller System
Rotating Mass Components Other Components
 Hub (main propeller structural component, mounts on  Brush Block Assembly (mounted on a RGB bracket ,
the RGB flange via 16 bolts) forward side)
 Dual Coil Magnetic Sensor (mounted on a RGB bracket,
 Oil Transfer Tube (located between the PVM to the forward side)
pitch change actuator)  Over-speed Governor (mounted on the aft side of the
propeller main oil pump)
 Pitch change Actuator (mounts forward within the hub)  Sensor Bracket (mounted on the forward side of the
RGB)
 Blades (each of the six blades mount to an individual  Electronic Propeller Control (mounted on an engine
hub arm) nacelle strut)
 Propeller Valve Module (mounted on the aft side of the
RGB)
 Spinner (mounts forward of and over the hub attaching
to the bulkhead slip-ring assembly)  Propeller Main Oil Pump (mounted on the aft side of the
RGB)
 Auxiliary Feathering Motor and Pump (mounted on the
 Bulkhead slip-ring assembly (mounts on the aft side on forward side of the RGB)
the hub)
 Single Coil Magnetic Sensor (mounted on the forward
side of the RGB)

Revised: 2011OCT25
Propeller System

Revised: 2011OCT25
Spinner Description
Spinner Spinner Sub-Components
 The spinner is made of aluminum.  Spinner Internal Bulkhead
 Mounts over the hub and bolted to the bulkhead slip-ring  Attaching Hardware (12 Apex Torque Screws)
assembly.
 The spinner is supported by packing that is located on

the hub dome.
 The spinner provides for a smooth transition of airflow

across the rotating mass, thus reducing aerodynamic
drag.

Revised: 2011OCT25
Spinner Diagram
Bulkhead
Slip-Ring
Apex
Assembly
Torque
Screws

Revised: 2011OCT25
Pitch Change Actuator

Pitch Change Actuator Function
 Converts hydraulic pressure into an axial movement that  Piston
changes propeller blade angle. – Separates coarse and fine pitch chambers
– Provides axial movement for the yoke
 In conjunction with the oil transfer tube, provides blade  Anti-Torque Arm
angle feedback to the PVM and EPC closing the propeller – Prevents rotation of yoke assembly
RPM control loop.
 Forward and Aft Yoke Plates
– Provides mechanical interface for translating axial
 The pitch change actuator is a line replaceable unit (LRU). force to blade trunnin
– Interface for the anti-torque arm
Pitch Change Actuator Assembly Sub-Components  Shaft Sleeve
 Dome Cover – Provides interface between Forward Yoke Plate
– Corse pitch chamber cover and Piston
– Spinner interface  Dome
– Supports and dampens spinner utilizing packing – Coarse and fine pitch hydraulic chamber
material – Attachment point for anti-torque arm
– Mounting location for propeller assembly balance  Packing
weights
– Used to seal, dampen, and support various
 Yoke Shaft interfaces
– Conduit for transfer tube  Shims
– Attachment point for yoke and piston – Used to reduce clearance between two mating
surfaces

Revised: 2011OCT25
Forward and
Aft Yoke Plates
Shaft
Sleeve
Packing

Revised: 2011OCT25
Hub
Hub MAINTENANCE TIPS
 Main structural component that supports, and interfaces  The proper oil level for barrel lubrication is approx. 4.5 to
with all rotating mass components. 5 US quarts.
 Made off steel, one piece construction.  Replace packing with every actuator change.
Hub Sub-Components
 Support Plate
 16 Hub Mounting Bolts
 Yoke Shaft Support Plate
 Glide Ring
 Double Hexagon Nuts
 Actuator to Hub Packing

Revised: 2011OCT25
Hub
Arm 3
Arm 2
Arm 1

Revised: 2011OCT25
Oil Transfer Tube

 The oil transfer tube transports metered oil pressure from the PVM to either the coarse or fine pitch chambers in the Pitch
Change Actuator.
 The oil transfer tube installs into the front of the Pitch Change Actuator, thru the RGB, and finally seats on the PVM transfer
bearing.
 The Oil Transfer Tube Assembly Contains:

– Two Steel Tubes (for increase and decrease oil flow)
– Internal Seals (to divide and seal the inner tube from the outer tube)
– External Seals (create a seal between the outer tube and pitch change actuator)
– Headless Straight Pin (insures inner and outer tube orientation)
– Shims (adjust length of outer tube transfer bearing seat)
CAUTION:
DURING THE INSTALLATION OF THE OIL TRANSFER TUBE, PROPER RIGGING BETWEEN THE PVM AND PITCH
CHANGE ACTUATOR IS CRITICAL TO PROPELLER OPERATION.

Revised: 2011OCT25
Oil Transfer Tube

Revised: 2011OCT25
Blade
 The propeller blade assembly is a lightweight, composite, rotating wing.
 Blade Design Features

– Steel “Tulip” (stable base for the composite material providing an interface to the hub)
– Kevlar outer shell, covers;
• carbon fiber foam filled spar
• polyurethane based, closed cell, low-density airfoil shaped foam
– Aluminum grid, imbedded in the composite material, for lightning protection
– Leading Edge Nickel Sheath (outboard end)
– Counterweight
– Trunnion bearing assembly
– Leading Edge External De-icing Heater
– Black Polyurethane Based Erosion Coating
– Yellow Tip safety warning
– Blade Angle reference markers
– Plastic cone blade balance weight chambers

Revised: 2011OCT25
Blade
Kevlar Outer Shell

Covers carbon fiber foam filled
spar and polyurethane based,
closed cell, low-density foam

Revised: 2011OCT25
Bulkhead Slip-ring
Bulkhead Slip-ring
 Layered fiberglass material.  Slip-ring assembly provides an electrical current path
from the static brush block to the rotating de-icing
 4 bushing inserts to locate and support bulkhead Slip- heaters.
ring assembly on the aft side of hub.
 Fabricated from aluminum with three bonded phosphor
 12 nut-plates fasteners mounted inside the bulkhead for bronze rings.
spinner attachment.
 Phosphor bronze rings provides electrical current path
 Locates and supports the slip-ring assembly. from the static brush block to the rotating blade de-icing
heaters.
 Slip-ring assembly mounts on the aft side of the

bulkhead.

Revised: 2011OCT25
Bulkhead Slip-ring
Bulkhead cross section
4 Bolts attach Bulkhead

Slip-ring assembly to rear
12 electrical wires of hub
mounted on front of
slip ring. 2 wires for
each of 6 blades for de-
ice current Slip-ring cross section
illustrating 3 electrical
current phosphor
bronze rings
12 Nut plates mounted

inside Bulkhead for
Spinner attachment screw
Revised: 2011OCT25
Brush Block
 Provides electrical current path from the (stationary)
aircraft electrical system to the (rotating) propeller slip
rings and blade de-icing heaters.
 Brush Block has:

– Fiberglass reinforced housing
– “PEEK” insert holding the brushes
– Six graphite brushes
– Three electrical studs
– Three wire connector
CAUTION: THE BRUSH BLOCK BRUSHES

SHOULD NEVER BE FORCED BY HAND AS
IT IS EASY TO DAMAGE THE INTERNAL
WIRES.

Revised: 2011OCT25
Brush Block
6 Graphite Fiberglass
Brushes Reinforced
Housing
Connector

Revised: 2011OCT25
Propeller Valve Module

Propeller Valve Module (PVM)  PVM Assembly has:
 Mounted on the aft side of the gearbox, in line with the – PVM
propeller axis. – Adapter (adapts PVM to the gearbox)
– Various Internal Oil Transfer Tubes (not shown)
 Major component of propeller control system. – V-band Coupling (clamps PVM to the gearbox
adapter)
 Provides hydraulic metered pressure to the pitch change – Packing
actuator

Revised: 2011OCT25
Each of 3 oil
transfer tubes
have packing
(not shown)

Revised: 2011OCT25

 PVM receives electrical signals from the EPC to initiate
hydraulic pressure modulation to either the coarse or – Feather Solenoid
fine pitch chambers in the Pitch Change Actuator • Pilot activated during engine shut down by
flight deck condition lever
 Sub-Assemblies: • During emergencies activated by either;
– Protection Valve ◦ Pilot pulling emergency fire handle or
• Directs course pitch and fine pitch pressure ◦ Automatically activated by the aircraft
thru Oil Transfer Tube emergency system
• Interfaces with Over-speed Governor for ◦ Emergency feather switch activates 28
protection VDC„ bypassing EPC and energizing the
Aux Feather Pump & Motor
– Blade Angle Feedback • Activation drains pressure from the Over-
• RVDT measures Oil Transfer Tube‟s axial Speed Governor side of the Protection Valve
movement ◦ Causes protection valve to direct supply
• Oil Transfer Tube axial position indicates pressure thru the course pitch line
blade angle that is signaled to the EPC ◦ Pressurizes coarse pitch chamber in the
– Power Lever Angle
• RVDT measures PLA and signals the EPC
Continued on next page...

Revised: 2011OCT25

Continued from previous page...
– Electro Hydraulic Valve (EHV)

• Receives signal from the EPC
• Meters pressure to either the coarse or fine
chamber in the Pitch Change Actuator
• Opposing pressure is drained off through the
EHV
– Secondary Low Pitch Stop

• Prevents blade angle from moving into an
extremely low pitch condition while the aircraft
is “in flight”
– Secondary Low Pitch Stop Retract Solenoid

• During “weight on wheels” Beta operations
allows blade angle to move below the
minimum “in flight value
– Condition Lever
• Provides no functional input to the PVM
• Does act as a mechanical linkage idler arm for
the fuel control mechanical linkage

Revised: 2011OCT25
Auxiliary Pump & Motor

Auxiliary Pump  Aux Pump has:
 In the event of an emergency, the Auxiliary Pump – 28VDC Motor
provides reserve supply oil and pressure to feather the – High Pressure Pump
blades. – 6.8 Quarts Per Minute @ 690 PSlG
– Pressure Relief Valve
 Reserve supply oil located in the RGB. – Check Valve Limits Pressure
– Dedicated 1.1 quart sump reserve in gearbox
 Duty cycle time 30 seconds on, 10 minutes off, providing – Activated by
enough time to feather the blades.
– Emergency auto feather aircraft system
– Cockpit emergency handle
– Aux Pump test switch

Revised: 2011OCT25
Auxiliary Pump & Motor

Revised: 2011OCT25
Overspeed Governor (OSG)

 Manufactured by Woodward Governor Corporation.  “In flight” propeller over-speed of 102.5% activates over-
speed governor.
 Additional safeguard for the propeller system.
 Overspeed governor drains oil pressure causing the
 NOT used during normal propeller “on-speed‟‟ propeller pitch to increase reducing Np.
conditions.
 With weight on the wheels, over-speed limit is reset to
 In case of EPC failure OSG will not allow the propeller to 118% allowing transition into reverse propeller pitch
operate over 102.5%. angle.
 Single-Acting Hydro-mechanical component piggy-back

mounted with the main oil pump on RGB.
 Monitors propeller speed (Np).

Revised: 2011OCT25

Revised: 2011OCT25
Electro Hydraulic Valve (EHV)

 Manufactured by MOOG.
 EHV receives input from the EPC metering pressure through the protection valve and subsequently
to the pitch change actuator.
 EHV inputs:
– Supply Pressure (Ps)
– Electronic Signal from the EPC. (6 Milliamps initiates valve movement)
 EHV Outputs:
– Simultaneously drains Pf while metering Ps to Pc
– Or simultaneously drains Pc while metering Ps to Pf

Revised: 2011OCT25

Revised: 2011OCT25
Electronic Propeller Control

Electronic Propeller Control (EPC)  Functions
 Microprocessor-Based Control. – Propeller Speed Governing
• Cruise operations
 Provides closed-loop electronic control of the propeller • Marginal over-speed control
system.
– Synchrophasing
 Two functionally isolated board assemblies are within • Synchronize Np of the number 2 engine with
the EPC (primary and backup). the number 1 engine
• Lowers aircraft noise level
 Air-cooled aluminum housing with cover. • Minimize propeller “beat”
• Reduces vibration
 Air cooled by convection. • Increase passenger comfort
 Bracket mounted to an engine nacelle strut with four – Beta Scheduling

vibration shock isolators. • Ground Operations (Taxi), Forward Thrust,
Reverse Thrust

Revised: 2011OCT25
Electronic Propeller Control
EPC
A-84900
Revised: 2011OCT25
Cockpit Controls

Revised: 2011OCT25
Cockpit Controls
Power Management Switch Power & Fuel Cut-Off Condition Levers

Revised: 2011OCT25
Cruise Mode (Flight) Operations

 Cruise mode is where the propeller system operates most of the time.
 The pilot uses the power management switch to select either 100% (1200 RPM) or 82% (984 RPM).
 During flight all aircraft and propeller systems operate within ever-changing atmospheric conditions.
 Within ever-changing atmosphere conditions, the propeller system constantly hunts for an optimal blade angle attempting to
maintain the RPM selected by the pilot.
 Since it is very difficult to maintain an exact RPM, the propeller system is constantly making minor pitch adjustments to
increase or decrease propeller RPM.
 Magnetic pulse pick up signals the EPC.
 The EPC counts the pulses and determines if the propeller is over, under, or on speed.
 EPC signals the PVM EHV to adjust oil pressure to either increase or decrease blade pitch angle.
 Blade pitch angle increases slow the propeller RPM.
 Blade angle decreases speed up the propeller RPM.
 Cruise mode is a fully automatic closed loop system that constantly monitors and adjust propeller RPM.

Revised: 2011OCT25

Revised: 2011OCT25
Beta /Reverse Mode (Ground) Operations

 Beta mode is select by the pilot moving the power lever below the flight idle position.
 The weight on wheels switch must sense the weight of the aircraft and signal the EPC to activate beta control.
 The EPC signals the SLPS solenoid to close the drain port and maintaining pressure on the OSG side of the protection
valve allowing very low propeller blade angles required for ground operations.
 Very low propeller blade angles provide sufficient forward thrust during taxi operations.
 During taxi when the condition lever is placed in the automatic position the propeller will be controlled at 850 RPM.
 Beta mode also allows the pilot to reverse the propeller pitch angle.
 After landing, sometimes the pilot uses reverse thrust to decelerate the aircraft.
 As the pilot moves the power lever towards the full reverse position, propeller speed ranges from 850 through 1100 RPM.

Revised: 2011OCT25

Revised: 2011OCT25
Feather Mode (In Flight) Operations

 If there is a potential engine problem during flight, it may become necessary to feather the propeller and reduce drag while
the engine problem is being verified.
 The pilot moves the Power Lever to Flight Idle and the Condition Lever to feather.
 The EPC signals the Feather Solenoid to open and drain all pressure from the OSG side of the Protection Valve.
 The Protection Valve spindle shift s towards the OSG side of the valve and increased metered pressure flows to the Pc
chamber within the Pitch Change Actuator.
 Simultaneously the Protection Valve drains the Pf chamber in the Pitch Change Actuator.
 The propeller pitch moves into the full feather position.
 After the pilot confirms there is in fact an engine problem, the engine will be shut down by moving the Condition Lever into
the fuel cut off position.
 The EPC also activates the feather solenoid if:

– the pilot pulls the cockpit emergency fire handle
– the aircraft emergency system senses a problem and activates auto-feather
– In either case the propeller feathers and the engine is automatically shut down

Revised: 2011OCT25

Revised: 2011OCT25
Feather Mode (Ground) Operations
 On initial start up, during jet engine warm up, the pilot sets the Power Lever to ground idle and the Condition Lever to
feather activating the feather solenoid, the propeller will remained feather and RPM will stabilize at approximately 100
RPM.
 The propeller is also feathered to test the Auxiliary Pump & Motor.
 After parking the aircraft , the pilot moves the Power Lever to ground idle and the Condition Lever to feather. After the
propeller feathers the Condition Lever is moved to fuel cut off position and the engine shuts down and the propeller remains
feathered.

Revised: 2011OCT25

Revised: 2011OCT25
Overspeed Mode
 Manufactured by Woodward.
 Interfaces with the Hamilton Sundstrand PVM.
 Controls propeller over-speed in the event of an EPC failure.
 At 102.5% propeller RPM the OSG flyweights over power the return spring and shift the OSG to the drain position.
 The OSG shift drains metered pressure from the OSG side of the protection valve.
 The Protection Valve spindle shift s towards the OSG side of the valve and increased metered pressure flows to the Pc
chamber in the Pitch change Actuator.
 Simultaneously the Protection Valve drains the Pf chamber in the Pitch Change Actuator.
 Propeller pitch increases and slows propeller RPM.
 Operation of the OSG is fully automatic and does not require any pilot action.

Revised: 2011OCT25

Revised: 2011OCT25
De-Icing
 HS Propeller de-ice systems remove ice once it has accumulated on the propeller.
 Propeller de-ice systems deliberately allow ice to accumulate on the leading edge of the propeller blades.
– After ice accumulates, the system heats the blade leading edge long enough to loosen the ice.
– The ice slings off the rotating propeller blade by centrifugal force.
– As ice continues to accumulate the de-ice cycle repeats.
 Without a propeller de-icing system the accumulation of ice causes propeller imbalance and disrupts airflow.
 When icing conditions are encountered the pilot selects one of the two blade de-ice cycles depending on the Outside Air
Temperature (OAT)
– OAT greater than -10º C, pilot selects 10 second "ON"/ 40 seconds "OFF”
– OAT less than -10º C, pilot selects 20 second "ON"/ 60 seconds "OFF“
 When activated the propeller de-ice system applies aircraft supplied 115 VAC electrical power to the stationary Brush Block
Assembly via a 3 pin connector.
 The Brush Block‟s graphite brushes transfer current to 3 rotating phosphor bronze rings that are located on the slip-ring.
 Blades 1,3,5 are electrically connected to the first brush block circuit supply terminal, blades 2,4,6 are electrically
connected to a second brush block supply circuit terminal, and all 6 blades are grounded to the third brush block terminal.
 Please see slide 25 for a complete wiring diagram

Revised: 2011OCT25
De-Icing

Revised: 2011OCT25
Synchrophasing
 Sychrophasing is a function of the number 2 engine‟s EPC, please see diagram below.
 Each engine propeller system has a primary two channel magnetic pulse pick up that signals propeller pulses to it‟s EPC.
 For the sake of synchrophasing , the aircraft master propeller is located on the left side of the aircraft (engine #1), the secondary
propeller is on the right side of the aircraft (engine #2).
 The left engine master propeller incorporates an additional independent magnetic pulse sensors that signals the #2 EPC located
on the right side of the aircraft .
 During take off, both the #1 and #2 EPC independently monitor and control propeller RPM, to the RPM selected by the pilot.
 During takeoff, after both propellers independently stabilize at the pilot‟s selected RPM, the #2 EPC initiates automatic
synchrophasing.
 The #2 EPC monitors both #1 and #2 propeller RPM, compares the differences, and signals the #2 PVM EHV to make pitch
adjustments and synchronize the #2 propeller with the #1 propeller.
 If either engine propeller RPM, differs from the selected RPM by more than 6 RPM, the #2 EPC will automatically terminate
synchrophasing .
 In the event #1 left engine fails during take-off, it‟s secondary magnetic pulse sensors will signal the #2 EPC of the failure.
 The #2 right engine EPC will discontinue synchrophasing with #1 and continue to develop maximum take off thrust with the #2
engine and propeller.
Revised: 2011OCT25
Synchrophasing
Sychrophasing is a function of the number 2 engine‟s EPC:
EPC

Revised: 2011OCT25
For more information on Hamilton Sundstrand’s training programs

Revised: 2011OCT25

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568F-1 Propeller System

568F-1 Propeller System

Warning - EAR Statement

568F-1 Propeller System

THIS PAGE INTENTIONALLY LEFT BLANK

568F-1 Propeller System

COPYRIGHT © 2011 HAMILTON SUNDSTRAND CORPORATION

568F-1 Propeller System

568F-1 Propeller System

568F-1 Propeller System

568F-1 Propeller System

 System Weight (Dry) . . . . . . . . . . . 376 pounds

 Blade angle reference station. . . . . . 58.00 inch radius

 Electrical requirements. . . . 115 vac, 400 Hz, 3 phase

NOTE: for the purpose of this training guide, forward is

568F-1 Propeller System

Propeller System Description

 Each ATR Engine has one 568F-1 propeller system.

 Each 568F-1 propeller system contains:

568F-1 Propeller System

568F-1 Propeller System

568F-1 Propeller System

568F-1 Propeller System

 The spinner is supported by packing that is located on

 The spinner provides for a smooth transition of airflow

568F-1 Propeller System

568F-1 Propeller System

Pitch Change Actuator

568F-1 Propeller System

Pitch Change Actuator

568F-1 Propeller System

568F-1 Propeller System

568F-1 Propeller System

Oil Transfer Tube

 The Oil Transfer Tube Assembly Contains:

568F-1 Propeller System

Oil Transfer Tube

568F-1 Propeller System

 Blade Design Features

568F-1 Propeller System

Kevlar Outer Shell

568F-1 Propeller System

 Slip-ring assembly mounts on the aft side of the

568F-1 Propeller System

Bulkhead cross section

4 Bolts attach Bulkhead

12 Nut plates mounted

 Brush Block has:

CAUTION: THE BRUSH BLOCK BRUSHES

568F-1 Propeller System

568F-1 Propeller System

Propeller Valve Module

568F-1 Propeller System

Propeller Valve Module

568F-1 Propeller System

Propeller Valve Module

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568F-1 Propeller System

Propeller Valve Module

– Electro Hydraulic Valve (EHV)

– Secondary Low Pitch Stop

– Secondary Low Pitch Stop Retract Solenoid