PRATT & WHITNEY CANADA

MAINTENANCE MANUAL
MANUAL PART NO. 3034342

LIST OF EFFECTIVE PAGES

CHAPTER
SECTION PAGE DATE
LEP 1 Nov 05/99
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Contents 1 Nov 05/99

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76-00-00 1 Nov 05/99

Description and 2 Nov 05/99
Operation 3 Nov 05/99
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 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

TABLE OF CONTENTS
SUBJECT PAGE

ENGINE CONTROLS - DESCRIPTION AND OPERATION 76-00-00

1. General 1

2. Description 1

3. Operation 2

A. Low Pitch Control Cycle 2

B. High Pitch Control Cycle 2

C. Reverse Pitch Control Cycle 2

D. Reverse to Low Pitch Control Cycle 3

4. Fault Isolation 3

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 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

ENGINE CONTROLS - DESCRIPTION AND OPERATION

1. General

The engine controls consist of power control, propeller control, fuel control levers, connecting
rods and a push/pull control assembly mounted on the top right-hand side running the full
length of the engine.

2. Description (Ref. Fig. 1 and 2)

The fuel condition lever in the cockpit is connected through airframe linkages to a combined
lever and stop mechanism on top of the fuel control unit; this is connected via the FCU
linkage to the fuel cut-off lever on the side of the unit. This lever and stop also function as an
idle stop for the FCU interconnect rod. With the cockpit fuel condition lever set to
GROUND-IDLE, the FCU is set to approximately 63% Ng for PT6A-60/-60AG, or 57% for
PT6A-61/-61A . With the fuel condition lever set to FLIGHT-IDLE, the FCU is set to
approximately 70% Ng.

The power control lever in the cockpit is connected through airframe linkages to the cambox
assembly mounted in front of the FCU. The power control lever controls engine power
through the full range from maximum takeoff to full reverse. It also selects the propeller pitch
(Beta control) from reverse selection up to the constant speed rpm as selected by the
cockpit propeller control (propeller speed) lever.

The spring loaded cam assembly on the Pre-SB13036 engines, (Ref. Fig. 1) consists of a
cam follower lever, which is connected directly to the power control lever linkage by a grooved
pin, and three cam type levers. The FCU reverse actuating lever is free mounted on the
grooved pin, while the propeller control cam and FCU actuating lever are free mounted on
another pin. The FCU actuating lever is spring loaded to ground idle, and is connected through
an adjustable interconnecting rod to the FCU control arm. The three levers, cam, and pins
are mounted in a control lever mounting bracket fastened to flange G.

The non-spring loaded cam assembly on the Post-SB13036engines, (Ref. Fig. 2) consists of
a cam follower lever, which is connected directly to the power control lever linkage by a
grooved pin. The FCU actuating lever is free mounted on the grooved pin, and is tied to cam
follower by a shouldered pin. The propeller control cam is free mounted on a second pin.
The levers, cam, and pins are mounted in a control lever mounting bracket fastened to flange
G.

The FCU actuating lever is connected through an adjustable interconnect rod to the FCU
control lever. In operation, movement of the power control lever moves the cam follower
through the propeller control lever cam slot. During normal propeller operation, from
ground-idle through flight-idle to takeoff, the cam follower lever pin moves in the circumferential
slot of the cam, but imparts no motion to the propeller control lever. However, on selection
of reverse power the lever pin moves into the radial section of the slot, rotating the propeller
control lever and transmitting this motion through the push-pull control assembly to the
propeller reversing lever. An adjustable interconnect rod, secured to the front of the push-pull
control assembly, connects the propeller reversing lever to the propeller governor reset
arm. A carbon block attached to the inner end of the propeller reversing lever provides the
mechanical link between the engine reversing linkage and the propeller feedback ring.

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MAINTENANCE MANUAL
MANUAL PART NO. 3034342

3. Operation

A. Low Pitch Control Cycle

Assume the cockpit power control (engine power) lever is normally placed in the
GROUND-IDLE (GROUND FINE) position prior to engine starting. At this point, the cam
follower lever pin is at the intersection of the circumferential and radial sections of the
propeller reversing cam slot, the propeller reversing lever, and hence, the propeller
feedback ring is at its maximum rearmost position and the Beta control valve allows
oil to flow to the propeller.

As the engine starts and propeller rpm increases, the propeller governor senses an
underspeed and directs pressure oil to the propeller servo piston to effect a decrease in
pitch. At an angle somewhat above the low pitch setting, the propeller servo piston
picks up low pitch adjustment stops on the propeller guide rods; this causes the feedback
ring to move axially forward.

As the ring moves forward, the propeller reversing lever pivots on the fork end of the
reversing linkage, which, in this condition, is static and moves the Beta control valve
forward. When this occurs, oil from the propeller servo is returned to the engine
reduction gearbox. This process continues until the amount of oil leakage back to the
reduction gearbox equals the amount being supplied by the propeller governor. When the
two are equal there will be no further change in pitch and the propeller blades will be
in low pitch.

B. High Pitch Control Cycle

With the engine operating and the propeller in low pitch (high rpm), the power control
lever is advanced from GROUND-IDLE through FLIGHT-IDLE to TAKEOFF. The
movement is transmitted to the cam follower lever pin which moves from its
GROUND-IDLE position in the cam slot along the circumferential section to the TAKEOFF
position. This movement causes no change in relative position of the propeller
reversing cam and therefore no movement of the reversing lever. Movement is, however,
transmitted via the fuel control actuating lever and interconnecting rod to the FCU
arm, which moves to its full power position.

As propeller governing speed is reached the propeller governor commences to dump

pressure oil from the propeller servo to increase pitch and maintain speed. The feedback
ring moves back to its rearward position, shutting off the Beta control valve and
allowing the propeller to operate in a conventional manner. Some airframe installations
include a quadrant gate effect at the FLIGHT-IDLE position and may require positive action
on the part of the operator, such as resetting of a Ground/Air Selector to Ground
position, before the power control lever can be returned to the GROUND-IDLE position.

C. Reverse Pitch Control Cycle

To go into the reverse pitch configuration from the low pitch configuration, the cockpit
power control (engine power) lever is pulled back through a gate on the quadrant into the
REVERSE position. This action moves the cam follower lever pin from the
circumferential section and up the radial section of the cam slot, rotating the propeller
reversing cam and transmitting a pulling force on the push-pull wire rope. Movement of the
wire rope to the rear causes the propeller reversing lever to pivot on the carbon block

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MAINTENANCE MANUAL
MANUAL PART NO. 3034342

and partially open the Beta control valve. This increases pressure oil being supplied by
the propeller governor and since this condition is representative of an underspeed,
the propeller blades will move through low pitch and into the negative pitch range as long
as the propeller reversing lever continues to move. As the propeller moves into low
pitch, the feedback ring moves forward in an attempt to close the Beta control valve and
prevent any further change in blade pitch. This cannot occur while the propeller
reversing lever continues to move toward full reverse.

As the propeller reaches the full reverse pitch position, movement at the fork end of the
propeller reversing lever ceases. The reversing lever will then have travelled only far
enough to move the Beta control valve to a null position where oil flow into the propeller
servo is equal to the return flow. The power turbine governor (Nf) section of the
propeller governor is simultaneously reset 5 percent below selected propeller speed by
the reset lever and associated lost motion link.

This final setting leads the propeller and is attained before the propeller blades reach full
reverse pitch. Selection of reverse pitch also repositions the FCU arm to increase fuel
flow and, consequently, power output.

The chosen relationship of engine power to propeller pitch depends on operating

requirements. Should the relationship selected be such as to require 86 percent Nf, the
power turbine governor section of the propeller governor will limit the engine power
according to the ability of the propeller to absorb the power at that speed.

D. Reverse to Low Pitch Control Cycle

The process of returning to low pitch from full reverse is exactly opposite to going into
full reverse. That is, as the cockpit power control (engine power) lever is moved from its full
REVERSE position towards the low pitch GROUND-IDLE position, the Beta reversing
valve is closed past its null position, dumping more oil from the propeller servo than is
being supplied by the propeller governor. As propeller pitch moves out of the reverse
pitch range, fuel flow is progressively reduced as the cam follower lever pin moves down
the radial section of the cam slot until it reaches the radial and circumferential
intersection and the power turbine governor is reset to the lower Nf setting through the
reset arm, lost motion link and reversing linkage. Low pitch is obtained when the amount of
oil returned to the reduction gearbox is equal to the amount being delivered by the
propeller governor.

4. Fault Isolation

For detailed fault isolation of the engine controls refer to Chapter 72-00-00, FAULT
ISOLATION.

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MANUAL PART NO. 3034342

PROPELLER GOVERNOR
PROPELLER
RESET ARM ADJUSTER REVERSING LEVER
RESET ARM
PUSH / PULL WIRE ROPE
WIRE ROPE CASING

SWIVEL JOINT
PUSH / PULL TERMINAL

FUEL CONTROL
UNIT (FCU)

BETA VALVE

BALL END

PUSH / PULL TERMINAL

IDLE POSITION

PROPELLER CONTROL CAM

SHOULDER PIN
FCU CONTROL ROD (CAM FOLLOWER)

FUEL CONTROL PUSH / PULL

ACTUATING LEVER CONTROL
ASSEMBLY
CAM FOLLOWER LEVER

FUEL CONTROL PIN

REVERSING GROOVED PIN CAM FOLLOWER LEVER
ACTUATING LEVER
TAKE−OFF POSITION REVERSE POSITION

C10297B

Pre-SB13036Engine Controls and Propeller Reversing Linkage

Figure 1

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 PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MANUAL PART NO. 3034342

PROPELLER GOVERNOR
WIRE ROPE CASING PROPELLER
REVERSING
LEVER
SWIVEL JOINT RESET ARM
PUSH / PULL TERMINAL ADJUSTER

BETA VALVE

FUEL CONTROL ROD

SECOND
FCU CONTROL ROD BOTTOM
HOLE
RIGGING HOLE
RIGGING PLATE
(SHOWN FOR IDLE
POSITION ONLY)

PROPELLER
CONTROL CAM
IDLE POSITION
FUEL CONTROL
GROOVED PIN ACTUATING LEVER
SHOULDER PIN
CAM FOLLOWER
LEVER
REVERSE POSITION
TAKE−OFF POSITION

C13812
Post-SB13036Engine Controls and Propeller Reversing Linkage
Figure 2

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