Amm Ata 61 PDF

MAINTENANCE TRAINING NOTES
T1 42-400l500 & 72-212A (MPC) ref 72

V1.6
ATA 61 PROPELLER
This publication will not be updated on a regular basis.

ATA 61 Propeller General description Page 2/ 152
Propeller General description
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The propeller installed on the aircraft is a six blade HAMILTON STANDARD 568F.
HS568F
Denotes a flange mounted propeller system.
Designates the propeller blade shank size.
Denotes the number of blades.
Denotes a major model type.
Hamilton Standard type. Diameter : 12.9 ft / 3.93 m Rotation : clockwise (Aft looking forward) Rotation speed : 1,200 RPM (with 100% Np) Weight :
397 Lbs / 180 kg
The propeller is driven through a Reduction Gearbox (RGB) by the free or power turbine.
The propeller is a variable pitch type, hydromechanically controlled and which can be placed in reverse or feathering configurations.
Note : The turbine that drives the RGB can be described either as a free turbine or a power turbine.
The Propeller Valve Module (PVM) is the main component of the blade angle and speed governing controls. The PVM receives mechanical and electrical
inputs from flight deck and enables propeller pitch change operation.
An overspeed governor, an HP pump and an auxiliary feathering pump are installed on the engine Reduction Gearbox.
The overspeed governor protects the propeller from Np overspeed.
The propeller oil supply is composed of :
an internal oil cavity (always full),
an 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.
In the flight compartment, propellers are controlled by:

Condition Levers,
Power Levers,
the Automatic Take-off Power Control System (ATPCS). In case of an engine failure, the failed engine is auto-feathered and other engine is
uptrimmed.
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 synchrophasing 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 electonic bay that ensures the interface between the PEC and the flight
compartment with propeller speed selection and PEC fault indicating logic.
A mechanical backup system provides several types of protections for 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 overspeed governor prevents propeller Np overspeed.
In case of loss of hydraulic supply pressure at a positive blade angle, blade counterweights protect from overspeed or excessive drag (blades will turn
forward coarse-pitch with centrifugal force).
A propeller speed sensor is fitted on the Reduction Gearbox (Np indicator).

Propeller speed indicator is located in the flight compartment.
A propeller brake is fitted on the Reduction Gearbox of the right engine.
It enables propeller rotation to be stopped when the engine is running, and right engine gas to be used as a pneumatic for air conditioning, and electrical
(DC) generator source for electrical supply (Hotel Mode operation).
ATA 61 Propeller cockpit panels location Page 9/ 152
Propeller cockpit panels location
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ATA 61 Propeller Interfaces Page 10/ 152
Propeller Interfaces
ATA 61 Propeller Features Page 11/ 152
Propeller Features
ATA 61 Safety and precautions Page 18/ 152
Safety and precautions
ATA 61 Propeller oil supply and assembly description Page 19/ 152
Propeller oil supply and assembly description
The propeller system is supplied with engine oil. Propeller oil supply and controls comprise the following components :
an internal oil cavity inside the Reduction Gearbox (rear housing of the RGB),
an HP pump installed between the Reduction Gearbox and the overspeed governor.
an auxiliary electrical feathering pump installed on the front right side of the engine gearbox,
a Propeller Valve Module (PVM) secured on the Reduction Gearbox by means of an adapter.
The propeller assembly is composed of :

six blades with external de-icers and counterweights,
a hub,
a pitch change actuator,
a propeller spinner,
a bulkhead for spinner attachment with the slip ring assembly,
a Propeller Valve Module (PVM) which receives mechanical and electrical inputs from the flight compartment.
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ATA 61 Internal cavity description Page 22/ 152
Internal cavity description
ATA 61 Internal cavity description Page 23/ 152
An internal oil cavity is located in the propeller Reduction Gearbox (RGB) behind the auxiliary feathering pump.
The cavity is fed with filtered oil from the engine oil system.
The internal oil cavity volume is 3.6 liters.
It allows operation for 30s of the auxiliary feathering pump even with engine oil supply lost.
ATA 61 HP pump description Page 24/ 152
HP pump description
ATA 61 HP pump description Page 25/ 152
An HP pump is installed between the Reduction Gearbox and the overspeed governor.
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.
It ensures oil pressure supply to the propeller system at 1,000 50 PSI (70 3.5 bar).
The HP pump is provided with a pressure relief valve and protected by a pump mounted check valve.
ATA 61 Feathering pump description Page 26/ 152
Feathering pump description
ATA 61 Feathering pump description Page 27/ 152
An electrical feathering pump is installed on the front right side of the engine gearbox.
The electrical feathering pump supplies high pressure oil (690 PSI) to feather/unfeather the propeller.
The auxiliary motor and pump has a 28VDC electric motor and oil pump. 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.
ATA 61 Hub description Page 28/ 152
Hub description
ATA 61 Hub description Page 29/ 152
The one piece steel hub is attached to the propeller shaft by means of bolts. It 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.
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.
ATA 61 Pitch change mechanism description Page 30/ 152
Pitch change mechanism description
ATA 61 Pitch change mechanism description Page 31/ 152
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 pitch chamber,
a decrease pitch chamber.
ATA 61 Blades description Page 32/ 152
Blades description
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.
ATA 61 Blades retention device description Page 36/ 152
Blades retention device description
ATA 61 Blades retention device description Page 37/ 152
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.
ATA 61 Spinner description Page 38/ 152
Spinner description
ATA 61 Spinner description Page 39/ 152
The aluminium spinner is guided on the stationary dome of the pitch change mechanism. It is attached by means of 12 screws.
ATA 61 Bulkhead description Page 40/ 152
Bulkhead description
ATA 61 Bulkhead description Page 41/ 152
The bulkhead is made of fiber-glass reinforced with plastic. It supplies the structural support for the spinner.
The bulkhead is fitted to the rear of the propeller hub with bolts.
The bulkhead contains :
propeller blades anti-icing slip rings and leads,
propeller balancing screws and washers,
synchrophaser pulse sensor actuator.
ATA 61 Oil transfer tube description Page 42/ 152
Oil transfer tube description
ATA 61 Oil transfer tube description Page 43/ 152
The oil transfer tube enables mechanical and hydraulic connection between PVM and propeller pitch change mechanism, through the reduction gearbox.
The oil transfer tube is composed of two concentric tubes.
ATA 61 PVM Oil supply description Page 44/ 152
PVM Oil supply description
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.
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.
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.
ATA 61 Blade angle and speed governing controls description Page 48/ 152
Blade angle and speed governing controls description
ATA 61 Blade angle and speed governing controls description Page 49/ 152
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 accomodate
systems faults
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 logics.
The PWR MGT selector switch transmits the propeller speed selected by the crew to the PEC as follows :
TO, MCT : 100% Np,
CLB, CRZ : 82% Np.
The Propulsion unit includes an Automatic Take-off Power Control System (ATPCS) which, in case of an engine failure during take-off, provides
uptrimmed 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 the max rated take-off power. Full ATPCS (i.e. uptrim and auto-feather) is only available for take-off.
The synchrophasing system provides propeller synchrophasing capability.
Engine 1 (LH side) is the synchrophasing master and Engine 2 (RH side) is the slave.
ATA 61 Blade angle and speed governing controls system operation Page 50/ 152
Blade angle and speed governing controls system operation
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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 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%).
The control operation may be summarized through the graph below, 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.
When passing above "FI", the LO PITCH light extinguishes.
Continuing to push the Power Lever above "FI", blade angle continues to increase and torque as well.
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.
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).
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, 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.
Comments:
Should an engine failure occurs at Go around, the good engine will not be uptrimmed.
Only autofeather of the propeller of the faulty engine is available.
Propeller speed is mainly selected by the power management selector "PWR MGT".
Speed selections are: w TO: 100% Np
MCT: 100% Np
CLB: 82% Np
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%.
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 that 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.
ATA 61 PEC description Page 60/ 152
PEC description
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,
maintenance test discrete,
beta and PLA rigging discrete,
overspeed governor test discrete,
LO PITCH test discrete.
The blade angle position is provided to the PEC through two RVDTs within the PVM.
Altitude and airspeed data are sent by the EEC via an ARINC databus.
Propeller speed is calculated by the PEC with the magnetic pulses received from the Np sensors.
The PEC 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, and 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 stores up to 8 faults in an internal memory that can be displayed on the flight data entry panel.
Loss of propeller control by one PEC channel is indicated to the crew by illumination of the SGL CH light on panel 401VU. The FAULT light on panel
401VU is switched on when the PEC has lost both channels and works in accomodation mode.
Loss of blade angle feedback position: The PEC controls speed governing if the PLA is above FI and fix pitch or full reverse below FI.
ATA 61 PEC operation Page 64/ 152
PEC operation
ATA 61 PEC operation Page 65/ 152
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.
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 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.
ATA 61 PIU description Page 66/ 152
PIU description
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 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.
The PIU inputs are:
PWR MGT selector switch (82%,100%),
Condition Lever 100% override,
WOW signal,
Power Lever signal (PLA>62).
100% or 82% Np are selected as a function of the rating selected by the crew:
TO, MCT: 100% Np,
CLB, CRZ: 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.
PEC primary and back-up channel fault discretes are sent to the PIU that sends a "SGL CH" (single channel) or PEC 1(2) "FAULT" when both channels
are failed. In addition, some failures cause the "BITE LOADED" located on the maintenance panel to turn on.
The PIU is powered by 28VDC from the Emergency bus bar. The PIU checks that its output are in accordance with its inputs. Propeller speed is forced to
100% Np in case of default.
ATA 61 PWR MGT description Page 70/ 152
PWR MGT description
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.
ATA 61 PWR MGT description Page 71/ 152
ATA 61 Electro hydraulic valve description Page 72/ 152
Electro hydraulic valve description
ATA 61 Electro hydraulic valve description Page 73/ 152
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 and decrease pitch pressure.
The amount of current provided to the EHV by the PEC determines the blade pitch slew rate.
ATA 61 Feather solenoid description Page 74/ 152
Feather solenoid description
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ATA 61 Feather solenoid description Page 75/ 152
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.
ATA 61 RVDT PLA position sensors description Page 76/ 152
RVDT PLA position sensors description
ATA 61 RVDT PLA position sensors description Page 77/ 152
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.
ATA 61 RVDT blade angle feedback sensors Page 78/ 152
RVDT blade angle feedback sensors
ATA 61 RVDT blade angle feedback sensors Page 79/ 152
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.
ATA 61 Protection valve description Page 80/ 152
Protection valve description
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 that 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.
ATA 61 Secondary low pitch stop retract solenoid Page 84/ 152
Secondary low pitch stop retract solenoid
ATA 61 Secondary low pitch stop retract solenoid Page 85/ 152
Secondary Low Pitch Stop Retract Solenoid (SLPS) :

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.
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).
ATA 61 Dual coils to PEC description Page 86/ 152
Dual coils to PEC description
ATA 61 Dual coils to PEC description Page 87/ 152
3 speed sensors are installed on a support bracket located aft of the bulkhead on the front of the gearbox.
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.
ATA 61 Single coil to right PEC (synchrophasing) description Page 88/ 152
Single coil to right PEC (synchrophasing) description
ATA 61 Single coil to right PEC (synchrophasing) description Page 89/ 152
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.
ATA 61 Single coil to dynamic balancing description Page 90/ 152
Single coil to dynamic balancing description
ATA 61 Single coil to dynamic balancing description Page 91/ 152
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.
ATA 61 Auto-feather unit description Page 92/ 152
Auto-feather unit description
ATA 61 Auto-feather unit description Page 93/ 152
The AFU is installed on the engine forward LH side, aft looking forward.
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.
ATA 61 ATPCS test rotary selector Page 94/ 152
ATPCS test rotary selector
The ATPCS selector provides a test of the correct functioning of the ATPCS . The static test must be performed before each flight.
Note: We will perform the test only on the left side. The right side being the same. A/C electrical network is supplied. Perform the test by selecting ARM.
On ARM position: ARM green light illuminates. Set ATPCS rotary selector on ENG1 position.
On ENG1 position:
ARM green light is still illuminated,
ENG2 UPTRIM green light illuminates. And 2.15 secs after
On ENG1 position:
ARM green extinguishes,
ENG2 UPTRIM green light is still illuminated .
Note: ENG1 auxiliary feathering pump is supplied.
The rotary selector is spring-loaded to the neutral position.
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. Perform the test by selecting ARM.
On ARM position:
ARM green light illuminates,
Np decreases, an Np governing cancel is sent by the AFU,
ACW is lost,
Main hydraulic pumps are lost,
Normal braking is lost. Activate the selector on ENG1.
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%,
ACW electrical network is recovered. The rotary selector is spring-loaded to the neutral position.
ATA 61 Propeller protection description Page 98/ 152
Propeller protection description
ATA 61 Propeller protection description Page 99/ 152
Several types of propeller protection 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 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 (primary protection made by the PEC),
a microswitch actuated by the Power Lever,
the feather solenoid,
the LO PITCH amber light in the centre instrument panel,
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 :
Loss of hydraulic pressure will result in increasing blade pitch due to the blade counterweight centrifugal twisting movements.
ATA 61 Propeller protection operation Page 100/ 152
Propeller protection operation
V61C1 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
In normal operation, HP oil pressure from the pump is routed, through the O/speed 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
O/Speed governor flyweights open.
As the flyweights open the slide valve of the O/Speed 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 O/Speed governor controls the pressure provided to the protection valve, thereby controlling the metered pressure.
Note: if the O/Speed is bigger, the pneumatic part of the governor will decrease PY causing the fuel flow to be decreased.
Comment: 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.
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" illuminates on the Crew Alerting Panel. "LO pitch" light
illuminates on the center panel. 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.
Comment: when the PEC is OFF, reverse is inoperative (inability to go below "FI" with secondary low pitch stop retract solenoid not supplied).
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.
ATA 61 Overspeed governor description Page 104/ 152
Overspeed governor description
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.
As this occurs, the protection valve in the PVM moves to increase the blade angle.
A PROP OVSP switch is located on the maintenance panel 702VU 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 702VU 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.
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.
ATA 61 Overspeed test Page 108/ 152
Overspeed test
ATA 61 Overspeed test Page 109/ 152
Propeller overspeed test requirements are :

Power Management selector (PWR MGT) in "TO" position,
Condition Lever in "AUTO" position,
Power Lever in order to obtain 100% Np.
On RH maintenance panel, set and maintain "PROP OVSP" to "ENG1".
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 release the switch.
Note : Reset the PEC pushbutton (not shown).
A second test allows testing of the overspeed governor capability to prevent overspeed from overriding the reverse.
Keeping the "PROP OVSPD" switch at "ENG1" position, push the "2 SET OVSPD" switch and release it as soon as the Np increases above 102.5%.
Caution : Do not exceed 105% Np.
When released, Np returns to 102.5 1%. Then release "PROP OVSPD", Np drops to 100%.
A "2 SET OVSPD" test satisfactory proves the capability of the overspeed governor to prevent propeller overspeed to reach full reverse operation.
ATA 61 Low pitch test Page 110/ 152
Low pitch test
ATA 61 Low pitch test Page 111/ 152
Test of secondary low pitch stop valve and solenoid :

Power Lever lower than "FI", LO PITCH light is illuminated.
Select Power Lever at "FI", the transfer tube moves rearward and LO PITCH light 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 light flashes and TQ decreases about 3% (not shown).
Release the LO PITCH switch. LO PITCH light 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.
Release the LO PITCH switch and check that propeller unfeathers and that LO PITCH illuminates.
ATA 61 Propeller indicating description Page 112/ 152
Propeller indicating description
Np indicators are located in the flight compartment.

The pulse generator is located on the reduction gearbox.
It senses propeller speed (Np) from the accessory drive idler gearshaft.
Np indicators are located on the center instrument panel in the flight compartment. The indicator has digital and analog displays from 0 to 125% Np. 100%
Np represents 1200 RPM.
When the pulse generator signal is lost, the pointer moves to "0" and the digital counter displays "0.0".
In case of power supply loss, the pointer drops below "0" to a low stop and the digits are erased.
ATA 61 Propeller indicating operation and test Page 113/ 152
Propeller indicating operation and test
The indicator is supplied by the ESS BUS 28 VDC. The pulse generator, which is a dual sensor, sends signal to:
The indicator,
The Flight Data Acquisition Unit (FDAU).
The Np indicator provides a signal to enable propeller anti-icing if Np is greater than 63% 2% and propeller anti-icing is selected.
ATA 61 Propeller indicating operation and test Page 114/ 152
Let's perform Np indicator TEST

The indicator can be tested by means of a small pushbutton located on the indicator front face.
During this test, the counter indicates 115% and the pointer reaches a blue dot corresponding to 115%.
ATA 61 Propeller brake system description Page 115/ 152
Propeller brake system description
The propeller brake system enables safe use of RH engine as generator of Direct Current and air conditioning on ground.
This operation mode is called "HOTEL MODE".
The propeller brake system is a hydro-mechanical system installed on the right engine reduction gearbox enabling immobilization of the propeller and
power turbines.
Hydraulic supply for propeller brake is provided by the Blue 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 electro-valve,
- 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,
Fire handle not pulled,
Gust lock ON,
Condition Levers to FTR or Fuel S/O.
ATA 61 Propeller brake system operation Page 118/ 152
Propeller brake system operation
V61D1 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
ATA 61 Propeller brake system operation Page 119/ 152
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 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 brake.
This cause the UNLOCK red light to illuminate.
As the brake reaches the locked ON position, UNLOCK red light extinguishes. The PROP BRK light illuminates on the PROP BRAKE control panel and
the memo panel.
6 seconds following propeller brake engagement, the control signal to the brake is removed.
15 seconds later, 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 (715C).
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 brake.
To summarize, PROP BRAKE engagement/release conditions are:
A/C on ground,
GUST Lock ON,
Propeller 2 feathered,
Blue hydraulic pressure available.
The propeller brake can be released by selecting the PROP BRAKE switch to OFF (release operation not shown).
ATA 61 Propeller brake description Page 120/ 152
Propeller brake description
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.
ATA 61 Propeller brake pressure switch description Page 124/ 152
Propeller brake pressure switch description
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).
The switch closes at 2100 PSI.
ATA 61 Propeller brake pressure switch description Page 125/ 152
ATA 61 Check valves, two pipes and an electro-valve description Page 126/ 152
Check valves, two pipes and an electro-valve description
ATA 61 Check valves, two pipes and an electro-valve description Page 127/ 152
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.
The electro-valve is opened and ensures the brake supply only when the following safety and control conditions are met:
aircraft on ground (inhibition of the brake control in flight),
feathering propeller (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) (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.
ATA 61 Propeller brake overhead panel Page 128/ 152
Propeller brake overhead panel
ATA 61 Propeller brake overhead panel Page 129/ 152
Have a look at the Propeller Brake Panel. Location: overhead panel.

<1> Propeller brake not fully locked or not fully released.
If UNLOCK red light illuminates > 15 sec, propeller brake red light illuminates on CAP.
Master warning CCAS is activated.
Time to unlock = 5 sec.
Time to lock = 15 sec.
<2> PROP BRAKE guarded switch.
ON: propeller brake engagement,
OFF: propeller brake release.
<3> READY green light.
Illuminates when engagement or disengagement conditions are met:
- A/C on ground.
- Gust lock engaged.
- CL to FTR or FUEL S/O.
- Blue Hyd press available.
<4> PROP BRAKE blue light:
Illuminates when prop brake is fully locked.
Prop brake blue light illuminates also on Memo panel.
ATA 61 ATPCS panel Page 130/ 152
ATPCS panel
ATA 61 ATPCS panel Page 131/ 152
Have a look at the ATPCS Panel. Location: central instrument panel.

<1> LO PITCH amber light.
Illuminates when blade angle < FI angle.
If low pitch is detected in flight, ENG amber light illuminates on CAP and CCAS is activated.
<2> UPTRIM green light.
Illuminates when the UPTRIM signal is sent to the associated engine, at the beginning of ATPCS sequence.
Eng power = RTO (Reserve Take-Off).
<3> EEC pushbutton:
Pushbutton pressed in: EEC adjusts HMU action, by controlling the stepper motor which lowers fuel flow ordered by HMU.
FAULT amber light: The CCAS is activated when an EEC failure is detected. Power is locked at its pre-failure value (fail fix).
OFF white light: (pushbutton released). The HMU controls only NH as a function of PL angle.
<4> ATPCS pushbutton.
- During take-off: uptrim + auto-feather (2.15 sec delay).
- In-flight: auto-feather only. Trigger condition: on TQ < 18%.
ARM green light illuminates when arming conditions are met. (Select ATPCS arming conditions pushbutton for more information).
OFF white light: Uptrim and auto-feather functions are de-selected.
ATPCS Arming conditions

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.
ATA 61 Power management panel Page 132/ 152
Power management panel
ATA 61 Power management panel Page 133/ 152
Have a look at the Power Management Panel. Location: central instrument panel.
<1> PWR MGT rotary switch (ENG 1 and ENG 2).
Made up of two independent parts (front and back). Provides FDAU 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
<2> PEC pushbuttons.
FAULT: illuminates when both PEC channels on that side are lost.
OFF: PEC is de-activated on corresponding side. PEC is lost :
- Np controlled by the overspeed governor at 102.5%,
- Blade angle limited at FI by the Secondary stop valve,
- No reverse available.
<3> SGL CH light.
Illuminates when one PEC channel is lost.
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 light illuminates then extinguishes, confirming the serviceability of the backup channel.
ATA 61 Reading of PEC memory (fault codes) Page 134/ 152
Reading of PEC memory (fault codes)
V61F1 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
PEC PROCEDURES
Procedure for reading failure code recorded by the PEC.
Note: 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.
On MCDU, return to the main menu.
On the right maintenance panel, set EEC / PEC SEL in center position.
Message read on FDEP is 0025. The recorded code failure is 0025. Please have a look at FAULT CODE 25 MAINTENANCE MANUAL for more
information.
Last message read on FDEP is 0002 (end).
On the right maintenance panel, set EEC / PEC SEL in center position.
End of this maintenance operation.
FAULT CODE : 25
Fault Name: Backup Channel Failed Discrete Wrap Around Fault
Criticality: 3
Channel : Backup
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.
Trouble shooting:
1.If fault code 81 is also stored, replace the PEC.
2.Ensure that there is continuity between PEC harness connector Ppin E and the backup channel fail input pin on the PIU connector.
3.If continuity is found, replace the PIU. If continuity is not found, repair the wriring harness between the PEC and the PIU.
4.Replace the PEC.
ATA 61 Trim PEC procedure Page 138/ 152
Trim PEC procedure
Conditions before trim:

The A/C must be on ground and the propeller must be positioned on their feather position.
EEC pb selected (No fault / no off).
PEC pb selected (No fault / no off).
Condition lever in Feather (FTR) position.
Place ENG / EEC / PEC selector in PEC position.
On MCDU, select "Maintenance" submenu then "PEC / EEC".
Verify that the EEC's are not selected, then 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.

Release TRIM switch.
Place Power Lever in "FI" position.
Place selector switch in "TRIM" position during more than 7 seconds.
On MCDU "TRIM in progress".
After 7 seconds the MCDU message "TRIM OK AT FI" appears if trim successful.
Release TRIM switch.
Place Power Lever in "GI" position.
Place "PWR MGT" selector in "TO" position.

The TRIM PEC procedure is completed.
Replace ENG / EEC / PEC selector in neutral position.
On MCDU return to the MPC menu.
ATA 61 Check recording of PEC failure messages on the MFC Page 142/ 152
Check recording of PEC failure messages on the MFC
The maintenance BITE function allows the display of maintenance information through the MCDU.
Warning : Max weight will be selected on APM panel to access on MFC bites with 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.
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.
By selecting MISC 4 on MFC Maintenance Panel, you will read PEC or PIU failure codes.
Note : This code can be retrieved in plain text, through the MCDU/MPC.
ATA 61 Check of right propeller brake disks wear Page 146/ 152
Check of right propeller brake disks wear
V61E5 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The propeller brake system is a hydro-mechanical system installed only on the right engine reduction gearbox enabling immobilization of the propeller and
power turbine.
The pressure for propeller brake operation is delivered either by the blue hydraulic pump supplied by the ACW network (propeller running), or by the
auxiliary hydraulic pump supplied by the network.
To check the right propeller disks wear, the aircraft electrical network is energized (AC and DC available). Green and / or blue hydraulic system is
pressurized with electric pumps.
Aircraft is prepared for check of the propeller brake disk wear:
warning notice is displayed in flight compartment indicating the presence of personnel working on right engine,
access platform is positioned at forward left side of right engine and access door is opened.
If brake disks inspection window is blanked with a protective plate; remove lockwire, remove attaching screws or nuts, remove washers and protecxtive
plate.
Propeller brake is now engaged (PROP BRAKE switch is selected to ON position).
Propeller brake disk wear can be checked. On brake; check that the flank of the piston (on spline side) does not overshoot the wear index (max wear)
engraved on casing.
If it is in line with this wear index, discs must imperatively be replaced or a shim added.
When propeller brake disk wear maintenance operation has been performed, propeller brake is released (PROP BRAKE switch is selected to OFF
position).
Close-up after check of propeller disk wear.
If removed, install inspection window protective plate, install screws / washers or nuts, safety using lockwire.
Make certain that working area is clean and clear of tools and miscellaneous items of equipment.
Close access door. Remove access platform ans warning notice in flight compartment.
Green and blue hydraulic system are depressurized and electric pumps are stoppped. Then, aircraft electrical network is de-energized.
ATA 61 Summary Page 150/ 152
ATA 61 PROPELLER
Propeller General description 2
Propeller cockpit panels location 9
Propeller Interfaces 10
Propeller Features 11
Safety and precautions 18
Propeller oil supply and assembly description 19
Internal cavity description 22
HP pump description 24
Feathering pump description 26
Hub description 28
Pitch change mechanism description 30
Blades description 32
Blades retention device description 36
Spinner description 38
Bulkhead description 40
Oil transfer tube description 42
PVM Oil supply description 44
Blade angle and speed governing controls description 48
Blade angle and speed governing controls system operation 50
PEC description 60
PEC operation 64
PIU description 66
PWR MGT description 70
Electro hydraulic valve description 72
Feather solenoid description 74
RVDT PLA position sensors description 76
RVDT blade angle feedback sensors 78
Protection valve description 80
Secondary low pitch stop retract solenoid 84
Dual coils to PEC description 86
Single coil to right PEC (synchrophasing) description 88
Single coil to dynamic balancing description 90
Auto-feather unit description 92
ATPCS test rotary selector 94
Propeller protection description 98
Propeller protection operation 100
Overspeed governor description 104
Overspeed test 108
Low pitch test 110
Propeller indicating description 112
Propeller indicating operation and test 113
Propeller brake system description 115
Propeller brake system operation 118
Propeller brake description 120
Propeller brake pressure switch description 124
Check valves, two pipes and an electro-valve description 126
Propeller brake overhead panel 128
ATPCS panel 130
Power management panel 132
Reading of PEC memory (fault codes) 134
Trim PEC procedure 138
Check recording of PEC failure messages on the MFC 142
Check of right propeller brake disks wear 146

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MAINTENANCE TRAINING NOTES

T1 42-400l500 & 72-212A (MPC) ref 72

This publication will not be updated on a regular basis.

In the flight compartment, propellers are controlled by:

A propeller speed sensor is fitted on the Reduction Gearbox (Np indicator).

The propeller assembly is composed of :

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

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

The blade retention device is composed of :

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ATPCS means Automatic Take-off Power Control System.

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Secondary Low Pitch Stop Retract Solenoid (SLPS) :

Several types of propeller protection ensure safe aircraft operations.

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The overspeed governor is composed of two sections :

Propeller overspeed test requirements are :

Test of secondary low pitch stop valve and solenoid :

Np indicators are located in the flight compartment.

Let's perform Np indicator TEST

The propeller brake system is composed of:

In-flight, the propeller brake is never engaged.

The propeller brake is composed of:

The hydro-mechanical unit is composed of a casing containing:

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Have a look at the Propeller Brake Panel. Location: overhead panel.

Have a look at the ATPCS Panel. Location: central instrument panel.

ATPCS Arming conditions

4.Replace the PEC.

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Conditions before trim:

Execute actions displayed on the MCDU :

Place "PWR MGT" selector in "TO" position.

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Propeller cockpit panels location 9

Safety and precautions 18

Propeller oil supply and assembly description 19

Internal cavity description 22

Feathering pump description 26

Pitch change mechanism description 30

Blades retention device description 36

Oil transfer tube description 42

PVM Oil supply description 44

Blade angle and speed governing controls description 48

Blade angle and speed governing controls system operation 50

PWR MGT description 70

Electro hydraulic valve description 72

Feather solenoid description 74

RVDT PLA position sensors description 76

RVDT blade angle feedback sensors 78

Protection valve description 80

Secondary low pitch stop retract solenoid 84

Dual coils to PEC description 86

Single coil to right PEC (synchrophasing) description 88

Single coil to dynamic balancing description 90

Auto-feather unit description 92