568f Pec Ts Guide

Propeller
Electronic
Control
(PEC)
Fault Code
Troubleshooting
Guide
ATR42, ATR72
(TO BE USED FOR REFERENCE ONLY)
Rev_2010SEPTa ECCN 9E991
EAR Export Classification: ECCN 9E991
THIS PAGE INTENTIONALLY LEFT BLANK
Rev_2010SEPTa HAMILTON SUNDSTRAND Page 2

EAR DATA–Subject to the export control restrictions on the third page of this document.
EAR TECHNICAL DATA

WARNING – This document contains technical data
the export of which is, or may be, restricted by the
Export Administration Act and the Export
Administration Regulations (EAR), 15 C.F.R. parts
730-774. Diversion contrary to U.S. law is prohibited.
The export, re-export, transfer, or re-transfer of this
technical data to 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 written prior
approval from Hamilton Sundstrand and authorization
under applicable export control laws.
NOTE: Information contained herein is to be used

for reference only.
This document is intended to provide system

troubleshooting information and should not be
construed as amending or superseding approved
official maintenance manuals, overhaul manuals or
service bulletins nor should this information be
construed as modifying in any way Hamilton
Sundstrand’s applicable warranties or guarantees
covering equipment described herein.

Table of Contents
Title Page
Introduction 5
List of Abbreviations 7
Procedure for Reading Fault Codes 8
EPC / PSV / PVM Connector Locations 9
Fault Code Descriptions 10
FDAU Configuration and 65

FDEP Entry Codes
Procedure for Propeller Trim 68
Procedure for Clearing Fault Codes 71

Introduction
This Troubleshooting guide was developed and written to aid in the
treatment of fault codes generated by the Hamilton Sundstrand
Electronic Propeller Control (EPC) system. While this guide may not
be able to cover all possible problems that will occur in the life of this
product, it should allow a way to start looking in the correct direction
for the source of a fault in the propeller control system.
The guide was written to try and provide troubleshooting steps in an

order that will test the most likely cause of failure first to minimize
troubleshooting time.
In all troubleshooting sections of this document, troubleshooting

should follow the order presented and if something is found during
one step, fix the problem and then only go further in the procedure if
the fault re-occurs.
To try and be consistent with Aerospatiale and ATR documentation,

this guide refers to the PEC, which is the airframer’s name for the
Electronic Propeller Control.
If ever you have any comments on the format or the content of this
guide, please contact Hamilton Sundstrand at the address or
telephone numbers listed on the last page. All comments will be
reviewed and incorporated into the future versions of this document
to try and make the troubleshooting procedure as brief and effective
as possible.
NOTE: On aircraft communication procedures with

the PEC contained in this guide using the FDEP.
Later aircraft models may contain an ACARS Unit,
or a Multi Function Display (MFD). In this case refer
to ATR Job Cards for the specific procedure
“Reading Procedure of PEC Memory”, “Erasing
Memory”, and “PEC Trimming”.
CRITICALITY: For each fault code, a “criticality” level (1, 2 or 3) is

listed. The different levels indicate the following:
1. When a fault code of this level is generated, the PEC will

be in a full FAULT condition until the fault has been
corrected and the fault code has been cleared from
memory. This type of fault must be corrected before the
next flight.
2. A fault code of this level being generated will produce a
fault indication when the fault occurs. If the fault condition
disappears, the fault code will remain in memory but the
cockpit fault indication will disappear. If the fault is
intermittent, the cockpit fault indication can sometimes be
cleared by cycling power to the PEC via the PEC ON/OFF
push-button in the cockpit. Maintenance action should be
carried out to correct the fault condition at the next
convenient opportunity.
3. This level of fault code will result in the code being stored
in memory but no “single channel” or “PEC FAULT” will be
indicated to the flight crew. This fault should be
investigated at the next maintenance opportunity.
4. Perform the recommended aircraft wire continuity checks
as called out in the specific troubleshooting steps. In
addition check the resistance between the wire and the
aircraft airframe ground. The resistance measured
between the signal line and aircraft ground should be very
large.
CAUTION: If the troubleshooting procedure requires checking

electrical continuity, ensure that airframe electrical
power is off before disconnecting or connecting
receptacles and plugs.

List of Abbreviations
ADC Air Data Computer
CLA Condition Lever Angle
EEC Electronic Engine Control
EHV Electro-Hydraulic Valve
EPC Electronic Propeller Control
(Same as PEC)
FDAU Flight Data Acquisition Unit
FDEP Flight Data Entry Panel
FI Flight Idle
GI Ground Idle
HMU Hydro Mechanical Unit
LRU Line Replaceable Unit
MCT Maintenance Data Computer
OSG Over Speed Governor
PEC Propeller Electronic Control
(Same as EPC)
PIU Propeller Interface Unit
PLA Power Lever Angle
PSV Propeller Servo Valve
PVM Propeller Valve Module
RVDT Rotary Variable Displacement
Transducer
SLPS Secondary Low Pitch Stop Solenoid
TO Take Off
WOW Weight On Wheels

Procedure For Reading Fault Codes

The PEC holds the first eight (8) faults detected in
memory. If stored faults are not cleared, no new faults
will be stored in the memory once the memory has
become full. Each fault code is stored only one time
even if the same fault occurs more than once.
Faults should be checked and cleared at a minimum

When the PEC is first installed on an aircraft
Whenever the maintenance indicator on the
maintenance panel is set
To check what faults the PEC has stored concerning

the Propeller System
1. Monitor data via FDEP display (8701/8702)
2. Select PEC on PEC/EEC selector on
maintenance panel
3. Toggle the LRU switch on the maintenance
panel and fault codes will be displayed one
at a time ( 01 = Start and 02 = End)

EPC / PSV / PVM Connector

Locations
Below are diagrams that call out the locations of the different “J”
connectors on the EPC, PSV, and PVM. The following are for
location purposes only and do not accurately represent the actual
equipment.
NOTE: For info / troubleshooting purposes, the solenoids in the

PSV and PVM have resistance readings of approximately
40 .
Feather Solenoid: 28V In = J5 A & B
Ground = J5 C
SLPS Retraction: 28V In = J5 E

Ground = J5 F

Fault Code: 03
Fault Name: Reversing Fault
Criticality: 2
Channel: Primary
Setting Logic: When PLA was moved to a position below FI,

blade angle did not follow command. This fault condition prevents
blade angle from going to values below FI therefore normal taxi and
reverse functions will be unavailable.
When the PEC determines that this fault has occurred, it will send
an “Np cancel” signal to the EEC to prevent any excessive thrust
difference if reverse on both engines is commanded. This results in
lower than normal Np during ground operations on the affected
engine.
Probable failure of the secondary low pitch stop retraction circuit.
Possible False Indications: In some EPC versions, holding

the TRIM/LRU switch on the RH maintenance panel in the LRU
position while PLA < 28 degrees (half way GI to FI) for more than 2
seconds may produce this fault code to be stored and a PEC FAULT
to be indicated on the cockpit display.
To avoid this problem until a software fix has been generated or

installed, operators should be advised to only place the switch in the
LRU position for less than 1 second. This will allow the fault code to
advance on the FDEP without having the time to generate the fault
code. To be even safer, modifying the procedure for reading the
fault codes to have PLA at FI would prevent the fault even if the LRU
switch is held.

Troubleshooting:
1. Verify via FDEP (see Table 1) that PLA is indicated at greater

than 33 degrees when the power lever is at the FI stop (FDEP
display of 0375 or greater). Nominal FI reading from FDEP
should be 36.6 degrees (0416 on FDEP). NOTE: To read the
PEC value of PLA, the EEC/PEC switch on the co-pilot's
maintenance panel must be in the PEC position. If the value of
PLA is found below 0375, re-trim the PEC per normal
procedure.
2. Test for 28V at SLPS retraction solenoid (PSV or PVM
connector P5 pins E and F) when PLA is below FI. If not found,
there is a problem with PLA switch in pedestal or associated
circuitry. Correct and re-verify system.
3. Test for 0V at SLPS retraction solenoid when PLA is above FI.
If not found, there is a problem with PLA switch in pedestal or
associated circuitry. Correct and re-verify system. NOTE:
There is a 3 second delay before the 28V is removed when
PLA transitions from below to above the FI position.
4. Test for 28V at PSV/PVM P5 pins A or B (C = return) with the
CLA in the AUTO position. If 28V is found, troubleshooting of
the aircraft feathering circuitry is required.
5. Replace PSV or PVM.

Fault Code: 04
Fault Name: Reversing Fault

Criticality: 2
Channel: Back-up
Setting Logic: When PLA was moved to a position below FI,

blade angle did not follow command. This fault condition prevents
blade angle from going to values below FI therefore normal taxi and
reverse functions will be unavailable.
When the PEC determines that this fault has occurred, it will send
an “Np cancel” signal to the EEC to prevent any excessive thrust
difference if reverse on both engines is commanded. This results in
lower than normal Np during ground operations on the affected
engine.
Probable failure of the secondary low pitch stop retraction circuit.
Possible False Indications: In some EPC versions, holding

the TRIM/LRU switch on the RH maintenance panel in the LRU
position while PLA < 28 degrees (half way GI to FI) for more than 2
seconds may produce this fault code to be stored and a PEC FAULT
to be indicated on the cockpit display.
To avoid this problem before software fix has been / will be

generated. Operators should be advised to only place the switch in
the LRU position for less than 1 second. This will allow the fault
code to advance on the FDEP without having the time to generate
the fault code. To be even safer, modifying the procedure for
reading the fault codes to have PLA at FI would prevent the fault
even if the LRU switch is held.

Troubleshooting:
1. Verify via FDEP (see Table 1) that PLA is indicated at greater

than 33 degrees when the power lever is at the FI stop (FDEP
display of 0375 or greater). Nominal FI reading from FDEP
should be 36.6 degrees (0416 on FDEP). NOTE: To read the
PEC value of PLA, the EEC/PEC switch on the co-pilot's
maintenance panel must be in the PEC position. If the value of
PLA is found below 0375, re-trim the PEC per normal
procedure.
2. Test for 28V at SLPS retraction solenoid (PSV or PVM
connector P5 pins E and F) when PLA is below FI. If not found,
there is problem with PLA switch in pedestal or associated
circuitry. Correct and re-verify system.
3. Test for 0V at SLPS retraction solenoid when PLA is above FI.
If not found, there is problem with PLA switch in pedestal or
associated circuitry. Correct and re-verify system. NOTE:
There is a 3 second delay before the 28V is removed when
PLA transitions from below to above the FI position.
4. Test for 28V at PSV/PVM P5 pins A or B (C = return) with the
CLA in the AUTO position. If 28V is found, troubleshooting of
the aircraft feathering circuitry is required.
5. Replace PSV or PVM.


Fault Code: 05
Fault Name: Maintenance Discrete Fault

Criticality: 3
Channel: Both
Setting Logic: Discrete Input logic of PEC has detected the

maintenance discrete (TRIM/LRU switch) in the LRU position during
flight. This discrete being set in flight may prevent certain BIT
functions and therefore there is a risk of reduced fault detection until
this fault is corrected.
Troubleshooting:
1. Test for a ground at pin GG on the P2 PEC harness connector
when the TRIM/LRU switch is in the center/normal position. If
found, there is a problem with the switch or associated aircraft
wiring.
2. Under the same conditions, test for continuity between PEC
harness connector P2 pins GG and e. If continuity is found
there is a problem with the switch or associated aircraft wiring.
3. Replace the PEC.

Fault Code: 11
Fault Name: EEC ARINC Fault

Criticality: 3
Channel: Both
Setting Logic: The EEC and ADC values of pressure altitude,

which are transmitted via the ARINC 429 link between the EEC and
PEC, are both faulty. Either the data is not being received at all by
the PEC or the value received is out of range (below -2000 feet or
above 32000 feet).
Possible False Indications: Pulling the EEC circuit breaker

disables the ARINC output of the EEC and will therefore trigger this
fault.
Troubleshooting:
1. If EEC circuit breaker is open, reset circuit breakers.
2. If EEC has a fault code indicating an ARINC fault, replace EEC.
3. Check for continuity between PEC harness connector P2 pin h
and corresponding pin on EEC connector. If not found, correct
harness.
4. Check for continuity between PEC harness connector P2 pin k
harness.
5. Check for a short circuit between PEC harness connector P2
pins h and k. If found, correct harness.
6. Replace the EEC.

Fault Code: 12
Fault Name: EEC ARINC Fault

Criticality: 3
Channel: Both
Setting Logic: The EEC and ADC values of airspeed, which are
transmitted via the ARINC 429 link between the EEC and PEC, are
both faulty. Either the data is not being received at all by the PEC or
the value received is out of range (less than -10 knots or greater
than 350 knots).
Possible False Indications: Pulling the EEC circuit breaker

disables the ARINC output of the EEC and will therefore trigger this
fault.
Troubleshooting:
1. If EEC circuit breaker is open, reset circuit breakers.
2. If EEC has a fault code indicating an ARINC fault, replace EEC.
3. Check for continuity between PEC harness connector P2 pin h
the harness.
4. Check for continuity between PEC harness connector P2 pin k
the harness.
5. Check for a short circuit between PEC harness connector P2
pins h and k. If found, correct the harness.
6. Replace the EEC.

Fault Code: 21
Fault Name: WOW Discrete Fault

Criticality: 3
Channel: Both
Setting Logic: If airspeed is greater than 190 knots but the

weight-on-wheels input indicates the aircraft is still on the ground or
if PLA is below the FI gate and the weight-on-wheels input indicates
that the aircraft is in the air, the fault will be set.
The fault code is set under the following condition, Weight on

Wheels (WOW) is = to 1 (aircraft on ground) with airspeed greater
than 190 kts, or Weight on Wheels equals 0 with PLA less than 31
degrees and NP greater than 160 RPM.
Possible False Indications: Certain aircraft maintenance

functions require jacking of the aircraft or using the WOW switch on
the co-pilots maintenance panel to simulate in-flight conditions.
Either of these methods may force the creation of this fault code .
Troubleshooting:
1. If aircraft has been on jacks or the maintenance panel switch
has been placed in the flight position while the aircraft was on
the ground, reset fault codes and verify that code does not
return.
2. Set EEC/PEC selector switch on maintenance panel in the
PEC position. Verify PLA value on FDEP (see Table 1) to be
sure that value is greater than 33.6 degrees (> 0381 on FDEP
display) with the power lever at the FI stop. If a value less than
0381 is found, re-trim PEC. The nominal value for PLA at FI is
36.6 degrees (0416 on FDEP display)

3. With the aircraft on the ground, verify that there is continuity

between PEC harness connector P2 pins X and V. If there is
no connection, verify aircraft wiring (and multi-function
computer).
4. With the maintenance panel Weight on Wheels switch in the
FLIGHT position, verify that there is no continuity between PEC
harness connector P2 pins X and V. If there is a connection,
verify aircraft wiring (and multi-function computer).
5. Replace PEC.

Fault Code: 22
Fault Name: Np Speed Select Discrete Fault

Criticality: 2
Channel: Primary
Setting Logic: The PEC has received an invalid combination of

speed select discretes from the aircraft "Propeller Interface Unit"
(PIU). Two discretes are used to determine which of the three (3)
speeds has been selected. The fault condition exists if ever the
PEC receives the fourth (undefined) combination of speed select
discretes.
Troubleshooting:
1. Place the Power Management switch in the MCT position and
ensure that the condition lever is in the Fuel-Shutoff position.
2. Verify open circuits between PEC harness connector P2 pins w
and p as well as pins x and p. If open circuits are not found,
there is a problem in the aircraft wiring between the PEC and
the PIU or with the PIU itself.
3. Place the Power Management switch in the Climb position.
4. Verify an open circuit between the PEC harness connector P2
pins x and p and a short circuit between pins w and p. If these
conditions are not found, there is a problem with the aircraft
wiring between the PEC and the PIU or with the PIU itself.
5. Place the Power Management switch in the CRZ2 or CRZ
position - whichever exists.
6. Verify continuity between PEC harness connector P2 pins w
and p as well as pins x and p. If continuity is not found
between either set of pins, there is a problem in the aircraft

7. Clear the PEC faults after performing a power reset to the PEC.
Slowly rotate the power management switch through all of its
positions with a 10 second delay at each position. Verify that
the fault code does not return.
8. Replace PEC.

Fault Code: 23
Fault Name: Np Speed Select Discrete Fault

Criticality: 2
Channel: Back-up
Setting Logic: The PEC has received an invalid combination of

speed select discretes from the aircraft "Propeller Interface Unit".
Two discretes are used to determine which of the three (3) speeds
has been selected. The fault condition exists if ever the PEC
receives the fourth (undefined) combination of speed select
discretes.
Troubleshooting:
1. Place the Power Management switch in the MCT position and
ensure that the condition lever is in the Fuel-Shutoff position.
2. Verify open circuits between PEC harness connector P2 pins
BB and q as well as pins CC and q. If open circuits are not
found, there is a problem in the aircraft wiring between the PEC
and the PIU or with the PIU itself.
3. Place the Power Management switch in the Climb position.
4. Verify an open circuit between the PEC harness connector P2
pins CC and q and a short circuit between pins BB and q. If
these conditions are not found, there is a problem with the
aircraft wiring between the PEC and the PIU or with the PIU
itself.
5. Place the Power Management switch in the CRZ2 or CRZ
position - whichever exists.
6. Verify continuity between PEC harness connector P2 pins BB
and q as well as pins CC and q. If continuity is not found

between either set of pins, there is a problem in the aircraft
7. Clear the PEC faults after performing a power reset to the PEC.
Slowly rotate the power management switch through all of its
positions with a 10 second delay at each position. Verify that
the fault code does not return.
8. Replace the PEC.

Fault Code: 24
Fault Name: Primary Channel Failed Discrete Wrap

Around Fault
Criticality: 3
Channel: Primary
Setting Logic: The primary channel has detected a "wrap-

around" failure on the fault light output line. In other words, the PEC
has detected that this low-side switch output is at 0V without being
commanded or is open/floating when the PEC is trying to drive the
output to 0V. The PEC doesn't actually control the light but rather
provides an input to the PIU.
Troubleshooting:
1. Ensure that there is continuity between PEC harness connector
P1 pin u and the primary channel fail input pin on the PIU
connector.
2. If continuity is found, replace the PIU. If continuity is not found,
repair the wiring harness between the PEC and the PIU.
3. Replace the PEC.

Fault Code: 25
Fault Name: Backup Channel Failed Discrete Wrap

Around Fault
Criticality: 3
Channel: Back-up
Setting Logic: The backup channel has detected a "wrap-

around" failure on the fault light output line. In other words, the PEC
has detected that this low-side switch output is at 0V without being
commanded or is open/floating when the PEC is trying to drive the
output to 0V. The PEC doesn't actually control the light but rather
provides an input to the PIU.
Troubleshooting:
1. Ensure that there is continuity between PEC harness connector
P2 pin E and the backup channel fail input pin on the PIU
connector.
2. If continuity is found, replace the PIU. If continuity is not found,
repair the wiring harness between the PEC and the PIU.
3. Replace the PEC.

Fault Code: 26
Fault Name: SLPS Retraction Fault
Criticality: 2
Channel: Both
Setting Logic: Built-in Test hardware detected that 28V was

applied to the SLPS retraction solenoid while the PLA was above FI
(in flight). The actual logic checks for the absence of the 28V supply
to the retraction solenoid once PLA > 46 degrees. (FI=36.6
degrees).
Possible False Indications: Mis-rigging of the PLA (or lack

of trim procedure when LRUs changed and/or adjusted) can cause
the PEC to detect PLA above FI when it physically is still below FI.
Troubleshooting:
1. Clear fault codes from PEC memory (NOTE: If there is a
problem in the SLPS retraction wiring, it may be impossible to
clear fault code 27.)
2. Set PLA to FI. Reset PEC power via push-button. If PEC
FAULT light comes on within 10 seconds and the only codes in
PEC memory are 26 and/or 27, re-trim PEC per normal
procedure.
3. "Slam" the Power from TO to the FI stop.
4. Measure voltage at pin HH of PEC harness connector P2
(NOTE: PEC connector P1 must be connected and power must
be applied to the PEC). If 28V is found, repair/adjust the A/C
wiring or PLA micro-switch in the SLPS retraction circuit such
that 28V does not appear until PLA is below FI.
5. Replace the PEC.

Fault Code: 27
Fault Name: SLPS Enabled Fault
Criticality: 2
Channel: Both
Setting Logic: Built-in test logic has determined that 28V was
not supplied to the SLPS retraction solenoid when PLA was
decreased to a value below FI. Actual logic test for 28V being
available when PLA < 30 degrees.
Possible False Indications: Mis-rigging of the PLA (or lack

of trim procedure when LRUs changed and/or adjusted) can cause
the PEC to detect PLA below FI when it physically is still above FI.
Troubleshooting:
1. Clear fault codes from PEC memory (NOTE: If there is a
problem in the SLPS retraction wiring, it may be impossible to
clear fault code 27.)
2. Set PLA to FI. Reset PEC power via push-button. If PEC
FAULT light comes on within 10 seconds and the only codes in
PEC memory are 26 and/or 27, re-trim PEC per normal
procedure.
3. Set PLA to GI.
4. Measure voltage at pin HH of PEC harness connector P2
(NOTE: PEC connector P1 must be connected and power must
be applied to the PEC). If 28V is not found, repair/adjust the
A/C wiring or PLA micro-switch in the SLPS retraction circuit
such that 28V appears before PLA completes 1/3 travel
between FI and GI.
5. Replace the PEC.

Fault Code: 28
Fault Name: Cross-channel Speed Select Fault

Criticality: 3
Channel: Both
Setting Logic: The requested propeller speed received by the

primary channel does not match that received by the backup
channel.
Troubleshooting:
1. Verify the following pins on the P2 harness connector of the
PEC. If any test is not correct, repair PIU and/or aircraft wiring
between PEC and PIU. NOTE: Not all settings are available on
each A/C type.
2. With PWR MGT Switch in the TO and MCT positions
Open between BB & q, CC & q, w & p, and x & p
With PWR MGT switch in the CLB and CRZ1 positions
Open between CC & q and x and p
Closure between BB & q and w and p
With PWR MGT switch in the CRZ2, SHED, and CRZ positions
Closure between BB & q, CC & q, w & p, and x & p
3. Reset PEC. Clear all fault codes. Slowly select all positions on
the PWR MGT switch (10 second delay at each position).
Verify that the fault does not return.
4. Replace the PEC.

Fault Code: 29
Fault Name: Maintenance Lamp Fault

Criticality: 3
Channel: Primary
Setting Logic: The primary channel has detected a "wrap-

around" failure on the "Maintenance Lamp" (maintenance panel
indication of fault codes stored in fault memory) output line. In other
words, the PEC has detected that this low-side switch output is at 0V
without being commanded or is open/floating when the PEC is trying
to drive the output to 0V.
Troubleshooting:
1. Verify/correct continuity between PEC harness connector P1
pin DD and the ground side of the magnetic PEC fault latch
indicator on the RH maintenance panel.
2. Replace fault latch indicator.
3. Replace the PEC.

Fault Code: 31
Fault Name: Sensed Propeller Speed Fault
Criticality: 2
Channel: Primary
Setting Logic: The value of Np being provided by the primary

coil of the dual coil Np pickup is out of range (above 1700 RPM), has
failed a rate check (speed has changed at a rate of greater than
1650 RPM/SEC), or the Np signal is not present when blade angle
reaches 44 degrees during the unfeathering process. This last
condition uses 44 degrees since at that angle, the propeller should
be able to turn fast enough to provide a consistently valid speed
signal.
Possible False Indications: This fault can be generated

during ground maintenance if the propeller is moved out of the
feather position and the condition lever is placed in the AUTO or
OVERRIDE positions. As noted above, the propeller blade angle
must be less than 44 degrees - otherwise this fault will not be
generated.
This fault can also be generated if the EPC does not receive the
unfeather signal from the cockpit condition lever when feather is
commanded. Without this signal the EPC never receives a feather
signal and therefore expects a valid [propeller speed signal to be
present as soon as power is applied to the EPC. This fault will clear
(assuming no other faults exist in the system) once the propeller is
unfeathered and propeller speed exceeds 160 RPM.
Troubleshooting:
1. Check / Tighten connector on the dual coil speed pickup (P/N

810546-1) and PEC harness connector P1 on PEC.

2. Check / Adjust gap on dual coil speed pickup (0.045 +/- 0.01
inches or 1.14 +/- 0.25 mm)
3. Verify / Repair the continuity from the dual coil pickup pin A to
pin H on the PEC harness P1 connector. Also from pin B on
pickup to pin b on the PEC P1 harness connector
4. Replace the dual coil pickup.
5. Replace the PEC.

Fault Code: 32
Fault Name: Sensed Propeller Speed Fault
Criticality: 2
Channel: Back-up
Setting Logic: The value of Np being provided by the backup

coil of the dual coil Np pickup is out of range (above 1700 RPM), has
failed a rate check (speed has changed at a rate of greater than
1650 RPM/SEC), or the Np signal is not present when blade angle
reaches 44 degrees during the unfeathering process. This last
condition uses 44 degrees since at that angle, the propeller should
be able to turn fast enough to provide a consistently valid speed
signal.
Possible False Indications:This fault can be generated

during ground maintenance if the propeller is moved out of the
feather position and the condition lever is placed in the AUTO or
OVERRIDE positions. As noted above, the propeller blade angle
must be less than 44 degrees - otherwise this fault will not be
generated.
This fault can also be generated if the EPC does not receive the
unfeather signal from the cockpit condition lever when feather is
commanded. Without this signal the EPC never receives a feather
signal and therefore expects a valid propeller speed signal to be
present as soon as power is applied to the EPC. This fault will clear
(assuming no other faults exist in the system) once the propeller is
unfeathered and propeller speed exceeds 160 RPM.
Troubleshooting:
1. Check / Tighten connector on the dual coil speed pickup (P/N
810546-1) and harness connector P2 on PEC.

2. Check / Adjust gap on dual coil speed pickup (0.045 +/- 0.01
inches or 1.14 +/- 0.25 mm)
3. Verify / Repair the continuity from the dual coil pickup pin C to
pin J on the PEC P2 harness connector. Also from pin D on
pickup to pin d on the PEC P2 harness connector
4. Replace dual coil pickup.
5. Replace PEC.

Fault Code: 41
Fault Name: Pitchlock Fault

Criticality: 3/2
Channel: Primary
Setting Logic: The propeller actuator has not responded

correctly to a command from the PEC and the hydraulic pressure
supplied to the PSV has been measured at a value below the
minimum pressure necessary to guarantee that the actuator will not
stall due to aerodynamic forces higher than the hydraulic force of the
actuator. It is therefore assumed that the lack of motion is due to
lack of hydraulic pressure that the propeller is therefore pitchlocked.
NOTE: Fault can only be generated once Np > 850 RPM and
blade angle is in the flight range ( PLA > FI ).
Troubleshooting:
1. Replace main hydraulic supply pump.
2. Replace PSV.
3. Replace propeller actuator.
4. Replace PEC.
NOTE: This fault’s criticality changes from 3 to 2 for EPCs with

the following software dash numbers:
247F-1E -003 and higher

14SF-11E -002 and higher

Fault Code: 51
Fault Name: OSG Fault

Criticality: 2
Channel: Both
Setting Logic: During a test of the propeller overspeed

governor, the controlled value of Np was seen to be less than 101%
or greater than 103.5%.
Possible False Indications: If the OSG test is performed but

the engine power is not high enough to attain the 101% low limit, this
fault will be set. Aerospatiale has incorporated circuitry to test the
reset function of the overspeed governor. When this second setting
is tested, propeller speed increases to 106.5% and the fault is also
generated.
Troubleshooting:
1. Reset PEC and clear fault codes.
2. Remove reset solenoid connector on Overspeed Governor. Set
PLA to FI. If 28V is found at the connector of the reset
solenoid, repair/adjust aircraft wiring or micro-switch on PLA
such that 28V does not arrive until PLA is below FI stop.
3. Replace the Overspeed Governor.
4. Replace the PEC.

Fault Code: 61
Fault Name: PLA Calibration Fault

Criticality: 1
Channel: Primary
Setting Logic: The primary channel has detected a problem

during the calibration procedure for PLA. The PEC has determined
that the raw voltage ratio output from the RVDT is not within
acceptable limits.
Troubleshooting:
1. Verify mechanical rigging between cockpit and HMU and then
from HMU to PSV/PVM.
2. Verify / correct continuity between the following pins:
PEC P1 PSV/PVM P3
f H
M J
g F
L G
K T
3. Replace the PSV/PVM.
4. Replace the PEC.

Fault Code: 62
Fault Name: PLA Calibration Fault

Criticality: 1
Channel: Back-up
Setting Logic: The backup channel has detected a problem

during the calibration procedure for PLA. The PEC has determined
that the raw voltage ratio output from the RVDT is not within
acceptable limits.
Troubleshooting:
PEC P2 PSV/PVM P4
EE H
DD J
u F
t G
v T
4. Replace the PEC.

Fault Code: 63
Fault Name: Blade Angle Calibration Fault

Criticality: 1
Channel: Primary
Setting Logic: The primary channel has detected a problem

during the calibration procedure for blade angle. The PEC has
determined that the raw voltage ratio output from the RVDT is not
within acceptable limits. In 568F applications, this can also indicate
a mis-adjusted oil transfer tube.
Possible False Indications: In early versions of PEC

software, this code can be generated by a main supply pump which
provides low output at low propeller speed. This is corrected by a
change to the PEC software. PECs with the following dash numbers
do not have the problem fixed:
247F (ATR72-210): -002 568F (ATR42-500): -002
This problem can be avoided by activating the Auxiliary Feathering
pump during unfeathering (the ATR42-500 does this automatically)
Troubleshooting:
1. Verify that the propeller is against the feather stop at the
beginning of the PEC trim procedure, that the propeller transfer
tube has been correctly installed, and that the transfer tube
seals are in good condition.
PEC P1 PSV/PVM P3
P A
N M
h L
k B
R N

4. Replace the PEC.

5. Replace the Overspeed Governor (possible interference)
6. Replace the hydraulic supply pump (possible low flow)
7. Replace the propeller actuator (possible high leakage)

Fault Code: 64
Fault Name: Blade Angle Calibration Fault

Criticality: 1
Channel: Back-up
Setting Logic: The backup channel has detected a problem

during the calibration procedure for blade angle. The PEC has
determined that the raw voltage ratio output from the RVDT is not
within acceptable limits. In 568F applications, this can also indicate
a mis-adjusted oil transfer tube.

software, this code can be generated by a main supply pump which
247F (ATR72-210): -002 568F (ATR42-500): -002
pump during unfeathering (the ATR42-500 does this automatically)
Troubleshooting:
1. Verify that the propeller is against the feather stop at the
beginning of the PEC trim procedure, that the propeller transfer
tube has been correctly installed, and that the transfer tube
seals are in good condition.
PEC P2 PSV/PVM P4
b A
G M
H L
a B
c N


4. Replace the PEC.

Fault Code: 65
Fault Name: Sensed PLA Fault

Criticality: 2
Channel: Primary
Setting Logic: The value of PLA has been found to be invalid

on the primary channel because either the voltage levels from the
RVDT are incorrect / out of range or the final converted value of PLA
is out of its normally acceptable range (less than -18 degrees or
greater than 114 degrees).
Troubleshooting:
PEC P1 PSV/PVM P3
f H
M J
g F
L G
K T
4. Replace the PEC.

Fault Code: 66
Fault Name: Sensed PLA Fault

Criticality: 2
Channel: Back-up
Setting Logic: The value of PLA has been found to be invalid

on the backup channel because either the voltage levels from the
RVDT are incorrect / out of range or the final converted value of PLA
is out of its normally acceptable range (less than -18 degrees or
greater than 114 degrees).
Troubleshooting:
PEC P2 PSV/PVM P4
EE H
DD J
u F
t G
v T
4. Replace the PEC.

Fault Code: 67
Fault Name: Sensed Blade Angle Fault

Criticality: 2
Channel: Primary
Setting Logic: The value of actuator position (blade angle) has

been found to be invalid on the primary channel because either the
voltage levels from the RVDT are incorrect / out of range or the final
converted value of actuator position is out of its normally acceptable
range.
568F: -0.15 inches < X < 2.50 inches

247F: -0.15 inches < X < 3.60 inches
14SF: -0.31 inches < X < 3.60 inches
Troubleshooting:
1. Verify that the propeller is against the feather stop and that the
propeller transfer tube has been correctly installed.
PEC P1 PSV/PVM P3
P A
N M
h L
k B
R N
4. Replace the PEC.

Fault Code: 68
Fault Name: Sensed Blade Angle Fault

Criticality: 2
Channel: Back-up
Setting Logic: The value of actuator position (blade angle) has

been found to be invalid on the backup channel because either the
voltage levels from the RVDT are incorrect / out of range or the final
converted value of actuator position is out of its normally acceptable
range.
568F: -0.15 inches < X < 2.50 inches

247F: -0.15 inches < X < 3.60 inches
14SF: -0.31 inches < X < 3.60 inches
Troubleshooting:
1. Verify that the propeller is against the feather stop and that the
propeller transfer tube has been correctly installed.
PEC P2 PSV/PVM P4
b A
G M
H L
a B
c N
4. Replace the PEC.

Fault Code: 69
Fault Name: EHV Current Wrap Around Fault

Criticality: 2
Channel: Primary
Setting Logic: The difference between the primary channel

commanded value of EHV current and the value detected by the
"wrap-around" circuitry of the PEC are different by more than 5 mA
for current commands of less than 3 mA in magnitude or 10 mA for
current commands of greater than 3 mA
Troubleshooting:
PEC P1 PSV/PVM P3
E K
Y U
3. Replace the PEC.

Fault Code: 70
Fault Name: EHV Current Wrap Around Fault

Criticality: 2
Channel: Back-up
Setting Logic: The difference between the backup channel

commanded value of EHV current and the value detected by the
"wrap-around" circuitry of the PEC are different by more than 5 mA
for current commands of less than 3 mA in magnitude or 10 mA for
current commands of greater than 3 mA
Troubleshooting:
PEC P2 PSV/PVM P4
Y K
Z U
3. Replace the PEC.

Fault Code: 71
Fault Name: Blade Track Check Fault
Criticality: 2
Channel: Primary
Setting Logic: The difference between the commanded actuator

position and the sensed actuator position is greater than 0.09 inches
during normal operation, if a propeller feathering is not completed
within 25 seconds, or if a propeller unfeathering is not completed
within 30 seconds.
Possible False Indications: In some software versions,
(ATR72-210 (-002), ATR42-400 (-101) and ATR42-500 (-001 and -
002)ATR72-210 (-002), ATR42-400 (-101) and ATR42-500 (-001 and
-002)) placing the condition lever in AUTO or OVERRIDE when the
engine is not running will cause this fault 30 seconds after the CLA
is moved - unless the CLA is back in feather or fuel shut-off before
the 30 seconds expires.
This is no longer be the case in later software (ATR42-500 (-003),
ATR72-210 (-003), and ATR72-210A/500 (-201)) based on a logic
modification to the PEC software. The modification prevents the
generation of this fault if the aircraft is on the ground without any
propeller speed and therefore no oil pressure with which to move the
propeller.
Troubleshooting:
1. If codes 03 and 04 are also stored, perform troubleshooting on
those codes first.
2. If code is generated during feathering or unfeathering, test
auxiliary feathering pump. Replace if defective.
3. Replace main pump.
5. Replace the propeller actuator.
6. Replace the PEC.

Fault Code: 72
Fault Name: Blade Track Check Fault
Criticality: 2
Channel: Back-up
Setting Logic: The difference between the commanded actuator

position and the sensed actuator position is greater than 0.09 inches
during normal operation, if a propeller feathering is not completed
within 25 seconds, or if a propeller unfeathering is not completed
within 30 seconds.
Possible False Indications: In some software versions,
(ATR72-210 (-002), ATR42-400 (-101) and ATR42-500 (-001 and -
002)ATR72-210 (-002), ATR42-400 (-101) and ATR42-500 (-001 and
-002)) placing the condition lever in AUTO or OVERRIDE when the
engine is not running will cause this fault 30 seconds after the CLA
is moved - unless the CLA is back in feather or fuel shut-off before
the 30 seconds expires.
This is no longer be the case in later software (ATR42-500 (-003),
ATR72-210 (-003), and ATR72-210A/500 (-201)) based on a logic
modification to the PEC software. The modification prevents the
generation of this fault if the aircraft is on the ground without any
propeller speed and therefore no oil pressure with which to move the
propeller.
Troubleshooting:
1. If codes 03 and 04 are also stored, perform troubleshooting on
those codes first.
2. If code is generated during feathering or unfeathering, test
auxiliary feathering pump. Replace if defective.
3. Replace main pump.
5. Replace the propeller actuator.
6. Replace the PEC.

Fault Code: 73
Fault Name: Secondary Low Pitch Stop Fault

Criticality: 1
Channel: Both
Setting Logic: During the automatic SLPS test during on-

ground unfeathers, the position of the secondary low pitch stop
protection system was found to be outside of it acceptable limits
568F: Between 0.65 and 0.75 inches (10.84 and 14.77 deg.)
247F: Between 0.865 and 1.035 inches (8.72 and 13.41 deg)
14SF: Between 0.865 and 1.035 inches (8.43 and 13.13 deg.)

software, this code can be generated by a main supply pump that
247F (ATR72-210): -002 568F (ATR42-500): -002

pump during unfeathering (the ATR42-500 does this automatically).
Another possible cause of this fault is to command a feather and

then command an unfeather before the blade angle has time to
increase above the FI setting. This will cause an immediate failure
of the SLPS test. Again, the software versions listed above are the
only versions where this problem has not been corrected by a
software fix.

Troubleshooting:
1. If code 63 or 64 was generated after the last PEC
trim/calibration, repeat the trim procedure and perform
troubleshooting for codes 63 and 64 until the trim can be
completed (including engine start and propeller unfeathering)
without the generation of 63 or 64.
2. Test the auxiliary feathering pump and replace it if necessary.
3. Check transfer tube installation and rigging and verify that there
is no damage to the transfer tube seals.
4. Re-trim propeller control per normal procedure.
5. Test / correct aircraft wiring / relay logic between PEC harness
connector P1 pin CC and supply line to PSV/PVM harness
connector P5 pin E. Ensure that when PEC J1 pin CC is
ground, the relay opens the 28V supply line to the SLPS
retraction solenoid (pin E on P5 of PSV/PVM)
6. Replace the PSV / PVM.
10. Replace the propeller transfer tube (568F installations only).
11. Replace the PEC.

Fault Code: 74
Fault Name: EHV Null Fault

Criticality: 2
Channel: Primary
Setting Logic: The actual and theoretical values of NULL

current (current required to maintain blade angle at a constant
position) are different by more than 6 mA. Theoretical value is 7 mA
for PVMs and 6 mA for PSVs.
Troubleshooting:
2. Replace the PEC.

Fault Code: 75
Fault Name: Hydraulic Pressure Sensor Fault

Criticality: 3
Channel: Both
Setting Logic: The voltage from the PSV pressure sensor is

outside of the normally expect range of values.
Troubleshooting:
1. Test / correct continuity between:
PEC P1 Pin PSV J3 Pin

x C
z P
e R
y V
2. Replace the PSV.
3. Replace the PEC.

Fault Code: 76
Fault Name: EHV Null Shift
Criticality: 3
Channel: Primary

Troubleshooting:
2. Replace the PEC.

Fault Code: 77
Fault Name: EHV Null Fault
Criticality: 2
Channel: Back-up

Troubleshooting:
2. Replace the PEC.

Fault Code: 78
Fault Name: EHV Null Shift

Criticality: 3
Channel: Back-up

Troubleshooting:
2. Replace the PEC.

Fault Code: 79
Fault Name: Underspeed Fault

Criticality: 2
Channel: Both
Setting Logic: The PEC has detected a low propeller speed

condition (below 700 RPM) while the aircraft is in flight. This would
probably be caused by an in-range failure of the actuator position
detection system.
Troubleshooting:
1. If an in-flight engine flame-out has occurred such that engine
power decreased and the propeller could not maintain speed
above 700 RPM (58%) due to low aircraft airspeed, this fault
will be stored - unless the flight crew feathers the propeller
before speed drops below 700 RPM. In this case, the fault
memory should be cleared and no further propeller system
troubleshooting is required.
3. Replace the PEC.

Fault Code: 81
Fault Name: PEC Internal Fault

Criticality: 2
Channel: Both
Setting Logic: Any built-in test logic that indicates there is a

problem with the internal circuitry of the PEC will set this fault code.
Possible False Indications: If a fault is detected on the

primary channel, control will be transferred to the back-up channel.
If the problem that caused this transfer goes away, control will be
transferred back to the primary channel. Intermittent problems that
cause this transfer process to occur multiple times in a certain time
period will automatically cause code 81 to appear.
Troubleshooting:
1. If other codes are also stored, perform troubleshooting on those
codes first.
2. Replace the PEC.

Fault Code: 82
Fault Name: PEC Identification Fault

Criticality: 2
Channel: Both
Setting Logic: The PEC has detected that the pin programming
for aircraft type (in the engine harness) does not match the software
loaded in the PEC. (568F software on an aircraft wired for a 247F for
example) or that the software does not match the mechanical
control installed (568F software with a PSV installed on the engine)
Troubleshooting:
1. Verify that the correct P/N PEC has been installed on the
aircraft.
2. Verify that the correct mechanical control (PSV or PVM) has
been installed for the type of aircraft.
3. Verify / Correct the following where 'X' indicates a short to PEC
harness connector P2 pin V and 'O' indicates an open circuit to
pin V.
A/C Type PEC P2 Pin S PEC P2 Pin f
ATR72-210 247F X X
ATR72-200 14SF O O
ATR72-210 568F X X
ATR42-500 568F X O
ATR42-400 568F O X
ATR72-200 568F O O
4. On PSV equipped aircraft, verify that the pressure sensor (pins
z and y on the PSV J3 electrical connector) has not failed open.
If an open circuit is found, replace the PSV.
6. Replace the PEC.

Fault Code: 83
Fault Name: Rigging Data Fault

Criticality: 2
Channel: Primary
Setting Logic: The primary channel has lost access to the

EEPROM stored calibration data for the PLA and actuator position
RVDTs
Troubleshooting:
1. Re-trim the PEC. (If fault returns, replace PEC)
2. Replace the PEC.

Fault Code: 84
Fault Name: Rigging Data Fault

Criticality: 2
Channel: Back-up
Setting Logic: The backup channel has lost access to the

EEPROM stored calibration data for the PLA and actuator position
RVDTs
Troubleshooting:
1. Re-trim PEC. (If fault returns, replace PEC)
2. Replace the PEC.

Fault Code: 91
Fault Name: Sensed Remote Speed Fault

Criticality: 3
Channel: Primary
Setting Logic: The primary channel has detected that the speed
value from the opposite engine (used for Synchrophasing) is not
valid. In order for this fault to be set, the aircraft must pass from an
on-ground to an in-flight condition and climb at least 3000 feet. If
these conditions are met and master propeller Np is still not
detected by the slave propeller PEC, the fault will be generated and
stored.
The ATR72-200 (14SF-11E) replaces the “climb at least 3000 feet”

with “local Np is 924 RPM or greater”. This logic difference is
necessary as there is no altitude input to the PEC on this
application.
Troubleshooting:
1. If the fault is generated on the #1 PEC, verify that there is no
continuity between pins e and FF on the #1 PEC P2 harness
connector. If continuity is found, correct engine wiring harness.
NOTE: Each time that the "Single Coil Pickup" is referred to,
this is the pickup that is installed in the same plane as the dual
coil pickup on the #1 engine. The second single coil pickup on
the #1 engine is installed in a different manner and is used
exclusively for propeller dynamic balancing with third party test
equipment.
2. Check / Tighten connector on the single coil speed pickup (P/N
778743-1) and PEC harness connector P1 on the PEC
3. Check / Adjust gap on single coil speed pickup (0.045 +/- 0.01
inches or 1.14 +/- 0.25 mm) .

4. Verify / Repair the continuity from the single coil pickup pin J on
engine #1 to pin B on the PEC P1 harness connector on engine
#2. Also from pin A of the pickup on engine #1 to pin d on the
PEC P1 harness connector again on engine #2.
5. Replace the single coil pickup on #1 engine.
6. Replace the PEC on #2 engine.


FDAU Configuration and

FDEP Entry Codes
The FDEP entry codes needed to read the Beta and PLA values will
vary depending on the FDAU configuration installed on the aircraft.
To determine which FDEP codes to use, first check the FDAU part
number and then look in Table 1 for the correct column.
TABLE 1
FDAU P/N ED34A320 ED34A330 ED34A340
Aerospatiale CMS CMS CMS
P/N 6885203600 6885203700 6885203800
BETA 1/2 8124/8156 8127/8143 8154/8155
PLA 1/2 8116/8216 8112/8212 8160/8161
Faults 1/2 8701/8702 8701/8702 8701/8702
Trim 1/2 8751/8752 8751/8752 8751/8752
(Conversion from FDEP code to blade angle and power

lever angle are provided on the following pages.)
NOTE: On aircraft communication procedures with

the PEC contained in this guide using the FDEP.
Later aircraft models may contain an ACARS Unit,
or a Multi Function Display (MFD). In this case refer
to ATR Job Cards for the specific procedure
“Reading Procedure of PEC Memory”, “Erasing
Memory”, and “PEC Trimming”.

Blade Angle FDEP Blade Angle FDEP
-20 3641 42 0955
-18 3687 44 1001
-16 3732 46 1046
-14 3778 48 1092
-12 3823 50 1137
-10 3869 52 1183
-8 3914 54 1228
-6 3960 56 1274
-4 4005 58 1319
-2 4051 60 1365
0 0000 62 1410
2 0045 64 1456
4 0091 66 1501
6 0136 68 1547
8 0182 70 1592
10 0227 72 1638
12 0273 74 1683
14 0318 76 1729
16 0364 78 1774
18 0409 80 1820
20 0455 82 1865
22 0500 84 1911
24 0546 86 1956
26 0591 88 2002
28 0637 90 2048
30 0682 92 2093
32 0728 94 2139
34 0773 96 2184
36 0819 98 2230
38 0864 100 2275
40 0910 102 2321

PLA FDEP PLA FDEP

-20 3869 42 0477
-18 3892 44 0500
-16 3914 46 0523
-14 3937 48 0546
-12 3960 50 0568
-10 3983 52 0591
-8 4005 54 0614
-6 4028 56 0637
-4 4051 58 0659
-2 4074 60 0682
0 0000 62 0705
2 0022 64 0728
4 0045 66 0750
6 0068 68 0773
8 0091 70 0796
10 0113 72 0819
12 0136 74 0841
14 0159 76 0864
16 0182 78 0887
18 0204 80 0910
20 0227 82 0932
22 0250 84 0955
24 0273 86 0978
26 0295 88 1001
28 0318 90 1024
30 0341 92 1046
32 0364 94 1069
34 0386 96 1092
36 0409 98 1115
38 0432 100 1137
40 0455 102 1160

Procedure For Propeller Trim

PEC trim must be performed whenever the rigging of
the propeller system is touched or the PEC is changed.
Two point trim of blade angle RVDT by reading signal

and determining differential from theoretical feather
angle and from theoretical Secondary Low Pitch Stop
(SLPS) angle during first unfeather after trim. If
difference from theoretical is too great, a fault will be
generated indicating that the rigging must not have
been done correctly.
Two point trim of PLA (TO and FI). Again, if error is too
great, a fault will be generated indicating that the
rigging of the PSV/PVM/MFC is out of tolerance
While monitoring FDEP (8751/8752), perform the

following:
1. Maintenance Panel PEC/EEC switch to

PEC position
2. Set CRZ2 on Power Management Selector
(Select CRZ if CRZ2 is not available)
3. Set PLA in TO notch
4. Verify that FDEP reads 0057

5. Press TRIM switch on maintenance panel.

Code will change to 0457. Maintain in
position until code becomes 3457 (or
2457*) then release. Code changes to
3057 (or 2057*).
6. Set PLA to FI
7. Verify that FDEP reads 3037 (or 2037*)
8. Press TRIM switch on maintenance panel.
Code will change to 3437 (or 2437*).
Maintain in position until code becomes
7437 (or 6437*) then release. Code
changes to 7037 (or 6037*).
9. Remainder of trim (second point of blade
angle RVDT calibration) will be performed
automatically during next unfeather.
*- These codes are acceptable in the 14SF-11E “-001” software

version as long as neither fault code 63 nor 64 is generated.
These codes will be produced if multiple trims are performed
between two propeller unfeathers.

Procedure For Propeller Trim (cont.)
To decode the OCTAL display on FDEP during trim

procedure, use the following example
FDEP= 3057:
FDEP Bit Meaning Condition

DIGIT
3 0 PLA Flight Idle Trim Successful 1=Yes
1 PLA Take-Off Trim Successful 1=Yes
1 Blade Angle Feather Trim Successful 1=Yes
0 0 Trim/LRU Switch in TRIM position 1=Yes
0 Blade Angle trim successful at Secondary 1=Yes
Low Pitch Stop
0 (Always 0)
5 1 PLA in Take-off Range 1=Yes
0 PLA in Flight Idle Range 1=Yes
1 Blade angle in Feather Range 1=Yes
7 1 Weight-On-Wheels 1=Ground
1 Speed Select Discrete #2 1=Selected
1 Speed Select Switch #1 1=Selected
0 = 000
1 = 001
2 = 010
3 = 011
4 = 100
5 = 101
6 = 110
7 = 111
Procedure For Clearing Fault Codes
1. Cycle power on EPC

2. Select PEC on PEC/EEC selector on maintenance
panel
3. Ensure Power Management switch is NOT in
CRZ2 or CRZ position
4. Set GI<PLA<FI
5. Hold TRIM/LRU on maintenance panel in TRIM
position for at least 10 seconds
6. Reset fault indicator latch on maintenance panel
per applicable ATR procedures
NOTE: On ATR42-500 application with PECs having a

part number ending in -002, the PLA setting is
PLA=GI rather than GI < PLA < FI. This was
changed on the -003 so that ALL PEC
applications on ATR aircraft will have the fault
clearing with GI < PLA < FI.

Please send any comments in one of the

ways listed below:
Mail: HAMILTON SUNDSTRAND

Attn: Propeller Technical Team
MS 1A-3-Z63
One Hamilton Road
Windsor Locks, CT 06096-1010
USA
Telephone: (1) 860 654 6825

Fax: (1) 860 660 1709
http://myHS.hamiltonsundstrand.com
Training Aids
# PPS-TA-005


568f Pec Ts Guide

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

568f Pec Ts Guide

Uploaded by

Copyright:

Available Formats

Propeller

THIS PAGE INTENTIONALLY LEFT BLANK

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 2

EAR TECHNICAL DATA

EAR Export Classification: ECCN 9E991

NOTE: Information contained herein is to be used

This document is intended to provide system

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 3

Procedure for Reading Fault Codes 8

EPC / PSV / PVM Connector Locations 9

Fault Code Descriptions 10

FDAU Configuration and 65

Procedure for Propeller Trim 68

Procedure for Clearing Fault Codes 71

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 4

The guide was written to try and provide troubleshooting steps in an

In all troubleshooting sections of this document, troubleshooting

To try and be consistent with Aerospatiale and ATR documentation,

NOTE: On aircraft communication procedures with

CRITICALITY: For each fault code, a “criticality” level (1, 2 or 3) is

1. When a fault code of this level is generated, the PEC will

CAUTION: If the troubleshooting procedure requires checking

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 6

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 7

Procedure For Reading Fault Codes

Faults should be checked and cleared at a minimum

To check what faults the PEC has stored concerning

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 8

EPC / PSV / PVM Connector

NOTE: For info / troubleshooting purposes, the solenoids in the

SLPS Retraction: 28V In = J5 E

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 9

Setting Logic: When PLA was moved to a position below FI,

Probable failure of the secondary low pitch stop retraction circuit.

Possible False Indications: In some EPC versions, holding

To avoid this problem until a software fix has been generated or

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 10

1. Verify via FDEP (see Table 1) that PLA is indicated at greater

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 11

Fault Name: Reversing Fault

Setting Logic: When PLA was moved to a position below FI,

Probable failure of the secondary low pitch stop retraction circuit.

Possible False Indications: In some EPC versions, holding

To avoid this problem before software fix has been / will be

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 12

1. Verify via FDEP (see Table 1) that PLA is indicated at greater

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 13

THIS PAGE INTENTIONALLY LEFT BLANK

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 14

Fault Name: Maintenance Discrete Fault

Setting Logic: Discrete Input logic of PEC has detected the

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 15

Fault Name: EEC ARINC Fault

Setting Logic: The EEC and ADC values of pressure altitude,

Possible False Indications: Pulling the EEC circuit breaker

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 16

Fault Name: EEC ARINC Fault

Possible False Indications: Pulling the EEC circuit breaker

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 17

Fault Name: WOW Discrete Fault

Setting Logic: If airspeed is greater than 190 knots but the

The fault code is set under the following condition, Weight on

Possible False Indications: Certain aircraft maintenance

Rev_2010SEPTa HAMILTON SUNDSTRAND Page 18