Hydro Mechanical Fuel Control System Constant Speed Range: Propeller Maintenance

ENGINE CONTROL
Hydro Mechanical Fuel Control System

Constant Speed Range
The constant speed range is defined as propeller
operation from a fully fine setting (condition lever at MAX
RPM) to an increased blade angle pre-selected by a
condition lever angle (CLA) setting of a speed-sensitive,
flyweight governor in the PCU. The governor operates to
obtain and maintain constant speed settings between
900 and 1,200 propeller RPM (Np). Ground range lights
indicate at 16.5 and the discing is between 1.5 and 3.0.
IRAWAN MALIK
PROPELLER MAINTENANCE
ENGINE CONTROL
Hydro Mechanical Fuel Control System
Beta Range
The term "Beta Range" is used to define propeller operation
from a maximum Beta setting (propeller blade angle 26) to a
full reverse setting (propeller blade angle - 11.5). The Beta
range is divided operationally into two ranges by a gate on
the associated power lever which controls blade angle from 16
to 19 above the gate and below the gate to full reverse.
Propeller blade angle at full feather is 86 +/-5.
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ENGINE CONTROL
Power Lever and Propeller ranges
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ENGINE CONTROL
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FIXED AND REMOVABLE

STOPS
A number of stops or latches can be incorporated in the
propeller control system; their purpose is to confine the
angular movement of the blades within limits appropriate to
the phase of flight or ground handling. The most common
stops are described below and typical values are given for
the corresponding blade angles.
Feather and Reverse Braking Stops
These two fixed stops define the full range within which the
propeller angle may be varied (+85 to -15).
Ground Fine Pitch Stop
This is a removable stop (-1) which is provided for starting
IRAWAN
MALIK and PROPELLER
MAINTENANCE
5
the engine
maintaining
minimum constant RPM; the
FIXED AND REMOVABLE

STOPS
Flight Fine Pitch Stop
This is a removable stop (+14) which prevents the blade angle from
fining off below its preset value. Its purpose is to prevent propeller
overspeeding after a CSU failure. It also limits the amount of windmilling
drag on the final approach. The stop is usually engaged automatically as
the pitch is increased above its setting; removal of the stop is, however,
usually by switch selection.
Coarse Pitch Stop
This stop (+50) limits the maximum coarse pitch obtainable in the
normal flight range. A feathering selection normally over-rides this stop.
The PT6 (typical free turbine engine) is controlled by engine and propeller
control systems that are operated by three levers: a power control lever,
a propeller control lever, and a start control lever.
IRAWAN MALIK
FIXED AND REMOVABLE

STOPS
Flight Cruise Pitch Stop
This is a removable stop (+27) which is fitted to prevent excessive drag or overspeeding in
the event of a PCU failure. The stop engages automatically as the pitch is increased above
its setting and is also withdrawn automatically as the pitch is decreased towards flight idle
provided that two or more of the propellers fine off at the same time. Variations on this type
of stop include automatic drag limiters (ADL) and a Beta follow-up system. In the first of
these, the stop is in the form of a variable pitch datum which is sensitive to torque
pressure. If the propeller torque falls below the datum value, the pitch of the propeller is
automatically increased. The pitch value at which the ADL is set is varied by the position of
the power lever. Thus, as the power is reduced, the ADL torque datum value is also reduced
so that the necessary approach and landing drag may be attained, while simultaneously
limiting the drag to a safe maximum value. The Beta follow-up stop uses the Beta control
(i.e. direct selection of blade angle for ground handling) to select a blade angle just below
the value controlled by the PCU. In the event of a PCU failure, the propeller can only fine off
by a few degrees before it is prevented from further movement in that direction by the Beta
follow-up stop. In the flight range, the position of this stop always remains below the
minimum normal blade angle and so does not interfere with the PCU governing.
IRAWAN MALIK
ENGINE CONTROL
QUADRANT
Power control lever
is connected to the fuel control and is used to control

the engine power (Torque) from full reverse thrust,
through idle, to takeoff.
Propeller speed lever
is connected to the propeller governor to request blade
angle and maintain the desired propeller RPM. When
moved to the extreme aft position, it causes the
propeller to feather.
Start lever
attaches to the fuel control and it has three positions:
Cutoff, Idle, and Run.
Emergency power lever
used to directly control engine power if the pneumatic
side of the fuel control unit fails.
IRAWAN MALIK
ENGINE CONTROL
QUADRANT
TFE 331 uses two engine controls on the cockpit

quadrant:
The power lever, and
the speed, or condition, lever.
Power lever
Relates to the throttle of a reciprocating engine, but it
also gives the pilot control over the propeller during
ground operation. It affects the fuel flow, torque, and
EGT, and has four positions:
REVERSE (REV)
GROUND IDLE (Gl)
FLIGHT IDLE (Fl)
MAXIMUM (MAX)
IRAWAN MALIK
IRAWAN MALIK
10
IRAWAN MALIK
11
http://
www.flightsim.com/vbfs/showthread.php?18991-Turboprop-quest
ion-what-are-the-condition-levers-for
http://www.pprune.org/archive/index.php/t-225161.html
IRAWAN MALIK
12

Hydro Mechanical Fuel Control System Constant Speed Range: Propeller Maintenance

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Hydro Mechanical Fuel Control System Constant Speed Range: Propeller Maintenance

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ENGINE CONTROL

Hydro Mechanical Fuel Control System

Power Lever and Propeller ranges

FIXED AND REMOVABLE

FIXED AND REMOVABLE

Flight Fine Pitch Stop

FIXED AND REMOVABLE

Flight Cruise Pitch Stop

Power control lever

is connected to the fuel control and is used to control

TFE 331 uses two engine controls on the cockpit

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