Q400 Propeller PDF
Q400 Propeller PDF
Q400 Propeller PDF
1. General
The propeller control system consists of the following components:
Propeller Electronic Control (PEC) Unit
Propeller Pitch Control Unit (PCU)
High Pressure PCU Oil Pump and Propeller O/S Governor Units (referred to as overspeed
governor)
Propeller Feathering Pump
Propeller System Sensors
The function of the propeller system is to modulate the propeller blade pitch to control the propel-
ler speed in flight constant speed modes and in reverse, and to provide smooth thrust transients
in response to PLA movement. This system also limits the minimum blade angle obtainable in
flight. In addition, the system provides the ability to feather the propeller on demand, minimize
cabin noise in synchrophase mode and automatically feather the propeller in the event of an
engine failure, when the autofeather system is selected.
2. Propeller Electronic Control (PEC) Unit
The Propeller Electronic Control (PEC) (Figure 12.22-4) is a dual channel microprocessor-based
controller which uses inputs from the aeroplane, propeller control system sensors, and the
engine control system to control propeller pitch and speed. The PECs for both propeller systems
are mounted in their respective engine nacelles.
Each unit performs a number of safety functions including Autofeather and Automatic Under-
speed Propeller Control (AUPC) which causes the propeller to operate on the overspeed
governor in the event if a drive coarse failure. It also provides an UPTRIM command to the
FADEC of the working engine. All of these functions are isolated from the basic control functions
of the PEC.
3. Propeller Pitch Control Unit (PCU)
The propeller Pitch Control Unit (PCU) is a hydromechanical device that interfaces with the pro-
peller. Commanded electrically by the PEC, the PCU meters high pressure engine oil to a two
stage servo valve mounted on the PCU. The PCU controls the flow of high pressure oil into the
fine or coarse pitch chambers of the propeller pitch change cylinder as directed by the PEC so
that the blades move in the desired direction to achieve the required system functions. In the
event of electronic control malfunction, the PCU controls the minimum blade pitch that can be
obtained in flight.
4. High Pressure PCU Pump and O/S Governor
The High Pressure PCU Pump/Propeller Overspeed Governor Unit provides the PCU with high
pressure oil from the engine gearbox. The High Pressure pump is driven from the reduction gear-
box. The Propeller Overspeed Governor Unit is an independent mechanical system used to limit
the propeller overspeed in the event of a malfunction. The O/S Governor is a flyweight design,
driven directly from the driver gear of the pump.
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Constant speeding mode is entered when the propeller speed reaches 850, 900 or 1020 rpm,
according to which speed is selected by the Condition Lever. HP oil for constant speeding
passes through the OSG before it reaches the servo valve. Should the servo valve stick at a fine
pitch selection, propeller rpm will increase until approximately 105% (1071 RPM), when the OSG
will start to isolate the propeller control system from HP oil. Rpm will then drop due to propeller
counterweight action, the OSG will reconnect HP supply and a stable governing condition at
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Dash8 - Q400 - Propeller
105% (1071 RPM) will be quickly achieved. Safe overspeed governing is therefore provided,
regardless of failures in the servo valve, PEC or electrical supply.
The OSG can be tested on the ground by operating the PROP OSPEED GOVERNOR test
switch on the Pilots Side Panel on the flight deck.
b) Beta Mode
The Beta range is from a power lever position above FLIGHT IDLE (called flight beta) to below
DISC position. When the propeller is in the Beta mode, blade angle is set by the power lever
input.
c) Beta Range
During on-ground 'beta control' (Power Lever below Flight Idle), the PEC directs the servo valve
to meter oil into fine or coarse pitch to achieve the desired blade angle. The PEC receives PLA
signals via the FADEC. In effect the system operates in closed loop blade angle control. Provi-
sion is made to limit the rate of change of blade pitch to prevent overtorques and over and under-
speeding during transients.
It should be noted that during approach, when airspeed is relatively low and at low power set-
tings, the propeller will enter beta control (flight beta), although entry into the ground beta range
is prevented. As soon as propeller speed increases, the PEC automatically re-enters constant
speeding mode.
The fine pitch in the in-flight, constant speeding mode is limited to 16. This hydraulic cut-off of
pressure oil constitutes the flight fine 'stop' interlock. The function of the Flight Fine Stop is to
maintain a minimum pitch consistent with a positive counterweight effort towards coarse pitch,
thus ensuring the effectiveness of the OSG throughout the in-flight pitch range. In addition to this
'hard' protection is a 'soft' flight fine 'stop' of 16.5 that is programmed into the PEC and is opera-
tive while the Power Lever is at or above Flight Idle, i e., in normal in-flight operation, pitch does
not fall below 16.5. To enable lower blade angles than 16, with weight on wheels the Power
Lever must be brought back below Flight Idle.
Bringing the Power Levers below Flight Idle and enabling blade angles lower than 16 causes
the PROPELLER GROUND RANGE lights to turn on. A detent on the Power Lever quadrant pre-
vents unintentional movement of the lever below Flight Idle during flight.
Movement into ground beta also causes the OSG to be locked out by a ground beta enable valve
(GBE). This is so that transient overspeeds as the propeller moves through flat pitch (0) in
ground operation do not interfere with pitch control by isolating the HP supply and thereby caus-
ing pitch hang-ups dorment. Failure of the GBE spool to move to its inflight position (causing loss
of overspeed protection) is isolated by a scheduled OSG test.
When the Power Lever is in the beta range, propeller speed is generally governed by the FADEC
and engine fuel system at 660 rpm (NP underspeed governing). It should be noted that propeller
speed protection on the ground is by the engine, since speed here is engine driven rather than
airspeed driven. FADEC overspeed protection may operate inflight, but would naturally be effec-
tive only in limiting overspeed due to runaway of the normal engine fuel governor. Since the
FADEC controls fuel flow to the engine according to a power schedule with torque and engine
speed limits according to Power Lever position, it is able to protect the engine and propeller from
the high torque that would result from an inadvertent propeller feather.
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OFF OFF
C C
O O
MAX
N N
T 1020
T
E E
M
R
O
L
1 2 R
O
L
P
9R9 0
0
TORQUE
L R R 0 0
E
P O
E R L
O
A
T O
A
T
L
O
0 0
P 0 F SENSOR
G 5
V C I
W
I C
(>50% TORQUE
A
B K N N K MIN L
ND R G E G 850
0
FROM BOTH ENGINES)
T A ON R ON 10 A
K OR
O FLIGHT START &
R T
E
IDLE FEATHER P (<25% TORQUE
0
O 15 FROM BOTH ENGINES)
PARK S
T
R
I
DISC
1 2 35
0
NU
FUEL
M MAX OFF
REV
#1 PROPELLER CONTROL #2
ALT ALT
FTHR FTHR
AUTOFEATHER
FTHR FTHR PEC
SELECT
AUTOFEATHER
CIRCUIT
AUTOFEATHER INITIATES
INITIATES
WHEN
WHEN TORQUE
TORQUE OF
OF ONE
ONE ENGINE
ENGINE ---- UPTRIM MTOP
DECREASES BELOW 25% OR - - -% TRQ 100 %
% BLEED
NP DECREASES BELOW 80%
Np 816
FOR AT LEAST 3 SECONDS
SECONDS. NH 100 NH
%RPM 0 %RPM
A/F ARM
10.0 PROP 99.9
RPM
FF 0 1020 FF
PPH PPH
PREVENTS OPERATING 0 1020
ENGINE FROM ITT
C
AUTOFEATHERING NL NL
%RPM %RPM
8.0 300 850 95
A/F ARM
LIGHT GOES C OIL PSI FUEL C OIL PSI
OUT 50 0 1020 LBS 1020 75 50
+22 C +22
SAT +22C
AUX FEATHER
PUMP ENERGIZED
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b) Alternate Feather
Operational back-up/alternate feathering is accomplished by operating the #1 or #2 ALT FTHR
switchlight on the PROPELLER control panel. Provided that the Condition Lever is at START/
FEATHER or FUEL OFF, the alternate Feathering Pump is energized with opposite secondary
28V DC bus power through a 30-second time relay.
Pressure oil from the Feathering Pump operates a back-up feather valve in the PCU. This
ensures the propeller can be feathered regardless of failures in the normal control system. The
Feathering Pump is mounted on the Propeller Reduction Gearbox, which has internally a dedi-
cated oil volume available for backup feathering.
The aux feather pump is provided for the following reasons:
To give a back-up feather function when the primary feathering system is inoperative.
To enable the propeller to be feathered when the gearbox rpm. is too low to maintain oil sup-
ply to and from the HP pump.
To enable the propeller to be unfeathered on the ground for maintenance reason.
c) Manual Feathering
Propeller manual feathering is used during engine shutdown by selecting the appropriate condi-
tion lever to the START & FEATHER and/or FUEL OFF.
c) Propeller Behavior with NO AUTO FEATHER
The propeller behavior when an engine flame with NO AUTO FEATHER is that the propeller
RPM goes down to 770-850 with PL in detente.
When performing the correct engine shutdown procedure by pulling PL back to flight idle the pro-
peller RPM increases to 1020 giving a secondary yaw. When pulling CL to start and feather and
fuel off the propeller goes to 0 RPM.
The explanation of why the propeller can maintain governing operation or drive the blade angle
in response to PLA movements after the engine has flamed-out, is that the High Pressure (HP)
pump in the Overspeed Governor Unit (OSG) continues to provide normal motive oil pressure as
long as the propeller is wind-milling.
It does not take large volumes of oil to hold the blades in position, therefore, most of the output
from the HP pump just cycles around the pump through the Pressure Regulating Valve.
As the engine core is also wind milling in a "flame-out" scenario, there is sufficient NH to pump
some oil to the propeller to make up any deficit.
When you command the blades to feather, this is a different story. A combination of a large oil
volume demand and the propeller RPM dropping off as the blades coarsen causes the HP pump
output to fall rapidly and the blades only drive into a semi-feathered condition. The Aux Feather
pump is then required to complete the feathering process.
1-When the flameout occurs, the propeller speed decreases very fast. Since the Condition lever
stays at MAX the propeller speed request stays at 100%, so the PEC reduces the beta angle in
order to reaches 100% propeller speed.
2-When the beta angle reaches 26 Deg, the beta angle is lower than the beta request so the
PEC control mode goes from "FORWARD SPEED" mode to "BETA" mode.
3-The beta request stays at 26 deg until the pilot retard the PLA to FLT IDLE. When the PLA is at
FLT IDLE, the beta request falls to 16.5 so the propeller speed accelerates to 100% creating a
small yaw.
4-When 100% prop speed is reached the PEC goes back to "FORWARD SPEED" mode.
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