Hamilton STD 568F-1.pdf

MAINTENANCE MANUAL568F-1

TO ALL HOLDERS OF HAMILTON SUNDSTRAND’SMAINTENANCE MANUAL P5206

APPLICABILITY: ATR 72-210A, ATR 72-500, ATR 42-400, ATR 42-500

THIS SHEET TRANSMITS REVISION 8 DATED OCT 27/06

HIGHLIGHTS

We recommend that you put this revision into your manual without delay. After you have put the revised pages in your manual, mark the Record of Revisions sheet with the new revision number and date, and write the date that you insert the revised pages into your manual and your initials on the Record of Revisions sheet in the appropriate spaces.The revised sections of this manual were reprinted. Please replace these pages of your manual with the sections of this revision. General format and layout changes were made in addition to these technical changes:If you have questions about this manual, you can contact Technical Publications by email at mailto:[email protected] or fax at (860) 660-9014. The changes made to the manual during this revision are described in the table that follows with the incorporated Hamilton Sundstrand internal documents:

NOTE: We constantly monitor our parts cataloging system to standardize names and other data that is common to a part wherever it is used. The changes made by this activity will have change bars but will not be specifically identified in the Highlights descriptions.

Chapter/Page Description of Change

AL-2 Added actuator part numbers 815585-5, 815585-6, and 815585-7 (C6275-G45106).

SBL-2 Added SB 586F-61-52 (C6275-G45106).

61-10-00

306 Added paragraph 3.Q. (C5003-G30907).

525 Clarified Note and added reference to additional information (C5003-G30907).

701 through 703 Added consumable materials and CAGE Codes (C5003-G30907). Revised and added Notes.

707, 708 Added CAUTION and updated item callouts.(C6275-G45106).

742, 743 Added procedural step 12.A.(7), CAUTION, and updated item callouts (C6275-G45106).

743, 744 Added paragraph 13 (C5003-G30907).

1012 Added items 330D, 330E, 330F (C6275-G45106).

1017 Deleted items 40, 40A, 50, 50A (C6275-G45106).

1025 Added Change Code 30 (C6275-G45106).

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61-23-00

1003 Added a Note.

1009 Revised company name.

1011 Updated vendor part number (C6276-G32078).

61-29-00

1003 Added a Note.

1011 Added items 10A and 30A (C6276-G32078).

Chapter/Page Description of Change

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VARIABLE PITCH AIRCRAFT PROPELLER

PROPELLER SYSTEM MAINTENANCE MANUALWITH

ILLUSTRATED PARTS LIST

PART NUMBERS:815500-2815500-3

AIRWORTHINESS LIMITATIONS SECTION - FAA APPROVEDREMAINDER OF MANUAL - FAA APPROVED

568F-1 PROPELLER MODEL

© 1995, 1996, 1998, 2000, 2004, 2006 Hamilton Sundstrand Corporation

PROPRIETARY

THIS DOCUMENT AND THE INFORMATION CONTAINED HEREIN ARE THE PROPERTY OF HAMILTON SUNDSTRAND CORPORATION (HSC). RECIPIENT AGREES TO HOLD ALL SUCH INFORMATION IN CONFIDENCE AND AGREES IT SHALL BE USED ONLY FOR RECIPIENT’S INTERNAL PURPOSES TO MAINTAIN RECIPIENT’S EQUIPMENT OR AS MAY OTHERWISE BE PERMITTED IN AN APPLICABLE AGREEMENT BETWEEN RECIPIENT AND HSC. THIS DOCUMENT AND THE INFORMATION CONTAINED HEREIN SHALL NOT BE USED FOR ANY OTHER PURPOSE, INCLUDING THE CREATION, MANUFACTURE, DEVELOPMENT, OR DERIVATION OF ANY REPAIRS, MODIFICATIONS, SPARE PARTS, DESIGN, OR CONFIGURATION CHANGES, OR TO OBTAIN FAA OR ANY OTHER GOVERNMENT OR REGULATORY APPROVAL FOR SAME. RECIPIENT AGREES NOT TO DISCLOSE SUCH INFORMATION TO ANY THIRD PARTY, EXCEPT AS MAY OTHERWISE BE PROVIDED FOR IN AN APPLICABLE AGREEMENT BETWEEN RECIPIENT AND HSC. COPYING OR DISCLOSURE OF THIS DOCUMENT AND THE INFORMATION CONTAINED HEREIN BY ANYONE WITHOUT HSC’S PRIOR WRITTEN PERMISSION IS NOT AUTHORIZED AND MAY RESULT IN CRIMINAL AND/OR CIVIL LIABILITY.

Information subject to export control laws

Export Permitted Under NLR.

The data in this document were developed only to maintain systems and/or parts manufactured by or for Hamilton Sundstrand or approved by Hamilton Sundstrand. The data may not be applicable to any other systems and/or parts, regardless of their apparent similarity to systems and/or parts manufactured by or for Hamilton Sundstrand or approved by Hamilton Sundstrand. Do not rely in any way on data in this document to maintain or otherwise support systems and/or parts that were not manufactured by or for Hamilton Sundstrand or approved by Hamilton Sundstrand without evidence that the Federal Aviation Administration or other regulatory agency has determined that the data in this document is valid for such use.


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THIS IS A BLANK PAGE


AIRWORTHINESS LIMITATIONS1. General

A. The airworthiness limitations section is FAA approved and specifies maintenance required to be followed when complying with parts 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has been FAA approved.

2. Life-Limited Components

A. The components listed in Table AL-1 are life limited. Upon reaching the number of flight hours listed in the table, the components must be removed from service. The flight hours listed represent total time and cannot be extended through the use of any inspections defined in this manual or the component maintenance manual.

NOTE: The propeller model number and component part number are located on the butt face of the blade. The propeller model number and component part number are located between the hub arms of blades 1 and 6, and blades 1 and 2, respectively.

B. It is the responsibility of the operator to monitor total flight hours for each serial-numbered component listed in Table AL-1 and to make sure that no component remains in service beyond its inspection interval.

3. Mandatory Inspection

A. There are no mandatory inspections.

4. Special Instructions

A. If there is evidence of overspeed, foreign object damage, lightning strike, or overtorque, do the respective inspection procedures written in Paragraphs 6, 7, 8, and 9 of the CHECK section of Chapter 61-10-00.

(1) Complete the appropriate Propeller Overspeed Report Form (Figure 503), Propeller Impact Damage Form (Figure 504), or Propeller Overtorque Form (Figure 505), and then send a copy of the form to the Hamilton Sundstrand address listed on the form.

(2) If necessary, make sure that a report of the incident is sent to the FAA in accordance with FAR 21.3 requirements.

5. Components - Major Inspection Intervals

A. The CMM, 61-13-12, CHECK, gives the procedures for a major propeller inspection

B. The major inspection intervals are listed in Table AL-2. It is the responsibility of the operator to monitor flight hours for each component listed in Table AL-2 and to make sure that no component remains in service beyond its inspection interval.

Table AL-1. Life-Limited Propeller Components

ITEM PART NO. LIFE LIMIT (TOTAL FLIGHT HOURS) AIRCRAFT

NONE

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Table AL-2. Major Inspection Intervals

ITEM PART NUMBER INSPECTION INTERVAL(FLIGHT HOURS)

Hub 815470-1, -2 10,500

Blade R815505-2R815505-3R815505R2R815505R3R815505S3R815505R4R815505S4R815505R2WR815505R3WR815505S3WR815505R4WR815505S4W

8,100

Actuator Assembly 815585-2, -3, -4 8,100

Actuator Assembly 815585-5, -6, -7 10,500

Transfer Tube Assembly 815587-1 10,500

Adjusting Nut 815540-1, 814754-1 10,500

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COMPONENT MAINTENANCE MANUAL568F-1

SAFETY ADVISORY1. Scope

A. This publication describes processes that may require the use of chemicals, solvents, paints, or other materials that can affect a person’s health or safety. It may also cover high energy procedures that can affect a person’s health or safety. Warnings are placed just ahead of these procedures to bring attention to the existence of a procedure or material that can be dangerous.

2. Significance of Material Safety Data Sheets (MSDS) and How to Obtain MSDS

WARNING: BEFORE YOU USE ANY OF THE MATERIALS SPECIFIED IN HAMILTON SUNDSTRAND MAINTENANCE PUBLICATIONS, BE AWARE OF ALL HANDLING, STORAGE, AND DISPOSAL PRECAUTIONS RECOMMENDED BY THE MANUFACTURER OR SUPPLIER. FAILURE TO COMPLY WITH MANUFACTURER’S OR SUPPLIER’S RECOMMENDATIONS MAY RESULT IN PERSONAL INJURY OR DISEASE.

THE USER OF THIS PUBLICATION SHOULD OBTAIN THE MATERIAL SAFETY DATA SHEETS (OCCUPATIONAL SAFETY AND HEALTH ACT (OSHA) FORM 20 OR EQUIVALENT) FROM THE MANUFACTURERS OR SUPPLIERS OF MATERIALS TO BE USED. THE USER MUST BECOME COMPLETELY FAMILIAR WITH THE MANUFACTURER OR SUPPLIER INFORMATION AND ADHERE TO THE PROCEDURES, RECOMMENDATIONS, WARNINGS, AND CAUTIONS OF THE MANUFACTURER OR SUPPLIER FOR THE SAFE USE, HANDLING, STORAGE, AND DISPOSAL OF THESE MATERIALS.

A. Refer to the materials list at the beginning of each section of this manual for materials used to repair and maintain the covered equipment.

B. If you do not have a copy of the manufacturer’s MSDS for the materials covered in the materials list, contact the manufacturer and request that a MSDS be supplied before you use the material.

3. Purpose

A. The warnings bring your attention to the existence of a procedure that can affect a person’s health or safety.

B. Short warnings are provided in this maintenance publication to alert operating and maintenance personnel of potential hazards that could result in personal injury or health hazards. The warnings do not replace the manufacturer’s recommendations. When there is a reference to the Warnings Registry 341-006, that publication will provide more information about the dangers of the material. The information contained in the Warnings Registry is a summary of the manufacturer’s MSDS. The full-length warnings provide three principle parts of safety: (1) a listing of the known dangers, (2) what is needed to do to protect you from the dangers, and (3) what to do if the dangers occur.

C. The detailed warnings in Warnings Registry 341-006 are a summary of the manufacturer’s MSDS and are not intended to replace the material on the sheet, but are intended to supplement them.

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COMPONENT MAINTENANCE MANUAL568F-1

D. Cautions are provided in the maintenance publication or service bulletin to alert operating and maintenance personnel to conditions that could result in equipment damage.

4. Definitions Applying to Warnings

A. Flammable: a material that can catch fire easily and can be explosive. These materials are labeled according to the flash point of the material.

B. Flash Point: the lowest temperature at which a flammable liquid gives off fumes that can burn.

C. Ignition Source: includes flames, sparks, or heat.

(1) Flames: materials that are burning such as lit matches, propane torches, or pilot lights.

(2) Sparks: materials such as lighted cigarettes, electrical motors, or static electricity.

(3) Heat: any source of energy that will raise the temperature of a flammable material to its flash point and could include hot parts, heated tools, or direct sunlight.

D. Corrosive: acidic or alkaline material that will remove human tissue or create chemical reactions with other materials.

E. Toxic: material that is poisonous.

F. Reactive: material that will make fumes, burn, or can be explosive when mixed with certain other materials.

G. Shock (Electrical): the result of any source of electricity more than 50 volts that causes current to flow through a person and can result in dangerous burns to human tissues or death.

H. Exposure: contact with the material or physical process without protection. Contact may be by the eyes, breathing, touch, skin absorption, or swallowing.

I. Irritation: any sense of pain, soreness, rash, or general discomfort.

5. Reporting Materials or Processes Not Covered

A. You may contact Technical Publications personnel by email at mailto:[email protected] or fax at (860) 660-9014 if you find a material in a hamilton Sundstrand maintenance document that is known to be covered by a material safety data sheet (MSDS), but is not covered by a warning in the procedure.

61 Page SA-2Jun 1/04


RECORD OF REVISIONS

BASIC ISSUE: May 1/95

REV.NO.

ISSUEDATE

DATEINSERTED BY

REV.NO.

ISSUEDATE

DATEINSERTED BY

1 Nov 1/95 Nov 1/95 S

2 May 1/96 May 1/96 S

3 Aug 15/98 Aug 15/98 S

4 Feb 1/00 Feb 1/00 S

5 Jun 1/04 Jun 9/04 HS

6 Jul 27/04 Jul 29/04 HS

7 Jul 31/06 Sep 18/06 HS

8 Oct 27/06 Oct 27/06 HS

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RECORD OF TEMPORARY REVISIONS

REV.NO.

ISSUEDATE

DATEINSERTED BY

DATEINCORPORATED

61-1 Jan 31/97 Aug 15/98

61-2 Aug 27/97 Aug 15/98

61-5 May 14/99 Feb 1/00

61-6 Jun 10/99 Feb 1/00

61-7 May 5/00 Jul 27/04

61-10 Oct 5/01 Jul 27/04

61-11 Sep 10/02 Jul 27/04

61-12 Jan 23/03 Jul 27/04

61-13 Mar 25/03 Jun 1/04

61-14 Mar 25/03 Jul 27/04

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SERVICE BULLETIN LIST

SERVICE BULLETIN ISSUE DATE DATE INCORPORATED

568F-61-2 Sep 15/96 Aug 15/98

568F-61-3 Feb 10/97 Aug 15/98

568F-61-4 Jan 19/98 Sep 15/99

568F-61-5 Dec 19/96 Aug 15/98

568F-61-6 (Rev. 1) Mar 25/97 Aug 15/98

568F-61-7 (Rev. 1) Jun 10/99 Sep 15/99

568F-61-8 Jan 21/98 Aug 15/98

568F-61-10 Jul 1/97 Aug 15/98

568F-61-13 May 10/97 Aug 15/98

568F-61-15 Aug 27/97 Aug 15/98

568F-61-17 Sep 17/97 Aug 15/98

568F-61-18 Feb 23/98 Aug 15/98

568F-61-19 Oct 28/97 Aug 15/98

568F-61-22 Aug 31/98 Feb 1/00

568F-61-23 Jun 15/99 Feb 1/00

568F-61-24 Mar 22/01 Jun 1/04

568F-61-28 Mar 22/01 Jun 1/04

568F-61-30 Mar 22/01 Jun 1/04

568F-61-29 Jun 28/01 Jun 1/04

568F-61-36 Mar 21/02 Jun 1/04

568F-61-39 Aug 19/02 Jun 1/04

568F-61-40 Jan 22/03 Jun 1/04

568F-61-41 Oct 7/03 Jun 1/04

568F-61-43 Jun 19/03 Jun 1/04

568F-61-44 Jul 7/03 Jun 1/04

568F-61-A45 Oct 7/03 Jun 1/04

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568F-61-52 Oct 27/06 Oct 27/06

SERVICE BULLETIN ISSUE DATE DATE INCORPORATED

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LIST OF EFFECTIVE PAGESThe total number of pages in this manual is 574.

Chapter/Subject Page Date Chapter/Subject Page Date

61Title Page T-1 Oct 27/06

T-2 Oct 27/06Airworthiness AL-1 Oct 27/06Limitations AL-2 Oct 27/06Safety Advisory SA-1 Jun 1/04

SA-2 Jun 1/04Record of Revisions RR-1 Feb 1/00

RR-2 Feb 1/00Record of Temporary RTR-1 Jul 27/04Revisions RTR-2 Jul 27/04Service Bulletin List SBL-1 Oct 27/06

SBL-2 Oct 27/06List of Effective Pages LEP-1 Oct 27/06

LEP-2 Oct 27/06LEP-3 Oct 27/06LEP-4 Oct 27/06LEP-5 Oct 27/06LEP-6 Oct 27/06LEP-7 Oct 27/06LEP-8 Oct 27/06

Table of Contents T/C-1 Jun 1/04T/C-2 Jun 1/04

Introduction INTRO-1 Jun 1/04INTRO-2 Jun 1/04INTRO-3 Jun 1/04INTRO-4 Jun 1/04INTRO-5 Jun 1/04INTRO-6 Jun 1/04

61-00-00Table of Contents T/C-1 Feb 1/00

T/C-2 Feb 1/00List of Figures LOF-1 Feb 1/00

LOF-2 Feb 1/00List of Tables LOT-1 Feb 1/00

LOT-2 Feb 1/00Description and Operation 1 Jun 1/04

2 Jun 1/043 Jun 1/044 Jun 1/04

Description and Operation 5 Jun 1/04(Continued) 6 Jun 1/04

7 Jun 1/048 Jun 1/049 Jun 1/04

10 Jun 1/0411 Jun 1/0412 Jun 1/04

61-10-00Table of Contents T/C-1 Sep 11/06

T/C-2 Sep 11/06List of Figures LOF-1 Jun 1/04

LOF-2 Jun 1/04List of Tables LOT-1 Jun 1/04

LOT-2 Jun 1/04Description and 1 Feb 1/00Operation 2 Feb 1/00Fault Isolation 101 Sep 11/06

102 Sep 11/06103 Sep 11/06104 Sep 11/06

Automated Test 201 Feb 1/00Requirements 202 Feb 1/00

Disassembly 301 Oct 27/06302 Oct 27/06303 Oct 27/06304 Oct 27/06305 Oct 27/06306 Oct 27/06307 Oct 27/06308 Oct 27/06309 Oct 27/06310 Oct 27/06311 Oct 27/06312 Oct 27/06313 Oct 27/06314 Oct 27/06315 Oct 27/06316 Oct 27/06

Cleaning 401 Jun 1/04

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Subject Page Date Subject Page DateCleaning 402 Jun 1/04(Continued) 403 Jun 1/04

404 Jun 1/04Check 501 Oct 27/06

502 Oct 27/06503 Oct 27/06504 Oct 27/06505 Oct 27/06506 Oct 27/06507 Oct 27/06508 Oct 27/06509 Oct 27/06510 Oct 27/06511 Oct 27/06512 Oct 27/06513 Oct 27/06514 Oct 27/06515 Oct 27/06516 Oct 27/06517 Oct 27/06518 Oct 27/06519 Oct 27/06520 Oct 27/06521 Oct 27/06522 Oct 27/06523 Oct 27/06524 Oct 27/06525 Oct 27/06526 Oct 27/06527 Oct 27/06528 Oct 27/06529 Oct 27/06530 Oct 27/06

Repair 601 Jun 1/04602 Jun 1/04603 Jun 1/04604 Jun 1/04605 Jun 1/04606 Jun 1/04607 Jun 1/04608 Jun 1/04609 Jun 1/04610 Jun 1/04611 Jun 1/04612 Jun 1/04613 Jun 1/04614 Jun 1/04615 Jun 1/04616 Jun 1/04617 Jun 1/04

Repair (Continued) 618 Jun 1/04619 Jun 1/04620 Jun 1/04621 Jun 1/04622 Jun 1/04623 Jun 1/04624 Jun 1/04625 Jun 1/04626 Jun 1/04627 Jun 1/04628 Jun 1/04629 Jun 1/04630 Jun 1/04631 Jun 1/04632 Jun 1/04633 Jun 1/04634 Jun 1/04635 Jun 1/04636 Jun 1/04637 Jun 1/04638 Jun 1/04639 Jun 1/04640 Jun 1/04641 Jun 1/04642 Jun 1/04643 Jun 1/04644 Jun 1/04645 Jun 1/04646 Jun 1/04

Assembly 701 Oct 27/06702 Oct 27/06703 Oct 27/06704 Oct 27/06705 Oct 27/06706 Oct 27/06707 Oct 27/06708 Oct 27/06709 Oct 27/06710 Oct 27/06711 Oct 27/06712 Oct 27/06713 Oct 27/06714 Oct 27/06715 Oct 27/06716 Oct 27/06717 Oct 27/06718 Oct 27/06719 Oct 27/06720 Oct 27/06721 Oct 27/06


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Subject Page Date Subject Page DateAssembly (Continued) 722 Oct 27/06

723 Oct 27/06724 Oct 27/06725 Oct 27/06726 Oct 27/06727 Oct 27/06728 Oct 27/06729 Oct 27/06730 Oct 27/06731 Oct 27/06732 Oct 27/06733 Oct 27/06734 Oct 27/06735 Oct 27/06736 Oct 27/06737 Oct 27/06738 Oct 27/06739 Oct 27/06740 Oct 27/06741 Oct 27/06742 Oct 27/06743 Oct 27/06744 Oct 27/06

Fits and Clearances 801 Feb 1/00802 Feb 1/00

Special Tools, Fixtures 901 Jun 1/04and Test Equipment 902 Jun 1/04Illustrated Parts List 1001 Oct 27/06Introduction 1002 Oct 27/06

1003 Oct 27/061004 Oct 27/061005 Oct 27/061006 Oct 27/06

Numerical Index 1007 Oct 27/061008 Oct 27/06

Detailed Parts List 1009 Oct 27/061010 Oct 27/061011 Oct 27/061012 Oct 27/061013 Oct 27/061014 Oct 27/061015 Oct 27/061016 Oct 27/061017 Oct 27/061018 Oct 27/061019 Oct 27/061020 Oct 27/061021 Oct 27/061022 Oct 27/06

Configuration Change 1023 Oct 27/06Summary 1024 Oct 27/06

1025 Oct 27/061026 Oct 27/061027 Oct 27/061028 Oct 27/06



LOF-2 Feb 1/00Description and Operation 1 Feb 1/00

2 Feb 1/003 Feb 1/004 Feb 1/005 Feb 1/006 Feb 1/007 Feb 1/008 Feb 1/009 Feb 1/00

10 Feb 1/0011 Feb 1/0012 Feb 1/00




LOT-2 Feb 1/00Description and Operation 1 Feb 1/00

2 Feb 1/003 Feb 1/004 Feb 1/00

Fault Isolation 101 Feb 1/00102 Feb 1/00


Disassembly 301 Feb 1/00302 Feb 1/00303 Feb 1/00304 Feb 1/00

Cleaning 401 Feb 1/00402 Feb 1/00

Check 501 Feb 1/00502 Feb 1/00


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Subject Page Date Subject Page DateRepair 601 Feb 1/00

602 Feb 1/00

Assembly 701 Feb 1/00702 Feb 1/00703 Feb 1/00704 Feb 1/00705 Feb 1/00706 Feb 1/00


Special Tools, Fixtures 901 Feb 1/00and Test Equipment 902 Feb 1/00

Illustrated Parts List 1001 Jun 1/04Introduction 1002 Jun 1/04

1003 Jun 1/041004 Jun 1/041005 Jun 1/041006 Jun 1/04

Numerical Index 1007 Jun 1/041008 Jun 1/04

Detailed Parts List 1009 Jun 1/041010 Jun 1/041011 Jun 1/041012 Jun 1/041013 Jun 1/041014 Jun 1/04

Configuration Change 1015 Jun 1/04Summary 1016 Jun 1/04

1017 Jun 1/041018 Jun 1/04

61-23-00Table of Contents T/C-1 Sep 11/06

T/C-2 Sep 11/06List of Figures LOF-1 Feb 1/00



2 Feb 1/003 Feb 1/004 Feb 1/00

Fault Isolation 101 Sep 11/06102 Sep 11/06


Disassembly 301 Feb 1/00302 Feb 1/00

Cleaning 401 Feb 1/00402 Feb 1/00

Check 501 Feb 1/00502 Feb 1/00

Repair 601 Feb 1/00602 Feb 1/00

Assembly 701 Feb 1/00702 Feb 1/00


Special Tools, Fixtures 901 Feb 1/00and Test Equipment 902 Feb 1/00Illustrated Parts List 1001 Oct 27/06Introduction 1002 Oct 27/06

1003 Oct 27/061004 Oct 27/061005 Oct 27/061006 Oct 27/06


Detailed Parts List 1009 Oct 27/061010 Oct 27/061011 Oct 27/061012 Oct 27/061013 Oct 27/061014 Oct 27/06


1017 Oct 27/061018 Oct 27/06




LOT-2 Feb 1/00Description and 1 Feb 1/00Operation 2 Feb 1/00

3 Feb 1/004 Feb 1/00

Fault Isolation 101 Feb 1/00102 Feb 1/00103 Feb 1/00104 Feb 1/00


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Subject Page Date Subject Page DateFault Isolation 105 Feb 1/00(Continued) 106 Feb 1/00Automated Test 201 Feb 1/00Requirements 202 Feb 1/00Disassembly 301 Feb 1/00

302 Feb 1/00Cleaning 401 Feb 1/00

402 Feb 1/00Check 501 Feb 1/00

502 Feb 1/00Repair 601 Feb 1/00

602 Feb 1/00Assembly 701 Feb 1/00

702 Feb 1/00703 Feb 1/00704 Feb 1/00


Special Tools, Fixtures 901 Feb 1/00and Test Equipment 902 Feb 1/00

Illustrated Parts List 1001 Jun 1/04Introduction 1002 Jun 1/04

1003 Jun 1/041004 Jun 1/041005 Jun 1/041006 Jun 1/04


Detailed Parts List 1009 Jun 1/041010 Jun 1/041011 Jun 1/041012 Jun 1/041013 Jun 1/041014 Jun 1/041015 Jun 1/041016 Jun 1/041017 Jun 1/041018 Jun 1/04


1021 Jun 1/041022 Jun 1/041023 Jun 1/041024 Jun 1/041025 Jun 1/041026 Jun 1/04

61-26-00Table of Contents T/C-1 Jun 1/04

T/C-2 Jun 1/04List of Figures LOF-1 Jun 1/04

LOF-2 Jun 1/04

List of Tables LOT-1 Feb 1/00LOT-2 Feb 1/00

Description and 1 Feb 1/00Operation 2 Feb 1/00Fault Isolation 101 Feb 1/00

102 Feb 1/00Automated Test 201 Feb 1/00Requirements 202 Feb 1/00Disassembly 301 Feb 1/00


402 Feb 1/00Check 501 Feb 1/00

502 Feb 1/00Repair 601 Jun 1/04

602 Jun 1/04603 Jun 1/04604 Jun 1/04605 Jun 1/04606 Jun 1/04607 Jun 1/04608 Jun 1/04609 Jun 1/04610 Jun 1/04611 Jun 1/04612 Jun 1/04

Assembly 701 Jun 1/04702 Jun 1/04703 Jun 1/04704 Jun 1/04


Special Tools, Fixtures 901 Feb 1/00and Test Equipment 902 Feb 1/00Illustrated Parts List 1001 Jun 1/04Introduction 1002 Jun 1/04

1003 Jun 1/041004 Jun 1/041005 Jun 1/041006 Jun 1/04


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Subject Page Date Subject Page DateNumerical Index 1007 Jun 1/04(Continued) 1008 Jun 1/04Detailed Parts List 1009 Jun 1/04

1010 Jun 1/041011 Jun 1/041012 Jun 1/041013 Jun 1/041014 Jun 1/041015 Jun 1/041016 Jun 1/04


1019 Jun 1/041020 Jun 1/04





2 Feb 1/003 Feb 1/004 Feb 1/00

Fault Isolation 101 Feb 1/00102 Feb 1/00103 Feb 1/00104 Feb 1/00105 Feb 1/00106 Feb 1/00107 Feb 1/00108 Feb 1/00109 Feb 1/00110 Feb 1/00111 Feb 1/00112 Feb 1/00113 Feb 1/00114 Feb 1/00115 Feb 1/00116 Feb 1/00117 Feb 1/00118 Feb 1/00119 Feb 1/00120 Feb 1/00121 Feb 1/00122 Feb 1/00123 Feb 1/00

Fault Isolation 124 Feb 1/00(Continued) 125 Feb 1/00

126 Feb 1/00

Automated Test 201 Feb 1/00Requirements 202 Feb 1/00Disassembly 301 Feb 1/00


402 Feb 1/00Check 501 Feb 1/00

502 Feb 1/00Repair 601 Feb 1/00


702 Feb 1/00Fits and Clearances 801 Feb 1/00

802 Feb 1/00Special Tools, Fixtures 901 Feb 1/00and Test Equipment 902 Feb 1/00Illustrated Parts List 1001 Jun 1/04Introduction 1002 Jun 1/04

1003 Jun 1/041004 Jun 1/041005 Jun 1/041006 Jun 1/04


Detailed Parts List 1009 Jun 1/041010 Jun 1/041011 Jun 1/041012 Jun 1/041013 Jun 1/041014 Jun 1/04


1017 Jun 1/041018 Jun 1/04




LOT-2 Feb 1/00


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Subject Page Date Subject Page DateDescription and 1 Feb 1/00Operation 2 Feb 1/00Fault Isolation 101 Feb 1/00

102 Feb 1/00Automated Test 201 Feb 1/00Requirements 202 Feb 1/00Disassembly 301 Feb 1/00


402 Feb 1/00Check 501 Feb 1/00

502 Feb 1/00Repair 601 Feb 1/00


702 Feb 1/00Fits and Clearances 801 Feb 1/00

802 Feb 1/00Special Tools, Fixtures 901 Feb 1/00and Test Equipment 902 Feb 1/00Illustrated Parts List 1001 Oct 27/06Introduction 1002 Oct 27/06

1003 Oct 27/061004 Oct 27/061005 Oct 27/061006 Oct 27/06


Detailed Parts List 1009 Oct 27/061010 Oct 27/061011 Oct 27/061012 Oct 27/06



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TABLE OF CONTENTS - P5206Subject Chapter

Airworthiness Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page AL-1Safety Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page SA-1Record of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page RR-1Record of Temporary Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page RTR-1Service Bulletin List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page SBL-1Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page T/C-1Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page Intro-1

PROPELLER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-00-00

PROPELLER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-10-00

CONTROLLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-20-00

PROPELLER VALVE MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-22-00

MAIN PUMP AND OVERSPEED GOVERNOR. . . . . . . . . . . . . . . . . . . .CHAPTER 61-23-00

MAGNETIC SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-24-00

BRUSH BLOCK HOUSING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-26-00

ELECTRONIC PROPELLER CONTROL. . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-27-00

AUXILIARY MOTOR AND PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHAPTER 61-29-00

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INTRODUCTION1. General

A. This publication is written by the Publications Department of Hamilton Sundstrand, a division of United Technologies Corporation, Windsor Locks, CT 09096-1010. This manual, which will be revised as necessary by Hamilton Sundstrand (Service Bulletins), constitutes the authoritative statement of Hamilton Sundstrand’s approved and recommended maintenance level procedures.

B. Report all maintenance problems that are not usual directly to Customer Service or to your field representative. All possible aid will be given to the solution of these problems.

WARNING: ONLY THE PRODUCTS AND MATERIALS LISTED IN THIS MANUAL ARE APPROVED FOR USE WITH THE 568F PROPELLER SYSTEMS. REFER TO THE HAMILTON SUNDSTRAND SERVICE DEPARTMENT FOR AN ANALYSIS BEFORE YOU USE PRODUCTS AND MATERIALS OTHER THAN THOSE SPECIFIED IN THIS MANUAL. USE OF PRODUCTS NOT APPROVED BY HAMILTON SUNDSTRAND COULD RESULT IN INCORRECT MAINTENANCE AND DAMAGE TO EQUIPMENT.

C. Please use the Customer Comment Form, Figure Intro-1, to notify us of any discrepancies or problems you encounter in our technical publications. We welcome suggestions on how we can improve our documentation. Your comments and suggestions will be analyzed by both our Engineering and Service departments, and added to the next revision if they apply.

D. This manual gives system maintenance instructions for the variable pitch aircraft propeller to allow maintenance persons to do the different tasks that are necessary to maintain it in a serviceable condition. If more maintenance of individual components is necessary, refer to the applicable Component Maintenance Manual. The Component Maintenance Manuals published by Hamilton Sundstrand are listed in Table 1.

E. Model Designation - The propeller model, 568F, means the following:

• The first digit, 5, denotes a major model type.

• the second digit, 6, denotes the number of blades.

• the third digit, 8 designates the propeller blade shank size.

• the first letter, F, denotes a flange-mounted propeller system.

F. Verification of the instructions in this manual has been done by review of source documentation.

Table 1. 568F-1 Propeller System Component Maintenance Manuals

TITLE MANUAL NUMBER

Variable Pitch Aircraft Propeller 61-13-12

Electronic Propeller Control 61-25-01

Propeller Valve Module 61-26-02

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2. Design Critical Characteristics

A. The variable pitch aircraft propeller contains parts identified by Hamilton Sundstrand that have Design Critical Characteristics (DCCs). These characteristics may be either a physical attribute and/or an associated installation, maintenance, or repair procedure that must be maintained or accomplished in accordance with the specified criteria in this manual in order to ensure the continued safe operation of the propeller. Compliance of 100% is required.

B. The definition of a DCC is as follows:

• DCC - Any dimension, tolerance, finish, material, or any installation, assembly, manufacturing or inspection process, or other mechanical feature which, if nonconforming, could result in an unsafe condition.

C. All features identified as DCCs in this manual must be maintained within the specified limits. Also, all procedures or processes identified as DCCs must be performed exactly as specified. No deviation from the limits or procedures is permitted. Unless otherwise specified, all DCCs must be verified whenever there is access to the parts during disassembly or repair, or during installation or removal of parts to or from the aircraft. We recommend confirmation of conformance to DCC criteria by a second person.

D. The importance of maintaining a DCC feature or performing a DCC process in accordance with the criteria in this manual does not diminish the importance of complying with all other inspection, maintenance, repair, and procedural requirements given in this manual. All limits and procedures in this manual must be followed to be sure of the continued airworthiness of the propeller system.

E. In this manual, DCCs are identified with the symbol >>DCC<<.

(1) When this symbol precedes a procedural step, it applies to all processes and tolerances identified in the step.

(2) When this symbol appears in a table or figure, it applies to the characteristic or part with which it is associated.

F. Proposed changes to the items within this document that are identified with a >>DCC<< are major changes. Changes to these items are beyond the scope of this document at this time and must be submitted with substantiating data to the FAA Certification Office at the Engine and Propeller Directorate for review and approval.

G. Regulatory agencies such as the FAA require that you report serious defects or recurring un-airworthy conditions. Hamilton Sundstrand requests a copy of any such report issued for a Hamilton Sundstrand part that is identified as containing a >>DCC<<.

H. The following is a list of Line Replaceable Units (LRUs) and subassemblies that are, or contain, DCCs. Because DCCs may be either a physical attribute and/or an associated installation, maintenance, or repair procedure, this list is intended to be used for reference and planning only. Please see the DISASSEMBLY, CHECK, REPAIR, and ASSEMBLY sections of this maintenance manual for the details of the DCCs.

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Table 2. Line Replaceable Units with DCCs

3. Propeller Logbook

A. An improved Propeller logbook has been developed. This logbook will be sent with new propellers ordered, but additional books can be obtained with the form shown in Figure Intro-2.

Base Part Number Part Name

815500 Propeller Assembly

815533 Outer Transfer Tube

814754, 815540 Adjusting Nut



Figure Intro-1. Customer Comment Form

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4. Abbreviations and Acronyms:

A AmperesA/D Analog to DigitalATA Air Transport AssociationATE Automated Test EquipmentBCD Binary Coded DecimalBIT Built-In Testcc Cubic Centimetersccw Counterclockwise (direction)CLA Condition Lever Anglecw Clockwise (direction)dc Direct CurrentDeg Degrees EEC Electronic Engine ControlEHV Electro-hydraulic ValveEPC Electronic Propeller ControlEPROM Erasable Programmable Read

Only MemoryESDS Electrostatic Discharge Sensitive°F Degrees FahrenheitFI Flight IdleF.S. Full ScaleGI Ground IdleHMU Hydro Mechanical UnitHS Hamilton SundstrandHz HertzIAT Incoming Acceptance TestsI/O Input/OutputIPL Illustrated Parts Listin-lbs Inch-poundsITM Torque Motor CurrentkHz KilohertzLRU Line Replaceable UnitLSI Large-Scale IntegrationLVDT Linear Variable-Differential

Transformerm Milli

M MegmA Milliampere NP Propeller Speed and Control

SpeedOSG Overspeed GovernorOz. OuncesP PressurePEC Propeller Electronic Control, same

as EPCPIU Propeller Interface UnitPL Lube PressurePLA Power Lever AnglePN Part NumberPOR Power On Reset (Done by cycling

+28 V power)PROM Programmable Read Only

MemoryPO/S Overspeed Governor PressurePS Supply PressureP servo Servo Pressure (also referred to or PM as Metered Pressure)psia Pounds per square inch absolutepsig Pounds per square inch gagePVM Propeller Valve Moduleqpm Quarts per minuteRPM Revolutions per minuteRVDT Rotationally Variable Differential

Transformer, also, Rotary Variable Displacement Transducer

SLPS Secondary Low Pitch StopVdc Volts direct currentW WattWOW Weight on Wheels XR Servo Position (nominal full

reverse)XS Servo Position (full reverse)



Figure Intro-2. Order Form

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TABLE OF CONTENTS - 61-00-00Title Page

TABLE OF CONTENTS - 61-00-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/C-1

LIST OF FIGURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOF-1

LIST OF TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOT-1

PROPELLER SYSTEM - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 11. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

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LIST OF FIGURESFigure Page

Figure 1. Propeller System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Figure 2. Front Section of 568F Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Figure 3. Rear Section of 568F Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Figure 4. Deicing System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Figure 5. Propeller Pitch Change Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

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LIST OF TABLESTable Page

Table 1. Propeller System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Table 2. Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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PROPELLER SYSTEM - DESCRIPTION AND OPERATION1. General

A. This manual gives instructions for the maintenance of the model 568F-1 variable pitch aircraft propeller. The 568F-1 propeller is made by Hamilton Sundstrand Corporation, Windsor Locks, CT 06096-1010.

B. Each 568F propeller system (See Table 1 and Figure 1) includes:

• Two propeller assemblies

• Two propeller valve modules

• Two propeller control adapter assemblies

• Two main pumps

• Two auxiliary motor and pump assemblies

• Two electronic propeller controls

• Two dual coil magnetic sensors

• Four single coil magnetic sensors

• Two magnetic sensor brackets

• Two propeller overspeed governors

• Two brush block assemblies

C. The blade deicing system includes:

• Two brush block assemblies, supplied by Hamilton Sundstrand

• Two brush block assembly mounting brackets, supplied by Hamilton Sundstrand

NOTE: A propeller timer for the blade deicing system is included in the logic of a multi-function computer within the aircraft.

D. The propeller valve module (PVM) adapter assembly includes an adapter housing that connects the PVM to the engine gearbox.

(1) After the first installation, the adapter housing will not have to be removed from the engine gearbox unless it is damaged.

(2) All removal/replacements of the PVM will be made at the PVM to PVM adapter connection.

(3) The propeller valve module is a line replaceable unit.

E. Each propeller has six all-composite blades. The propeller assembly turns in the clockwise direction as seen from the rear.

F. The blade, actuator assembly and spinner are designed to permit removal and installation while the propeller is on the aircraft. Remove these components or the complete propeller assembly as necessary.

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G. Refer to Table 1 for the system components on the model 568F propeller.

Table 1. Propeller System Components

ITEM QUANTITY/AIRCRAFT VENDOR PART NO.

Variable Pitch Aircraft Propeller

2 Hamilton Sundstrand 815500-2,-3

Propeller Valve Module 2 Microtecnica C146440-2

Propeller Control Adapter Assembly

2 Hamilton Sundstrand 789593-2

Electronic Propeller Control 2 Hamilton Sundstrand 816332-2-001816332-2-002816332-2-003816332-2-004816332-2-101816332-2-102816332-2-201816332-2-202816332-2-401

816332-3-002816332-3-003816332-3-004816332-3-101816332-3-102816332-3-201816332-3-202816332-3-401

816332-4-003816332-4-004816332-4-101816332-4-102816332-4-201816332-4-202816332-4-401

816332-5-003816332-5-004816332-5-101816332-5-102816332-5-201816332-5-202816332-5-401

Brush Block Assembly 2 Hamilton Sundstrand 817537-1, -2814759-1, -2820539-1820546-1

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Dual Coil Magnetic Sensor 2 Hamilton Sundstrand 810546-1

Single Coil Magnetic Sensor 4 Hamilton Sundstrand 778743-1

Magnetic Sensor Bracket 2 Hamilton Sundstrand 817515-2814757-1

Auxiliary Motor and Pump 2 Hamilton Sundstrand 782655-1, -3

Propeller Overspeed Governor

2 Hamilton Sundstrand 814620-1

Main Pump 2 Hamilton Sundstrand 814730-1

Table 1. Propeller System Components (Continued)

ITEM QUANTITY/AIRCRAFT VENDOR PART NO.

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H. Refer to Table 2 for the leading particulars on the model 568F propeller.

2. Description

NOTE: See Figure 1 through Figure 5.

A. Propeller Assembly (See IPL Figure 1, Chapter 61-10-00.)

(1) The propeller assembly has:

• Six blades with external blade deicers and counterweights

• A hub

• Blade retention parts

• A variable pitch actuator

• A spinner

• A bulkhead

• A separate slip ring assembly

• An oil transfer tube

• Related propeller-to-engine mounting hardware

B. Deicing System (See IPL Figure 3 and Figure 4, Chapter 61-10-00)

(1) The deicing system has:

• Deicing timer logic that is incorporated in a multi-function computer within the aircraft.

• Externally bonded blade deicers

• Slip ring assembly with two power rings and one ground ring which is isolated from the bulkhead.

• A brush block assembly which uses helical springs to compress the brushes against the slip rings.

Table 2. Leading Particulars

Feather Angle 78.0 to 79.0 Degrees

Reverse Angle (Electronic) -13.5 to -14.5 Degrees

Propeller Operating Fluid 4.5 to 5.0 Quarts (MIL-L-7808 or MIL-L-23699)

Propeller Maximum Diameter 13 Feet

Electrical Requirements 115 V ac, 400 Hz, 3 Phase and 28 Vdc

Pitch Change Range +79.0 to -20.2 Min Degrees with act P/N’s 815585-1/-2/-3+79.0 to -21.6 Min Degrees with act P/N 815585-4

Propeller Weight (Dry) 376 Lbs

Blade Reference Station 58.00 Inch

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Figure 1. Propeller System Components

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Figure 2. Front Section of 568F Propeller

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Figure 3. Rear Section of 568F Propeller

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C. Propeller Valve Module (See IPL Figure 1, Chapter 61-22-00.)

(1) The propeller valve module (PVM) is an electro-hydro-mechanical unit that gets electrical, mechanical, and hydraulic inputs from the propeller, gearbox, aircraft and electronic propeller control (EPC), as well as the overspeed governor. It supplies data to the EPC, and supplies pitch change oil to the propeller pitch change actuator. Together with the EPC, the PVM does these functions.

• Basic speed set

• Beta scheduling

• Reversing

• Feathering

• Synchrophasing capabilities

• Fault detection and annunciation

(2) An adapter assembly is used between the PVM and the engine gearbox.

D. Auxiliary Motor and Pump (See IPL Figure 1, Chapter 61-29-00.)

(1) The auxiliary motor and pump assembly mounts on the engine gearbox.

(2) When selected, it supplies high pressure oil to the propeller valve module whenever engine supplied oil pressure is lost. It is used as an alternative for the engine supplied oil under some conditions.

(3) It is activated whenever the engine is shut down in flight, or selected by the cockpit crew while on the ground.

E. Main Pump (See IPL Figure 2, Chapter 61-23-00.)

(1) The main pump assembly mounts on the engine gearbox. The main pump supplies high pressure oil to the propeller valve module during normal engine operation. The main pump provides rotational input (propeller speed) to the overspeed governor.

F. Propeller Overspeed Governor (See IPL Figure 1, Chapter 61-23-00.)

(1) The overspeed governor mounts on the main pump.

(2) The overspeed governor has a backup speed governor function which increases propeller blade angle when a propeller overspeed occurs.

G. Electronic Propeller Control (EPC) (See IPL Figure 1, Chapter 61-27-00.)

(1) The EPC is a nacelle-mounted, dual-channel, microprocessor-based unit. It provides closed-loop electronic control of the propeller pitch change system, through the PVM.

H. Single-Coil and Dual-Coil Magnetic Sensors (See IPL Figure 1, Chapter 61-24-00.)

(1) The magnetic sensors are coil-wound magnetic sensing devices installed on a mounting bracket.

(2) The sensors, which are fixed to the engine gearbox, are actuated by six bulkhead-mounted (moving) sensor actuators.

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(3) The the dual-coil magnetic sensors are used to supply propeller speed signals to the EPC for control of speed governing.

(4) One single-coil sensor is used to supply propeller phase information to the EPC for synchrophasing.

(5) An additional single-coil sensor is used to supply a signal to the propeller dynamic balancing system. The signal is not supplied to the EPC.

3. Operation

NOTE: See Figure 1 through Figure 5.

A. General

(1) The aircraft engine moves the propeller through the engine speed reduction gearbox.

(2) The propeller and the propeller valve module are installed on a common centerline and are connected by the oil transfer tube.

(3) The electronic propeller control (EPC) supplies electrical signals to the propeller valve module (PVM). These signals are the required blade angles for all operating conditions of the propeller system.

(4) The propeller valve module (PVM) meters coarse and fine pitch change oil directly to the pitch change chambers in the actuator through the oil transfer tube assembly.

(5) The blade counterweight, which is attached to the blade root with a steel counterweight arm, applies a twisting moment around the blade pitch change axis to overcome blade loads that would otherwise drive the blade towards fine pitch.

B. Pitch Change

(1) The actuator yoke changes blade pitch through trunnion bearings installed on the blade pins. To make sure the blade trunnion bearings do not disengage from the yoke, the yoke is kept from turning through an anti-torque arm.

(2) To control blade pitch, the increase and decrease pitch chambers in the actuator use metered pressure supplied by the propeller valve module (PVM) through the transfer tube assembly. The larger increase pitch chamber is forward of the actuator piston, and the smaller decrease pitch chamber is aft of the piston.

(3) The actuator piston is sized to develop a blade trunnion load sufficient to overcome the maximum Total Twisting Moment (TTM) of the blade and counterweight.

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(4) 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 aerodynamic twisting moment (towards reverse). Blade pitch and propeller RPM become stable when aerodynamic and centrifugal loads get to equilibrium.

C. Deicing System

(1) The deicing system uses an isolated slip ring assembly to transfer electrical power from a non-rotating source to the blade deicers (with two detachable heater leads for each blade). The blade deicers use multiple current pathways to transfer electrical power across the blade.

(2) The deicer timing cycles permit the deicing of three blades simultaneously on each propeller.

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Figure 4. Deicing System Components

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Figure 5. Propeller Pitch Change Schematic

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TABLE OF CONTENTS - 61-10-00Subject Page




PROPELLER ASSEMBLY - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . 11. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

FAULT ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011. General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

AUTOMATED TEST REQUIREMENTS(NOT APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3012. Spinner Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3023. Propeller Blade Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3034. Oil Transfer Tube Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3065. Propeller Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3086. Actuator Assembly Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3117. Bulkhead and Slip Ring Assembly Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3128. Inspection and Replacement of Parts Attached to Bulkhead . . . . . . . . . . . . . . . . . 3149. Installation of Foil Identification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314

CLEANING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401

CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5012. Daily Line Inspection Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5013. “300 Flight Hour” Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5114. “500 Flight Hour” Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5175. Major Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5176. Checks After Overspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5177. Checks After Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5198. Inspection After Lightning Hits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5209. Checks After Overtorque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522

10. Inspection of Stored Propellers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52511. Inspection of Propellers Removed from Storage . . . . . . . . . . . . . . . . . . . . . . . . . . 52512. Inspection of Low Utilization Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52613. Blade Deicer Electrical Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52614. Deicing Assembly Resistance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52615. Inspection of Blade Trunnion Bearing and Sleeve . . . . . . . . . . . . . . . . . . . . . . . . . 52816. Correct Alignment of the Feather Index Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 529

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Subject Page
REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6012. Screw Thread Insert Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6073. Blade Erosion Coating Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6084. Blade Deicer Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6155. Blade Erosion Film Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6196. Blade Decal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6237. Detachable Blade Heater Lead Insulation Repair . . . . . . . . . . . . . . . . . . . . . . . . . 6258. Spinner Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6269. Application of Feather Index Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 627

10. Hub External Surface Finish Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63211. Bulkhead Retaining Pad Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63512. Bulkhead Filler Retaining Pad Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63613. Bulkhead Nutplate (or Nut Only) Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 63814. Local Repair of Blade Erosion Coat Blistering Over Lightning Grid . . . . . . . . . . . . 642

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7012. Removal of Components from Wooden Containers. . . . . . . . . . . . . . . . . . . . . . . . 7043. General Assembly Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7044. Propeller Buildup for Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7045. Propeller Blade Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7076. Blade Seal Leakage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7137. Propeller Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7158. Propeller Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7279. Oil Transfer Tube Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 733

10. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73611. Spinner Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73912. Actuator Assembly Installation (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 739

FITS AND CLEARANCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8011. Assembly Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801

SPECIAL TOOLS, FIXTURES, AND TEST EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . 9011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901

ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10011. ILLUSTRATED PARTS LIST INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . 10012. Numerical Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10073. Detailed Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10094. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1023

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Figure 301. Use of Blade Lifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305Figure 302. Removal of Spinner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307Figure 303. Use of Propeller Lifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310Figure 304. Actuator Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313Figure 501. Tip Crack Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 505Figure 502. Lightning Grid Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506Figure 503. Blade Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509Figure 504. Blade Deicer Tab Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513Figure 505. Inspection Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514Figure 506. Overspeed Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518Figure 507. Impact Damage Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521Figure 508. Overtorque Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 524Figure 509. Attachment of the Blade Deicer Leads . . . . . . . . . . . . . . . . . . . . . . . . . . . . 527Figure 510. Acceptable versus Unacceptable Feather Index Mark Views . . . . . . . . . . . 529Figure 601. Blade Marking and Painting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614Figure 602. Application of Blade Deicer Edge Sealant. . . . . . . . . . . . . . . . . . . . . . . . . . 618Figure 603. Installation of the Erosion Film . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622Figure 604. Blade Decal Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625Figure 605. Template for the Feather Index Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 630Figure 606. Application of the Feather Index Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 631Figure 607. Repair of Hub Surface Finish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634Figure 608. Bulkhead Retaining Pad Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636Figure 609. Filler Retaining Pad Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637Figure 610. Self-locking Nutplate and Disposable Installation Tool . . . . . . . . . . . . . . . . 640Figure 611. Adhesive Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 641Figure 612. Replacement of Detail Nut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 642Figure 613. Lightning Grid Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 644Figure 701. Detachable Heater Lead Terminal Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . 705Figure 702. Detachable Heater Lead Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 706Figure 703. Detachable Heater Leads - Angled End . . . . . . . . . . . . . . . . . . . . . . . . . . . 706Figure 704. Installation of Propeller Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 709Figure 705. Attachment of Blade Heater Leads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712Figure 706. Blade Heater Lead Detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713Figure 707. Tie Down Straps for Spinner Collar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 715Figure 708. Use of the Balance Indicator and Adapter Kit . . . . . . . . . . . . . . . . . . . . . . . 718Figure 709. Lowering Propeller onto Propeller Support Table . . . . . . . . . . . . . . . . . . . . 719Figure 710. Propeller Balancer Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 722Figure 711. Installation of the Balance Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 723Figure 712. Use of the Propeller Lifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 729Figure 713. Hub Nut Torque Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 731Figure 714. Torque Wrench Corrections With an Adapter . . . . . . . . . . . . . . . . . . . . . . . 732Figure 715. Ring Seal Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 734Figure 716. Transfer Tube Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 735

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Figure Page


Figure 717. Lubricating Oil Fill Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 738Figure 718. Actuator Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 740IPL Figure 1. Variable Pitch Aircraft Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010IPL Figure 2. Transfer Tube Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1014IPL Figure 3. Propeller Blade Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016IPL Figure 4. Bulkhead and Slip Rings Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1020

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Table 101. Fault Isolation Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102Table 301. Consumable Materials - Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301Table 302. Special Tools, Fixtures, and Equipment - Disassembly . . . . . . . . . . . . . . . 301Table 401. Consumable Materials - Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401Table 501. Consumable Materials - Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501Table 502. Special Tools, Fixtures, and Equipment - Check. . . . . . . . . . . . . . . . . . . . . 501Table 503. Maximum Allowable Rash Damage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506Table 504. “500 Flight Hour” Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 517Table 505. Overtorque Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522Table 506. Overtorque Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522Table 507. Overtorque Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 523Table 508. Tasks and Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526Table 509. 568F Trunnion Sleeve OD Service Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 528Table 510. 568F Trunnion Bearing ID Service Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 528Table 601. Consumable Materials - Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601Table 602. Consumable Material Mixing and Curing Instructions . . . . . . . . . . . . . . . . . 606Table 603. Special Tools, Fixtures, and Equipment - Repair . . . . . . . . . . . . . . . . . . . . 607Table 701. Consumable Materials - Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701Table 702. Special Tools, Fixtures, and Equipment - Assembly . . . . . . . . . . . . . . . . . . 702Table 801. Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 802Table 802. Minimum Breakaway Torque Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 802Table 901. Special Tools, Fixtures, and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 901IPL Table 1. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1023IPL Table 2. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1026

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PROPELLER ASSEMBLY - DESCRIPTION AND OPERATION1. Description

A. The propeller assembly has:

(1) Six blades with externally bonded blade deicers

(2) Retention hardware for each blade, which includes:

• two rows of hardened-steel bearing balls with 24 balls in each row

• nylon ball separators that permit installation of the balls as an assembly

• a split, plastic blade support ring that holds the blade when the propeller is static or in operation at low turn speeds

• blade seal components that supply a seal for the propeller lubricating oil

(3) A one-piece, steel hub

(4) A pitch change actuator that:

• has a stationary dome

• has a pitch change piston

• has an anti-torque arm

• has a yoke that changes blade pitch through contact with the blade roller bearing

• is connected to the PVM by an oil transfer tube that goes through the center of the gearbox propeller shaft

• receives the pitch change signal and the high pressure supply oil from the PVM through the transfer tube

(5) An aluminum spinner that:

• attaches to the propeller bulkhead with 12 screws

• has front end support from a packing in the dome cover

(6) A bulkhead that:

• supplies the structural support for the spinner

• has targets to operate magnetic sensors for speed indication

(7) A slip ring assembly that transmits electrical power for blade deicing

(8) Related hardware that attaches the propeller to the engine gearbox

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B. Each propeller blade has:

• a composite spar/shell bonded to a steel tulip for retention

• spaces in the leading and trailing edges that are filled with a low-density, polyurethane foam

• a nickel sheath on the leading edge

• an anti-erosion film for erosion protection

• an aluminum grid system that permits conductivity from the blade airfoil to the steel tulip for lightning protection

• a counterweight to move the blade towards coarse pitch if a loss of hydraulic supply occurs

2. Operation

A. Refer to Chapter 61-00-00, DESCRIPTION AND OPERATION, for propeller operation.

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FAULT ISOLATION1. General Instructions

A. Table 101 gives possible failures and the recommended steps for you to do to repair the failures. Do fault isolation as follows:

(1) If the first step does identify the problem, do step 2.

(2) If the second step does not identify the problem, do step 3.

(3) If the third step does not identify the problem, do step 4.

(4) If the fourth step does not identify the problem, do step 5.

(5) If the fifth step does not identify the problem, do step 6.

(6) If the sixth step does not identify the problem, do step 7.

(7) If the seventh step does not identify the problem, tell your local Hamilton Standard Representative.

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Table 101. Fault Isolation Data

TROUBLE STEP 1 STEP 2 STEP 3 STEP 4 STEP 5 STEP 6 STEP 7

Make sure that the cockpit indicator operates correctly.

Replace the EPC. See Chapter 61-27-00, DISASSEMBLY and ASSEMBLY.

Replace the PVM. See Chapter61-22-00, ASSEMBLY


Replace the actuator. See Chapter 61-10-00, DISASSEMBLY and ASSEMBLY.

Replace the PVM. See Chapter 61-22-00, DISASSEMBLY and ASSEMBLY.

Page 102

1. Propellerspeed doesnot reach100% whenselected (TOor MCTrating).

Interrogate EPC fault memory and correct all annunciated problems. See Chapter 61-27-00, FAULT ISOLATION.

Make sure that the engine rating switch is supplying a command of 100% to the EPC.

Make sure that overspeed governor interference is not the cause.

Make sure that the propeller has not feathered because of a loss of hydraulic pressure. If so, replace the main pump. See Chapter 61-23-00.

Do the rigging of the transfer tube and EPC again. See Chapter 61-27-00, ASSEMBLY.

2. Torque level is too high or too lowin theBeta rangeand inreverse.


Verify correct indexing of transfer tube to propeller. Trim the EPC again to make sure that the EPC reads the blade angle and PLA position correctly. See Chapter 61-22-00.

Check the indexing between the cockpit PLA and the PVM PLA levers.

Determine if the blade angle went to feather or full reverse because of a loss of hydraulic pressure. If so, replace the main pump. See Chapter 61-23-00, ASSEMBLY

Replace the EPC. See Chapter 61-27-00, ASSEMBLY.

3. Propellertorque/speedfluctuates.


Examine the condition of the transfer tube seals. Replace seals if damaged. See Chapter 61-10-00, ASSEMBLY.

Examine the gap setting of the speed probes on both propellers.

Repeat the operation with the EEC in manual mode (EEC off) to make sure torque does not fluctuate. If so, troubleshoot the EEC.

Replace the PVM. See Chapter61-22-00 DISASSEMBLY and ASSEMBLY.

4. PRPM isgoverningbetween101%and 103.5%.

Make sure the EPC is receiving power (EPC switch on).


Make sure that you have the correct gap on the problem propeller speed pickups.

Make sure that the cockpit indicator operates correctly.


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er 00, SEMBLY SEMBLY.

Replace the PVM. See Chapter 61-22-00, DISASSEMBLY and ASSEMBLY.

TEP 6 STEP 7

5. Overspeedgovernorsetting isincorrect.

Make sure the overspeed governor reset solenoid is not energized when PLA is above flight idle.

If the variation is less than 0.5% from the aircraft manufacturer’s limits, adjust OSG using the instructions given in Chapter61-23-00.

Replace the overspeed governor. See Chapter 61-23-00, DISASSEMBLY and ASSEMBLY.

6. No synchro-phasing.


Examine the gap on the single coil 6P pickup of the No. 1 propeller.

Examine the wiring between the single coil 6P magnetic sensor on the No. 1 propeller and the No. 2 EPC.

Make sure the slave propeller wiring harness provides contact closure between pins LE/FF on EPC junction J2.


7. Propellergearbox lowoil indicationand possibledegradationof perfor-mance.

Examine the parts that follow for oil leakage:- Propeller Actuator- PVM- O/S Governor- Main Supply Pump- Aux. Supply Pump

Examine the oil level in the propeller hub. If it is overfull, then replace the actuator. See Chapter 61-10-00, DISASSEMBLY and ASSEMBLY.

Examine the hub-to-actuator support plate joint for leaks. Re-seal if necessary using the instructions in CMM 61-13-12.

8. Bladesremain inthe featherpositionwhen CLAis movedout ofposition.


Verify supply of minimum oil pressure.

Disconnect J5 on the PVM. If it is possible to unfeather, examine the autofeather unit and A/C circuits that supply feather solenoid.

Check that, when CLA is moved out of feather, 28 Vdc is not applied to either Pin D or Pin LN of EPC connector J2.

Turn off the EPC and determine if the propeller unfeathers when CLA is moved out of feather position. If so, replace the EPC. See Chapter 61-27-00, DISASSEMBLY and ASSEMBLY.

Examicondittransfeseals. seals idamagChapt61-10-DISASand AS

Table 101. Fault Isolation Data (Continued)

TROUBLE STEP 1 STEP 2 STEP 3 STEP 4 STEP 5 S

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Table 101. Fault Isolation Data (Continued)

TROUBLE STEP 1 STEP 2 STEP 3 STEP 4 STEP 5 STEP 6 STEP 7

Page 104

9. Vibration(non-deicingrelated)occurs.

Look for foreign object damage on the blade and spinner surfaces. Replace damaged components as required. See Chapter 61-10-00, DISASSEMBLY and ASSEMBLY

Do a dynamic balance check of the propeller. If this is not possible, then do a static balance check. See Chapter 61-10-00.

Examine the blade bore for oil leakage.

Replace the propeller. See Chapter61-10-00,DISASSEMBLY and ASSEMBLY.

10. Vibration (deicing related) occurs.

Examine all brushes and replace them if they are broken or if they are below the minimum length. See Chapter 61-26-00, DISASSEMBLY and ASSEMBLY.

Examine the security and condition of the heater leads and their related connections. See Chapter61-10-00, CHECK.

Verify correct operation of deicing function of the aircraft Multi-Function Computer.

11. Leakage comes from the blade arm.

Remove the blade. Inspect and repair all hub and blade surfaces that touch the blade seal as required. Examine and replace the blade seal, if necessary. Install the blade. See Chapter 61-10-00.

Replace the blade. See Chapter 61-10-00, DISASSEMBLY and ASSEMBLY.

Replace the propeller. See Chapter 61-10-00, DISASSEMBLY and ASSEMBLY.


AUTOMATED TEST REQUIREMENTS(NOT APPLICABLE)

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DISASSEMBLY1. General

A. Refer to Table 301 for a list of consumable materials used for disassembly.

NOTE: You can use equivalent alternatives for the items specified.

B. Refer to Table 302 for a list of special tools, fixtures, and equipment used for disassembly.

NOTE: Equivalent tools, fixtures, and equipment can be used provided they meet the requirements of ARINC Report 668.

Table 301. Consumable Materials - Disassembly

SPECIFICATION OR PART NO. MATERIAL MANUFACTURER REMARKS

AMS3004 Methyl Alcohol Commercially available Used as a general cleaning solvent.

MIL-C-22750 Epoxy Polyamide Coating

Commercially available Used to seal identification plate.

ASTM D770 Grade A (Alternate to AMS3004 alcohol)

Isopropyl Alcohol Commercially available Used as a general cleaning solvent.

Table 302. Special Tools, Fixtures, and Equipment - Disassembly

TOOL NO. NOMENCLATURE GENERAL USE

GS15848-1 Bench Assembly and Hoist

Used to hold the propeller during disassembly.

GS18033-1 Rubber Roller Used to install the foil identification plate.

GS20401-1 Oil Transfer Tube Container

Used to store the transfer tube when tube is not installed.

GS20782-1 Torque Adapter Used with a standard torque wrench to remove double hexagon nuts.

GS23015-1 Propeller Transport Dolly

Used to move the assembled propeller in the maintenance facility.

GS23016-1 Propeller Transport Adapter

Used to install the assembled propeller on the GS23015-1 propeller transport dolly.

GS23417-1 Blade Lifter Used to remove the propeller blades.

GS23424-1 Propeller Flange Adapter

Used to hold the propeller on the GS15848-1 bench assembly and hoist.

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C. Removal procedures are based upon a complete assembled propeller. If a complete disassembly is not necessary, use only those procedures that apply.

2. Spinner Removal

A. With a hand driver, Apex 268P-4 or equivalent, remove the 12 torq-set screws (30, IPL Figure 1) that attach the spinner (20) to the bulkhead (10, IPL Figure 4). Replace screws if the threads are damaged or the breakaway torque is less than 3.5 inch-pounds.

NOTE: Refer to paragraph 1 of FITS AND CLEARANCES for the definition of breakaway torque.

NOTE: If, after replacement of the screws, the breakaway torque remains unacceptable, replace the mating nutplates on the bulkhead as in paragraph 16 of REPAIR.

CAUTION: MAKE SURE YOU HAVE SECURE FOOTING BEFORE TRYING TO REMOVE THE SPINNER.

B. Remove the spinner (20, IPL Figure 1) with two spinner removal tools, GS23438-1. See Figure 302.

C. Examine the packing (40, IPL Figure 1) in the groove of the dome cover (90). If damaged, replace the packing.

GS23437-1 Propeller Lifter Used to attach the propeller assembly to a standard hoist.

GS23438-1 Spinner Removal Tool

Used in pairs to remove the propeller spinner.

GS23447-1 Blade Butt Cap Used to protect the blade butt when the blade is removed from the propeller.

Apex 268P-4 Hand Driver Used to remove spinner torq-set screws.One source for this tool is:Donic Sales149 William St.Middletown, CT 06457Phone: 1-860-347-6262

Table 302. Special Tools, Fixtures, and Equipment - Disassembly (Continued)


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3. Propeller Blade Removal

NOTE: You may remove and replace the blades while the propeller is installed on the aircraft if they are set in between the flat pitch and reverse range.

CAUTION: TO PREVENT DAMAGE TO THE BLADES, DO NOT TRY TO REMOVE THE BLADES WHEN THEY ARE IN THE FEATHER POSITION. IN THE FEATHER POSITION, INTERFERENCE WITH THE ADJACENT BLADE WILL PREVENT BLADE REMOVAL.

CAUTION: DO NOT USE PRYING TOOLS TO REMOVE THE SPINNER. PRYING TOOLS CAN CAUSE DAMAGE.

A. Remove the spinner, if necessary, as in paragraph 3.

B. Put the blades in full reverse position.

CAUTION: THE AUXILIARY MOTOR AND PUMP MUST NOT BE OPERATED CONTINUOUSLY FOR MORE THAN 30 SECONDS. AFTER 30 SECONDS OF OPERATION, EITHER CONTINUOUSLY OR IN SHORTER PERIODS, YOU MUST LET THE UNIT COOL FOR A MINIMUM OF 10 MINUTES. AFTER FOUR PERIODS OF 30 SECONDS, YOU MUST LET THE UNIT COOL FOR A MINIMUM OF ONE HOUR.

(1) It is acceptable to use the auxiliary motor and pump to move the propeller blades to the full reverse position.

NOTE: The auxiliary motor and pump use the oil from the engine gearbox reservoir, and it can empty the reservoir if it is operated when the engine is not running. The reservoir can be replenished if you use the starter motor to motor over the engine. Refer to the engine manufacturer’s manual for more data.

C. Drain the lubricating oil from the hub as follows:

(1) Remove the bolt (270, IPL Figure 1) and washer (280) that attach the seal cover (290) to the hub (240) for one blade (60, IPL Figure 3) at the 12 o'clock position.

(2) Remove the seal cover (290, IPL Figure 1) to show the two ball loading holes.

CAUTION: BE VERY CAREFUL WHEN YOU REMOVE THE SPHERICAL PACKINGS. DAMAGE TO THE SPHERICAL PACKINGS, WHICH YOU CAN USE AGAIN, AND THE BALL LOADING HOLES CAN OCCUR.

(3) With a pair of needle-nose pliers, remove the spherical packings (300) from the ball loading holes. Discard the packings if they are damaged.

(4) Turn the propeller slowly to permit the oil to drain from the open ball loading holes.

D. To prevent damage to these parts, remove the two tiedown straps (110), bulkhead filler (60) and spinner collar (230) which are under the blade.

E. Remove the nuts (120, IPL Figure 3) from the terminals on the wire lead block, and then remove the large tiedown strap (110) and the medium tiedown strap (100).

F. Remove the detachable heater leads (130, IPL Figure 4) from the terminals on the wire lead block.

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G. Set the propeller so that the blade for removal is in the 12 o'clock position, and attach the blade lifter, GS23417-1, over the blade and secure the straps. See Figure 301.

H. Use a hoist attached to the GS23417-1 blade lifter and lightly lift up to put a load on the blade.

I. Remove the bolts (340, IPL Figure 1), washers (350) and nuts (360) that attach the support rings (370 and 380) to the blade (60, IPL Figure 3). Remove the support rings.

CAUTION: BE VERY CAREFUL WHEN YOU REMOVE THE SPHERICAL PACKINGS. DAMAGE TO THE SPHERICAL PACKINGS, WHICH YOU CAN USE AGAIN, AND THE BALL LOADING HOLES CAN OCCUR.

J. Lower the blade (60, IPL Figure 3) into the propeller hub (240, IPL Figure 1) until the retaining ring flange touches the hub arm bore face.

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Figure 301. Use of Blade Lifter

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K. Remove the two ball separators (320) with bearing balls (310) from the ball loading holes as follows:

(1) Use a piece of 0.050 inch thick wire and make one end into the shape of a hook.

(2) Put the hook into the ball loading hole and through the left hole in the end of the ball separator (320). Pull the ball separator out of the ball loading hole.

(3) Do step (2), above, for the remaining ball separator.

CAUTION: LIFT THE BLADE STRAIGHT OUT OF THE HUB TO AVOID POSSIBLE DAMAGE TO THE HUB ARM BORE AND BLADE SHANK. THE BLADE CAN BIND IF IT IS COCKED DURING LIFTING. ALSO, AVOID EXCESSIVE ROCKING MOTION WHICH CAN CAUSE SURFACE DAMAGE.

L. Slowly lift the blade (60, IPL Figure 3) straight up and out of hub (240, IPL Figure 1). Install a blade butt cap, GS23447-1, on the butt of the blade. If binding occurs during removal of the blade, do as follows:

(1) With a light and inspection mirror, examine the inside of the hub for possible damage. If damage is found, refer to the CHECK section of CMM 61-13-12 for acceptance and repair criteria.

(2) Examine the blade shank for damage. If damage is found, contact Hamilton Sunstrand engineering for disposition.

M. Put the blade (60, IPL Figure 3) on a surface that does not cause damage.

N. Examine the blade seal components for wear and damage. Replace or clean as required.

NOTE: If there are signs of leakage from the seal, replace the blade seal components.

O. Do the blade removal procedure for each blade as necessary. Remove the blade opposite to the blade just removed before removal of a blade that is 60° away.

P. If necessary, remove the bolt (30), support plate (40) and blade roller (50) from the blade (60).

Q. For blades to be kept in storage or prepared for shipment, refer to paragraph 13 in the ASSEMBLY section for preparation instructions.

NOTE: Do not do more disassembly of the propeller blade. If more disassembly is necessary, it must be done at a component maintenance facility.

CAUTION: WITHOUT THE BLADE RETAINERS IN PLACE, THE BLADES CAN DROP INTO THE HUB APPROXIMATELY 0.500 INCH, CAUSING A ZERO CLEARANCE CONDITIONS BETWEEN ONE BLADE’S COUNTER WEIGHT AND THE ADJACENT BLADE’S SHANK. DUE TO THE POTENTIAL FOR HAVING A ZERO CLEARANCE CONDITION, IT IS VERY IMPORTANT TO HAVE THE BLADE RETAINING RINGS INSTALLED PRIOR TO ANY PITCH CHANGE MOVEMENT OF THE PROPELLER BLADES.

4. Oil Transfer Tube Removal

A. Remove one bleeder plug from the actuator assembly and loosen the other bleeder plug. Drain the oil into a satisfactory container.

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B. Remove the bolts (70) and washers (80) which attach the dome cover (90) to the actuator assembly (330A).

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Figure 302. Removal of Spinner

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C. Remove the dome cover (90) and packing (100), but do not remove the parts used for balance. Discard packing.

NOTE: Put an alignment mark on the dome and dome cover to make installation easier during assembly.

D. Remove the cap assembly (170) from the transfer tube (50A) by pushing inward and turning ccw.

E. With a locally made hook attached to the headed pin (210) in the transfer tube (50A), remove the transfer tube from the propeller.

F. Remove the adjusting nut (180), headed pin (210) and the cotter pin (200) from the transfer tube (50A).

G. Put the transfer tube (50A) in the oil transfer tube storage container, GS20401-1.

5. Propeller Removal

A. Put the blades in full reverse position.

CAUTION: THE AUXILIARY MOTOR AND PUMP MUST NOT BE OPERATED CONTINUOUSLY FOR MORE THAN 30 SECONDS. AFTER 30 SECONDS OF OPERATION, EITHER CONTINUOUSLY OR IN SHORTER PERIODS, YOU MUST LET THE UNIT COOL FOR A MINIMUM OF 10 MINUTES. AFTER FOUR PERIODS OF 30 SECONDS, YOU MUST LET THE UNIT COOL FOR A MINIMUM OF ONE HOUR.

(1) It is acceptable to use the auxiliary motor and pump to move the propeller blades to the full reverse position.

NOTE: The auxiliary motor and pump use the oil from the engine gearbox reservoir, and it can empty the reservoir if it is operated when the engine is not running. The reservoir can be replenished if you use the starter motor to motor over the engine. Refer to the engine manufacturer’s manual for more data.

B. Loosen the hand knobs and remove the two retaining rods on the propeller lifter, GS23437-1. See Figure 303.

C. Install the GS23437-1 propeller lifter on the propeller with the lifting arm between propeller blades Nos. 1 and 2. Engage the actuator (with the dome cover off) with the lifter sleeve and install the four tool bolts and washers to hold the lifter against the actuator.

D. Install the retaining rods around the hub arms 180° apart. Tighten the hand knobs satisfactorily to hold the retaining rods in position on the fixture.

E. Attach an overhead hoist to the propeller lifter, GS23437-1.

F. Using a torque wrench and a GS20782-1 torque adapter, remove the 16 double hexagon nuts (450, IPL Figure 1) that hold the propeller to the engine gearbox flange. Replace the nuts if the torque (a measure of self-locking capability) is less than 2 foot-pounds.

NOTE: Breakaway torque is the torque necessary to initiate nut rotation. It is measured after full engagement of the nut self-locking feature.

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CAUTION: TO PREVENT DAMAGE TO THE PROPELLER AND BLADES, MAKE SURE THAT YOUR AREA OF WORK IS FREE OF BLOCKAGE WHEN YOU SEPARATE THE PROPELLER FROM THE GEARBOX. USE SLOW, CAREFUL MOVEMENTS TO KEEP THE PROPELLER AND BLADES ON A STABLE PLANE.

G. Separate the propeller assembly from the gearbox and engine.

H. Remove the packing (470) between the hub (240) and gearbox. Discard packing.

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Figure 303. Use of Propeller Lifter

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I. Examine the two dowel pin holes in the hub (240) as follows:

(1) Examine the dowel pin hole diameters. Measure each diameter at four locations, which are 45° apart and 1/4 inch minimum from the hub mounting face, and use the average measurement. If either diameter is greater than 0.634 inch, remove hub from service.

(2) Examine the dowel pin holes for local surface damage in the holes. If surface damage is greater than 0.005 inch in depth, remove hub from service.

J. Attach the propeller flange adapter, GS23424-1, to the post of the bench assembly and hoist, GS15848-1, with a minimum of four bolts that are equally spaced from each other. Tighten the bolts sufficiently to hold the adapter on the post of the bench assembly.

K. Lower the hub (240) to align the hub bolts with the holes in the GS23424-1 flange adapter. Move the hub horizontally until the hub flange touches the adapter. Attach the hub to the adapter with four equally spaced non self-locking nuts (0.5625-18UNF).

L. Tighten the nuts sufficiently to hold the hub in position on the GS23424-1 flange adapter. Remove the propeller lifter, GS23437-1.

M. When it is necessary to move the propeller assembly, continue as follows:

(1) Loosen the hand knobs and remove the two retaining rods on the GS23437-1 propeller lifter. See Figure 303.

(2) Install the GS23437-1 propeller lifter on the propeller with the lifting arm between propeller blades Nos. 1 and 2. Engage the actuator (with the dome cover off) with the lifter sleeve and install the four tool bolts and washers to hold the lifter against the actuator.

(3) Install the retaining rods around the hub arms 180° apart. Tighten the hand knobs satisfactorily to hold the rods in position on the fixture. Attach an overhead hoist to the GS23437-1 lifter.

(4) Disconnect the nuts that hold the hub (240, IPL Figure 1) on the GS23424-1 flange adapter attached to the GS15848-1 bench assembly and hoist, and install the propeller transport adapter, GS23016-1, on the hub.

(5) With the overhead hoist and the GS23437-1 propeller lifter, install the propeller on the propeller transport dolly, GS23015-1.

6. Actuator Assembly Removal

A. Put the propeller blades in the feather position.

B. Remove the propeller spinner (20) as in paragraph 3.

C. Remove the oil transfer tube (50A) as in paragraph 4.

D. Drain the lubricating oil from the hub as follows:

(1) Remove the bolt (270, IPL Figure 1) and washer (280) that attach the seal cover (290) to the hub (240) for one blade (60, IPL Figure 3) at the 12 o'clock position.

(2) Remove the seal cover (290, IPL Figure 1) to show the two ball loading holes.

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CAUTION: BE CAREFUL WHEN YOU REMOVE THE SPHERICAL PACKINGS. DAMAGE TO THE SPHERICAL PACKINGS (WHICH YOU CAN USE AGAIN) AND THE BALL LOADING HOLES CAN OCCUR.

(3) With a pair of needle-nose pliers, remove the spherical packings (300) from the ball loading holes. Discard the packings if they are damaged.

(4) Turn the propeller to permit the oil to drain from the open ball loading holes.

E. Remove the 12-point machine bolts (250) and flat washers (260) that attach the actuator assembly (330A) to the hub (240). See Figure 304.

F. Use your hands to slowly turn the blades (60, IPL Figure 3) toward the reverse position. This pushes the actuator assembly (330A, IPL Figure 1) out of the hub (240) until the dome pilot diameter and packing (220) are shown (which is approximately 5° below the feather position).

NOTE: To make subsequent installation easier, immediately make a mark to show the position of each blade in relation to the hub.

G. Make a record of the clearance between the flange of the actuator dome and the hub (approximately 0.5 inch).

NOTE: You may remove and replace the actuator assembly while the propeller is installed on the aircraft.

CAUTION: DO NOT USE A TOOL TO REMOVE THE ACTUATOR ASSEMBLY FROM THE HUB AS THIS COULD CAUSE DAMAGE TO THE DOME AND/OR THE HUB.

H. Turn the actuator assembly (330A) clockwise approximately 20°. This disengages the blade rollers (50, IPL Figure 3) and aligns the relief cuts in the yoke plates with the blade rollers.

I. Carefully pull the actuator assembly (330A, IPL Figure 1) out of hub bore, but do not move the blade positions.

NOTE: The packing (220, IPL Figure 1) and glide ring (400) supply friction, so sufficient force is necessary to remove the actuator assembly (330A).

J. Remove and discard the packing (220). Do not remove the glide ring (400) unless it is damaged or worn below limits.

NOTE: Do not disassemble the actuator assembly. If it is necessary to disassemble it, send it to an approved component maintenance facility.

NOTE: If with the actuator removed wear is observed on either the forward or aft wear plates due to contact with the blade bearing, the maximum allowed depth is 0.012 inch. If this limit is exceeded, send the actuator to an approved component maintenance facility.

7. Bulkhead and Slip Ring Assembly Removal

A. Remove the nuts (120, IPL Figure 3) from the terminals on the wire lead block, and then remove the large tiedown strap (110) and the medium tiedown strap (100).

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Figure 304. Actuator Assembly Removal

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B. Remove the detachable heater leads (130, IPL Figure 4) from the terminals on the wire lead block.

NOTE: There are two detachable heater lead configurations. The original leads (130, IPL Figure 4) are made of copper while the new leads (130A) are made of stainless steel. Leads can be replaced individually or in sets, but replacement in sets is recommended.

C. Remove the six bolts (110) that attach the sensor actuators (100 and 120), the slip ring assembly (60), the bulkhead (10), and the spacers (410, IPL Figure 1) to the hub (240).

D. Remove the sensor actuators (100 and 120, IPL Figure 4), the slip ring assembly (60), the bulkhead (10) and the spacers (410, IPL Figure 1) from the hub (240).

8. Inspection and Replacement of Parts Attached to Bulkhead

A. Inspect the bulkhead (10, IPL Figure 4) for cracks and gouges. If the bulkhead has a crack or gouge, repair as in REPAIR 6-1 of Component Maintenance Manual 61-13-12.

B. Inspect the sensor actuators (100 and 120). If the actuators are cracked, replace these parts.

C. Inspect the spacers (410, IPL Figure 1) that are installed between the bulkhead and the hub. If the spacer ID is worn or the mating surfaces are worn, replace these parts.

NOTE: The spacer material is AMS4117 aluminum.

D. If the identification plate (10) is gone, replace the plate as in paragraph 9.

9. Installation of Foil Identification Plate

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WARNING: USE METHYL ALCOHOL, O-M-23, (ALSO KNOWN AS METHANOL) CORRECTLY. THE ALCOHOL LIQUID AND FUMES ARE FLAMMABLE, EXPLOSIVE, AND A STRONG POISON. THE ALCOHOL IS REACTIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE ALCOHOL, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0047SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE ALCOHOL, PUT ON CHEMICAL-SPLASH GOGGLES AND NITRILE, BUTYL RUBBER, OR RUBBER GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE ALCOHOL FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

WARNING: USE ISOPROPYL ALCOHOL, ASTM D770, CORRECTLY. ISOPROPYL ALCOHOL IS FLAMMABLE, EXPLOSIVE, AND A MILD POISON. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE ALCOHOL, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0046SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE ALCOHOL, PUT ON CHEMICAL-SPLASH GOGGLES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE ALCOHOL FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

A. With a clean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, thoroughly clean the surface of the bulkhead (10, IPL Figure 4) where the foil identification plate (10, IPL Figure 1) is installed. Let the surface air dry.

B. Remove the backing from the identification plate (10), and install the plate on the bulkhead (10, IPL Figure 4). With a GS18033-1 roller, make the plate flat against the bulkhead.

WARNING: KEEP EPOXY POLYAMIDE COATING AWAY FROM SPARKS OR FLAMES. USE GOGGLES AND RUBBER GLOVES WHEN YOU USE IT. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT IS FLAMMABLE AND CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

C. Apply a minimum of two layers of clear epoxy polyamide coating, MIL-C-22750, over the identification plate (10, IPL Figure 1). Permit an approximate 1/8 inch overlap onto the bulkhead surface.

D. Let each layer air dry for a minimum of 30 minutes at room temperature except the last layer which must air dry for a minimum of 12 hours.

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CLEANING1. General

A. Refer to Table 401 for a list of consumable materials used for cleaning.


NOTE: The surface must be visually clean after the cleaning material is used. Any cleaning material must agree with local environmental health and safety regulations.

Table 401. Consumable Materials - Cleaning


AMS3004 Methyl Alcohol Commercially available Used to clean aluminum back plate and bronze slip rings on slip ring assembly. Used to clean blade parts during repair and prior to storage.

AMS3160 Petroleum Solvent Commercially available Used to clean external metal surfaces and loose parts.

ASTM D239 Acetone Commercially available Used as an alternate to ASTM D740 for specific uses.

ASTM D740 Methyl Ethyl Ketone (MEK)

Commercially available Used to clean blade and hub parts during repair and blade shank during assembly.

ASTM D1153 Methyl Isobutyl Ketone

Commercially available Used as an alternate to ASTM D740 for specific uses.

MIL-L-7808 Lubricating Oil Commercially available Used to protect steel parts.

MIL-L-23699 Lubricating Oil Commercially available Used to protect steel parts.

P-C-451, Type II Abrasive Cloth -240, 320, 400 Grit

Commercially available Used to clean bronze slip rings on the slip ring assembly.

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WARNING: USE CLEANING SOLVENT (ALSO KNOWN AS DRY CLEANING SOLVENT, STODDARD SOLVENT, MINERAL SPIRITS, NAPHTHA, PETROLEUM SPIRITS, MIL-PRF-680 TYPE II, ASTM D235 TYPE II, OR AMS3160) CORRECTLY. THE SOLVENT IS FLAMMABLE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE SOLVENT, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0158SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE SOLVENT, PUT ON CHEMICAL-SPLASH GOGGLES, AND SOLVENT-RESISTANT GLOVES (BUTYL RUBBER), APRON, AND SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE SOLVENT FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

B. Clean the metal external surfaces of the propeller with petroleum solvent, AMS3160, as follows:

CAUTION: RUBBER, PLASTIC, AND FIBERGLASS PARTS MAY BE DAMAGED BY PETROLEUM SOLVENT.

(1) Apply a small quantity of solvent, AMS3160, with a soft cloth or brush.

CAUTION: DO NOT VAPOR DEGREASE STEEL PARTS.

(2) To remove solvent, fully flush with clean water and dry with a soft cloth.

WARNING: USE SYNTHETIC TURBINE OIL CORRECTLY. IT IS FLAMMABLE AT HIGH TEMPERATURES AND IS MILDLY POISONOUS. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE OIL, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0126SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE OIL, PUT ON CHEMICAL- SPLASH GOGGLES AND OIL-RESISTANT GLOVES.

(3) Lubricate all steel parts which are not painted with a light coat of oil, MIL-L-7808 or MIL-L-23699, after they are clean.

ASTM D770, Grade A (Alternate to AMS3004)

Isopropyl Alcohol Commercially available Used to clean aluminum back plate and bronze slip rings on slip ring assembly. Used to clean blade parts during repair and prior to storage.

Table 401. Consumable Materials - Cleaning (Continued)


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CAUTION: TO PREVENT DAMAGE TO THE STEEL BALLS, DO NOT EXPOSE THEM TO HEAT THAT IS GREATER THAN 250 °F DURING CLEANING. EXPOSURE TO HEAT GREATER THAN 250 °F MAY AFFECT HARDNESS.

C. Clean the chrome alloy steel balls with a soft cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770.

D. Clean fiberglass parts, such as the bulkhead, as follows:

(1) Clean surfaces with a soft cloth which is damp with a solution of warm water and weak soap. Flush surfaces with clean water and dry with a soft cloth.

(2) Clean surfaces again with a cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770.

E. Clean rubber and plastic parts as follows:

(1) Clean surfaces with a soft cloth which is damp with a solution of warm water and weak soap.

(2) Flush surfaces with clean water and dry with a soft cloth.

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WARNING: WHEN YOU USE COMPRESSED AIR TO CLEAN OR DRY PARTS, MAKE SURE THAT THE PRESSURE IS NOT MORE THAN 30 POUNDS PER SQUARE INCH (200 KILOPASCALS). DO NOT DIRECT THE AIRSTREAM AT PERSONNEL OR LIGHT OBJECTS. PUT ON GOGGLES OR A FACE SHIELD TO PROTECT YOUR EYES. THIS WILL HELP TO PREVENT INJURIES TO PERSONNEL OR DAMAGE TO THE EQUIPMENT. IF YOU HAVE AN EYE INJURY, GET MEDICAL ATTENTION.

F. Clean propeller parts as necessary during repair, during assembly, before storage or before inspection.

G. Clean the slip ring assembly, which has bronze slip rings and an aluminum back plate, as follows:



(1) Use methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, applied with a soft cloth, to clean the rings and aluminum back plate. Polish the rings with 240-grit or finer abrasive cloth, P-C-451, Type II.

(2) Flush surfaces with clean water and dry with a soft cloth.

(3) Use methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, applied with a soft cloth, to clean the slip ring cavity which is near the ID of the slip ring assembly.

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CHECKWARNING: THIS SECTION CONTAINS DESIGN CRITICAL CHARACTERISTICS AND

PROCESSES. THESE ARE IDENTIFIED BY THE SYMBOL >>DCC<<. REFER TO THE INTRODUCTION OF THIS MANUAL FOR A COMPLETE EXPLANATION OF DESIGN CRITICAL CHARACTERISTICS.

1. General

A. Refer to Table 501 for a list of consumable materials used for check.


B. Refer to Table 502 for a list of special tools, fixtures and equipment used for check.


2. Daily Line Inspection Checks

A. Do the Daily Line Inspection Checks as specified below.

B. Propeller

(1) Examine the propeller for signs of oil leakage. If there is oil leakage:

(a) Repair the cause of the oil leakage if possible.

(b) If the cause of the oil leakage is the propeller pitch change actuator, immediately remove the actuator from service and send it to a repair facility.

Table 501. Consumable Materials - Check


AMS3004 Methyl Alcohol Commercially available Cleaning solvent

ASTM D770 Grade A (Alternate to AMS3004 alcohol)

Isopropyl Alcohol Commercially available Cleaning solvent

P-C-451, Type II Abrasive cloth - 80 and 100 grit

Commercially available Used to determine the extent of blade surface damage.

Table 502. Special Tools, Fixtures, and Equipment - Check


GS23435-1 Hub Pressurizer Used to move the blades to a fully extended position before the blade track check.

GS23440-1 Balance Fixture Plate

Used to prevent air leakage when the hub is pressurized.

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(c) If the cause of the oil leakage is the propeller pitch change actuator interface seals, replace the interface seals.

(d) If the cause of the oil leakage is other than the propeller pitch change actuator or a blade seal, immediately remove the propeller from service and send it to a repair facility.

(e) If the propeller assembly is removed because of external oil leakage:

1 Examine the brush block and bulkhead slip rings for signs of oil contamination and carbon build-up.

2 If there are signs of oil contamination and carbon build-up on the brush block, remove the brush block for cleaning and repair.

3 Make an inspection as in Chapter 61-26-00.

(f) If you have identified the blade seal(s) as the source of oil leakage, you can continue to operate the propeller if:

1 The rate of the blade seal oil leakage is not sufficient to empty the hub lubricating oil before you can make a check and add more oil.

(g) If you have operated the propeller without oil in the hub, you must:

1 Remove one blade. Refer to Propeller Blade Removal in DISASSEMBLY for the instructions.

2 Examine the blade and hub retention hardware for signs of scoring, scratches, brinelling, corrosion, or other damage.

3 If there are no signs of damage, you must:

a Repair the cause of the oil leakage.

b Fill the propeller hub with oil. Refer to paragraph 2.B. Lubricating Oil Fill Procedure, in ASSEMBLY for the instructions.

4 If there is damage to the blade or retention hardware, remove the propeller from service for repair:

a Make all repairs that are necessary. Refer to Component Maintenance Manual 61-13-12 for the instructions.

b Replace all hardware that you cannot repair in step a above.

(h) It is permitted to operate a propeller with a known oil leakage if:

1 The oil leakage is from the blade seal (s) only, and the rate of the leakage is not sufficient to empty the hub lubricating oil before you can make a check and add more oil.

2 You fill the hub with more oil before it becomes empty.

(i) If necessary, clean the propeller external surfaces or individual parts as instructed in CLEANING.

(j) If necessary, clean the brush block as instructed in CLEANING in Chapter 61-26-00.

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C. Blades

(1) Visually examine all blades for cracks, nicks, gouges or damage to the erosion coating, signs of lightning strike, and tip area erosion.

(2) Crack indications in the erosion paint which do not continue into the blade shell are permitted. To determine if the crack indication has propagated through the erosion paint and into the blade shell, do as follows:

(a) Lightly sand the erosion paint in the suspect area using 80 to 100 grit non-conductive abrasive cloth, P-C-451 Type II, until evidence of the surface indication is no longer visible or the underlying shell has been exposed.



(b) Clean the sanded area using a cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770.

(c) Inspect blade shell material for evidence of crack indications. If the shell material exhibits evidence of any damage, refer to paragraph C.(3) below for in-service limits and Component Maintenance Manual 61-13-12 for repair.

(d) If the original crack indication is no longer visible, the indication was in the erosion paint. There are no limits on the number of erosion paint indications. However, the erosion paint should be restored over any exposed shell material as in paragraph 3 of REPAIR.

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(3) Cracks in the blade shell are acceptable within 5.4 inches of the tip with the following restrictions, as shown in Figure 501:

NOTE: Cracks in the erosion paint can be used as an indicator of blade shell cracks. Cracks in the erosion paint will be equal to or longer than cracks in the blade shell. If the cracks in the erosion paint do not exceed the following limits, it can be assumed that any cracks in the blade shell will also be within the limits.

(a) The angle between the crack and the blade trailing edge must be less than 40 degrees. (Chordwise cracks are not acceptable.)

(b) If the crack is greater than 1 inch long and both ends of the crack are located within 1 inch of the blade edge (tip or trailing edge), the blade must be removed within 50 flight hours.

(c) If the crack is greater than 1 inch long and both ends of the crack are located within 0.5 inch of the blade edge (tip or trailing edge), the blade must be removed from service within 10 flight hours.

(d) If both ends of a crack are located at a blade edge, the blade must be removed from service.

(e) If there are cracks at the same location and of approximately equal length on both sides of the blade, the blade must be removed from service.

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Figure 501. Tip Crack Limits

(f) Local cracks less than 1 inch long along the trailing edge of the nickel sheath are acceptable. Cracks greater than 1 inch long must be removed from service within 10 flight hours.

(4) Blades that show evidence of erosion coat blisters may remain in service if the maximum amount of surface indication which is measured in the chordal direction does not exceed half of the width of the lightning grid. Refer to Table 503 and Figure 502. If several areas of blistered erosion coating exist, the combined area of the blister indications must not exceed the erosion paint restoration limits given in this section. In no case can the blade blister indications span a distance greater than half of the width of the lightning grid.

(5) The appearance of blade blistering does not affect the structural integrity of the blade, but should be repaired on an opportunity basis. Blade blisters are defined as either local or uniform erosion paint indications which extrude from the surface of the blade airfoil in the area of the lightning grid. Surface indications that visually expose the outline of the lightning grid, but do not present the appearance of blistering, are acceptable.

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Figure 502. Lightning Grid Location

Table 503. Maximum Allowable Rash Damage

BLADE STATION (INCHES)

MAXIMUM ALLOWABLE RASH DAMAGE

(INCHES)

Airfoil Butt to 64 3.0

68 2.7

72 1.8

76 1.0

tip 1.0

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(6) Repair all nicks and gouges that have cut into the blade erosion coating, but do not go through the composite material to show the foam or exceed 0.75 square inch.

NOTE: You must repair all damage that does not agree with, or is more than, these limits. Refer to Component Maintenance Manual 61-13-12 for the instructions.

(7) Apply new erosion coating if the coating has been removed to show the blade shell:

(a) in one isolated area of more than 4 square inches

(b) in a total area of 10 square inches or more over all of the blade.

NOTE: You must repair erosion coating that does not agree with, or is more than, these limits within 7 days of the inspection, but you do not have to repair damaged tip stripes. Refer to Component Maintenance Manual 61-13-12 for the instructions.

(8) Examine the leading edge nickel sheath (70, IPL Figure 3). Make sure that:

• cracks in the nickel sheath are evaluated per step (9)

• the nickel sheath is attached over its full length.

(9) Replace a propeller blade if the nickel blade sheath (70) has:

• cracks of any length that are closer than 0.5 inch to each other

• a chip that is larger than 0.063 inch in any direction

• impact dents that are greater than 0.25 inch in diameter or 0.02 inch deep

• cracks or dents that show probable damage to the composite material shell below it

• a crack or chip that shows signs of debonding under it

• a crack that is less than 1.0 inch from the blade tip, except for longitudinal cracks within this 1.0-inch area that extend along the leading edge only and meet the criteria specified in paragraph that follows.

(10) Examine the trailing edge area for blisters/debonding between the shell and the foam as seen by lifted areas.

NOTE: The blade map (See Figure 503.) will help you to better identify the area of blisters/debonding if you have to refer to a Hamilton Sundstrand representative.

(a) You must repair all blisters/debondings that you find that are more than the limits that follow. Refer to Component Maintenance Manual 61-13-12 for the repair procedure.

1 No repair is necessary if the total cumulative area of debonding is under 25 square inches for each side (total must not exceed 50 square inches for each blade).

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2 If the total area of all blisters/debondings added together is between 25 and 75 square inches for each side (the total must not exceed 150 square inches for each blade):

a You must repair the blade in less than 300 hours.

b You must continue to monitor these blades to make sure that the blisters/debondings are not more than these limits before the 300 hours.

c Remove from service and repair all blades that have:

• more than 75 square inches for each side (the total must not be more than 150 square inches for each blade).

• a single area of blister/debonding that is more than 20 inches in length.

NOTE: It is recommended that you write all results that do not agree with the above limits in the space supplied in Figure 503. Keep this data in your files. Repair all blisters/debondings as instructed in Component Maintenance Manual 61-13-12.

(11) Apply new erosion coating if the erosion coating has been removed to show blade shell material:

• from an area of more than 4 square inches from one isolated area.

• in a total of 10 square inches or more over all of the blade.

NOTE: Erosion coating wear that is more than the permitted inspection limits must be repaired within at least 7 days of the date of the inspection. (See paragraph 3 in REPAIR.) You do not have to repair damaged tip stripes.

(12) Visually examine the erosion film (90, IPL Figure 3) on the blade leading edge.

(a) Blades can be used for a maximum of 10 hours without the erosion film.

NOTE: Use of blades without the erosion film decreases blade deicer life and reliability.

(b) Replace the erosion film (90) within 10 hours of propeller operation if:

1 Large air bubbles (1.5 inch diameter or larger) are caught under the film.

2 The air bubble area under the film is more than a total of 10 square inches.

3 There are signs of slits in the film's leading edge.

4 The edges of the erosion film are lifted.

5 You can see the blade deicer inner element through the erosion film.

NOTE: Small air bubbles (less than a 1.5 inch diameter) under the erosion film are usual. It is not necessary to replace the erosion film. Refer to paragraph 5 in REPAIR for the instructions if replacement is necessary.

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Figure 503. Blade Map

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(13) Visually examine the blade deicer (80, IPL Figure 3) for burn holes. Blades with burn holes in the deicer can be operated for a maximum of 10 hours before repairs are made within the limits that follow:

(a) Operation is not permitted in conditions that could cause ice.

(b) All burn holes must be examined before each flight.

1 Blisters/debonding of the composite material blade shell is not allowed.

2 Burn holes must not be more than 3 inches in diameter or extend into the blade shell.

(14) Replace all blade deicers (80) that have burn holes that do not agree with the conditions of step (13). Refer to REPAIR 4-3 in Component Maintenance Manual 61-13-12.

(15) You can continue to use blades that have blisters on or under the blade deicers if:

(a) The deicing check operates correctly while the propeller turns during the ground check.

(b) Blisters in the blade deicer are not more than an individual area of 1.0 square inch.

(c) The blistered area on a blade is not more than a total of 10.0 square inches.

NOTE: There is no repair for blisters over the foil circuitry. You must replace all blade deicers that are not within the above limits. Visually examine the blade deicer for lifted edges. If the lifted edge area is less than 2.0 inches in length, repair as in paragraph 4 of REPAIR.

(16) Visually examine the blade deicer for missing material. If material is missing or has been removed and no deicer element is exposed, the remaining exposed edge must be bonded securely and the edge sealed. See paragraph 4 of REPAIR.

NOTE: The deicer must be replaced if the missing or removed material has exposed the deicer elements.

NOTE: Removal of damaged deicer edges is allowed as long as the remaining edge portions of the deicer are bonded securely and sealed properly. Blade balance may be affected depending on the amount of material removed. The need to statically rebalance blades or propellers or perform dynamic balance of the propeller must be determined by operator experience.

NOTE: Visually examine the blade deicer to make sure that you cannot see the deicer element. Replace the full blade deicer if the deicer element is visible. Refer to Component Maintenance Manual 61-13-12.

(17) Visually examine the protection strip at the root of the blade for security. Blades with lifting/missing protection strips can be operated for 100 flight hours, provided the surfaces covered by the protection strip have not been subjected to erosion damage. Refer to REPAIR 4-20 in Component Maintenance Manual 61-13-12.

(18) Inspect the aluminum grid for damage. If the damage is more than one square inch, return the blade to a repair facility for grid repair as in REPAIR 4-10 of Component Maintenance Manual 61-13-12. See Figure 502.

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(19) Repair all blades that do not agree with the conditions in paragraph C. Refer to the applicable instructions in REPAIR or in Component Maintenance Manual 61-13-12.

D. Spinner

(1) Visually examine the spinner (20, IPL Figure 1) for cracks, gouges, dents, and missing rivets.

(a) It is not necessary to repair scratches or gouges that are less than a depth of 0.005 inch.

(b) It is not necessary to repair dents that are less than 0.250 inch in depth and less than 2 inches in diameter.

(c) A spinner that has scratches or gouges with a depth of more than 0.005 inch or dents greater than 0.250 inch in depth, and 2 inch diameter in area, can be used until you get to a facility where it can be replaced.

(d) A cracked spinner must be replaced.

(e) Make sure that the spinner is attached correctly and securely.

3. “300 Flight Hour” Checks

NOTE: These checks are in addition to the Daily Line Inspection Checks in paragraph 2.

NOTE: Refer to the Maintenance Review Board (MRB) document for current frequency of the inspection.

A. Remove the spinner and do the “300 Flight Hour” checks that follow. Do these checks at the same time you do the Daily Line checks

WARNING: >>DCC<< IF THERE IS EVIDENCE OF CORROSIVE PITTING, THE BLADES MUST BE REMOVED FROM SERVICE AND RETURNED TO AN APPROVED HAMILTON SUNDSTRAND REPAIR FACILITY FOR EVALUATION.

(1) Blades

(a) Visually examine the blade shank for separation or cracking of the composite material around the blade shank, nicks, gouges, missing erosion coating and any other damage.

NOTE: The blade shank inspection is done on the part of the blade shank that is out of the hub. It is not necessary to remove the blade for this inspection.

(b) >>DCC<< You must repair the blade shank if it is necessary to do so.

1 It is not necessary to repair the blade shank area if the depth of the shank damage is less than 0.004 inch.

2 Repair blades at an approved repair facility if the depth of the shank damage is 0.004 to 0.008 inch.

3 Remove the blade from service if the depth of the shank damage is more than 0.008 inch.

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(c) Visually examine the blade shank flange for evidence of mechanical damage that has been caused by the counterweight of the adjacent blade. If this damage exists, do what follows:

1 Remove the damaged blade and then forward the blade to Ratier Figeac or Hamilton Sundstrand for repair in accordance with engineering drawing RSK122903.

2 Remove the blade adjacent to the damaged blade and then forward the blade to Ratier Figeac or Hamilton Sundstrand for engineering evaluation.

a In this case, the adjacent blade is the blade that is counter-clockwise from the damaged blade when viewing the propeller from the front of the aircraft.

3 Remove the remaining blades from the hub.

4 Visually examine both ball raceways of each hub arm bore and the adjacent surfaces in an inboard direction. Perform the inspection over the full periphery of the surfaces. Refer to Figure 505 for areas to be inspected.

a Use a bright light and 10X magnification to perform the inspection.

b Any visual indication of brinelling is cause to remove the hub from service.

5 Use the tips of your fingers to physically inspect the same surfaces previously inspected per step 4 for indentations that are representative of brinelling of the surfaces.

a Any physical indication of brinelling is cause to remove the hub from service.

6 Dimensionally inspect the distance between the forward and aft yoke plates of the propeller actuator, PN 815585-2 or 815585-3, as follows:

a Remove the actuator from the hub in accordance with the DISASSEMBLY section of this manual.

CAUTION: DO NOT MAKE A MEASUREMENT FROM ANY AREA OF THE SURFACES THAT SHOWS WEAR THAT IS A RESULT OF CONTACT WITH THE BLADE BEARING.

b Use a vernier to measure the distance between the forward and aft yoke plates for all six blade positions. Refer to Figure 505.

c Write a record of each measurement and the blade position where the measurement was taken.

d Any measurement that exceeds 1.631 is cause to remove the actuator from service for engineering evaluation.

(d) Visually examine the blade deicer leads that extend from the blade deicer and the detachable blade heater leads (130, IPL Figure 4) that attach to the bulkhead (10) as follows:

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1 Make sure that the condition of the insulation on the wires, terminal connectors and heater tab is satisfactory. If the heater tab area shows signs of erosion but the nylon reinforcement ply is not exposed (see Figure 504) you may repair the eroded area. Repair as in para. 4 of REPAIR.

2 If the nylon reinforcement ply is exposed (see Figure 504 ) remove blade from service and repair per the Component Maintenance Manual REPAIR 4-31.

Figure 504. Blade Deicer Tab Damage

3 Make sure that the connections of the blade deicer leads at the terminal block on the blade support ring assembly are secure.

4 Make sure that there are no signs of chafing of the detachable blade deicer leads against the bulkhead assembly.

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Figure 505. Inspection Areas

(2) Hub

(a) Visually make an inspection of the hub (240, IPL Figure 1) for cracks, dents, nicks and corrosion.

(b) On external surfaces, except the dowel pin holes and raceways, replace the hub and send it to an approved repair facility if it has any dents, nicks, corrosion, or other damage that is more than 0.010 inch deep into the steel hub material.

(c) If the protective coating on the hub external surfaces is damaged, repair as in paragraph 10 of REPAIR.

(d) Do a check of the oil level in the propeller hub if you did not do a check of the oil level in the last "300 Flight Hour" Inspection Check.

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(e) If oil leaks from a cap seal (10, IPL Figure 3), replace the seal. If necessary, replace the packing (20). If oil still leaks from a cap seal, check the hub arm bore at the cap seal interface for damage. Smoothly blended damage up to 0.010 inch in depth is permitted. Return the hub to a repair facility if the damage exceeds these limits.

(f) Check the oil level in the hub if not previously done. If necessary, fill the hub as in paragraph 12.B., Lubricating Oil Fill Procedure, in ASSEMBLY. If the oil level is excessive, oil is entering the hub from the actuator or the engine. Inspect for leakage and repair.

(g) >>DCC<< Replace the hub if it fails any of the above criteria.

(3) Propeller Bulkhead and Slip Ring Assembly

(a) Visually inspect the bulkhead (10, IPL Figure 4) for cracks, nicks and gouges. If necessary, return the damaged bulkhead to a repair facility for repair as in Component Maintenance Manual 61-13-12.

(b) Make sure the bulkhead and slip ring assembly (60) are tightly attached to the hub.

(c) Examine the slip ring assembly to make sure it is clean. If necessary, clean the slip ring assembly as in CLEANING.

(d) Examine the terminal studs on the slip ring assembly for looseness. If the studs are loose, replace the slip ring assembly.

(e) Examine the slip ring assembly surface for symmetrical wear or grooves. If symmetrical wear or grooves are greater than 0.015 inch, return the damaged assembly to a repair facility for repair as in Component Maintenance Manual 61-13-12.

(4) Blade Heater Leads

(a) Examine the detachable blade heater leads (130, IPL Figure 4). Make sure that they are clean and securely attached.

(b) Examine the insulation on the detachable blade heater leads for cracks or wear. If insulation is cracked or worn, repair as in paragraph 7 of REPAIR.

1 If the detachable heater leads are not repairable, replace them with the instructions in the ASSEMBLY section.

(5) Brush Block Housing Assembly

(a) Examine the brush block for cracks, burned areas and other damage.

(b) Examine the brush block for oil and/or carbon particles on the brush block surface between the brushes.

(c) Examine the brush block for holes that are out of tolerance.

(d) Replace the brush block if necessary. Refer to Chapter 61-26-00 for the damage limits and instructions.

(e) Make sure the brush block is clean. Clean the brush block as necessary to prevent arcing and wear. Refer to Chapter 61-26-00.

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(f) Replace all parts that need to be replaced. Refer to Chapter 61-26-00.

(6) Blade Support Rings

(a) Examine the blade support rings (370 and 380, IPL Figure 1). Make sure that they are clean, securely attached and without cracks.

(b) If necessary, replace the blade support rings.

(7) PVM/adapter Assembly

(a) Examine the PVM/adapter assembly for signs of oil leakage.

(b) Remove the PVM and/or the adapter assembly if oil leakage occurs. Refer to Chapter 61-22-00 for the applicable instructions.

(c) Tighten all loose hardware that is used to attach the:

1 PVM/adapter assembly to the engine gearcase

2 adapter assembly to the propeller PVM.

NOTE: Refer to Chapter 61-22-00 for the applicable instructions.

(d) Replace the preformed packings if it is necessary to do so.

(e) Replace the PVM/adapter assembly if the oil leakage continues.

(8) Auxiliary Motor and Pump

(a) Examine the auxiliary motor and pump (Figure 1, Chapter 61-29-00) for signs of oil leakage.

1 Remove the auxiliary motor and pump if there is oil leakage. Refer to Chapter 61-29-00 for the instructions on how to do this.

2 Replace the preformed packings if it is necessary to do so.

3 Replace the auxiliary motor and pump if the oil leakage continues. Refer to Aero Controlex Component Maintenance Manual 61-21-12 for the applicable instructions.

(b) Remove the auxiliary motor and pump if there are signs of oil contamination, and then clean the inlet transfer tube. Refer to Chapter 61-29-00 for the applicable instructions.

(9) Replace the pump inlet transfer tube if it is necessary to do so. Refer to Chapter 61-29-00 for the applicable instructions.

(10) Tighten all loose hardware.

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4. “500 Flight Hour” Checks

NOTE: You must do the checks in Table 504 every 500 flight hours.

A. Do the “500 flight hour” checks. Refer to Table 504.

5. Major Inspection

A. Do the Major Inspections at the intervals listed on the Airworthiness Limitations page. Instructions for the propeller inspections are found in Component Maintenance Manual 61-13-12.

B. Remove the propeller from the aircraft. Refer to DISASSEMBLY of this chapter for the instructions.

C. Complete disassembly of the propeller is necessary for Major Inspection.

D. >>DCC<< Inspect the adjusting nut for flaws.

6. Checks After Overspeed

A. If a propeller is involved in an overspeed in which the propeller speed reaches up to 120% (1440 prpm), continued use is permissible after correction of the cause of overspeed.

B. If propeller speed reaches between 120% (1440 prpm) and 141% (1692 prpm), do as follows:

(1) >>DCC<< Remove the propeller from use as soon as possible, but no more than 10 flight hours ferry time after the overspeed occurs. This is sufficient time for propeller inspection and the necessary repairs to correct the cause and damage of overspeed.

(2) Give the propeller a "300 Flight Hour" Check before each takeoff during the 10-hour period.

(3) Complete an overspeed report as shown in Figure 506.

Table 504. “500 Flight Hour” Checks

ITEM INSTRUCTIONS/LIMITS

Hub A. A one time retightening of the hub mounting nuts must be performed at the aircrafts first “A” check interval following the replacement of a propeller or after a new aircraft delivery. Following the instructions for propeller installation in the ASSEMBLY section of this manual, only paragraph O.(1), (2), and (3) need to be performed.

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Figure 506. Overspeed Report

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(a) Send the completed overspeed report to the Hamilton Sundstrand World Wide Customer Support.

(b) Do not use the propeller until Hamilton Sundstrand has completed its review and sent a recommendation for propeller disposition.

C. If propeller speed exceeds 141% (1692 prpm), do as follows:

(1) >>DCC<< Remove the propeller from use at the subsequent landing.

(2) Send the propeller to Hamilton Sundstrand for an inspection and analysis.

(3) Complete an overspeed report as shown in Figure 506. Send the completed overspeed report to the Hamilton Sundstrand World Wide Customer Support.

7. Checks After Impact

A. >>DCC<< Make an inspection for damage of all propellers which have hit solid objects, such as maintenance stands, runway lights, birds in flight, or auxiliary vehicles, while stopped or during operation.

B. >>DCC<< Make an inspection for damage of all propellers which have hit continuous objects, such as snow banks, sand piles, puddles of water, or heavy quantities of slush, while stopped or during operation.

C. After a known or suspected impact, examine the blades as follows:

(1) Visually examine the blades for damage such as a cracked nickel sheath, a cracked composite shell, gouges, blisters, delaminations, dented trailing edges, and all other damage.

(2) Examine the blade support rings for damage, and replace the rings if necessary.

(3) Perform a blade track check.

NOTE: The blade track check must be completed on all blades, prior to any removal/replacement actions taking place, even if obvious damage is observed. It is important to include the results of the blade track check (See Impact Damage Report, Figure 507) with any blades sent to a repair facility. Not complying with this requirement will result in the work having to be performed by the repair facility, which is labor intensive and costly to the operator for a procedure that can be complied with in the field.

(a) Check blade track as follows:

1 By holding two blades 180 degrees apart, manually turn the blades such as the blade tips are parallel to plane of rotation (blade tips at flat pitch).

2 Position a blade at the 6:00 position. Place a fixed object with a flat surface, i.e., ladder or maintenance stand under the tip of a blade which is at the 6:00 position, the fixed object should be within 1.0 inch of the tip.

3 Tape a piece of clean white paper to the flat surface of the fixed object directly under the blade tip.

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4 Place a pencil, holding it firmly against the face side of the blade, in the approximate centerline of the blade. With the tip of the pencil resting lightly on the paper, rotate the propeller back and forth (approximately 2 to 3 inches) while keeping the pencil in contact with the paper. This will make your reference mark.

5 Repeat step (4) for each of the five remaining blades.

NOTE: The fixed object with the paper attached to it can not be moved during this process in order to properly record blade track. Placement of the pencil against the blade must be done in a consistent manner, i.e., location.

6 Measure the distance between the farthest aft reference mark and most forward reference mark. The distance must not exceed 0.5 inch.

(b) Immediately remove the propeller from service if the blade track is out of limits or there are signs that the blade is bent or twisted.

(4) Examine the blade shank for wear caused by the bearing balls. If wear is more than 0.008 inch in depth, replace the blade.

(5) Examine the surface finish of the blade roller. If the surface finish is not 16-microinches or better, replace the blade roller.

(6) Do a dimensional check of the trunnion sleeve OD where the blade roller is installed. The sleeve OD should be 0.8686 to 0.8706 inches. If the sleeve OD is not within limits, replace the sleeve.

(7) If a new blade is installed, balance the propeller as in paragraph 1.L. of ASSEMBLY.

NOTE: To keep the propeller in balance, it is possible that the blade which is opposite of the new blade will also have to be replaced.

D. Inspect the propeller hub for damage.

E. If it is necessary for the propeller with impact damage to have more inspection, send the propeller to Hamilton Sundstrand and a completed impact damage report to Hamilton Sundstrand World Wide Customer Support. See Figure 507.

8. Inspection After Lightning Hits

A. Examine the propeller blades for damage if lightning hits them. Carefully examine the blade tip and blade shank areas.

B. >>DCC<< If there are signs of lightning damage at the blade tip or shank, and it is not more than 0.250 inch in depth, use the propeller blade for no more than 10 flight hours.

C. At the end of 10 flight hours, remove and repair the blades with lightning damage of not more than 0.250 inch in depth that have operated without repair.

D. Remove the blades which have lightning damage that is more than 0.250 inch in depth, and repair the damage before the next flight.

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Figure 507. Impact Damage Report

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9. Checks After Overtorque

A. If a propeller is involved in an overtorque that does not exceed the limits in Table 505, continued use is permissible after correction of the cause of the overtorque.

B. If the overtorque is within the limits written in Table 506, do as follows:

(1) >>DCC<< Remove the propeller from use as soon as possible, but no more than 10 flight hours ferry time after the overtorque occurs. This is sufficient time for propeller inspection and the necessary repairs to correct the cause and damage of overtorque.

(2) Give the propeller a “300 Flight Hour” Check before each takeoff during the 10-hour period.

(3) It is possible that repairs will be necessary for all overtorques in this range.

(4) Remove the propeller and, with one or more blades removed from the hub, make a check of the parts as follows:

(a) Examine the blades and the hub for irregular signs and all signs of damage.

(b) Examine the blade and hub retention races for brinelling, especially the edges of the races.

(c) Examine the hub dowel pin holes for signs of damage.

(d) Examine the bearing balls for signs of damage.

(e) Examine the composite to steel tulip joint for damage.

(f) Examine the blade support rings for signs of damage.

(g) Examine the blade trunnion roller for signs of damage.

Table 505. Overtorque Limits

Aircraft Overtorque Limit 100 % of Torque Equals

ATR 42-400 150% 9630 Foot-Pounds

ATR 42-500 137% 10504 Foot-Pounds

ATR 72-212A 120% 12036 Foot-Pounds

NOTE: Overtorque limits are aircraft model specific as listed.



ATR 42-400 150% to 187% 9630 Foot-Pounds

ATR 42-500 137% to 172% 10504 Foot-Pounds

ATR 72-212A 120% to 150% 12036 Foot-Pounds


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(h) Examine the actuator yoke plates for signs of damage.

(i) Examine (with a light and a mirror) the internal areas of the hub where parts touch for signs of damage.

(j) Repair or replace all damaged parts.

(5) Complete an overtorque report as shown in Figure 508. Send the completed overtorque report and the inspection data to Hamilton Sundstrand World Wide Customer Support for our records.

C. If the overtorque exceed the limits written in Table 507, continue as follows:


(1) >>DCC<< Remove the propeller from use at the subsequent landing.

(2) Make a visual check of the blades and hub for damage such as cracks, wear, distortion, broken parts or other damage which is possible when an overtorque occurs. Write the results of the check in the overtorque report. See Figure 508.


ATR 42-400 187% or 94% of the torque in feather 9630 Foot-Pounds

ATR 42-500 172% or 86% of the torque in feather 10504 Foot-Pounds

ATR 72-212A 150% or 75% of the torque in feather 12036 Foot-Pounds


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Figure 508. Overtorque Report

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D. Send the propeller to Hamilton Sundstrand for inspection and analysis and send a completed overtorque report to Hamilton Sundstrand World Wide Customer Support.

10. Inspection of Stored Propellers

NOTE: Propeller components and other propeller equipment can be stored without servicing or inspection for up to 1 year if the equipment is packaged and preserved as received and stored indoors in an area not subject to excessive moisture or high humidity. However, if packaging and storing conditions are unstable, the inspection period should be adjusted as necessary. For instructions on preserving propeller components, refer to paragraph 13 in ASSEMBLY.

A. >>DCC<< You must store the major propeller components in an area that will not cause corrosion. Corrosion can seriously affect the structural integrity of the propeller. Corrosion must be detected and corrected to avoid serious malfunction of the propeller components.

B. Make a procedure for component inspection that makes sure such an environment is satisfactorily maintained.

C. This inspection, and how frequently you do it, is very important. Corrosion will make the function of the components unsatisfactory.

D. You must make the inspection frequency such that the environmental conditions will not result in corrosion.

E. If you find corrosion during an inspection, it is an indication that corrective action is necessary either to change the environmental conditions or to increase the frequency of inspections.

F. To inspect a stored propeller:

(1) Remove the propeller from storage at the time you set.

(2) Carefully examine the major structural components for corrosion and all other damage. Refer to Storage Inspection for more instructions.

(3) Corrosion must not start on assembled propellers in storage.

(4) It is recommended that propellers in storage be prepared with an agent that prevents corrosion.

(5) Turn a fully-assembled propeller on its holding fixture once each week to allow the hub oil to cover all parts of the hub interior.

(6) Put the No. 1 propeller blade 60° from its last position to help prevent corrosion and damage to the blade seals due to compression set.

(7) If the assembled propellers in storage are not stored correctly, schedule frequent inspection of the assembled propellers for corrosion.

11. Inspection of Propellers Removed from Storage

A. Examine all propellers and propeller system components removed from storage to be installed on the aircraft for possible corrosion before installation.

B. Remove the blades from all propellers that are installed on the aircraft or assembled in a storage area.

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C. Visually examine the steel blade shank and retention area, the hub, the retention hardware and the blade trunnion rollers for corrosion.

D. Do steps A. through C. for all propellers that are stored disassembled also.

12. Inspection of Low Utilization Propellers

NOTE: Standard maintenance and inspections are based on an average utilization rate of 2000 hours of operation per year. Because reduced hours of operation can greatly increase the calendar time between inspections for Low Utilization propellers, the following calendar based inspection intervals and tasks are recommended. For the purpose of this inspection, propellers that are operated less than 1200 hours per year will be considered Low Utilization. Additionally, any propeller that is not flown regularly (at least weekly) is to be considered Low Utilization.

WARNING: ALL OTHER MAINTENANCE TASKS, INSPECTIONS, AND INSPECTION INTERVALS LISTED IN THIS MANUAL REMAIN APPLICABLE.

A. Table 508 lists recommended tasks for propellers that are considered low utilization. Refer to Table 508 for task and intervals. Refer to the appropriate section of this manual or Component Maintenance Manual for task instructions and corrosion limits.

13. Blade Deicer Electrical Checks

A. Do an electrical resistance check for each of the six pairs of installed deicer leads as follows:

(1) Remove one nut which attaches a deicer lead to the wire lead block on the blade.

(2) Measure the electrical resistance across the two blade deicer leads. The resistance must be 7.79 to 8.61 ohms.

14. Deicing Assembly Resistance Check

A. With the propeller fully assembled, do as follows:

(1) Measure the resistance between the inner power and outer ground rings. See Figure 509. The resistance must be 2.99 to 3.31 ohms.

(2) Measure the resistance between the middle power and outer ground rings. The resistance must be 2.99 to 3.31 ohms.

Table 508. Tasks and Intervals

Calendar Interval Task

1 Week Rotate Propeller 1 Full Turn

3 Months Spinner Off Check

12 Months Blade Out Inspection: Hub Internal Surfaces and Actuator External Surfaces Inspection for Corrosion

12 Months Hub Oil/VCI Change

60 Months Hub Flange/Dowel Pin Hole Corrosion Inspection

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Figure 509. Attachment of the Blade Deicer Leads

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15. Inspection of Blade Trunnion Bearing and Sleeve

A. While performing maintenance of the propeller and signs of wear are noticed on the trunnion bearing or sleeve, follow the limits shown in Table 509 and Table 510...

Table 509. 568F Trunnion Sleeve OD Service Limits

If TSN is ... Min OD =

(mm) (in)

0 to 2499 22.073 0.8690

2500 to 2999 22.045 0.8679

3000 to 3499 22.019 0.8669

3500 to 3999 21.993 0.8659

4000 to 4499 21.967 0.8649

4500 to 4999 21.941 0.8638

5000 to 5499 21.916 0.8628

5500 to 5999 21.890 0.8618

6000 to 6499 21.864 0.8608

6500 to 6999 21.838 0.8598

7000 to 7499 21.812 0.8587

7500 to 7999 21.786 0.8577

8000 to 8100 21.760 0.8567

Table 510. 568F Trunnion Bearing ID Service Limits

If TSN is ... P/N 815527-1 or -2Max ID =

P/N 820596-1Max ID =

(mm) (in) (mm) (in)

0 to 499 22.212 0.8745 22.253 0.8761

500 to 999 22.220 0.8748 22.253 0.8761

1000 to 1499 22.252 0.8761 22.252 0.8761

1500 to 1999 22.285 0.8774 22.285 0.8774

2000 to 2499 22.318 0.8787 22.318 0.8787

2500 to 2999 22.351 0.8800 22.351 0.8800

3000 to 3499 22.384 0.8812 22.384 0.8812

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16. Correct Alignment of the Feather Index Marks

A. At all feather checks, examine the feather index marks to make sure that they are correctly aligned. The spinner marks must be aligned inside of the blade index marks when the propeller is in the feather position. See Figure 510.

B. If a propeller has an unacceptable feather index mark (View C, Figure 510), repair as in paragraph 9 of REPAIR.

NOTE: It is acceptable for the outside of the spinner index mark to be aligned with the outside of the blade index mark. (See View B, Figure 510.)

Figure 510. Acceptable versus Unacceptable Feather Index Mark Views

3500 to 3999 22.416 0.8825 22.416 0.8825

4000 to 4499 22.449 0.8838 22.449 0.8838

4500 to 4999 22.482 0.8851 22.482 0.8851

5000 to 5499 22.515 0.8864 22.515 0.8864

5500 to 5999 22.547 0.8877 22.547 0.8877

6000 to 6499 22.580 0.8890 22.580 0.8890

6500 to 6999 22.613 0.8903 22.613 0.8903

7000 to 7499 22.646 0.8916 22.646 0.8916

7500 to 7999 22.678 0.8929 22.678 0.8929

8000 to 8100 22.711 0.8941 22.711 0.8941

Table 510. 568F Trunnion Bearing ID Service Limits (Continued)

If TSN is ... P/N 815527-1 or -2Max ID =

P/N 820596-1Max ID =

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REPAIRWARNING: THIS SECTION CONTAINS DESIGN CRITICAL CHARACTERISTICS AND


1. General

NOTE: The general repairs that follow are to be considered as methods of removing superficial damage from all parts. However, repairs to certain parts are critical. Before a repair is attempted, refer to the specific repairs to determine if limits exist that govern rework of a particular part. Do not attempt to repair a part without knowing exactly what repairs, if any, are permitted.

A. Minor repairs made in this section do not require propeller re-oil testing or re-balancing.

B. Refer to Table 601 for a list of consumable materials used for repair.

NOTE: Maintenance personnel must use the consumable material specified for the task being performed. These consumable materials are known to meet all of the design and qualification requirements. Any substitution of the materials should be done by qualified materials engineering and is at the risk of the organization making the substitution.

Users can inquire about equivalent materials through the Hamilton Sundstrand world wide web site www.hsvas.com or the Hamilton Sundstrand Field Service Action Item system. The inquiry should be accompanied by some rationale and supporting data. If the inquiry is due to a material not being manufactured, there will be no charge to answer the inquiry. Inquiries that are asking to change the material for convenience will have a fee quoted, and the answer will be generated after acceptance of the fee.

Table 601. Consumable Materials - Repair


24F20A-1(Replaced by Cauwet IFPU2C or Deft 55X003)

Clear Glossy Polyurethane Coating

Dexter Aerospace Materials 1 East Water St.Waukegan, IL 60085 Phone: 1-847-625-4200

Used to coat blade stencils and seal edges of blade deicer.

24F20A-401(Replaced by Deft 55Y003)

Yellow Polyurethane Coating

Used to coat warning stripe on blade tip and to apply feather index marks on spinner and blade.

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55W002 (Replaced Laminar X-500 8-W-5)

Non-Conductive Erosion Primer (White)

Deft, Inc.17451 Von Karman Ave.Irvine, CA 92614U.S.A.Phone: 800-544-3338 or949-474-0400Fax: 949-474-7269e-mail: [email protected]

Used to prepare blade surface for erosion coating.

55X003 (Replaced Laminar 24F20A-1)

Clear Glossy Polyurethane

Deft, Inc.17451 Von Karman Ave.Irvine, CA 92614U.S.A.Phone: 800-544-3338 or949-474-0400Fax: 949-474-7269e-mail: [email protected]

To give protection to the bulkhead identification and to seal the edges of the external blade heater.

55Y003 (Replaced Laminar 24F20A-401

Yellow Paint To paint the blade tip warning stripe.

A-A-208AType I

White Stencil Paint

State Stamp Works226 South StreetP.O. Box 330293West Hartford, CT 06133-0293Phone: 1-860-953-5601

Used to paint blade reference station and identification marks.

AC 236Class B-1/2

Sealer AC Tech7341 Anaconda Ave.Garden Grove, CA 92641Phone: 1-714-373-2837

Used to seal the blade deicer edges.

Alodine 600, 1200, 1201 (Materials conform to MIL-C-5541, Class 1A)

Conversion Coating

Amchem Products, Inc.300 Brookside Ave.Ambler, PA 19002-2436Phone: 1-313-583-9300

Used to coat exposed spinner surfaces.

AMS3004 Methyl Alcohol Commercially available. Used as a general cleaning solvent.

AMS3160 Petroleum Solvent

Commercially available. Used as a general cleaning solvent.

ANSI B74.18 Abrasive Cloth (Emery) 80, 100, 120, 180, 240, 320 grit

Commercially available Used for surface preparation and repair. Supersedes P-C-451 Type II abrasive cloth.

ASTM D329 Acetone Commercially available Used to remove old adhesive during retaining pad repairs.

Table 601. Consumable Materials - Repair (Continued)


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Commercially available Used as a cleaning solvent and thinner.

ASTM D770 Isopropyl Alcohol Commercially available Used as a general cleaning solvent

Bron BT704 (Alternate to Scotchbrand No. 855)

High Temperature Nylon Tape

Bron Tape Corp.7343 Carroll Rd. Suite BSan Diego, CA 92121Phone 1-619-530-0391

Used to mask nickel sheath and blade deicer during repair and to mask around slots on blade and spinner during application of feather index marks.

Cauwet IFPU2C, Type II, Hardener ISODUR EHS53(Replaced Laminar 24F20A-1)

Sealer CAUWET60 Avenue Raspail94100 Saint-Maur, FrancePhone: 33-1-42-83-80-12

Used to seal the blade protection strip and to protect the identification characters and station reference strip. Alternate to JFM801 sealant. An alternate to FPU2C only to seal the blade deicer.

Cauwet FPU2C Black Sealer Used to seal the blade deicer edges. Alternate to Cauwet IFPU2C.

CB200 Adhesive Kit Click Bond Corp.Subsidiary of Physical Systems2151 Lockheed WayCarson City, NV 89706-0713Phone: 1-702-885-8000

Used to bond the replacement nutplate to the bulkhead.

Dibutyltin Dilaurate Curing Agent Aldrich Chemical Co., Inc.1001 West St. Paul Ave.Milwaukee, WI 53233Phone: 1-800-558-9160

Used to accelerate the cure time of the paint used for erosion coating at the blade tip.

Diethylamino-propylamine (DEAPA)

Curing Agent CAS 104-78-9 (Quantities of 25, 500 and 1000 milliliters)

Used to accelerate the cure time of the paint used for erosion coating.



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EC1300L Adhesive Minn. Mining & Manufacturing Co.St. Paul, MN 55101-1428Phone:1-612-733-1110

Used to repair lifted edges on the blade deicer.

FED-P-D-680, Type II (Alternate to AMS3160)

Petroleum Solvent

Commercially available Used as a general cleaning solvent.

JFM 801 B/A (Class B-2), Type l

Sealer Hutchinson Industries, Inc.460 Southard St.Trenton, NJ 08638Phone: 1-609-394-1010(U.S. Supplier)


JFM 801 B/A (Class B-2), Type l

Sealer Le Joint Francais84-116 Rue Salvador AllendeF 95870 BezonsFrancePhone: 33-1-34-23-3493(European Supplier)


Laminar 50-C-3A Hardener Dexter Aerospace Materials 1 East Water St.Waukegan, IL 60085Phone: 1-847-625-4200

A hardener for 8-B-6A.

Laminar X-5008-B-6A

Black Polyurethane Coating

Used to give erosion protection to the bulkhead, blade, and spinner.

Laminar X-500 Reducer

Reducer Reducer for 8-B-6A.

MIL-I-43553 (Alternate to A-A-208A, Type I)

White Stencil Paint (4080 - 107 MAT)

International Celomer 75 Blvd. W. ChurchillBP 16876052 Le Harve Cedex France Phone: 33-2-35-53-54-00(European Supplier)


MIL-PRF-23377, Type I or II, Class C

Strontium Chromate Primer

Local purchase Used to replace screw thread inserts.

MS M23053/5-107 Heat Shrink Tubing(0.375 Inch Diameter)

Commercially available Used to repair insulation on detachable heater leads.



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PC-226A Hardener Dexter Aerospace Materials1 East Water St.Waukegan, IL 60085Phone: 847-625-4200

Hardener for 24F20A-1, Cauwet IFPU2C, or Deft 55X003, and 24F20A-401 or 55Y003.

Permatreat 686A and 1900

Conversion Coating

Betz-Dearborn Co.33 Kensington Pkwy.Abbingdon, MD 21009Phone: 1-410-515-0717

Used to protect exposed spinner surfaces prior to painting.

PR 1750 (Class B-1/2) Type lll

Sealer PRC DeSoto5454 San Fernando Rd. Glendale, CA 91203Phone: 1-818-240-2060


Scotchbrand No. 471

Vinyl Tape (Yellow)

Minn. Mining & Manufacturing Co.3M CenterSt. Paul, MN 55101-1428Phone: 1-612-733-1110

Used to mark the feather position on the blade.

Scotchbrand No. 855 (2-Inch Wide)

High Temperature Nylon Tape

Used to mask nickel sheath and blade deicer during repair and to mask around slots on blade and spinner during application of feather index marks.

Scotchcal 3950 Sealer Used to seal the blade decal edges.

Sermetel 984, 985, 1182

Corrosion Resistant Coating

Sermatech International Inc. P.O. Box 1800 1366 Tolland Turnpike Manchester, CT 06045-1800Phone: 1-860-646-0700

Used to seal surfaces of the steel hub.

TT-I-558 (Alternate to A-A-208A, Type I)

White Stencil Paint

State Stamp Works226 South StreetP.O. Box 330293West Hartford, CT 06133-0293Phone: 1-860-953-5601




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C. Refer to Table 602 for mixing and curing requirements.

WARNING: RESIN HARDENER AND EROSION COATING MATERIALS ARE TOXIC. USE PROTECTIVE SKIN CREAM AND RUBBER GLOVES. AVOID CONTACT WITH EYES AND INHALATION OF FUMES. MIX ONLY IN SUFFICIENT QUANTITIES TO DO THE MAINTENANCE OPERATION. USE ONLY IN AN ADEQUATELY VENTILATED AREA.

Table 602. Consumable Material Mixing and Curing Instructions

SPECIFICATION OR PART NO. MIXING INSTRUCTIONS

55Y003 Resin55Y003 Catalyst

Mix together 2 parts by volume of the resin to 1 part by volume of the catalyst. For spraying applications, reduce the mixture by 20% to 30% by volume with distilled or deionized water. Spray application must be done within 4 hours.

Laminar Polyurethane Coating24F20A-401PC226A Hardener

Without Dibutyltin Dilaurate:

Mix equal parts by volume of 24F20A-401 and PC226A.

Pot life of mixture is 4 hours in a closed container.

With Dibutyltin Dilaurate:

Mix equal parts by volume of 24F20A-401 and PC226A.

With a 3-inch, straight, glass tube eyedropper (as specified in the repair), add one drop of dibutyltin dilaurate for every 50 milliliters of 24F-20A-401. Slowly squeeze the bulb of the eyedropper until the drop falls into the mixture under its own weight. Do not shake the eyedropper to make the drop fall into the paint base. Mix thoroughly. The dibutyltin dilaurate must be completely blended into the base paint.

Pot life is approximately one hour.

Laminar X-500 Polyurethane Coating 8-B-6A Black 50-C-3A Hardener Laminar X-500 Reducer

Mix 4 parts by volume of 8-B-6A with 1 part by volume of 50-C-3A. Use 1 to 3 parts by volume of the reducer to 1 part by volume of 50-C-3A until mixture is sufficiently thin to apply with a spray gun. Pot life of mixture is 6 hours in a closed container. Let the mixture stand 30 minutes before use.

NOTE: If a brush is used to apply the coating, do not use the reducer.

Laminar X-500 Polyurethane Coating 8-B-6A black 50-C-3A hardener Diethylamino-propylamine (DEAPA) Curing Agent

For every 100 milliliters (3 fluid ounces) of mixture volume, mix together 80 milliliters (2.4 fluid ounces) of 8-B-6A, 20 milliliters (0.6 fluid ounces) of 50-C-3A and 1 drop of diethylaminopropylamine (DEAPA). Do not add more than one drop of diethylaminopropylamine to the mixture. Let the mixture stand 30 minutes before use.

NOTE: This mixture is for erosion coating with an accelerated cure time.

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D. Refer to Table 603 for a list of special tools, fixtures, and equipment used during REPAIR.

WARNING: THIS SECTION CONTAINS DESIGN CRITICAL CHARACTERISTICS AND PROCESSES. THESE ARE IDENTIFIED BY THE SYMBOL >>DCC<<. REFER TO THE INTRODUCTION OF THIS MANUAL FOR A COMPLETE EXPLANATION OF DESIGN CRITICAL CHARACTERISTICS.

2. Screw Thread Insert Replacement

A. Replace screw thread inserts in aluminum or steel parts as in standard industry practices.

Laminar Polyurethane Coating24F20-1 or 55X003 Clear GlossyPC226A Hardener

Mix equal parts by volume of 24F20-1 or 55X003 and PC226A. Pot life of mixture is 4 hours in a closed container.

Edge Sealers:JFM 801 B/A (Class B-2), Type lAC 236 (Class B-1/2), Type llPR 1750(Class B-1/2), Type lll

Mix 10 parts by weight of sealer with 1 part by weight of accelerator. Potlife of JFM 801 B/A is 2 hours at room temperature (65 to 85 °F). Pot lifeof AC 236 and PR 1750 is 1/2 hour at room temperature.

Table 603. Special Tools, Fixtures, and Equipment - Repair


GS12755-3 Temperature Control Kit

Used to decrease drying time of blade erosion coating.

GS18033-1 1.50-Inch Rubber Roller

Used to install blade erosion film and blade decal, and to repair lifted edges on blade deicer.

Table 602. Consumable Material Mixing and Curing Instructions (Continued)

SPECIFICATION OR PART NO. MIXING INSTRUCTIONS

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WARNING: USE EPOXY COATING, MIL-P-85582, TYPE I, CLASS 2, (ALSO KNOWN AS STRONTIUM CHROMATE PRIMER) CORRECTLY. THE COATING AND ITS FUMES ARE FLAMMABLE, EXPLOSIVE, AND POISONOUS. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE EPOXY COATING, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0205SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE EPOXY COATING, PUT ON THE RESPIRATOR, CHEMICAL-SPLASH GOGGLES, SOLVENT RESISTANT GLOVES, AND LONG SLEEVE AND LONG LEG CLOTHING. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE EPOXY COATING FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

B. Apply a layer of strontium chromate primer, MIL-PRF-23377, Type I or II, Class C to the threads and install inserts while the primer is wet.

3. Blade Erosion Coating Repair

NOTE: This repair includes painting of the blade tip warning stripe and application of blade identification marks.

NOTE: If the erosion coating is gone and the composite shell is visible in an area of more than four square inches in any one location, or more than ten square inches for the full blade surface, locally apply erosion coating to the blade. If necessary, apply the erosion coating to the full blade surface.

NOTE: If the erosion coating shows evidence of local blistering over the lightning grid, repair of the grid area coating requires the application of a non-conductive primer, as in paragraph 14, prior to final erosion coating.

NOTE: Repair of the erosion coating can put the blades out of balance. Static balance of the blade or propeller, or dynamic balance of the propeller, could be necessary.

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A. Blade Preparation



(1) Clean the blade surface with a lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Remove all oil and dirt.

CAUTION: BLADES MAY BE COATED WITH 55W002 NON-CONDUCTIVE WHITE PRIMER PAINT. BE CAREFUL NOT TO REMOVE THIS PAINT DURING ANY SANDING OPERATION.

(2) With 60 to 80-grit aluminum oxide paper (dry), remove any loose or damaged erosion coating by lightly sanding the blade surface.

(a) It is recommended that sanding continue approximately one inch beyond the damaged area to ensure that all indications have been completely removed.

(b) If loose or damaged coating is present adjacent to the nickel sheath at the blade tip, remove the coating up to the trailing edge of the nickel sheath on the face and camber sides, if applicable.

NOTE: Disregard raised fibers that give the repaired surface a “hairy or wooly” feel or appearance.

(3) If it is necessary to apply the coating to the full blade surface, remove the warning stripe with 80-grit or finer abrasive cloth, ANSI B74.18.

(4) Clean the blade surface again with a lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Remove all oil and dirt.

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(5) Mask the blade deicer and nickel sheath with Scotchbrand No. 855 nylon tape, or an equivalent, to protect against paint overspray.

(6) With a brush, apply one initial cross-coat of Laminar 55W002 white non-conductive primer to all exposed blade shell surfaces and surfaces where the previously applied primer is damaged.

NOTE: A cross-coat is one vertical and one horizontal movement.

(7) Dry primer cross-coat for three hours at room temperature. To decrease drying time, dry for 15 minutes minimum at room temperature and then, with GS12755-1 temperature control kit or in an oven, dry for one hour minimum at 130 to 140 °F.

NOTE: Room temperature is 65 to 85 °F.

(8) Lightly abrade the surface coated in step (6) with 240-grit aluminum oxide paper followed by 400-grit paper for finishing.

NOTE: Raised (woolly) fibers will be stiffened by the paint and will break off cleanly when sanded.


(9) Clean blade surface with regulated dry filtered air pressurized to 20 to 30 psig.

(10) Clean the blade surface again with a lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Remove all oil and dirt.

B. Erosion Coating

NOTE: There are two types of erosion coating mixtures. One mixture has a cure time of approximately 16 hours before engine run-up while an accelerated cure time mixture has a cure time of approximately 4 hours before engine run-up. Both mixtures are applied with either a brush or a spray gun.

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WARNING: USE OIL-MODIFIED POLYURETHANE COATING, SYNTHITE ER-41, CORRECTLY. THE POLYURETHANE LIQUID AND FUMES ARE FLAMMABLE AND EXPLOSIVE. THE POLYURETHANE IS REACTIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE POLYURETHANE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0245SE, IN THE WARNING REGISTRY 341-006. PUT ON CHEMICAL-SPLASH GOGGLES, NEOPRENE OR NITRILE GLOVES, APRON, AND SHOES, BEFORE YOU USE THE POLYURETHANE. MAKE SURE THAT YOU HAVE A SUFFICIENT AIRFLOW TO KEEP THE POLYURETHANE FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(1) To apply the erosion coating with a brush, do as follows:

(a) Mix Laminar X-500 8-B-6A black polyurethane coating as in REPAIR-GENERAL, Table 602. Let the mixture stand for 30 minutes before use.

(b) If the mixture includes diethylaminopropylamine (DEAPA) as a curing agent, use an eyedropper to add one drop of the agent to the mixture. Slowly squeeze the bulb of the eyedropper until the drop falls into the mixture under its own weight. Do not shake the eyedropper to make the drop fall into the mixture.

NOTE: The 3-inch, straight, glass tube eyedropper, PN36281, is available from the following source: Macalaster Bicknell Co., 181 Henry Street, New Haven, CT 06511. The phone number is 203-624-4191.

(c) Use a brush to apply 2 to 3 cross coats over the area. Dry for a minimum of 30 minutes between coats for mixtures without diethylaminopropylamine (DEAPA) or 10 minutes between coats for mixtures with diethylaminopropylamine (DEAPA). See Figure 601.

NOTE: A cross coat is one vertical and one horizontal movement.

(2) To apply the erosion coating with a spray gun, do as follows:

(a) Mix Laminar X-500 8-B-6A black polyurethane coating as in REPAIR-GENERAL, Table 602. Let the mixture stand for 30 minutes before use.

(b) If the mixture includes diethylenetriamine (DEAPA) as a curing agent, use an eyedropper as in step (1). (b). above.

(c) Use a spray gun to apply 7 to 8 thin cross coats over the area. Dry for a minimum of 30 minutes between coats for mixtures without diethylaminopropylamine (DEAPA) or 10 minutes between coats for mixtures with diethylaminopropylamine (DEAPA). See Figure 601.

(3) After the last erosion coat is done, let the blade dry for two hours before handling.

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(4) >>DCC<< If the erosion coating mixture does not have an accelerant, permit 16 hours drying time at a room temperature before run-up of the engine. To decrease drying time, dry for one hour minimum at room temperature and then, with a GS12755-3 temperature control kit or in an oven, dry for one hour minimum at a temperature of 130 to 140 °F.

NOTE: Experience with the blade coating materials gives the best indication of the minimum satisfactory time to dry. While there are no operational limitations during the cure time, erosion coating that is not fully dried will wear at a faster rate until it is fully dried.

(5) If the erosion coating mixture does have an accelerant, permit four hours drying time before run-up of the engine.

NOTE: An accelerated oven cure is not permitted.

C. If necessary, paint the entire blade tip warning stripe as follows:

NOTE: It is permitted to apply the reference station stripe at the same time that you apply the blade tip warning stripe. See step F.

(1) Let the erosion coated blades dry for eight hours minimum at a room temperature before painting the warning stripe.

(2) Apply Scotchbrand No. 855 nylon tape, or an equivalent, to seal the nickel blade sheath and enclose the blade area to meet the dimensions of Figure 601.

(3) Mix the 24F20A-401 or 55Y003 yellow polyurethane coating as in REPAIR-GENERAL, Table 602.

(4) With a brush or spray gun, apply a minimum of two coats of 24F20A-401 or 55Y003 yellow for the warning stripe. See Figure 601. Let the first coat dry for 15 minutes before the second coat is applied.

(5) Permit the last coat to dry for one hour before handling and six hours minimum at room temperature before run-up of the engine.

(6) >>DCC<< To decrease the drying time, dry for one hour minimum at a room temperature and then, with GS12755-3 temperature control kit or an oven, dry for one hour minimum at a temperature of 130 to 140 °F.

D. If necessary, touch-up the blade tip warning stripe with accelerated tip paint as follows:

NOTE: The accelerated tip paint is for touch-up only. This paint can be applied over accelerated erosion coating which has cured for at least one hour at room temperature.

(1) Mix the 24F20A-401 or 55Y003 yellow polyurethane coating as in REPAIR-GENERAL, Table 602.

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(2) With a 3-inch, straight, glass tube eyedropper, add one drop of accelerant, Dibutyltin Dilaurate, for every 50 milliliters of polyurethane coating prepared in step (1). Slowly squeeze the bulb of the eyedropper until the drop falls into the mixture under its own weight. Do not shake the eyedropper to make the drop fall into the mixture. Mix thoroughly.

NOTE: The tip paint pot life is approximately one hour.

NOTE: Any commercially available solution with a consistency of 95% Dibutyltin Dilaurate is acceptable. One source is listed in REPAIR-GENERAL, Table 601.

(3) Apply the touch-up coating with a brush or spray gun as follows:

(a) Use a brush to apply 2 to 3 cross coats over the area. Dry for a minimum of 15 minutes between coats. See Figure 601.

NOTE: Experience with the blade coating materials gives the best indication of the minimum satisfactory time to dry. While there are no operational limitations during the cure time, erosion coating that is not fully dried will wear at a faster rate until it is fully dried.

(b) Use a spray gun to apply 7 to 8 thin cross coats over the area. Dry for a minimum of 15 minutes between coats.

(4) Permit the last coat to dry for one hour before handling and four hours minimum at room temperature before run-up of the engine.

NOTE: An accelerated oven cure is not permitted.

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Figure 601. Blade Marking and Painting

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E. If necessary, apply the blade identification marks as follows:

(1) With white stencil paint, A-A-208A, Type I, or TT-I-558, a brush and a stencil which has 1/4 inch characters and a space of 0.20 inch between the lines, apply the identification marks. Let the marks dry for 15 minutes minimum.

(2) The marks must be perpendicular to the longitudinal axis and away from the sealed edge of the boot, between the blade trailing edge and the deicer, and readable when the blade points to the downward position.

(3) Mix the Cauwet IFPU2C clear glossy polyurethane as in Table 602 of this manual section.

(4) Use a brush to apply one layer of Cauwet IFPU2C clear glossy polyurethane over the stenciled identification marks. Let the blade dry for two hours minimum.

F. If necessary, apply the 58.050-inch blade reference station stripe as follows:

(1) With white stencil paint, A-A-208A, Type I, or TT-I-558, and a stencil, paint the blade reference station stripe on the face side of the blade and keep it centered on the reference station point. See Figure 601. Let dry for 15 minutes minimum.

(2) Mix the Cauwet IFPU2C clear glossy polyurethane as in Table 602 of this manual section.

(3) Use a brush to apply one layer of Cauwet IFPU2C glossy polyurethane over the reference station stripe. Let the blade dry for two hours minimum.

4. Blade Deicer Repair

A. A blade with blisters on the blade deicer (80, IPL Figure 3) is serviceable if it meets the following conditions:

(1) The deicing check is satisfactory as the propeller turns during the ground check.

(2) The blisters in the blade deicer are not more than 3.0 square inches in any one location.

(3) The blistered area on a blade deicer is not more than a total of 10.0 square inches.

NOTE: There is no repair for blisters over the foil circuitry. Blade deicers that are not within the above limits must be replaced.

B. Visually examine the blade deicer for lifted edges. If the lifted edge area is less than 2.0 square inches, repair as follows:

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WARNING: USE METHYL ETHYL KETONE (MEK) SOLVENT CORRECTLY. THE SOLVENT IS FLAMMABLE AND REACTIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE SOLVENT, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0159SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE SOLVENT, PUT ON CHEMICAL-SPLASH GOGGLES, AND SOLVENT-RESISTANT GLOVES (BUTYL RUBBER), RUBBER APRON, AND CHEMICAL-SAFETY SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE SOLVENT FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(1) Clean the lifted edge surfaces with a clean cloth which is moist with methyl ethyl ketone, ASTM D740. Let the area air dry.

WARNING: USE GOGGLES AND RUBBER GLOVES WHEN YOU USE ADHESIVES. USE THEM IN AN AREA WITH A GOOD FLOW OF AIR. USE THEM ONLY FOR A SHORT TIME. ADHESIVES ARE POISONOUS TO THE EYES, SKIN, AND RESPIRATORY TRACT.

(2) Apply EC1300L adhesive to each lifted edge surface.

(3) Let the adhesive air dry for 8 to 10 minutes.

(4) Roll the blade deicer lifted edges against the blade with a 1.5 inch rubber roller, GS18033-1.

(5) Seal the blade deicer in the areas that had lifted edges. Refer to paragraph 4. C. below for the instructions.

(6) Visually examine the blade deicer for missing material. Missing material which is less than 1/2 square inch is acceptable without repair.

NOTE: Replace the full deicer if the missing material is more than 0.5 square inch. Refer to paragraph 4. D. in this section for blade deicer replacement.

(7) Visually examine the blade deicer to make sure that you cannot see the deicer element. Replace the full deicer if its element is in view. (See paragraph 4. D. below.)

C. Blade Deicer Edge Sealing with Cauwet IFPU2C Coating

NOTE: JFM 801 B/A (Class B-2), AC 236 (Class B-1/2) and PR 1750 (Class B-1/2) are the preferred alternate sealers to Cauwet IFPU2C clear polyurethane coating for sealing the edges of the blade deicer.

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(1) With a clean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, clean the surfaces which need sealing.

(2) With 120 to 240-grit abrasive cloth, ANSI B74.18, make the remaining adhesive from the edge of the blade deicer smooth.

(3) Apply the Scotchbrand No. 855 nylon tape to the blade and the blade deicer surfaces as in Figure 602.

(4) With a clean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, clean the surfaces which need sealing again.

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Figure 602. Application of Blade Deicer Edge Sealant


(5) Mix the Cauwet IFPU2C clear polyurethane coating as in Table 602 of this manual section.

NOTE: Mix JFM 801 B/A (Class B-2), AC 236 (Class B-1/2) and PR 1750 (Class B-1/2) as in Table 602 of this manual section.

(6) With a brush, apply the sealant all around the edges of the blade deicer. Use the radius on a spatula to get a smooth bead between the blade deicer and the blade surface.

(7) Remove all the unwanted sealant from the blade surface with a clean cloth.

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(8) Remove the No. 855 nylon tape when the sealant is still tacky (approximately 1 to 4 hours), but does not remain attached to your clean, dry fingers when touched.

NOTE: To make the sealant smooth, push down on it slowly and continuously with your clean wet fingers.

(9) After the sealant dries, cut the remaining sealant with a sharp knife. With 120 to 180-grit abrasive cloth, ANSI B74.18, make the sealant edges smooth.

NOTE: The sealant must not be higher than the edge of the blade deicer.

(10) Permit the sealant to dry for two hours minimum at room temperature.

D. Repair of Eroded Neoprene Blade Deicer Tab with Cauwet FPU2C Black Sealer

(1) With a clean cloth, which is moistened with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, clean surface of deicer tab.

(2) Apply Cauwet FPU2C Black Sealant to eroded area with a brush.

(3) You may smooth the sealant with wet clean fingers by pushing down on it in a slow continuous movement. Allow to dry for two hours minimum at room temperature.

E. Blade Deicer Replacement

(1) Refer to REPAIR 4-3 in Component Maintenance Manual, 61-13-12, for the instructions.

(2) Make a check of the blade balance. Refer to REPAIR 4-8 in Component Maintenance Manual 61-13-12.

5. Blade Erosion Film Replacement

A. Remove the erosion film (90, IPL Figure 3) from the blade deicer (80) as follows:

(1) Apply an approximately 2-inch wide piece of masking tape along the leading edge adjacent to the installed erosion film.

(2) Carefully lift the edge of the erosion film and, with a slow and continuous movement, remove the film from the blade deicer.

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CAUTION: TO PREVENT DAMAGE TO THE FOIL DEICER CIRCUIT, DO NOT USE TOO MUCH FORCE WHILE YOU CLEAN THE DEICER.

(3) With a clean cloth which is moist with methyl ethyl ketone, ASTM D740, remove all the remaining adhesive from the blade deicer.

B. Install the new erosion film on the blade deicer as follows:

(1) With a clean cloth which is moist with methyl ethyl ketone, ASTM D740, clean the blade deicer where the erosion film is installed.

(2) Dry the surface for a minimum of 5 minutes at room temperature.


(3) If necessary, cut a piece of erosion film from a bulk roll (90B), as follows:

(a) Cut a piece of film to a length of 43.508 ± 0.060 inches and a width of 2.00 ± 0.060 inches.

(b) Cut each corner radius to 0.50 ± 0.060 inch.

(4) Remove the protective material from the back of the ready-made erosion film (90 or 90A) or the erosion film prepared in step (3).

CAUTION: TO PREVENT WRINKLING DURING INSTALLATION, DO NOT EXTEND OR TWIST THE EROSION FILM.

(5) Install the erosion film on the blade deicer as follows:

(a) Put the erosion film over, but do not touch, the leading edge of the blade as shown in Figure 603.

(b) Align the center of the film with the blade leading edge and install the outboard end of the film tightly over the deicer. Then pull the film tight and install the inboard end of the film tightly over the deicer.

CAUTION: TO PREVENT DAMAGE TO THE FOIL DEICER CIRCUIT, DO NOT APPLY TOO MUCH FORCE WHEN USING THE RUBBER ROLLER.

(c) With a 1.50-inch rubber roller, GS18033-1, push the remaining film down on the leading edge of the blade deicer. Install the film from the outboard end to the inboard end.

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(d) Start at the outboard end of the film and, with the hands only, press the film tightly onto the deicer portion which is above the nickel sheath. Work from the leading edge to the trailing edge, and towards the inboard end, until the film is fully installed.

(e) In the same sequence as step (d), use a roller to make the film flat and push out the air bubbles.

(6) Make an inspection of the erosion film installation. The installed film must agree with the conditions that follow:

(a) Blisters within 1/8 inch of the film edge are not permitted.

(b) Blisters larger than 1/4 inch diameter are not permitted.

(c) Lifting of the film that is no more than 1/16 inch in from the film edge is permitted provided the total length of the lifted film is no more than 2 1/2 inches.

(d) Structural damage, such as rips, cuts and tears, is not serviceable.

(e) Scuff marks and a milky appearance are serviceable.

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Figure 603. Installation of the Erosion Film

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6. Blade Decal Replacement

A. Remove the blade decal as follows:

(1) With 120-grit or finer emery cloth, rub the blade decal until it is fully removed.



(2) With a clean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, clean the area where the decal was applied.

(3) Let the blade surface dry for a minimum of 15 minutes at room temperature before installation of the new decal.


B. Install the blade decal as follows:

NOTE: The blade decal location is on the camber side approximately in the center on the 39.00-inch station at the midchord position. It should be readable from the blade trailing edge.

(1) With a pencil, mark the center of the blade where the decal is installed. See Figure 604.

(2) If the original type of decal (55A, IPL Figure 3) is used, install as follows:

(a) Remove one half of the backing from the decal.

(b) Align the decal and apply pressure to the edge so that it stays on the blade surface.

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(c) Install half of the decal on blade surface. Use a 1.5-inch rubber roller, GS18033-1, to make the decal smooth and flat.

NOTE: Make sure that no air bubbles remain under the decal.

(d) Remove the other half of the backing from the decal and do step (c) again.

(e) With a clean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, clean the surface of the decal. Let the surface of the decal dry for 15 minutes minimum at room temperature.

(f) Apply the edge sealer, Scotchcal 3950, to the new decal as follows:

1 With a 1.0-inch brush, apply a light, flat coat of Scotchcal 3950 edge sealer over the full decal. Extend the coating onto the blade for approximately 1/4 inch.

2 Let the edge sealer dry for a minimum of 30 minutes at room temperature.

(3) If the later type of decal (55B) is used, install as follows:

(a) Carefully remove the white paper, which protects the adhesive, from the back of the decal.

(b) Correctly position the decal on the blade according to alignment mark.

(c) Rub the entire surface of the plastic covering the decal with a smooth, rounded edged teflon squeegee or tape applicator.

(d) Repeat the rubbing at 90° to the initial direction.

(e) Carefully lift the clear plastic away from the rubbed on decal.

NOTE: Let the decal cure for two days at room temperature to get maximum wear resistance.

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Figure 604. Blade Decal Location

7. Detachable Blade Heater Lead Insulation Repair

A. Repair the insulation on the detachable heater lead (130, IPL Figure 4) which connects the slip ring assembly to the blade as follows:

(1) Clean the detachable heater lead with a dry cloth and examine the lead for damage or worn insulation.

(2) If the lead has wear which shows the internal wire braid, examine the braid. If the braid is damaged, replace the heater lead. If only the insulation is damaged, continue to the next step.

(3) Measure the length of the worn insulation and add one inch to the dimension. Make a record of this dimension.

NOTE: The increase of one inch is to make sure there is a minimum of 0.50 inch overlap on each side of the worn area.

(4) Cut a piece of heat shrink tubing which agrees with MS M23053/5-107 (0.375 inch diameter) to the length which is necessary.

CAUTION: DO NOT REMOVE THE EYELET PART OF THE LEAD WHEN YOU INSTALL THE HEAT SHRINK TUBING. THIS MAKES THE LEAD SHORTER WHICH CAUSES PROBLEMS AT INSTALLATION AND DURING PROPELLER OPERATION.

(5) Extend one end of the tubing over the heater lead end with the eyelet. Continue to move the tubing along the lead until it has a 0.50 inch minimum overlap on each side of the worn area.

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(6) Make a check of the installed tubing for signs of damage caused by installation. If necessary, replace the damaged tubing.

CAUTION: TO PREVENT DAMAGE TO THE SLIP RING ASSEMBLY, DO NOT APPLY HEAT TO THE ASSEMBLY DURING REPAIR.

(7) With a heat gun, apply heat evenly to the tubing until it takes the shape of the insulation below. Make a visual check of the tubing for a correct fit.

NOTE: If necessary, put a piece of 0.250 inch rubber between the slip ring assembly and the heater lead to protect the slip rings from too much heat.

8. Spinner Repair

A. Scratches or gouges up to 0.005 inch in depth are acceptable without repair.

B. Repair scratches or gouges up to 0.010 inch in depth as follows:

(1) Blend spinner damage with 120 to 140-grit abrasive cloth, ANSI B74.18, and then make the surface smooth with 320 to 400-grit abrasive cloth, ANSI B74.18.

WARNING: USE THE CHEMICAL CONVERSION COATING (ALSO KNOWN AS MIL-C-5541, MIL-C-81706, AMS2473, ALODINE OR CHEMICAL-FILM COATING) LIQUID OR POWDER FORM CORRECTLY. COATING IS FLAMMABLE, POISONOUS, CORROSIVE, AND REACTIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE COATING, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0059SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE COATING, PUT ON A CHEMICAL FACE SHIELD, SOLVENT-RESISTANT GLOVES (BUTYL, NEOPRENE, NITRILE, OR PVC), APRON, AND SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE COATING POWDER OR FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(2) Touch up the blended areas with a conversion coating which agrees with MIL-C-5541, Class 1A.

NOTE: Alodine 600 is recommended because it is without cyanide, but Alodine 1200 or 1201, or any material which agrees with MIL-C-5541, Class 1A is satisfactory.

NOTE: Permatreat 686A or 1900 can be used if the spinner requires painting. If painting is necessary, send the spinner to a repair facility.

C. Repair edge cracks which develop around the blade opening or locally on the surface as follows:

NOTE: Cracks that are forward of the rear edge of the spinner stiffener bulkhead are not repairable. If these cracks are evident, replace the spinner.

NOTE: If spinner rivets are loose, missing or pulled through, send the spinner to a repair facility.

(1) With a No. 40 drill (0.0980 inch or 2.5 millimeter), stop drill edge cracks up to one inch in length at the end of the crack.

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(2) If cracks are longer than one inch, replace the spinner.

9. Application of Feather Index Marks

NOTE: You may apply the feather index marks on the blade leading edges before you install the erosion film.

A. Remove the spinner (20, IPL Figure 1) as in paragraph 3 of DISASSEMBLY.

B. Put the blades (60, IPL Figure 3) in the feather position.

NOTE: When the blades are in the feather position, the split line of the blade support rings is aligned with the index marks that are on the forward face of the hub.

C. If the index marks on the forward face of the hub (240, IPL Figure 1) do not show, continue as follows:

(1) Make sure that the blades (60, IPL Figure 3) are in the feather position by manually turning the blades to the feather stop.

(2) Install the spinner (20) as in paragraph 10 of ASSEMBLY.

(3) Make copies of the master template. Use one copy for each propeller blade which needs marking. It is important to make the copies so that the dimensions of the cut-outs are exactly as shown in Figure 605.

NOTE: It is suggested that the master template be kept with this Maintenance Manual for future use.

(4) Cut out the template and the shaded areas (slots “A” and “B”) from each copy to be used. See Figure 605.

NOTE: Steps (6) through (19) are instructions for the marking of one propeller blade and spinner in the feather position. Hamilton Sundstrand recommends that all six blade feather positions be marked on the blade and spinner at the same time.

(5) Carefully fold the template where shown. Make sure that you fold it accurately.

(6) Align the neck of the template with the center of the blade leading edge. Adjust it vertically so that the slot “B” half of the template is on the spinner and the slot “A” half of template is against the blade.

(7) Attach the slot “B” half of the template to the spinner with masking tape.

NOTE: Make sure that the template does not move when you apply the masking tape.

(8) Examine slot “B” on the spinner. Make sure that it is aligned with the center of the blade leading edge. See Figure 606. Adjust it as necessary.

(9) Use four pieces of Scotchbrand No. 855 nylon tape or equivalent and mask off around slot “B”. Use tape alignment marks given on the template to make a 3 inch long by 1 1/4 inch wide index mark.

(10) Attach the slot “A” half of the template to the blade with masking tape. Make sure that slot “A” is centered on the blade leading edge.

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(11) Clean the piece of the spinner that is inside the slot “B” index mark with a clean, lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Let the spinner air dry.

CAUTION: DO NOT USE SOLVENTS ON THE PROPELLER BLADE BECAUSE DAMAGE TO THE EXTERNAL BLADE HEATER COULD RESULT.

(12) Clean the piece of the blade that is inside the slot “A” index mark with a clean, lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Let the blade air dry.

(13) Using Scotchbrand No. 471 yellow vinyl tape or an equivalent, put a 1 inch by 2 inch piece of tape within slot “A” according to the template alignment marks shown in Figure 605.


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(14) Mix 24F20A-401 or 55Y003 yellow coating. Refer to Table 602 in this section for the instructions.

(15) With a brush, apply one layer of 24F20A-401 or 55Y003 yellow coating over slot “B” on the spinner. Let the surface air dry for a minimum of 15 minutes at room temperature.


(16) Apply a second layer of yellow coating over the first layer. Let the layer cure for a minimum of 6 hours at room temperature.

(17) To increase the speed of the cure time, cure for 1 hour at room temperature followed by 1 hour in an oven at 130 to 140 °F.

NOTE: Remove the template and masking tape before oven cure.

(18) If necessary, remove the template from the spinner and the blade, and discard it.

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Figure 605. Template for the Feather Index Marks

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Figure 606. Application of the Feather Index Marks

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10. Hub External Surface Finish Repair

CAUTION: >>DCC<< TO PREVENT DAMAGE TO THE PROPELLER HUB, DO NOT EXPOSE THE HUB TO TEMPERATURES GREATER THAN 345 °F DURING REPAIR PROCEDURES. EXPOSURE TO TEMPERATURES GREATER THAN 345 °F MAY AFFECT CASE HARDNESS.

A. General

(1) The external surfaces of the hub (240, IPL Figure 1) have a top coating of Sermetel 985 and a base coat of Sermetel 984. If the damage goes through both Sermetel coatings, remove the hub from service and send it to a vendor for coating replacement. The vendor must be approved by Hamilton Sundstrand.

(2) You can repair any damage to the surface finish that is not more than 0.125 inch in width. See paragraph 10.B. below. If the damage is more than this limit, remove the hub from service and send it to a vendor for coating replacement.

(3) Blend damage as necessary. See paragraph 10.B. below. If a blend depth of more than 0.025 inch is necessary for repair, remove the hub from service and send it to a vendor for coating replacement.

(4) Full removal of damage that is less than 0.005 inch in depth is not necessary.

B. Repair the hub surface as follows:

(1) On surfaces that hold other parts in position, blend all raised metal that comes from nicks, scratches or burrs with 320 to 420-grit abrasive cloth, ANSI B74.18.

(2) On all other surfaces, blend all raised metal that comes from nicks, scratches, or burrs with 180 to 320-grit abrasive cloth, ANSI B74.18.

(3) Remove all signs of corrosion with a buffing wheel that has a coating of 80 to 120-grit polishing compound.

(4) Apply Sermetel 1182 touch-up coating to the repaired surfaces as follows:

NOTE: Threaded holes can have coating on the countersink or threads, but thread dimensions must be in limits after coating.

WARNING: USE METHYL ETHYL KETONE (MEK) SOLVENT CORRECTLY. THE SOLVENT IS FLAMMABLE AND REACTIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE SOLVENT, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0159SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE SOLVENT, PUT ON CHEMICALSPLASH GOGGLES, AND SOLVENT-RESISTANT GLOVES (BUTYL RUBBER), RUBBER APRON, AND CHEMICAL-SAFETY SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE SOLVENT FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(a) With a clean cloth that is moist with methyl ethyl ketone, ASTM D740, or petroleum solvent, AMS3160, clean the hub surface.

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(b) Examine the storage limitation sticker on the container of Sermetel 1182 to make sure the shelf life is not expired.

(c) Fully shake the container of Sermetel 1182 and use a cotton swab to apply the touch-up coating. Remove the unwanted coating with a dry cotton swab. See Figure 607.

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Figure 607. Repair of Hub Surface Finish

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(d) Apply additional coats of Sermetel 1182 and remove the unwanted coating until the surface protection is sufficient.

(e) Use a heat gun to dry the touch-up coating for 10 minutes minimum at 300 °F maximum. If the coating stays tacky after 10 minutes, continue to dry the area with a heat gun until the coating is hard.

11. Bulkhead Retaining Pad Replacement

A. If bulkhead retaining pad is missing or loose, replace it as follows:

(1) If necessary, remove loose retaining pad (12, IPL Figure 4) from the bulkhead (10).

WARNING: KEEP ACETONE AWAY FROM SPARKS AND FLAMES. USE GOGGLES AND RUBBER GLOVES WHEN YOU USE IT. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT IS FLAMMABLE AND CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

(2) Remove old adhesive from the bonding area with a clean cloth which is moist with acetone, ASTM D329. Let the surface fully dry.

WARNING: USE ISOPROPYL ALCOHOL CORRECTLY. ISOPROPYL ALCOHOL IS FLAMMABLE, EXPLOSIVE, AND A MILD POISON. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE ALCOHOL, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0046SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE ALCOHOL, PUT ON CHEMICAL-SPLASH GOGGLES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE ALCOHOL FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(3) With a clean cloth, degrease the bonding surface of the bulkhead with a 50/50 mixture of Grade A isopropyl alcohol, ASTM D770, and deionized water. With another clean cloth, wipe the bonding surface dry.

(4) Remove the lining of the new adhesive-backed retaining pad, but do not touch the adhesive.

(5) Install the new retaining pad on the clean dry surface as shown in Figure 608. Apply firm pressure to assure maximum adhesive to surface contact.

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Figure 608. Bulkhead Retaining Pad Replacement

12. Bulkhead Filler Retaining Pad Replacement

A. If filler retaining pad is missing or loose, replace them as follows:

(1) If necessary, remove loose filler retaining pad (65, IPL Figure 1) from the bulkhead filler (60).

WARNING: USE ACETONE, ASMT D329, CORRECTLY. THE ACETONE IS VERY FLAMMABLE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE ACETONE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0001SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE ACETONE, PUT ON CHEMICAL-SPLASH GOGGLES, AND ACETONE- RESISTANT GLOVES (BUTYL RUBBER), APRON, AND SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE ACETONE FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(2) Remove old adhesive from the bonding area with a clean cloth which is moist with acetone, ASTM D329. Let the surface fully dry.

61-10-00 Page 636Jun 1/04

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WARNING: USE ISOPROPYL ALCOHOL CORRECTLY. ISOPROPYL ALCOHOL IS FLAMMABLE, EXPLOSIVE, AND A MILD POISON. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE ALCOHOL, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0046SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE ALCOHOL, PUT ON CHEMICAL-SPLASH GOGGLES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE ALCOHOL FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(3) With a clean cloth, degrease the bonding surface of the bulkhead filler with a 50/50 mixture of Grade A isopropyl alcohol, ASTM D770, and deionized water. With another clean cloth, wipe the bonding surface dry.

(4) Remove the lining of the new adhesive backed retaining pad, but do not touch the adhesive.

(5) Install the new retaining pad on the clean dry surface as shown in Figure 609. Apply firm pressure to assure maximum adhesive to surface contact.

Figure 609. Filler Retaining Pad Replacement

61-10-00 Page 637Jun 1/04

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13. Bulkhead Nutplate (or Nut Only) Replacement

A. If the nutplate (16, IPL Figure 4) on the propeller bulkhead (10) is missing or the self-locking feature of the nut does not have a minimum resistance torque of 3.5 inch-pounds, replace the nutplate (which includes a new nut) as follows:

NOTE: The self-locking feature of the nut must have a minimum resistance torque of 3.5 inch-pounds. If the nut does not provide this minimum resistance torque after nutplate replacement, replace the nut separately as in paragraph 13.B.

(1) Abrade the bonding area on the bulkhead inside surface by grit blasting or with 160 to 180-grit abrasive cloth, ANSI B74.18.



(2) Clean the bulkhead and nutplate bonding surfaces with a clean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Let the surface fully dry.

(3) Clean the bulkhead and nutplate bonding surfaces again as in step (2).

WARNING: KEEP VERSILOK 201 AND VERSILOK 17 ACCELERATOR AWAY FROM SPARKS OR FLAMES. USE GOGGLES AND RUBBER GLOVES WHEN YOU USE THEM. DO NOT BREATHE THE FUMES AND MAKE SURE THE AREA HAS A GOOD FLOW OF AIR. MIX ONLY IN SUFFICIENT QUANTITIES TO DO THE REPAIR. THEY ARE FLAMMABLE AND CAN CAUSE IRRITATION TO YOUR EYES, SKIN AND RESPIRATORY TRACT.

(4) Fully mix the Versilok 201 adhesive. Follow the instructions which come with the Nutplate Adhesive Kit, PN CB200.

NOTE: The pot life of the adhesive mixture is 5 to 8 minutes at a room temperature of 65 to 85 °F.

61-10-00 Page 638Jun 1/04

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(5) Apply a bead of adhesive of approximately 1/8 inch around the center hole of the nutplate.

(6) Position the nutplate base so that the long edges are perpendicular to the trailing edge of the bulkhead within five degrees.

(7) Pull the rubber disposable installation tool through the drilled hole from the inside of the bulkhead until the base of the nutplate is flush with the bulkhead surface and the adhesive forms a bead. See Figure 610 and Figure 611.

(8) Make sure the nutplate base is still in the correct position. The long edges must be perpendicular to the trailing edge of the bulkhead within five degrees.

(9) Let the bond cure without moving the bulkhead for a minimum of two hours at a room temperature. The adhesive cures to full strength in 24 hours.

(10) Pull the rubber disposable installation tool through the nutplate and remove the tool.

B. If necessary, replace the detail nut (18, IPL Figure 4) of the bonded nutplate (16) as follows:

(1) Use a screwdriver to apply pressure against the outside of the nut in the direction of the No. 1 arrow as shown in Figure 612. Twist the screwdriver in the direction of the No. 2 arrow to remove the nut.

NOTE: Repeated or extreme bending of the spring retainer may cause damage to the retainer. If the spring retainer cracks or bends excessively so that it does not hold the nut correctly, replace the complete nutplate as in paragraph 16. A above.

(2) Install the nut as follows:

(a) Install one of the two nut tangs into one of the two openings in the spring retainer.

(b) With a screwdriver, apply pressure against the nut in the direction of the No. 3 arrow, as shown in Figure 612, until the remaining tang fits into the other spring retainer opening. The nut must be free to move in the spring retainer slots.

(c) Tighten the spring retainer with a common slip joint pliers.

(3) Visually examine the spring retainer for cracks. If the spring retainer is cracked, replace the complete nutplate as in paragraph 13.A. above.

61-10-00 Page 639Jun 1/04

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Figure 610. Self-locking Nutplate and Disposable Installation Tool

61-10-00 Page 640Jun 1/04

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Figure 611. Adhesive Application

61-10-00 Page 641Jun 1/04

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Figure 612. Replacement of Detail Nut

14. Local Repair of Blade Erosion Coat Blistering Over Lightning Grid

NOTE: Repair of the erosion coating can put the blades out of balance. Static balance of the blade or propeller, or dynamic balance of the propeller, could be necessary.

NOTE: If the erosion coating shows evidence of local blistering over the lightning grid, repair of the grid area coating requires the application of a non-conductive primer prior to final erosion coating as in paragraph 3. See Figure 613 for proper identification of the lightning grid area of the blade airfoil.

A. Prior to final erosion coating over the lightning grid, apply a non-conductive primer as follows:


61-10-00 Page 642Jun 1/04

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(1) Clean the surface of the blade with a lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Remove all oil and dirt.

CAUTION: DO NOT USE ELECTRIC OR AIR POWERED SANDING DEVICES WHEN LOCALLY REPAIRING DAMAGE OVER THE LIGHTNING GRID AND PARTICULARLY AT THE TIP AREA OF THE BLADE ADJACENT TO THE NICKEL SHEATH. ABUSIVE GRINDING CAN RESULT IN DAMAGE TO THE LIGHTNING GRID OR COULD AFFECT THE BOND STRENGTH OF THE BLADE SHEATH.

(2) With 60 to 80-grit aluminum oxide paper (dry), remove evidence of local blister indications or loose erosion coating material by lightly sanding the damaged area until the blade shell is exposed and there is no further evidence of the blistered condition. See Figure 613.

(a) It is recommended that sanding continue approximately one inch beyond the damaged area to ensure that all indications have been completely removed

(b) If blister indications are present adjacent to the nickel sheath at the blade tip, remove the erosion coating up to the trailing edge of the nickel sheath on the face and camber sides, if applicable.

NOTE: Disregard the raised fibers that give the repaired surface a “hairy or wooly” feel or appearance.

(3) Clean the surface of the blade over the lightning grid area of the airfoil with a lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770. Remove all oil and dirt.

(4) With Scotchbrand No. 855 nylon tape, or an equivalent, locally mask around the area of the blade airfoil where the erosion coating is removed including the blade deicer and nickel sheath.

(5) With a brush, apply one initial cross-coat of Laminar 55W002 white non-conductive primer.

NOTE: A cross-coat is one vertical and one horizontal movement.

(6) Dry primer cross-coat for three hours at room temperature. To decrease drying time, dry for 15 minutes minimum at room temperature and then, with GS12755-1 temperature control kit or in an oven, dry for one hour minimum at 130 to 140 °F.


61-10-00 Page 643Jun 1/04

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(7) Lightly abrade the surface coated in step (5) with 240-grit aluminum oxide paper followed by 400-grit paper for finishing.

NOTE: Raised (woolly) fibers will be stiffened by the paint and will break off cleanly when sanded.

Figure 613. Lightning Grid Area


(8) Clean blade surface with regulated dry filtered air pressurized to 20 to 30 psig.

61-10-00 Page 644Jun 1/04

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(9) Clean the surface of the blade again with a lint-free, color-fast cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770.

(10) Apply final erosion coat, including restoration of the blade tip warning strip and reference station, if applicable, according to paragraph 3 of this section.

61-10-00 Page 645Jun 1/04

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61-10-00 Page 646Jun 1/04

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WARNING: THIPROTHEDES

1. General

A. Refer to

NOTE:

NOTE:

SPECIFICATIOOR PART NO

Aeroshell No. 7

Aeroshell No. 1(Alternate to MoLith No. 2)

ASTM D740

AMS3004


ASSEMBLYS SECTION CONTAINS DESIGN CRITICAL CHARACTERISTICS AND

CESSES. THESE ARE IDENTIFIED BY THE SYMBOL >>DCC<<. REFER TO INTRODUCTION OF THIS MANUAL FOR A COMPLETE EXPLANATION OF IGN CRITICAL CHARACTERISTICS.

Table 701 for a list of the consumable materials used for assembly.

Maintenance personnel must use the consumable material specified for the task being performed. These consumable materials are known to meet all of the design and qualification requirements. Any substitution of the materials should be done by qualified materials engineering and is at the risk of the organization making the substitution.

Users can inquire about equivalent materials through the Hamilton Sundstrand world wide web site www.hsvas.com or the Hamilton Sundstrand Field Service Action Item system. The inquiry should be accompanied by some rationale and supporting data. If the inquiry is due to a material not being manufactured, there will be no charge to answer the inquiry. Inquiries that are asking to change the material for convenience will have a fee quoted and the answer will be generated after acceptance of the fee.

You can get the full address and other information for vendors or suppliers listed in this table from the World Wide Web (www) at URL http://www.bpn.gov/bincs/begin_search.asp. Other CAGE Code sites are also available on the Web.

Table 701. Consumable Materials - Assembly

N . MATERIAL MANUFACTURER REMARKS

A Grease Shell Chemical Co. Used as a lubricant for

61-10-00 Page 701Oct 27/06

Division of Shell Oil Co.One Shell PlazaP.O. Box 2463Houston, TX 77002Phone: 1-800-872-7435

seals.

7 -

Grease Shell Chemical Co.Division of Shell Oil Co.

CAGE Code 86961

Thread lubricant

Methyl Ethyl Ketone (MEK)

Commercially available Cleaning solvent

Methyl Alcohol Commercially available Cleaning solvent

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MIL-B-121, GraA, Type II

MIL-C-8188 or Ardrox 3406

MIL-G-23827 (Alternate to MIPRF-7808 and MG-23699)

MIL-P-23377

MIL-PRF-7808

MIL-PRF-23699

MIL-PRF-131, Grade B

Mo-Lith No. 2

MS20995C20

Royco No. 64 (Alternate to MoLith No. 2)

NOX RustVCI-10

NOX RustVCI-10



de Grease-proof Paper

Commercially available Used to prepare propeller for shipment and storage.

Corrosion Preventative Compound

Commercially available Used to prepare propeller for shipment and storage.

L-IL-

Aircraft and Instrument Grease

Commercially available Used to protect the contact surfaces of mating parts prior assembly.

Epoxy Polyamide Primer

Commercially available Used to coat shanks of machine bolts.

Lubricating Oil Commercially available Lubricant

Lubricating Oil Commercially available Lubricant

Foil-backed Paper Commercially Available Used to prepare propeller for shipment and storage.

Grease Fiske Brothers Refining Co.

CAGE Code 73219

Thread lubricant

Lockwire Commercially available Used to hold parts in position.

Grease Anderol, Inc. Thread lubricant

Table 701. Consumable Materials - Assembly (Continued)


61-10-00 Page 702Oct 27/06

-CAGE Code 07950

Volatile Corrosion Inhibitor

Rock Island Lubricants & Chemicals Co. Inc.1320 1st Street,Box 5015Rock Island, IL 61204-5015Phone:1-309-788-5631(U.S. Supplier)

To prevent corrosion on propeller internal components.


Parker IndustriesShoebbdekstraat 463583 Beringen, BelgiumPhone:32 1143 3946(European Supplier)


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B. Refer to

NOTE:

NOTE:

NOX RustVCI-10

ASTM D770 GraA (Alternate to AMS3004 alcoh

TOOL NO.

GS15571-1

GS15848-1

GS18298-1

GS18300-1

GS18301-1

GS20782-1

GS23015-1

GS23016-1

GS23413-1



Table 702 for a list of special tools, fixtures, and equipment used for assembly.

Equivalent tools, fixtures, and equipment can be used provided they meet the requirements of ARINC Report 668.

To request a quotation for Ground Support Equipment, use the online order request website listed here: http://www.hamiltonsundstrand.com/gse.


Parker Industries14-12 Nakaikegami 2 ChmoeOhta-hu Tokyo, JapanPostal Code 146Phone:813 5748 4055(Japanese Supplier)


de

ol)

Isopropyl Alcohol Commercially available Used as general cleaning solvent.

Table 702. Special Tools, Fixtures, and Equipment - Assembly

NOMENCLATURE GENERAL USE

Hub Oil Container Used to fill the hub with lubricating oil.

Bench Assembly and Hoist

Used to hold the propeller during assembly.

Balance Indicator Kit

Used with GS18300-1 adapter kit during propeller balancing.

Table 701. Consumable Materials - Assembly (Continued)


61-10-00 Page 703Oct 27/06

Balance Adapter Kit Used with GS18298-1 indicator kit during propeller balancing.

Torque Wrench Used with GS20782-1 torque adapter to tighten double hexagon nuts during propeller installation.

Torque Adapter Used with GS18301-1 torque wrench to tighten double hexagon nuts during propeller installation.

Propeller Transport Dolly


Propeller Transport Adapter

Used to install the assembled propeller on the propeller transport dolly.

Seal Compressor Used to size two outer seals after installation on the transfer tube assembly.

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2. Removal of

NOTE: Conasse

NOTE: Use

A. Remove

B. Removecontaine

C. Save the

3. General As

A. Refer to

B. Coat all

GS23417-1

GS23420-1

GS23424-1

GS23435-1

GS23437-1

GS23440-1

GS23444-1

GS23445-1

GS23447-1

Apex 268P-4

TOOL NO.


Blade Lifter Used to install the propeller blades.

Blade Seal Compressor

Used to compress the blade seals during blade installation.

Propeller Flange Adapter


Hub Pressurizer Used to adapt the hub to a source of shop air during propeller balance and blade installation.

Propeller Lifter Used to attach the propeller assembly to a standard hoist.

Balance Fixture Plate


Expander Used to install two outer seals after installation on the transfer tube assembly.

Split Ring Used to install two outer seals after installation on the transfer tube assembly.

Blade Butt Cap Used to protect the blade butt when the blade is removed from the propeller.

Hand Driver Used to install spinner torq-set screws.One source for this tool is:Donic Sales149 William St.Middletown, CT 06457Phone: 1-860-347-6262


NOMENCLATURE GENERAL USE

61-10-00 Page 704Oct 27/06

Components from Wooden Containers

tinue with operations at paragraph 4 if the propeller that you will install is mbled and prepared for operation.

the correct tools to open the containers so that they can be used again.

the components so as not to damage the padding and supports.

the protective caps and covers from the components and place them in the rs.

protective caps and covers and the containers so that they can be used again.

sembly Procedures

CLEANING for the approved method to clean components prior to assembly.

seals with Aeroshell No. 7A grease prior to assembly.

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4. Propeller B

A. Check athreads,

B. Check acondition

C. Check thdamage

D. Make suon the sl

NOTE:

E. If necess

WARNIN

(1) Lighthrea

NOT

(2) Instaring


uildup for Service

ll parts for surface damage such as nicks, burrs and corrosion and damage to if applicable.

ll parts to make sure packings and seals are in position and in satisfactory .

e blade deicers (80, IPL Figure 3) and spinner (20, IPL Figure 1) parts for caused by friction.

re the detachable blade heater leads (130 or 130A, IPL Figure 4) are installed ip ring assembly (60).

There are two detachable heater lead configurations. The original leads (130) are made of copper while the new leads (130A) are made of stainless steel. Leads can be replaced individually or in sets, but replacement in sets is recommended.

ary, install the detachable heater leads as follows:

G: USE MO-LITH GREASE CORRECTLY. IT IS A FLAMMABLE MATERIAL. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE GREASE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0111SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE GREASE, PUT ON CHEMICAL-SPLASH GOGGLES AND OIL-RESISTANT GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE GREASE FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

tly lubricate the threads of the slip ring (60) terminal studs with Mo-Lith No. 2 d lubricant.

E: The detachable heater leads have different terminal ends. See Figure 701. Make sure that leads are installed in the proper orientation.

61-10-00 Page 705Oct 27/06

Figure 701. Detachable Heater Lead Terminal Ends

ll the detachable heater leads (130A) with the flat terminal end against the slip (60) and the angled end toward the rear of the aircraft. See Figure 702.

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(3) Instaothethe n

NOT


ll nuts (90). Align the detachable leads in pairs so that they are parallel to each r and are approximately centered between the slip ring mounting holes. Tighten uts to 12 to 15-inch pounds.

E: For detachable heater lead replacement on-wing, see paragraph 5.T.

Figure 702. Detachable Heater Lead Orientation

61-10-00 Page 706Oct 27/06

Figure 703. Detachable Heater Leads - Angled End

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F. Install thattachedequally storque, b

NOTE:

5. Propeller B

NOTE: Youthe

WARNING:

CAUTION:

A. Clean thketone, A

B. Visually Compon

CAUTION:

C. If necess

WARNIN

(1) LubrSee

(2) Instathe b


e hub (240) and the actuator (330A) on the flange adapter, GS23424-1, to the bench assembly and hoist, GS15848-1. Hold the hub in position with four paced non self-locking nuts (0.5625-18UNF). Tighten the nuts to a sufficient ut no more than 75 foot-pounds.

The hub and actuator should remain together unless the actuator must be replaced. See CHECK.

lade Installation

may remove and replace the propeller blades while the propeller is installed on aircraft if they are set in between the flat pitch and reverse positions.

USE METHYL ETHYL KETONE (MEK) SOLVENT CORRECTLY. THE SOLVENT IS FLAMMABLE AND REACTIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE SOLVENT, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0159SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE SOLVENT, PUT ON CHEMICALSPLASH GOGGLES, AND SOLVENT-RESISTANT GLOVES (BUTYL RUBBER), RUBBER APRON, AND CHEMICAL-SAFETY SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE SOLVENT FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

THE BLADES CANNOT BE INSTALLED OR REMOVED IF THEY ARE IN THE FEATHER POSITION AS DAMAGE WILL RESULT.

e shank of the blade (60, IPL Figure 3) with a cloth that is moist with methyl ethyl STM D740, to remove any surface contamination.

examine each blade shank for nicks, scratches and all other damage. Refer to ent Maintenance Manual 61-13-12 if repairs are necessary.

BEFORE INSTALLING THE BLADE INTO THE HUB, INSPECT IT TO VERIFY SELF-ALIGNING BLADE ROLLER (50 OR 50A) AND SUPPORT PLATE (40

61-10-00 Page 707Oct 27/06

OR 40A) ARE NOT INSTALLED (PRE SERVICE BULLETIN 568F-61-28). IF THEY ARE, REPLACE THEM WITH BLADE ROLLER (50B) AND SUPPORT PLATE (40B), (POST SERVICE BULLETIN 568F-61-28) BEFORE CONTINUING.

ary, install the blade roller (50B) as follows:

G: USE GOGGLES AND GLOVES WHEN YOU USE MO-LITH NO. 2. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

icate the threads of the machine bolt (30) with Mo-Lith No. 2 thread lubricant. Figure 704.

ll the blade roller (50B, IPL Figure 3), support plate (40B) and bolt (30). Torque olt to 55 to 65 inch-pounds.

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WARNIN

D. LubricateMIL-PRF

WARNING:

E. Use lubrsurfaces

F. Make a vand pack

G. Install th

H. Lubricate7808 or

(1) Placallow

(2) With

CAUTION:

I. Visually the actuaroller en

J. If the blathe bladetool. Allo

CAUTION:

K. Continuecompres

(1) Remcoun

NOT

(2) Insppinch


G: USE GOGGLES AND GLOVES WHEN YOU USE LUBRICATING OIL. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. USE LUBRICATING OIL ONLY FOR A SHORT TIME. IT IS POISONOUS TO THE EYES, SKIN, AND RESPIRATORY TRACT.

the blade trunnion and blade roller (50B) with lubricating oil, MIL-PRF-7808 or -23699.

LUBRICATING OIL IS POISONOUS TO SKIN, EYES, AND THE RESPIRATORY TRACT. USE EYE AND SKIN PROTECTION. MAKE SURE THE AREA HAS A GOOD FLOW OF AIR.

icating oil, MIL-PRF-7808 or MIL-PRF-23699, to lightly lubricate the mating on the hub arm bore and the blade shank.

isual check of the blade cap seal (10) and packing (20). Replace the cap seal ing if any cuts, imbedded particles, or uneven wear or distortion are evident.

e GS23447-1 blade butt cap to protect the blade.

the blade seal compressor tool, GS23420-1, with lubricating oil, MIL-PRF-MIL-PRF-23699.

e the compressor tool on the hub arm bore when it is in the 12 o’clock position ing the pilot diameter of the tool to center itself on the blade opening.

the GS23417-7 blade lifter installed on the blade, lift the blade vertically.

WHEN YOU PUT THE BLADE INTO THE HUB, MAKE SURE THAT YOU DO NOT DAMAGE THE FORWARD AND AFT PLATES WITH THE BLADE ROLLER.

align the blade roller (50B) with the slot between the forward and aft plates of tor assembly, and slowly lower the blade into the hub arm bore until the blade

gages the slot in the actuator. See Figure 704.

de roller is not correctly aligned, rotate the blade slightly, then continue to lower until the cap seal (10, IPL Figure 3) starts to pass through the seal compressor

61-10-00 Page 708Oct 27/06

w the weight of the blade to push the cap seal through the compressor tool.

DO NOT FORCE THE BLADE DOWN THROUGH THE COMPRESSOR TOOL OR TIP THE BLADE SIDE-TO-SIDE, WHICH WILL DAMAGE THE CAP SEAL. USE MINIMAL DOWNWARD FORCE TO INSTALL THE BLADE.

to lower the blade into the hub until the counterweight arm just touches the sor tool.

ove one half of the compressor tool by rotating it to a position opposite the terweight. Then remove the other half using the same procedure.

E: Do not allow blade to fall into hub until you have inspected for pinched cap seals.

ect the area around the top of the hub arm bore. Look 360 degrees around for ed sections of the cap seal that may be visible.

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(3) It is stuck the c

(4) Repl


ometimes possible to slightly lift or tilt the blade and use a non-metallic tool to pinched seals into the hub arm bore. Be careful not to lift the blade up exposing ap seal.

ace seals that are cut or torn.

61-10-00 Page 709Oct 27/06

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61-10-00 Page 710Oct 27/06

Figure 704. Installation of Propeller Blade

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L. Inspect tdiscolore

CAUTION:

M. If necessthe sepa

NOTE:

CAUTION:

N. Hold thethe hub athe sepa

NOTE:

O. Continuecomplete

P. Rotate th

Q. Install thwashers15 inch-p

R. LubricateMIL-PRF

NOTE:

NOTE:

S. Install th

(1) Appl

(2) Attac

(3) Tigh

(4) If thepara

T. ConnectFigure 4

NOT


he bearing balls and ball separators. Replace damaged, corroded, or heavily d balls. Replace distorted, cracked, or fractured separators.

TO PREVENT POSSIBLE BREAKAGE OF THE BALL SEPARATOR, DO NOT INSTALL THE BALLS FROM THE OUTSIDE DIAMETER.

ary, install the bearing balls (310) in the ball separator (320). Put the balls into rator from the inside diameter.

To make installation easier, slight flexing of the ball separator is recommended.

DO NOT TRY TO STRAIGHTEN THE BEARING ASSEMBLY BEFORE INSTALLATION BECAUSE THIS TECHNIQUE MAKES INSTALLATION MORE DIFFICULT AND COULD CAUSE THE BALL SEPARATOR TO BREAK.

ball separator (320) in a circle that roughly matches the shape of the outside of rm. With the spine of the separator toward the center of the hub, gradually feed

rator into either ball loading hole while maintaining its circular shape.

The spine of the ball separator must be towards the center of the hub and all the bearing balls must be installed.

installation of the ball separator (320) until both ends come together to the circle. Use the same procedure to install the second ball separator.

e blade to the 6 o’clock position.

e support rings (370 and 380) around the blade shank. Install bolts (340), (350) and nuts (360) to hold the support rings together. Torque the nuts to 10 to ounds maximum. Remove the GS23417-1 blade lifter.

the spherical packings (300) with a thin coat of engine oil, MIL-PRF-7808 or -23699, and install one spherical packing (300) into each ball loading hole.

The spherical packings are reusable as long as they are not damaged.

The spherical packing will not go all the way inside the ball loading hole. If necessary, you can lightly hit the spherical packing with a plastic mallet to make sure it is seated correctly.

61-10-00 Page 711Oct 27/06

e seal cover (290) on the hub (240) as follows:

y a coat of Mo-Lith No. 2 thread lubricant to the threads of the bolt (270).

h the seal cover (290) to the hub (240) with the bolt (270) and washer (280).

ten the bolt (270) to a torque of 20 to 25 inch-pounds above the running torque.

torque defined above is not met, refer to insert replacement instructions in graph 2 of REPAIR.

the detachable heater leads (see FIGURE 703 and item 130 or 130A, IPL ) as follows:

E: The propeller should be in full reverse to simplify this procedure.

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(1) Connof th(see

NOT

(2) Connmosbladthe a

(3) Connoutestudthe b

NOT

(4) HoldTorq

(5) Instaleaddeta(110shan

CAUTION:

U. Repeat s

NOTE:

V. Do an elfollows:

(1) Remblock

(2) Meamus

W. Perform


ect the blade heater deicing leads to the terminal block studs. Pass the longer e two leads underneath the terminal block, between the block and the blade Figure 705).

E: There are two detachable heater lead configurations. The original leads (130, IPL Figure 4) are made of copper while the new leads (130A) are made of steel. Leads can be replaced individually or in sets, but replacement in sets is recommended.

ect the detachable heater lead (130 or 130A), which is connected to the inner t terminal stud of the slip ring (closest to the center-line of the propeller) at each e location, to the most forward stud of the blade terminal block. Make sure that ngled terminal end of the lead directs the wire away from the blade.

ect the detachable heater lead (130 or 130A), which is connected to one of the r most terminal studs of the slip ring to the most rearward blade terminal block . Make sure that the angled terminal end of the lead directs the wire away from lade (see Figure 705).

E: The detachable heater leads should not overlap or be twisted around each other.

the heater leads on the terminal block studs with nuts (120, IPL Figure 3). ue the nuts to 15 to 20 inch-pounds. See Figure 705.

ll one small tie down strap (100, IPL Figure 3) around both the blade deicer s. Install the medium size tie down strap (140, IPL Figure 4) around the chable heater leads and the terminal block. Then install a large tie down strap , IPL Figure 3) around the detachable leads, the terminal block, and the blade k. See Figure 705 for location of the tiedown straps.

WITHOUT THE BLADE RETAINERS IN PLACE, THE BLADES CAN DROP INTO THE HUB APPROXIMATELY 0.500 INCH, CAUSING A ZERO CLEARANCE CONDITION BETWEEN ONE BLADE’S COUNTER WEIGHT AND THE ADJACENT BLADE’S SHANK. DUE TO THE POTENTIAL FOR HAVING A ZERO CLEARANCE CONDITION, IT IS VERY IMPORTANT TO HAVE THE BLADE RETAINING RINGS INSTALLED PRIOR TO ANY PITCH

61-10-00 Page 712Oct 27/06

CHANGE MOVEMENT OF THE PROPELLER BLADES.

teps 5.A. through 5.T. to install the other blades.

Install an opposite blade before you install a blade 60° away from the first blade installed.

ectrical resistance check for each of the six pairs of installed deicer leads as

ove one nut (120, IPL Figure 3) which attaches a deicer lead to the wire lead on the blade.

sure the electrical resistance across the two blade deicer leads. The resistance t be 7.79 to 8.61 ohms.

a leakage check of the blade seals as in paragraph 6.

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61-10-00 Page 713Oct 27/06

Figure 705. Attachment of Blade Heater Leads

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6. Blade Seal

CAUTION:

A. Install th

NOTE:

B. Install th

(1) Remhub

(2) Withhub

(3) Instaand runn

C. Pressurinitrogen


Figure 706. Blade Heater Lead Detail

Leakage Check

WHEN YOU REPLACE A BLADE WHILE THE PROPELLER IS INSTALLED ON THE AIRCRAFT, DO NOT ATTEMPT TO PRESSURIZE THE HUB. THE HUB IS NOT DESIGNED FOR ON-WING PRESSURIZATION.

e GS23440-1 balance fixture plate at the rear of the hub.

61-10-00 Page 714Oct 27/06

The propeller should be bolted to the flange adapter, GS23424-1, mounted to the bench assembly, GS15848-1, while performing this check.

e GS23435-1 hub pressurizer as follows:

ove the bolt (270, IPL Figure 1), washer (280) and seal cover (290) from the (240) at an accessible location.

a needle-nose pliers, remove the outboard spherical packing (300) from the (240). Discard the packing if it is damaged.

ll a GS23435-1 hub pressurizer and hold the tool in position with the bolt (270) washer (280). Tighten the bolt to a torque of 20 to 25 inch-pounds above the ing torque.

ze the hub (240, IPL Figure 1) to 30 to 40 psig with regulated dry filtered air or .

P5206

D. Shut off minimum

E. While thleakage.actuator

F. Releasebalance

G. Fill the h

H. Install th

I. Install pr

(1) RemGS1

WARNIN

(2) Coat

(3) Asseasse

(4) InstaFigu

(5) Insta

(6) Torq

(7) Insta

J. Place bu

NOTE:

(1) Insethe s

(2) Cut o


the pressure supply. The pressure must not decrease more than 5 psig after a of 5 minutes.

e hub is pressurized, examine the area of the blade seals (10, IPL Figure 3) for If any cap seals leak, replace the seals. Also look for leaks between the and the hub mounting surfaces and ball bearing loading holes.

the pressure in the hub, and remove the hub pressurizer, GS23435-1, and the fixture plate, GS23440-1.

ub with lubricating oil as in paragraph 10.

e bolt (270, IPL Figure 1), washer (280), and seal cover (290) in the hub.

opeller lifter, GS23437-1, as shown in paragraph 8.

ove propeller from flange adapter, GS23424-1, and bench assembly,5848-1. Let the propeller be suspended from an overhead hoist.


the threads of bolts (110) with Mo-Lith No. 2 thread lubricant.

mble bolts (110, IPL Figure 4), sensor actuators (100 and 120), slip ring mbly (60), bulkhead (10), and spacers (410, IPL Figure 1) as a group.

ll the entire group onto the hub (240). Make sure that the bulkhead (10, IPL re 4) number one blade cut out is aligned with the number one blade.

61-10-00 Page 715Oct 27/06

ll the angled sensor actuator (100) in line with the number one blade.

ue the bolts (110) to 200 to 220 inch-pounds.

ll the propeller on the assembly table and flange adapter, GS23434-1.

lkhead filler (60) and spinner collar (230, IPL Figure 1) around the blade shank.

If you are going to static balance the propeller, do not install these parts until after balance is complete.

rt the tie down straps (110) through the slots in the bulkhead filler, which will trap pinner collar. See Figure 707.

ff the excess material from the tie down strap.

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7. Propeller B

A. General

NOTE:

NOTE:

(1) Stati

(a) Ta


Figure 707. Tie Down Straps for Spinner Collar

61-10-00 Page 716Oct 27/06

alance

Balance Instructions

Static balance is not necessary after assembly of the propeller, but when parts are repaired or replaced, balance the propeller again.

Some aircraft operators have equipment to dynamic balance the propeller (Chadwick Helmuth System or equivalent). Refer to the equipment manufacturer's instructions for use and follow the aircraft manufacturer's recommendations for performing dynamic balance. For single plane dynamic balance, attach balance weights to the bulkhead only. For two plane dynamic balance, attach balance weights to both the bulkhead and dome cover.

cally balance the propeller with the conditions that follow:

he hub is without oil and pressurized to 15 to 25 psig with regulated dry filtered ir or nitrogen.

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(b) Td

(c) Tb

(d) T5

(e) T

(2) To beithe

NOT

(3) Mak°F be

(4) Do thfans

B. Balance

CAUTIO

CAUTIO

CAUTIO

(1) Makflang

(2) Mak

(3) Remthe b

NOT

(4) Temsusp

(5) Maktop o

(6) Makblack


he propeller is in a horizontal position with the propeller dome cover pointed own

he number “1” mark on the bulkhead is aligned with the number “1” propeller lade.

he blades are fully extended and the blade angles are 28° to 32° at the 8-inch blade reference station.

he spinner is not installed.

alance the propeller, add screws, nuts and washers at the specified locations on r the bulkhead or the bulkhead and dome cover.

E: Either the single plane (bulkhead only) or the two plane (bulkhead and dome cover) static balance procedure is satisfactory.

e sure the balance equipment and propeller are at a minimum temperature of 65 fore the start of the balance procedure.

e balance procedure in an area free of drafts and air currents. Do not use local . If necessary, use suitable curtains or partitions.

Equipment Maintenance

N: APPLY A THIN LAYER OF OIL TO THE BALANCE EQUIPMENT WHEN IT IS NOT IN USE TO PREVENT CORROSION. PUT COVERS ON THE EQUIPMENT TO PREVENT CONTAMINATION FROM DUST AND UNWANTED MATERIAL. KEEP THE ARBOR IN A VERTICAL POSITION.

N: DO NOT APPLY TOO MUCH DOWN OR SIDEWAYS PRESSURE ON THE ARBOR SUSPENSION ROD, AS THIS WILL CAUSE DAMAGE TO THE FLEXIBLE SUSPENSION ELEMENT INSIDE THE BALANCE ARBOR.

N: DO NOT MOVE OR BUMP THE BALANCER WHEN YOU LIFT IT WITH THE HOIST. USE A SLOW, STABLE MOVEMENT.

e sure that the balance weights (5, Figure 708), the balance arbor (2), and the e adapter (7) are clean and free of foreign material before use.

61-10-00 Page 717Oct 27/06

e sure the suspension cable (4) is straight and free of kinks.

ove the two preformed packings (sealing gaskets) from under, and on top of, alance indicator on top of the arbor.

E: The only function of these preformed packings is to contain the damping oil in the arbor cavity when it is not in use.

porarily attach the arbor from the balance indicator kit, GS18298-1, to the ension cable.

e a 0.003 inch clearance between the bottom of the balance indicator and the f the balance arbor before you tighten the balance indicator setscrew.

e a check of the balance indicator to make sure that it moves freely over the indicator disk included in the upper end of the balance arbor.

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(7) Remin th

(8) Add the c

C. Preparat

CAUTIO

(1) Attac

(a) Lp

(b) Ipwa

(c) Ikh

(2) Withfrom

(3) RemIPL F

(4) Instaasselocki

(5) Rem

(6) Slow32°.

(7) Adjuin a

(8) Put tthat


ove the top setscrew to make a check of the oil level in the arbor shaft when it is e vertical position.

oil if it is not filled to the top of the setscrew hole. Refer to the instructions from ompany that makes the balance equipment.

ion for Balance

N: HOLD THE PROPELLER AT THE HUB ARMS AND THE ACTUATOR FLANGE ONLY. DAMAGE TO THE BLADES WILL RESULT IF THE BLADES TOUCH THE BALANCE EQUIPMENT.

h the GS23437-1 propeller lifter to the propeller as follows:

oosen the hand knobs and remove the two retaining rods on the GS23437-1 ropeller lifter.

nstall the GS23437-1 propeller lifter on the propeller with the lifting arm between ropeller blades Nos. 1 and 2. Engage the actuator (with the dome cover off) ith the lifter sleeve and install the four tool bolts and washers to hold the lifter gainst the actuator.

nstall the retaining rods around the hub arms 180° apart. Tighten the hand nobs satisfactorily to hold the rods in position on the fixture. Attach an overhead oist to the GS23437-1 lifter.

the overhead hoist and the GS23437-1 propeller lifter, remove the propeller the GS23015-1 transport dolly.

ove the transport adapter, GS23016-1, from the rear of the propeller hub (240, igure 1).

ll the propeller on the GS23424-1 flange adapter which is attached to the bench mbly and hoist, GS15848-1. Install and tighten four equally spaced non self-ng nuts (0.5625-18UNF) to hold the propeller in position.

ove the GS23437-1 propeller lifter.

ly turn the blades (60, IPL Figure 3) by hand to set the blade angles at 28° to

61-10-00 Page 718Oct 27/06

st the post of the GS15848-1 bench assembly and hoist so that the propeller is horizontal position with the face of the actuator pointed down. See Figure 709.

he propeller support table below the actuator assembly (330A, IPL Figure 1) so the support table is centered around the actuator flange. See Figure 709.

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61-10-00 Page 719Oct 27/06

Figure 708. Use of the Balance Indicator and Adapter Kit

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61-10-00 Page 720Oct 27/06

Figure 709. Lowering Propeller onto Propeller Support Table

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(9) AdjuTighof th

(10) Rempropadju

(11) Turnthe f

(12) Makbalaedge

(13) Use

(14) Rem

(15) Instaair le

(16) Insta

CAUTIO

CAUTIO

(17) AsseGS1equi

(18) InstaGS1

(19) Instafoot-

(20) Whetight

(21) Instaoppo

NOT

(a) Ra

(b) Wh


st the propeller support table so that the table engages the propeller hub arms. ten the hex nuts on the threaded rods of the table and then permit the full weight e propeller to rest on the support table.

ove the retaining nuts which attach the propeller hub mounting bolts to the eller flange adapter, GS23424-1. Lower the support table, GS23014-1, with the stable threaded rods until the propeller clears the flange adapter.

the hoist on the bench assembly and hoist, GS15848-1, so that the post (with lange adapter) goes back to a vertical position.

e an inspection of the hub (240, IPL Figure 1) surface and the GS18300-1 nce adapter kit flange. Make sure the surfaces are clean and free of all lifted s or burrs.

a clean, dry cloth to remove oil from the propeller blades (60, IPL Figure 3).

ove the oil from the bulkhead (10, IPL Figure 3) with a clean, dry cloth.

ll GS23440-1 balance fixture plate in back of the hub support plate to prevent akage.

ll a new packing (470, IPL Figure 1) on the balancer flange.

N: DO NOT APPLY EXCESSIVE DOWNWARD OR SIDEWAYS PRESSURE ON THE ARBOR SUSPENSION ROD, AS DAMAGE TO THE FLEXIBLE SUSPENSION ELEMENT INSIDE THE BALANCE ARBOR CAN RESULT.

N: DO NOT JERK OR BUMP THE BALANCER WHEN YOU LIFT IT WITH THE HOIST. USE A SLOW, EVEN FORCE WHEN YOU LIFT IT.

mble the balance indicator kit, GS18298-1, and the balance adapter kit, 8300-1. Refer to the instructions from the company that makes the balance pment. See Figure 708.

ll the balance indicator kit, GS18298-1, and balance adapter kit, 8300-1, to the hub bolts (245, IPL Figure 1).

ll four non self-locking nuts on the hub bolts. Tighten the nuts to a torque of 40

61-10-00 Page 721Oct 27/06

pounds above the running torque.

n the 40 foot-pounds of torque has been applied to all four non self-locking nuts, en the nuts to a torque of 70 foot-pounds above the running torque.

ll two GS23435-1 hub pressurizers over the ball bearing loading holes at site blade locations, and pressurize the hub as follows:

E: One GS23435-1 hub pressurizer supplies air while the other pressurizer is for balance purposes only. If necessary, an alternative method can be used to offset the weight of the first tool installed.

emove the bolts (270), washers (280) and seal covers (290) from the hub (240) t both locations.

ith a needle-nose pliers, remove the outboard spherical packing (300) from the ub (240) at both locations. Discard the packings if they are damaged.

P5206

(c) Iit

(d) P

D. Balance

NOTE:

(1) Put abala

(2) Put awill g

(3) Attac

(4) Care

(5) Hit th

(6) For s

NOT

(a) Lu

N

WAR

(b) A(F

(c) F

N


nstall a GS23435-1 hub pressurizer at each blade location, and hold each tool n position with a bolt (270) and washer (280). Tighten the bolt to a torque of 20 o 25 inch-pounds above the running torque.

ressurize the hub to 15 to 25 psig with regulated dry filtered air or nitrogen.

Procedure (Single Plane and Two Plane)

Two procedures for static propeller balance are satisfactory. One procedure is single plane balance which uses only the bulkhead to attach balance weights. The other procedure is two plane balance which uses both the bulkhead and the dome cover to attach balance weights. Both procedures permit propeller balance within accepted limits. The steps in the balance procedure which follows apply to both single and two plane balance unless specifically identified for one or the other.

n alignment mark (11, Figure 708) between the balance arbor (2) and the back nce weights (5).

n alignment mark (11) between the flange adapter (7) and the arbor (2). This ive the proper alignment when the 180° balance check is done.

h a hoist to the cable loop on the balance indicator setup.

fully lift the propeller off of the propeller support table, GS23014-1.

e blade tips lightly with your hand to get the correct blade position.

ingle plane balance only, install balance screws, washers and nuts as follows:

E: Continue to step (7) for installation of weights for two plane balance.

oosely attach parts for propeller balance on the bulkhead (10, IPL Figure 4) ntil the balance indicator bushing and disk are centered. See Figure 710.

OTE: The propeller is balanced when the correction of final unbalance is possible with a moment weight of no more than 2.87 inch-ounces.

NING: USE GOGGLES AND GLOVES WHEN YOU USE MO-LITH NO. 2.

61-10-00 Page 722Oct 27/06

USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

pply a thin layer of Mo-Lith No. 2 thread lubricant to the threads of the screws 50, IPL Figure 4) on the bulkhead (10). Install a maximum of six screws. See igure 711.

or each screw (50, IPL Figure 4), use a maximum of nine washers (30 and 40).

OTE: When large and small washers are used, put the large washers nearest the bulkhead.

P5206

CAU

(d) F(ps

(e) Wi

N

(f) Ibof


TION: DURING WASHER BUILDUP, AVOID USING SMALL WASHERS UNDER THE GUARD WASHER. THIS MAY CREATE A HOOK WHICH SNAGS AND ULTIMATELY DAMAGES THE DETACHABLE BLADE HEATER LEADS.

or each screw (50), install one flat washer (170) and then one guard washer 180) under the head. Apply the balance washers (30 and 40) as equally as ossible between the two sides of the bulkhead (10). Install a nut (20) on each crew.

hen the propeller is in balance, tighten each bulkhead screw (50) to 30 to 40 nch-pounds above the running torque.

OTE: A minimum of two threads must extend through the nut after torquing.

f the propeller does not balance with the maximum number of screws on the ulkhead, and the maximum number of washers on each screw, balance all six f the propeller blades. Refer to the Component Maintenance Manual 61-13-12

or instructions.

61-10-00 Page 723Oct 27/06

Figure 710. Propeller Balancer Indications

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61-10-00 Page 724Oct 27/06

Figure 711. Installation of the Balance Weights

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(7) For t

(a) Lacq

N

WAR

(b) A(Fc

(c) I

N

1

2

(d) I

N

1


wo plane balance only, install balance screws, washers and nuts as follows:

oosely attach parts for propeller balance on the dome cover (90, IPL Figure 1) nd bulkhead (10, IPL Figure 4) until the balance indicator bushing and disk are entered. Divide the parts for propeller balance into approximately equal uantities for the dome cover and bulkhead.See Figure 710.

OTE: The propeller is balanced when the correction of final unbalance is possible with a moment weight of no more than 2.87 inch-ounces.

NING: USE MO-LITH GREASE CORRECTLY. IT IS A FLAMMABLE MATERIAL. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE GREASE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0111SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE GREASE, PUT ON CHEMICAL-SPLASH GOGGLES AND OIL-RESISTANT GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE GREASE FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

pply a thin layer of Mo-Lith No. 2 thread lubricant to the threads of the screws 120, IPL Figure 1) on the dome cover (90) and the threads of screws (50, IPL igure 4) on the bulkhead (10). Install a maximum of six screws on the dome over and six screws on the bulkhead. See Figure 711.

nstall the balance hardware on the dome cover (90, IPL Figure 1) as follows:

OTE: When large and small washers are used, put the large washers nearest the dome cover.

For each screw (120), use a maximum of nine washers (140 and 150).

For each screw (120), put only one washer (160) on the aft side of the dome cover (90). Put at least one washer (140 or 150) on the forward side of the dome cover. All washers (140 and 150) used for balance are mounted on the forward side of the dome cover. Install a nut (130) on each screw.

61-10-00 Page 725Oct 27/06

NOTE: The single washer (160, IPL Figure 1) used on the aft side of the dome cover is not for balance. It is used to protect the dome cover.

nstall the balance hardware on the bulkhead (10, IPL Figure 4) as follows:

OTE: When large and small washers are used, put the large washers nearest the bulkhead.

For each screw (50), use a maximum of nine washers (30 and 40).

P5206

C

2

(e) WFt

N

(f) IbbM

E. Balance

NOTE:

(1) Lowethat

CAUTIO

(2) Turnto th

(3) Lift t

(4) Mak

(5) If thethe p

(a) Abu

(b) Rpt

(c) Mp


AUTION: DURING WASHER BUILDUP, AVOID USING SMALL WASHERS UNDER THE GUARD WASHER. THIS MAY CREATE A HOOK WHICH SNAGS AND ULTIMATELY DAMAGES THE DETACHABLE BLADE HEATER LEADS.

For each screw (50), install one flat washer (170) and then one guard washer (180) under the head. Apply the balance washers (30 and 40) as equally as possible between the two sides of the bulkhead (10). Install a nut (20) on each screw.

hen the propeller is in balance, tighten each dome cover screw (120, IPL igure 1) and bulkhead screw (50, IPL Figure 4) to 30 to 40 inch-pounds above

he running torque.

OTE: A minimum of two threads must extend through the nut after torquing.

f the propeller does not balance with the maximum number of screws on the ulkhead and dome, and the maximum number of washers on each screw, alance all six of the propeller blades. Refer to the Component Maintenance anual 61-13-12 for instructions.

Check (Single Plane and Two Plane Balance)

The steps in the balance check which follows apply to both single and two plane balance unless specifically identified for one or the other.

r the propeller onto the propeller support table. Do not remove the four nuts attach the propeller. See Figure 709.

N: WHEN YOU TURN THE BALANCE ARBOR (2, FIGURE 708) AND THE BALANCE WEIGHT (5), YOU MUST KEEP THEM ALIGNED IN RELATION TO THE ALIGNMENT MARKS THAT YOU APPLIED IN STEP D.(1) FOR THE CHECK TO BE CORRECT.

the balance arbor (2, Figure 708) and the balance weights (5) 180° in relation e flange adapter (7) and the propeller.

he propeller off of the propeller support table.

61-10-00 Page 726Oct 27/06

e a check of the balance. Refer to Figure 710 to see acceptable views.

propeller does not balance, correct for balance arbor imbalance and balance ropeller again as follows:

dd one stack of washers in units of two to the top outside edge of the arbor ack-balance weights to put the propeller back to a balanced condition. Do this ntil the balance indicating bushing and disk are centered. See Figure 710.

emove half of the washers added to the arbor back-balance weights when the ropeller goes to a balanced condition. Keep the remaining washers in position o make up for the balance arbor imbalance.

ake a mark on the outside of the arbor back-balance weights to show the osition of the balance washers.

P5206

(d) F(c

(e) Ffc(

N

(f) L

(g) Wr

N

(h) Mtp

F. Remova

(1) Put t

(2) Remand

(3) Instaprop

CAUTIO

(4) Relewhic

(5) LubrPRF(290pres

NOT

NOT

(6) If noinsta


or single plane balance, add the washers (30 and 40, IPL Figure 4), screws 50) and nuts (20) to the bulkhead (10) to return the propeller to a balanced ondition.

or two plane balance, add one aft side washer (160, IPL Figure 1), which is not or balance, washers (140 and 150), screws (120) and nuts (130) to the dome over (90), and add washers (30 and 40, IPL Figure 4), screws (50) and nuts 20) to the bulkhead (10) to return the propeller to a balanced condition.

OTE: The balance indicator bushing and disk must be in the center as shown in Figure 710.

ower the propeller onto the support table. See Figure 709.

ithout unbolting the propeller, turn the balance arbor and balance weights 180° elative to the flange adapter. Lift the propeller off of the support table.

OTE: When you turn the balance arbor, control the movement of the propeller with the propeller hub or bulkhead. Do not hold on to the blades because any change in blade position prevents an accurate check.

ake sure the indicator bushing and disk are in the center. If the indicator is in he center, continue. If not, remove all balance weights and do the balance rocedure and balance check again.

l of the Balance Equipment

he propeller on the support table.

ove the balance adapter kit, GS18300-1, the balance indicator kit, GS18298-1, the balance fixture plate, GS23440-1.

ll the propeller on the bench assembly and hoist, GS15848-1, and lift the eller to the horizontal position.

N: RELEASE PRESSURE FROM THE HUB BEFORE REMOVING THE BALANCE EQUIPMENT. FAILURE TO DO SO COULD RESULT IN INJURY.

61-10-00 Page 727Oct 27/06

ase the pressure in the hub and remove the two GS23435-1 hub pressurizers h are installed at opposite blade locations.

icate the outboard spherical packings (300, IPL Figure 1) with a thin coat of MIL--7808 or MIL-PRF-23699 lubricating oil, and install the packings, seal covers ), bolts (270) and washers (280) which were removed to install the two hub surizers, GS23435-1.

E: The spherical packings are reusable as long as they are not damaged.

E: The spherical packing will not go all the way inside the ball loading hole. If necessary, you can lightly hit the spherical packing with a plastic mallet to make sure it is seated correctly.

more propeller maintenance is necessary and the propeller is prepared for llation on an engine, continue to steps (7) and (8).

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(7) Add 10.

(8) Put t

8. Propeller In

NOTE: Theinstayoke

A. Remove

B. Install th

(1) Loosprop

(2) Instapropinsta

(3) Instasatisthe G

C. Carefullypropeller

NOTE:

D. Remove

WARNING:

WARNING:


lubricating oil, MIL-PRF-7808 or MIL-PRF-23699, to the hub as in paragraph

he propeller blades in the full reverse position by hand.

stallation

propeller blades must be in the full reverse position before you start the llation procedure. This will make sure that the tail shaft of the pitch change does not extend out of the hub, where it could be damaged during installation.

the dome cover (90, IPL Figure 1).

e GS23437-1 propeller lifter on the propeller as follows:

en the hand knobs and remove the two retaining rods on the GS23437-1 eller lifter. See Figure 712.

ll the GS23437-1 propeller lifter on the propeller with the lifting arm between eller blades Nos. 1 and 2. Engage the actuator dome with the lifter sleeve and ll the four tool bolts and washers to hold the lifter against the actuator.

ll the retaining rods around the hub arms 180° apart. Tighten the hand knobs factorily to hold the rods in position on the fixture. Attach an overhead hoist to S23437-1 lifter.

remove the propeller and attached transport adapter, GS23016-1, from the transport dolly, GS23015-1.

Move the blades with your hand until the propeller hangs freely in a stable vertical plane position.

the transport adapter, GS23016-1, from the propeller.

USE METHYL ALCOHOL, O-M-23, (ALSO KNOWN AS METHANOL) CORRECTLY. THE ALCOHOL LIQUID AND FUMES ARE FLAMMABLE, EXPLOSIVE, AND A STRONG POISON. THE ALCOHOL IS REACTIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE ALCOHOL, GET THE MATERIAL SAFETY DATA SHEET FROM

61-10-00 Page 728Oct 27/06

THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0047SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE ALCOHOL, PUT ON CHEMICAL-SPLASH GOGGLES AND NITRILE, BUTYL RUBBER, OR RUBBER GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE ALCOHOL FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

USE ISOPROPYL ALCOHOL, ASTM D770, CORRECTLY. ISOPROPYL ALCOHOL IS FLAMMABLE, EXPLOSIVE, AND A MILD POISON. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE ALCOHOL, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0046SE, IN THE

P5206

E. With a calcohol, the hub double h

NOTE:

WARNING:

F. Apply a

WARNING:

G. Apply a IPL Figu

NOTE:


WARNING REGISTRY 341-006. BEFORE YOU USE THE ALCOHOL, PUT ON CHEMICAL-SPLASH GOGGLES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE ALCOHOL FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

lean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl ASTM D770, clean the hub mounting flange, the dowel pin holes, the threads of mounting bolts, the engine shaft mounting flange and pilot diameter, and the exagon nuts. Let parts air dry for a minimum of 2 minutes.

If necessary, use methyl ethyl ketone, ASTM D740, or an equivalent, followed by methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, to clean these parts.

USE MO-LITH GREASE CORRECTLY. IT IS A FLAMMABLE MATERIAL. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE GREASE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0111SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE GREASE, PUT ON CHEMICAL-SPLASH GOGGLES AND OIL-RESISTANT GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE GREASE FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

thin layer of Mo-Lith No. 2 thread lubricant to the dowel pin hole surfaces.

USE GOGGLES AND GLOVES WHEN YOU USE LUBRICATING OIL. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

layer of lubricating oil, MIL-PRF-23699 or MIL-PRF-7808, to the packing (470, re 1).

Clean any lubricating oil and Mo-Lith No. 2 from the gear case or the hub mounting flanges with a clean, lint-free cloth.

61-10-00 Page 729Oct 27/06

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61-10-00 Page 730Oct 27/06

Figure 712. Use of the Propeller Lifter

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H. Install th

I. Slowly pengine s

J. Turn theholes, th

K. Apply a threads that touc

L. Install a are com

(1) Mea

NOT

(2) Replthan

WARNING:

M. With GSshown into 140 fo

NOTE:

N. Remove

O. Follow th

(1) Loos

(2) >>D

NOT


e packing (470) on the pilot diameter of the engine shaft mounting flange.

ut the propeller into a position that aligns the propeller center-line with the haft center-line.

engine flange until the flange dowel pins are aligned with the hub dowel pin en move the propeller until it is against the flange.

layer of Mo-lith No. 2 thread lubricant to the threads of the hub bolts (245), the of the double hexagon nuts (450), and the faces on the double hexagon nuts h the engine shaft.

double hexagon nut (450) on each hub bolt (245) until the threads of each nut pletely engaged on the bolt. For each nut, do as follows:

sure the breakaway torque of each double hexagon nut (450).

E: Breakaway torque is the torque that you measure when you initiate rotation of the nut. It is measured after all the threads have been engaged, but before the nut engages the surface it will touch.

ace all double hexagon nuts (450) that have a breakaway torque that is less 2 foot-pounds or more than 16 foot-pounds.

>>DCC<< THE CORRECT TIGHTENING PROCEDURE FOR THE FASTENERS THAT MOUNT THE PROPELLER IS CRITICAL.

18301-1 torque wrench or equivalent, follow the criss-cross torque pattern View A of Figure 713 to tighten the nuts (450, IPL Figure 1) to a torque of 135 ot-pounds

If you use the torque adapter, GS20782-1, parallel to the torque wrench, then the indicated torque must be corrected (See Figure 714, View A). If the torque adapter, GS20782-1, is at 90° from the torque wrench when you use it, then no correction is required (See Figure 714, View B).

the propeller lifter, GS23437-1.

e circular torque pattern shown in Figure 713, View B, and continue as follows:

61-10-00 Page 731Oct 27/06

en one nut (450, IPL Figure 1) by about 1/4 to 1/2 of a turn.

CC<< Tighten the nut (450) to a torque of 135 to 140 foot-pounds.

E: If you use the torque adapter, GS20782-1, parallel to the torque wrench, then the indicated torque must be corrected (see Figure 714, View A). If the torque adapter, GS20782-1, is at 90° from the torque wrench when you use it, then no correction is required (See Figure 714, View B).

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(3) Repecircu

NOT

P. Witness

Q. Install aninstructio

R. Install aninstructio

S. Turn the


at steps (1) and (2) for the remaining 15 hub nuts (450, IPL Figure 1). Use the lar torque pattern that is shown in Figure 713, View B.

E: A one time retightening of the hub mounting nuts is required at an interval not to exceed the first subsequent “A” check following the removal and replacement of a hub/propeller. It is recommended that this activity be scheduled to coincide with other interval based maintenance tasks. See the 500 hour checks section of this manual for instructions on performing the retightening task.

mark the nuts (450, IPL Figure 1) to the engine shaft flange.

d adjust the magnetic sensor. Refer to Chapter 61-24-00 for the applicable ns.

d shim the brush block assembly. Refer to Chapter 61-26-00 for the applicable ns.

propeller blades to the feather position by hand.

61-10-00 Page 732Oct 27/06

Figure 713. Hub Nut Torque Patterns

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61-10-00 Page 733Oct 27/06

Figure 714. Torque Wrench Corrections With an Adapter

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9. Oil Transfer

NOTE: PVM61-2

A. Install th

WARNING:

(1) Applring 715.

(2) Withseal enou

(3) Witha mi

B. Make a cposition.

C. Removeassembl

D. Make a vpin is mi13-12.

CAUTION:

E. Align the

NOTE:


Tube Assembly Installation

should be installed before attempting to install transfer tube. See section2-00, ASSEMBLY.

e ring seals (10, IPL Figure 2) on the outer transfer tube (30) as follows:


y a thin layer of lubricating oil, MIL-PRF-7808 or MIL-PRF-23699, to both of the seals (10) and the external surfaces of the outer transfer tube (30). See Figure

GS23445-1 split ring and GS23444-1 expander, install the O-Ring for each ring set first then the outer cap seal. Be careful to stretch the outer cap seal just gh to install into the seal grooves. See Figure 715.

a seal compressor, GS23413-1, compress the ring seals (10, IPL Figure 2) for nimum of five minutes, and then remove the tool.

heck that the actuator piston is on the feather stop by placing blades in feather See Figure 716.

the pin (210, IPL Figure 2) and the adjusting nut (180) from the transfer tube y if installed.

isual check that the stepped pin (20, IPL Figure 2) is in position. If the stepped ssing, replace the pin as in REPAIR 7-1 of Component Maintenance Manual 61-

TO PREVENT INJURY, MAKE SURE YOU HOLD THE TRANSFER TUBE ASSEMBLY BECAUSE THE SPRING WHICH IS PART OF THE RVDT (ROTARY VARIABLE DIFFERENTIAL TRANSFORMER) MAY MOVE THE TUBE ASSEMBLY FORWARD.

stepped pin (20) with one of the three relieved areas in the yoke shaft.

61-10-00 Page 734Oct 27/06

When the transfer tube end is approximately 10.250 inches from the actuator retaining nut, the tube is near the position where it touches the transfer bearing of the propeller valve module.

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F. Push themodule.

G. Thread tFigure 2

WARNING:

H. Use youturns, an716.

NOTE:

I. >>DCC<Figure 7

J. Install thcotter pin90°.


Figure 715. Ring Seal Installation

transfer tube assembly in until it touches the hard stop in the propeller valve See Figure 716.

he adjusting nut (180, IPL Figure 1) down on the outer transfer tube (30, IPL ) so that it just touches the yoke shaft shoulder. See Figure 716.

>>DCC<< THE HEADED PIN IS A CRITICAL ASSEMBLY ITEM. MAKE SURE A SECOND PERSON INSPECTS THE INSTALLATION OF THIS PART BEFORE INSTALLATION OF THE DOME COVER.

r hand to turn the adjusting nut (180, IPL Figure 1) clockwise for FOUR 360° d then align one of the nut locking holes with the nearest tube slot. See Figure

To adjust the torque levels at reverse and flight idle, it is permitted to turn the

61-10-00 Page 735Oct 27/06

adjusting nut up to a maximum of three holes (180°) in either direction from the position found using the procedure above. Refer to the ATR Job Instruction Cards for the procedure to make this adjustment.

< Install the headed pin (210) through the adjusting nut and tube slot. See 16.

e cotter pin (200, IPL Figure 1) through the headed pin (210) and bend the to keep the headed pin in position. Do not bend the cotter pin over more than

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61-10-00 Page 736Oct 27/06

Figure 716. Transfer Tube Installation

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K. Align thePush thesufficien

NOTE:

L. To makecountercinstalled

M. Install thwasherstorque.

NOTE:

N. If necess

10. Servicing

A. General

(1) The engithe m

(2) The the l

B. Lubricati

NOTE:

NOTE:

(1) If neDISA

(2) Turnis in

(3) Rem(290

(4) Rem


tangs of the cap assembly (170) with the slots of the actuator retaining nut. cap assembly spring to the bottom and turn the cap assembly clockwise with

t force to engage the retaining nut slots. See Figure 716.

The propeller has two cap assembly configurations. To prevent possible interference during installation of a new cap assembly (170A), make sure the cap assembly rivets are away from the end of the headed pin which has the cotter pin. See Figure 716.

a check of the cap assembly installation, turn the cap assembly (170) lockwise with no axial load on the spring. If the cap assembly is correctly , it should stay in the actuator retaining nut slots.

e dome cover (90) and packing (100), and hold the cover in position with the (80) and bolts (70). Torque the bolts to 380 to 400 inch-pounds above running

Running torque is the torque measured while turning the bolt in the direction that tightens. It is measured after all threads and the self-locking part have been engaged, but before clamping up the joint.

ary, fill the propeller with lubricating oil as in paragraph 12.

pitch control oil is supplied to the propeller pitch change mechanism from the ne gearcase oil system. Check and fill the engine oil system regularly. Refer to

anufacturer's maintenance instructions.

propeller lubricating oil is contained within the propeller hub. You must measure evel of the oil at the approved intervals. See CHECK.

ng Oil Fill Procedure

Make sure that the propeller is in the feather position before you do the oil fill procedures.

61-10-00 Page 737Oct 27/06

Hamilton Sundstrand recommends that the hub oil be drained completely and replenished at every aircraft “C” check. This will ensure a periodic removal of any contaminants that may build up in the propeller hub. The frequency of this oil change can be adjusted based on the individual operator’s observations and experience.

cessary, remove the spinner (20, IPL Figure 1) as in paragraph 3 of SSEMBLY.

the hub (240) so that the No. 1 arm, which has the large ball loading hole boss, the 12 o’clock position. See Figure 717.

ove the bolt (270, IPL Figure 1) and washer (280) that attach the seal cover ) to the hub (240) on the No. 1 arm only.

ove the seal cover (290) to show the two ball loading holes.

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CAUTIO

(5) Withoutb

(6) Rotabolt cent

WARNIN

(7) Add loadthe o

(8) If ap

WARNIN

(9) Add ounc

(10) Lubror M

NOT

NOT

WARNIN

(11) Appl


N: BE VERY CAREFUL WHEN YOU REMOVE THE SPHERICAL PACKINGS. DAMAGE TO THE SPHERICAL PACKINGS, WHICH YOU CAN USE AGAIN, AND THE BALL LOADING HOLES CAN OCCUR.

a pair of needle-nose pliers, remove the spherical packing (300) from the oard ball loading hole. Discard the packing if it is damaged.

te the propeller until the No. 1 arm is in a horizontal position so that the dome (250), which is approximately 42° from the No. 2 hub arm boss, is at top dead er. See Figure 717.

G: USE GOGGLES AND GLOVES WHEN YOU USE LUBRICATING OIL. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. USE LUBRICATING OIL ONLY FOR A SHORT TIME. IT IS POISONOUS TO THE EYES, SKIN, AND RESPIRATORY TRACT.

lubricating oil, MIL-PRF-7808 or MIL-PRF-23699, through the outboard ball ing hole in the propeller hub with a hub oil container, GS15571-1. Add oil until il is level with the bottom of the ball loading hole (about 4.5 to 5.0 quarts).

plicable, fill the hub with 4.5 to 5.0 quarts of oil before the last blade is installed.

G: KEEP CORROSION PREVENTIVE COMPOUND AWAY FROM SPARKS OR FLAMES. USE GOGGLES AND RUBBER GLOVES WHEN YOU USE IT. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT IS FLAMMABLE AND CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

volatile corrosion inhibitor (VCI) to the lubricating oil in the hub at a ratio of 0.5 e of inhibitor for each quart of oil.

icate the spherical packing (300, IPL Figure 1) with a thin coat of MIL-PRF-7808 IL-PRF-23699 lubricating oil, and install the packing into the ball loading hole.

E: The spherical packings are reusable as long they are not damaged.

E: The spherical packing will not go all the way inside the ball loading hole. If it is necessary, you can lightly hit the spherical packing with a plastic mallet to

61-10-00 Page 738Oct 27/06

make sure it is against the surface it will touch.


y a layer of Mo-Lith No. 2 thread lubricant to the threads of the bolt (270).

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61-10-00 Page 739Oct 27/06

Figure 717. Lubricating Oil Fill Procedure

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(12) Attac

(13) Tigh

(14) Insta

11. Spinner Ins

WARNING:

A. Apply a Dow Cor

B. Install th

C. Attach busing theto adher

D. Align the(10, IPL

E. Install th

F. Align thebulkhead

WARNIN

G. Apply a ltorq-set

H. With a hattach th30 to 40

12. Actuator As

A. If necess

(1) Appl(220

(2) Instaactu

(3) Insta


h the seal cover (290) to the hub (240) with the bolt (270) and washer (280).

ten the bolt (270) to a torque of 20 to 25 inch-pounds above the running torque.

ll the spinner as in paragraph 11. of this section.

tallation


thin layer of lubricating oil, MIL-PRF-7808, MIL-PRF-23699, or MIL-PRF-23827 ning Silicon Gel #4, to the preformed packing (40, IPL Figure 1).

e preformed packing (40) in the groove of the dome cover (90).

ulkhead filler (60) and spinner collar (230, IPL Figure 1) to the bulkhead (430) Velcro fasteners at each blade cutout. Press firmly against the bulkhead filler

e (six places).

number “1” mark on the spinner (20) with the number “1” mark on the bulkhead Figure 4).

e spinner (20, IPL Figure 1) on the bulkhead (10, IPL Figure 4).

screw holes in the spinner (20, IPL Figure 1) with the threaded inserts in the (10, IPL Figure 4).

G: USE MO-LITH GREASE CORRECTLY. IT IS A FLAMMABLE MATERIAL. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE GREASE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0111SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE GREASE, PUT ON CHEMICAL-SPLASH GOGGLES AND OIL-RESISTANT GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE GREASE FUMES BELOW THE MATERIAL SAFETY DATA

61-10-00 Page 740Oct 27/06

SHEET LIMIT.

ayer of Mo-Lith No. 2 thread lubricant to the threads and bearing surface of the screws (30, IPL Figure 1).

and driver, Apex 268P-4 or equivalent, install the 12 torq-set screws (30) that e spinner (20) to the bulkhead (10, Figure 4). Tighten the screws to a torque of inch-pounds above the running torque.

sembly Installation (If Required)

ary, install a replacement actuator assembly as follows:

y a thin layer of lubricating oil, MIL-PRF-7808 or MIL-PRF-23699 on the packing , IPL Figure 1) and the glide ring (400). See Figure 718.

ll the packing (220, IPL Figure 1) on the OD of the actuator dome where the ator (330A) and hub (240) align.

ll the glide ring (400) in the groove of the support plate on the hub (240).

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61-10-00 Page 741Oct 27/06

Figure 718. Actuator Assembly Replacement

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CAUTIO

(4) Withactufollow

CAU

(a) C2

N

(b) Pt0

(5) TurnFigu

WARNIN

(6) Applbolts


N: BEFORE INSTALLING THE ACTUATOR INTO THE HUB, VERIFY SELF- ALIGNING BLADE ROLLER (50 OR 50A) AND SUPPORT PLATE (40 OR 40A) ARE NOT INSTALLED, (PRE SERVICE BULLETIN 568F-61-28), ON ANY OF THE BLADES. IF THEY ARE, REPLACE THEM WITH BLADE ROLLER (50B) AND SUPPORT PLATE (40B), (POST SERVICE BULLETIN 568F-61-28) BEFORE CONTINUING.

the blades aligned in the same position as they were during removal of the ator assembly (approximately 5° below the feather position), continue as

s:

TION: DURING INSTALLATION OF THE ACTUATOR ASSEMBLY INTO THE PROPELLER HUB, BE CAREFUL TO PREVENT DAMAGE TO ALL MATING SURFACES.

arefully install the actuator assembly (330A) into the hub (240) approximately 0° clockwise from the final dome position.

OTE: Make sure that you do not damage the glide ring or the packings.

ut the flange of the actuator dome at the same distance from the hub (240) as he original actuator assembly (330A) was moved by the blades (approximately .5 inch).

the actuator assembly (330A) counterclockwise until the blade rollers (50B, IPL re 3) are between the yoke plates.


61-10-00 Page 742Oct 27/06

y a layer of Mo-Lith No. 2 thread lubricant to the threads of the 12-point machine (250, IPL Figure 1).

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WARNIN

(7) Applpoin

(8) InstaEnga

(9) Simuactuand abov

(10) Fill th

(11) Insta

(12) Insta

13. Preparation

A. Propelle

(1) Prep

(a) Rf

WAR

(b) Atbt

N

(c) I


G: USE HIGH-SOLIDS EPOXY PRIMER COATING, MIL-P-23377 (STRONTIUM CHROMATE) CORRECTLY. IT IS FLAMMABLE AND EXPLOSIVE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE COATING, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0134SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE COATING, PUT ON CHEMICAL-SPLASH GOGGLES, SOLVENT-RESISTANT GLOVES (BUTYL RUBBER), RUBBER APRON, AND CHEMICAL-SAFETY SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE COATING FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

y a layer of epoxy polyamide primer per MIL-P-23377 to the shanks of the 12-t machine bolts (250).

ll the 12-point machine bolts (250) and washers (260) in the dome 180° apart. ge two or three threads by hand.

ltaneously turn two opposite blades to the full feather position. When the ator is completely seated against the hub, install the remainder of bolts (250) washers (260). Tighten the bolts (250) to a torque of 240 to 260 inch-pounds e the running torque.

e hub with lubricating oil as in paragraph 10.

ll the oil transfer tube (50A) as in pargraph 9.

ll the spinner (20) as in paragraph 11.

for Shipment or Storage

r Blades

are the propeller blades for shipment or storage as follows:

emove the bolt (30, IPL Figure 3), support plate (40B) and blade roller (50B) rom the blade.

61-10-00 Page 743Oct 27/06

NING: COMPOUND, CORROSION PREVENTATIVE, IS TOXIC. USE IN WELL-VENTILATED AREA. PREVENT EYE AND SKIN CONTACT AND DO NOT BREATHE VAPORS. IN CASE OF EYE CONTACT, FLUSH WITH WATER FOR 15 MINUTES AND SEEK MEDICAL ATTENTION. IN CASE OF SKIN CONTACT, WASH WITH SOAP AND WATER.

pply corrosion preventative compound, MIL-C-8188, to the blade butt, and seal he butt with grease-proof paper, MIL-B-121, Grade A, Type II followed by foil-acked paper, MIL-PRF-131, Grade B. Hold the paper in position with masking

ape.

OTE: Put the grease-proof paper over the butt end and up the blade shank for approximately six inches. Put the foil-backed paper around the full shank area.

nstall a blade butt cap, GS23447-1, on each blade.

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(d) S8p

(e) TctT

(f) Aw

WAR

(g) Wpp


eal the remaining metal parts with corrosion preventative compound, MIL-C-188, and put grease-proof paper, MIL-B-121, Grade A, Type II around these arts.

o prevent damage to packings from light and ozone, keep the packings in a ontainer before use. After the container is opened, use talcum powder to keep he packings apart and seal them in grease-proof paper, MIL-B-121, Grade A, ype II.

fter steps for protection are complete, put the blades in shipping containers hich keep them in a stable position.

NING: USE CLEANING SOLVENT (ALSO KNOWN AS DRY CLEANING SOLVENT, STODDARD SOLVENT, MINERAL SPIRITS, NAPHTHA, PETROLEUM SPIRITS, MIL-PRF-680 TYPE II, ASTM D235 TYPE II, OR AMS3160) CORRECTLY. THE SOLVENT IS FLAMMABLE. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY.BEFORE YOU USE THE SOLVENT, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0158SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE SOLVENT, PUT ON CHEMICAL-SPLASH GOGGLES, AND SOLVENT-RESISTANT GLOVES (BUTYL RUBBER), APRON, AND SHOES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE SOLVENT FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

hen removing the blades from shipping containers, remove the corrosion reventative compound with petroleum solvent, AMS3160. Examine the ropeller blades, refer to the instructions in CHECK.

61-10-00 Page 744Oct 27/06


FITS AND CLEARANCES1. Assembly Torques

A. Refer to Table 801 for the torque values of threaded parts used in the propeller assembly.

WARNING: USE GOGGLES AND GLOVES WHEN YOU USE MO-LITH NO. 2. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY.

B. When Mo-Lith No. 2 thread lubricant (or another lubricant when specified) is used at assembly, put a light coat of the lubricant on the male thread. If the torque is applied to the head of a fastener, put a light coat of the lubricant on the head bearing surface. If the torque is applied to a nut, put a light coat of the lubricant on the nut bearing surface.

C. All fasteners, screws, nuts and mating threads must be clean. Make a check for unwanted material, burrs and chips before parts are assembled or lubricated for assembly. Clean or replace as necessary.

D. Self-locking Devices

(1) Self-locking devices have two applicable torque values. One is running torque and the other is breakaway torque.

(2) Running torque is the torque measured while turning the part. It is measured after all the threads of the self-locking device are engaged, but before the part engages the surface it will touch. The final installation torque is the sum of the running torque and the specified torque.

(3) Breakaway torque is a measure of the self-locking capacity of the part. It is measured after a screw or bolt has fully engaged the self-locking device of an insert or nut. To get a measurement, stop rotation prior to full installation and then initiate rotation while observing the start up torque value. This is the breakaway torque.

(4) Minimum torque values apply to those parts which are usually removed and installed during maintenance. Replace parts with breakaway torque values which are less than those shown inTable 802.

61-10-00 Page 801Feb 1/00

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Table 801. Torque Values

IPL FIGURE REF. PART NAME TORQUE IN INCH-POUNDS (PLUS RUNNING TORQUE)

IPL Figure 1- 30 Screw 30 to 40

IPL Figure 1 -70 Bolt 380 to 400

IPL Figure 1 - 120 Screw 30 to 40

IPL Figure 1 - 250 Machine Bolt 240 to 260

IPL Figure 1 - 270 Bolt 20 to 25

IPL Figure 1- 360 Nut 20 to 25

IPL Figure 1 - 450 Double Hex Nut 1620 to 1680 (or 135 to 140 foot-pounds)

IPL Figure 3 - 30 Machine Bolt 55 to 65

IPL Figure 3 - 120 Nut 15 to 20

IPL Figure 4 - 50 Screw 30 to 40

IPL Figure 4 - 90 Nut 12 to 15

IPL Figure 4 - 110 Hex Head Bolt 200 to 220

Table 802. Minimum Breakaway Torque Values

IPL FIGURE REF. PART NAME MINIMUM BREAKAWAY TORQUE (INCH-POUNDS)

IPL Figure 1 - 30 Screw 3.5*

IPL Figure 1 - 70 Bolt 14.0*

IPL Figure 1 - 250 Machine Bolt 9.5*

IPL Figure 1 - 450 Double Hexagon Nut 24.0*

IPL Figure 4 - 20 Nut 2.0

* If the minimum torque value is less than this value, replace the mating self-locking nut or helicoil.

61-10-00 Page 802Feb 1/00

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SPECIAL TOOLS, FIXTURES, AND TEST EQUIPMENT1. General

A. Refer to Table 901 for a list of special tools, fixtures, and test equipment used during propeller maintenance.


Table 901. Special Tools, Fixtures, and Equipment


GS12755-3 Temperature Control Kit

Used to decrease drying time of blade erosion coating.

GS15571-1 Hub Oil Container Used to fill the hub with lubricating oil.

GS15848-1 Bench Assembly and Hoist

Used to hold the propeller during disassembly, assembly and balance.


Used to install blade erosion film and blade decal, and to repair lifted edges on blade deicer. Used to install the foil identification plate.

GS18298-1 Balance Indicator Kit

Used with GS18300-1 adapter kit during propeller balancing.

GS18300-1 Balance Adapter Kit Used with GS18298-1 indicator kit during propeller balancing.

GS18301-1 Torque Wrench Used with GS20782-1 torque adapter to tighten double hexagon nuts during propeller installation.

GS20401-1 Oil Transfer Tube Container

Used to store the transfer tube when tube is not installed.

GS20782-1 Torque Adapter Used with a standard torque wrench or GS18301-1 torque wrench to remove or install double hexagon nuts.

GS23015-1 Propeller Transport Dolly


GS23016-1 Propeller Transport Adapter

Used to install the assembled propeller on the GS23015-1 propeller transport dolly.

GS23413-1 Seal Compressor Used to size two outer seals after installation on the transfer tube assembly.

GS23417-1 Blade Lifter Used to remove and install the propeller blades.

GS23420-1 Blade Seal Compressor

Used to compress the blade seals during blade installation.

61-10-00 Page 901Jun 1/04

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GS23424-1 Propeller Flange Adapter


GS23435-1 Hub Pressurizer Used to adapt the hub to a source of shop air during blade track check, propeller balance and blade installation.

GS23437-1 Propeller Lifter Used to attach the propeller assembly to a standard hoist.

GS23438-1 Spinner Removal Tool

Used in pairs to remove the propeller spinner.

GS23440-1 Balance Fixture Plate


GS23444-1 Expander Used to install two outer seals after installation on the transfer tube assembly.

GS23445-1 Split Ring Used to install two outer seals after installation on the transfer tube assembly.

GS23447-1 Blade Butt Cap Used to protect the blade butt when the blade is removed from the propeller.

Apex 268P-4 Hand Driver Used to remove and install spinner torq-set screws.One source for this tool is:Donic Sales149 William St.Middletown, CT 06457Phone: 1-860-347-6262

Table 901. Special Tools, Fixtures, and Equipment (Continued)


61-10-00 Page 902Jun 1/04

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ILLUSTRATED PARTS LIST1. ILLUSTRATED PARTS LIST INTRODUCTION

A. Illustrated Parts List (IPL) General Information

(1) The Illustrated Parts List (IPL) shows the detail parts for each item identified on the Title Page. The IPL includes all of the parts that can be disassembled, repaired or replaced, and assembled again.

(2) The part numbers identified in this Illustrated Parts List have been shown to comply with the applicable Federal Aviation Regulations and, when purchased from Hamilton Sundstrand, are FAA-approved under a Hamilton Sundstrand FAA Production Certificate (PC), Technical Standard Order (TSO), or Parts Manufacturer Approval (PMA) for use in the components listed.

(3) This Illustrated Parts List does not constitute a grant of direct-ship authority, or otherwise confer FAA-approval under FAR 21.303 for parts and assemblies purchased directly from a listed vendor. Installation eligibility of all parts and assemblies purchased directly from a listed vendor must be supported by the vendor’s Parts Manufacturer Approval (PMA).

(4) The items in this list are made or supplied by Hamilton Sundstrand, or by the suppliers shown in this list. Hamilton Sundstrand does not give approval for items that you get from suppliers who are not shown in this list. Approval from Hamilton Sundstrand is not necessary for government and industry standard parts.

(5) The list that follows gives the terms, their abbreviations (if applicable) and interpretations of how the terms are used in the DPL of this manual.

Term Definition

AS REQUIRED (AR) Shows that the actual quantity of a part is based on the decisions made as part of the maintenance process.

ALTERNATE (ALT) Shows a part, subassembly, or assembly that fully meets the specifications for the function and structure of the initial part.These parts can have different overall dimensions, connections, installation or mounting provisions. These parts require a modification to install the part in a specific application. An alternate item is listed in the “Fig & Item” column with an item number that is different than the number of the part that it can replace. The alternate part is identified in the “Nomenclature” column as “(ALT TO ITEM XX)”. The primary part listing will show all alternate parts listed following the nomenclature of the primary part with all alternate part numbers and vendor codes.

Be Beryllium. See Hamilton Sundstrand Warnings Registry 341-006 for hazards associated with this material.

CAGE Commercial And Government Entity - This is a five character code that identifies the part manufacturers/suppliers.

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DELETED A deleted part, subassembly, assembly, or unit is one which has been removed from a specific application. The figure number, item number, and part number of a deleted part are retained in their respective columns. The EFF CODE and “UNITS PER ASSY” (UPA) column information is removed. The word “DELETED” is added to the “Nomenclature” column. The original nomenclature noun and modifier can follow in parenthesis; for example “DELETED (MCKT - LINEAR)”. All other information will be removed from the nomenclature column.

ESDS Electrostatic Discharge Sensitive. Keep the part away from electrostatic, electromagnetic, or radioactive fields unless protected by a static-shielded container. See the Hamilton Sundstrand Standard Practices Manual (SPM) applicable to this manual.

FIG. Figure

HS Hamilton Sundstrand - This is used as a prefix to a part number in the “Nomenclature” column. The part number that is adjacent to the “HS” is a Hamilton Sundstrand source control or specification control number.

IDENT. AS Identify as. When a part number is either too long (exceeds fifteen characters) or is not compliant with ATA specifications (contains a slash or other symbols that are not recognized); such as M83248/1-905, the part number would be modified to M83248-1-905 in the part number column and the following would appear in the nomenclature column “IDENT. AS M83248/1-905”.

MSD Moisture Sensitive Device. Keep the part away from extreme heat or humidity. Protect device in moisture-proof container. See the Hamilton Sundstrand Standard Practices Manual (SPM) applicable to this manual.

NHA Next Higher Assembly

NON-PROCURABLE (NP)

Parts that have the abbreviation “(NP)” in the “NOMENCLATURE” column are not supplied by that part number. If you need the complete part identified as “(NP)”, order the next higher assembly (NHA). If a part is identified with an “(NP)”, and it has details that are not identified with “(NP)”, those details of the part can be supplied.

OPTIONAL(OPT) Shows a choice of the parts, subassemblies, and assemblies that fully interchange. These parts are usually standard parts available from multiple sources and identified with different part numbers by the true manufacturer. The dimensions of the part can change, but the installation and mounting of the part does not require a rework or modification. An optional item is listed in the “Fig & Item” column as an alpha-variant and is identified in the “Nomenclature” column as “(OPT TO ITEM XX)” or “(VXXXXX) OPT”. The optional part is identified in the “Nomenclature” column as “(OPT TO ITEM XX)”. The primary part listing will show all alternate parts listed following the nomenclature of the primary part with all optional part numbers and vendor codes.

Term Definition

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B. Illustrated Parts List (IPL) Organization

(1) The IPL has these sections:

• The Introduction, which tells how to use the IPL. It includes the Vendor List. It can also include a Configuration Change Summary, which shows the sequence and causes for the changes in the IPL.

• The Equipment Designator Index (if applicable), which shows all of the electrical components in the sequence of their reference designators. It identifies each reference designator with a figure and item location.

• The Numerical Index, which shows all of the parts in the sequence of their part numbers. It identifies each use of a part number with a figure and item location.

PRE/POST SB Shows that the part was added or removed by a Service Bulletin. An item that was introduced by a Service Bulletin is identified in the “Nomenclature” column as “(POST SB XX)”. An item that was used prior to Service Bulletin accomplishment is identified in the “Nomenclature” column as “(PRE SB XX)”.NOTE: If an existing part is checked, inspected, and/or modified by a

Service Bulletin, without resulting in a change to the part number, a note will appear in the nomenclature of that part to “(REFER to SB XX)”.

REPLACES/REPLACED (REPLS/REPLD)

Shows a choice of the parts, subassemblies, or assemblies that fully interchange (two-way). If usage is not otherwise restricted, the old part can be used on a new configuration, and a new part can be used on an old configuration. Old parts can be used until the old parts are gone. A replaced item is listed in the “Nomenclature” column as “(REPLD BY ITEM XX)”. The replacing item is listed in the “Fig & Item” column as an alpha-variant and identified in the “Nomenclature” column as “(REPLS ITEM XX)”.

RF Reference

SUPERSEDES/SUPERSEDED (SUPSDS/SUPSD)

Shows that the parts, subassemblies, or assemblies cannot be fully interchanged or that a one-way interchange exists. The part identified as (SUPSD BY ITEM XX) is to be used only on the assemblies or units on which it was permitted prior to the supersedure, or as defined by a parts use note. The SUPERSEDED part will usually have restricted usage that is determined by a letter code in the EFF CODE column or by a parts use note in the NOMENCLATURE column. The superseding part is listed in the “Fig & Item” column as an alpha-variant and is identified in the “Nomenclature” column as (SUPSDS ITEM XX). A part that is limited to a one-way interchange can effect the use of other parts. Be sure to use other affected parts as directed by the effectivity codes and other maintenance instructions such as a Service Bulletin. The intent of the effectivity codes must be obeyed to assure the correct parts are used.

Term Definition

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• The Detailed Parts List, which shows all of the parts in their approximate disassembly sequence with illustrations. It also gives other information related to the use of each part.

C. Detailed Parts List (DPL) Organization

(1) The “Fig & Item” (Figure and Item Number) columns give the item number for each part shown on the illustration. The item number can have a hyphen in front of it (-10), can be followed by a letter (10A), or can be shown with both (-10B). An item number with a hyphen in front of it is not shown on the illustration. An item number followed by a letter (10A) shows that the part on the illustration is equivalent to all parts that include the same item number (-10, -10B, or 10C).

(2) The “Part Number” column gives the part numbers for each item. The types of numbers used in the “Part Number” column are shown below:

• Hamilton Sundstrand Part Numbers - If a part is only available from Hamilton Sundstrand, the Hamilton Sundstrand Part number is shown in the “Part Number” column.

• Vendor Part Numbers - If a part is not changed by Hamilton Sundstrand, the vendor’s part number is shown in the “Part Number” column. The vendor’s code is shown in the “Nomenclature” column after the letter “V”. The equivalent Hamilton Sundstrand part number is shown in the “Nomenclature” column after the letters “HS”.

• Industrial Standard and Military Numbers - If a part has an industrial standard number or military standard number, that number is shown in the “Part Number” column.

• RFN Numbers - “RFN” is used to divide the detail parts into smaller groups. Each RFN number refers to group of parts which is shown in detail on a different figure. This is done to make the parts list easier to use. You cannot procure parts by their “RFN” numbers.

• RFL Numbers - Some vendor parts have “RFL” numbers in the “Part Number” column. “RFL” numbers are used when the correct vendor part number is too long to fit in the “Part Number” column. The correct vendor part number is in the “Nomenclature” column after the words “IDENT. AS”. You cannot procure parts by their “RFL” numbers.

• When a series of letters is given in the “Part Number” column, the assembled parts shown on the illustration are not procurable as a subassembly. The part number shown last in a series of equivalent parts is the most recent part.

• Part Numbers that are non-ATA-compliant are changed to become ATA-compliant and entered in the “Part Number” column. The correct non-ATA-compliant vendor part number is in the “Nomenclature” column after the words “IDENT. AS”.

(3) The “Airline Part Number” column is used by the airline.

(4) The “Nomenclature” column has the following types of information.

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• Assembly Sequence Indentation - The parts are indented to show which parts are installed in other parts. The level of indentation is shown by the number of dots at the left edge of the column. For example, the top assembly for a parts list figure is at the left margin. The names of its parts and subassemblies are indented by one dot. Subsequent subassemblies and parts are indented with more dots.

• The part name is given in one or two parts. If just the name is given. It appears first. If the name and additional description is given, the name appears first, followed by a dash “-”, followed by the additional description.

• A vendor code (a capital letter V followed by five numbers or a mixture of five numbers and letters).

• A Hamilton Sundstrand Source/Specification Control Number.

• A dimension or characteristic of an electronic component. All solid shim thicknesses are given in inches. An example is (0.010 THK) which represents a 0.010 inch thick solid shim. Metric equivalents are given in [ ].

• Equipment/Reference Designator(s).

• A service bulletin number (with the capital letters SB in front of the number).

• A note that has additional information about the use of a part.

• The words “ATTACHING PARTS” tell that the items that follow are used to attach the item. The end of the “ATTACHING PARTS” are identified with the characters “-------*-------” in the “Nomenclature” column. If there are the words “ATTACHING PARTS”, the “ATTACHING PARTS” for the item are shown first and the detailed breakdown of the item are shown after the end of “ATTACHING PARTS” characters “-------*-------”.

• The words “PARTIAL BREAKDOWN FOLLOWS” tell that two or more detail parts of the subassembly are not listed.

• The words “SERVICE USE” tell that the part was not used in the original equipment but can be used for in-service units.

• The words “SERVICE EVALUATION PART” tell that the part is being used on a limited population of units and is not being supplied for the general population of units.

Top Assembly

. Detail Parts of the Top Assembly

. Subassembly of the Top Assembly

. Attaching Parts for the Subassembly

. . Detail Parts of the Subassembly

. . Subassemblies of the Subassembly

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• The words “CHANGE CODE”, followed by a number, show the sequence in which changes were made. The Configuration Change Summary (if supplied), in this IPL Introduction, tells about each change code number used. If the change code number has an asterisk (*) after it, then all of the items that have the same change code must be changed at the same time. The Configuration Change Summary tells about the change codes. It identifies each change by its change code number, tells you which assemblies changed by part number and/or mod data, identifies which engineering change (EC) caused the change, identifies which Service Bulletin (if any) has the change procedures and gives a brief description of the change.

(5) The “Eff Code” column shows the differences between two or more configurations of an end item. When different parts are used, they are given the same code letter as the end item configuration. When no code letter is shown in the “Eff Code” column, the part can be used in all end item configurations. The “Eff Code” column uses a single letter to identify each configuration. The letters are capital A thru Z, but not I or O. The codes in the “Eff Code” column are unique to the IPL Figure in which they are shown. For example, an “A” used in Figure 1 may be applicable to PN XXXXXX-1 in Figure 1. In the same example, if an “A” is used in Figure 2, it may be applicable to PN XXXXX-2 in Figure 2.

(6) The “UPA” (Units per Assembly) column shows the quantity of each part and subassembly shown in the IPL illustration. If there is a number shown in the “UPA” column, that quantity of the item is used in the location shown.An “RF” is used in the “UPA” column for the top assembly shown on a figure. The quantity of the assembly used is shown on the next higher assembly.If there is an “AR” in the “UPA” column, then the actual quantity of the item can vary. An example of when this would be used is for a shim that is selected during assembly.

D. Vendors

NOTE: The full address and other information regarding vendors or suppliers listed below can be obtained by using the World Wide Web (www) at the following URL http://www.bpn.gov/bincs/begin search.asp. Other CAGE Code sites are also available on the Web.

V73030 Hamilton Sundstrand

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2. Numerical Index_______________________________________________________________________________

Airline Total Airline TotalPart Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req._______________________________________________________________________________AN101326 4 - 110 6AN960C10L 1 - 160 1

4 - 170 ARAN960PD416 2 - 80 ARAN960PD416L 2 - 90 ARAN970-3 1 - 140 AR

4 - 40 ARAS3209-048 1 - 470 1AS3551-254 1 - 100A 1AS3551-268 1 - 220A 1MS21043-08 1 - 360 12MS21043-3 1 - 130 AR

4 - 20 ARMS21083C3 3 - 120 2

4 - 90 12MS3367-1-0 1 - 110 12

4 - 140 6MS3367-3-0 3 - 110 1MS3367-4-0 1 - 110A 12

3 - 100 1MS9241-01 1 - 460 1MS9241-255 1 - 100 1MS9241-268 1 - 220 1MS9244-01 1 - 460A 1MS9489-14 1 - 270 6MS9492-26 4 - 110A 6MS9549-09 1 - 280 6M83248-1-114 2 - 40 2M83248-1-446 1 - 40A 1M83248-1-448 1 - 40 1NAS1102E4-14 1 - 30 12NAS1149CO332R 1 - 160A 1

4 - 170A ARNAS6003U18 1 - 120 AR

4 - 50 ARNAS620C8L 1 - 350 24NAS6609-27 1 - 245 16

1 - 420 16RFN6045 1 - 390 6

3 - 1 RFRFN6046 1 - 430 1

4 - 1 RFR810405-2 3 - 90 1R810405-3 3 - 90A 1

3 - 90B 1R815473-1 3 - 70 1

R815473-3 3 - 70A 1R815475-1 3 - 80 1R815475-2 3 - 80A 1R815475-3 3 - 80B 1R815475-4 3 - 80C 1R815505-2 3 - 60 1R815505-3 3 - 60A 1R815505R2 3 - 60B 1R815505R3 3 - 60C 1R815505R4 3 - 60F 1R815505S3 3 - 60D 1R815505S4 3 - 60E 1SK8159 3 - 55 1SK8159-1 3 - 55A 1SK8159-2 3 - 55B 1580384-5 1 - 300 1269253B2 1 - 10 169272-22 1 - 200 169289-207 1 - 340 1269336-305 3 - 30 169456A23 1 - 260 1269456A26 1 - 80 1669992A18 1 - 310 288732137-8 1 - 140A AR

4 - 40A AR784776-1 1 - 450 16790098-14 1 - 400 1810477-1 4 - 16 12

4 - 150810478-1 4 - 14 6810479-1 1 - 150 AR

4 - 30 AR810483-2 3 - 10 1810536-1 4 - 180 AR810591-1 4 - 10 1810591-21 4 - 12 6810592-1 1 - 20 1810593-1 1 - 60 6810596-1 1 - 410 6814728-1 2 - 60 1814754-1 1 - 180A 1814755-1 1 - 170A 1814761-1 3 - 90C 1815470-1 1 - 240 1815470-2 1 - 240A 1815500-2 1 - 1 RF

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_______________________________________________________________________________ Airline Total Airline Total

Part Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req.
_______________________________________________________________________________815500-3 1 - 1A RF815521-1 1 - 380 6815522-1 1 - 320 12815523-1 3 - 20 1815524-1 1 - 290 6815525-1 3 - 40 1815525-2 3 - 40A 1815527-1 3 - 50 1815527-2 3 - 50A 1815531-1 1 - 90 1815532-1 2 - 50 1815533-1 2 - 30A 1815533-2 2 - 30 1815539-1 1 - 70 16815540-1 1 - 180 1815541-1 2 - 10 2815547-1 4 - 120 5815549-1 1 - 370 6815556-1 1 - 230 6815574-1 1 - 250 12815576-1 1 - 210 1815577-1 2 - 70 1815582-1 1 - 170 1815585-1 1 - 330815585-2 1 - 330A 1815585-3 1 - 330B 1
815585-4 1 - 330C 1815585-5 1 - 330D 1815585-6 1 - 330E 1815585-7 1 - 330F 1815587-1 1 - 50A 1

2 - 1A RF815587-2 1 - 50 1

2 - 1 RF817516-1 4 - 100 1817578-1 4 - 130 12817579-1 1 - 440 1

4 - 60 1817579-2 1 - 440A 1

4 - 60A 1817584-1 4 - 70 1817584-2 4 - 80 6817585-1 2 - 20 1820434-1 4 - 18 12

4 - 160820473-1 4 - 130A 12820593-1 3 - 40B 1820596-1 3 - 50B 1826447-1 4 - 16A 12826448-1 4 - 18A 12826448-2 4 - 18B 12

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3. Detailed Parts List

NOTE: The items in this list are made or supplied by Hamilton Sundstrand Corporation, a United Technologies Company, or by the suppliers shown in this list. Hamilton Sundstrand does not give approval for items that you get from suppliers who are not shown in this list. Approval from Hamilton Sundstrand is not necessary for government and industry standard parts.

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IPL Figure 1. Variable Pitch Aircraft Propeller

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Airline Chg EffFig & Item Part Number Part Number 1234567Nomenclature Code Code UPA

1 - 1 815500-2 PROPELLER,AIRCRAFTSUPSD BY ITEM 1A

A RF

- 1A 815500-3 PROPELLER,AIRCRAFTSUPSDS ITEM 1

8 B RF

10 69253B2 .PLATE,IDENTIFICATION FOIL 120 810592-1 .SPINNER ASSEMBLY,PROPELLER 130 NAS1102E4-14 .SCREW 1240 M83248-1-448 .PACKING,PREFORMED

SUPSD BY ITEM 40A1

- 40A M83248-1-446 .PACKING,PREFORMEDSUPSDS ITEM 40

9 1

- 50 815587-2 DELETED 2 150A 815587-1 .TUBE ASSEMBLY,TRANSFER

SEE FIG. 2 FOR DETAILSSUPSDS ITEM 50

4 1

60 810593-1 ..FILLER,BULKHEAD 665 810593-21 ..PAD,FILLER RETAINING 670 815539-1 .BOLT 1680 69456A26 .WASHER 1690 815531-1 .COVER,DOME 1

100 MS9241-255 .PACKINGSUPSD BY ITEM 100A

1

- 100A AS3551-254 .PACKINGSUPSDS ITEM 100

16 1

110 MS3367-1-0 .STRAP,TIEDOWNSUPSD BY ITEM 110A

12

- 110A MS3367-4-0 .STRAP,TIEDOWNSUPSDS ITEM 110

19 12

120 NAS6003U18 .SCREW (6 MAX) 20 AR130 MS21043-3 .NUT (6 MAX) 20 AR140 AN970-3 .WASHER

SUPSD BY ITEM 140A20 AR

- 140A 732137-8 .WASHERSUPSDS ITEM 140

24 AR

150 810479-1 .WASHER 20 AR160 AN960C10L .WASHER

SUPSD BY ITEM 160AAR

- 160A NAS1149CO332R .WASHERSUPSDS ITEM 160

20 AR

170 815582-1 .CAP ASSEMBLYSUPSD BY ITEM 170A

A 1

- 170A 814755-1 .CAP ASSEMBLYSUPSDS ITEM 170

8 B 1

180 815540-1 .NUT,ADJUSTINGSUPSD BY ITEM 180A

A 1

- 180A 814754-1 .NUT,ADJUSTINGSUPSDS ITEM 180

8 B 1

200 69272-22 .PIN,COTTER 1

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1 210 815576-1 .PIN,HEADED 1220 MS9241-268 .PACKING

SUPSD BY ITEM 220A1

- 220A AS3551-268 .PACKINGSUPSDS ITEM 220

16 1

230 815556-1 .COLLAR,SPINNER 6240 815470-1 .HUB,PROPELLER AIRCRAFT

SUPSD BY ITEM 240A1

- 240A 815470-2 .HUB,PROPELLER AIRCRAFTSUPSDS ITEM 240

1

245 NAS6609-27 ..BOLT 16250 815574-1 .BOLT,MACHINE-12 POINT 12260 69456A23 .WASHER,FLAT 12270 MS9489-14 .BOLT 6280 MS9549-09 .WASHER 6290 815524-1 .COVER,SEAL 6300 580384-5 .PACKING,SPHERICAL 12310 69992A18 .BALL,CHROME ALLOY STEEL 288320 815522-1 .SEPARATOR,BALL 12

- 330 815585-1 DELETED330A 815585-2 .ACTUATOR ASSEMBLY

SUPSD BY ITEM 330BSUPSD BY ITEM 330DPRE SB 586F-61-52

1

- 330B 815585-3 .ACTUATOR ASSEMBLYSUPSDS ITEM 330ASUPSD BY ITEM 330CSUPSD BY ITEM 330EPRE SB 586F-61-52

17 1

- 330C 815585-4 .ACTUATOR ASSEMBLYSUPSDS ITEM 330BSUPSD BY ITEM 330FPRE SB 586-61-52

25 1

- 330D 815585-5 .ACTUATOR ASSEMBLYSUPSDS ITEM 330APOST SB 586F-61-52

30 1

- 330E 815585-6 .ACTUATOR ASSEMBLYSUPSDS ITEM 330BPOST SB 586F-61-52

30 1

- 330F 815585-7 .ACTUATOR ASSEMBLYSUPSDS ITEM 330CPOST SB 586F-61-52

30 1

340 69289-207 .BOLT,INTERNAL WRENCHING 12350 NAS620C8L .WASHER 24360 MS21043-08 .NUT 12370 815549-1 .RING,SUPPORT 6380 815521-1 .RING,SUPPORT 6


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1 390 RFN6045 .PROPELLER BLADE GROUPSEE FIG. 3 FOR DETAILS

6

400 790098-14 .RING,GLIDE 1410 810596-1 .SPACER 6

- 420 NAS6609-27 DELETEDRELOCATED TO ITEM 245

5 16

430 RFN6046 .BULKHEAD AND SLIP RINGS GROUPSEE FIG. 4 FOR DETAILS

1

440 817579-1 .SLIP RING ASSEMBLYSEE FIG. 4 FOR DETAILSSUPSD BY ITEM 440A

1

- 440A 817579-2 .SLIP RING ASSEMBLYSEE FIG. 4 FOR DETAILSSUPSDS ITEM 440

10 1

450 784776-1 .NUT,DOUBLE HEXAGON 16460 MS9244-01 .DECAL 1470 AS3209-048 .PACKING 1


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IPL Figure 2. Transfer Tube Assembly

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2 - 1 815587-2 DELETED 2 A RF- 1A 815587-1 TUBE ASSEMBLY,TRANSFER

SEE FIG. 1 FOR NHA4 B RF

10 815541-1 .SEAL,RING AND PACKING 220 817585-1 .PINS,STEPPED 130 815533-2 .TUBE,TRANSFER,OUTER

SUPSD BY ITEM 30AA 1

- 30A 815533-1 .TUBE,TRANSFER,OUTERSUPSDS ITEM 30

4 B 1

40 M83248-1-114 .PACKING 250 815532-1 .TUBE,TRANSFER,INNER 160 814728-1 .SPACER 170 815577-1 .INSERT,WEAR 1

- 80 AN960PD416 .WASHER,FLAT (2 MAX)USED AS AN OPTION TO ITEM 60

AR

- 90 AN960PD416L .WASHER,FLAT (3 MAX)USED AS AN OPTION TO ITEM 60

AR

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IPL Figure 3. Propeller Blade Group

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3 - 1 RFN6045 PROPELLER BLADE GROUPSEE FIG. 1 FOR NHA

RF

10 810483-2 .SEAL,CAP 120 815523-1 .PACKING 130 69336-305 .BOLT,MACHINE,12-POINT 140 815525-1 DELETED

- 40A 815525-2 DELETED- 40B 820593-1 .PLATE,SUPPORT

SUPSDS ITEM 40APOST SB 568F-61-28

23 1

50 815527-1 DELETED- 50A 815527-2 DELETED- 50B 820596-1 .ROLLER,BLADE

SUPSDS ITEM 50APOST SB568F-61-28

23 1

55 SK8159 .DECAL,BLADEREIDENTIFIED AS ITEM 55ASUPSD BY ITEM 55A

6 1

- 55A SK8159-1 .DECAL,BLADESUPSDS ITEM 55SUPSD BY ITEM 55B

18 1

- 55B SK8159-2 .DECAL,BLADESUPSDS ITEM 55A

18 1

60 R815505-2 .BLADE,PROPELLERSUPSD BY ITEM 60ASUPSD BY ITEM 60BPRE SB568F-61-36

1

- 60A R815505-3 .BLADE,PROPELLERSUPSDS ITEM 60SUPDS BY ITEMS 60C, 60DPRE SB568F-61-36PRE SB568F-61-A45PARTIAL BREAKDOWN FOLLOWS

1

- 60B R815505R2 .BLADE,PROPELLERSUPSDS ITEM 60FOR SERVICE USE ONLYPOST SB568F-61-36

27 1

- 60C R815505R3 .BLADE,PROPELLERSUPSDS ITEM 60AFOR SERVICE USE ONLYPOST SB568F-61-36

27 1

3 - 60D R815505S3 .BLADE,PROPELLERSUPSDS ITEM 60APOST SB568F-61-A45

28 1

- 60E R815505S4 .BLADE,PROPELLER 1- 60F R815505R4 .BLADE,PROPELLER 1

70 R815473-1 ..SHEATH,BLADE-RHSUPSD BY ITEM 70A

1

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- 70A R815473-3 ..SHEATH,BLADE-RHSUPSDS ITEM 70

11 1

80 R815475-1 ..DEICER,BLADESUPSD BY ITEM 80A

1

- 80A R815475-2 ..DEICER,BLADESUPSDS ITEM 80SUPSD BY ITEM 80B

3 1

- 80B R815475-3 ..DEICER,BLADESUPSDS ITEM 80ASUPSD BY ITEM 80C

13 1

- 80C R815475-4 ..DEICER,BLADESUPSDS ITEM 80B

22 1

90 R810405-2 ..FILM,EROSIONSUPSD BY ITEM 90A

1

- 90A R810405-3 ..FILM,EROSIONSUPSDS ITEM 90

3 1

- 90B R810405-3 DELETED 12 1- 90C 814761-1 ..FILM EROSION

POST SB568F-61-5NOTE: THIS ITEM IS FOR EROSIONFILM IN BULK

12 1

100 MS3367-4-0 ..STRAP,TIEDOWN 1110 MS3367-3-0 ..STRAP,TIEDOWN 1120 MS21083C3 ..NUT 2


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IPL Figure 4. Bulkhead and Slip Rings Group

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4 - 1 RFN6046 BULKHEAD AND SLIP RINGS GRPSEE FIG. 1 FOR NHA

RF

10 810591-1 .BULKHEAD,PROPELLER 112 810591-21 ..PAD, BULKHEAD RETAINING 614 810478-1 ..INSERT,GROOVED 616 810477-1 ..NUTPLATE,SELF-LOCKING

SUPSD BY ITEM 16APRE SB568F-61-29

12

- 16A 826447-1 ..NUTPLATE,SELF-LOCKINGSUPSDS ITEM 16POST SB568F-61-29

26 12

- 18 820434-1 ...NUTSUPSD BY ITEM 18A

12

- 18A 826448-1 ...NUT ELEMENT,REPLACEMENTSUPSDS ITEM 18POST SB568F-61-29FOR SERVICE USE ONLY

26 12

- 19 826448-2 ...CLIP,REPLACEMENTPOST SB568F-61-29FOR SERVICE USE ONLY

26 12

20 MS21043-3 .NUT (6 MAX)USED FOR ASSEMBLY BALANCE

15 AR

30 810479-1 .WASHER,FLATUSED FOR ASSEMBLY BALANCE

AR

40 AN970-3 .WASHERSUPSD BY ITEM 40AUSED FOR ASSEMBLY BALANCE

AR

- 40A 732137-8 .WASHERSUPSDS ITEM 40USED FOR ASSEMBLY BALANCE

24 AR

50 NAS6003U18 .SCREW (6 MAX)USED FOR ASSEMBLY BALANCE

15 AR

60 817579-1 .SLIP RING ASSEMBLYSUPSD BY ITEM 60A

1

- 60A 817579-2 .SLIP RING ASSEMBLYSUPSDS ITEM 60

10 1

70 817584-1 ..PACKINGFOR SERVICE USE ONLY

1

80 817584-2 ..LOCATORFOR SERVICE USE ONLY

6

90 MS21083C3 .NUT 12100 817516-1 .ACTUATOR,SENSOR 1110 AN101326 .BOLT,HEX HEAD

SUPSD BY ITEM 110A6

- 110A MS9492-26 .BOLT,HEX HEADSUPSDS ITEM 110

24 6

120 815547-1 .ACTUATOR,SENSOR 5130 817578-1 .LEAD,HEATER,DETACHABLE BLADE

SUPSD BY ITEM 130A12

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4 - 130A 820473-1 .LEAD,HEATER,DETACHABLE BLADESUPSDS ITEM 130

14 12

140 MS3367-1-0 .STRAP,TIEDOWN 6150 810477-1 DELETED

- 160 820434-1 DELETED170 AN960C10L ..WASHER (6 MAX)

SUPSD BY ITEM 170AUSED FOR ASSEMBLY BALANCE

AR

- 170A NAS1149CO332R ..WASHER (6 MAX)SUPSDS ITEM 170USED FOR ASSEMBLY BALANCE

20 AR

180 810536-1 ..WASHER,GUARD (6 MAX)USED FOR ASSEMBLY BALANCE

AR


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4. Configuration Change Summary

IPL Table 1. Configuration Change Summary

ChgCode Item Configuration Service Bulletin

HS InternalReference Description

- 815500-2 P1 Not Required 233500 Basic coverage of certified propeller.

1 - Not Required 239258239258-1

Adds a new actuator with a different dome and piston.

2 - Not Required 231942 231942-1

Adds the transfer tube configuration which meets certification requirements.

3 P2 Not Required 239312 Adds a new blade erosion film and blade deicer.

4 - Not Required 231946 Replaces the notched outer transfer tube with an unnotched outer transfer tube.

5 - Not Required - Relocated item 420 to item 245 to show the correct IPL subordination.

6 - Not Required 239328 Adds the blade decal to the propeller blade group.

7 P3 Not Required 239258-3 Adds a Mod. No. for propellers that incorporate EC239258 and 239258-1.

9 SB 568F-61-15 243425 Adds new packing for the location between the spinner front bulkhead and the dome cover.

10 - Not Required 236654 Adds a new slip ring assembly which incorporates an aluminum back plate with better stress corrosion resistance.

11 SB 568F-61-4 238642 Adds blade sheath made of improved material.

12 SB 568F-61-5 227479239352

Adds new erosion film which is available in bulk quantity.

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13 SB 568F-61-6 238643 Adds modified blade deicer with manufacturing, handling and installation improvements.

14 SB 568F-61-10 227497246934

Adds new detachable blade heater lead and washers.

15 Not Required 246934 Revises quantities for balance screws and washers.

16 Not Required 236615 Adds improved packings for dome cover and actuator to hub mating flange.

17 Not Required 245180 Adds propeller dome which is manufactured with a chrome plated bore.

18 SB 568F-61-23 246653 Adds new decal which has improved erosion resistance.

19 Not Required 249855 Replaces initial tiedown straps with smaller straps.

20 Not Required 270654 Revises quantities and a part number for balance weight parts.

21 Not Required 273233 Adds new blade roller with improved material and a new support plate with revised dimensions.

22 SB 568F-61-22 238652 Adds a new blade deicer with improved material.

23 SB 568F-61-28 274947 Replaces the roller bearing and plate support.

24 Not Required 271038-2 Replaces cadmium coated parts with a non-cadmium equivalent.

25 Not Required 273416-2 Adds new actuator assembly to allow for an increased reverse angle.

IPL Table 1. Configuration Change Summary (Continued)



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26 SB 568F-61-29 275664 Adds an improved nutplate assembly.

27 SB 568F-61-36 - Defines a one-time rework procedure.

28 SB 568F-61-A45 - Adds additional blade P/N marking.

29 SB 568F-61-A44 - Damage sustained while performing on-wing maintenance.

30 SB 568F-61-52 290766 Reidentifies actuators due to major inspection escalation.




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8 815500-3 - SB 568F-61-13 237657 Adds a modified propeller that has a new adjusting nut and cap assembly.

9 SB 568F-61-15 243425 Adds new packing for the location between the spinner front bulkhead and the dome cover.

10 - Not Required 236654 Adds a new slip ring assembly which incorporates an aluminum back plate with better stress corrosion resistance.

11 SB 568F-61-4 238642 Adds blade sheath made of improved material.

12 SB 568F-61-5 227479239352

Adds new erosion film which is available in bulk quantity.

13 SB 568F-61-6 238643 Adds modified blade deicer with manufacturing, handling and installation improvements.

14 SB 568F-61-10 227497246934

Adds new detachable blade heater lead and washers.

15 Not Required 246934 Revises quantities for balance screws and washers.

16 Not Required 236615 Adds improved packings for dome cover and actuator to hub mating flange.

17 Not Required 245180 Adds propeller dome which is manufactured with a chrome plated bore.

18 SB 568F-61-23 246653 Adds new decal which has improved erosion resistance.

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19 Not Required 249855 Replaces initial tiedown straps with smaller straps.

20 Not Required 270654 Revises quantities and a part number for balance weight parts.

21 Not Required 273233 Adds new blade roller with improved material and a new support plate with revised dimensions.

22 SB 568F-61-22 238652 Adds a new blade deicer with improved material.

23 SB 568F-61-28 274947 Replaces the roller bearing and plate support.

24 Not Required 271038-2 Replaces cadmium coated parts with a non-cadmium equivalent.

25 Not Required 273416-2 Adds new actuator assembly to allow for an increased reverse angle.

26 SB 568F-61-29 275664 Adds an improved nutplate assembly.

27 SB 568F-61-36 - Defines a one-time rework procedure.

28 SB 568F-61-A45 - Adds additional blade P/N marking.




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TABLE OF CONTENTS - 61-20-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

LIST OF FIGURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

CONTROLLING - DESCRIPTION AND OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11. General (See Figure 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Description (See Figure 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13. Operation (See Figure 2.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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Figure 1. 568F Propeller Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Figure 2. System Schematic for EPC and PVM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

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CONTROLLING - DESCRIPTION AND OPERATION1. General (See Figure 1)

A. This manual chapter gives a description and operation of the controlling system on the model 568F-1 propeller. The controlling system includes:

• a Propeller Valve Module (PVM)

• an Electronic Propeller Control (EPC).

2. Description (See Figure 2)

A. Propeller Valve Module (PVM)

(1) The PVM is a hydro-mechanical unit that takes electrical signals from the EPC and the aircraft, as well as a hydraulic signal from the propeller overspeed governor, and supplies pitch change oil to the propeller actuator. The major elements of the PVM that will be discussed in this section are as follows:

• Interfaces with the Propeller Assembly

• Protection Valve

• Feather Solenoid

• Secondary Low Pitch Stop

• Input Levers.

(a) Interfaces with the Propeller Assembly

1 The transfer tube is a part of the propeller assembly. It turns with the propeller. The PVM supplies a pitch change command to the propeller pitch change actuator through two concentric oil passages in the transfer tube; one for coarse-pitch (Pc), the other for fine-pitch (Pf). The transfer bearing is a part of the PVM. It has ports that connect with the oil passages in the transfer tube. It does not turn with the propeller.

2 The EPC sends signals to the electro-hydraulic valve (EHV) that control the coarse-pitch and fine-pitch pressure levels in the PVM. The pressure levels set the axial position of the actuator and oil transfer tube and, as a result, the blade angle.

3 A Rotary Variable Differential Transducer (RVDT) measures the axial position of the oil transfer tube and supplies a blade angle signal to the EPC.

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Figure 1. 568F Propeller Control System

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(b) Protection Valve

1 The protection valve permits the mechanical backup devices (the overspeed governor, the secondary low pitch stop (SLPS) or the feather solenoid) to take pitch change control away from the electronic propeller control (EPC) and the electro-hydraulic valve (EHV). To change the position of the protection valve spool, the overspeed governor, the secondary low pitch stop or the feather solenoid drain flow from the reference pressure side of the protection valve. The drain pressure is abbreviated PD.

2 As the valve spool moves toward the protected position, it stops the EHV flows to the coarse and fine pitch sides of the actuator. The supply hydraulic pressure goes to the coarse side of the actuator and the fine pitch side of the actuator goes to drain. As a result, the blades move to a coarser pitch.

(c) Feather Solenoid

1 A feather solenoid is supplied for emergency feathering. This solenoid drains overspeed governor pressure, which causes the axial position of the oil transfer tube and blade angle to slew to feather. Normal feathering is done through the electro-hydraulic valve.

(d) Secondary Low Pitch Stop Solenoid (SLPS)

1 In flight, the propeller is prevented from going below a specified fine pitch angle by the operation of the oil transfer tube in the transfer bearing. On the ground the propeller must be permitted to operate in a ground range. The (SLPS) solenoid cancels the in-flight low pitch stop.

(e) Input Lever

1 A power lever connected to an RVDT is supplied in the PVM. This lever connects with a push-rod in the nacelle. The RVDT supplies a signal of the power lever angle (PLA) to the EPC. The power lever position is electronically trimmed to fine tune rigging. A condition lever input is not required. Speed set is accomplished by the use of switches on the condition lever in the cockpit or other cockpit location at the manufacturer's option.

B. Electronic Propeller Control (EPC)

(1) The EPC is a nacelle-mounted, dual-channel, microprocessor-based unit. It provides closed-loop control of propeller pitch change. It also controls speed governing, synchrophasing, beta control, feathering, and unfeathering. In addition to its functions, the EPC will detect, isolate, and accommodate control system faults. If a failure occurs in the EPC primary channel, control of the propeller system will automatically be transferred to the backup channel. The EPC features that are discussed in this section are as follows:

• Hardware

• Software

• Data communication.

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(a) Hardware

1 The EPC has gate arrays that supply the processing, conversion, and input/output functions. The unit contains two multi-layer printed circuit boards and uses surface mount technology (SMT) extensively.

(b) Software

1 The United Technologies Pictures-To-Code Toolset is used to develop the EPC applications software. All software is generated in compliance with RTCA/DO-178B, Level A.

(c) Data Communication

1 The EPC includes ARINC 429 and RS422 UART interfaces to improve maintainability and supply integration with other aircraft systems. Where it is available, a communication link with the Electronic Engine Control (EEC) lets the EPC gather flight data from the EEC and schedule control gains and synchrophase angle accordingly for enhanced operation.

2 ARINC 429 data is available to the airframe computers/displays for indication of propeller system status. For flight test use, the UART interface can be used to extract real time parametric data using a portable computer. In addition, the EPC’s Electrically Erasable and Programmable Read Only Memory (EEPROM) can be reprogrammed with authorized software revisions through the UART data link.

3. Operation (See Figure 2.)

A. This section presents the control operations functions that follow:

• Normal Operation

• Redundancy in Normal Operation

• Abnormal or Emergency Operation

• Maintenance Functions.

(1) Normal Operation. During normal operation, the propeller control system has the following functions:

• Propeller RPM Governing

• Beta and Reverse Operation

• Feathering/Unfeathering

• Synchrophasing.

(a) Propeller RPM Governing

1 RPM Selection: A propeller governing RPM is selected from the values stored in software by providing a switch closure to ground for one or both of two discrete inputs to the Electronic Propeller Control (EPC). These switch contact closures are provided by the Propeller Interface Unit (PIU), which is supplied by the airframe manufacturer. With no contact closure supplied to either discrete, the EPC will schedule propeller speed at the default speed. The default speed is set at the Take Off RPM.

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Figure 2. System Schematic for EPC and PVM

2 RPM Control. The EPC compares the sensed propeller RPM to the selected governing RPM. The EPC 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

• rate of change of power lever angle

• aircraft operating condition (airspeed and altitude).

a The EPC communicates with the electronic engine control (EEC) through an ARINC data bus, on installations where this is available. This communication makes engine and aircraft operating data available to the EPC for scheduling of control gains. It also allows propeller blade pitch slew rates to be matched to the engine transient.

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b The EPC supplies a command current to the electro-hydraulic valve (EHV) in the PVM to get the calculated pitch change rate. The EHV controls metered pressure to the actuator, which controls the axial position of the oil transfer tube and pitch change rate and direction. The change in blade pitch results in a change in the propeller RPM, which is fed back to the EPC to close the control loop.

(b) Beta and Reverse Operation

1 Beta Selection: A rotationally variable differential transformer (RVDT) is mounted on the power lever input shaft in the PVM. It supplies a signal that indicates power lever angle to the EPC. The beta angle for a specific operating condition is determined by the EPC from a map (or beta schedule) of the beta angle vs. the power lever angle and airspeed. Multiple beta schedules for various aircraft airspeeds allow optimization of the beta schedule to a specific aircraft operating condition.

2 Beta Control: In the beta control mode, the EPC functions to maintain the beta angle selected with the power lever. The PVM controls blade angle in the same manner as during RPM control. Changes in blade angle are fed back to the EPC through the blade angle RVDT to close the control loop.

a Electronic beta control will reduce transients in RPM during ground operation. During severe transients, such as reversing at high ground speeds, large propeller RPM excursions can occur if the propeller changes blade angle faster than the engine can change power to compensate. Electronic beta control in the EPC overcomes this problem by scheduling blade pitch change rate as a function of propeller RPM as well as blade angle error. The blade pitch change rate commanded by the EPC will drive the blades to the angle selected by the pilot at the appropriate rate for controlling RPM transient to acceptable levels.

b The EPC supplies propeller RPM governing even during reverse operation. The EPC monitors blade pitch and airspeed information to determine when the propeller is in the reverse pitch region, where a decrease in blade pitch is required to increase the power absorbed by the propeller. When this occurs, the EPC changes the sense of the propeller RPM governor to command a decrease in blade pitch (which reduces propeller RPM) in response to a propeller overspeed.

c In the reverse mode, the engine Npt governor remains the primary means of propeller speed control. The propeller RPM governor in the EPC supplies a backup overspeed governor function in the event of failure of the engine Npt governor or transients which the engine Npt governor cannot react to quickly enough. By electronically controlling both propeller RPM and blade angle in the EPC during beta and reverse operation, the transition between governing and beta modes can be controlled better. This reduces propeller RPM, torque, and thrust transients.

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(c) Feathering/Unfeathering

1 Feathering Selection: Normal feathering is selected by the pilot by means of a discrete input to the EPC. The input to the discrete is supplied by a switch on the cockpit condition lever. Unfeathering is selected if you remove the input to this discrete.

2 Feathering: When the EPC receives a discrete input to feather the propeller, it drives the electro-hydraulic valve in the PVM to get a pitch change rate of 20 degrees per second towards feather. The blade angle RVDT monitors the change in blade angle and sends that signal to the EPC.

3 Unfeathering: When the feather input discrete is removed, the EPC begins the unfeathering sequence. During unfeathering, the EPC will limit the decrease pitch rate until propeller RPM is near the selected governing RPM. This is done to prevent large propeller RPM overshoots which would occur if the RPM governor were allowed to command a high decrease pitch rate in response to the large RPM error that exists when unfeathering is initiated.

(d) Synchrophasing

1 Synchrophasing On/Off Selection: Selection of synchrophasing is fully automatic in the EPC. When both propellers have stabilized at the selected propeller governing RPM, and the speed difference between the two propellers is less than or equal to 6 RPM, synchrophaser control is begun. The speed control and synchrophasing accuracy supplied by the EPC lets the amount of bias the synchrophaser can give to the slave propeller speed to be limited to ±10 RPM. If the RPM of either propeller differs from the selected governing RPM of the slave propeller by more than 10 RPM, synchrophaser control is ended.

2 The master propeller has an additional, single coil pulse generator to supply a signal to the slave propeller EPC. This redundant, separate pulse generator is used to make sure that a coil failure on one propeller will not affect the operation of both propellers.

3 Phase Angle Selection: At the discretion of the aircraft manufacturer, either a single phase angle, discrete phase angles for each RPM, or a map of phase angles can be put in the EPC software. If multiple phase angles or a map of phase angles vs. aircraft operating conditions and propeller RPM is used, the EPC will automatically select the best phase angle based on aircraft and engine operating data.

4 Synchrophasing Control: The synchrophaser control laws use a master/slave approach. Small changes are made to the reference speed of the slave propeller by the EPC to achieve a constant phase relationship with the master propeller.

a The accuracy with which the EPC sets and controls propeller RPM lets the synchrophaser bias the slave propeller reference speed when the differences between the speeds of the master and slave propellers is less than 10 RPM.

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b Synchrophasing gains are scheduled based on operating conditions. Engine and aircraft operating data is communicated to the EPC. This communication is handled via an ARINC data link between the EPC and electronic engine control.

(2) Control Redundancy Functions

(a) Full redundancy of all RPM governing, beta control and reversing, and normal feathering functions is supplied with the EPC/PVM control system. This includes redundant:

• EPC channels

• windings on the six pulse-per-revolution (6P) pulse generator

• windings on the electro-hydraulic valve

• windings on the power lever RVDT

• windings on the blade angle RVDT

• speed select discrete inputs

• feather discrete inputs.

(b) In the backup electronics control channel, redundancy of the synchrophasing function is supplied through the UART RS422 crosslink. Receipt and processing of the master propeller 6P pulse signal is accomplished in the primary channel only. The primary channel calculates the bias to the slave propeller speed requires to control the synchrophasing phase angled and this information is made available to the backup channel via the UART RS422 cross channel link. Synchrophasing will be assumed by the backup channel for all failures of the primary channel which do not affect receipt or processing of the master 6P pulse signal. The vast majority of possible primary channel failures will not affect the ability to synchrophase with the backup channel. As in the speed governing mode, the backup channel uses redundant windings on the slave propeller 6P pulse generator and on the electro-hydraulic valve.

(3) Control Abnormal or Emergency Operation Functions

(a) Control functions are supplied during abnormal or emergency operation to make sure that the system is safe. These accommodate:

• Emergency Feathering

• Overspeed Governing

• Secondary Low Pitch Stop

• Loss of Electrical Power

• Loss of Hydraulic Supply

• Fault Accommodation

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1 Emergency Feathering

a Pilot Selection: Emergency feathering can be selected by the pilot through use of a fire handle. Energizing the fire handle supplies 28 V dc aircraft power directly to the PVM feather solenoid to feather the propeller at the maximum slew rate.

b Auto-Feather: The aircraft auto-feather circuit can also feather the propeller by the same means as the fire handle.

c Full redundancy of the feather solenoid is provided by the EPC. A discrete input is provided to the EPC which also commands the EHV to feather the propeller. Full increase pitch slew rate will be commanded via the EHV upon receipt of the emergency feather discrete.

2 Overspeed Governing

a Operation: During overspeed conditions (102% Np), the overspeed governor controls decreases of hydraulic supply pressure (PS) to the PVM. As this occurs, the protection valve in the PVM moves to decrease the fine pitch pressure (Pf). In the beta range, the overspeed governor is reset to a level which is above the speed at which the propeller will operate during transients.

b Test of Overspeed Governor: A cockpit-mounted overspeed governor test switch will allow the function and setting of the overspeed governor to be tested. The test switch will provide a discrete input to the EPC. Upon receipt of this input, the EPC will increase the electronic governor reference RPM to slightly above the mechanical overspeed governor reference. This will allow the overspeed governor to assume RPM governing authority as power is increased. Test results will be evaluated automatically by the EPC. The EPC will not allow the test to be conducted in flight.

3 Secondary Low Pitch Stop

a Operation: The secondary low pitch stop is fully contained within the PVM.

b When the oil transfer tube moves in the decrease pitch direction to the minimum flight blade angle point, a metering window on the transfer bearing starts to open to let some of the overspeed governor pressure (POSG) bleed to drain. Fine pitch pressure (Pf) is metered to maintain propeller blade pitch at the low pitch stop setting. This low pitch stop is totally independent of the EPC.

c Secondary Low Pitch Stop Retraction: A PLA < FI switch energizes the secondary low pitch stop retract solenoid. When powered (closed), the solenoid blocks the flow of overspeed governor pressure (POSG) to drain. This lets the blade pitch go below the minimum in-flight value for ground operation.

d Test of Low Pitch Stop: A cockpit mounted switch will permit the function of the secondary low pitch stop to be tested on the ground. The switch opens the circuit between the PLA switch and the secondary low pitch stop retract solenoid. This will prevent a blade pitch that is below the minimum in-flight

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value. This function is automatically verified by the EPC and all faults would be indicated by the cockpit fault annunciation system. An automatic test of the secondary low pitch stop is also done at each unfeather of the propeller on the ground.

4 Loss of Hydraulic Supply

a The blade counterweights give protection from propeller overspeed or excessive drag that could result from the loss of hydraulic supply to the propeller. When there is a loss of hydraulic supply, the blades will turn toward coarse-pitch.

5 Loss of Electrical Power

a The EPC will simultaneously accept 28 V dc power from two aircraft power busses. Protection is supplied within the EPC to prevent a single fault that will affect the supply of power to both EPC channels.

b Intermittent Power Loss: if a simultaneous power interrupt occurs on both busses, the EPC will initiate a reinitialization that will allow control of the propeller to be resumed in no more than 120 msec after power is restored to one of the busses. Such power interrupts are expected to be no longer than 60 msec duration. During the time between the start of the interrupt and restoration of control, the blade pitch will decrease at a rate of approximately 3 degrees per second. The increase in propeller RPM that results from the power interruption will be less than 12 RPM.

c Full Power Loss: The propeller control system permits continued safe operation of the propeller if there is a complete loss of electrical power, including battery power, to the EPC. The electro-hydraulic valve has a small bias to supply a slow reduction in blade angle if there is a loss of electrical supply. The hydro-mechanical overspeed governor and secondary low pitch stop will control the propeller. Beta control and reverse operation will not be available under these conditions.

6 Fault Accommodation

a The EPC will automatically compensate for all single faults and many combinations of faults. This lets the pilot safely continue the flight with little or no increase in work load. The pilot will be told of the fault via advisory lights controlled by the EPC.

b All combinations of faults that would disable both channels of the EPC are accommodated by the hydro-mechanical overspeed governor, the secondary low pitch stop and/or the blade counterweights. These will let the pilot safely complete the flight.

c Fault accommodation capability of the EPC includes automatic:

• transfer of control to the backup channel if a fault is detected in the primary channel or any of the electro-mechanical devices it interfaces with.

• transfer of signals from one EPC channel to the other via the UART cross-channel data link.

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• reinitialization of the primary channel when computational faults are detected, and restoration of control by the primary channel when health is restored.

• reversion to alternate control modes when signals required for operation in normal control modes are not available to either channel.

(4) Control Maintenance Functions

(a) The Control functions that are supplied for maintenance purposes are:

• Built-In-Test

• Fault Isolation

• Fault Annunciation

• Software Upgrade Capacity

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1 Built-In-Test: The EPC is capable of detecting internal faults and faults in external effectors and transducers. Built-In-Tests include:

• Processor and memory tests

• Watchdog timer test

• Loss of activity monitor

• Analog to Digital (A/D) converter tests

• Power supply tests

• UART and ARINC tests

• Effector and transducers short/open circuit checks of all sensors

2 Fault Isolation: Fault information will be stored in the EPC's non-volatile memory. The EPC will isolate faults to one of four Line Replaceable Units (LRUs):

• EPC

• PVM

• Six pulse-per-revolution (6P) generator (local)

• Six pulse-per-revolution (6P) generator (remote).

3 Fault Annunciation: The EPC uses three methods to relay fault data: ARINC 429, RS422 UART, and discrete output lamps. The ARINC signal is available for display on an airframe cockpit display. Maintenance personnel who use a portable computer can extract fault data through the RS422 UART port.

4 Software Upgrade Capacity: The EPC contains Electrically Erasable Programmable Read Only Memory (EEPROM) which can be programmed with authorized revisions to the EPC application software.

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PROPELLER VALVE MODULE - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . 11. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4



DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3012. Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3013. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304

CLEANING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4012. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401

CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501

REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6011. General Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7011. Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7012. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7013. Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 702

FITS AND CLEARANCES(NOT APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801

SPECIAL TOOLS, FIXTURES, AND TEST EQUIPMENT. . . . . . . . . . . . . . . . . . . . . . . . . 9011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901

ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10011. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10012. Numerical Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10073. Detailed Parts List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10094. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015

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Figure 701. Propeller Valve Module Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 705IPL Figure 1. Propeller Control Adapter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010IPL Figure 2. Propeller Valve Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012

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Table 301. Special Tools, Fixtures, and Equipment - Disassembly . . . . . . . . . . . . . . . 301Table 302. BIT Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301Table 303. Trimming Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303Table 401. Consumable Materials - Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401Table 601. Consumable Materials - Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601Table 701. Consumable Materials - Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701Table 702. Special Tools, Fixtures, and Equipment - Assembly . . . . . . . . . . . . . . . . . . 702Table 901. Special Tools, Fixtures, and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 901IPL Table 1. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015IPL Table 2. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1017

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PROPELLER VALVE MODULE - DESCRIPTION AND OPERATION

1. Description

A. The Propeller Valve Module (PVM) is part of the propeller control system. It gives a pitch change signal to the propeller actuator. The PVM is a hydro-mechanical unit that gets an oil supply from a primary pump or an auxiliary pump. (The pumps are not parts of the PVM.) An overspeed governor, which is not attached to the PVM, can change the output signal to prevent the propeller from overspeeding.

B. The PVM uses an adapter assembly (1, IPL Figure 1) to install it on the engine gearbox. This hardware includes the:

• adapter housing (30, IPL Figure 1)

• V-band coupling (10)

• transfer tubes (50, 70)

• packings (20, 40, 60, 80)

• screws (10, IPL Figure 2)

• retaining plate (20)

• packings (40, 50, 70, 90)

• transfers tubes (30, 65, 80).

C. The PVM is designed to operate with an input from an electronic propeller control (EPC). Mechanical condition levers and a power lever are also installed. The condition levers have no functional control over the PVM and act only as idler arms, to transmit the condition lever angle to an engine unit. The power lever mechanism operates a rotationally variable differential transformer (RVDT) to provide an electrical signal to the EPC that agrees with the blade angle selected by the pilot.

D. The functional parts of the PVM are given below with the description of each part.

(1) EHSV: The EHSV is a two stage, four-way electro-hydraulic unit that converts an electrical input into a hydraulic output to operate the propeller pitch change actuator. It has two, independent, electrical coils, either of which can give satisfactory operation. The unit is installed at the top, right hand side of the main body section.

(a) Four screws hold the EHSV on the PVM body. The EHSV installation face has fluid drillings that align with holes on the body. A seal is installed at each of the fluid drillings.

(2) Protection Valve: The protection valve is a hydraulically operated valve that controls the fluid flows 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 that is half that of the other end. Pressure on the large area can be changed by an overspeed governor, by the feather solenoid, and by secondary low pitch stop intervention. Refer to the DESCRIPTION AND OPERATION section of chapter 61-20-00.

(a) The protection valve is installed in the main body section, but cannot be seen unless the cover is removed from the body.

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(3) Transfer Bearing: The transfer bearing supports one end of the oil transfer tube, which lets the fluid pass to and from the propeller. The transfer tube is part of the propeller installation and not part of the PVM.

(a) The transfer bearing does not turn. It does lets the transfer tube turn with the propeller. The outer diameter of the bearing is shaped to give three isolated fluid supplies. Seals are installed in grooves in the bearing to isolate the separate sections. The fluid supplies are from the protection valve and the overspeed governor. The fluid supplies are used to control the pitch of the propeller, as described in the DESCRIPTION AND OPERATION section of chapter 61-20-00.

(b) The transfer bearing is installed in the body section and is held by a plate and screws. Shims are installed at the installation face to give the correct position of the transfer bearing.

(4) Secondary Low Pitch Stop Solenoid (SLPS): In flight, 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 propeller must be permitted to operate in a ground range. The SLPS solenoid cancels the in-flight low pitch stop.

(a) 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 bearing. This allows or cancels operation of the in-flight fine pitch stop.

(5) The solenoid valve is installed on the body section of the PVM, at the top. It is adjacent to the feather solenoid. The SLPS solenoid is nearest to the installation flange of the unit. Four screws hold the solenoid on the body. To prevent the SLPS solenoid from being interchanged with the feather solenoid, one of the installation holes is offset.

(6) Feather Solenoid: The feather solenoid is installed to permit the propeller to go to the maximum coarse pitch (feathered) 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 as described in the DESCRIPTION AND OPERATION section of chapter 61-20-00.

(a) The Feather solenoid has a single electrical channel. Solenoid operation is used to move a ball valve that stops or permits a drain. The solenoid is installed on top of the body section, adjacent to the SLPS solenoid. It is held by four screws.

(b) The cables for both the SLPS and the feather solenoid are put into a channel in the body. During assembly, the channel is filled with an adhesive. This protects the cables from vibration and also provides fire protection. A cover is installed over the potted cables to give more protection.

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(7) Blade Angle Feedback Mechanism: The blade angle feedback mechanism is used to give an indication of the propeller blade angle to the EPC. The mechanism is operated by the axial movement of the oil transfer tube. A lever arm, which is installed on a shaft, has a roller at one end. The roller is held in a shuttle and the shuttle is held in a long bushing. A torsion spring on the shaft gives a load on the lever arm which holds the roller and shuttle against the end of the transfer tube. During operation, the transfer tube turns with the propeller, so the end of the tube is ball shaped. The ball contacts a hard pad on the shuttle, which does not turn. This configuration gives the minimum wear and friction during operation.

(a) To give redundancy for the feedback mechanism torsion spring, a hydraulic piston is installed. The opposite end of the feedback lever is shaped to contact the piston. Pressure on the piston pushes it against the end of the lever and acts with the torsion spring to hold the roller against the shuttle that touches the oil transfer tube.

(b) The main part of the feedback mechanism is installed in the cover. The hydraulic piston, however, is installed in the body.

(c) A hard stop is installed in the cover to limit the movement of the feedback lever in the coarse pitch (feathered) range.

(d) A position transducer is installed to engage with the drive shaft of the blade angle feedback lever assembly. The transducer is installed on the rear cover section with its drive shaft engaged with the splines of the drive shaft. Four screws hold the transducer on the cover. A seal is installed in the transducer groove at the installation flange.

(e) When assembled the electrical receptacle cover is installed over the blade angle feedback transducer. However, to calibrate the RVDT access to the end of the transducer is needed. This is given by a smaller cover that is installed over the end of the transducer. A section of an O-ring seal is installed in a groove in the small, cover where the free end of the transducer is near the inside of the cover. The section of seal supports the end to the transducer and protects against vibration effects.

(8) PLA Mechanism: The power lever angle (PLA) mechanism is made up of the power lever and shaft that operates an intermediate drive shaft. The drive shaft gives an output drive to the PLA position sensor (RVDT).

(a) The power lever shaft is installed in two needle bearings in the main body section. The shaft is held in the body by a retaining nut, shims and a belleville spring configuration. The retaining nut is locked by a screw that is installed through the body to compress a copper disc against the nut. The power lever is attached to the shaft by a conical pin. The conical pin is installed through the lever boss with the shaft of the pin going through the power shaft. A grub screw holds the conical pin in position. The Belleville spring gives a slip clutch effect to resist PLA lever movement.

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(b) The intermediate drive is made up of a sector gear and drive assembly. The drive shaft is installed in two needle bearings in the body. The sector gear is installed on the shaft with shims on each side to give the correct axial position. The gear is locked to the drive shaft by a screw that engages with a flat section on the pin. To provide a redundant drive, a keyed washer is installed adjacent to one of the shims. The washer hole has flats that engage with similar flats on the drive shaft. Part of the outer ring of the washer is bent over to engage on the gear boss that gives a secondary drive if the screw fails.

(c) The sector gear has a clevis at the bottom. A spring is attached to a pin that passes through the clevis; the pin is locked by a split pin. The other end of the spring is attached to a similar pin configuration, which is installed in the valve body. The spring applies a tension force on the mechanism to remove the backlash effects.

(d) The PLA position sensor is an RVDT 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.

(9) Condition Levers Assembly: The condition levers assembly is made up of a shaft which passes through the main body section and provides for the attachment of the external levers on either side of the PVM. The only purpose for the assembly is to hold control rods that go to other engine components.

(a) The condition shaft is installed on two needle bearings and two sleeves in the body. Seals on the sleeves and shaft prevent external leakage. The condition levers are installed on each end of the shaft and held by conical pins. The pins are installed in the lever bosses with the shaft of the pin going through the condition shaft. Grub screws hold the conical pins.

(10) PVM Main Sections: The component parts of the PVM are installed in, or on, two main sections; the main body section and the rear cover section. In general the pitch control items are in the main body and the blade angle feedback mechanism is in the rear cover. The rear cover section is attached to the body by screws.

(a) The PVM is installed on the propeller gearbox by an adapter. It is held by a V-band coupler. Transfer tubes are used for the fluid flows to pass between the PVM and the propeller gearbox adapter, when installed. Packings are installed in the transfer tubes and at the installation flanges. The main body has the installation flange for attaching to the adapter.

2. Operation

A. Operation of the propeller valve module and adapter is given in Chapter 61-20-00, Operation.

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A. Refer to Chapter 61-10-00, FAULT ISOLATION, for the fault isolation procedures.

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DISASSEMBLY1. General

A. Refer Table 301 to for a list of special tools, fixtures, and equipment used for disassembly.


2. Trim

A. After removal or installation of the PVM, EPC, transfer tube or actuator, you must trim (rig) the PLA and the blade angle feedback rotationally variable differential transformers (RVDTs). Trim at both the take-off (TO) and flight idle (FI) power lever angle (PLA) positions. You may trim once for every power supply reset (PSR) of the EPC.

B. The EPC shows the trim status on label 270 of its ARINC output data stream. See Table 302 for the BIT descriptions.

Table 301. Special Tools, Fixtures, and Equipment - Disassembly


PN147731-1 Front Cover Protector

Used to protect the propeller valve module when not installed.

PN147732 Flange Used to protect the propeller valve module when not installed.

PN55200-064946

Shipping O-Ring Used to protect the propeller valve module when not installed.

PN57006-068018

Clamp Used to protect the propeller valve module when not installed.

Table 302. BIT Descriptions

BIT DESCRIPTION

29 PLA Flight Idle Trim Successful (1=Yes)

28 PLA Take-off Trim Successful (1=Yes)

27 Beta Trim Successful at Feather (1=Yes)

26 Trim Discrete (1=On)

25 Beta Trim Successful at Secondary Low Pitch Stop (1=On)

24 (Not used)

23 PLA in Take-off Range (1=Yes)

22 PLA in Flight-Idle Range 1=Yes)

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C. Trim the RVDTs as follows:

(1) Install the propeller on the engine propeller shaft, and put the actuator into the feather position.

NOTE: To move the propeller into the feather position by hand before oil goes into the actuator, twist a pair of opposite blades until the blades hit the hard stops.

(2) Install the propeller valve module (PVM) on the gearbox adapter housing as in paragraph 3.C.(2) of ASSEMBLY. Remove the rigging pins.

(3) Install the transfer tube as in Chapter 61-10-00, ASSEMBLY.

(4) Do the static part of the trimming procedure as follows:

(a) If there is no oil in the actuator during the static part of trim procedure, use your hands to hold the blades in the feather position when you turn on the trim switch.

(b) If there is oil in the actuator, hold the blades in feather by operation of the auxiliary pump with the CLA in feather position while the trim discrete switch is on.

(c) Pull on the propeller blade shanks to apply a forward force on the propeller shaft. This force removes the freeplay in the gearbox bearings so that the freeplay is consistent with the second point of the two point beta calibration. Do the second point of the beta calibration while the engine operates and the propeller supplies thrust.

(d) Set the engine rating switch in the CRZ or CRZ2 position and do the trimming procedure as in Table 303.

21 Blade Angle in Feather Range (1=Yes)

20 Weight-On-Wheels (1=Yes)

19 Speed Select #2 (1=On)

18 Speed Select #1 (1=On)

Table 302. BIT Descriptions (Continued)

BIT DESCRIPTION

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Table 303. Trimming Procedure

(e) These instructions permit the completion of a single point beta calibration and a two point PLA calibration. The two point beta calibration is complete once step (d) and the first unfeather to ground idle sequence are done. The second beta calibration point is the secondary low pitch stop.

(f) The calibration occurs even if the EPC is off between the completion of the static trim and the first unfeathering to ground idle. If the EPC is not turned off before completion of the beta calibration, the EPC sends the ARINC code 7007 to the FDAU during the unfeather sequence. When the two point beta calibration is complete, the ARINC code changes to 7207.

(g) If the PLA or beta calibration fails at any point during this procedure, the system failed light illuminates in the cockpit. To clear the EPC fault memory (which turns off the lights), refer to Chapter 61-27-00, FAULT ISOLATION, paragraph 4.l

ACTION ARINC CODE

Set PLA to Take-off as accurately as possible (takeoff detent).

Set Blade Angle/Actuator Position as close to feather as possible. (See C4.)

Turn on power to EPC. 0057

To perform any trimming, aircraft is on ground (WOW=1) and speed selects are configured for 924 RPM (77%).

0057

Set the aircraft EEC/EPC Select switch to EPC. Hold the TRIM/LRU switch in the TRIM position for at least 5 seconds.

0457

If all is OK, indicate that PLA at TO and beta riggings at feather were successful.

3457

Return TRIM/LRU switch to the OFF position. 3057

Move PLA to the Flight Idle stop. 3037

Hold the TRIM/LRU switch in the TRIM position for at least 5 seconds.

3437

If all is OK, PLA rigging at FI was successful. 7437

Return TRIM/LRU switch to the OFF position. 7037

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3. Removal

NOTE: If a complete disassembly is not necessary, use only those procedures that apply.

A. Propeller Valve Module (PVM) Removal

NOTE: You must remove the spinner and oil transfer tube before you remove the propeller valve module. Refer to Chapter 61-10-00, DISASSEMBLY, for the instructions.

(1) Disconnect the three electrical connectors J3, J4, and J5 from the PVM.

(2) Disconnect the aircraft control input rods from the PVM power and condition levers.

(3) Loosen the V-band coupling (10, IPL Figure 1) and move it forward on the body of the adapter housing.

(4) Move the PVM rearward until the transfer tubes (30, 65 and 80, IPL Figure 2) and the sleeve assembly disengage from the adapter housing (30, IPL Figure 1), and then remove the PVM.

(5) Install the rigging pins, PN146735-1, and lockwire the pins in place. Install the electrical connector protection caps.

(6) Remove and discard the packing (20) from the PVM installation flange.

(7) Remove and discard the packings (40, 50, 70, and 90, IPL Figure 2) from the bare ends of the transfer tubes (30, 65, and 80).

CAUTION: DO NOT USE A PACKING OR A SEAL AS A REPLACEMENT FOR THE SHIPPING O-RING. THIS COULD CAUSE LEAKAGE.

(8) Install the front cover protector, PN147731-1, and the shipping O-ring, PN55200-064946, and hold these parts in position with a PN147732 flange and a PN57006-068018 clamp.

B. Adapter Housing Removal

NOTE: It is not necessary to remove the adapter housing when you remove the PVM. Do this only when it is necessary to replace the packings or the adapter housing.

(1) Remove the five nuts and washers from the gearbox studs.

(2) Remove the adapter housing (30, IPL Figure 1) from the gearbox.

(3) Remove the transfer tubes (50 and 70) and discard the packings (60 and 80). Remove and discard the large packing (40) at the rear of the adapter housing (30).

(4) Install the five nuts and washers on the gearbox studs to keep them safe.

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CLEANING1. General



NOTE: The surface must be visually clean after the solvent is used. Any cleaning material must agree with local environmental health and safety regulations.

2. Cleaning

WARNING: KEEP PETROLEUM SOLVENT AWAY FROM SPARKS AND FLAMES. USE GOGGLES AND RUBBER GLOVES WHEN YOU USE IT. USE IT IN AN AREA WITH A GOOD FLOW OF AIR AND ONLY FOR A SHORT TIME. IT IS FLAMMABLE AND CAN CAUSE IRRITATION TO THE EYES, SKIN AND RESPIRATORY TRACT.

CAUTION: DO NOT ALLOW THE SOLVENT TO CONTACT RUBBER, PLASTIC, OR FIBERGLASS PARTS.

A. Clean the metal external surfaces of the PVM as follows:

(1) With a soft cloth or soft brush which is moist with petroleum solvent, AMS3160, clean the external surfaces.

(2) Fully rinse the external surfaces with fresh water to remove the solvent.

(3) Dry the external surfaces with a soft, clean cloth.

B. Use a weak soap and warm water applied with a soft cloth to clean all surfaces that are rubber, plastic or composite. Rinse with fresh water and dry with a soft cloth.

NOTE: Make sure that you remove all the fluid that gets into the assembly.



AMS3160 Petroleum Solvent Commercially available Used to clean metal external surfaces.

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CHECK1. General

A. Examine the propeller valve module (PVM) and the propeller control adapter assembly to make sure that the mounting hardware is attached correctly. Tighten the mounting hardware if necessary. Refer to Installation for the applicable instructions.

B. Examine the PVM for signs of oil leakage. If you find signs of oil leakage:

(1) Remove the propeller valve module (1, IPL Figure 2) and/or the adapter housing (30, IPL Figure 1).

(2) Replace all defective packings.

C. Examine the flat flange surfaces of the adapter housing (30). If the surface of the chemical treatment is broken, refer to REPAIRS.

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REPAIRWARNING: THIS SECTION CONTAINS DESIGN CRITICAL CHARACTERISTICS AND


NOTE: The general repairs that follow are to be considered as methods of removing superficial damage from all parts. However, repairs to certain parts are critical. Before a repair is attempted, refer to the specific repairs to determine if limits exist that govern rework of a particular part. Do not attempt to repair a part without knowing exactly what repairs, if any, are permitted.

1. General Repairs

A. Refer to Table 601 for a list of consumable materials used for repair.

NOTE: You can use equivalent alternatives for the specified items.

B. If the surface of the chemical treatment on the flat flange surface of the adapter housing (30, IPL Figure 1) is broken, apply new surface treatment to the area as in AMS2474C.

C. Refer to ASSEMBLY for instructions on how to replace the V-band coupling, adapter housing, propeller valve module and all related transfer tubes and packings.

NOTE: This does not include the propeller oil transfer tube and its related packings.



AMS2474C Chemical Treatment for Aluminum Alloys (Low Electrical Resistance Coating)

Henkel Corp.300 Brookside Ave.Ambler, PA 19002-2436Phone: 1-215-628-1000

Used to protect the flange surfaces on the adapter housing.

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ASSEMBLYWARNING: THIS SECTION CONTAINS DESIGN CRITICAL CHARACTERISTICS AND


1. Trim

A. Do the trim procedure before assembly. Refer to paragraph 1 in DISASSEMBLY.

2. General

A. Refer to Table 701 for a list of consumable materials used for assembly.




Aeroshell Grease 17 (Alternate to Mo-Lith No. 2)

Grease Shell Chemical Co.Division of Shell Oil Co.One Shell PlazaP.O. Box 2463Houston, TX 77002Phone: 1-800-872-7435

Thread lubricant

MIL-G-23827 (Alternate to MIL-L-7808 and MIL-L-23699)

Aircraft and Instrument Grease

Commercially available Used to protect the contact surfaces of mating parts prior to assembly.

MIL-L-7808 Lubricating Oil Commercially available Lubricant


Mo-Lith No. 2 Grease Fiske Brothers Refining Co.129 Lockwood St.Newark, NJ 07105-4720Phone: 1-973-589-9150

Thread lubricant

Royco No. 64(Alternate to Mo-Lith No. 2)

Grease Royal Lubricants Co., Inc.215 Merry LaneEast Hanover, NJ07936Phone: 1-800-989-7692

Thread lubricant

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B. Refer to Table 702 for a list of special tools, fixtures, and equipment used for assembly.


3. Installation

A. Adapter Housing Installation

(1) Remove the V-band coupling (10, IPL Figure 1).

(2) If not previously done, remove the adapter housing (30) from the propeller valve module (1, IPL Figure 2).

WARNING: USE GOGGLES AND GLOVES WHEN YOU USE LUBRICATING OIL. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. USE LUBRICATING OIL ONLY FOR A SHORT TIME. IT IS POISONOUS TO THE EYES, SKIN, AND RESPIRATORY TRACT.

(3) Install new packings (60 and 80, IPL Figure 1), lubricated with thin coat of MIL-L-23699 or MIL-L-7808 oil, on the transfer tubes (50 and 70).

(4) Align the adapter housing (30) with the gearbox studs and install the adapter housing on the gearbox. Push the adapter forward until it is fully installed.

WARNING: USE GOGGLES AND GLOVES WHEN YOU USE MO-LITH NO. 2. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

(5) Apply a layer of Mo-Lith No. 2 thread lubricant to the gearbox studs and the bearing surfaces of the nuts and washers that are supplied by the engine manufacturer.

(6) Install the washers and the nuts on the five gearbox studs.

(7) Tighten the nuts to the torque specified by the engine manufacturer.

B. Installation of the Transfer Tubes

(1) Apply a thin layer of lubricating oil, MIL-L-23699 or MIL-L-7808, to the packing (20, IPL Figure 1).

(2) Install the packing (20) in its groove.

CAUTION: DO NOT USE THE SHIPPING O-RING AS A REPLACEMENT FOR A PACKING OR SEAL AS THIS COULD CAUSE LEAKAGE.

(3) Apply a thin layer of lubricating oil, MIL-L-23699 or MIL-L-7808, to the packings (40 and 50, IPL Figure 2).

(4) Install the packings (40 and 50) on the transfer tube (30).

(5) Install the transfer tube (30) into its hole in the PVM. Push it in until it is fully installed.



PN146735-1 Rigging Pin Used to rig the PVM input levers.

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(6) Apply a layer of lubricating oil, MIL-L-23699 or MIL-L-7808, to the two packings (70).

(7) Install the packings (70) on the transfer tube (65).

(8) Insert the transfer tube (65) into its hole in the PVM. Push it in until it is fully installed.

(9) Apply a layer of lubricating oil, MIL-L-23699 or MIL-L-7808, to the two packings (90).

(10) Install the packings (90) on the transfer tube (80).

(11) Insert the transfer tube (80) into its hole in the PVM. Push it in until it is fully installed.

(12) Put the retaining plate (20) in position on the PVM so that it holds the transfer tubes in position and install the two screws (10). Torque 15 to 17.7 inch-pounds (1.7 to 2 Newton-meters).

C. Propeller Valve Module (PVM) Installation

NOTE: Do not install the oil transfer tube before you install the propeller valve module. Refer to Chapter 61-10-00, ASSEMBLY and DISASSEMBLY, for the instructions.

NOTE: Save the electrical connector protection caps because they are reusable when you remove the PVM again.

(1) Put the V-band coupling (10, IPL Figure 1) over the adapter housing (30) so that it is clear of the flange area.

(2) Install the propeller valve module on the adapter housing as follows:


(a) Apply a thin layer of Mo-Lith No. 2 thread lubricant to the threads of the V-band coupling (10) locking screw.

(b) Carefully align the PVM transfer tubes with their related bores in the adapter housing (30).

(c) Move the PVM forward so that the transfer tubes engage correctly and the PVM touches against the adapter housing.

(d) Hold the PVM, and at the same time, move the V-band coupling (10) rearward until it is over both of the mounting flanges.

(e) Put the V-band coupling nut at the twelve o'clock position and tighten it until it can hold the PVM.

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(f) Hit lightly around the V-band coupling (10) with a plastic mallet and, at the same time, tighten the V-band coupling nut to a torque of 30 to 35 inch-pounds above the running torque.

NOTE: Running torque is the torque measured while turning the nut. It is measured after engaging the self-locking feature, but before clamping up the joint.

NOTE: It is recommended that you use a dial gauge torque wrench to measure the running torque.

(g) Again, tighten the V-band coupling nut to a torque of 30 to 35 inch-pounds above the running torque.

(3) Connect the three electrical connectors J3, J4, and J5 to their related receptacles on the PVM.

(4) Set the PVM power lever to its rig position and lock it in place as follows:

(a) Set the propeller control power lever to flight idle (FI) and lock it in position with a rigging pin, PN146735-1. See Figure 701.

(b) Set the engine mechanical fuel control power lever to FI and lock it in position with a rigging pin, PN146735-1.

(c) Adjust and install the linkage. Refer to the aircraft manufacturer's instructions to do this.

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Figure 701. Propeller Valve Module Rigging

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(5) Set the PVM condition lever to its rig position and lock it in position as follows:

(a) Set the propeller valve module condition lever to MIN GOVERNING and lock it in place with a rigging pin, PN146735-1. See Figure 701.

(b) Set the mechanical fuel control condition lever to MIN GOVERNING and lock it in place with a rigging pin, PN146735-1.

(c) Adjust and install the linkage. Refer to the aircraft manufacturer's instructions for the correct procedure on how to do this.

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FITS AND CLEARANCES(NOT APPLICABLE)

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A. Refer to Table 901 for a list of special tools, fixtures, and equipment used during PVM and propeller control adapter assembly maintenance.




PN147731-1 Front Cover Protector

Used to protect the propeller valve module when not installed.

PN147732 Flange Used to protect the propeller valve module when not installed.

PN146735-1 Rigging Pin Used to rig the PVM input levers.

PN55200-064946

Shipping O-Ring Used to protect the propeller valve module when not installed.

PN57006-068018

Clamp Used to protect the propeller valve module when not installed.

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INTRODUCTION1. Illustrated Parts List (IPL) General Information

A. The Illustrated Parts List (IPL) shows the detail parts for each item identified on the Title Page. The IPL includes all of the parts that can be disassembled, repaired or replaced, and assembled again.

B. The part numbers identified in this Illustrated Parts List have been shown to comply with the applicable Federal Aviation Regulations and, when purchased from Hamilton Sundstrand, are FAA-approved under a Hamilton Sundstrand FAA Production Certificate (PC), Technical Standard Order (TSO), or Parts Manufacturer Approval (PMA) for use in the components listed.

C. This Illustrated Parts List does not constitute a grant of direct-ship authority, or otherwise confer FAA-approval under FAR 21.303 for parts and assemblies purchased directly from a listed vendor. Installation eligibility of all parts and assemblies purchased directly from a listed vendor must be supported by the vendor’s Parts Manufacturer Approval (PMA).

D. The items in this list are made or supplied by Hamilton Sundstrand, or by the suppliers shown in this list. Hamilton Sundstrand does not give approval for items that you get from suppliers who are not shown in this list. Approval from Hamilton Sundstrand is not necessary for government and industry standard parts.

E. The list that follows gives the terms, their abbreviations (if applicable) and interpretations of how the terms are used in the DPL of this manual.

Term Definition




CAGE Commercial And Government Entity - This is a five character code that identifies the part manufacturers/ suppliers.

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FIG. Figure


IDENT. AS Identify as. When a part number is either to long (exceeds fifteen characters) or is not compliant with ATA specifications (contains a slash or other symbols that are not recognized); such as M83248/1-905. The part number would be modified to M83248-1-905 in the part number column and the following would appear in the nomenclature column “IDENT. AS M83248/1-905”



NON-PROCURABLE (NP)


OPTIONAL(OPT) Shows a choice of the parts, subassemblies, and assemblies that fully interchange. These parts are usually standard parts available from multiple sources and identified with different parts numbers by the true manufacturer. The dimensions of the part can change, but the installation and mounting of the part does not require a rework or modification. An optional item is listed in the “Fig & Item” column as an alpha-variant and is identified in the “Nomenclature” column as “(OPT TO ITEM XX)” or “(VXXXXX) OPT”. The optional part is identified in the “Nomenclature” column as “(OPT TO ITEM XX)”. The primary part listing will show all alternate parts listed following the nomenclature of the primary part with all optional part numbers and vendor codes.

Term Definition

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2. Illustrated Parts List (IPL) Organization

A. The IPL has these sections:





PRE/POST SB Shows that the part was added or removed by a Service Bulletin. An item that was introduced by a Service Bulletin is identified in the “Nomenclature” column as “(POST SB XX)”. An item that was used prior to Service Bulletin accomplishment is identified in the “Nomenclature” column as “(PRE SB XX)”.



RF Reference



Term Definition

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3. Detailed Parts List (DPL) Organization

A. The “Fig & Item” (Figure and Item Number) columns give the item number for each part shown on the illustration. The item number can have a hyphen in front of it (-10), can be followed by a letter (10A), or can be shown with both (-10B). An item number with a hyphen in front of it is not shown on the illustration. An item number followed by a letter (10A) shows that the part on the illustration is equivalent to all parts that include the same item number (-10, -10B, or 10C).

B. The “Part Number” column gives the part numbers for each item. The types of numbers used in the “Part Number” column are shown below:








C. The “Airline Part Number” column is used by the airline.

D. The “Nomenclature” column has the following types of information.

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Top Assembly






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E. The “Eff Code” column shows the differences between two or more configurations of an end item. When different parts are used, they are given the same code letter as the end item configuration. When no code letter is shown in the “Eff Code” column, the part can be used in all end item configurations. The “Eff Code” column uses a single letter to identify each configuration. The letters are capital A thru Z, but not I or O. The codes in the “Eff Code” column are unique to the IPL Figure in which they are shown. For example, an “A” used in Figure 1 may be applicable to PN XXXXXX-1 in Figure 1. In the same example, if an “A” is used in Figure 2, it may be applicable to PN XXXXX-2 in Figure 2.

F. The “UPA” (Units per Assembly) column shows the quantity of each part and subassembly shown in the IPL illustration. If there is a number shown in the “UPA” column, that quantity of the item is used in the location shown.An “RF” is used in the “UPA” column for the top assembly shown on a figure. The quantity of the assembly used is shown on the next higher assembly.If there is an “AR” in the “UPA” column, then the actual quantity of the item can vary. An example of when this would be used is for a shim that is selected during assembly.

G. VendorsV73030 Hamilton Sundstrand

1 Hamilton Rd.Windsor Locks, CT 06096-1010

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4. Numerical Index_______________________________________________________________________________

Airline Total Airline TotalPart Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req._______________________________________________________________________________C146440-2 2 - 1 RFM83248-1-009 2 - 40 1

2 - 90 2M83248-1-011 2 - 50 1M83248-1-012 1 - 60 2M83248-1-013 2 - 70 2M83248-1-014 1 - 80 4M83248-1-157 1 - 20 1M83248-1-158 1 - 40 1145627-1 2 - 80 1

146727-1 2 - 30 1146730-1 2 - 20 150042-039918 2 - 10 2775710-1 2 - 60 1775732-2 1 - 50 1775732-3 1 - 70 2775746-2 1 - 30 1776816-2 1 - 10 1789593-2 1 - 1 RF815319-1 2 - 65 1

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NOTE: The items in this list are made or supplied by the Hamilton Sundstrand Division of United Technologies Corporation, or by the suppliers shown in this list. Hamilton Sundstrand does not give approval for items that you get from suppliers who are not shown in this list. Approval from Hamilton Sundstrand is not necessary for government and industry standard parts.

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IPL Figure 1. Propeller Control Adapter Assembly

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1 - 1 789593-2 ADAPTER ASSEMBLY RF10 776816-2 .COUPLING,V-BAND 120 M83248-1-157 .PACKING 130 775746-2 .HOUSING,ADAPTER 140 M83248-1-158 .PACKING 150 775732-2 .TUBE,TRANSFER 160 M83248-1-012 .PACKING 270 775732-3 .TUBE,TRANSFER 280 M83248-1-014 .PACKING 4

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IPL Figure 2. Propeller Valve Module

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2 - 1 C146440-2 PROPELLER VALVE MODULEPARTIAL BREAKDOWN FOLLOWS

RF

10 50042-039918 .SCREW 220 146730-1 .PLATE,RETAINING 130 146727-1 .TUBE,TRANSFER 140 M83248-1-009 .PACKING 150 M83248-1-011 .PACKING 1

- 60 775710-1 .DELETED 165 815319-1 .TUBE, TRANSFER 170 M83248-1-013 .PACKING 280 145627-1 .TUBE,TRANSFER 190 M83248-1-009 .PACKING 2

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- 789593-2 Not Required Basic coverage.

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- C146440-2 Not Required Basic coverage.

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MAIN PUMP AND OVERSPEED GOVERNOR- DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

FAULT ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011. General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012. On-Wing Adjustment of Overspeed Governor RPM Setting . . . . . . . . . . . . . . . . . . 101


DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3011. Removal of Overspeed Governor and Main Pump. . . . . . . . . . . . . . . . . . . . . . . . . 301


CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5011. Leakage Check of Main Pump and Overspeed Governor . . . . . . . . . . . . . . . . . . . 501

REPAIR(NOT APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7011. Installation of Overspeed Governor and Main Pump . . . . . . . . . . . . . . . . . . . . . . . 701


SPECIAL TOOLS, FIXTURES, AND TEST EQUIPMENT(NOT APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10011. Illustrated Parts List (IPL) General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . 10012. Numerical Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10073. Detailed Parts List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10094. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015

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Figure 1. Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Figure 301. Removal of Overspeed Governor and Main Pump . . . . . . . . . . . . . . . . . . . 301Figure 701. Assembly of Main Pump and Overspeed Governor . . . . . . . . . . . . . . . . . . 702IPL Figure 1. Propeller Overspeed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010IPL Figure 2. Main Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012

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Table 401. Consumable Materials - Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401IPL Table 1. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015IPL Table 2. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1017

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MAIN PUMP AND OVERSPEED GOVERNOR- DESCRIPTION AND OPERATION

1. Description

A. Main Pump (See Figure 1.)

(1) The main pump is a hydro-mechanical unit that pressurizes oil from the gearbox enough to operate the propeller valve module (PVM) and the overspeed governor.

(2) The main pump is installed on the gearbox. Power to operate the pump comes from a splined shaft in the gearbox. Between the pump and the gearbox is a seal.

B. Overspeed Governor

(1) The overspeed governor is a hydro-mechanical unit that controls the oil pressure that sets the position of the protection valve in the PVM during overspeed conditions.

(2) The overspeed governor uses flyweights to control the position of the pilot valve. The pilot valve bleeds main pump pressure to drain when it opens. In the reverse area of the beta range, the speed reset solenoid opens. This puts supply pressure on the reset piston and compresses the speeder spring, which changes the governor set point to a level that is more than the speed at which the propeller will operate during transients.

(3) The overspeed governor is installed on the main pump. A splined shaft from the main pump turns the shaft on which the flyweights are installed. A seal fits between the overspeed governor and the pump.

2. Operation

A. Main Pump (See Figure 1.)

(1) The engine lubrication pump supplies oil to the main pump. The gear-driven pump increases the pressure of the oil.

(2) If the oil flow at the outlet of the pump is more than the system uses and if the pressure of that flow is more than the set point of the regulating valve, the regulating valve opens. When the regulating valve opens, it lets oil flow back to the inlet side of the pump.

(3) The check valve stops the reverse flow of oil to the pump if the auxiliary pump is used.

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Figure 1. Hydraulic Schematic

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B. Overspeed Governor

(1) During normal operation (not overspeed conditions), oil from the main pump flows through the pilot valve in the overspeed governor. This overspeed governor signal pressure controls the position of the protection valve in the PVM.

(2) Overspeed Conditions

(a) As the speed of the input shaft increases (overspeed condition), the centrifugal force on the flyweights increases. When the centrifugal force is more than the force of the speeder spring, the flyweights start to extend and push the pilot valve axially.

(b) As the pilot valve moves in this direction, it lets supply pressure bleed to drain, which decreases the overspeed governor signal pressure. This causes the protection valve to move. When the protection valve moves, it decreases fine pitch pressure. This causes the actuator to increase the pitch of the propeller which decreases the overspeed condition.

(c) When the pilot valve moves to an overspeed condition a linkage opens the airbleed orifice. When the airbleed orifice opens, there is a pneumatic signal to the fuel control to decrease fuel flow.

(3) Reverse Operations

(a) When the power lever angle is less than flight idle, the speed reset solenoid energizes. This pressurizes the reset piston.

(b) When the reset piston is pressurized, it puts more force on the speeder spring which increases the speed setting of the governor. This causes the governor to keep the high pressure signal to the least selector valve on a higher speed range. This prevents momentary overspeeds from overriding a reverse operation.

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A. Refer to Chapter 61-10-00, FAULT ISOLATION, for the applicable fault isolation procedures.

2. On-Wing Adjustment of Overspeed Governor RPM Setting

A. Verify the part number of the governor is 814620-1 (Rev. F and later).

NOTE: Only OSGs with inlet screens can be adjusted.

B. Verify the OSG is within the maximum allowable variation of 0.5% of the aircraft manufacturer’s limits. If not, the OSG can not be adjusted using this method and must be removed from service. The nominal RPM setting for the 568F propeller is 102.5%.

C. Remove the lockwire, lead seal, and 5/8"-plug from the end of OSG.

NOTE: If the lead seal has been removed, this would indicate that the OSG has been previously adjusted and should not be adjusted again.

D. Using a 3/16"-Allen wrench to adjust set-screw, rotate the set-screw clockwise to increase the set-point and counter-clockwise to decrease the set-point. Rotating the set-screw 27° will change the set-point approximately 0.5%.

E. Re-install 5/8"-plug and torque it 28 to 32 in-lbs and lockwire.

F. Perform On-Wing test of OSG function, following adjustment, to confirm that settings meet in-service limits.

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DISASSEMBLY1. Removal of Overspeed Governor and Main Pump

NOTE: No special tools, fixtures, or equipment are used during DISASSEMBLY.

A. Disconnect the electrical connector from the speed reset solenoid on the overspeed governor. See Figure 301.

B. Remove the pneumatic pressure sensing tube from the nipple on the overspeed governor.

C. Remove the nuts, washers, and overspeed governor. Remove and discard the seal.

D. Remove the nuts, washers and the main pump. Remove and discard the seal.

Figure 301. Removal of Overspeed Governor and Main Pump

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CLEANING1. General




2. Cleaning



A. Clean the metal external surfaces of the pump and overspeed governor as follows:


(2) Fully rinse the external surfaces with fresh water to remove the solvent.


B. Use a weak soap and warm water applied with a soft cloth to clean all surfaces that are rubber, plastic or composite. Rinse with fresh water and dry with a soft cloth.

NOTE: Make sure that you remove all the fluid that gets into the assembly.



AMS3160 Petroleum Solvent Commercially available Used to clean metal external surfaces.

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CHECK1. Leakage Check of Main Pump and Overspeed Governor

A. Perform a leakage check of the main pump and overspeed governor as follows:

(1) Start the aircraft engine and run it for two minutes at 80% torque. Shut down the engine.

(2) Examine the main pump and the overspeed governor for leakage.

(3) If there is leakage, return the pump to Hamilton Sundstrand for disposition.

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REPAIR(NOT APPLICABLE)

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ASSEMBLY1. Installation of Overspeed Governor and Main Pump


A. Lubricate the seal and install it in the pump. See Figure 701.

B. Install the pump with washers and nuts. Torque nuts to 150 to 170 inch-pounds.

C. Lubricate the seal and install it in the overspeed governor.

D. Install the overspeed governor with washers and nuts. Torque nuts to 150 to 170 inch-pounds.

E. Connect the pneumatic pressure sensing tube to the nipple. Refer to the engine manual.

F. Connect the airframe electrical connector to the speed reset solenoid. Refer to the airframe manual.

G. Examine the governor and pump for leakage as in CHECK.

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Figure 701. Assembly of Main Pump and Overspeed Governor

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SPECIAL TOOLS, FIXTURES, AND TEST EQUIPMENT(NOT APPLICABLE)

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Term Definition





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FIG. Figure





NON-PROCURABLE (NP)



Term Definition

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NOTE: If an existing part is checked, inspected, and/or modified by a Service Bulletin, without resulting in a change to the part number, a note will appear in the nomenclature of that part to “(REFER to SB XX)”.



RF Reference



Term Definition

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Top Assembly






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2. Numerical Index_______________________________________________________________________________

Airline Total Airline TotalPart Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req._______________________________________________________________________________3058-072 1 - 10 13058-146 2 - 10 1

814620-1 1 - 1 RF814730-1 2 - 1 RF

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NOTE: The items in this list are made or supplied by the Hamilton Sundstrand Corporation, a United Technologies company, or by the suppliers shown in this list. Hamilton Sundstrand does not give approval for items that you get from suppliers who are not shown in this list. Approval from Hamilton Sundstrand is not necessary for government and industry standard parts.

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IPL Figure 1. Propeller Overspeed Governor

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1 - 1 814620-1 GOVERNOR,PROPELLER OVERSPEEDV66503, 8210-095PARTIAL BREAKDOWN FOLLOWS

RF

10 3058-072 .SEAL 1

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IPL Figure 2. Main Pump

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2 - 1 814730-1 PUMP,MAINV66503, 8210-092PARTIAL BREAKDOWN FOLLOWS

RF

10 3058-146 .SEAL 1

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- 814620-1 - Not Required - Basic coverage.

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MAGNETIC SENSOR - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 11. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

FAULT ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011. General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012. Adjustment/Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101


DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3011. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3012. Storage Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301


CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501

REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6011. Blend Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7012. Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701




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Figure 1. Single Coil Magnetic Sensor With Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 2Figure 2. Dual Coil Magnetic Sensor with Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . 2Figure 3. Sensor Bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Figure 4. Target Pickups. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Figure 101. Magnetic Sensor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102Figure 102. Adjustment of Target Pickups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103Figure 103. Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105Figure 701. Installation of the Magnetic Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 702IPL Figure 1. Magnetic Sensor - Single Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010IPL Figure 2. Magnetic Sensor - Dual Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012IPL Figure 3. Sensor Bracket (ATR 42-500, ATR 72-210A and ATR 72-500) . . . . . . . . 1014IPL Figure 4. Sensor Bracket (ATR 42-400) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016

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Table 401. Consumable Materials - Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401Table 701. Consumable Materials - Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701Table 702. Special Tools, Fixtures, and Equipment - Assembly . . . . . . . . . . . . . . . . . . 701Table 901. Special Tools, Fixtures, and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 901IPL Table 1. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1019IPL Table 2. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1021IPL Table 3. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1023IPL Table 4. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1025

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MAGNETIC SENSOR - DESCRIPTION AND OPERATION1. Description

A. The magnetic sensors are coil-wound magnetic sensing devices. They are installed on the front of the gearbox on a sensor bracket supplied by Hamilton Sundstrand. The magnetic sensors are dual coil and single coil. They supply an electrical pulse each time the propeller bulkhead-mounted target pickup goes by a magnetic sensor, which causes a break in the magnetic field. See Figure 1 through Figure 4.

2. Operation

A. The magnetic sensor is a coil-wound (either single coil or dual coil) magnetic sensing device that is installed on a bracket supplied by Hamilton Sundstrand. The magnetic sensor supplies an electrical pulse each time a propeller bulkhead-mounted target pickup moves past the magnetic sensor and causes a break in the magnetic field.

B. The dual coil magnetic sensor has two independent coils that supply electrical pulse signals to the primary and backup channels of the EPC. These six pulse per revolution (6P) pulse trains are triggered by six metallic target pickups that are attached to the back face of the propeller bulkhead. As the propeller turns, these target pickups pass by the magnetic sensors. This causes a break in the magnetic field, which in turn, causes an electrical pulse. These pulses are used by the EPC to determine the rotational speed (RPM) of the propeller for governing, and rotational position for synchrophasing control.

C. Each propeller has one single coil magnetic sensor that supplies a signal to the propeller dynamic balance equipment. The instructions for the use of this signal is in the applicable airframe manual.

D. The master propeller has an additional, single coil magnetic sensor that supplies a signal to the slave propeller EPC. This signal is used to supply master propeller RPM and rotational position information for the slave EPC to synchrophase to. This gives complete separation of hardware between the two EPCs to make sure that a failure on one propeller will not affect operation of the other.

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Figure 1. Single Coil Magnetic Sensor With Schematic

Figure 2. Dual Coil Magnetic Sensor with Schematic

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Figure 3. Sensor Bracket

Figure 4. Target Pickups

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A. Refer to Chapter 61-10-00, FAULT ISOLATION, for the applicable fault isolation procedures.

2. Adjustment/Test

A. Dual-coil Magnetic Sensor Gap Adjustment

CAUTION: DO NOT LET THE MAGNETIC SENSOR HIT A TARGET PICKUP. THIS CAN CAUSE DAMAGE TO BOTH PARTS.

(1) Turn the propeller bulkhead slowly until the long target pickup is aligned with the dual-coil magnetic sensor. If the magnetic sensor will hit the long target pickup before it is aligned, then:

(a) Cut the sensor retaining nut lockwire and remove it from the locknut and lockwire tab.

(b) Loosen the locknut enough so that you can hold the anti-rotation plate above the lockwire tab.

(c) Slowly turn the magnetic sensor in the counter-clockwise direction until it can clear the target pickup. You will have to hold the anti-rotation plate above the lockwire tab while you do this.

(2) Do paragraph (1), above, for the remaining target pickups, but you can ignore subparagraphs (1)(a) and (1)(b).

(3) Slowly turn the propeller bulkhead to align each target pickup with the dual-coil magnetic sensor. As you do this, look at the gap between each target pickup and the dual-coil magnetic sensor.

(4) From the gaps that you looked at in step (3), above, align the target pickup that has the medium gap with the dual-coil magnetic sensor.

(5) Hold the anti-rotation plate and adjust the dual-coil magnetic sensor until you get a gap of 0.045 ± 0.010 inch between the magnetic sensor and the target pickup. See Figure 101.

(6) Set the anti-rotation plate in its correct position against the sensor bracket with one edge against the lockwire tab. It is possible that you will have to adjust the magnetic sensor to do this.

(a) If the adjustment of the magnetic sensor gives you a gap that is not 0.045 ± 0.010 inch between the magnetic sensor and the target pickup, then you must:

1 Remove the magnetic sensor.

2 Remove the anti-rotation plate and flip it over 180°.

3 Install the anti-rotation plate on the magnetic sensor and hold it.

4 Install the dual-coil magnetic sensor until you get a gap of 0.045 ± 0.010 inch between the magnetic sensor and the target pickup. Use a feeler gage to do this.

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5 Set the anti-rotation plate in its correct position against the sensor bracket with one edge against the lockwire tab.

(7) Tighten the locknut to a torque of 50 to 60 inch-pounds.

(8) Lockwire the locknut to the lockwire tab with lockwire, MS20995C32, as in AS567.

(9) Adjust the remaining target pickups by bending them carefully to get a gap of 0.045 ± 0.010 inch between the dual-coil magnetic sensor and each individual target pickup. See Figure 102.

(10) Connect the applicable electrical connector to the dual-coil magnetic sensor.

B. Single-coil Magnetic Sensor Gap Adjustment (Six Pulse Per Revolution or One Pulse Per Revolution)

(1) For the six pulse per revolution sensor, check the gap between the single-coil magnetic sensor and the six target pickups to make sure that you have the correct gap of 0.045 ± 0.010 inch at each target pickup.

(2) For the one pulse per revolution sensor, check the gap between the single-coil magnetic sensor and the target pickup to make sure that you have the correct gap of 0.120 ± 0.015 inch at each target pickup.

Figure 101. Magnetic Sensor Installation

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Figure 102. Adjustment of Target Pickups

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(3) Disconnect the electrical connector from the single-coil magnetic sensor that you will adjust.

(4) Cut the lockwire and remove it from the locknut and lockwire tab.

(5) Loosen the locknut enough on the single-coil magnetic sensor so that you can hold the anti-rotation plate above the lockwire tab.

CAUTION: DO NOT LET THE MAGNETIC SENSOR HIT THE TARGET PICKUP. THIS CAN CAUSE DAMAGE TO BOTH PARTS.

(6) Slowly turn the propeller bulkhead and align the single-coil magnetic sensor with a target pickup.

(7) Slowly turn the single-coil magnetic sensor in the direction necessary for you to get the correct gap (0.045 ± 0.010 inch for 6P per revolution or 0.120 ± 0.015 for 1P per revolution). Hold the anti-rotation plate above the lockwire tab.

(8) Set the anti-rotation plate in its correct position against the sensor bracket with one edge against the lockwire tab. It is possible that you will have to adjust the magnetic sensor to do this.

(9) If the adjustment of the magnetic sensor gives you a gap that is not correct between the magnetic sensor and the target pickup, then you must:

(a) Remove the magnetic sensor.

(b) Remove the anti-rotation plate and flip it over 180°.

(c) Install the anti-rotation plate on the magnetic sensor and hold it.

(d) Install the single-coil magnetic sensor until you get the correct gap between the magnetic sensor and the target pickup. Use a feeler gage to do this.

(e) Set the anti-rotation plate in its correct position against the sensor bracket with one edge against the lockwire tab.

(10) Torque the nut 50 to 60 inch-pounds. Safety it to the lockwire tab with lockwire, MS20995C32, per specification AS567.

(11) Connect the applicable electrical connector to each magnetic sensor.

C. Insulation Resistance Check

NOTE: Do the insulation resistance tests at ambient pressure and temperature.

(1) Single-coil Magnetic Sensor

(a) Connect pins A and B together. Refer to the schematic in Figure 103.

(b) Use a megger to apply 100 Vdc. Measure the resistance from pins A and B to pins C and D. The resistance must be a minimum of 100 megohms.

(c) Disconnect the pins from each other.

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Figure 103. Schematic

(2) Dual-Coil Magnetic Sensor

(a) Connect pins A and B together. Refer to the schematic.

(b) Connect pins C and D together.

(c) Use a megger to apply 100 Vdc power and measure the resistance from pins A and B to pins C and D. The resistance must be a minimum of 100 megohms.

(d) Disconnect the pins from each other.

D. Continuity Check

(1) Single-coil Magnetic Sensor

(a) Use an ohmmeter and check for continuity between pins A and B. The resistance must not be more than 200 ohms.

(2) Dual-coil Magnetic Sensor

(a) Use an ohmmeter and check for continuity between pins A and B.

(b) Use an ohmmeter and check for continuity between pins C and D. The resistance must not be more than 200 ohms.

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DISASSEMBLY1. Removal


NOTE: Refer to the applicable airframe manufacturer's manual for instructions on the removal of the sensor bracket.

A. Disconnect the electrical connector from the applicable magnetic sensor.

B. Remove the lockwire from the nut and the lockwire tab.

C. Loosen the nut so the anti-rotation plate can move away from the lockwire tab.

D. Hold the anti-rotation plate away from the lockwire tab of the sensor bracket while you remove the magnetic sensor.

E. If the magnetic sensor is reusable, do as follows:

(1) Keep the locknut and the anti-rotation plate on the magnetic sensor to keep them safe.

(2) Put the magnetic sensor with its related hardware in a clean, empty, labeled plastic bag. Do not put anything else in this bag.

F. Do steps 1.A. through 1.E. for each magnetic sensor which is removed.

2. Storage Instructions

A. If the magnetic sensors are not used immediately, install plastic caps over the sensor connectors to prevent damage.

CAUTION: KEEP THE MAGNETIC SENSORS AT ROOM TEMPERATURE. KEEP THEM AWAY FROM ELECTRIC GENERATORS OR OTHER ELECTRICAL EQUIPMENT THAT IS IN USE, AS THIS CAN CAUSE DAMAGE.

B. Store the magnetic sensors separately in plastic bags to prevent contamination and unintentional contact with other metallic parts.

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CLEANING1. General


NOTE: You can use equivalent alternatives for the specified items


2. Cleaning



A. Clean the metal external surfaces of the magnetic sensors as follows:


(2) Wipe off the external surfaces with a cloth which is damp with fresh water to remove the solvent.




AMS3160 Petroleum Solvent Commercially available Used to clean the magnetic sensors.

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CHECK1. General

A. Examine the magnetic sensor case for nicks and burrs. If there are nicks and burrs, refer to REPAIR.

NOTE: Wear of the magnetic sensor probe tip is permitted. Discard all magnetic sensors that have areas of the wound coil that are open.

B. Inspect the sensors for crossed or damaged threads. If threads are crossed or damaged, discard the sensors.

C. Inspect sensor threads for grit. If necessary, clean threads with a solvent as in CLEANING.

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REPAIR1. Blend Repair

A. Use a fine stone to polish out and smooth all nicks and burrs on magnetic sensor cases.

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ASSEMBLY1. General



B. Refer to Table 702 for a list of special tools, fixtures, and equipment used for assembly.


2. Installation

NOTE: Refer to the applicable airframe manufacturer's manual for the instructions on the installation of the sensor bracket.

NOTE: Always install the dual coil magnetic sensor first.



Aeroshell Grease 17 (Alternate to Mo-Lith No. 2)

Grease Shell Chemical Co.Division of Shell Oil Co.One Shell PlazaP.O. Box 2463Houston, TX 77002Phone: 1-800-872-7435

Thread lubricant

Mo-Lith No. 2 Grease Fiske Brothers Refining Co. 129 Lockwood St. Newark, NJ 07105-4720 Phone: 1-973-589-9150

Thread lubricant.

Royco No. 64(Alternate to Mo-Lith No. 2)

Grease Royal Lubricants Co., Inc.215 Merry Lane East Hanover, NJ07936Phone: 1-800-989-7692

Thread lubricant

MS20995C32 Lockwire Commercially available Used to safety the nuts that hold the magnetic sensors.



GS23439-1 Sensor Target Adapter

Used to adjust the target pickup to get the correct gap between the pickup and the magnetic sensor.

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A. Dual Coil Magnetic Sensor Installation


(1) Lubricate the threads of the nut with Mo-Lith No. 2, thread lubricant.

(2) Install the nut and the anti-rotation plate on the sensor.

(3) Hold the anti-rotation plate away from the sensor bracket while you install the sensor in the center threaded hole of the bracket. Turn the sensor clockwise until it is very near to, but does not touch, the target pickup. See Figure 701.

CAUTION: DO NOT LET THE MAGNETIC SENSOR HIT A TARGET PICKUP. THIS CAN CAUSE DAMAGE TO BOTH PARTS.

(4) Adjust and install the sensor as in paragraph 2.A. of FAULT ISOLATION.

Figure 701. Installation of the Magnetic Sensors

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B. Single Coil Magnetic Sensor (Six Pulse per Revolution) Installation

NOTE: Always install the dual coil magnetic sensor first. Refer to paragraph 2.A. in this section for the instructions.

(1) Install the locknut and anti-rotation plate on the single coil magnetic sensor.

(2) Align one of the end orifices on the sensor bracket with one of the target pickups on the propeller bulkhead.

(3) Hold the anti-rotation plate up on the single coil magnetic sensor as you install it in the sensor bracket. See Figure 701.

(4) Adjust and install the sensor as in paragraph 2.B. of FAULT ISOLATION.

C. Single Coil Magnetic Sensor (One Pulse per Revolution) Installation

NOTE: Always install the dual coil magnetic sensor first. Refer to paragraph 2.A. in this section for the instructions.

(1) Install the locknut and anti-rotation plate on the single coil magnetic sensor:

(2) Align the end orifices on the sensor bracket with the target pickup that has two bends on the propeller bulkhead.

(3) Hold the anti-rotation plate up on the single coil magnetic sensor as you install it in the sensor bracket. See Figure 701.

(4) Adjust and install the sensor as in paragraph 2.B. of FAULT ISOLATION.

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A. Refer to Table 901 for a list of special tools, fixtures, and test equipment used during magnetic sensor maintenance.




GS23439-1 Sensor Target Adapter

Used to adjust the target pickup to get the correct gap between the pickup and the magnetic sensor.

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Term Definition





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FIG. Figure





NON-PROCURABLE (NP)



Term Definition

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RF Reference



Term Definition

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Top Assembly






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2. Numerical Index_______________________________________________________________________________

Airline Total Airline TotalPart Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req._______________________________________________________________________________NO NUMBER 1 - 10 1

2 - 10 12 - 20 1

69336-254 3 - 40 14 - 40 1

778743-1 1 - 1 RF802391-1 3 - 10 1

4 - 10 1

810545-1 3 - 20 2810545-1 4 - 20 2810546-1 2 - 1 RF814757-1 4 - 1 RF814757-11 4 - 30 1814760-1 1 - 20 1817515-12 3 - 30 1817515-2 3 - 1 RF

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IPL Figure 1. Magnetic Sensor - Single Coil

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1 - 1 778743-1 SENSOR,MAGNETIC (SINGLE COIL)(QTY 4)

RF

- 1A 778743-2 SENSOR,MAGNETIC (SINGLE COIL)(QTY 4)

2 RF

10 NO NUMBER .SENSOR (NP) 120 814760-1 .LOCKNUT 1 1

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IPL Figure 2. Magnetic Sensor - Dual Coil

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2 - 1 810546-1 SENSOR,MAGNETIC (DUAL COIL)(QTY 2)

RF

10 NO NUMBER .SENSOR (NP) 120 NO NUMBER .LOCKNUT (NP) 1

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IPL Figure 3. Sensor Bracket (ATR 42-500, ATR 72-210A and ATR 72-500)

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3 - 1 817515-2 BRACKET,SENSORUSED ON ATR 42-500, ATR 72-210A AND ATR 72-500.

RF

10 802391-1 .PLATE,ANTI-ROTATION 120 810545-1 .PLATE,ANTI-ROTATION 230 817515-12 .BRACKET 140 69336-254 .SCREW 1

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IPL Figure 4. Sensor Bracket (ATR 42-400)

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4 - 1 814757-1 BRACKET,SENSORUSED ON ATR 42-400 ONLY.

RF

10 802391-1 .PLATE,ANTI-ROTATION 120 810545-1 .PLATE,ANTI-ROTATION 230 814757-11 .BRACKET 140 69336-254 .SCREW 1

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1 Not Required 227480 Added PN 814760-1 locknut for magnetic sensor.

2 778743-2 Not Required - Added PN 778743-2 by supersedure.

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BRUSH BLOCK ASSEMBLY - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . 11. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2



DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3011. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301


CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501

REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6012. Repairs for Brush Block Assemblies Without PEEK Inserts . . . . . . . . . . . . . . . . . . 6023. Repairs for Brush Block Assemblies With PEEK Inserts . . . . . . . . . . . . . . . . . . . . 607

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7011. Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701




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Figure 1. Brush Block Assembly - Assembled View . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Figure 2. Brush Block Wiring Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Figure 501. Brush Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 502Figure 502. Brush Side Wear Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 502Figure 601. Brush Block Assembly Without PEEK Inserts . . . . . . . . . . . . . . . . . . . . . . . 603Figure 602. Brush Block Wiring Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 606Figure 603. Installation of the Identification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607Figure 604. Brush Block Assembly With PEEK Inserts . . . . . . . . . . . . . . . . . . . . . . . . . 609Figure 605. Brush Block (With PEEK Inserts) With Outside Cover Removed . . . . . . . . 610Figure 701. Orientation at Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 703IPL Figure 1. Brush Block (and Bracket) Assembly Without PEEK Inserts. . . . . . . . . . . 1010IPL Figure 2. Propeller Brush Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012IPL Figure 2A.Propeller Brush Block With PEEK Inserts . . . . . . . . . . . . . . . . . . . . . . . . . 1014

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Table 401. Consumable Materials - Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401Table 601. Consumable Materials - Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601Table 602. Special Tools, Fixtures, and Equipment - Repair . . . . . . . . . . . . . . . . . . . . 601Table 701. Consumable Materials - Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701Table 901. Special Tools, Fixtures, and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 901IPL Table 1. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1017IPL Table 2. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1018IPL Table 3. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1019IPL Table 4. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1020

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BRUSH BLOCK ASSEMBLY - DESCRIPTION AND OPERATION1. Description

A. A typical assembled brush block assembly is shown in Figure 1.

B. The older brush block assemblies, shown in IPL Figures 1 and 2, have:

• a fiberglass-reinforced plastic housing

• a back cover

• two inside covers

• a front cover (removed during installation)

• six graphite electrical brushes

• six springs

• three electrical terminal studs

• a three-wire electrical connector with attached wiring and terminals.

C. The new brush block assembly, shown in IPL Figure 2A, has a PTFE-filled polyetheretherketone (PEEK) insert that contains the brush pockets and electrical brushes of a new material and configuration.

‘

Figure 1. Brush Block Assembly - Assembled View

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2. Operation

A. The brush block assembly transmits deicing current from the (stationary) aircraft electrical system to the (turning) propeller slip rings and blade deicing heaters. See Figure 2.

Figure 2. Brush Block Wiring Schematic

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A. Refer to Chapter 61-10-00, FAULT ISOLATION, for the fault isolation procedures.

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CAUTION: AFTER YOU REMOVE THE BRUSH BLOCK ASSEMBLY, DO NOT PUSH IN THE BRUSHES AND SUDDENLY RELEASE THEM. THE SPRING FORCE WILL CAUSE THE BRUSH LEAD TO HIT THE PROPELLER BRUSH BLOCK. THIS CAN CAUSE DAMAGE TO THE BRUSHES IN THE AREA WHERE THE LEAD IS ATTACHED.

A. Disconnect the electrical connector from the brush block assembly.

CAUTION: BE CAREFUL WHEN YOU REMOVE THE ATTACHING HARDWARE TO PREVENT DAMAGE TO THE BRUSHES.

B. Hold the brush block assembly in its installed position and remove the three bolts (20, IPL Figure 1) and washers (30).

C. Remove and set aside the shim(s) (40 and/or 50). These will be reused when you reinstall the brush block assembly.

NOTE: If a different brush block assembly is installed, it must be shimmed to meet the requirements of the installation.

CAUTION: DO NOT LET THE BRUSHES MOVE SUDDENLY OUTWARD TO THEIR FULLY EXTENDED POSITION DURING THE REMOVAL OF THE BRUSH BLOCK. BREAKS IN THE LEAD CONNECTION CAN OCCUR.

D. Lightly push the brush block assembly towards the slip rings to compress the brush springs.

E. Slide the brush block assembly along the slip rings until it is in a position where it can be pulled straight back away from the rings. Make sure that the brushes remain in contact with the slip ring as you do this.

NOTE: Do not let the brushes move off of the slip rings.

F. Slowly pull the brush block assembly straight back until the brushes no longer touch the slip rings.

G. If necessary, remove the airframe-supplied fasteners that hold the bracket (60 or 65) on the gearcase. Remove the bracket. Refer to the airframe manual.

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CLEANING1. General

NOTE: The surface must be visually clean after the solvent is used. Also, the solvent must agree with local environmental health and safety regulations.

WARNING: PETROLEUM SOLVENTS ARE POISONOUS TO SKIN AND RESPIRATORY TRACT. MAKE SURE THE TIME YOU USE IT IS THE MINIMUM NECESSARY. MAKE SURE THE AREA HAS A GOOD FLOW OF AIR. KEEP AWAY FROM TOO MUCH HEAT AND OPEN FLAME BECAUSE OF A MINIMUM FLASH POINT OF 100 DEGREES FAHRENHEIT.

A. Refer to Table 401 for the consumable materials necessary to clean the unit.


CAUTION: DO NOT PUT THE BRUSHES OR THE BRUSH BLOCK ASSEMBLY FULLY IN THE CLEANING SOLUTION. DISASSEMBLE THE BRUSH BLOCK BEFORE YOU CLEAN IT. POLISH THE BRUSH BLOCK WITH A CLEAN CLOTH THAT IS DAMP WITH THE SOLVENT CLEANING TO REMOVE ALL CONTAMINATION FROM THE BRUSH BLOCK AND BETWEEN THE BRUSHES. DAMAGE TO THE BRUSHES CAN RESULT IF THEY ARE IN THE SOLVENT.

B. Clean the brush block assembly with a soft clean cloth that is dampened with cleaning solvent, P-D-680, Type II or III.

WARNING: MAKE SURE THAT THE AIR PRESSURE IS NOT MORE THAN 30 PSIG. USE EYE PROTECTION. COMPRESSED AIR USED TO CLEAN CAN CAUSE AIRBORNE PARTICLES THAT CAN GET IN YOUR EYES.

C. Blow out the internal areas of the brush block assembly with filtered, compressed air.

D. Clean the brushes with a clean cloth that is dampened with cleaning solvent, P-D-680, Type II or III.

E. Make sure to remove all contamination from the brush block assembly and between the electrical contact brushes.


SPECIFICATION OR PART NO. MATERIAL MAKER FUNCTION

P-D-680 (Type II or III)

Cleaning Solvent Unocal Petroleum Products and Chemicals Div.Hydrocarbon Sales1650 East Golf Rd.Schaumburg, IL 60196-1088

Used to clean the brush block assembly.

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CHECK1. General

A. On Aircraft

NOTE: The brush block assembly should be inspected on the aircraft every 300 hours, or more frequently, if necessary. Remove the brush block assembly for off aircraft inspection every 500 flight hours or more frequently, if necessary.

(1) Examine the brush block assembly for:

• tightened nuts and bolts

• electrical contact brush damage

• burned areas between the brushes

• cracks that occur near the mounting bolts

NOTE: Cracks in the housing that are not near the mounting bolts are not structurally important, so repair is not necessary.

(2) Visually inspect for:

• accumulation of oil

• carbon deposits

• contamination on the propeller brush block surface and between the brushes.

(3) Clean the propeller brush block as necessary, at intervals based upon your experience to prevent arcing or excessive wear. Refer to CLEANING for instructions.

B. Off Aircraft

(1) Do the on-aircraft checks as in paragraph 1.A.

(2) Remove the brush block assembly.

(3) With the brushes fully extended, inspect the brushes as shown in Figure 501.

NOTE: It may be necessary to lightly pull on the brushes to make sure that they are fully extended.

(4) If the brushes have more wear that the limit shown, or do not have the minimum extension, replace the brushes.

(5) If a brush has less than 80 percent of its initial contact surface (the surface which touches the slip ring) remaining, replace the brush.

(6) The side wear limits are shown in Figure 502.

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Figure 501. Brush Wear Limits

Figure 502. Brush Side Wear Limit

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REPAIR1. General

A. Refer to Table 601 for a list of consumable materials used for repair.


B. Refer to for a list of special tools, fixtures, and equipment used for repair.





Commercially available Used to clean the brush block before identification plate installation.

AMS3004 Methyl Alcohol Commercially available Used to clean the brush block before identification plate installation.

MIL-C-22750 Epoxy Polyamide Coating

Commercially available Used to seal the identification plate.

MS20995C20 Lockwire Commercially available Used to safety the screws that attach the outside cover.

ASTM D770 Grade A(Alternate to AMS3004)

Isopropyl Alcohol Commercially available Used to clean the brush block before identification plate installation.

Table 602. Special Tools, Fixtures, and Equipment - Repair



Used to install the identification plate.

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2. Repairs for Brush Block Assemblies Without PEEK Inserts

A. Disassemble to replace all damaged brushes as follows:

(1) Cut the lockwire that anti-rotates the four wire-lock head, outside cover screws (20, IPL Figure 2).

(2) Remove the four wire-lock head screws and plain washers (30).

(3) Remove the outside cover (40).

(4) Remove the three nuts (50) and spring washers (60) that attach the three connector lead wires (90) to the three terminal studs (100).

(5) Remove the three connector lead wires (90) from the three terminal studs.

(6) Remove the second set of three nuts (50) and spring washers (60) that attach the brush lead wires to the three terminal studs (100).

(7) Remove the six brush lead wires (70 and 80) from the three terminal studs.

NOTE: The assembly may contain the double lead brush (80). This brush is interchangeable with the single lead brush (70).

CAUTION: AFTER YOU INSTALL THE BRUSHES, SPRINGS AND INSIDE COVER, DO NOT PUSH THEM IN AND SUDDENLY RELEASE THEM. THE SPRING FORCE WILL CAUSE THE BRUSH LEAD TO HIT THE BRUSH BLOCK. THIS CAN CAUSE DAMAGE TO THE BRUSHES.

(8) If the front cover (10) is installed, carefully remove it. Do not allow the brushes to spring forward suddenly.

CAUTION: IF YOU CONTINUE WITH THE DISASSEMBLY WITHOUT REMOVING THE FRONT COVER, DAMAGE TO THE RIGHT AND LEFT INNER COVERS (110 AND 120) COULD RESULT.

CAUTION: FOR THE FOLLOWING STEPS, SUPPORT THE INNER COVERS AGAINST THE BRUSH BLOCK HOUSING.

(9) Remove the four threaded towers.

(10) Remove the third set of nuts (50) and flat washers (140) that attach the inner covers.

(11) Remove the right and left inner covers (110, 120).

(12) Remove the six springs as shown in Figure 601, Section A-A.

NOTE: The brush/spring assembly (85, IPL Figure 2) has a spring which is permanently mounted on the brush. The spring and brush must be removed as an assembly.

(13) Remove the brushes (70 and 80, IPL Figure 2) from the housing.

B. Assemble after you replace damaged brushes as follows:

(1) Install the three right-hand brushes (70).

(2) Install the three right-hand springs. Refer to item 10, Figure 601.

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Figure 601. Brush Block Assembly Without PEEK Inserts

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(3) Install the right-hand inner cover (110, IPL Figure 2) so that the brush leads pass through the openings in the cover.

(4) While you hold the right-hand inner cover flat against the housing, install the two right-hand threaded towers. Torque the towers to 5 to 7 inch-pounds.

CAUTION: SUPPORT THE COVER NEAR ITS CENTER UNTIL THE THREE NUTS ARE INSTALLED.

(5) Repeat steps (1) through (4) with the left-hand brushes, springs, and inner cover.

NOTE: If the assembly includes a brush with the double leads (80), it must be assembled in the location shown in Figure 601. Feed the double leads though the extra hole in the inner cover that is closer to the terminal studs.

(6) Install the three flat washers (140) and nuts (50) to attach the inside covers. Torque the nuts to 10 to 12 inch-pounds.

(7) Install the front cover as follows:

(a) Install the front cover (10) on the block. Slide the cover on until it is not yet over the first set of brushes (70 and 80).

(b) Push and hold the first set of two brushes (70 and 80) so the surfaces are below the surface of the block. At the same time, push the front cover (10) over those brushes. Do this step again for the other two sets of brushes.

(8) For each of the three sets of two brushes, attach the brush lead wires to the nearest terminal stud with the crimped ends arranged as shown in Figure 601. Attach the double lead wire lug, if present, under the closest threaded tower to which the outside cover (40, IPL Figure 2) attaches.

(9) Install the three spring washers (60) and nuts (50) on the three terminal studs to attach the brush lead wires. Torque the nuts to 10 to 12 inch-pounds.

(10) Make sure that the six brushes slide freely in the housing.

CAUTION: BE CAREFUL TO KEEP THE CLEARANCE BETWEEN THE LEAD WIRES AND THE TERMINAL STUDS AND NUTS TO AVOID PINCHING THE WIRES WHEN THE OUTER COVER IS INSTALLED IN THE FOLLOWING STEPS.

(11) Install the three connector leads on the three terminal studs (100) as shown in Figure 601.

CAUTION: DO NOT USE THREAD LUBRICANT ON THE NUTS. IT CAN INCREASE ELECTRICAL RESISTANCE AND DECREASE RUNNING TORQUE.

(12) Install the three spring washers (60, IPL Figure 2) and nuts (50) to attach the connector lead wires (90). Torque nuts to 10 to 12 inch-pounds.

(13) Carefully remove the front cover (10). Hold the assembly so that the brushes (70 and 80) do not spring forward suddenly when the cover is removed.

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(14) Use an ohmmeter to make a continuity check from each connector pin to its related two brushes. See Figure 602 for the wiring schematic. If there is no continuity for one or more of the brushes, examine the connections to make sure that they are correct. If they are not correct, do the connections again.

(15) Install the outside cover as follows:

(a) Install the outside cover (40, IPL Figure 2) with four wire-lock head screws (20) and plain washers (30). Torque the wire-lock head screws to 5 to 7 inch-pounds.

(b) Safety the wire-lock head screws (20) in pairs with MS20995C20 lockwire as in Specification AS567.

C. Install the identification plate (10, IPL Figure 1) on the propeller brush block (70) as follows:


(1) With a clean cloth which is moist with methyl ethyl ketone, ASTM D740, fully clean the surface where the identification plate (10) is applied.

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(2) With a clean cloth which is moist with methyl alcohol, AMS3004, or Grade A isopropyl alcohol, ASTM D770, fully clean the surface where the identification plate (10) is applied.

(3) Let the surface air dry.

(4) Remove the rear layer from the identification plate (10).

(5) Install the identification plate in the location shown in Figure 603.

(6) Press the identification plate (10, IPL Figure 1) onto the surface of the propeller brush block (70).

(7) Use a 1.50-inch rubber roller, GS18033-1, and a wooden dowel with a rounded end to press all areas of the identification plate (10).

(8) Make sure that the identification plate (10) is strongly bonded to the surface of the brush block. Make sure that the edges and the corners are tightly attached.

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Figure 602. Brush Block Wiring Schematic

WARNING: KEEP EPOXY POLYAMIDE COATING AWAY FROM SPARKS OR FLAMES. USE GOGGLES AND RUBBER GLOVES WHEN YOU USE IT. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT IS FLAMMABLE AND CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

(9) Apply a layer of clear epoxy polyamide coating, MIL-C-22750, to the identification plate (10). Make sure that you have a 0.125 inch overlap onto the surface of the brush block.

(10) Let the identification plate air dry for a minimum of 30 minutes at room temperature.

(11) Apply a second layer of clear epoxy polyamide coating, MIL-C-22750, to the identification plate (10).

(12) Let the last layer air dry for a minimum of 12 hours at room temperature before handling.

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Figure 603. Installation of the Identification Plate

3. Repairs for Brush Block Assemblies With PEEK Inserts

A. Repair the new units with polyetheretherketone (PEEK) inserts as follows:

(1) Refer to Table 601 for the consumable materials to repair this unit.


(2) Replace all brushes that are damaged as follows:

(a) Disassemble the brush block assembly as follows:

1 Cut the lockwire that is attached to the four PEEK insert mounting screws (20, IPL Figure 2A).

2 Remove the four PEEK insert mounting screws and four PEEK insert mounting washers (30).

3 Remove the top cover (80).

4 Remove the three nuts (50) and three spring washers (90) that attach the three lead wires of the connector assembly (120) to the three terminal studs of the PEEK insert and terminal studs (100).

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5 Remove the three lead wires of the connector assembly from the three terminal studs.

6 Remove the three nuts (50), three spring washers (90), and three plain washers (60) that attach the lead wires of the brush/spring assembly (70) to the three terminal studs.

7 Compress the brush/spring assembly (70) to make the lead wire slack. Remove the lead wire of the brush/spring assembly from the terminal stud. Do this for all six brush/spring assemblies. Remove the three plain washers (60).

8 Remove the three nuts (50) and three plain washers (60).

9 Remove the inner cover (40).

10 Remove the six brush/spring assemblies (70).

(b) Assemble the brush block assembly as follows:

NOTE: The brush block must be clean before assembly. See instructions in CLEANING.

1 Install the six brush/spring assemblies (70).

2 Install the inner cover (40).

3 Install three nuts (50) and three plain washers (60) onto the three terminal studs of the PEEK insert and terminal studs (100). Torque to 10 to 12 inch-pounds. This will retain the inner cover.

4 Install three plain washers onto the terminal studs. Compress the brush/spring assembly (70) to obtain slack in the lead wire and install the three left lead wires of the brush/spring assembly onto the terminal studs. Refer to Figure 604. Install with the crimped side of the lead wire of the brush/spring assembly upward.

5 Compress the brush/spring assembly (70, IPL Figure 2A) to obtain slack in the lead wire and install the three right lead wire of the brush/spring assembly onto the terminal studs. Refer to Figure 604. Install with the crimped side of the lead wire of the brush/spring assembly downward.

6 Install three plain washers (60, IPL Figure 2A), three spring washers (90), and three nuts (50). Torque to 10 to 12 inch-pounds.

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Figure 604. Brush Block Assembly With PEEK Inserts

7 Install the connector assembly’ (120) three lead wires on the three terminal studs.

8 Install three spring washers (90) and three nuts (50) onto the three terminal studs. Torque to 10 to 12 inch-pounds.

9 Use an ohmmeter to make a continuity check from each connector pin to its related two brushes. Refer to Figure 605 for the pin configuration. If no continuity is found from one or more of the brushes, examine the connections and make the necessary corrections.

10 Install the top cover (80, IPL Figure 2A).

11 Install the four PEEK insert mounting washers (30) and four PEEK insert mounting screws (20). Torque to 10 to 12 inch-pounds.

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12 Safety wire the four PEEK insert mounting screws (20) in pairs with lockwire, MS20995C20, as in AS567. Refer to Figure 605.

(3) Install the identification plate as in paragraph 2.C.

Figure 605. Brush Block (With PEEK Inserts) With Outside Cover Removed

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ASSEMBLY1. Installation



B. For brush block assembly without PEEK inserts, proceed as follows:

(1) If necessary, install the bracket (60, IPL Figure 1) on the gearcase with the airframe-supplied fasteners. Refer to the airframe manual.

WARNING: USE MO-LITH GREASE CORRECTLY. IT IS A FLAMMABLE MATERIAL. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE GREASE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0111SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE GREASE, PUT ON CHEMICAL-SPLASH GOGGLES AND OIL-RESISTANT GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE GREASE FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(2) Apply a layer of Mo-Lith No. 2 thread lubricant to the threads of the three bolts (20).

CAUTION: DO NOT PUSH IN THE BRUSHES AND SUDDENLY RELEASE THEM. THE SPRING FORCE WILL CAUSE THE BRUSH LEAD TO HIT THE BRUSH BLOCK. THIS CAN CAUSE DAMAGE TO THE BRUSHES IN THE AREA WHERE THE LEAD IS ATTACHED.

(3) Assemble the brush block assembly to the mounting bracket (60) with three bolts (20) and washers (30). Make sure that the front cover (10, IPL Figure 2) is installed on the propeller brush block (70, IPL Figure 1).

(4) Measure the clearance between the front cover (10, IPL Figure 2) of the brush block assembly and the slip rings. Make a shim stack from shims (40, 50, IPL Figure 1) that is equal to the clearance.

NOTE: The shim thickness must be calculated each time the slip ring or the brush block assembly is removed and/or replaced.



Mo-Lith No. 2 Grease Fiske Brothers Refining Co. 129 Lockwood St. Newark, NJ 07105-4720 Phone: 1-973-589-9150

Thread lubricant

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(5) Remove the bolts (20), washers (30) and the brush block (70). Install them again with the shim stack that you made. Torque the nuts 50 to 60 inch-pounds more than running torque.

NOTE: Running torque is the torque necessary to turn each nut when the flange surfaces do not touch. It is measured when the threads and self-locking part are fully engaged.

(6) Slowly and carefully remove the front cover (10, IPL Figure 2). Make sure that the brushes do not hit the slip rings quickly.

(7) Connect the electrical connector.

C. For brush block assembly with PEEK inserts, proceed as follows:

(1) If necessary, install the bracket (60, IPL Figure 1) on the gearcase with the airframe supplied fasteners. Refer to the airframe manual.

WARNING: USE MO-LITH GREASE CORRECTLY. IT IS A FLAMMABLE MATERIAL. IT CAN HAVE A BAD EFFECT ON YOUR HEALTH OR SAFETY. BEFORE YOU USE THE GREASE, GET THE MATERIAL SAFETY DATA SHEET FROM THE MANUFACTURER OR SUPPLIER OF THE MATERIAL AND READ IT CAREFULLY. READ THE DETAILED WARNING, W0111SE, IN THE WARNING REGISTRY 341-006. BEFORE YOU USE THE GREASE, PUT ON CHEMICAL-SPLASH GOGGLES AND OIL-RESISTANT GLOVES. MAKE SURE THAT YOU HAVE SUFFICIENT AIRFLOW TO KEEP THE GREASE FUMES BELOW THE MATERIAL SAFETY DATA SHEET LIMIT.

(2) Apply a layer of Mo-Lith No. 2 thread lubricant to the threads of the three bolts (20).

CAUTION: DO NOT PUSH IN THE BRUSHES AND SUDDENLY RELEASE THEM. THE SPRING FORCE WILL CAUSE THE BRUSH LEAD TO HIT THE BRUSH BLOCK. THIS CAN CAUSE DAMAGE TO THE BRUSHES IN THE AREA WHERE THE LEAD IS ATTACHED.

(3) Assemble the brush block assembly to the mounting bracket (60) with three bolts (20) and washers (30).

(4) Measure the clearance between the front face of the brush block and the slip rings. Refer to Figure 701.

(5) Calculate the shim stack height as follows:

Shim stack height = (clearance between front face of brush block and slip rings) - 0.120 inches.

(6) Make a stack of shims (40 and 50, IPL Figure 1) to be equal to the shim stack height +/- 0.010 inches.

NOTE: The shim thickness must be calculated each time the slip ring or brush block assembly is removed and/or replaced.

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Figure 701. Orientation at Installation

(7) Remove the bolts (20), washers (30), and the brush block assembly (70). Install them again with the shim stack you have made. Torque the nuts 50 to 60 inch-pounds more than running torque.

NOTE: Running torque is the torque necessary to turn each nut when the flange surfaces do not touch. It is measured when the threads and self-locking part are fully engaged.

(8) Connect the electrical connector.

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A. Refer to Table 901 for a list of special tools, fixtures, and equipment used during brush block assembly maintenance.





Used to install the identification plate.

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Term Definition





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FIG. Figure





NON-PROCURABLE (NP)



Term Definition

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RF Reference



Term Definition

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Top Assembly






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2. Numerical Index_______________________________________________________________________________

Airline Total Airline TotalPart Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req._______________________________________________________________________________NAS1149C0463R 1 - 30 369253B4 1 - 10 169336-307 1 - 20 369336-308 1 - 20A 3814758-1 1 - 65 1814759-1 1 - 1A RF814759-2 1 - 1B RF815545-1 1 - 60 1815546-1 1 - 40 2815546-2 1 - 50 3817536-1 1 - 70 1817536-1 2 - 1 RF817536-2 1 - 70 A 1

2 - 1A RF817537-1 1 - 1 RF817537-2 1 - 1C RF817583-14 2A - 60 9817583-15 2 - 50 6

2A - 50 9817583-16 2 - 20 4817583-18 2 - 60 6

2A - 90 6817583-19 2 - 30 4

817583-2 2 - 70 5817583-21 2 - 10 1817583-24 2 - 85 6

2A - 70 5817583-3 2 - 80 1817583-4 2 - 120 1817583-5 2 - 110 1817583-6 2 - 40 1817583-9 2 - 140 3820538-1 1 - 70B 1

2A - 1 RF820539-1 1 - 1D RF820546-1 1 - 1E RF820547-1 2 - 1B RF820547-2 2A 100 1820547-3 2A - 40 1820547-4 2A 80 1820547-5 2A 12 0 1820547-6 2A - 10 1820547-7 2A - 20 4820547-8 2A - 30 4820547-10 2A 110 1

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IPL Figure 1. Brush Block (and Bracket) Assembly Without PEEK Inserts

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1 - 1 817537-1 ASSEMBLY,BRUSH BLOCKUSED ON ATR 42-500, ATR 72-210A AND ATR 72-500.SUPSD BY ITEM 1C

A RF

- 1A 814759-1 ASSEMBLY,BRUSH BLOCKUSED ON ATR 42-400 ONLYSUPSD BY ITEM 1B

B RF

- 1B 814759-2 ASSEMBLY,BRUSH BLOCKUSED ON ATR 42-400 ONLY.FOR SERVICE USE ONLYSUPSDS ITEM 1A SUPSD BY IEM 1E

3 C RF

- 1C 817537-2 ASSEMBLY,BRUSH BLOCKUSED ON ATR 42-500, ATR 72-210A AND ATR 72-500.SUPSDS ITEM 1SUPSD BY ITEM 1D USED FOR SERVICE ONLY

2 D RF

- 1D 820539-1 ASSEMBLY,BRUSH BLOCKUSED ON ATR 42-500, ATR 72-210A AND ATR 72-500.SUPSDS ITEM 1CUSED FOR SERVICE ONLY

4 E RF

- 1E 820546-1 ASSEMBLY,BRUSH BLOCKUSED ON ATR 42-400 ONLY.SUPSDS ITEM 1BUSED FOR SERVICE ONLY

4 F RF

- 10 69253B4 .PLATE,IDENTIFICATION-FOIL 120 69336-307 .BOLT

SUPSD BY ITEM 20A3

- 20A 69336-308 .BOLTSUPSDS ITEM 20

1 3

30 NAS1149C0463R .WASHER 340 815546-1 .SHIM 250 815546-2 .SHIM 360 815545-1 .BRACKET ADE 165 814758-1 .BRACKET BCF 170 817536-1 .BRUSH BLOCK,PROPELLER

SEE FIG. 2 FOR DETAILSSUPSD BY ITEM 70A

AB 1

70A 817536-2 .BRUSH BLOCK,PROPELLERSEE FIG. 2 FOR DETAILSSUPSDS ITEM 70SUPSD BY ITEM 70B

CD 1

70B 820538-1 .BRUSH BLOCK,PROPELLERSEE FIG. 2A FOR DETAILSSUPSDS ITEM 70A

4 EF 1

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IPL Figure 2. Propeller Brush Block

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2 - 1 817536-1 .BRUSH BLOCK,PROPELLERSEE FIG. 1 FOR NHASUPSD BY ITEM 1A

A RF

- 1A 817536-2 .BRUSH BLOCK,PROPELLERSEE FIG. 1 FOR NHASUPSDS ITEM 1USED FOR SERVICE ONLY

B RF

- 1B 820547-1 DELETED RF10 817583-21 .COVER,FRONT 120 817583-16 .SCREW,WIRE-LOCK HEAD 430 817583-19 .PLAIN WASHER 440 817583-6 .COVER,OUTSIDE 150 817583-15 .NUT

POST SB 568F-61-17, DECREASE NUT FROM 9 TO 6

6

60 817583-18 .WASHER,SPRING 670 817583-2 .BRUSH,SINGLE-LEAD A 580 817583-3 .BRUSH,DOUBLE-LEAD A 1

- 85 817583-24 .BRUSH/SPRING ASSEMBLYSUPSDS ITEMS 70 AND 80

B 6

90 NO NUMBER LEAD WIRE,CONNECTOR 3100 NO NUMBER STUD,TERMINAL 3110 817583-5 INNER COVER,RIGHT HAND 1120 817583-4 INNER COVER, LEFT HAND 1140 817583-9 WASHER,FLAT 3

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IPL Figure 2A. Propeller Brush Block With PEEK Inserts

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2A - 1 820538-1 .BRUSH BLOCK ASSYSEE FIG. 1 FOR NHA

4 RF

10 820547-6 .COVER,TRANSPORT 120 820547-7 .SCREW,PEEK INSERT MOUNTING 430 810547-8 WASHER,PEEK INSERT MOUNTING 440 820547-3 .COVER,INNER 1

- 50 817583-15 .NUT 9- 60 817583-14 .WASHER,PLAIN 9

70 817583-24 .BRUSH/SPRING ASSEMBLY 580 820547-4 COVER,TOP 1

- 90 817583-18 WASHER,SPRING 6100 820547-2 INSERT,PEEK AND TERMINAL STUDS 1110 820547-10 HOUSING,MAIN AND BUSHINGS 1120 820547-5 CONNECTOR ASSY 1

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1 - Not Required 236593 Adds a longer bolt for the brush block assembly.

2 817537-2 Not Required - Supersedes the -1. Used for service only.

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- 814759-1 - Not Required 235778 Basic coverage.

1 - Not Required 236593 Adds a longer bolt for the brush block assembly.

3 814759-2 Not Required - Supersedes the -1. Used for service only.

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Chg Code Item Configuration Service Bulletin HS Internal

Reference Description

4 820539-1 Not Required 245924 Adds a brush block assembly with PEEK inserts.

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Chg Code Item Configuration Service Bulletin

HS Internal Reference Description

4 820546-1 Not Required 245924 Adds a brush block assembly with PEEK inserts.

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TABLE OF CONTENTS - 61-27-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/C-1



ELECTRONIC PROPELLER CONTROL - DESCRIPTION AND OPERATION . . . . . . . . . . 11. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

FAULT ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011. Fault Accommodation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012. Fault Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1013. Fault Annunciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1014. Displaying and Clearing Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1026. Propeller Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1227. Reading Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1238. Clearing Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1249. EPC and PVM Connector Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124


DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3011. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3012. Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3013. Storage Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301


CHECK(NOT APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501

REPAIR(NOT APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7011. Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7012. Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701


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ILLUSTRATED PARTS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10011. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10012. Numerical Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10073. Detailed Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10094. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015

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Figure 1. Electronic Propeller Control (EPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Figure 2. System Schematic Diagram for Electronic Propeller Control . . . . . . . . . . . . . 3Figure 101. Location of Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125IPL Figure 1. Electronic Propeller Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010

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Table 101. Troubleshooting by Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103Table 102. FDAU Configurations and FDEP Entry Codes . . . . . . . . . . . . . . . . . . . . . . 122IPL Table 1. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015

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ELECTRONIC PROPELLER CONTROL - DESCRIPTION AND OPERATION

1. Description

A. Physical Description

(1) The Electronic Propeller Control (EPC), shown in Figure 1, is made of two functionally isolated board assemblies (primary and backup).

NOTE: The EPC is called the Propeller Electronic Control (PEC) in the airframe and airframe documentation

(2) The air-cooled aluminum enclosure separates into a housing and a cover. The electronic control attaches to the mounting bracket, which is installed on the engine nacelle struts, with four vibration isolators (shock mounts).

(3) Two 53-pin electrical connectors make connections to interface the Electronic Propeller Control with the systems that follow:

• cockpit systems

• Propeller Valve Module (PVM)

• propeller speed pickups

• Electronic Engine Control (EEC)

• aircraft power supply.

(4) The connectors also are used for programming. Convection cools the Electronic Propeller Control.

(5) Figure 1 shows the location of the identification plate.

NOTE: The identification plate is on the reverse side for part numbers that end-2-XXX.

(6) Refer to Figure 2 for the Electronic Propeller Control electrical system schematic diagram. The slave propeller, EPC 2, is shown. EPC 1 is the same except for the 1P input from the opposing propeller for synchrophasing, which is not supplied to the No 1 propeller.

B. Primary and Backup Board Assemblies

(1) The multilayer, multipurpose printed circuit boards connect to each other by flex tapes. These flex tapes also interconnect to external electrical connectors. The two printed circuit boards contain input, processor, power supply, and output circuits. Electrical connector J1 connects to the primary board and connector J2 connects to the backup board.

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Figure 1. Electronic Propeller Control (EPC)

2. Operation

A. General

(1) The Electronic Propeller Control is a microprocessor-based control. It gives closed-loop control of the propeller pitch change system with backup control. The three functions controlled are:

• propeller speed governing

• synchrophasing

• beta (blade angle).

(2) The EPC sends electrical pitch command signals to the PVM. The EPC also gives propeller system fault detection, isolation, and accommodation. Electrical power for the EPC comes from redundant supplies--the aircraft 28 Vdc bus and the 28 Vdc battery-backed emergency bus.

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Figure 2. System Schematic Diagram for Electronic Propeller Control

(3) The function of the Electronic Propeller Control is redundant. That is, it consists of two sets (channels) of hardware and software. Each channel includes its own input signal conditioning circuitry, microprocessor, and output drivers. Sensors give inputs to each channel and each channel controls its own outputs. One channel controls at a time. The primary channel is normally in control in a healthy system. The backup channel takes control when the primary channel fails.

NOTE: Synchrophasing is done by EPC 2 using the 6P synchrophasing signal from the No. 1 propeller.

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FAULT ISOLATION1. Fault Accommodation

A. The EPC automatically compensates for any single fault and many combinations of faults. Cockpit indications enabled by the EPC advise the flight and maintenance crews of faults.

2. Fault Isolation

A. The EPC isolates faults to one of six line replaceable units (LRUs). They are the:

• EPC

• PSV

• six pulse-per-revolution (6P) generator local speed sensor (dual coil)

• overspeed governor

• main oil supply pump

• remote speed sensor (6P, single coil).

3. Fault Annunciation

A. Fault data is sent to the cockpit by indicators, by ARINC 429, and by RS422 UART. You can use a laptop computer to extract fault data from a UART port. Also, you can extract fault data from the ARINC bus with the Flight Data Entry Panel (FDEP).

4. Displaying and Clearing Faults

A. The cockpit has four lights and one latching magnetic indicator to display faults of the propeller system. The lights for EPC 1 and 2 work like this:

• Single Channel shows that one of the redundant channels has detected a fault.

• The Fault light shows that both channels of the EPC have detected faults.

• The Off light illuminates to show that the EPC is switched off. The pilot can press the Off button to power the EPC off.

• The latching magnetic indication shows that a maintenance fault has occurred which may not have resulted in a channel failure but requires maintenance action at the required interval.

NOTE: Refer to the aircraft manual for data about fault displays. For reference, Table 101 gives the cause, description and fault light status for each fault code.

B. Fault data (fault memory contents) is always available on output word 240 of the EPC through an ARINC 429 data bus. Each time you toggle the test discrete (LRU), you will see the next location in memory displayed. When you get to the last code, you will see the end message 002 displayed. When you toggle again, you will see the start message (001). If memory stored no faults, you will see only the start and end messages. Refer to the aircraft maintenance manual for data about fault displays.

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C. The EPC holds the first eight fault codes in memory until you do an erase. That will erase all stored faults. This is how to clear faults:

(1) Clear only if the aircraft is on the ground and the propeller is not rotating (Weight on Wheels [WOW] = 1). Set engine rating to CRZ2 OR CRZ, which ever is present.

(2) Set the Power Lever Angle (PLA) to midway between Ground Idle and Flight Idle (between 18.0 and 31.0 degrees in the cockpit).

(3) Cycle the power to the EPC.

(4) Set the aircraft EEC/PEC Select switch to PEC.

(5) Set the aircraft TRIM/LRU switch to the TRIM position for 10 seconds or more. After that, the EPC clears the fault memory.

5. Troubleshooting

A. Table 101 was developed to help you deal with fault codes generated by the Electronic Propeller Control (EPC) system. This table may not cover all possible problems that occur in the life of this product, but it should point you in the correct direction for the source of a fault in the propeller control system.

NOTE: Instructions that apply to aircraft type ATR72-500 also apply to aircraft type ATR72-210A.

B. The table was written to provide troubleshooting steps in an order that will test the most likely cause of failure first to minimize troubleshooting time.

C. In all troubleshooting sections of this table, follow the order presented. If something is found during one step, fix the problem and only then go further in the procedure if the fault re-occurs.

D. In the Table 101, you will see references to clearing fault codes, reading fault codes, and trimming the EPC system. Procedures for each of these actions can be found at the end of this table.

E. To be consistent with Aerospatiale and AI(R) documentation, this table refers to the PEC, which is the airframer’s name for the Electronic Propeller Control.

• CRITICALITY: For each fault code, a “criticality” level (1, 2, or 3) is listed. The different levels indicate the following:

• Level 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.

• Level 2. When a fault code of this level is generated, it 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.

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• Level 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.

WARNING: IF THE TROUBLESHOOTING PROCEDURE TELLS YOU TO CHECK ELECTRICAL CONTINUITY, BE SURE THAT AIRFRAME ELECTRICAL POWER IS OFF BEFORE DISCONNECTING OR CONNECTING RECEPTACLES AND PLUGS.

NOTE: The EPC is called the Propeller Electronic Control (PEC) in the airframe and airframe documentation.

Table 101. Troubleshooting by Fault Codes

Fault Code: 03Fault Name: Reversing FaultCriticality: 2Channel: PrimarySetting 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 toprevent 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 circuitPossible 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 a software fix has been / will be generated. Operators should be advisedto 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, modifyingthe procedure for reading the fault codes to have PLA at FI would prevent the fault even if the LRU switch is held.Troubleshooting:1. If code 81 is also present, replace PEC.2. Verify via FDEP (See Table 102 for configurations and entry codes.) that PLA is indicated at greaterthan 33 degrees when the power lever is at the FI stop (FDEP display of 0375 or greater). Nominal FIreading 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.3. Test for 28 V at SLPS retraction solenoid (PVM connector P5 pins E and F) when PLA is below FI. If not found, the problem is with PLA switch in pedestal or associated circuitry. Correct and re-verify system.4. Test for 0 V at SLPS retraction solenoid when PLA is above FI. If not found, the problem is with PLAswitch in pedestal or associated circuitry. Correct and re-verify system. Note: There is a 3 second delay before the 28 V is removed when PLA transitions from below to above the FI position.5. Test for 28 V at PVM P5 pins A or B (C = return) with the CLA in the AUTO position. If 28 V is found,troubleshooting of the aircraft feathering circuitry is required.6. Replace PVM.

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Fault Code: 04Fault Name: Reversing FaultCriticality: 2Channel: Back-upSetting 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 toprevent 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 a software fix has been / will be generated. Operators should be advisedto 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, modifyingthe procedure for reading the fault codes to have PLA at FI would prevent the fault even if the LRU switch is held.Troubleshooting: 1. If code 81 is also present, replace PEC.2. Verify via FDEP (See Table 102 for configurations and entry codes.) that PLA is indicated at greaterthan 33 degrees when the power lever is at the FI stop (FDEP display of 0375 or greater). Nominal FIreading 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.3. Test for 28 V at SLPS retraction solenoid (PVM connector P5 pins E and F) when PLA is below FI. If not found, the problem is with PLA switch in pedestal or associated circuitry. Correct and re-verify system.4. Test for 0 V at SLPS retraction solenoid when PLA is above FI. If not found, the problem is with PLAswitch in pedestal or associated circuitry. Correct and re-verify system. Note: There is a 3 second delay before the 28 V is removed when PLA transitions from below to above the FI position.5. Test for 28 V at PVM P5 pins A or B (C = return) with the CLA in the AUTO position. If 28 V is found,troubleshooting of the aircraft feathering circuitry is required.6. Replace PVM.

Fault Code: 05Fault Name: Maintenance Discrete FaultCriticality: 3Channel: BothSetting 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 andtherefore there is a risk of reduced fault detection until this fault is corrected.Troubleshooting:1. If code 81 also stored, replace PEC.2. Test for a ground at pin GG on the P2 PEC harness connector when the TRIM/LRU switch is in thecenter/normal position. If found, there is a problem with the switch or associated aircraft wiring.3. Under then 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.4. Replace PEC.


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Fault Code: 11Fault Name: EEC ARINC Fault Criticality: 3Channel: BothSetting 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 faultTroubleshooting:1. If EEC circuit breaker is open, reset circuit breakers.2. If EEC has a fault code indicating an ARINC fault, replace EEC.3. If code 81 is also present in PEC fault memory, replace PEC.4. Check for continuity between PEC harness connector P2 pin h and corresponding pin on EEC connector. If not found, correct harness.5. Check for continuity between PEC harness connector P2 pin k and corresponding pin on EEC connector. If not found, correct harness.6. Check for a short circuit between PEC harness connector P2 pins h and k. If found, correct harness.7. Replace EEC.

Fault Code: 12Fault Name: EEC ARINC Fault Criticality: 3Channel: BothSetting 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 faultTroubleshooting:1. If EEC circuit breaker is open, reset circuit breakers.2. If EEC has a fault code indicating an ARINC fault, replace EEC.3. If code 81 is also present in PEC fault memory, replace PEC.4. Check for continuity between PEC harness connector P2 pin h and corresponding pin on EEC connector. If not found, correct harness.5. Check for continuity between PEC harness connector P2 pin k and corresponding pin on EEC connector. If not found, correct harness.6. Check for a short circuit between PEC harness connector P2 pins h and k. If found, correct harness.7. Replace EEC.


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Fault Code: 21Fault Name: WOW Discrete FaultCriticality: 3Channel:BothSetting 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.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 102 for configurations and entry codes.) 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 nocontinuity 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: 22Fault Name: Np Speed Select Discrete FaultCriticality: 2Channel: PrimarySetting 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. If code 81 is also stored, replace the PEC.2. Place the Power Management switch in the MCT position and ensure that the condition lever is in the Fuel-Shutoff position.3. 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.4. Place the Power Management switch in the Climb position.5. 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.6. Place the Power Management switch in the CRZ2 or CRZ position - whichever is present.7. 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 wiring between the PEC and the PIU or with the PIU itself.8. 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 thefault code does not return.9. Replace PEC.


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Fault Code: 23Fault Name: Np Speed Select Discrete FaultCriticality: 2Channel: Back-upSetting 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. If code 81 is also stored, replace the PEC.2. Place the Power Management switch in the MCT position and ensure that the condition lever is in the Fuel-Shutoff position.3. Verify open circuits between PEC harness connector P2 pins BB and q as well as pins CC and q. Ifopen circuits are not found, there is a problem in the aircraft wiring between the PEC and the PIU or with the PIU itself.4. Place the Power Management switch in the Climb position.5. 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.6. Place the Power Management switch in the CRZ2 or CRZ position - whichever exists.7. 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 wiring between the PEC and the PIU or with the PIU itself.8. 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 thefault code does not return.9. Replace PEC.

Fault Code: 24Fault Name: Primary Channel Failed Discrete Wrap Around FaultCriticality: 3Channel: PrimarySetting 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 0 V without being commanded or is open/floating when the PEC is trying to drive the output to 0 V. The PEC doesn't actually control the light but rather provides an input to the PIU.Troubleshooting:1. If fault code 81 is also stored, replace the PEC.2. Ensure that there is continuity between PEC harness connector P1 pin u and the primary channel fail input pin on the PIU connector.3. If continuity is found, replace the PIU. If continuity is not found, repair the wiring harness betweenthe PEC and the PIU.4. Replace the PEC.


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Fault Code: 25Fault Name: Backup Channel Failed Discrete Wrap Around FaultCriticality: 3Channel: Back-upSetting 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 0 V without being commanded or is open/floating when the PEC is trying to drive the output to 0 V. The PEC doesn't actually control the light but rather provides an input to the PIU.Troubleshooting:1. If fault code 81 is also stored, replace the PEC.2. Ensure that there is continuity between PEC harness connector P2 pin 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 wiring harness between the PEC and the PIU.4. Replace the PEC.

Fault Code: 26Fault Name: SLPS Retraction FaultCriticality: 2Channel: BothSetting Logic: Built-in Test hardware detected that 28 V was applied to the SLPS retraction solenoid while the PLA was above FI (in flight). The actual logic checks for the absence of the 28 V 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. If fault code 81 is also stored, replace the PEC.2. Clear fault codes from PEC memory.3. 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.4. Quickly and firmly move the Power Lever from TO to the FI stop.5. 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 28 V is found, repair/adjust the A/C wiring or PLA micro-switch in the SLPS retraction circuit such that 28 V does not appear until PLA is below FI.6. Replace the PEC.


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Fault Code: 27Fault Name: SLPS Enabled FaultCriticality: 2Channel: BothSetting Logic: Built-in test logic has determined that 28 V was not supplied to the SLPS retraction solenoid when PLA was decreased to a value below FI. Actual logic test for 28 V being available whenPLA < 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. If fault code 81 is also stored, replace the PEC.2. 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.)3. 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.4. Set PLA to GI.5. 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 28 V is not found, repair/adjust the A/C wiring orPLA micro-switch in the SLPS retraction circuit such that 28 V appears before PLA completes 1/3 the travel distance between FI and GI.6. Replace the PEC.

Fault Code: 28Fault Name: Cross-channel Speed Select FaultCriticality: 3Channel: BothSetting Logic: The requested propeller speed received by the primary channel does not match that received by the backup channel.Troubleshooting:1. If fault code 81 is also stored, replace PEC.2. 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.With PWR MGT Switch in the TO and MCT positions Open between BB & q, CC & q, w & p, and x & pWith PWR MGT switch in the CLB and CRZ1 positions Open between CC & q and x and p Closure between BB & q and w and pWith PWR MGT switch in the CRZ2, SHED, and CRZ positions Closure between BB & q, CC & q, w & p, and x & p3. 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 PEC.


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Fault Code: 29Fault Name: Maintenance Lamp FaultCriticality: 3Channel: PrimarySetting 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 0 V without being commanded or is open/floating when the PEC is trying to drive the output to 0 V.Troubleshooting:1. If code 81 is also present, replace PEC.2. 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.3. Replace fault latch indicator.4. Replace PEC.

Fault Code: 31Fault Name: Sensed Propeller Speed FaultCriticality: 2Channel: PrimarySetting 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 is less than 44 degrees. 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.Troubleshooting:1. If code 81 is also present, replace PEC.2. Check / Tighten connector on the dual coil speed pickup (P/N 810546-1) and PEC harness connector P1 on PEC3. Check / Adjust gap on dual coil speed pickup (0.045 +/- 0.01 inches or 1.14 +/- 0.25 mm)4. 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 connector5. Replace dual coil pickup.6. Replace PEC.


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Fault Code: 32Fault Name: Sensed Propeller Speed FaultCriticality: 2Channel: Back-upSetting 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 is less than 44 degrees. 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.Troubleshooting:1. If code 81 is also present, replace PEC.2. Check / Tighten connector on the dual coil speed pickup (P/N 810546-1) and harness connector P2on PEC3. Check / Adjust gap on dual coil speed pickup (0.045 +/- 0.01 inches or 1.14 +/- 0.25 mm)4. 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 connector5. Replace dual coil pickup.6. Replace PEC.

Fault Code: 51Fault Name: OSG FaultCriticality: 2Channel: BothSetting Logic: During a test of the propeller overspeed governor, the controlled value of Np was seento 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 toattain 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 starts to increase towards 106.5% to ensure that the OSG reset function works as designed.Troubleshooting:1. If code 81 is also present, replace PEC.2. Reset PEC and clear fault codes.3. Remove reset solenoid connector on Overspeed Governor. Set PLA to FI. If 28 V is found at the connector of the reset solenoid, repair/adjust aircraft wiring or micro-switch on PLA such that 28 V does not arrive until PLA is below FI stop.4. Replace Overspeed Governor.5. Replace PEC.


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Fault Code: 61Fault Name: PLA Calibration Fault Criticality: 1Channel: PrimarySetting 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. If code 81 is also present, replace PEC.2. Verify mechanical rigging between cockpit and HMU and then from HMU to PVM.3. Verify / correct continuity between the following pins:PEC P1 PVM P3

f HM Jg FL GK T

4. Replace PVM.5. Replace PEC.

Fault Code: 62Fault Name: PLA Calibration Fault Criticality: 1Channel:Back-upSetting 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:1. If code 81 is also present, replace PEC.2. Verify mechanical rigging between cockpit and HMU and then from HMU to PVM.3. Verify / correct continuity between the following pins:PEC P2 PVM P4

EE HDD Ju Ft Gv T



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Fault Code: 63Fault Name: Blade Angle Calibration FaultCriticality: 1Channel:PrimarySetting Logic:The primary channel has detected a problem during the calibration procedure for bladeangle. 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 mainsupply 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:ATR42-400: -101, ATR42-500: -002Troubleshooting:1. If code 81 is also present, replace PEC.2. 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.3. Verify / correct continuity between the following pins:PEC P1 PVM P3

P AN Mh Lk BR N

4. Replace PVM.5. Replace PEC.6. Replace Overspeed Governor (possible interference)7. Replace hydraulic supply pump (possible low flow)8. Replace propeller actuator (possible high leakage)


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Fault Code: 64Fault Name: Blade Angle Calibration Fault Criticality: 1Channel: Back-upSetting 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. 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 mainsupply 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:ATR42-400: -101, ATR42-500: -002Troubleshooting:1. If code 81 is also present, replace PEC.2. Verify that the propeller is against the feather stop at the beginning of the PEC trim procedure, thatthe propeller transfer tube has been correctly installed, and that the transfer tube seals are in good condition.3. Verify / correct continuity between the following pins:PEC P2 PVM P4

b AG MH La Bc N

4. Replace PVM.5. Replace PEC. 6. Replace Overspeed Governor (possible interference)7. Replace hydraulic supply pump (possible low flow)8. Replace propeller actuator (possible high leakage)

Fault Code: 65Fault Name: Sensed PLA Fault Criticality: 2Channel: PrimarySetting Logic: The value of PLA has been found to be invalid on the primary channel either becausethe voltage levels from the RVDT are incorrect / out of range or because the final converted value of PLA is out of its normally acceptable range (less than -18 degrees or greater than 114 degrees)Troubleshooting:1. If code 81 is also present, replace PEC.2. Verify mechanical rigging between cockpit and HMU and then from HMU to PVM.3. Verify / correct continuity between the following pins:PEC P1 PVM P3

f HM Jg FL GK T



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Fault Code: 66Fault Name: Sensed PLA Fault Criticality: 2Channel: Back-upSetting Logic: The value of PLA has been found to be invalid on the backup channel either becausethe voltage levels from the RVDT are incorrect / out of range or because the final converted value of PLA is out of its normally acceptable range (less than -18 degrees or greater than 114 degrees)Troubleshooting:1. If code 81 is also present, replace PEC.2. Verify mechanical rigging between cockpit and HMU and then from HMU to PVM.3. Verify / correct continuity between the following pins:PEC P2 PVM P4

EE HDD Ju Ft Gv T


Fault Code: 67Fault Name: Sensed Blade Angle Fault Criticality: 2Channel: PrimarySetting Logic: The value of actuator position (blade angle) has been found to be invalid on the primary channel either because the voltage levels from the RVDT are incorrect / out of range or because the final converted value of actuator position is out of its normally acceptable range of:-0.15 inches < X < 2.50 inchesTroubleshooting:1. If code 81 is also present, replace PEC.2. Verify that the propeller is against the feather stop and that the propeller transfer tube has been correctly installed.3. Verify / correct continuity between the following pins:PEC P1 PVM P3

P AN Mh Lk BR N



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Fault Code: 68Fault Name: Sensed Blade Angle Fault Criticality: 2Channel: Back-upSetting Logic: The value of actuator position (blade angle) has been found to be invalid on the backup channel either because the voltage levels from the RVDT are incorrect / out of range or because the final converted value of actuator position is out of its normally acceptable range of:-0.15 inches < X < 2.50 inchesTroubleshooting:1. If code 81 is also present, replace PEC.2. Verify that the propeller is against the feather stop and that the propeller transfer tube has been correctly installed.3. Verify / correct continuity between the following pins:PEC P2 PVM P4

b AG MH La Bc N


Fault Code: 69Fault Name: EHV Current Wrap Around Fault Criticality: 2Channel: PrimarySetting 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:1. If code 81 is also present, replace PEC.2. Verify / correct continuity between the following pins:PEC P1 PVM P3

E KY U



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Fault Code: 70Fault Name: EHV Current Wrap Around Fault Criticality: 2Channel: Back-upSetting 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:1. If code 81 is also present, replace PEC.2. Verify / correct continuity between the following pins:PEC P2 PVM P4

Y KZ U


Fault Code: 71Fault Name: Blade Track Check Fault Criticality: 2Channel: PrimarySetting 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 completedwithin 25 seconds, or if a propeller unfeathering is not completed within 30 seconds.Possible False Indications: 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 featheror fuel shut-off before the 30 seconds expires.This will no longer be the case in the future 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. ATR42-400 (-101), ATR42-500 (-001 and -002) are the versions which do not have this correction incorporated.Troubleshooting:1. If code 81 is also present, replace PEC.2. If codes 03 and 04 are also stored, perform troubleshooting on those codes first.3. If code is generated during feathering or unfeathering, test auxiliary feathering pump. Replace if defective.4. Replace PVM.5. Replace propeller actuator.6. Replace PEC.


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Fault Code: 72Fault Name: Blade Track Check Fault Criticality: 2Channel: Back-upSetting 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 completedwithin 25 seconds, or if a propeller unfeathering is not completed within 30 seconds.Possible False Indications: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 featheror fuel shut-off before the 30 seconds expires. This will no longer be the case in the future 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. ATR42-400 (-101), ATR42-500 (-001 and -002) are the versions which do not have this correction incorporated.Troubleshooting:1. If code 81 is also present, replace PEC. 2. If codes 03 and 04 are also stored, perform troubleshooting on those codes first.3. If code is generated during feathering or unfeathering, test auxiliary feathering pump. Replace if defective.4. Replace PVM.5. Replace propeller actuator.6. Replace PEC.


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Fault Code: 73Fault Name: Secondary Low Pitch Stop Fault Criticality: 1Channel: BothSetting 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:Between 0.65 and 0.75 inches (10.84 and 14.77 deg.)Possible False Indications: In early versions of PEC software, this code can be generated by a mainsupply 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: 568F (ATR42-500): -002Another 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 notbeen corrected by a software fix.Troubleshooting:1. If code 81 is also present, replace PEC.2. 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 64.3. Test auxiliary feathering pump and replace if necessary.4. Check transfer tube installation and rigging and verify that there is no damage to the transfer tube seals.5. Re-trim propeller control per normal procedure.6. Test / correct aircraft wiring / relay logic between PEC harness connector P1 pin CC and supply lineto PVM harness connector P5 pin E. Ensure that when PEC J1 pin CC is ground, the relay opens the 28 V supply line to the SLPS retraction solenoid (pin E on P5 of PVM)7. Replace / PVM. 8. Replace Overspeed Governor (possible interference)9. Replace hydraulic supply pump (possible low flow)10. Replace propeller actuator (possible high leakage)11. Replace propeller transfer tube.12. Replace PEC.

Fault Code: 74Fault Name: EHV Null Fault Criticality: 2Channel: PrimarySetting 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.Troubleshooting:1. If code 81 is also present, replace PEC.2. Replace PVM.3. Replace PEC.


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Fault Code: 76Fault Name: EHV Null ShiftCriticality: 3Channel: PrimarySetting Logic: The actual and theoretical values of NULL current (current required to maintain blade angle at a constant position) are different by more than 4 mA. Theoretical value is 7 mA.Troubleshooting:1. If code 81 is also present, replace PEC.2. Replace PVM.3. Replace PEC.

Fault Code: 77Fault Name: EHV Null FaultCriticality: 2Channel: Back-upSetting 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.Troubleshooting:1. If code 81 is also present, replace PEC.2. Replace PVM.3. Replace PEC.

Fault Code: 78Fault Name: EHV Null ShiftCriticality: 3Channel: Back-upSetting Logic: The actual and theoretical values of NULL current (current required to maintain blade angle at a constant position) are different by more than 4 mA. Theoretical value is 7 mA.Troubleshooting:1. If code 81 is also present, replace PEC.2. Replace PVM.3. Replace PEC.

Fault Code: 79Fault Name: Underspeed FaultCriticality: 2Channel: BothSetting 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 code 81 is also present, replace PEC.2. 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 faultmemory should be cleared and no further propeller system troubleshooting is required.3. Replace PVM.4. Replace PEC.


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Fault Code: 81Fault Name: PEC Internal FaultCriticality: 2Channel: BothSetting Logic: Any built-in test logic that indicates there is a problem with the internal circuitry of the PEC will set this fault code.Troubleshooting:1. Replace PEC.

Fault Code: 82Fault Name: PEC Identification FaultCriticality: 2Channel: BothSetting 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. If code 81 is also present, replace PEC.2. Verify that the correct P/N PEC has been installed on the aircraft.3. Verify that the correct mechanical control (PSV or PVM) has been installed for the type of aircraft.4. Verify / Correct the following where 'X' indicates a continuity short to PEC harness connector P2 pinV and 'O' indicates an open circuit to pin V.A/C Type PEC P2 Pin S PEC P2 Pin fATR72-210A,-500 568F X XATR42-500 568F X OATR42-400 568F O X5. Change PVM.6. Change PEC.

Fault Code: 83Fault Name: Rigging Data FaultCriticality: 2Channel: PrimarySetting Logic: The primary channel has lost access to the EEPROM stored calibration data for the PLA and actuator position RVDTsTroubleshooting:1. If code 81 is also present, replace PEC.2. Re-trim PEC. (If fault returns, replace PEC)3. Replace PEC.

Fault Code: 84Fault Name: Rigging Data FaultCriticality: 2Channel: Back-upSetting Logic: The backup channel has lost access to the EEPROM stored calibration data for the PLA and actuator position RVDTsTroubleshooting:1. If code 81 is also present, replace PEC.2. Re-trim PEC. (If fault returns, replace PEC)3. Replace PEC.


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6. Propeller Trim

A. You must trim the PEC 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.

B. 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 PVM/MFC is out of tolerance

Fault Code: 91Fault Name:Sensed Remote Speed FaultCriticality: 3Channel:PrimarySetting Logic:The primary channel has detected that the speed value from the opposite engine (usedfor 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.Troubleshooting:1. If code 81 is also present, replace PEC.2. 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.3. Check / Tighten connector on the single coil speed pickup (P/N 778743-1) and PEC harness connector P1 on PEC4. Check / Adjust gap on single coil speed pickup (0.045 +/- 0.01 inches or 1.14 +/- 0.25 mm) .5. 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 #2.6. Replace single coil pickup on #1 engine.7. Replace PEC on #2 engine.

Table 102. FDAU Configurations and FDEP Entry Codes

FDAU PART NO.

AEROSPATIALE PART NO.

BETA #1/2 PLA #1/2 FAULTS #1/2 TRIM #1/2

ED34A320 CMS 6885203600 8124/8156 8116/8216 8701/8702 8751/8752

ED34A330 CMS 6885203700 8127/8143 8112/8212 8701/8702 8751/8752

ED34A340 CMS 6885203800 8154/8155 8160/8161 8701/8702 8751/8752


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C. While monitoring FDEP (8751/8752 as shown in Table 102), do 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 then release. Code changes to 3057.

(6) Set PLA to FI.

(7) Verify that FDEP reads 3037.

(8) Press TRIM switch on maintenance panel. Code will change to 3437. Maintain in position until code becomes 7437 then release. Code changes to 7037.

(9) Remainder of trim (second point of blade angle RVDT calibration) will be performed automatically during next unfeather.

D. To decode the OCTAL display on FDEP during trim procedure, use the following example

• FDEP= 3057 is spelled out below

0 = 000, 1 = 001, 2 = 010, 3 = 011, 4 = 100, 5 = 101, 6 = 110, 7 = 111

7. Reading Fault Codes

A. 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.

FDEPDIGIT

Bit Meaning Condition

3 0 PLA Flight Idle Trim Successful 1=Yes1 PLA Take-Off Trim Successful 1=Yes1 Blade Angle Feather Trim Successful 1=Yes

0 0 Trim/LRU Switch in TRIM position 1=Yes0 Blade Angle trim successful at Secondary Low Pitch Stop 1=Yes0 (Always 0)

5 1 PLA in Take-off Range 1=Yes0 PLA in Flight Idle Range 1=Yes1 Blade angle in Feather Range 1=Yes

7 1 Weight-On-Wheels 1=Ground1 Speed Select Discrete #2 1=Selected1 Speed Select Switch #1 1=Selected

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B. Faults should be checked and cleared at a minimum when:

(1) PEC is first installed on an aircraft,

(2) The maintenance indicator on the maintenance panel is set.

C. To check what faults the PEC has stored concerning the Propeller System:

(1) Monitor data via FDEP display (8701/8702 as shown in Table 102).

(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).

8. Clearing Fault Codes

A. Clear fault codes as follows:

(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 PLA midway between GI and FI.

NOTE: On ATR42-500 application, the PLA setting is PLA=GI rather than PLA mid-way between GI and FI with PECs having a part number ending in -002. This was changed with the –003 software update such that ALL PEC applications on ATR aircraft have the fault clearing with PLA midway between GI and 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 AI(R) procedures.

9. EPC and PVM Connector Locations

CAUTION: ALWAYS MAKE SURE CONNECTORS ARE FULLY ENGAGED BY CHECKING TO SEE THAT THE BANDS ON THE CONNECTOR ARE CONCEALED. ALWAYS MAKE SURE CONNECTOR STRESS RELIEF AND GROUNDS ARE ATTACHED.

A. Figure 101 shows the locations of the “J” connectors on the EPC and PVM. The figure is for locations only and does not accurately represent the equipment.

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Figure 101. Location of Connectors

NOTE: For troubleshooting, the solenoids in the PVM have resistance readings of approximately 40 Ω. Feather Solenoid: 28 V In = J5 A & B Ground = J5 C SLPS Retraction:28 V In = J5 E Ground = J5 F

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CAUTION: THE UNIT CONTAINS ELECTROSTATIC DISCHARGE SENSITIVE (ESDS) DEVICES. REFER TO THE E9137, STANDARD ELECTRONICS PRACTICES MANUAL, FOR PRECAUTIONS.

A. Remove the EPC as follows:

(1) Disconnect the cables from the electrical connectors on the control.

(2) Remove the four bolts from the mounting bracket installed on the engine nacelle struts.

(3) Remove the control.

2. Trim

(1) After removal or installation of the EPC, PVM, transfer tube or actuator, you must trim (rig) the PLA and the blade angle feedback rotationally variable differential transformers (RVDTs). Trim at both the take-off and flight idle (TO and FI) power lever angle (PLA) positions. You may trim once for every power supply reset (PSR) of the EPC.


A. If you do not install an EPC immediately, install plastic caps over the EPC connectors to prevent damage.

B. Store the EPCs separately in plastic bags to prevent contamination and contact with metallic parts.

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CLEANING1. General

A. Use standard shop practices to clean the outside of the EPC.

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CHECK(NOT APPLICABLE)

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REPAIR(NOT APPLICABLE)

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ASSEMBLY1. Installation

A. Install the EPC as follows:

(1) Install the four bolts that attach the control to the mounting bracket installed on the engine nacelle struts.

(2) Connect the cables to the electrical connectors on the control to complete the installation.

2. Trim

(1) After removal or installation of the EPC, PVM, transfer tube or actuator, it is necessary to trim (rig) the PLA and the blade angle feedback rotationally variable differential transformers (RVDTs). Trim at both the take-off and flight idle (TO and FI) power lever angle (PLA) positions. You may trim once for every power supply reset (PSR) of the EPC.

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Term Definition





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FIG. Figure





NON-PROCURABLE (NP)



Term Definition

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RF Reference



Term Definition

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Top Assembly






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2. Numerical Index_______________________________________________________________________________

Airline Total Airline TotalPart Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req._______________________________________________________________________________AN960C8 1 - 30 8MS51865-3C 1 - 40 8MS51959-45 1 - 20 8804830-1 1 - 60 1804830-2 1 - 70 1804836-1 1 - 50 4808089-2 1 - 10 1808089-3 1 - 10A 1816332-2-001 1 - 1 RF816332-2-002 1 - 1A RF816332-2-003 1 - 1C RF816332-2-004 1 - 1K RF816332-2-101 1 - 2 RF816332-2-102 1 - 2G RF816332-2-201 1 - 3 RF816332-2-202 1 - 3G RF816332-2-401 1 - 3L RF816332-3-002 1 - 1B RF816332-3-003 1 - 1D RF816332-3-004 1 - 1J RF

816332-3-101 1 - 2A RF816332-3-102 1 - 2F RF816332-3-201 1 - 3A RF816332-3-202 1 - 3F RF816332-3-401 1 - 3K RF816332-4-003 1 - 1F RF816332-4-004 1 - 1H RF816332-4-101 1 - 2C RF816332-4-104 1 - 2E RF816332-4-201 1 - 3C RF816332-4-202 1 - 3E RF816332-4-401 1 - 3J RF816332-5-003 1 - 1E RF816332-5-004 1 - 1G RF816332-5-101 1 - 2B RF816332-5-102 1 - 2D RF816332-5-201 1 - 3B RF816332-5-202 1 - 3D RF816332-5-401 1 - 3H RF

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IPL Figure 1. Electronic Propeller Control

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1 - 1 816332-2-001 CONTROL,ELECTRONIC PROPELLERSUPSD BY ITEM 1AUSED ON ATR 42-500 ONLY

A RF

- 1A 816332-2-002 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1SUPSD BY ITEM 1B OR 1CUSED ON ATR 42-500 ONLY

1 A RF

- 1B 816332-3-002 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1ASUPSD BY ITEM 1DUSED ON ATR 42-500 ONLY

7 B RF

- 1C 816332-2-003 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1ASUPSD BY ITEM 1DSUPSD BY ITEM 1FSUPSD BY ITEM 1KUSED ON ATR 42-500 ONLY

13 A RF

- 1D 816332-3-003 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1BSUPSD BY ITEM 1ESUPSD BY ITEM 1JUSED ON ATR 42-500 ONLY

4 B RF

- 1E 816332-5-003 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1DSUPSD BY ITEM 1GUSED ON ATR 42-500 ONLY

17 RF

- 1F 816332-4-003 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1CSUPSD BY ITEM 1HUSED ON ATR 42-500 ONLY

17 RF

- 1G 816332-5-004 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1ESUPSD BY ITEM 3HUSED ON ATR 42-500 ONLY

18 RF

- 1H 816332-4-004 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1FSUPSD BY ITEM 3HUSED ON ATR 42-500 ONLY

18 RF

- 1J 816332-3-004 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1DSUPSD BY ITEM 3HUSED ON ATR 42-500 ONLY

18 RF

- 1K 816332-2-004 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 1CSUPSD BY ITEM 3HUSED ON ATR 42-500 ONLY

18 RF

- 2 816332-2-101 CONTROL,ELECTRONIC PROPELLERSUPSD BY ITEM 2ASUPSD BY ITEM 2CSUPSD BY ITEM 2GUSED ON ATR 42-400 ONLY

9 A RF

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1 - 2A 816332-3-101 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 2SUPSD BY ITEM 2BSUPSD BY ITEM 2FUSED ON ATR 42-400 ONLY

9 B RF

- 2B 816332-5-101 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 2ASUPSD BY ITEM 2DUSED ON ATR 42-400 ONLY

17 RF

- 2C 816332-4-101 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 2SUPSD BY ITEM 2EUSED ON ATR 42-400 ONLY

17 RF

- 2D 816332-5-102 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 2BUSED ON ATR 42-400 ONLY

19 RF

- 2E 816332-4-102 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 2CUSED ON ATR 42-400 ONLY

19 RF

- 2F 816332-3-102 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 2AUSED ON ATR 42-400 ONLY

19 RF

- 2G 816332-2-102 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 2USED ON ATR 42-400 ONLY

19 RF

- 3 816332-2-201 CONTROL,ELECTRONIC PROPELLERSUPSD BY ITEM 3ASUPSD BY ITEM 3CSUPSD BY ITEM 3GUSED ON ATR 72-210A AND 72-500

5 A RF

- 3A 816332-3-201 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 3SUPSD BY ITEM 3BSUPSD BY ITEM 3FUSED ON ATR 72-210A AND 72-500

4 B RF

- 3B 816332-5-201 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 3ASUPSD BY ITEM 3DUSED ON ATR 72-210A AND 72-500

17 RF

- 3C 816332-4-201 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 3SUPSD BY ITEM 3EUSED ON ATR 72-210A AND 72-500

17 RF

- 3D 816332-5-202 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 3BSUPSD BY ITEM 3HUSED ON ATR 72-210A AND 72-500

20 RF

- 3E 816332-4-202 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 3CSUPSD BY ITEM 3HUSED ON ATR 72-210A AND 72-500

20 RF


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1 - 3F 816332-3-202 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 3ASUPSD BY ITEM 3HUSED ON ATR 72-210A AND 72-500

20 RF

- 3G 816332-2-202 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEM 3SUPSD BY ITEM 3HUSED ON ATR 72-210A AND 72-500

20 RF

- 3H 816332-5-401 CONTROL,ELECTRONIC PROPELLERSUPSDS ITEMS 1G, 1H, 1J, 1K SUPSDS ITEM 3D, 3E, 3F, 3GUSED ON ATR 42-500, ATR 72-210A, AND ATR 72-500

21 RF

10 808089-2 .PLATE,CAUTION,ELECTROSTATICSUPSD BY ITEM 10A

1

- 10A 808089-3 .PLATE,CAUTION,ELECTROSTATICSUPSDS ITEM 10

16 1

20 MS51959-45 .SCREW 830 AN960C8 .WASHER 840 MS51865-3C .NUT 850 804836-1 .ISOLATOR,VIBRATION 460 804830-1 .HOUSING,CONTROL A 1

- 70 804830-2 .HOUSING,CONTROL 2 B 1


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Chg Code Item Configuration Service

BulletinHS Internal Reference Description

816332-2-001 L1 Not Required Basic coverage of certified EPC. Used on ATR 42-500 aircraft.

1 L2 Not Required 215340

2 L3 Not Required 270325 Incorporated new artwork in Electronic Module. Module update. Module PN 804829-4 to -6 change.

3 813662-2-001 L1 Not Required 227150 Relocated the cover housing drain hole locations.

4 813662-3-001 L2 Not Required 215340

5 Not Required 247291 Provided replacement parts for U2 and U3 on the internal electronics module.

6 Not Required 247161 On electronics module revised heat-sink dimensions to improve bonding operation.

7 816332-2-002816332-3-002

L2L2

Not Required 250282 Application software upgraded to Version 2. Used on ATR 42-500 aircraft. Supercedes PN 816332-2-001 and 816332-3-001.

8 L3L3

Not Required 270325 Incorporated new artwork in Electronic Module. Module update. Module PN 804829-4 to -6 change.

9 816332-2-101816332-3-101

L2L2

Not Required 250695 New release for AR 42-400 aircraft.

10 L3L3

Not Required 270325 Incorporated new artwork in Electronic Module. Module update. Module PN 804829-4 to -6 change.

11 Not Required 272326 Provided alternate parts for obsolete items on electronics module.

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12 Not Required 271342 Electronics module change to revise standoff retention to swaged type. Also updated parts lists.

13 816332-2-003816332-2-003816332-3-003816332-3-003

L2L3L2L3

Not Required 250984 Application software Version 3 released.

14 816332-2-201816332-3-201

L2L2

Not Required 251443 New release for ART 72-210A and ATR 72-500 aircraft.

15 L3L3

Not Required 270325 Incorporated new artwork in Electronic Module. Module PN 804829-4 to -6 change.

16 Not Required 278708 Revised nameplate from PN 69253B4 with PN 69253C4. Eliminated use of Cati-Coat coating 769857-1, -2 on nameplate and replaced ESD label PN 808089-2 with PN 808089-3.

17 816332-4-003816332-4-101816332-4-201816332-5-003816332-5-101816332-5-201

L3L3L3L3L3L3

SB 568F-61-40R1

279699 New Interconnect Assembly PN 1002113-1 introduced. Supercedes PN 816332-2-003816332-2-101816332-2-201816332-3-003816332-3-101

18 816332-2-004816332-3-004816332-4-004816332-5-004

L3L3L3L3

SB 568F-61-39

280611 Introduction of new replacement processor HS1612 and correction of Synchrophaser Built In Test (BIT) software change update. HS1612 software is compatible with previous configuration processor. Supercedes PN816332-2-003816332-3-003816332-4-003816332-5-003




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19 816332-2-102816332-3-102816332-4-102816332-5-102

L3L3L3L3

SB 568F-61-39


20 816332-2-202816332-3-202816332-4-202816332-5-202

L3L3L3L3

SB 568F-61-39


21 816332-5-401 L5 SB 568F-61-43

282206 Introduced new part number EPC that can be installed in any of the following aircraft models ATR 42-500, ATR 72-500, ATR 72-210A. Incorporated multi-application software. Replaces previous EPC configurations.816332-2-003816332-3-003816332-2-201816332-4-003816332-5-003816332-4-201816332-5-201816323-2-004816332-3-004816332-4-004816332-5-004816332-2-202816332-3-202816332-4-202816332-5-202




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TABLE OF CONTENTS - 61-29-00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

LIST OF FIGURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

LIST OF TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

AUXILIARY MOTOR AND PUMP - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . 11. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1



DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3011. Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301

CLEANING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4012. Cleaning of Transfer Tube Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401

CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501

REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6011. Blend Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7011. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7012. Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7013. Storage Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701



INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10014. Numerical Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10075. Detailed Parts List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10096. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1013

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Figure 1. Auxiliary Motor and Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1IPL Figure 1. Auxiliary Motor and Pump Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010

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Table 401. Consumable Materials - Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401Table 701. Consumable Materials - Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701IPL Table 1. Configuration Change Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1013

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AUXILIARY MOTOR AND PUMP - DESCRIPTION AND OPERATION

1. Description

A. The auxiliary motor and pump has a 28 Vdc electric motor and an oil pump. It supplies high-pressure oil to the propeller valve module (PVM) when the engine cannot supply the high-pressure oil. This oil is used to feather or unfeather the propeller. The auxiliary pump can also add to the pressure supplied from the engine pump if necessary. The motor and pump is installed on the engine gearbox. See Figure 1.

2. Operation

A. When energized, the auxiliary motor and pump can supply approximately 6.8 quarts per minute of hydraulic oil at 690 psig to the PVM. The duty cycle of the motor is 30-seconds on, 10-minutes off at full load. The auxiliary motor and pump is energized, by a relay, either by manual operation or by automatic operation through the auto-feather system. The electrical power requirements for the motor are 28 Vdc and 45 amperes maximum.

Figure 1. Auxiliary Motor and Pump

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A. Refer to Chapter 61-10-00, FAULT ISOLATION, for detailed fault isolation procedures.

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A. Remove the auxiliary motor and pump as follows:

(1) Remove the insulation blanket from the wiring harness connector.

(2) Disconnect the wiring harness connector from the auxiliary motor and pump electrical connector.

(3) Remove the four nuts and washers that attach the auxiliary motor and pump to the engine gearbox.

(4) Remove the motor and pump. Make sure that the two transfer tubes (20 and 45, IPL Figure 1) remain with the motor and pump.

(5) Install the washers and nuts on gearbox mounting studs for safekeeping.

(6) Remove the transfer tubes (20 and 45).

(7) Remove and discard packings (10 and 30).

(8) Clean the screen, if it is separate, or the screen part of the transfer tube (45) as specified in CLEANING.

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CLEANING1. General



2. Cleaning of Transfer Tube Screens

A. Remove the transfer tube (45, IPL Figure 1) from the auxiliary motor and pump inlet and inspect the transfer tube screen for contamination. If the screen is separate from the transfer tube, remove screen from auxiliary motor and pump inlet and inspect for contamination.

WARNING: USE GOGGLES AND GLOVES WHEN YOU USE LUBRICATING OIL. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

B. If necessary, clean the separate screen or screen part of the transfer tube by flushing with lubricating oil, MIL-L-23699 or MIL-L-7808.



MIL-L-7808 Lubricating Oil Commercially available Used to flush the filter screen.

MIL-L-23699 Lubricating Oil Commercially available Used to flush the filter screen.

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CHECK1. General

A. Examine the auxiliary motor and pump case for nicks and burrs. Refer to REPAIR if there are nicks and burrs.

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REPAIR1. Blend Repair

A. Use a fine stone to polish out and smooth all nicks and burrs on the auxiliary motor and pump housing.

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ASSEMBLY1. General



2. Installation

WARNING: USE GOGGLES AND GLOVES WHEN YOU USE LUBRICATING OIL. USE IT IN AN AREA WITH A GOOD FLOW OF AIR. IT CAN CAUSE IRRITATION TO YOUR EYES, SKIN, AND RESPIRATORY TRACT.

A. Coat packings (10 and 30, IPL Figure 1) with MIL-L-7808 or MIL-L-23699 lubricating oil.

B. Install the packings (10 and 30) on the transfer tubes (20 and 45).

C. Install transfer tubes (20 and 45) in their respective holes in the auxiliary motor and pump. If necessary, do as follows:

(1) Replace the transfer tube (45) if contamination cannot be removed from the filter screen part of the transfer tube.

(2) If the screen is separate, install the screen in the auxiliary motor and pump inlet.

D. Remove four nuts and washers from gearbox mounting studs.

E. Align auxiliary motor and pump with engine gearbox mounting studs.

F. Align transfer tubes with gearbox holes and carefully press in until assembly bottoms.

G. Install washers and nuts on mounting studs.

H. Tighten nuts as specified in manufacturer's engine manual.

I. Connect wiring harness electrical connector to auxiliary motor and pump receptacle.

J. Safety wire the connector as in manufacturer's engine manual.


A. Store the auxiliary motor and pump separately in a plastic bag to prevent contamination and unintentional contact with other metallic parts.





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Term Definition





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FIG. Figure





NON-PROCURABLE (NP)



Term Definition

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NOTE: If an existing part is checked, inspected, and/or modified by a Service Bulletin, without resulting in a change to the part number, a note will appear in the nomenclature of that part to “(REFER to SB XX)”.



RF Reference



Term Definition

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Top Assembly






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4. Numerical Index_______________________________________________________________________________

Airline Total Airline TotalPart Number Part Number Fig - Item Req. Part Number Part Number Fig - Item Req._______________________________________________________________________________C100-013110 1 - 10 2C100-016110 1 - 30 2M83248-1-013 1 - 10A 2M83248-1-016 1 - 30A 24914-000440 1 - 50 1

4914-000630 1 - 45 14914-000804 1 - 40 14914-000814 1 - 20 1782655-1 1 - 1 RF782655-3 1 - 1A RF

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NOTE: The items in this list are made or supplied by Hamilton Sundstrand Corporation, a United Technologies Company, or by the suppliers shown in this list. Hamilton Sundstrand does not give approval for items that you get from suppliers who are not shown in this list. Approval from Hamilton Sundstrand is not necessary for government and industry standard parts.

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IPL Figure 1. Auxiliary Motor and Pump Assembly

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1 - 1 782655-1 MOTOR AND PUMP,AUXILIARYSUPSD BY ITEM 1APRE SB568F-61-30

RF

- 1A 782655-3 MOTOR AND PUMP,AUXILIARYSUPSDS ITEM 1POST SB568F-61-30PARTIAL BREAKDOWN FOLLOWS

2 RF

10 C100-013110 .PACKING 2- 10A M83248-1-013 .PACKING

IDENT AS M83248/1-013OPT TO ITEM 10

2

20 4914-000814 .TUBE,TRANSFER 130 C100-016110 .PACKING 2

- 30A M83248-1-016 .PACKINGIDENT AS M83248/1-016OPT TO ITEM 30

2

- 40 4914-000804 .TUBE,TRANSFERSUPSD BY ITEM 45

1

45 4914-000630 .TUBE,TRANSFERSUPSDS ITEM 40

1 1

- 50 4914-000440 .DELETED 1 1

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1 782655-1 - Not Required - Vendor made transfer tube and screen one piece.

2 782655-3 - 568F-61-30 274632 Superseded top assembly.

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Hamilton STD 568F-1.pdf

Documents

Transcript of Hamilton STD 568F-1.pdf