14RF Training Manual - 2010SEPT PDF

For Training Use Only
14RF Propeller System
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HAMILTON SUNDSTRAND PROPRIETARY INFORMATION. EAR DATA – Subject to the export control restrictions on the Disclaimer page of this document. Page 1
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Disclaimer
This Training Manual is not an official Hamilton Sundstrand publication and is not intended for any use other than student
training. Material contained herein is written and assembled for the purpose of providing the student with organized notes
on the subject matter to be discussed during classroom presentation and to enhance the information contained in
applicable manuals. It has been written based on the current state of design and information available at the time. This
document does not amend or supersede information contained in any Hamilton Sundstrand manual or document. Always
refer to the authorized publications before performing any maintenance activities in connection with the subject systems
or components.
EAR TECHNICAL DATA

This document contains technical data the export of which is, or may be, restricted by the Export Administration Act and
the Export Administration Regulations (EAR), 15 C.F.R. parts 730-774. Diversion contrary to U.S. law is prohibited. The
export, re-export, transfer, or re-transfer of this technical data to any other company, entity, person, or destination, or for
any use or purpose other than that for which the technical data was originally provided by Hamilton Sundstrand, is
prohibited without prior written approval from Hamilton Sundstrand and authorization under applicable export control
laws.
EAR Export Classification: ECCN 9E991
COPYRIGHT © 2010 HAMILTON SUNDSTRAND CORPORATION
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Index
Title Page
Index 4-5
List of Abbreviations 6
Introduction 7-10
Propeller System Description 11-15
Spinner Description 16-17
Pitch Change Actuator 18-19
Hub Description 20-21
Oil Transfer Tube 22-23
Propeller Blade Description 24-25
Bulkhead Description 26-27
Brush Block Description 28-29
Propeller Control Unit Description 30-31
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Index
Title Page
Synchrophaser Description 32-33
Deicing System Description 34-35

Auxiliary Pump Description 36-37
Overspeed Governor Description 38-39
Pitch Change Actuator Operation 40-47
PCU Block Diagram Operation 48-51
PCU Cruise Mode Operation 52-57
PCU Feather Mode Operation 58-63
PCU Beta Mode Operation (Forward Thrust) 64-69
PCU Beta Mode Operation (Reverse Thrust) 72-77
PCU Overspeed Mode Operation 78-81
Synchropahser Operation 82-85
Deice Operation 86-91
Auxiliary Pump Operation 92-93
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List of Abbreviations
Abbreviation Definition Abbreviation Definition

MIL-L Military Specification
Aux Auxiliary
NP Propeller Speed
CCW Counter Clockwise
OD Outside Diameter
CW Clockwise
PCU Propeller Control Unit
Dec Decrease
Ps Supply Pressure
Ft Feet
PSI Pounds Per Square Inch
Fwd Forward
P3 (PY) Compressed Air Value
Hz Hertz
RPM Revolutions Per Minute
In Inches
Vac Volts Alternating Current
Inc Increase
VDC Volt Direct Current
LBA Low Blade Angle
LRU Line Replace Unit
Lbs Pounds
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Introduction
Hamilton Sundstrand (formerly Hamilton Standard) has been manufacturing propellers since the early 1930s.
The propellers range from fixed-pitch to the present day full-feathering and reversing propellers.
The present day propeller applications in the regional aircraft market utilize a lightweight propeller design. Most
of the propeller components are Line Replaceable Units (LRUs) that can be changed in a few simple steps. The
LRU concept, coupled and composite blade technology, provide propellers that require minimal maintenance
and repair action.
The 14RF propeller system is used on several aircraft applications. Among the applications that use the Model
14RF propeller system are the Casa CN 235, Embraer 120, and Saab 340B.
The graphics in this manual are representative of 14RF hardware.
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Introduction
Propeller System Propeller Controls
The main purpose of any propeller is to propel the Operation of a typical 14RF propeller system requires
aircraft in flight. Present day propellers are more two prime inputs. One from the condition lever and one
appropriately called propeller systems because they from the power lever, located in the flight deck. These
interface with other components to provide enhanced two inputs to the propeller system determine the
control, safety and efficiency. positioning of the propeller blades for the different
Model 14RF Propeller modes of operation.
The Model 14RF propeller has been in service in the

regional airline market since 1984; its use and
versatility has been enhanced by offering component
interchangeability between different propeller
applications whenever possible. The commonality of
components within the propeller system reduces the
number of spare parts that need to be provisioned and
reduces the maintenance learning curve for airlines that
have mixed fleets using the same propeller system.
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Introduction
14RF-XX Model Designation:

– The First Digit “1” Denotes A Major Model Type
– The Second Digit “4” Denotes The Number of Blades
– The First Letter “R” Denotes The propeller Blade Shank Size
– The Second letter “F” Denotes A Flange Mounted Propeller
– The Dash Number (-XX) Denotes A Specific Aircraft Application
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Introduction
14RF-19 14RF-21 14RF-23 14RF-37
Feather Angle 80.8 80.8 80.8 80.8
Reverse Angle -15.0 -15.0 -15.0 -15.0
Maximum Diameter 11 ft. 11 ft. 11 ft. 12 ft.
265.75 lbs. 260.15 lbs. 260.15 lbs. 260.15 lbs.

System Weight
(Wet) (Dry) (Dry) (Dry)
Blade Reference Station 42.00 in. Station 42.00 in. Station 42.00 in. Station 54.00 in. Station
Electrical Requirements
200vac 115vac, 400Hz, 3 phase, 28vdc
Operating Fluid MIL-L-7808 or MIL-L-23699
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Description & Operation
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Propeller System Description

The Hamilton Sundstrand 14RF propeller is a four- Synchrophaser components include:
blade, right-hand rotation, variable-pitch propeller
system. • Torque motor (mounted on one or both
PCU’s)
Each system consists of the following: • Sensor actuator (bulkhead mounted)
– Aluminum Spinner • Magnetic sensor (gearbox mounted)
– Oil transfer tube
– Rotating Mass (blades, barrel and
pitch-change assembly)
– Mat fiberglass bulkhead and slip ring assembly
– Brush block assembly with brushes
– Propeller Control Unit (PCU)
– Auxiliary Pump
– Deicing timer
– Overspeed Governor (Woodward Governor-
supplied, not shown)
– Synchrophaser (shared by both propellers)
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Propeller (Rotating Mass)

Transfer Tube
Brush Block and Bracket Propeller Control Unit
Spinner
Bulkhead
Deicing Timer
Auxiliary Pump
Magnetic Sensor and Bracket Synchrophaser
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Propeller system components are located in a variety of Engine gearbox mounted components include:
locations on and off the engine.
– The brush block assembly
– The magnetic sensor
Propeller mounted components include the following:
– Propeller control unit (PCU mounted on the aft
– The aluminum spinner (mounted forward to the side of the gear box)
bulkhead) – Torque motor (PCU mounted)
– The oil transfer tube (connects the PCU to the pitch – Auxiliary pump and motor
change actuator) – Over speed governor
– The rotation mass (blades, barrel and pitch change – Deicing timer (airframe mounted, not shown)
actuator) – Synchrophaser (airframe mounted, not shown)
– The bulkhead assembly (mounted to the aft side of
the barrel)
Airframe Mounted equipment includes:

– Synchrophaser
– Deicing Timer
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Pump
Overspeed Governor Auxiliary Pump Oil Transfer Tube

Synchrophaser Deicing Timer
Spinner
Bulkhead
Propeller (Rotating Mass)
Propeller Control Unit Magnetic Sensor
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Spinner Description
Spinner Description
The spinner is made of aluminum and is bolted to the

Spinner sub-components include:
forward portion of the bulkhead.
– Spinner internal bulkhead (not shown)
– Attaching hardware (screws, not shown)
The spinner provides a smooth transition of airflow across
the rotating mass, thereby reducing aerodynamic drag.
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Spinner Description
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Pitch Change Actuator Description
• The pitch change actuator assembly, which is part of the The pitch change actuator components include:
rotating mass, converts hydraulic pressure to the axial – Aluminum yoke assembly (the chromed plated
movement that changes the angle of the blade. OD portion is called the tail shaft)
• The pitch change actuator provides blade-angle feedback – Wear pads (mounted to the yoke assembly)
to the PCU that closes the propeller RPM control loop. – Anti-torque arm (prevents rotation of the yoke in
relationship to the dome)
• The pitch change actuator is a line replaceable unit
– Dome
(LRU).
– Counterweight (offsets the anti-torque arm mass)
– Attaching hardware (bolts and washers)
– Preformed o-ring packing (mounted on the inner
rim of the dome)
– Packing (mounted on the outside diameter of the
dome)
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Counterweight
Yoke
Packing Glide Ring
Dome
Anti Torque Arm Packing
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Hub Description
Barrel Description
The propeller Hub (or Barrel as it is sometimes called) is Sub-components of the barrel are:
a one piece, aluminum assembly that retains four – Outer bearing race (provides a surface on which
composite blades and is a line replaceable unit (LRU). the blades rotate)
– Barrel race retainer (retains the bearing race
– Barrel retaining bolts and nuts
– Packing (replace with every actuator change)
– Glide ring (inspect at every actuator change)
– Relief valve with gasket washer (keeps internal
barrel pressure below 70 PSI)
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Hub Description Glide Ring

Relief Valve
Gasket seal
Packing
Barrel Retaining Bolt Hub
Race Retainer
Barrel Retention Nut Outer Bearing Race
Torque Plate
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Oil Transfer Tube Description

Oil transfer tube contains:
• Oil ports, in the hollow portion of the oil
transfer tube, provide a hydraulic path from – Aluminum retainer (retains the tube in
the PCU to the propeller. the pitch lock actuator)
– Curved washers (provide spring
• The oil transfer tube provides supply oil tension for aluminum retainer)
pressure and rotational mechanical input from – Various shims
the PCU to the pitch change valve within the – Headless straight pin (retains
actuator. aluminum retainer on tube)
• The tube is splinned on one end to mate with – “L” seals (replace at every removal)
the PCU’s ball screw.
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Cross Section “ L” seal
Spline
Drive Pin
Seal Grooves
Cotter pin hole
Oil Passages
Shims Retainer
Spring Washers
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Propeller Blade Description

– Leading edge external Deicing heater
The propeller blade assembly is a lightweight, composite,
• The cupronickel (55% copper 45% nickel) foil
rotating wing. The blade can operate at tip speeds of up to
heater is 32 inches long, neoprene covered
820 feet per second. The blade is a LRU.
• The chordal width to provide 25% coverage
on the inboard to 20% coverage on the
Blade Construction is: outboard face of the blade surface
• 15% coverage on the camber surface of the
– Solid aluminum spar with integral lightning tab
blade
– Polyurethane, Closed cell, Low density foam
– Clear lead edge erosion film
– Fiberglass shell of various degrees of thickness
– Black polyurethane base erosion coating and
(each layer approximately 0.009 thick)
yellow warning and reference markers
– Leading edge nickel sheath
– Friction reduction Teflon strip mounted to the
blade shank (not shown)
– Trunnion pin and bearing assembly (not shown)
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Lighting Tab
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Bulkhead Description
Hardware attached to the bulkhead:
The bulkhead assembly provides an electrical current path
– Beryllium copper slip rings bonded to the aft side
from the static brush block to the rotating Deicing heaters.
of the bulkhead (Read Caution in manual)
A bulkhead assembly is mounted to the aft portion of the – Balancing weights (not shown, provide for static
barrel. It is a compressed fiberglass mat that provides the balance)
propeller with various hardware attachments.

– Bulkhead heater leads (connect slip rings to the
blade heater)
• Proper installation is essential to prevent
chafing of insulation
– Synchrophaser sensor actuator

• Provides RPM and phase input to the
synchrophaser
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Balance washer
Mounting holes
Nut Plates
WARNING: THE SLIP RINGS ARE MANUFACTURED

FROM A COPPER ALLOY THAT CONTAINS
BERYLLIUM WHICH IS HIGHLY POISONOUS TO YOUR
EYES, SKIN AND RESPIRATORY TRACT.
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Brush Block Description
Brush Block Description

Brush block contains:
The brush block housing assembly provides
– Fiberglass-reinforced plastic housing
an electrical current path from the (stationary)
– Six or eight graphite brushes,
aircraft electrical system to the (rotating)
dependent on model
propeller slip rings and blade Deicing heaters.
– Three or four electrical studs,
dependent on model
– A three-wire connector
The brush block is mounted to the forward
– Optional Teflon pad
side of the gear reduction box using a brush
block mounting bracket.
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Brush Block Description Teflon Pad

Electrical Connector
Slip Rings
Brush Spring
Fiberglass Housing
Graphite Brushes
Brush Block
Bracket
Brush Block
Location
Bulkhead
Shims
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Propeller Control Unit Description

The propeller control unit assembly (PCU) is mounted on the The PCU is a two-lever (power and condition lever) control unit,
aft side of the gearbox, in line with propeller axis. The PCU which contains the following:
assembly is part of a closed loop system that controls – Basic speed set
propeller blade angle. – Beta scheduling
The propeller control unit assembly includes: – Reversing capabilities

– Propeller control unit – Feathering capabilities
– Propeller control unit adapter (adapts the PCU to the
gearbox)
– Various internal oil transfer tubes (not shown)
– V-band clamp (clamps PCU to the adapter)
– Torque motor (optional on #1 propeller and is used
with the synchrophaser)
• Installed on the #2 propeller’s PCU
• Optional for the #1 propeller’s PCU
• Used for “Synchrophasing”
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Torque Motor
Beta Switch Connector
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Synchrophaser Description
Sychrophaser Description
The digital synchrophaser is a limited authority trimming The synchrophaser system contains:
device that provides not only synchronization of propeller – Solid state digital control box (airframe mounted)
RPM, but adjusts the relationship of both propeller’s #1 – Two sensor actuators (bulkhead mounted)
blade positions. The combination of the two adjustments – Two magnetic sensing devices mounted to the
is called synchrophasing. front of the gearbox
– Torque motor mounted to the number two
engine’s PCU (or both PCU’s)
The purpose of the digital synchrophaser:
– To lower the noise level within the aircraft

– Minimize propeller beat
– Reduce vibratory stresses on the aircraft
– Increase passenger comfort
– Synchronize NP between the slave and master
propellers
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Synchrophaser Description
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Deicing System Description
Deicing is the intermittent application of electrical heating The Deicing system contains:
to the surfaces, where ice can be removed by centrifugal – Deicing timer

forces when the bond is melted, such as the blade leading – Two brush block assemblies
edges. – Beryllium copper slip rings (not shown) mounted
on the aft side of the bulk head
Heating elements are required only where the ice will build – Lead edge blade heaters
up. Since no significant amount of water is produced, as a – Heater lead terminals (the leads tie the bulkhead
result from the intermittent application of heat, no ice will to the blade heater)
be formed outside of the heated area.
The intermittent application of heat is controlled by a timer,

which applies electrical power to two blades per propeller
at a time.
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Auxiliary Pump Description
The auxiliary (Aux) pump and motor is a gear box mounted The duty cycle:
component whose main function is to provide an alternate
– 30 seconds on (controlled through a timer)
source for feathering the propeller.
– 10 minutes off
The auxiliary pump consists of the following:
– 28VDC motor
– High pressure pump
– Pressure relief valve
– Check valve
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Auxiliary Pump
Prop Shaft
PW Model Depicted
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Overspeed Governor Description

Description of the overspeed governor is
Woodward Corporation manufactures the overspeed
– Single-acting hydro mechanical unit
governor.
– Piggy back mounted with the main pump on the
gearbox
It is not a Hamilton Sundstrand product but influences the – Monitors the propeller speed (NP)
operation of the propeller control when an overspeed – In the event of an overspeed, causes the
occurs. propeller pitch to increase and reduce (NP)
– Incorporates an air bleed orifice for additional
protection against propeller overspeed
The overspeed governor is an additional safeguard to the
propeller system and during normal on-speed conditions is
not used.
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Pitch Change Actuator Operation
The pitch change actuator translates rotary command from • With no pitch change commands present, the pitch
the propeller control unit (PCU) into angular blade change valve is in a “null” position and the pressures on
positions using supply pressure as the “muscle”. both sides of the yoke piston prevent any change in blade
• Clockwise rotational commands result in decreasing angle.
pitch while counter-clockwise rotational commands result

in increasing pitch.
• Pitch Change Actuator is:
• The rotary motion of the oil transfer tube is changed into
an axial movement by a pitch lock screw. – Line replaceable unit (LRU)
– Part of rotating mass
• The pitch lock screw positions a pitch lock valve that
– Converts hydraulic pressure to an axial
controls pressure on both sides of the yoke piston –
movement to change blade angle
increase pitch cavity and decrease pitch cavity.
• The resulting pressure differential positions the yoke and

piston assembly which, via the blade pins, changes the
angular position of the blades.
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Counter Weight Wear Pads
Yoke Tail Shaft

Transfer tube
Dome
Bulkhead
Feather Stop
Pitch Change Valve Pitchlock screw
Anti-Torque Arm
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Pitch Change Actuator Components
• Dome • Yoke
– Actuator to barrel mating surface – Provides mechanical interface for
– Increase pitch cavity with chrome translating a hydraulic force to blade
plated sleeve angle
– Housing for pitch lock screw
• Pitch Change Valve
– Chrome plated bore forming the
– Moves with pitch change screw
decrease pitch change
– Directs supply pressure for
increase/decrease pitch • Pitch Lock Screw
– Mechanical drive for repositioning pitch
• Anti-torque Arm
change valve
– Prevents rotation of yoke assembly
• Oil Transfer Tube
– Provides an interface from a
non-rotating to a rotating mass
– Provides a mechanical rotating signal
from the PCU to the pitch lock screw
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Pitch Change Actuator Components

Counter Weight Wear Pads
Yoke Tail Shaft

Transfer tube
Dome
Bulkhead
Feather Stop
Pitch Change Valve Pitchlock screw
Anti-Torque Arm
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• Increase pitch cavity pressure drives the yoke aft

• Increase pitch cycle from the null position of pitch
– Blade angle increases
change valve:
– Pitch lock gap is re-established
– The PCU rotates the oil transfer tube counter-
– Pitch change valve is returned to its null position
clockwise and moves forward
• Pitch lock screw rotates counter-clockwise
– The pitch lock gap narrows
• Pitch change valve moves forward slightly

– Increase pitch cavity is ported to supply
pressure
– Decrease pitch cavity is ported to drain
pressure
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• Decrease pitch cycle from the null position of the pitch • Pitch lock with insufficient hydraulic pressure:
change valve: – Centrifugal forces act to drive blades to flat pitch
– The PCU rotates the oil transfer tube clockwise: • Force on yoke via blade pins act to drive
• Pitch lock screw rotates clockwise and yoke towards the increase pitch cavity
move aft – Pitch lock gap closes
– The pitch lock gap widens – Blade angle decrease limited to
– Pitch change valve moves aft approximately one degree
– Supply pressure is ported to the
decrease pitch cavity
– Hydraulic fluid on the Increase side of
the dome is ported to drain
– Decrease pitch cavity is ported to
supply pressure
• Decrease pitch cavity pressure drive the
yoke forward
– Blade angle decreases
– Pitch lock gap is re-established
– Pitch change valve returns to its null
position
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PCU Block Diagram Operation

• The propeller control unit translates the inputs from several
different sources into usable outputs that are used by the – Supply Pressure
pitch change actuator to provide blade angle change • Provides high pressure to the PCU’s
internal governor
• In return, blade angle change produced by the pitch change • Provides high pressure to the PCU’s
internal servo assembly
actuator provides feedback to the PCU through the reduction • Provides high pressure to the oil transfer
gearbox in the form of RPM tube
– Feather
• The inputs provided by different sources will control blade
• Mechanical input from the PCU’s internal
angle change during the 5 modes of propeller operation: condition lever linkage to the mechanical
Cruise, Beta, Reverse, Feather and Overspeed feather valve
– Lubrication Pressure
• Inputs:
• Provides a drain point during all modes of
– Condition Lever operation except overspeed
• Provides lubrication to all internal bearings
• Controls propeller RPM during the cruise mode
within the PCU
• Controls electrical and mechanical feather
– Power Lever
• Controls the beta valve position
• Controls reverse valve position
• Electrical input to the electrical feather solenoid
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• Inputs continued… • Outputs:

– Torque Motor:
– Oil transfer tube rotation
• Input to the PCU from the synchrophaser to
• Pitch change command to the pitch change
fine tune propeller RPM and propeller phase
actuator
position
– Clockwise rotation for decrease pitch
– Speed: (relative to propeller rotation)
– Counter-clockwise rotation for
• Propeller RPM via the reduction gear box to
increase pitch (relative to propeller
the PCU
rotation)
– Closes the speed loop
– Supply pressure to the pitch change actuator

• Provides muscle for the actuator
movement
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PCU Cruise Mode Operation

– RPM from the pitch change actuator via the
• Cruise Mode: Supply pressure is metered by the speed
reduction gearbox
sensitive governor.
– Condition Lever
• The governor’s metered pressure output is dependent • Mechanical RPM reference for “on speed”
on the condition lever, torque motor and RPM inputs. governing
• When an “on speed” condition exists, metered pressure – Torque Motor
is ½ of supply pressure and the servo assembly is at a • Electronically controlled mechanical input to
“null” position (not moving). speed sensitive governor.

• Trims RPM reference established by the
• PCU Inputs:
condition lever
– Supply Pressure
– Maintains propeller phase relationship
• Speed sensitive governor changes a portion
• PCU Outputs:
to metered pressure
• Maintained on increase pitch side of servo – Lube pressure
assembly • Drain to gearbox
• “Muscle” for pitch change actuator via oil
transfer tube
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PCU Major Sub-Assemblies:
• Speed Sensitive Governor • Servo Assembly
– Provides metered pressure to servo assembly – Piston/sleeve ½ area servo
• Metered pressure is dependent on condition • Supply pressure maintained on increase
lever, Torque Motor and RPM inputs pitch side (small side)
– ½ supply pressure to “null” the servo • Metered pressure supplied to decrease pitch
assembly side (large side)
– Greater than ½ supply pressure when • Ball screw

propeller RPM increases – Rotates with pitch change actuator and oil
– Less than ½ supply pressure when transfer tube
propeller RPM decreases – Attached to servo assembly and oil transfer tube
– Connected to pitchlock screw in pitch change
actuator by means of the oil transfer tube
– Converts axial movement to oil transfer tube CW
or CCW rotation
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PCU Governing
• Governing with decreased propeller speed:
• Governing with increased propeller speed:
– Propeller RPM input to speed sensitive governor
decreases
increases
• Metered pressure output ½ of supply
• Metered pressure output ½ of supply
pressure
pressure
• Servo assembly moves aft • Servo assembly moves forward
• Ballscrew rotates CW
• Ball screw rotates CCW
• Oil transfer tube rotates CW
• Relative rotation of oil transfer tube is CCW
– Pitch change actuator goes through a
– Pitch change actuator increase pitch
decrease pitch change cycle
decreases • Propeller RPM input to speed sensitive governor
• Metered pressure output returns to ½ of increases
supply pressure • Metered pressure output returns to ½ of
– Oil transfer tube stops relative rotation supply pressure

– Oil transfer tube stops relative rotation
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PCU Feather Mode Operation

Feather Mode
– Micro Switch (mechanically actuated by condition
• To reduce drag and wind-milling to a minimum during an
engine shutdown, a propeller is normally feathered. lever for normal feather)
• Provides a feather solenoid energizing voltage
• Normally to feather a propeller, the condition lever is pulled – Opens a feather valve
• Provides an Aux pump test “on” voltage
to the feather position. This causes the blade angle to be
increased to the maximum positive blade angle. – Auto Feather System, Emergency Shutdown Handle
and Aux Pump Test Switch
• The Auto Feather System, Emergency Shutdown Handle,
• Provides a feather solenoid energizing voltage
or Aux Pump Test Switch will also cause the propeller to go – Opens a feather valve
• Provides an Aux pump “on” voltage
to feather.
– Supply Pressure
• Also in some systems, an auxiliary pump ensures sufficient
• Speed sensitive governor changes a portion to
oil pressure anytime a propeller is commanded to go to metered pressure
feather. • Maintained on increase pitch side of servo
assembly
• PCU Inputs: • “Muscle” for pitch change actuator by means of
the oil transfer tube
– Condition Lever
• Mechanically connected to the speed sensitive
governor
– Provides for rapid recovery from feather
• Mechanically connected to a feather valve
– Opens a feather valve
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• PCU Outputs:
– Lube pressure – Servo Assembly
• Drains metered pressure through • Piston/sleeve ½ area servo
mechanically connected feather valve – Supply pressure maintained on
– Drains metered pressure through solenoid increase pitch side (small side)
connected feather valve – Metered pressure supplied to decrease
– Oil transfer tube CCW rotation (increase pitch pitch side (large side)
command to pitch change actuator)
– Ballscrew
• PCU “Feather” Sub-Assemblies: • Rotates with pitch change actuator and oil
– Speed Sensitive Governor transfer tube
• Provides metered pressure to servo • Attached to servo assembly and oil transfer
assembly tube
– Metered pressure is dependent on • Connected to pitchlock screw in pitch
condition lever and feather valves change actuator by means of the oil transfer
» Greater than ½ supply pressure = tube
decrease pitch command • Converts axial movement to oil transfer tube
» Less than ½ supply pressure = CW or CCW rotation
increase pitch command
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– Solenoid Actuated Feather Valve and Feather • Prevents the propeller from going into a low
Solenoid blade angle (LBA)
• Solenoid energized by a voltage • Illuminates the beta light in the flight deck
• Feather valve mechanically actuated by (warns pilot of a LBA)
condition lever linkage • Cycles open and closed 10 times a second
– Open valve decrease metered-pressure to around flight idle
less than ½ of supply pressure – Energizes/de-energizes the feather
solenoid draining and re-establishing
– Mechanically Actuated Feather Valve
metered pressure
• Opened by position of condition lever
» Oil transfer tube rotates CCW/CW
– Open valve decreases metered pressure
sending an increase/decrease pitch
to less than ½ of supply pressure
command to pitch change actuator
– Low Blade Angle (LBA) Switch
• Low blade angle condition detected by position NOTE: The low blade angle (LBA) switch is not a
of the servo assembly subassembly of the “Feather Mode” but does utilize the
Feather Solenoid to limit blade angle and alert flight
deck personnel.
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PCU Beta Mode Operation (Forward Thrust)
Beta Mode (Forward Thrust) • The beta valve will increase /decrease metered pressure
which will affect a change at the servo assembly resulting
• The Beta Mode is actually “Ground Handling Mode” that
in a blade angle change.
includes reverse mode.
• PCU Inputs:
• In the beta mode, forward thrust is independent of the
condition lever position. – Power Lever
• Mechanical references for Beta Valve
• The beta mode is entered whenever the power lever is set
position
below flight idle.
• Repositions the beta valve to change blade
• Although the beta mode provides only a very low blade angle
angle, the propeller will provide sufficient forward thrust for – Supply Pressure:
taxi. • Speed sensitive Governor output (sensed
underspeed condition)
• With forward thrust, the speed sensitive governor will be in
• Maintained on the increased pitch side of
sensed underspeed condition providing supply pressure as
the servo assembly
an input. This output is metered by the beta valve in the
• “Muscle” for the pitch change actuator via
supply pressure path to the decrease pitch side of the servo
the oil transfer tube
assembly.
Continued...
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Beta Mode (Forward Thrust) continued...
• PCU Outputs:
– Lube pressure (always used for lubrication)

– Oil transfer tube CCW/CW rotation (inc/dec pitch
command to actuator.
– Low blade angle switch (LBA)
• Illuminates the beta light in the flight deck
• PCU Intervals:
– Servo assemblies follow-up arm

• Mechanical feed back to the beta valve,
representing blade angle
• Returns the beta valve to its null position when
the desired blade angle is met
– Metered pressure is ½ of supply pressure
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PCU “Beta” Sub-Assemblies

• Ball Screw
• Speed Sensitive Governor
– Rotates with pitch change actuator and oil transfer
– Maintained in an underspeed condition
tube
• RPM input too low to null any condition lever
– Attached to servo assembly and oil transfer tube
input
– Connected to pitch lock screw in pitch change
• Provides supply pressure to beta valve
actuator via oil transfer tube
• Beta Valve – Converts axial movement to oil transfer tube CW or
– Metered pressure is dependent on Power Lever and CCW rotation
follow-up arm feedback
• Greater than ½ supply pressure = decrease
pitch command • Low Blade Angle Switch (LBA)
• Less than ½ supply pressure = increase pitch – Low blade angle condition detected by position of
the servo assembly
• Servo Assembly – Illuminates the beta light in the flight deck (warns
– Piston/sleeve ½ area servo pilot of a LBA)
• Supply pressure maintained on increased pitch
side (small side)
• Metered pressure supplied to decreased pitch
side (large side)
• command
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FOLLOW UP ARM
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• Power Lever Increase • Power Lever Decreases
– Beta valve moves to reduce metered pressure – Beta valve moves to increase metered pressure
• Servo assembly moves aft • Servo assembly moves forward
– Ball screw rotates CCW – Ball screw rotates CW
– Relative rotation of oil transfer tube is – Relative rotation of oil transfer tube is
CCW CW
» Pitch change actuator increase » Pitch change actuator decreases
pitch pitch
• Follow Up Arm Input to Beta Valve Moves to Increase • Follow Up Arm Input to Beta Valve Moves to Decrease
Metered Pressure Metered Pressure
– Metered pressure output returns to ½ of supply – Metered pressure output returns to ½ of supply
pressure pressure
• Oil transfer tube stops relative rotation • Oil transfer tube stops relative rotation
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PCU Beta Mode Operation (Reverse Thrust)

Beta Mode (Reverse Thrust)
• The beta mode is actually a “Ground Handling Mode” that • PCU Inputs:
includes forward thrust.
– Power Lever
• In the beta mode, reverse thrust is independent of condition • Mechanical reference for beta valve position
lever position. • Repositions the beta valve to change blade
angle
• The beta mode is entered whenever the power lever is set
• Repositions the reverse valve to bypass the
below flight idle and is active all the way through reverse.
speed sensitive governor
• In reverse mode blade angle is dependent on power lever – Blocks metered pressure from the speed
position. sensitive governor
– Provides supply pressure to the beta valve
• With reverse thrust the speed sensitive governor will be
bypassed. – Supply Pressure
• Supply pressure is provided through the reverse valve to the • Speed sensitive governor (not used - output
beta valve. This pressure is metered by the beta valve which blocked by reverse valve)
is in the supply pressure path to the decreased pitch side of • Maintained on increase pitch side of servo
the servo assembly. assembly
• “Muscle” for pitch change actuator via oil
• The beta valve will increase or decrease metered pressure transfer tube
which will affect a change at the servo assembly resulting in a
blade angle change.
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• PCU Outputs: • PCU Interval:
– Lube pressure (lubrication only) – Servo Assemblies follow up arm

– Oil transfer tube CCW/CW rotation • Mechanical feedback to beta valve
(increase/decrease pitch command to pitch representing blade angle
change actuator) • Returns beta valve to a null position when
– Low blade angle switch (LBA) desired blade angle is met
• Illuminates beta light in the flight deck – Metered pressure is ½ of supply
pressure
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FOLLOW UP ARM
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PCU “Reverse” Sub-Assemblies
• Servo Assembly
• Reverse Valve
– Piston/sleeve ½ area servo
– Repositioned by the Power lever
• Supply pressure maintained on increase pitch
– Provides supply pressure to the beta valve
side (small side)
– Blocks metered pressure form the speed sensitive
• Metered pressure supplied to decrease pitch
governor
side is increased (large side)
• Beta Valve
• Ball Screw
– Metered pressure is dependent on power lever and
follow-up arm feedback
tube
• Greater than ½ pressure = decrease pitch
command
• Less than ½ supply pressure = increase pitch
command
– Converts axial movement to oil transfer tube
CW/CCW rotation
• Low Blade Angle Switch (LBA)
– Low blade angle condition detected by the position
of the servo assembly
– Illuminates the beta light in the flight deck (warns
pilot of LBA)
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PCU Overspeed Mode Operation

PCU Overspeed Mode
• The Woodward overspeed governor interfaces with the
– Torque Motor
Hamilton Sundstrand PCU to control overspeeds.
• Electrically controlled mechanical input to
• At 103% Np the overspeed governor causes the propeller speed sensitive governor
to increase blade angle. • Trims RPM reference established by the
condition lever
• Increasing blade angle will reduce RPM bringing the
– Maintains propeller phase relationship
propeller to an “on speed” condition.
– Overspeed Governor Pressure (normally supply
pressure - drain when overspeed is detected)
• PCU Inputs: • Supply pressure positions least selector valve
for normal operation
– Supply Pressure
• Speed sensitive governor changes a portion to • PCU Outputs:
metered pressure
• Maintained on increase pitch side of servo – Lube Pressure
assembly • Drain to gearbox
• “Muscle” for pitch change actuator via oil – CW or CCW relative rotation of the oil transfer tube
transfer tube
– RPM From The Pitch Change Actuator Via The
Reduction Gearbox
– Condition Lever
• Mechanical RPM reference for “on speed”
governing
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PCU Overspeed Sub-Assemblies
• Ball Screw
• Speed Sensitive Governor
– Provides metered pressure to servo assembly during
tube
“on speed” condition
• Metered pressure is dependent on condition
lever and RPM inputs
– ½ supply pressure to “null” the servo
– Converts axial movement to oil transfer tube CW or
assembly
CCW rotation
– Greater than ½ supply pressure when
propeller RPM increases
– Less than ½ supply pressure when
• Overspeed Governor (Supplied by Woodward Governor)
propeller RPM decreases
– Limits overspeed to 103% Np
• Least Selector Valve
• Provides a drain to the least selector valve at
– Shifts to drain metered pressure to the overspeed
103% Np
governor during an overspeed
• Re-supplies supply pressure to least selector
• Servo Assembly valve at 102.9% Np
– Piston/sleeve ½ area servo
• Supply pressure maintained on increased pitch
side (small side) NOTE: Bleeds P3(PY) at 109% and re-establishes P3(PY)
• Metered pressure supplied to decreased pitch at 108.9% Np
side (large side)
– Drained off during an overspeed condition
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Synchrophaser Operation
Synchrophasing
• Synchrophasing is controlling the rotation of a propeller • Synchrophasing Inputs:
so that it rotates at the same RPM but with a specific
angular relationship between its #1 blade. – 28VDC Power
• Turns synchrophaser on or off
• The controlled propeller is called the “slave” and the • Provides for the unit’s operating voltages
reference propeller is called the “master”.
– Electrical pulses (one from each propeller)
• Sensors actuators, Magnetic actuators, a torque motor • Magnetic actuator (gearbox mounted - one
and the Synchrophaser comprise the synchrophasing per propeller)
system. • Sensor actuator (propeller mounted - one
• This system reduces vibration and noise levels on the per propeller)
aircraft, resulting in less stress on the aircraft as well as – RPM/phase sensors
decreasing both passenger and crew discomfort. – One pulse per propeller revolution
• The Synchrophaser is a microprocessor based digital • Synchrophasing Output is a Pulsed Current:

electronic propeller RPM and/or phase trimming device, – Sent to the torque motor in the slave propeller’s
receiving propeller RPM/phase signal from both PCU
propellers, comparing them, then sending a “trim” – Duration of pulses determine amount of “trim” to
signal to the torque motor in the propeller control unit increase or decrease RPM/phase
(PCU) of the slave propeller to adjust its RPM and/or
phase to the master’s.
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• Synchrophasing System Sub-Assemblies: • Synchrophaser Sub-Assemblies:
– Sensor Actuators – Pulse processing
• Rotates with each propeller • Pulse inputs converted to digital
• Mounted in #1 blade position on aft side of • Output pulsed current (difference between
each bulkhead “Slave & Master”)
– Magnetic Actuator
– RPM/phase output to torque motor in
• Non-rotating (1 per propeller)
“slave” propeller’s PCU
• Gearbox mounted
– Duration of pulses determine amount
• Provides pulse input to aircraft mounted
of “trim” to increase or decrease
Synchrophaser
RPM/phase
– Synchrophaser
– Microprocessor
• Airframe mounted
• Computer which handles all internal
• RPM/phase (pulse) input from propellers
functions
• RPM/phase (pulsed current) output to
– clock input for precise measurement of
torque motor in “slave” propeller’s PCU
time
– Pulse processing inputs for
RPM/phase measurements
– Control outputs for pulse processing
– Power Supply
• Provides working voltages for unit
• 28VDC input from aircraft switch
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A-84418-18
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Deicing Operation
Deicing System
• A Deicing system removes ice once it has formed, » 10 second “ON/OFF” seconds
as opposed to an anti-ice system which prevents ice “OFF”
from forming. » 20 second “ON/OFF” seconds
• A propeller Deicing system deliberately allows ice to “OFF”
form on the leading edge of the propeller blades. – Power (blade heater current source input to
• It then provides means to warm this area only long relays)
enough to loosen the ice. • Applied to brush block of propeller via relay
• The melted ice is then slung off the centrifugal force of contacts
the rotating propeller. – Power application to inner “C” or outer
• Ice is again formed and the cycle is repeated. “A” slip ring
• Without a propeller Deicing system, the ice which – Power “ON” and “OFF” times
would form under certain conditions when the aircraft is determined by energization time of
airborne, would cause propeller system imbalance as relays
well as disrupting the air flow across the blades. – Selector
• Selects 10 or 20 second “ON” time
• Deicing Inputs: • Pilot actuated
– 28VDC Power – Normally selects 10 seconds when
– Aircraft supplied via a switch temperature is greater than -10
• Power for an aircraft dicer timer degrees C
– Provides on of two “ON/OFF” cycles to – Normally selects 20 seconds when
relays temperature is less than
-10 degrees C
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Deicing Operation
A-84411
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Deicing Operation
• Propeller Inputs (same for both propellers): • Pilot actuated inputs (28VDC and selector)
– Power to outer slip ring “A” via two (2) brushes of – Brush Block
the brushblock • Two brushes connected to each of three (3)
• Applied to blade heater #1 & #3 via slip rings
connector “E” • Interface between stationary component
• 10 or 20 seconds per application dependent and rotating mass
on time and relays
– Slip Rings (inner (“C”), middle (“B”) and outer
– Ground to middle slip ring “B” via two (2) brushes (“A”)
of the brushblock • Mounted on rear of bulk head
• Always present • Beryllium copper material
• Connected to all blade heaters via
– Bulk Head
connector “C”
• Rotating component
– Power to inner slip ring “C” via two (2) brushes of • Provides interface for slip rings and heater
the brushblock via heater leads
• Applied to blade heater #2 & #4 via
– Heaters
connector “A”
• Heating element
• 10 or 20 second power application
• Mounted on leading edge of propeller
dependent on timer relays
blades
• Deicing System Sub-Assemblies:
– Deicing Timer
• Controls blade heater “ON”/”OFF” time via
relays
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Deicing Operation
A-84411
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Deicing Operation
• Operation Cycle (10 or 20 second heater “ON” time

selected by pilot depending on temperature):
– Power Applied to heaters #1 & #3 (only one (1)
propeller at a time)
• Ice melts on blades #1 & #3
• Ice is slung off of blades #1 & #3 by
centrifugal force
– Power is removed form heaters #1 & #3 and
applied to heaters #2 & #4
• Ice forms on blades #2 & #4
• Ice melts on blade #2 & #4
• Ice is slung off of blades #2 & #4 by
centrifugal force
– Cycle repeats
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Deicing Operation
A-84411
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Auxiliary Pump Operation
Auxiliary Pump and Motor • Auxiliary Pump and Motor Outputs:

• The auxiliary pump and motor are located on the front
– Approximately 700 PSI oil pressure provided to
right face of the propeller reduction gearbox.
the PCU and propeller
• The auxiliary pump and motor will provide supply oil to
• Auxiliary Pump and Motor Sub-Assemblies:
ensure the propeller goes to feather.
– 28VDC motor
• The auxiliary pump has its own reserve oil supply
– Oil pump
located in the reduction gearbox which is unavailable to
– 1.1 quart oil sump
the main pump but is sufficient for feathering.
• Auxiliary Pump Actuates
• The auxiliary pump motor has a duty cycle of 30
seconds on and 10 minutes off which is more that the – Overspeed governor is underspeed
time required to move the blades to the feather position. • Open to allow Ps to bypass system check
valve
• Auxiliary Pump and Motor Inputs:
• Overspeed governor Ps reduced
– Pilot actuated 30 second “on” voltage – Least selector valve shifts
• Auto feather system activated • Prevents pressurization on PCU
• Emergency shutdown handle pulled • Increase pitch side of servo assembly
• Micro switch closed (condition lever in pressurized
feather) • Servo assembly moves aft
• Auxiliary pump test switch on • Supply pressure moves propeller to
– Oil from dedicated 1.1 quart sump in gearbox. increase pitch
• Blade moves to feather
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Auxiliary Pump Operation
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Spinner
Spinner
Bulkhead
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Page 94
ECCN: 9E991
Actuator
Yoke Wear Pad
Dome
Tail shaft
Spinner Seal
Groove
Metering Valve
Body
Anti-Torque Arm
Square Hole
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ECCN: 9E991
Hub
Outer Blade Race
Race Retainer
Actuator
Mounting Mounting Bolts
Face
Relief Valve
Torque Plate
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ECCN: 9E991
Transfer Tube
“L” Seals
Spline Oil Inlet Port

Retainer Drive Pin Oil Outlet Port
Locking Tab
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ECCN: 9E991
Lead Edge
Retaining Ring Flange Blade
Friction
Reduction Strip Deicing Heater
Inner Blade Race
Blade Information
Stamped here
Bore Plug
Trail Edge
Blade Bearing Set screw Heater Leads Cuff
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ECCN: 9E991
Bulkhead
Detachable Heater leads Nut Plate Slip Rings Balance washers

Sensor Actuator
Static Electricity Dissipation Strip
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ECCN: 9E991
Brush Block
Carbon Brush
Teflon Pad
Connector
Housing
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ECCN: 9E991
Propeller Control Unit

Secondary Quill Installation Identifying Marker on Yellow/Greenish circle
Condition Lever
Feather Solenoid Power lever
Transfer Tube Ball screw
Governor Driven Gear Primary Quill
Governor Drive Gear
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ECCN: 9E991
Synchrophaser
Connector
Fuse
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ECCN: 9E991
Auxiliary Pump
Auxiliary Pump
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ECCN: 9E991
Overspeed Governor and Pump

Pump
Overspeed
Governor
Propeller Control
Unit
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ECCN: 9E991
Actuator
Decreased Pitch Piston
Hydraulic ports Feather Stop
Universal Joint
Drain ports
Acme Screw
Valve Body Metering valve
Hydraulic ports
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ECCN: 9E991

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14RF Propeller System

14RF Propeller System

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EAR TECHNICAL DATA

EAR Export Classification: ECCN 9E991

COPYRIGHT © 2010 HAMILTON SUNDSTRAND CORPORATION

Bulkhead Description 26-27

Brush Block Description 28-29

Propeller Control Unit Description 30-31

Synchrophaser Description 32-33

Deicing System Description 34-35

Pitch Change Actuator Operation 40-47

PCU Block Diagram Operation 48-51

PCU Cruise Mode Operation 52-57

PCU Feather Mode Operation 58-63

PCU Beta Mode Operation (Forward Thrust) 64-69

PCU Beta Mode Operation (Reverse Thrust) 72-77

PCU Overspeed Mode Operation 78-81

Synchropahser Operation 82-85

Deice Operation 86-91

Auxiliary Pump Operation 92-93

Abbreviation Definition Abbreviation Definition

LRU Line Replace Unit

The graphics in this manual are representative of 14RF hardware.

Propeller System Propeller Controls

The Model 14RF propeller has been in service in the

14RF-XX Model Designation:

– The Second letter “F” Denotes A Flange Mounted Propeller

– The Dash Number (-XX) Denotes A Specific Aircraft Application

14RF-19 14RF-21 14RF-23 14RF-37

Feather Angle 80.8 80.8 80.8 80.8

Reverse Angle -15.0 -15.0 -15.0 -15.0

Maximum Diameter 11 ft. 11 ft. 11 ft. 12 ft.

265.75 lbs. 260.15 lbs. 260.15 lbs. 260.15 lbs.

Operating Fluid MIL-L-7808 or MIL-L-23699

14RF Propeller System

Propeller System Description

Propeller System Description

Propeller System Description

Propeller (Rotating Mass)

Brush Block and Bracket Propeller Control Unit

Magnetic Sensor and Bracket Synchrophaser

Propeller System Description

Airframe Mounted equipment includes:

Propeller System Description

Overspeed Governor Auxiliary Pump Oil Transfer Tube

The spinner is made of aluminum and is bolted to the

Pitch Change Actuator Description

Pitch Change Actuator Description

Pitch Change Actuator Description

Anti Torque Arm Packing

Hub Description Glide Ring

Barrel Retaining Bolt Hub

Barrel Retention Nut Outer Bearing Race

Oil Transfer Tube Description

Oil Transfer Tube Description

Oil Transfer Tube Description