Q400 MTM Vol2 Epub r04

DASH 8 Q400
MAINTENANCE TRAINING
MANUAL
VOLUME 2
ATA 26, 28, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79, 80 & 61
REVISION 0.4
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Maintenance Manuals and Pilot Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.
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you might have for improving this manual or any other aspect of our training program.

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95 Garratt Boulevard
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M3K 2A5
For course information please contact us:
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1-877-FLY-DASH
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Copyright © 2015 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition..... 0.............. August 2013 Revision............... 0.3............... April 2015

Revision............... 0.1............... April 2014 Revision............... 0.4......... October 2015
Revision............... 0.2........... August 2014
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision Page *Revision

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Cover....................................................... 0.4 70-4 - 70-6.............................................. 0.3

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CONTENTS
VOLUME 2
Chapter Title ATA Number
FIRE PROTECTION 26
AIRFRAME FUEL SYSTEM 28
ENGINE STANDARD PRACTICES 70
POWERPLANT 71
ENGINE 72
FUEL 73
IGNITION 74
ENGINE AIR 75
ENGINE CONTROLS 76
ENGINE INDICATING 77
ENGINE EXHAUST 78
ENGINE OIL 79
ENGINE STARTING 80
PROPELLER 61
26 FIRE PROTECTION
DASH 8 Q400 MAINTENANCE TRAINING MANUAL
CHAPTER 26
FIRE PROTECTION
CONTENTS
Page
26-00-00 INTRODUCTION........................................................................................ 26-1
GENERAL.................................................................................................................. 26-2
Fire Detection System.......................................................................................... 26-2
Fire Extinguishing System................................................................................... 26-3
Component Description........................................................................................ 26-5
26-11-00 NACELLE FIRE DETECTION SYSTEM.................................................. 26-11
Introduction....................................................................................................... 26-11
General.............................................................................................................. 26-11
System Description............................................................................................ 26-13
Operation........................................................................................................... 26-17
Functional Test of the Nacelle Fire Extinguishing System.................................. 26-25
Operational Test of Nacelle Fire Detection System............................................. 26-35
26-12-00 SMOKE DETECTION SYSTEM............................................................... 26-39
Introduction....................................................................................................... 26-39
General.............................................................................................................. 26-39
Component Description...................................................................................... 26-45
Operation........................................................................................................... 26-51
26-13-00 APU FIRE DETECTION SYSTEM............................................................ 26-65
Introduction....................................................................................................... 26-65
Revision 0.4 FOR TRAINING PURPOSES ONLY 26-i

26 FIRE PROTECTION
Page
General.............................................................................................................. 26-65
Operation........................................................................................................... 26-67
Operational Test of the APU Fire Detection System........................................... 26-68
26-24-00 LAVATORY FIRE EXTINGUISHING........................................................ 26-71
Introduction....................................................................................................... 26-71
26-25-00 PORTABLE HAND OPERATED FIRE EXTINGUISHERS....................... 26-73
26-00-00 APPENDIX................................................................................................ 26-78
Maintenance Consideration................................................................................ 26-78
26-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 26-79
26-00-00 MAINTENANCE PRACTICES.................................................................. 26-79
26-ii FOR TRAINING PURPOSES ONLY Revision 0.4

26 FIRE PROTECTION
ILLUSTRATIONS
Figure Title Page
26-1 Fire Protection Functional Block Diagram.................................................26-2
26-2 Fire Protection Panel (FPP).......................................................................26-3
26-3 Control Amplifier......................................................................................26-4
26-4 Control Amplifier......................................................................................26-4
26-5 Controls and Indications Nacelle Fire Detection........................................26-6
26-6 Nacelle Fire Protection Panel (Center).......................................................26-7
26-7 Baggage Compartment Fire Protection Panel (Right).................................26-8
26-8 Auxiliary Power Unit Fire Protection Panel...............................................26-9
26-9 Nacelle Fire Detection System.................................................................26-10
26-10 Integrity and Alarm - APD.......................................................................26-12
26-11 Fault A or B - APD..................................................................................26-12
26-12 Short Length Heating or Discrete - APD..................................................26-14
26-13 Engine Fire Press to Reset.......................................................................26-14
26-14 Fire Detection - Normal Operation..........................................................26-16
26-15 Fire Overheat Detection - MLG Fire Detected.........................................26-18
26-16 PEC Fail -EPZ Detected..........................................................................26-20
26-17 EPZ Fail - PEC Fail.................................................................................26-22
26-18 4 Wire Firex Squib Circuit Verification Testers........................................26-24
26-19 Fire Protection System Schematic - Extinguishing...................................26-26
26-20 Nacelle Fire Extinguishing Bottles..........................................................26-26
26-21 Nacelle Fire Extinguisher Bottles Schematic...........................................26-27
26-22 Nacelle Fire Extinguisher Bottle and Cartridges......................................26-28
FOR TRAINING PURPOSES ONLY 26-iii

26 FIRE PROTECTION
Figure Title Page

26-23 LH Underwing Fire Bottle Pipes...............................................................26-29
26-24 Flammable Fluid Shut-off System - Electrical Schematic........................26-30
26-25 Nacelle Fire Extinguishing System - Electrical Schematic (Sheet 1 of 2).26-32
26-26 Fire Protection Panel - Nacelle................................................................26-34
26-27 Nacelle Fire Extinguishing System - Electrical Schematic (Sheet 2 of 2).26-36
26-28 Smoke Detector - Locations.....................................................................26-38
26-29
Aft Cargo Fwd Smoke Detector...............................................................26-39
26-30 Lavatory Smoke Detector........................................................................26-39
26-31 Fire Protection System Schematic - Extinguishing...................................26-40
26-32 Smoke Detected.......................................................................................26-42
26-33 Fire Protection Panel Aft Baggage Smoke Detection................................26-44
26-34 Aft Baggage High Rate Fire Bottle and Cartridge....................................26-45
26-35 Forward High Rate Fire Extinguisher Bottle and Cartridge......................26-46
26-36 Baggage Low Rate Fire Extinguisher Bottles and Cartridge.....................26-48
26-37 Aft Baggage Smoke Detected..................................................................26-50
26-38 Fire Protection Panel Detail AFT Baggage Smoke...................................26-51
26-39 Aft Baggage Fire Extinguished (Sheet 1 of 2)..........................................26-52
26-40 Aft Baggage Fire Extinguished (Sheet 2 of 2)..........................................26-54
26-41 Forward Baggage Compartment Fire Detected.........................................26-56
26-42 Forward Baggage Compartment Fire Extinguished (Sheet 1 of 2)............26-58
26-43 Forward Baggage Compartment Fire Extinguish (Sheet 2 of 2)................26-60
26-44 Fire Protection Panel Fwd Baggage Smoke Detection..............................26-61
26-45 Cabin Repeater Lights.............................................................................26-62
26-iv FOR TRAINING PURPOSES ONLY

26 FIRE PROTECTION
Figure Title Page

26-46 Lavatory Smoke Detector........................................................................26-62
26-47 APU Fire Extinguishing...........................................................................26-64
26-48 APU Fire Extinguisher.............................................................................26-65
26-49 APU Fire Detection and Extinguishing - Schematic.................................26-66
26-50 Lavatory Fire Extinguisher and Waste-Bin...............................................26-70
26-51 Lavatory Compartment Waste-Bin Fire Extinguisher...............................26-71
26-52 Hand Held Fire Extinguishers..................................................................26-72
26-53 Hand Operated Flight Compartment Fire Extinguisher............................26-74
26-54 Aft Cabin Fire Extinguishers...................................................................26-74
26-55 Hand Operated Fire Extinguisher - Aft Passenger Compartment..............26-75
26-56 Hand Operated Fire Extinguisher - Fwd Passenger Compartment............26-76
FOR TRAINING PURPOSES ONLY 26-v

26 FIRE PROTECTION
CHAPTER 26
FIRE PROTECTION
26-00-00 INTRODUCTION
The fire protection system includes components throughout the aircraft to provide detection,
indication and extinguishing of fire conditions.
FOR TRAINING PURPOSES ONLY 26-1

26 FIRE PROTECTION
GENERAL NOTES
FIRE DETECTION SYSTEM

Refer to Figure 26-1. Fire Protection Functional
Block Diagram.
The fire detection system is designed to sense

fire, overheat and smoke conditions.
The fire detection system consists of:

•• Nacelle fire detection system
•• Baggage compartment smoke detection
system
•• Lavatory smoke detection system
•• APU fire detection system.
FIRE
PROTECTION
PANEL
APU
MASTER FIRE AUTOMATIC
WARNING FUNCTIONS SHUTDOWN
LEFT AND RIGHT LEFT AND RIGHT APU SUPPRESSION

PEC AND EPZ OVERHEAT MLG DETECTION AND AND BOTTLE
DETECTION FAULT MONITORING MONITORING
LEFT AND RIGHT CONTROL AMPLIFIER APU DETECTION INLET AND

ENGINE SHUTDOWN AND FAULT OUTLET VENT
MONITORING VALVE SHUTDOWN
AFT BAGGAGE AFT BAGGAGE

(CARGO) DETECTION (CARGO)
SUPPRESSION
L AND R ENGINE/MWW
(MAIN WHEELWELL) LEFT AND RIGHT
SUPPRESSION AND ENGINE DETECTION
BOTTLE MONITORING AND FAULTMONITORING
FWD BAGGAGE FWD BAGGAGE

DETECTION (CARGO)
SUPPRESSION
LAVATORY P/A TONE AND CABIN

DETECTION REPEATER LAMPS
(NO INDICATION
IN FLIGHT
COMPARTMENT)
LAVATORY
SUPPRESSION
Figure 26-1. Fire Protection Functional Block Diagram
26-2 FOR TRAINING PURPOSES ONLY

26 FIRE PROTECTION
FIRE EXTINGUISHING SYSTEM NOTE

Refer to Figure 26-2. Fire Protection Panel (FPP). Fire or smoke detection is
shown on the FPP, CAWP, and
The fire extinguishing system provides Glareshield Panel. Indication is
components throughout the aircraft for the provided at the cabin repeater
extinguishing of detected fires. lights for the lavatory smoke
detection.
The fire extinguishing system consists of:
•• Nacelle fire extinguishing system
•• Baggage compartment fire
extinguishing system
•• APU fire extinguishing system
•• Lavatory fire extinguishing system
•• Portable hand-operated fire
extinguishers.
VENT VENT
INLT OTLT
FIRE BOTTLE
ENGINE 1
FIRE ENGINE 2
TEST
DETECTION
Figure 26-2. Fire Protection Panel (FPP)

26 FIRE PROTECTION
Figure 26-3. Control Amplifier
FDR Flight Signal

Conditioning Unit
(FSCU)
Figure 26-4. Control Amplifier

26 FIRE PROTECTION
COMPONENT DESCRIPTION Fire Protection Panel (FPP)

Refer to Figure 26-2. Fire Protection Panel (FPP).
Control Amplifier
Refer to: The fire protection panel, installed in the flight
compartment on the overhead console, provides:
•• Figure 26-3. Control Amplifier.
•• Visual indication of fire
•• Figure 26-4. Control Amplifier.
•• Overheat conditions in the engines
The control amplifier is behind the forward APU fire zones and
wardrobe on the No. 2 equipment panel.
•• Smoke in the forward and aft
baggage compartments.
The control amplifier is an electronic unit. BIT
control and fault monitoring are accomplished
The face of the FPP is divided into the following
through the control amplifier. There is redundancy
three areas:
in the design of the unit to make sure that there is
maximum functional reliability. •• Engine fire protection panel (Center)
The primary functions of the fire protection •• Baggage compartment fire protection
system control amplifier for the Engines, APU panel (Right)
and Baggage compartments are: •• APU fire protection panel (Left).
•• Fire or smoke detection
monitoring status
•• Bottle pressure status
•• Squib continuity status
•• Fault status
•• Arm status
•• Test functions and indicated results
•• Supply signal to the warning lights
(CAWP)
•• Control the aural alerts.
NOTE
Loss of control amplifier will
not cause loss of detection or
suppression capability in the fire
protection system of the aircraft.

26 FIRE PROTECTION
Fuel Valves
Open/Closed Lights
Extinguisher Bottle Hydraulic Emergency Shut Off
Select Switch Valves Open/Closed Lights
Bottle VENT
INLT
VENT
OTLT
Arming Lights Bottle Low Light
FIRE BOTTLE
Fire Detection
ENGINE 1
ENGINE 2
System Test Switch
FIRE
TEST
Loop Fault DETECTION
Indication Lights
PULL FUEL/
HYD OFF Handles
PITCH PITOT HEAT ICE DETECT

TRIM STBY FAIL
PITOT PITOT
Check Fire Det HEAT 1 HEAT 2
Warning Light
PR
DEICE
DEICE
TIMER
EMER LTS INTERNAL SIDE WDO DEICE

DISARMED DOORS HOT PRESS
CABIN
PRESS
CHECK
FIRE DET
OVERHEAD CONSOLE
GLARESHIELD PANEL
Engine Press
to Reset Engine Press
to Reset
STICK PUSHER
SPOILERS SHUT OFF
FLIGHT ENGINE FIRE

ENGINE FIRE
Master
ROLL INBD
Warning Light ANTI SKID
TAXI A/P TEST
DISENG
ELEVATOR TRIM
C-FROB SHUT OFF C-FROB
WARNING
PRESS TO RESET
Figure 26-5. Controls and Indications Nacelle Fire Detection

26 FIRE PROTECTION
Nacelle Fire Protection •• Engine alarm indication (Red Lights

- PULL FUEL/HYD OFF Handles)
Panel (Center)
•• Fuel and hydraulic valve status
Refer to:
(Green - Open, White - Closed)
•• Figure 26-5. C
ontrols and Indications •• Fire detector fault status (Fault A
Nacelle Fire Detection. - PEC and/or EPZ, Fault B - MLG).
•• Figure 26-6. N
acelle Fire Protection
Panel (Center). Nacelle FPP controls are provided for:
•• Bottle discharging (FWD and AFT)
The center zone of the FPP is divided into left and
right sections that correspond to the left and right •• Engine detection and alarm
engine nacelles, respectively. System operation,
•• Pilot Initiated Test (TEST
monitoring and status indications are through the
DETECTION)
Engine FPP. Switches are provided on the Engine
FPP for corrective action for fire condition. •• Activation of the fuel and
hydraulic valves, “PULL
Nacelle FPP indications are provided for: FUEL/HYD OFF” handle.
•• Bottle arming (FWD and
AFT, Either engine)
•• Bottle pressure monitoring
(BTL LOW Light)
ENGINE 1
Figure 26-6. Nacelle Fire Protection Panel (Center)

26 FIRE PROTECTION
Baggage Compartment Fire Baggage Compartment FPP indications are

provided for:
Protection Panel (Right)
Refer to Figure 26-7. Baggage Compartment •• Extinguisher bottle arming
Fire Protection Panel (Right). (HRD Bottles)
•• Extinguisher bottle pressure
The right zone of the FPP is divided into monitoring (HRD and LRD)
top and bottom sections that correspond to
the AFT and FWD baggage compartments, •• Smoke alarm indication
respectively. System operation, monitoring (FWD and AFT)
and status indications are through the Baggage •• AFT baggage compartment
Compartment FPP. Switches are provided vent valve status.
on the FPP for corrective action for detected
smoke conditions. Baggage Compartment FPP controls are
provided for:
•• Activation of extinguisher bottles
•• Built-In-Test (BIT).
VENT VENT
INLT OTLT
FIRE BOTTLE
Figure 26-7. Baggage Compartment Fire Protection Panel (Right)

26 FIRE PROTECTION
Auxiliary Power Unit (APU) Fire •• Fuel valve status

Protection Panel (Left) •• Fire detector fault status.
Refer to Figure 26-8. Auxiliary Power Unit
Switches are provided on the FPP for:
Fire Protection Panel.
•• Backup and override extinguishing
The left zone of the FPP supplies indications of
fire conditions in the APU compartment. APU •• Built-In-Test (BIT).
fire detection and extinguishing is automatic.
If the automatic system fails, then a manual NOTE
override capability is available. The Engine, APU and Baggage
compartment Fire Protection
APU FPP indications are provided for: Systems are monitored by the
control amplifier, but the control
•• Extinguisher bottle arming
amplifier has been kept out of
•• Bottle pressure monitoring the critical path for detection and
suppression functions.
•• Fire alarm indication
FIRE
TEST
Figure 26-8. Auxiliary Power Unit Fire Protection Panel

26 FIRE PROTECTION
NOTE
Left nacelle shown,
right nacelle similar.
PEC Responders
PEC Detection
EPZ Responders
Primary Engine
Zone (EPZ)
Main Landing
Gear Zone Firezone and Leading Edge
Zone Detection
MLG Responder
FWD
EPZ Responders
PEC Responders
MLG Responders
Figure 26-9. Nacelle Fire Detection System

26 FIRE PROTECTION
26-11-00 NACELLE FIRE NOTES

DETECTION SYSTEM
INTRODUCTION
The nacelle fire detection system senses fire or
overheat conditions in the engine fire zones and
supplies indications to the flight compartment.
GENERAL
Refer to Figure 26-9. Nacelle Fire Detection
System.
The nacelle fire detection system uses Advanced

Pneumatic Detectors (APD) to sense a fire or
overheat condition in three engine fire zones in
the nacelles. Three APD’s are in each nacelle.
The APD’s provide detection in the Main
Landing Gear (MLG) zone, Engine Primary
Zone (EPZ) and Propeller Electronic Control
(PEC) zone.
The APD’s interface with the control amplifier

and the FPP in the flight compartment.

26 FIRE PROTECTION
ELECTRICAL “ALARM” SWITCH

CONTACT PIN (NORMALLY OPEN)
CALIBRATION GAS
MANIFOLD SEAL
WARNING RETURN A
FROM TEST (28 VDC) B
TO TEST C
IN (28 VDC) D
OUT (TEST FAULT) E METAL
SENSOR
HYDRIDE
TUBE
(”GAS SPONGE”)
CONNECTOR
PINS HOUSING
“FAULT” SWITCH
(NORMALLY HELD
CLOSED)
Figure 26-10. Integrity and Alarm - APD

CALIBRATION GAS
MANIFOLD SEAL
WARNING RETURN A
TO TEST C
IN (28 VDC) D
SENSOR
HYDRIDE
TUBE
(”GAS SPONGE”)
CONNECTOR
PINS HOUSING
“FAULT” SWITCH
(NORMALLY HELD
CLOSED)
Figure 26-11. Fault A or B - APD

26 FIRE PROTECTION
SYSTEM DESCRIPTION NOTES

The APD has a main element body and a sensor
tube which extends around the engine fire
zone. The responder body is held in place by
two P-clamps; the sensor tube is supported by
additional clamps and grommets. The sensor
tube is filled with helium (inert gas) which
is sensitive to temperature changes in the
respective engine fire zones.
Refer to Figure 26-10. Integrity and Alarm - APD.
Two switches (integrity and alarm) are integral

in the APD.
Refer to Figure 26-11. Fault A or B - APD.
The integrity switch, normally closed by the

helium pressure, opens if this pressure is lost.
This signals the control amplifier to turn on the
corresponding FAULT A or FAULT B lights on
the FPP. The CHK FIRE DET light illuminates
concurrently with a FAULT light indication.
The alarm switch is normally open, and closes

when the pressure increases to a factory
set level based on the element length and
temperature in each zone.
NOTE
There are two ways in which
the APD can produce an alarm
condition:
-W
hole length heating or
averaging
- Short length heating or discrete.
Whole Length Heating or Averaging

In this condition, the helium gas in the sealed
sensor tube expands. Since the sensor tube is
a constant volume enclosure, the increased
pressure is sensed by the alarm switch. When
the pressure increases to the factory set level,
it operates the alarm switch. When the alarm
switch closes, the fire indication lights on the
FPP will come on.

26 FIRE PROTECTION

CALIBRATION GAS
MANIFOLD SEAL
WARNING RETURN A
TO TEST C
IN (28 VDC) D
SENSOR
HYDRIDE
TUBE
(”GAS SPONGE”)
CONNECTOR
PINS HOUSING
“FAULT” SWITCH
(NORMALLY HELD
CLOSED)
Figure 26-12. Short Length Heating or Discrete - APD
STICK PUSHER
SHUT OFF
H ENGINE FIRE
G
S HGS
FAIL
INHIBIT ANTI SKID

TEST
TERRAIN ELEVATOR TRIM

INHIBIT SHUT OFF
CF-AEI
Figure 26-13. Engine Fire Press to Reset

26 FIRE PROTECTION
Short Length Heating or Discrete NOTES

Refer to Figure 26-12. Short Length Heating or
Discrete - APD.
In this condition, the metallic titanium core

releases the absorbed hydrogen gas. The gas
is released above a critical temperature. The
pressure in the sensor tube increases quickly
above this critical temperature, operating the
alarm switch. When the alarm switch closes, the
fire indication lights on the FPP will come on.
Refer to Figure 26-13. Engine Fire Press to Reset.
The APD will generate a fire signal to the

appropriate engine PULL FUEL/HYD OFF
handle light directly. This enables the fire
detection system to give fire warning even if
the control amplifier fails or becomes faulty
during flight operations.
Simultaneous fire indications will be provided

by the control amplifier to signal the:
•• CHK FIRE DET
•• Master WARNING (flashing)
•• ENGINE FIRE PRESS TO RESET
indicator
•• Warning lights and
•• An optional audible bell.
Pushing either the left or right ENGINE FIRE

PRESS TO RESET indicator turns the audible
bell warning off; Both ENGINE FIRE PRESS
TO RESET indicators remain on steady state
for the duration of the alarm condition.

26-16 26 FIRE PROTECTION
D
65
CONTROL C PEC
AMPLIFIER
60
ENGINE 1
DASH 8 Q400
ENGINE 1 FIRE DETECTOR “A”
FIRE EXTINGUISHING PANEL C EPZ

PULL FUEL
HYD OFF ADVISORY
DIM & TEST
R R LEFT NACELLE FIREWALL

G8 101
MAINTENANCE TRAINING MANUAL

8S FIRE DETECTOR OR “B”
C MLG
FIRE DET ENG 1 IND
(K7)
LEFT ESS 5 LEFT MAIN WHEEL WELL
28 VDC
LEFT DC C/BKR PANEL

CONTROL
AMPLIFIER
FIRE OVERHEAT DETECTOR
FIRE PROTECTION A WARNING RETURN

PANEL
SENSOR PRESSURE
ALARM
(TEMPERATURE)
(NORMALLY OPEN) B FROM TEST
C TO TEST
D 28 VIN
‘FAULT’ (NORMALLY OPEN
HELD CLOSED BY READY
SENSOR) E
APD Integrity
Figure 26-14. Fire Detection - Normal Operation

26 FIRE PROTECTION
OPERATION NOTES
Normal System Operation
Detect
Refer to Figure 26-14. Fire Detection - Normal
Operation.
NOTE
Engine number 1 shown, engine
number 2 operations similar.
28 VDC is supplied from the left essential bus

via circuit breaker K7 (FIRE DET ENG 1 IND)
through disconnects and configuration connectors
(removed for clarity) to the APD pin C.
This signal passes through the fault switch

that is normally held closed by pressure within
the APD and exits on pin D. The voltage from
the main wheel well detector is then applied
to the fire control amplifier, pin 60. EPZ &
PEC integrity switches are connected in series.
The voltage that exits pin D on the EPZ is
applied to the PEC pin C before being sent to
the control amplifier pin 65.
The voltage sensed on pins 60 and 65 confirms

the integrity of the nacelle fire detection control
loops (APD).
If an APD should lose its pressure or there is a

wiring fault, the integrity voltage would not be
sensed at the control amplifier. A loss of voltage
on pin 60 causes the control amplifier to illuminate
the FAULT “B” advisory light on the FPP. A loss
of voltage on pin 65 causes the control amplifier to
illuminate the FAULT “A” advisory light.

34
CONTROL PEC
AMPLIFIER 35
ENGINE 1
DASH 8 Q400
EPZ
FIRE EXTINGUISHING PANEL
PULL FUEL
HYD OFF ADVISORY

DIM & TEST

FIRE DETECTOR OR “B”
A
MLG
C
FIRE DET ENG 1 IND

(K7)
28 VDC
LEFT DC C/BKR PANEL

CONTROL
AMPLIFIER
A WARNING RETURN
FIRE PROTECTION
SENSOR PRESSURE
PANEL ALARM
(TEMPERATURE)
C TO TEST
D 28 VIN
SENSOR) E
MLG Fire - Detected
Figure 26-15. Fire Overheat Detection - MLG Fire Detected

26 FIRE PROTECTION
Fire/Overheat Detection NOTES

Refer to Figure 26-15. Fire Overheat Detection
- MLG Fire Detected.
NOTE
MLG shown, EPZ/PEC
operation similar.
At a preset temperature the increasing pressure

within the APD reaches a point where the alarm
switch closes. 28 VDC is now sent through
pin A of the APD. This voltage is sent directly
to the PULL FUEL/HYD OFF handle on the
FPP illuminating the lights (RED) within the
handle. The voltage is also sent to the control
amplifier pins 34 or 35 to initiate the other
associated warnings.

A
34
D
CONTROL C PEC
AMPLIFIER 65
35 B
ENGINE 1
DASH 8 Q400
A
D
EPZ
C
PULL FUEL
HYD OFF ADVISORY
DIM & TEST

FIRE DETECTOR OR “B”
MLG
FIRE DET ENG 1 IND

(K7)
LEFT ESS LEFT MAIN WHEEL WELL
28 VDC
LEFT DC C/BKR PANEL

CONTROL
AMPLIFIER
A WARNING RETURN
FIRE PROTECTION
SENSOR PRESSURE
PANEL ALARM
(TEMPERATURE)
C TO TEST
D 28 VIN
SENSOR) E
PEC Fail - EPZ Detect
Figure 26-16. PEC Fail -EPZ Detected

26 FIRE PROTECTION
Fault and Detect NOTES

Refer to:
•• Figure 26-16. PEC Fail -EPZ Detected.
•• Figure 26-17. EPZ Fail - PEC Fail.
The EPZ and PEC APD’s are electrically connected

in such a way that it is possible to have a fault on
the system and still detect a fire/overheat condition.
If PEC APD developed a leak or there was a wiring

fault with the integrity circuit, the 28 VDC would
not be sensed on pin 65 of the control amplifier.
The control amplifier would illuminate the Fault

“A” advisory light on the FPP. If a fire/overheat
condition was then sensed by EPZ, the alarm
switch would close. Voltage would be sent from
EPZ responder pin A to PEC responder pin
B. The voltage would then be sent from PEC
responder pin A directly to the PULL FUEL/
HYD OFF handle on the FPP illuminating the
lights (RED) within the handle. The voltage
is also sent to the control amplifier pins 34 to
initiate the other associated warnings.
If EPZ APD developed a leak or there was a

wiring fault with the integrity circuit, the 28 VDC
would not be sensed on pin 65 of the control
amplifier. The control amplifier would illuminate
the Fault “A” advisory light on the FPP.
If PEC then detected a fire/overheat condition,

the switch closes but there is no voltage
available to signal the control amplifier.

CONTROL
65
PEC
AMPLIFIER
ENGINE 1
DASH 8 Q400
EPZ
PULL FUEL
HYD OFF ADVISORY
DIM & TEST

G8 101

8S FIRE DETECTOR OR “B”
MLG
FIRE DET ENG 1 IND

(K7)
28 VDC
LEFT DC C/BKR PANEL

CONTROL
AMPLIFIER
FIRE PROTECTION A WARNING RETURN

PANEL
SENSOR PRESSURE
ALARM
(TEMPERATURE)
C TO TEST
D 28 VIN
SENSOR) E
EPZ Fail - PEC Fail
Figure 26-17. EPZ Fail - PEC Fail

26 FIRE PROTECTION
PAGE INTENTIONALLY LEFT BLANK

26 FIRE PROTECTION
J1 J2
FIREX SQUIB CIRCUIT

VERIFICATION TESTER
4 WIRE
TEST SET
ON ON ON ON 1
CB1A CB1B CB2A CB2B
J1 J2
FIREX SQUIB CIRCUIT

VERIFICATION TESTER
4 WIRE
TEST SET
ON ON ON ON 2
CB1A CB1B CB2A CB2B

brak98a01.dg, gv, 01/05/02
Figure 26-18. 4 Wire Firex Squib Circuit Verification Testers

26 FIRE PROTECTION
FUNCTIONAL TEST OF THE SQUIB IS ACCIDENTLY

NACELLE FIRE EXTINGUISHING ENERGIZED.
SYSTEM Connect test set 1 to the No.1 nacelle fire
The following is an abbreviated description of extinguisher bottle.
the maintenance practice and is intended for
training purposes only. For a more detailed Connect test set 2 to the No.2 nacelle fire
description of the practice, refer to the task in extinguisher bottle.
the Bombardier AMM PSM 1-84-2.
Remove the electrical connectors of the forward
Refer to Figure 26-18. 4 Wire Firex Squib and aft extinguisher bottles, and identify the
Circuit Verification Testers. connectors by attaching labels.
Install shunt plugs on the electrical connectors

CAUTION of the cartridges (squibs).
OBEY ALL ELECTROSTATIC Open the circuit breakers as listed in the TASK.
DISCHARGE SAFETY
PRECAUTIONS WHEN YOU Do a functional test on the nacelle fire
DO MAINTENANCE ON OR extinguishing system by pulling the PULL
NEAR DEVICES SENSITIVE FUEL/HYD HANDLES and observing the
TO ELECTROSTATIC correct indications on the test set and the FPP.
DISCHARGE. IF YOU DO NOT
DO THIS YOU CAN CAUSE Remove the test set.
DAMAGE TO EQUIPMENT.
Remove the shunts.
WARNING
Re-install the labeled connectors.
T H E D I S C H A R G E
CARTRIDGE (SQUIB) IS
AN ELECTRICALLY FIRED
EXPLOSIVE DEVICE.
WHEN YOU DO MAINTENANCE

MAKE SURE THAT THE
PINS OF THE ELECTRICAL
CONNECTOR (SQUIB) HAVE
THE SAME ELECTRICAL
POTENTIAL.
INSTALL A SHUNT PLUG

ON THE ELECTRICAL
CONNECTOR OF THE SQUIB
IMMEDIATELY AFTER
YOU DISCONNECT THE
ELECTRICAL CONNECTION.
IF YOU DO NOT DO THIS

YOU CAN CAUSE INJURIES
TO PERSONNEL IF THE
Revision 0.4 FOR TRAINING PURPOSES ONLY 26-25

26 FIRE PROTECTION
L PEC L EPZ R PEC R EPZ

L MLG R MLG
PRESSURE
SWITCH SQUIB
AFT HRD
FIRE BTL
F
FWD HRD
FIRE BTL
Figure 26-19. Fire Protection System Schematic - Extinguishing
Figure 26-20. Nacelle Fire Extinguishing Bottles

26 FIRE PROTECTION
Nacelle Fire Extinguisher Bottles The bottles use dual-bridgewire Electro-

Explosive Devices (EED) within each cartridge
Refer to: and redundant power lines with separate circuit
breakers for reliability.
•• Figure 26-19. F
ire Protection
System Schematic
A pressure switch is installed to provide
- Extinguishing.
indication for low bottle pressure, set to open
•• Figure 26-20. N
acelle Fire at 315 psig maximum (increasing) and to close
Extinguishing Bottles. at 225 ± 25 psig (decreasing).
•• Figure 26-21. N
acelle Fire Extinguisher
One discharge valve on each bottle is connected
Bottles Schematic.
to the distribution system of Nacelle No.1, and
the other is connected to the distribution system
There are two dual port fire extinguishing bottles
of Nacelle No.2.
installed in a FWD and AFT configuration in
the left wing root for engine fire suppression.
Thermal relief is provided through one of the two
burst discs. The relief is then routed through the
Each bottle is connected through a Check Tee
distribution system into the respective nacelles.
with a drain to the distribution tubes. This
gives extinguisher coverage to the right or left
nacelle. Electrical connections are installed on NOTE
the two discharge valves with the explosive
Use of Halon 1301 does not
squibs and the bottle monitor pressure switch.
require maintenance clean up
after a discharge into the nacelle.
The fire bottles are stainless steel spheres charged
with Halon 1301 as an agent and pressurized
A manual exercise key access in the pressure
with Nitrogen to 600 to 625 psig at 70° F (21°C).
switch is supplied for ground check of proper
pressure switch operation. The key will open
Each bottle has two discharge valves actuated
the pressure switch contacts, to simulate a
by cartridges (squibs) in a housing assembly
depressurized bottle.
with an electrical connection.
No. 1 Nacelle No. 2 Nacelle
Forward
Extinguisher Aft Extinguish
Bottle Bottle
Figure 26-21. Nacelle Fire Extinguisher Bottles Schematic

26 FIRE PROTECTION
LEGEND
1. Bottle
2. Discharge Tube
3. Discharge Valve
4. Cartridge (Squib)
5. Lanyard
6. Electrical Connector
2 2
3 3
4 4
5 1
1 5
6 6
NOTE
Post SB84-26-07 Lanyards are not to be removed from the electrical harness during the
removal or installation of the fire extinguishers. These lanyards make sure that the correct
electrical connector is connected to the discharge squib at the time of installation.
Figure 26-22. Nacelle Fire Extinguisher Bottle and Cartridges

26 FIRE PROTECTION
Fire Extinguisher Cartridges NOTES

Refer to:
•• Figure 26-22. N
acelle Fire Extinguisher
Bottle and Cartridges.
•• Figure 26-23. L
H Underwing Fire
Bottle Pipes.
The fire extinguisher cartridges are installed on

the fire extinguisher bottles.
NOTE
Extreme care has to be taken when
handling the fire extinguishing
bottles on the aircraft during
maintenance activity. Refer to
the appropriate procedures in the
Aircraft Maintenance Manual
Chapter 26-21-01 and 26-21-06
Fire Protection.
Figure 26-23. LH Underwing Fire Bottle Pipes

26 FIRE PROTECTION
L (R) ESSENTIAL VALVE

ADVISORY LIGHTS
BUS POSITION
DIM & TEST
LIGHTS
FIRE PROTECTION PANEL VALVE POSITION SIGNALS
BATTERY
BUS
OPEN
BATTERY
BUS
CLOSE
FUEL
BATTERY SOV
BUS TO ENGINE
FMU SHUTDOWN SOLENOID
CLOSE
OPEN
HYDRAULIC
RELAY 2911 K1 (K2) SOV
PULL FUEL/HYD OFF
Figure 26-24. Flammable Fluid Shut-off System - Electrical Schematic

26 FIRE PROTECTION
Fire Extinguishing NOTES

Refer to Figure 26-24. Flammable Fluid Shut-
off System - Electrical Schematic.
PULL FUEL/HYD OFF

The initial step for engine fire extinguishing
event starts with the flammable fluid shut-off
system.
For each engine the system comprises the

following:
•• The PULL FUEL/HYD OFF T-handle
on the FPP
•• Fuel and hydraulic valve position status
lights on the FPP
•• A motorized fuel SOV on the wing rear
spar outboard of the rib at station Y112
•• A motorized hydraulic SOV on the right
wall of the nacelle aft of the firewall
(Zone 6).
Fuel SOV - For details on the valve refer to

AMM Ch 28-21-00.
Hydraulic SOV - For details on the valve refer

to AMM Ch 29-11-06.

(J7) FIRE DET ENG #1

+28 VDC VLV IND
L ESS
5A
LEFT DC CBP 49
FUEL VALVE
2NC OPEN
(K2) ENG 1 FUEL 2C 6 D OPEN OPEN IND F 71 OPEN IND 71 8 G DS1
SOV E IND COM FUEL VALVE
2NO
5A R CLOSED
3NC C RTN CLOSED IND G 72 CLOSED IND 72 9 W DS3
DASH 8 Q400
CR1
3C HYD VALVE
(H2) FUEL & FMU U 5 B CLOSE OPEN
3NO
ENG 1 98 98 12 G DS5
OPEN IND
7.5 1NC CR3 A IND COM HYD VALVE
1C CLOSED
+28 VDC E- T- 76-10-00 LEFT WING 99 CLOSED IND 99 13 W DS7
(F2) 1NO
BATT BUS FIRE EXT CONT S- TO HYD
AMP1&2 ENG 4NC ENGINE #1 FUEL SOV
SYS # 1 ADVISORY LIGHTS
7.5 4C TEMP SW CONTROL UNIT (ACU)
N 4NO & QTY SW OPEN IND C FIRE PROTECTION PANEL
(G2) FIRE EXT CONT CLOSED IND E

CARGO
7.5 5NC
5C
J H

5NO
E
RIGHT DC CBP GND E- ENG #1
S5
GND H- HYD SOV
PULL FUEL/HYD 29-11-00
OFF
5 +28 VDC
6 +28 VDC
59 +28 VDC
AFT 64 +28 VDC
BTL 60 +28 VDC
65 +28 VDC
1 D
2 B-
3 L
+28 VDC 17 +28 VDC
FWD V 1
BTL D- 2 RTN
4
5 B 3 +28 VDC FWD BTL ARM 12
K 4 RTN AFT BTL ARM 13
6
X FAULT A 16
S7 FAULT B 19
FWD FIREX SQUIB
FIREX
SWITCH CONTROL AMPLIFIER
1 +28 VDC
81 FWD BTL ARM 81 24 FWD BTL ARM 2 RTN
79 AFT BTL ARM 79 25 AFT BTL ARM 3 +28 VDC
ENG 1
22 FAULT A 22 26 FAULT A 4 RTN
23 FAULT B 23 27 FAULT B
66 GND
AFT FIREX SQUIB
ADVISORY LIGHTS FIRE PROTECTION PANEL

CONTROL UNIT
Figure 26-25. Nacelle Fire Extinguishing System - Electrical Schematic (Sheet 1 of 2)

26 FIRE PROTECTION
SOV Position Indication NOTE

Each SOV has position switches for the closed and There is a dual input of 28 VDC to
open positions. These switches drive lights on the the Firex switch for redundancy.
FPP via the Advisory Lights Dim and Test unit.
White light indicates valve CLOSE, and green

light indicates valve OPEN. For the fuel SOV
only, the position switch wiring is duplicated
and separated in the fuselage to meet the rotor
burst requirements.
Nacelle Fire Extinguishing

Refer to Figure 26-25. Nacelle Fire
Extinguishing System - Electrical Schematic
(Sheet 1 of 2).
NOTE
Engine number 1 shown, engine
number 2 operations similar.
When the PULL FUEL/HYD OFF handle is

pulled, five internal contacts move from their
normally closed position to the normally open
position. These contacts perform the following:
•• 1C - Provides a ground through pin S
to hydraulic system No.1. Close the
hydraulic SOV.
•• 2C - Supplies 28 VDC from the battery
bus to close the engine No.1 fuel SOV.
•• 3C - Supplies 28 VDC from the battery
bus to close the engine No.1 fuel shut-
off valve. Supplies 28 VDC from the
battery bus to close the airframe shut
down solenoid in the No.1 engine Fuel
Metering Unit (FMU).
•• 4C – Supplies 28 VDC from the battery
bus to the control amplifier – Signal for
Bottle Arm. Supplies 28 VDC from the
battery bus to the Firex switch.
•• 5C – Supplies 28 VDC from the battery
bus to the control amplifier – Signal for
Bottle Arm. Supplies 28 VDC from the
battery bus to the Firex switch.

26 FIRE PROTECTION
ENGINE 1
ENGINE 2
DETECTION
Figure 26-26. Fire Protection Panel - Nacelle

26 FIRE PROTECTION
Refer to Figure 26-26. Fire Protection Panel •• The ENGINE No.1 FAULT B amber
- Nacelle. light comes ON
•• Make sure an intermittent audible
Operation of the system is from the FPP.
warning tone is heard
The bottle to fire is selected by operating the •• Release TEST DETECTION switch to
EXTG switch towards the AFT BTL or FWD the center position.
BTL position. The selected bottle will discharge
Pull the ENGINE No.1 PULL FUEL/HYD OFF
its contents into all 3 zones (EPZ, PEC & MLG)
HANDLE. Check as follows:
simultaneously. The bottle pressure switch will
open and the engine “BTL LOW” indicator light
•• ENG 1 FWD BTL arm amber light is ON
on the FPP will come on, thus indicating loss of
bottle pressure in one or both bottles. •• ENG 1 AFT BTL arm amber light is ON
•• FUEL VALVE CLOSED white light
OPERATIONAL TEST OF is ON
NACELLE FIRE DETECTION •• HYD VALVE CLOSED white light is ON
SYSTEM
•• Push the ENGINE No.1 PULL FUEL/
Refer to the Bombardier AMM PSM 1-84-2 HYD OFF HANDLE back in.
for a detailed description of this maintenance
practice. Repeat process for Engine No.2.
The following is an abbreviated description of

training purposes only. For a more detailed
description of the practice, refer to the task in
Ensure the CB’s listed in the task sheet are closed.
Make sure the aircraft electrical system is

energized.
Do a Caution/Advisory lights test to check that

all the lights are working.
On the FPP hold the TEST DETECTION switch

to ENGINE No.1. Check as follows:
•• The CHECK FIRE DET red warning
light flashes
•• The master WARNING LIGHT flashes
•• Both the pilot and co-pilot ENGINE
FIRE PRESS TO RESET lights flash
•• The ENGINE No.1 PULL FUEL/HYD
OFF handle red light comes ON
•• The ENGINE No.1 FAULT A amber
light comes ON

(J7)
FIRE DET ENG #1
+28 VDC
VLV IND
L ESS
5A
LEFT DC CBP 49
FUEL VALVE
2NC OPEN
(K2) ENG 1 FUEL 2C 6 D OPEN OPEN IND F 71 OPEN IND 71 8 G DS1
SOV 2NO E IND COM FUEL VALVE
5A R CLOSED
3NC C RTN CLOSED IND G 72 CLOSED IND 72 9 W DS3
DASH 8 Q400
CR1
3C HYD VALVE
(H2) FUEL & FMU U 5 B CLOSE OPEN
3NO
ENG 1 98 98 12 G DS5
OPEN IND
7.5 1NC CR3 A IND COM HYD VALVE
1C CLOSED
+28 VDC E- T- LEFT WING 99 CLOSED IND 99 13 W DS7
(F2) 1NO
BATT BUS FIRE EXT CONT S- TO HYD
AMP1&2 ENG 4NC ENGINE #1 FUEL SOV
SYS # 1 ADVISORY LIGHTS
7.5 4C TEMP SW CONTROL UNIT (ACU)
N 4NO & QTY SW OPEN IND C FIRE PROTECTION PANEL
(G2) FIRE EXT CONT CLOSED IND E

CARGO
7.5 5NC
5C
J 5NO H

E
RIGHT DC CBP GND E- ENG #1
S5
GND H- HYD SOV
PULL FUEL/HYD
OFF
5 +28 VDC
6 +28 VDC
59 +28 VDC
AFT 64 +28 VDC
BTL 60 +28 VDC
65 +28 VDC
1 D
2 B-
3 L
+28 VDC 17 +28 VDC
FWD V 1
BTL D- 2 RTN
4
5 B 3 +28 VDC FWD BTL ARM 12
K 4 RTN AFT BTL ARM 13
6
X FAULT A 16
S7 FAULT B 19
FWD FIREX SQUIB
FIREX
SWITCH CONTROL AMPLIFIER
1 +28 VDC
81 FWD BTL ARM 81 24 FWD BTL ARM 2 RTN
79 AFT BTL ARM 79 25 AFT BTL ARM 3 +28 VDC
ENG 1
22 FAULT A 22 26 FAULT A 4 RTN
23 FAULT B 23 27 FAULT B
66 GND
AFT FIREX SQUIB
ADVISORY LIGHTS FIRE PROTECTION PANEL

CONTROL UNIT
Figure 26-27. Nacelle Fire Extinguishing System - Electrical Schematic (Sheet 2 of 2)

26 FIRE PROTECTION
Refer to Figure 26-27. Nacelle Fire Extinguishing NOTES

System - Electrical Schematic (Sheet 2 of 2).
NOTE
Aft Bottle Squib shown Fwd
Bottle similar.
When the Firex switch is selected to AFT BTL

position 28 VDC from the Batt Bus through
the Fire Ext Cont Amp 1 & 2 circuit breaker is
applied to pin 3 of the Aft Firex Squib. 28 VDC
from the Batt Bus through Fire Ext Cont Cargo
circuit breaker is applied to pin 1 of the Aft
Firex Squib. This redundancy is to ensure the
squib will fire releasing the extinguishing agent.

26 FIRE PROTECTION
D
FW
A SMOKE DETECTOR INSTALLED
FWD
Figure 26-28. Smoke Detector - Locations

26 FIRE PROTECTION
26-12-00 SMOKE GENERAL

DETECTION SYSTEM Refer to:
•• Figure 26-28. S
moke Detector
INTRODUCTION - Locations.
Smoke detection is done by smoke detectors •• Figure 26-29. A
ft Cargo Fwd Smoke
which are installed in the AFT baggage (cargo) Detector.
compartment, the FWD baggage area and the •• Figure 26-30. Lavatory Smoke Detector.
lavatory.
If a smoke condition is sensed, the applicable
The smoke detectors in the FWD and AFT baggage warning indicator lights on the FPP or the
compartments are attached to the mounting surface repeater lights in the passenger compartment
with four pan-head screws. Case grounding for the ceiling come on.
smoke detectors are provided through the bottom
area of the base plate. The smoke detection system has the components
that follow:
•• AFT baggage smoke detectors
•• FWD baggage smoke detector
•• Lavatory smoke detector.
Figure 26-29. Aft Cargo Fwd Smoke Figure 26-30. Lavatory Smoke Detector
Detector

26 FIRE PROTECTION
PRESSURE SMOKE 1
SQUIB AFT BAGGAGE
SWITCH SQUIB SMOKE 2 COMPARTMENT
AFT HRD
PRESSURE
FIRE LRD
SWITCH
BTL FIRE CONTROL SMOKE FWD BAGGAGE
BTL SQUIB AMPLIFIER COMPARTMENT
PRESSURE
SWITCH LAVATORY COMPARTMENT
POTTY
FWD SQUIB SMOKE
BTL
HRD
FIRE
PASSENGER
BTL
ADDRESS
SYSTEM AND
CHIME
REPEATER
LIGHTS
FIRE MASTER
PROTECTION WARNING/
PANEL CAUTION PANEL
Figure 26-31. Fire Protection System Schematic - Extinguishing

26 FIRE PROTECTION

Refer to Figure 26-31. Fire Protection System
Schematic - Extinguishing.
The AFT and the FWD baggage smoke detectors

are monitored by the control amplifier. If a
smoke condition is sensed, each baggage smoke
detector directly turns on the applicable AFT
or FWD SMOKE (red) FPP advisory light. The
alarm signal is also sent to the control amplifier.
The control amplifier illuminates the SMOKE
warning light, master WARNING PRESS TO
RESET switch and applicable FPP AFT or
FWD BOTTLE ARM (amber) light.

SMK DET
BAG/C GO 2
(M5) 63 1 6 57 35 41 VENT INLT
RIGHT ESS FIRE EXTINGUISHING PANEL 2 4
+28 VDC 5A F +28 VDC D
DASH 8 Q400
B TEST
RIGHT DC CBP SMOKE DETECTOR OFF INLET VENT VALVE
52 EXTINGUISH
F +28 VDC D 58 44 1 6 56 37 40 VENT OTLT
2 4
B TEST S11
FIRE EXTINGUISHING PANEL ACU A2 ACU FIRE EXTINGUISHING
SMOKE 2 DETECTOR A3 PANEL
A1
+28 L 25 OUTLET VENT VALVE

FWD BAGGAGE 54 VDC C- B2
SMOKE TEST SW B3
REAR CARGO 55 B1
TEST SWITCH 2
REAR CARGO 60 B TEST D C2
TEST SWITCH 1 F +28 VDC C3
C1
+28 A 4
SMOKE 1 DETECTOR VDC P D2
D3
D1
43 18 SMOKE
SMOKE DET
LAV/CGO 1 CAUTION AND
RIGHT ESS A +28 VDC 8 WARNING PNL
+28 VDC C +28 VDC
B RTN 9
TO 33-44-00
AVIONICS RACK
CGO VENT SMOKE DETECTOR
VLVS LAVATORY
R MAIN 55 +28 VDC
+28 VDC 45 +28 VDC MASTER MASTER
WARNING 41 24 WARNING
RIGHT DC CBP IOM #1
CONTROL
AMPLIFIER AVIONICS RACK
MASTER
24 WARNING
IOM #2
Figure 26-32. Smoke Detected

26 FIRE PROTECTION
Detection Smoke detected by either AFT baggage smoke

detector outputs 28 VDC on pin D directly
to the FPP to illuminate the SMOKE (Red)
Smoke Detected advisory switchlight.
Refer to Figure 26-32. Smoke Detected.
This signal is also sent to the fire control
The FWD baggage smoke detector and the AFT amplifier pin 9. The control amplifier outputs
baggage smoke detector 2 (Aft) receive 28 VDC to close the inlet and the outlet valve and to
from the right essential bus via circuit breaker illuminate the following:
M5, SMK DET BAG/CGO 2. The AFT baggage
smoke detector 1 (Fwd) and the LAV smoke •• The SMOKE red switchlight
detector receive 28 VDC from the right essential •• The EXT white switchlight
bus via circuit breaker L5, SMK DET LAV/CGO.
•• The AFT ARM amber light
Smoke detected by the FWD baggage smoke •• The SMOKE warning light & Master
detector outputs 28 VDC on pin D directly WARNING.
to the FPP to illuminate the SMOKE (Red)
advisory switchlight. This signal is also sent The smoke detection system will automatically
to the fire control amplifier pin 8. The control arm the appropriate squibs if the squibs have
amplifier outputs to illuminate the following: bridgewire continuity and power. The smoke
detection system will reset upon removal of the
•• The SMOKE red switchlight
smoke. However, the inlet and outlet valves in the
•• The EXT white switchlight AFT baggage compartment will remain closed
until the appropriate circuit breakers are reset.
•• The FWD ARM amber light and
•• The SMOKE warning light & Master Refer to Figure 26-33. Fire Protection Panel
WARNING. Aft Baggage Smoke Detection.

26 FIRE PROTECTION
Vent Valves Closed Light
Smoke Detected Light

Extinguisher Switchlight
VENT VENT
INLT OTLT
Aft Smoke Detector Test Switch
FIRE BOTTLE
Bottle Low Pressure Lights
ENGINE 1
FIRE ENGINE 2
TEST
DETECTION
Fwd Baggage HRD ARM Light

TRIM STBY FAIL
Smoke PITOT
HEAT 1
PITOT
HEAT 2
Warning Light
PR
DEICE
DEICE
TIMER

DISARMED DOORS HOT
OVERHEAD CONSOLE
PRESS
CABIN CHECK
PRESS FIRE DET
GLARESHIELD PANEL
STICK PUSHER
SPOILERS SHUT OFF
FLIGHT
ENGINE FIRE
ROLL INBD
TAXI A/P
DISENG
Master
ELEVATOR TRIM Warning Light
C-FROB SHUT OFF
WARNING
PRESS TO RESET
Figure 26-33. Fire Protection Panel Aft Baggage Smoke Detection

26 FIRE PROTECTION
COMPONENT DESCRIPTION NOTE

Use of Halon 1301 does not
Aft High Rate Fire Extinguisher require maintenance clean
Bottle up after a discharge into the
Refer to Figure 26-34. Aft Baggage High Rate baggage compartment. This
Fire Bottle and Cartridge. light will come on when the AFT
HRD bottle has lost pressure.
The aft baggage compartment HRD bottle is
installed at the LH side in the aft fuselage aft A manual exercise key access in the pressure
of the LRD bottle. switch is supplied for ground check of proper
pressure switch operation. The key will open
Electrical connections are provided for the the pressure switch contacts, to simulate a
squib and the bottle monitor pressure switch. depressurized bottle condition. The HRD bottle
pressure switch status is indicated by the AFT
The HRD bottle is a stainless steel container “BTL LOW” light on the FPP.
filled with Halon 1301 and pressurized with
Nitrogen gas.
The HRD bottle has one discharge valve

actuated by a cartridge (squib) in a housing
assembly with an electrical connection. The
bottle uses a dual-bridgewire electro-explosive
device (EED) within the cartridge.
Thermal relief is provided through a burst disc

and then the relief is through the distribution
system into the respective compartment.
Figure 26-34. Aft Baggage High Rate Fire Bottle and Cartridge

26 FIRE PROTECTION
LEGEND
1. Bracket
2. Clamps
3. Discharge Valve
4. Cartridge (Squib) 3
5. Discharge Tube
5
6. Lanyard
7. Electrical Connector 4
8. Pressure Switch/Gauge
6
Figure 26-35. Forward High Rate Fire Extinguisher Bottle and Cartridge

26 FIRE PROTECTION
Fwd High Rate Fire Extinguisher NOTES

Bottle
Refer to Figure 26-35. Forward High Rate Fire
Extinguisher Bottle and Cartridge.
There is one High Rate fire extinguisher

bottle for the forward baggage compartment.
The bottle is installed on the forward wall
of the forward baggage compartment. The
bottle container is attached with band clamps
to brackets on the wall. Electrical connections
are provided to the discharge valve with the
cartridge (squib) and to the bottle monitor
pressure gauge and switch.
The High Rate fire extinguisher bottle is a

stainless steel container charged with Halon
1301 and pressurized Nitrogen.
Post Mod fire bottles have a gauge. Pre Mod

bottles without a gauge will have a manual
exercise key for ground check of proper
pressure switch operation. The HRD bottle
pressure switch status is indicated by the Aft
BTL LOW advisory light on the FPP. This light
illuminates when the AFT HRD bottle has lost
pressure.

26 FIRE PROTECTION
High Rate Fire

Extinguisher
Bottle
Low Rate Fire
Extinguisher
Bottle
Bottle
Discharge Discharge
head head
Lanyard
Cartridges
(squibs)
Electrical
connectors
Figure 26-36. Baggage Low Rate Fire Extinguisher Bottles and Cartridge

26 FIRE PROTECTION
Low Rate Fire Extinguisher Bottle NOTES

Refer to Figure 26-36. Baggage Low Rate Fire
Extinguisher Bottles and Cartridge.
The baggage compartment LRD bottle is

forward of the Aft HRD bottle at the LH side
of the aft fuselage in the aft equipment bay.
Electrical connections are provided for the

squib and the bottle monitor pressure switch.
The LRD bottle is filled with Halon 1301 and

pressurized with Nitrogen gas.
A metering device inside the low rate fire

extinguisher controls the slow release of the
extinguishing agent from the bottle. This
device lets the bottle discharge over a period
of 15 minutes.
The baggage compartment will retain a

minimum of 3% by volume concentration of
Halon for a minimum of 45 minutes due to
the construction of the compartment and the
discharge arrangements of the extinguishers.

FIRE PROTECTION PANEL B FWD CARGO

HRD PRESS
A
C
FWD CARGO BAY
CARGO LTS
(K3)
42 5 LEFT ESS
28 VDC
DASH 8 Q400
LEFT DC CIRCUIT BREAKER
CARGO FIRE EXT PANEL
(G2)
J BATTERY BUS
7.5 28 VDC
P +28 VDC
C- +28 VDC
RIGHT DC CIRCUIT BREAKER PANEL
A HRD PRESS
A2 SW
A3 C

CONTROL
A1 AMPLIFIER 41
45 B
B2 1
B3
B1 TAIL
C2 LRD PRESS
C3 A
SW
C1 D- 16 B
47
D2 P 33 25
D3 C
D1 F- 15 66
M TAIL
S11 32 59
5
27
E51 7 FWD CARGO
B A A
28 HRD SQUIB
B
C
B A CARGO
10 1
HRD SQUIB
11 2
17 3 FWD CARGO
1
D819 18 4 LRD SQUIB
2
AFT AFT 3
ARM BTL LOW 93 27 4
8 A A 9 97 48
37 93
ADVISORY 96 29 CARGO
4 38 97 32 1 LRD SQUIB
DIM & TEST
39 96
7 A A 5 15 2
50 109 109 40
FWD FWD
ARM BTL LOW 33 3
23 4
Figure 26-37. Aft Baggage Smoke Detected

26 FIRE PROTECTION
OPERATION The continuity of the squibs is also monitored.

If both the HRD bottle pressure switch shows
Extinguish (AFT) pressure and the squib shows continuity when
smoke is detected, the control amplifier will output
Figure 26-37. Aft Baggage Smoke Detected. a ground to light the appropriate ARM light.
Pressure in the AFT HRD bottle and LRD bottle is Refer to Figure 26-38. Fire Protection Panel
monitored by the control amplifier. The pressure Detail AFT Baggage Smoke.
switches receive 28 VDC from the left essential
bus via the Cargo LTS circuit breaker K3.
OVERHEAD CONSOLE
Outlet Vent Valve

Smoke
Closed Light
Detected Light
Inlet Vent Valve
Closed Light Extinguisher
Switchlight
VENT VENT
INLT OTLT
Smoke Detector
Test Switch
HRD Bottle Low

Pressure Light
Aft Baggage FIRE BOTTLE
HRD ARM Light LRD Bottle Low
Pressure Light
Figure 26-38. Fire Protection Panel Detail AFT Baggage Smoke


HRD PRESS
A
C
FWD CARGO BAY
CARGO LTS
(K3)
42 5 LEFT ESS
28 VDC
DASH 8 Q400
(G2)
J BATTERY BUS
7.5 28 VDC
P +28 VDC
C- +28 VDC
A HRD PRESS
A2 SW
A3 C

CONTROL
A1 AMPLIFIER 41
45 B
B2 1
B3
B1 TAIL
C2 LRD PRESS
C3 A
SW
C1 D- 16 B
47
D2 P 33 25
D3 C
D1 F- 15 66
M TAIL
S11 32 59
5
27
E51 7 FWD CARGO
B A A
28 HRD SQUIB
B
C
B A CARGO
10 1
HRD SQUIB
11 2
17 3 FWD CARGO
1
D819 18 4 LRD SQUIB
2
AFT AFT 3
ARM BTL LOW 93 27 4
8 A A 9 97 48
37 93
4 38 97 32 1 LRD SQUIB
DIM & TEST
39 96
7 A A 5 15 2
50 109 109 40
FWD FWD
ARM BTL LOW 33 3
23 4
Figure 26-39. Aft Baggage Fire Extinguished (Sheet 1 of 2)

26 FIRE PROTECTION
Figure 26-39. Aft Baggage Fire Extinguished NOTES

(Sheet 1 of 2).
When the extinguisher switch is pushed, 28

VDC is supplied to the control amplifier pins
15, 16, 32 and 33.
The control amplifier outputs 28 VDC to the

AFT HRD bottle on 2 separate lines and the
cartridge fires. The HRD bottle pressure goes
low, therefore, the armed light extinguishes and
the BTL LOW light illuminates.


HRD PRESS
A
C
FWD CARGO BAY
CARGO LTS
(K3)
42 5 LEFT ESS
28 VDC
DASH 8 Q400
(G2)
J BATTERY BUS
7.5 28 VDC
P +28 VDC
C- +28 VDC
A HRD PRESS
A2 SW
A3 C

CONTROL
A1 AMPLIFIER 41
45 B
B2 1
B3
B1 TAIL
C2 LRD PRESS
C3 A
SW
C1 D- 16 B
47
D2 P 33 25
D3 C
D1 F- 15 66
M TAIL
S11 32 59
5
27
E51 7 FWD CARGO
B A A
28 HRD SQUIB
B
C
B A CARGO
10 1
HRD SQUIB
11 2
17 3 FWD CARGO
1
D819 18 4 LRD SQUIB
2
AFT AFT 3
ARM BTL LOW 93 27 4
8 A A 9 97 48
37 93
4 38 97 32 1 LRD SQUIB
DIM & TEST
39 96
7 A A 5 15 2
50 109 109 40
FWD FWD
ARM BTL LOW 33 3
23 4
Figure 26-40. Aft Baggage Fire Extinguished (Sheet 2 of 2)

26 FIRE PROTECTION
Refer to Figure 26-40. Aft Baggage Fire NOTES

Extinguished (Sheet 2 of 2).
Seven minutes after the extinguish switch is

pushed, the control amplifier outputs 28 VDC
to the AFT cargo squib on the LRD bottle.
Due to flow restriction, it takes 15 minutes
before the LRD pressure switch will show low
pressure. At this time the FWD BTL LOW
advisory light will illuminate.


HRD PRESS
A
C
FWD CARGO BAY
CARGO LTS
(K3)
42 5 LEFT ESS
28 VDC
DASH 8 Q400
(G2)
J BATTERY BUS
7.5 28 VDC
P +28 VDC
C- +28 VDC
A HRD PRESS
A2 SW
A3 C

CONTROL
A1 AMPLIFIER 41
45 B
B2 1
B3
B1 TAIL
C2 LRD PRESS
C3 A
SW
C1 D- 16 B
47
D2 P 33 25
D3 C
D1 F- 15 66
M TAIL
S11 32 59
5
27
E51 7 FWD CARGO
B A A
28 HRD SQUIB
B
C
B A CARGO
10 1
HRD SQUIB
11 2
17 3 FWD CARGO
1
D819 18 4 LRD SQUIB
2
AFT AFT 3
ARM BTL LOW 93 27 4
8 A A 9 97 48
37 93
4 38 97 32 1 LRD SQUIB
DIM & TEST
39 96
7 A A 5 15 2
50 109 109 40
FWD FWD
ARM BTL LOW 33 3
23 4
Figure 26-41. Forward Baggage Compartment Fire Detected

26 FIRE PROTECTION
Extinguish (FWD) NOTES

Refer to Figure 26-41. Forward Baggage
Compartment Fire Detected.
Pressure in the FWD HRD bottle and LRD

bottle is monitored by the control amplifier.
The pressure switches receive 28 VDC from
the left essential bus via the Cargo LTS circuit
breaker K3.
The continuity of the squibs is also monitored.

If both the FWD bottle pressure switch shows
pressure and the squib shows continuity when
smoke is detected, the control amplifier will output
a ground to light the appropriate ARM light.


HRD PRESS
A
C
FWD CARGO BAY
CARGO LTS
(K3)
42 5 LEFT ESS
28 VDC
DASH 8 Q400
(G2)
J BATTERY BUS
7.5 28 VDC
P +28 VDC
C- +28 VDC
A HRD PRESS
A2 SW
A3 C

CONTROL
A1 AMPLIFIER 41
45 B
B2 1
B3
B1 TAIL
C2 LRD PRESS
C3 A
SW
C1 D- 16 B
47
D2 P 33 25
D3 C
D1 F- 15 66
M TAIL
S11 32 59
5
27
E51 7 FWD CARGO
B A A
28 HRD SQUIB
B
C
B A CARGO
10 1
HRD SQUIB
11 2
17 3 FWD CARGO
1
D819 18 4 LRD SQUIB
2
AFT AFT 3
ARM BTL LOW 93 27 4
8 A A 9 97 48
37 93
4 38 97 32 1 LRD SQUIB
DIM & TEST
39 96
7 A A 5 15 2
50 109 109 40
FWD FWD
ARM BTL LOW 33 3
23 4
Figure 26-42. Forward Baggage Compartment Fire Extinguished (Sheet 1 of 2)

26 FIRE PROTECTION
Figure 26-42. Forward Baggage Compartment NOTES

Fire Extinguished (Sheet 1 of 2).
When the extinguisher switch is pushed, 28

VDC is supplied to the control amplifier pins
15, 16, 32 and 33.
The control amplifier outputs 28 VDC to

the FWD HRD and the LRD bottles on 2
independent lines and the cartridges fire. The
HRD bottle pressure goes low, therefore, the
armed light extinguishes and the BTL LOW
light illuminates.

FIRE PROTECTION PANEL FWD CARGO

B HRD PRESS
A
C
FWD CARGO BAY
CARGO LTS
(K3)
42 5 LEFT ESS
28 VDC
DASH 8 Q400
(G2)
J BATTERY BUS
7.5 28 VDC
P +28 VDC
C- +28 VDC
A HRD PRESS
A2 SW
A3

CONTROL C
A1 AMPLIFIER 41
45 B
B2 1
B3
B1 TAIL
C2 LRD PRESS
C3 A
SW
C1 D- 16 B
47
D2 P 33 25
D3 C
D1 F- 15 66
M TAIL
S11 32 59
5
27
E51 7 FWD CARGO
B A A
28 HRD SQUIB
B
C
B A CARGO
10 1
HRD SQUIB
11 2
17 3 FWD CARGO
1
D819 18 4 LRD SQUIB
2
AFT AFT 3
ARM BTL LOW 93 27 4
8 A A 9 97 48
37 93
4 38 97 32 1 LRD SQUIB
DIM & TEST
39 96
7 A A 5 15 2
50 109 109 40
FWD FWD
ARM BTL LOW 33 3
23 4
Figure 26-43. Forward Baggage Compartment Fire Extinguish (Sheet 2 of 2)

26 FIRE PROTECTION
Refer to: The HRD and LRD bottles fire at the same time.
Due to restrictors, the LRD bottle pressure
•• Figure 26-43. F o r w a r d B a g g a g e switch will not activate until 15 minutes after
Compartment Fire squib discharge. At this time the AFT BTL
Extinguish (Sheet 2 of 2). LOW advisory light illuminates.
•• Figure 26-44. F ire Protection Panel
Fwd Baggage Smoke
Detection.
VENT VENT
INLT OTLT
Bottle Low Pressure Lights

FIRE BOTTLE
ENGINE 1
FIRE ENGINE 2 Smoke Detected Light
TEST
DETECTION Extinguisher Switchlight
FWD Baggage Compartment FWD Bottle

Smoke Detector Test Switch Arm Light (Amber)

TRIM STBY FAIL
Smoke PITOT
HEAT 1
PITOT
HEAT 2
Warning Light
PR
DEICE
DEICE
TIMER
OVERHEAD CONSOLE
DISARMED DOORS HOT PRESS
CABIN CHECK
PRESS FIRE DET
GLARESHIELD PANEL
STICK PUSHER
SPOILERS SHUT OFF
FLIGHT
ENGINE FIRE
ROLL INBD
TAXI A/P
DISENG
Master
C-FROB
ELEVATOR TRIM
SHUT OFF Warning Light
WARNING
PRESS TO RESET
Figure 26-44. Fire Protection Panel Fwd Baggage Smoke Detection

26 FIRE PROTECTION
Lavatory Smoke Detection Refer to Figure 26-46. Lavatory Smoke Detector.
The lavatory smoke detector alerts the cabin The lavatory smoke detector has the following:
crew of smoke in the lavatory.
A green LED: Indicates the smoke detector is
powered by the aircraft DC bus.
Refer to Figure 26-45. Cabin Repeater Lights.
A red alarm LED and aural alert: Indicates
Smoke detected in the lavatory will cause a
smoke has been detected.
local red detector Light Emitting Diode (LED)
to come on and a local audio alert to sound.
A test switch is used to test the smoke detector.
A successful test will bring on the red alarm
Smoke detected also causes the passenger
LED and the local aural alert.
compartment ceiling repeater red lights to
illuminate and a single audible warning (high
An alarm interrupt switch is used to silence the
chime) in the passenger address system to sound.
local alarm if it is activated by smoke detection.
Figure 26-45. Cabin Repeater Lights Figure 26-46. Lavatory Smoke Detector

26 FIRE PROTECTION

26 FIRE PROTECTION
APU Fire
Extinguisher Bottle
Bulkhead
APU Fire
Extinguishing
Distribution Lines
NOTE
The manual exercise key FWD
provided for ground check is
not applicable to APU fire
extinguishing bottles equipped
with pressure gauge.
APU Fire Extinguishing
Distribution Lines
Figure 26-47. APU Fire Extinguishing

26 FIRE PROTECTION
26-13-00 APU FIRE The APU fire detection is by a single APD in

the APU compartment. The APD operation is
DETECTION SYSTEM the same as previously described in the engine
nacelle section.
INTRODUCTION The APD interfaces with the control amplifier
and the FPP. The fire protection system has a
APU fire detection system senses fire or
stainless steel fire extinguisher bottle in the aft
overheat conditions in the APU compartment.
equipment section.
GENERAL
Refer to:
•• Figure 26-47. APU Fire Extinguishing.
•• Figure 26-48. APU Fire Extinguisher.
Figure 26-48. APU Fire Extinguisher

+28 V DC (L3)
LEFT ESS APU FUEL
(5A) SOV/IND
W 7 APU CAUTION
BOT PRESS LOW 28 Y BOT PRESS LOW
LEFT DC CBP DISCRETE GND M- FUEL VALVE GND
FROM PSEU CAUTION AND
AFT EQUIPMENT BAY APU CAUTION WARNING PANEL
DASH 8 Q400
T +28 VDC
B
B A 3 +26 VDC FUEL VALVE OPEN A D OPEN
FUEL VALVE CLOSED Z B CLOSED CLOSED IND G
TAILCONE
OPEN IND F
APU BOTTLE A GND
PRESSURE SWITCH C RTN D
C +28 VDC A 31 13 E IND COMMON
U FIRE CNTR
B 22
c C 24
EMPENNAGE APU FUEL VALVE
APU FIRE

DETECTOR
4 A FAULT C E- FAULT
A 2 B
1 C B DISCRETE GND G- AIR/GND
APU RELAY PNL FROM PSEU
APU FIREX APU FADEC

SQUIB
7 +28VDC
SW1 OFF/ 30 V SW1 OFF/
EXTINGUISH 31 Z EXTINGUISH
TEST 40 53 TEST
(Q7)
APU FIRE 20 +28 VDC
3A
RIGHT ESS CONTROL AMPLIFIER RH CBP

28 VDC (G7) CONSOLE
APU FIRE IND
5A 48 +28 VDC
OPEN IND 11 87 67
(K1) CLOSED IND 10 88 68
CAR GO/APU MAN
BAT BUS EXTINGUISH
7.5A C- +28 VDC
28 VDC
APU BTL LOW 29 89 69
RH D C CBP APU BTL ARM 31 84
APU FIRE 47 85 65
APU FAULT 28 86
FIRE PANEL CONTROL ACU
Figure 26-49. APU Fire Detection and Extinguishing - Schematic

26 FIRE PROTECTION
OPERATION The APU is shutdown automatically and the

FAIL advisory light in the APU control panel
APU Fire Detection System illuminates. After a seven seconds delay, an
electrical signal from the control amplifier
Refer to Figure 26-49. APU Fire Detection and ignites an Electro-Explosive Device (EED) in
Extinguishing - Schematic. the extinguisher cartridge.
The control amplifier interfaces with the FPP and The EED then explodes and the fire
the APU APD. Further it performs detector and extinguishing agent is automatically released
suppressor monitoring and test functions, and through the distribution tubes to the APU
drives the appropriate lights on the FPP and the compartment. The APU BTL ARM light on
CAWP. the FPP extinguishes and the BTL LOW light
illuminates.
When a fire or overheat is sensed in the APU,
the control amplifier performs the following: If automatic fire extinguishing fails and a fire
or overheat condition is still sensed, a manual
•• FIRE (red) light on the FPP illuminates.
override capability is available by operating the
•• BTL ARM (amber) light on the FPP APU EXTG switch on the FPP.
illuminates.
APU fire extinguisher bottle pressure is shown
•• FUEL OPEN (green) advisory light on
by a BTL LOW light on the FPP. The APU
the FPP extinguishes.
will automatically shut down.
•• FUEL CLOSED (white) light on the
FPP illuminates. Manual operation also causes operation of
the circuit which closes the APU fuel shutoff
•• EXTG (white) switch light on the FPP
valve, which is indicated by the APU FUEL
illuminates.
VALVE CLOSED advisory light illuminating.
•• CHECK FIRE DET (red) warning light on
the CAWP and flashes. The APU fire bottle is constantly monitored by
the control amplifier for pressure during a non-
•• Master WARNING PRESS TO RESET
alarm state. The bottle pressure switch status is
(red) light on the Glareshield Panel
indicated by the BTL LOW light on the FPP.
comes on and flashes.
The light will come on when the APU fire
bottle has lost pressure. The APU BTL ARM
When a fire or overheat is sensed, the APU will
light will come on during the APU FIRE TEST,
automatically shut down and the extinguisher
if at least one squib bridgewire has continuity
bottle will fire. The FAIL advisory light on the
and power.
APU control panel will come on.
The 28 VDC power required for the cartridge

passes through two (2) circuit breakers, wired
in such a manner that each breaker provides
protection for a single shot into the APU fire
zone (tailcone).
No pilot action is required to operate APU fire

protection. The control amplifier controls a
relay which closes the APU fuel valve. When
electrical power from the relay is supplied to
the Full-Authority Digital-Electronic-Control
(FADEC), the APU FUEL VALVE CLOSED
advisory light on the FPP illuminates.

26 FIRE PROTECTION
OPERATIONAL TEST OF THE °° The MASTER WARNING and

MASTER CAUTION lights are ON.
APU FIRE DETECTION SYSTEM
•• Release APU FIRE TEST BUTTON.
Make sure that:
training purposes only. For a more detailed °° A P U F U E L V A L V E O P E N
description of the practice, refer to the task in indicator light goes OFF
°° APU FUEL VALVE CLOSED light
comes ON
Obey all electrical/electronic safety precautions.
°° The APU FIRE indicator light is
Make sure the aircraft electrical system is OFF (FPP)
energized.
°° The BTL ARM indicator light is
OFF (FPP)
Make sure the CB’s listed in the Task sheet are
CLOSED. °° The APU EXTG switchlight is OFF
(FPP)
Do an Operational Test of the APU fire detection
system as follows: °° The FAULT indication is OFF
(APU control panel)
•• Select APU Power switch ON °° The FAIL indicator light is OFF
•• Observe APU FADEC BIT (APU control panel)
•• On the FPP check APU FUEL °° The APU caution light is OFF
VALVE OPEN light is ON °° The CHECK FIRE DET warning
•• C h e c k A P U F U E L V A L V E light is OFF
CLOSED light is OFF °° The MASTER WARNING and
•• Push and hold APU FIRE TEST MASTER CAUTION lights are OFF.
pushbutton. Make sure that: •• Push APU PWR switch to remove the
°° The APU FIRE indicator light is power.
ON (FPP)
°° The BTL ARM indicator light is
ON (FPP)
°° The APU EXTG switchlight is ON
(FPP)
°° The APU VALVE CLOSED light
is ON (FPP)
°° The FAULT indication is ON (APU
control panel)
°° The FAIL indicator light is ON
(APU control panel)
°° The APU caution light is ON
°° The CHECK FIRE DET warning
light is ON
26-68 FOR TRAINING PURPOSES ONLY Revision 0.4

26 FIRE PROTECTION

26 FIRE PROTECTION
Figure 26-50. Lavatory Fire Extinguisher and Waste-Bin

26 FIRE PROTECTION
26-24-00 LAVATORY The lavatory fire extinguisher has dual-

discharge outlets that are thermally actuated
FIRE EXTINGUISHING with no electrical interface. When a fire occurs
in the lavatory compartment waste-bin and the
temperature reaches 174°F (79°C), it causes
INTRODUCTION fusible seals to melt and release the end caps from
the discharge tubes. The extinguishing agent is
Refer to Figure 26-50. Lavatory Fire Extinguisher
then released and discharged into the bin.
and Waste-Bin.
The lavatory fire extinguisher cannot be
SYSTEM DESCRIPTION refilled or reused. It requires periodic weighing
to make sure that it is full. If the discharge
Refer to Figure 26-51. Lavatory Compartment tubes are bent beyond the specified angle, fire
Waste-Bin Fire Extinguisher. suppression may not work properly.
The lavatory fire extinguisher uses Halon 1211

as the extinguishing agent.
Fire Extinguisher
Bottle
Discharge
End Cap Tube
FWD
LAVATORY
Figure 26-51. Lavatory Compartment Waste-Bin Fire Extinguisher

26 FIRE PROTECTION
A x2
Figure 26-52. Hand Held Fire Extinguishers

26 FIRE PROTECTION
26-25-00 PORTABLE Flight Compartment Fire

HAND OPERATED FIRE Extinguisher
EXTINGUISHERS Refer to Figure 26-53. Hand Operated Flight
Compartment Fire Extinguisher.
COMPONENT DESCRIPTION A single portable hand operated fire

extinguisher in the flight compartment is
Flight Compartment Fire attached to the left bulkhead behind the pilot’s
seat. Instructions for use of the extinguisher are
Extinguisher and Passenger shown on the body of the extinguisher bottle.
Cabin Fire Extinguishers
Refer to Figure 26-52. Hand Held Fire Passenger Cabin Fire
Extinguishers. Extinguishers
Refer to:
Hand Operated Fire Extinguishers
Refer to: •• Figure 26-54. A
ft Cabin Fire
Extinguishers.
•• Figure 26-53. H
and Operated Flight
•• Figure 26-55. H
and Operated Fire
Compartment Fire
Extinguisher - Aft
Extinguisher.
Passenger Compartment.
•• Figure 26-54. A
ft Cabin Fire
•• Figure 26-56. H
and Operated Fire
Extinguishers.
Extinguisher - Fwd
•• Figure 26-55. H
and Operated Fire Passenger Compartment.
Extinguisher - Aft
Passenger Compartment. The passenger compartment is protected by
three portable hand-operated fire extinguishers.
•• Figure 26-56. H
and Operated Fire
Extinguisher - Fwd
A single portable hand operated fire
Passenger Compartment.
extinguisher is in the forward draft bulkhead
stowage.
The portable hand-operated fire extinguishers
are filled with Halon 1211. Each bottle is
Two portable hand operated fire extinguishers
suitable for use on electrical, fuel or oil fires.
are in a drawer attached to the left aft draft
Halon 1211 is not toxic or corrosive. It does not
bulkhead forward side.
cause cold burns, harm fabrics or metals and
does not leave residue on electrical components.

26 FIRE PROTECTION
Figure 26-53. Hand Operated Flight Compartment Fire Extinguisher
Figure 26-54. Aft Cabin Fire Extinguishers

26 FIRE PROTECTION
FW
D
D
TB
OU
A REAR VIEW OF AFT DRAFT BULKHEAD
Cylinder
Strap
NOTE
The location of the fire extinguisher
may vary due to different interior
arrangement
Figure 26-55. Hand Operated Fire Extinguisher - Aft Passenger Compartment

26 FIRE PROTECTION
Cylinder
Strap
FORWARD CABIN
Figure 26-56. Hand Operated Fire Extinguisher - Fwd Passenger Compartment

26 FIRE PROTECTION

26 FIRE PROTECTION
26-00-00 APPENDIX WARNING
BE CAREFUL WITH THE

MAINTENANCE CONSIDERATION FIRE EXTINGUISHER. THE
FIRE EXTINGUISHER IS
Safety Precautions PRESSURIZED. IT CONTAINS
HALON 1301. DO NOT BEND
WARNING THE DISCHARGE TUBES. IF
YOU DO THIS, THE PRESSURE
T H E D I S C H A R G E CAN CAUSE INJURY AND
CARTRIDGE (SQUIB) IS THE HALON FUMES ARE
AN ELECTRICALLY FIRED POISONOUS.
EXPLOSIVE DEVICE. WHEN
YOU DO MAINTENANCE,
MAKE SURE THAT THE CAUTION
PINS OF THE ELECTRICAL
DO NOT USE MORE THAN
CONNECTOR (SQUIB)
2.5 LBF IN (0.28 NM) OF
HAVE THE SAME
TORQUE WHEN YOU TURN
ELECTRICAL POTENTIAL.
THE TEST POINT. IF YOU
INSTALL A SHUNT PLUG
DO NOT DO THIS, YOU CAN
ON THE ELECTRICAL
CAUSE DAMAGE TO THE
CONNECTOR OF THE SQUIB
PRESSURE SWITCH AND
IMMEDIATELY AFTER
THE FIRE BOTTLE WILL NOT
YOU DISCONNECT THE
OPERATE CORRECTLY.
ELECTRICAL CONNECTOR.
IF YOU DO NOT DO THIS,
YOU CAN CAUSE INJURIES
TO PERSONS IF THE
SQUIB IS ACCIDENTALLY
ENERGIZED.
WARNING
DO NOT MOVE THE EXTG

SWITCH TO THE AFT
BTL OR THE FWD BTL
POSITION. IF YOU DO THIS,
YOU WILL RELEASE THE
PRESSURE FROM THE FIRE
EXTINGUISHER BOTTLE.
THIS CAN CAUSE INJURY
TO PERSONNEL.

26 FIRE PROTECTION
26-00-00 SPECIAL TOOLS & TEST EQUIPMENT

•• GSB2400016 Electrical Contact Pin/Socket Kit
•• GSB2400001 Digital Multimeter - Hand Held
•• Commercially available Shunt Plug
•• 473962 Three-wire Firex Squib Circuit Verification Tester (Test Set 1)
•• 473959 Four-wire Firex Squib Circuit Verification Tester (Test Set 2)
•• GSB2341010 Kit, Two-Way Radio
26-00-00 MAINTENANCE PRACTICES

Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures:
•• AMM 26-20-00-710-801: O
perational Check of the Fuel and Hydraulic Shut-off Valves
(MRB #262000-218).
•• FIM 26-10-00-810-801: CHECK FIRE DET (Warning) - Fault Isolation.
•• FIM 26-10-00-810-802: FAULT A, ENGINE 1 (Caution) - Fault Isolation.
•• FIM 26-10-00-810-803: FAULT B, ENGINE 1 (Caution) - Fault Isolation.
•• FIM 26-10-00-810-804: SMOKE (Warning) - Fault Isolation.
•• FIM 26-10-00-810-806: FAULT, APU. (Caution) - Fault Isolation.
•• FIM 26-10-00-810-807: LOW, AFT FIRE BOTTLE (Caution) - Fault Isolation.
•• FIM 26-10-00-810-811: BTL LOW, Engine (Caution) - Fault Isolation.
•• FIM 26-10-00-810-812: FAULT A, ENGINE 2 (Caution) - Fault Isolation.
•• FIM 26-10-00-810-813: FAULT B, ENGINE 2 (Caution) - Fault Isolation.
•• FIM 26-10-00-810-814: LOW. FWD FIRE BOTTLE (Caution) - Fault Isolation.
•• FIM 26-10-00-810-815: LOW. FWD and AFT FIRE BOTTLE (Caution) - Fault Isolation.
•• FIM 26-10-00-810-816: SMOKE, BAGGAGE AFT (Warning) - Fault Isolation.
•• FIM 26-10-00-810-817: SMOKE, BAGGAGE FWD (Warning) - Fault Isolation.
•• FIM 26-10-00-810-818: G
lareshield panel, an indication discrepancy of the ENGINE
FIRE PUSH TO RESET light on the left side - Fault Isolation.
•• FIM 26-10-00-810-819: G
lareshield panel, an indication discrepancy of the ENGINE
FIRE PUSH TO RESET light on the right side - Fault Isolation.
•• FIM 26-11-00-810-801: F
IRE PROTECTION panel, an indication discrepancy of the
FAULT A light in the ENGINE 1 area - Fault Isolation.
•• FIM 26-11-00-810-802: F
FAULT B light in the ENGINE 1 area - Fault Isolation.
•• FIM 26-11-00-810-803: F
FAULT A light in the ENGINE 2 area - Fault Isolation.

26 FIRE PROTECTION
•• FIM 26-11-00-810-804: F
FAULT B light in the ENGINE 2 area - Fault Isolation.
•• AMM 26-11-00-710-801: Operational Test of the Nacelle Fire Detection System.
•• AMM 26-12-06-710-801: Operational Test of the Baggage Smoke Detectors.
•• AMM 26-12-11-710-803: O
perational Check of the Lavatory Smoke Detector (Kidde
Model 3000) (MRB #261000-204).
•• FIM 26-13-00-810-801: F
IRE, APU area of the FIRE PROTECTION panel (Warning) -
Fault Isolation.
•• FIM 26-13-00-810-802: F
FAULT light in the APU area - Fault Isolation.
•• FIM 26-13-00-810-803: F
FIRE light in the APU area - Fault Isolation.
•• AMM 26-13-00-710-801: Operational Test of the APU Fire Detection System.
•• AMM 26-20-00-210-801: G
eneral Visual Inspection of the LH and RH Engine and APU
Fire Extinguishing Distribution Lines and Connections (MRB#
262000-205).
•• AMM 26-20-00-210-802: G
eneral Visual Inspection of the Forward and Aft
Baggage-Compartment LRD and HRD Fire-Extinguishing
Distribution-Lines and Connections (MRB#262000-213).
•• AMM 26-20-00-210-803: V
isual Inspection of the Fire Extinguishing Distribution Tubes
(Wing).
•• AMM 26-20-00-840-801: R
estoration (Hydrostatic Test) of the Nacelle Forward High
Rate Discharge (HRD) Fire Bottle (MRB#262000-201).
•• AMM 26-20-00-840-802: R
estoration (Hydrostatic Test) of the Nacelle Aft High Rate
Discharge (HRD) Fire Bottle (MRB#262000-202).
•• AMM 26-20-00-840-803: R
estoration (Hydrostatic Test) of the Aft Baggage
Compartment High Rate Discharge (HRD) Fire Bottle
(MRB#262000-206).
•• AMM 26-20-00-840-804: R
estoration (Hydrostatic Test) of the Forward/Aft Baggage
Compartment Low Rate Discharge (LRD) Fire Bottle
(MRB#262000-207).
•• AMM 26-20-00-840-805: R
estoration (Hydrostatic Test) of the Forward Baggage
Compartment High Rate Discharge (HRD) Fire Bottle
(MRB#262000-210).
•• AMM 26-20-00-840-806: R
estoration (Hydrostatic Test) of the APU Fire Bottle
(MRB#262000-214).
•• AMM 26-20-00-900-801: D
iscard of the Nacelle Forward and Aft High Rate Discharge
(HRD) Fire Bottle Cartridges (MRB#262000-203).
•• AMM 26-20-00-900-802: D
iscard of the Aft Baggage Compartment High Rate
Discharge (HRD) and the Baggage Compartment(s) Low Rate
Discharge (LRD) Fire Bottle Cartridges (MRB#262000-208).

26 FIRE PROTECTION
•• AMM 26-20-00-900-803: D
iscard of the Forward Baggage Compartment High Rate
Discharge (HRD) Fire Bottle Cartridge (MRB#262000-211).
•• AMM 26-20-00-900-804: Discard of the APU Fire Bottle Cartridge (MRB#262000-215).
•• AMM 26-20-00-710-802: O
perational Check of the Fire Bottle Pressure Switch Circuits
on All Bottles (MRB#262000-217).
•• AMM 26-20-00-710-803: O
perational Check of the Aft Baggage Compartment Fire
Extinguishing Circuits (CMR#262000-109).
•• AMM 26-20-00-710-804: O
perational Check of the Forward Baggage Compartment Fire
Extinguishing Circuits (CMR#262000-112)
•• AMM 26-20-00-710-805: O
perational Check of the Aft Baggage Compartment Inlet and
Outlet Vent Valves (MRB#262000-220).
•• AMM 26-20-00-710-806: O
perational Check of the Nacelle Fire Extinguishing Circuits
(MRB#262000-204).
•• AMM 26-20-00-710-807: O
perational Check of the APU Fire Extinguishing Circuits
(MRB#262000-216).
•• AMM 26-20-00-720-801: F
unctional Check of the Lavatory Fire Extinguisher Bottle
(MRB #262000-219).
•• FIM 26-21-00-810-801: F
IRE PROTECTION panel, an indication discrepancy of the BTL
LOW light for the ENGINE 1 or ENGINE 2 - Fault Isolation.
•• FIM 26-21-00-810-802: F
FWD BTL light for the ENGINE 1 - Fault Isolation.
•• FIM 26-21-00-810-803: F
FWD BTL light for the ENGINE 2 - Fault Isolation.
•• FIM 26-21-00-810-804: F
EXTG AFT BTL light for the ENGINE 1- Fault Isolation.
•• FIM 26-21-00-810-805: F
EXTG AFT BTL light for the ENGINE 2- Fault Isolation.
•• FIM 26-21-00-810-806: F
IRE PROTECTION panel, an indication discrepancy of the PULL
FUEL/HYD OFF light in the ENGINE 1 area - Fault Isolation.
•• FIM 26-21-00-810-807: F
IRE PROTECTION panel, an indication discrepancy of the PULL
FUEL/HYD OFF light in the ENGINE 2 area - Fault Isolation.
•• FIM 26-23-00-810-802: BTL LOW, APU (Caution) - Fault Isolation.
•• FIM 26-23-00-810-803: F
BTL LOW light in the APU area - Fault Isolation.
•• FIM 26-23-00-810-804: F
EXTG light in the APU area - Fault Isolation.
•• FIM 26-23-00-810-805: F
BTL ARM light in the APU area - Fault Isolation.
•• FIM 26-23-00-810-806: F
VALVE CLOSED light in the APU area - Fault Isolation.

26 FIRE PROTECTION
•• FIM 26-23-00-810-807: F
FUEL OPEN light in the APU area - Fault Isolation.
•• AMM 26-25-00-210-801: V
isual Check of the Portable Fire Extinguishers Pressure
Gauge (MRB# 262500-201).
•• AMM 26-25-01-000-801: Removal of the Flight Compartment Fire Extinguishers.
•• AMM 26-25-01-400-801: Installation of the Flight Compartment Fire Extinguishers.
•• AMM 26-25-00-720-801: F
unctional Check of the Portable Fire Extinguishers (MRB#
262500-202).

26 FIRE PROTECTION

CHAPTER 28
AIRFRAME FUEL SYSTEM
CONTENTS
Page
28 AIRFRAME FUEL SYSTEM

28-00-00 INTRODUCTION........................................................................................ 28-1
System Description.............................................................................................. 28-3
28-11-00 FUEL TANKS.............................................................................................. 28-5
Introduction......................................................................................................... 28-5
General................................................................................................................ 28-5
Inspection and Classification of Fuel Leaks......................................................... 28-5
Drain the Water from the Wing Tanks and the Dry Bay...................................... 28-18
Water Contamination Fuel Check....................................................................... 28-18
Functional Check of the Fuel Tank Components for Electrical Bonding............. 28-19
28-12-00 VENTS...................................................................................................... 28-21
General.............................................................................................................. 28-21
Operation........................................................................................................... 28-25
28-21-00 ENGINE FUEL FEED............................................................................... 28-26
General.............................................................................................................. 28-26
Operation........................................................................................................... 28-35

Page
Operational Test of the Engine Feed Shut-off Valve................................................. 28-35

28-22-00 APU FUEL FEED...................................................................................... 28-36
General.............................................................................................................. 28-36

Operation........................................................................................................... 28-37
Operational Check of the APU Fuel Feed Shut-off Valve.................................... 28-38
28-23-00 FUEL TRANSFER..................................................................................... 28-40
General.............................................................................................................. 28-40
Operation........................................................................................................... 28-45
Operational Check of the Fuel Transfer System.................................................. 28-49
28-24-00 REFUEL/DEFUEL..................................................................................... 28-51
General.............................................................................................................. 28-51
Controls and Indications.................................................................................... 28-63
Operation........................................................................................................... 28-65
28-40-00 INDICATING............................................................................................ 28-77
General.............................................................................................................. 28-77
Operation........................................................................................................... 28-89
28-00-00 APPENDIX................................................................................................ 28-96

Page
Revision 0.4 FOR TRAINING PURPOSES ONLY 28-iii

ILLUSTRATIONS
Figure Title Page
28-1 Fuel System Block Diagram......................................................................28-2
28-2 Fuel Tanks.................................................................................................28-4

28-3 Fuel Tank - Sections..................................................................................28-6
28-4 Flapper Check Valves................................................................................28-8
28-5 Motive Flow and Scavenge System..........................................................28-10
28-6 Motive Flow Check Valve........................................................................28-12
28-7 Scavenge Ejector.....................................................................................28-14
28-8 Ejector Pump...........................................................................................28-15
28-9 Gravity Refill Cap...................................................................................28-16
28-10 Water Drain Valve....................................................................................28-17
28-11 Vent System.............................................................................................28-20
28-12 Vent Float Valve and Standpipe................................................................28-22
28-13 Vent Float Valve......................................................................................28-23
28-14 Surge Bay NACA Vents...........................................................................28-24
28-15
Surge Bay NACA Vents (Interior)............................................................28-24
28-16
Surge Bay NACA Vents (Exterior)...........................................................28-24
28-17 Engine Fuel Feed System.........................................................................28-26
28-18 Primary Ejector Pump and Inlet Strainer..................................................28-27
28-19 Engine Fuel Feed System.........................................................................28-28
28-20 Engine Feed Shut-Off Valve.....................................................................28-29
28-21 Auxiliary Pump.......................................................................................28-30
28-22 Fuel Control Transfer Panel.....................................................................28-31
28-23 Auxiliary Pump Pressure Switch..............................................................28-31

Figure Title Page

28-24 MFD Fuel Page........................................................................................28-32
28-25 Engine Fuel Feed System Operation........................................................28-34
28-26 APU Fuel Feed Locator...........................................................................28-36
28-27 APU Shut-Off Valve................................................................................28-37

28-28 Fuel Transfer System...............................................................................28-40
28-29 Refuel/Defuel and Transfer Shut-Off Valve..............................................28-41
28-30 Level Control Solenoid............................................................................28-42
28-31 Fuel Transfer Schematic..........................................................................28-43
28-32 Fuel Transfer Operation (Sheet 1 of 3).....................................................28-44
28-34 Level Control Valve Operation.................................................................28-47
28-36 Refuel/Defuel System..............................................................................28-50
28-37 Refuel/Defuel Control Panel....................................................................28-52
28-38 Refuel/Defuel Shut-Off Valve..................................................................28-54
28-39 Refuel/Defuel Adapter.............................................................................28-56
28-40 No-Flow Pressure Switch.........................................................................28-57
28-41 Refuel Vent Valves...................................................................................28-58
28-42 High Level Sensor...................................................................................28-59
28-43 Fuel Quantity Probes...............................................................................28-60
28-44 Fuel System Fault Codes..........................................................................28-62
28-45 Preselect Refueling (1 of 2).....................................................................28-64
28-46 Preselect Refueling (2 of 2).....................................................................28-66
28-47 Refuel/Defuel Operation (Sheet 1 of 2)....................................................28-68
28-48 Refuel/Defuel Operation (Sheet 2 of 2)....................................................28-70
28-vi FOR TRAINING PURPOSES ONLY

Figure Title Page

28-49 Refuel/Defuel System Schematic.............................................................28-72
28-50 Fuel Indicating System............................................................................28-76
28-51 Fuel Quantity Computer (FQC)...............................................................28-78

28-52 High Level Control Unit..........................................................................28-79
28-53 Float Switch............................................................................................28-80
28-54 Temperature Sensor.................................................................................28-82
28-55 Magnastick..............................................................................................28-84
28-56 Fuel Quantity Probe.................................................................................28-86
28-57 Fuel Indication.........................................................................................28-88
28-58 Fuel Indicating System (Sheet 1 of 2)......................................................28-90
28-59 Fuel Indicating System (Sheet 2 of 2)......................................................28-92
28-60 Fuel System Synoptic..............................................................................28-94
FOR TRAINING PURPOSES ONLY 28-vii

CHAPTER 28
AIRFRAME FUEL SYSTEM

Fuel is contained in two integral main wing tanks designated No. 1 (Left) and No. 2 (Right).
The fuel system provides for indicating, storing, venting, fuel feeding and scavenging,
refueling/defueling, and transfer. Only tank to tank transfer is available; there is no engine
cross-feed capability. The tanks may be pressure or gravity refueled.

BACK UP SYSTEM TO FQC
MFD FUEL PAGE & ED
Figure 28-1. Fuel System Block Diagram

SYSTEM DESCRIPTION A high level sensor shutoff system ensures

the maximum allowable tank capacity is not
Refer to Figure 28-1. Fuel System Block Diagram. exceeded.
Fuel is contained in two integral main wing As an alternative to pressure refueling and
tanks designated No.1 (Left) and No.2 (Right). defueling, each tank can be filled through an
overwing filler port.
Each wing tank includes a surge bay and a

collector bay. The left tank supplies fuel to the Each fuel tank is vented through a surge bay
left engine and APU. The right tank supplies in the outboard section of the main tank. Fixed
fuel to the right engine. vent lines and float vent valves between the
fuel tanks and the surge bays provide adequate
There are three drain valves at the lowest capacity for in flight venting. During pressure
points of each tank to permit checks for water refueling, tank venting is supplemented by a
accumulation and to drain residual fuel from high capacity vent valve which is opened by
the tanks when required. refuel pressure.
Normal engine feed is by means of an ejector The Fuel Quantity Gauging System (FQGS)
pump in each collector bay. The engine Fuel accurately measures the quantity of fuel in the
Metering Unit (FMU) supplies the motive flow. main tanks. It supplies the fuel quantity data
to the flight compartment and the refuel/defuel
No electrical power is required for normal panel for display.
engine feed operation. In the event of an ejector
pump failure, the auxiliary AC electrical pump Fuel quantity may also be checked on the
in the collector bay is selected ON to supply ground by use of the magnetic dipsticks on the
engine fuel feed. lower surface of the wing. The maximum usable
fuel capacity of the aircraft is approximately
Four scavenge ejector pumps transfer fuel 5,338 kg (11,724 lb).
inboard to the collector bay. This maintains
a constant level in the collector bay to ensure A wing-to-wing fuel transfer system is provided
engine fuel feed regardless of aircraft attitude to correct lateral fuel imbalance. The auxiliary
and minimizes the quantity of unusable fuel. pump in the donor tank transfers the fuel to the
receiving tank.
A low fuel level sensor is in each collector bay to
provide a caution indication to the crew. The FUEL CONTROL TRANSFER panel in the
flight compartment controls the operation of the
Pressure refueling and defueling is fuel transfer system. The maximum allowable
accomplished through a single point refuel/ tank to tank imbalance is 272 kg (600 lb).
defuel adaptor in the right engine nacelle and
is controlled through an adjacent refuel/defuel
control panel. Both automatic and manual
refueling modes are possible.
Selected and actual fuel tank quantities

are displayed on the control panel. The Fuel
Quantity Computer (FQC), under the center
aisle floorboards, controls the logic during the
automatic refuel/defuel process. Refuel operations
can be accomplished using aircraft battery power.

FWD
Overwing Filler Cap Collector Collector Overwing Filler Cap

Surge Bay Main Tank Bay Bay Main Tank Surge Bay
Pressure Refuel/
Defuel Control Panel
Figure 28-2. Fuel Tanks

28-11-00 FUEL TANKS of each wing tank is approximately 3391 L

(896 US gallons). The high level shut off
is set at 3300 L (872 US gallons) to ensure
INTRODUCTION that a minimum of 2% of the total volume is
maintained for expansion of the fuel.
The fuel tanks contain the fuel to be used by
the aircraft engines and optional Auxiliary INSPECTION AND
Power Unit (APU).
CLASSIFICATION OF FUEL

GENERAL LEAKS
The fuel tanks have the necessary components to
move the fuel from the main tanks to the collector
bays for use by the fuel distribution system.
Each wing tank has a surge bay and a collector
bay. There are vent lines in the fuel storage system
Fuel leaks are divided into four groups for flight
to prevent over-pressurization of the fuel tanks.
safety analysis. The four groups of fuel leaks are
stain, seep, heavy seep and running leak. Each
SYSTEM DESCRIPTION group is determined by visual examination of the
wet areas around the leak source.
Refer to Figure 28-2. Fuel Tanks.
Areas must be wiped clean after each examination for
Each fuel tank is formed by the structure of the wing
accurate identification and analysis of each leak. The
itself. This is known as an integral wet wing tank.
size patterns of the leaks are based on examinations
15 minutes after the leak area is wiped clean.
The fuel tanks include the following components:
•• Flapper check valves
NOTE
•• Motive flow lines
Fuel tanks must be filled before
•• Motive flow check valves you do the fuel leak analysis.
•• Scavenge flow lines
The four groups of fuel leaks are identified and
•• Forward scavenge ejector analyzed as follows:
•• Aft scavenge ejector 1. Stain:
•• Mid wing scavenge ejector A stain is a leak where the wet area has a
dimension that is no larger than 1.5 inches
•• Outboard scavenge ejector
(3.8 cm) after the time interval (15 minutes).
•• Gravity refill cap
•• Water drain valve.
NOTE
Small stains can be repaired
The fuel tanks are formed by the front and rear when necessary.
wing spars and the upper and lower wing skins.
The inboard end of the main fuel tank is the 2. Seep:
wing rib at WS 42 and the outboard end is the
A seep is a leak where the wet area has a
wing rib at WS 407.
dimension that is no larger than 4 inches
(10.1 cm) after the time interval (15 minutes).
The main tanks and the collector bays are the
storage areas for the fuel. The total volume

Refuel/Defuel/
Transfer Manifold.
Collector Bay
Main Fuel Tank #1
Fuel Tank Access Panel

(10 Per Wing)
Surge Bay
FWD
Figure 28-3. Fuel Tank - Sections

NOTE The wing box section between the WS 42 left

and WS 42 right is called the dry bay. It separates
Small seeps can be repaired the wing tanks from the fuselage. There are two
when necessary. openings in the bottom wing skin inboard of
each WS 42. These openings provide overboard
3. Heavy Seep: draining of minor fuel leaks, area ventilation and
A heavy seep is a leak where the wet area has pressure relief resulting from altitude changes.
a dimension that is no larger than 6 inches

(15.2 cm) after the time interval (15 minutes). Removable rectangular panels along the top
of the wing provide access to the inside of the
NOTE: main tank, surge bay and dry bay. The openings
at the top of the wing rib structures inside
Heavy seep conditions must the tanks minimize the amount of air pockets
be monitored continuously and during refueling and aircraft maneuvers.
repaired as soon as possible.
Rib baffles slow the flow of fuel to the outboard
4. Running Leak: end of the wing tank during uncoordinated
A running leak is any leak in excess of manoeuvres or accelerated rolls. One-way
heavy seep. Fuel will appear immediately flapper valves installed near the bottom of the
after the area has been wiped dry and can ribs allow the fuel to flow inboard only. This
run or drip from surface. allows the scavenge ejectors to maximize the
amount of fuel they can scavenge at low fuel
NOTE and wing down conditions.
Running leaks must be repaired The wet wing tanks are prevented from leaking
before the next flight. by sealing all the ribs, stringer joints, spars and
fasteners with sealing compound. Adequate
Refer to Figure 28-3. Fuel Tank - Sections. drainage paths are provided in the ribs and
stringers to allow for the drainage of water by
Each tank is divided into three sections: gravity to the sump areas of the tank.
•• Main tank
The sumps are in the following areas:
•• Collector bay
•• Surge bay
•• Surge bay.
•• Main tank, immediately outboard
The inboard sections of the main tank form the of rib at WS 191
collector bay. The collector bay holds a constant •• Collector bay, close to the main
supply of fuel for the engine fuel feed system. The ejector pump.
collector bay is located laterally between WS 42
and WS 79 and longitudinally between the rear A drain valve is in each sump area to allow for
wing spar and the wing box structure aft of fuselage the drainage of water when the aircraft is on
station FS 396. The capacity of the collector bay is the ground.
approximately 227 L (60 US gallons).
The surge bay is outboard of the main tank CAUTION

between WS 407 and WS 425. Each surge bay
is connected through integral standpipes to two Ensure all wing inspection panels
separate NACA vents on the bottom of the wings. are replaced before moving the
The standpipes prevent fuel spillage overboard. aircraft.
Vent lines, routed from each surge bay to its main
tank, control the pressure inside the tanks.

W
L FLO
FUE
Figure 28-4. Flapper Check Valves

COMPONENT DESCRIPTION NOTES

Flapper Check Valves
Refer to Figure 28-4. Flapper Check Valves.
The function of the flapper check valves is to

allow the fuel to flow inboard only.

The flapper check valves are simple mechanical
valves at the bottom of the wing ribs and along
the forward and side walls of the collector bay.
There are 18 flapper check valves in each wing
tank.

28-10 28 AIRFRAME FUEL SYSTEM
MOTIVE FLOW MOTIVE FLOW

FUEL LINE FORWARD
DASH 8 Q400
FORWARD FUEL LINE
SCAVENGE SCAVENGE
GRAVITY EJECTOR EJECTOR GRAVITY
REFILL CAP REFILL CAP

SURGE SURGE
TANK TANK
COLLECTOR
OUTBOARD BAY OUTBOARD
SCAVENGE SCAVENGE
EJECTOR EJECTOR
MID WING SYMBOL LEGEND MID WING

SCAVENGE SCAVENGE
Check Ejector Motive Flow
EJECTOR Pump EJECTOR
Valve Fuel Filter
AFT AFT
SCAVENGE LINE LEGEND
SCAVENGE
EJECTOR Motive Flow Fuel Line EJECTOR
Scavenge Fuel Line
Figure 28-5. Motive Flow and Scavenge System

Motive Flow Lines NOTES

Refer to Figure 28-5. Motive Flow and
Scavenge System.
The Motive flow lines are in the main wing

tanks.

Scavenge ejectors and engine fuel feed system
primary ejectors receive motive flow through
the motive flow lines.
Scavenge Flow Lines

Refer to Figure 28-5. Motive Flow and
Scavenge System.
The scavenge flow lines are in the main wing

tanks. The scavenge flow lines transfer fuel
from various areas of the main tanks to the
inboard part of the main tanks and to the
collector bays.

FLOW
FWD
Figure 28-6. Motive Flow Check Valve

Motive Flow Check Valve NOTES

Refer to Figure 28-6. Motive Flow Check Valve.
The purpose of the motive flow check valve is

to prevent any reverse flow from the fuel tank
to the engine.

There is one motive flow check valve in each
tank. It is in the motive flow supply line
between the engine and the ejector pumps.

NOTE
One component shown,
other seven similar.
Figure 28-7. Scavenge Ejector

Forward Scavenge Ejector Mid Wing Scavenge Ejector

Refer to Figure 28-7. Scavenge Ejector. Refer to:
The purpose of the forward scavenge ejector is •• Figure 28-7. Scavenge Ejector.
to keep the collector bay full of fuel. •• Figure 28-8. Ejector Pump.
There is one forward scavenge ejector in each The purpose of the mid-wing scavenge ejector

tank. Each ejector is in the forward area of the is to transfer fuel inboard to the collector bay.
wing just outboard of the closure rib at WS 42
and immediately aft of the front spar. There is one mid wing scavenge ejector in each
tank. The ejector is just inboard of WS 191 at the
Aft Scavenge Ejector low point of the wing. Motive flow is pumped to the
ejector through the motive flow lines.
Refer to Figure 28-7. Scavenge Ejector.
The purpose of the aft scavenge ejector is to Outboard Scavenge Ejector

keep the collector bay full of fuel. Refer to:
There is one aft scavenge ejector in each tank. •• Figure 28-7. Scavenge Ejector.
The ejector is in the aft area of the wing near
•• Figure 28-8. Ejector Pump.
the rear wing spar inboard of the baffle rib at
WS 117.
The function of the single outboard scavenge
ejector is to supply fuel to the area of the wing
inboard of WS 191.
There is one outboard scavenge ejector in

each tank. The ejector is in the outboard area
of the wing at the tank closure rib WS 407.
Motive flow is pumped to the scavenge ejectors
through the motive flow lines.
High-Volume Low-Volume,
Low-Pressure High-Pressure
Fuel is Supplied to Motive Flow
the Collector Bay Fuel from the FMU
LEGEND
Motive Flow
Fuel Suppy (Suction) (Scavenge)
Fuel
Scavenge/Boost Fuel Supply
Figure 28-8. Ejector Pump

Gravity Refill Cap

Refer to Figure 28-9. Gravity Refill Cap.
The gravity refill cap allows for gravity

refueling of the aircraft.
There is one gravity refill cap installed at the

outboard section of each wing near WS 407.

The lightning proof refill cap mates with the
refuel/defuel adaptor and is flush with the skin
of the wing.
Gravity Gravity Refill Access

Refill Cap Adapter Panel
NOTE
Arrow on filler cap
must align with
arrow on adapter
C
LO
S
O
E
P
E
N
FWD
Figure 28-9. Gravity Refill Cap

Water Drain Valve The drain valve is spring-loaded closed and

may be locked in the open position. The
Refer to Figure 28-10. Water Drain Valve. secondary seal design allows the replacement
of the primary sealing “O” ring with the fuel
The water drain valves may be opened to drain still in the tank. The valve is retained and held
any water accumulation in the tank. The valves against the lower wing skin by a non-metallic
are also used to drain residual fuel from the nut inside the fuel tank. Electrical grounding
tanks when necessary. of the aluminum valve is through the valve

mounting flange and the wing skin.
There are six water drain valves installed on
the aircraft, three in each wing. They are at the
lowest points of the surge bay, main tank and
collector bay.
NOTE
One drain valve shown,
Other five valves similar.
Figure 28-10. Water Drain Valve

DRAIN THE WATER FROM WATER CONTAMINATION

THE WING TANKS AND THE FUEL CHECK
DRY BAY The following is an abbreviated description of
The following is an abbreviated description of the maintenance practice and is intended for
the maintenance practice and is intended for training purposes only. For a more detailed
training purposes only. For a more detailed description of the practice, refer to the task in

The maintenance procedure that follows gives
The maintenance procedure that follows is for instructions to do the water contamination
the draining of the water from the wing tanks check for the fuel system.
and the dry bay. The water drain valves are on
•• Make sure that you park the aircraft on
the bottom skin of the wings.
level ground
•• Ground the aircraft
WARNING
•• Obey the safety precautions when you
OBEY THE FUEL SAFETY do work on the aircraft fuel system
PRECAUTIONS WHEN
•• Make sure the fuel in the tanks is stable.
YOU DO WORK ON THE
FUEL SYSTEM OR A FUEL
Do the water contamination check for the fuel
SYSTEM COMPONENT. IF
system as follows:
YOU DO NOT DO THIS, YOU
CAN CAUSE INJURIES TO •• Open each drain valve in the wing lower
PERSONS AND DAMAGE TO skin
THE EQUIPMENT.
•• Collect a fuel sample in the bottle
WARNING •• Close the drain valve
•• Do a visual inspection of the fuel sample.
GROUND THE AIRCRAFT Make sure that the fuel has no waterline
AND THE WORKSTAND or milky particles
BEFORE YOU DO FUEL
SYSTEM MAINTENANCE. •• If you see contamination, drain the water
AN ELECTROSTATIC SPARK from the tank until clean fuel flows
CAN CAUSE AN EXPLOSION •• Do the visual inspection of a fuel sample
OR A FIRE. again.
Drain the water from the wing tanks and the
dry bay as follows:
•• Put an approved fuel container directly
below the water drain valve
•• Push in and turn the core of the water
drain valve clockwise with the fuel
drain valve tool
•• Drain the unwanted water/fuel into the
approved fuel container
•• Turn the core counterclockwise to close
the water drain valve.

FUNCTIONAL CHECK OF THE Do a functional check of the components and

lines for electrical bonding using the low
FUEL TANK COMPONENTS resistance ohmmeter.
FOR ELECTRICAL BONDING
•• Record the resistance values and ensure
The following is an abbreviated description of they do not exceed the limits
training purposes only. For a more detailed Do a functional check of the components

description of the practice, refer to the task in and lines for electrical bonding with the loop
the Bombardier AMM PSM 1-84-2. resistance tester.
The components to be checked in this task are •• Record the resistance values and ensure
all those in the engine fuel feed system, fuel they do not exceed the limits
transfer system and APU fuel supply system. •• Re-apply any paint or anti-corrosion
Also tested are the lines in the fuel vent, that was removed or damaged during
scavenge/motive flow, pressure relief, refuel/ the testing
defuel, engine feed and APU plumbing lines.
•• Install the fuel tank access panels.
This maintenance procedure is a fuel tank
safety-critical item and is classified as an
Airworthiness Limitation Item (ALI).
•• Tools and equipment required:
°° Digital Low Resistance Ohmmeter
°° Loop Resistance Tester
°° Maintenance Stand.
•• Lower the flaps to 35 degrees
•• Obey all fuel safety precautions
•• Pressure defuel the wing tanks
•• Drain and vent the tanks
•• Remove tank access panels
•• Make sure the aircraft is de-energized
and the aircraft is grounded
•• Remove only enough anti-corrosion
treatment or paint to enable the tests to
be carried out
•• Clean the testing areas.

DASH 8 Q400
INBOARD
GRAVITY GRAVITY VENT
REFILL CAP REFILL CAP LINE
INBOARD
VENT OUTBOARD
LINE VENT
LINES

OUTBOARD
VENT
LINES
SURGE
SURGE TANK
TANK
COLLECTOR
BAY
OUTBOARD OUTBOARD
VENT VENT
LINES LINES
SYMBOL LEGEND
NACA Vent Float Refuel Vent
Vents Valve Valve
Figure 28-11. Vent System

28-12-00 VENTS Outboard Vent Line

Refer to Figure 28-11. Vent System.
GENERAL There are two outboard vent lines in each fuel
Refer to Figure 28-11. Vent System. tank connecting the main fuel tank to the surge
bay. Each vent line is connected to a vent float
The vent system lets air enter the fuel tanks as valve through its own 1.0 in. (2.54 cm) hole in

the fuel is supplied to the engines, or during the tank closure rib at WS 407. The vent lines
aircraft defueling. This prevents structural extend down to within 0.5 in. (12.7 mm) of the
damage to the tanks from an excessively low bottom of the surge bay. As the surge bay is
internal pressure. The vents also let air out of pressurized in-flight, through the NACA vents,
the tanks when the aircraft is being refueled to any fuel in the surge bay is scavenged by the
prevent the tanks from over-pressurizing. outboard vent lines back into the main tank.
SYSTEM DESCRIPTION
The vent system includes these components:
•• Inboard vent line
•• Outboard vent line
•• Vent float valves.
COMPONENT DESCRIPTION
Inboard Vent Line
Refer to Figure 28-11. Vent System.
An unobstructed 1.0 in. (2.54 cm) diameter

inboard vent line runs immediately below the
wing top skin from the surge bay along the
forward wing spar to the inboard part of the
main fuel tank.
The outboard end of the vent line extends

through the tank closure rib at WS 407 and
down to within 0.5 in. (12.7 mm) of the
bottom of the surge bay. Due to the slight
pressurization of the surge bay excess fuel in
the bottom of the bay is scavenged back into
the main tank.

NOTE
Left wing shown,
right wing similar.
INB
D
FWD
Figure 28-12. Vent Float Valve and Standpipe

Vent Float Valves Two vent float valves are near the top of the
rib dividing the main tank from the surge bay
Refer to: (WS 407).
•• Figure 28-12. V
ent Float Valve and
The vent float valve, on the forward part of the
Standpipe.
rib at WS 407, supplies venting during a climb.
•• Figure 28-13. Vent Float Valve. The vent float valve on the aft part of the rib
at WS 407 supplies venting during a descent.

The purpose of the vent float valve is to prevent The two vent float valves and the inboard vent
fuel from flowing into the surge bay. line provide adequate venting for most flight
attitudes.
The vent float valve has a polyurethane foam
float which closes the outboard vent line if the
fuel level in the tank rises above the opening
of the valve.
Valve
Float
Connection to
Surge Bay
Figure 28-13. Vent Float Valve

Figure 28-14. Surge Bay NACA Vents
NOTE
Left side shown,
right side similar.
D
A B
T
U
O
FWD
A TA
N
K
V
E
N
K
T
E
E
O
P
U
T
C
LE
LE
T
A
R
NOTE
1 Left side shown,
right side similar.
FWD
2 Access panel
removed for clarity. A
A
Figure 28-15. Surge Bay NACA Vents Figure 28-16. Surge Bay NACA Vents
(Interior) (Exterior)

OPERATION NOTES
Refer to:
•• Figure 28-11. Vent System.
•• Figure 28-14. S
urge Bay NACA
Vents.

•• Figure 28-15. S urge Bay NACA
Vents (Interior).
•• Figure 28-16. S urge Bay NACA
Vents (Exterior).
The surge bay itself is vented through two

NACA vents. The ram air vents keep a slight
positive pressure in the fuel bay during flight.
Pressurization of the surge bay (in-flight)
scavenges fuel from the bay back into the main
tank. The NACA vent standpipes prevent fuel
in the surge bay from spilling overboard.
The refuel vent valves are opened with pressure

fuel during refueling. If the tank overfills
during refuel, the open vent valve dumps fuel
into the surge bay. The refuel vent valve also
releases tank pressure when it is more than 3.0
psi (20.7 kPa) above atmospheric pressure.
A refuel vent valve position switch sends a

ground or open circuit signal to the refuel/defuel
control panel for the DUMP VALVE OPEN
(TANK1 or TANK2) indication and for refuel
solenoid valve control during pressure refueling.

28-21-00 SYSTEM DESCRIPTION

ENGINE FUEL FEED Each engine fuel feed system includes these
components:
GENERAL •• Primary Ejector Pump
Refer to Figure 28-17. Engine Fuel Feed System. •• Engine Feed Lines
•• Inlet Strainer
The engine fuel feed system provides
pressurized fuel from the tanks to the engines. •• Engine Feed Shut-off Valve
•• Auxiliary Pump
Each engine feed system consists of a primary
ejector pump, an AC powered auxiliary pump •• Auxiliary Pump Pressure Switch.
and an emergency fuel shut-off valve.
The left and right engine feed systems operate

independently of each other so that failure of one
system does not cause the loss of the other system.
Engine Feed
Shut-off Valve
Auxiliary Pump
Pressure Switch
Primary
Ejector Pump
Auxiliary Pump
Auxiliary Pump
Pressure Switch
Engine Feed
Inlet Strainer Shut-off Valve
Auxiliary Pump
Figure 28-17. Engine Fuel Feed System

COMPONENT DESCRIPTION Inlet Strainer

Refer to Figure 28-18. Primary Ejector Pump
Primary Ejector Pump and Inlet Strainer.
Refer to Figure 28-18. Primary Ejector Pump
and Inlet Strainer. The inlet strainers help prevent foreign objects
from entering the fuel flow.
There is one primary ejector pump in each

collector bay. There are two inlet strainers; one for each
primary ejector pump. Each inlet strainer is
The function of the primary ejector pump is to installed around the fuel inlet port of its related
make sure that there is positive pressure to the primary ejector pump.
engine-driven pump to prevent the possibility
of pump cavitation.
Engine Feed Outlet
W
A
Check Valve FLO
Motive Fuel Inlet
Fuel Inlet
Inlet Strainer
FWD
A
Figure 28-18. Primary Ejector Pump and Inlet Strainer

TRANSFER SW
DASH 8 Q400

FUEL CONTROL
TRANSFER
FUEL CONTROL
Figure 28-19. Engine Fuel Feed System

Engine Feed Lines physical and electrical position indication. It is

replaced without changing the valve or draining
Refer to Figure 28-19. Engine Fuel Feed System. the fuel tank.
The engine feed lines transfer the fuel from There are two thermal relief valves which open
the primary ejector pumps and/or the auxiliary between 65 and 70 psig to protect the system
pumps to the engines. from over pressurization when the valve is closed.

Engine Feed Shut-Off Valve The engine feed shut-off valve is controlled
and operated by the PULL FUEL/HYD OFF
Refer to Figure 28-20. Engine Feed Shut-Off
handle on the engine fire protection panel.
Valve.
The valve position switches illuminate the green
The valve is installed inside the tank on the
(OPEN) and white (CLOSED) FUEL VALVE
rear spar.
lights on the Fire Protection Panel (FPP).
The battery bus supplies the 28 VDC to the
The red position lever on the drive shaft of the
motor actuator which operates a ball valve in
valve operates the position switches for the
the engine fuel feed line. The electrical motor
green and white lights on the FPP.
is installed on the dry side of the spar on a
spline to the valve. The motor actuator has
A
Valve
NOTE
Component
at WS 123.0
Rear Spar FWD

A
Actuator
Figure 28-20. Engine Feed Shut-Off Valve

Auxiliary Pump
Refer to Figure 28-21. Auxiliary Pump.
The 115 VAC auxiliary pump is installed on the

wing lower skin inside the collector bay of each
main tank, adjacent to the primary ejector pump.
The function of the auxiliary pump is to

transfer fuel and to serve as a backup source
for pressurized engine fuel feed if a primary
ejector pump does not function properly.
The auxiliary pump is a submerged, electrically

operated, centrifugal pump. It is connected in
parallel with the primary ejector pump.
NOTE To 115VAC Power

A
Component is located
at WS.60.90.0
Fuel Outlet
Pump Canister
Pump Pressure Pilot Port To Indicator
Fuel Outlet
Pressure Switch
Pilot Line
Fuel Inlet
Figure 28-21. Auxiliary Pump

Auxiliary Pump Pressure Switch The Auxiliary Pump Pressure Switch sends a
signal to the FUEL CONTROL TRANSFER panel
Refer to: to indicate that auxiliary pump is operating, and
to the FDPS for display on the fuel system page.
•• Figure 28-22. F
uel Control Transfer
Panel.
There are two auxiliary pump pressure switches,
•• Figure 28-23. A
uxiliary Pump one connected to each auxiliary pump. They are
Pressure Switch. on the wing rear spar.

Tank #1 and Tank #2 Auxiliary
Pump Switch Lights
Fuel Transfer Selector Switch
Figure 28-22. Fuel Control Transfer Panel
FWD
A AUXILIARY PUMP
Figure 28-23. Auxiliary Pump Pressure Switch

FUEL
VALVE VALVE
TRANSFER SW
OPEN TO TO OPEN
TANK1 TANK2
3 4 TANK1 TANK2 3 4
2 QTY 5 AUX PUMP AUX PUMP 2 QTY 5
SW SW
1 LBS 6 OFF OFF 1 LBS 6
x1000 x1000
0 7 0 7
TOTAL FUEL
TANK +20ºC 4800 LBS
5 HYD PRESS HYD QTY

FLAP 10
PSI x 100 % x 100
DEG 15 PK
BRK STBY 1 2 3 1 2 3
35 4
Figure 28-24. MFD Fuel Page

Refer to Figure 28-24. MFD Fuel Page. NOTES

The auxiliary pump pressure switches, through
the IFC, will also display pump operation on
the MFD Fuel page, in the form of green round
lights.

COLLECTOR
FUEL TANK
AUXILIARY FUEL
PUMP #1
A3
A2
A
R A1 K
FUEL AUX PUMP #1
P B2 D A
B1 L
5A N
C2
C1 M B
115 VAC LEFT BUS
C
X2
X1
K1
D
A
TANK#1
DASH 8 Q400
AUX PUMP
H2
H3
H1
AUX Pump Pressure Switch
J2
J3
J1
FUEL CONTROL
TANK 1 TANK 2 TANK 1 2
CR13

AUX PUMP TRANSFER AUX PUMP
TO TO 5 F-
TRANS.
TANK TANK 6
CR12
ON ON 5
1 2
4 7 H-
TANK 2
CR14
B TANK#2
AUX PUMP
H2
H3
H1 CR13
6 G-
J2
J3 CR12
J1 8 I-
CR14
ENGINE/FUEL CONTROL PANEL B
AUXILIARY FUEL
PUMP #1
COLLECTOR
U FUEL
TANK
FUEL AUX PUMP #2
T
A3
A2
5A S
A1 G
B3 A
115 VAC RIGHT BUS B2 D A
B1 H B
C3 C
C2
C1 J
AUXILIARY FUEL
J1 X2
PUMP #2
A
44 N-
X1 (F4)
DEFUEL RIGHT ESS
K2
SELECTION REFUEL DEFUEL 28 VDC
5A
REFUEL/DEFUEL PANEL (M3)
BATTERY
BATT REFUEL
5A BUS 28 VDC
(M4)
LEFT ESS
REFUEL DEFUEL 28 VDC
FUEL TRANSFER RELAY PANEL 5A
Figure 28-25. Engine Fuel Feed System Operation

OPERATION OPERATIONAL TEST OF THE

Refer to Figure 28-25. Engine Fuel Feed
ENGINE FEED SHUT-OFF VALVE
System Operation. The following is an abbreviated description of
The Engine Fuel Feed system is supplied by training purposes only. For a more detailed
gravity before engine start, then from the primary description of the practice, refer to the task in
ejector pump during the engine run. The 115 the Bombardier AMM PSM 1-84-2.

VAC Auxiliary (AUX) pump can supplement
the engine fuel supply when selected on. •• Energize the aircraft electrical system
•• Pressurize No.1 hydraulic system
Primary Ejector Pump Operation
•• Lower the flaps to 35 degrees
The primary ejector pump operates with
motive flow fuel from an operating engine •• Remove hydraulic pressure
Fuel Metering Unit (FMU).
•• Pull the two PULL FUEL/HYD OFF
handles on the FPP
The engine high pressure pump maximum
capacity is 5500 pounds per hour at 1200 psi •• On the FPP make sure the white FUEL
(8274 kPa). The engine fuel consumption is VALVES CLOSED lights come ON
between 125 pph to 2875 pph. The excess fuel and the green OPEN lights go OFF
is directed as the Motive Flow fuel to the wing
•• At the wings rear spars check that the
fuel tank ejector pumps.
red indicator levers on the valves, point
to CLOSED
The primary ejector venturi receives high
pressure-low volume fuel: •• Push the PULL FUEL/HYD handles in
to their normal positions
•• The high pressure fuel through the
venturi creates suction and draws in •• Check that green FUEL VALVES
fuel from the tank OPEN lights are ON
•• The ejector pumps out low pressure- •• The white FUEL VALVE CLOSED
high volume fuel through the Engine lights are OFF
Feed SOV directly to the engine. •• The indicator levers on the valves point
to the CLOSED position.
Auxiliary Pump Operation in
Engine Feed Mode
The left fuel AUX tank operates with:
•• A selection of the TANK 1 AUX
PUMP switchlight to the ON position,
providing a ground for relay K1
•• Energizing K1 provides power from Left
115 VAC bus to the auxiliary pump.
The relay K1 at pin X1 is hot at all times from the

three REFUEL circuit breakers (F4, M3 and M4).

28-22-00 APU FUEL FEED

GENERAL
The APU fuel feed system supplies a flow
of fuel from the left (No.1) fuel tank to the
optional APU.
SYSTEM DESCRIPTION
Refer to Figure 28-26. APU Fuel Feed Locator.
The APU fuel feed system includes these

components:
•• APU shut-off valve
•• APU feed line.
APU Shut-Off Valve APU Feed Line
Figure 28-26. APU Fuel Feed Locator

COMPONENT DESCRIPTION The valve itself is an open/close ball type valve

enclosed in a tee-shaped fitting inside the fuel
APU Shut-Off Valve tank.
Refer to Figure 28-27. APU Shut-Off Valve.
CAUTION
The APU shut-off valve gives a positive fuel
APU will shut down if the fire
stop in the supply line to the APU.
test button is pushed when APU

is running.
The APU shut-off valve closes and stops the
fuel flow to the APU under these conditions:
OPERATION
•• The APU PWR switchlight is
selected OFF Refer to:
•• Fire is sensed in the APU/tailcone area •• Figure 49-1 ( 49- 30- 00) AP U Rel ay
Panel in Q400 MSM
•• The APU fire extinguisher switch
(EXTG) on the FPP is selected ON •• Figure 49-2 ( 49- 30- 00) AP U Rel ay
Panel (K5 Energized) in
•• The Weight on Wheels (WOW) switch
Q400 MSM.
is open (aircraft off ground).
Actuator
FWD
Valve
Figure 28-27. APU Shut-Off Valve

OPERATIONAL CHECK OF •• Make sure the APU FUEL VALVE

CLOSED white light on the FPP is ON
THE APU FUEL FEED SHUT-
OFF VALVE •• Release the FIRE TEST switch on the
FPP
•• Make sure the red pointer on the SOV
is in the OPEN position
description of the practice, refer to the task in •• Make sure the APU FUEL VALVE
the Bombardier AMM PSM 1-84-2. OPEN green light is ON
•• Make sure the APU FUEL VALVE
Energize the aircraft electrical system
CLOSED white light is OFF
For Method No.1 do the check as follows: •• Push the PWR switchlight on the APU
control panel
•• Open and tag CB LEFT DC ESSENTIAL
L3 APU FUEL SOV/IND •• Re-install the access panel.
•• Try to start the APU . If the APU fails to
start then the APU FEED SOV is closed
and operates properly
NOTE
The APU may spin up
momentarily, until the residual
fuel in the manifold is consumed,
then shut down. The APU
FADEC may log a fault for
the uncommanded shutdown/
unsuccessful start.
•• Reset the CB.
For Method No.2 do the check as follows:

•• Remove the access panel for the left
center wing dry bay
•• Push the PWR switchlight on the APU
control panel
•• In the left center wing dry bay make
sure the red pointer on the APU fuel
feed SOV is in the open position
•• Make sure the APU fuel valve open
green light on the FPP is on
•• Push and hold the fire test switch on
the FPP
•• Make sure the red pointer on the sov
moves to the closed position



28-23-00 SYSTEM DESCRIPTION

FUEL TRANSFER Refer to Figure 28-28. Fuel Transfer System.
The fuel transfer system includes these

GENERAL components:
The fuel transfer system provides a means to •• Fuel Transfer Shut-Off Valves
transfer fuel from one wing tank to the other.

The primary purpose of the system is to correct •• Level Control Shut-Off Valves
lateral imbalance between the two wing tanks. •• Level Control Solenoids
In case of an in-flight shutdown, it allows the •• Fuel Control Transfer Panel.
crew to use the remaining fuel from both tanks
for sustained single engine operation. The The fuel transfer system is controlled by a
system can empty one fuel tank for maintenance three position TRANSFER switch on the FUEL
without defueling the aircraft. CONTROL TRANSFER panel in the flight
compartment.
NOTE
Only tank to tank transfer is
available: there is no engine
crossfeed capability.
Fuel Transfer
Shut-Off Valve
Level Control
Shut-Off Valve
Fuel Control
(Transfer) Panel
Figure 28-28. Fuel Transfer System

COMPONENT DESCRIPTION The actuator opens and closes the valve and
the valve itself is an open/close ball type valve
Refuel/Defuel and Transfer Shut- enclosed in a T-shaped fitting inside the fuel
tank.
Off Valve
Refer to Figure 28-29. Refuel/Defuel and Level Control Shut-Off Valve
Transfer Shut-Off Valve.
The level control shut-off valve lets fuel flow

The shut-off valves open to allow refueling, during transfer and refuel operations. It also
defueling or fuel transfer. acts as the primary shut-off device for fuel flow
into the tank.
There is one valve in each wing. The valve is
on the tank closure rib at WS 42. There is one level control shut-off valve in
each wing.
The valve consists of two parts:
The valves are hydro-mechanically controlled
•• The valve body by the level control solenoids.
•• The actuator.
Actuator Rib 42
Refuel/Defuel
Transfer Manifold
NOTE
Valve Component at
WS 42.0
A
Refuel/Defuel
Transfer Manifold
Figure 28-29. Refuel/Defuel and Transfer Shut-Off Valve

Level Control Solenoid

Refer to Figure 28-30. Level Control Solenoid.
The level control solenoid controls the opening

and closing of the level control Shut-Off Valve
(SOV).
There is one level control solenoid in each

wing. It is on the rear wing spar.
NOTE
Left component shown,
right component similar.
FWD
Level Control
Solenoid
Pilot Line
Level Control
Shut-off Valve
Figure 28-30. Level Control Solenoid

Fuel Transfer Panel The FUEL CONTROL TRANSFER panel has a

TRANSFER switch and two switchlights. The
Refer to Figure 28-31. Fuel Transfer Schematic. TRANSFER switch is used to set the direction
of fuel transfer (TO TANK 1 or TO TANK 2).
The FUEL CONTROL TRANSFER panel A pressure signal from an operating auxiliary
is in the flight compartment on the engine pump causes the ON switchlight segment to
instrument panel. turn green. Fuel transfer indications are shown
on the FUEL CONTROL TRANSFER panel

and the Fuel Page of the MFD.
Figure 28-31. Fuel Transfer Schematic

TO EIS
415 TANK 1 AUX PUMP
NOTE: 416 XFER L TO R IND
1 HLCU control of K7 relay
117 XFER R TO L IND
2 HLCU control of K8 relay 218 TANK 2 AUX PUMP
3 Refuel/Defuel Panel Door Switch (GND) (28-24-00-1A SH 2)

320
TANK 2 SOV
319
DASH 8 Q400
(C4) TO EIS
FUEL XFER 217
+28 VDC PANEL TANK 1 SOV
216
SEC BUS 1A 21
CR13 +28 VDC FROM THE FQC 31-40 A1 IOM #1

ON
B G G C TO K1 AUX
RIGHT DC CBP
PUMP CONTROL
2 G
H2 B-
A3
H3 B2 B1
GND FROM PUMP ACU A2
H1 A-
PRESS SWITCH K7 CR22 A1
1
J2 F
X2 TANK 2 SOV
J3 G
TO RELAY CR21
J1 7 B VALVE CLOSED CMD
PANEL X1

K6
K2 PIN H- D VALVE OPEN CMD
CR23
K3
K1 13 +28 VDC
(28-24-00)
L2 REFUEL/DEFUEL/TRANSFER
L3 SOV TANK 2
L1
+28 VDC FROM THE FQC
TANK 1 AUX PUMP 3 K
F
TANK 1 3 TANK 1 SOV
11 G
2
1 CR27 A3 U B VALVE CLOSED CMD
15
6 A2
TRANS. 2821-S3 G- D VALVE OPEN CMD
6 A1 V
4 CR29
5 5 F- X2
TANK 2
CR28 X1 REFUEL/DEFUEL/TRANSFER
B2 B1 K5 SOV TANK 1
K8
2
+28 VDC
ON
B G G C
GND FROM PUMP ACU 4 G M- 3 HLCU BATTERY
PRESS SWITCH
H2 TANK 2 LEVEL 5 1
H3 CR6 B3
H1 B2 TANK 1 LEVEL 17 2
B1
J2 CR7
J3 X2 HIGH LEVEL
J1 8 TO RELAY CONTROL UNIT
S - TO FQC
PANEL
X1 H - TO R/D PANEL LAMP POWER
K2 PIN I- K10
CR16
K3
K1 9 TO K2 AUX +28 VDC
PUMP CONTROL
L2
L3
L1
FUEL TRANSFER RELAY PANEL
B
TANK 2 AUX PUMP
+28 VDC
ENGINE/FUEL CONTROL PANEL

(CENTER CONSOLE - FWD)
Figure 28-32. Fuel Transfer Operation (Sheet 1 of 3)

OPERATION The relay K2 receives 28 VDC from the left

essential bus and a ground signal from the
Refer to: TRANSFER switch through diode CR16. The
closed relay sends three phases AC from the
•• Figure 28-32. F
uel Transfer Operation right AC bus to the No.2 Aux Pump which
(Sheet 1 of 3). causes the Aux Pump to operate.
•• Figure 28-33. F
uel Transfer Operation
(Sheet 2 of 3). The rise in Aux Pump output fuel pressure

closes the auxiliary pump pressure switch.
•• Figure 28-34. L
evel Control Valve The closed auxiliary pump pressure switch
Operation. supplies a ground signal to the IOM No.1 and
•• Figure 28-35. F
uel Transfer Operation the Advisory Control Unit (ACU) (Refer to
(Sheet 3 of 3). 28-21-00 Engine Fuel Feed).
Fuel transfer in the aircraft is controlled through The ground signal to the IOM No.1 causes:
the FUEL TRANSFER panel and the High Level
•• The green TANK 2 AUX PUMP indicator
Control Unit (HLCU). The fuel transfer system
on the ESID fuel page to illuminate
shares some of its components with the refuel/
defuel system. The fuel is transferred by an •• The No.2 ENG FUEL PRESS caution
Auxiliary (AUX) pump in the donor tank. (The light to extinguish.
operation of fuel transfer to tank 1 is described;
the operation of fuel transfer to tank 2 is similar). The ground signal to the ACU causes:
The selection of the TRANSFER switch to the •• The right Aux Pump ON light on the
TO TANK 1 position on the FUEL CONTROL FUEL TRANSFER panel to illuminate.
panel provides ground signals from the
TRANSFER switch to close the relays in the
Fuel Transfer relay panel that follow:
•• K2 (which energizes No.2 Aux pump),
shown on Sheet 3
•• K3 (which causes the Level Control
solenoid to open)
•• K5 (which opens the No.1 Refuel/
Defuel/Transfer Shut-Off Valve), shown
on Sheet 1
•• K6 (which opens the No.2 Refuel/
Defuel/Transfer Shut-Off Valve),
shown on Sheet 1
•• K7, (which energizes the level control
solenoid valve, from HLCU, shown on
Sheet 2
•• K8 (which energizes No.2 Aux pump),
shown on Sheet 2
•• K10 (which energizes HLCU), shown
on Sheet 1.

A
A 64 HI TANK 2
14 18 FUELING ON
B 63 LO TANK 2
CAUTION AND
DASH 8 Q400
NO-FLOW WARNING PANEL
PRESSURE SWITCH
DS1
1 2
+28 VDC PWR 62 W
B HI TANK 2 66 HI TANK 2 PANEL FLOOD
LO TANK 2 76 LO TANK 2 +28 VDC RTN 61 LIGHT
CR3
R B2 CR23
B1
VENT VALVE +28 V CR2
CBP P A2 CR21 TO RELAY
POSITION SWITCH A1 K6-X2
CR22
CR1
2X T X1
1X
K7 A2 CR25
A1
78 PANEL DOOR K- X2
S1 TANK 1 LEVEL W A LO REFUEL
"OPEN" SW.
B HI SOV

X E
PANEL DOOR SWITCH
X1 LEVEL CONTROL SOV
SOLENOID VALVE 1
K3
D OPEN CMD D 40 G- X2
CLOSE CMD B 15 CR8 CR27
COMMON C 77 D-
OPEN POS SW F 16 CR9 CR29 TO RELAY
CLOSED POS SW G 41 K5-X2
B2 CR28
B1
A2
REFUEL/DEFUEL SOV A1
X1
A2 A1 CR26
Z A LO REFUEL
K8 B HI SOV
REPEATER IND PWR 9 51 REPEATER IND PWR Y E
J- X2
COMMON 24 52 COMMON TANK 2 LEVEL
LEVEL CONTROL SOV

FUEL QUANTITY COMPUTER X1 SOLENOID VALVE 2
TANK 1 PUMP ON/OFF 12
TANK 2 PUMP ON/OFF 13 CR10 K4
(VENT VALVES) F- X2
CR11 TO K9 - B2
B HI TANK 1 65 HI TANK 1 E-
TO K6 - A2
LO TANK 1 67 LO TANK 1
RDP POWER 27 (J) CR5 TO K9 - A2

VENT VALVE RDP DOOR SWITCH 7 (K) TO K9 - X2 TO K5 - A2
POSITION SWITCH P 55 R +28 VDC ESS BATT
R 49 L +28 VDC ESS BATT
F TO K9 - C2
TO K10 - B3 S 41 SW BATTERY
FUEL TRANSFER RELAY PANEL 52 TANK1 FUEL S.O. COM.
A 42 TANK2 FUEL S.O. COM.
A 23 HI TANK 1 TANK 1 SHUT-OFF 68 58
B 46 LO TANK 1 TANK 2 SHUT-OFF 55 33
RDP DOOR STATUS 38 46
23 BATT COMM
NO-FLOW
PRESSURE SWITCH REFUEL/DEFUEL PANEL
(RIGHT ENGINE NACELLE) FUEL QUANTITY COMPUTER

The relay K3 receives 28 VDC from the FQC The closed relays K6 and K5 send 28 VDC
and a ground signal from the TRANSFER (valve open) signals from the Fuel Quantity
switch which energizes the relay closed. The Computer (FQC) to the two Refuel/Defuel/
closed relay sends 28 VDC from the FQC to the Transfer SOV pins “D” which energize open
tank 2 Level Control solenoid which causes the the SOV and allows the fuel to transfer.
solenoid to energize open. The open solenoid
allows the Level Control valve back pressure Relay K10 receives 28 VDC from the left
to be bled out which allows the Aux pump essential bus and a ground signal from the

pressure to open the Level Control valve and TRANSFER switch. The closed K10 relay
transfer the fuel. provides 28 VDC from the left essential bus
to energize the HLCU at pin 3. The not-full
The closed relay K7 supplies the ground signal signal from the HLCU supplies ground signals
from the TRANSFER switch to energize the to close the relays K7 and K8. (Refer to 28-24-
relay K6 closed. The relay K5 receives 28 VDC 00 Refuel/Defuel).
from the left essential bus and a ground signal
from the TRANSFER switch to energize the
relay K5 closed.
LEGEND
System Pressure
Pilot Valve Bleed
CLOSED OPEN
Figure 28-34. Level Control Valve Operation

BEHIND WARDROBE
COLLECTOR
FUEL
TANK
A3
P/J22 A2 J/P22 9811-
R A1 K P/J516
FUEL AUX PUMP #1 B3 A
P B2 D A
B1 L B B
5A N C3 C
P/J21 CR13 C2
GND FROM F-
FROM P/J100-5 C1 M
115 VAC LEFT BUS 2800-S1, ENG/ CR12 AUXILIARY FUEL
FUEL CONT. PNL. H-
PUMP #1 A
FROM P/J100-7 X2
(28-23-00) CR14
N
DASH 8 Q400
'DEFUEL' FROM X1
REFUEL/DEFUEL PNL, K1
P/J1-44 (28-24-00)
+28 VDC (SEE 28-24-00, SHT. 1)
COLLECTOR
P/J22
FUEL
U TANK
D
FUEL AUX PUMP #2
T
A3
S A2 9811-
5A
A1 G P/J615
B3 A
115 VAC RIGHT BUS CR24 B2 D A
B1 H B
P/J21 CR16 C3 C
GND FROM

115 VAC VARIABLE FROM P/J100-6 G- C2
2800-S2, ENG/ CR15 C1 J
FREQUENCY CBP FUEL CONT. PNL. AUXILIARY FUEL
24-51-00 FROM P/J100-8 I-
(28-23-00) PUMP #2 A
X2
X1
K2
+28 VDC (SEE 28-24-00, SHT. 1)

AV. RACK
FUEL TRANSFER RELAY PANEL 3140-

LEFT WING P/J1A-A1
215 TANK #1 AUX PUMP
B NORM PRESS
J/P10
C 31-40 A1 IOM #1
B 31-41-00
AV. RACK
CENTER CONSOLE 3140-

RH CIRCUIT
FWD P/J1A-A2
BREAKER
CONSOLE
2821-S1 NORM PRESS
TANK 1 PUMP P/J100 D
PRESSURE SWITCH 3313- 3313- + 28 VDC 31-40 A2 IOM #2
21 G G 31-41-00
P/J1 J/P2 (SEE 28-23-00)
123 GND 123 2 AV. RACK
124 GND 124 4
3140-
G G
RIGHT WING ACU P/J1C-A1
31-51-00 321 TANK #2 AUX PUMP
2821-S2
NORM PRESS
B
J/P11 ENGINE/FUEL
C CONTROL PANEL 31-40 A1 IOM #1
31-41-00
B AV. RACK
3140-
P/J1C-A2
NORM PRESS
TANK 2 PUMP
PRESSURE SWITCH 31-40 A2 IOM #2
31-41-00

The fuel transfer will continue until the •• The solid green circle for No.2 Aux
TRANSFER switch is set to the center position Pump on the MFD FUEL PAGE comes
or the High Level Control Unit in the receiver ON
tank senses a full condition.
•• The fuel quantity increases in tank No.1
If the tank becomes full, the high level sensor •• The fuel quantity decreases in tank No.2
removes the ground signal from the relays K7.
•• Transfer approximately 200 lbs of fuel
This de-energizes the Fuel Solenoid Valve

from tank No.2 to tank No.1
which causes the receiving tank Level Control
Valve to close and stop the flow. •• Select the TRANSFER switch on the
FUEL CONTROL panel to the OFF
When K7 de-energizes this also removes position.
the ground from another relay K6, this relay
controls the Refuel/Defuel/Transfer SOV. So Check as follows:
the Refuel/Defuel/Transfer SOV closes, as well
as the Level Control Solenoid Valve, when the •• The fuel transfer valves positions on
HLCU senses high level in that tank. the FUEL page change from OPEN to
CLOSED
OPERATIONAL CHECK OF •• The TANK 2 AUX PUMP switchlight
THE FUEL TRANSFER SYSTEM goes blank
•• The solid green circle for No.2 Aux
pump on the MFD changes to a white
circle outline
description of the practice, refer to the task in •• The fuel transfer stops.
REPEAT THE ABOVE STEPS FOR
Obey all the fuel system safety precautions TRANSFER FROM TANK No.1 TO TANK
No.2
Energize the aircraft DC and AC electrical
systems On completion make sure the fuel is evenly
distributed between the tanks.
Make sure there is 500 to 1000lbs of fuel in
each tank
De-energize the aircraft electrical systems.
Do the operational check as follows:
•• Select the MFD to the FUEL page
•• Select the TRANSFER switch on the
FUEL CONTROL panel to the TO
TANK 1 position.
Check as follows:
•• The fuel transfer valves indications on
the FUEL page change from CLOSED
to OPEN
•• The green ON indication comes on in
the TANK 2 AUX PUMP switchlight

Refuel Vent/Dump Valve

and High Level Sensor
Gravity Refuel/Defuel
Refill Cap Panel
Level Control Auxiliary

Shut-off Valve Pump
Level Control
Shut-off Valve
Fuel Transfer
Shut-off Valve
Gravity
Fuel Control Refill Cap
(Transfer) Panel
Refuel/Defuel/
Transfer Manifold
Fuel Quantity
Computer
Refuel Vent/Dump Valve
and High Level Sensor
EIS
Displays
Figure 28-36. Refuel/Defuel System

28-24-00 NOTES
REFUEL/DEFUEL
GENERAL
The refuel/defuel system is used for pressure

refueling or defueling through a single point
adapter. Gravity refuel of an individual tank is
also possible.
SYSTEM DESCRIPTION
Refer to Figure 28-36. Refuel/Defuel System.
The aircraft is refueled or defueled through

the single point pressure refueling/defueling
adapter in the aft portion of the right engine
nacelle.
Both automatic and manual refueling/defueling

modes are available. Selected and actual fuel
tank quantities are displayed on the refuel/
defuel control panel in the right engine nacelle.
The FQC controls the logic of the automatic

refueling and defueling process.
Defueling can be done by external suction

pressure, or by use of the auxiliary pumps in
each collector bay.
The refuel/defuel system has these components:
•• Refuel/Defuel Control Panel

•• Refuel/Defuel Indicator
•• Refuel/Defuel Shut-Off Valve
•• Refuel/Defuel Shut-Off Valve Actuator
•• Refuel/Defuel Adapter
•• No-Flow Pressure Switch
•• Refuel Vent Valve
•• High Level Sensor
•• FQC.

IND
B
FWD
Figure 28-37. Refuel/Defuel Control Panel


Refuel/Defuel Control Panel
Refer to Figure 28-37. Refuel/Defuel Control
Panel.
The purpose of the refuel/defuel control panel

is control pressure refueling and defueling
operations.
Refuel/Defuel Indicator
Refer to Figure 28-37. Refuel/Defuel Control
Panel.
The Refuel/Defuel Indicator (RDI) is on the

refuel/defuel control panel.
The Refuel/Defuel indicator shows the quantity

of fuel:
•• In each wing
•• Selected in the automatic mode for
refueling
•• Selected for each individual wing in the
manual mode for refueling

Figure 28-38. Refuel/Defuel Shut-Off Valve

Refuel/Defuel Shut-Off Valve NOTES

Refer to Figure 28-38. Refuel/Defuel Shut-Off
Valve.
The refuel/defuel shut-off valve is installed in

the fuel inlet manifold. The valve is on the right
side aft wing spar. The motor actuator can be

replaced without changing the SOV or draining
the fuel tank. A thermal relief valve is installed
in the SOV to prevent excessive pressure in the
fuel lines.
The essential battery bus supplies the 28 VDC

to the motor actuator which operates the valve.
The valve opens when the aircraft is refueled or

defueled and is controlled by the five position
rotary selector switch on the refuel/defuel panel.
When the selector switch is in the OFF position,

the valve is closed.
The valve is open when the selector switch is

in any of the other four positions.
NOTE
The valve will close when the
refuel/defuel panel access door is
closed, regardless of the position
of the rotary selector switch.

Refuel/Defuel Adapter
Refer to Figure 28-39. Refuel/Defuel Adapter.
The refuel/defuel adapter gives single point

pressure refuel/defuel access for the aircraft.
The adapter has a metal body that has a spring-

loaded poppet valve which closes after the fuel

nozzle is removed. A circular cap protects the
poppet valve from damage and contamination.
FWD
CK
LO
TO
S
ES
PR TO OCK
L
UN
Figure 28-39. Refuel/Defuel Adapter

No-Flow Pressure Switch

Refer to Figure 28-40. No-Flow Pressure Switch.
The no-flow pressure switch sends a signal to

the refuel/defuel control panel to indicate that
the refueling process has stopped.

There are two no-flow pressure switches in the
refuel/defuel system. The switches are installed
downstream of each level control SOV.
FWD
Figure 28-40. No-Flow Pressure Switch

Refuel Vent Valves A microswitch on the valve senses the valve

position and sends the information to the refuel/
Refer to Figure 28-41. Refuel Vent Valves. defuel control panel.
There is a refuel vent (dump) valve installed in The DUMP VALVE OPEN (TANK 1 or TANK
each wing tank on the closure rib at WS 407. 2) indicator light on the refuel/defuel control
The valve is kept open by refueling pressure. panel comes on when the related refuel vent/
dump valve opens.
If the tank overfills due to a malfunction of

the pressure refueling shut-off system, the If the valve does not open during refueling,
open valve dumps fuel into the surge bay. If the refuel/defuel control panel will stop the
the surge bay fills up, fuel will spill overboard pressure refueling by sending a signal to the
through the NACA vents. level control solenoid to close the level control
shut-off valve.
The refuel vent/dump valve also releases pressure
from the tank if it is more than 3.0 ±0.25 psi
(20.7 ±1.72 kPa) above atmospheric pressure.
Figure 28-41. Refuel Vent Valves

High Level Sensor A high level sensor is attached to each refuel

vent (dump) valve at the outboard end of each
Refer to Figure 28-42. High Level Sensor. wing tank. It is a dual thermistor bead type.
One bead gives a reference temperature while
The high level sensor signals the HLCU to stop
the other senses the fuel level.
the refuel or fuel transfer operation when the tank
has reached its maximum allowable capacity.

A
A REFUEL VENT VALVE
Figure 28-42. High Level Sensor

NOTE
Left side shown,
Right side similar.
Figure 28-43. Fuel Quantity Probes

Fuel Quantity Probes NOTES

Refer to Figure 28-43. Fuel Quantity Probes.
The fuel quantity probes sense the fuel level

in the tanks and transmit the information to
the FQC.

There are 18 fuel quantity probes, nine in each
wing. The probes contain two concentric metal
cylinders, a terminal block, and two mounting
brackets. The cylinders form the capacitor
elements (plates); the inner plate is the high-
impedance element and the outer plate is the
low-impedance element.
Changes in fuel levels around each probe cause

corresponding changes in the effective capacitance
of each probe, a change in capacitance shows as a
change in fuel quantity on the MFD. The probes
are monitored by the FQC.

3120 lb
3180 lb
6300 lb
2 T/U L2
FAULTS Open
Active
FQC CLEAR?
ARINC WR “hold in
RE
RESET”
CLEARING
Please CLEARED
Wait
Figure 28-44. Fuel System Fault Codes

CONTROLS AND INDICATIONS NOTES

Refer to Figure 28-44. Fuel System Fault Codes.
The RDI on the refuel/defuel panel records

fault information from the FQC. The TEST /
RESET toggle switch on the RDI shows and
clears fault codes.

3120 lb
3180 lb
6300 lb
3120 lb
3280 lb
10000 lb
4430 lb 4600 lb
4500 lb 4650 lb
10000 lb ABORT
5000 lb
5000 lb
10000 lb
Figure 28-45. Preselect Refueling (1 of 2)

OPERATION NOTES
Refer to Figure 28-45. Preselect Refueling
(1 of 2).
The INCR/DECR toggle switch on the RDI

sets the desired amount of fuel for an automatic
refueling or defueling operation.

When the INCR/DECR switch is toggled to the
INCR or DECR position, the current PRESEL
display value on the RDI will increase or
decrease by 10 lbs (or 10 kg).
After this has been repeated 10 times, the

PRESEL display value will increase or decrease
by 100 lbs (or 100 kg).
The PRESEL display value will never fall

below zero or exceed 5800 kg (13780 lbs).
Four seconds after the INCR/DECR switch is

returned to the center position, the refueling or
defueling process will start. If the INCR/DECR
switch is moved out of the center position, the
refueling or defueling process will stop and
will be restored after four seconds.

INITIAL CONFIGURATION PRE-CHECK TEST (No. 1 TANK) DURING REFUELING
PANEL SET TO INITIATE REFUELING TANKS FULL
REFUELING IN PROGRESS REFUELING COMPLETE
Figure 28-46. Preselect Refueling (2 of 2)

Refer to Figure 28-46. Preselect Refueling NOTES

(2 of 2).
In the automatic PRESELECT refueling mode,

the desired fuel quantity is selected using the
INCR/DECR switch on the RDI.
The PRESEL segment of the RDI displays the

current total quantity of both tanks before the
desired quantity is selected. When the desired
quantity has been set, the refueling process
starts four seconds after the INCR/DECR
switch is returned to the center position.
The preselected total fuel quantity is distributed

equally between the two tanks. If the tank
quantities reach an imbalance of 600 lbs (273
kg), the PRESEL segment will flash the word
BALANCE.
Refueling to the heavy tank is stopped until the

imbalance is less than 350 lbs (227 kg).
During pressure refueling (automatic or

manual), the REFUEL SHUTOFF (TANK 1
and TANK 2) advisory lights will extinguish to
confirm that the tanks are being refuelled (refer
to No-Flow Pressure Switch).

LEGEND
POWER
GROUND
POWER AFTER PRE-SELECT
REFUEL / DEFUEL
PANEL
CR17
MOV 1 CONT -22 M
+28 V DC MOV 2 CONT -24 L CR18
TO RELAY K5-X1
DASH 8 Q400
CR20
MOV CLOSED
CR19
TO RELAY K6-X1
TO K8-B2 (SHT. 2)
A2
A1
TO CATHODE OF B3
CR10 (SHT. 2) B2 M- TO HLCU
B1
CR 6 X1
F-
FUEL XFER SW. X2
G- K10
CR 7

TO CATHODE OF
(F4) CR8 (SHT. 2)
RIGHT ESS REFUEL DEFUEL TO K7-B2 (SHT. 2)
28 V DC 5A
(M3)
BATTERY BATT REFUEL
BUS 28 V DC 5A
P- CR2 REFUEL/DEFUEL PANEL

RIGHT DC CBP J 27 RDP POWER
CR3 H 50 LAMP POWER

R-
28 V DC (M4)
LEFT ESS REFUEL DEFUEL
CR1
5A T-
C2 S
C1
LEFT DC CBP N-
B3 SEE FUEL
Q- B2 P QUANTITY COMPUTER
B1
K6-A2 SHT. 2
A3
S-
A2 R
A1
48 K5-A2
G
X1
7 K X2
CR27 K9
CR5
TO K5-X2
78 CR23 REFUEL BATTERY
TO K6-X2 POWER
REFUEL DOOR
REFUEL DEFUEL PANEL SWITCH FUEL TRANSFER RELAY PANEL
Figure 28-47. Refuel/Defuel Operation (Sheet 1 of 2)

Refer to: The closed relay K9 supplies 28 VDC to:

•• Figure 28-47. R
efuel/Defuel Operation •• Through pin “R” to the FQC pin 49 (see
(Sheet 1 of 2). Sheet 2).
•• Figure 28-48. R
efuel/Defuel Operation •• Through pin “P” to the FQC pin 55 (see
(Sheet 2 of 2). Sheet 2).
•• Relay K5-A2 which supplies power to
•• Figure 28-49. R
efuel/Defuel System

energize open the Tank 1 R/D/T SOV
Schematic.
(see 28-23-00 Figure 5).
Refuel/Defuel Operations •• Relay K6-A2 which supplies power to
energize open the Tank 2 R/D/T SOV
The automatic and manual refuel/defuel (see 28-23-00 Figure 6).
operations are through the fuel adapter in the
aft right nacelle. The FQC controls the preset Contact C2 supplies 28 VDC power:
Refuel and Defuel processes. The HLCU
monitors the high level sensors and will stop •• Through pin “H” to the RDP pin 50 to
the refuel operation when the wing fuel tank supply power to the five indicator lights
level is high. (see Sheet 1).
•• The RDP on pin 27 and the (open door)
Defueling of the wing tanks is completed with ground on pin 62 to energize the Refuel/
external suction and/or the auxiliary pump Defuel SOV closed. The closed Refuel/
operating in each collector bay. Defuel SOV sends a (valve closed)
ground signal to the RDP pin 41 which
(The Refuel/Defuel/Transfer Motorized Shut- causes the MASTER VALVE CLOSED
Off Valve (R/D/T SOV) can be indicated as light to come on.
MOV in the schematic drawings).
•• Through pin “S” to the FQC pins 41,
42, and 52 (see Sheet 2).
Automatic Refuel
•• To relay K10-B3 this supplies power to
(Refer to AMM TASK 12-10-28-650-801
the HLCU (see Sheet 1).
Pressure Refueling).
The fuel nozzle is connected to the RDP adapter
The RDP pin 27 is powered at all times from
and pressurized fuel (20 psi min. to 50 psi max.)
the three REFUEL circuit breakers.
is supplied to the RDP Refuel/Defuel SOV.
When the RDP door is opened, the RDP door
switch supplies a ground signal to:
•• The RDP flood light from the RDP pin
61 which causes the light to illuminate
(see Sheet 2).
•• The CAWP connector 3312 P5 pin 18
from the RDP pin 14 which causes the
FUELING ON light to illuminate (see
Sheet 2).
•• To the RDP pin 7 to the fuel transfer
relay panel pin “K” energizes the relay
K9 closed (see Sheet 1).

LEGEND
POWER
GROUND
POWER AFTER PRE-SELECT
GROUND AFTER 4 SECONDS
DASH 8 Q400
A
A 64 HI TANK 2
14 18 FUELING ON
B 63 LO TANK 2
CAUTION AND
NO-FLOW WARNING PANEL
PRESSURE SWITCH
DS1
1 2
+28 VDC PWR 62 W
B HI TANK 2 66 HI TANK 2 PANEL FLOOD
+28 VDC RTN 61 LIGHT
CR3
R B2 CR23
B1
VENT VALVE +28 V CR2
CBP P A2 CR21 TO RELAY
POSITION SWITCH A1 K6-X2
CR22
CR1

2X T X1
1X
K7 A2 CR25
A1
78 PANEL DOOR K- X2
S1 TANK 1 LEVEL W A LO REFUEL
"OPEN" SW.
X B HI SOV
E
PANEL DOOR SWITCH
X1 LEVEL CONTROL
SOLENOID
K3
D OPEN CMD D 40 G- X2
CLOSE CMD B 15 CR8 CR27
COMMON C 77 D-
OPEN POS SW F 16 CR9 CR29 TO RELAY
CLOSED POS SW G 41 K5-X2
B2 CR28
B1
A2
REFUEL/DEFUEL SOV A1
X1 A2 A1 CR26
Z A LO REFUEL
K8 B HI SOV
REPEATER IND PWR 9 51 REPEATER IND PWR Y E
J- X2
COMMON 24 52 COMMON TANK 2 LEVEL
LEVEL CONTROL
FUEL QUANTITY COMPUTER X1
SOLENOID
TANK 1 PUMP ON/OFF 12
TANK 2 PUMP ON/OFF 13 CR10 K4
(VENT VALVES) F- X2
CR11 TO K9 - B2
B HI TANK 1 65 HI TANK 1 E-
TO K6 - A2
RDP POWER 27 (J) CR5 TO K9 - A2

VENT VALVE RDP DOOR SWITCH 7 (K) TO K9 - X2 TO K5 - A2
POSITION SWITCH P 55 R +28 VDC ESS BATT
R 49 L +28 VDC ESS BATT
F TO K9 - C2
TO K10 - B3 S 41 SW BATTERY
FUEL TRANSFER RELAY PANEL 52 TANK1 FUEL S.O. COM.
A 42 TANK2 FUEL S.O. COM.
A 23 HI TANK 1 TANK 1 SHUT-OFF 68 58
B 46 LO TANK 1 TANK 2 SHUT-OFF 55 33
RDP DOOR STATUS 38 46
23 BATT COMM
NO-FLOW
PRESSURE SWITCH REFUEL/DEFUEL PANEL
(RIGHT ENGINE NACELLE) FUEL QUANTITY COMPUTER
Figure 28-48. Refuel/Defuel Operation (Sheet 2 of 2)

The fuel selector is set to the PRESELECT •• The tank 1 and 2 High Level Sensor
REFUEL position. This action causes: (not full) ground signals keep the relays
K7 and K8 energize closed.
•• The FQC pin 46 to receive an RDI
enable signal (RDP Door Status) from •• The closed relays K7 and K3 energize
the RDP pin 38. the tank 1 Refuel Solenoid Valve open.
•• The FQC sends an indication power to •• The closed relays K8 and K4 energize
the FQC pin 9 to the RDP pin 51 and an the tank 2 Refuel Solenoid Valve open.

indication common to the FQC pin 24 •• The two open refuel solenoid valves
to the RDP pin 52. These signals cause allow the back-pressure fuel to be bled
the Refuel/Defuel Indicator (RDI) to off from the two level control SOV
come on. which open the two level control SOV
and allow the fuel to enter the fuel
The INCR/DECR switch is held to the INCR tanks.
position to select the fuel load.
•• The no-flow pressure switches sense
•• This sends a load request signal to the 2 psi and open, causing the REFUEL
FQC which calculates the fuel load to SHUT-OFF lights to extinguish.
the two fuel tanks
When the FQC senses the pre-selected level,
•• Four seconds after the INCR/DECR
the FQC stops the refuel operation to each tank.
switch is released, the FQC sends a 28
The FQC removes the 28 VDC (valve open)
VDC (valve open) signals to the RDP
signals to the RDP pins 55 and 68.
pins 55 and 68.
•• The RDP sends the 28 VDC (valve •• The RDP removes the ground signals
open) signals from pins 22 and 24 to from pins 12 and 13 to the fuel
the fuel transfer relay panel pins “L” transfer relay panel pins “D-” and “E-”
and “M” which causes the relays K5 which causes the relays K3 and K4 to
and K6 to energize closed to energize de-energize open.
the two R/D/T SOV open. •• The open relays K3 and K4 remove
•• The RDP also sends a 28 VDC (valve 28 VDC from pin “X” and “Y” which
open) signal from pin 40 directly to the causes the Tank 1 and 2 refuel solenoid
Refuel/Defuel SOV which causes the valves to de-energize closed which
valve to open and allows pressurized causes the level control valves to close
fuel into the fuel manifold. The open and stop the fuel flow.
Refuel/Defuel SOV removes the ground •• The RDP also removes the ground
signal from the RDP pin 41 which (valve close) signals from pins 22 and
causes the MASTER VALVE CLOSED 24 to the fuel transfer relay panel pins
light to extinguish. “L” and “M” which causes the relays
•• The pressurized fuel opens the two vent K5 and K6 to de-energize open to
valves (one in each tank) which send two energize the two R/D/T SOV closed
ground signals to the RDP pins 65 and 66 and stop the fuel flow.
and causes the DUMP VALVE OPEN 1 •• The decrease in fuel pressure causes
and 2 lights to illuminate. the no-flow pressure switches to close
•• The two (vent valve open) ground which supplies ground signals to the
signals from the RDP pins 12 and 13 to RDP pins 23 and 64 and cause the
the fuel transfer relay panel pins “D-” REFUEL SHUT-OFF TANK 1 and 2
and “E-” energize the relays K3 and K4 indicator lights to illuminate.
closed.

Figure 28-49. Refuel/Defuel System Schematic

The DUMP VALVE OPEN TANK 1 and 2 •• The open relay K3 removes 28 VDC from
lights stay on due to the pressure in the fuel pin “X” to de-energize closed the Tank
manifold. 1 refuel shut-off solenoid valve which
closes the level control valve to close and
If the FQC does not automatically stop the stops the fuel flow.
refueling and the tanks become full, the high
level sensors remove the ground signals from When the TANK 2 switch is set to the CLOSE
the relays K7 and K8. This de-energizes the Fuel position, the RDP removes the ground signal

Solenoid Valves which causes the two Level from pin 13 to the fuel transfer relay panel pin
Control Valves to close and stop the fuel flow. “E-” which causes the relay K4 to de-energize
open.
Precheck Test •• The open relay K4 removes 28 VDC from
During the refuel operation the TANK 1 switch pin “Y” to de-energize closed the Tank
is set to the PRECHECK position. This action 2 refuel shut-off solenoid valve which
tests the automatic shutoff operation of the closes the level control valve to close and
HLCU. stops the fuel flow.
•• The PRECHECK (open circuit) signal The High Level Sensor senses the fuel is high
from RDP pin 32 is sensed by the in the left fuel tank; the sensor removes the
HLCU on pin 4. ground signal from the relay K3.
•• The HLCU removes the ground signal •• The open relay K3 removes 28 VDC from
to the fuel transfer relay panel pin “K-” pin “X” to de-energize closed the Tank
which causes the relay K7 to de-energize 1 refuel shut-off solenoid valve which
open. The open relay K7 de-energizes closes the level control valve to close and
the level control solenoid valve open stops the fuel flow.
which causes the level control valve to
close and stop the fuel flow. This action is similar on the right fuel tank.
When the switch is released to the OPEN Automatic Defuel

position, the relay K7 re-energizes closed and
opens the level control solenoid valve which (Refer to AMM TASK 12-10-28-650-802).
opens the level control valve and restarts the
fuel flow. The FQC stops the defueling when the pre-
selected fuel level is reached. The fuel tank
auxiliary pump operation must be stopped
Manual Refuel when the fuel quantity nears 50 lbs to prevent
The manual mode of refuel uses the same relays damage to the pumps. To stop the auxiliary
and valves as the automatic mode but with no pumps during defuel, pull the FUEL AUX
control from the FQC. The TANK 1 and TANK PUMP No.1 and FUEL AUX PUMP No.2
2 switches and the High Level Sensors are used circuit breakers.
to control the fuel flow in manual mode.
The automatic Defuel mode uses similar
When the TANK 1 switch is set to the CLOSE operations to automatic refuel mode with the
position the RDP removes the ground signal from exceptions that follow:
pin 12 to the fuel transfer relay panel pin “D-”.
•• RDP indicator lights indications
•• The open circuit signal from pin “D-”
•• Automatic auxiliary pump operation
causes the relay K3 to de-energize.
with 115 VAC power available.
•• Fuel nozzle suction is applied (Max. 10
in-Hg (254 mm Hg).

The fuel selector is set to the PRESELECT When the FQC senses the selected fuel quantity
DEFUEL position. This action causes: it removes the 28 VDC (open) signal to the
RDP pins 55 and 68. (Refer to 28-23-00 Fuel
•• The RDI to illuminate. Transfer Operation).
•• The RDP sends a ground signal out
•• The RDP removes the ground signal
from pin 44 to the refuel transfer relay
from pins 22 and 24 to the fuel
panel P/J21 pin “N” which causes the
transfer relay panel pins “L” and “M”
relays K1 and K2 to energize closed.
which causes the relays K5 and K6 to

The closed relays supply 115 VAC
de-energize open. The open relays send
power to the two fuel tank auxiliary
28 VDC to pins “B-” and “U” which
pumps.
causes the Tank 1 and 2 R/D/T valves to
energize closed and stop the fuel flow.
The INCR/DECR switch on the RDI is held to
the DECR position to select the fuel load.
•• The FQC receives the load request
signal and calculates the fuel load to
the two fuel tanks.
•• Four seconds after the INCR/DECR
switch is released, the FQC sends 28
VDC (valve open) signals to the RDP
pins 55 and 68 which energize relays
K5 and K6 closed. The relays K5 and
K6 energize the two R/D/T SOV open.
•• The RDP also sends 28 VDC (valve
open) signals from the pin 40 to the
two Refuel/Defuel SOV which cause
the valves to open. The open Refuel/
Defuel SOV removes the ground signal
from the RDP pin 41 which causes the
MASTER VALVE CLOSED light to
go out. The open Refuel/Defuel SOV
allows defueling.
The two refuel vent valves stay closed (due to no
fuel pressure) which:
•• Removes the ground signals from the
RDP pin 65 and 66 which causes the two
DUMP VALVE OPEN lights to stay off.
•• The open circuit signals from the RDP
pins 12 and 13 to the fuel transfer relay
panel pins “D-” and “E-” de-energize
the relays K3 and K4 open which causes
the two refuel shut-off solenoid valves
to stay closed and keeps the two Level
Control SOV closed.



DASH 8 Q400
RIGHT WING
FUEL PROBES (9) REFUEL/DEFUEL
PANEL

LOW LEVEL
FLOAT
TEMPERATURE
SENSOR
LEFT WING
FUEL PROBES (9)
CAUTION AND
WARNING PANEL
LOW LEVEL
FLOAT
FUEL QUANTITY
COMPUTER
EIS
DISPLAYS
Figure 28-50. Fuel Indicating System

28-40-00 INDICATING NOTES
GENERAL
The fuel indicating system supplies information
on fuel quantity, low level detection and
fuel temperature for display in the flight

compartment. Fuel quantity is also shown on
the refuel/defuel control panel.
SYSTEM DESCRIPTION
Refer to Figure 28-50. Fuel Indicating System.
The fuel indicating system provides an accurate

measure of the fuel quantity in the wing tanks.
Nine DC capacitance type fuel probes in each

wing send inputs to the FQC to calculate the
aircraft fuel quantity.
The EIS in the flight compartment displays the

fuel quantity information to the flight crew.
The fuel quantity information is also displayed

on the RDI, in the refuel/defuel panel.
A magnetic dipstick in each wing provides an

independent mechanical indication of fuel tank
quantity.
Low fuel level is sensed by a float switch in

each collector bay and is indicated by a caution
light on the CAWP.
Fuel tank temperature is measured by a RTD

sensor in the left collector bay and is displayed
in the flight compartment.
The fuel indicating system has these components:

•• Fuel quantity computer
•• High level control unit
•• High level switch
•• Float switch
•• Temperature sensor
•• Magnetic dipstick
•• Fuel quantity probe.

COMPONENT DESCRIPTION •• Performs a BIT of the fuel gauging

components
Fuel Quantity Computer (FQC) •• S e n d s q u a n t i t y , t e m p e r a t u r e
Refer to Figure 28-51. Fuel Quantity Computer compensation, and BIT data to the EIS
(FQC). displays.
The FQC is in the avionics bay below the The right processor also calculates fuel
passenger compartment floor. temperature measurements and transmits the

information to the RDI.
The FQC has two independent processors. Each
of these processors: The FQC performs an initial BIT when it
starts up and a continuous BIT when it is in
•• Calculates the fuel quantities in each operation. The FQC is self-calibrating and
tank independently needs no adjustments.
•• Controls the level control solenoid for
pre-select refueling
Figure 28-51. Fuel Quantity Computer (FQC)

High Level Control Unit (HLC)

Refer to Figure 28-52. High Level Control Unit.
The HLCU monitors the high level sensors and

transmits a signal to prevent overfilling the
tanks during refuel or fuel transfer operations.
This unit also serves as a signal conditioner for

the temperature sensor.
The high level control unit is below the cabin

compartment floor. The pre-check test switch
on the refuel/defuel control panel tests the
automatic shut-off operation of the high level
control unit.
Figure 28-52. High Level Control Unit

Figure 28-53. Float Switch

Float Switch NOTES

Refer to Figure 28-53. Float Switch.
The low level float switch sends a signal to the

caution and warning panel to indicate a low
fuel level in the collector bay.

There are two low fuel level float switches,
one installed in each collector bay. Each float
switch is installed near the top of the collector
bay on WS 60.9.
The control logic of this switch is independent of

the Fuel Quantity Gauging System (FQGS). The
switch will be activated when the fuel collector
tank quantity drops to approximately 305 lbs and
engine running with park brake OFF.
At this point the appropriate FUEL TANK

LOW caution light on the caution and warning
panel in the flight compartment will illuminate.

Figure 28-54. Temperature Sensor

Temperature Sensor NOTES

Refer to Figure 28-54. Temperature Sensor.
The temperature sensor senses the fuel

temperature in the left tank and transmits
the information for display in the flight
compartment.

The tank temperature sensor is on the No.1 tank
collector bay wall.
The sensor uses electrical resistance to monitor

the fuel temperature. The analog output is
sent to the HLCU for signal conditioning,
and then to the EIS for display. The system is
operational when electrical power is supplied
to the aircraft.
The temperature is shown on the MFD Fuel Page

and ranges from -70 to +75°C (-94 to 167°F).

Figure 28-55. Magnastick

Magnastick NOTES
Refer to Figure 28-55. Magnastick.
The magnetic dipsticks give an alternate means

to measure the fuel quantity when the aircraft
is on the ground.

One magnetic dipstick is installed in each main
tank, outboard of the engines.
A magnastick is a calibrated rod with a magnet

attached. It moves within a tube that extends
vertically from the bottom of the fuel tank.

NOTE
Left side shown,
Right side similar.
Figure 28-56. Fuel Quantity Probe

Fuel Quantity Probe NOTES

Refer to Figure 28-56. Fuel Quantity Probe.
The fuel quantity probes sense the fuel level

in the tanks and transmit the information to
the FQC.

There are 18 fuel quantity probes, nine in each
wing. The probes contain two concentric metal
cylinders, a terminal block, and two mounting
brackets. The cylinders form the capacitor
elements (plates); the inner plate is the high-
impedance element and the outer plate is the
low-impedance element.

REFUEL/DEFUEL PANEL
P2 J1
FUEL QUANTITY COMPUTER
36 33 PDM/FSK BUS A-HI
37 34 PDM/FSK BUS A-LO
38 35 PDM/FSK BUS B-HI

39 36 PDM/FSK BUS B-LO
PAR 17
SPARE 10
LBS/KG 4 LBS.
COM 11
PAR 17
SPARE 10
LBS/KG 4 KGS.
COM 11
A429 HI 64
FQC-1(L) IOP #1
(OUT) LO 65
A429 HI 1
FQC-2(R) IOP #2
(OUT) LO 2
FUEL
V AL VE V AL VE
MCR UPTRIM - - - -
C L OS E D TRANSFER SW C L OS E D
75 % TRQ - - -%
TO TO
BLEED % BLEED OFF
TANK1 TANK2
NH NH
%RPM 75 - - - %RPM
3 4 3 4
[ CHECK ED ] TANK1 TANK2
A/F ARM
SW SW
- - - 1 LBS 6 1 LBS 6
92. 3 PROP OFF ON
x1000 x1000
RPM
OSG TEST OSG TEST 0 7 0 7
IN PROG IN PROG TOTAL FUEL

850 - - - - TANK +20 ° C 4800 LBS
FF FF
PPH PPH
1020 - - - -
ITT
¡C
NL NL
%RPM %RPM
74 755 - - - - - - -
[ BALANCE ]
0 5
¡C OIL PSI FUEL ¡C OIL PSI HYD PRESS HYD QTY
FLAP 10
50 50 1020 LBS 1020 - - - - - - PSI x 1000 % x 1000
DEG PK
+22 ¡ C +22 BRK STBY 1 2 3 1 2 3
35 4
SAT +22 ¡C
ICE DETECTED 2
[ INCR REF SPEED ]
MAINT REQD: POWERPLANT AVIONIC 0
Figure 28-57. Fuel Indication

OPERATION NOTES
Refer to:
•• Figure 28-57. Fuel Indication.
•• Figure 28-58. F
uel Indicating System
(Sheet 1 of 2).

•• Figure 28-59. F
uel Indicating System
(Sheet 2 of 2).
•• Figure 28-60. Fuel System Synoptic.
Fuel Indications
The fuel indicating system shows the fuel
quantity in the flight compartment and on the
refuel/defuel panel.
On the center ED, it shows the two fuel tank

quantities and engine fuel inlet temperature
(ºC only).

UNDERFLOOR TANK 1 UNDERFLOOR
TU 1-1
J/P3 AV. RACK
TANK 1 LO-Z-1 35 L P/J3
TANK 1 RTN 1 18 R A S 1 TANK 1 SIGNAL 1
TANK 1 RTN 2 22 20 TANK 1 SIGNAL 2 3141-
J/P2 P/J1A-A1 ARINC 429 DATA BUS
A429 HI 64 321 HI A429
FQC-1(L) FQC-1(L)
(OUT) LO 65 320 LO (IN)
TU 1-2
TANK 1 LO-Z-2 30 L
R A S 31-41 A1 IOP #1
31-41-00
DASH 8 Q400
RIGHT NACELLE
TU 1-3
P/J1
TANK 1 LO-Z-3 29 L B NOTE:
B PDM/FSK BUS 'A' HI 36 33 PDM/FSK BUS 'A' -HI LEFT SIDE SHOWN.
R A S
PDM/FSK BUS 'A' LO 37 34 PDM/FSK BUS 'A' -LO RIGHT SIDE SIMILAR.
A
FUEL QUANTITY COMPUTER REFUEL/DEFUEL PANEL
TU 1-4 28-24-00
TANK 1 LO-Z-4 28 L
R A S
FUEL
TU 1-5 V AL VE V AL VE

TANK 1 LO-Z-5 16 L MCR MCR
C L OS E D TRANSFER SW C L OS E D
R A S
75 % TRQ 75 %
TO TO
BLEED % BLEED TANK1 OFF TANK2
TU 1-6
TANK 1 LO-Z-6 17 L NH NH
%RPM 75 75 %RPM
R A S 3 4 3 4
TANK1 TANK2
SW SW
TU 1-7
92. 3 1 LBS 6 1 LBS 6
92. 3 PROP OFF ON
L x1000 x1000
R A S RPM
0 0
A 7 7
TOTAL FUEL
850 850 TANK +20 °C 2640 LBS

TU 1-8 FF FF
TANK 1 LO-Z-7 21 L PPH PPH
R A S
1020 1020
ITT
C
NL NL
TU 1-9
%RPM %RPM
L
B A 74 755 755 74
R S
[ BALANCE ]
0 5
C OIL PSI FUEL C OIL PSI HYD PRESS HYD QTY
FLAP 10
50 50 1020 LBS 1620 50 50 PSI x 1000 % x 1000
DEG PK
FU EL QU AN TI T Y C O M P UT E R F U E L Q U A NT I T Y P R O B E S BRK STBY 1 3 3
+22 C +22 2 1 2
35 4
SAT +22 C
2
0
B
(ED) (MFD Fuel Page)
FUEL INDICATIONS
Figure 28-58. Fuel Indicating System (Sheet 1 of 2)

On the MFD Fuel Page, two analog gauges NOTES

show the fuel tanks quantities. The left tank
fuel temperature and the total fuel are shown
in digital format.
The normal range fuel quantity and balance are

shown as white indications. The indication will
change to yellow when there is an imbalance

greater than 600 lbs (272 kg). If the fuel data
becomes invalid the indication is white dashes
The two tank fuel quantities are also shown on
the RDI.

AV. RACK
ON THE RIGHT WING UNDERFLOOR
3140
J/P8 P/J1C-A1
P/ J 9 J / P9
TH2 (R)
3 A 7 TANK 2 REF FUEL TANK 11 116 FUEL TANK
2 B 8 TANK 2 SENSE TEMP 12 115 TEMP
B 1 C 6 TANK 2 COMMON
31-40 A1 IOM #1
31-41-00
TANK 2 HIGH LEVEL SENSOR
AV. RACK
B
ON THE LEFT WING 3140
P/J1C-A2
DASH 8 Q400
J/P7
116 FUEL TANK
TH1 (L) 3 A 19 TANK 1 REF 115 TEMP
2 B 9 TANK 1 SENSE CKPIT OVHD PNL
B 1 C 18 TANK 1 COMMON
31-40 A2 IOM #2
31-41-00 3312-
P/J3
TANK 1 HIGH LEVEL SENSOR 42 #2 TANK FUEL LOW
22 GND
10 GND 36 #1 TANK FUEL LOW

ON THE LEFT WING TANK 2 COLLECTOR
P/J5
J/P6 16 PARKING BRAKE
J/P20
BIAS HI A 15 BIAS HI #2 TANK FUEL LOW B

BIAS LO B 21 BIAS LO RTN A
C 14 SENSE LO CAUTION AND WARNING PANEL
C 2 +28 VDC PWR IN E (O/H CONSOLE)
3 HLCU 25 VDC BATTERY 31-51-00
5 TANK 2 LEVEL
TANK 1 TEMPERATURE SENSOR 17 TANK 1 LEVEL LOW LEVEL FLOAT SWITCH
4 PRECHECK TANK 1 D

16 PRECHECK TANK 2
TANK 1 COLLECTOR
HIGH LEVEL CONTROL UNIT J/P19

#1 TANK FUEL LOW B
(L4) RTN A
+28 VDC FUEL HLCU E

LEFT ESS 5A
LOW LEVEL FLOAT SWITCH THROTTLE QUADRANT LH.

3312-CR1
E
RJB3-P/J1A RJB3-J/P1A CR31
C3
LEFT DC CBP C2 A13 3241
A14 CR30 P/J12
24-61-00 C1
2
BEHIND WARDROBE
1-K2
D PARKING BRAKE
J/P21
LEVER
HLCU 28 VDC BATTERY M- C3 32-44-00
TANK 2 LEVEL J- C2 B3
TANK 1 LEVEL K- A2
C1
1-K3
FUEL TRANSFER RELAY PANEL
RELAY JUNCTION BOX NO. 3
J/P1
PRECHECK TANK 1 32
PRECHECK TANK 2 4
A
REFUEL/DEFUEL PANEL
(RIGHT NACELLE)
28-24-00
C
B
D
A
Figure 28-59. Fuel Indicating System (Sheet 2 of 2)

Fuel Indication Operations Figure 28-57. Fuel Indication.

The high level sensors also sense the fuel tank
NOTE temperature and send the analog output to the
The left side is described, the HLCU for signal conditioning. The IFC then
right side is similar. receives the HLCU conditioned signal and the
left wing tank temperature sensor resistance.
The FQC supplies a 1 kHz electrical excitation The IFC processes the data and sends it to the

to the nine probes. The nine fuel quantity EFIS for display. The temperature is shown on
probes in each wing sense the dielectric the MFD Fuel Page (-70 to +75 °C).
(capacitance) value changes caused by the
changing fuel levels. As the fluid level rises On the Engine Display (ED) the fuel indications
the overall capacitance rises proportionately. are:
The FQC measures this capacitance and •• The quantity of each fuel tank (digital).
converts the probe signals into a fuel weight •• The fuel inlet temperatures to the
(lbs or kg) ARINC signal. engines (digital)
The FQC sends the converted quantity data to the •• The out of [BALANCE] fuel quantity
IFC Input/Output modules which converts the indication.
data for the EFIS. The EFIS converts the data into
displays of fuel quantity the ED and MFD units. On the MFD FUEL page the fuel indications are:
•• A gauge for each fuel tank (analog)
The FQC also sends the converted quantity data
directly to the refuel/defuel panel for quantity •• The total fuel quantity (digital)
indication.
•• The fuel temperature of the left wing
tank (digital)
The fuel quantity can be shown in kilograms
(kg) or pounds (lbs). This is accomplished by •• The Aux fuel pumps and the transfer
changing the pin programming on the FQC valves (analog).
connector 2800-P2 pins 4, 10, 11 and 17.

MOTIVE FLOW ENGINE FUEL ENGINE FUEL MOTIVE FLOW

FUEL LINE FEED LINE FEED LINE FUEL LINE
DASH 8 Q400
FUEL TRANSFER INBOARD
INBOARD LINE VENT
VENT LINE
LINE
M M
PILOT
LINE

MOTIVE FLOW PILOT
FUEL LINE LINE
M TO APU
SURGE SURGE
TANK TANK
M S S M M
COLLECTOR
BAY
REFUEL / DEFUEL ADAPTER
SYMBOL LEGEND
Tank Low
Pressure Ejector Motive Flow Float Switch LINE LEGEND
Switch Pump Fuel Filter
Engine Fuel Feed Line
Check Auxilary Motorised
Inlet Strainer Fuel Transfer Line
Valve Fuel Pump M Shutoff Valve
Motive Flow Fuel Line
NACA High Level Water Temperature
Vents Sensor Drain Sensor Scavenge Fuel Line
Vent Float Refuel Vent Fuel Quantity Solenoid Vent Line

Valve Valve Probe Shutoff Valve
S Pilot Line
Gravity Flapper Level Control No Flow
Refill Cap Electrical Line
Check Valve Shutoff Valve Pressure Switch
Figure 28-60. Fuel System Synoptic

On the Refuel/Defuel panel the fuel indications 150 kg (305 lb) and the PARK BRAKE is
are shown on the RDI and the valve position off and appropriate engine is running
lights.
•• No.1 or No.2 ENG FUEL PRESS comes
on when the engine inlet pressure is
Refuel/Defuel Panel indications:
less than 5.5 psi (38 kPa). The pressure
•• MASTER VALVE CLOSED light (the switch sends a ground signal through
Refuel/Defuel SOV) the FADEC to the ECIU which sends

a ground signal to the C&W panel.
•• DUMP VALVE OPEN TANK 1 and 2 (Flashing master CAUTION)
lights (the two Vent Valves)
•• No.1 or No.2 FUEL FLTR BYPASS
•• REFUEL Shut-off VALVE 1 and 2 comes on when the FMU fuel filter
lights (the no-flow pressure switches). is blocked. The impending bypass
switch sends a closed signal through
The Refuel/Defuel panel RDI shows: the FADEC to the ECIU which sends
the signal to the C&W panel. (Flashing
•• The quantity of each tank,
master CAUTION).
•• The total quantity, and
•• The fuel load quantity selected
•• The fault codes.
The FQC does not process faulted probe signals

(their output data is not valid). The indicated
display for data not valid is as follows:
•• The ED digital quantity is replaced with
white dashes
•• The MFD FUEL page QTY needle
pointer, scale marks and numbers go
out of view
•• The MFD FUEL page TOTAL FUEL
quantity is replaced with white dashes
•• The RDI digital quantity is replaced
with yellow dashes.
A blank display indicates an FQC or RDI

failure.
The Caution and Warning Panel (C&W panel)

lights show the fuel system faults that follow:
•• FUELING ON comes on when the refuel/

defuel panel access door is open and the
door switch sends a ground signal to
the C&W panel. (Normal operation, no
flashing master CAUTION)
•• No.1 or No.2 TANK FUEL LOW comes on

when the collector bay fuel level is less than

28-00-00 APPENDIX NOTES
MAINTENANCE
CONSIDERATION
CDL
From CDL, ATA 28, page 6-41-5.
Unscheduled Inspection
Refer to the Bombardier published AMM Part
2 PSM 1-84-2:
TASK 05-53-00-750-802 Engine Inspection

after Hydraulic Fluid in the Fuel System.


•• GSB2800001 Kit, Spark-free Breathing Apparatus
•• GSB2810003 Gas Detector (explosimeter) or equivalent.
•• Commercially Available Digital Low Resistance ohmmeter (Biddle DLRO #247001 or
equivalent)

•• Commercially Available Loop Resistance Tester (BAE Systems P/N 906-10247-ALL)
•• Commercially Available Accessory Assembly LRT (Battery Charger for Loop Resistance
Tester) (BAE Systems P/N 906-10271-3)
•• GSB2810001 Fuel Drain Valve Tool
•• GSB2000001 Borescope − 110 Volt, 60 Hz
•• GSB2000015 Borescope − 220 Volt, 50 Hz
•• GSB1216012 Kit, Nitrogen Charging and Gauging, Low Pressure, 0 to 500 psi (0 to 3447 kPa)
•• GSB2840006 Clamping Ring Wrench, Aux Pump
•• GSB2840006 Clamp Ring Wrench, Aux Pump
•• Commercially available Leader Line
•• GSB 1216012 Nitrogen, Gauging, Low Pressure (0 to 500 psi)
•• GSB2840002 Digital Fuel Quantity Test Set
•• GSB2840008A Adapter Cable set for D8-400 Fuel Quantity Test

•• AMM 28-11-00-680-801: Drain the Water from the Wing Tanks and the Dry Bay.
•• AMM 28-11-00-680-802: D
rain Water from the Fuel Tanks and Fuel Tank Surge Bays
(MRB #281000-201).
•• AMM 12-10-28-750-801: Water Contamination Fuel Check.
•• AMM 28-10-00-720-801: F
unctional Check of the Fuel Quantity Metal Overall Shield for
Electrical Bonding, LH and RH (FSL#284000-411).
•• AMM 28-10-00-720-802: F
unctional Check of the Fuel Tank Water Drain Valve for
Electrical Bonding, LH and RH (FSL#284000-412).
•• AMM 28-10-00-720-803: F
unctional Check of the Magnetic Dipstick for Electrical
Bonding, LH and RH (FSL#284000-413).
•• AMM 28-10-00-720-804: F
unctional Check of the Auxiliary Boost Pump for Electrical
•• AMM 28-10-00-720-805: F
unctional Check of the High Level Sensor for Electrical

•• AMM 28-10-00-720-806: F
unctional Check of the Fuel Tank Components and Plumbing
Lines for Electrical Bonding, LH and RH (FSL#284000-417).
•• AMM 28-21-31-000-802: Removal of the Auxiliary Pump Canister.
•• AMM 28-21-31-400-802: Installation of the Auxiliary Pump Canister.
•• AMM 28-21-00-780-801: O
perational Check of the Engine Fuel Shut-off Valve (MRB
#282000-202).
•• AMM 28-21-31-710-801: Operational Test of the Auxiliary Pump.

•• AMM 28-22-01-710-802: O
perational Check of the APU Fuel Feed Shut-off Valve
(MRB#282000-203).
•• AMM 28-23-00-710-801: Operational Check of the Fuel Transfer System (CMR# 282000-101).
•• AMM 12-10-28-650-801: Pressure Refueling.
•• AMM 12-10-28-650-802: Pressure Defueling.
•• AMM 28-24-00-710-802: Operational Test of the High Level Control Shut-off.
•• AMM 28-24-01-710-802: Operational Test of the Refuel / Defuel Control Panel.
•• AMM 28-24-02-742-801: Retrieval of Data from the Refuel/Defuel Indicator.
•• AMM 28-24-02-743-801: Erase the Data from the Refuel/Defuel Indicator.
•• AMM 28-40-26-610-801: Check of the Fuel Quantity with the Magnastick.



CHAPTER 70
ENGINE STANDARD PRACTICES
CONTENTS
Page
70-00-00 INTRODUCTION........................................................................................ 70-1
Standard Torque for Engines................................................................................ 70-2
Temporary Marking of Parts................................................................................. 70-2
Installation of the Wiring Harness Connectors..................................................... 70-3
Recommended Engine Operational Practices for Harsh Climates......................... 70-3
70 STANDARD PRACTICE

70-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................... 70-5

CHAPTER 70
ENGINE STANDARD PRACTICES

This chapter details the standard practices for engines, examples of which are shown in
the tasks to follow.

STANDARD TORQUE FOR TEMPORARY MARKING

ENGINES OF PARTS
The maintenance procedure that follows is to Use temporary marking methods when you
torque nuts or bolts: need the mark to remain visible while the part
is handled, stored or assembled.
•• Torque values that are given in the tasks
are at room temperature
CAUTION
•• Angles of turn are in degrees
•• The torques that are given are the DO NOT USE A MARKING
torques that must be applied to the part. PROCEDURE THAT PUTS
They do not take into consideration any LEAD, COPPER, CARBON,
adapter or extension used when the part ZINC OR OTHER EQUIVALENT
is torque MATERIAL ON THE PART.
WHEN THE PART BECOMES
•• You must lubricate the threads with HOT, CARBURIZATION OR
engine oil, unless stated differently. INTERGRANULAR DAMAGE
CAN CAUSE IT TO HAVE

NOTE A DECREASED FATIGUE
Nuts or bolts that are silver STRENGTH.
plated do not require lubrication
before assembly. The task lists a number of safe temporary
marking methods as follows:
•• Torque the nuts or bolts on a flange in
•• Ink Marking
a star shaped pattern
•• Including ink types that are applicable
•• Parts that are heated or cooled before
for hot and cold section engine parts
assembly MUST be at room temperature
when you apply the final torque •• Marking materials that are applicable
for cold section engine parts only
•• Apply the torque slowly and evenly for
more precision. •• Marking materials that are applicable
for hot section engine parts only.

INSTALLATION OF THE WIRING RECOMMENDED ENGINE

HARNESS CONNECTORS OPERATIONAL PRACTICES
FOR HARSH CLIMATES
Do this task when it is necessary to connect an
electrical connector to an engine component. For engines exposed to high ambient temperature
and to reduce thermal stress on hot section
NOTE components, P&WC recommends the following:
The installation of the heat- •• Start using battery cart/APU power at
shrink sleeve (tubing) is optional all locations
but recommended on connectors
•• To cool the engine, motor the engine for
where corrosion and vibration
10-15 seconds prior to selecting CLA to
can be a problem. The connectors
the START/FEATHER position, if the
are identified in the task.
engine temperature before starting is
>200 degrees C
There are alternate methods for protection of
the connectors as follows: •• Cool down engines before shutdown

•• Alternate Method #1, Self-Fusing Tape •• Use RDC TOP where possible
•• Alternate Method #2, High Temperature •• Transition from NTOP/MTOP to MCL
Heat Shrink Tape as soon as possible
•• Clean the connector with a diluted •• Operate at reduced Climb and Cruise
mixture of contact enhancer power where possible
•• Connect the connector to the mating •• Bleeds selected off for Take-Off
receptacle and tighten the locknut •• Avoid use of Reverse Power on landing
lightly by hand (except in emergency)
•• W i t h y o u r h a n d , a p p l y a s m a l l •• Monitor bleed valve operation based on
counterclockwise load on the backshell. ECTM results
•• Torque the connector locknut clockwise •• When bleed leaks are suspected perform
until you cannot see the red color Power Assurance Checks with bleed
band in the mating receptacle (With ports capped and uncapped
the counter-clockwise load on the
backshell, torque the connector locknut •• Check airframe bleed system for leaks
clockwise to 100 lbf-in (11.3 N-m). on a regular basis.
NOTE
A wrench should always be
used to tighten connectors. Not
doing so will lead to connectors
becoming loose and electrical
circuit malfunction.

For engines subject to sand erosion and FOD, NOTES

P&WC recommends the following:
•• Restrict CLA movement when the
aircraft is stationary
•• Taxi using both engines with equal PLA
movement
•• Use intake blanking covers when the
aircraft is parked overnight
•• Avoid using reverse on landing (except
in emergency)
•• Avoid running into sand wakes during
taxi.
For engines exposed to severe marine environment

and/or volcanic fumes P&WC recommend the
following:
•• Perform compressor/turbine wash every
50FH. Adjust washing interval based
on level of exposure to the salt laden
atmosphere
•• Perform an initial borescope inspection
on the HP, LP and PT sections at
2000FH TSN/TSO for evidence of
sulphidation attack on the turbine
blades. Adjust inspection interval as
necessary
•• Perform external engine washes every
1200FH to reduce salt deposits on the
engine
•• Perform an initial visual inspection of
all magnesium parts at 1200 hours TSN/
TSO
A. Inspect external surfaces and inlet
gas path for corrosion or damage
B. Repair magnesium surfaces i.a.w. the
AMM . After treatment apply 2 or 3
coats of paint
C. Pay particular attention to bolted
flanges or other areas where the
painted surface may be compromised.


•• PWC57689 Air Deflector Shield
•• PWC58104 Wrench, mini-strap
•• Glenair TG70 Wrench, mini-strap
•• Glenair TG69 Pliers, soft-jawed
•• GSB2000020 or equivalent Variable temperature, electronically controlled heat gun (120
Vac - 60 Hz)
•• GSB2000022 or equivalent Variable temperature, electronically
•• Controlled heat gun (230 Vac - 50 Hz)
•• PNo. 07051 (39 mm) (Steinel) or equivalent Heat gun reflector nozzle
•• GSB2400016 Tool kit, electrical and avionics

CHAPTER 71
POWERPLANT
CONTENTS
Page
71-00-00 INTRODUCTION........................................................................................ 71-1
GENERAL.................................................................................................................. 71-3
Removal and Installation...................................................................................... 71-5
Installation of the Engine Hoist............................................................................ 71-7
Removal of the Engine Hoist................................................................................ 71-7
Installation of the Engine in the Nacelle............................................................... 71-8
Removal of the Engine from the Nacelle............................................................ 71-11
71 POWERPLANT
71-10-00 COWLING................................................................................................. 71-13
Introduction....................................................................................................... 71-13
General.............................................................................................................. 71-13
Removal of the Lower Cowl............................................................................... 71-23
71-21-00 ENGINE ISOLATION SYSTEM................................................................ 71-29
Introduction....................................................................................................... 71-29
General.............................................................................................................. 71-29
71-22-00 HYDRAULIC TORQUE RESTRAINT SYSTEM....................................... 71-35
Introduction....................................................................................................... 71-35

Page
General.............................................................................................................. 71-35
Functional Test of HTCS Reservoir Level Indicator........................................... 71-37
Operation........................................................................................................... 71-39
Servicing of the HTCS....................................................................................... 71-41
71-61-00 FORWARD NACELLE AIR INTAKE........................................................ 71-43
Introduction....................................................................................................... 71-43
General.............................................................................................................. 71-43

71 POWERPLANT
71-71-00 NACELLE DRAINS.................................................................................. 71-45
Introduction....................................................................................................... 71-45
General.............................................................................................................. 71-45
71-00-00 APPENDIX................................................................................................ 71-50
Engine Oil Pressure Check and Adjustment........................................................ 71-51
Engine Start....................................................................................................... 71-52
Engine Shutdown............................................................................................... 71-54
Engine Dry Motoring......................................................................................... 71-55
Engine Wet Motoring......................................................................................... 71-55
Engine Power Assurance Check.......................................................................... 71-56

Page
Engine Acceleration Check................................................................................ 71-56
Ground Idle Engine Run..................................................................................... 71-57
Propeller Forward Constant Speed...................................................................... 71-57
Reverse Maximum governing (Full Range in Reverse)............................................ 71-58
NPT Underspeed Governing Check.................................................................... 71-58
FADEC Trim (for PLA)...................................................................................... 71-58
Propeller Feather Check..................................................................................... 71-59
71 POWERPLANT

ILLUSTRATIONS
Figure Title Page
71-1 PW150A Engine Cross Section..................................................................71-2
71-2 Propeller Removal.....................................................................................71-4
71-3 Engine Hoist..............................................................................................71-5
71-4 Engine Hoist - Components.......................................................................71-6
71-5 Engine Change..........................................................................................71-7
71-6 Engine Stand for Maintenance Practices..................................................71-10
71-7 Cowling Locator and Details...................................................................71-12
71-8 Nacelle Cowlings.....................................................................................71-13
71-9 Upper Forward Cowl................................................................................71-14
71 POWERPLANT
71-10 Forward Side Door...................................................................................71-16
71-11 Engine Access Fwd Side Door Open........................................................71-17
71-12 Aft Side Doors.........................................................................................71-18
71-13 Engine Access Aft Side Door Open..........................................................71-19
71-14 Lower Cowl.............................................................................................71-20
71-15 Lower Cowl.............................................................................................71-21
71-16 Expansion Bolt Open...............................................................................71-22
71-18 Fwd Expansion Bolt................................................................................71-22
71-20 Aft Expansion Bolt..................................................................................71-22
71-17 Expansion Bolt Closed.............................................................................71-22
71-19 Mid Expansion Bolt.................................................................................71-22
71-21 Sling - Lower Fwd Cowl..........................................................................71-24
71-22 Spine Cowl..............................................................................................71-26
71-23 Engine Isolation System..........................................................................71-28

Figure Title Page

71-24 Forward Left and Right Isolator...............................................................71-30
71-25 Vibration Isolator Mount.........................................................................71-31
71-26 Forward Top Isolator................................................................................71-32
71-27 Aft Left and Right Isolator......................................................................71-33
71-28 Aft Side Mount........................................................................................71-33
71-29 Hydraulic Torque Restraint System..........................................................71-34
71-30 Cylinder Assembly...................................................................................71-36
71-31 Reservoir and Tube Assembly..................................................................71-37
71-32 HTCS Reservoir......................................................................................71-37
71-33 HTCS Operation......................................................................................71-38

71 POWERPLANT
71-34 HTCS Servicing.......................................................................................71-40
71-35 Forward Nacelle Air Intake......................................................................71-42
71-36 Forward Nacelle Air Intake Detail...........................................................71-43

71-37 Forward Drain Collector..........................................................................71-44
71-38 Fwd Drain Collector................................................................................71-45
71-39 Rear Drain Manifold................................................................................71-46

71-40 Forward Nacelle Air Intake Drains...........................................................71-48

CHAPTER 71
POWERPLANT
71 POWERPLANT
The PW150A engine provides motive power to the aircraft and also supplies power to
various aircraft systems.

71-2 71 POWERPLANT
Accessory Drive Cumbustion

Reduction Gearbox
Section Section
DASH 8 Q400
3.0

6.0
2.2
2.8
2.7 4.1
2.5 4.0
2.0
1.8
1.5 4.4
8.0
Air Inlet Section Turbine Section

Compressor Section
Figure 71-1. PW150A Engine Cross Section

GENERAL NOTES
Refer to Figure 71-1. PW150A Engine Cross

Section.
The engine has two modules, the reduction

gearbox module and the turbo-machinery
module.
This section will explain the maintenance

procedures for the removal and installation of
the following items:
•• The engine from the nacelle
•• The nacelle mounted engine hoist
This section will also include description of the

following components:
•• Cowlings
•• Engine isolator system
71 POWERPLANT
•• Hydraulic torque compensation system
•• Forward nacelle intakes and
•• Engine nacelle drains.

71 POWERPLANT
Figure 71-2. Propeller Removal

REMOVAL AND INSTALLATION NOTES

Engine Hoist removal and
Installation
Refer to:
•• Figure 71-2. Propeller Removal.
•• Figure 71-3. Engine Hoist.
The following procedure is used for the
installation of the nacelle mounted engine hoist.
71 POWERPLANT
Figure 71-3. Engine Hoist

B
LEGEND
71 POWERPLANT
1. Nacelle midframe pin

2. Washer
3. Nut
4. Rear Support
5. Front Support
C FWD 6. Ball lock t-pin
1 6
B C
2
3
Figure 71-4. Engine Hoist - Components

INSTALLATION OF THE •• Install the engine hoist on the top

of the nacelle and secure it with
ENGINE HOIST the nuts and bolts
The following is an abbreviated description of •• Torque the mounting bolts.
REMOVAL OF THE ENGINE
the Bombardier AMM PSM 1-84-2. HOIST
•• Lower the engine and remove load
The procedures that follow are for the installation
from the engine sling
of the Nacelle Mounted Engine Hoist.
•• Remove the engine sling from
the engine
WARNING
•• Remove engine hoist.
TORQUE THE NACELLE
MOUNTED HOIST MOUNTING For complete installation and removal of the
BOLTS TO THE SPECIFIED hoist assembly, refer to the hoist manufacturer’s
TORQUE. operation and service manual.
Install the engine hoist GSB7100022 on the

nacelle as follows:
71 POWERPLANT
1. Install the nacelle mid-frame pins to the
nacelle frame.
2. Torque the aft 1/2 in. diameter mounting
nut on the mid-frame pins to 85 lbf•ft)
3. Install the front support on the nacelle front
frame and insert the Ball Lok-T pins
4. Install the rear support to the mid-frame
pins with washers and nuts
5. Torque the 1/2 in. diameter nuts to 85 lbf•ft
(115.25 N•m).
6. For the full installation of the hoist
assembly, refer to the hoist manufacturer’s Figure 71-5. Engine Change
operation and servicing manual.
Refer to:
•• Figure 71-4. Engine Hoist - Components.
•• Figure 71-5. Engine Change.
Install the engine hoist on the nacelle as follows:

•• Remove the Fwd Cowling and Fwd
Cowl Doors

INSTALLATION OF THE •• Install the isolators in the reverse order

of removal
ENGINE IN THE NACELLE
•• Disconnect the hoist from the engine
the maintenance practice and is intended for •• Connect the hydraulic pump
training purposes only. For a more detailed •• Install the fuel lines on the FMU and
description of the practice, refer to the task in the mid-frame
•• Connect the oil cooler hoses
Make sure that the aircraft is in the same •• Install the pneumatic ducts
configuration as in the removal task.
•• Install the electrical equipment and the
loom connectors.
CAUTION
• • Service the engine oil system with
MAKE SURE THAT THE clean oil
INTAKE AIR PASSAGE IS •• Install the propeller
CLEAR OF UNWANTED
OBJECTS BEFORE Remove the engine hoist.
INSTALLATION.
Prepare to install the engine in the nacelle as

71 POWERPLANT
follows:
•• Whether the engine is in the stand, or in
a shipping container, position the engine
under the nacelle approximately 12
inches forward of the installed position
•• Attach the engine hoist to the forward
and aft lifting points on the engine
•• Install the rear lifting strut so that the
cut-out faces aft
CAUTION
DO NOT LIFT THE ENGINE
WHILE IT IS ATTACHED TO
THE BASE OR THE STAND.
•• With the hoist lift the engine from the

stand or the shipping container
•• Remove all the shipping closures from
the engine
•• Lift the engine to the correct height,
then move it aft until the engine mount
locations are aligned with the nacelle
mount locations

71 POWERPLANT

Sling
71 POWERPLANT
Figure 71-6. Engine Stand for Maintenance Practices

REMOVAL OF THE ENGINE •• Open and tag the circuit breakers as

per the AMM. Then, remove the lower
FROM THE NACELLE cowl, access doors and cowls. Pull the
Refer to Figure 71-6. Engine Stand for T-handle (FUEL/ HYD shut-off).
Maintenance Practices.
Complete the following steps:
This maintenance procedure is for the removal
•• Remove the propeller
of the engine from the nacelle.
•• Install the engine hoist on the nacelle
•• De-energize the electrical system.
Obey all the electrical/electronic safety •• Attach the engine hoist to the forward
precautions as well as all electrostatic and aft lifting points on the engine
discharge safety precautions •• Install the rear lifting strut so that
•• Install the tail stand to the aircraft the cut-out faces aft
•• Disconnect the electrical
NOTE connectors from the engine
With both engines removed, tail •• Disconnect or remove the pneumatic
stand installed and 1000 lbs (454.6 ducts from the engine
kgs) ballast added, the aircraft is
safe to handle a maximum of 4 •• Remove or disconnect the electrical
maintenance personnel in the aft equipment
71 POWERPLANT
baggage compartment, OR six •• Disconnect the oil, fuel and hydraulic
maintenance personnel at the aft systems.
entry door.
Remove the isolators in the order that follows:
No other maintenance personnel are allowed in
the aircraft Aft of Fuselage Station X400.00. •• The aft left isolator
•• The aft right isolator
NOTE •• The forward left isolator
With a single engine removed, tail
•• The forward right isolator
stand installed and 500 lbs (227.3
kgs) ballast added, the aircraft is •• The top isolator.
safe to handle a maximum of 4
maintenance personnel in the aft
baggage compartment, OR six
NOTE
maintenance personnel at the aft It is easier to remove the rear
entry door. isolators if you remove the center
bolt first, then disassemble each
No other maintenance personnel are allowed in isolator.
the aircraft Aft of Fuselage Station X400.00.
Move the engine forward approximately 12 in.
Maximum ballast weight on each pilot’s Then, lower the engine and install it in the stand.
seat is 150 lbs (68 kgs) and maximum flight
compartment floor loading is 300 lbs (136 kgs)
uniformly distributed over the entire floor area.
For maximum cabin floor loading, refer to the
Cargo Loading Manual (PSM 1-84-8A).

71 POWERPLANT
Upper Fwd
Cowl
Aft Side Doors
Fwd Side Doors

D
FW
Lower Cowl
Figure 71-7. Cowling Locator and Details

71-10-00 COWLING SYSTEM DESCRIPTION

Refer to:
INTRODUCTION •• Figure 71-7. C
owling Locator and
The forward cowling forms part of the nacelle Details.
structure. It provides aerodynamic contour to •• Figure 71-8. Nacelle Cowlings.
the engine, and protects the Engine Mounting
Structure (EMS). The cowling doors give access to the engine
and components for maintenance.
GENERAL
The forward nacelle encloses:
•• Engine
•• Mounting structure
•• Gearbox
•• Engine systems.
71 POWERPLANT
Figure 71-8. Nacelle Cowlings

71 POWERPLANT
Bottom Strap
Right Cowl
D
FW
Left Cowl
Figure 71-9. Upper Forward Cowl


Upper Forward Cowl
Refer to Figure 71-9. Upper Forward Cowl.
The forward cowl is behind the spinner and

covers the propeller shaft and the forward part
of the reduction gear box.
The forward cowl consists of two “halves” that

are joined longitudinally at the top by a titanium
buttstrap. The buttstrap is permanently fastened
to the left half and joined to the other by steel
fasteners. The “halves” are manufactured from
carbon-epoxy.
There is a gap between the front edge of the

forward cowl and the spinner to allow cooling
air to enter the firezone.
71 POWERPLANT

B
2
LEGEND
1. Duct DC Generator
2. Forward Side Door
3. Door Strut
4. Duct DC Generator
5. Door Latches C
6. Spine Assy. (Ref)
3
1
4
71 POWERPLANT
INB
FWD D
Figure 71-10. Forward Side Door

Forward Side Doors Each door can be opened through a full 90

degrees and secured in the open position by a
Refer to: telescoping strut at the front corner of the door.
The struts are self-locking in the half open and
•• Figure 71-10. Forward Side Door.
full open positions.
•• Figure 71-11. E
ngine Access Fwd Side
Door Open. Each door is held closed by 4 latches; 2 on the
lower edge and 1 each on the forward and aft
There is a forward side door on each side of the edges. The door edges are sealed by a silicone
nacelle immediately aft of the forward cowl. rubber P-seal.
The doors consist of carbon-epoxy skins with a

central core of aluminum honeycomb.
The doors allow access to the engine and

system forward of the mid frame. Each door is
attached via three “goose neck” hinges to the
0.040 inch thick titanium spine that runs along
the top of the nacelle.
71 POWERPLANT
Figure 71-11. Engine Access Fwd Side Door Open

B
71 POWERPLANT
D FWD
INB
FW
D D
INB
A NACELLE DOOR ASSEMBLY
NOTES
1 Two doors per nacelle.
Left door shown,
right door similar.
B
2 Aft strut shown,
Fwd strut similar.
3 Left nacelle shown,

Figure 71-12. Aft Side Doors

Aft Side Doors The aft side doors enclose the area of the fire
zone that is below the leading edge fairing and
Refer to: aft of the forward side doors. Each door has a
strut at the forward and rear edges to hold the
•• Figure 71-12. Aft Side Doors.
doors open during maintenance.
•• Figure 71-13. E
ngine Access Aft Side
Door Open. The struts are self locking in the “door open”
position. When the doors are opened, access is
The aft side doors are below the leading edge provided to the rear engine mounts and struts,
fairing and aft of the forward side doors. borescope ports, and rear firezone system.
The aft side doors are manufactured from

titanium. Each door is hinged at the top edge
to the leading edge fairing by a “piano hinge”
and locked closed by 25 quick release fasteners
that are spaced evenly around the door edges.
71 POWERPLANT
Figure 71-13. Engine Access Aft Side Door Open

71 POWERPLANT
Figure 71-14. Lower Cowl

Lower Cowl The lower cowl attaches to the nacelle by a

hinge on either side of its aft end. The nacelle
Refer to: hinge point is just forward of the firewall
structure.
•• Figure 71-14. Lower Cowl.
•• Figure 71-15. Lower Cowl. The cowl is latched in place by 6 expandable
tight fitting pins, and can be swung down to
The lower cowl is at the bottom of the nacelle. a maintenance position to allow access to the
lower side of the engine. The lower cowl can
The outer skin of the lower cowl and the intake be removed from the nacelle by pulling out the
duct are moulded from carbon-epoxy/nomex two hinge pins.
honeycomb laminate. The upper surface of the
lower cowl is a machined titanium structure
with a minimum thickness of 0.050 inches and
forms the “firefloor”.
The lower cowl contains:

•• Air induction system
•• Oil cooler system
•• Inlet lip pneumatic de-icing system
71 POWERPLANT
•• Firezone drain lines and drain mast
•• Wing ice inspection light.
Figure 71-15. Lower Cowl

Figure 71-16. Expansion Bolt Open Figure 71-17. Expansion Bolt Closed
71 POWERPLANT
Figure 71-18. Fwd Expansion Bolt Figure 71-19. Mid Expansion Bolt
Figure 71-20. Aft Expansion Bolt

REMOVAL OF THE YOU MUST CORRECTLY

SUPPORT THE LOWER
LOWER COWL COWL IF YOU REMOVE IT.
IF YOU DO NOT DO THIS,
Remove the forward upper cowl YOU CAN CAUSE DAMAGE
Refer to: TO THE AIRCRAFT AND THE
COMPONENT.
•• Figure 71-16. Expansion Bolt Open.
Remove the lower cowl as follows:
•• Figure 71-17. Expansion Bolt Closed.
•• Figure 71-18. Fwd Expansion Bolt. •• Disconnect the engine drains
•• Figure 71-19. Mid Expansion Bolt. •• Install the sling (ACS28004) on the
lower cowl
•• Figure 71-20. Aft Expansion Bolt.
•• Remove the six expandable pins.
•• Figure 71-21. S
ling - Lower Fwd
Cowl.
CAUTION
Open the forward side doors as follows:
DO NOT OPEN THE LOWER
COWL TO MORE THAN 45
NOTE: DEGREES.
71 POWERPLANT
Make sure that the door strut is
correctly locked. •• Slowly, operate the sling and lower the
front end of the lower cowl
Open the aft side doors as follows:
•• Move the transport stand (ACS28005)
into position under the lower cowl
NOTE:
•• Disconnect the electrical connectors
Make sure that the door struts
are correctly locked. •• Install the hoist (ACS28009)
•• Remove the pip pins from the hinge
CAUTION assemblies
•• Carefully lower the cowl onto the
SET THE PROPELLER BLADES transport stand (ACS28005)
AT APPROXIMATELY
45 DEGREES FROM THE •• Remove the hoist and the sling from the
VERTICAL CENTER LINE lower cowl
BEFORE YOU LIFT (OR •• Put an identification label on the lower
LOWER) THE FORWARD cowl to identify its position
NACELLE COWL. IF YOU DO
NOT DO THIS, YOU WILL •• Install the cover (GSB5411003) on the
CAUSE DAMAGE TO THE lower cowl.
TRAILING EDGES OF THE
PROPELLER BLADES. CAUTION
DO NOT TOW THE LOWER
CAUTION COWL TRANSPORTATION
TROLLEY AT SPEEDS MORE
THE LOWER COWL IS A THAN 5 MPH (8 KM/H).
PRIMARY STRUCTURE.

71 POWERPLANT
Figure 71-21. Sling - Lower Fwd Cowl

71 POWERPLANT

1 NOTE
Left side shown,
right side opposite.
3
C LEGEND
71 POWERPLANT
1. Heat Shield
D
FW 2. PEC Unit
3. Electric Connector
1
SPINE COWL
FWD
Figure 71-22. Spine Cowl

Spine Cowl NOTE

Refer to Figure 71-22. Spine Cowl.
The spine cowl assembly forms part of the

engine mounting structure (EMS) and is bolted
to the top of the nacelle between the forward
and mid frames.
The spine cowl is a skin panel made of titanium.
The spine has three hinges on each side. These

hinges support the forward side doors.
The spine also contains installation mounts for

the propeller electronic controller.
A heat shield assembly for the pneumatic pre-

cooler is bolted to the spine.
A louver in the skin (aft of the heat shield

assembly) is the exhaust outlet for the pneumatic
71 POWERPLANT
system pre-cooler.

NOTE
Left side shown,
right side similiar.
71 POWERPLANT
AFT
RIGHT
ISOLATOR
FWD
TOP
ISOLATOR
FWD
RIGHT
ISOLATOR
AFT
LEFT
ISOLATOR
FWD
LEFT
ISOLATOR
Figure 71-23. Engine Isolation System

71-21-00 ENGINE NOTE

ISOLATION SYSTEM
INTRODUCTION
The engine mounts support the engine and
isolate torque and vibrations.
GENERAL
The engine mounting structure has a forward
frame (horse collar) which supports the engine
through three elastomeric vibration isolator
mounts that transfers the loads from the propeller
and engine into the struts through strut fittings.
The frame is a machined titanium section with

an integral triangular web stiffening section, that
is installed perpendicular to the engine axis, and
is external of the engine rotor burst zone.
71 POWERPLANT
The machined titanium mid frame is used to
attach the rear engine mounts.
SYSTEM DESCRIPTION
Refer to Figure 71-23. Engine Isolation System.
The PW150A engine has three front mount

pads on the Reduction Gearbox (RGB), (two
side and one top).
There are also two aft mount pads on the left and
right sides of the Intercompressor Case.

MOLDED ASSEMBLY
BRACKET (REF)
71 POWERPLANT
BRACKET
MOLDED ASSEMBLY
(REF)
Figure 71-24. Forward Left and Right Isolator

COMPONENT DESCRIPTION The mounts are redundant; i.e., system integrity

is maintained after loss of one mount.
Forward Left and Right Isolator
Clearance between the core and the bracket
Refer to: provides the snubbing envelope.
•• Figure 71-24. F
orward Left and Right
Each isolator has a bracket assembly and two
Isolator.
isolator plates.
•• Figure 71-25. Vibration Isolator Mount.
The isolator plates have a single plate with two
The forward side vibration isolators mount on elastomer pads bonded to one side.
the left and right forward side mount pads of the
engine. They use identical hardware, and can be
assembled in either a left or right configuration.
They react to axial, lateral, and vertical loads,

and are linked to the HTCS for torque loads.
71 POWERPLANT
Figure 71-25. Vibration Isolator Mount

ISOLATOR
ASSEMBLY
71 POWERPLANT
Figure 71-26. Forward Top Isolator

Forward Top Isolator Aft Left and Right Isolator

Refer to Figure 71-26. Forward Top Isolator. Refer to:
The forward top vibration isolator mounts on •• Figure 71-27. A

ft Left and Right
the forward top mount pad of the engine. Isolator.
•• Figure 71-28. Aft Side Mount.
It consists of a titanium bracket and two isolator
plates with elastomer pads bonded to each inner The aft vibration isolators mount on the left and
surface. The forward plate is titanium and the aft right aft mount pads of the engine.
plate is aluminum. The bracket is bolted to the
engine mount pad by four stainless steel bolts. They react to vertical and lateral engine loads,
A single steel bolt and core assembly attach the and a small percentage of the engine torque loads.
plates to the fore and aft sides of the bracket, and
fastens the complete assembly to the front frame. The isolator consists of an engine bracket,
The bolt is secured by a nut and cotter pin. mid-frame bracket, two outer plates and a link.
The outer plates have elastomer pads bonded to
The isolator provides engine restraint in the their inner surfaces.
event that both aft mounts fail. Clearance
between the core and the bracket provides the The engine bracket is secured to the engine
snubbing envelope. mount pad by four bolts. A single through
bolt attaches spigots on the outer plates to a
71 POWERPLANT
The top vibration isolator should be installed first. spherical bearing in the engine bracket.
The inner surface of the elastomer pads key to the

faces of the mid-frame bracket. The mid-frame
bracket attaches to the mid-frame at the top using
a spherical bearing and a bolt, and at the bottom
using the link, a spherical bearing and a bolt.
Elastometric
Elements
Mid-Frame
Bracket
Engine Forward pad
Bracket
Link
Bolt
Aft Pad
NOTE
Right mount shown,
left mount similar.
Figure 71-27. Aft Left and Right Isolator Figure 71-28. Aft Side Mount

71 POWERPLANT
Right Tube Assy. Reservoir
Left Tube Assy.

Right Cylinder Assy.
Left Cylinder Assy.
D
FW
Figure 71-29. Hydraulic Torque Restraint System

71-22-00 HYDRAULIC NOTE

TORQUE RESTRAINT
SYSTEM
INTRODUCTION
The Hydraulic Torque Compensation System
(HTCS) provides high torsional stiffness that
react to engine torque loads. It also provides
low translational stiffness to minimize the
transmission of vibrations.
GENERAL
The Engine Vibration Isolator System (EVIS)
and HTCS work together, to provide a load
path from the engine mount pads to the nacelle
Engine Mount Structure (EMS).
SYSTEM DESCRIPTION
71 POWERPLANT
Refer to Figure 71-29. Hydraulic Torque
Restraint System.
The HTCS is installed on the forward face of

the front frame. The HTCS has:
•• Two hydraulic actuator cylinders
•• A hydraulic fluid reservoir
•• Restrictor
•• Check valve
•• Connecting tubes.
The cylinder, reservoir, and supply tubes are

made of stainless steel. The HTCS is qualified
as fire resistant. In the unlikely event that a
fire were to cause leakage of the hydraulic
fluid, the front mounts will snub and react to
the engine torque. In the event of a failure of
the torque reaction system, the side mounts will
snub and react to the torque.

LEGEND
1. Tube Assy, LH
2. Grounding Strap Bracket
3. Left Cylinder
4. Forward Left Isolator (Ref)
1
71 POWERPLANT
Figure 71-30. Cylinder Assembly

COMPONENT DESCRIPTION Hydraulic Torque Compensation -

System Reservoir
Left and Right Cylinder Assembly
Refer to:
Refer to Figure 71-30. Cylinder Assembly.
•• Figure 71-31. Reservoir and Tube
The cylinder assemblies are installed on the left Assembly.
and right side of the engine support frame of
•• Figure 71-32. HTCS Reservoir.
No.1 and No.2 nacelle.
The reservoir is mounted to the forward face of
The cylinders are hydraulic actuators made of
the front frame of No.1 and No.2 nacelle.
stainless steel.
The hydraulic reservoir is aluminum alloy, and
Engine torque reacting on the rod end of the
connecting tubes are made of stainless steel.
actuators compresses the hydraulic fluid. The
hydraulic fluid is forced through a restrictor
Hydraulic pressure is generated by the engine
then compressing the spring in the reservoir.
torque at the actuators. The hydraulic fluid is
forced through a restrictor that compresses the
spring in the reservoir.
FUNCTIONAL TEST OF HTCS
71 POWERPLANT
RESERVOIR LEVEL INDICATOR
D
FW the maintenance practice and is intended for
Reservoir
RH Tube •• Measure and record the indicator
Assembly
extension
•• Make sure extension is within
limits stated in Task sheet.
LH Tube
Assembly
Figure 71-31. Reservoir and Tube Assembly Figure 71-32. HTCS Reservoir

Reservoir
Check Valve Restrictor
Vent
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Actuator Actuator
Rgb
Vent
Side Vibration Side Vibration

Isolator Isolator
Torque
Front Frame Front Frame

View From Front
Figure 71-33. HTCS Operation

OPERATION NOTES
Refer to Figure 71-33. HTCS Operation.
Normal System Operation

The hydraulic torque restraint system operates
under a counter-clockwise positive torque
load, when viewed from the rear. The actuators
compress the hydraulic fluid into the reservoir
through an orifice. A high torsional stiffness is
created by the trapped fluid.
The system has no stiffness in a clockwise,

(negative torque) load. Negative torque will
be absorbed mainly by the side and partly by
the rear isolators into the engine mounting
structure. In this condition, fluid will transfer
rapidly from the reservoir into the actuators
through the check valve. A high negative torque
may rotate the engine to the snubbing limit of
the forward side isolators. At the snubbing
71 POWERPLANT
limit, the HTCS actuators will not bottom out.
When the system has a vertical load, the HTCS

acts as a hydraulic damper by transferring
fluid from one actuator to the other. At low
frequencies and small displacements, there is
insignificant vertical damping.
The system contains approximately 12 cu.in.

(165ml) of MIL-H 5606 hydraulic fluid. It
is pre-pressurized against the pressure of the
spring-loaded piston in the reservoir.
This is to avoid the cavitation during a rapid

movement to negative torque. The pressure
(i.e. volume of fluid) may be determined by
measuring the standout of an indicator at the
end of the reservoir.
The nominal system pressure at take-off power

is 3,140 psig, including pre-pressure.

Bleed To Container
Left Cylinder Tube
Assy. (Ref)
Bleed Valve
Cap Reservoir Level
Indicator
Bleed Valve
Cap
Reservoir
(Ref)
Fill Valve
Cap
71 POWERPLANT
Hydraulic
Pump Connection
Valve
FWD
From
Right Hydraulic
Cylinder Pump
Assembly Bleed Valve
(Ref) Cap
Figure 71-34. HTCS Servicing

SERVICING OF THE HTCS NOTES

Refer to the Bombardier AMM PSM 1-84-2
for a detailed description of this maintenance
practice.

Refer to Figure 71-34. HTCS Servicing.
•• Release the pressure from the system

by removing the bleed caps from the
cylinder assemblies and connecting the
bleed tubes.
•• R e m o v e t h e b l e e d c a p f r o m t h e
reservoir. Connect a bleed tube to the
reservoir and to the hydraulic pump.
71 POWERPLANT
•• Pump fluid into the reservoir until an air
free flow is observed.
•• Repeat procedure for the left and right
cylinder assemblies.
•• Release handpump pressure from the
system and check level indication
extension is correct.
•• Install bleed caps
•• Observe hydraulic fluid precautions
during task.

FWD
NOTE
Left nacelle shown
ENGINE AIR INTAKE

71 POWERPLANT
FWD
FOREIGN OBJECT DEBRIS DOOR
Figure 71-35. Forward Nacelle Air Intake

71-61-00 FORWARD SYSTEM DESCRIPTION

NACELLE AIR INTAKE Refer to:
•• Figure 71-35. F
orward Nacelle Air
INTRODUCTION Intake.
The air intake is part of the lower nacelle cowl. •• Figure 71-36. F
orward Nacelle Air
Intake Detail.
GENERAL When the aircraft is in icing conditions and the
Refer to Figure 71-35. Forward Nacelle Air deicing system is selected on, ice that is shed
Intake. from the deicing boot could be ingested into
the engine causing damage. This system will
The air intake directs the air entering the prevent this from happening.
engine for all engine operations. A Foreign
Object Debris (FOD) door is installed at the
rear of the duct, when the door is open debris
is ejected out through the bottom surface of the
lower cowl.
71 POWERPLANT
5
LEGEND
1. Drain mast
2. Water/de-ice drain
4 3. Nacelle drain
4. Nacelle drain
5
5. Forward nacelle drain
6. Fuel drain
2 7. Fuel drain
3
6
1
Figure 71-36. Forward Nacelle Air Intake Detail

LEGEND
1. Turnlock Fastener
2. Gasket
3. Collector
4. Turnlock Fastener
71 POWERPLANT
3
4
FW
D
Figure 71-37. Forward Drain Collector

71-71-00 NACELLE The compartments are as follows:
DRAINS •• Outboard forward compartment

- hydraulic and alternate feather
pump drive seal drain
INTRODUCTION •• Outboard aft compartment - PMA
Engine nacelle drain lines safely dispose of and fuel pump drive seal drain
fluid leakage. •• Inboard forward compartment
- Propeller shaft seal drain
GENERAL •• Inboard aft compartment - Starter
The forward drain lines are routed to a collector Generator drive seal drain.
tank. The rear drain lines are routed to a manifold.
The forward drain lines are routed individually
to a collector tank with the exception of the
SYSTEM DESCRIPTION drains for the auxiliary feather pump seal and
The forward and rear drains, the eight sumps engine driven hydraulic pump seal. Over flow
and the Leading Edge Zone are routed of the collector tank connects a drain line to
separately to the aft end of the lower cowl and the lower cowl via a flexible hose with two
then overboard through an external drain mast. camloc fasteners. This attachment allows for
quick release during removal or lowering of the
71 POWERPLANT
The drain lines are comprised of the following lower cowl to the maintenance position. From
sub-components: the lower cowl fluid drains overboard through
an external drain mast.
•• Fwd Drain Collector
•• Rear Drain Manifold
•• Drain mast
•• Zone 1 - Engine Compartment
/ Fire Zone
•• Zone 2 - Air intake Zone
•• Zone 3 - Leading Edge Zone
•• Tube assemblies.
Forward Drain Collector
Refer to:
Figure 71-38. Fwd Drain Collector
•• Figure 71-37. Forward Drain Collector.
•• Figure 71-38. Fwd Drain Collector.
The forward drain collector is on the right side of

the engine aft of the scavenge oil filter.
The forward drain collector consists of a line

removable drain collector with four labeled
compartments.

FWD
71 POWERPLANT
2
LEGEND
1. Nuts
2. Drain Tube
Figure 71-39. Rear Drain Manifold

Rear Drain Manifold NOTE

Refer to Figure 71-37. Rear Drain Manifold.
The rear drain Manifold is on the lower left

side of the engine aft of the oil sump.
The rear drain Manifold is a machined block

with 5 fittings.
The rear drain lines are routed to a manifold

which is connected to the lower cowl via a
flexible hose with two camloc fasteners. From
the lower cowl fluid drains overboard through
an external drain mast. P3 air from the centrisep
provides the motive flow for this drain lines.
71 POWERPLANT

LEGEND
1. Drain mast
2. Water/de-ice drain
3. Nacelle drain
4. Nacelle drain
5. Forward nacelle drain
6. Fuel drain
7. Fuel drain
71 POWERPLANT
4
5
2
3
6
1
Figure 71-40. Forward Nacelle Air Intake Drains

Drain Mast The Zone 2 - air intake zone - is on the

underside of the lower cowl. There are four
Refer to Figure 71-40. Forward Nacelle Air 0.27” diameter holes. Fluids in the lower cowl
Intake Drains. are drained overboard via drain holes in the
bottom of the cowl.
The drain mast on the left side of the lower
cowling has drain ports for six tube assemblies The Zone 3 - Leading Edge Zone (LEZ) - is on
listed below: the leading edge zone. Fluids in this zone are
drained via a stainless steel tube.
•• Forward engine drain cup
•• Rear engine drain Manifold Fluids accumulating in the forward part of the
wing leading edge and de-icing system, drain into
•• Zone 1 sumps (three separate lines)
the right, rear drain tube and drain overboard.
•• Zone 3 fuel shroud drain.
The drain is on the port side of the nacelle at the
The open ends of drain line assemblies in the lowest part of the zone, and is routed through
mast are beveled to create a local negative the firezone and through the lower cowl to the
pressure that enhance drainage into airflow external drain mast. The tubing runs vertically
away from the nacelle. The six tubes are down the aft firewall and along the top of the oil
arranged such that the efflux from each tube cooler cover where it is connected to a line in
will not interfere with or be re-ingested by the lower cowl. The fuel shroud drain is merged
another tube. with this line just below the PEZ.
71 POWERPLANT
There is also a run-back gate on the mast to
prevent discharged fluids from running back
along the outside of the mast and onto the
nacelle surface. These drains have the capacity
to discharge approximately 5 US gpm in flight,
a flow rate comparable to an undetected fuel
leakage rate.
Forward Nacelle Air Intakes Drains

Refer to Figure 71-40. Forward Nacelle Air
Intake Drains.
Zone 1 - Engine Compartment/Fire Zone Eight

sumps are on the firefloor of the lower cowl.
Three drain holes are in the forward section and
five are in the aft section. The sumps are low
areas of the firefloor, connected to rigid tubing
to the drain mast.
Fluids in the engine compartment can drain

overboard through the eight sumps. The sumps
form a part of the lower cowl drain system
which merges and routes the drain lines to an
external drain mast.

71-00-00 APPENDIX CAUTION

Do not lift the engine when it is
MAINTENANCE attached to the stand. You can
CONSIDERATION cause damage to the engine.
The following are abbreviated descriptions of CAUTION

the maintenance practices and are intended for
training purposes only. For a more detailed Keep all the parts together when
description of the practices, refer to the tasks you do work on the isolator. Do
in the Bombardier AMM PSM 1-84-2. not mix the parts of different
isolators. If you do, it is possible
Safety Precautions that you will not correctly monitor
the structural life of the isolator
parts. This can cause a dangerous
WARNING flight condition to occur.
Torque the nacelle mounted hoist
mounting bolts to the specified CAUTION
torque. This will help to prevent
injuries to personnel, or damage Do not use sharp objects or
71 POWERPLANT
to aircraft and equipment. tools when you examine the

bond separation on the isolator
assemblies. Carefully use only
WARNING finger pressure to examine the
isolator assemblies. Sharp objects
Make sure that the hydraulic can cause damage to the isolators.
pump is correctly attached to the
nacelle. If you do not do this,
when you move the engine, it can
Special Tooling
cause injury to persons or damage The following special tools are used:
to the pump or the engine.
•• GSB0700024
CAUTION •• Stand - Tail Support
•• PWC55453
Make sure that the drive shaft
does not fall out of the pump •• Sling
when you disengage the pump •• GSB7100022
from the engine. If the drive
shaft falls, it can be damaged. •• Hoist, Nacelle Mounted, Engine
(replaces Hoist GSB7100021).
CAUTION
Make sure that the intake air
passage is clear of unwanted
objects before installation. If
you do not do this, it can cause
damage to the engine.

ENGINE OIL PRESSURE CAUTION

CHECK AND ADJUSTMENT
WHEN YOU MAKE AN
The maintenance procedure that follows is used ADJUSTMENT TO THE OIL
to do an engine oil pressure check and make PRESSURE, THE FINAL
adjustments as necessary. POSITION OF THE ADJUSTER
MUST BE BETWEEN 7
Engine Oil Pressure Check: AND 11 TURNS COUNTER-
CLOCKWISE FROM THE
•• Start the engine FULLY SEATED POSITION.
•• Operate the engine at 80% NH. When
the oil temperature is 70° to 90°C IF IT IS NECESSARY TO GO
(158°-194°F). Make sure that the oil OUTSIDE THESE LIMITS
pressure is 61 to 72 psid (421–496 kPa) TO GET THE CORRECT
OIL PRESSURE, THEN
•• Move the CLA to MAX/1020 EITHER THE PRESSURE
•• Move the PLA to RATING. Make sure REGULATING VALVE OR
that the oil pressure is 61 to 72 psid (421- THE PRESSURE INDICATION
496 kPa) IS DEFECTIVE.
•• Move the PLA to FI. Make sure the oil
pressure is 61 to 72 psid (421-496 kPa) NOTE:
71 POWERPLANT
•• Move the PLA to DISC. If the oil One complete turn of the adjuster
pressure is less than 44 psid (304 kPa), changes the oil pressure by 3.5
replace the oil pressure regulating valve to 4.0 psid (24.14-27.57 kPa).
•• Shutdown the engine Lubricate a new packing with
•• If the oil pressure is not in the limits, engine oil (03-06) and install it
continue with the adjustment procedure. on the cover.
Oil Pressure Adjustment: Install the cover.
•• Remove the cover Torque the bolts to 36 to 40 lbf

in (4.1–4.5 Nm).
•• Remove and discard the packing
•• Turn the adjuster clockwise to increase Do the oil pressure check again
the oil pressure or counter clockwise to to make sure that the oil pressure
decrease the pressure. If it is necessary is correct.
to go outside the limits of the adjuster to
get the correct oil pressure, contact your
local Field Support Representative.

ENGINE START CAUTION

DISCONNECT THE
CAUTION EXTERNAL AC POWER
SOURCE CURRENT TO THE
DO NOT TRY TO START AIRCRAFT. IF YOU DO NOT
THE ENGINE IF THE DO THIS, DAMAGE TO THE
TEMPERATURE OF THE OIL TRANSFORMER RECTIFIER
IS BELOW -54°C (-65°F). YOU UNIT COULD OCCUR.
MUST HEAT THE OIL TO
A TEMPERATURE ABOVE
-54°C (-65°F). IF YOU DO NOT CAUTION
DO THIS, YOU CAN CAUSE
DAMAGE TO THE ENGINE. DO NOT OPERATE THE
ENGINE ON THE GROUND IN
CONTINUOUS CROSSWINDS
CAUTION OF MORE THAN 50 KNOTS OR
IN GUSTING CROSSWINDS
MAKE SURE THAT THE OF MORE THAN 55 KNOTS.
ENGINE INTAKE AIR
PASSAGE IS CLEAR OF DO NOT OPERATE THE
UNWANTED OBJECTS. IF ENGINE ON THE GROUND
71 POWERPLANT
YOU DO NOT DO THIS, IT AT ENGINE POWER ABOVE

CAN CAUSE DAMAGE TO 460 SHP IN CROSSWINDS OF
THE ENGINE. MORE THAN 45 KNOTS. IF
YOU DO NOT OBEY THESE
Install chocks on the main and nose landing gear LIMITATIONS, YOU MUST
wheels. REMOVE THE PROPELLER
FROM SERVICE WITHIN THE
Engage the nose gear ground lock. NEXT 10 FLYING HOURS.
Install the main landing gear lock pins. IMMEDIATELY DOWNLOAD
THE FLIGHT DATA
Set the Parking Brake to “ON.” RECORDER AND SEND THE
DATA TO BOMBARDIER AND
NOTE: DOWTY FOR EVALUATION.
IF AVAILABLE, PLEASE
When engine start is with No.1 PROVIDE BOMBARDIER AND
engine, make sure the parking DOWTY WITH THE AIRPORT
brake pressure reads 1000 psi REPORTED CONTINUOUS
minimum. AND MAXIMUM GUST WIND
CONDITIONS.
NOTE:
DO NOT USE MORE THAN
When engine start is with No.2 14% ENGINE TORQUE WITH
engine, make sure the parking UNDERSPEED GOVERNING
brake pressure reads 500 psi AT 660 RPM. THIS WILL
minimum. MAKE SURE THAT THE
ENGINE POWER IS NOT
MORE THAN 460 SHP.

Pre-Start Checks: CAUTION

•• IGNITION 1 and IGNITION 2 switches
IF THE ENGINE DOES NOT
- NORM
LIGHT WITHIN 16 SECONDS
•• A/COL light switch - RED OR IF NH DOES NOT GO TO
64.2% WITHIN 70 SECONDS
•• BLEED 1 switch - OFF
AFTER YOU MOVE THE
•• BLEED 2 switch - OFF CONDITION LEVER TO
START/FEATHER, DO THE
•• DOOR warning and FUELING ON
STEPS THAT FOLLOW:
caution lights - OFF
•• PLA - DISC °° MOVE THE CONDITION LEVER
TO FUEL OFF
•• CLA - FUEL OFF.
°° ALLOW THE FUEL TO DRAIN
Start one of the engines: FOR 30 SECONDS MINIMUM
ENGINE START SELECT switch - 1 or 2. °° M O V E T H E E N G I N E S T A R T
Make sure that the SELECT light comes on. SELECT SWITCH TO OFF. MAKE
SURE THAT THE SELECT AND
START LIGHTS GO OFF
CAUTION
°° DO A DRY MOTORING RUN
71 POWERPLANT
DO NOT MOTOR THE ENGINE FOR 15 SECONDS MINIMUM.
WITH THE STARTER FOR
MORE THAN 70 SECONDS.
THIS CAN CAUSE DAMAGE CAUTION
TO THE STARTER.
IF YOU STOP THE START
PROCEDURE, LET THE
Engine START switch - Press.
ENGINE FULLY STOP
Make sure that the START light
BEFORE YOU TRY THE
comes on. Abort the start if there
START PROCEDURE AGAIN.
is no NH indication and do the
troubleshooting as necessary.
CLA - START & FEATHER.
NOTE: Do the checks that follow:

The starter is automatically •• Make sure that the engine accelerates to
de-energized when NH reaches more than 64.2% NH
50%.
•• Make sure that the ITT/T6 does not go
When you see an NH indication, more than 920°C (1688°F)
continue with the steps that •• Make sure that the engine START and
follow. ENGINE START SELECT switches are
OFF
•• Make sure that the oil pressure (MOP)
is more than 44 psi (304 kPa).

•• Make sure that the warning and caution ENGINE SHUTDOWN

lights that follow are OFF:
Shutdown the engines:
°° ENG OIL PRESS
°° ENG FUEL PRESS •• PARK/EMERG BRAKE lever - PARK
°° ENG HYD PUMP. •• Make sure that the STBY HYD PRESS
ON and the PTU CNTL ON lights are
If you used the battery to start the engine, make OFF
sure that the DC GEN light is OFF. •• POWER levers - DISC
Use the same procedure as before to start the •• Condition levers - START/FEATHER.
other engine. •• Operate for 30 seconds minimum in
feather
DC CONTROL EXT PWR switch - OFF (if
applicable). •• STEERING switch - OFF
•• ANTI SKID switch - OFF
Make sure that the DC CONTROL EXT PWR
is OFF. •• BLEED 1 and BLEED 2 switches - OFF
•• RECIRC fan switch - OFF
Make sure that the caution lights that follow
are OFF: •• EMER LIGHTS switch - OFF
71 POWERPLANT
•• Condition levers - FUEL OFF

•• No. 1 DC GEN
•• MAIN BATTERY, AUX BATTERY
•• No. 2 DC GEN
and STBY BATTERY switches - OFF
•• MAIN BATTERY
•• BATTERY MASTER switch - OFF.
•• AUX BATTERY
•• STBY BATTERY.
Disconnect the external power (if applicable).
MAIN BUS TIE switch - TIED.

ENGINE DRY MOTORING ENGINE WET MOTORING

Do a dry motoring cycle of the engine as follows:
CAUTION
•• Move the CLA to FUEL OFF
DISCONNECT THE
•• Move the PLA to DISC EXTERNAL AC POWER
•• Select IGNITION 1 or IGNITION 2 SOURCE CURRENT TO THE
switch to the OFF position AIRCRAFT. IF YOU DO NOT
DO THIS, DAMAGE TO THE
•• Move the ENGINE START SELECT TRANSFORMER RECTIFIER
switch to 1 or 2. Make sure that the UNIT COULD OCCUR.
SELECT light is ON.
CAUTION
CAUTION
ALWAYS DRY MOTOR THE
DO NOT MOTOR THE ENGINE ENGINE AFTER YOU WET
WITH THE STARTER FOR MOTOR IT. THIS REMOVES
MORE THAN 70 SECONDS. FUEL FROM THE ENGINE.
THIS CAN CAUSE DAMAGE
TO THE STARTER. Do a wet motoring cycle of the engine as follows:
71 POWERPLANT
Push the Engine START switch. Motor the •• CONDITION lever - FUEL OFF
engine for 30 seconds.
•• POWER lever - DISC
Make sure that NH starts to increase. The duty •• IGNITION 1 or IGNITION 2 switch
cycles for the Engine DC starter are: - OFF
•• Attempt No.1, 70 seconds cranking and •• ENGINE START SELECT switch - 1
2 minutes recovery or 2. Make sure that the SELECT light
is ON.
•• Attempt No.2, 70 seconds cranking and
2 minutes recovery
CAUTION
•• Attempt No.3 70 seconds cranking and
30 minutes recovery DO NOT MOTOR THE ENGINE
WITH THE STARTER FOR
•• Move the ENGINE SELECT switch to MORE THAN 70 SECONDS.
CENTER. Make sure that the SELECT THIS CAN CAUSE DAMAGE
and START lights go OFF. TO THE STARTER.
•• Engine START switch - Press. Move

the CONDITION lever to START &
FEATHER and motor the engine for
30 seconds
•• CONDITION lever - FUEL OFF
•• ENGINE START SELECT switch
- OFF.

ENGINE POWER ASSURANCE °° Do the necessary troubleshooting if

NH, NL, ITT and Wf margins are
CHECK negative.
Do a manual power assurance check of the
engine as follows: NOTE:
•• Record the outside air temperature The engine is serviceable if Wf is
(OAT) and the pressure altitude. more than the limit but all other
parameters are in the limits. You
The correct pressure altitude may be obtained can use Wf as an indicator. Make
as follows: sure that the other parameters
(NH, NL, ITT) are accurate.
•• Set the altimeter calibration window to
the standard barometric pressure (29.92 •• If ITT margin is less than 5°C (9°F)
inch of mercury (in Hg) or 1013 Mbars). or the NH or NL margin is less than
The altimeter reading is the actual 0.25% schedule another PAC at an
pressure altitude around the aircraft. Do interval based on the engines observed
not use corrected barometric pressure as performance deterioration rate, based
supplied by the tower on ECTM and previous PAC results.
•• Find and make a record of the maximum Do a power assurance check of the engine
NH, NL, ITT and Wf. using an EMU as follows:
71 POWERPLANT
•• Select POWER ASSURANCE from the

CAUTION power plant main menu of the ARCDU
•• Follow the ARCDU automated procedure.
MAKE SURE THAT THE
ENGINE INTAKE AIR
Examine the engine parameters and calculated
PASSAGE IS CLEAR OF
margins:
UNWANTED OBJECTS. IF
YOU DO NOT DO THIS, IT
•• Do the necessary troubleshooting if NH,
CAN CAUSE DAMAGE TO
NL , ITT or Wf margins are negative.
THE ENGINE.
•• Start the engine ENGINE ACCELERATION

•• Condition lever to MAX (1020 RPM)
CHECK
•• Advance the POWER lever to the rating Do an acceleration check of the engine as
detent. Make sure that the engine torque follows:
matches the target torque, the ECS bleed
•• Record the outside air temperature
is OFF and airspeed is less than 65 Kts
(T1.8) and the pressure altitude.
(calibrated). Operate the engine at this
power for three minutes.
Do the steps that follow to find and record the
•• Record NH, NL, ITT and Wf from the target torque:
cockpit gages
•• Start the engine
•• Shutdown the engine
•• Move the CLA to MAX 1020
•• Make sure that OAT and the pressure
altitude has not changed •• Accelerate slowly until you reach the
rating detent
•• Using the tables determine the corrected
margins •• Maintain this power setting a few

secon ds t o l et engi ne param e te r s PROPELLER FORWARD

stabilize
CONSTANT SPEED
•• Record RATING TORQUE
•• Reduce power to flight idle CAUTION
•• Determine the torque value equivalent
to 95% RATING TORQUE recorded in MAKE SURE THAT THE
step 6, above. ENGINE INTAKE AIR
PASSAGE IS CLEAR OF
UNWANTED OBJECTS. IF
CAUTION YOU DO NOT DO THIS, IT
CAN CAUSE DAMAGE TO
PULL THE POWER LEVER THE ENGINE.
BACK WHEN THE ENGINE
GETS TO 95% TORQUE Do the check of the propeller forward constant
RATING. THIS WILL KEEP THE speed as follows:
ENGINE OR THE PROPELLER
IN THE PERMITTED LIMITS. •• Start the engine
•• Move the CLA lever to MAX 1020.
•• Move the PLA from FLT IDLE to the
RATING Detent position in less than
one second to do a slam acceleration CAUTION
71 POWERPLANT
•• Record the amount of time it takes the
DO NOT OPERATE THE
engine to go from FLT IDLE to 95%
ENGINE AT MORE THAN
of RATING TORQUE. The time taken
THE TORQUE OR ITT LIMITS.
must be 5 seconds maximum
IF YOU DO, YOU CAN CAUSE
•• If the acceleration time is less than 5 DAMAGE TO THE ENGINE
seconds, the FMU is serviceable. OR THE PROPELLER.
GROUND IDLE ENGINE RUN •• Advance the PLA until NP becomes

stable (NP governing)
Do a ground idle check as follows:
•• Check that NP at MAX GOV is 1020
•• Start the engine ±10 rpm.
•• POWER lever to “DISC” NOTE:
•• CONDITION lever to FEATHER The NP gauge on the aircraft
•• ECS bleed - OFF instrument panel moves in
increments of 10 rpm.
•• Check that NH is 64.2 ± 0.5%.
•• Move the PLA to DISC.

REVERSE MAXIMUM GOVERNING FADEC TRIM (FOR PLA)

(FULL RANGE IN REVERSE) The P LA/C LA tr im pr oc e dur e does t h e
Do the check of the reverse maximum following:
governing as follows:
•• Calibrates the PLA and CLA positions
•• Start the engine in the memory of the FADEC and PEC
•• Move the CLA to any position between •• Uploads the Torque Trim values from
MIN 850 and MAX 1020 the trim plug into the FADEC memory
•• Make sure the ECS bleed is OFF °° Uploads the ITT Trim value from
the trim resistor into the FADEC
•• Move the PLA to MAX REV memory.
•• Check that NP becomes stable between
950 and 1030 rpm NOTE
•• Move the PLA to DISC If there is a difference between
the actual trim resistor values
•• Move the CLA to START & FEATHER. and the values stored in the
FADEC memory, the fault codes
NPT UNDERSPEED that follow will be displayed:
GOVERNING CHECK
71 POWERPLANT
°° Fault codes 796 and 797 for Torque

Do a NPT underspeed governing check as Trim.
follows:
°° Fault code 798 for ITT Trim.
If the PLA/CLA trim is required because of
•• Move the CLA to MAX/1020 and let maintenance activity on the PLA or CLA
the oil temperature become stable quadrant, or because of an engine change, do
•• Move the PLA to FLIGHT IDLE the steps that follow:
•• Check that NP is minimum 660 ± 10 •• Do an operational check for engine fault
RPM. code indications
•• If you see fault code 796, 797, 798,
804, 807 or 808, do the necessary
maintenance before you do the PLA/
CLA trim.
NOTE
The power settings or the ITT
limit can be incorrect if you do
the trim procedure before you
clear these fault codes.
If the PLA/CLA trim is required because of an

RGB change, do the steps that follow:
•• Do an operational check for engine fault
code indications
•• If you see fault code 798 or 804, do the

necessary maintenance before you do POWERPLANT INTERFACE ,

the PLA/CLA trim. then select TRIM DATA
-- At the TRIM DATA page, select
NOTE PLA TRIM and read the values
that come into view
limit can be incorrect if you do -- F r o m t h e A R C D U s c r e e n ,
the trim procedure before you confirm that the trimmed PLA
clear these fault codes. is 35° for both channels
-- Move the two PLAs to FLIGHT
If the PLA/CLA trim is required because of
IDLE
a FADEC change, and it had fault codes 797,
798, 804, 807 or 808 when it was removed, do -- Move the two CLAs to FUEL
the necessary maintenance before you do the OFF
PLA/CLA trim.
-- On the Maintenance Control
Panel, set the MAINT DISC
NOTE switch to OFF.
limit can be incorrect if you do PROPELLER FEATHER CHECK
the trim procedure before you
Do a propeller feather check as follows:
clear these fault codes.
71 POWERPLANT
Do the steps that follow to trim the PLA and
CLA: •• Move the POWER lever to DISC
•• M o v e t h e C O N D I T I O N l e v e r t o
•• Move the PLA, of the powerplant to
MAX/1020 and let the engine become
be trimmed, to FLIGHT IDLE and the
stable. Make sure that the propeller
CLA to 850 RPM
fully unfeathers
•• Set the other PLA to the RATING
•• Move the CONDITION lever to START/
position and the other CLA to FUEL
FEATHER. Make sure that the propeller
OFF
fully feathers within 20 seconds.
•• Set the MAINT DISC switch to ON
•• Hold the RIG TRIM switch ON for
more than 5 seconds.
•• When you do the PLA Trim procedure,

do the steps that follow:
°° To monitor the PLA Trim procedure,
go to the PLA Trim page on the
ARCDU display as follows:
-- Set the Central Maintenance
System to Maintenance Mode).
-- At the ARCDU screen on the
flight deck, select OTHER
SYSTEMS from the main menu,
then select EMU
-- From the main menu, select


•• GSB0700024 Stand - Tail Support
•• GSB0700025 (or equivalent) Engine strap
•• GSB7100021 Hoist, Nacelle Mounted, Engine
•• GSB7100022 Hoist, Nacelle Mounted, Engine
•• PWC55971 Stand, engine
•• PWC55453 Sling
•• PWC57111 Fixture, lifting
•• GSB5411003 Cover - Engine Lower Cowl (Series 400)
•• ACS28004 Sling - Lower Forward Cowl (Series 400)
•• ACS28009 Hoist - Lower Forward Cowl (Series 400)
•• ACS28005 Stand - Lower Forward Cowl Support/Transport (Series 400)
•• GSB5400001 Bar - Pry
•• ACS28016 Lanyard - Lower Forward Cowl (Series 400)
71 POWERPLANT
•• Commercially available Load cell (able to measure a 2500 lbs (1134 kg) load)
•• T900314-1 HTCS Ground Support Kit
•• T900314-01 Hydraulic Pump Assembly (part of HTCS Ground Support Kit)
•• T900314-03 Bleed Tube Assembly (part of HTCS Ground Support Kit)
•• T900317-1 Alignment Tool (part of HTCS Ground Support Kit)

•• AMM 72-00-00-510-801: Shipping Methods.

•• AMM 72-00-00-890-804: Engine Condition Trend Monitoring (ECTM).
•• AMM 72-00-00-890-805: Oil Consumption Trend Monitoring.
•• AMM 71-00-00-000-801: Removal of the Engine from the Nacelle.
•• AMM 71-00-00-400-801: Installation of the Engine in the Nacelle.
•• AMM 71-00-00-000-804: Removal of the Engine Hoist.
•• AMM 71-00-00-400-804: Installation of the Engine Hoist.
•• AMM 71-00-00-780-801: Engine Oil Pressure Check and Adjustment.
•• AMM 71-00-00-868-806: Engine Power Assurance Check.
•• AMM 71-00-00-868-807: Engine Acceleration Check.
•• AMM 71-00-00-868-811: Ground Idle Engine Run.

•• AMM 71-00-00-868-813: Propeller Forward Constant Speed.

•• AMM 71-00-00-868-815: Oil Consumption Trend Monitoring Run.
•• AMM 71-00-00-868-816: NPT Underspeed Governing Check.
•• AMM 71-00-00-868-817: FADEC Trim (for PLA).
•• AMM 71-00-00-868-818: Propeller Purge.
•• AMM 71-00-00-868-819: Propeller Feather Check.
•• AMM 71-10-16-010-801: Opening of the Lower Cowl.
•• AMM 71-10-16-410-801: Closing of the Lower Cowl.
•• AMM 71-10-16-210-801: G
eneral Visual Inspection of the Nacelle Air Intake Seal (MRB#
716100-201).
•• AMM 71-10-16-000-801: Removal of the Lower Cowl.
•• AMM 71-10-16-400-801: Installation of the Lower Cowl.
•• AMM 71-21-01-000-801: Removal of the Forward Left Isolator.
•• AMM 71-21-01-400-801: Installation of the Forward Left Isolator.
•• AMM 71-21-11-000-801: Removal of the Forward Top Isolator.
71 POWERPLANT
•• AMM 71-21-11-400-801: Installation of the Forward Top Isolator.
•• AMM 71-21-16-000-801: Removal of the Aft Left Isolator.
•• AMM 71-21-16-400-801: Installation of the Aft Left Isolator.
•• AMM 71-21-21-000-801: Removal of the Aft Right Isolator.
•• AMM 71-21-21-400-801: Installation of the Aft Right Isolator.
•• AMM 71-21-00-840-805: R
estoration (remolding) of the Molded Assemblies of the Aft
Right Isolator.
•• AMM 71-22-00-210-804: G
eneral Visual Inspection of the Hydraulic Torque Compensation
System (MRB#712200-202).
•• AMM 71-22-00-220-801: I nspection of the Hydraulic Torque Compensation System
Reservoir Level Indicator.
•• AMM 71-22-00-820-801: R
igging of the Hydraulic Torque Compensation System Cylinder
Piston.
•• AMM 71-22-00-600-801: Servicing of the Hydraulic Torque Compensation System.
•• AMM 71-22-00-720-801: F
unctional Check of the Hydraulic Torque Compensation System
Reservoir Level Indicator (MRB#712200-201).
•• AMM 75-31-16-000-801: Removal of the P3 Air Separator.
•• AMM 75-31-16-400-801: Installation of the P3 Air Separator.

CHAPTER 72
ENGINE
CONTENTS
Page
72-00-00 INTRODUCTION........................................................................................ 72-1
GENERAL.................................................................................................................. 72-3
72-10-00 REDUCTION GEAR BOX (RGB) AND PROPELLER SHAFT................... 72-5
General................................................................................................................ 72-5
Reduction Gearbox........................................................................................ 72-7
Operation............................................................................................................. 72-9
72-20-00 INLET SECTION...................................................................................... 72-11
General.............................................................................................................. 72-11
Front Inlet Case........................................................................................... 72-11
Chromate Surface Repair of Magnesium............................................................ 72-11
72 ENGINE
72-30-00 COMPRESSOR SECTION........................................................................ 72-13
Introduction....................................................................................................... 72-13
Low Pressure (LP) Compressor Case........................................................... 72-15
Low Pressure (LP) Compressor................................................................... 72-15
Inter-Compressor Case................................................................................ 72-15

Page
HP compressor............................................................................................ 72-15
Operation........................................................................................................... 72-17
Normal System Operation........................................................................... 72-17
Compressor and Turbine Wash........................................................................... 72-17
Engine Condition Trend Monitoring (ECTM)..................................................... 72-18
72-40-00 COMBUSTION SECTION........................................................................ 72-19
Introduction....................................................................................................... 72-19
Combustion Case........................................................................................ 72-21
The Combustor............................................................................................ 72-21
Operation........................................................................................................... 72-21
72-50-00 TURBINE SECTION................................................................................. 72-23
General.............................................................................................................. 72-23
System Description..................................................................................... 72-27
HP Vane...................................................................................................... 72-27
HP Turbine.................................................................................................. 72-27
72 ENGINE
LP Turbine Vane Assembly.......................................................................... 72-27

LP Turbine Assembly.................................................................................. 72-27
Turbine Case............................................................................................... 72-29
Inter Turbine Vane (ITV) Assembly............................................................. 72-29
Power Turbines............................................................................................ 72-29
Exhaust Flange Cover.................................................................................. 72-29
Operation........................................................................................................... 72-29

Page
Limitations.................................................................................................. 72-29
Borescope Inspections................................................................................. 72-30
Engine shipping methods................................................................................... 72-30
72 ENGINE

ILLUSTRATIONS
Figure Title Page
72-1 Engine Cutaway View 1.............................................................................72-2
72-2 Reduction Gearbox (RGB).........................................................................72-4
72-3 RGB - Rear Detail.....................................................................................72-6
72-4 RGB Geartrain...........................................................................................72-8
72-5 RGB Geartrain...........................................................................................72-9
72-6 Engine Air Intake.....................................................................................72-10
72-7 Compressor Section 1..............................................................................72-12
72-8 Compressor Section 2..............................................................................72-14
72-9 Wash Nozzle............................................................................................72-16
72-10 Combustion Section 1..............................................................................72-19
72-11 Combustion Section 2..............................................................................72-20
72-12 Turbine Section 1.....................................................................................72-22
72-13 Turbine Section 2.....................................................................................72-24
72-14 Turbine Section 3.....................................................................................72-25
72-15 Turbine Section 4.....................................................................................72-26
72 ENGINE
72-16 Operating Limitations..............................................................................72-28

CHAPTER 72
ENGINE
The Dash 8 series 400 aircraft is powered by two PW150A turboprop engines each able to
produce 5071 SHP at Max takeoff.
72 ENGINE
The PW150A turboprop engine is a three spool, free turbine engine. The three spools are:
•• Low Pressure spool
•• High Pressure spool and
•• Power Turbine spool.
The engine contains the following sub-systems:
•• Reduction Gear Box (RGB) and Propeller
•• Compressor Section
•• Combustion Section
•• Turbines.

Accessory Drive Combustion

Section Section
FWD
72 ENGINE
Air Inlet Section Compressor Section Turbine Section
Figure 72-1. Engine Cutaway View 1

GENERAL NOTES
Refer to Figure 72-1. Engine Cutaway View 1..
The Low Pressure (LP) spool rotates at a speed

designated as N L . The High Pressure speed
designated as Nh.
The Power Turbine spool has a dual stage axial

turbine that drives the Power Turbine shaft.
This spool rotates at a speed designated as
NPT, after reduction the speed is designated
as Np.
The HP and the Power-Turbine Spool

rotate clockwise, and the LP spool rotates
counterclockwise, when viewed from the rear.
The engine FMU is controlled by a dual channel

FADEC. The propeller is controlled by a dual
channel Propeller Electronic Controller (PEC).
72 ENGINE

Top mounting pad

Rear housing
Lifting bracket
Propeller Balance
Sensor Boss
Front housing
Brush Block
Mount Studs (4)
Prop Thrust Side Mounting

Bearing Cover Pad
FWD
72 ENGINE
Propeller shaft
Delta plate
Case-to-Case
Ground Cables
Figure 72-2. Reduction Gearbox (RGB)

72-10-00 REDUCTION NOTES

GEAR BOX (RGB) AND
PROPELLER SHAFT
GENERAL
Refer to Figure 72-2. Reduction Gearbox
(RGB)..
The RGB has the following functions:

•• Supports the propeller assembly
•• Transmits the propeller thrust to aircraft
structure
•• Drives the following accessories:
°° The AC generator
°° The aircraft system hydraulic pump
°° The overspeed governor and pump
•• Provides attachment for the three
forward engine mounts
•• Provides a housing for the RGB and AC
chip detector.
The Aft face of the RGB has the following

components:
•• AC generator
•• Hydraulic pump
•• Overspeed-governor
72 ENGINE
•• Pitch control unit (PCU)
•• Alternate feathering pump and
AC Generator chip detector.
The forward face of the RGB has the following

components:
•• Prop deice brush block
•• Dual pulsed probe assembly (Magnetic
Pick-up)
•• RGB data plate.

Hydraulic Pump
Mounting Pad
Accessory
Drive Cover
A/C Generator Drive

Mounting Pad
Overspeed
Governor
and Pump
Mounting Pad
AC Generator
Chip Detector
Pitch Control
Unit Adapter
Layshaft
72 ENGINE
Input shaft
Layshaft
Alternate Feathering
Pump Mounting Pad
Figure 72-3. RGB - Rear Detail


The RGB uses two stages of reduction to reduce
the power turbine shaft RPM input and to
increase the torque output of the propeller shaft.
Reduction Gearbox
Refer to Figure 72-3. RGB - Rear Detail..
The RGB, on the inlet casing, include the

following sub-components:
•• Front housing
•• Rear housing
Diaphragm input-drive housing.
The RGB reduces the input speed from the

power turbine to a speed range usable by the
propeller.
There are two stages of reduction. The total

reduction ratio is 17.16 to 1.
72 ENGINE

Hydraulic Pump
Drive Gearshaft
Idler Drive A/C Generator Overspeed Governor

Gearshaft Drive Gearshaft and Pump Drive
Propeller Gearshaft
Shaft
Second Stage
Pinion Gear
First Stage
Helical Gear
Second Stage
Bull Gear
FWD
Second Stage
Pinion Gear
72 ENGINE
Helical Input
Drive Shaft
Torque
Shafts
First Stage
Helical Gear
Torque
Sensors
Figure 72-4. RGB Geartrain

OPERATION The bullgear also turns the idler-drive spur

gearshaft and the overspeed-governor gearshaft
Refer to: counterclockwise. The idler-drive gearshaft
turns the alternator-drive gearshaft clockwise
•• Figure 72-4. RGB Geartrain.. and the overspeed-governor gearshaft turns the
•• Figure 72-5. RGB Geartrain. Hydraulic pump drive spur gearshaft clockwise.
The first stage of the reduction starts when A chamber in the rear housing is supplied with
the power turbine turns the helical input shaft engine oil. This auxiliary tank is always full of
clockwise. The helical input shaft will turn the oil, even when the engine is not in operation.
two first-stage helical gear counter-clockwise. Oil from this tank lubricates the reduction
The first-stage helical gear is directly splined to and accessory gears and bearings through oil
the second stage pinion gear by the torque shaft. passages, oil jets and nozzles. The overspeed
governor and the propeller control unit use this
The second stage of reduction starts when the oil to operate the pitch-change mechanism of
two pinion gears turn the second stage bull the propeller.
gear. The second stage bull gear is splined to
the Propeller shaft that rotates the Propeller The electric feathering-pump mounting pad on
clockwise. the rear housing has oil ports that are connected
to this auxiliary oil tank.
72 ENGINE
Figure 72-5. RGB Geartrain

Figure 72-6. Engine Air Intake
BOTTOM VIEW
Air Intake
72 ENGINE 72-10 FOR TRAINING PURPOSES ONLY
72-20-00 INLET SECTION The front inlet case is made of magnesium

alloy. Hot oil flows through internal passages
of the inlet case to prevent the formation of ice
GENERAL on the inlet lip. It houses the coupling shaft. It
supplies installation for the following:
The front inlet case directs air to the compressor
section. •• FADEC
•• Turbomachinery data plate
SYSTEM DESCRIPTION •• Compressor wash port
The purpose of the front inlet case is to: •• NL Speed Sensor
•• Provide structural connection •• Torque and NPT sensors
between the RGB and the
•• MOT Probe with ITT trim resistor
turbomachinery
•• T1.8 Probe.
•• D i r e c t a i r f l o w b e t w e e n t h e
intake housing and the first stage
Integrated Blade Rotor (IBR) CHROMATE SURFACE REPAIR
•• Support power turbine and low
OF MAGNESIUM
pressure shafts The following is an abbreviated description of
•• Support the flexible coupling shaft the maintenance practice and is intended for
assembly that transmits power to training purposes only. For a more detailed
the RGB description of the practice, refer to the task in
•• P r o v i d e s e a l i n g f o r t h e N o . 1
bearing cavity If the anti-corrosion coating on magnesium
•• Allow oil to pass to bearing cavities. alloy is damaged it must be repaired as soon
as possible.
The FADEC is on the left side of the inlet case
There are two types of solution that may be
and the fuel flow meter is on the right side.
used for this task as follows:
COMPONENT DESCRIPTION Chromate Conversion Solution or Chrome
Pickle Solution.
Front Inlet Case
72 ENGINE
They can be obtained ready mixed but tables
Refer to Figure 72-6. Engine Air Intake..
are supplied in the Task Sheet detailing the
solution mixtures.
The air inlet is between the RGB and the Low
Pressure (LP) compressor case. The inlet case
provides air to the LP compressor.

FWD
NOTE
72 ENGINE
Portion of component
removed for clarity
FWD
Figure 72-7. Compressor Section 1

72-30-00 COMPRESSOR The principal containment for the LP

compressor blades is by the bolted vane and
SECTION shroud arrangements.
The intercompressor case gives support for the

INTRODUCTION following components:
The compressor section raises the pressure •• P2.7 check valve (for ECS)
of the incoming air before passing it to the
combustion chamber. •• P2.7 handling bleed valve (HBV)
•• Angle drive gearbox
SYSTEM DESCRIPTION •• Rear engine mounts
Refer to: •• Drain valve and
•• Figure 72-7. Compressor Section 1.. •• HP compressor.
•• Figure 72-8. Compressor Section 2..
The LP compressor case provides mounting for

the following components:
•• Two Nh speed sensors
•• Oil level sight glass and filler neck
•• Oil pressure regulating valve
•• Main oil filter housing
•• Ignition exciter box
•• Fuel heater
•• Turbomachinery chip detector
•• Oil pump pack
•• Deaerator
•• Retimet breather (in AGB)
72 ENGINE
•• P2.2 intercompressor bleed valve and
adaptor.

HP Impellor
FWD
72 ENGINE
No.4 Bearing Housing
Figure 72-8. Compressor Section 2

COMPONENT DESCRIPTION Inter-Compressor Case

The intercompressor case is between the
Low Pressure (LP) Compressor (LP) low pressure compressor case and the
Case combustion case.
The LP compressor case is between the inlet
case and the intercompressor case. It houses the centrifugal HP compressor and the
accessory drive shaft (tower shaft).
This assembly is split in two halves to permit
one piece compressor module assembly and The titanium intercompressor case holds the
removal. No.3 and No.4 bearing cavities that support the
LP and HP compressors.
The magnesium case offers some containment
capability, through the erosion/thermal shield The impeller shroud is a double annulus for the
in the case. P2.7, and P2.8 bleeds.
An erosion shield is installed in the case to The intercompressor case forms a path that
protect the magnesium from hot P2.2 air and allows air to flow from the LP compressor to
debris. the HP compressor.
The low pressure compressor case houses the The compressor arrangement of three stages axial
low pressure compressor. The LP compressor and a single stage centrifugal is prone to stall
case supports bearings No.2.5 and No.3. because at low N h , the axial flow compressor
is much more efficient than the centrifugal
The 1st stage vane assembly is a full vane ring compressor. The air flows freely across the axial
cascade. but not so freely across the centrifugal, leading
to compressor stall and surge.
Low Pressure (LP) Compressor
HP compressor
The low pressure compressor is in the (LP) low
pressure compressor case. The high pressure (HP) compressor is in the
intercompressor case, and is a centrifugal high
The low pressure compressor is an axial, pressure impeller driven by an independent axial
three stage compressor and is driven by turbine, on an integral shaft. The HP compressor
an independent axial turbine. The rotor gives the fourth and last stage of compression to
72 ENGINE
components are three axial integrated blade the air mass going through the engine.
rotors (IBR) (1st, 2nd, and 3rd stage) all made
of titanium alloy. The IBRs are designed to be The bevel gear on the front of the compressor
FOD resistant. impeller meshes with the angle drive shaft, to
provide the drive to the accessory gearbox.
The LP compressor gives the first three stages
of compression to the air mass going through
the engine.

Air Inlet
Wash Nozzle (PWC57694)

72 ENGINE
Figure 72-9. Wash Nozzle

OPERATION A compressor and turbine wash removes salt,

dirt and other baked-on material that collects
Normal System Operation in the gas path and can cause the performance
of the engine to deteriorate. There are two
The three stage axial compressor rotates types of washes that you can do to clean the
counterclockwise (when viewed from the rear). compressor and turbines.
The 3rd stage stator assembly is a double row
cascade. This double row cascade slows the air Desalination Wash
down to provide near zero swirl at the inlet to A desalination wash uses water or a water/
the Inter Compressor Case (ICC) duct. methanol solution to remove salt and light
deposits.
Compressed air from the HP diffuser duct
flows into the gas generator case around
the combustion liner. The air flows into Performance Recovery Wash
the dilution holes and through holes in the A performance recovery wash uses cleaning
machined louvers. Air is used to assist in the chemicals in the wash solution to remove
fuel atomization, for cooling the liner skin, and deposits that cannot be dissolved by a
for combustion. desalination wash.
The shaft is supported by the No.4 ball bearing Do the performance recovery wash when
and No.5 roller bearing. necessary to make sure that deposits do not
build up on engine components.
Cabin bleed is provided by P3 and P2.7 air.
A rinse wash is used after a performance
Gradual performance shifts of NL, Nh, TQ , WF recovery wash to clean the gas path.
and ITT may be caused by a dirty compressor.
There are two types of wash tooling. They are:
Sudden performance shifts of N L , N h , WF,
and ITT may be caused by FOD or compressor •• PWC59053, Desalination Adapter - It
rubbing. attaches to the side of the engine inlet case
•• PWC57694, Wash Nozzle Assembly - It
COMPRESSOR AND TURBINE installed into the engine inlet case. This
WASH can result in a more effective wash.
72 ENGINE
The following is an abbreviated description of The use of a PWC57693 Wash Collector is
the maintenance practice and is intended for recommended, but optional. This allows easy
training purposes only. For a more detailed collection and disposal of the drained fluid.
Refer to Figure 72-9. Wash Nozzle.
CAUTION
LET THE ENGINE COOL FOR
A MINIMUM OF 40 MINUTES
BEFORE WASHING THE
COMPRESSOR. THIS WILL
PREVENT DAMAGING
ENGINE COMPONENTS.

ENGINE CONDITION TREND NOTE:

MONITORING (ECTM) Record the parameters that
follow:
the maintenance practice and is intended for °° OAT
description of the practice, refer to the task in °° P.ALT
the Bombardier AMM PSM 1-84-2. °° TQ
The EMU automatically records ECTM data °° NP
during every take-off and stable cruise for °° NL
every flight.
°° NH
Engine trend monitoring is usually started a °° ITT
maximum of 100 flight hours from the time an
engine is installed. °° Wf
Download the data to a laptop computer ECTM Data Analysis:

which has the P&WC supplied Ground Based
•• To use ECTM satisfactorily, you must
Software installed
do a regular analysis of the data to find
the condition of the engine. P&WC
Make an analysis of the ECTM data file (Refer
recommends that you analyze the
to the P&WC ECTM Users Guide).
ECTM data a maximum of five (5) days
after you download it.
ECTM Data Retrieval Frequency:
•• ECTM can indicate a change in engine
With an EMU: parameters. Compare the change to the
performance margin for that engine.
P&WC recommends that you download the
The performance margin was recorded
ECTM data every 50 hours.
during the power assurance check
(PAC) done when the engine was
Without an EMU:
initially installed.
Automatic ECTM data collection is not
available if the aircraft does not have an EMU.
72 ENGINE
P&WC recommends that you record a data set

each day or every eight flight hours, whichever
comes first.

72-40-00 COMBUSTION NOTES

SECTION
INTRODUCTION
Refer to Figure 72-10. Combustion Section 1.
The combustion section burns the fuel air

mixture and delivers the expanding gases to
the turbine section.
Borescope
Ports
Engine Overboard FWD

Breather
Turbine Support
Case
P3 Air
Bleed Pad
Gas Generator
72 ENGINE
Case
Fuel Nozzle
Mounting Pad
Igniter Plug
Mounting Pad
ITT Mounting Pads
Figure 72-10. Combustion Section 1

Borescope Boss
Inner Liner
H.P. Vane
Assembly
Outer Liner
Fuel Nozzle
Adapter Boss
72 ENGINE
FWD
Ignitor Boss
Figure 72-11. Combustion Section 2

SYSTEM DESCRIPTION The Combustor

Refer to Figure 72-11. Combustion Section 2.. The annular reverse flow combustion chamber
is contained in the gas generator case. It is at
The gas generator case incorporates an air the rear of the HP compressor and the fish tail
bleed pad through which P3 air is supplied to diffuser ducts.
the Environmental Control System (ECS).
The combustor burns the mixture of fuel and
The inner surface comprises machined louvers. air, and delivers the resulting gases to the
Two igniter plug bosses are provided on the gas turbines.
generator case at the four and seven O’clock
positions, with corresponding boss in the liner. OPERATION
Combustor retention is provided by six Twelve hybrid fuel nozzles each containing a
combustor retention pins in the igniter plane. primary air blast and a secondary air blast with
combustor air swirler, are incorporated. Fuel is
The major components comprising the added to the compressed air in the combustion
combustor are the: chamber.
•• Outer liner Two igniter plugs are provided on the gas

generator case with corresponding bosses in
•• Inner liner
the combustion chamber liner. The igniters are
•• Small exit duct (SED) used for starting but are not required once the
fuel/air mixture is lit.
•• Adapter.
Hot combustion gases flow forward in a three
The large exit duct is double skinned, with
dimensional torroid and are directed rear
impingement holes in the outer skin for
toward the HP vane by the combustor outer
effective cooling of the inner skin.
liner and the small exit duct.
Combustion Case
The combustion case is between the interturbine
case and the Turbine section.
72 ENGINE
The combustion section provides an area for
the combustion of the fuel/air mixture.

Lp Turbine
Hp Turbine Interturbine Pt Vane

Vane Assembly
Hp Vane
FWD
72 ENGINE
Power
Combustion Lp Vane
Turbines
Chamber
Figure 72-12. Turbine Section 1

72-50-00 TURBINE NOTES

SECTION
GENERAL
Refer to:
•• Figure 72-12. Turbine Section 1..
The turbines extract kinetic energy from

the expanding gases as the gases flow from
the combustor. The turbines then convert
this energy into shaft horsepower to drive
the compressors, propeller and the engine
accessories.
The hot section of the engine has the following

three turbine stages:
•• Low Pressure (LP) turbine
•• High Pressure (HP) turbine
•• Power Turbines (PT).
72 ENGINE

2
LEGEND
1. HP Turbine Front Cover
2. HP Turbine Blade
1
72 ENGINE
FWD

2
LEGEND
1. LP Turbine Front Cover
2. LP Turbine Blade
3. LP Turbine Disc
72 ENGINE
FWD

2
LEGEND
1. Power Turbine Vane Ring Assembly
2. Turbine Support Case
3. Power Turbine Disc Balancing Assemblies
FWD
72 ENGINE

SYSTEM DESCRIPTION HP Turbine

A ring of stator vanes is installed in front of its The HP turbines are installed in the rear of the
associated turbine, to direct the hot gases to the gas generator case.
turbines and change static pressure into velocity.
The HP turbine consists of a nickel alloy disc
The LP and HP turbines are installed in the rear featuring 41 air cooled blades. The blades are
of the gas generator case, and the power turbines secured by fir-tree serrations and two covers
are installed in the turbine support case. that retain the blades axially and minimize
cooling air leakage through the fir-tree of the
The hot section also has the following vane blades.
assemblies:
The cooling air is provided through showerhead,
•• HP vane assembly tip and platform cooling holes with trailing
•• LP vane assembly edge ejection. The front cover also increases
the air pressure delivered. The cooling air
•• Inter-turbine vane assembly and comes from the Tangential Outboard Injector
•• Power turbine vane assembly. (TOBI). Cooling air is used for the following:
•• Cool the HP blades
The central PT shaft is supported by the No.1
(ball), No.2 (roller), No.6.5 (roller) and No.7 •• Ventilate the HP disc bore
(roller) bearings.
•• Purge the downstream side of the rear
cover
The intermediate LP turbine shaft is supported
by the No.2.5 (roller), No.3 (ball) and No.6 •• Impinge upon the LP vane inner drum.
(roller) bearings.
The HP turbine extracts energy from the hot
The HP turbine shaft, that is integral with the gases to turn the HP Compressor and the
impeller, is supported by the No.4 (ball) and accessory gearbox.
No.5 (roller) bearings.
LP Turbine Vane Assembly
The hot section of the engine comprises
components downstream of the gas generator. Located in the Gas generator Case between the
HP turbine and the LP turbine.
72 ENGINE
The purpose of the LP vane assembly is to
direct the hot gases to the LP turbine and
HP Vane change static pressure into velocity.
The stator vanes ring is installed in front of the
HP turbine section in the gas generator case LP Turbine Assembly
and air cooled using P3 air.
The LP turbines are installed in the rear of the
Support comes from the Small Exit Duct (SED) gas generator case.
and the inner support housing.
The LP Turbine disk is made of nickel alloy
The purpose of the HP vane assembly is to featuring 41 air-cooled blades. The base
direct the hot gases to the HP turbine and material for the blades is a single crystal
change static pressure into velocity. nickel alloy. The blades are secured by fir-tree
serrations. The blades use trailing edge ejection
for the cooling air. The disc is straddle mounted
on the LP shaft.

72-28 72 ENGINE
LEGEND
1 For 20 seconds
2 For 120 seconds
3 For 600 seconds
OPERATING LIMITS
Oil Oil
Power Torque Performance EGT NH NP
Operating Pressure Temp.
DASH 8 Q400
Condition
SHP Lb ft ESHP Jet Max. SFC RPM RPM PSID °C
Thrust °C (%) (%)
OAT (%) Lb/ESHP/Hr
Take-off 5071 26113 5492 31150 1020 61-72 0-107

843 .433 880
37.4 °C (100) (100)
100%
Normal 4580 4963 31150 1020

26113 767 .433 880 61-72 0-107
Take-off 37.4 °C (100) (100)

100%
Max.
Continuous 5071 843 .433 880 31150 1020 61-72 0-107
26113 5492
Enroute 37.4 °C 100% (100) (100)
Emergency
4058 26113 900

Max. Climb 4058 688 .460
30.5 °C
Max. Cruise 3947

26113 3947 671 .464 850
25.8 °C
44 to 75
Min. Idle (64.2) -40-125
Min.
100Max>0°C
Starting 920 1 -40 Min.
165Max<0°C
35252 1 72-80 2
135% 31525 1071-1173
Transient 920 1 125
27680 (101.2) (105-115) 80-100 1 1
106% 3
Max. Reverse 1500
Figure 72-16. Operating Limitations

The purpose of the LP turbine is to extract The purpose of the power turbines is to extract
energy from the expanding gases to turn the energy from the hot gases to turn the propeller
LP Compressor. through a reduction gearbox.
Turbine Case Exhaust Flange Cover

The Turbine case is after the gas generator The covers are installed on the exhaust adaptor
case. flange, forming two halves on the exhaust
adaptor flange.
The turbine case supports the power turbines.
The cover forms a seal at the connection of the
Each disc is installed and removed separately. exhaust adaptor flange and the exhaust nozzle.
This eases assembly and disassembly of the
power turbine section. OPERATION
The nozzles are on the turbine support case and Normal System Operation
protrude into the combustion chamber liner
from the rear. Hot expanding gases leaving the combustion
chamber are directed towards the HP turbine
blades by the HP turbine ring. After the HP
Inter Turbine Vane (ITV) Assembly turbine the hot gases are directed towards the
The ITV is attached to the TSC at a flange. LP turbine blades by the LP turbine ring.
The purpose of the LP vane assembly is to The gases then travel across the PT vane rings
direct the hot gases to the LP turbine and and impinge on the PT turbine blades.
change static pressure into velocity.
All three turbines turn at independent speeds.
In the event of a LP shaft failure, the ITV is At engine start, the starter/generator turns only
designed to contain the LP rotor axially. the HP compressor and HP turbine.
The ITV performs the following functions: The HP turbine rotates clockwise to a maximum
speed of 31,150 rpm (100%). The LP turbine
•• Acts as the inter turbine duct rotates counterclockwise to a maximum speed
•• Acts as the PT1 vane of 27,000 rpm (100%). The Power turbine
rotates clockwise to a maximum speed of
•• Provides support to the No. 6 and No.
72 ENGINE
17,501 rpm (100%).
6.5 bearing housings.
The LP and HP turbines turn the compressors
Four borescope ports are part of the ITV for gas through their own respective shafts. The power
path component inspection. turbines turn the propeller through the power
turbine shaft and the reduction gearbox.
Power Turbines
Concentric shafts connect the two-stage power
The power turbines extract energy from the hot
turbine to the gearbox and the single-stage LP
gases to turn the propeller through the RGB.
and HP turbines to the compressors.
There is a vane assembly between the rotors.
The rotor assemblies consist of 72 shrouded
blades held to the discs by fir-tree base and a Limitations
rivet. The 1st stage blades are made of Nickel Refer to Figure 72-16. Operating Limitations..
alloy 2nd stage blades made of Inconel alloy.
The Power Turbines discs are made of Nickel
alloy.

Borescope Inspections °° DO NOT PUT THE BORESCOPE

INTO LIQUID
There are various borescope inspection access
points throughout the turbomachinery as follows: °° ENGINE TEMPERATURE MUST
BE LESS THAN 66°C (150°F)
•• Inlet case - 1st stage LP rotor
°° BEFORE YOU TURN THE HP
•• LP compressor case - 2nd and 3rd stage IMPELLER, REMOVE THE
LP rotor FIBERSCOPE FROM THE ICC
•• Combustor support pins - HP impeller, °° THE PROTECTIVE RING AND
combustion chamber liner, SED and HP SIDE-VIEWING ADAPTER CAN
stator and shroud segments. See NOTE 1 FALL INTO THE ENGINE IF NOT
INSTALLED CORRECTLY
•• Rear access cover of Starter/Gen drive
- HP impeller vanes °° THE PROTECTIVE RING AND
SIDE-VIEWING ADAPTER CAN
•• Turbine support case - LP turbine
DAMAGE THE DISTAL END IF
blades, Interturbine vane ring and 1st
IT IS OVER TIGHTENED
stage PT blades. See NOTE 1
•• AGB breather tube cover - 2nd stage PT °° T O P R E V E N T D A M A G E T O
THE OPTIC FIBERS TURN THE
and Exhaust duct
FIBERSCOPE WITH THE HAND
•• 10 o’clock position on Gas Generator NEAR THE POINT OF ENTRY
case - No.5 bearing oil pressure and NOT BY THE EYEPIECE. OVER
scavenge tubes TWISTING THE FIBERSCOPE
•• P3 bleed air adapter - No.5 bearing °° TO PREVENT DAMAGE TO THE
scavenge tube leakage into bottom of COMPRESSOR CAREFULLY
gas generator case. TURN THE COMPRESSOR
WITH A WOODEN OR PLASTIC
DOWEL
NOTE 1
Special Detailed Inspections (SDIs) that °° UNWANTED MATERIAL CAN
CAUSE A BLOCKAGE OF THE
together constitute a Hot Section Inspection and NOZZLE.
utilize some of these access ports, are carried
out by trained, skilled operators at the specified ENGINE SHIPPING METHODS
intervals (4000 Engine Hours repeat 1500 EH).
72 ENGINE

The only internal visual inspection that can the maintenance practice and is intended for
be performed on the engine at field level is training purposes only. For a more detailed
boroscope inspection. description of the practice, refer to the task in
CAUTION
This task describes two methods of shipping
YOU MUST BE VERY for engines as follows:
CAREFUL WHEN YOU USE
THE BORESCOPE IT CAN •• Engine in shipping container.
BE EASILY DAMAGED BY •• Engine shipped in a transportation
HEAT, SHOCK, TWISTING stand.
AND PINCHING. TO
PREVENT DAMAGE TO •• If shipping a QEC must be shipped in a
EQUIPMENT OBSERVE THE transportation stand.
FOLLOWING ITEMS:


•• Local Manufacture Transportation Stand
•• PWC34910-101 Borescope assembly
•• PWC34960-201 Camera (optional) (Consists of an Olympus OM-2 Camera incorporating
a 50 mm f:1.8 lens and a 1-9 focusing screen)
•• PWC34912 Accessory Kit
•• PWC34913 Fixture, Holding
•• PWC37711 Borescope Kit
•• PWC57233 Puller
•• PWC57320 Guide Tube
•• PWC57533 Guide tube, Borescope (used in the second procedure only)
•• PWC57466 Eddy Current Inspection Kit
•• Uniwest 96400 Eddy Current Unit (ECU) US-454
•• Uniwest FET3218 Eddy Current Probe for Concave Side of Airfoil
•• Uniwest FET3219 Eddy Current Probe for Convex Side of Airfoil
•• Uniwest 94032 Eddy Current Cable Assembly
•• PWC59005 Eddy Current Calibration Standard
•• PWC59053 Desalination Adapter
•• PWC57693 Wash Collector
•• PWC57694 Wash Nozzle Assembly
•• PWC32677-100 Wash Cart
72 ENGINE
•• Unitek 250DP or equivalent Micro Welding Equipment
•• Commercially Available Keensert driving tool, Kee TD624L
•• Commercially Available Helical coil insert extraction/installation tool
•• Commercially Available Helical coil tang removal tool
•• Commercially Available Helical coil thread plug gage and bottoming tap (standard thread size)
•• Commercially Available Helical coil thread plug gage and bottoming tap (oversize thread size)
•• PWC57486 Spreader
•• PWC57487 Spreader
•• PWC64325 Drift
•• PWC57358 Gauging Plug
•• PWC57183 Guide

•• PWC57183 Plug tap

•• PWC57183 Bottoming tap
•• R1113W Wrench
•• R212D Lockring Drive Tool
•• PWC55971 Engine Stand
•• GSB7100021 Nacelle-Mounted Engine Hoist
•• PWC55971 Engine Stand
•• GSB7100021 Nacelle-Mounted Engine Hoist

•• AMM 72-00-00-290-801: Borescope Inspection - General.

•• AMM 72-00-00-290-802: B
orescope Inspection of the 1st. Stage LP Compressor Rotor
and Stator.
•• AMM 72-00-00-290-803: B
orescope Inspection of the 2nd and 3rd Stage LP Compressor
Rotors.
•• AMM 72-00-00-290-804: Borescope Inspection of the HP Impeller.
•• AMM 72-00-00-290-809: B
orescope Inspection of the Compressor Inner Support and the
Intercompressor Case Struts.
•• AMM 72-00-00-290-805: B
orescope Inspection of the Combustion Chamber Liner
Assembly, Small Exit Duct, HP Turbine Vane Segments, HP
Shroud Segments, and HP Turbine Blades.
•• AMM 72-00-00-290-808: Borescope Inspection of the Gas Generator Case.
72 ENGINE
•• AMM 72-00-00-290-806: B
orescope Inspection of the Low Pressure Turbine Blades,
Low Pressure Vane Segment, Low Pressure Shroud Segment,
Interturbine Vane Struts, and First-Stage Power Turbine Blades.
•• AMM 72-00-00-290-807: B
orescope Inspection of the Second−Stage Power Turbine Blades
and Exhaust Duct.
•• AMM 72-00-00-890-803: B
orescope Inspection of the 2nd and 3rd Stage LP Compressor
Rotors.
•• AMM 72-00-00-160-801: External Wash - Using Water.
•• AMM 72-00-00-160-803: Compressor and Turbine Wash.
•• AMM 72-10-00-290-801: B
orescope Inspection of the Reduction Gear Box (RGB) First−
Stage Helical and Input Shaft Gear.

•• AMM 72-10-00-290-802: B
orescope Inspection of the Reduction Gear Box (RGB) Second-
Stage Bull Gear, Helical Gear and Input Layshaft Pinions.
•• AMM 72-40-00-280-801: S
pecial Detailed Inspection (Borescope) of the Combustion
Chamber Liner Components (Do this task in conjunction with
#725000-202) (MRB#724000-201).
72 ENGINE

CHAPTER 73
FUEL
CONTENTS
Page
73-00-00 INTRODUCTION........................................................................................ 73-1
GENERAL.................................................................................................................. 73-1
SYSTEM DESCRIPTION........................................................................................... 73-3
73-11-00 ENGINE FUEL DISTRIBUTION................................................................ 73-5
General................................................................................................................ 73-5
Oil to Fuel Heat Exchanger........................................................................... 73-7
Fuel Heater Oil Pressure Relief Valve........................................................... 73-9
Fuel Strainer............................................................................................... 73-11
Fuel Heater Thermal Actuator Valve............................................................ 73-13
Flow Divider Valve (FDV)........................................................................... 73-15
Fuel Nozzles and Manifolds........................................................................ 73-19

Removal of Fuel Nozzles and Fuel Manifolds.................................................... 73-19
Fuel Flowmeter and Fuel Tubes................................................................... 73-21
Fuel Nozzle Adapter.................................................................................... 73-23
Fuel Filter................................................................................................... 73-25
73-21-00 ENGINE FUEL CONTROL SYSTEM....................................................... 73-27
General.............................................................................................................. 73-27
73 FUEL
Installation of EEC of FADEC........................................................................... 73-27

Page
Power Setting with the Power Lever............................................................ 73-29
Rating Selection with the Condition Lever.................................................. 73-31
Selection of Alternate Power Rating and

Propeller Speed Combinations (Rating Discretes)....................................... 73-31
Environmental Control System (ECS) Bleed Selection................................ 73-31
Power Derate Selection................................................................................ 73-33
Automatic Take-Off Power Control System................................................. 73-33
Mechanical and Thermal Power Limits........................................................ 73-33

Fuel Metering Unit...................................................................................... 73-35
Electrical Wiring - Fuel Control Harness..................................................... 73-37
Permanent Magnet Alternator...................................................................... 73-39
Characterization Plug.................................................................................. 73-41
Torqueshafts................................................................................................ 73-43
Operation........................................................................................................... 73-45

Throughout Engine Operation..................................................................... 73-49
Engine Start................................................................................................ 73-49
Engine Failure During Take-Off at MTOP................................................... 73-50
Alternate Power Settings............................................................................. 73-50
FADEC Fail................................................................................................. 73-51
FADEC Caution.......................................................................................... 73-51
POWERPLANT Message............................................................................ 73-51

73 FUEL
Fault Display............................................................................................... 73-51
73-ii FOR TRAINING PURPOSES ONLY

Page
73-31-00 ENGINE FUEL INDICATION................................................................... 73-53
General.............................................................................................................. 73-53
Low Fuel Pressure Switch........................................................................... 73-55
Fuel Filter Impending Bypass Switch.......................................................... 73-57
T1.8 Temperature Sensor............................................................................. 73-59
Functional Test of the T1.8 Sensor..................................................................... 73-59

73-00-00 APPENDIX................................................................................................ 73-60
CDL............................................................................................................ 73-60
Unscheduled Inspection.............................................................................. 73-60

FADEC Fault Codes.................................................................................... 73-60
Time Limited Dispatch Codes..................................................................... 73-60
Fully Operational System............................................................................ 73-61
Approved Fuels for the PW150 Engine.............................................................. 73-61
73 FUEL

ILLUSTRATIONS
Figure Title Page
73-1 Engine Fuel Control Diagram....................................................................73-2
73-2 Oil to Fuel Heat Exchanger (Flow)............................................................73-4
73-3 Oil to Fuel Heat Exchanger........................................................................73-6
73-4 Oil to Fuel Heat Exchanger........................................................................73-7
73-5 Fuel Heater Oil Pressure Relief Valve........................................................73-8
73-6 Fuel Strainer ...........................................................................................73-10
73-7 Fuel Strainer............................................................................................73-11
73-8 Fuel Heater Thermal Actuator Valve........................................................73-12
73-9 Flow Divider Valve 1...............................................................................73-14
73-10 Flow Divider Valve 2...............................................................................73-16
73-11 Fuel Nozzles and Manifolds....................................................................73-18
73-12 Fuel Flowmeter........................................................................................73-20
73-13 Fuel Flowmeter and Tubes.......................................................................73-21
73-14 Fuel Nozzle Adapter................................................................................73-22
73-15 Fuel Filter................................................................................................73-24
73-16 Power Request Block Diagram.................................................................73-26
73-17 Power Lever Angles.................................................................................73-28
73-18 Alternate Power Rating Selections...........................................................73-30
73-19 Fuel Metering Unit..................................................................................73-34
73-20 Electrical Wiring - Fuel Control Harness (1 of 3)....................................73-36

73 FUEL
73-23 Permanent Magnet Alternator..................................................................73-39
Revision 0.4 FOR TRAINING PURPOSES ONLY 73-v

Figure Title Page

73-24 Characterization Plug..............................................................................73-40
73-25
Characterization Plug Side View..............................................................73-41
73-26
Characterization Plug Top View...............................................................73-41
73-27 Torqueshaft..............................................................................................73-42
73-28 Fuel Metering Unit Schematic.................................................................73-44
73-29 FADEC Control ......................................................................................73-46
73-30 Engine Control Electrical Schematic........................................................73-48
73-31 Caution and Warning Panel (CAWP)........................................................73-52
73-32 Low Fuel Pressure Switch........................................................................73-54
73-33 Low Fuel Pressure Indication Block Diagram..........................................73-55
73-34 Fuel Filter Impending Bypass Switch......................................................73-56
73-35 Fuel Filter Bypass Indication Block Diagram..........................................73-57
73-36 T1.8 Temperature Sensor.........................................................................73-58
TABLES
Table Title Page
73-1 ECS Bleed Selection................................................................................73-31
73-2 Power Derate Selection............................................................................73-32
73-3 Power Limit.............................................................................................73-33

73 FUEL

CHAPTER 73
FUEL
The fuel system supplies clean fuel at the correct pressure and flow to the fuel nozzles in
order to support combustion throughout the full operating range of the engine.
GENERAL
Three sub-systems comprise the fuel system:
•• Engine Fuel Distribution
•• Engine Fuel Control and
•• Engine Fuel Indication.
They will be explained in detail in this chapter.

73 FUEL

Figure 73-1. Engine Fuel Control Diagram
73 FUEL 73-2 FOR TRAINING PURPOSES ONLY
Refer to Figure 73-1. Engine Fuel Control

Diagram.
The fuel is received by the FMU at the

regenerative fuel-pump inlet-port. The
regenerative fuel pump supplies fuel to the
fuel heater. The fuel is heated (if necessary),
filtered and returned to the FMU for metering.
The FMU controls the fuel flow supplied to

the engine based on demand, from the FADEC.
The FADEC calculates the required amount of

fuel to supply based on various engine sensor
inputs like NH, NL, NP engine temperature and
torque calculations.
The FADEC acts on the metering valve in the

FMU to control the fuel flow. The metered
fuel is then routed to the airframe-supplied
flowmeter and to the flow divider valve through
external tubes. Some of the metered fuel is also
returned to the airframe fuel tanks to drive the
main ejector pump.
The flow divider valve takes metered fuel

and distributes the fuel to the primary and
secondary fuel manifolds. During start, when
the fuel pressure coming from the FMU is low,
only the primary manifold is supplied with fuel.
As the fuel pressure increases, the secondary

manifold is also supplied with fuel. The flow
divider valve also recoups the remaining fuel
in the manifolds on engine shutdown. This fuel
is then used on the next engine start.
The fuel manifolds take the fuel from the flow

divider valve and supply the twelve fuel nozzle
adapters. All fuel nozzle adapters are duplex units
and have both primary and secondary passages.
73 FUEL

73 FUEL
Figure 73-2. Oil to Fuel Heat Exchanger (Flow)

73-11-00 ENGINE FUEL SYSTEM DESCRIPTION

DISTRIBUTION R e f e r to F igur e 73- 2. Oil to F ue l H eat
Exchanger (Flow).
GENERAL Fuel for the engine passes through the oil to
fuel heater to prevent ice forming in the fuel.
The engine receives fuel from the airframe fuel
system.
The fuel passes from the fuel heater through the
fuel filter to remove any contaminant particles.
The fuel passes through the fuel heater and is
pumped by an integrated (regenerative) fuel
The fuel then passes to the flow divider where
pump in the FMU.
it is directed to the primary and secondary fuel
manifolds.
The fuel is then metered by the FMU. The
metered fuel goes to the flow divider valve
The manifolds deliver the fuel to the nozzles,
which separates it into primary and secondary
where it is atomized and sprayed into the
for delivery to the fuel nozzles through the fuel
combustor.
manifolds.
The fuel distribution system contains the

components listed below:
•• Oil to fuel heat exchanger
•• Fuel heater oil pressure relief valve
•• Fuel strainer
•• Fuel heater thermal actuator valve
•• Fuel nozzles and manifold
•• Fuel nozzle adapter
•• Flow divider valve and
•• Fuel filter.
73 FUEL

LEGEND
1. Transfer tube assembly
2. Transfer tube
3. Transfer tube
4. Fuel heater
5. Ground cable
6. Oil filter
7. FMU
8. Fuel temperature sensor
P67
7 2 3
P47
FWD
73 FUEL
Figure 73-3. Oil to Fuel Heat Exchanger

COMPONENT DESCRIPTION The heat exchanger is an integral assembly. It

is made of aluminum castings consisting of, a
Oil to Fuel Heat Exchanger heater assembly, and a filter assembly. Both
assemblies are welded together and reinforced
Refer to: with struts.
•• Figure 73-2. O
il to Fuel Heat Exchanger
It is connected to the Fuel Metering Unit (FMU)
(Flow).
through two transfer tubes on the forward face
•• Figure 73-3. Oil to Fuel Heat Exchanger. of the fuel heater. An additional two transfer
tubes at the bottom of the heater connect it to
•• Figure 73-4. Oil to Fuel Heat Exchanger. the main oil-filter-housing.
The oil to fuel heat exchanger, installed on the The heat transfer matrix is comprised of an
low pressure compressor case of the engine, it aluminum plate and fin Assembly that separates
heats the fuel to prevent the formation of ice oil and fuel from each other in passages.
crystals.
73 FUEL
Figure 73-4. Oil to Fuel Heat Exchanger

FWD
2
3
LEGEND
1. Fuel heater
2. Guide
3. Sleeve
4. Retaining 4
73 FUEL
Figure 73-5. Fuel Heater Oil Pressure Relief Valve

Fuel Heater Oil Pressure NOTES

Relief Valve
Refer to Figure 73-5. Fuel Heater Oil Pressure
Relief Valve.
The Oil Pressure relief valve is a spring relief

valve. It is in the fuel heater as depicted in 3.
The fuel heater incorporates an oil bypass

valve on the oil side of the unit which is both
pressure and temperature controlled. The oil
bypass valve will bypass oil when the oil
pressure reaches 28 ±3 psid (193 ±21 kPad).
This protects the fuel heater in the event that
oil passages are blocked in the fuel heater, or
if the oil pressure becomes too high.
73 FUEL

LEGEND
1 1. Fuel heater
2. Fuel strainer
3. Bowl
FWD
3
73 FUEL
Figure 73-6. Fuel Strainer

Fuel Strainer
Refer to:
•• Figure 73-6. Fuel Strainer.
•• Figure 73-7. Fuel Strainer.
The fuel strainer is attached to the fuel heater.

It is a 150 micron absolute strainer installed
upstream of the heat transfer matrix.
The fuel strainer prevents contamination of

the matrix while being resistant to freezing of
any water contained in the fuel. This strainer
is protected by a bypass valve equipped with a
bypass indicator.
73 FUEL
Figure 73-7. Fuel Strainer

LEGEND
1. Thermal actuator
2. Poppet assembly
3. Connector P41 (REF)
4. Fuel heater
5
3
FWD
2
1
73 FUEL
Figure 73-8. Fuel Heater Thermal Actuator Valve

Fuel Heater Thermal Actuator NOTES

Valve
Refer to Figure 73-8. Fuel Heater Thermal
Actuator Valve.
The thermal actuator valve is installed in the

fuel heater.
The oil bypass valve is also equipped with a

thermal sensor on the fuel side.
The thermal sensor keeps the valve fully

opened when the fuel temperature is below
90°F (32°C).
As the fuel temperature increases above 90°F

(32°C), the thermal sensor starts closing the
oil bypass valve. When the fuel temperature
reaches 120°F (49°C), the valve is fully closed
and the oil bypasses the heater.
73 FUEL

FWD
Fuel Flow
Divider
73 FUEL
Figure 73-9. Flow Divider Valve 1

Flow Divider Valve (FDV) NOTES

Refer to:
• • Figure 73-9. Flow Divider Valve 1.
•• Figure 73-10. Flow Divider Valve 2.
The FDV is installed on the bottom of turbine

support case. The housing is made of cast
aluminum. The purpose of the FDV is to
divide the fuel flow between the primary and
secondary fuel manifolds for starting and
steady state operation.
During Start
Fuel from the FMU will flow to the FDV. At
the FDV a pressure regulator is used to maintain
a primary fuel pressure of 125 psi (862 kPa)
above that of the secondary fuel pressure.
Fuel will then flow through the primary

manifold and out the primary nozzle. As fuel
pressure increases above the 125 psi differential
fuel will now flow through the secondary
manifold and out through the secondary nozzle
Steady State Operation

As fuel flow increases, the FDV equalizes
the pressure between primary and secondary
manifold. Equalization is maintained up to the
maximum flow condition.
During Shutdown
Fuel left in the fuel manifolds is collected in
an ecology reservoir integral to the FDV. This
is done by the action of a piston and a spring.
Subsequent Start
Fuel stored in the ecology reservoir is also
returned to the manifolds through the action
of the ecology piston. A restricted orifice
in the ecology circuit makes sure of a slow
transition of the piston, so as not to affect
73 FUEL
the fuel nozzle operation during start. A fire

shield is around the ecology reservoir for fire
resistance purposes.

73-16 73 FUEL
MANIFOLD PRIMARY FLOW TO NOZZLE

DRAIN RESERVOIR
DIVIDER
DASH 8 Q400
VALVE
SECONDARY FLOW TO NOZZLE
SCHEDULING VALVE

FUEL PRIMARY FLOW
INLET
SECONDARY
FLOW
FUEL FUEL FUEL

INLET INLET INLET
Figure 73-10. Flow Divider Valve 2

73 FUEL

FWD
B
FWD
NOTE
One fuel manifold adapter shown, A
other similar fuel manifolds
removed for clarity. NOTE
Left manifold shown,
Right manifold similar.
B
73 FUEL
Figure 73-11. Fuel Nozzles and Manifolds

Fuel Nozzles and Manifolds NOTES

Refer to Figure 73-11. Fuel Nozzles and
Manifolds.
The fuel manifolds are installed on the turbine

support case; one on the left side and one on the
right side, connecting the fuel nozzles together.
The fuel manifolds deliver fuel to the fuel

nozzle adapters.
Each fuel manifold has two connections to the

FDV; one for the primary fuel flow and one for
the secondary fuel flow.
REMOVAL OF FUEL NOZZLES

AND FUEL MANIFOLDS
•• Operate the PULL FUEL/HYD handle

to cut off the fuel
•• The fuel manifold and fuel nozzles are
removed as an assembly
•• Ensure you have numbered the nozzles
before removal for troubleshooting
purposes
•• Remove the nozzles from the manifold
on a clean bench
•• REMEMBER the nozzles between the
spark igniters may be different subject
to Service Bulletin compliance.
73 FUEL

73 FUEL
Figure 73-12. Fuel Flowmeter

Fuel Flowmeter and Fuel Tubes The signal conditioning equipment in the IFC
does the calculation to determine the mass
Refer to: flow rate of the fuel. This flow rate is shown
on the ED.
•• Figure 73-12. Fuel Flowmeter.
•• Figure 73-13. F
uel Flowmeter and The fuel flow transmitter is connected to the
Tubes. FMU on one side and to the fuel flow divider
on the other; it is connected by two fuel tubes.
The fuel flow transmitter is on the right side The tubes have a braided flexible portion and a
of the engine intake section. The fuel flow solid portion made of a titanium alloy.
transmitter converts fluid flow into an electrical
signal and sends this information to the IFC. The solid end of the tubes are attached to the
flowmeter with a moeller-type nut. This is used
for fire protection.
Figure 73-13. Fuel Flowmeter and Tubes
73 FUEL

Secondary Inlet Strainer
Primary Inlet Strainer
Primary Fuel
Secondary Fuel
P3 Air Blast
Secondary Circuit
Nozzle Tip
P3 Assembly
Heat Shield
Primary Circuit
P3
73 FUEL
Figure 73-14. Fuel Nozzle Adapter

Fuel Nozzle Adapter NOTES

Refer to Figure 73-14. Fuel Nozzle Adapter.
The fuel nozzle adapters deliver fuel to the

combustion chamber, where it is mixed with
air and atomized for combustion.
There are twelve fuel nozzle adapters installed

on the turbine support case.
The nozzle section of the adapter is inserted

into the turbine support case. It is directed
towards the front of the engine.
The nozzle protrudes into the combustion

chamber through holes in the dome of the
combustion chamber outer-liner. Fuel
manifolds connect the fuel nozzles together.
All twelve fuel nozzle adapters are duplex units

that have a primary and secondary orifice.
The primary fuel orifice is in the center of the

nozzle; the secondary fuel orifices surround the
primary orifice.
Use, for up to 1,000 hours of any restricted fuels

that are listed in the AMM Chapter 12-10-28,
necessitates a service check of the fuel nozzles.
73 FUEL

FWD
Fuel Temperature
Sensor
Fuel Filter
Strainer
Filter Impending
Bypass Connector
Bypass
Indicator
FWD Fuel Filter

Cover
73 FUEL
Figure 73-15. Fuel Filter

Fuel Filter NOTES

Refer to Figure 73-15. Fuel Filter.
The filter is downstream of the heat transfer

matrix. It filters all fuel going to the engine.
Particles between 10 to 25 micron may pass

through the filter. Any particles larger than 25
micron will be contained in the filter. The filter
is protected by a bypass valve and a bypass
indicator. The filter cannot be cleaned. It must
be replaced.
73 FUEL

CLA Local CLA

RVDT PEC ENGINE CONTROL
(FADEC)
Power Derate Selection
Pilot ECS Bleed Section

ECIU
Inputs
Rating Discretes
PLA PLA
RVDT
Static
Temperature Selected Power
Ambient Power Request
Static
Air Data Pressure Temperature Request
Computer Delta Logic
Selected
Ambient Pressure Input Ambient
Conditions Pressure
Selection
Engine T1.8 Logic Selected
Delta
Sensors Static Pressure Pressure
Power Turbine
Engine Npt Speed
Sensors Sensors
Uptrim
Remote
Remote Command
Engine
Failure PEC
73 FUEL
Figure 73-16. Power Request Block Diagram

73-21-00 ENGINE FUEL FADEC does the following:
CONTROL SYSTEM •• Sends an electrical signal to the FMU

to control engine power
•• Controls the P2.7 HBOV and the P2.2
GENERAL HBOV to prevent compression stall
The engine fuel control system gives fuel at •• Prevents an engine overspeed
the required pressure and flow to control the
engine power output. •• Supervises engine starts and engine
shutdowns by controlling the igniter
exciter
SYSTEM DESCRIPTION
•• Detects and accommodates an Ni
The engine fuel control system manages the decouple
powerplant by:
•• Supplies voltage to the PEC when above
•• Supplying fuel flow (scheduled as a 40% NH speed)
function of the selected PLA)
•• Detects and indicates faults
•• Monitoring engine ratings
•• Communicates with the ED
•• M e a s u r i n g t o r q u e a n d a m b i e n t
•• C o m m u n i c a t e s w i t h t h e E n g i n e
conditions.
Monitoring Unit (EMU) in maintenance
mode.
The following components comprise this
sub-system: •• Communicates to other units through
the Universal Asynchronous Receiver
•• FADEC Transmitter (UART) and ARINC data
•• FMU bus interfaces.
•• Fuel control electrical wiring harness
INSTALLATION OF EEC
•• Characterization plug and OF FADEC
•• Permanent Magnet Alternator (PMA).
FADEC is a dual-channel microprocessor-
based controller. One channel is in command,
the other channel does indication. Normal
channel change-over is achieved as follows:
•• WOW •• Install electrical connectors P1, P2, P40
and P50 ensuring the correct torque
•• Shutdown loading
•• Next engine start completed. •• Install the characterization plug
The independent overspeed protection system uses •• Install the EEC of FADEC ensuring
redundant NH signals from the engine to command bolts torque loaded correctly
a fuel shut off in the event of an NH overspeed. The •• Close CBs in the order shown in the task
overspeed trip is set at 106% NH. The overspeed
•• Do a FADEC fault code clear
73 FUEL
circuitry is tested each time the engine is shut down.

•• Do a PEC fault code clear
The FADEC electronically controls the engine
within safe thermal and mechanical operating limits.

••
Figure 73-17. Power Lever Angles

73 FUEL

Power Setting with the NOTES

Power Lever
Refer to Figure 73-17. Power Lever Angles.
The power lever modulates power requests

from Full Reverse (0°) to Rated Power Detent
(77.5° to 82.5°).
Ground handling is achieved at any PLA below

Flight Idle (35°).
Above 35°, the power request increases will

be linear, with increasing PLA until the Rated
Power Detent is reached.
Moving the power lever in the over-travel

region (82.5° to 100°), increases requested
power up to 125% of maximum take-off rating.
It also results in an increase of engine software

limits. In this region the propeller control system
automatically sets propeller speed to 1020 Np.
73 FUEL

73-30 73 FUEL
Condition Lever Angle Normal Operation Alternate Operation
Uptrim Commanded
MTOP discrete
DASH 8 Q400
NTOP 1020 rpm NTO MTOP discrete OFF
MTO
MCR discrete
MCL 900 rpm MCL MCL discrete MCR

MCL discrete
MCR 850 rpm MCR MCR discrete MCL
START
Feather NTO
Condition Lever Movement
MCR Rating Discrete Selected

SHUTDOWN
MCL Rating Discrete Selected
MTOP Rating Discrete Selected
Remote PEC Command
Figure 73-18. Alternate Power Rating Selections

Rating Selection with the When CLA is in the 900 RPM position, and
the MCR discrete is selected, the MCL rating
Condition Lever normally associated with this propeller speed
Refer to Figure 73-18. Alternate Power Rating is overridden by the MCR rating.
Selections.
The MCR rating discrete is a momentary action
When the condition lever is moved to the detent switch, so any movement of the CLA will base
positions, rating selection occurs at the same engine rating selection on the new CLA position.
time with propeller speed selection.
Alternatively, the MCL rating can be recovered,
The propeller control converts the Condition at the same CLA position, by selecting the
Lever Angle (CLA) to a position. It then MCL discrete. The MCL discrete is also a
transmits this position (as discrete information) momentary action switch.
to the FADEC (through the PEC/FADEC serial
data buses). Selection of MCL at a CLA of 850 RPM is also
possible using the MCL rating discrete.
For all condition lever positions, the Rated
Power will be achieved when PLA is in the Environmental Control System
rating detent (77.5° to 82.5°).
(ECS) Bleed Selection
When the PLA is reduced below the detent Refer to Table 73-1. ECS Bleed Selection.
position, the power request for all positions
converge to a single point at 55°. The power requested (at a given power rating)
is a function of the selected ECS bleed when the
In the PLA overtravel region, the power request engine is operating at the thermal limit. The ECS
for all ratings converge to 125% maximum bleed selection is translated in bleed levels, used for
power at 95°. thermal power rating calculations. Higher amounts
of ECS bleed results in less thermal rated power.
Selection of Alternate Power This may reduce the power requested for a given
power rating, depending on the ambient conditions.
Rating and Propeller Speed
Combinations (Rating Discretes) The FADEC discriminates between single and
Alternate combinations of propeller speed and dual ECS bleed by using the following logic.
engine power rating can be set by using the Dual engine level is used unless the power
Maximum Take-Off Power (MTOP), Maximum rating is MTOP, demanded by Uptrim only,
Climb (MCL) and Maximum Cruise (MCR) or ECS is selected OFF on the remote engine.
rating discretes (in the flight compartment).
The ECS bleed selection is also used by
These discretes are transmitted to the FADEC FADEC to distinguish between MTOP and
through the Engine Cockpit Interface Unit Maximum Continuous Power (MCP).
(ECIU). They change the rating normally selected
as a function of CLA under certain conditions. BLEED MTOP/MCP
The NTOP is selected by FADEC whenever the OFF MTOP

condition lever is in the 1020 RPM position. MIN MTOP
The MTOP rating is defined as the maximum NORMAL MCP

73 FUEL
available power certified for take-off operation. MAX MCP

The MTOP switch is an alternate action switch.
Table 73-1. ECS Bleed Selection

Q400 POWER CALCULATIONS

SHP = Tq X Np X K
5071 (MTOP) = 100% Tq X 1020 Np X K
K = 5071
100 X 1020 K = 0.04972
Tq = SHP
Np X K
4580
NTOP (Tq) = NTOP = 90% Tq
1020 X 0.04972
4058
MCL (Tq) = MCL = 91% Tq
900 X 0.04972
3947
MCR/900 (Tq) = DISCRETE MCR/900 = 88% Tq
900 X 0.04972
3947
MCR (Tq) = MCR = 93% Tq
850 X 0.04972
4058
MCL/850 (Tq) = DISCRETE MCL/850 = 96% Tq
850 X 0.04972
1500
MAX REV (Tq) = MAX REV = 32% Tq
950 X 0.04972
Table 73-2. Power Derate Selection

73 FUEL

Power Derate Selection If the local engine fails (indicated by low torque),
an Uptrim signal is sent by the local PEC to the
Refer to Table 73-2. Power Derate Selection. remote FADEC. An Uptrim condition is shown
in the flight compartment by:
The power can be reduced for take-off in the
NTOP rating using the power derate function. •• Uptrim indication
To derate the requested power, the power
•• Change in engine rating from NTOP to
derate discrete is pressed, with the CLA at the
MTOP/MCP
1020 RPM position and PLA below the rated
power detent. Selection of the power derate •• Change in the torque bug from NTOP
discrete momentary switch decreases the NTOP to MTOP/MCP%.
requested in steps of 2%, to a limit of 10%.
Selection of the power derate reset discrete, at Mechanical and Thermal
any time, resets the derate to 0%.
Power Limits
A power derate is permitted only when both Refer to Table 73-3. Power Limit.
FADEC channels of each powerplant have
received a power derate command. The engine power limit logic is the lowest value
between the mechanical power limit and the
Confirmation occurs through cross powerplant thermal power limit (for the selected rating).
communication.
The mechanical power limit is set as a function
The power derate function cannot be activated of the engine rating.
in MTOP or MCP rating. If an Uptrim is
commanded from the remote powerplant,
Mechanical Power
the requested derate will apply to the MTOP Rating Selected
SHP
requested power.
MTOP/MCP 5071
Automatic Take-Off Power NTOP 4580

Control System MCL 4058
MCR 3947
The Automatic Take-off Power Control System
(ATPCS) increases the power of an engine if
the other engine loses power. This is referred Table 73-3. Power Limit
to as Uptrim, or, Automatic Take-Off Thrust
Control System (ATTCS).
The local engine FADEC will respond to

The thermal power rating is set as a function of
the Uptrim signal from the remote Propeller
the following conditions:
Electronic Control/Autofeather (PEC/AF) unit
by changing from NTOP to MTOP/MCP. •• Rating selected
The ATPCS is active during take-off and go •• Ambient temperature
around maneuvers. The local ATPCS is armed •• Aircraft altitude
when:
•• Aircraft speed
•• Both local and remote PLA are high
•• ECS bleed air extraction
73 FUEL
•• Local engine torque is high.

•• Power turbine shaft speed.

Figure 73-19. Fuel Metering Unit

73 FUEL

COMPONENT DESCRIPTION The FMU is composed of the following

components:
Fuel Metering Unit •• Servo pressure regulator
Refer to Figure 73-19. Fuel Metering Unit.
•• Metering valve
The FMU is on the top of the compressor •• Metering valve torque motor
section. It controls the fuel flow to the engine
•• Dual coil LVDT
(based on demand) through the FADEC. The
FADEC calculates the amount of fuel to supply •• PRV/MFC
based on NH and Np.
•• Minimum Pressure and Shut-Off Valve
(MPSOV):
The FMU is installed on the Permanent Magnet
Alternator (PMA) on the LP compressor case. °° High pressure relief valve
It is attached with a V-band clamp.
°° Dual overspeed and shutdown
solenoids Vapor venting check valve.
The FMU has two integral fuel pumps: a low
pressure pump and a high pressure pump. Both
pumps are engine-driven.
The FMU has a fuel inlet port connected to

the airframe fuel supply and a fuel outlet port
connected to the fuel flowmeter. It also has
fuel heater inlet and outlet ports. The FMU has
electrical connections to the EEC and airframe.
The FMU modulates the engine fuel flow over the

entire operational envelope of the engine. It does
this in response to signals sent by the FADEC.
Fuel from the low pressure pump is routed to

the fuel oil heater. From the fuel heater, fuel
is then routed to the inlet of the high pressure
pump. From there, it enters the metering
portion of the FMU.
73 FUEL

Propeller FMU B
Electornic
Control Unit
MOT/T6 Sensor
FMU A
Control
Instrumentation
Wiring
Wiring Harness
Harness
Control
Wiring
Harness
FADEC B
NL Sensor
Torque sensor B
Torque sensor A
E C
FAD
FWD
FADEC A
73 FUEL
Figure 73-20. Electrical Wiring - Fuel Control Harness (1 of 3)

Electrical Wiring - Fuel Control

Harness
Refer to:
•• Figure 73-20. E
lectrical Wiring - Fuel
Control Harness (1 of 3).
•• Figure 73-21. E
•• Figure 73-22. E
The fuel control electrical wiring harness

connects the sensors to the FMU, and the PEC
to the FADEC.
FWD
P3 sensor
NH Sensor B
PMA A
NH Sensor A
Propeller Electronic
Control Unit PMA B
FMU B
FMU A
MOT/T6 Sensor
NL Sensor
73 FUEL

LP HBOV B
Control
Wiring
Harness
HP Handling
Bleed Off Valve
(HBOV)
FWD
LP HBOV A
UNDERSIDE OF ENGINE
73 FUEL

Permanent Magnet Alternator

Refer to Figure 73-23. Permanent Magnet
Alternator.
The PMA is an integral part of the FMU and is

driven by the Accessory Gearbox (AGB). The
PMA features a rotor and a stator. The rotor is
supported by the AGB bearings and the fuel
pump bushings.
The PMA supplies electrical power to the

FADEC and the PEC.
Bonding Strap
P18 (PMA. B)
PMA Housing
P17 (PMA. A)
73 FUEL
Figure 73-23. Permanent Magnet Alternator

FWD
FWD
FADEC
73 FUEL
Figure 73-24. Characterization Plug

Characterization Plug These physical spacing differences require

electrical trimming for a correct torque
Refer to: indication. The bias trim resistor is used to
compensate for these differences.
•• Figure 73-24. Characterization Plug.
•• Figure 73-25. C
haracterization Plug The gain resistor compensates for the material
Side View. characteristics of the torque-shaft. These
characteristics include things such as the effect
•• Figure 73-26. C
haracterization Plug
of temperature on the metal elasticity of the
Top View.
torque-shaft material.
The characterization plug is installed on the
The characterization plug can only be replaced
FADEC at the J3 connector. The plug is physically
with a plug of the same class. The trim values
connected to the FADEC channel A only. The trim
of the plug are marked on the RGB data plate.
values are passed to channel B by the FADEC
internal communication bus. The plug is attached
to the turbomachinery with a lanyard. Characterization Plug Installation
•• Check the resistance values of the plug
Inside the plug there are connections for four
by reading them on the decal on side of
resistors. Two are for torque calculations,
the plug
used for the torque-shaft gain (slope) and bias
(offset) trim values, and a third one is used for •• Compare the values to those on the
the engine model identification. The fourth Engine Reference Data Plate
resistor location is unused.
•• The values must be the same
The value of each resistor is determined during •• Install the plug to FADEC
the engine test and can only be done by a qualified
•• Install FADEC
overhaul facility. A sealing compound is put on
the resistors after their installation in the plug. •• Connect retaining strap of the plug to
flange C on the engine
When assembled, a torque-shaft almost always
•• Do a PLA trim
has differences in the spacing of the teeth used
to generate a signal for the torque sensor to read. •• Do a FADEC fault code clear.
73 FUEL
Figure 73-25. C
haracterization Plug Side View Figure 73-26. Characterization Plug Top View

FWD
FWD
73 FUEL
Figure 73-27. Torqueshaft

Torqueshafts NOTES
Refer to Figure 73-27. Torqueshaft.
Torqueshafts have variations in the static

spacing of the teeth (due to manufacturing
tolerances). These teeth generate a signal that
the torque sensor reads. These physical spacing
differences require electrical trimming before a
correct torque reading can be made.
The bias trim resistor compensates for these

differences. It is also necessary to compensate for
the differences in individual torque shaft stiffness
(due to material and manufacturing tolerances).
The gain resistor compensates for this.
73 FUEL

73-44 73 FUEL
Pump Inlet
Fuel Low Pressure
Inlet Switch (Airframe)
HP Pump High Pressure Relief Valve

MPSOV & Drain Valve
Screens P1 P2 Metering Valve
DASH 8 Q400
PD
* @
PDF
PF
PD
Metered
PR PF PR PM Flow To

Engine
To Fuel
Heater PDF
From Fuel X
Heater PDF PR
Servo
Pressure
Regulator
PDF PF
Dual
LVDT
LEGEND
P1 Supply Pressure PF Metering Valve Airframe
PDF Filtered * @ Dual Torque Motor Shutdown
Solenoid
P2 Outlet Pressure X Pressure
PR Reg. Servo Pressure Regulating/ Dual O/S & Shutdown Solenoid/
Motive Flow Pressure Motive Flow CLA Input Fuel On - Fuel Off
PR
PF Supply Pressure Filtered Motive Control
Vapor Venting CH A CH A A/F
MV Modulated Pressure Check Valve Flow
To Airframe
Metered Pressure Redundant FMU
PD Pump Interstage Pressure Connectors Signals To Metering
(To FADEC) Valve Dual TQ. Motor
Figure 73-28. Fuel Metering Unit Schematic

OPERATION The metering valve torque motor:

•• Controls the metering valve modulated
Normal System Operation pressure (PM) to operate the metering
Refer to Figure 73-28. Fuel Metering Unit valve (up and down movement)
Schematic.
•• Operated by the FADEC channel A and B
The pump gears of the FMU are driven by a •• The torque motor is designed with
spline drive shaft (at accessory gearbox speed). a null bias to close Wf with loss of
electrical power.
A quill shaft (between the gearbox end spline and
the pump end spline) allows for misalignment. A The dual coil LVDT:
carbon face seal prevents fuel from entering the
pump/PMA interface cavity. Any fuel entering •• Detects metering valve position
the cavity is drained overboard. •• Attached to the valve spool
Pump drive spline lubrication is provided from •• Electrical position is utilized by the
the AGB. FADEC to close the minor loop around
the metering valve servo.
Oil return channels in the PMA stator housing
return the oil to the gearbox. The PRV/MFC splits pump excess flow into
two paths:
The metering valve is a half area type servo
•• To the motive flow line and then to the
valve. Regulated servo pressure (PR), acting
tank ejector pumps
on a half-area servo piston, is balanced by a
modulated pressure acting on the valve area. •• To the pump interstage (pd)
•• The PRV will regulate a fixed pressure
The pressure is modulated by the dual coil
of 40 psid across the metering valve
torque motor.
window and PRV damping orifice.
The servo pressure regulator:
•• Supplies the metering valve with a fine
filtered pressure source
The metering valve:
•• Controls the fuel flow to the engine
•• Fuel flow (Wf) can vary between 125
pph to 2875 pph
•• Bias to close.
The current input to the torque motor modulates

the flapper, thereby allowing fuel to flow either
into or out of the metering valve piston end,
depending on direction of flapper motion. As
the metering valve position changes, the fuel
73 FUEL
flow metering window area changes with a

known relationship.

73-46 73 FUEL
PIN 15 HH HI ADU #1-3

TO ADU #1 FADEC CAUTION N 41 FADEC CAUTION
PIN 48 W- LO ARINC 429 IN
FADEC FAIL K
PIN 7 D- ENGINE START/ 2121-S3
TO CONDITION LEVER NO.2 21 FADEC FAIL
PIN 8 Z- SHUTDOWN MIN
CC
O/S SOL HSS U- C2
Q- UPTRIM FROM REMOTE PEC O/S SOL LSS V- CAUTION AND WARNING PANEL BLEED C3
V 28 VDC IN LVDT EXCITATION (+) M- (O/H CONSOLE) SWITCH
NORM
B5
W RTN LVDT EXCITATION (-) N BC 22
B6
LVDT E1 M MAX B7
#2 FULL AUTHORITY LVDT E2 K- A1
DIGITAL ELECTRONIC LVDT COM L AC
A2
DASH 8 Q400
FLOW
CONTROLLER (FADEC) "A" TORQUE MOTOR (+) J A3
A O/S SOL HSS DIVIDER 21
TORQUE MOTOR (-) I-
B O/S SOL LSS BLEED SWITCH
20
E LVDT EXCITATION (+)
F LVDT EXCITATION (-)
2121- S1
HH HI J LVDT E1
TO ADU #2 PIN 15 ADU #2-3 OFF
PIN 48 W- LO ARINC 429 IN LVDT EXCITATION (+) M- G LVDT E2 2 3
PIN 7 D- ENGINE START/ LVDT EXCITATION (-) N K LVDT COM
TO CONDITION LEVER NO.2 C TORQUE MOTOR (+) 5 6
PIN 8 Z- SHUTDOWN LVDT E1 M
D TORQUE MOTOR (-) 18
Q- UPTRIM FROM REMOTE PEC LVDT E2 K-
V 28 VDC IN LVDT COM L 17
ON
(K4) W RTN TORQUE MOTOR (+) J
FADEC B FUEL 18
#2 FULL AUTHORITY TORQUE MOTOR (-) I-

ENG 2 O/S SOL HSS U- NOZZLES 2121- S2
5A DIGITAL ELECTRONIC
O/S SOL LSS V- E LVDT EXCITATION (+)
CONTROLLER (FADEC) "B" 2 3
F LVDT EXCITATION (-) 17
28 VDC
(J4) J LVDT E1
RIGHT ESS FADEC B 5 6
G LVDT E2 19
ENG 1
5A L UPTRIM TO REMOTE FADEC K LVDT COM BLEED SWITCH

#2 PROPELLER ELECTRONIC CONTROL (PEC) "A" C TORQUE MOTOR (+) (SW2 SAME)
D TORQUE MOTOR (-) 19
A O/S SOL HSS
B O/S SOL LSS
RIGHT DC CBP S UPTRIM TO REMOTE FADEC AIR CONDITIONING
#2 PROPELLER ELECTRONIC CONTROL (PEC) "B" FUEL SUPPLY CONTROL PANEL
FMU #2 (O/H CONSOLE)
(K4) RIGHT ENGINE
FADEC A
ENG 2
5A
V 28 VDC IN
28 VDC U- A ECIU1
(J4) W RTN
LEFT ESS FADEC A Q- UPTRIM FROM REMOTE PEC V- B 42 ECS MIN 51
ENG 1 LVDT EXCITATION (+) M- E LVDT EXCITATION (+) 52 ECIU2 ECS MAX 62
5A PIN 15 HH HI ADU #2-3
TO ADU #2 LVDT EXCITATION (-) N F LVDT EXCITATION (-) 31 RTN 72
PIN 48 W- LO ARINC 429 IN
LVDT E1 M J LVDT E1 ECS BLEED 2 63
PIN 7 D- ENGINE START/
TO CONDITION LEVER NO.1 LVDT E2 K- G LVDT E2 ECS BLEED 1 52
PIN 8 Z- SHUTDOWN FLOW
LVDT COM L K LVDT COM RTN 73
LEFT DC CBP #1 FULL AUTHORITY DIVIDER
TORQUE MOTOR (+) J C TORQUE MOTOR (+)
DIGITAL ELECTRONIC TORQUE MOTOR (-) I- D TORQUE MOTOR (-)
CONTROLLER (FADEC) "B"
ENGINE CONTROL
INTERFACE UNIT (ECIU)
V 28 VDC IN LVDT EXCITATION (+) M- E LVDT EXCITATION (+)

W RTN LVDT EXCITATION (-) N F LVDT EXCITATION (-)
Q- UPTRIM FROM REMOTE PEC LVDT E1 M J LVDT E1
PIN 15 HH HI ADU #1-3 LVDT E2 K- G LVDT E2
TO ADU #1 LVDT COM L K LVDT COM
PIN 48 W- LO ARINC 429 IN FUEL
PIN 7 D- ENGINE START/ TORQUE MOTOR (+) J C TORQUE MOTOR (+)
TO CONDITION LEVER NO.1 NOZZLES
PIN 8 Z- SHUTDOWN TORQUE MOTOR (-) I- D TORQUE MOTOR (-)
O/S SOL HSS U-
O/S SOL LSS V-
A
B
O/S SOL HSS
O/S SOL LSS
LEGEND
FUEL SUPPLY LVDT RETURN
#1 FULL AUTHORITY
FMU #1
DIGITAL ELECTRONIC FADEC CAUTION N LVDT EXCITE
CONTROLLER (FADEC) "A"
FADEC FAIL K
POWER REMOVED
POWER SUPPLY
S UPTRIM TO REMOTE FADEC
#1 PROPELLER ELECTRONIC CONTROL (PEC) "B" 35 FADEC CAUTION TORQUE MOTOR
8 FADEC FAIL
L UPTRIM TO REMOTE FADEC
#1 PROPELLER ELECTRONIC CONTROL (PEC) "A" CAUTION AND WARNING PANEL
(O/H CONSOLE)
LEFT ENGINE
Figure 73-29. FADEC Control

Refer to Figure 73-29. FADEC Control. The dual overspeed and shutdown solenoids:
The Minimum Pressure and Shut Off Valve •• Are provided to shutoff metered flow
(MPSOV): to the engine when energized by the
FADEC for either normal shutdown, or
•• Provides a minimum control inlet overspeed
pressure for proper operation
•• A second independent solenoid, allows
•• Maintains a minimum fuel pressure the pilot to shutdown fuel flow to the
(250 to 275 psid) in the FMU during engine. It is operated by the pull fuel/hyd
low flow condition handle (airframe)
•• Assists the dual overspeed and shutdown •• Pressure is ported to the spring side of
solenoid to start and shutdown the the MPSOV when either solenoid is
engine opened. The higher pressure plus spring
force closes the MPSOV.
•• Allows the motive flow fuel to supply
the motive flow pumps in the system
Vapor venting check valve:
(engine and airframe).
•• Vents vapor when the aircraft boost
The Pressure Regulating/Motive Flow Control pump is initiated (prior to starting the
Valve (PRVMFCV): engine)
•• Directs motive flow fuel to MPSOV. •• Prevents vapor lock in the FMU that
Opens at about 10% NH could affect the operation
•• Maintains pressure differential of 40 •• Opens at 2 to 9 psid (14–62 kPa)
psid between MV inlet pressure (P1)
•• Vapor will be returned to the tank
and MV outlet pressure (P2)
through the motive flow line.
•• The pressure difference is changed with
fuel temperature by bimetallic discs Pump inlet low pressure switch (airframe):
acting on the PRV spring
•• Indicates the FADEC, ECIU, CAWS
•• This keeps the metering valve mass and EMU that the low pressure fuel
flow constant at a fixed valve position has dropped below 5.5 ± 0.8 psi (38 ±
regardless of the fuel density change 5.5 kPa).
due to temperature
Electrical power to the EEC of FADEC is from
•• Any additional pump excess flow is the aircraft essential buses.
now bypassed to Pd.
Power from the right essential bus is supplied
The high pressure relief valve: to Pin V of the Channel B for FADEC No.1
and No.2.
•• Prevents excessive pressure in the FMU
•• Opens at 1450 ± 50 psid (9997 ± 345 Power from the left essential bus is supplied
kPad). to Pin V of the Channel A for FADEC No.1
and No.2.
73 FUEL

73-48 73 FUEL
FADEC A FADEC B
28 VDC (J4) (J4) 28 VDC
FADEC CHANNEL A FADEC CHANNELB
LEFT ESS 5A 5A RIGHT ESS
V 28 VDC ESS.BUS.LEFT 28 VDC ESS.BUS.RIGHT V
W A/C ESS BUS RET LEFT A/C ESS BUS RET RIGHT W
9811-GS111 9811-GS110
K FADEC FAIL
UPTRIM LO S UPTRIM TO
N FADEC CAUTION
REMOTE FADEC
FADEC FAIL 8
DASH 8 Q400
PEC CH B
SPARE DISC LB
FADEC CAUTION 35 UPTRIM TO L LO UPTRIM

REMOTE FADEC
LB SPARE DISC 4
CAUTION LIGHTS PANEL PEC CH A PLA RVDT EXCN (+) R
PLA RVDT EXCN (-) S 5
PLA RVDT B
PLA RVDT E1 LN 1
3
PLA RVDT E2 LF
2
PLA RVDT COMM DD
4 R PLA RVDT EXCN (+)

POWER LEFT
5 S PLA RVDT EXCN (-) LEVER NO-1
PLA RVDT A
1 LN PLA RVDT E1
ENGINE START LD 7 ENGINE START
3 LP PLA RVDT E2
SHUTDOWN LZ 8 SHUTDOWN

2 DD PLA RVDT COMM
CONDITION
POWER LEFT
LEVER NO-1
LEVER NO-1 3
5
ENGINE DISPLAY
ENGINE START 7 LD ENG.START/SHUTDWON ARNICIN 429 IN LO LW 48 LO
ADU#2-
SHUTDOWN 8 LZ DISC.RET ARNIC 429 IN HI HH 15 HI 3 (OUT)
96
CONDITION
98 ADU#2
LEVER NO-1
ENGINE DISPLAY 3
5
LO 48 LW ARNIC 429 IN LO
ADU#1-3 (OUT)
HI 15 HH ARNIC 429 IN HI ARNIC 429 IN HI FROM ECIU A LX 7 MFD#1
ARNIC 429 IN LO FROM ECIU A JJ 15
ADU#1
96 ECIU B (TWO)
98
3
MFD#1 100 LX ARNIC 429 IN HI FROM ECIU B 5
93 JJ ARNIC 429 IN LO FROM ECIU B RS 422 OUT HI LL B15
RS 422 OUT LO KK A15 MFD#2
ECIU A (ONE)
EMU
96
98
D15 LL RS422 OUT HI
MFD#2 C15 KK RS 422 OUT LO

ARNIC 429OUT HI LC
EMU ARNIC 429 OUT LO LV
LC ARNIC 429 OUT HI
LV ARNIC 429OUT LO
Figure 73-30. Engine Control Electrical Schematic

Throughout Engine Operation When CLA advanced to MIN, 900 or Max:

Refer to Figure 73-30. Engine Control •• CLA RVDT sends position signal to
Electrical Schematic. PEC
•• PEC sends CLA position to FADEC by
The PLA RVDTs receive their excitation power
RS 422 data bus
from FADEC and transmit their position back
to FADEC. •• FADEC EEC indicates MCR, MCL, or
NTOP on the Engine Display
Engine Start •• FADEC EEC sets torque gauge bugs to
PLA/DISC match power request.
When START selected: When the PLA is advanced to Flight Idle:
•• Ignition control signal sent from the •• T h e F A D E C E E C b y c o n t r o l l i n g
ECIU to FADEC (see ignition operation) the FMU will increase the fuel flow
•• At approximately 20% N H FADEC to establish and maintain 660N P as
EEC power supply is transferred from propeller blade angle increases from 0°
the aircraft Essential bus to Permanent to 16.5°.
Magnet Alternator power
When PLA advanced to RATING detent:
•• FADEC monitors ITT, by signals from
the MOT sensor •• Changing RVDT signals from PLA are
received by FADEC EEC
•• CLA advanced to FEATHER/START
( >15 degrees signal) •• N H, N L, N PT and Tq changing values
are received by FADEC
•• If ITT is rising too high, too fast,
FADEC EEC will decrease fuel flow to •• T 1.8 is received by local FADEC, then
control ITT transmitted to the remote FADEC, the
signals are averaged by both FADECs
•• SHUTDOWN signal at both FADEC
to set MTOP or NTOP
channels is removed
•• Actual torque is matched to target torque
•• Dual overspeed and shutdown solenoid
(torque arrows at torque bug position)
in the FMU is de-energized
•• NTOP or MTOP is displayed in the top
•• P 2.7 HBOV closes
left and right corners of the ED
•• FADEC commands dual torque motor
•• The P2.2 HBOV is modulated in a closing
of FMU to produce G.I. NH 64.2%
direction from approximately 70% N L
•• Feedback of metering valve position and above.
(FMU) is by LVDT 73 FUEL

If RDC TOP is selected, both channels of Engine Failure During

both FADECs must confirm, through cross
communication, that the RDC TOP signal has
Take-Off at MTOP
been received. RDC TOP messages are displayed With an UPTRIM signal from the remote PEC,
by FADEC EEC in the top corners of the ED. The the FADEC EEC will do the following:
torque bugs are repositioned by FADEC EEC to
match the amount of reduction required. •• Display the UPTRIM message on the ED.
After take-off at MTOP or NTOP, and CLA

Alternate Power Settings
retarded to 900 position FADEC will:
CLA/900
•• Recalculate and display required torque PLA/RATING
by rim bug position and digital readout The above configuration would cause FADEC
on the torque gauges to produce MCL.
•• Control torque motor to control fuel to
meet requirements This can be changed by the operator to produce
MCR at 900 Np.
•• Display MCL in top corners of the ED
•• CLA retarded to MIN position This change is achieved by selecting the MCR
discrete on the Engine Control Panel.
•• FADEC controls engine to produce
MCR as above. When MCR is selected at 900 NP, FADEC will
do the following:
Engine Failure during Takeoff at NTOP or
RDC TOP. •• Display MCR in the top corners of the
ED.
There will be UPTRIM signal from the remote
•• Position the torque bug to the new
PEC.
calculated torque value.
The FADEC EEC will do the following: •• Control fuel from the FMU to produce
the new torque.
•• Increase torque bug position by 10% of
selected power. CLA/850
•• Match actual torque to new torque bug PLA/RATING
position.
The above configuration would cause FADEC
•• Display UPTRIM message in top center to produce MCR. This can be changed by the
of the ED. operator to produce MCL at 850 NP.
•• D i s p l a y M T O P m e s s a g e i n t h e
appropriate top corner of the ED. This change is achieved by selecting the MCL
discrete on the Engine Control Panel.
•• If the bleed air is selected ON, and
bleed flow selected to NORMAL or When MCL is selected at 850 NP, FADEC will
MAX, FADEC EEC will command do the following:
MCP not MTOP.
•• Display MCL in the top corners of the
ED
73 FUEL
•• Position the torque bug to the new

calculated torque value
•• Control fuel from the FMU to produce
the new torque.

FADEC Fail FADEC Caution

If FADEC fails the EEC will command its own If FADEC loses inputs to both channels, it will
FADEC FAIL warning light ON. bring ON the FADEC caution light.
The following actions will occur: The signal to the caution light is from FADEC
EEC Pin N.
•• A signal output from FADEC EEC to
the FADEC FAIL warning light The operator must do the following:
•• The dual torque motor in the FMU is
•• Move the PLA of the affected engine
biased to close the flapper valve
slowly to avoid compressor stall/surge
•• All PM pressure is removed from the
•• Power lever positions may need to be split
full area of the metering valve
to get the same power on both engines.
•• The PR pressure acting on the half area
will close the metering valve POWERPLANT Message
•• N H w i l l r o l l b a c k t o F . I , G . I . o r If the FADEC EEC detects a fault, or a number of
Shutdown faults, that would cause Loss Of Thrust Control
•• The operator will shut the engine down. (LOTC) it will bring on the POWERPLANT
CLA/FUEL OFF. message. This message means NO DISPATCH.
No.1 or No.2 ENG FADEC FAIL (Warning It is important for the mechanic that the incorrect
light)can be caused by the following: performance of some tests e.g. Prop Overspeed
Test can bring on the POWERPLANT message.
•• The two fuel flow feedback channels
have malfunctioned Correct test performance will remove the message.
•• The two ambient pressure channels Fault Display
have malfunctioned
FADEC will display Powerplant and PEC faults
•• The two T1.8 temperature channels when in maintenance mode that is selected by the
have malfunctioned MAINT DISC switch on the maintenance panel.
•• The two NH channels have malfunctioned
•• FADEC channel A and PEC channel A
•• A fuel flow wraparound and track faults will be displayed on the Torque
malfunction occurs on a channel in Gauge
control
•• FADEC channel B and PEC channel B
•• A malfunction is sensed during normal faults will be displayed on the NH gauge
engine shutdown
•• To move to the next fault code press
•• Metering valve malfunctioned during MCL discrete on the engine control panel.
shutdown
•• Repeat until first recorded fault code
•• An NL de-couple event has been sensed returns.
and accommodated
•• The output driver test is enabled REMEMBER other three codes will appear on
the NP and NL gauges.
•• A critical fault indication by remote
73 FUEL
channel while crosslink is healthy. These are NOT fault codes, they are software
codes. When you have retrieved all the fault
codes, refer to the Fault Isolation Manual to
find out what to do to fix the faults.

OVERHEAD CONSOLE
Engine #1 Fuel Engine #2 Fuel

Pressure Low (Amber) Pressure Low (Amber)
#1 HYD ROLL SPLR

ISO VLV INBD SPLR
#2 HYD
ISO VLV
MAIN
BATTERY
#1 HYD #2 HYD
FLUID HOT FLUID HOT
AVIONICS
#1 ENG #1 ENG #2 ENG

OIL PRESS FADEC FAIL FADEC FAIL
Fuel Filter #1 Bypass Fuel Filter #2 Bypass

Condition (Amber) Condition (Amber)
73 FUEL
Figure 73-31. Caution and Warning Panel (CAWP)

73-31-00 ENGINE FUEL NOTES

INDICATION
GENERAL
Refer to Figure 73-31. Caution and Warning
Panel (CAWP).
The fuel indicating system gets signals from

switches to indicate Fuel System status.
The signals from the switches are processed in

the FADEC.
The processed signals are sent to the Engine

Cockpit Interface Unit (ECIU).
SYSTEM DESCRIPTION
The ECIU provides the following discrete
outputs to the caution lights (on the Caution
and Warning panel):
•• No.1 ENG FUEL PRESS (Engine 1
Low Fuel Pressure)
•• No.2 ENG FUEL PRESS (Engine 2
Low Fuel Pressure)
•• No.1 FUEL FLTR BYPASS (Engine 1
Fuel Filter Impending Bypass)
•• No.2 FUEL FLTR BYPASS (Engine 2
Fuel Filter Impending Bypass).
The fuel indicating system has the following

switches:
•• Low fuel pressure and
•• Fuel filter impending bypass. 73 FUEL

LEGEND
1. FMU
2. Low fuel pressure switch
2
P44
1
FWD
73 FUEL
Figure 73-32. Low Fuel Pressure Switch

Low Fuel Pressure Switch
Refer to Figure 73-32. Low Fuel Pressure
Switch.
The low fuel pressure switch, installed on the

FMU, indicates low fuel pressure at the inlet
to the fuel pump.
Refer to Figure 73-33. Low Fuel Pressure

Indication Block Diagram.
When the fuel pressure drops below the preset

value, the electrical switch contacts relax to a
closed state (resistance < 200 m Ω ). This sends
a signal to the FADEC, then to the ECIU and
flight compartment for indication.
73 FUEL
Figure 73-33. Low Fuel Pressure Indication Block Diagram

LEGEND
1. Fuel heater
2. Switch P67
P41
FWD P47
73 FUEL
Figure 73-34. Fuel Filter Impending Bypass Switch

Fuel Filter Impending If the differential pressure across the filter

rises above a preset value, the electrical switch
Bypass Switch contacts are moved to the open state (switch
Refer to: resistance > 10 k ).
•• Figure 73-34. F
uel Filter Impending This sends a signal to the FADEC, then to the
Bypass Switch. ECIU and flight compartment for indication.
•• Figure 73-35. F
uel Filter Bypass
Indication Block
Diagram.
The fuel filter impending bypass switch is
installed on the fuel heater. It sends an indication
of an impending bypass of unfiltered fuel.
73 FUEL
Figure 73-35. Fuel Filter Bypass Indication Block Diagram

FWD
FWD
73 FUEL
Figure 73-36. T1.8 Temperature Sensor

T1.8 Temperature Sensor FUNCTIONAL TEST OF

Refer to Figure 73-36. T1.8 Temperature Sensor. THE T1.8 SENSOR
A dual platinum resistance temperature sensor
measures the intake air temperature.
The sensor is in the intake just upstream of the
first stage low pressure compressor.
•• De-energize the electrical system
The signal from the sensor is proportional to
(TASK 24-00-00-861-802)
the temperature.
•• Open the left side forward nacelle door
It is used in calculating engine ratings to
•• Disconnect the control harness P14
automatically set rated power and display the
connector from the sensor
rated torque on the ED.
•• Visually inspect the sensor
The signal is transmitted to the opposite
•• Using a digital ohmmeter do a continuity
FADEC and averaged by the two FADEC’s
check
If the temperature difference between the 2 •• Using a megohmmeter perform an
engines is less than 2 degrees C the FADEC’s insulation check
will compensate to ensure that RATED
•• If the values are beyond the limits for
TORQUE is the same for both engines.
the tests replace the sensor
T1.8 is the primary source of intake temperature •• Close the nacelle side door.
to FADEC for MTOP, NTOP and MCP. For the
other selections the T1.8 is the backup for the
ADC’s.
73 FUEL

73-00-00 APPENDIX Maintenance Fault Codes are associated

with engine health sensors, chip detectors,
filter bypass indicators and igniter plugs and
MAINTENANCE maintenance action is recommended as soon as
possible after the indication.
CONSIDERATION
Information fault codes are associated with
CDL specific conditions noted during engine operation.
Refer to Configuration Deviation List (CDL)
for the Q400 aircraft. These pages are contained For example, compressor stall detected, slow
in this appendix. engine start and PLA out of trim range. The
requirement for maintenance action depends
Unscheduled Inspection on the condition that was detected.
Refer to the Bombardier published AMM Part All other Class 2 faults codes mean maintenance
2 PSM 1-84-2. action should be carried out as soon as it is
practical.
•• T A S K 0 5 - 5 3 - 0 0 - 2 1 0 - 8 1 0
Engine Inspection after Chip Detector
Circuit Completed
Time Limited Dispatch Codes
•• T A S K 0 5 - 5 3 - 0 0 - 7 5 0 - 8 0 2 E n g i n e NOTE
Inspection after Hydraulic Fluid in the
The dispatch time limits contained
Fluid System
in the appropriate section of the
•• TASK 05-53-00-750-803 Fuel Nozzle P&W Airworthiness Manual
Inspection after Use of Restricted Fuel cannot be increased and are not
negotiable.
FADEC Fault Codes
Class 1 fault codes are associated with a crew General
advisory. For example a POWERPLANT •• The engine Time Limited Dispatch (TLD)
message or ENG OIL PRESS warning light. This allows the rectification of certain engine
type of fault means No Dispatch of the aircraft is electronic control system faults to be
permitted until the fault(s) is addressed. delayed or deferred
Class 2 fault codes are faults that do not •• TLD generally applies to faults associated
produce a crew advisory and are considered with control system functions which
as faults that are not Class 1 or Time Limited are redundant and will result in Loss of
Dispatch faults. Thrust Control (LOTC) if the function is
completely lost
There are three types of Class 2 fault codes as •• LOTC is defined as the complete or
follows: partial loss of control over engine thrust
(not necessarily an in-flight shutdown)
•• Maintenance Fault Codes
•• The TLD risk, or weighting number
•• Information Fault Codes
represents a margin of safety allowed
•• All other Class 2 Fault Codes. for some engine faults.
73 FUEL

Levels of TLD APPROVED FUELS FOR THE

There are four levels of TLD. These are: PW150 ENGINE
•• Fully operational system - no faults, no All approved fuels for pre and post SB 35189
dispatch restrictions engines can be found in this TASK.
•• Long Term Dispatch (LTD) - Dispatch
is permitted up to 500 FH after the fault
occurs
•• Short Term Dispatch (STD) - Dispatch
is permitted up to 150 FH after the fault
occurs
•• No Dispatch (ND) - No dispatch is
permitted with an existing combination
of faults.
Fully Operational System

A system is considered fully operational when
no faults are annunciated.
Long Term Dispatch

The control system is on a long term dispatch
if the sum of the TLD risk associated with the
annunciated faults is between 10 and 74.9.
Short Term Dispatch

The control system is on a short term dispatch,
if the sum of the TLD risk associated with the
annunciated faults is equal to 75 or more.
The TLD risk, or weighting numbers, are

programmed into the Engine Monitoring Unit
and can also be found in Pratt and Whitney
Airworthiness Manual if TLD is being calculated
manually.
No Dispatch
The FADEC calculates the resistance of the
powerplant to Loss Of Thrust Control (LOTC).
When it determines that there is a danger
of LOTC it will cause the POWERPLANT
message to come into view on the Engine
73 FUEL
Display. This message means that no more

flights are allowed until at least some of the
TLD faults present are corrected.


•• PWC57154 Fork
•• Commercially available Ultrasonic or electrosonic cleaning equipment
•• PWC32396 Screws, Jacking
•• PWC30128 - 05 Puller
•• Barfield TT-1000A Ohmmeter/Insulation Tester
•• Simpson (or equivalent) Ohmmeter
•• Commercially Available Ohmmeter, Digital
•• PWC42034 Jackscrew
•• PWC55143 Base
•• PWC55147 Socket
•• PWC57084 Holder
•• PWC58104 Wrench, mini-strap Glenair TG69 Pliers, soft-jawed

•• AMM 73-11-31-000-801: Removal of the Fuel Filter.

•• AMM 73-11-31-400-801: Installation of the Fuel Filter.
•• AMM 73-11-31-610-801: Servicing After Fuel Filter Bypass Extension.
•• AMM 73-21-01-000-801: Removal of the FADEC.
•• AMM 73-21-01-400-801: Installation of the FADEC.
•• AMM 73-21-06-000-801: Removal of the Fuel Metering Unit.
•• AMM 73-21-06-400-801: Installation of the Fuel Metering Unit.
•• AMM 71-56-01-000-801: R
emoval of the FADEC Electrical Wiring Harness
(Harness 82454109).
•• AMM 71-56-01-400-801: I nstallation of the FADEC Electrical Wiring Harness
(Harness 82454109).
•• AMM 73-21-11-000-801: R
emoval of the Fuel Control Electrical Wiring Harness
(PWC Harness 3122401).
•• AMM 73-21-11-400-801: I nstallation of the Fuel Control Electrical Wiring Harness
(PWC Harness 3122401).
•• AMM 73-21-16-000-801: Removal of the Characterization Plug.
73 FUEL
•• AMM 73-21-16-400-801: Installation of the Characterization Plug.

•• AMM 73-21-21-000-801: Removal of the Permanent Magnet Alternator.

•• AMM 73-21-21-400-801: Installation of the Permanent Magnet Alternator.

•• AMM 45-00-73-742-801: R
etrieval of Data from the Central Diagnostic System (CDS) -
Engine Monitoring (EMU).
•• AMM 73-21-06-720-801: Functional Test of the Fuel Metering Unit
•• AMM 73-21-00-070-801: FADEC Fault Code Clear.
•• AMM 73-21-00-070-802: Fault Code Clear Following FADEC Replacement.
•• AMM 73-21-00-740-801: FADEC ID Check.
73 FUEL

74 IGNITION
CHAPTER 74
IGNITION
CONTENTS
Page
74-00-00 INTRODUCTION........................................................................................ 74-1
GENERAL.................................................................................................................. 74-1
Ignition Exciter and Ignition Cables..................................................................... 74-5
Ignition Plugs....................................................................................................... 74-7
Ignition Plug Removal.......................................................................................... 74-7
Engine Start Panel................................................................................................ 74-9
Ignition Selection Switches.................................................................................. 74-9
OPERATION............................................................................................................ 74-11
Normal System Operation.................................................................................. 74-11
Abnormal Operation........................................................................................... 74-11
Ignition Functional Test...................................................................................... 74-11
74-00-00 APPENDIX................................................................................................ 74-12
74-00-00 SPECIAL TOOL & TEST EQUIPMENT.................................................... 74-13

74 IGNITION
ILLUSTRATIONS
Figure Title Page
74-1 Ignition System Block Diagram.................................................................74-2
74-2 Ignition Distribution Cables.......................................................................74-4
74-3 Ignition Exciter..........................................................................................74-5
74-4 Ignition plugs............................................................................................74-6
74-5 Igniter Plugs - Post SB35140.....................................................................74-6
74-6 Engine Start Panel.....................................................................................74-8
74-7 Engine Ignition System............................................................................74-10

74 IGNITION
CHAPTER 74
IGNITION
The ignition system supplies the electrical energy to ignite the fuel/air mixture during
engine start-up. It also provides automatic in flight re-light capability in the event of a
flame out or a STALL/SURGE.
GENERAL
The system function is performed by the
ignition exciters, cables and plugs. The ignition
system includes the following systems:
•• Power Supply
•• Ignition Distribution
•• Ignition Selection.

74-2 74 IGNITION
DASH 8 Q400
LEFT (RIGHT)
ESSENTIAL BUS
EXCITER A
FADEC A DISCRETES TO IGNITOR A

NORM ARINC 429

ENGINE
CONTROL
OFF INTERFACE
DISCRETE UNIT
(ECIU) ARINC 429
DISCRETES
FADEC B
EXCITER B
TO IGNITOR B
RIGHT (LEFT)
ESSENTIAL BUS fsb81a01.cgm
Figure 74-1. Ignition System Block Diagram

74 IGNITION
Refer to Figure 74-1. Ignition System Block

Diagram.
The PW150A ignition system has:

•• Ignition exciter
•• FADEC
•• ECIU
•• Ignition cables
•• Ignition plugs.
The ignition exciter power is supplied from 28

VDC through a single electrical connector for
both channels.
It outputs high voltage to the igniter plugs

when commanded “ON”. The ignition exciter
is connected to the igniter plugs by a pair of
braided cables.
The cables are mounted with quick release

connectors to facilitate removal and installation.
The igniter plugs are in the gas generator case.

74 IGNITION
FWD
FWD
Figure 74-2. Ignition Distribution Cables

74 IGNITION
IGNITION EXCITER WARNING
AND IGNITION CABLES
HIGH ENERGY IN THE
Refer to: IGNITION SYSTEM CAN
BE FATAL. OBSERVE ALL
•• Figure 74-2. Ignition Distribution
SAFETY PRECAUTIONS
Cables.
IN THE AMM CHAPTER 74
•• Figure 74-3. Ignition Exciter. BEFORE WORKING ON THE
SYSTEM.
The ignition exciter transforms DC voltage
input into a pulsed high voltage output to
provide the energy to the ignitor plugs.
When power is supplied to the ignition exciter,

the energy level is increased to a high enough
level to cause the ignition plugs to spark. The
ignition exciter is a sealed unit and must be
returned to an overhaul facility for repair.
The cables are on the right side of the engine.
Figure 74-3. Ignition Exciter

74 IGNITION
Figure 74-4. Ignition plugs
LEGEND
1. Cable
2. Igniter
3. Nut
4. Gasket
5. Adapter Assembly
2
FWD
5 4
3
Figure 74-5. Igniter Plugs - Post SB35140

74 IGNITION
IGNITION PLUGS NOTES
Refer to Figure 74-4. Ignition plugs.
There are two ignition plugs. They are installed
in the gas generator case at the 4 and 7 o’clock
positions. The ignition plugs are connected
to the Ignition Exciter Box by the Ignition
Distribution Cables.
Training Information Points

The ignition plugs are the drop in type. Be
careful when you disconnect the ignition cables
and attaching hardware because the plugs can
fall out.
If you drop a plug you must replace it with a

new one because it may be damaged internally.
IGNITION PLUG REMOVAL

•• Obey all the electrical/electronic

safety precautions
•• Obey electrostatic discharge safety
precautions
•• De-energize electrical system
•• Open and tag CBs in the sequence
shown in the task
•• Disconnect the ignition cable from
the plug
•• Remove the nuts from the adapter
•• Remove the igniter plug from the
adapter
•• O b e y a l l w a r n i n g s a n d c a u t i o n s
mentioned in the task sheet during the
execution of this task.

74 IGNITION
OF NO
F RM
EN
GI
NE
OF NO
F RM
ST
AR
T
ST
AR
T
SE
LE
CT SE
ST LE
AR CT
OVERHEAD CONSOLE T
Engine Ignition
Switches
Select and Start

Switchlight Engine Start
Select Switch
Figure 74-6. Engine Start Panel

74 IGNITION
ENGINE START PANEL NOTES
Refer to Figure 74-6. Engine Start Panel.
T he Engine St art Panel i s i n t he f light

compartment on the overhead console. It has
switches that are used for engine ignition
selection. This panel is labeled ENGINE
START and has the following switches:
•• Ignition selection switches
•• Engine starter select switch
•• Engine start push-switch.
IGNITION SELECTION
SWITCHES
The ignition selection switches allow the
flightcrew to select the ignition mode. There are
two ignition modes; “NORMAL” and “OFF”.
When the switches are in the “NORMAL”
position, the FADEC activates ignition during
engine starts (on the ground or in-flight). When
the switches are in the “OFF” position, the
FADEC disables ignition.
Engine Starter Select Switch

The Engine Starter Select Switch is used to
select the left or right engine starter.
The start select switch will be described in

detail in ATA 80.
Engine Start Push-Switch

This switch signals the related FADEC to
activate the selected engine’s starter.
The start select switch will be described in

detail in ATA 80.

74-10 74 IGNITION
(J5) IGNITION CH 'A'

L ENGINE
+ 28 V DC
L ESS 7.5A
LEFT DC CBP
(J5)
IGNITION CH 'B'
L ENGINE
DASH 8 Q400
+ 28 V DC
R ESS 7.5A
C 28V DC IN
L RTN
A CH A IGNITION 'A'
D CH B IGNITION 'A'
RIGHT DC CBP JJ ARINC IGNITION 'A' J
X- 429 IGNITION 'B' L IGNITOR A
7411-S1 CH. A
ARINC 429 93
1 OUT 100 ENGINE #1

C1 CH. A
OFF 2 9 50 ENG #1 IGNITION OFF
10 70 RTN 99 B CH A IGNITION 'B'

ARINC 429 CH B IGNITION 'B'
1 98 E
OUT
M 28V DC IN

C2
C G RTN
NORM 2 JJ ARINC IGNITION 'A' J
D X- 429 IGNITION 'B' L IGNITOR B
ENG 1 IGNITION
54 ENG #2 IGNITION OFF CH. B
74 RTN ENGINE #1 FULL AUTHORITY
CH. B
CH. A DIGITAL ELECTRONIC
CONTROLLER (FADEC) IGNITION BOX
7411-S2
1
C1
OFF 12 50 ENG #1 IGNITION OFF
2
13 28 RTN ARINC 429 15
1 OUT 7
C2 IGNITION 'A' J
F 54 ENG #2 IGNITION OFF JJ ARINC IGNITION 'B' L
NORM 2 X- 429 D CH B IGNITION 'A'
G 32 RTN C 28V DC IN
ENG 2 IGNITION L RTN
6 CH. B
IGNITION PANEL ARINC 429 A CH A IGNITION 'A'
OUT 5
(O/H CONSOLE)
IGNITOR A
CH. B
ENGINE CONTROL
(K5) INTERFACE UNIT (ECIU) CH. A
IGNITION CH 'A' ENGINE # 2
R ENGINE
+ 28 V DC JJ ARINC IGNITION 'A' J
L ESS 7.5A X- 429 IGNITION 'B' L
CH. A
ENGINE #2 FULL AUTHORITY
DIGITAL ELECTRONIC E CH B IGNITION 'B'
LEFT DC CBP
24-61-00 CONTROLLER (FADEC) B CH A IGNITION 'B'
M 28V DC IN IGNITOR B
G RTN
(K5)
IGNITION CH 'B'
R ENGINE CH. B
+ 28 V DC
R ESS 7.5A
IGNITION BOX
RIGHT DC CBP
Figure 74-7. Engine Ignition System

74 IGNITION
OPERATION If an ignitor does not operate, FADEC will log
a fault count of 3 to the ignitor. If the ignitor
reaches a count of 9 then a fault code is logged
NORMAL SYSTEM OPERATION for the faulty ignitor.
Refer to Figure 74-7. Engine Ignition System.. IGNITION FUNCTIONAL TEST

Each exciter has a channel “A” and a channel For the right, or left engine, do the functional
“B”. The left essential bus supplies electrical test of the igniter plugs as followings:
power to channel “B”. The right essential bus
supplies electrical power to channel “A”. With 1. Set the PLA to FLIGHT IDLE
the BATTERY MASTER selected ON the 2. Set the CLA to FUEL OFF
exciters, are powered, and wait for a signal
from the FADEC to operate. 3. Set the Ignition to NORMAL
4. Check the igniters as follows:
The switch on the engine start control panel
when in the OFF position provides continuity A. Select MAINT DISC on the ENGINE
“OFF” discrete to channel A and B of the ECIU. MAINTENANCE section of the Central
In the Norm Position it provides a failsafe “ON” Maintenance Panel.
discrete to channel A and B of the ECIU. The B. Select MCR on the Engine Control Panel.
ECIU changes the analog signal to a digital
signal and each channel sends a signal to channel C. Check if the igniter sparks
A and B of each FADEC on an ARINC 429 bus.
NOTE
FADEC will default to normal if it loses When the test is in progress, the
communication with the ECIU. FADEC will alternately energize
the two igniters. During the test,
When FADEC detects Nh is greater than 8%, the ITT gauge will indicate
it sends a discrete to the exciter and commands 0°C (32°F) when igniter A (7
one ignitor to operate. Each channel of FADEC o’clock) fires and 1792°C when
can operate either ignitor plug. On subsequent igniter B fires. If you listen near
starts the other ignitor is used., this is to the engine combustion chamber,
minimize ignitor wear. you can hear the igniter plug
when it sparks.
After the start, Nh greater than 50%, FADEC
will select the ignitor “Off”. D. If you do not hear a spark, do the Fault
Isolation Procedure (refer to FIM
ABNORMAL OPERATION 73-20-00-810-822)
FADEC will command both ignitors to operate if: E. Set the Ignition to OFF
F. Select MAINT DISC to OFF on the
•• FADEC detects no light off after 8
ENGINE MAINTENANCE section.
seconds from selected Fuel On
•• FADEC detects there is a flameout
when airborne
•• FADEC detects that there is a surge or
compressor stall.

74 IGNITION
74-00-00 APPENDIX OCCUR IF YOU LET AN

IGNITER PLUG DROP ON THE
GROUND. A TEST OF THE
MAINTENANCE PLUG CAN NOT ALWAYS
FIND THIS DAMAGE. IF AN
CONSIDERATION IGNITER PLUG FALLS ON
THE GROUND, REPLACE IT.
Safety Precautions
WARNING
DO NOT TOUCH THE
IGNITION EXCITER LESS
THAN SIX MINUTES AFTER
THE IGNITION SYSTEM
STOPS. THE REMAINING
VOLTAGE IN THE IGNITION
EXCITER CAN BE VERY
HIGH. THIS HIGH VOLTAGE
CAN CAUSE INJURY TO
PERSONS.
DO NOT TOUCH THE

ELECTRICAL CONNECTOR
CONTACT WITH BARE
HANDS. THE MATERIAL
OF THE ELECTRICAL
CONNECTOR CONTACT IS
DANGEROUS. YOU CAN GET
SKIN IRRITATION IF YOU
TOUCH THE CONTACT WITH
YOUR BARE HANDS.
CAUTION
DO NOT LET THE CABLE
BRAIDING OR FERRULES
TURN WHEN YOU TURN THE
COUPLING NUTS. IF YOU
LET THE CABLE BRAIDING
OR FERRULES TURN,
DAMAGE CAN OCCUR TO
THE CABLE.
MAKE SURE THAT THE

IGNITERS DO NOT FALL ON
THE GROUND WHEN YOU
DISCONNECT THE CABLES
FROM THE ADAPTERS.
INTERNAL DAMAGE CAN

74 IGNITION
74-00-00 SPECIAL TOOL & TEST EQUIPMENT
•• Commercially Available Ohmmeter
•• PWC55732 Cap

•• AMM 74-11-01-000-801: Removal of the Ignition Exciter.

•• AMM 74-11-01-400-801: Installation of the Ignition Exciter.
•• AMM 74-21-01-000-801: Removal of the Ignition Plug.
•• AMM 74-21-01-400-801: Installation of the Ignition Plug.
•• AMM 74-21-06-000-801: Removal of the Ignition Cable.
•• AMM 74-21-06-400-801: Installation of the Ignition Cable.
•• AMM 74-21-01-720-801: Functional Test of the Igniter Plugs.

CHAPTER 75
ENGINE AIR
CONTENTS
Page
75-00-00 INTRODUCTION........................................................................................ 75-1
75 ENGINE AIR

GENERAL.................................................................................................................. 75-1
75-20-00 COOLING AND DISTRIBUTION............................................................... 75-5
General................................................................................................................ 75-5
Internal Air Passages..................................................................................... 75-7
75-31-00 AIR COMPRESSOR CONTROL............................................................... 75-11
General.............................................................................................................. 75-11
P2.7 Handling Bleed Valve (HBOV)............................................................ 75-13
Functional Check of P2.7 HBOV........................................................................ 75-13
P2.7/P3 Check Valve................................................................................... 75-15
P2.2 Interstage Bleed Off Valve................................................................... 75-17
Bleed Off Valve Screen Cleanliness Check......................................................... 75-17
P3 Air Separator.......................................................................................... 75-21
Operation........................................................................................................... 75-23
HBOV Basic Schedule................................................................................ 75-23
P2.7 HBOV................................................................................................. 75-23
Compressor Stall/Surge Detected................................................................ 75-23
75-41-00 AIR INDICATION..................................................................................... 75-25

Page
Introduction....................................................................................................... 75-25
General.............................................................................................................. 75-25

75 ENGINE AIR
P3 Pressure Transducer............................................................................... 75-27
75-00-00 SPECIAL TOOL & TEST EQUIPMENT.................................................... 75-28

ILLUSTRATIONS
Figure Title Page
75-1 Air System General...................................................................................75-2
75-2 Engine Airflow..........................................................................................75-4
75-3 Distribution to No. 2 and 2.5 Bearing Cavity.............................................75-6
75 ENGINE AIR

75-4 LP Turbine Blade Cooling..........................................................................75-7
75-5 H.P Turbine Cooling..................................................................................75-7
75-6 Vane Ring Cooling.....................................................................................75-7
75-7 Distribution to No. 3, 4 and 5 Bearing Cavity............................................75-8
75-8 Distribution to No. 6, 6.5 and 7 Bearing Cavity.........................................75-9
75-9 Compressor Surge Control System...........................................................75-10
75-10 P2.7 Handling Bleed Off Valve (HBOV)..................................................75-12
75-11 P2.7/P3 Check Valve................................................................................75-14
75-12 P2.2 Interstage Bleed Off Valve...............................................................75-16
75-13 P2.2 Handling Bleed Off Valve Steady State Schedule.............................75-18
75-14 P3 Air Separator......................................................................................75-20
75-15 HBOV’s Controls.....................................................................................75-22
75-16 Air Indication System Schematic.............................................................75-24
75-17 P3 Pressure Transducer............................................................................75-26

CHAPTER 75
ENGINE AIR
75 ENGINE AIR

The engine air system is designed to control the performance of the engine compressors
during different flight regimes so as to prevent engine surging and stalling. It also provides
compressed air to aircraft services and for sealing internal engine components.
GENERAL
Refer to Figure 75-1. Air System General.
The Air System provides compressed air for:

•• Cooling of hot engine components •• P2.2 bleed valve operation
•• Bearing sealing •• P2.7 bleed valve operation
•• Reference air pressure for the oil •• P3 signal to the FADEC.
pressure regulating valve
•• Scavenging of various bearing cavities

75-2 75 ENGINE AIR
LEGEND
OVERBOARD P2.2 Bleed Air.
Electrical Signal.
DASH 8 Q400
P3 Bleed Air.
P2.7 Bleed Air.
HBOV Handling Bleed Off Valve.
SOV Shutoff Valve.
FADEC A FADEC B

PRECOOLER
ECS
P2.2 P2.2 P2.7 P2.7 CONTROL
HBOV HBOV HBOV HBOV LAW
A B A B
LP SOV
HP SOV
P2.7
CHECK VALVE NACELLE SOV
P2.2 LP P2.7 HP P3.0 ENVIRONMENTAL CONTROL

SYSTEM & DEICE
Figure 75-1. Air System General

The air system is a critical system for the

operation and performance of the engine.
The system comprises of these sub-systems:

•• Cooling and distribution
•• Compressor control
75 ENGINE AIR

•• Air indicating.

75 ENGINE AIR
Figure 75-2. Engine Airflow

75-20-00 COOLING NOTES

AND DISTRIBUTION
GENERAL
Refer to Figure 75-2. Engine Airflow.
The cooling and distribution system is a critical

system for the operation and performance of the
75 ENGINE AIR

engine. During engine operation air is drawn
into the engine and compressed. Some of this
air is diverted through internal passages and
external tubes. This air is used to cool engine
components, seal and scavenge bearing oil
cavities and for aircraft services through the
environmental control system. Engine cooling
is a critical system for the operation and
performance of the engine. The engine Cooling
System is designed to control the temperature of
critical engine components. It also provides air
for engine sealing and aircraft services.
The function of the distribution system is

performed by the:
•• Internal air passages
•• ICC to Turbine Support Case (TSC)
cooling air tube.

75-6 75 ENGINE AIR
Double Carbon
Seal Ring
DASH 8 Q400

P2.5
P2.5
P2.5
P2.5
TO PT’S
Face Carbon No. 2 No. 2.5

Seal Bearings Bearings
Figure 75-3. Distribution to No. 2 and 2.5 Bearing Cavity

Internal Air Passages

Refer to:
•• Figure 75-3. D
istribution to No. 2 and
2.5 Bearing Cavity.
•• Figure 75-4. LP Turbine Blade Cooling.
•• Figure 75-5. H.P Turbine Cooling.
75 ENGINE AIR

•• Figure 75-6. Vane Ring Cooling.
istribution to No. 3, 4
and 5 Bearing Cavity. Figure 75-4. LP Turbine Blade Cooling
istribution to No. 6, 6.5
and 7 Bearing Cavity.
Internal air passages direct air flow to seal and

scavenge the bearing and seal oil cavities. This air
is also used to cool internal engine components.
The axial flow compressor is cooled internally

using P2.5 air. the P2.5 air leaks into the
compressor disc after the last stage of stator
blades. From the compressor disc the P2.5 cooling
air flows through drilled passages into the turbine
shaft and then flows aft to the power turbines. The
air also leaks across the carbon seals at No.2 and
No. 2.5 bearings to prevent the lubricating oil
from leaking away from the bearings.
Figure 75-5. H.P Turbine Cooling
The HP and LP turbines are cooled by P3 air
flowing in through the blade tips. This P3 air
is from the cooling airflow of the combustion
chamber liner. P2.5 air flowing through
passages from the drive shaft is used to seal
the bearing cavities of No. 3, 4 and 5 bearings.
P2.5 air is also used to cool the front face of the
LP turbine and the rear face of the LP turbine.
P2.5 air flowing from the turbine shaft is used

to cool the discs and the roots of the blades of
the power turbines. P2.7 air is used to cool the
power turbine blades internally.
Figure 75-6. Vane Ring Cooling

75-8 75 ENGINE AIR
DASH 8 Q400

P2.7
P2.8
Double Carbon Single Carbon Brush Seals

Seal Ring Seal Ring
Figure 75-7. Distribution to No. 3, 4 and 5 Bearing Cavity

DASH 8 Q400

BRG P2.5 Single Carbon BRG Double Carbon BRG
No. 6 Seal Ring No. 6.5 Seal Ring No. 7
75-9
Figure 75-8. Distribution to No. 6, 6.5 and 7 Bearing Cavity
75 ENGINE AIR

75 ENGINE AIR
Figure 75-9. Compressor Surge Control System

75-31-00 AIR NOTES

COMPRESSOR CONTROL
GENERAL
The air compressor control system controls the
performance of the compressor.
Refer to Figure 75-9. Compressor Surge
75 ENGINE AIR

Control System.
The system is comprised of the following

components:
•• P2.7 Handling Bleed Off Valve (HBOV)
•• P2.7/P3 check valve
•• P2.2 interstage bleed valve
•• P3 air separator
•• Air gas generator case to P3 separator
air tube
•• Air-centrisep to P2.2 and P2.7 valves.

75-12 75 ENGINE AIR
FWD
Compression
ATMOSPHERE Trim Spring
DASH 8 Q400
OUTLET
P3
SUPPLY
Poppet Valve

Seat OUTLET
OPEN
FWD
P2.7 Interstage
Bleed Valve
ATMOSPHERE
P3
SUPPLY
OUTLET
CLOSED
Figure 75-10. P2.7 Handling Bleed Off Valve (HBOV)


P2.7 Handling Bleed Valve (HBOV)
Refer to Figure 75-10. P2.7 Handling Bleed Off
Valve (HBOV).
The P2.7 HBOV is on the right side of the ICC.
It prevents compressor stall and surge and is a
75 ENGINE AIR

normally open, dual coil torque motor driven,
on-off in-line valve.
It has an:
•• Inlet
•• Outlet
•• Flange mounted servo port.
An electrical connector is hard mounted to the

torque motor.
FUNCTIONAL CHECK
OF P2.7 HBOV
1. Open and tag the CBs in the sequence

shown in task sheet
2. Do a visual inspection of the valve
3. Do an electrical resistance check of the
valve with control harness connected
4. Do an electrical insulation check of the
valve with control harness connected
5. Close the CBs in the sequence shown in the
task sheet.

FWD
P2.7/P3
75 ENGINE AIR
Check Valve
P2.7/P3 Check Valve

Side View Operation
P3 P3
P2.7 P2.7
OPEN CLOSED
P2.7 P2.7 P2.7 P2.7
Figure 75-11. P2.7/P3 Check Valve

P2.7/P3 Check Valve NOTES

Refer to Figure 75-11. P2.7/P3 Check Valve.
The P2.7/P3 Check Valve is a butterfly type

valve installed on the ICC of the engine.
The P2.7/P3 check valve will prevent backflow

into the high pressure compressor when P3 air
is being used.
75 ENGINE AIR

The P2.7/P3 check valve is part of the ECS.
The ECS uses either P2.7 or P3 air as supply.
At higher engine power settings, the ECU

closes the HPSOV to select the low stage (P2.7)
bleed air. With the HPSOV closed, the P2.7
bleed air pressure opens the P2.7 check valve.
This allows P2.7 bleed air to flow directly
through to the ECS.

FWD
75 ENGINE AIR
P2.2 Interstage
Bleed Valve
Torque Motor
PM
AMBIENT AMBIENT
SUPPLY P3 SUPPLY P3
Channel A
Connector
Channel B
Connector
INLET INLET
LVDT
Mounting
OUTLET Flange OUTLET
OPEN CLOSED
Figure 75-12. P2.2 Interstage Bleed Off Valve

P2.2 Interstage Bleed Off Valve position. The valve is also designed to fully open
if there is a loss of servo supply pressure.
Refer to:
The P2.2 HBOV is fully modulating. It is
• • Figure 75-12. P
2.2 Interstage Bleed
controlled by the FADEC to provide surge
Off Valve.
margin during steady state operation.
•• Figure 75-13. P
2.2 Handling Bleed
Off Valve Steady State The amount of valve opening is biased closed
Schedule. by 50% whenever the ECS is demanding P2.2
bleed for precooling P3.
75 ENGINE AIR

The P2.2 valve is on the left side of the low
pressure compressor case. This is done by transmitting a discrete signal
from the ECS ECU to the ECIU and then to the
The P2.2 Interstage Bleed Off Valve is a FADEC on an ARINC 429 data bus.
pneumatically operated, dual coil torque motor
actuated poppet valve. It has an inlet, outlet, For a transient surge the amount of opening is
flange mounted servo port and a Linear Variable biased open by 50% for the duration of the surge.
Differential Transducer (LVDT) connected
to the valve poppet. There is an electrical For a steady state surge the amount of opening
connector hard mounted to the torque motor. is biased open by 14%.
The valve has a wire mesh filter upstream of The FADEC will retain this bias until a FADEC
the torque motor to protect the servo from Fault Clear is done. If further surging is detected
contamination. The P2.2 shutoff valve is installed the FADEC will bias the HBOV open by an
in line with the P2.2 low pressure ducting and the additional 14% to a maximum of 70%.
P2.2 inlet at the bottom of the precooler.
BLEED OFF VALVE SCREEN
The purpose of the valve is to prevent
compressor stall and surge. The valve is a
CLEANLINESS CHECK
normally open, modulating in-line valve. The following is an abbreviated description of
During engine start the valve is positioned training purposes only. For a more detailed
to maximum bleed. During normal operation description of the practice, refer to the task in
the valve is modulated to the closed position the Bombardier AMM PSM 1-84-2.
according to a FADEC schedule with reference
to NL. The valve is positioned by a command 1. Remove the screen from the P2.2 and/or the
signal from the FADEC to the valve’s torque P2.7 HBOV.
motor. This signal moves the flapper rod, which
changes the control pressure to the valve, 2. Place screen in the Airflow Fixture Tool.
upsetting the force balance and moving the 3. Supply air through the screen and determine
valve. The FADEC receives the LVDT position from the gauge the delta pressure across the
feedback signal which correlates to its schedule. screen.
During engine shutdown the valve is 4. Compare this delta pressure with the tables
commanded back to the full open position. in the task sheet.
5. The value of the delta pressure determines
The P2.2 valve is designed to provide redundancy the amount of contamination of the screen.
in the event of a failure. The torque motor and
LVDT each have 2 coils that are controlled 6. I f n e c e s s a r y c l e a n t h e s c r e e n e i t h e r
through 2 separately wired channels. In the event electrosonically or ultrasonically in
of a power loss to the torque motor, its null bias accordance with Task 75-31-33-100-801.
will cause the valve to open to its full bleed

75-18 75 ENGINE AIR
100
DASH 8 Q400
Schedule with
90 Schedule with Basic Typical Steady State
Precooler Bleed Bias Schedule Anti-Surge Bias
80
14%
70
60
%P2.2 OPEN

50%
50
40
30
20
10
0
0 10000 15000 20000 25000 NL CORRECTED
P2.2 HBOV Steady State Schedule
Figure 75-13. P2.2 Handling Bleed Off Valve Steady State Schedule
75 ENGINE AIR


75 ENGINE AIR
Figure 75-14. P3 Air Separator

P3 Air Separator NOTES

Refer to Figure 75-14. P3 Air Separator.
The P3 air separator, also referred to as the

centricep, is installed between the low pressure
compressor case and the gas generator case.
The purpose of the separator is to prevent

contamination damage of the P3 servo inlet
75 ENGINE AIR

port. A centrifugal separator is used to remove
dirt and dust from the P3 air.
If the separator output fails, due to blockage,

both the P2.2 and the P2.7 HBOV’s will fail to
the OPEN position.
FADEC will increase fuel flow, with a

subsequent increase in ITT, N H , and N L , to
match the existing power request.

75-22 75 ENGINE AIR
FADEC CH A
P1 P1
T T1.8 RET LVDT COM AA
LP T1.8 HI LVDT E2 BB
S T1.8 LO LVDT E1 LJ
LVDT RET MM
P15 LVDT EXC CC
B R P3 RET T.M. LO FF
A P P3 EXC T.M. HI NN
DASH 8 Q400
D LN P3 LO IN
C DD P3 HI IN
F
E T.M. HI PP
H T.M. LO LL
G
PMA PHASE A Y
P3 SENSOR
P17
PMA PHASE B Z
A P9
PMA PHASE C LA
B D
C E

C
LW NL HI A
HH NL LO B
P13 P18 G
A
A F
B
P2 B
D C
PMA PHASE A Y
C
PMA PHASE B Z P8
FADEC CH B PMA
PMA PHASE C LA
NL SENSOR P2 D
HH NL LO E
C
LW NL HI
A
P6
T.M. HI PP B
D
R P3 RET
G
T.M. LO LL C
P P3 EXC
F
LN P3 LO IN A
DD P3 HI IN B P 2.2 (LP BOV)
P 2.7 (HP BOV)
P14
E T T1.8 RET
F LP T1.8 HI
D S T1.8 LO
B LVDT COM AA
A LVDT E2 BB
C LVDT E1 LJ
LVDT RET MM
T1.8 SENSOR
LVDT EXC CC
T.M. LO FF
T.M. HI NN
Figure 75-15. HBOV’s Controls

OPERATION Pre-cooler Bleed Bias Schedule

Refer to Figure 75-15. HBOV’s Controls. If the P2.2 SOV in the bleed air system is
OPEN, a signal from a switch on the valve will
During engine START and operation at low cause FADEC EEC to modulate the P2.2 HBOV
N L the P2.2 handling bleed off valve is held closed by 50% of its normal opening schedule.
OPEN by command from FADEC EEC.
P2.7 HBOV
The HBOV torque motor and LVDT receive
After engine start, with no compressor stall/
signals through the following pins:
surge detected, FADEC EEC will signal the
75 ENGINE AIR

•• Torque motor signals are from FADEC P2.7 HBOV to close.
to the HBOV
The HBOV will remain closed through the
•• LVDT signals are to and from FADEC remainder of engine operation, unless FADEC
EEC to the HBOV. EEC detects that the P2.2 HBOV is not preventing
a compressor stall/surge. In this situation, FADEC
The signals from the NL sensor go to: EEC will command the P2.7 valve to OPEN.
•• FADEC EEC Channel A.
Compressor Stall/Surge Detected
The signals from the NL sensor go to:
If compressor stall surge is detected, FADEC
•• FADEC EEC Channel B. EEC will open the HBOV’s, decrease the fuel
flow and energize both spark ignitors until
HBOV Basic Schedule surge recovery is achieved.
As the engine accelerates the signal from the
NL sensor will increase. When the signal equals
approximately 70% corrected NL, FADEC EEC
will begin to modulate P2.2 HBOV in a closing
direction, by controlling the torque motor of
the valve.

75-24 75 ENGINE AIR
P15 P1
P3 RETURN
B R
DASH 8 Q400
P3 EXCITATION
A P
P3 LO IN
D LN FADEC A
P3 HI IN
C DD

P3 TRANSDUCER
P3 HI IN
G DD
P3 LO IN
H LN FADEC B
P3 EXCITATION
E P
P3 RETURN
F R
P2
Figure 75-16. Air Indication System Schematic

75-41-00 AIR INDICATION NOTES
INTRODUCTION
The air indication system senses compressor
discharge pressure at the exit from the HP
compressor and transmits this pressure, as an
electrical signal, to the related FADEC.
75 ENGINE AIR

GENERAL
FADEC uses a signal from the P3 pressure
transducer for:
•• Engine NL decouple logic
•• Bleed air control of the HBOV
•• Surge recovery and for
•• ECS HPSOV control.
A transducer senses P3 air pressure and converts

this pressure to a proportional electrical signal
that is then sent to the FADEC.
SYSTEM DESCRIPTION
Refer to Figure 75-16. Air Indication System
Schematic.
The FADEC uses this signal for the NL decouple

logic and surge recovery.
The FADEC also transmits it to the ECS ECU,

for bleed air control.
The function of the Air Indication system is

performed by the:
•• P3 pressure transducer and
•• P3 transducer to gas generator case
air tube.

75 ENGINE AIR
Figure 75-17. P3 Pressure Transducer

P3 Pressure Transducer
Refer to Figure 75-17. P3 Pressure Transducer.
The P3 pressure transducer senses compressor

discharge pressure at the exit from the HP
compressor.
75 ENGINE AIR

It is connected to the gas generator case through
a stainless steel tube and is installed on the
cyclonic de-aerator.

75-00-00 SPECIAL TOOL & TEST EQUIPMENT

•• Barfield TT- 1000A Ohmmeter/Insulation Tester
•• Commercially Available Ultrasonic or Electrosonic Bath
•• PWC30128-5 Puller
•• PWC59104 Air Flow Fixture - Screen Cartridge
75 ENGINE AIR

•• FIM 75-00-00-810-801: E
ngine Performance, Increased ITT and Fuel Flow - Fault
Isolation.
•• AMM 75-31-33-000-801: Removal of the Intercompressor P2.2 Bleed-Off Valve Screen.
•• AMM 75-31-33-400-801: Installation of the Intercompressor P2.2 Bleed-Off Valve Screen.
•• AMM 75-31-33-100-801: Cleaning of the Intercompressor P2.2 Bleed-Off Valve Screen
•• AMM 75-31-35-100-802: Cleaning of the P2.7 Handling Bleed-Off Valve Filter
(MRB#750000-203).
•• AMM 75-31-35-100-802: Cleaning of the P2.2 Handling Bleed-Off Valve Filter
(MRB#750000-204).

75 ENGINE AIR


CHAPTER 76
ENGINE CONTROLS
CONTENTS
Page
76-00-00 INTRODUCTION........................................................................................ 76-1
GENERAL.................................................................................................................. 76-1
76-10-00 POWER CONTROL..................................................................................... 76-3
General................................................................................................................ 76-3
76 ENGINE CONTROLS

Operation........................................................................................................... 76-21
76-20-00 EMERGENCY SHUTDOWN..................................................................... 76-24
Introduction....................................................................................................... 76-24
General.............................................................................................................. 76-24

ILLUSTRATIONS
Figure Title Page
76-1 Pilot Control Pedestal and FPP..................................................................76-2
76-2 Power and Condition Lever Quadrant.........................................................76-4
76-3 NTOP Indications......................................................................................76-6
76-4 MCL Indications........................................................................................76-7
76-5 MCR Indications.......................................................................................76-8
76-6 START FEATHER Indications...................................................................76-9
76-7 Engine Cockpit Interface Unit (ECIU).....................................................76-10
76-8 ECIU Schematic......................................................................................76-12
76 ENGINE CONTROLS

76-9 Engine Control Panel...............................................................................76-14
76-10 MTOP Indications....................................................................................76-16
76-11 RDC TOP Indications..............................................................................76-18
76-12 Power Lever RVDT and Microswitches Schematic...................................76-20
76-13 Condition Lever RVDT and Microswitches Schematic.............................76-22

CHAPTER 76
ENGINE CONTROLS
76 ENGINE CONTROLS

The engine controls provide:
•• Power management and
•• Propeller control.
The system is divided into two sub-systems:
•• Power Control
•• Emergency Shutdown.
GENERAL
The engines are controlled by the two power
and the two condition levers.
Emergency shutdown stops the flow of fuel to

the engine.

76-2 76 ENGINE CONTROLS
OVERHEAD CONSOLE
CENTER CONSOLE
DASH 8 Q400
Park / Emergency Control Lock Flap Cover
Brake

R R
A A
T T
I I
N N I
G G
FLIGHT
IDLE
ENGINE 1
ENGINE 2
DISC
DETECTION
I
Engine #1 Pull Fuel / Hydraulic Engine #2 Pull Fuel / Hydraulic

Shut-Off Handle Shut-Off Handle Elevator Trim #1 Power #2 Power #1 Condition #2 Condition
Indicator Lever Lever Lever Lever
Figure 76-1. Pilot Control Pedestal and FPP

76-10-00 POWER The system also gives these power lever

position discretes:
CONTROL •• Beta lockout warning
•• Propeller Ground Beta Enable
GENERAL
•• Roll spoiler Lift Dump
Power management and propeller control is
supplied to the aircraft through the power •• Cabin Pressure Control System
control system. •• Auto-feather and Up-trim PLA high
This system is comprised of the following •• Oil Cooler Ejector Valve.
components:
The system also gives these condition lever
•• Power Quadrant discretes:
•• Condition Quadrant •• Engine Shutdown Switch
•• Engine Control Panel •• Hydraulic Pump Caution Light
•• Pilot Control Pedestal •• Alternate Feather Lockout.
•• ECIU
The PULL FUEL/HYD OFF handle is used to
76 ENGINE CONTROLS

•• Propeller Control Panel. initiate an emergency shutdown of the engine.
SYSTEM DESCRIPTION When the handle is pulled, the fuel emergency

shut off valve is energized to the closed
Refer to Figure 76-1. Pilot Control Pedestal and position, shutting off the fuel supply. It will
FPP. also energize a shutdown solenoid on the FMU.
The FADEC and PEC electronically control the Pulling the handle will also energize the
engine and propeller through: emergency hydraulic shut-off valve to the
closed position to shut off the hydraulic fluid
•• Power Lever Angle (PLA)
supply to the EDP (Engine Driven Pump).
•• Condition Lever Angle (CLA)
•• Operating mode.
The FADEC and the PEC receive electrical

signals from the Rotary Variable Differential
Transducers (RVDT) and the micro-switches
of the power and condition levers.
These electrical signals are computed by the

FADEC and PEC.

CENTER CONSOLE
76 ENGINE CONTROLS
R R
A A
T T
I I
N N I
G G
FLIGHT
IDLE
DISC
Figure 76-2. Power and Condition Lever Quadrant

Pilot Control Pedestal RATING (80° ± 2.5° PLA)

Refer to Figure 76-2. Power and Condition With the power lever in the RATING (or
Lever Quadrant. rated power) detent, the engine will deliver
the maximum horsepower demanded by the
The power and condition lever quadrant has rating selections. The rating is selected by the
the power levers, condition levers, flap lever, Condition Lever Angle (CLA) or by the rating
control lock lever, park/emergency brake lever select switches on the engine control panel.
and elevator trim indication.
Each power lever has an over travel margin
A CONTROL LOCK handle is forward of the beyond the RATING detent (95 to 100 PLA),
power levers. to allow the pilot select 25% extra power for
emergency operation only.
When the handle is in the ON position the power
levers cannot be advanced to the take off position. FLIGHT IDLE (35° PLA)
A friction knob is below both the power and Flight idle is the minimum position that the
condition levers. Turning the knob in the power lever can be set in flight. A Beta Lockout
FRICTION INCREASE direction progressively warning tone is generated by the warning tone
increases friction and resistance to movement. generator when the:
The friction load can be reduced by turning the
•• Radio altimeter output is more
76 ENGINE CONTROLS

knob in the opposite direction.
than 20 ft (6.1 m)
The Flap Lever is covered in detail in ATA •• Power lever trigger is lifted
27-51-00.
•• PLA is at flight idle or lower.
The elevator trim indication is covered in detail
A flight idle gate for each power lever prevents
in ATA 27-32-00.
inadvertent selection of engine ground beta and
reverse operation in flight. The gate permits
The park/emergency brake is covered in detail
unrestricted forward movement without lifting
in ATA 32-44-00.
the lever trigger. To move the lever aft of flight
idle, the release trigger must be pulled.
Power Lever Quadrant
Power lever movement is limited by fixed stops
DISC (20° PLA)
at both ends of the quadrant. Each lever has With the power lever in the DISC detent:
these settings:
•• The engine will supply minimum power
•• RATING (rated power detent)
•• The Propeller will have a -3.5 degree
•• FLIGHT IDLE (detent and gate) blade angle.
•• DISC (detent)
MAX REVERSE (0° to 5° PLA)
•• MAX REVERSE (detent and stop).
With the power lever moved rearward to the
aft stop:
•• The engine will supply a maximum of
1500 Shaft horsepower
•• The propeller blade angle will move to
the maximum reverse stop.

Condition Lever Quadrant •• MIN (850)

The condition levers are installed in the •• START/FEATHER
pilot’s control pedestal, to the right of the •• FUEL OFF.
power levers. The positions are marked on the
quadrant to indicate:
NTOP Indications
•• Propeller control range Refer to Figure 76-3. NTOP Indications.
•• Engine start and propeller setting
•• Fuel shut-off position. MAX 1020
With the CLA in this position and the PLA in
Each condition lever has five distinct settings in the RATING detent, Normal Take Off Power
the console slot. The condition lever detents are: (NTOP) is demanded at a propeller speed of
1020 NP.
•• MAX (1020)
•• 900 RPM
NTOP NTOP
TRQ
76 ENGINE CONTROLS
90 % % 90 %
NH 90 90 NH
%RPM %RPM
92.1 PROP 92.1

RPM
FF 1020 1020 FF
KG/H KG/H
1190 1190
ITT
C
NL NL
%RPM %RPM
89 700 700 89
C OIL PSI FUEL C OIL PSI

88 63 2660 KG 2640 93 63
+ 26 C + 26
SAT + 13 C
Figure 76-3. NTOP Indications

MCL Indications NOTES

Refer to Figure 76-4. MCL Indications.
900 RPM
With the CLA in this position and the PLA in the
RATING detent, Maximum Climb Power (MCL)
is demanded at a propeller speed of 900 NP.
MCL MCL
TRQ
76 ENGINE CONTROLS

91 % % 91 %
NH 91 91 NH
%RPM %RPM
90.8 PROP 90.8

RPM
FF 900 900 FF
KG/H KG/H
990 990
ITT
C
NL NL
%RPM %RPM
87 650 650 87

93 62 2630 KG 2610 93 62
+ 26 C + 26
SAT + 13 C
Figure 76-4. MCL Indications

MCR Indications NOTES

Refer to Figure 76-5. MCR Indications.
MIN 850
With the CLA in this position and the PLA in
the RATING detent, Maximum Cruise Power
(MCR) at 850 NP is demanded.
MCR MCR
TRQ
76 ENGINE CONTROLS
93 % % 93 %
NH 93 93 NH
%RPM %RPM
90.6 PROP 90.6

RPM
FF 850 850 FF
KG/H KG/H
980 980
ITT
C
NL NL
%RPM %RPM
86 635 635 86

92 62 2610 KG 2580 93 62
+ 26 C + 26
SAT + 13 C
Figure 76-5. MCR Indications

START FEATHER Indications that prevent inadvertent selection of propeller

feather and fuel shut-off selections. The gates
Refer to Figure 76-6. START FEATHER permit forward movement of the lever without
Indications. lifting the lever. The condition lever must be
lifted to allow it to pass the gate.
With the CLA in START FEATHER and
the PLA in DISC, N H is 64.2% and N P As the lever is moved rearward (toward the
is approximately 230 N P . Torque will be FUEL OFF position) it meets a gate at:
approximately 11%.
•• The MIN position
FUEL OFF •• The START FEATHER position.
With the CLA in this position, fuel to the
Lever movement at FUEL OFF is limited by a
engine is cut off.
fixed stop at the rear of the quadrant.
There are two gates on the condition levers
TRQ
76 ENGINE CONTROLS

% %
%
NH 11 11 NH
%RPM %RPM
64.2 PROP 64.2

RPM
FF 230 230 FF
KG/H KG/H
150 150
ITT
C
NL NL
%RPM %RPM
44 330 330 44

69 64 2700 KG 2680 86 62
+ 26 C + 26
SAT + 13 C
Figure 76-6. START FEATHER Indications

FWD
76 ENGINE CONTROLS
FWD
Figure 76-7. Engine Cockpit Interface Unit (ECIU)


Engine Cockpit Interface
Unit (ECIU)
Refer to:
•• Figure 76-7. E
ngine Cockpit Interface
Unit (ECIU).
•• Figure 76-8. ECIU Schematic.
The ECIU is installed vertically with anti-

vibration mounts, below the pilot circuit
breaker console (lower shelf).
The ECIU is a dual channel system that sends

and receives ARINC 429 data from both
FADEC’s. The ECIU converts discrete analog
inputs to digital outputs for insertion into the
ARINC 429 data stream. Also, it converts
discrete digital inputs to digital analog outputs.
76 ENGINE CONTROLS

The ECIU provides the following inputs and
outputs:
•• Engine Control Panel inputs to both
FADEC’s
•• Environmental Control System (ECS)
input to both FADEC’s
•• Ignition Control Panel input to both
FADEC’s
•• M a i n t e n a n c e P a n e l i n p u t t o b o t h
FADEC’s
•• FADEC outputs to the oil cooler flap
door and ejector
•• F A D E C d a t a e x c h a n g e f o r T 1 . 8
comparison and averaging
•• FADEC outputs to the CAWP.
FADEC channel A of engine 1 communicates
with FADEC channel B of engine 2 through
ECIU channel A.
FADEC channel B of engine 1 communicates

with FADEC channel A of engine 2 through
ECIU channel B.

CAUTION/WARNING
ECS CONTROL PANEL MAINTENANCE PANEL
PANEL
DASH 8 Q400
ENGINE CONTROL
IGNITION PANEL
PANEL
ENGINE COCKPIT INTERFACE UNIT

FLAP DOOR CHANNEL CHANNEL FLAP DOOR
ACTUATOR A B ACTUATOR
ENG. OIL ENG. OIL

COOLER COOLER
EJECTOR EJECTOR
FADEC FADEC FADEC FADEC

CHANNEL CHANNEL CHANNEL CHANNEL
A B A B
ARINC 429
ENGINE 1 DISCRETE ENGINE 2
Figure 76-8. ECIU Schematic

76 ENGINE CONTROLS


ENGINE CONTROL
76 ENGINE CONTROLS
CENTER CONSOLE
Figure 76-9. Engine Control Panel

Engine Control Panel

Purpose
The engine control panel provides alternate
power rating selections.
Refer to Figure 76-9. Engine Control Panel.
The engine control panel is on the center

console, forward of the power and condition
levers. The panel has the following switches:
•• Maximum Take-Off Power (MTOP)
switch (optional)
•• Reduced propeller RPM (RDC N P )
switch (optional)
•• Maximum Climb Power (MCL) switch
•• Maximum Cruise Power (MCR) switch
76 ENGINE CONTROLS

•• Reduced Power Take Off (RDC TOP)
DEC
•• RESET switch
•• EVENT MARKER switch.
Pushbutton and switchlight selections are

transmitted as discretes to the ECIU. The
ECIU converts the analog discretes to a digital
signal and transmits them to the FADEC on an
ARINC 429 bus.
The selected rating stays latched until another

selection is made with either:
•• CLA
•• Pushbutton.

MTOP MTOP
100 % TRQ 100 %
%
NH 100 100 NH
%RPM %RPM
93.2 PROP 93.2

RPM
76 ENGINE CONTROLS
FF 1020 1020 FF
KG/H KG/H
1170 1170
ITT
C
NL NL
%RPM %RPM
90 725 725 90

85 64 2680 KG 2660 93 63
+ 26 C + 26
SAT + 13 C
Figure 76-10. MTOP Indications

MTOP Switch (Optional) MCR Switch

Refer to Figure 76-10. MTOP Indications. When the condition lever is set to 900 and
the MCR pushbutton switch is pushed, the
The MTOP switch selects maximum take off MCL engine power rating usually set by the
power request when: condition lever position changes to MCR. The
MCL pushbutton switch is pushed to set the
•• CLA is at MAX 1020 MCL engine power rating again. The MCR
•• MTOP discrete selected. engine power rating also changes when the
condition lever is moved.
RDC NP Switch (Optional)
The RDC Np switch selects a reduced Np for
noise reduction during landing using logic in
the FADEC. To activate RDC Np for landing,
all these conditions apply:
•• CLA at 850 and
•• PLA at less than 60° and
•• Aircraft in the air.
76 ENGINE CONTROLS

Selecting the Reduced Np switch will:
•• Latch Np at 850 and
•• ED will show REDUCED Np.
Pilot will move the CLA to MAX 1020,

propeller speed will remain at 850, NTOP will
be displayed. Propeller and power rating will
advance to Max 1020 if:
•• The switch is pushed again or
•• PLA increases above 60°
•• CLA NOT advanced to MAX 1020

position within 15 seconds of selecting
RDC NP.
MCL Switch
When the condition lever is set to the 850
position and the MCL pushbutton switch is
pushed, the MCR engine power rating usually
set by the condition lever position changes to
MCL. The MCR pushbutton switch is pushed
to set the MCR engine power rating again. The
MCL engine power rating also changes when
the condition lever is moved.

RDC TOP RDC TOP

90 % TRQ 90 %
%
NH 86 86 NH
%RPM %RPM
92.1 PROP 92.1

RPM
76 ENGINE CONTROLS
FF 1020 1020 FF
KG/H KG/H
1190 1190
ITT
C
NL NL
%RPM %RPM
89 700 700 89

88 63 2660 KG 2640 93 63
+ 26 C + 26
SAT + 13 C
Figure 76-11. RDC TOP Indications

Reduced Take Off Pushbutton Switch CONTROLS AND INDICATIONS

Refer to Figure 76-11. RDC TOP Indications. The warning light outputs from the ECIU are
as follows:
The NTOP engine power rating can be
decreased up to 10% in 2% increments for a •• No.1 ENG OIL PRESS
reduced takeoff power (RDC TOP) rating when
•• No.2 ENG OIL PRESS.
the conditions are as follows:
•• The aircraft is on the ground The caution light outputs from the ECIU are:
•• The condition lever is set to MAX 1020 •• No.1 ENG FUEL PRESS
and the engine power rating is NTOP
•• No.2 ENG FUEL PRESS
•• The power lever is set less than the
•• No.1 FUEL FLTR BYPASS
RATING detent
•• No.2 FUEL FLTR BYPASS.
•• The RDC TOP DEC pushbutton switch
is pushed (for a 2% decrease
The discrete outputs from the ECIU are:
•• The NTOP engine mode message
changes to RDC TOP. •• No.1 engine Flap Door Actuator A
•• No.1 engine Flap Door Actuator B
76 ENGINE CONTROLS

EVENT MARKER Switch •• No.2 engine Flap Door Actuator A
Instructs the EMU to record a snapshot and a 3 •• No.2 engine Flap Door Actuator B
minute trace (2 minutes before, 1 minute after
the selection). •• No.1 engine Oil Cooler Ejector
•• No.2 engine Oil Cooler Ejector.
Propeller Control Panel
Flight compartment discrete signals are
The propeller control panel provides autofeather processed by both ECIU channels to improve
and alternate feather selection. the availability of the signals.
The propeller control panel is on the center
console (forward of the power and condition
levers). The panel has the two guarded alternate
feather pushbuttons and one autofeather
pushbutton.
More detail of the panel will be found in ATA

61-20-41.

RVDT SWITCH SWITCH SWITCH RVDT SWITCH SWITCH SWITCH
0° TO 100° RIGHT PLA RIGHT GO AROUND RIGHT TRIGGER RIGHT 33° PLA 0° TO 100° RIGHT PLA RIGHT 47° PLA RIGHT 60° PLA RIGHT 60° PLA
FADEC Right Channel A Integrated Flight Cabinet Beta Lockout Warning 28 VDC FADEC Right Channel B FCS ECU PEC PSEU
GBE Time Delay Relay Right Channel Aft Safety Valve
Grounded
DASH 8 Q400
OFC Control

NO
NO
NO
NO
NO
NO
C
C
NC
NC
NC
NC
NC
NC
1 2 3 4 5 7 12 13 9 10 1 2 3 4 5 13 8 9 18 22 20
J4 J5
Figure 76-12. Power Lever RVDT and Microswitches Schematic

OPERATION NOTES
Power Lever Quadrant
Refer to Figure 76-12. Power Lever RVDT and
Microswitches Schematic.
Each power lever drives two identical RVDT,

one for each FADEC channel.
The FADEC provides the excitation for the

RVDT. Power lever position is represented by
a proportional AC voltage at the FADEC.
Four microswitches are operated by the power

lever, one at each of the following positions:
•• PLA at 33° Ground Beta Enable Switch
for propeller control in Discing and
Reverse
•• PLA at 47° Spoiler Lift Dump Switch
76 ENGINE CONTROLS

armed
•• PLA at 60° or above high PLA input for
Autofeather Arming system
•• P L A a t 6 0 ° o r a b o v e f o r p r e -
pressurization function in Cabin
Pressure Control System (No.2 PLA
only).

TYPE RVDT SWITCH SWITCH SWITCH RVDT SWITCH
LEFT 15° CLA LEFT 15° CLA LEFT 15° CLA LEFT 40° CLA
DESIGNATION 0° TO 95° CLA ENGINE ENGINE HYD EDP 0° TO 95° LEFT CLA ALTERNATE
START/SHUTDOWN START/SHUTDOWN OIL FLAP DOOR FEATHER LOCKOUT
TYPE CLA AT 15° CLA AT 15° CLA AT 15° CLA AT 40°
PEC LEFT CHANNEL A PEC LEFT CHANNEL B PEC +
DASH 8 Q400
#1 ENG HYD PUMP MANUAL UNFEATHER
FADEC FADEC CAUTION SWITCH + TIME
INTERFACE
LEFT CHANNEL A LEFT CHANNEL B OIL FLAP DOOR TEST DELAY RELAY
ALTERNATE
FEATHER SWITCH

C
C
C
C
NO
NO
NO
NO
NC
NC
NC
NC
1 2 3 4 5 8 7 8 7 6 1 2 3 4 5 9 10
J9 J10
Figure 76-13. Condition Lever RVDT and Microswitches Schematic

Condition Lever Quadrant NOTES

Refer to Figure 76-13. Condition Lever RVDT
and Microswitches Schematic
Each condition lever drives two identical

RVDT. Both RVDT’s send Condition Lever
Angle (CLA) signals to the PEC.
Four switches are operated by each condition

lever at the following positions:
•• CLA at 15° or below - Engine Start/
Shutdown Switch send fuel off signals
to the FADEC Channel A
•• CLA at 15° or below - Engine Start/
Shutdown Switch send fuel off signals
to the FADEC Channel B
•• CLA at 15° or below - Engine Hydraulic
Pump Caution Switch, ensures light on
76 ENGINE CONTROLS

when propeller feathered
•• CLA at 40° or above - high CLA
inhibits alternate feather function
through Alternate Feather Lockout
Switch.
The PEC provides the excitation for the RVDT.

Condition lever position is represented by a
proportional AC voltage back to the PEC.

76-20-00 EMERGENCY NOTES

SHUTDOWN
INTRODUCTION
The emergency shutdown system provides a
quick (and safe) method to shut off engine fuel
and hydraulic fluid in an emergency.
GENERAL
The following components are supplied for
each engine:
•• A PULL FUEL OFF handle
•• A fuel emergency shut-off valve
•• Fuel shut-off Solenoid (FMU)
•• A hydraulic emergency shut-off valve
76 ENGINE CONTROLS
•• Relays
•• Circuit protection
•• Position indication.
SYSTEM DESCRIPTION
Operation of the PULL FUEL/HYD OFF
handle closes the related engine:
•• Fuel shut-off valve
Refer to ATA 28-21-26 for details
•• Hydraulic shut-off valve
Refer to ATA 28-11-06 for details
•• Fuel shut-off Solenoid (FMU)
Refer to ATA 73-20-00 for details.
Refer to 26-11-00 in ATA 26 Fire Protection

for more details.
It also closes a dedicated fuel shut-off solenoid

valve at the Fuel Metering Unit. Refer to 73-20-
00 in ATA 73 Fuel System for more details.


•• AMM 76-10-01-000-801: Removal of the Power Quadrant.

•• AMM 76-10-01-400-801: Installation of the Power Quadrant.
•• AMM 76-10-06-000-801: Removal of the Condition Quadrant.
•• AMM 76-10-06-400-801: Installation of the Condition Quadrant.
•• AMM 76-10-11-710-801: Operational Test of the Engine Control Panel.
76 ENGINE CONTROLS

CHAPTER 77
ENGINE INDICATING
CONTENTS
Page
77-00-00 INTRODUCTION........................................................................................ 77-1
GENERAL.................................................................................................................. 77-3
77-11-00 ENGINE POWER INDICATING................................................................. 77-5
Introduction......................................................................................................... 77-5
General................................................................................................................ 77-5
High Pressure Rotor Speed (Nh) Sensor........................................................ 77-7
Power Turbine Speed NPT Torque Sensor (Q)................................................ 77-9
Low Pressure Rotor Speed Sensor (NL)....................................................... 77-11
Controls and Indication...................................................................................... 77-13
77-21-00 ENGINE TEMPERATURE INDICATING................................................. 77-15
77 ENGINE INDICATING

Introduction....................................................................................................... 77-15
General.............................................................................................................. 77-15
Indicated Turbine Temperature (ITT) Probe................................................. 77-17
ITT Immersion Thermocouple Indication........................................................... 77-17
ITT Trim Resistor........................................................................................ 77-19
Training Information Points........................................................................ 77-19

Page
77-30-00 ANALYZERS............................................................................................. 77-21
Introduction....................................................................................................... 77-21
General.............................................................................................................. 77-21
77-31-00 ENGINE MONITORING SYSTEM........................................................... 77-23
Introduction....................................................................................................... 77-23
General.............................................................................................................. 77-23
Fault Retrieval............................................................................................. 77-25


ILLUSTRATIONS
Figure Title Page
77-1 Engine Indicating Block Diagram..............................................................77-2
77-2 Engine Power Indicating Schematic...........................................................77-4
77-3 Nh Sensors................................................................................................77-6
77-4 Torque Sensors..........................................................................................77-8
77-5 NL Sensor................................................................................................77-10
77-6 Engine Indication....................................................................................77-12

77-7 ITT Indicating Schematic........................................................................77-14
77-8 ITT Probes...............................................................................................77-16
77-9 MOT Sensor and ITT Trim Resistor Detail..............................................77-18
77-10 FADEC ARINC 429 Indicating System....................................................77-20
77-11 Engine Monitoring System (EMS) Schematic..........................................77-22
77-12 Engine Monitoring Unit (EMU)...............................................................77-24

CHAPTER 77
ENGINE INDICATING

The indicating system gives data on vital engine parameters for use by the flight crew and
maintenance personnel to monitor engine health and performance.
The system is comprised of the following sub systems:

•• Engine Power indicating
•• Engine Temperature Indicating
•• Engine Monitoring System.

77-2 77 ENGINE INDICATING
CAUTION AND WARNING

LIGHTS
FADEC FADEC
FAIL CAUTION
DASH 8 Q400
NH SENSOR
GROUND
ENGINE
BASED
MONITORING
COMPUTER
UNIT
(LAPTOP)

NL SENSOR
CENTRAL
FADEC DIAGNOSTIC
SYSTEM
NPT/Q SENSOR
INTEGRATED ARCDU
ENGINE
FLIGHT
DISPLAY
CABINET
ITT SENSORS
Wf MOP + Fuel Temp
Figure 77-1. Engine Indicating Block Diagram

GENERAL NOTES
The Monitored engine parameters are:

•• High Pressure Rotor Speed (Nh)
•• Low Pressure Rotor Speed (NL)
•• Propeller Speed (NP)
•• Torque (Q)
•• Air Intake Temperature (T1.8)
•• Indicated Turbine Temperature (ITT).
Refer to Figure 77-1. Engine Indicating Block

Diagram.
The engine parameters from the sub-systems

are shown on the ED.
The parameters are also sent to the EMU for

use by maintenance personnel.
These parameters are accessed on the

maintenance screen (ARCDU) or downloaded
and read from the EMU to a computer, equipped
with the appropriate Pratt & Whitney software.

AUTOFEATHER
CHANNEL "A"
NH1
CHANNEL "B"
PEC
NH2
DASH 8 Q400
CHANNEL "B" CHANNEL "A" MCR MCR
CHANNEL "B"
CONTROL & CHANNEL "A" CONTROL & 94 % TRQ
% 94 %
OVERSPEED OVERSPEED
INDICATION INDICATION
NH 94 94 NH
NL CHANNEL "A" NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s %RPM %RPM
CHANNEL "B" NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s

FADEC 90.6 PROP 90.6
RPM
Npt/Q1 CHANNEL "A" SPEED SIGNAL (NP) & TORQUE

FF 850 850 FF
CHANNEL "B" SPEED SIGNAL (NP) & TORQUE KG/H KG/H
980 980
ITT
CHANNEL "A" CHANNEL "B" C
Npt/Q2 NL NL
%RPM %RPM
86 635 635 86

92 62 2610 KG 2580 93 62
+ 26 C + 26
ITT SAT + 13 C
THERMOCOUPLES
ED
TRIM
RESISTOR MOT
PROBE
Figure 77-2. Engine Power Indicating Schematic

77-11-00 ENGINE SYSTEM DESCRIPTION

POWER INDICATING The speeds of the major rotating assemblies are
monitored by magnetic pulse pick-up probes
installed at various locations on the engine.
INTRODUCTION
These probes sense:
The power indicating system gives data on the
speed of the major rotating assemblies and the •• High pressure rotor speed (Nh)
torque output.
•• Low pressure rotor speed (NL)
GENERAL •• Propeller speed (NP).
Refer to Figure 77-2. Engine Power Indicating Power turbine rotor speed (N PT ) is sensed
Schematic. by the torque sensor and derived to propeller
speed (NP).
The power indicating system has:
Electromagnetic pulses are generated when
•• High Pressure Rotor Speed (Nh) sensors
associated gear teeth or lugs pass through the
•• Torque sensors (Q) magnetic field created by a permanent magnet
at the probe or sensor tip.
•• Low Pressure Rotor Speed (NL) sensor
•• Engine Controls Wiring Harness. The pulse frequency is transmitted to the
FADEC, processed and then sent to the ED.
The N PT/Q signals are also sent to Propeller

Electronic Control (PEC) for autofeather and
uptrim control.

FWD
FWD
FWD
Figure 77-3. Nh Sensors


High Pressure Rotor Speed
(Nh) Sensor
Refer to Figure 77-3. Nh Sensors.
The Nh sensor gives high pressure compressor

speed information to the FADEC.
There are two N h sensors on top of the

Accessory Gearbox (AGB).
Each Nh sensor is a sealed unit and has two coils.
The sensors pick up high pressure rotor speed

signals from the fuel pump/PMA gearshaft teeth.
One coil provides a N h speed signal to the

FADEC (for use in the control and indication
logic).
The other coil provides a Nh speed signal for

the overspeed logic.

FWD
FWD
Figure 77-4. Torque Sensors

Power Turbine Speed NPT Torque NOTES

Sensor (Q)
Refer to Figure 77-4. Torque Sensors.
The torque sensors send torque and power turbine

speed information to the FADEC and PEC.
There are two torque sensors on the air inlet

case.
The sensors take their signal from the left

torque shaft in the reduction gearbox.
Correction of torque shaft stiffness caused by

temperature change is calculated by the FADEC.
The Main Oil Temperature (MOT) probe (on

top of the front inlet case) sends the temperature
information for this computation.
Each sensor has two coils to supply information

to FADEC and PEC:
•• FADEC uses the Torque and NPT speed
signal for control logic
•• PEC uses these signals for Autofeather
logic, also its a reference signal to
compare with signal from Magnetic
Pickup Unit.
The Torque and NPT speed signals are

independent for channel A and B of both the
FADEC and PEC.

FWD
FWD
FWD
Figure 77-5. NL Sensor

Low Pressure Rotor Speed NOTES

Sensor (NL)
Refer to Figure 77-5. NL Sensor.
The NL sensor sends low pressure compressor

speed information to the FADEC.
There is one Low Pressure Rotor Speed Sensor

on top of the front inlet case next to the MOT
probe.
The NL sensor is a sealed unit and has two coils.
The sensor picks up low pressure rotor speed

from a toothed sleeve against the No.2.5 bearing.
Each coil sends a NL speed signal to channel A

and B of the FADEC respectively.
NL speed is used for:

•• Controlling the Interstage and
Intercompressor bleed valves
•• Flight compartment indication
•• The FADEC NL speed limit logic
and the NL decouple logic.

MAIN INSTRUMENT PANEL
NTOP NTOP
90 % TRQ 90 %
%
NH 90 90 NH
%RPM %RPM
92.1 PROP 92.1

RPM
FF 1020 1020 FF
KG/H KG/H
1190 1190
ITT
C
NL NL
%RPM %RPM
89 700 700 89

88 63 2660 KG 2640 93 63
+ 26 C + 26
SAT + 13 C
Figure 77-6. Engine Indication

CONTROLS AND INDICATION NOTES

Refer to Figure 77-6. Engine Indication.
The following indications are displayed in

both digital and analog format on the ED as
percentages:
•• High pressure compressor speed (Nh)
•• Torque (Q)
•• Propeller speed (NP).
Low pressure compressor speed (N L ) is

displayed in digital format only.
FADEC sends rating power information to the

ED as indicated:
•• By a torque bug
•• On the torque analog display
•• By digital display in the top left
and right corners of the ED.
Selected Rating is indicated by an acronym

above the rated torque digital display.

DASH 8 Q400
MCR MCR
94 % TRQ 94 %
%
NH 94 94 NH
NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s %RPM %RPM
NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s

90.6 PROP 90.6
RPM
FF 850 850 FF
KG/H KG/H
980 980
ITT
C
NL NL
%RPM %RPM
86 635 635 86

92 62 2610 KG 2580 93 62
+ 26 C + 26
SAT + 13 C
Figure 77-7. ITT Indicating Schematic

77-21-00 ENGINE NOTES

TEMPERATURE
INDICATING
INTRODUCTION
The Engine Temperature Indicating System
monitors engine performance.
GENERAL
The engine temperature indicating system
supplies data on the Indicated-Turbine
Temperature (ITT).
The system has:

•• Inter-turbine temperature probes.
•• ITT Trim Resistor.
SYSTEM DESCRIPTION
Refer to Figure 77-7. ITT Indicating Schematic.
The T6 (ITT) probes send signals to the FADEC

by the controls electrical wiring harness and the
T6 wiring harness.
Each FADEC display channel (channel not in

control) sends the signals on an ARINC 429

bus direct to the ED.

FWD
FWD
FWD
Figure 77-8. ITT Probes

COMPONENT DESCRIPTION ITT IMMERSION

THERMOCOUPLE INDICATION
Indicated Turbine Temperature
(ITT) Probe The following is an abbreviated description of
Refer to Figure 77-8. ITT Probes. training purposes only. For a more detailed
Eight probes consisting of three temperature the Bombardier AMM PSM 1-84-2.
sensing elements give 24 measurement points
for comprehensive gas temperature measuring. Use a Barfield Digital Turbine Temperature
Tester or equivalent to do tests.
The sensing elements are located to give
sufficient coverage for an accurate ITT. The For an engine that is at greater than ambient
probes are equi-spaced, on right and left temperature as follows:
sides, with no probes at top or bottom around
the circumference at station 6 of the engine •• Test resistance from the ITT junction to
(downstream of the 2nd Power Turbine). ground, must be >200 kilohms
•• Test insulation resistance of each
ITT measurement is done by 24 chromel-alumel
thermocouple, must be >200 kilohms
thermocouples connected in parallel by the ITT
wiring harness. •• Test for open circuit ITT immersion
thermocouples.
The total signal is connected at a junction at the
top rear of the engine. The engine must be at ambient air temperature
when you do this check.
The junction is connected to a wiring harness
which goes to the Main Oil Temperature/Cold •• Test resistance of each thermocouple,
Junction sensor. connect the positive lead to the chromel
terminal and the negative lead to the
The trimmed ITT and Main Oil Temperature alumel terminal of the ITT thermocouple,
(MOT) are processed by the FADEC and output must be 0.16 to 0.20 ohms. Calculate
to the flight compartment and EMU over an average of absolute values to get actual
ARINC 429 bus. value of thermocouples.

ITT Input Wires
Main Oil Temperature

(MOT) Sensor
Trim Resistor
MOT Sensor Probe

Figure 77-9. MOT Sensor and ITT Trim Resistor Detail

ITT Trim Resistor NOTES

Refer to Figure 77-9. MOT Sensor and ITT
Trim Resistor Detail.
The ITT Trim Resistor is on two stud terminals

on the Main Oil Temperature/Cold Junction
Sensor.
The average signal (by virtue of parallel

arrangement) is routed through the ITT Trim
Resistor and the cold junction reference before
being received and processed by the FADEC.
The ITT Trim Resistor is used to provide

compensation to the raw ITT signal.
The value of the resistor is set during engine

pass off testing at the manufacturer or approved
overhaul facility and is shown on the Engine
Data Plate.
Training Information Points

Replace failed Lug Mounted Resistors before
replacement of the EEC of the FADEC. The
new FADEC will immediately ignore a failed
resistor and use the trim value stored in its
memory. This value will not be the correct
value for the engine. Engine performance will
be compromised.
OBEY ALL THE ELECTRICAL/ELECTRONIC,

AND ELECTROSTATIC DISCHARGE
SAFETY PRECAUTIONS WHEN HANDLING
THE FADEC.

ESID DISPLAYS
DASH 8 Q400
MFD 1 ED MFD 2

IFC1 (IOM1, IOP1) FADEC1 (CHANNEL A, CHANNEL B)
IFC2 (IOM2, IOP2) FADEC2 (CHANNEL A, CHANNEL B)
ESCP
FROM IOP1
FDR
Figure 77-10. FADEC ARINC 429 Indicating System

77-30-00 ANALYZERS SYSTEM DESCRIPTION

Each FADEC display channel (channel not in
INTRODUCTION control) sends signals on an ARINC 429 bus
direct to the ED.
The system displays most of the engine
parameters, plus discrete indications, in the The FADEC information is also sent to the IFC
flight compartment. It also sends powerplant for processing and transmission to the DFDR.
information to the engine monitoring system
and to the digital flight data recorder. These parameters are sent to the flight
compartment by discretes and analogue signals
GENERAL independent of the FADEC ARINC system:
Refer to Figure 77-10. FADEC ARINC 429 •• FADEC Fail, Caution and PEC Caution
Indicating System. as discretes, sent directly to the CAWP
•• Propeller Ground Range as a discrete to
The function of the analyzers is done by the the Advisory Display Unit (ADU) and
Engine Monitoring System (EMS) and the then to the lights on the glareshield panel
FADEC ARINC 429 System.
•• Main Oil Pressure, Fuel Flow and Fuel
The EMS can record, display and download: Temperature from the engine mounted
sensors as analog signals to the IFC,
•• FADEC and PEC fault and condition and from there to the ED on an ARINC
codes 429 DATA bus.
•• Engine Condition Trend Monitoring
(ECTM) data
•• Power assurance requirements and
data
•• Powerplant limit exceedance data
•• Snapshot and transient powerplant
and aircraft data

•• Powerplant and aircraft flights,
cycles and hours.

Figure 77-11. Engine Monitoring System (EMS) Schematic
77 ENGINE INDICATING 77-22 FOR TRAINING PURPOSES ONLY
77-31-00 ENGINE spooldown for high and low pressure

spools. Alert to Maintenance if the
MONITORING SYSTEM spooldown time reduces below a
minimum value.
INTRODUCTION •• Monitoring of Engine parameters
and logging any exceedance beyond
The EMS collects data on every significant event operating limitations (Ref. AMM
that occurs during the operation of the engine. Chapter 5). These parameters include:
ITT, Torque, Nh/N L/N P, Oil Pressure,
GENERAL Oil Temperature.
•• Monitoring of Engine Health discretes,
Refer to Figure 77-11. Engine Monitoring
and logging any change in state. These
System (EMS) Schematic.
discretes include: Chip Detectors, Low
Oil Pressure, Oil Filter Impending
The data collected by the EMS can be accessed
Bypass, Low Fuel Pressure, and Fuel
in the aircraft through the ARCDU screen.
Filter Impending Bypass.
The data can also be downloaded to the laptop •• S t e p b y s t e p P o w e r A s s u r a n c e
PC based Ground Based System (GBS). procedure. Detailed results are available
following successful completion.
The function of the Engine Monitoring System
•• Live feedback of Flight Deck engine
is performed by the:
switch state. The position of any switch
•• Engine Monitoring Unit (EMU) which provides an input to the FADEC
or PEC will be displayed.
•• Ground Based System (GBS).
•• Instructions to check the operation of
Engine Health Discretes.
SYSTEM DESCRIPTION
•• C o n f i r m a t i o n o f p o w e r p l a n t
The EMS has the following functions: trims: Torque Gain and Bias, ITT,
configuration, BETA Feedback and
•• Snapshot and/or Trace recording in
Power Lever Angle (PLA) Feedback.
response to an engine significant event

(fault code, exceedance, etc.). A snapshot •• Review of data stored in EMU memory.
is a recording taken at the instant of This feature allows the operator to
the event and consists of 79 parameters view the date/time of each recording in
generated by the FADEC/PEC. A Trace memory, type of recording, and Flight
is a recording initiated at the instant of Deck parameters at the time of the
the event and consists of 49 parameters recording.
generated by the FADEC/PEC going
•• Summary of aircraft and FADEC
back two minutes prior to the event and
configuration. Aircraft Registration,
one minute after the event.
Owner and Operator can be uploaded
•• Logging of Fault Codes generated by manually. Aircraft S/N is automatically
the FADEC and PEC. uploaded from the CDS, FADEC, PEC,
and EMU S/N are logged automatically.
•• Recording of Engine Condition Trend
Hours and cycles accumulated on the
Monitoring (ECTM).
above is available. EMU memory usage
•• Averaging of ECTM conditions for is available.
the previous Flight Hours and alert
to Maintenance if the trend deviates
from the norm. Recording of time to

FLIGHT COMPARTMENT BULKHEAD

VIEW LOOKING AFT
Figure 77-12. Engine Monitoring Unit (EMU)

Fault Retrieval NOTES
Engine Monitoring Unit (EMU)

The EMU is in the flight compartment, on the
side wall behind and below the First Officer’s
seat.
Refer to Figure 77-12. Engine Monitoring Unit

(EMU).
CONTROLS AND INDICATIONS

The data collected by the EMU can be viewed
as follows:
•• On aircraft on the ED N h and
torque gauges
•• On aircraft on the ARCDU screen
•• The data can be downloaded to a
PC GBS.
Primary fault code display is on the torque

gauge and Nh gauge. Channel A, FADEC and
Lane A PEC fault codes are displayed on engine
torque gauge. Channel B, FADEC and Lane B
PEC fault codes are displayed on Nh Gauge.
From the main menu of the CDS, select EMU.

The EMU menu will be displayed and any EMU
function can be accessed. Note that where there
is an active message waiting, the menu item

color is amber rather than white.
This convention is carried through the sub-

menus, the sub-sub-menus, and so on.


•• PWC90004 Micro-ohmmeter
•• Commercially Available Megohmmeter
•• Commercially Available Joint, universal
•• TT1200 or equivalent Barfield Digital Turbine Temperature Tester or equivalent
•• PWC58104 Wrench, Mini-strap
•• Glenair TG70 Wrench, Mini-strap
•• Glenair TG69 Pliers, Soft-jawed
•• DB9F to DB25M Cable, Download
•• DB25F Connector/Backshell, EMU-clear Hardware Interlock
•• DB9F to DB25M Modem Cable
•• Commercially Available Computer, Laptop
•• Commercially Available Diskette

•• FIM 77-11-00-810-803: Engine Indication, the torque indication is not correct - Fault Isolation.
•• FIM 77-11-00-810-804: E
ngine 1 torque bug digital readout shows three white dashes (−−−),
ED - Fault Isolation.
•• FIM 77-11-00-810-808: E
ngine 1 torque bug digital readout shows three white dashes (−−−),
MFD ENGINE system page - Fault Isolation.
•• FIM 77-11-00-810-810: E
ngine 1 high pressure rotor speed indicator shows three white
dashes (−−−), ED − Fault Isolation.
•• FIM 77-11-00-810-812: E
ngine 1 high pressure rotor speed indicator shows three white
dashes (−−−), MFD ENGINE system page - Fault Isolation.
•• FIM 77-11-00-810-814: E
ngine 1 torque indicator shows three white dashes (−−−), ED -
Fault Isolation.
•• FIM 77-11-00-810-816: E
ngine 1 torque indicator shows three white dashes (−−−), MFD
ENGINE system page - Fault Isolation
•• FIM 77-11-00-810-818: E
ngine 1 low pressure rotor speed indicator shows three white
dashes (−−−), ED - Fault Isolation.
•• FIM 77-11-00-810-820: E
ngine 1 low pressure rotor speed indicator shows three white
dashes (−−−), MFD ENGINE system page − Fault Isolation.
•• FIM 77-11-00-810-822: E
ngine 1, ED, an indication discrepancy of the BLEED message
- Fault Isolation.

•• FIM 77-11-00-810-824: E
ngine 1, MFD, an indication discrepancy of the BLEED message -
Fault Isolation.
•• FIM 77-11-00-810-826: E
ngine 1, ED, an indication discrepancy of the MAINT message -
Fault Isolation.
•• FIM 77-11-00-810-828: E
ngine 1, MFD, an indication discrepancy of the MAINT message -
Fault Isolation.
•• FIM 77-11-00-810-831: E
ngine 1, ED, an indication discrepancy of the RDC TOP message -
Fault Isolation.
•• FIM 77-11-00-810-833: E
ngine 1, MFD, an indication discrepancy of the RDC TOP message -
Fault Isolation.
•• FIM 77-11-00-810-835: E
ngine 1, ED, an indication discrepancy of the NTOP message -
Fault Isolation.
•• FIM 77-11-00-810-837: E
ngine 1, MFD, an indication discrepancy of the NTOP message -
Fault Isolation.
•• FIM 77-11-00-810-839: E
ngine 1, ED, an indication discrepancy of the MTOP message -
Fault Isolation.
•• FIM 77-11-00-810-841: E
ngine 1, MFD, an indication discrepancy of the MTOP message -
Fault Isolation.
•• FIM 77-11-00-810-843: E
ngine 1, ED, an indication discrepancy of the MCL message -
Fault Isolation.
•• FIM 77-11-00-810-845: E
ngine 1, MFD, an indication discrepancy of the MCL message -
Fault Isolation.
•• FIM 77-11-00-810-847: E
ngine 1, ED, an indication discrepancy of the MCP message -
Fault Isolation.
•• FIM 77-11-00-810-849: E
ngine 1, MFD, an indication discrepancy of the MCP message -
Fault Isolation.

•• FIM 77-11-00-810-851: E
ngine 1, ED, an indication discrepancy of the MCR message
-Fault Isolation.
•• AMM 77-21-00-720-801: F
unctional Test of the Inter Turbine Temperature (ITT) System
(continuity and resistance) (MRB#772100-201).
•• AMM 77-21-01-720-801: Check for ITT Immersion Thermocouple Indication.
•• AMM 77-21-02-720-801: Functional Test of the T1.8 Temperature Sensor.
•• FIM 77-31-00-810-801: EMU General - Fault Isolation.
•• AMM 77-31-01-470-801: Download of the Data from the EMU.
•• AMM 77-31-00-710-802: Operational Test for Engine Fault Code Indications.

CHAPTER 78
ENGINE EXHAUST
CONTENTS
Page
78-00-00 INTRODUCTION........................................................................................ 78-1
GENERAL.................................................................................................................. 78-1
SYSTEM OVERVIEW................................................................................................ 78-3
PRINCIPAL COMPONENTS...................................................................................... 78-3
Exhaust Nozzle.................................................................................................... 78-3
Exhaust Nozzle Shroud........................................................................................ 78-5
Forward and Aft Jet Pipes..................................................................................... 78-7
Forward, Mid and Aft Shrouds.............................................................................. 78-9
Trunnion Bearings.............................................................................................. 78-11
Aft Exhaust Outlet............................................................................................. 78-13
Insulation Blankets............................................................................................. 78-13
OPERATION............................................................................................................ 78-15
Normal System Operation.................................................................................. 78-15
78-00-00 APPENDIX................................................................................................ 78-16

78 ENGINE EXHAUST
FOR TRAINING PURPOSES ONLY 78-i

ILLUSTRATIONS
Figure Title Page
78-1 Exhaust Nozzle..........................................................................................78-2
78-2 Exhaust Nozzle Shroud..............................................................................78-4
78-3 Exhaust Bell..............................................................................................78-5
78-4 Forward and Aft Jet Pipes..........................................................................78-6
78-5 Fwd Attachment.........................................................................................78-7
78-6 Forward Mid and Aft Shrouds...................................................................78-8
78-7 Trunnion Bearings...................................................................................78-10
78-8 Exhaust Pipe............................................................................................78-11
78-9 Aft Exhaust Outlet...................................................................................78-12
78-10
Aft Exhaust Outlet Photo (1 of 2)............................................................78-13
78-10
Aft Exhaust Outlet Photo (2 of 2)............................................................78-13
78-11 Operations (Exhaust Assembly)...............................................................78-14
78-12 Exhaust Assembly....................................................................................78-15
78 ENGINE EXHAUST

CHAPTER 78
ENGINE EXHAUST
The exhaust system contains the hot engine exhaust gas as it moves rearward from the
engine through the nacelle.
GENERAL
The exhaust system is made from the following two assemblies:
•• Jet pipe assembly and
•• Shroud assembly.
78 ENGINE EXHAUST

LEGEND
1. Exhaust nozzle
2. V-coupling
3. Engine
4. Alignment pin
3
78 ENGINE EXHAUST
Figure 78-1. Exhaust Nozzle

SYSTEM OVERVIEW PRINCIPAL

The Jet pipe is routed under the wing box and
COMPONENTS
over the main landing gear bay. The exhaust
gas goes through the jet pipe and into the EXHAUST NOZZLE
atmosphere at the top rear surface of the nacelle.
Refer to Figure 78-1. Exhaust Nozzle.
The exhaust system has the components that
follow: The exhaust nozzle is attached to the rear of the
engine by a V-coupling.
•• Exhaust nozzle
•• Exhaust nozzle shroud The exhaust nozzle is a tapered cylindrical design
open at the aft end.
•• Forward jet pipe
•• Aft jet pipe
•• Forward shroud
•• Mid shroud
•• Aft shroud
•• Insulation blankets
•• Trunnion bearings
•• Aft exhaust outlet.
78 ENGINE EXHAUST

LEGEND
1. Exhaust nozzle shroud
2. Engine firewall
1
78 ENGINE EXHAUST
Figure 78-2. Exhaust Nozzle Shroud

EXHAUST NOZZLE SHROUD NOTES

Refer to:
•• Figure 78-2. Exhaust Nozzle Shroud.
•• Figure 78-3. Exhaust Bell.
The exhaust nozzle shroud is installed around

the exhaust nozzle and operates as a firewall
between it and the adjacent area.
A flange, welded to the rear of the exhaust

nozzle shroud attaches to the engine firewall.
Figure 78-3. Exhaust Bell

78 ENGINE EXHAUST

3
4
LEGEND
1. Forward jet pipe
2. Aft jet pipe
3. V-coupling
4. Seal
FWD
2
78 ENGINE EXHAUST
Figure 78-4. Forward and Aft Jet Pipes

FORWARD AND AFT JET PIPES Two forward mounting pin assemblies on
each side of the forward jet pipe attach it to
Refer to: the nacelle structure. Two aft mounting pin
assemblies have a trunnion bearing, which
•• Figure 78-4. Forward and Aft Jet Pipes. moves longitudinally in the slot of a bracket
which attach it to the nacelle structure.
•• Figure 78-5. Fwd Attachment.
The jet pipe directs the hot exhaust gases to
The forward jet pipe is attached to the zone 1
Titanium firewall, in the center of the nacelle, atmosphere beyond the aircraft structure.
under the wing box. A P-seal and flange seal
configuration secures the front of the forward
jet pipe in position.
The rear of the forward jet pipe connects with

the aft jet pipe in the aft of the nacelle, above
the MLG wheel bay. It is connected by an
E-seal and V-coupling configuration.
Figure 78-5. Fwd Attachment

78 ENGINE EXHAUST

78-8 78 ENGINE EXHAUST
DASH 8 Q400

MID Shroud AFT Shroud
FWD Shroud
A B
Figure 78-6. Forward Mid and Aft Shrouds

FORWARD, MID AND AFT The aft shroud is attached to the mounting
pin assembly on each side of the aft jet pipe.
SHROUDS A seal on the front of the aft shroud engages
Refer to Figure 78-6. Forward Mid and Aft with the mid shroud. A V-coupling attaches the
Shrouds. rear of the aft shroud to the aft exhaust outlet.
A tie rod assembly on each side of the nacelle
The forward, mid and aft shrouds are installed structure attaches with the aft shroud.
around the two jet pipes.
The forward, mid and aft shrouds are each
The forward shroud is attached by two mounting made of titanium. The forward is made from
pin assemblies on each side of the forward two pieces welded together.
jet pipe. This holds the front of the forward
shroud in position against the Zone 4 firewall Lockwire attaches the insulation blankets to
by a P-seal and flange seal arrangement. Heat lugs on the forward shroud. A V-coupling
insulation blankets are installed on the top connects the following components:
outer surface of the forward shroud assembly.
•• Forward shroud to the mid shroud
together
The mid shroud is installed between the
forward and aft jet pipe. A tie rod assembly on •• Mid shroud to the aft shroud
each side of the nacelle structure attaches to the
•• Aft shroud to the aft exhaust outlet.
mid shroud. A seal on the rear of the forward
shroud engages with the mid shroud. The top
The shroud assembly is a housing for the jet
rear structure of the nacelle makes part of the
pipe assembly along its full length.
shroud assembly.
The shroud is also a firewall for the adjacent area.
78 ENGINE EXHAUST

LEGEND
1. Trunnion bearing
2. Cover plate
3. Rear mount bracket
4. Rear track
5. Aft jet pipe bolt
5
78 ENGINE EXHAUST
Figure 78-7. Trunnion Bearings

TRUNNION BEARINGS NOTES

Refer to:
•• Figure 78-7. Trunnion Bearings.
•• Figure 78-8. Exhaust Pipe.
Trunnion bearings are attached to the two

mounting pin assemblies on the Aft jet pipe.
The trunnion bearing moves longitudinally in

the slot of a bracket which is installed on the
nacelle structure.
The trunnion bearing is a rectangular metal

block with a bearing installed in the center.
The trunnion bearings allow the jet pipe to

expand and contract with temperature.
Figure 78-8. Exhaust Pipe

78 ENGINE EXHAUST

LEGEND
1. Exhaust ejector assembly 1
2. Aft exhaust outlet
FWD
2
POST MODSUM 4S156164

1
78 ENGINE EXHAUST
Figure 78-9. Aft Exhaust Outlet

AFT EXHAUST OUTLET INSULATION BLANKETS

Refer to: The whole jet pipe assembly is covered with
insulating blankets. There are eight around the
• • Figure 78-9. Aft Exhaust Outlet. forward jet pipe and six around the aft jet pipe.
•• Figure 78-10. A
ft Exhaust Outlet There are two additional blankets installed on
Photo (1 of 2). the top of the forward shroud.
•• Figure 78-10. A
ft Exhaust Outlet The blankets are made from kaowool,
Photo (2 of 2). sandwiched between two thin sheets of
stainless steel. When the insulation blankets
The aft exhaust outlet ejector is attached to the are assembled, the kaowool is compressed to
aft jet pipe by a V-coupling. an approximate thickness of 3/8 in. (9.53 mm).
Each insulation blanket is lockwired in position.
The aft exhaust extension is around the ejector
and is attached to the aft shroud and to the The function of the insulation blankets is to
nacelle structure by a V-coupling. lower the rate of heat release from the jet pipe.
The aft exhaust outlet is a titanium ejector
with a titanium extension shroud around it.
Both have an extended cutout in the shape of
a fingernail at the top rear position to let the
engine exhaust gas exit in the air.
The aft exhaust outlet allows for a smooth flow

of exhaust gases into the air stream.
78 ENGINE EXHAUST
Figure 78-10. Aft Exhaust Outlet Figure 78-10. Aft Exhaust Outlet
Photo (1 of 2) Photo (2 of 2)

78-14 78 ENGINE EXHAUST
PRIMARY ZONE 6 COOLING

EJECTOR INLET NACA SCOOP INSULATION
(RIGHT SIDE). BLANKETS
ZONE 1
FIREWALL
DASH 8 Q400
EDUCTOR
EXHAUST JET PIPE

NOZZLE (ZONE 5) SECONDARY
EJECTOR
EDUCTOR
SHROUD FINGERNAIL
FIRE ZONE
ZONE 4
FIREWALL
EXHAUST NOZZLE LEGEND
SHROUD
Engine Exhaust Gas Flow
ZONE 4 EXTERNAL
INLET SCOOP
(RIGHT SIDE) Primary Ejector (Fire Zone) Flow.
Zone 4 and Secondary Ejector Flow.
Figure 78-11. Operations (Exhaust Assembly)

OPERATION The exhaust system is also cooled by an

eductor system which allows ambient air to
flow between the jet pipe and the shroud.
NORMAL SYSTEM OPERATION
The air inlet for the eductor system comes from
Refer to: an air inlet scoop on the nacelle RH center side
panel. The exhaust gas exiting between the aft
•• Figure 78-11. O
perations (Exhaust exhaust outlet and the aft exhaust outlet shroud
Assembly). creates low pressure which assists in drawing air
•• Figure 78-12. Exhaust Assembly. (between the jet pipe and the shroud) through
the eductor, cooling the exhaust system.
During the engine operation, exhaust flows
out the exhaust nozzle into the exhaust nozzle This secondary airflow, referred to as the
shroud. This will draw air in the engine secondary ejector, helps to keep the accessory
compartment into the exhaust stream, cooling temperatures in the approved limits.
the exhaust stream. The air in the engine
compartment is thereby replaced by cooler air
entering the exhaust nozzle. This is referred to
as the primary ejector.
78 ENGINE EXHAUST
Figure 78-12. Exhaust Assembly

78-00-00 APPENDIX CAUTION

INSTALL PACKING
MAINTENANCE BETWEEN THE JET PIPE AND
CONSIDERATION THE SHROUD, AND INSTALL
SUPPORTS BELOW THE
Safety Precautions SHROUD BEFORE THE TIE
RODS ARE DISCONNECTED.
WARNING IF YOU DO NOT DO THIS,
THE EXHAUST ASSEMBLY
LET THE EXHAUST SURFACE CAN BE DAMAGED AND CAN
BECOME COOL BEFORE CAUSE DAMAGE TO THE
YOU DO MAINTENANCE. IF NACELLE COMPONENTS.
YOU DO NOT DO THIS, THE
HOT EXHAUST SURFACE BE CAREFUL WHEN YOU
WILL CAUSE INJURIES. MOVE THE AFT EXHAUST
ASSEMBLY. THE AFT
YOU MUST INSTALL THE EXHAUST ASSEMBLY
LOCKPINS ON THE MAIN COULD HIT THE NACELLE.
LANDING GEAR. MAKE
SURE YOU ENGAGE THE
NOSE GEAR LOCK. IF 78-00-00 SPECIAL TOOLS
YOU DO NOT DO THIS,
THE LANDING GEAR CAN
& TEST EQUIPMENT
ACCIDENTALLY RETRACT. •• GSB2000001 Borescope - 110 Volt, 60
THIS CAN CAUSE INJURIES Hz or equivalent
TO PERSONS AND DAMAGE
TO THE EQUIPMENT. •• GSB2000015 Borescope - 220 Volt, 50
Hz or equivalent
YOU MUST INSTALL
THE LOCKPINS IN THE
DOOR MECHANISMS OF
THE MLG AND NLG. THE
DOOR MECHANISMS CAN
ACCIDENTALLY CLOSE THE
LANDING GEAR DOORS.
THIS CAN CAUSE INJURIES
TO PERSONS AND DAMAGE
TO THE EQUIPMENT.
78 ENGINE EXHAUST

78 ENGINE EXHAUST

79 ENGINE OIL

CHAPTER 79
ENGINE OIL
CONTENTS
Page
79-00-00 INTRODUCTION........................................................................................ 79-1
GENERAL.................................................................................................................. 79-1
79-20-00 OIL DISTRIBUTION SYSTEM................................................................... 79-2
General................................................................................................................ 79-2
79-22-00 OIL PRESSURE AND SCAVENGE SYSTEM............................................. 79-2
General................................................................................................................ 79-2
Description........................................................................................................... 79-2
Leading Particulars - Oil System................................................................... 79-2
Leading Particulars - Oil Scavenge System................................................... 79-7
Leading Particulars - RGB Oil Pressure System.......................................... 79-11
Leading Particulars - RGB Oil Scavenge System........................................ 79-11

Main Oil Filter............................................................................................ 79-12
Pressure Regulating Valve (PRV)................................................................. 79-13
RGB Scavenge Oil Filter............................................................................. 79-15
Oil Pressure and Scavenge Pump Assembly................................................. 79-16
Oil Filler Cap and Tube Assembly............................................................... 79-17
Oil Consumption Trend Monitoring.................................................................... 79-17
Operation........................................................................................................... 79-19
79-30-00 OIL INDICATING SYSTEM..................................................................... 79-20

79 ENGINE OIL
Page
General.............................................................................................................. 79-20
79-31-00 OIL PRESSURE INDICATING SYSTEM................................................. 79-21
General.............................................................................................................. 79-21
Oil Pressure Transducer............................................................................... 79-22
79-32-00 OIL TEMPERATURE INDICATING SYSTEM......................................... 79-25

Functional Test of the MOT Sensor.................................................................... 79-25
Oil Temperature Sensor............................................................................... 79-27
79-33-00 LOW OIL PRESSURE WARNING SYSTEM............................................ 79-29
Low Oil Pressure Switch............................................................................. 79-31
79-34-00 CHIP DETECTION SYSTEM.................................................................... 79-33
General.............................................................................................................. 79-33

Visual Check of the Chip Detector Indicating System........................................ 79-35
79-35-00 OIL FILTER BYPASS WARNING SYSTEM............................................. 79-37
General.............................................................................................................. 79-37
Oil Filter Impending Bypass Switch............................................................ 79-39

79 ENGINE OIL

Page
79-21-00 OIL COOLER SYSTEM............................................................................ 79-41
General.............................................................................................................. 79-41
Oil Cooler................................................................................................... 79-43
Oil Cooler Bypass Valve............................................................................. 79-43
Oil Cooler Ejector....................................................................................... 79-44
Oil Cooler Ejector Valve............................................................................. 79-45

Oil Cooler Air Outlet Flap........................................................................... 79-47
Air-Cooled Oil Cooler Air Outlet Flap Actuator.......................................... 79-49
Test............................................................................................................. 79-49
79-36-00 OIL QUANTITY INDICATING SYSTEM................................................. 79-51
General.............................................................................................................. 79-51
Oil Level Indicator Sight Glass................................................................... 79-51
Check of the Engine Oil Level and Replenish as Necessary............................... 79-51

Flushing of the Oil System................................................................................. 79-52
Calibrated Dipstick..................................................................................... 79-53
Low Oil Level Indicator Glass (Bullseye).................................................... 79-54
Remote Oil Level Indication....................................................................... 79-55
79-00-00 APPENDIX................................................................................................ 79-58
Safety Precautions....................................................................................... 79-58

79 ENGINE OIL
Page
Engine Inspection for Fuel in the Oil System..................................................... 79-58
79-iv FOR TRAINING PURPOSES ONLY Revision 0.4

79 ENGINE OIL

ILLUSTRATIONS
Figure Title Page
79-1 Oil Pressure System...................................................................................79-4
79-2 Oil Scavenge System.................................................................................79-6
79-3 Oil Scavenge Blowdown Valves - Removal/Installation..............................79-8
79-4 LP Compressor Case Oil Jet Pump and Strainers - Removal/Installation....79-9
79-5 RGB Oil System......................................................................................79-10
79-6 Main Oil Filter.........................................................................................79-12
79-7 Pressure Regulating Valve (PRV).............................................................79-13
79-8 RGB Scavenge Oil Filter.........................................................................79-14
79-9 Dirt Alert Strip........................................................................................79-15
79-10 Oil Pressure and Scavenge Pump Assembly.............................................79-16
79-11 Oil Filler Cap and Tube Assembly............................................................79-17
79-12 Low Oil Pressure No.1 Engine.................................................................79-18
79-13 Oil Pressure Indication Schematic...........................................................79-21
79-14 Oil Pressure Transducer...........................................................................79-22
79-15 Oil Pressure and Temperature Indications................................................79-23
79-16 Oil Temperature Indicating System Schematic.........................................79-24
79-17 Oil Temperature Sensor - Location...........................................................79-26
79-18 Oil Temperature Sensor............................................................................79-27
79-19 Low Oil Pressure Warning Schematic......................................................79-28
79-20 Low Oil Pressure Switch - Detail.............................................................79-30
79-21 Low Oil Pressure Switch..........................................................................79-31
79-22 Chip Detection System - Schematic.........................................................79-32
79-23 Chip Detector Magnetic Plug...................................................................79-34

79 ENGINE OIL
Figure Title Page

79-24 Oil Filter Impending Bypass Warning System - Schematic......................79-36
79-25 Oil Filter Impending Bypass Switch........................................................79-38
79-26 Oil Cooler................................................................................................79-42
79-27 Oil Cooler Side View...............................................................................79-43
79-28 Oil Cooler Bottom View..........................................................................79-43
79-29 Oil Cooler Ejector...................................................................................79-44
79-30 Oil Cooler Ejector Valve..........................................................................79-45
79-31 Oil Cooler Air Outlet Flap.......................................................................79-46
79-32 Oil Temperature Chart.............................................................................79-48
79-33 Oil Level Indicator Sight Glass - Location...............................................79-50
79-34 Oil Level Indicator Sight Glass................................................................79-50
79-35 Calibrated Dipstick..................................................................................79-53
79-36 Low Oil Level Indicator Glass (Bullseye)................................................79-54
79-37 Remote Oil Indication System Block Diagram.........................................79-55
79-38 Oil Tank Filler Cap Installation - SB35040..............................................79-56
79-39 Remote Oil Level Indication - Detail.......................................................79-57
TABLES
Table Title Page
79-1 Remote Oil Indications Chart..................................................................79-57

79 ENGINE OIL

CHAPTER 79
ENGINE OIL
The engine oil system supplies filtered oil to the engine for lubrication cooling and control.
GENERAL
The system is comprised of the sub-systems
that follow:
•• Oil Distribution
•• Oil Pressure and Scavenge
•• Oil Indicating.

79 ENGINE OIL
79-20-00 OIL 79-22-00 OIL PRESSURE

DISTRIBUTION SYSTEM AND SCAVENGE
SYSTEM
GENERAL
GENERAL
The purpose of the oil distribution system is to
supply, filtered oil to the engine for lubrication The Oil pressure system supplies pressurized,
of moving parts. filtered oil to the following components:
•• Engine
SYSTEM DESCRIPTION
•• Propeller control system
The system is a wet-sump system. Oil is cooled
by an aircraft mounted air-cooled oil cooler. •• AC generator.
The system supplies a constant flow of clean The scavenge system returns the oil from these
filtered oil to the turbo-machinery and reduction components, filtering out debris as the oil is
gearbox bearings to cool and lubricate the returned.
running shafts, gears, and component surfaces.
DESCRIPTION
The oil is contained in a tank that is an integral
part of the LP compressor case. The tank has a Leading Particulars - Oil System
sight glass, for viewing of the oil quantity, and a
Refer to Figure 79-1. Oil Pressure System.
filler neck and cap for replenishing the oil supply.
Maximum Oil Consumption:
A second, smaller, tank is in the reduction
gearbox. This tank is supplied with oil from the •• 0.127 US qt/Flight Hour or 0.24 lb./FH
main tank. The oil pumps are assembled together or 0.11 Kg/FH
as one unit, and the entire assembly is installed
•• 1 US gal = 7.74 lb. (ref. only).
in a bore on the LP compressor case.
Limits:
The system has these three sub-systems:
•• Starting (minimum)..................... -40ºC
•• Pressure system that supplies oil to
the reduction gearbox and the turbo •• Take-off.............................65 to 107ºC
machinery
•• Transient (maximum)............... 20 min.
•• Scavenge system that returns the used
oil to the tank
NOTE
•• Vent and breather system that vents the
Starting (minimum) as per AFM
bearing cavities and removes any air
is -40ºC.
trapped in the scavenged oil.
Oil Tank:
Filters in the pressure and scavenge systems
remove contaminants from the oil. The filter •• Capacity............ 5.9 US gal. (22.2 litre)
housing contains impending bypass switches,
which sense the pressure differential. •• Min to max
on sight glass..... 1.6 US qts. (1.5 litre).
When a filter is becoming blocked, the switches
send a signal to the related FADEC and the
EMS to warn of an impending bypass.

79 ENGINE OIL

Pressure Pumps: NOTE
•• The ejector pump supplies positive
pressure to the vane type pump
•• It is activated by PRV bypass pressure
•• The engine driven, vane type pump has
positive displacement protected by a
strainer.
Cold Start Valve (CSV):

•• Limits pressure surge during cold starting
•• Opens at 300 to 600 psid.
Pressure oil filter housing:

•• Uses a 12 micron filter element
•• The impending bypass indicator will
trigger at 17 - 24 psid (signal sent to
FADEC and EMU, fault code to CDS)
•• The filter bypass valve opens at 34 psid
(234 kPad).
No.1 bearing cavity:

•• Has two nozzles, one on each face of
the bearing
•• Has a restrictor to drop the pressure to
compensate for low cavity air pressure.
No.2 and No.2.5 bearing cavity:

•• Is an oil manifold with multiple nozzles
for bearing No.2 and No.2.5
•• It uses a restrictor to drop the pressure
to compensate for lower cavity air
pressure
•• Has a last chance strainer.
No.3 and No.4 bearing cavity:

for bearing No.3 and No.4

79 ENGINE OIL
Figure 79-1. Oil Pressure System

79 ENGINE OIL

No.5 bearing cavity: NOTE
for bearing No.5

for bearing No.6 and No.6.5
•• It uses a restrictor to drop the pressure to
compensate for lower cavity air pressure

for bearing No.7
•• It uses a restrictor to drop the pressure to
compensate for lower cavity air pressure
Pressure Regulating Valve (PRV):

•• Will maintain oil pressure at 61-72 psid
•• The oil pressure is adjusted as a function
of bearing cavity (No.5) pressure in order
to provide constant oil flow at all powers
•• The minimum pressure is 44 psid (303
kPad)
•• It is field adjustable.
Check Valve (CV):

•• It is installed at ACOC return line
•• It will prevent oil from running back
into the engine (usable oil reduced).

79-6 79 ENGINE OIL
Chip Detector
Deaerator
Return to Tank Overboard Vent
Retimet Breather
RGB Vent
DASH 8 Q400
From AGB
Blowdown
Out to
Tank

No. 5 No. 6 & 6.5
BRG No. 7
No. 3 & 4 BRG
BRG
Filter
No. 1 No. 2 & 2.5 BRG
BRG BRG
To RGB Sump
Blowdown
Valve
Bypass and
Impending
Bypass From RGB
Sump
LEGEND
Vane Pump
Regulated Pressure Cooled
Scavenge
From A/C Generator Tank Supply

Vent
Figure 79-2. Oil Scavenge System

79 ENGINE OIL

Leading Particulars - Oil No.6 and No.6.5 bearing cavity:
Scavenge System •• Is scavenged by a vane type pump and
Refer to: returns oil to tank through the deaerator
at low power settings
•• Figure 79-1. Oil Pressure System.
•• Has a relief valve to assist the pump
•• Figure 79-3. O
il Scavenge Blowdown at high power (blowdown) settings.
Valves - Removal/ It helps prevent pump cavitation and
Installation. cavity flooding.
•• Figure 79-4. L
P Compressor Case Oil
Jet Pump and Strainers
- Removal/Installation. •• Is scavenged by a vane type pump and
returns oil to tank through the deaerator
No.1 bearing cavity: at low power settings.
•• Is scavenged by a jet pump and directs
AGB:
oil to RGB sump
•• The jet pump activated by oil pump •• Is scavenged by a vane type pump
pressure. and returns oil to the tank through the
deaerator at low power settings.
•• Is scavenged by a vane type pump. It
returns oil to tank through the deaerator.
No.3 and No.4 bearing cavity:

•• Is scavenged by a vane type pump. It
returns oil to tank through the deaerator.
•• Has a relief valve to assist the pump at

high power (blowdown) settings.

•• Is scavenged by a vane type pump and
returns oil to tank through the deaerator
at low power settings
•• Has a relief valve to assist the pump
at high power (blowdown) settings.
It helps prevent pump cavitation and
cavity flooding.

79 ENGINE OIL
LEGEND
1. Oil scavange blowdown valve
2. Packings
3. Retaining ring
FWD
2 2 2 2
1 1 1 1
3 3 3 3
Figure 79-3. Oil Scavenge Blowdown Valves - Removal/Installation

79 ENGINE OIL

LEGEND
1. Retaining ring
2. Jet pump
3. Packing
4. Packing
5. Bolt
6. Washer
7. Cover
8. Packing
9. Packing
10. Screen
11. Packing
1
2
3
4
5
6
7
8
9
10
11
FWD
Figure 79-4. LP Compressor Case Oil Jet Pump and Strainers - Removal/Installation

79-10 79 ENGINE OIL
To RGB Sump PCU PUMP O/S Governor
To RGB Gear Train
A/C Generator
DASH 8 Q400
From A/C Gen.
To A/C Gen.
Overflow

RGB To PCU
Screen and Chip Aux To PCU PCU
Detector Oil To PCU
Tank
From Turbomachinery
To Auxiliary Feather Pump
From Auxiliary Feather Pump
From No. 1 Bearing Cavity
LEGEND
Regulated Pressure To A/C Gen. Scavenge Pump
To RGB Savenge Pump
Scavenge
1100 PSI
Screen and Chip Detector
Figure 79-5. RGB Oil System

79 ENGINE OIL

Leading Particulars - RGB Oil RGB sump:
Pressure System •• Is scavenged by a vane type pump and
Refer to Figure 79-5. RGB Oil System. returns oil to the tank across the RGB
chip detector and through the scavenge
RGB auxiliary oil tank: oil filter
•• RGB scavenge oil temperature is also
•• Is in the RGB rear housing
used to warm up the front inlet case rear
•• It is a pressurized tank with capacity of lip to prevent an ice build up (anti-icing).
5.3 US quarts (5 liters)
•• It supplies oil to:

°° RGB gear train (for lubrication)
°° AC generator (for lubrication)
°° PCU pump (to operate the propeller
system)
°° Auxiliary feathering pump (to feather
the propeller in an emergency during
take-off)
•• The Auxiliary Feathering Pump is the
only LRU that can take oil from the tank
in static condition.
Leading Particulars - RGB Oil
Scavenge System
RGB scavenge oil filter housing:
•• Has a 12 micron filter element
•• Has an impending bypass indicator: at
17-24 psid (117-165 kPad)
•• Has a filter bypass valve that maintains
oil supply when filter becomes restricted
•• It opens at 34 psid (234 kPad).
A/C generator:
•• Is scavenged by a vane type pump and
returns oil to the tank through the A/C
chip detector and RGB scavenge oil filter
•• In case of an overflow, oil is directed
to RGB sump.
Propeller system, Overspeed Governor and

Gear Train:
•• Oil is directed to RGB sump.

79 ENGINE OIL
COMPONENT DESCRIPTION Main Oil Filter

The functions performed by the oil pressure Refer to Figure 79-6. Main Oil Filter.
and scavenge system are accomplished by the
following components: This filter is a 12 micron filter and is on the left
side of the engine.
•• PRV
The filter is non-cleanable and incorporates
•• Main oil filter
a Dirt Alert strip that is used to analyze the
•• RGB scavenge oil filter debris removed from the oil.
•• Oil pump assembly (pressure and
scavenge stages)
•• Oil filler cap and tube assembly.
Figure 79-6. Main Oil Filter

79 ENGINE OIL

Pressure Regulating Valve (PRV) CAUTION
Refer to Figure 79-7. Pressure Regulating
WHEN YOU MAKE AN
Valve (PRV).
ADJUSTMENT TO THE OIL
PRESSURE, THE FINAL
The PRV is a balanced single piston valve
POSITION OF THE ADJUSTER
assembled into the left side of the low pressure
MUST BE BETWEEN 7 AND 11
compressor case.
TURNS COUNTERCLOCKWISE
FROM THE FULLY SEATED
It regulates system oil pressure from the oil
POSITION. IF IT IS NECESSARY
pump using the No.5 bearing cavity pressure
TO GO OUTSIDE THESE
as a reference.
LIMITS TO GET THE CORRECT
OIL PRESSURE, THEN EITHER
THE PRESSURE REGULATING
VALVE OR THE PRESSURE
INDICATION IS DEFECTIVE. IF
YOU OPERATE THE ENGINE
WITH THE OIL PRESSURE
ADJUSTER OUTSIDE THE
LIMITS YOU CAN CAUSE
DAMAGE TO THE ENGINE.
FWD
FWD
FWD
Figure 79-7. Pressure Regulating Valve (PRV)

79 ENGINE OIL
FWD
FWD
FWD
Figure 79-8. RGB Scavenge Oil Filter

79 ENGINE OIL

RGB Scavenge Oil Filter NOTE
Refer to:
•• Figure 79-8. RGB Scavenge Oil Filter.
•• Figure 79-9. Dirt Alert Strip.
The RGB oil filter is on the right side of the

engine. It separates any debris that may be
contained in the oil that has been scavenged
from the RGB.
The filter is non-cleanable and incorporates a

Dirt Alert strip that is used to analyze the
debris removed from the oil.
Perforations
Support band
Filter element
Diagnostic layer
Figure 79-9. Dirt Alert Strip

79 ENGINE OIL
Oil Pressure and Scavenge Pump These vane pumps are contained in a pump pack
and are on the right side of the engine. This
Assembly pump pack is serviced as one line replaceable
Refer to Figure 79-10. Oil Pressure and unit.
Scavenge Pump Assembly.
The cold start valve is a spring loaded poppet
The oil pressure and scavenge pump assembly valve.
pressurizes and scavenges the oil in the engine
oil system. The cold start valve operates when very cold
oil causes the oil pressure to be too high.
The scavenge pumps also optimize bearing
cavity sealing during a sub-idle condition. The valve operates at an oil pressure of 300 to
360 psi (2068 to 2482 kPad). When in operation,
The pump assembly consists of 9 vane type the valve bypasses oil back to the oil tank.
pump stages and a cold start valve.
FWD
D
FW
Figure 79-10. Oil Pressure and Scavenge Pump Assembly

79 ENGINE OIL

Oil Filler Cap and Tube Assembly OIL CONSUMPTION
Refer to Figure 79-11. Oil Filler Cap and Tube TREND MONITORING
Assembly.
The oil filler cap and tube assembly is used to
replenish the oil system and seal the inlet to
the oil tank.
The cap is provided with a spring loaded lift flap
•• Record the amount of oil added and the
to unlock and requires a half-turn to release it.
date and time
The oil filler has an external scupper with a •• Record the amount of hours flown
drain fitting to catch any oil overflow. between servicing
•• Oil consumption calculated by the
Inside the filler tube is a non-return ball valve.
amount of oil added divided by hours
The valve allows oil to be added and seals the
flown since last servicing
filler tube to prevent oil loss in the event that
the filler cap is missing. •• Maximum oil consumption detailed in
AMM TASK 05-11-00-992-802 0.12
liters/flight hour.
FWD
FWD
FWD
Figure 79-11. Oil Filler Cap and Tube Assembly

79-18 79 ENGINE OIL
S-
ARINC 429 HI C-
MOP LO V-
OUT
LOW PRESS SWITCH
HI LL
CLOSES ON PRESSURE V
RS422 OUT
28VDC IN
LO KK LEGEND
A
DECREASING W RTN
F
TO 44 ± 3 PSI
CH 'A'
DASH 8 Q400
(303 ± 21 KPA)
Loss Of Ground
28VDC FROM
ARINC 429 'HYD SYS CONT'
HI C-
C/BKR H7, LEFT
ENG #2 MOP S- OUT LO V-
DC C/BKR PNL
HI LL
RS422 OUT
LO KK
V 28VDC IN
RTN STBY HYD
W
PUMP CONT
CH 'B'
(K4) D15 HI RS422 IN 13
FADEC B
ENGINE #2 FADEC C15 LO RS422 IN 14

5A ENG 2
B15 HI RS422 IN D9 X1
28VDC A15 LO RS422 IN
RIGHT (J4)
ESS FADEC B ENG #1 OIL 14 A9 X2
ENG 1 84 PRESS IND 1-K2
5A
85

B4 HI B9 17 # 1 ENG
RS422 IN
A4 LO CH 'A' OIL PRESS
RIGHT DC C/BKR PNL D3 HI
RS422 IN 9 # 2 ENG
C3 LO OIL PRESS
(K4)
FADEC A CAUTION &
HI B11 91
5A ENG 2 ARINC 429 IN WARNING PNL
LO A11 92
28VDC ENG #2 OIL D7 X1
LEFT (J4) PRESS IND
ESS FADEC A
ENG 1 97 A7 X2
5A 23
1-K3
24
EMU B7
CH 'B'
LEFT DC C/BKR PNL
ECIU RELAY JUNCTION
BOX #3
E
S-
ARINC 429 F
HI C-
OUT LO V-
LOW PRESS SWITCH HI LL
RS422 OUT ARCDU-MA HI 409 ARCDU #1 23-80 A1
LO KK
A429 (OUT) LO 408
CLOSES ON PRESSURE V 28VDC IN
A
DECREASING W RTN
F 431 HI EMU MA
TO 44 ± 3 PSI
CH 'A' 430 LO A429 IN
(303 ± 21 KPA)
E
IOP #1 31-41 A1 F
ENG #1 LOP
S-
ARINC 429 HI C-
ARCDU #2 23-80 A2
OUT LO V-
HI LL
RS422 OUT
LO KK
V 28VDC IN
W RTN
CH 'B'
ENGINE #1 FADEC
Figure 79-12. Low Oil Pressure No.1 Engine

79 ENGINE OIL

OPERATION NOTE
Refer to Figure 79-12. Low Oil Pressure No.1
Engine.
During engine operation if the oil pressure

drops to <44 psid, a signal will be sent from
the low oil pressure switch to FADEC EEC:
•• The signal will enter FADEC EEC of
both channels
•• Channel NOT in command would
output data on ARINC 429 to the ECIU
A and ECIU B
•• ECIU B will remove the ground to
bring ON the No.2 ENG OIL PRESS
warning light
•• FADEC EEC will output data on RS
422 bus to the EMU.
•• EMU will output data for fault code
display on ARCDU through the IOP.

79 ENGINE OIL
79-30-00 OIL NOTE

INDICATING SYSTEM
GENERAL
The Oil Indicating System:
•• Gives oil system status to the flight
compartment
•• Sends signals to the FADEC for
temperature calculation
•• Gives a visual oil level sighting
during servicing.
SYSTEM DESCRIPTION
The Oil Indicating System uses switches,
sensors and transducers to determine and
transmit the engine oil system status to the flight
compartment and the engine monitoring system.
The engine oil is monitored for:

•• Oil pressure
•• Oil temperature and
•• Ferrous chips.
Oil temperature is also used as a reference to

adjust the indicated turbine temperature.
The Oil Indicating System includes the

following sub-systems:
•• Oil Pressure Indicating system
•• Oil Temperature Indicating system
•• Low Oil Pressure Warning system
•• Chip Detection system
•• Oil Filter Impending Bypass Warning
system and
•• Oil Quantity Indicating system.

79 ENGINE OIL

79-31-00 OIL PRESSURE NOTE
INDICATING SYSTEM
GENERAL
Refer to Figure 79-13. Oil Pressure Indication
Schematic.
The oil pressure indicating system has:

•• An oil pressure transducer (to convert
pressure to an electrical signal)
•• A wiring harness (to transmit the pressure
signal to the flight compartment).
The oil pressure transducer senses differential

oil pressure at the outlet of the PRV.
NTOP NTOP
90 % TRQ 90 %
%
P54
P55 NH NH
%RPM 11 11 %RPM
R A
S B
Main Oil Pressure
T C 74.0 PROP 74.0
RPM
U D
FF 660 660 FF
KG/H KG/H
280 280
ITT
C
NL NL
%RPM %RPM
57 435 435 57
P52
IFC 1 C OIL PSI FUEL C OIL PSI

75 64 2700 KG 2670 88 62
+ 26 C + 26
SAT + 13 C
IFC 2
MAINT REQD: POWERPLAN
Figure 79-13. Oil Pressure Indication Schematic

79 ENGINE OIL
COMPONENT DESCRIPTION The oil pressure transducer sends an oil

pressure differential signal to the IFC for
Oil Pressure Transducer display in the flight compartment.
Refer to Figure 79-14. Oil Pressure Transducer. Wiring harness connector (P55) is connected
to the transducer.
The oil pressure transducer is at the bottom of
the low pressure compressor case on the left A ground strap connects the housing of the
side of the engine. transducer to the low pressure compressor case.
It is installed in an oil wetted cavity and it is
held in place with two bolts and sealed with
preformed pickings.
Pressure Sensing
Element Housing Connector Threads
Inlet Port
Reference Port Circuit Board Interval Cavity

Foam Filled
Figure 79-14. Oil Pressure Transducer

79 ENGINE OIL

CONTROLS AND INDICATIONS For low oil pressure, an OIL PRESS warning
light will come on. The EMU will make a
Refer to Figure 79-15. Oil Pressure and record of the low oil pressure event when the:
Temperature Indications.
•• NH is more than 64%
Oil pressure and temperature are indicated on
•• Condition lever has been in the START/
the ED in the flight compartment.
FEATHER position for more than 20
seconds
Pressure is indicated in PSI in both digital and
analog formats. •• Switch has closed (due to low oil
pressure).
Temperature is indicated in degrees C in both
digital and analog formats.
%
TRQ
% %
NH 11 11 NH
%RPM %RPM
64.2 PROP 64.2

RPM
FF 230 230 FF
KG/H KG/H
150 150
ITT
C
NL NL
%RPM %RPM
44 330 330 44

86 62 2520 KG 2520 86 62
+ 26 C + 26
SAT + 13 C
Figure 79-15. Oil Pressure and Temperature Indications

79-24 79 ENGINE OIL
ITT A
A B Cr From T6
Al EGT
ITT C
B
D
DASH 8 Q400
E
Oil temp to
FADEC A F Cr
From T6
EGT
G Al

Oil temp to
FADEC B J
K
Trim Grey L
Resistor
Black
Mg
Mg
Mg
Mg
Mg
Mg
Mg
Mg
Posts M
Cr
Cr
Al
Al
N
P
U
T
RTD RTD T/C Cold Juntions
R
Sensor Sensor
S
Trim resistor
Figure 79-16. Oil Temperature Indicating System Schematic

79 ENGINE OIL

79-32-00 OIL NOTES
TEMPERATURE
INDICATING SYSTEM
Refer to Figure 79-16. Oil Temperature
Indicating System Schematic.
The oil temperature indicating system has a

two channel sensor and measures the main oil
temperature.
Each channel provides an independent signal

to the FADEC. The FADEC uses this signal as:
•• A cold junction reference for the
measurement and calculation of ITT
•• An estimation of the torque shaft
temperature
•• Oil cooler door and ejector control
•• An indication of main oil temperature
to the flight compartment.
The sensor also provides a location to mount a

resistor to trim the ITT signal to compensate for
engine to engine differences in measured ITT.
The FADEC continually monitors the health

of the MOT sensor and will generate a signal
when the MOT signal is not in the limits.
FUNCTIONAL TEST OF
THE MOT SENSOR
•• Do a visual check of the sensor

•• Using an ohmmeter do a continuity
resistance check between the receptacle
pins and the terminals
•• Using a megohmmeter do an insulation
resistance check between the receptacle
pins and the terminals.

79 ENGINE OIL
FWD
FWD
Figure 79-17. Oil Temperature Sensor - Location

79 ENGINE OIL

Oil Temperature Sensor
Refer to:
•• Figure 79-17. O
il Temperature Sensor
- Location.
•• Figure 79-18. Oil Temperature Sensor.
The oil temperature sensor, on the top of the

air inlet case, sends an oil temperature signal
to Channels A and B of FADEC.
It is installed in an oil wetted cavity and is

held in place with two bolts and sealed with a
preformed packing.
Wiring harness connector (P16) is connected to

a receptacle on the sensor. The sensor signals
are transmitted to the FADEC through the
wiring harness.
A ground strap connects the housing of the

sensor to the air inlet case.
Figure 79-18. Oil Temperature Sensor

79-28 79 ENGINE OIL
ECIU A ECIU B
DASH 8 Q400
CWAS ENGINE MONITORING CWAS
UNIT
#1
ARINC 429 OUT LO TO ECIU A
ARINC 429 OUT LO TO ECIU B

ARINC 429 OUT HI TO ECIU A
ARINC 429 OUT HI TO ECIU B

LOW OIL PRESSURE ARCDU
A C F D P46
RS422 OUT LO
RS422 OUT LO
RS422 OUT HI
RS422 OUT HI
H B K N
P54
P40 P50
LC LV LL KK LS Z LS Z KK LL LV LC
FADEC A FADEC B
Figure 79-19. Low Oil Pressure Warning Schematic

79 ENGINE OIL

79-33-00 LOW OIL NOTE
PRESSURE WARNING
SYSTEM
SYSTEM DESCRIPTION
Refer to Figure 79-19. Low Oil Pressure
Warning Schematic.
The No.1 ENG OIL PRESS warning light

comes on when the (FADEC1) senses any
condition that follows:
•• Main oil pressure is less than 44 psi
•• Main oil pressure crosscheck latched
failed for more than 15 seconds.
NOTE
A low oil pressure switch fault
code is set when the NH is
more than 64% and the main oil
pressure is less than 44 psi.
NOTE
The FADEC supplies discrete
data through the ECIU to the
CAWP for the No.1 ENG OIL
PRESS warning indication.

79 ENGINE OIL
Adjustment
Cover
Main Oil
Pressure Sensor
Bonding straps
Low Oil
Pressure Switch
FWD
Figure 79-20. Low Oil Pressure Switch - Detail

79 ENGINE OIL

Low Oil Pressure Switch
Refer to:
•• Figure 79-20. L
ow Oil Pressure Switch
- Detail.
•• Figure 79-21. Low Oil Pressure Switch.
The low oil pressure switch is at the bottom of

the low pressure compressor case on the left
side of the engine. It detects low oil pressure
and sends a signal to the FADEC.
It is installed in an oil wetted cavity and is

held in place with two bolts. It is sealed with
preformed packings.
The wiring harness connector is connected to

the switch. This connector transmits the switch
signal to the FADEC through the wiring harness.
A ground strap connects the housing of the

switch to the low pressure compressor case.
Figure 79-21. Low Oil Pressure Switch

79-32 79 ENGINE OIL
ENGINE MONITORING UNIT
DASH 8 Q400
ARCDU
AC GEN CHIP T/M CHIP RGB CHIP

DETECTOR DETECTOR DETECTOR

A B A B A B
RS 422 OUT LO
RS 422 OUT LO
RS 422 OUT HI
RS 422 OUT HI
P40 LL KK C Z E LT LL KK
FADEC A FADEC B
Figure 79-22. Chip Detection System - Schematic

79 ENGINE OIL

79-34-00 CHIP NOTE
DETECTION SYSTEM
GENERAL
Refer to Figure 79-22. Chip Detection System
- Schematic.
The chip detection system uses three chip

detectors to indicate the presence of ferrous
chips coming from the:
•• AC generator
•• Turbomachinery module
•• RGB module.
Chip detector fault codes are as follows:

•• 937 AC Generator
•• 938 Turbomachinery
•• 939 Reduction Gearbox
SYSTEM DESCRIPTION
The system signals are transmitted electrically
to the FADEC channel A and transferred
internally to FADEC channel B.
Ferrous debris in the oil system is attracted to

the chip detector poles.
If the poles are bridged (by debris), a signal

is sent to the FADEC. The FADEC will then
output a RS422 signal to the EMU.

79 ENGINE OIL
AC Generator
Chip Detector
LEFT SIDE
Turbomachine
Chip Detector
RGB Chip
Detector
RIGHT SIDE
LEGEND 2
1. Connector
2. Chip detector magnetic plug 3
3. Preformed packings
4. Self-closing valve
4
Figure 79-23. Chip Detector Magnetic Plug

79 ENGINE OIL

VISUAL CHECK OF THE CHIP NOTE
DETECTOR INDICATING SYSTEM
Refer to Figure 79-23. Chip Detector Magnetic

Plug.
Can be checked in two methods as follows:

Using ARCDU:
1. Set Other Systems
2. Set EMU
3. Set Event History
4. Set Engine Health History
5. Set Chip Detector
6. Look at the display and find the chip
detector that gives the indication
7. Visual inspect the chip detector that
generated the fault
8. If the RGB detector gave the indication and
is contaminated, a borescope inspection of
the RGB is mandatory.
Using the Engine Display:

1. PLA to Flight Idle
2. CLA to Fuel Off
3. Maintenance discrete switch selected
4. Push the MCL switch
5. Fault codes 937, 938 or 939 displayed, chip
has been detected.
For both methods consult FIM if a chip is

indicated.

79-36 79 ENGINE OIL
DASH 8 Q400
ENGINE MONITORING UNIT
ARCDU
MAIN OIL

FILTER DELTA P
A C P47 A C P49
RS422 OUT LO
RS422 OUT LO
RS422 OUT LO
RS422 OUT LO
RS422 OUT HI
RS422 OUT HI
RS422 OUT HI
RS422 OUT HI
M N L N
J/P54 J/P54
P40 P50 P40 P50

LL KK A Z LL KK LL KK B Z LL KK
FADEC A FADEC B FADEC A FADEC B
Figure 79-24. Oil Filter Impending Bypass Warning System - Schematic

79 ENGINE OIL

79-35-00 OIL FILTER NOTE
BYPASS WARNING
SYSTEM
GENERAL
Refer to Figure 79-24. Oil Filter Impending
Bypass Warning System - Schematic.
The oil filter impending bypass warning system

warns of an impending bypass of oil across the
oil filter. This indicates a contaminated oil filter.
SYSTEM DESCRIPTION
When the oil filter differential pressure exceeds
22 psid (152 kPad), the pressure switch opens.
This state change is detected by the FADEC,

which in turn sends a discrete signal to the EMU.
The EMU makes a record of a main oil filter

impending bypass event.
During operation with cold oil (main oil

temperature less than 175ºF (80ºC)), any
impending bypass signal is ignored by the
FADEC.
This will prevent false event messages from

being stored in the EMU.

79 ENGINE OIL
FWD
FWD
Figure 79-25. Oil Filter Impending Bypass Switch

79 ENGINE OIL

Oil Filter Impending Bypass
Switch
Refer to Figure 79-25. Oil Filter Impending
Bypass Switch.
There are two impending bypass switches in

the system.
One is on the main oil filter housing; the other

on the scavenge oil filter housing. They are
installed in oil wetted cavities that are attached
with bolts and sealed with preformed packings.
The oil filter impending bypass switch detects

the pressure drop across a partially blocked
engine oil filter and sends a signal to FADEC.
Wiring harness connectors (P47 and P49)

connect to the switches. The connectors
transmit the switch signals to the FADEC
channel B which sends it internally to channel
A. Ground straps connect the switch housings
of the transducer to the engine cases.

79 ENGINE OIL

79 ENGINE OIL

79-21-00 NOTE
OIL COOLER SYSTEM
GENERAL
The oil cooler system removes excess heat from
the oil to keep the temperature within limits.
This ensures that the oil retains its viscosity.
SYSTEM DESCRIPTION
The oil cooler is in the oil pressure circuit of
the engines. The oil cooler system contains the
following components:
•• Oil cooler
•• Oil cooler bypass valve
•• Exit duct
•• Oil cooler ejector
•• Oil cooler ejector valve
•• Oil cooler air outlet flap and
•• Oil cooler air outlet flap actuator.
The oil cooler uses the air from the engine air
intake to cool the oil.
The air inlet duct is welded to the oil cooler. It

directs airflow through the oil cooler.
The exit duct is not part of the assembly. It

is attached to the oil cooler with bolts and
anchor nuts.

79 ENGINE OIL
Oil Cooler
Ejector
Oil Cooler
Ejector Valve
Exit Duct
Hose Assemblies
Oil Cooler
Oil Cooler
Cover
Bypass Valve Oil Cooler
Figure 79-26. Oil Cooler

79 ENGINE OIL

COMPONENT DESCRIPTION Oil Cooler Bypass Valve
The oil cooler bypass valve is installed in
Oil Cooler the left side of the oil cooler. It performs the
The oil cooler is attached between two brackets functions listed below:
at the engine firewall structure.
A thermal function lets the engine oil fully
Refer to: bypass the oil cooler at temperatures below
170ºF (77ºC). Above 185ºF (85ºC) the engine
•• Figure 79-26. Oil Cooler. oil passes through the oil cooler.
•• Figure 79-27. Oil Cooler Side View.
A pressure relief function lets the engine oil
•• Figure 79-28. Oil Cooler Bottom View. bypass if the oil cooler becomes blocked during
cold oil operation. The pressure relief operates
The oil cooler unit is in a cutout in the lower at 23 psid (158.6 kPad).
cowl and is supplied with air from the inlet
duct.
It is enclosed in a titanium shroud with

fireproof seals against the cowl to isolate it
from the fire zone.
A drain plug is installed at the lowest point on

the oil cooler.
Figure 79-27. Oil Cooler Side View Figure 79-28. Oil Cooler Bottom View

79 ENGINE OIL
Oil Cooler Ejector NOTE

Refer to Figure 79-29. Oil Cooler Ejector.
The oil cooler ejector is installed in the exit

duct, aft of the oil cooler.
The oil cooler ejector operates when the aircraft is

on the ground. It uses bleed air from downstream
of the precooler to eject at high pressure through
the 22 holes. This causes air in the nacelle to be
pulled through the oil cooler heat-exchanger.
Figure 79-29. Oil Cooler Ejector

79 ENGINE OIL

Oil Cooler Ejector Valve NOTE
Refer to Figure 79-30. Oil Cooler Ejector Valve.
The oil cooler ejector valve is on the forward

face of the engine firewall and controls the
flow of air to the ejector.
An energized solenoid shuts the valve when the

aircraft is airborne.
Air supply is from the bleed air system before

the Nacelle Shut-Off Valve (NSOV).
Figure 79-30. Oil Cooler Ejector Valve

79 ENGINE OIL
FWD
NOTE
Left nacelle shown,
OIL COOLER
Air Outlet
Flap Actuator
Air Outlet Flap
FWD
Figure 79-31. Oil Cooler Air Outlet Flap

79 ENGINE OIL

Oil Cooler Air Outlet Flap NOTE
Refer to Figure 79-31. Oil Cooler Air Outlet
Flap.
The oil cooler air outlet flap is in the bottom

surface of the nacelle, FWD of the engine
firewall. It is hinged at its forward end and is
operated by an actuator.
This flap controls the flow of air through the

oil cooler and is fully closed when the engine
oil bypasses the oil cooler.
When it is necessary for the engine oil to

be cooled, the flap is open in one of three
positions. This lets the necessary airflow exit
to the atmosphere.
When the oil temperature is more than 102°C

and airspeed < 170 KIAS cooler, the flap is
fully open at 32°.
When the oil temperature is between 85°C and

95°C, the flap is open at 5°.
When the engine oil temperature is between

98°C and 89°C, the flap opens at 10°.
It is fully closed when the oil temperature is

less than the limit on the ground.

79-48 79 ENGINE OIL
COOLER OIL BYPASS CLOSED
COOLER OIL BYPASS OPEN
DASH 8 Q400
EJECTOR ON
(WOW and PLA <60°)
EJECTOR OFF

FLAP DOOR OPEN
(<170 KCAS)
INTERMEDIATE 2
INTERMEDIATE 1
FLAP DOOR CLOSED
MOT
65 70 75 80 85 90 95 100 105 110 °C
OIL TEMPERATURE CONTROL CHART
Figure 79-32. Oil Temperature Chart

79 ENGINE OIL

Air-Cooled Oil Cooler Air Outlet •• Make sure that both Condition Levers
are at FUEL OFF
Flap Actuator
•• Set the MAINT DISC switch to the
Refer to Figure 79-32. Oil Temperature Chart.
ON position to simulate a Main Oil
Temperature (MOT) of 75°C. Make
The oil cooler air outlet flap actuator is to
sure that:
position the outlet flap to the position
commanded by FADEC. °° The ED on the PFD shows an MOT
of 75°C
The oil cooler air outlet flap actuator is attached
to the nacelle structure and the oil cooler air °° The outlet flap is fully closed.
outlet flap. •• On the Engine Control Panel, push the
RDC TOP RESET button to simulate an
It receives signals from the FADEC, through MOT of 107°C. Make sure that:
the ECIU.
°° The ED shows an MOT of 107°C
Test °° The outlet flap moves smoothly to
the fully open position.
Test the operation of the air-cooled oil cooler
flap actuator using this procedure: •• Press the RDC TOP DEC button on the
Engine Control Panel again and again.
First, to do actuator operational test, it is
necessary to do a check of the travel of the NOTE
ACOC air outlet flap.
Each time the button is pressed,
simulates a fall in MOT of 2°C.
To perform the ACOC air outlet flap check:
•• In the wardrobe, on the CENTRAL Make sure that the air outlet flap
maintenance panel, set CDS GND closes in increments as the oil
MAINT switch temperature decreases through
93°C, 89°C, and 85°C. Make
•• In the flight compartment, on the aft sure that the travel is smooth.
center console, set either ARCDU
selector to the ON position
•• Push the MAINT key on the ARCDU
•• Select the menu items that follow:
°° POWERPLANT MAIN
°° POWERPLANT INTERFACE
°° ACOC FLAP DOOR AND
EJECTOR STATUS.
•• Move the Power Lever Assembly to
RATING detent

79 ENGINE OIL
FWD
Figure 79-33. Oil Level Indicator Sight Glass - Location
Figure 79-34. Oil Level Indicator Sight Glass

79 ENGINE OIL

79-36-00 OIL QUANTITY CHECK OF THE ENGINE
INDICATING SYSTEM OIL LEVEL AND REPLENISH
AS NECESSARY
GENERAL The following is an abbreviated description of
The low oil level indicator is used to give a training purposes only. For a more detailed
quick visual oil quantity indication in the tank. description of the practice, refer to the task in
The oil quantity indicating system contains the
following components: The maintenance procedure that follows is
to check the engine oil level and replenish as
•• Oil level indicator sight glass necessary.
•• Calibrated dipstick and a WARNING
•• Low oil level indicator glass to indicate
oil quantity. BE CAREFUL WHEN
YOU DO WORK ON THE
The sight glass and the dipstick are used during ENGINE COMPONENTS
normal engine servicing. IMMEDIATELY AFTER THE
ENGINE IS STOPPED. THE
COMPONENT DESCRIPTION ENGINE COMPONENTS CAN
STAY HOT FOR ONE HOUR
Oil Level Indicator Sight Glass AND CAN CAUSE INJURY.
Refer to:
WARNING
•• Figure 79-33. O
il Level Indicator Sight
Glass - Location. MAKE SURE THAT THE OIL
•• Figure 79-34. O
il Level Indicator Sight IS NOT HOT WHEN YOU DO
Glass. MAINTENANCE. THE HOT
OIL CAN BURN YOU.
The oil level indicator sight glass gives a
further method to visually check the oil level WARNING
in the tank.
DO NOT LET THE OIL TOUCH
The oil level indicator sight glass is on the oil YOUR SKIN FOR A LONG
tank on the left side of the engine. TIME. YOU CAN ABSORB
POISONOUS MATERIALS
The sight glass is used during normal engine FROM THE OIL THROUGH
servicing. It gives a visual indication of the oil YOUR SKIN.
level in the tank and has markings to indicate
the quantity of oil to add (if required).
The sight glass is attached to the oil tank with

8 bolts and is sealed with preformed packing.

79 ENGINE OIL
Do the engine oil level check as follows: WARNING

1. Locate the engine oil level sightglass
MAKE SURE THAT THE OIL
2. Clean the sightglass with the lint-free cloth. IS NOT HOT WHEN YOU DO
3. Add oil as necessary. If the oil level is MAINTENANCE.
between the MAX HOT indication and
the ADD 1 LTR indication lines, it is not WARNING
necessary to add oil
4. If the oil level is at or below the ADD 1 LTR DO NOT LET THE OIL TOUCH
indication line, it is necessary to add oil YOUR SKIN FOR A LONG
TIME. YOU CAN ABSORB
POISONOUS MATERIALS
NOTE FROM THE OIL THROUGH
You must examine the oil level YOUR SKIN.
between 15 minutes and 30
minutes after engine shutdown. If Flush the engine oil system as follows:
you do not, the oil level sightglass
•• Drain the engine oil system
indication will not be accurate.
•• Fill the engine oil system
5. Do an engine run to circulate the oil if the
aircraft has been parked overnight
•• Run the engine at 80% Nh until the oil
Run the engine for a minimum of 30 seconds
temperature is 70 to 90 degrees C
with the oil temperature in the green section
of the oil temperature gauge and propeller •• Make sure the oil pressure is 61 to 72 psid
in feather during the shutdown
•• Shutdown the engine
This will make sure that the maximum
•• Drain the engine oil system
amount of oil returns to the oil tank from
the propeller control unit. •• Remove and discard the main oil filter
element
FLUSHING OF THE OIL •• Install a new filter element
SYSTEM •• Remove and discard the scavenge oil
The following is an abbreviated description of filter element
the maintenance practice and is intended for •• Install a new filter element
description of the practice, refer to the task in •• Fill the engine oil system.
Do this task if you find contamination of the

oil system:
•• De-energize the electrical system
•• Obey all the electrical/electronic safety
precautions

79 ENGINE OIL

Calibrated Dipstick NOTE
Refer to Figure 79-35. Calibrated Dipstick.
The calibrated dipstick gives a visual indication

of the oil level in the tank (when checked after
10 minutes of engine shutdown).
The calibrated dipstick is used during normal

engine servicing. It is on the oil tank on the
port side of the engine. The dipstick is attached
to the oil filler cap and has markings to indicate
the quantity of oil that must be added during
servicing.
FWD
Figure 79-35. Calibrated Dipstick

79 ENGINE OIL
Low Oil Level Indicator Glass The low oil level indicator is below the
sightglass, on the left side of the engine.
(Bullseye)
Refer to Figure 79-36. Low Oil Level Indicator The indicator is threaded into the oil tank and
Glass (Bullseye). is sealed with a preformed packing.
The low oil level indicator glass (bullseye) The presence of oil in the bullseye indicates
gives a visual indication of oil level in the tank. sufficient oil for starting.
This method is used to make sure enough oil is

present to start an engine that has been static
for a long period.
FWD
FWD
Figure 79-36. Low Oil Level Indicator Glass (Bullseye)

79 ENGINE OIL

Remote Oil Level Indication
General
Refer to Figure 79-37. Remote Oil Indication
System Block Diagram.
On aircraft with the remote oil level indication

system (812CH0006), a visual indication is
given in the flight compartment.
The system gives indication that there is

approximately 10 flying hours or less of engine
oil (based on nominal oil consumption).
The system is considered to be non-essential

for operation of the aircraft.
ENG 1
ENG 2
Left Main 28 VDC
RS422
EMU FADEC 1, FADEC 2
Level Check
Off
Lamp Test
Figure 79-37. Remote Oil Indication System Block Diagram

79 ENGINE OIL
PRE−SB35015 POST−SB35015
Figure 79-38. Oil Tank Filler Cap Installation - SB35040

79 ENGINE OIL

CONTROLS AND INDICATIONS However, to avoid confusion regarding the
intention of the system, the control panel is
Refer to: placarded “For Ground Use Only”.
•• Figure 79-38. O
il Tank Filler Cap If more than 2.5 engine running hours have
Installation - SB35040. elapsed since the last successful update of
• • Table 79-1. R
emote Oil Indications the oil level status in the EMU, status will be
Chart. changed to “No Valid Reading”.
•• Figure 79-39. Remote Oil Level Indication is given only when the system
Indication - Detail. interrogation switch is selected to on.
The EMU Oil Level status is stored in the EMU In all cases no light indicates that maintenance
so that the Oil Level Indication System can be action is required.
interrogated at any time (even in flight).
This is because the system is simply giving the

stored information.
Condition Flight Compartment Display

Oil Level OK Steady Green Light
Oil Level Low No Light
No Valid Reading Flashing Green Light
EMU Switch Failed No Light
FADEC Channel Failed No Light
Table 79-1. Remote Oil Indications Chart
LEVEL CHECK / ENG1 / ENG2

LAMP TEST Toggle Switch Annunciator Light
OIL LEVEL INDICATION

LEVEL CHECK
ENG 1
OFF
ENG 2
LAMP TEST
FOR GROUND TEST ONLY/ ENG OFF

LEFT SIDE CONSOLE
Figure 79-39. Remote Oil Level Indication - Detail

79 ENGINE OIL
79-00-00 APPENDIX ENGINE INSPECTION FOR

FUEL IN THE OIL SYSTEM
MAINTENANCE CONSIDERATION Fuel in the oil system can change the properties
of the oil and cause a fire.
the maintenance practice and is intended for Do the task as follows:
description of the practice, refer to the task in •• Remove the fuel heater and install a
the Bombardier AMM PSM 1-84-2. new heater
•• Flush the engine oil system
Safety Precautions
•• Flush the airframe oil cooler
WARNING •• Remove the main and scavenge filters
DO NOT LET THE OIL TOUCH •• Check the filters for contamination
YOUR SKIN FOR A LONG •• Install the filters
TIME. YOU CAN ABSORB
POISONOUS MATERIALS •• Check the EMU for chip detector
FROM THE OIL THROUGH system indication.
YOUR SKIN.
After the task is complete the EMU and the filters
must be checked for contamination as follows:
CAUTION
•• After 10 fh or 1 day of operation and
YOU MUST FOLLOW THE
•• After 15 - 35 FH and
INSTRUCTIONS IF IT IS
NECESSARY TO CHANGE •• Again after 40 - 60 FH
OR MIX OIL TYPES. IF YOU
DO NOT DO THIS, YOU CAN
CAUSE DAMAGE TO THE
ENGINE.
CAUTION
STOP THE ENGINE IF THE
ENGINE OIL TEMPERATURE
GOES TO MORE THAN 225ºF
(107ºC). IF YOU DO NOT
DO THIS YOU CAN CAUSE
DAMAGE TO THE ENGINE.
2 PSM 1-84-2.

79 ENGINE OIL

•• Solvent Bath
•• Cole-Parmer P/N H- 62503-00 or Commercially Available
•• Leakproof cylindrical container (Min. 8.0 in. (203.2 mm) long X 3.5 in. (88.9 mm) Dia.)
•• Local Purchase Manometer
•• Millipore P/Ns PD1004700 and PD1004750 Patch Receptacle (flat, circular) with cover
(48 mm Min. inside Dia.)
•• PWC55814 Fork, Transfer Tube
•• PWC57220 Screw, Jacking
•• PWC57186 Crimper
•• PWC57392 Fork, Transfer Tube
•• PWC55894 Knocker/Puller
•• PWC55896 Mandrel

79 ENGINE OIL
•• PWC64241-2 Pin, Guide
•• PWC51382-460 Puller - Blowdown Valve
•• Commercially Available Joint, Universal
•• Commercially Available Ohmmeter, Digital
•• Commercially Available Ohmmeter

•• AMM 72-00-00-890-805: Oil Consumption Trend Monitoring.

•• AMM 79-21-31-710-801: Operational Test of the Air-Cooled Oil Cooler Flap Door Actuator.
•• AMM 79-22-31-000-801: Removal of the Oil Filler Cap and Tube Assembly.
•• AMM 79-22-31-400-801: Installation of the Oil Filler Cap and Tube Assembly.
•• AMM 71-00-00-780-801: Engine Oil Pressure Check and Adjustment.
•• AMM 79-32-01-720-801: Functional Test of the MOT Sensor.
•• AMM 79-33-01-000-801: Removal of the Oil Low Pressure Switch.
•• AMM 79-33-01-400-801: Installation of the Oil Low Pressure Switch.
•• AMM 79-34-00-280-801: Debris Analysis and Material Specifications.
•• AMM 79-34-00-750-801: Visual Check of the Chip Detector Indicating System.
•• AMM 79-34-01-700-801: Testing of the Chip Detector Magnetic Plug.
•• AMM 79-34-00-720-801: Functional Test of the Chip Detection System.
•• AMM 12-10-71-612-802: Filling of the Engine Oil System.
•• AMM 12-10-71-617-801: Flushing of the Oil System.
•• AMM 12-10-71-210-802: Engine Oil level Check.
•• AMM 79-36-00-720-801: Functional Test of the Remote Oil Level Indicating System.

79 ENGINE OIL


CHAPTER 80
ENGINE STARTING
CONTENTS
Page
80-00-00 INTRODUCTION........................................................................................ 80-1
80 ENGINE STARTING

COMPONENT DESCRIPTION.................................................................................. 80-2
Engine Start Control panel................................................................................... 80-2
Automatic Engine Starts on the Ground........................................................ 80-3
Ignition Control During Starts....................................................................... 80-3
Engine Start......................................................................................................... 80-5
Engine No.1 Selected on Start Select Switch................................................. 80-5
Start Switch Pushed (Momentary Action)...................................................... 80-7
Start Switch Released.................................................................................... 80-9
Automatic Starts in Flight........................................................................... 80-10

ILLUSTRATIONS
Figure Title Page
80-1 Engine Start Control Panel........................................................................80-2
80-2 Engine No.1 Selected on Start Select Switch.............................................80-4
80-3 Start Switch Pushed (Momentary Action)..................................................80-6
80 ENGINE STARTING

80-4 Start Switch Released................................................................................80-8

CHAPTER 80
ENGINE STARTING
80 ENGINE STARTING

The engine start system starts the engines on the ground and in the air.
SYSTEM DESCRIPTION
The engine control system is powered up when
the appropriate airframe 28 VDC Essential Bus
is selected ON.

COMPONENT The engine start sequence is:
DESCRIPTION •• Select NORM 1 and/or 2

•• Set SELECT switch 1 or 2 (SELECT
segment of START push light comes on)
ENGINE START
CONTROL PANEL •• Push START (START segment of push
light comes on)
Refer to Figure 80-1. Engine Start Control Panel.
•• At 50% engine speed, the START light
80 ENGINE STARTING
goes off, and the SELECT switch is

This panel, on the Overhead console, provides
released to the center position.
controls and indications for engine starting.
With the ignition switches selected to the

NORM position, an engine start can be initiated
by selecting the engine and activating the
starter by pressing the engine START switch
and moving the Condition Lever from the
FUEL OFF, to START FEATHER position.
OVERHEAD CONSOLE
ENGINE START
IGNITION
Engine ignition switches Engine SELECT switch
Figure 80-1. Engine Start Control Panel

Automatic Engine Starts Ignition Control During Starts

on the Ground The dual channel ignition system is powered
When the initial engine start is successful, electrically by the aircraft essential buses and
the FADEC controls the starting sequence as activated by the FADEC.
follows:
The ignition system is configured such that
•• When the starter has increased the both ignitors can be commanded by each
generator speed (Nh) to 8%, the FADEC FADEC channel, while maintaining electrical
80 ENGINE STARTING

commands ignition On and schedules isolation between the FADEC channels and the
fuel flow as a function of Nh, ambient aircraft essential buses.
conditions, and Main Oil Temperature
(MOT) The ignition selection from the flight
compartment is sent to the FADEC on an
•• Only one of the two ignitors is turned
ARINC 429 bus through the ECIU.
on. If the engine does not light within
8 seconds of fuel flow on, the FADEC
The FADEC ignition system has two flight
turns on both ignitors
compartment selectable modes of operation:
•• Starts a FAULT COUNT for the faulty
ignitor. Light off of engine is defined as •• 1-OFF: The FADEC disables ignition
an increase of 20°C ITT regardless of ground or flight status
•• During run-up to idle, the FADEC •• 2 - N O R M : T h e F A D E C a c t i v a t e s
switches channels to test the opposite ignition during engine starts (ground
channel or flight starts). The FADEC commands
both ignitors On during flameout and
•• When N h is greater than 50%, exciter surge accommodation.
(and ignitors) are automatically
de-energized
•• The FADEC controls engine run-up to the
commanded Nh idle speed of 64% Nh.
During ground starts, the FADEC actively

limits the ITT.
The FADEC reduces the fuel flow below the

standard start schedule (if necessary) to prevent
an overtemperature.
The FADEC automatically aborts the start,

and shuts down the engine if any one of these
conditions occur:
•• The engine does not light up within 16
seconds of fuel flow on
•• ITT limit of 920°C is exceeded
•• N h does not reach 50% within 70
seconds (i.e., hung or slow start).

80-4 80 ENGINE STARTING
(O/H PANEL RH SIDE)
S1
ENG 2 LEFT CONSOLE
3 7600−
J/P101 2431−
1
(H6) ENG 2 P/J11
7600− SELECT 110 #1 ENG START
P/J101 2
START P/J12
DASH 8 Q400
28 V DC 5A 1 14 START_1_2
ESS BUS 5 9811− 9811−
ENG 1 4 RJB2−P/JIA RJB2−J/PIA 9811− EPCU
HOLD ON 3 K5 A2 RJB2−P/J1D TIME 24−31−00
COIL 6 A1 K12 C1 DELAY
H15 CIRCUITS RIGHT CONSOLE
LEFT DC CBP POSITION ACTION 7
24−61−00 4 J13 9811−
CENTER ’OFF’ 1−2,4−5 J5 B2 B1 J12 RJB2−J/P1D 2431−
8 P/J15−1
ENG 2 SEL 1−3,4−5 E11 B2 B1 E12 HH CURRENT LIMIT TO
ENG 1 SEL 1−2,4−6 E8 STARTER
S1 Q− START TERMINATE
F8 E14 N START GENERATOR
SWITCH SHOWN H6 CR4 FF ESS BUS PWR

IN ’OFF’ SELECT C3 H1 F14 A2
H5 C2 CR1 A1 E15
SELECT C1 H12 G8 GCU #1
5 G E9 24−31−00
K9 X1 F9 X1 F8
A A

U/FL CTR FUSE
G9 X2 H9 X2
3−K3
1−K1 4900−
A A 15 SEC TIME DELAY P/J4
ENG #1 START
6 F RELAY JUNCTION BOX NO. 2 HH CURRENT LIMIT
START RELAY JUNCTION BOX NO. 2 4900−
CR30
B3 P− START OP IND
OFF B2 APU GCU

24−33−00
B1 7
28V DC FROM LEFT ESS BUS TO ACU, 3313−P/J3,
A3 PIN 77 (SEE 49−00−00)
A2 2431− 2431−
P/J3 J/P3
START A1 8 FF A1 JJ
A2
S2 CR9
START CC X1 RIGHT CONSOLE
ENGINE START PANEL
EE X2
9811− 2431−RL1 2431−
74−30−00 RJB2−J/P1C P/J15−2
HH CURRENT LIMIT TO
B2 DC CONTACTOR BOX STARTER
24−31−00 Q− START TERMINATE
A2 N START GENERATOR
9811− FF ESS BUS PWR
RJB2−P/J1C C3 A7
A8 C2 CR2
C1 A9 GCU #2
NOTES: 28V DC FROM RIGHT ESS BUS 24−31−00
B8 B3 LEFT CONSOLE
1. UNLESS OTHERWISE SPECIFIED, ALL REFERENCE B2
E4 B1 E5 2431− 2431−
DESIGNATIONS ARE PREFIXED 8011−. P/J6 J/P6
2. PIN IDENTS SUFFIXED BY (−) DENOTES LOWER CASE LETTER. A3 F5 2431− FF JJ
P/J12 A2 A1
3. THE FOLLOWING ENGINEERING DRAWINGS WERE USED: E7 A2 A1 E8 73 #2 ENG START CR11
- 88010002/2/D CC X1
E2 X1
- 82410607/3/E EPCU
A3 X2 EE X2
24−31−00 2431−RL2
2−K2
ENG #2 START DC CONTACTOR BOX
RELAY JUNCTION BOX NO. 2 24−31−00
Figure 80-2. Engine No.1 Selected on Start Select Switch

ENGINE START NOTES

Engine No.1 Selected on Start
Select Switch
Refer to Figure 80-2. Engine No.1 Selected on
Start Select Switch.
28 VDC is always available at Engine Start
80 ENGINE STARTING

Panel SELECT switch Pins 3 and 6 as well as
to time delay relay 3-K3 when the Essential
bus is powered.
When the Engine Start Panel SELECT switch

is set to Engine No.1:
Select switch contacts 4 to 6 close, 28 VDC
from the Essential Bus through the Start Select
Switch is applied to the:
1. The START switch, arming the start circuit
2. The Holding coil of the Select Switch,
holding the switch in the selected position
3. Contact B2 and C2 of de-energized ENG
No.1 Start relay 1-K1, and through the
de-energized contact of C2-C3 of 1-K1 to:
A. Control pin (C1) of the 15 second Time
delay relay 3-K3
B. Start terminate input of the L/H and
R/H GCU.
With 28VDC applied to the control pin C1,

relay 3-K3 energizes providing 28 VDC to the:
1. Engine Start Panel S2 - SELECT light is ON
2. EPCU Start 1-2 input, EPCU enters the
start monitoring mode
3. Current limiting input of the GCUs, arming
the current limiting function of the GCU.

(O/H PANEL RH SIDE)
S1
ENG 2 LEFT CONSOLE
3 7600−
J/P101 2431−
1
(H6) ENG 2 P/J11
P/J101 2
START P/J12
DASH 8 Q400
28 V DC 5A 1 14 START_1_2
ESS BUS 5 9811− 9811−
24−61−00 4 J13 9811−
CENTER ’OFF’ 1−2,4−5 J5 B2 B1 J12 RJB2−J/P1D 2431−
8 P/J15−1

H5 C2 CR1 A1 E15
5 G E9 24−31−00
K9 X1 F9 X1 F8
A A

U/FL CTR FUSE
G9 X2 H9 X2
3−K3
1−K1 4900−
ENG #1 START
CR30
OFF B2 APU GCU

24−33−00
B1 7
A3 PIN 77 (SEE 49−00−00)
A2 2431− 2431−
P/J3 J/P3
START A1 8 FF A1 JJ
A2
S2 CR9
ENGINE START PANEL
EE X2
9811− 2431−RL1 2431−
74−30−00 RJB2−J/P1C P/J15−2
HH CURRENT LIMIT TO
RJB2−P/J1C C3 A7
A8 C2 CR2
C1 A9 GCU #2
B8 B3 LEFT CONSOLE
E4 B1 E5 2431− 2431−
P/J12 A2 A1
- 88010002/2/D CC X1
E2 X1
- 82410607/3/E EPCU
A3 X2 EE X2
24−31−00 2431−RL2
2−K2
Figure 80-3. Start Switch Pushed (Momentary Action)

Start Switch Pushed NOTES

(Momentary Action)
Refer to Figure 80-3. Start Switch Pushed
(Momentary Action).
1. Energizes Start Relay 1-K1 to initiate the

start process. Energizing 1-K1 will:
A. Turn the start light ON
80 ENGINE STARTING

B. Supply power to the start Pin of the
L/H GCU
C. Provide a holding circuit for relay 1-K1
D. Provide a ground signal to the EPCU
for No.1 Engine Start pin of EPCU for
monitoring purposes.
2. Energizes RL1 to supply Essential Bus
power to the GCU
3. Supplies power to the START pin of the
GCU to initiate the START mode
4. GCU controls the START TERMINATE
sequence, providing 28VDC to C1 of 3-K3,
and to the coil of S1 to hold the Start Select
switch in the selected position.

(O/H PANEL RH SIDE)
S1
ENG 2 LEFT CONSOLE
3 7600−
J/P101 2431−
1
(H6) ENG 2 P/J11
P/J101 2
START P/J12
DASH 8 Q400
28 V DC 5A 1 14 START_1_2
ESS BUS 5 9811− 9811−
24−61−00 4 J13 9811−
CENTER ‘OFF’ 1−2,4−5 J5 B2 B1 J12 RJB2−J/P1D 2431−
8 P/J15−1

H5 C2 CR1 A1 E15
5 G E9 24−31−00
K9 X1 F9 X1 F8
A A

U/FL CTR FUSE
G9 X2 H9 X2
3−K3
1−K1 4900−
ENG #1 START
CR30
OFF B2 APU GCU

24−33−00
B1 7
A3 PIN 77 (SEE 49−00−00)
A2 2431− 2431−
P/J3 J/P3
START A1 8 FF A1 JJ
A2
S2 CR9
ENGINE START PANEL
EE X2
9811− 2431−RL1 2431−
74−30−00 RJB2−J/P1C P/J15−2
HH CURRENT LIMIT TO
RJB2−P/J1C C3 A7
A8 C2 CR2
C1 A9 GCU #2
B8 B3 LEFT CONSOLE
E4 B1 E5 2431− 2431−
P/J12 A2 A1
- 88010002/2/D CC X1
E2 X1
- 82410607/3/E EPCU
A3 X2 EE X2
24−31−00 2431−RL2
2−K2
Figure 80-4. Start Switch Released

Start Switch Released NOTES

Figure 80-4. Start Switch Released.
1. Holding circuit keeps 1-K1 energized

2. 3-K3 and holding circuit in S1 remain
energized
3. When Nh reaches approx 50% the GCU
80 ENGINE STARTING

removes the power output from the START
TERMINATE pin
4. S1 holding circuit is released the SELECT
switch returns to OFF
A. Left Essential bus power through RL1
is removed from the GCU
B. 1-K1 de-energizes immediately
C. START light goes off
D. 3-K3 remains energizes for 15 seconds
5. After 15 seconds the GCU Current Limiting
signal is removed
A. The Select light goes off
6. EPCU Start Monitoring Signal (No.1
Engine Start) removed
7. Start is completed
8. Nh rises to 64%.
When engine No.2 is selected the sequence is

similar.

Flight Mode and Ground Mode starting are

determined by:
CAUTION
•• Flight Mode is set if the Calibrated Air DO NOT OPERATE THE

Speed (CAS) is greater than 75 kt (139 ENGINE ON THE GROUND IN
km/h) CONTINUOUS CROSSWINDS
OF MORE THAN 50 KNOTS OR
•• In fault conditions when CAS is not IN GUSTING CROSSWINDS
available, the WOW Discrete from the OR MORE THAN 55 KNOTS.
Propeller Electronic Control (PEC) DO NOT OPERATE THE
80 ENGINE STARTING
determines Ground/Flight Mode Status. ENGINE ON THE GROUND

AT ENGINE POWER ABOVE
Automatic Starts in Flight 460 SHP IN CROSSWINDS OF
MORE THAN 45 KNOTS. IF
In-flight starts are similar to ground starts
YOU DO NOT OBEY THESE
except for:
LIMITATIONS, YOU MUST
•• The two ignitors are commanded ON REMOVE THE PROPELLER
FROM SERVICE WITHIN THE
•• Automatic ignition in flight is initiated NEXT 10 FLYING HOURS.
when Nh drops to 60%. DO NOT USE MORE THAN
•• If engine relight is successful ignition 14% ENGINE TORQUE WITH
is automatically stopped. UNDERSPEED GOVERNING
AT 660 RPM. THIS WILL
•• If auto relight is unsuccessful ignition is MAKE SURE THAT THE
terminated when Nh falls to 30% ENGINE POWER IS NOT
•• The auto-abort features are disabled MORE THAN 460 SHP.
•• FADEC does not actively limit ITT
•• No FADEC channel transfers during
the start.


•• FIM 80-00-00-810-801: SELECT, START, ENGINE START panel with the SELECT
toggle switch set to the 1 position (Caution) - Fault Isolation.
•• FIM 80-00-00-810-802: SELECT, START, ENGINE START panel with the SELECT
toggle switch set to the 2 position (Caution) - Fault Isolation.
80 ENGINE STARTING

•• FIM 80-00-00-810-803: SELECT Light on the ENGINE START Control Panel Stays ON
- Fault Isolation.

CHAPTER 61
PROPELLER
CONTENTS
Page
61-00-00 GENERAL................................................................................................... 61-1
61-10-00 PROPELLER ASSEMBLY........................................................................... 61-5
Introduction......................................................................................................... 61-5
Propeller Blade Assembly............................................................................. 61-5
Actuator and Backplate Hub Assembly.......................................................... 61-9
61 PROPELLER
Removal of the Beta Tubes ....................................................................................61-15
Removal of the Propeller ................................................................................... 61-17
Installation of the Propeller................................................................................ 61-17
Installation of the Beta Tubes ............................................................................ 61-23
Beta Tube Rigging....................................................................................... 61-23
Rigging of the Beta Tubes........................................................................... 61-25
Functional Test for the Propeller Electronic
Controller - Calibration Procedure..................................................................... 61-25
61-20-00 PROPELLER CONTROLLING SYSTEM.................................................. 61-28
Introduction....................................................................................................... 61-28
General.............................................................................................................. 61-28
Beta Control................................................................................................ 61-31
Forward Speed Control................................................................................ 61-35
Synchro-Phase Control................................................................................ 61-37

Page
Normal Feather........................................................................................... 61-37
Reverse Speed Control................................................................................ 61-39
Automatic Underspeed Protection Circuit (AUPC)...................................... 61-41
Automatic Take-Off Thrust Control System (ATTCS)................................. 61-41
Autofeather................................................................................................. 61-43
Uptrim........................................................................................................ 61-47
Alternate Feather and Propeller Control panel............................................. 61-49
Beta Tube Assembly.................................................................................... 61-49
Dual Pulse Probe Assembly......................................................................... 61-49
61 PROPELLER
Beta Feedback Transducer (BFT)................................................................ 61-51

Pitch Control Unit (PCU)............................................................................ 61-53
Pitch Control Unit Adapter.......................................................................... 61-53
Servo-valve................................................................................................. 61-55
Ground Beta Enable Solenoid Valve (GBEV).............................................. 61-56
Unfeather Valve and Solenoid..................................................................... 61-57
Feathering Pump......................................................................................... 61-60
Propeller Electronic Control (PEC)............................................................. 61-61
Propeller Ground-Range Annunciator.......................................................... 61-61
Operational Test of the Propeller Fault Code Indication (MRB #612000-204) ...... 61-62
Operation........................................................................................................... 61-65
Ground Start Mode...................................................................................... 61-65
Constant Speed Mode.................................................................................. 61-69
Autofeather System..................................................................................... 61-71
Autofeather Activation................................................................................ 61-73

Page
Alternate Feather......................................................................................... 61-74
Automatic Underspeed Protection Circuit................................................... 61-75
Overspeed Governor.................................................................................... 61-75
Overspeed Governor Test............................................................................. 61-77
Maintenance Unfeather............................................................................... 61-81
61-00-00 APPENDIX................................................................................................ 61-85
Safety Precautions....................................................................................... 61-85
Aircraft or System Limitations.................................................................... 61-85
Servicing..................................................................................................... 61-85
61 PROPELLER
Special Tooling........................................................................................... 61-87
Operational Test of the Propeller Autofeather
and Uptrim System (MRB #612000-201) .......................................................... 61-88
Operational Test of the Propeller Alternate Feather (MRB #612000-202) .......... 61-89
Operational Test of the Propeller
Overspeed Governor (MRB #612000-203) ........................................................ 61-90
Operational Test of the Propeller
Fault Code Indication (MRB #612000-204) ....................................................... 61-90
Operational Check of the Propeller Autofeather
System in Maintenance Mode (CMR# 612000-106) .......................................... 61-91
Operational Test of the Propeller Reduced Np Function ..................................... 61-92
Functional Test of the Propeller Time to Unfeather (MRB #612000-205) ............... 61-93
SPECIAL TOOLS & TEST EQUIPMENT................................................................ 61-94

ILLUSTRATIONS
Figure Title Page
61-1 Propeller Assembly....................................................................................61-2
61-2 Propeller Blade Assembly..........................................................................61-4
61-3 Blade-to-Hub Attachment..........................................................................61-6
61-4 Propeller Hub Assembly............................................................................61-8
61-5 Propeller Backplate...................................................................................61-9
61-6 Propeller Attachment and Backplate Assembly........................................61-10
61-7 Propeller Component Locations...............................................................61-12
61-8 Propeller Spinner.....................................................................................61-13
61-9 Beta Tubes...............................................................................................61-14
61 PROPELLER
61-10 Propeller..................................................................................................61-16
61-11 Propeller - Criss Cross Pattern.................................................................61-18
61-12 Pump - Hydraulic Hand (Series 400).......................................................61-20
61-13 Propeller Lifting Equipment....................................................................61-21
61-14 Beta Tubes - Cross Section View..............................................................61-22
61-15 Beta Tubes - Beta Calibration and Initial Standout Dimension.................61-24
61-16 Propeller Control Block Diagram............................................................61-28
61-17 Propeller Control Loop Logic..................................................................61-29
61-18 Ground Beta Mode..................................................................................61-30
61-19 Propeller Function Diagram.....................................................................61-31
61-20 Beta Schedule..........................................................................................61-32
61-21 Steady State Constant Speed Control.......................................................61-34
61-22 Normal Feather........................................................................................61-36
61-23 Maximum Reverse...................................................................................61-38

Figure Title Page

61-24 AUPC Logic............................................................................................61-40
61-25 Autofeather State Transitions...................................................................61-42
61-26 Autofeather Mode....................................................................................61-44
61-27 Uptrim For Low Np or Low Torque..........................................................61-46
61-28 Propeller Control Panel............................................................................61-48

61-29 Beta Tube Assembly.................................................................................61-48
61-30
Dual Pulse Probe Assembly (MPU).........................................................61-49
61-31 Beta Tube Assembly and Beta Feedback Transducer.................................61-50
61-32 Pitch Control Unit (PCU)........................................................................61-52
61-33 Pitch Control Unit...................................................................................61-53
61 PROPELLER
61-34 Servo-valve..............................................................................................61-54
61-35 Ground Beta Enable Solenoid Valve (GBEV)...........................................61-56
61-36 Unfeather Valve and Solenoid..................................................................61-57
61-37 Overspeed Governor (OSG).....................................................................61-58
61-38 Propeller Overspeed Governor and Pump.................................................61-58
61-39 Feathering Pump .....................................................................................61-60
61-40 Propeller Electronic Control (PEC)..........................................................61-61
61-41 Normal Operation (Sheet 1 of 2)..............................................................61-64
61-42 Normal Operation (Sheet 2 of 2)..............................................................61-66
61-43 Autofeather (Sheet 1 of 2).......................................................................61-68
61-44 Autofeather (Sheet 2 of 2).......................................................................61-70
61-45 Alternate Feather.....................................................................................61-72
61-46 Propeller Overspeed Governor Test. (Sheet 1 of 2)...................................61-76
61-47 Propeller Overspeed Governor Test. (Sheet 2 of 2)...................................61-78
61-48 Maintenance Unfeather (Sheet 1 of 2)......................................................61-80

Page
61-49 Maintenance Unfeather (Sheet 2 of 2)......................................................61-82
61-50 Propeller Hub Grease Level Check..........................................................61-84
61-51 Add New Grease to Propeller..................................................................61-86
61 PROPELLER
FOR TRAINING PURPOSES ONLY 61-vii

CHAPTER 61
PROPELLER
61 PROPELLER
61-00-00 GENERAL
Refer to Figure 61-1. Propeller Assembly. •• C - Civil
•• R - Dowty Aerospace Propellers
The aircraft is equipped with two propeller
systems. Each system has: •• 408 - Aircraft type identification
•• Dowty CR 408/6-123 - F/17 •• 6 - Number of blades
propeller assembly •• 123 - Blade root end size in mm
•• PEC •• F - Flange mounted
•• Pitch Control Unit (PCU) •• 17 - Function/Installation
•• Overspeed Governor (OSG) characteristics.
and pump
The propeller system has the following
•• Auxiliary Feather pump. subsystems:
The propeller used on the Pratt and Whitney •• Propeller Assembly (61-10-00)
PW 150A engine for the deHavilland Dash
•• Propeller Controlling (61-20-00).
8 Series 400 aircraft can be described by its
model number as follows:

Overspeed Governor
and Pump
Pitch Control Unit
Alternate
Feathering Pump
FWD
61 PROPELLER
Brush Block Spinner

Bracket Unit
Overspeed Governor
and Pump
Pitch Control
Unit
Alternate
Feathering Pump
Propeller
Blade
A
Beta Tubes
Figure 61-1. Propeller Assembly


The propeller system is a variable pitch six
bladed propeller assembly. The blades are
counter weighted to move towards coarse pitch
in the event of oil pressure failure.
Mode and function control is by the PEC. The

oil pressure originates from the related engine
and is supplied to the OSG and pump.
The pump increases the oil pressure and ports

the metered oil to a servo valve. The servo valve
receives electrical signals from the PEC and
directs oil pressure to the coarse/fine sides of
the propeller PCU. The PCU has a double acting
pitch change mechanism to control blade pitch.
61 PROPELLER

Leading edge guard

61 PROPELLER
Blade de-icer assembly
Propeller blade assembly
Figure 61-2. Propeller Blade Assembly

61-10-00 PROPELLER Counter Weights

ASSEMBLY The blade counterweights are at the blade root.
They are heavy masses consisting of a tungsten

INTRODUCTION carbide weight, bolted to an aluminum bracket
that is clamped to each blade root. There is a
The propeller assembly has the following key on the blade root and the counterweight to
components: ensure proper installation. The counterweights
are sized and phased so that when there is no oil
•• Propeller Blade Assembly
pressure, they will produce a turning moment to
•• Propeller Hub Assembly the coarse direction, this overcomes the blades
natural drive fine (centrifugal) turning moment.
•• Spinner Assembly.
COMPONENT DESCRIPTION Ball Bearing Roller

29 ball bearings between root the of the blade
Propeller Blade Assembly and the hub, form the inner blade bearings. The
Refer to: function of the bearing is to provide smooth
pitch operation.
•• Figure 61-2. Propeller Blade Assembly.
•• Figure 61-3. Blade-to-Hub Attachment. Taper Roller Bearings
61 PROPELLER
There is a taper roller bearing between root of
Blade Assembly the blade and the hub. It forms the outer blade
bearing. It provides smooth pitch operation.
The six blade assemblies are installed in a
flange mounted hub.
Secondary Retention Cable
Each blade is an all composite aerofoil
The secondary retention cable is fitted in the
construction with a steel outer root sleeve
hub around the blade root. It is a steel wire
supported by a two bearings. The aerofoil has
cable with a locking plate at the end. The cable
a foam core and twin carbon fiber spars with
will retain the blade in the hub in the event that
an overall braided carbon/glass fiber shell. The
the ball bearings fail.
Blades provide forward and reverse thrust to
the aircraft.
Lightning Braid
The lightning conductor braid is fitted between
the preload nut and the hub. It is a braided
chord impregnated with conductive material.
The composite liner and washer effectively
insulate the blade from the hub. The function
of the lightning braid is to ensure electrical
continuity from the blade to the hub.

PRELOAD PLUG
INNER BEARING PLUG
CYLINDER ASSEMBLY
FULL REVERSE STOP

61 PROPELLER
FINE PITCH HYDRAULIC

OIL SUPPLY THROUGH OUTER
BETA TUBE ASSEMBLY
COARSE PITCH HYDRAULIC

OIL SUPPLY THROUGH INNER
BETA TUBE ASSEMBLY
PISTON
FEATHER STOP
CROSSHEAD ASSEMBLY
OPERATING PIN
Figure 61-3. Blade-to-Hub Attachment

61 PROPELLER

PROPELLER CONTROL ASSEMBLY D

FW
NOTE
Left nacelle shown,
FWD
61 PROPELLER
D
FW
Figure 61-4. Propeller Hub Assembly

Actuator and Backplate Backplate Assembly

Hub Assembly The backplate assembly is installed on the rear
Refer to: of the hub assembly.
•• Figure 61-4. Propeller Hub Assembly. The backplate is constructed of carbon fiber
composite. The slip ring is installed directly
•• Figure 61-5. Propeller Backplate.
onto the backplate and has an aluminum
•• Figure 61-6. P
ropeller Attachment and alloy housing with three bronze rings in a
Backplate Assembly. plastic molding. The target screws that supply
propeller speed and phase angle feedback are
on the external diameter of the slipring.
Actuator
The pitch change actuator is housed in a The backplate forms the aerodynamic interface
cylinder assembly secured to the hub. between the spinner and engine nacelle.
The cylinder is made of aluminum alloy and The slipring is used to transfer electrical power
has a removable cap at the front end. for blade de-icing.
The piston is inside the cylinder forward of

the crosshead assembly and held in position
by a key and keyway. The piston is fitted with
61 PROPELLER
a “LEE” jet which allows a small continuous
flow of hot oil to flow from one side to the
other to keep the assembly warm in flight.
The actuator controls the pitch of the blade.
Hub Assembly
The hub assembly is on the Propeller flange of
the RGB.
The hub is manufactured from a single piece

aluminum alloy. The forward face has 12
equally spaced holes for attaching the cylinder.
The aft face of the hub has 15 integral steel
mounting studs and three location/drive dowels.
The nuts on the studs have a minimum running
torque of 50 lbs/in. Figure 61-5. Propeller Backplate
The hub supports six blades and has six pairs

of blade root bearings races. A front-mounted
aluminum alloy piston and cylinder and steel
crosshead/shaft change blade pitch.
To prevent fretting at the shaft to the propeller

interface, a composite shim is installed on the flange

2
3
7
61 PROPELLER
FWD
LEGEND
1. Spinner retention nut location (typical)
2. Backplate
3. Deice bus bars (typical)
4. Backplate attachment bolt (typical)
5. Deice slip ring
6. Gasket
7. O-ring seal
8. Static/dynamic balance weight location (typical)
9. MPU target screw (typical)
Figure 61-6. Propeller Attachment and Backplate Assembly

61 PROPELLER

Overspeed Governor
and Pump
Pitch Control Unit
Alternate
Feathering Pump
FWD
61 PROPELLER
Brush Block Spinner

Bracket Unit
Overspeed Governor
and Pump
Pitch Control
Unit
Alternate
Feathering Pump
Propeller
Blade
A
Beta Tubes
Figure 61-7. Propeller Component Locations

Spinner Assembly The spinner gives an aerodynamic fairing over

the front end of the propeller.
Refer to:
A centralizing/support diaphragm on the pitch
•• Figure 61-7. P
ropeller Component
change cylinder makes sure that the spinner
Locations.
runs correctly, when rotating with the propeller.
•• Figure 61-8. Propeller Spinner.
It is balanced by the addition of rubber pads
The spinner is installed on the propeller back- stuck to the inner surface. Although it is a
plate assembly with 12 quick release fasteners. separately balanced component, it is marked
by the manufacturer with a blade #1 position.
It is constructed of composite material made
in three pieces.
Spinner Shell Front Shell

Rubber Sheets
61 PROPELLER
(Balancing)
Rubber Ring
Shell Support
Stiffening
Plates
Sleeve bolt
NOTE
Portion of spinner
removed for clarity.
Figure 61-8. Propeller Spinner

A B
LEGEND
1. Bolt FWD
2. Washer
3. Cover
4. O-Ring
5. Cylinder Assembly
6. Adjusting Sleeve (Part of Beta Tubes) A
7. Locking Collar
8. Beta Tubes
9. O-Ring (Qty. 2)
10. Crosshead Assembly
11. Piston Nut.
10 REF.
61 PROPELLER
5 REF.
11 REF.
6 REF.
3
9
2
1
da034a01.dg, gv, 06/03/00
NOTE
Adjusting sleve slots.
Beta Tubes
Figure 61-9. Beta Tubes

REMOVAL OF THE BETA TUBES CAUTION

The following is an abbreviated description of INSTALL THE BLADE BATS
the maintenance practice and is intended for TO TWO BLADES WHICH ARE
training purposes only. For a more detailed OPPOSITE TO EACH OTHER,
description of the practice, refer to the task in BETWEEN THE ARROW
the Bombardier AMM PSM 1-84-2. HEADS ON THE LABEL
ATTACHED TO THE CAMBER
Refer to Figure 61-9. Beta Tubes. FACE OF THE BLADE.
The maintenance procedure that follows is for 5. To turn the propeller blades to the full reverse
the removal of the beta tubes. mechanical stop use the blade bats. This will
move the crosshead assembly forward and
Obey all the electrical/electronic safety help you to remove the beta tube.
precautions.
6. Through the front of the cylinder assembly
put beta tube wrench.
WARNING
7. Engage the wrench with the slots in the
USE GOGGLES AND GLOVES adjusting sleeve.
WHEN YOU DO WORK WITH 8. Push the outer sleeve of beta tube spanner
ENGINE OIL. against the locking collar.
61 PROPELLER
9. Compress the spring to disengage the
WARNING locking collar from the crosshead spline.
DO NOT TOUCH THE 10. Turn the wrench in a counterclockwise
COMPONENTS OF THE direction to loosen and remove the beta
PROPELLER OR THE tube from the propeller.
PROPELLER CONTROL 11. Remove the O-ring seals from the beta tube
EQUIPMENT UNTIL THEY
ARE COOL. 12. Clean the beta tube.
13. Put the beta tube in a clean polyethylene
Remove the beta tubes as follows: bag. Keep the beta tube in its wooden
packing case for storage and transport.
NOTE 14. Do a visual inspection of the bore in the
If the beta tubes are to be propeller crosshead assembly Make sure
removed from and installed to that there are no particles of rubber in
the same hub LRU, record the the bore. Remove any rubber particles if
beta tube calibration depth at necessary.
removal. Set the beta tubes to 15. Install a protective cover to the cylinder
the same value at installation. assembly.
1. Remove the spinner. 16. Use the bolts and the washers to loosely
attach the cover.
2. Place a container under the beta cap to
collect the oil.
3. Remove the bolts with the washers which
attach the cover to the cylinder assembly.
4. Remove the cover with the o-ring from the
cylinder assembly.

LEGEND
1. Nut
2. Washer
3. O-Ring Seal
4. Interface Washer
5. Installation Bullet.
A
61 PROPELLER
FWD
da063b01.dg, gv, 13/08/01
A
2
1
Figure 61-10. Propeller

REMOVAL OF THE PROPELLER 12. Remove the O-ring from the driveshaft
flange.
13. Remove the interface washer from the
driveshaft flange or propeller hub.
description of the practice, refer to the task in 14. Install the transport cover to the slip ring
the Bombardier AMM PSM 1-84-2. assembly.
15. Install the transport cover to the shaft of
Refer to:
the crosshead.
•• Figure 61-10. Propeller.
•• Figure 61-11. P
ropeller - Criss Cross
INSTALLATION OF THE
Pattern. PROPELLER
The maintenance procedure that follows is for The following is an abbreviated description of
the removal of the propeller. the maintenance practice and is intended for
Obey all the electrical/electronic safety description of the practice, refer to the task in
precautions. the Bombardier AMM PSM 1-84-2.
Refer to:
WARNING
61 PROPELLER
•• Figure 61-10. Propeller.
USE GOGGLES AND GLOVES
•• Figure 61-11. P
ropeller - Criss Cross
WHEN YOU DO WORK WITH
Pattern.
ENGINE OIL.
The maintenance procedure that follows is for
Remove the propeller as follows:
the installation of the propeller.
1. Remove the spinner.
The installed blade assembly and bearing must
2. Remove the beta tubes. be re-torqued after a ground run with a propeller
forward constant speed check, after a maximum
3. Remove the brush block unit.
of 10 flight hours, or at the next overnight stop.
4. Remove the dual pulse probe assembly.
Do a visual inspection of the propeller shaft
5. Break the torque on fifteen nuts.
bearing sleeves.
6. Remove the top and bottom three nuts and
washers. WARNING
7. Attach the lifting equipment. Use it to hold
the weight of the propeller assembly. USE GOGGLES AND GLOVES
W HEN YOU W OR K W I TH
8. Install the three installation bullets.
ENGINE OILS.
9. Put a container below the propeller to
collect unwanted used oil.
10. Get access to the propeller attachment
studs. Remove the fifteen nuts and washers
with the torque adapter.
11. Remove the propeller assembly from the
driveshaft flange.

14 1
12 3
10 5
61 PROPELLER
8 7
6 9
4 11
2 13
15
CRISS CROSS PATTERN
Figure 61-11. Propeller - Criss Cross Pattern

Install the propeller as follows: TO TORQUE THE PROPELLER

ATTACHMENT NUTS.
1. Remove the brush block unit and the dual
pulse probe assembly. NOTE
2. A t t a c h t h e l i f t i n g e q u i p m e n t t o t h e Torque the fifteen nuts in a
propeller. sequence that tightens them at
opposite sides of the diameter.
3. Remove the transport covers from the slip
ring assembly and the cross-head shaft.
15. Loosen and re-torque all the nuts one at a
4. Use synthetic lubricating oil to lubricate the time in the correct sequence, This must be
O-ring and the threads and joint faces of the done three times for each attachment nut.
propeller mounting studs, nuts and washers.
16. Install a blade bat to one blade and another
5. Install the O-ring on the spigot of the blade bat to the opposite blade and turn the
engine drive shaft flange. blades smoothly through the full pitch range.
6. Attach the interface washer to the propeller hub. 17. Remove the blade bats.
7. Install the three installation bullets to the 18. Install and adjust the brush block unit.
three dowels of the propeller.
19. Install and adjust the dual pulse probe
8. Carefully install the propeller to the drive assembly.
shaft flange.
20. Remove the brush retaining assembly from
61 PROPELLER
the brush block unit.
WARNING 21. Install the beta tube assembly.
REPLACE THE PROPELLER 22. Install the spinner.
ATTACHMENT NUTS IF THE Do the calibration of timer monitor control unit
RUNNING TORQUE IS LESS TMCU.
THAN 50 LBF IN (5.65 NM).
Do the functional test and calibration of the
9. Install the fifteen nuts and the washers to propeller de-icing system.
attach the propeller. Download the ANVS propeller balance data to
10. Remove the three installation bullets from erase the data from the ANCU This step is not
the three dowels. necessary if the same propeller is re-installed.
11. Remove the load of the propeller from the Do the necessary operational tests.
lifting equipment.
12. Do a check of the running torque of the
fifteen nuts.
13. Remove the lifting equipment.
14. Torque the fifteen nuts to 315 to 320 lbf ft
(427 and 434 N m) with the torque adapter.
WARNING
YOU MUST USE THE CORRECT

TORQUE FORMULA WHEN YOU
USE THE TORQUE ADAPTER

(SIX PLACES)
61 PROPELLER
brt09a01.dg, ab/pt, 30/05/00
Figure 61-12. Pump - Hydraulic Hand (Series 400)

61 PROPELLER
PROPELLER LIFTING EQUIPMENT
brc59a01.dg, rm, 29/10/98
Figure 61-13. Propeller Lifting Equipment

1 2 3 4
5 10 8 9
61 PROPELLER
12
LEGEND 7 6 11
1. Bolt
2. Washer
3. Cover
4. O-Ring
5. Cylinder Assembly
6. Adjusting Sleeve
7. Locking Collar
8. Beta Tubes
9. O-Ring (2 Places)
10. Cosshead Assembly
11. Piston Nut
12. Beta Tube Spanner.
da194a01.dg, gv, 12/04/00
Figure 61-14. Beta Tubes - Cross Section View

INSTALLATION OF THE Beta Tube Rigging

BETA TUBES If there is oil in the piston and gear box
reservoir use the Aux feather pump to move
The following is an abbreviated description of the propeller pitch to max reverse then to flight
the maintenance practice and is intended for fine for final measurement check, be sure to
training purposes only. For a more detailed prime the piston with oil by dry motoring the
description of the practice, refer to the task in engine before angle changes.
If the beta cap has been removed and no oil is
Refer to: in the hub cylinder then the blade bats must be
used for blade angle changes, use two bats on
•• Figure 61-14. B
eta Tubes - Cross opposing blades.
Section View.
•• Figure 61-15. B
eta Tubes - Beta If removing the beta tube for propeller removal
Calibration and Initial make sure to check the depth of the beta tube
Standout Dimension. before removal as this measurement can be
used to save time when installing the unit.
the installation of the beta tubes. WARNING
Make sure that the aircraft is in the same BEFORE REMOVAL OF
61 PROPELLER
configuration as in the removal task. THE BETA CAP HANG A
SUITABLE CONTAINER TO
Install the beta tubes as follows: CATCH THE RESIDUAL OIL
FROM CYLINDER HOUSING.
NOTE
BE CAREFUL WHEN
If the beta tubes are to be
REMOVING THE BETA TUBE
removed from and installed to
AND STORE IT IN A CLEAN
the same hub LRU, record the
DRY AREA, PROPERLY
beta tube calibration depth at
PROTECTED WITH THE ENDS
removal. Set the beta tubes to
CLOSED OFF.
the same value at installation.
WARNING
CAUTION
ALWAYS MAKE SURE
Install the blade bats to two blades
THE SPRING LOCK IS
which are opposite to each other
DISENGAGED WHEN
between the arrow heads on the
ROTATING THE BETA TUBE
label attached to the camber face
AND REENGAGED WHEN
of the blade.
ROTATION IS FINISHED.
BE SURE TO MEASURE THE

DEPTH OF THE PISTON
FROM THE CYLINDER FACE
BEFORE REMOVAL OF THE
BETA TUBE.

Initial Beta Standout

Dimension (a1)
0.260 in (6,6 mm)
Beta Calibration
Dimension (b1)
Identified on this Face
1
3
61 PROPELLER
FWD
1
2
4 1
Beta Calibration 3
Dimension (c1)
+ or - 0.010 in (0,255 mm)
LEGEND
1. Cylinder assembly
2. Locking collar
3. Beta tubes
4. Piston nut
New Beta Standout

Dimension (d1)
+ or - 0.004 in (0,10 mm)
Figure 61-15. Beta Tubes - Beta Calibration and Initial Standout Dimension

Rigging of the Beta Tubes •• Reset the propeller onto the flight fine
stop.
Rigging of the beta tubes is essential to ensure
that the propeller system is providing the correct •• Check the measured Beta Calibration
blade angles, and therefore the required torque. Dimension is the same as the marked
dimension +/− 0.010 in (0.254 mm).
Refitting the same propeller:
NOTE:
•• Set the propeller onto the flight fine
stop by operating the unfeather switch If you are changing the propeller
with PLA @ RATING and CLA @ or the beta tubes, AMM Task
FUEL OFF 61-20-01-400-801 must be
carried out in its entirety.
•• Before removing the beta tubes measure
the Beta Calibration Dimension between
the front face of the cylinder assembly
FUNCTIONAL TEST FOR THE
and the front face of the piston nut. PROPELLER ELECTRONIC
Then if you are re-fitting the same CONTROLLER - CALIBRATION
propeller after an engine change, it PROCEDURE
should only be necessary to ensure that
the Beta Calibration Dimension is the The following is an abbreviated description of
same +/− 0.010 in. (0.254 mm). the maintenance practice and is intended for
61 PROPELLER
Fitting a new propeller and/or new beta tubes: description of the practice, refer to the task in
•• When a new propeller and beta tubes are
fitted iaw AMM TASK 61-20-01-400- Functional Test for the Propeller Electronic
801 then it is necessary to measure and Controller - PEC Calibration Procedure
adjust certain dimensions as follows:
•• Set the propeller onto the flight fine CAUTION
stop by operating the unfeather switch
with PLA @ RATING and CLA @ DO NOT OPERATE THE
FUEL OFF FEATHERING PUMP FOR
MORE THAN 3 MINUTES
•• M e a s u r e t h e B e t a C a l i b r a t i o n WITHOUT A STOP OF 30
Dimension (C1) between the front face MINUTES. IF YOU DO THIS,
of the cylinder assembly and the front YOU CAN CAUSE DAMAGE
face of the piston nut. TO THE ELECTRICAL MOTOR.
•• Measure the Initial Standout Dimension
(A1) from the front face of the beta tubes Dry motor to make sure that the auxiliary oil
to the front face of the locking collar. tank is full of oil.
•• Read the Marked Beta Calibration Un-feather the propeller onto the hydraulic
Dimension (B1) found on the front face flight fine stop as follows:
of the cylinder.
•• By using the following formula D1 = •• Set the PLA to RATING.
A1 + B1 – C1 the new Beta Standout •• Set the CLA to FUEL OFF.
Dimension can be calculated.
•• Set the maintenance discrete to ON.
•• Adjust the beta tubes to the new Beta
Standout Dimension. •• S e t a n d h o l d t h e m a i n t e n a n c e
Un-feather switch until the blades have
un-feathered and stopped moving.

NOTE If ABORTED and/or FAILED and/or the blade

angle is not within the untrimmed blade angle
The blades may initially oscillate limits:
about the flight fine stop.
•• Set the maintenance discrete to OFF
•• Hold the un-feather switch for an
extended time period till the blade •• Start the engine.
oscillation stops. •• Operate the engine at ground idle power
•• Set the maintenance discrete to OFF. with the propeller un-feathered for 1 min.
Do the steps that follow: •• Shutdown the engine.
•• Repeat the adjustment procedure.
•• Set CDS GND MAINT.
If the STATUS message changes from IN
•• Set MAINT. On the ARCDU. PROG to ABORTED and/or FAILED and/or
•• Select OTHER SYSTEMS. the blade angle is not within the un-trimmed
blade angle limits:
•• Select EMU.
•• Select POWERPLANT INTERFACE. •• Refer to the PEC fault codes in the FIM.
•• Select TRIM DATA. If access to the propeller fault codes is necessary:
•• Select PROP#1 BLADE PITCH TRIM Set CDS GND MAINT.
61 PROPELLER
or PROP#2 BLADE PITCH TRIM as

necessary. POWERPLANT MAIN MENU.
Untrimmed blade angle should read 16.0º + 3º
or − 9º. If not then: •• Set MAINT.
•• OTHER SYSTEMS.
•• Then refer to the PEC fault codes in
the FIM. •• EMU.
•• Make sure that the propeller has moved •• POWERPLANT FAULTS.
onto the hydraulic flight fine stop. •• Select PROP#1 or PROP#2 to see the
•• Make sure that the beta tubes are at the fault codes.
correct set dimension. Make sure that the trimmed blade angle is 16.0º
In the Flight Compartment: + or − 0.5º for both channels. If not then:
•• Set the CLA to MAX (1020) and the •• Refer to the Propeller Electronic
PLA to RATING for the engine to be Controller (PEC) fault codes in the FIM.
trimmed. •• Make that the beta tubes are at the
•• Set the CLA to FUEL OFF and the PLA correct set dimension.
to RATING for the other engine. Do the steps that follow to feather the propeller
•• Set the maintenance discrete to ON. with the feather pump:
•• Press RIGGING TRIM ON for 20 •• Set the maintenance discrete to ON.
seconds.
•• Feather the propeller using the ALT
On the ARCDU: FTHR switch.
•• M a k e s u r e t h e S T A T U S m e s s a g e •• Set the maintenance discrete to OFF.
changes from IN PROG to COMPLETE. •• Operational test of the propeller fault
code indication.

61 PROPELLER

61-20-00 PROPELLER SYSTEM DESCRIPTION

CONTROLLING SYSTEM Refer to Figure 61-16. Propeller Control Block
Diagram.
INTRODUCTION The propeller control system includes:
The propeller control system modulates blade
angle or pitch, to achieve the necessary propeller •• Beta tube assembly
RPM (Np) and blade pitch (Beta) control. •• Beta feedback transducer
•• Dual pulse probe assembly
GENERAL
•• PCU
The power levers send signals to FADEC which
processes the signals and forwards them to the •• Pitch control unit Adapter
related PEC to control the propeller pitch. •• OSG
The condition levers send signals to the PEC •• Feathering pump
directly to set Np and to feather the propellers. •• PEC
The PEC supplies the current to the servo-valve •• PROPELLER CONTROL panel.
drive, through a dual line hydro-mechanical
actuation system, to change the blade pitch.
61 PROPELLER
RESERVE BLADE
PROP PROP ENGINE
OIL BALANCE
REDUCTION REDUCTION MONITORING
SUPPLY AND
GEARBOX GEARBOX UNIT
RESERVOIR ACTIVE NOISE
UNIT
FLIGHT
ENGINE HIGH ALTERNATE COMPARTMENT
OVERSPEED FEATHER
OIL PRESSURE GOVERNOR
SUPPLY PUMP PUMP
28 VDC LOCAL
FADEC
LOCAL
PITCH CONTROL UNIT PEC
TORQUE
SENSORS
AUTO FX
CIRCUIT
PITCH CHANGE BETA PITCH REMOTE

PROPELLER ACTUATOR FEEDBACK FADEC
TRANSDUCER
MAGNETIC REMOTE
PICKUP PEC
UNIT
Figure 61-16. Propeller Control Block Diagram

Refer to Figure 61-17. Propeller Control Loop The propeller control system has these units:
Logic.
•• Propeller Electronic Control Unit
The main modes of propeller operation for (PECU)
control during flight and on the ground are: •• Beta Tube Assembly
•• Constant Speed Mode (PLA between •• Magnetic Pick-up Unit
above Flight Idle and Rated Power
•• PCU
Detent)
•• OSG - High pressure Pump
•• Beta Control Mode (PLA between
above Flight Idle to below Disc) •• Feathering Pump
•• Reverse speed control mode (PLA •• PROPELLER CONTROL panel.
between below Disc and Max Reverse)
•• Synchro-phase control mode (slave
propeller)
•• Feather Mode.
61 PROPELLER
BETAFB CLOSE
BETA CLOSE
SCHEDULE BETA FAULT
PLA ACCOMODATION
CLOSE
CONTROL FEATHER
BETAREQ LOOP CURRENT CURRENT MANUAL
UNFEATHER
CONTROL CURRENT
LOOP
PLA SELECTION
FORWARD
GBE SOL PROPELLER
SPEED
RPM
CLA NPREQ CONTROL
SELECTION
LOOP
SYNCHRO- PEC HARDWARE

CLA PROPELLER
PHASE
PHASE
PHAREQ CONTROL
SELECTION
LOOP
CLOSE
PHASE
CLOSE PEC OUTPUT
AUPC CURRENT
DRIVE AUTOFEATHER
REVERSE CURRENT DRIVE CURRENT
PROPELLER
SPEED
RPM
NPREV CONTROL
SELECTION
LOOP
NP
PROPELLER CONTROL SYSTEM HARDWARE
PEC OUTPUT FLOWRATE AS PER

CURRENT PITCH PEC CURRENT
CONTROL CLOSE
UNIT OSP FLOWRATE CLOSE

FLOWRATE TO PITCH
CHANGE ACTUATOR
MANUAL FEATHER FLOWRATE
Figure 61-17. Propeller Control Loop Logic

61-30 61 PROPELLER
HIGH PRESSURE PUMP

AND OVERSPEED TANK RESERVE
GOVENOR UNIT RESET SOLENOID POSITIVE HEAD FEATHERING
PUMP LEGEND
ENGINE SUPPLY
ALTERNATIVE FEATHER PCU PUMP PRESSURE
DRAIN
COARSE OIL
THERMAL AUTOFEATHER
PRV BLEED TO FINE OIL
PRV
FILTERED DRAIN
DASH 8 Q400
ENGINE OIL SPEEDPHASE FEEDBACK
SUPPLY PRESSURE
HP PUMP 1100 PSI LOW
DRAIN FBV MANUAL FEATHER
NRV PITCH
MANUAL UNFEATHER LIGHT
GEARBOX DRIVE
BETA TRIM
DRAIN PEC
UNFEATHER FADEC
VALVE UNFEATHER
PITCH CONTROL UNIT DATABUS

SOLENOID SERVO
VALVE
DRAIN
SYNCH
SIGNAL
DRAIN
GROUND BETA
DRAIN
ENABLE
SOLENOID
(G.B.E.S) DRAIN DRAIN NRV GROUND POWER
BETA LEVER
ANGLE ANGLE
CONDITION
GROUND BETA LEVER
ENABLE VALVE ANGLE
(G.B.E.V) MPU
R2
FEATHER
R3 VALVE
DRAIN
CONDITION LEVER POWER LEVER
BETA FEEDBACK
COARSE PITCH OIL RGB TRANSDUCER BETA
COARSE FEEDBACK
FINE PITCH OIL PROP
FLIGHT FINE
GROUND FINE
fs719a01a.cgm
Figure 61-18. Ground Beta Mode

Beta Control During beta control, the PEC directs the servo-
valve to meter oil into the fine or coarse pitch
Refer to: chamber to achieve the required blade angle.
•• Figure 61-18. Ground Beta Mode.
The measured blade pitch is determined from the
•• Figure 61-19. P
ropeller Function Beta Feedback Transducer (BFT) output signal
Diagram. and the required blade angle, is determined from
a schedule against PLA. The system limits the
The beta control system controls propeller pitch change rate in order to match the rate of
pitch in the beta mode where propeller pitch is change of torque absorption of the propeller to
a function of PLA. the rate of change of engine torque.
In this mode the system operates in closed loop This reduces propeller overspeeds and
blade angle control. underspeeds during power lever transients. The
rate limit is based on blade pitch and direction
The blade angle is set by the dual PLA RVDT. of blade pitch change.
The PEC receives PLA signals from FADEC.
61 PROPELLER
PRELOAD PLUG
INNER BEARING PLUG
CYLINDER ASSEMBLY
FULL REVERSE STOP
FINE PITCH HYDRAULIC

OIL SUPPLY THROUGH OUTER
BETA TUBE ASSEMBLY
COARSE PITCH HYDRAULIC

OIL SUPPLY THROUGH INNER
BETA TUBE ASSEMBLY
PISTON
FEATHER STOP
CROSSHEAD ASSEMBLY
OPERATING PIN
Figure 61-19. Propeller Function Diagram

84.5
27
16.5
61 PROPELLER
BLADE ANGLE
(Degrees)
-3.5°
-6
-19
18.5 20° DISC 35 60 110
PLA (Degrees)
Figure 61-20. Beta Schedule

Refer to Figure 61-20. Beta Schedule. NOTE

The Beta schedule imposes the minimum blade
angle that is allowed for any PLA. The position
of the ports in the PCU/Beta tubes make sure
that fine pitch in the in-flight mode is limited
to a minimum blade angle of 16°.
This hydraulic cut-off of oil pressure is specified

as the “hydraulic flight fine stop” interlock.
The flight fine stop keeps a minimum pitch
consistent with positive counterweight effort
driving towards coarse pitch, to make sure the
OSG is effective throughout the in-flight pitch
range. A “soft” flight fine stop at approximately
16.5° is programmed into the PEC.
This stop makes sure the blade angle does not

drop below 16.5° while the power lever is at,
or above flight idle in flight. This is specified
as a “software flight fine stop”.
61 PROPELLER
A detent on the power lever quadrant stops
unintentional movement of the lever below
flight idle during flight. A power lever switch
which closes below a PLA of 33°, energizes the
Ground Beta Enable Solenoid (GBES), if the
aircraft is on the ground or RA is less than 20
feet. When the GBES is energized, a pilot valve
vents the chamber at the end of the Ground Beta
Enable Valve spool (GBEV) to drain. The spring
at the other end moves to its ground position.
Fine pitch oil pressure then enters another

chamber in the PCU, which allows ground beta
blade angles down to reverse.
With the GBEV in the ground position, the HP oil

supply from the OSG is isolated and the second
stage of the servo valve is supplied directly by the
HP pump; this removes the OSG from the circuit.
Failure of the GBEV spool to move to its in-flight

position will be sensed during an OSG test.
When the power lever is in the beta range,

propeller speed is governed by the FADEC
controlling the engine fuel system to produce
660 Np.

61-34 61 PROPELLER
HIGH PRESSURE PUMP

AND OVERSPEED TANK RESERVE
GOVENOR UNIT POSITIVE HEAD FEATHERING
RESET SOLENOID
PUMP
LEGEND
ENGINE SUPPLY
ALTERNATIVE FEATHER PCU PUMP PRESSURE

DRAIN
COARSE OIL
THERMAL AUTOFEATHER
PRV
BLEED TO PRV FINE OIL
FILTERED DRAIN
DASH 8 Q400
ENGINE OIL SPEEDPHASE FEEDBACK
SUPPLY PRESSURE LOW
1100 PSI PITCH
HP PUMP DRAIN FBV MANUAL FEATHER LIGHT
NRV
MANUAL UNFEATHER
GEARBOX DRIVE
BETA TRIM
DRAIN FADEC
PEC
UNFEATHER DATABUS
VALVE UNFEATHER
PITCH CONTROL UNIT

SOLENOID
SERVO
VALVE
DRAIN
SYNCH
SIGNAL
DRAIN
GROUND BETA DRAIN
ENABLE
SOLENOID
(G.B.E.S)
DRAIN NRV GROUND POWER
DRAIN
BETA LEVER
ANGLE ANGLE
CONDITION
LEVER
GROUND BETA
ANGLE
ENABLE VALVE
(G.B.E.V) R2
FEATHER
R3
VALVE
DRAIN
MPU
BETA FEEDBACK
COARSE PITCH OIL TRANSDUCER
RGB BETA FEEDBACK
FINE PITCH OIL PROP COARSE
FLIGHT FINE
GROUND FINE
Figure 61-21. Steady State Constant Speed Control

Forward Speed Control The OSG spool spring is in a cylinder, on a

piston, that is connected to the HP oil supply,
Refer to Figure 61-21. Steady State Constant through a solenoid operated pilot valve. The
Speed Control. solenoid is energized by the PROP O/SPEED
GOVERNOR TEST switch on the pilot’s side
The purpose of the forward speed control console. A WOW input to the PEC prevents
system is to control the propeller in the constant test operation during flight.
speed mode.
In this mode the system operates in closed loop

propeller RPM control. Propeller rpm (Np) is
calculated from the propeller dual pulse probe
assembly output by timing.
Three discrete speeds 850, 900 and 1020 N p

can be selected from CLA. In the event of
the PLA being moved into the over-travel
position, NPREQ is set to 1020 Np. This speed
is latched until the CLA is moved to the 1020
Np position, or the start/feather position.
During in-flight “constant speed” operation,
61 PROPELLER
the PEC directs the servo-valve to meter
high pressure oil into the propeller fine pitch
chamber. This is to balance the coarse seeking
moment applied to the blades, so that the
propeller stays at the selected speed (N p ). If
there is a loss of HP oil supply, the blades will
“autocoarsen” to a safe pitch condition, to give
low windmilling drag.
If the Np is greater than the demanded speed,

the servo-valve will send the oil pressure to the
coarse pitch chamber to reduce propeller speed.
Constant speed mode is entered when propeller

speed reaches 850, 900 or 1020 rpm, depending
on the condition lever selection.
HP oil for constant speeding flows through the

OSG before it reaches the servo-valve.
If the servo valve sticks at the fine pitch

selection, N p will increase to approximately
1060 RPM. The OSG spool will then isolate the
propeller control system from the HP oil supply.
Np will decrease due to propeller counterweight
action. The OSG will then reconnect the HP oil
supply and a stable governing condition at 1060
RPM will be achieved.

61-36 61 PROPELLER
HIGH PRESSURE PUMP

TANK RESERVE
AND OVERSPEED
POSITIVE HEAD FEATHERING
GOVENOR UNIT RESET SOLENOID
PUMP LEGEND
ENGINE SUPPLY
ALTERNATE FEATHER PCU PUMP PRESSURE
DRAIN
COARSE OIL
THERMAL AUTO FEATHER
PRV BLEED TO PRV FINE OIL
FILTERED R1 DRAIN
DASH 8 Q400
ENGINE OIL SPEED/PHASE FEEDBACK
SUPPLY PRESSURE
1100 PSI
HP PUMP DRAIN FBV MANUAL FEATHER LOW
NRV PITCH
MANUAL UNFEATHER
LIGHT
GEARBOX DRIVE
BETA TRIM
DRAIN
UNFEATHER PEC FADEC
VALVE UNFEATHER
DATABUS

SOLENOID SERVO
VALVE
DRAIN
SYNCH
SIGNAL
DRAIN
GROUND BETA
DRAIN
ENABLE
SOLENOID
(G.B.E.S.) DRAIN DRAIN GROUND POWER
BETA LEVER
ENABLE ANGLE
CONDITION
GROUND BETA LEVER
ENABLE VALVE ANGLE
(G.B.E.V.) R2
FEATHER
R3 VALVE
DRAIN
BETA FEEDBACK
COARSE PITCH OIL TRANSDUCER BETA
RGB COARSE
PROP FEEDBACK
FINE PITCH OIL
FLIGHT FINE
GROUND FINE
Figure 61-22. Normal Feather

Synchro-Phase Control NOTES

The purpose of the synchro-phase control is to
control the propeller phase.
In this mode the system operates in closed

loop propeller speed and propeller phase
control. Synchro-phasing acts to reduce cabin
noise by ensuring that the relative position, or
phase difference, between the slave and master
propellers is controlled.
The phase angle is calculated by timing the

differences between master (#1) and slave
propeller (#2) Dual Pulse Probe Assembly signals.
Normal Feather
Refer to Figure 61-22. Normal Feather.
The purpose of the normal feather mode is to

feather the propeller on routine engine shutdowns.
61 PROPELLER
Normal feather is set when the condition lever is
moved to either the START/FEATHER or FUEL
OFF detent. This signal commands the PEC to
drive the servo-valve towards coarse pitch.

61-38 61 PROPELLER
HIGH PRESSURE PUMP

AND OVERSPEED
GOVERNOR UNIT RESET SOLENOID FEATHERING PUMP
TANK RESERVE LEGEND
POSITIVE HEAD
ENGINE SUPPLY
ALTERNATE FEATHER PCU PUMP PRESSURE
DRAIN
COARSE OIL
THERMAL AUTOFEATHER
PRV BLEED TO FINE OIL
FILTERED R1 DRAIN PRV
DASH 8 Q400
SUPPLY PRESSURE
HP PUMP 1100 PSI MANUAL FEATHER
DRAIN FBV LOW
NRV PITCH
MANUAL UNFEATHER LIGHT
GEARBOX DRIVE
BETA TRIM
DRAIN
UNFEATHER PEC FADEC
VALVE UNFEATHER

SOLENOID SERVO
VALVE
DRAIN
SYNCH
SIGNAL
GROUND BETA DRAIN

ENABLE SOLENOID DRAIN
(G.B.E.S.)
DRAIN DRAIN NRV GROUND POWER
BETA LEVER
ENABLE ANGLE
CONDITION
GROUND BETA LEVER
ENABLE VALVE ANGLE
(G.B.E.V.)
MPU R2
FEATHER
R3 VALVE
DRAIN

BETA FEEDBACK
COARSE PITCH OIL RGB TRANSDUCER BETA
PROP COARSE
FEEDBACK
FINE PITCH OIL FLIGHT FINE
GROUND FINE
Figure 61-23. Maximum Reverse

Reverse Speed Control NOTES

Refer to Figure 61-23. Maximum Reverse.
The purpose of the reverse speed control is to

control the propeller speed in reverse between
950 and 1030 RPM.
In this mode the system operates in closed loop

propeller RPM control.
The FADEC schedules fuel based on a power

schedule versus PLA, with a maximum limit
of 1500 SHP.
61 PROPELLER

TEST
NOT ALT AUPC ARM

FEATHER OR
NOT PLA
GROUND BETA AND
NOT CLA
FEATHER
NOT AF
ACTIVE
61 PROPELLER
NP<816 rpm
TQ>50% AND
OR AUPC
ACTIVE
TEST OR AND
AUPC ARM AUPC

AND TRIGGER
AUPC TRIGGER
LATCH
Figure 61-24. AUPC Logic

Automatic Underspeed Protection Automatic Take-Off Thrust

Circuit (AUPC) Control System (ATTCS)
Refer to Figure 61-24. AUPC Logic. The purpose of the ATTCS is to give the
necessary protection against engine failure
The purpose of AUPC is to protect the aircraft during the critical part of the take-off roll.
from lack of thrust caused by a common
software problem in both PEC. This would The ATTCS causes an uptrim of the remote
result in a drive coarse signal and loss of thrust. powerplant and an auto-feather on the failed
powerplant.
This function is implemented in hardware
independent of the PEC control lane software. Any erroneous feather of the local propeller
will cause an uptrim of the remote powerplant.
If underspeed condition is detected on both Np
sensors, it will cause a drive fine signal to be The ATTCS has two sub-systems:
generated and the Np will increase.
•• Autofeather
The propeller speed increase will be arrested by
•• Uptrim.
the OSG. This function overrides the authority
of the control lane software but is, overridden
by the autofeather function.
61 PROPELLER
The AUPC is armed when:
•• PLA is above FI
•• CLA above Start/Feather and
•• Autofeather or manual feather is not
demanded for longer than 0.5 seconds.
AUPC is activated by:

• • Propeller speed is less than 80% and
torque is over 50% for longer than
1 second.
AUPC is disarmed by any of the following:

•• PLA moved to FI
•• CLA moved to Start/Feather
•• Autofeather or manual feather
demanded.
The AUPC function is tested during Autofeather

Test.

NORMAL OPERATION AUTOFEATHER TO

FEATHER PUMP
61 PROPELLER
AF SELECT AND
BOTH PLA HIGH (> 60˚) AND
REMOTE AF PERMISSION
AND TORQUE HIGH (> 50%)
AND REMOTE TORQUE HIGH
TORQUE LOW (< 25%) LOW TORQUE SENSED

> 3 SECONDS
ARM
LOW TORQUE SENSED
< 3 SECONDS
Figure 61-25. Autofeather State Transitions

Autofeather NOTES
The purpose of the autofeather system is to:
•• Reduce drag on the failed engine
•• Increase power on the serviceable
engine
•• Prevent the two engines from going into
autofeather simultaneously.
Refer to Figure 61-25. Autofeather State

Transitions.
The autofeather function is implemented

in PEC hardware. It includes cross-wing
communication with the remote PEC.
Two torque signals from the Npt/Q sensors on

an engine are needed to show less than 25%
torque for three seconds before the system
autofeathers.
61 PROPELLER
The autofeather function is armed by:
•• PLA to above 60°
•• Local and remote torques above 50%
•• Pressing the AUTOFEATHER SELECT
switch.
When both powerplant Autofeathers are armed,

an A/F ARM indication is shown on the ED.
Autofeather is disarmed by either de-selecting

the AUTOFEATHER SELECT switch, or
moving either PLA below 60.
An autofeather will cause the PEC to:

•• Output a servo-valve drive coarse signal
•• Energize the auxiliary pump relay.
At this point the A/F ARM indication is

removed from the ED.

61-44 61 PROPELLER
HIGH PRESSURE PUMP

TANK RESERVE
AND OVERSPEED GOVERNOR
RESET SOLENOID POSITIVE HEAD
UNIT FEATHERING PUMP
LEGEND
AUX PUMP PRESSURE
ALTERNATE FEATHER FINE PITCH OIL

DRAIN
THERMAL AUTOFEATHER
PRV
BLEED TO PRV
FILTERED R1 DRAIN
DASH 8 Q400
LOW
SUPPLY PRESSURE
PITCH
1100 PSI FBV
HP PUMP DRAIN MANUAL FEATHER LIGHT
NRV
MANUAL UNFEATHER
GEARBOX DRIVE
BETA TRIM
DRAIN
UNFEATHER PEC FADEC
VALVE UNFEATHER

SOLENOID SERVO
VALVE
DRAIN
SYNCH
SIGNAL
DRAIN
GROUND BETA DRAIN
ENABLE SOLENOID
(G.B.E.S)
DRAIN DRAIN NRV GROUND POWER
BETA LEVER
ENABLE ANLGE
CONDITION
GROUND BETA LEVER
ENABLE VALVE ANGLE
(G.B.E.V) MPU R2
FEATHER
VALVE
R3
DRAIN
BETA FEEDBACK
COARSE PITCH OIL TRANSDUCER BETA
RGB COARSE FEEDBACK
FINE PITCH OIL PROP
FLIGHT FINE
GROUND FINE
Figure 61-26. Autofeather Mode

Refer to Figure 61-26. Autofeather Mode. NOTES

When the propeller is auto-feathered the system
can only be dis-armed by de-selecting the
AUTOFEATHER SELECT switch.
A detected failure in the ATTCS results in the

system inhibiting the A/F SELECT indication
on the ED.
61 PROPELLER

NORMAL OPERATION
61 PROPELLER
NTOP RATING
BOTH PLA > 60 DEGREES and UPTRIM
REMOTE AF NOT ACTIVE and TO
REMOTE TORQUE > 50% FOR REMOTE FADEC
< 2 SECONDS
TORQUE < 25%

OR
NP < 80%
OR
AF ACTIVE
NOTE
FADEC must be in NTOP rating
ARM to uptrim. Uptrim signal must be
removed for >3 seconds to downtrim.
Figure 61-27. Uptrim For Low Np or Low Torque

Uptrim NOTES
Refer to Figure 61-27. Uptrim For Low Np or
Low Torque.
The purpose of the Uptrim system is to uptrim

the local engine by 10%, when signaled to do
so by the remote PEC.
The uptrim function is implemented in the PEC

hardware, with communication from the local
PEC to the remote FADEC.
Uptrim is armed by moving both PLA above

60° and having remote torque high (Q) for >
two seconds.
Uptrim is disarmed by moving either PLA

below 60° or by autofeather of the remote
powerplant.
When the system is armed an uptrim will occur if:
61 PROPELLER
•• Both torque signals drop below 25% or
•• Both torque sensors show a speed of
less than 800 Np or
•• Autofeather active.
An uptrim will cause the PEC to command the

FADEC to change from the NTOP schedule, to
the Maximum Take-Off Power schedule.
An UPTRIM message will appear on the ED.

No. 1 Alternate Feather Autofeather No. 2 Alternate

Guarded Switch Pushbutton Switchlight Feather Guarded Switch
CENTER CONSOLE
Figure 61-28. Propeller Control Panel

61 PROPELLER
HEAT SHRINK
TUBING
O-RING SEAL
DOWEL
INNER TUBE
ASSEMBLY
HEAT SHRINK
TUBING
OUTER TUBE
ASSEMBLY
Figure 61-29. Beta Tube Assembly

Alternate Feather and Propeller The speed and phase of the propeller is sensed
by a dual pulse probe assembly and a set of
Control panel seven targets on the deicing slip-ring. Six
Refer to Figure 61-28. Propeller Control Panel. targets give speed signaling inputs and the
seventh acts as a master reference for balancing
The purpose of the Alternate Feather system purposes and synchro-phase.
is to give an alternate means to feather the
propeller of a failed engine. TASK 61-20-06-820-801 describes how to
measure and adjust the gap for the Dual Pulse
Alternate feather is set when the condition Probe to the target screws.
lever is moved to the START/FEATHER, or
FUEL OFF position, operating the CLA < Rotate the propeller and measure the gap at
40°, or the microswitch and the applicable each target screw to the probe using non-
ALT FTHR switchlight, on the PROPELLER magnetic feeler gauges.
CONTROL panel is pushed.
Turn the propeller to position the target screw
The auxiliary pump starts (30 second run time) with the smallest gap directly below the probe.
and supplies pressure to enable the back-up feather
valve and drive the propeller to coarse pitch. Adjust as necessary to achieve the correct gap
by adding/removing the shim(s) below the dual
The control panel is installed on the upper pulse probe attachment
center console in the flight compartment.
61 PROPELLER
Beta Tube Assembly
Refer to Figure 61-29. Beta Tube Assembly.
The beta tubes are installed in the center of the

propeller hub.
The assembly is attached to the front of the

crosshead assembly by means of an adjustable
screw thread and locking collar with a spline.
The adjustable screw permits setting of the
assembly within the Beta Feedback Tube to
achieve full range of feedback.
The beta tubes are used to transfer fine and coarse

pitch oil pressure from the PCU to the propeller
pitch change mechanism. The tubes also monitor
the blade pitch angle for beta control.
Dual Pulse Probe Assembly

Refer to Figure 61-30. Dual Pulse Probe
Assembly (MPU).
The probe assembly is a dual channel device

installed on the brush block bracket on the front
Figure 61-30. Dual Pulse Probe Assembly
of the reduction gearbox.
(MPU)

Oil Supply
Pitch Oil
Supply
Piston
Beta Tube Counterweight

PROP MPU
REDUC-
TION
61 PROPELLER
GEARBOX
Dual Beta
End Cap
Fine Oil Feedback
Pressure Transducer
Coarse Oil
Pressure Teflon Guide
Cross Head Bushing
Figure 61-31. Beta Tube Assembly and Beta Feedback Transducer

Beta Feedback Transducer (BFT) NOTES

Refer to Figure 61-31. Beta Tube Assembly
and Beta Feedback Transducer.
The Beta Feedback transducer is on the PCU,

at the back of beta tube assembly.
The Beta Feedback transducer monitors the

blade pitch angle for beta control.
61 PROPELLER

Servo Valve
Unfeather Solenoid
Beta Feedback
Transducer
Ground Beta Enable

Solenoid Valve
61 PROPELLER
Pump Supply
Drain
7
Feather Supply
Overspeed
Supply
Figure 61-32. Pitch Control Unit (PCU)

Pitch Control Unit (PCU) NOTES

Refer to:
•• Figure 61-32. Pitch Control Unit (PCU).
•• Figure 61-33. Pitch Control Unit.
The PCU is on the rear face of the reduction

gearbox and is attached to a bolted on adaptor
on the gearbox by a V-band clamp.
The PCU controls the flow of oil pressure to

the fine and coarse pitch sides of the propeller
pitch change mechanism. The following
components comprise the PCU:
•• Servo-valve
•• Ground Beta Enable Solenoid valve
•• Unfeather valve
•• Back-up feather valve and
61 PROPELLER
•• Beta Feedback Transducer.
Pitch Control Unit Adapter

The adapter is installed between the reduction
gearbox and the pitch control unit. It provides
a mounting point for the PCU.
Figure 61-33. Pitch Control Unit

FROM PEC A FROM PEC B

TORQUE
MOTOR
COILS
N N
S
N
S S
INLET INLET
ORIFICE ORIFICE
SUPPLY SUPPLY
61 PROPELLER
FROM FROM
PUMP PUMP
FEEDBACK SPRING
FLAPPER
OIL SUPPLY OIL SUPPLY

FROM GBEV FROM GBEV
SPOOL
FINE PITCH DRAIN COARSE PITCH
Figure 61-34. Servo-valve

Servo-valve NOTES
Refer to Figure 61-34. Servo-valve.
The servo-valve is a two stage nozzle flapper

design used to control blade pitch in all control
modes. It does this by controlling the flow of
oil. The torque motor that drives on the first
stage has two coils, with lines connected to
each PEC lane.
Opening the valve schedules high pressure oil

to one line, while venting the other line to drain.
In total absence of hydraulic supply to the

servo-valve, or during loss of hydraulic supply
to the second stage only, the propeller will be
influenced by the blade forces.
A drive fine would be arrested by the OSG

and a drive coarse, at higher power, would be
arrested by the AUPC.
61 PROPELLER

Ground Beta Enable Solenoid The OSG is connected into the HP oil system
with the valve in this position.
Valve (GBEV)
Refer to Figure 61-35. Ground Beta Enable In the ground position (with the solenoid
Solenoid Valve (GBEV). energized), the ground fine chamber is connected
to the fine pitch oil line. This allows the propeller
The GBEV is installed in the PCU. The ground to be driven into the ground beta pitch range.
beta enable solenoid controls the valve. When
energized, it vents the enable valve end The OSG is isolated from the system in ground
chamber to drain, allowing spring pressure to beta and the engine fuel control system gives
move the valve from the flight position into the overspeed protection with the valve in this
ground position. position.
In the flight position (with the solenoid

de-energized), the ground fine chamber in the
PCU is vented to drain. This action stops the
propeller pitch from being driven below the
flight fine stop.
FROM OVERSPEED
PUMP GOVERNOR
SUPPLY
61 PROPELLER
POWER LEVER > FI BETA

NOT WOW TO SERVO
SOLENOID
VALVE
DRAIN
FROM
PUMP
DRAIN
DRAIN
DECREASE
GROUND BETA BLADE ANGLE
ENABLE VALVE PRESSURE
fsn03a01a.cgm
TO GROUND TO FLIGHT FINE

FINE
(REVERSE)
Figure 61-35. Ground Beta Enable Solenoid Valve (GBEV)

Unfeather Valve and Solenoid NOTES

Refer to Figure 61-36. Unfeather Valve and
Solenoid.
The purpose of the Unfeather Valve and

Solenoid is to direct oil from the auxiliary
pump to the PCU servo-valve.
The valve is enabled when the unfeather

solenoid and auxiliary pump are energized.
The unfeather solenoid is activated by a

maintenance switch, and is monitored by the
PEC, although the PEC has no control over
the valve.
61 PROPELLER
AUXILIARY FEATHER
PUMP PRESSURE
SIGNAL FROM PEC

UNFEATHER VALVE
DRAIN
DRAIN
UNFEATHER
SOLENOID
TO SERVO TO BACK-UP
PRESSURE LINE FEATHER VALVE
fsn02a01a.cgm
Figure 61-36. Unfeather Valve and Solenoid

Figure 61-37. Overspeed Governor (OSG)

61 PROPELLER
RESET
SOLENOID
PRV
DRAIN
THERMAL
BLEED TO
DRAIN
R1
FILTERED
TO SECOND
ENGINE OIL
PRESSURE 1100 PSI STAGE OF
SUPPLY
SERVO
VALVE
HP PUMP DRAIN
GEARBOX DRIVE
fsr63a01a.cgm
TO FIRST
STAGE OF
SERVO
VALVE
Figure 61-38. Propeller Overspeed Governor and Pump

Overspeed Governor (OSG) NOTES

Refer to:
•• Figure 61-37. O
verspeed Governor
(OSG).
•• Figure 61-38. P
ropeller Overspeed
Governor and Pump.
The OSG and pump are attached to the rear

of the reduction gearbox by four studs and
nuts. Correct installation is assured by a single
dowel. A bonded seal plate provides sealing to
the gearbox casing for the four oil ports.
The unit is a two piece aluminium constructed

body, housing the gear pump case and governor/
spool driven by the reduction gearbox. The
governor/spool body houses the reset solenoid
valve and a pressure relief valve which limits
pump maximum output pressure to 1100 psi
(758.4 kPa).
61 PROPELLER
The OSG provides overspeed protection for
the propeller system that is controlled by
flyweights. The pump in the OSG increases
the engine oil pressure for propeller actuation.
At approximately 104% N p (1060 rpm) an

overspeed condition occurs. The flyweights
will move the spool against the spring venting
the oil supply to the PCU to drain. This restricts
the oil supply to the servo-valve allowing the
propeller counterweights to coarsen the blade
angle to slow the rotational speed.
The unit has a reset solenoid energized by the

OSG test switch on the pilot’s side console.
This allows functioning the OSG at a lower
value of approximately 860 N p. An interlock
to prevent operation in flight is provided by
the WOW input to a low side switch in PEC.

Feathering Pump
Refer to Figure 61-39. Feathering Pump.
The 28 VDC gear type feathering pump is

installed with a mounting pad on the rear of the
reduction gearbox.
The feathering pump is energized during

autofeather or alternate feather. It draws oil
from a dedicated reservoir in the RGB. It can
feather the propeller in the air or on the ground
and is not dependant on the rotation of the RGB.
61 PROPELLER
Figure 61-39. Feathering Pump

Propeller Electronic Control (PEC) FADEC on an RS422 digital data bus

Refer to Figure 61-40. Propeller Electronic •• Propeller speed input is from a dual pulse
Control (PEC). probe assembly installed on the brush
block bracket and sensing the target
The PEC is installed under the spine cowl at the screws, on the periphery of the slip ring
top forward nacelle, between the two hinged •• Engine control panel selection
forward doors.
•• WOW
The PEC is a digital electronic control unit that
•• P E C C h a n n e l C h a n g e ( N o F a u l t )
incorporates two independent lanes for:
with WOW and CLA to START and
•• Propeller speed governing FEATHER Position.
•• Beta schedule control functions The PCU provides:
•• Synchrophasing control
•• Governed constant speed operation
•• Uptrim function
•• Power lever controlled beta range
•• Autofeather function (Flight idle to reverse)
•• Automatic underspeed protection function. •• Manual feather
•• Unfeather.
The PEC controls the propeller pitch in
61 PROPELLER
relationship to the controls:
Propeller Ground-Range
•• The CLA inputs from dual RVDTs are Annunciator
provided as analog signals directly to
PEC, with excitation provided by the PEC The propeller Ground Range lights are installed
on the pilot’s glareshield panel. They are
•• The PLA signals inputs from dual controlled by the appropriate PEC at a blade
RVDTs are provided to the PEC by the angle of 1 degree below Flight Idle.
Figure 61-40. Propeller Electronic Control (PEC)

OPERATIONAL TEST OF THE FIM PSM 1-84-23 for instructions and

disposition of the fault codes shown.
PROPELLER FAULT CODE
INDICATION (MRB #612000-204) 8. Set the MAINT DISC switch to the off
position.
The following is an abbreviated description of Do the operational check for propeller fault
the maintenance practice and is intended for code indications as follows (EMU):
description of the practice, refer to the task in 1. Make sure the aircraft is in ground mode,
the Bombardier AMM PSM 1-84-2. (WOW).
The maintenance procedure that follows is for 2. Make sure the indicated airspeed, (IAS) is
the operational check of the propeller fault less than 50 knots.
code indication. 3. Set the CDS GND MAINT switch to the
on position.
There are two procedures given to do this task.
4. Make sure the adjacent amber CDS LED
The first procedure uses fault code data stored in comes on.
the FADEC and is displayed on the torque gauge. 5. Set either ARCDU selector switch to the
ON position
The second procedure uses fault code data
stored in the EMU which is accessed from the 6. O n t h e A R C D U , s e l e c t t h e M A I N T
push-button.
61 PROPELLER
CDS and is displayed on the ARCDU.

7. Follow the menu and select the side key
Energize the aircraft electrical system. adjacent to the POWERPLANT FAULTS and
look at the selection for “Engine 1 or Engine 2”
Do the operational check of the propeller fault
code indication as follows (Engine Display): 8. Use the NEXT or PREVIOUS keys to make
an analysis of the fault codes.
NOTE 9. If the display is white, there are no engine
fault code indications.
This check must be completed with
the two engines stopped and the 10. If the display is amber, select the side key
propellers in the feather position. adjacent to Engine 1 or Engine 2 and record
all the fault code indications.
1. Move the two condition lever angles
11. R e f e r t o t h e A M M P S M 1 - 8 4 - 2 a n d
(CLA’s) to the FUEL OFF position.
FIM PSM 1-84-23 for instructions and
2. Move the two power lever angles (PLA’s) disposition of the fault codes shown.
to the DISC position.
3. Set the MAINT DISC switch to the on
position.
comes on.
5. Read the LRU codes from the digital
indication on the torque and NH gauges.
6. Make a record of the fault codes on the
display.

61 PROPELLER

61-64 61 PROPELLER
(F5) FIREWALL
PROP 1
+28 VDC BETA LTS
RIGHT 2.5A
ESS BUS
J- J- +28VDC PEC 1
X X DC RTN CH 'B' PEC CAUTION
LEFT DC CBP INDICATION Z Z 25 #1 PEC
CAUTION AND
(J6) WARNING PANEL
PROP 1
+28 VDC PEC B A3
RIGHT 5A A2 E14 G G +28VDC FLT. DECK ABV/FL RH
SEC BUS
DASH 8 Q400
E15 A1
CTR. CONS.
RIGHT DC CBP
E9 X1
LOW BETA A- A- 18 LOW BETA 18 V U
H9 X2 INDICATION INDICATION
(S9) 9 10 3-K3
PROP +28 VDC
O/SPD MCR REQ 33° SWITCH ADVISORY LTS CONT UNIT
3A LEFT SEC H15 T/D CONTROL LOW BETA INDICATOR
TEST BUS 6-8 SEC TIME DELAY
(G5) 9 8
PROP 1 PLA < 60° SWITCH RELAY JUNCTION BOX NO. 1
BETA SOL
#1 PWR LEVER
2.5A A/F ARMED B- B- 313 A/F ARMED

+28 VDC W- W- PLA HIGH
LEFT ESS (J6) PEC 1 INDICATION INDICATION 313 A/F ARMED
PROP 1 X- X- (SW>60° ) CH 'A'
BUS AA AA GND INDICATION
PEC A
5A M- M- +28VDC 31-40 A1 IOM #1
F F OS TEST S/W 31-40 A2 IOM #2
H- H- WOW

LEFT DC CBP
REMOTE A/F S- S- R R REMOTE A/F

CLA RVDT 4 DD DD CLA RVDT ENABLE R- R- P P ENABLE PEC 2
CLA EXCITATION 5 EE EE EXCITATION REMOTE X X S S REMOTE CH 'A'
X +28 VDC Z RVDT CLA RVDT 1 FF FF CLA RVDT TQ HI D D N- N- TQ HI
CH 'A' RTN 3 GG GG RTN
2 HH HH
A/C OVERSPEED GOVERNOR
TEST SWITCH NAC. WING WING NACELLE
(PILOTS SIDE CONSOLE) PROPELLER ELECTRONIC
LEFT RIGHT
CLA RVDT 4 P- P- CLA RVDT CONTROL (PEC) 2
CLA EXCITATION 5 Q- Q- EXCITATION
RVDT CLA RVDT 1 R- R- CLA RVDT
CH 'B' EXCITATION 3 S- S- EXCITATION
2 T- T-
1A PEC 1
GND/OC DISC. O/P
CONDITION LEVER NO. 1 CH 'B'
(PSC A)
GND/OC DISC. O/P 6H T T WOW
(PSC B) E E MAN FEATHER
F F MAN UNFEATHER
32-61 A1 PSEU
REMOTE A/F S- S- R R
PROP 1 ENABLE R- R- P P
(D4) REMOTE X X S S
ALT
FEATH TQ HI D D N- N-
+28 VDC
3A 60 5 4 58
RIGHT
SEE 61 PROPELLER ELECTRONIC
SEC BUS SHT 1 2 1 57 CONTROL (PEC) 2
NACELLE WING
S1
RIGHT
B B PEC 1
RIGHT DC CBP #1 UNFEATHER CH 'A'
(LOCAL) A A
3NC OFF
3C 53 X E- E-
3NO
1300-S1
52 J3 J1 Y F- F-
MAINT DISC S100
SELECT
AUTOFEATHER WING
MAINTENANCE PNL NAC.
ENGINE/FUEL CONTROL PNL PROPELLER ELECTRONIC
'A' (CENTER CONSOLE) LEFT CONTROL (PEC) 1
SEE SHT. 1
Figure 61-41. Normal Operation (Sheet 1 of 2)

OPERATION PEC will command the servo valve in the pitch

control unit using pins N and U of PEC to pins A
Ground Start Mode and B of the servo valve. The servo valve dual
torque motor, controlled by the signal from PEC,
•• Power Lever in Disc position will position the flapper valve and send high oil
•• Condition Lever in Fuel Off position. pressure, from the propeller pump to one end
of the directional control valve. The valve will
Refer to: be positioned to supply coarse pitch oil to the
transfer sleeve. From the transfer sleeve the oil
•• Figure 61-41. N
ormal Operation will pass through the outer beta tube to the front
(Sheet 1 of 2). of the Pitch Change Piston holding the crosshead
assembly on the feathering stop.
•• Figure 61-42. N
ormal Operation
(Sheet 2 of 2).
When electrical power is supplied from the
Unfeather After Start
essential busses to PEC, the PEC will then •• PLA in Disc position
supply the excitation current from pins DD and
•• CLA to MIN, 900 or MAX.
EE to the dual RVDT of the condition lever.
A signal from CLA RVDT is sent to PEC,
The excitation current enters the RVDT at
and PEC commands the servo valve to supply
pins 4 and 5. The RVDT return signal to PEC
fine pitch oil to the ground fine oil line from
comes from pins 1, 2 and 3 of the RVDT. It
the ground beta enable valve to the transfer
61 PROPELLER
then returns to pins FF, GG and HH of PEC.
sleeve. From the transfer sleeve the oil will
pass through the inner beta tube to the rear of
With the PLA <33° signal at pin H15 on the 6 - 8
the pitch change piston, driving the piston and
second time delay relay, the relay will energize.
pitch change shaft forward. This will decrease
•• Power will pass from contact A1 to A2 the propeller pitch to 0° pitch.
and from there to pin G of PEC
As the propeller pitch decreases through 10°,
•• PEC also gets a WOW signal from the the low beta indicator (Prop ground range
PSEU from pin T lights) will come ON. Power is from the
•• With these signals PEC will energize Essential. Bus through the light to the advisory
the ground beta enable solenoid by lights control unit that provides a ground when
sending a discrete output on pin T to it receives a signal from pin A of PEC.
pin A on the GBES with a return signal
out on pin B to PEC pin J. From the other side of the pitch change piston,
coarse pitch oil will return to the RGB through
Press the starter switch and when NH is observed the outer beta tube, transfer sleeve and the
move CLA to Start and Feather Position. This servo valve.
will cause:
As the propeller pitch decreases towards 0°,
•• Fuel to flow, controlled by FADEC N p will increase to 660 N p where it will be
governed by FADEC limiting engine fuel in Np
•• Signal from CLA RVDT to PEC.
Underspeed Governing mode.
During Taxi with PLA between Flight Idle and

disc the propeller will remain in Np underspeed
governing.

61-66 61 PROPELLER
7600- NACELLE WING

J/P1 P/J19
H P
G D
G- C
FADEC 1 CH 'A' F B CH 'A'
B- M
C- N
7600-
J/P2
H S
DASH 8 Q400
G R
FADEC 1 CH 'B' G- F CH 'B'
F E
B- T
C- U
FULL AUTHORITY DIGITAL

ELECTRONIC CONTROLLER (FADEC) NO. 1
73-20-00
J/P11
C L
D
TORQUE PROBE A
J/P12
C J
D K

PROPELLER ELECTRONIC
TORQUE PROBE B
J/P28
P/J20 CONTROL (PEC) NO. 1
PRIMARY C F
F G (LEFT SIDE SHOWN,
RIGHT SIDE SIMILAR)
BFT A SECONDARY
D D
A E
REFERENCE B R
E S
CH 'A'
J/P27
SERVO VALVE 1 A N
B U
GBEV J/P24
A T
B J
P/J21
J/P29
PRIMARY
C F
F G
BFT B SECONDARY
D D
A E
CH 'B'
REFERENCE B R
E S
J/P26
SERVO VALVE 2 N
A
B U
J/P30 P/J20
UFV
A P
B CH 'A'
C
PITCH CONTROL UNIT

61-20-00 J/P25 P/J21
A T
J/P22 B J
D CH 'B'
E OSG RESET VALVE
A
B
A
B P/J20
A
B CH 'A'
BRUSH BLOCK BRACKET
Figure 61-42. Normal Operation (Sheet 2 of 2)

61 PROPELLER

61-68 61 PROPELLER
RIGHT
WING NACELLE
C6 A3 C7
B9 A2 C C
9 10 B7 X1
B8 D D
CLA < 40° SW. A3 X2
(P4) 2-K3 (1A)
PROP 2
#2 CONDITION 11 12
ALT FEATH
3A LEVER TIME DELAY 30-35 SEC
DASH 8 Q400
SEE 'B'
SHT. 3 SEE SHT. 3 RELAY JUNCTION BOX NO. 1
+28 VDC
LEFT SEC (S4) B1 B2 B B
PROP 2
BUS
AUX PUMP
50A A1 A2 A A
X1
LEFT DC CBP CR3

X2
D- E- U W K2
FEATHER PUMP
FEATHER PUMP
CONTACTOR (50A)
FEATHER FEATHER
SELECT G G
G
W W W W

B C B C S
W W 17 PROPELLER 2 FEATHERING
B C
12 PROP 2 ALT FEATHER
F F
OFF
H2 A G G D A G G D E- 24 AUTO FTHR SELECT
H3 44 ENG CONTROL PNL
H1 OFF OFF
A2 A2 9 FTHR
L2 A3 A3 11 FTHR
SELECT L3 A1 A1
L1
12 FTHR
FEATHER B2 FEATHER B2
S100 17 PROP 2 FEATHER PMP ON - GREEN BAR
B3 B3
AUTOFEATHER B1 B1
V 9 PROP 1 ALT FEATHERING
S101 S102 11 PROP 1 FEATHERING
#1 ALT FTHR #2 ALT FTHR
ADVISORY LTS CONTROL UNIT
CR1 CR2
D-
U Z W V A- B-
ENGINE/FUEL CONTROL PANEL C C
(CENTER CONSOLE)
D D
(A4)
PROP 1
AUX PUMP
50A
+28 VDC 11 12
RIGHT (D4)
SEC BUS PROP 1
ALT FEATH
3A
B1 B2 B B
SEE
SHT. 2
A9 A3 A12 A1 A2 A A
A7 A2 X1
9 10 A5 X1
CR4
RIGHT DC CBP A6
CLA < 40° SW. D5 X2 X2
3-K1 (1A) K3
#1 CONDITION FEATHER PUMP
WING NACELLE
LEVER TIME DELAY 30-35 SEC FEATHER PUMP
CONTACTOR (50A) LEFT
'A'
SEE SHT. 2
Figure 61-43. Autofeather (Sheet 1 of 2)

Increase Power for Take-Off Operation on the Beta Schedule

•• PLA/Rated Power Detent The beta feedback transducer sends pitch angle
signals to PEC when pitch is near to 27° and
•• CLA/Max.
below. Above 27° pitch, the transducer signal
is saturated and therefore not useful.
As PLA is advanced above flight Idle towards the
rated power detent, power is removed from pin
With PLA >60° the minimum blade pitch
H1 on time delay relay to de-energize the relay.
allowed by the beta schedule is 27°. The beta
The signal is removed from pin G of PEC and the
schedule is one of PEC’s control loops.
ground beta enable solenoid is de-energized after
a 6 - 8 second delay. Oil is drained from one end •• As PLA is retarded < 60° PEC allows
of the ground beta enable valve high oil pressure < 27° pitch angle as necessary
positions it to the inflight position.
•• As PLA is retarded to Flight Idle, PEC
PEC gets propeller speed signals from the dual will allow pitch to decrease to 16.5°
pulse probe assy input on pins A and B of •• As PLA is retarded to 33° and below,
connectors P/J 20 and 21. PEC also gets reference PEC will allow pitch to decrease
Np signals from FADEC on ARINC 429 bus. through disc to maximum reverse -11°
to match PLA.
As PLA is advanced, N p will increase up to
1020 N p . PEC will now command the servo
valve to progressively increase propeller pitch Approach
61 PROPELLER
to absorb the increasing engine power and PEC will control propeller pitch on the beta
torque will increase to match the torque bug schedule to match power lever angle.
(MTOP or NTOP).
CLA will be at Max 1020.
After Take-Off
Pilot will retard CLA to 900 position. PEC will Landing and Reverse
command increase propeller pitch. When the aircraft lands PEC gets:
Oil will be directed by the servo valve into the •• <20 ft AGL from radio altimeters
coarse pitch oil line, and through the transfer
•• PLA <33°.
sleeve to the outer beta tube. The oil from the
beta tube goes to the front of the pitch change
piston increasing the pitch. The propeller will NOTE
slow down to 900 Np (MCL).
WOW and AGL signals are in
parallel.
Constant Speed Mode
With signals from the dual pulse probe assy, With these signals PEC will energize the
and a reference signal from FADEC, PEC can ground beta enable solenoid.
control propeller speed to match CLA input.
Spring pressure will now move the ground beta
PEC will command the servo valve in the PCU enable valve.
to direct oil to the coarse or fine pitch sides of
the pitch change piston. This action of the valve will allow fine pitch
oil, when commanded by PEC, to enter the
Doing this will constantly change propeller ground fine line and the pitch can now be
pitch to maintain the selected Np. decreased below 16.5° (F.I.).

61-70 61 PROPELLER
(F5) FIREWALL
PROP 1
+28 VDC BETA LTS
RIGHT 2.5A
ESS BUS
J- J- +28VDC PEC 1
CAUTION AND
(J6) WARNING PANEL
PROP 1
+28 VDC PEC B A3
RIGHT 5A A2 E14 G G +28VDC
SEC BUS
E15 A1
DASH 8 Q400
RIGHT DC CBP
CTR. CONS. E9 X1
(S9) 9 10 3-K3
PROP +28 VDC
O/SPD BETA <30° SWITCH ADVISORY LTS CONT UNIT
(G5) 9 8
PROP 1 PLA > 60° SWITCH RELAY JUNCTION BOX NO. 1
BETA SOL
#1 PWR LEVER
2.5A A/F ARMED B- B- 313 A/F ARMED

+28 VDC W- W- PLA HIGH
LEFT ESS (J6) PEC 1 INDICATION INDICATION 313 A/F ARMED
PROP 1 X- X- (SW>60° ) CH 'A'
PEC A
5A M- M- +28VDC 31-40 A1 IOM #1
H- H- WOW

LEFT DC CBP

2 HH HH
LEFT RIGHT
2 T- T-
1A PEC 1
GND/OC DISC. O/P
(PSC A)
GND/OC DISC. O/P 6H T T WOW
F F MAN UNFEATHER
32-61 A1 PSEU
(D4) REMOTE X X S S
ALT
+28 VDC
3A 60 5 4 58
RIGHT
NACELLE WING
S1
RIGHT
B B PEC 1
(LOCAL) A A
3NC OFF
3C 53 X E- E-
3NO
1300-S1
52 J3 J1 Y F- F-
MAINT DISC S100
SELECT
AUTOFEATHER WING
SEE SHT. 1
Figure 61-44. Autofeather (Sheet 2 of 2)

As the pitch decreases to <10°, PEC will NOTES

command the Propeller Ground Range lights ON.
As the PLA is retarded towards disc and into

reverse pitch mode, FADEC will increase power
and PEC will control propeller pitch to absorb
this power and maintain N p between 950 and
1020 Np dependent upon ambient conditions.
The ground beta enable valve when in ground

mode isolates the propeller overspeed governor,
so maximum N p in reverse is limited by
FADEC at 1020 by limiting engine fuel.
Autofeather System
Refer to Figure 61-43. Autofeather (Sheet 1 of 2).
Autofeather is selected and armed for Take-

Off. The system is de-selected by aircrew after
Take-Off.
61 PROPELLER
Power is supplied from the secondary bus
through diode CR1 to pin H3 on the Autofeather
Select Switch.
When the select switch is pushed:

•• Power flows from pin H3 to pin H1 and
from there to Advisory lights control
unit pin 44
•• The unit then outputs power through pin
24 to pins B and C of the autofeather
select switch and out through pin G
to ground
•• T h e a u t o f e a t h e r S E L E C T O N
switchlight illuminates.

61-72 61 PROPELLER
RIGHT
WING NACELLE
C6 A3 C7
B9 A2 A C
9 10 B7 X1
B8 B D
CLA < 40° SW. A3 X2
(P4) 2-K3 (1A)
PROP 2
#2 CONDITION 11 12
ALT FEATH
DASH 8 Q400
SEE 'B'
+28 VDC J/P606
PROP 2
BUS
AUX PUMP
50A A1 A2 A A
X1
LEFT DC CBP CR3

X2
D- E- U W K2
FEATHER PUMP
FEATHER PUMP
CONTACTOR (50A)
FEATHER FEATHER
SELECT G G
G
W W W W

B C B C S
B C
F F
OFF
H1 OFF OFF
A2 A2 9 FTHR
L2 A3 A3 11 FTHR
SELECT L3 A1 A1
L1
12 FTHR
B3 B3
AUTOFEATHER B1 B1
CR1 CR2
D-
U Z W V A- B-
ENGINE/FUEL CONTROL PANEL A C
(CENTER CONSOLE)
B D
(A4)
PROP 1
AUX PUMP
50A
+28 VDC 11 12
RIGHT (D4)
SEC BUS PROP 1
ALT FEATH
3A
B1 B2 B B
SEE
SHT. 2
A9 A3 A12 A1 A2 A A
A7 A2 X1
9 10 A5 X1
CR4
RIGHT DC CBP A6
CLA < 40° SW. D5 X2 X2
3-K1 (1A) K3
#1 CONDITION WING NACELLE
FEATHER PUMP
'A'
SEE SHT. 2
Figure 61-45. Alternate Feather

Refer to Figure 61-44. Autofeather (Sheet 2 of 2). This will energize the Alternate Feathering Pump.
The autofeather system is ARMED when: •• Also, power from the Sec bus will,
through contacts 11 to 12 of relay K3
• • There is power from the Essential bus go to pin 11 of P/J1 of Advisory Light
through PLA >60° switch to pin W Control
of PEC
•• Power would then be output from pin 11
•• PEC receives local TQ Hi signal from of P/J2 to pins D and A of switch S101
FADEC on ARINC bus and remote TQ (or S102) to bring ON the green bar)
Hi from the remote PEC on pins X and D
•• The Alternate Feathering Pump using oil
•• Autofeather permission from remote from the reserve oil tank in the RGB will
PEC on pins S and R send oil pressure to the Unfeather valve
•• There are no faults on the autofeather •• The de-energized Unfeather valve will
boards in the PEC’s. direct the oil pressure to the top of the
Feather Valve.
An output from pin B of the PEC’s to pins 121
and 313 of the IOM’s will bring on the A/F •• This will move the feather valve against
ARM message on the ED. the action of its spring
•• This action will open a port into and out
Autofeather Activation of the feather valve through a restrictor R2
61 PROPELLER
Refer to:
•• The restrictor will control the rate of
•• Figure 61-43. Autofeather (Sheet 1 of 2). feather
•• Figure 61-44. Autofeather (Sheet 2 of 2). •• The oil will pass through the feather
valve to the coarse pitch oil chamber of
If PEC now senses a low torque signal from the transfer sleeve
BOTH N pt /Q sensors on the failing engine •• From the transfer sleeve the oil will
for a period of 3 seconds, it will output power flow into the inner beta tube to the front
from pin E. of the pitch change piston
This power will go to: •• The pitch change piston will drive the
blades to feather
•• Pin 58 of the Maintenance Panel
•• After 30 to 35 seconds the time delay
•• From pin 58 the power will be output relay will energize:
on pin 61
°° Contacts A2 to A3 will open
•• This power will now go to Time Delay
Relay 3-K1 ( or 2-K3) °° Power will be removed from K3 relay
and the pump will stop operating
•• The power will enter on pin A6 and
connect to A9 °° Green bar in alternate feather switch
will go OFF, power removed from
•• From pin A9, power will go from pin D.
contact A2 to A3
•• From contact A3 through pin A12 to
coil X1 to X2 of relay K3 Feather Pump
Contactor.

Alternate Feather The pump using oil from the reserve oil tank in
the RGB will send oil pressure to the Unfeather
Refer to Figure 61-45. Alternate Feather. valve.
Power from the Secondary bus is applied to pin •• The de-energized unfeather valve will
A3 and B3 on the ALTERNATE FEATHER direct the oil pressure to the top of the
switch on the PROPELLER CONTROL panel. Feather Valve
•• This will move the feather valve against
When Alternate Feather S101 selected power
the action of its spring
goes:
•• This action will open a port into and out
•• From pin A3 to A1 and of the feather valve through a restrictor
•• From there to pin 9 of P/J1 to pin 9 of R2
P/J2, to bring ON the FTHR (white) •• The restrictor will control the rate of
light on switch S101 through pins B and feather
C of the switch.
•• The oil will pass through the feather
Power also goes: valve to the coarse pitch oil chamber of
the transfer sleeve
•• From pin B3 to pin B1 in alternate
•• From the transfer sleeve the oil will
feather switch
flow into the inner beta tube to the front
•• From pin B1 to pin 9 in CLA < 40° of the pitch change piston
61 PROPELLER
switch
•• The pitch change piston will drive the
•• From 40° switch pin 10 to Time Delay blades to feather
Relay pin A5
•• After 30 to 35 seconds the time delay
•• From pin A5 to contacts A2 and A3 of relay will energize:
time delay relay
°° Contacts A2 to A3 will open
•• Output from A3 energizes feather pump
contactor K3 closing contacts A1 to A2 °° Power will be removed from K3
relay and the pump will stop
and B2 to B1
operating.
•• This energizes the alternate feathering
pump °° Green bar in alternate feather switch
will go Off, power removed from
•• Contacts B2 to B1 provide the ground. pin D.
•• Power also from pin B3 of switch S101
goes to contact 11 on Feather Pump
contactor
•• From contact 11 to contact12 to pin 11
of P/J 1 advisory lights control
•• Output from pin 11 of P/J2 goes to pins
A and D on switch S101 to bring ON
the green bar (pump operating).

Automatic Underspeed Protection When N p is below 1060 the springs and oil
pressure are holding the sliding valve in
Circuit position, to allow oil to flow through the
Circuit is Armed if: governor to the GBEV.
•• NOT Manual feather From the GBEV the oil flows to the second
•• NOT Autofeather stage of the servo valve where it is then
controlled by the servo valve, which is
•• NOT Alternate Feather controlled by PEC to control Np.
•• NOT PLA Ground Beta.
If the propeller overspeeds to 1060 N p the
If PEC detects high torque >50% AND low flyweights are now providing enough force to
N p < 815 N p from both N p t/Q sensors, the overcome the springs and oil pressure.
AUPC circuit will output a drive fine signal to
•• The flyweights move outwards which
the servo valve of the Pitch Change Unit.
raises the sliding valve
This drive fine signal will override any other •• This action cuts of oil to the second
signal coming from PEC and the PEC Caution stage of the servo valve
Light will be ON.
•• No oil supply to the propeller pitch
change mechanism results in the
The fine pitch oil, directed by the servo valve,
counterweight assemblies now becoming
will go to the flight fine pitch port of the
61 PROPELLER
the controlling force on the blades
Ground Beta Enable valve, and from there to
the transfer sleeve. •• Blade pitch will be increased to control
the propeller at 1060 Np
From the transfer sleeve the oil will flow
•• If the pitch increase caused by the
through the outer beta tube to behind the
counterweights causes N p to decrease
Pitch Change Piston driving the pitch change
below 1060 the sliding valve will re-open
mechanism to fine pitch.
and Np control will revert to normal.
The ground beta enable valve will prevent any
fine pitch below 16°.
The propeller speed will be limited by the

overspeed governor.
Overspeed Governor
(Propeller control system NOT in ground beta
control)
The flyweights of the overspeed governor are

driven by the RGB, and therefore, have a direct
relationship to propeller speed.
The action of the flyweights on the governor

sliding valve is opposed by governor springs
and oil pressure.

61-76 61 PROPELLER
(F5) FIREWALL
PROP 1
+28 VDC BETA LTS
RIGHT 2.5A
ESS BUS
J- J- +28VDC PEC 1
CAUTION AND
(J6) WARNING PANEL
PROP 1
+28 VDC PEC B A3
RIGHT 5A A2 E14 G G +28VDC
SEC BUS
E15 A1
DASH 8 Q400
RIGHT DC CBP
E9 X1
(S9) 9 10 3-K3
PROP +28 V DC
O/SPD BETA <30° SWITCH ADVISORY LTS CONT UNIT
(G5) 9 8
PROP 1 PLA < 60° SWITCH RELAY JUNCTION BOX NO. 1
BETA SOL
#1 PWR LEVER
2.5A
+28 VDC A/F ARMED B- B- 313 A/F ARMED

W- W- PLA HIGH PEC 1
LEFT ESS (J6) INDICATION INDICATION 313 A/F ARMED
PROP 1 X- X- (SW>60° ) CH 'A'
PEC A
5A M- M- +28VDC 31-40 A1 IOM #1
H- H- WOW

LEFT DC CBP

2 HH HH
LEFT RIGHT
2 T- T-
1A PEC 1
GND/OC DISC. O/P
(PSC A)
GND/OC DISC. O/P T T WOW
F F MAN UNFEATHER
32-61 A1 PSEU
(D4) REMOTE X X S S
ALT
+28 VDC
3A 60 5 4 58
RIGHT
NACELLE WING
S1
RIGHT
B B PEC 1
(LOCAL) A A
3NC OFF
3C 53 X E- E-
3NO
1300-S1
52 J3 J1 Y F- F-
MAINT DISC S100
SELECT
AUTOFEATHER WING
SEE SHT. 1
Figure 61-46. Propeller Overspeed Governor Test. (Sheet 1 of 2)

Overspeed Governor Test NOTES

Refer to Figure 61-46. Propeller Overspeed
Governor Test. (Sheet 1 of 2).
Select overspeed governor test switch:

•• Power from Sec bus to pin X of the
switch (permanently)
•• From pin X to pin Z
•• From pin Z to pin F of PEC.
61 PROPELLER

61-78 61 PROPELLER
7600- NACELLE WING

J/P1 P/J19
H P
G D
G- C
B- M
C- N
7600-
J/P2
H S
DASH 8 Q400
G R
F E
B- T
C- U

73-20-00
J/P11
C L
D
TORQUE PROBE A
J/P12
C J
D K

TORQUE PROBE B
J/P28
P/J20 CONTROL (PEC) NO. 1
PRIMARY C F
RIGHT SIDE SIMILAR)
BFT A SECONDARY
D D
A E
REFERENCE B R
E S
CH 'A'
J/P27
SERVO VALVE 1 A N
B U
GBEV J/P24
A T
B J
P/J21
J/P29
PRIMARY
C F
F G
BFT B SECONDARY
D D
A E
CH 'B'
REFERENCE B R
E S
J/P26
SERVO VALVE 2 N
A
B U
J/P30 P/J20
UFV
A P
B CH 'A'
C
PITCH CONTROL UNIT

61-20-00 J/P25 P/J21
A T
J/P22 B J
D CH 'B'
E OSG RESET VALVE
A
B
A
B P/J20
A
B CH 'A'
BRUSH BLOCK BRACKET
Figure 61-47. Propeller Overspeed Governor Test. (Sheet 2 of 2)

Refer to Figure 61-47. Propeller Overspeed NOTES

Governor Test. (Sheet 2 of 2).
•• O u t p u t f r o m P E C P / J 2 1 p i n T t o
Overspeed Governor Reset solenoid
•• Return signal from OSG reset solenoid
to PEC pin J of P/J21.
The energized OSG reset solenoid allows

the oil pressure to drain away from the top
of the governor.
This means that the flyweights only have to

overcome the force of the governor springs.
This action resets the governor down to

approximately 860 Np.
The action is then as described previously for

the overspeed governor but at a lower Np.
61 PROPELLER

61-80 61 PROPELLER
NACELLE WING
H P
G D
G- C
B- M
C- N
H S
DASH 8 Q400
G R
F E
B- T
C- U

C L
D
TORQUE PROBE A
C J
D K

TORQUE PROBE B
CONTROL (PEC) NO. 1
PRIMARY C F
RIGHT SIDE SIMILAR)
BFT A SECONDARY
D D
A E
REFERENCE B R
E S
CH 'A'
SERVO VALVE 1 A N
B U
GBEV
A T
B J
PRIMARY
C F
F G
BFT B SECONDARY
D D
A E
CH 'B'
REFERENCE B R
E S
SERVO VALVE 2 N
A
B U
UFV
A P
B CH 'A'
C
PITCH CONTROL UNIT
A T
B J
D CH 'B'
E OSG RESET VALVE
A
B
A
B
A
B CH 'A'
BRUSH BLOCK BRACKET
Figure 61-48. Maintenance Unfeather (Sheet 1 of 2)

Maintenance Unfeather The oil output from the alternating feathering

pump will go to the Unfeather Valve:
Refer to:
•• The solenoid in the unfeather valve has
•• Figure 61-48. M
aintenance Unfeather been energized by PEC
(Sheet 1 of 2).
•• Oil through the solenoid ball valve to
•• Figure 61-49. M
aintenance Unfeather end of unfeather valve
(Sheet 2 of 2).
•• Unfeather valve moves against action
Prerequisites of its spring
•• WOW DETECTED •• This connects output port of valve to
servo pressure line
•• No propeller rotation
•• Servo valve commanded by PEC to fine
•• Maintenance mode selected. pitch
Power is always supplied from Sec bus to pins •• Oil pressure from pump directed by
5 and 2 of the Unfeather switch. servo valve to fine pitch chamber of
transfer sleeve
With all of the above and unfeather switch •• From transfer sleeve, through outer beta
selected on the Maintenance Panel: tube to rear of pitch change piston
•• Power goes from contact 5 to contact 4 •• T h i s f i n e p i t c h o i l c a n d r i v e t h e
61 PROPELLER
of the switch and then to pin E of PEC propeller to Maximum Reverse.
•• Power also from contact 2 to contact 1
When the Time Delay Relay times out, 30 -
of the switch to pin F of PEC
35 seconds, the relay will energize opening
•• With these signals PEC will energize contacts A2 to A3:
the solenoid of the Unfeather valve
•• This will remove power from coil X1
•• The power output from contact 4 also
and X2 in K3 relay
goes to pin 61 of the unfeather switch
•• Relay contacts A1 to A2 will open
•• From pin 61 the power goes to the time
delay relay pins A5 and A9 •• Alternate feathering pump will stop
•• From pin A9 to contacts A2 to A3 to •• Contacts 11 and 12 will open in K3 relay
coil X1 and X2 of relay K3
•• Advisory lights Control will remove
•• This will connect power from the Sec power from green bar in switch S101
bus to the pump. Power from Sec bus (or S102).
also through 11 and 12 of K3 relay to
pin 11 advisory lights control
•• Advisory lights control will output
power on pin 11 P/J2 to contacts D and
A on switch S101 (or S102)
•• T he green bar i n t he s wi t ch will
illuminate because the pump is
operating.

61-82 61 PROPELLER
RIGHT
WING NACELLE
C6 A3 C7
B9 A2 A C
9 10 B7 X1
B8 B D
CLA < 40° SW. A3 X2
(P4) 2-K3 (1A)
PROP 2
#2 CONDITION 11 12
ALT FEATH
DASH 8 Q400
SEE 'B'
+28 VDC
PROP 2
BUS
AUX PUMP
50A A1 A2 A A
X1
LEFT DC CBP CR3

X2
D- E- U W K2
FEATHER PUMP
FEATHER PUMP
CONTACTOR (50A)
FEATHER FEATHER
SELECT G G
G
W W W W

B C B C S
B C
F F
OFF
H1 OFF OFF
A2 A2 9 FTHR
L2 A3 A3 11 FTHR
SELECT L3 A1 A1
L1
12 FTHR
B3 B3
AUTOFEATHER B1 B1
CR1 CR2
D-
U Z W V A- B-
ENGINE/FUEL CONTROL PANEL A C
(CENTER CONSOLE)
B D
(A4)
PROP 1
AUX PUMP
50A
+28 VDC 11 12
RIGHT (D4)
SEC BUS PROP 1
ALT FEATH
3A
B1 B2 B B
SEE
SHT. 2
A9 A3 A12 A1 A2 A A
A7 A2 X1
9 10 A5 X1
CR4
RIGHT DC CBP A6
CLA < 40° SW. D5 X2 X2
3-K1 (1A) K3
#1 CONDITION WING NACELLE
FEATHER PUMP
'A'
SEE SHT. 2
Figure 61-49. Maintenance Unfeather (Sheet 2 of 2)

61 PROPELLER

CAP SCREWS
61 PROPELLER
GREASE LEVEL
Figure 61-50. Propeller Hub Grease Level Check

61-00-00 APPENDIX Servicing

Propeller Grease Level Check
MAINTENANCE Refer to Figure 61-50. Propeller Hub Grease
CONSIDERATION Level Check.
The following are abbreviated descriptions of
1. Remove the spinner
the maintenance practices and are intended for
training purposes only. For a more detailed 2. Turn the propeller so that the blade
description of the practices, refer to the tasks assembly at the highest position is vertical
in the Bombardier AMM PSM 1-84-2.
3. Carefully remove one of the cap screws that
attach the cylinder to see if grease comes
Safety Precautions out of the hole
Do not install the blade bats in the blade cuff 4. If grease does come out of the hole, the
area. If you do this, you can cause damage to grease level is satisfactory
the propeller blades.
5. Install the cap screws and torque to 34 to
Replace the propeller attachment nuts if the 36 lbf ft (46.1 to 48.8 Nm)
running torque is less than 50 lbf in (5.65 Nm). 6. If grease does not come out of the hole,
If you do not do this, the attachment nuts will remove the other cap screw at the same
not be correctly locked. level as the cap screw removed
61 PROPELLER
7. Add grease to the hub assembly through
Aircraft or System Limitations one of the cap screw holes. Continue to
TASK 05-13-00-990-802. add grease until the grease is level with or
comes out of the other cap screw hole
Time Limits, Propellers The time limited
8. Install the cap screws and torque to 34 to
items are identified in Dash 8-400 Dowty
36 lbf ft (46.1 to 48.8 Nm)
Aerospace’s Propeller Maintenance Manual
Publication No. 1096, Component Maintenance 9. Install the spinner.
Manual 61-00-00.
Mandatory Airworthiness Limitations:

NOTE
If you find signs of excessive
•• Life Limitations grease leakage and/or signs
•• Mandatory Inspections. of loose blades (Refer to
AMM05-61-00-210-805).

1 2
GREASE
61 PROPELLER
LEVEL
(REF)
A INITIAL POSITION LEGEND

1. Cap screw
2. Cap screw
B DRAIN POSITION
Figure 61-51. Add New Grease to Propeller

Replacing the Propeller Hub Grease •• DAPT60-0126-00 Blade Bat

Refer to Figure 61-51. Add New Grease to •• DAPT65-0093-00 Adapter
Propeller. •• DAPT65-0094-00 Hydraulic Pump
1. Make sure that the temperature of the •• DAPT60-0116-00 Ring Nut Wrench
propeller hub is more than 15°C (60°F). •• DAPT60-0140-00 Ball Extractor
2. Turn the propeller so that the blade •• DAPT60-0347-00 Ball Assembly Tool
assembly at the highest position is vertical
(initial position). •• DAPT60-0348-00 Ball Assembly Tool
3. Carefully remove the two cap screws (1, 2) •• DAPT60-0115-00 Bearing Wrench
from the propeller cylinder as shown in the •• DAPT60-0188-00 Bearing Wrench
illustration. (Alternative to DAPT60-0115-00)
4. Use your hand to turn the propeller until grease •• DAPT65-0078-00 Installation Bullets
comes out of one of the cap screw holes.
•• DAPT65-0087-00 Spinner Removal
NOTE Tool (Qty 2)
Use a container to collect the •• DAPT60-0189-00 Beta Tube Wrench.
grease from the cap screw hole.
61 PROPELLER
5. Turn the propeller until that hole is at the
lowest position to the ground (drain position).
2 PSM 1-84-2.
6. Let all of the grease drain from the propeller.
•• TASK 05-53-00-210-811 Engine
7. Add new grease to the propeller as follows: Inspection after Propeller Sudden
•• Use your hand to turn the propeller so Stoppage
that the cap screw holes (1, 2) are in the •• TASK 05-53-00-210-812 Engine
initial position again (horizontal) Inspection after Propeller Strike
•• Add grease through one of the cap Causing Blade Structural Damage
screw holes until the grease is level •• TASK 05-53-00-210-813 Engine
with, or comes out of the other cap Inspection after Propeller Strike
screw hole. Causing Minor Blade Damage.
8. Install the cap screws (1, 2) and torque to •• TASK 05-53-00-210-821 Propeller
34 to 36 lbf ft (46.1 to 48.8 Nm). Inspection after a Bird Strike
9. If necessary, clean the propeller of any •• TASK 05-53-00-210-822 Propeller
grease spillage with a clean lint-free cloth. Inspection after a Lightning Strike
•• TASK 05-53-00-210-823 Propeller
Special Tooling Inspection after an Engine Fire
Refer to the DHC-8 Q400 Maintenance TASKS •• TASK 05-53-00-210-824 Propeller
supplement for detailed task procedures. Inspection after an
Over-speed Condition
•• DAPT70-0021-00 Lifting Equipment
•• TASK 05-53-00-210-825 Propeller
•• DAPT61-0015-00 Torque Adapter Inspection after an Over-torque
•• DAPT60-0223-00 Outer Sleeve Clamps •• TASK 05-53-00-750-801 Engine
•• DAPT65-0079-00 Blade Sling Inspection after Propeller Lightning Strike.

OPERATIONAL TEST OF THE approximately three seconds

before the ‘A/F SELECT’ message
PROPELLER AUTOFEATHER shows again. The sequence will
AND UPTRIM SYSTEM (MRB then occur again (this is to permit
#612000-201) the test on the two power plant
autofeather systems).
The maintenance procedure that follows is
for the operational check of the propeller Make sure the ‘A/F TEST PASSED’ message
autofeather and uptrim system. shows on the engine display after the test
sequence is completed.
On aircraft without Modsum 4-113588, do an
operational check of the propeller autofeather On the propeller control panel, push the
and uptrim system as follows: AUTOFEATHER SELECT switchlight and
make sure that:
NOTE a. The SELECT advisory light goes out.
This check can be completed
b. The ‘A/F SELECT’ and the ‘A/F TEST
with the two engines started or
PASSED’ messages do not show on the
with the two engines stopped.
engine display.
If you do the check with the two engines started, If the ‘A/F TEST PASSED’ message does not
do the pre-start checks and start the engines. show during the check then the system is defective.
61 PROPELLER
Make sure that the two condition lever angles If you did the check with the engines started,
(CLA’s) are at START AND FEATHER (engine shutdown the engines.
started) or at FUEL OFF (engine stopped).
On aircraft with Modsum 4-113588, do an
Make sure the two power lever angles (PLA’s) operational check of the propeller autofeather
are at DISC. and uptrim system as follows:
On the propeller control panel, push the Make sure that the two condition lever angles
AUTOFEATHER SELECT switchlight and (CLA’s) are at START AND FEATHER (engine
make sure that: started) or at FUEL OFF (engine stopped).
a. The SELECT advisory light comes on. Make sure the two power lever angles (PLA’s)
are at DISC.
IN PROGRESS’ messages show on the
On the propeller control panel, push the
engine display.
AUTOFEATHER SELECT switchlight and make
sure that the SELECT advisory light comes on.
NOTE
During the test sequence the a. O b s e r v e t h e e n g i n e d i s p l a y , t h e
uptrim indication and ITT red messages that follow must show:
radial increase should show on the
• ‘A/F SELECT’.
engine display. ‘NTOP’ changes
to ‘MTOP’ and the torque bug • ‘A/F TEST IN PROGRESS’.
increase to the applicable uptrim
set position. The ‘A/F ARM’
message will then replace the
‘A/F SELECT’ message on the
engine display. This will occur

b. O b s e r v e t h e e n g i n e d i s p l a y , t h e OPERATIONAL TEST OF THE

messages that follow must show twice:
PROPELLER ALTERNATE
• ‘UPTRIM’ shows. FEATHER (MRB #612000-202)
• ‘ITT and NH’ red radials increase.
The maintenance procedure that follows is for the
• ‘N TOP’ changes to ‘MTOP’ and operational check of the propeller alternate feather.
torque rating and torque bugs
increase. Do an operational check of the propeller
• ‘A/F ARM’ shows. alternate feather as follows:
• ‘A/F SELECT’ shows. 1. Make sure that the two engines are stopped
• ‘UPTRIM’ goes out of view. and the two propellers are at feather.
• ‘M TOP’ changes to ‘NTOP’ and 2. Make sure that the condition lever angles
torque rating and torque bugs (CLA’s) are at FUEL OFF.
decrease. 3. Make sure the two power lever angles
c. Observe the engine display. If the test (PLA’s) are at DISC.
is satisfactory, the ‘A/F TEST PASS’ 4. Set the MAINT DISC switch to on at the
message will show. engine maintenance panel.
NOTE 5. Set the UNFEATHER (manual) switch on,
61 PROPELLER
at the engine maintenance panel.
If the autofeather test is aborted,
‘A/F TEST ABORT’ will show 6. Make sure that the propeller moves to a low
on the engine display. If the blade angle.
autofeather test fails, ‘A/F 7. Set the UNFEATHER (manual) switch off,
TEST FAILED’ will show on at the engine maintenance panel.
the engine display. If the ‘A/F
TEST ABORT’ message shows, 8. Set the CLA to MIN/850.
do the autofeather test again. 9. Push the ALT FTHR switchlight on, at the
propeller control panel:
On the propeller control panel, push the
AUTOFEATHER SELECT switchlight and a. Make sure the indication on the ALT
make sure that: FTHR switch stays off.
b. Make sure the propeller stays unfeathered.
a. The SELECT advisory light goes out.
10. Set the condition lever angle to START
b. The ‘A/F SELECT’ and the ‘A/F TEST AND FEATHER:
engine display. a. Make sure the indication FTHR on the
switchlight comes on.
If the ‘A/F TEST PASSED’ message does not b. Make sure the Green Bar comes on for
show during the check then the system is defective. between 25 and 35 seconds.
If you did the check with the engines started, c. Make sure that the propeller fully
shutdown the engines. feathers.
11. Move the CLA to FUEL OFF.
If you did the check with external electrical
power, de-energize the aircraft electrical system. 12. Refer to the FIM, PSM 1-84-23 for more data if
any of the alternate feather checks are defective.

OPERATIONAL TEST OF THE here are two procedures given to do this task.
PROPELLER OVERSPEED The first procedure uses fault code data stored in
GOVERNOR (MRB #612000-203) the FADEC and is displayed on the torque gauge.
The maintenance procedure that follows is The second procedure uses fault code data
for the operational check of the propeller stored in the EMU which is accessed from the
overspeed governor. CDS and is displayed on the ARCDU.
1. Do the pre-start checks and start the engines Energize the aircraft electrical system
2. Make sure that the two condition lever
angles (CLA’s) are at MAX/1020. Do the operational check of the propeller fault
code indication as follows (Engine Display):
3. Make sure the two power lever angles
(PLA’s) are at FLIGHT IDLE.
NOTE
4. S e t a n d h o l d t h e P R O P O ’ S P E E D
GOVERNOR switch to TEST on the pilot’s This check must be completed with
side console: the two engines stopped and the
propellers in the feather position.
a. Make sure that the OSG TEST IN
PROG message is shown on the engine 1. Move the two condition lever angles
display after approximately 3 seconds (CLA’s) to the FUEL OFF position.
61 PROPELLER
for the two power plants.

2. Move the two power lever angles (PLA’s)
5. Slowly move the PLA’s until the OSG to the DISC position.
TEST PASS message is shown on the
engine display for the two power plants. 3. Set the MAINT DISC switch to the on
position.
6. Move the two PLA’s to FLIGHT IDLE:
a. Make sure the propeller speed decreases comes on.
to 660 rpm.
5. Read the LRU codes from the digital
7. Release the PROP O’SPEED GOVERNOR indication on the torque gage.
switch.
6. Make a record of the fault codes on the
8. If the check is unsatisfactory, do the display.
procedure in steps (2) to (7) again one more
time only. 7. R e f e r t o t h e A M M P S M 1 - 8 4 - 2 a n d
9. Refer to the FIM, PSM 1-84-23 for more disposition of the fault codes shown.
data for any of the propeller overspeed
governor checks, as necessary. 8. Set the MAINT DISC switch to the off
position.
OPERATIONAL TEST OF THE Do the operational check for propeller fault
PROPELLER FAULT CODE code indications as follows (EMU):
INDICATION (MRB #612000-204) 1. Make sure the aircraft is in ground mode,
(WOW).
the operational check of the propeller fault 2. Make sure the indicated airspeed, (IAS) is
code indication. less than 50 knots.
3. Set the CDS GND MAINT switch to the
T
on position.

4. Make sure the adjacent amber CDS LED 5. Make sure that you get the indications that
comes on. follow:
5. Set either ARCDU selector switch to the a. The ‘A/F SELECT’ and the ‘A/F TEST
ON position IN PROGRESS’ messages show on the
engine display.
6. O n t h e A R C D U , s e l e c t t h e M A I N T
push-button.
NOTE
7. Follow the menu and select the side key
During the test sequence, the
adjacent to the POWERPLANT FAULTS
uptrim indication must show on
and look at the selection for “Engine 1 or
the engine display and the torque
Engine 2”
bug increase to the applicable
8. Use the NEXT or PREVIOUS keys to make uptrim set position.
an analysis of the fault codes.
b. The ‘A/F ARM’ message will then
9. If the display is white, there are no engine
replace the ‘A/F SELECT’ message on
fault code indications.
the engine display.
10. If the display is amber, select the side key
c. After approximately three seconds the
adjacent to Engine 1 or Engine 2 and record
‘A/F SELECT’ message shows again.
all the fault code indications.
d. On the propeller control panel, the
ALT FTHR advisory light (on the ALT
61 PROPELLER
FTHR switchlight) comes on.
disposition of the fault codes shown.
e. The LH indicator will come on first and
OPERATIONAL CHECK OF THE then the RH indicator.
PROPELLER AUTOFEATHER f. The sequence will then occur again (this
SYSTEM IN MAINTENANCE is to permit the test on the two power
plant autofeather systems).
MODE (CMR# 612000-106)
6. Make sure the ‘A/F TEST PASSED’
The maintenance procedure that follows is message shows on the engine display after
for the operational check of the propeller the test sequence is completed.
autofeather system in maintenance mode.
7. P u s h t h e A U T O F E A T H E R S E L E C T
switchlight and make sure that:
On aircraft without Modsum 4-113558, do an
operational check of the propeller autofeather a. The SELECT advisory light goes out.
system in maintenance mode as follows:
1. Make sure that the two condition lever
engine display.
angles (CLA’s) are at ‘FUEL OFF’.
8. Set the ‘MAINT DISC’ switch to off.
2. Make sure the two power lever angles
(PLA’s) are at ‘DISC’. 9. If the ‘A/F TEST PASSED’ message does
not show during the check then the system
3. Set the ‘MAINT DISC’ switch to on.
is defective. Refer to the FIM TASK
4. P u s h t h e A U T O F E A T H E R S E L E C T 61-20-00-710-804.
switchlight and make sure that the SELECT
advisory light comes on.

On aircraft with Modsum 4-113558: 61-20-00-710-804.
1. Make sure that the two condition lever OPERATIONAL TEST OF THE
angles (CLA’s) are at ‘FUEL OFF’.
PROPELLER REDUCED NP
2. Make sure that the two power lever angles FUNCTION
(PLA’s) are at ‘DISC’.
3. Set the ‘MAINT DISC’ switch to on. The maintenance procedure that follows is for
the return to service check after troubleshooting
4. P u s h t h e A U T O F E A T H E R S E L E C T the reduced Np function.
switchlight and make sure that the SELECT
advisory light comes on. Set the WOW system for Air Mode
a. Observe the Foolowing messages on the
engine display: Do the pre-start checks and start the engines
• ‘A/F SELECT’ Do a functional check of the propeller reduced
• ‘A/F TEST IN PROGRESS’. Np as follows:
b. On the propeller control panel, make 1. Set the two condition lever angles (CLA’s)
sure that the ALT FTHR advisory at 850.
light (on the ALT FTHR switchlight)
comes on. NOTE: The #1 ALT FTHR 2. Move the two power lever angles (PLA’s)
advisory light will come on during until the two propellers speed govern at 850.
61 PROPELLER
the first cycle, and the #2 ALT FTHR 3. Move the two power lever angles (PLA’s)
advisory light will come on during the again to give an increase of approximately
second cycle. (c) Observe the engine 3% Tq to make sure that the propellers are
display. If the test is satisfactory, the on the speed governing schedule.
‘A/F TEST PASS’ message will show.
NOTE: If the autofeather test is aborted, 4. Push the RDC Np switch for approximately
‘A/F TEST ABORT’ will show on 1 second and make sure that the RDC Np
the engine display. If the autofeather advisory is displayed on the ED.
test fails, ‘A/F TEST FAILED’ will 5. In less than 10 seconds, move the CLA to
show on the engine display. If the ‘A/F MAX 1020.
TEST ABORT’messages shows, do the
AUTOFEATHER TEST again. 6. Make sure that the ED rating changes from
MCR to NTOP.
5. On the propeller control panel, push the
AUTOFEATHER SELECT switchlight and 7. Make sure the Np stays at 850.
make sure that: 8. Move the two power lever angles (PLA’s)
a. The SELECT advisory light goes out. again to give an increase of approximately
3% Tq and make sure that the N p stays at 850.
PASSED’ messages do not show on the 9. Push the RDC Np switch for approximately
engine display. 1 second and make sure that the N p has
increased. Make sure that the RDC N p
6. On the ENGINE MAINTENANCE section advisory has gone off on the ED.
of the Central Maintenance Panel (above
the wardrobe), set the ‘MAINT DISC’ Set the WOW system to Ground Mode.
switch to off.
7. If the ‘A/F TEST PASSED’ message does
not show during the check then the system
is defective. Refer to the FIM TASK

FUNCTIONAL TEST OF NOTE

THE PROPELLER TIME TO
UNFEATHER (MRB #612000-205)
Do a functional check of the propeller time to
unfeather as follows:
1. Do the pre-start checks and start the engines

2. Make sure that the condition lever angle
(CLA) is at START AND FEATHER:
a. Make sure the power lever angle (PLA)
is at DISC.
3. Set the condition lever angle to MIN/850:
a. Make sure that the time to unfeather the
propeller is less than 30 seconds.
NOTE
To calculate the time to
unfeather: record the time from
61 PROPELLER
when the CLA is moved to
MIN/850 until the PROPELLER
GROUND RANGE light on the
glareshield comes on.
b. If the propeller unfeathers in more than

30 seconds, refer to the FIM (Refer to
FIM 61-20-00-810-803.

SPECIAL TOOLS & TEST EQUIPMENT

•• DAPT70-0021-00 Lifting Equipment
•• DAPT61-0015-00 Torque Adapter
•• DAPT65-0078-00 Installation Bullets
•• DAPT60-0422-00 Compression Tool
•• DAPT60-0192-00 Bush Extraction Tool
•• DAPT60-0357-00 Liner Turning Tool
•• DAPT65-0108-00 Puller
•• Commercially available Mega ohmmeter, 500 volts
•• DAPT60-0223-00 Outer Sleeve Clamps
•• DAPT65-0079-00 Blade Sling
•• DAPT60-0126-00 Blade Bat
•• DAPT65-0093-00 Adapter
•• DAPT65-0094-00 Hydraulic Pump
61 PROPELLER
•• DAPT60-0116-00 Ring Nut Wrench

•• DAPT60-0140-00 Ball Extractor
•• DAPT60-0115-00 Bearing Wrench
•• DAPT60-0188-00 Bearing Wrench (Alternative to DAPT60-0115-00)
•• DAPT60-0400-00 Ring Nut Wrench (Alternative to DAPT60-0116)
•• DAPT60-0346-00/DAPT60-0347-00 Ball Assembly Tool
•• DAPT65-0087-00 Spinner Removal Tool (Qty 2)
•• DAPT61-0014-00 Torque Adapter
•• GSB1000028 Pin, MLG Door Ground Lock
•• GSB2700008-16D Target - Actuator (Steel)
•• GSB2700008-32 Target - De-actuator (Copper)
•• GSB3411011 Test Set - Pitot/Static
•• DAPT60-0189-00 Beta Tube Wrench
•• Commercially available Four terminal low resistance test equipment
•• Commercially available Resistance test meter
•• Commercially available Insulation test meter
•• DAPT02-0065-00 Bullet, Seal
•• PWC57095 Wrench
•• Commercially Available Computer, Laptop

•• 400-PC-TE-0430 Test Cable, Lane A

•• 400-PC-TE-0440 Test Cable, Lane B
•• 005-SW-EC-001-01-01.EXE Program Software

•• AMM 61-10-00-210-801: General Visual Inspection of the Propeller Blades

(MRB #611000-203).
•• AMM 61-10-00-000-801: Removal of the Propeller.
•• AMM 61-10-00-400-801: Installation of the Propeller.
•• AMM 61-10-01-000-801: Removal of the Blade Assembly and Bearing.
•• AMM 61-10-01-400-801: Installation of the Blade Assembly and Bearing.
•• AMM 61-10-01-400-802: Propeller Blade Re-Torque.
•• AMM 61-10-06-000-801: Removal of the Hub, Actuator and Backplate Assembly.
•• AMM 61-10-06-400-801: Installation of the Hub, Actuator and Backplate Assembly.
61 PROPELLER
•• AMM 61-10-11-000-801: Removal of the Spinner.
•• AMM 61-10-11-400-801: Installation of the Spinner.
•• AMM 61-10-00-820-801: Restoration of the Propeller Hub (MRB #611000-201).
•• AMM 61-10-00-820-802: Restoration of the Propeller Blades and Bearing Assemblies
(MRB #611000-202).
•• AMM 61-10-00-640-801: Grease Level Check in the Propeller.
•• AMM 61-10-00-640-802: Replacement of the Propeller Grease.
•• AMM 61-10-00-680-801: Service the Propeller by Replacing the Propeller Hub Grease
(MRB#612000-208).
•• AMM 61-10-00-350-802: Replacement of the Propeller Hub, Actuator and Backplate
Assembly, Inboard Bearing Liner.
•• AMM 61-10-00-720-801: Functional Test for the Balancing of the Propeller.
•• AMM 61-20-01-000-801: Removal of the Beta Tubes.
•• AMM 61-20-01-400-801: Installation of the Beta Tubes.
•• AMM 61-20-06-820-801: Adjust the Dual Pulse Probe Assembly.
•• FIM 61-20-00-810-802: Propeller #1 (#2), Failure to achieve 100% Np - Fault Isolation.
•• FIM 61-20-00-810-803: Propeller #1 (#2), Slow to unfeather - Fault Isolation.
•• FIM 61-20-00-810-804: Propeller #1 (#2), Fails to unfeather - Fault Isolation.
•• FIM 61-20-00-810-805: Propeller #1 (#2), Autofeather test fails - Fault Isolation.
•• FIM 61-20-00-810-807: Propeller #1, Uncommanded Propeller Feather - Fault Isolation.

•• AMM 61-20-00-710-801: Operational Test of the Propeller Autofeather and Uptrim

System (MRB #612000-201).
•• AMM 61-20-00-710-802: Operational Test of the Propeller Alternate Feather
(MRB #612000-202).
•• AMM 61-20-00-710-804: Operational Test of the Propeller Fault Code Indication
(MRB #612000-204).
•• AMM 61-20-00-710-805: Operational Check of the Propeller Autofeather System in
Maintenance Mode (CMR# 612000-106).
•• AMM 61-20-00-710-803: Operational Test of the Propeller Overspeed Governor
(MRB #612000-203).
•• AMM 61-20-41-710-801: Operational Test of the Propeller Control Panel.
•• AMM 61-20-36-070-801: PEC Fault Code Clear.
•• AMM 61-20-36-070-802: Propeller Electronic Control Unit (PEC) Reset.
61 PROPELLER

61 PROPELLER

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DASH 8 Q400

FlightSafety International, Inc.

FOR TRAINING PURPOSES ONLY

FlightSafety International Toronto Learning Center

For course information please contact us:

Copyright © 2015 FlightSafety International, Inc.

Dates of issue for original and changed pages are:

Second Edition..... 0.............. August 2013 Revision............... 0.3............... April 2015

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

Cover....................................................... 0.4 70-4 - 70-6.............................................. 0.3

73-ii.......................................................... 0.3 79-17....................................................... 0.4

Fire Detection System.......................................................................................... 26-2

Fire Extinguishing System................................................................................... 26-3

Component Description........................................................................................ 26-5

26-11-00 NACELLE FIRE DETECTION SYSTEM.................................................. 26-11

System Description............................................................................................ 26-13

Functional Test of the Nacelle Fire Extinguishing System.................................. 26-25

Operational Test of Nacelle Fire Detection System............................................. 26-35

26-12-00 SMOKE DETECTION SYSTEM............................................................... 26-39

System Description............................................................................................ 26-41

Component Description...................................................................................... 26-45

26-13-00 APU FIRE DETECTION SYSTEM............................................................ 26-65

Revision 0.4 FOR TRAINING PURPOSES ONLY 26-i

DASH 8 Q400 MAINTENANCE TRAINING MANUAL

Operational Test of the APU Fire Detection System........................................... 26-68

26-24-00 LAVATORY FIRE EXTINGUISHING........................................................ 26-71

System Description............................................................................................ 26-71

26-25-00 PORTABLE HAND OPERATED FIRE EXTINGUISHERS....................... 26-73

Component Description...................................................................................... 26-73

26-00-00 APPENDIX................................................................................................ 26-78

Maintenance Consideration................................................................................ 26-78

26-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 26-79

26-00-00 MAINTENANCE PRACTICES.................................................................. 26-79

26-ii FOR TRAINING PURPOSES ONLY Revision 0.4

26-2 Fire Protection Panel (FPP).......................................................................26-3

26-3 Control Amplifier......................................................................................26-4

26-4 Control Amplifier......................................................................................26-4

26-5 Controls and Indications Nacelle Fire Detection........................................26-6

26-6 Nacelle Fire Protection Panel (Center).......................................................26-7

26-7 Baggage Compartment Fire Protection Panel (Right).................................26-8

26-8 Auxiliary Power Unit Fire Protection Panel...............................................26-9

26-9 Nacelle Fire Detection System.................................................................26-10

26-10 Integrity and Alarm - APD.......................................................................26-12

26-11 Fault A or B - APD..................................................................................26-12

26-12 Short Length Heating or Discrete - APD..................................................26-14

26-13 Engine Fire Press to Reset.......................................................................26-14

26-14 Fire Detection - Normal Operation..........................................................26-16

26-15 Fire Overheat Detection - MLG Fire Detected.........................................26-18

26-16 PEC Fail -EPZ Detected..........................................................................26-20

26-17 EPZ Fail - PEC Fail.................................................................................26-22

26-18 4 Wire Firex Squib Circuit Verification Testers........................................26-24

26-19 Fire Protection System Schematic - Extinguishing...................................26-26

26-20 Nacelle Fire Extinguishing Bottles..........................................................26-26

26-21 Nacelle Fire Extinguisher Bottles Schematic...........................................26-27

26-22 Nacelle Fire Extinguisher Bottle and Cartridges......................................26-28

FOR TRAINING PURPOSES ONLY 26-iii

DASH 8 Q400 MAINTENANCE TRAINING MANUAL

Figure Title Page

26-24 Flammable Fluid Shut-off System - Electrical Schematic........................26-30

26-25 Nacelle Fire Extinguishing System - Electrical Schematic (Sheet 1 of 2).26-32

26-26 Fire Protection Panel - Nacelle................................................................26-34

26-27 Nacelle Fire Extinguishing System - Electrical Schematic (Sheet 2 of 2).26-36

FlightSafety International Toronto Learning Center

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