JUNE 2006
568F-1 Propeller System
568F-1 PROPELLER SYSTEM
AIRCRAFT INTEGRATION
ATR Presentation JUNE 2006
2-1/36
568F-1 PROPELLER SYSTEM
568F-1 Propeller System
2- AIRCRAFT INTEGRATION
ENGINE/PROPELLER CONTROLS
568F PROPELLER CONTROL PROTECTIONS
PROPELLER INTERFACE UNIT
SYNCHROPHASING
FEATHERING PUMP UTILISATION
ATR Presentation JUNE 2006
2-2/36
568F-1 Propeller System
568F-1 PROPELLER SYSTEM
ENGINE/PROPELLER CONTROLS
ATR Presentation JUNE 2006
2-3/36
ENGINE/PROPELLER CONTROLS
568F-1 Propeller System
1st Coil for
EEC control
TQ 2 & NP TQ 1
2nd Coil for TQ digit and backup
DUAL COIL DUAL COIL
EEC control in case of 1st coil
failure
PEC N°1 T 1.8
P nac PW 127/127E/127F
TAT1
PT
PS
ENGINE
CONTROL
IND
TQ1
EEC N°1
ADC N°1
MANUAL
SWITCH AFU
ADC1/ADC2
NP PROBE
TO ON RGB
PT MCT
PS TAT / TAS CLB
TAT 2
FDAU CRZ
NP
PWMGT
Analogue Np for objective
ADC N°2 AFU torque computation in case
of Arinc bus failure
IND
EEC N°2 TQ2
TQ2 / NP FDAU
Pnac T 18
TO DFDR
PEC N°2 ARINC BUS, TQ, NP, NH
ATR Presentation JUNE 2006
2-4/36
ENGINE/PROPELLER CONTROLS
568F-1 Propeller System
Electronic Propeller Control ( PEC ) units receive inputs ( IAS, Pamb )
from Electronic Engine Control ( EEC ) units through an ARINC 429 data
bus. This inputs are sent by ADCs to the PECs via the EECs.
Only one ADC feeds both EECs at any given time .
PEC inputs received through ARINC 429 bus are:
Label 203 pressure altitude selected by the EEC
Label 206 IAS selected by the EEC
If this inputs are invalid or if the connection between EEC and PEC
through ARINC 429 bus fails, the PEC will use fixed values ( memorised
values ) for its computations. The PEC will also generate a maintenance
fault code ( 11 or 12 ) stored in its internal memory.
ATR Presentation JUNE 2006
2-5/36
ENGINE/PROPELLER CONTROLS
568F-1 Propeller System
ATR 72-210A/PW127F /568F
ENGINE PROPELLER
FLIGHT PHASE EEC ON/ELECTRONIC MODE PEC ON/ ELECTRONIC MODE
PLA AT GI NP GOVERNING MODE CANCEL TO FEATHER MODE
CLA AT FEATHER THE EEC
ON GROUND NP GOVERNING BETA MODE OR GROUND HANDLING
DURING TAXI OR REVERSE 70,8%NP FOR TAXI OR 92% NP IN FULL MODE
REVERSE ( BETA FCT PLA )
IN FLIGHT SHP GOVERNING NP GOVERNING MODE
TO , CLB , CRZ , MCT ( SHP FCT PLA ) AT 82% OR 100% NP
ATR Presentation JUNE 2006
2-6/36
ENGINE/PROPELLER CONTROL ON GROUND
568F-1 Propeller System
TQ X NP = POWER
NP GOVERNING MODE BETA MODE
BETA
ANGLE
FUEL FLOW
PLA BETWEEN GI AND FI , NP = 70,8%
BETA ANGLE IS FONCTION OF PLA VALUE
PLA BETWEEN REV AND GI , NP BETWEEN
BETWEEN REV AND FI
92% AND 70,8%
EEC PEC
ENGINE PROPELLER
PLA
POSITION
ATR Presentation JUNE 2006
2-7/36
ENGINE/PROPELLER CONTROL IN FLIGHT
568F-1 Propeller System
TQ X NP = POWER
POWER GOVERNING NP GOVERNING MODE
MODE BETA
ANGLE
FUEL FLOW
BETA ANGLE IS MONITORED TO MAINTAIN
82% NP
EEC PEC
ENGINE PROPELLER
PLA
IN THE NOTCH
PMWGT RATING SELECT
ATR Presentation JUNE 2006
2-8/36
ENGINE/PROPELLER CONTROL IN FEATHER
568F-1 Propeller System
NH MONITORED AT ~ 66%
BETA
NP GOVERNING MODE ANGLE FEATHER MODE
CANCEL TO THE EEC 78°
NP CANCEL FUEL FLOW
DISCRET FROM
A/C
EEC PEC
ENGINE PROPELLER
PLA IN GI POSITION
CLA IN FEATHER
ATR Presentation JUNE 2006
2-9/36
568F-1 Propeller System
PROPELLER CONTROL PROTECTIONS
BLADE ANGLE PROTECTIONS
ATR Presentation JUNE 2006
2-10/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
In flight, if the blade angle decrease below FI value, there is
a risk for Propeller overspeed.
3 different level of protection and 1 warning are
implemented on the A/C to prevent this risk :
The Idle gate design prevents PLAs setting below FI position
in flight . ( A/C mechanical protection ).
PEC software Level 1 prevents blade angle to go below 13°
when PLA is set at FI in flight. ( Software protection ).
ATR Presentation JUNE 2006
2-11/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
The secondary low pitch stop is built into the transfer tube and
the transfer bearing ; when the transfer tube strokes forward
with respect to the transfer bearing,oil from the O.G. is
metered to drain, this shift the protection valve, metering the
fine pitch pressure and controlling the blade angle at the
minimum in flight value set at 12°( hardware protection ).
If all this protections are failed, when the blade angle
decrease below 8,2° the low pitch warning light and
associated cockpit warning are activated . Pilot action is to
shutdown the engine.
ATR Presentation JUNE 2006
2-12/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
ATR Presentation JUNE 2006
2-13/36
568F-1 Propeller System
PROPELLER CONTROL PROTECTIONS
NP OVERSPEED PROTECTIONS
ATR Presentation JUNE 2006
2-14/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
A/C is protected against propeller overspeed by an
Overspeed Governor (O.G) featuring two different settings:
In flight, if the NP exceeds 102,5%, the O.G. drains supply
pressure resulting in : protection valve shifting, blade angle
increase and NP drop .
On ground the O.G. solenoid is energised (WOW=1) and the
NP setting is changed to 118%, authorising transients higher
than 102,5% . This prevents, if an aborted take-off occurs, NP
blade angle freezing when the pilot moves PLA ’s to Reverse.
ATR Presentation JUNE 2006
2-15/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
ATR Presentation JUNE 2006
2-16/36
568F-1 Propeller System
PROPELLER CONTROL PROTECTIONS
SLPS 28VDC MONITORING
ATR Presentation JUNE 2006
2-17/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
Secondary Low Pitch Solenoid ( SLPS ) is energised on
ground by 28Vdc to allow blade angle to reach ground
range.This 28Vdc is only available when the WOW =1.
During the first propeller unfeathering after engine start, an
automatic test is performed by the PEC to check the correct
SLPS behaviour.
The PEC de-energises, during a very short period of time, the
SLPS and checks that the blade angle remain at the SLPS set
point for 2s during the unfeathering sequence. If the check
fails, the PEC generates a maintenance fault code ( 73 )
stored in its internal memory.
ATR Presentation JUNE 2006
2-18/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
The PEC monitors, on ground and in flight, the SLPS current
versus WOW status. It stores a maintenance fault code ( code
26-27 ) in its internal memory whenever a disagree is noticed.
This fault code will generate also a PEC FAULT only after
landing .
ATR Presentation JUNE 2006
2-19/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
ATR Presentation JUNE 2006
2-20/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
ATR Presentation JUNE 2006
2-21/36
568F-1 Propeller System
PROPELLER CONTROL PROTECTIONS
BACK-UP CHANNEL CONTROL
ATR Presentation JUNE 2006
2-22/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
BACK-UP CHANNEL CONTROL :
During each propeller unfeathering on ground, an automatic
test is performed by the PEC to check the correct back-up
channel behaviour.
The back-up channel controls the propeller for a few seconds;
SGL channel light is illuminated in the cockpit during this
sequence.
If the secondary channel is inoperative , the SGL channel light
will remain illuminated and a FAULT code will be memorised
by the PEC ( code figure depending on failure type )
ATR Presentation JUNE 2006
2-23/36
568F-1 Propeller System
PROPELLER CONTROL PROTECTIONS
PROPELLER FEATHERING LOGICS
ATR Presentation JUNE 2006
2-24/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
Propeller feathering is achieved by the PEC through the
Electro Hydraulic Valve ( EHV ) and/or the Feather
Solenoid ( FS ) installed on the PVM.
On ground, when pilot moves CLA(s) to FTR position.
The PEC receives a discrete but (WOW=1) does not energised
the EHV.The FS drains Posg and feather the propeller.This is
designed to detect a potential FS hidden failure.
If pilot pulls a fire handle, both FS and EHV will be energised to
feather the propeller on relevant engine ( security reason )
In flight, in all conditions, if CLA ’s or Fire handle are pulled or
ATPCS triggered, both EHV and FS are activated to feather
the propeller.
ATR Presentation JUNE 2006
2-25/36
PROPELLER CONTROL PROTECTIONS
568F-1 Propeller System
ATR Presentation JUNE 2006
2-26/36
568F-1 Propeller System
PROPELLER CONTROL PROTECTIONS
PIU LOGICS
ATR Presentation JUNE 2006
2-27/36
PROPELLER INTERFACE UNIT
568F-1 Propeller System
Two propeller interface units ( PIU ) are installed on the Aircraft. Each
PIU is dedicated to one PEC.
These two discrete logic boxes determine which propeller speed is to be
commanded to the PEC.
PIU receives inputs from PWMGT, PLA, CLA, and WOW to select the
appropriate propeller speed.
In case of Go-around the logic implemented in the PIU will automatically
set the NP at 100% . The PIU also memorises the 82% NP during
approach when the PWMGT is set at TO before landing.
The WOW signal is used to reset the PIU’s NP selection logic during
landing .
In case of a PIU failure, the NP speed will be latched at 100% on the
associated propeller, and a maintenance bite will be loaded in the MFC
maintenance memory.
ATR Presentation JUNE 2006
2-28/36
PROPELLER INTERFACE UNIT
568F-1 Propeller System
ATR Presentation JUNE 2006
2-29/36
PROPELLER INTERFACE UNIT
568F-1 Propeller System
ATR Presentation JUNE 2006
2-30/36
PROPELLER INTERFACE UNIT
568F-1 Propeller System
ATR Presentation JUNE 2006
2-31/36
568F-1 Propeller System
568F-1 PROPELLER SYSTEM
SYNCHROPHASING
ATR Presentation JUNE 2006
2-32/36
SYNCHROPHASING
568F-1 Propeller System
Propeller synchrophasing is performed only through PEC
N°2.
PEC N°2 receives both left and right NP information to
perform synchrophasing.Engine N°1 is considered as a
master .
All PEC units are capable to synchrophase propellers if
installed on right hand A/C side.
Right hand side installation is recognised by the PEC
through an A/C discrete send via the engine harness.
Synchrophasing law is linked to the A/C altitude .
ATR Presentation JUNE 2006
2-33/36
SYNCHROPHASING
568F-1 Propeller System
Altitude 82% Np 100% Np
0 55° 55°
5 000 55° 55°
10 000 55° 55°
17 000 35° 35°
20 000 60° 60°
25 000 36° 36°
30 000 36° 36°
ATR Presentation JUNE 2006
2-34/36
568F-1 Propeller System
568F-1 PROPELLER SYSTEM
FEATHERING PUMP UTILISATION
ATR Presentation JUNE 2006
2-35/36
FEATHERING PUMP UTILISATION
568F-1 Propeller System
The feathering pump is designed to be a back-up in case of
oil gear pump failure to feather the propeller .
The feathering pump is energised in the following conditions:
When the switch is activated on ground on the Maintenance
Panel 702VU.
When the ATPCS is triggered.
When the Fire handle is pulled.
When the CLA is set on the Shut-off position ( in Flight only).
During the PEC trim sequence, to set the first beta point ,
when the trim switch is activated.
During propeller brake engagement, if the time between CLA
fuel shut-off and prop. brake engagement is less than 30s.
ATR Presentation JUNE 2006
2-36/36
