Dash 8 Q400 Maintenance Training Manual

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. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any other aspect of our training program.

FOR TRAINING PURPOSES ONLY

Courses for the Dash 8 Series and other deHavilland aircraft are taught at the following FlightSafety International learning centers:

FlightSafety International Toronto Learning Center 95 Garratt Boulevard Downsview, Ontario M3K 2A5

For course information please contact us:

1-416-638-9313 1-877-FLY-DASH [email protected] www.flightsafety.com

Copyright © 2015 FlightSafety International, Inc. Unauthorized reproduction or distribution is prohibited. All rights reserved.

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES LIST OF EFFECTIVE PAGES Dates of issue for original and changed pages are: Second Edition..... 0..............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............... 0.1............... April 2014 Revision............... 0.2........... August 2014

Revision............... 0.3............... April 2015 Revision............... 0.4......... October 2015

THIS PUBLICATION CONSISTS OF THE FOLLOWING: Page *Revision No. No.

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CONTENTS VOLUME 2 Chapter Title FIRE PROTECTION

ATA Number 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

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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 System Description............................................................................................ 26-41 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

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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 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

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MAINTENANCE TRAINING MANUAL

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

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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

Aft Cargo Fwd Smoke Detector...............................................................26-39 26-29  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

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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

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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

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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

LEFT AND RIGHT PEC AND EPZ OVERHEAT DETECTION

MASTER FIRE WARNING FUNCTIONS

APU AUTOMATIC SHUTDOWN

LEFT AND RIGHT MLG DETECTION AND FAULT MONITORING

APU SUPPRESSION AND BOTTLE MONITORING

CONTROL AMPLIFIER

LEFT AND RIGHT ENGINE SHUTDOWN

L AND R ENGINE/MWW (MAIN WHEELWELL) SUPPRESSION AND BOTTLE MONITORING

APU DETECTION AND FAULT MONITORING

INLET AND OUTLET VENT VALVE SHUTDOWN

AFT BAGGAGE (CARGO) DETECTION

AFT BAGGAGE (CARGO) SUPPRESSION

FWD BAGGAGE DETECTION

FWD BAGGAGE (CARGO) SUPPRESSION

LAVATORY DETECTION

P/A TONE AND CABIN REPEATER LAMPS (NO INDICATION IN FLIGHT COMPARTMENT)

LEFT AND RIGHT ENGINE DETECTION AND FAULTMONITORING

LAVATORY SUPPRESSION

Figure 26-1. Fire Protection Functional Block Diagram

26-2

FOR TRAINING PURPOSES ONLY

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FIRE EXTINGUISHING SYSTEM

NOTE

Refer to Figure 26-2. Fire Protection Panel (FPP).

Fire or smoke detection is shown on the FPP, CAWP, and Glareshield Panel. Indication is provided at the cabin repeater lights for the lavatory smoke detection.

The fire extinguishing system provides components throughout the aircraft for the extinguishing of detected fires. 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 INLT

VENT OTLT

FIRE BOTTLE

ENGINE 1

ENGINE 2

FIRE TEST DETECTION

Figure 26-2. Fire Protection Panel (FPP)

FOR TRAINING PURPOSES ONLY

26-3

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Figure 26-3. Control Amplifier

FDR Flight Signal Conditioning Unit (FSCU)

Figure 26-4. Control Amplifier

26-4

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

Fire Protection Panel (FPP)

Control Amplifier

Refer to Figure 26-2. Fire Protection Panel (FPP).

Refer to:

The fire protection panel, installed in the flight compartment on the overhead console, provides:

•• Figure 26-3. Control Amplifier. •• Figure 26-4. Control Amplifier. The control amplifier is behind the forward wardrobe on the No. 2 equipment panel. The control amplifier is an electronic unit. BIT control and fault monitoring are accomplished through the control amplifier. There is redundancy in the design of the unit to make sure that there is maximum functional reliability. The primary functions of the fire protection system control amplifier for the Engines, APU and Baggage compartments are:

•• Visual indication of fire •• Overheat conditions in the engines APU fire zones and •• Smoke in the forward and aft baggage compartments. The face of the FPP is divided into the following three areas: •• Engine fire protection panel (Center) •• Baggage compartment fire protection panel (Right) •• 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.

FOR TRAINING PURPOSES ONLY

26-5

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Fuel Valves Open/Closed Lights Extinguisher Bottle Select Switch

Hydraulic Emergency Shut Off Valves Open/Closed Lights

Bottle Arming Lights

VENT INLT

VENT OTLT

Bottle Low Light Fire Detection System Test Switch

FIRE BOTTLE

ENGINE 1

ENGINE 2

FIRE TEST

Loop Fault Indication Lights

DETECTION

PULL FUEL/ HYD OFF Handles

PITCH TRIM

Check Fire Det Warning Light

PITOT HEAT STBY

ICE DETECT FAIL

PITOT HEAT 1

PITOT HEAT 2

PR DEICE DEICE TIMER EMER LTS DISARMED

INTERNAL DOORS

CABIN PRESS

CHECK FIRE DET

SIDE WDO HOT

DEICE PRESS

OVERHEAD CONSOLE

GLARESHIELD PANEL

Engine Press to Reset

Engine Press to Reset SPOILERS

STICK PUSHER SHUT OFF

FLIGHT

ENGINE FIRE

Master Warning Light

ROLL INBD

A/P DISENG

TAXI

C-FROB

ENGINE FIRE

ANTI SKID TEST

ELEVATOR TRIM SHUT OFF

C-FROB WARNING PRESS TO RESET

Figure 26-5. Controls and Indications Nacelle Fire Detection

26-6

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

•• Engine alarm indication (Red Lights - PULL FUEL/HYD OFF Handles)

Nacelle Fire Protection Panel (Center)

•• Fuel and hydraulic valve status (Green - Open, White - Closed)

Refer to: •• Figure 26-5. C  ontrols and Indications Nacelle Fire Detection. •• Figure 26-6. N  acelle Fire Protection Panel (Center). The center zone of the FPP is divided into left and right sections that correspond to the left and right engine nacelles, respectively. System operation, monitoring and status indications are through the Engine FPP. Switches are provided on the Engine FPP for corrective action for fire condition. Nacelle FPP indications are provided for:

•• Fire detector fault status (Fault A - PEC and/or EPZ, Fault B - MLG). Nacelle FPP controls are provided for: •• Bottle discharging (FWD and AFT) •• Engine detection and alarm •• Pilot Initiated Test (TEST DETECTION) •• Activation of the fuel and hydraulic valves, “PULL 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)

FOR TRAINING PURPOSES ONLY

26-7

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MAINTENANCE TRAINING MANUAL

Baggage Compartment Fire Protection Panel (Right)

Baggage Compartment FPP indications are provided for:

Refer to Figure 26-7. Baggage Compartment Fire Protection Panel (Right). The right zone of the FPP is divided into top and bottom sections that correspond to the AFT and FWD baggage compartments, respectively. System operation, monitoring and status indications are through the Baggage Compartment FPP. Switches are provided on the FPP for corrective action for detected smoke conditions.

•• Extinguisher bottle arming (HRD Bottles) •• Extinguisher bottle pressure monitoring (HRD and LRD) •• Smoke alarm indication (FWD and AFT) •• AFT baggage compartment vent valve status. Baggage Compartment FPP controls are provided for: •• Activation of extinguisher bottles •• Built-In-Test (BIT).

VENT INLT

VENT OTLT

FIRE BOTTLE

Figure 26-7. Baggage Compartment Fire Protection Panel (Right)

26-8

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Auxiliary Power Unit (APU) Fire Protection Panel (Left) Refer to Figure 26-8. Auxiliary Power Unit Fire Protection Panel. The left zone of the FPP supplies indications of fire conditions in the APU compartment. APU fire detection and extinguishing is automatic. If the automatic system fails, then a manual override capability is available. APU FPP indications are provided for: •• Extinguisher bottle arming •• Bottle pressure monitoring •• Fire alarm indication

26  FIRE PROTECTION

DASH 8 Q400

•• Fuel valve status •• Fire detector fault status. Switches are provided on the FPP for: •• Backup and override extinguishing •• Built-In-Test (BIT).

NOTE The Engine, APU and Baggage compartment Fire Protection Systems are monitored by the control amplifier, but the control amplifier has been kept out of the critical path for detection and suppression functions.

FIRE TEST

Figure 26-8. Auxiliary Power Unit Fire Protection Panel

FOR TRAINING PURPOSES ONLY

26-9

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NOTE Left nacelle shown, right nacelle similar. A

PEC Responders

PEC Detection EPZ Responders Primary Engine Zone (EPZ)

Main Landing Gear Zone

Firezone and Leading Edge Zone Detection MLG Responder

FWD A

EPZ Responders PEC Responders MLG Responders

Figure 26-9. Nacelle Fire Detection System

26-10

FOR TRAINING PURPOSES ONLY

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26-11-00 NACELLE FIRE DETECTION SYSTEM

NOTES

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.

FOR TRAINING PURPOSES ONLY

26-11

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ELECTRICAL CONTACT PIN

“ALARM” SWITCH (NORMALLY OPEN) CALIBRATION GAS

WARNING RETURN

MANIFOLD

A

FROM TEST (28 VDC)

B

TO TEST

C

IN (28 VDC)

D

OUT (TEST FAULT)

E

SEAL

METAL HYDRIDE (”GAS SPONGE”) CONNECTOR PINS

SENSOR TUBE

HOUSING “FAULT” SWITCH (NORMALLY HELD CLOSED)

Figure 26-10. Integrity and Alarm - APD

ELECTRICAL CONTACT PIN

“ALARM” SWITCH (NORMALLY OPEN) CALIBRATION GAS

WARNING RETURN

MANIFOLD

A

FROM TEST (28 VDC)

B

TO TEST

C

IN (28 VDC)

D

OUT (TEST FAULT)

E

METAL HYDRIDE (”GAS SPONGE”) CONNECTOR PINS

HOUSING “FAULT” SWITCH (NORMALLY HELD CLOSED)

Figure 26-11. Fault A or B - APD

26-12

FOR TRAINING PURPOSES ONLY

SEAL

SENSOR TUBE

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MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

26-13

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“ALARM” SWITCH (NORMALLY OPEN)

ELECTRICAL CONTACT PIN

CALIBRATION GAS WARNING RETURN

MANIFOLD

A

FROM TEST (28 VDC)

B

TO TEST

C

IN (28 VDC)

D

OUT (TEST FAULT)

E

METAL HYDRIDE (”GAS SPONGE”) CONNECTOR PINS

SEAL

SENSOR TUBE

HOUSING “FAULT” SWITCH (NORMALLY HELD CLOSED)

Figure 26-12. Short Length Heating or Discrete - APD

STICK PUSHER SHUT OFF

H G S

ENGINE FIRE HGS FAIL

ANTI SKID TEST

INHIBIT

TERRAIN INHIBIT

ELEVATOR TRIM SHUT OFF

Figure 26-13. Engine Fire Press to Reset

26-14

FOR TRAINING PURPOSES ONLY

CF-AEI

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MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

26-15

26  FIRE PROTECTION

26-16 CONTROL AMPLIFIER

D

65

PEC

C

60 ENGINE 1

R

R

ADVISORY DIM & TEST LEFT NACELLE FIREWALL

G8 101

FIRE DETECTOR OR “B”

8S

D

MLG

C FIRE DET ENG 1 IND (K7) LEFT ESS 5 28 VDC

LEFT MAIN WHEEL WELL

LEFT DC C/BKR PANEL CONTROL AMPLIFIER

FIRE PROTECTION PANEL

SENSOR PRESSURE (TEMPERATURE)

FIRE OVERHEAT DETECTOR

APD Integrity

Figure 26-14. Fire Detection - Normal Operation

A WARNING RETURN ALARM (NORMALLY OPEN)

B FROM TEST C TO TEST

‘FAULT’ (NORMALLY OPEN HELD CLOSED BY READY SENSOR)

D 28 VIN E

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

PULL FUEL HYD OFF

EPZ

C

FIRE EXTINGUISHING PANEL

DASH 8 Q400

ENGINE 1 FIRE DETECTOR “A”

D

26  FIRE PROTECTION

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MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

26-17

26  FIRE PROTECTION

26-18 34

PEC

CONTROL AMPLIFIER 35

ENGINE 1 FIRE DETECTOR “A”

EPZ FIRE EXTINGUISHING PANEL

R

ADVISORY DIM & TEST LEFT NACELLE FIREWALL

R

FIRE DETECTOR OR “B”

A

MLG

C FIRE DET ENG 1 IND (K7) LEFT ESS 28 VDC

LEFT MAIN WHEEL WELL

5

LEFT DC C/BKR PANEL CONTROL AMPLIFIER

FIRE PROTECTION PANEL

MLG Fire - Detected

SENSOR PRESSURE (TEMPERATURE)

FIRE OVERHEAT DETECTOR

ALARM (NORMALLY OPEN)

‘FAULT’ (NORMALLY OPEN HELD CLOSED BY READY SENSOR)

Figure 26-15. Fire Overheat Detection - MLG Fire Detected

A

WARNING RETURN

B

FROM TEST

C

TO TEST

D

28 VIN

E

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

PULL FUEL HYD OFF

DASH 8 Q400

ENGINE 1

26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

26-19

26  FIRE PROTECTION

26-20 34

A D

CONTROL AMPLIFIER 65

C

35

B

PEC

A

ENGINE 1 FIRE DETECTOR “A”

D FIRE EXTINGUISHING PANEL

R

ADVISORY DIM & TEST LEFT NACELLE FIREWALL

R

FIRE DETECTOR OR “B”

MLG FIRE DET ENG 1 IND (K7) LEFT ESS 28 VDC

LEFT MAIN WHEEL WELL

LEFT DC C/BKR PANEL CONTROL AMPLIFIER

FIRE PROTECTION PANEL

SENSOR PRESSURE (TEMPERATURE)

FIRE OVERHEAT DETECTOR

PEC Fail - EPZ Detect

Figure 26-16. PEC Fail -EPZ Detected

ALARM (NORMALLY OPEN)

‘FAULT’ (NORMALLY OPEN HELD CLOSED BY READY SENSOR)

A

WARNING RETURN

B

FROM TEST

C

TO TEST

D

28 VIN

E

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

PULL FUEL HYD OFF

EPZ

C

DASH 8 Q400

ENGINE 1

26  FIRE PROTECTION

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MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

26-21

26  FIRE PROTECTION

26-22 CONTROL AMPLIFIER

PEC

65

ENGINE 1

EPZ FIRE EXTINGUISHING PANEL

R

R

ADVISORY DIM & TEST LEFT NACELLE FIREWALL

G8 101

FIRE DETECTOR OR “B”

8S

MLG FIRE DET ENG 1 IND (K7) LEFT ESS 5 28 VDC

LEFT MAIN WHEEL WELL

LEFT DC C/BKR PANEL CONTROL AMPLIFIER

FIRE OVERHEAT DETECTOR

SENSOR PRESSURE (TEMPERATURE)

FIRE PROTECTION PANEL

EPZ Fail - PEC Fail

Figure 26-17. EPZ Fail - PEC Fail

A WARNING RETURN ALARM (NORMALLY OPEN)

B FROM TEST C TO TEST

‘FAULT’ (NORMALLY OPEN HELD CLOSED BY READY SENSOR)

D 28 VIN E

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

PULL FUEL HYD OFF

DASH 8 Q400

ENGINE 1 FIRE DETECTOR “A”

26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

26-23

26  FIRE PROTECTION

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MAINTENANCE TRAINING MANUAL

J1

J2

FIREX SQUIB CIRCUIT VERIFICATION TESTER

ON CB1A

ON

ON

ON

4 WIRE TEST SET 1

CB1B CB2A CB2B

J1

J2

FIREX SQUIB CIRCUIT VERIFICATION TESTER

ON

ON

ON

CB1B CB2A CB2B

brak98a01.dg, gv, 01/05/02

CB1A

ON

4 WIRE TEST SET 2

Figure 26-18. 4 Wire Firex Squib Circuit Verification Testers

26-24

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

FUNCTIONAL TEST OF THE NACELLE FIRE EXTINGUISHING SYSTEM The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

SQUIB IS ACCIDENTLY ENERGIZED. Connect test set 1 to the No.1 nacelle fire extinguisher bottle. Connect test set 2 to the No.2 nacelle fire extinguisher bottle.

Refer to Figure 26-18. 4 Wire Firex Squib Circuit Verification Testers.

Remove the electrical connectors of the forward and aft extinguisher bottles, and identify the connectors by attaching labels.

CAUTION

Install shunt plugs on the electrical connectors of the cartridges (squibs).

OBEY ALL ELECTROSTATIC DISCHARGE SAFETY PRECAUTIONS WHEN YOU DO MAINTENANCE ON OR NEAR DEVICES SENSITIVE TO ELECTROSTATIC DISCHARGE. IF YOU DO NOT DO THIS YOU CAN CAUSE DAMAGE TO EQUIPMENT.

Open the circuit breakers as listed in the TASK. Do a functional test on the nacelle fire extinguishing system by pulling the PULL FUEL/HYD HANDLES and observing the correct indications on the test set and the FPP. Remove the test set. 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

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26  FIRE PROTECTION

DASH 8 Q400

L PEC

MAINTENANCE TRAINING MANUAL

L EPZ

R PEC

R EPZ

L MLG

PRESSURE SWITCH

R MLG

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

26-26

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Nacelle Fire Extinguisher Bottles Refer to: •• Figure 26-19. F  ire Protection System Schematic - Extinguishing. •• Figure 26-20. N  acelle Fire Extinguishing Bottles. •• Figure 26-21. N  acelle Fire Extinguisher Bottles Schematic. There are two dual port fire extinguishing bottles installed in a FWD and AFT configuration in the left wing root for engine fire suppression. Each bottle is connected through a Check Tee with a drain to the distribution tubes. This gives extinguisher coverage to the right or left nacelle. Electrical connections are installed on the two discharge valves with the explosive squibs and the bottle monitor pressure switch. The fire bottles are stainless steel spheres charged with Halon 1301 as an agent and pressurized with Nitrogen to 600 to 625 psig at 70° F (21°C). Each bottle has two discharge valves actuated by cartridges (squibs) in a housing assembly with an electrical connection.

The bottles use dual-bridgewire ElectroExplosive Devices (EED) within each cartridge and redundant power lines with separate circuit breakers for reliability. A pressure switch is installed to provide indication for low bottle pressure, set to open at 315 psig maximum (increasing) and to close at 225 ± 25 psig (decreasing). One discharge valve on each bottle is connected to the distribution system of Nacelle No.1, and the other is connected to the distribution system of Nacelle No.2. Thermal relief is provided through one of the two burst discs. The relief is then routed through the distribution system into the respective nacelles.

NOTE Use of Halon 1301 does not require maintenance clean up after a discharge into the nacelle. A manual exercise key access in the pressure switch is supplied for ground check of proper pressure switch operation. The key will open the pressure switch contacts, to simulate a depressurized bottle.

No. 1 Nacelle

No. 2 Nacelle

Forward Extinguisher Bottle

Aft Extinguish Bottle

Figure 26-21. Nacelle Fire Extinguisher Bottles Schematic

FOR TRAINING PURPOSES ONLY

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26  FIRE PROTECTION

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26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

A

1

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

A

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

26-28

FOR TRAINING PURPOSES ONLY

26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

FOR TRAINING PURPOSES ONLY

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26  FIRE PROTECTION

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MAINTENANCE TRAINING MANUAL

VALVE POSITION LIGHTS

L (R) ESSENTIAL BUS

ADVISORY LIGHTS DIM & TEST

VALVE POSITION SIGNALS

FIRE PROTECTION PANEL BATTERY BUS

OPEN BATTERY BUS

CLOSE FUEL SOV

BATTERY BUS

TO ENGINE FMU SHUTDOWN SOLENOID CLOSE OPEN

RELAY 2911 K1 (K2)

HYDRAULIC SOV

PULL FUEL/HYD OFF

Figure 26-24. Flammable Fluid Shut-off System - Electrical Schematic

26-30

FOR TRAINING PURPOSES ONLY

26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Fire Extinguishing

NOTES

Refer to Figure 26-24. Flammable Fluid Shutoff 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.

FOR TRAINING PURPOSES ONLY

26-31

26  FIRE PROTECTION

26-32 (J7) FIRE DET ENG #1 VLV IND

+28 VDC L ESS

5A

LEFT DC CBP

49

(K2) 5A

7.5 +28 VDC BATT BUS

(F2) 7.5

FUEL & FMU ENG 1

2NC

2C

71

OPEN IND

71

3NC 3C

U

C RTN

72

CLOSED IND

72

5

B CLOSE

OPEN IND

98

CLOSED IND

99

CR1

3NO 1NC 1C

E-

1NO

FIRE EXT CONT AMP1&2 ENG

4NC

4C

CR3 T- 76-10-00 S- TO HYD

SYS # 1 TEMP SW & QTY SW

5NO

RIGHT DC CBP

LEFT WING

99

ENGINE #1 FUEL SOV OPEN IND C CLOSED IND E

S5

H E GND EGND H-

PULL FUEL/HYD OFF

D BL V DB K X

1

2

3 4

5

6 S7 FIREX SWITCH

81 79 22 23

FWD BTL ARM AFT BTL ARM FAULT A FAULT B

81 79 22 23

ADVISORY LIGHTS CONTROL UNIT

24 25 26 27 66

DS3 DS5 DS7

ADVISORY LIGHTS CONTROL UNIT (ACU) FIRE PROTECTION PANEL

ENG #1 HYD SOV 29-11-00 5 6 59 64 60 65

AFT BTL

FWD BTL

DS1

5NC

5C

J

98

A IND COM

4NO

FIRE EXT CONT CARGO

CLOSED IND G

FUEL VALVE OPEN 8 G FUEL VALVE CLOSED 9 W HYD VALVE OPEN 12 G HYD VALVE CLOSED 13 W

FWD BTL ARM AFT BTL ARM FAULT A FAULT B GND

ENG 1

1 2 3 4

+28 VDC RTN +28 VDC RTN

+28 +28 +28 +28 +28 +28

VDC VDC VDC VDC VDC VDC

17 +28 VDC FWD BTL ARM AFT BTL ARM FAULT A FAULT B

FWD FIREX SQUIB

12 13 16 19

CONTROL AMPLIFIER

1 2 3 4

+28 VDC RTN +28 VDC RTN

AFT FIREX SQUIB

FIRE PROTECTION PANEL

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

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

7.5

OPEN IND F D OPEN E IND COM

2NO

R

N (G2)

6

DASH 8 Q400

(H2)

ENG 1 FUEL SOV

26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

SOV Position Indication

NOTE

Each SOV has position switches for the closed and open positions. These switches drive lights on the FPP via the Advisory Lights Dim and Test unit.

There is a dual input of 28 VDC to the Firex switch for redundancy.

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 shutoff 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.

FOR TRAINING PURPOSES ONLY

26-33

26  FIRE PROTECTION

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MAINTENANCE TRAINING MANUAL

ENGINE 1

ENGINE 2 DETECTION

Figure 26-26. Fire Protection Panel - Nacelle

26-34

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Refer to Figure 26-26. Fire Protection Panel - Nacelle.

•• The ENGINE No.1 FAULT B amber light comes ON

Operation of the system is from the FPP.

•• Make sure an intermittent audible warning tone is heard

The bottle to fire is selected by operating the EXTG switch towards the AFT BTL or FWD BTL position. The selected bottle will discharge its contents into all 3 zones (EPZ, PEC & MLG) simultaneously. The bottle pressure switch will open and the engine “BTL LOW” indicator light on the FPP will come on, thus indicating loss of bottle pressure in one or both bottles.

OPERATIONAL TEST OF NACELLE FIRE DETECTION SYSTEM Refer to the Bombardier AMM PSM 1-84-2 for a detailed description of this maintenance practice.

•• Release TEST DETECTION switch to the center position. Pull the ENGINE No.1 PULL FUEL/HYD OFF HANDLE. Check as follows: •• ENG 1 FWD BTL arm amber light is ON •• ENG 1 AFT BTL arm amber light is ON •• FUEL VALVE CLOSED white light is ON •• HYD VALVE CLOSED white light is ON •• Push the ENGINE No.1 PULL FUEL/ HYD OFF HANDLE back in. Repeat process for Engine No.2.

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. 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

Revision 0.4

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26-35

26  FIRE PROTECTION

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26  FIRE PROTECTION

26-36 (J7)

+28 VDC L ESS

FIRE DET ENG #1 VLV IND

5A

LEFT DC CBP

49

(K2) 5A

7.5 +28 VDC BATT BUS

(F2) 7.5

FUEL & FMU ENG 1

2NC

2C

2NO

R

3NC 3C

U

1NC E-

1NO

FIRE EXT CONT AMP1&2 ENG

4NC

4C

7.5

FIRE EXT CONT CARGO

RIGHT DC CBP

OPEN IND

71

C RTN

72

CLOSED IND

72

5

B CLOSE

OPEN IND

98

CLOSED IND

99

CR3

CLOSED IND G

98

A IND COM TS- TO HYD SYS # 1 TEMP SW & QTY SW

LEFT WING

99

ENGINE #1 FUEL SOV OPEN IND C CLOSED IND E

FUEL VALVE OPEN 8 G FUEL VALVE CLOSED 9 W HYD VALVE OPEN 12 G HYD VALVE CLOSED 13 W

5NO S5

H E GND EGND H-

D BL V DB K X

1

2

3 4

5

6 S7 FIREX SWITCH

FWD BTL ARM AFT BTL ARM FAULT A FAULT B

81 79 22 23

ADVISORY LIGHTS CONTROL UNIT

24 25 26 27 66

DS5 DS7

FIRE PROTECTION PANEL

ENG #1 HYD SOV

5 6 59 64 60 65

AFT BTL

81 79 22 23

DS3

ADVISORY LIGHTS CONTROL UNIT (ACU)

PULL FUEL/HYD OFF

FWD BTL

DS1

5NC

5C

J

71

FWD BTL ARM AFT BTL ARM FAULT A FAULT B GND

ENG 1

1 2 3 4

+28 VDC RTN +28 VDC RTN

+28 +28 +28 +28 +28 +28

VDC VDC VDC VDC VDC VDC

17 +28 VDC FWD BTL ARM AFT BTL ARM FAULT A FAULT B

FWD FIREX SQUIB

12 13 16 19

CONTROL AMPLIFIER

1 2 3 4

+28 VDC RTN +28 VDC RTN

AFT FIREX SQUIB

FIRE PROTECTION PANEL

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

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

4NO

N (G2)

OPEN IND F D OPEN E IND COM

CR1

3NO 1C

6

DASH 8 Q400

(H2)

ENG 1 FUEL SOV

26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

NOTES

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.

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

A

A

B

FW A

SMOKE DETECTOR INSTALLED

FWD

B

Figure 26-28. Smoke Detector - Locations

26-38

D

FOR TRAINING PURPOSES ONLY

26  FIRE PROTECTION

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MAINTENANCE TRAINING MANUAL

26-12-00 SMOKE DETECTION SYSTEM

GENERAL Refer to: •• Figure 26-28. S  moke Detector - Locations.

INTRODUCTION Smoke detection is done by smoke detectors which are installed in the AFT baggage (cargo) compartment, the FWD baggage area and the lavatory. The smoke detectors in the FWD and AFT baggage compartments are attached to the mounting surface with four pan-head screws. Case grounding for the smoke detectors are provided through the bottom area of the base plate.

•• Figure 26-29. A  ft Cargo Fwd Smoke Detector. •• Figure 26-30. Lavatory Smoke Detector. If a smoke condition is sensed, the applicable warning indicator lights on the FPP or the repeater lights in the passenger compartment ceiling come on. 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 Detector

Figure 26-30. Lavatory Smoke Detector

FOR TRAINING PURPOSES ONLY

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PRESSURE SWITCH

SMOKE 1

SQUIB AFT HRD FIRE BTL

MAINTENANCE TRAINING MANUAL

SQUIB PRESSURE SWITCH

LRD FIRE BTL

SMOKE 2

SQUIB

CONTROL AMPLIFIER

SMOKE

PRESSURE SWITCH FWD HRD FIRE BTL

AFT BAGGAGE COMPARTMENT

FWD BAGGAGE COMPARTMENT LAVATORY COMPARTMENT

POTTY BTL

SQUIB

SMOKE PASSENGER ADDRESS SYSTEM AND CHIME REPEATER LIGHTS

FIRE PROTECTION PANEL

MASTER WARNING/ CAUTION PANEL

Figure 26-31. Fire Protection System Schematic - Extinguishing

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SYSTEM DESCRIPTION

NOTES

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.

FOR TRAINING PURPOSES ONLY

26-41

26  FIRE PROTECTION

26-42 SMK DET BAG/C GO 2

(M5) 5A

RIGHT DC CBP

+28 VDC TEST

SMOKE DETECTOR

F B

+28 VDC TEST

OFF

52 58

D ACU

SMOKE 2 DETECTOR FWD BAGGAGE 54 SMOKE TEST SW REAR CARGO 55 TEST SWITCH 2 REAR CARGO 60 TEST SWITCH 1

C-

B2 B1

TEST +28 VDC

SMOKE 1 DETECTOR

D

C2 +28 VDC

C1 P

D2 D1

SMOKE DET LAV/CGO 1 RIGHT ESS +28 VDC CGO VENT VLVS R MAIN +28 VDC

A +28 VDC C +28 VDC B RTN SMOKE DETECTOR LAVATORY

TO 33-44-00

44

S11 A1

1 2

6 4

57

35

41 VENT INLT

6 4

56

37

40 VENT OTLT

INLET VENT VALVE

EXTINGUISH

A2 +28 VDC

B F

63

FIRE EXTINGUISHING PANEL

D

1 2

ACU

A3 L

25

A

4

OUTLET VENT VALVE

B3 C3

D3 43

18 SMOKE CAUTION AND WARNING PNL

8 9

AVIONICS RACK 55 +28 VDC 45 +28 VDC

MASTER WARNING 41

24

MASTER WARNING IOM #1

RIGHT DC CBP CONTROL AMPLIFIER

AVIONICS RACK

24

MASTER WARNING IOM #2

Figure 26-32. Smoke Detected

FIRE EXTINGUISHING PANEL

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FIRE EXTINGUISHING PANEL

F B

DASH 8 Q400

RIGHT ESS +28 VDC

MAINTENANCE TRAINING MANUAL

Detection Smoke Detected Refer to Figure 26-32. Smoke Detected. The FWD baggage smoke detector and the AFT baggage smoke detector 2 (Aft) receive 28 VDC from the right essential bus via circuit breaker M5, SMK DET BAG/CGO 2. The AFT baggage smoke detector 1 (Fwd) and the LAV smoke detector receive 28 VDC from the right essential bus via circuit breaker L5, SMK DET LAV/CGO. Smoke detected by the FWD baggage smoke detector outputs 28 VDC on pin D directly to the FPP to illuminate the SMOKE (Red) advisory switchlight. This signal is also sent to the fire control amplifier pin 8. The control amplifier outputs to illuminate the following: •• The SMOKE red switchlight •• The EXT white switchlight •• The FWD ARM amber light and •• The SMOKE warning light & Master WARNING.

Smoke detected by either AFT baggage smoke detector outputs 28 VDC on pin D directly to the FPP to illuminate the SMOKE (Red) advisory switchlight. This signal is also sent to the fire control amplifier pin 9. The control amplifier outputs to close the inlet and the outlet valve and to illuminate the following: •• The SMOKE red switchlight •• The EXT white switchlight •• The AFT ARM amber light •• The SMOKE warning light & Master WARNING. The smoke detection system will automatically arm the appropriate squibs if the squibs have bridgewire continuity and power. The smoke detection system will reset upon removal of the smoke. However, the inlet and outlet valves in the AFT baggage compartment will remain closed until the appropriate circuit breakers are reset. Refer to Figure 26-33. Fire Protection Panel Aft Baggage Smoke Detection.

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Vent Valves Closed Light Smoke Detected Light Extinguisher Switchlight VENT INLT

VENT OTLT

Aft Smoke Detector Test Switch Bottle Low Pressure Lights

FIRE BOTTLE

ENGINE 1

ENGINE 2

FIRE TEST DETECTION

Fwd Baggage HRD ARM Light

Smoke Warning Light

PITCH TRIM

PITOT HEAT STBY

ICE DETECT FAIL

PITOT HEAT 1

PITOT HEAT 2

PR DEICE DEICE TIMER EMER LTS DISARMED

INTERNAL DOORS

CABIN PRESS

CHECK FIRE DET

SIDE WDO HOT

DEICE PRESS

OVERHEAD CONSOLE

GLARESHIELD PANEL

SPOILERS

STICK PUSHER SHUT OFF

FLIGHT

ENGINE FIRE ROLL INBD

C-FROB

Master Warning Light

A/P DISENG

TAXI ELEVATOR TRIM SHUT OFF

WARNING PRESS TO RESET

Figure 26-33. Fire Protection Panel Aft Baggage Smoke Detection

26-44

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

NOTE

Aft High Rate Fire Extinguisher Bottle

Use of Halon 1301 does not require maintenance clean up after a discharge into the baggage compartment. This light will come on when the AFT HRD bottle has lost pressure.

Refer to Figure 26-34. Aft Baggage High Rate Fire Bottle and Cartridge. The aft baggage compartment HRD bottle is installed at the LH side in the aft fuselage aft of the LRD bottle. Electrical connections are provided for the squib and the bottle monitor pressure switch. The HRD bottle is a stainless steel container filled with Halon 1301 and pressurized with Nitrogen gas.

A manual exercise key access in the pressure switch is supplied for ground check of proper pressure switch operation. The key will open the pressure switch contacts, to simulate a depressurized bottle condition. The HRD bottle pressure switch status is indicated by the AFT “BTL LOW” light on the FPP.

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

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

1 2 LEGEND 1. Bracket 2. Clamps 3. Discharge Valve 4. Cartridge (Squib) 5. Discharge Tube 6. Lanyard 7. Electrical Connector 8. Pressure Switch/Gauge

3 5 4 6

7

B

7

8

Figure 26-35. Forward High Rate Fire Extinguisher Bottle and Cartridge

26-46

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Fwd High Rate Fire Extinguisher Bottle

NOTES

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.

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

High Rate Fire Extinguisher Bottle Low Rate Fire Extinguisher Bottle

Bottle

Discharge head

Discharge head

Lanyard Cartridges (squibs) Electrical connectors

Figure 26-36. Baggage Low Rate Fire Extinguisher Bottles and Cartridge

26-48

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

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26  FIRE PROTECTION

26-50

FIRE PROTECTION PANEL

FWD CARGO HRD PRESS

B A C

FWD CARGO BAY

CARGO LTS (K3) 5 LEFT ESS 28 VDC

42

RIGHT DC CIRCUIT BREAKER PANEL

A1 B2

1

B3

B1 C2 D2

D3

D1 S11

B

A

B

A

A

9 4

7

A

A

FWD FWD ARM BTL LOW

5

LRD PRESS SW

47

B

P F-

33

25

15

66

C

M

32

59 5 27 7 28

AFT AFT ARM BTL LOW A

TAIL

16

D819

37 38 39 50

93 97 93 ADVISORY 96 97 DIM & TEST 96 109 109

27 48 29 40

HRD PRESS SW

B

D-

E51

8

C

A

C3

C1

A

CONTROL AMPLIFIER 41 45

TAIL

10 11

1 2

17 18

3 4

A B C

FWD CARGO HRD SQUIB

1 2

FWD CARGO LRD SQUIB

CARGO HRD SQUIB

3 4 32 15

CARGO 1 LRD SQUIB 2

33 23

3 4

Figure 26-37. Aft Baggage Smoke Detected

MAINTENANCE TRAINING MANUAL

A3

DASH 8 Q400

FOR TRAINING PURPOSES ONLY

P +28 VDC C- +28 VDC A2

LEFT DC CIRCUIT BREAKER PANEL

CARGO FIRE EXT (G2) BATTERY BUS 7.5 28 VDC

J

MAINTENANCE TRAINING MANUAL

OPERATION

The continuity of the squibs is also monitored. If both the HRD 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.

Extinguish (AFT) Figure 26-37. Aft Baggage Smoke Detected. Pressure in the AFT 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.

Refer to Figure 26-38. Fire Protection Panel Detail AFT Baggage Smoke.

OVERHEAD CONSOLE

Outlet Vent Valve Closed Light

Smoke Detected Light

Inlet Vent Valve Closed Light

VENT INLT

VENT OTLT

Extinguisher Switchlight

Smoke Detector Test Switch

Aft Baggage HRD ARM Light

FIRE BOTTLE

HRD Bottle Low Pressure Light LRD Bottle Low Pressure Light

Figure 26-38. Fire Protection Panel Detail AFT Baggage Smoke

FOR TRAINING PURPOSES ONLY

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26-52

FIRE PROTECTION PANEL

FWD CARGO HRD PRESS

B A C

FWD CARGO BAY

CARGO LTS (K3) 5 LEFT ESS 28 VDC

42

RIGHT DC CIRCUIT BREAKER PANEL

A1 B2

1

B3

B1 C2 D2

D3

D1 S11

B

A

B

A

A

9 4

7

A

A

FWD FWD ARM BTL LOW

5

LRD PRESS SW

47

B

P F-

33

25

15

66

C

M

32

59 5 27 7 28

AFT AFT ARM BTL LOW A

TAIL

16

D819

37 38 39 50

93 97 93 ADVISORY 96 97 DIM & TEST 96 109 109

27 48 29 40

HRD PRESS SW

B

D-

E51

8

C

A

C3

C1

A

CONTROL AMPLIFIER 41 45

TAIL

10 11

1 2

17 18

3 4

A B C

FWD CARGO HRD SQUIB

1 2

FWD CARGO LRD SQUIB

CARGO HRD SQUIB

3 4 32 15

CARGO 1 LRD SQUIB 2

33 23

3 4

Figure 26-39. Aft Baggage Fire Extinguished (Sheet 1 of 2)

MAINTENANCE TRAINING MANUAL

A3

DASH 8 Q400

FOR TRAINING PURPOSES ONLY

P +28 VDC C- +28 VDC A2

LEFT DC CIRCUIT BREAKER PANEL

CARGO FIRE EXT (G2) BATTERY BUS 7.5 28 VDC

J

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MAINTENANCE TRAINING MANUAL

Figure 26-39. Aft Baggage Fire Extinguished (Sheet 1 of 2).

NOTES

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.

FOR TRAINING PURPOSES ONLY

26-53

26  FIRE PROTECTION

26-54

FIRE PROTECTION PANEL

FWD CARGO HRD PRESS

B A C

FWD CARGO BAY

CARGO LTS (K3) 5 LEFT ESS 28 VDC

42

RIGHT DC CIRCUIT BREAKER PANEL

A1 B2

1

B3

B1 C2 D2

D3

D1 S11

B

A

B

A

A

9 4

7

A

A

FWD FWD ARM BTL LOW

5

LRD PRESS SW

47

B

P F-

33

25

15

66

C

M

32

59 5 27 7 28

AFT AFT ARM BTL LOW A

TAIL

16

D819

37 38 39 50

93 97 93 ADVISORY 96 97 DIM & TEST 96 109 109

27 48 29 40

HRD PRESS SW

B

D-

E51

8

C

A

C3

C1

A

CONTROL AMPLIFIER 41 45

TAIL

10 11

1 2

17 18

3 4

A B C

FWD CARGO HRD SQUIB

1 2

FWD CARGO LRD SQUIB

CARGO HRD SQUIB

3 4 32 15

CARGO 1 LRD SQUIB 2

33 23

3 4

Figure 26-40. Aft Baggage Fire Extinguished (Sheet 2 of 2)

MAINTENANCE TRAINING MANUAL

A3

DASH 8 Q400

FOR TRAINING PURPOSES ONLY

P +28 VDC C- +28 VDC A2

LEFT DC CIRCUIT BREAKER PANEL

CARGO FIRE EXT (G2) BATTERY BUS 7.5 28 VDC

J

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MAINTENANCE TRAINING MANUAL

Refer to Figure 26-40. Aft Baggage Fire Extinguished (Sheet 2 of 2).

NOTES

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.

FOR TRAINING PURPOSES ONLY

26-55

26  FIRE PROTECTION

26-56

FIRE PROTECTION PANEL

FWD CARGO HRD PRESS

B A C

FWD CARGO BAY

CARGO LTS (K3) 5 LEFT ESS 28 VDC

42

RIGHT DC CIRCUIT BREAKER PANEL

A1 B2

1

B3

B1 C2 D2

D3

D1 S11

B

A

B

A

A

9 4

7

A

A

FWD FWD ARM BTL LOW

5

LRD PRESS SW

47

B

P F-

33

25

15

66

C

M

32

59 5 27 7 28

AFT AFT ARM BTL LOW A

TAIL

16

D819

37 38 39 50

93 97 93 ADVISORY 96 97 DIM & TEST 96 109 109

27 48 29 40

HRD PRESS SW

B

D-

E51

8

C

A

C3

C1

A

CONTROL AMPLIFIER 41 45

TAIL

10 11

1 2

17 18

3 4

A B C

FWD CARGO HRD SQUIB

1 2

FWD CARGO LRD SQUIB

CARGO HRD SQUIB

3 4 32 15

CARGO 1 LRD SQUIB 2

33 23

3 4

Figure 26-41. Forward Baggage Compartment Fire Detected

MAINTENANCE TRAINING MANUAL

A3

DASH 8 Q400

FOR TRAINING PURPOSES ONLY

P +28 VDC C- +28 VDC A2

LEFT DC CIRCUIT BREAKER PANEL

CARGO FIRE EXT (G2) BATTERY BUS 7.5 28 VDC

J

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MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

26-57

26  FIRE PROTECTION

26-58

FIRE PROTECTION PANEL

FWD CARGO HRD PRESS

B A C

FWD CARGO BAY

CARGO LTS (K3) 5 LEFT ESS 28 VDC

42

RIGHT DC CIRCUIT BREAKER PANEL

A1 B2

1

B3

B1 C2 D2

D3

D1 S11

B

A

B

A

A

9 4

7

A

A

FWD FWD ARM BTL LOW

5

LRD PRESS SW

47

B

P F-

33

25

15

66

C

M

32

59 5 27 7 28

AFT AFT ARM BTL LOW A

TAIL

16

D819

37 38 39 50

93 97 93 ADVISORY 96 97 DIM & TEST 96 109 109

27 48 29 40

HRD PRESS SW

B

D-

E51

8

C

A

C3

C1

A

CONTROL AMPLIFIER 41 45

TAIL

10 11

1 2

17 18

3 4

A B C

FWD CARGO HRD SQUIB

1 2

FWD CARGO LRD SQUIB

CARGO HRD SQUIB

3 4 32 15

CARGO 1 LRD SQUIB 2

33 23

3 4

Figure 26-42. Forward Baggage Compartment Fire Extinguished (Sheet 1 of 2)

MAINTENANCE TRAINING MANUAL

A3

DASH 8 Q400

FOR TRAINING PURPOSES ONLY

P +28 VDC C- +28 VDC A2

LEFT DC CIRCUIT BREAKER PANEL

CARGO FIRE EXT (G2) BATTERY BUS 7.5 28 VDC

J

26  FIRE PROTECTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Figure 26-42. Forward Baggage Compartment Fire Extinguished (Sheet 1 of 2).

NOTES

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.

FOR TRAINING PURPOSES ONLY

26-59

26  FIRE PROTECTION

26-60

FIRE PROTECTION PANEL

FWD CARGO HRD PRESS

B A C

FWD CARGO BAY

J

RIGHT DC CIRCUIT BREAKER PANEL

A3

A1 B2

1

B3

B1 C2 D2

D3

D1 S11

B

A

B

A

16

P F-

33

47 25

15

66

M

32

59 5 27 7 28

D819 AFT AFT ARM BTL LOW A

A

9 4

7

A

A

FWD FWD ARM BTL LOW

5

37 38 39 50

93 97 93 ADVISORY 96 97 DIM & TEST 96 109 109

27 48 29 40

HRD PRESS SW

B TAIL

D-

E51

8

C

LRD PRESS SW

A

C3

C1

A

CONTROL AMPLIFIER 41 45

B C

TAIL

10 11

1 2

17 18

3 4

A B C

FWD CARGO HRD SQUIB

1 2

FWD CARGO LRD SQUIB

CARGO HRD SQUIB

3 4 32 15

CARGO 1 LRD SQUIB 2

33 23

3 4

Figure 26-43. Forward Baggage Compartment Fire Extinguish (Sheet 2 of 2)

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

P +28 VDC C- +28 VDC A2

LEFT DC CIRCUIT BREAKER PANEL

CARGO FIRE EXT (G2) BATTERY BUS 7.5 28 VDC

DASH 8 Q400

CARGO LTS (K3) 5 LEFT ESS 28 VDC

42

MAINTENANCE TRAINING MANUAL

The HRD and LRD bottles fire at the same time. Due to restrictors, the LRD bottle pressure switch will not activate until 15 minutes after squib discharge. At this time the AFT BTL LOW advisory light illuminates.

Refer to: •• Figure 26-43. F o r w a r d B a g g a g e Compartment Fire Extinguish (Sheet 2 of 2). •• Figure 26-44. F ire Protection Panel Fwd Baggage Smoke Detection.

VENT INLT

VENT OTLT

Bottle Low Pressure Lights FIRE BOTTLE

ENGINE 1

Smoke Detected Light Extinguisher Switchlight

ENGINE 2

FIRE TEST DETECTION

FWD Baggage Compartment Smoke Detector Test Switch

PITCH TRIM

Smoke Warning Light

PITOT HEAT STBY

ICE DETECT FAIL

PITOT HEAT 1

PITOT HEAT 2

FWD Bottle Arm Light (Amber)

PR DEICE DEICE TIMER EMER LTS DISARMED

INTERNAL DOORS

CABIN PRESS

CHECK FIRE DET

SIDE WDO HOT

OVERHEAD CONSOLE

DEICE PRESS

GLARESHIELD PANEL

SPOILERS

STICK PUSHER SHUT OFF

FLIGHT

ENGINE FIRE ROLL INBD

Master Warning Light

A/P DISENG

TAXI

C-FROB

ELEVATOR TRIM SHUT OFF

WARNING PRESS TO RESET

Figure 26-44. Fire Protection Panel Fwd Baggage Smoke Detection

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Lavatory Smoke Detection

Refer to Figure 26-46. Lavatory Smoke Detector.

The lavatory smoke detector alerts the cabin crew of smoke in the lavatory.

The lavatory smoke detector has the following:

Refer to Figure 26-45. Cabin Repeater Lights. Smoke detected in the lavatory will cause a local red detector Light Emitting Diode (LED) to come on and a local audio alert to sound. Smoke detected also causes the passenger compartment ceiling repeater red lights to illuminate and a single audible warning (high chime) in the passenger address system to sound.

Figure 26-45. Cabin Repeater Lights

26-62

A green LED: Indicates the smoke detector is powered by the aircraft DC bus. A red alarm LED and aural alert: Indicates smoke has been detected. A test switch is used to test the smoke detector. A successful test will bring on the red alarm LED and the local aural alert. An alarm interrupt switch is used to silence the local alarm if it is activated by smoke detection.

Figure 26-46. Lavatory Smoke Detector

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

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APU Fire Extinguisher Bottle

Bulkhead

APU Fire Extinguishing Distribution Lines NOTE The manual exercise key provided for ground check is not applicable to APU fire extinguishing bottles equipped with pressure gauge.

FWD

APU Fire Extinguishing Distribution Lines

Figure 26-47. APU Fire Extinguishing

26-64

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

26-13-00 APU FIRE DETECTION SYSTEM INTRODUCTION APU fire detection system senses fire or overheat conditions in the APU compartment.

The APU fire detection is by a single APD in the APU compartment. The APD operation is the same as previously described in the engine nacelle section. The APD interfaces with the control amplifier and the FPP. The fire protection system has a stainless steel fire extinguisher bottle in the aft equipment section.

GENERAL Refer to: •• Figure 26-47. APU Fire Extinguishing. •• Figure 26-48. APU Fire Extinguisher.

Figure 26-48. APU Fire Extinguisher

FOR TRAINING PURPOSES ONLY

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26-66 (L3)

+28 V DC LEFT ESS

(5A)

APU FUEL SOV/IND BOT PRESS LOW

LEFT DC CBP

28

DISCRETE GND FROM PSEU

TAILCONE

A B C

c

3

APU BOTTLE PRESSURE SWITCH

31 22 24

13

CAUTION AND WARNING PANEL

+28 VDC FUEL VALVE OPEN FUEL VALVE CLOSED

+26 VDC

APU CAUTION

A Z

U FIRE CNTR EMPENNAGE

D B

OPEN CLOSED CLOSED IND OPEN IND

A C E

GND RTN IND COMMON

D

APU FUEL VALVE

APU FIRE DETECTOR 4 2 1

A

A B C

FAULT

B

C

EDISCRETE GND FROM PSEU

APU RELAY PNL

APU FADEC

APU FIREX SQUIB

SW1 OFF/ EXTINGUISH TEST

FAULT

G- AIR/GND

7

+28VDC

30 31

V Z

SW1 OFF/ EXTINGUISH

40

53 TEST

(Q7) 3A RIGHT ESS 28 VDC

(K1)

RH D C CBP

20 +28 VDC CONTROL AMPLIFIER

(G7) 5A

BAT BUS 28 VDC

APU FIRE

7.5A

APU FIRE IND

RH CBP CONSOLE 48 +28 VDC

CAR GO/APU MAN EXTINGUISH

OPEN IND CLOSED IND

11 10

87 88

67 68

APU BTL LOW APU BTL ARM APU FIRE APU FAULT

29 31 47 28

89 84 85 86

69

C- +28 VDC

FIRE PANEL CONTROL

ACU

Figure 26-49. APU Fire Detection and Extinguishing - Schematic

65

G F

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

C +28 VDC

A

7

APU CAUTION T

B B

W

DASH 8 Q400

AFT EQUIPMENT BAY

Y BOT PRESS LOW M- FUEL VALVE GND

MAINTENANCE TRAINING MANUAL

OPERATION APU Fire Detection System Refer to Figure 26-49. APU Fire Detection and Extinguishing - Schematic. The control amplifier interfaces with the FPP and the APU APD. Further it performs detector and suppressor monitoring and test functions, and drives the appropriate lights on the FPP and the CAWP. When a fire or overheat is sensed in the APU, the control amplifier performs the following: •• FIRE (red) light on the FPP illuminates. •• BTL ARM (amber) light on the FPP illuminates. •• FUEL OPEN (green) advisory light on the FPP extinguishes. •• FUEL CLOSED (white) light on the FPP illuminates. •• EXTG (white) switch light on the FPP illuminates. •• CHECK FIRE DET (red) warning light on the CAWP and flashes. •• Master WARNING PRESS TO RESET (red) light on the Glareshield Panel comes on and flashes. When a fire or overheat is sensed, the APU will automatically shut down and the extinguisher bottle will fire. The FAIL advisory light on the APU control panel will come on.

The APU is shutdown automatically and the FAIL advisory light in the APU control panel illuminates. After a seven seconds delay, an electrical signal from the control amplifier ignites an Electro-Explosive Device (EED) in the extinguisher cartridge. The EED then explodes and the fire extinguishing agent is automatically released through the distribution tubes to the APU compartment. The APU BTL ARM light on the FPP extinguishes and the BTL LOW light illuminates. If automatic fire extinguishing fails and a fire or overheat condition is still sensed, a manual override capability is available by operating the APU EXTG switch on the FPP. APU fire extinguisher bottle pressure is shown by a BTL LOW light on the FPP. The APU will automatically shut down. Manual operation also causes operation of the circuit which closes the APU fuel shutoff valve, which is indicated by the APU FUEL VALVE CLOSED advisory light illuminating. The APU fire bottle is constantly monitored by the control amplifier for pressure during a nonalarm state. The bottle pressure switch status is indicated by the BTL LOW light on the FPP. The light will come on when the APU fire bottle has lost pressure. The APU BTL ARM light will come on during the APU FIRE TEST, if at least one squib bridgewire has continuity and power.

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.

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

OPERATIONAL TEST OF THE APU FIRE DETECTION SYSTEM The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Obey all electrical/electronic safety precautions. Make sure the aircraft electrical system is energized. Make sure the CB’s listed in the Task sheet are CLOSED. Do an Operational Test of the APU fire detection system as follows: •• Select APU Power switch ON •• Observe APU FADEC BIT •• On the FPP check APU FUEL VALVE OPEN light is ON •• C h e c k A P U F U E L V A L V E CLOSED light is OFF •• Push and hold APU FIRE TEST pushbutton. Make sure that: °° The APU FIRE indicator light is ON (FPP)

°° The MASTER WARNING and MASTER CAUTION lights are ON. •• Release APU FIRE TEST BUTTON. Make sure that: °° A P U F U E L V A L V E O P E N indicator light goes OFF °° APU FUEL VALVE CLOSED light comes ON °° The APU FIRE indicator light is OFF (FPP) °° The BTL ARM indicator light is OFF (FPP) °° The APU EXTG switchlight is OFF (FPP) °° The FAULT indication is OFF (APU control panel) °° The FAIL indicator light is OFF (APU control panel) °° The APU caution light is OFF °° The CHECK FIRE DET warning light is OFF °° The MASTER WARNING and MASTER CAUTION lights are OFF. •• Push APU PWR switch to remove the power.

°° 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

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

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26-24-00 LAVATORY FIRE EXTINGUISHING INTRODUCTION Refer to Figure 26-50. Lavatory Fire Extinguisher and Waste-Bin.

SYSTEM DESCRIPTION Refer to Figure 26-51. Lavatory Compartment Waste-Bin Fire Extinguisher.

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

Fire Extinguisher Bottle

End Cap

Discharge Tube

FWD LAVATORY

Figure 26-51. Lavatory Compartment Waste-Bin Fire Extinguisher

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A

A

A

A x2

Figure 26-52. Hand Held Fire Extinguishers

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26-25-00 PORTABLE HAND OPERATED FIRE EXTINGUISHERS

Flight Compartment Fire Extinguisher

COMPONENT DESCRIPTION

A single portable hand operated fire extinguisher in the flight compartment is attached to the left bulkhead behind the pilot’s seat. Instructions for use of the extinguisher are shown on the body of the extinguisher bottle.

Flight Compartment Fire Extinguisher and Passenger Cabin Fire Extinguishers

Refer to Figure 26-53. Hand Operated Flight Compartment Fire Extinguisher.

Refer to Figure 26-52. Hand Held Fire Extinguishers.

Passenger Cabin Fire Extinguishers

Hand Operated Fire Extinguishers

Refer to:

Refer to: •• Figure 26-53. H  and Operated Flight Compartment Fire Extinguisher. •• Figure 26-54. A  ft Cabin Fire Extinguishers. •• Figure 26-55. H  and Operated Fire Extinguisher - Aft Passenger Compartment. •• Figure 26-56. H  and Operated Fire Extinguisher - Fwd Passenger Compartment. The portable hand-operated fire extinguishers are filled with Halon 1211. Each bottle is suitable for use on electrical, fuel or oil fires. Halon 1211 is not toxic or corrosive. It does not cause cold burns, harm fabrics or metals and does not leave residue on electrical components.

•• Figure 26-54. A  ft Cabin Fire Extinguishers. •• Figure 26-55. H  and Operated Fire Extinguisher - Aft Passenger Compartment. •• Figure 26-56. H  and Operated Fire Extinguisher - Fwd Passenger Compartment. The passenger compartment is protected by three portable hand-operated fire extinguishers. A single portable hand operated fire extinguisher is in the forward draft bulkhead stowage. Two portable hand operated fire extinguishers are in a drawer attached to the left aft draft bulkhead forward side.

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Figure 26-53. Hand Operated Flight Compartment Fire Extinguisher

Figure 26-54. Aft Cabin Fire Extinguishers

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A

B

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

B

Figure 26-55. Hand Operated Fire Extinguisher - Aft Passenger Compartment

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Cylinder

Strap

FORWARD CABIN

Figure 26-56. Hand Operated Fire Extinguisher - Fwd Passenger Compartment

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26-00-00 APPENDIX MAINTENANCE CONSIDERATION Safety Precautions WARNING 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 CONNECTOR. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS IF THE SQUIB IS ACCIDENTALLY ENERGIZED.

WARNING BE CAREFUL WITH THE FIRE EXTINGUISHER. THE FIRE EXTINGUISHER IS PRESSURIZED. IT CONTAINS HALON 1301. DO NOT BEND THE DISCHARGE TUBES. IF YOU DO THIS, THE PRESSURE CAN CAUSE INJURY AND THE HALON FUMES ARE POISONOUS.

CAUTION DO NOT USE MORE THAN 2.5 LBF IN (0.28 NM) OF TORQUE WHEN YOU TURN THE TEST POINT. IF YOU DO NOT DO THIS, YOU CAN CAUSE DAMAGE TO THE PRESSURE SWITCH AND THE FIRE BOTTLE WILL NOT OPERATE CORRECTLY.

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.

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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  IRE PROTECTION panel, an indication discrepancy of the FAULT B light in the ENGINE 1 area - Fault Isolation. •• FIM 26-11-00-810-803: F  IRE PROTECTION panel, an indication discrepancy of the FAULT A light in the ENGINE 2 area - Fault Isolation.

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•• FIM 26-11-00-810-804: F  IRE PROTECTION panel, an indication discrepancy of the 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  IRE PROTECTION panel, an indication discrepancy of the FAULT light in the APU area - Fault Isolation. •• FIM 26-13-00-810-803: F  IRE PROTECTION panel, an indication discrepancy of the 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).

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•• 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  IRE PROTECTION panel, an indication discrepancy of the FWD BTL light for the ENGINE 1 - Fault Isolation. •• FIM 26-21-00-810-803: F  IRE PROTECTION panel, an indication discrepancy of the FWD BTL light for the ENGINE 2 - Fault Isolation. •• FIM 26-21-00-810-804: F  IRE PROTECTION panel, an indication discrepancy of the EXTG AFT BTL light for the ENGINE 1- Fault Isolation. •• FIM 26-21-00-810-805: F  IRE PROTECTION panel, an indication discrepancy of the 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  IRE PROTECTION panel, an indication discrepancy of the BTL LOW light in the APU area - Fault Isolation. •• FIM 26-23-00-810-804: F  IRE PROTECTION panel, an indication discrepancy of the EXTG light in the APU area - Fault Isolation. •• FIM 26-23-00-810-805: F  IRE PROTECTION panel, an indication discrepancy of the BTL ARM light in the APU area - Fault Isolation. •• FIM 26-23-00-810-806: F  IRE PROTECTION panel, an indication discrepancy of the VALVE CLOSED light in the APU area - Fault Isolation.

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•• FIM 26-23-00-810-807: F  IRE PROTECTION panel, an indication discrepancy of the 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).

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CHAPTER 28 AIRFRAME FUEL SYSTEM

Page

28-00-00 INTRODUCTION........................................................................................ 28-1 System Description.............................................................................................. 28-3 28-11-00 FUEL TANKS.............................................................................................. 28-5 Introduction......................................................................................................... 28-5 General................................................................................................................ 28-5 System Description.............................................................................................. 28-5 Inspection and Classification of Fuel Leaks......................................................... 28-5 Component Description........................................................................................ 28-9 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 System Description............................................................................................ 28-21 Component Description...................................................................................... 28-21 Operation........................................................................................................... 28-25 28-21-00 ENGINE FUEL FEED............................................................................... 28-26 General.............................................................................................................. 28-26 System Description............................................................................................ 28-26 Component Description...................................................................................... 28-27 Operation........................................................................................................... 28-35

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Page

Operational Test of the Engine Feed Shut-off Valve................................................. 28-35 28-22-00 APU FUEL FEED...................................................................................... 28-36 General.............................................................................................................. 28-36 28  AIRFRAME FUEL SYSTEM

System Description............................................................................................ 28-36 Component Description...................................................................................... 28-37 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 System Description............................................................................................ 28-40 Component Description...................................................................................... 28-41 Operation........................................................................................................... 28-45 Operational Check of the Fuel Transfer System.................................................. 28-49 28-24-00 REFUEL/DEFUEL..................................................................................... 28-51 General.............................................................................................................. 28-51 System Description............................................................................................ 28-51 Component Description...................................................................................... 28-53 Controls and Indications.................................................................................... 28-63 Operation........................................................................................................... 28-65 28-40-00 INDICATING............................................................................................ 28-77 General.............................................................................................................. 28-77 System Description............................................................................................ 28-77 Component Description...................................................................................... 28-78 Operation........................................................................................................... 28-89 28-00-00 APPENDIX................................................................................................ 28-96

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Page Maintenance Consideration................................................................................ 28-96 28-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 28-97 28  AIRFRAME FUEL SYSTEM

28-00-00 MAINTENANCE PRACTICES.................................................................. 28-97

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ILLUSTRATIONS 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

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Figure Title Page

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Figure Title Page

28  AIRFRAME FUEL SYSTEM

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

28-33

Fuel Transfer Operation (Sheet 2 of 3).....................................................28-46

28-34

Level Control Valve Operation.................................................................28-47

28-35

Fuel Transfer Operation (Sheet 3 of 3).....................................................28-48

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

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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

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Figure Title Page

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28  AIRFRAME FUEL SYSTEM

CHAPTER 28 AIRFRAME FUEL SYSTEM

28-00-00 INTRODUCTION 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.

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28  AIRFRAME FUEL SYSTEM

BACK UP SYSTEM TO FQC

MFD FUEL PAGE & ED

Figure 28-1. Fuel System Block Diagram

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MAINTENANCE TRAINING MANUAL

SYSTEM DESCRIPTION Refer to Figure 28-1. Fuel System Block Diagram. Fuel is contained in two integral main wing tanks designated No.1 (Left) and No.2 (Right). Each wing tank includes a surge bay and a collector bay. The left tank supplies fuel to the left engine and APU. The right tank supplies fuel to the right engine. There are three drain valves at the lowest points of each tank to permit checks for water accumulation and to drain residual fuel from the tanks when required. Normal engine feed is by means of an ejector pump in each collector bay. The engine Fuel Metering Unit (FMU) supplies the motive flow. No electrical power is required for normal engine feed operation. In the event of an ejector pump failure, the auxiliary AC electrical pump in the collector bay is selected ON to supply engine fuel feed. Four scavenge ejector pumps transfer fuel inboard to the collector bay. This maintains a constant level in the collector bay to ensure engine fuel feed regardless of aircraft attitude and minimizes the quantity of unusable fuel. A low fuel level sensor is in each collector bay to provide a caution indication to the crew. Pressure refueling and defueling is accomplished through a single point refuel/ 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.

A high level sensor shutoff system ensures the maximum allowable tank capacity is not exceeded. As an alternative to pressure refueling and defueling, each tank can be filled through an overwing filler port. Each fuel tank is vented through a surge bay in the outboard section of the main tank. Fixed vent lines and float vent valves between the fuel tanks and the surge bays provide adequate capacity for in flight venting. During pressure refueling, tank venting is supplemented by a high capacity vent valve which is opened by refuel pressure. The Fuel Quantity Gauging System (FQGS) accurately measures the quantity of fuel in the main tanks. It supplies the fuel quantity data to the flight compartment and the refuel/defuel panel for display. Fuel quantity may also be checked on the ground by use of the magnetic dipsticks on the lower surface of the wing. The maximum usable fuel capacity of the aircraft is approximately 5,338 kg (11,724 lb). A wing-to-wing fuel transfer system is provided to correct lateral fuel imbalance. The auxiliary pump in the donor tank transfers the fuel to the receiving tank. The FUEL CONTROL TRANSFER panel in the flight compartment controls the operation of the fuel transfer system. The maximum allowable tank to tank imbalance is 272 kg (600 lb).

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.

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

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MAINTENANCE TRAINING MANUAL

FWD

28  AIRFRAME FUEL SYSTEM Overwing Filler Cap Surge Bay

Main Tank

Collector Bay

Collector Bay

Overwing Filler Cap Main Tank

Pressure Refuel/ Defuel Control Panel

Figure 28-2. Fuel Tanks

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FOR TRAINING PURPOSES ONLY

Surge Bay

MAINTENANCE TRAINING MANUAL

28-11-00 FUEL TANKS INTRODUCTION The fuel tanks contain the fuel to be used by the aircraft engines and optional Auxiliary Power Unit (APU).

GENERAL 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 to prevent over-pressurization of the fuel tanks.

SYSTEM DESCRIPTION Refer to Figure 28-2. Fuel Tanks. Each fuel tank is formed by the structure of the wing itself. This is known as an integral wet wing tank. The fuel tanks include the following components:

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 that a minimum of 2% of the total volume is maintained for expansion of the fuel.

INSPECTION AND CLASSIFICATION OF FUEL LEAKS The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Fuel leaks are divided into four groups for flight safety analysis. The four groups of fuel leaks are stain, seep, heavy seep and running leak. Each group is determined by visual examination of the wet areas around the leak source. Areas must be wiped clean after each examination for accurate identification and analysis of each leak. The size patterns of the leaks are based on examinations 15 minutes after the leak area is wiped clean.

•• Flapper check valves

NOTE

•• Motive flow lines •• Motive flow check valves •• Scavenge flow lines

Fuel tanks must be filled before you do the fuel leak analysis.

•• Forward scavenge ejector

The four groups of fuel leaks are identified and analyzed as follows:

•• Aft scavenge ejector

1. Stain:

•• Mid wing scavenge ejector •• Outboard scavenge ejector •• Gravity refill cap

A stain is a leak where the wet area has a dimension that is no larger than 1.5 inches (3.8 cm) after the time interval (15 minutes).

NOTE

•• Water drain valve. The fuel tanks are formed by the front and rear wing spars and the upper and lower wing skins. The inboard end of the main fuel tank is the wing rib at WS 42 and the outboard end is the wing rib at WS 407. The main tanks and the collector bays are the storage areas for the fuel. The total volume

Small stains can be repaired when necessary. 2. Seep: A seep is a leak where the wet area has a dimension that is no larger than 4 inches (10.1 cm) after the time interval (15 minutes).

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

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28  AIRFRAME FUEL SYSTEM

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

28-6

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

NOTE Small seeps can be repaired when necessary. 3. Heavy Seep: A heavy seep is a leak where the wet area has a dimension that is no larger than 6 inches (15.2 cm) after the time interval (15 minutes).

NOTE: Heavy seep conditions must be monitored continuously and repaired as soon as possible. 4. Running Leak: A running leak is any leak in excess of heavy seep. Fuel will appear immediately after the area has been wiped dry and can run or drip from surface.

NOTE Running leaks must be repaired before the next flight. Refer to Figure 28-3. Fuel Tank - Sections. Each tank is divided into three sections: •• Main tank

The wing box section between the WS 42 left and WS 42 right is called the dry bay. It separates the wing tanks from the fuselage. There are two openings in the bottom wing skin inboard of each WS 42. These openings provide overboard draining of minor fuel leaks, area ventilation and pressure relief resulting from altitude changes. Removable rectangular panels along the top of the wing provide access to the inside of the main tank, surge bay and dry bay. The openings at the top of the wing rib structures inside the tanks minimize the amount of air pockets during refueling and aircraft maneuvers. Rib baffles slow the flow of fuel to the outboard end of the wing tank during uncoordinated manoeuvres or accelerated rolls. One-way flapper valves installed near the bottom of the ribs allow the fuel to flow inboard only. This allows the scavenge ejectors to maximize the amount of fuel they can scavenge at low fuel and wing down conditions. The wet wing tanks are prevented from leaking by sealing all the ribs, stringer joints, spars and fasteners with sealing compound. Adequate drainage paths are provided in the ribs and stringers to allow for the drainage of water by gravity to the sump areas of the tank. The sumps are in the following areas:

•• Collector bay

•• Surge bay

•• Surge bay. The inboard sections of the main tank form the collector bay. The collector bay holds a constant supply of fuel for the engine fuel feed system. The collector bay is located laterally between WS 42 and WS 79 and longitudinally between the rear wing spar and the wing box structure aft of fuselage station FS 396. The capacity of the collector bay is approximately 227 L (60 US gallons). The surge bay is outboard of the main tank between WS 407 and WS 425. Each surge bay is connected through integral standpipes to two separate NACA vents on the bottom of the wings. The standpipes prevent fuel spillage overboard. Vent lines, routed from each surge bay to its main tank, control the pressure inside the tanks.

•• Main tank, immediately outboard of rib at WS 191 •• Collector bay, close to the main ejector pump. A drain valve is in each sump area to allow for the drainage of water when the aircraft is on the ground.

CAUTION Ensure all wing inspection panels are replaced before moving the aircraft.

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28  AIRFRAME FUEL SYSTEM A

L FUE

FLO

W

A

Figure 28-4. Flapper Check Valves

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COMPONENT DESCRIPTION

NOTES

Flapper Check Valves Refer to Figure 28-4. Flapper Check Valves.

28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

28-10 GRAVITY REFILL CAP

FORWARD SCAVENGE EJECTOR

FORWARD SCAVENGE EJECTOR

MOTIVE FLOW FUEL LINE GRAVITY REFILL CAP

SURGE TANK

SURGE TANK

COLLECTOR BAY

OUTBOARD SCAVENGE EJECTOR

OUTBOARD SCAVENGE EJECTOR

SYMBOL LEGEND

MID WING SCAVENGE EJECTOR

Check Valve

AFT SCAVENGE EJECTOR

Ejector Pump

MID WING SCAVENGE EJECTOR

Motive Flow Fuel Filter

LINE LEGEND Motive Flow Fuel Line Scavenge Fuel Line

Figure 28-5. Motive Flow and Scavenge System

AFT SCAVENGE EJECTOR

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

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MOTIVE FLOW FUEL LINE

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Motive Flow Lines

NOTES

Refer to Figure 28-5. Motive Flow and Scavenge System.

28  AIRFRAME FUEL 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.

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28  AIRFRAME FUEL SYSTEM

A

7

FLOW

FWD

A

Figure 28-6. Motive Flow Check Valve

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Motive Flow Check Valve

NOTES

Refer to Figure 28-6. Motive Flow Check Valve.

28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM A

NOTE One component shown, other seven similar.

A

Figure 28-7. Scavenge Ejector

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Forward Scavenge Ejector

Mid Wing Scavenge Ejector

Refer to Figure 28-7. Scavenge Ejector.

Refer to:

The purpose of the forward scavenge ejector is to keep the collector bay full of fuel. There is one forward scavenge ejector in each tank. Each ejector is in the forward area of the wing just outboard of the closure rib at WS 42 and immediately aft of the front spar.

Aft Scavenge Ejector Refer to Figure 28-7. Scavenge Ejector. The purpose of the aft scavenge ejector is to keep the collector bay full of fuel. There is one aft scavenge ejector in each tank. The ejector is in the aft area of the wing near the rear wing spar inboard of the baffle rib at WS 117.

•• Figure 28-7. Scavenge Ejector. •• Figure 28-8. Ejector Pump. The purpose of the mid-wing scavenge ejector is to transfer fuel inboard to the collector bay. There is one mid wing scavenge ejector in each tank. The ejector is just inboard of WS 191 at the low point of the wing. Motive flow is pumped to the ejector through the motive flow lines.

Outboard Scavenge Ejector Refer to: •• Figure 28-7. Scavenge Ejector. •• Figure 28-8. Ejector Pump. 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.

Low-Volume, High-Pressure Motive Flow Fuel from the FMU

High-Volume Low-Pressure Fuel is Supplied to the Collector Bay

LEGEND Motive Flow Fuel Suppy (Suction) (Scavenge) Scavenge/Boost Fuel

Fuel Supply

Figure 28-8. Ejector Pump

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Gravity Refill Cap Refer to Figure 28-9. Gravity Refill Cap. The gravity refill cap allows for gravity refueling of the aircraft. 28  AIRFRAME FUEL SYSTEM

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 Refill Cap

Gravity Refill Adapter

Access Panel NOTE Arrow on filler cap must align with arrow on adapter

E

N

E

P

O

S

LO

C

FWD

Figure 28-9. Gravity Refill Cap

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MAINTENANCE TRAINING MANUAL

Water Drain Valve Refer to Figure 28-10. Water Drain Valve. The water drain valves may be opened to drain any water accumulation in the tank. The valves are also used to drain residual fuel from the tanks when necessary. 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.

The drain valve is spring-loaded closed and may be locked in the open position. The secondary seal design allows the replacement of the primary sealing “O” ring with the fuel still in the tank. The valve is retained and held against the lower wing skin by a non-metallic nut inside the fuel tank. Electrical grounding of the aluminum valve is through the valve mounting flange and the wing skin.

A

NOTE One drain valve shown, Other five valves similar.

A

Figure 28-10. Water Drain Valve

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DRAIN THE WATER FROM THE WING TANKS AND THE DRY BAY

28  AIRFRAME FUEL SYSTEM

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. The maintenance procedure that follows is for the draining of the water from the wing tanks and the dry bay. The water drain valves are on the bottom skin of the wings.

WATER CONTAMINATION FUEL CHECK The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. The maintenance procedure that follows gives instructions to do the water contamination check for the fuel system. •• Make sure that you park the aircraft on level ground •• Ground the aircraft

WARNING OBEY THE FUEL SAFETY PRECAUTIONS WHEN YOU DO WORK ON THE FUEL SYSTEM OR A FUEL SYSTEM COMPONENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO PERSONS AND DAMAGE TO THE EQUIPMENT.

•• Obey the safety precautions when you do work on the aircraft fuel system •• Make sure the fuel in the tanks is stable. Do the water contamination check for the fuel system as follows: •• Open each drain valve in the wing lower skin •• Collect a fuel sample in the bottle •• Close the drain valve

WARNING GROUND THE AIRCRAFT AND THE WORKSTAND BEFORE YOU DO FUEL SYSTEM MAINTENANCE. AN ELECTROSTATIC SPARK CAN CAUSE AN EXPLOSION OR A FIRE.

•• Do a visual inspection of the fuel sample. Make sure that the fuel has no waterline or milky particles •• If you see contamination, drain the water from the tank until clean fuel flows •• Do the visual inspection of a fuel sample 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. 28-18

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MAINTENANCE TRAINING MANUAL

FUNCTIONAL CHECK OF THE FUEL TANK COMPONENTS FOR ELECTRICAL BONDING The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. The components to be checked in this task are all those in the engine fuel feed system, fuel transfer system and APU fuel supply system. Also tested are the lines in the fuel vent, scavenge/motive flow, pressure relief, refuel/ defuel, engine feed and APU plumbing lines.

Do a functional check of the components and lines for electrical bonding using the low resistance ohmmeter. •• Record the resistance values and ensure they do not exceed the limits Do a functional check of the components and lines for electrical bonding with the loop resistance tester. •• Record the resistance values and ensure they do not exceed the limits •• Re-apply any paint or anti-corrosion that was removed or damaged during the testing •• 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.

Revision 0.4

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28-20 INBOARD VENT LINE OUTBOARD VENT LINES

SURGE TANK

SURGE TANK COLLECTOR BAY OUTBOARD VENT LINES

SYMBOL LEGEND NACA Vents

Vent Float Valve

OUTBOARD VENT LINES Refuel Vent Valve

Figure 28-11. Vent System

MAINTENANCE TRAINING MANUAL

OUTBOARD VENT LINES

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FOR TRAINING PURPOSES ONLY

INBOARD VENT LINE

GRAVITY REFILL CAP

GRAVITY REFILL CAP

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28-12-00 VENTS

Outboard Vent Line

GENERAL Refer to Figure 28-11. Vent System. The vent system lets air enter the fuel tanks as the fuel is supplied to the engines, or during aircraft defueling. This prevents structural damage to the tanks from an excessively low internal pressure. The vents also let air out of the tanks when the aircraft is being refueled to prevent the tanks from over-pressurizing.

There are two outboard vent lines in each fuel tank connecting the main fuel tank to the surge bay. Each vent line is connected to a vent float valve through its own 1.0 in. (2.54 cm) hole in the tank closure rib at WS 407. The vent lines extend down to within 0.5 in. (12.7 mm) of the bottom of the surge bay. As the surge bay is pressurized in-flight, through the NACA vents, any fuel in the surge bay is scavenged by the 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.

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28  AIRFRAME FUEL SYSTEM

Refer to Figure 28-11. Vent System.

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28  AIRFRAME FUEL SYSTEM

A NOTE Left wing shown, right wing similar.

B

A

INB

D

FWD

B

Figure 28-12. Vent Float Valve and Standpipe

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Vent Float Valves Refer to: •• Figure 28-12. V  ent Float Valve and Standpipe. •• Figure 28-13. Vent Float Valve. The purpose of the vent float valve is to prevent fuel from flowing into the surge bay. 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.

The vent float valve, on the forward part of the rib at WS 407, supplies venting during a climb. The vent float valve on the aft part of the rib at WS 407 supplies venting during a descent. The two vent float valves and the inboard vent line provide adequate venting for most flight attitudes.

Valve

Float

Connection to Surge Bay

Figure 28-13. Vent Float Valve

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28  AIRFRAME FUEL SYSTEM

Two vent float valves are near the top of the rib dividing the main tank from the surge bay (WS 407).

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28  AIRFRAME FUEL SYSTEM

Figure 28-14. Surge Bay NACA Vents

NOTE Left side shown, right side similar. A

O

D

B

T

U

FWD

A

K

N TA E

V N T

LE

A

LE

C

T

U

P

O

E

E

T

K

R

NOTE 1 Left side shown, right side similar. 2 Access panel removed for clarity.

FWD A

A

Figure 28-15. Surge Bay NACA Vents (Interior)

28-24

Figure 28-16. Surge Bay NACA Vents (Exterior)

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OPERATION

NOTES

Refer to: •• Figure 28-11. Vent System.

28  AIRFRAME FUEL 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.

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28-21-00 ENGINE FUEL FEED

SYSTEM DESCRIPTION Each engine fuel feed system includes these components:

28  AIRFRAME FUEL SYSTEM

GENERAL

•• Primary Ejector Pump

Refer to Figure 28-17. Engine Fuel Feed System.

•• Engine Feed Lines

The engine fuel feed system provides pressurized fuel from the tanks to the engines. Each engine feed system consists of a primary ejector pump, an AC powered auxiliary pump and an emergency fuel shut-off valve.

•• Inlet Strainer •• Engine Feed Shut-off Valve •• Auxiliary Pump •• Auxiliary Pump Pressure Switch.

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 Shut-off Valve

Inlet Strainer

Auxiliary Pump

Figure 28-17. Engine Fuel Feed System

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MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

Inlet Strainer

Primary Ejector Pump

Refer to Figure 28-18. Primary Ejector Pump and Inlet Strainer.

Refer to Figure 28-18. Primary Ejector Pump and Inlet Strainer. There is one primary ejector pump in each collector bay. The function of the primary ejector pump is to make sure that there is positive pressure to the engine-driven pump to prevent the possibility of pump cavitation.

The inlet strainers help prevent foreign objects from entering the fuel flow. There are two inlet strainers; one for each primary ejector pump. Each inlet strainer is installed around the fuel inlet port of its related primary ejector pump.

Engine Feed Outlet

FLO

Check Valve

A

W

Motive Fuel Inlet

Fuel Inlet

FWD

Inlet Strainer A

Figure 28-18. Primary Ejector Pump and Inlet Strainer

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28  AIRFRAME FUEL SYSTEM

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28-28 TRANSFER SW

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TRANSFER

FUEL CONTROL

Figure 28-19. Engine Fuel Feed System

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FUEL CONTROL

MAINTENANCE TRAINING MANUAL

Engine Feed Lines Refer to Figure 28-19. Engine Fuel Feed System.

physical and electrical position indication. It is replaced without changing the valve or draining the fuel tank.

The engine feed lines transfer the fuel from the primary ejector pumps and/or the auxiliary pumps to the engines.

There are two thermal relief valves which open between 65 and 70 psig to protect the system 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 handle on the engine fire protection panel.

Refer to Figure 28-20. Engine Feed Shut-Off Valve. The valve is installed inside the tank on the rear spar. The battery bus supplies the 28 VDC to the motor actuator which operates a ball valve in the engine fuel feed line. The electrical motor is installed on the dry side of the spar on a spline to the valve. The motor actuator has

The valve position switches illuminate the green (OPEN) and white (CLOSED) FUEL VALVE lights on the Fire Protection Panel (FPP). The red position lever on the drive shaft of the valve operates the position switches for the green and white lights on the FPP.

Valve

A

NOTE Component at WS 123.0

Rear Spar Actuator

FWD

A

Figure 28-20. Engine Feed Shut-Off Valve

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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. 28  AIRFRAME FUEL SYSTEM

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 Component is located at WS.60.90.0

To 115VAC Power

A

Fuel Outlet Pump Canister

Pump Pressure Pilot Port

To Indicator

Fuel Outlet Pressure Switch Pilot Line

Fuel Inlet A

Figure 28-21. Auxiliary Pump

28-30

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Auxiliary Pump Pressure Switch Refer to: •• Figure 28-22. F  uel Control Transfer Panel. •• Figure 28-23. A  uxiliary Pump Pressure Switch.

The Auxiliary Pump Pressure Switch sends a signal to the FUEL CONTROL TRANSFER panel to indicate that auxiliary pump is operating, and to the FDPS for display on the fuel system page. There are two auxiliary pump pressure switches, one connected to each auxiliary pump. They are 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

A

FWD A

AUXILIARY PUMP

Figure 28-23. Auxiliary Pump Pressure Switch

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28  AIRFRAME FUEL SYSTEM

FUEL

VALVE

VALVE

TRANSFER SW

3 2

4

QTY

5

LBS 6 x1000 7 0

1

TANK

FLAP DEG 35

TO TANK2

TO TANK1

OPEN

+20ºC

5 10 15

TANK1 AUX PUMP

TANK2 AUX PUMP

SW

SW

OFF

OFF

OPEN

2 1

5

LBS 6 x1000 7 0

TOTAL FUEL 4800 LBS

HYD PRESS PSI x 100 PK BRK STBY 1 2

HYD QTY % x 100

3

4

1

2 0

Figure 28-24. MFD Fuel Page

28-32

3 4 QTY

FOR TRAINING PURPOSES ONLY

2

3

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Refer to Figure 28-24. MFD Fuel Page.

NOTES

28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

28-33

28  AIRFRAME FUEL SYSTEM

28-34

COLLECTOR FUEL TANK

AUXILIARY FUEL PUMP #1

A3 A2 R FUEL AUX PUMP #1

P

5A

A1

K

B1

L

C1

M

A

A

D

B2

N C2

115 VAC LEFT BUS

X1

D

B C

X2

K1

A H2

H3

H1

ON

TRANSFER TO

TO

TANK

TANK

1

2

TANK 2 AUX PUMP

TANK 1

J1

2

CR13

TRANS.

ON

5

6

5

FCR12

7

4

H-

TANK 2 CR14

B

TANK#2 AUX PUMP H2

H3

CR13

H1 6

J2

J3

GCR12

8

J1

ICR14

ENGINE/FUEL CONTROL PANEL

B

AUXILIARY FUEL PUMP #1 COLLECTOR FUEL TANK

U FUEL AUX PUMP #2

T S

5A

A3 A2 A1

G

B3 B2

115 VAC RIGHT BUS

B1

H

C3 C2 C1

44

DEFUEL SELECTION

N-

X1

A

C J

AUXILIARY FUEL PUMP #2

X2

J1

A D B

K2

(F4) REFUEL DEFUEL

5A (M3)

REFUEL/DEFUEL PANEL BATT REFUEL

5A (M4)

FUEL TRANSFER RELAY PANEL

Figure 28-25. Engine Fuel Feed System Operation

REFUEL DEFUEL

5A

RIGHT ESS 28 VDC BATTERY BUS 28 VDC LEFT ESS 28 VDC

A

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FUEL CONTROL TANK 1 AUX PUMP

AUX Pump Pressure Switch

J2

J3

DASH 8 Q400

TANK#1 AUX PUMP

MAINTENANCE TRAINING MANUAL

OPERATION Refer to Figure 28-25. Engine Fuel Feed System Operation. The Engine Fuel Feed system is supplied by gravity before engine start, then from the primary ejector pump during the engine run. The 115 VAC Auxiliary (AUX) pump can supplement the engine fuel supply when selected on.

OPERATIONAL TEST OF THE ENGINE FEED SHUT-OFF VALVE The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. •• Energize the aircraft electrical system

Primary Ejector Pump Operation

•• Pressurize No.1 hydraulic system

The primary ejector pump operates with motive flow fuel from an operating engine Fuel Metering Unit (FMU).

•• Remove hydraulic pressure

The engine high pressure pump maximum capacity is 5500 pounds per hour at 1200 psi (8274 kPa). The engine fuel consumption is between 125 pph to 2875 pph. The excess fuel is directed as the Motive Flow fuel to the wing fuel tank ejector pumps. The primary ejector venturi receives high pressure-low volume fuel: •• The high pressure fuel through the venturi creates suction and draws in fuel from the tank •• The ejector pumps out low pressurehigh volume fuel through the Engine Feed SOV directly to the engine.

Auxiliary Pump Operation in Engine Feed Mode

•• Lower the flaps to 35 degrees •• Pull the two PULL FUEL/HYD OFF handles on the FPP •• On the FPP make sure the white FUEL VALVES CLOSED lights come ON and the green OPEN lights go OFF •• At the wings rear spars check that the red indicator levers on the valves, point to CLOSED •• Push the PULL FUEL/HYD handles in to their normal positions •• Check that green FUEL VALVES OPEN lights are ON •• The white FUEL VALVE CLOSED lights are OFF •• The indicator levers on the valves point to the CLOSED position.

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).

Revision 0.4

FOR TRAINING PURPOSES ONLY

28-35

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

28-22-00 APU FUEL FEED GENERAL

28  AIRFRAME FUEL SYSTEM

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

28-36

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION APU Shut-Off Valve

The valve itself is an open/close ball type valve enclosed in a tee-shaped fitting inside the fuel tank.

Refer to Figure 28-27. APU Shut-Off Valve.

CAUTION

The APU shut-off valve gives a positive fuel stop in the supply line to the APU. The APU shut-off valve closes and stops the fuel flow to the APU under these conditions: •• The APU PWR switchlight is selected OFF

APU will shut down if the fire test button is pushed when APU is running.

OPERATION 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 Q400 MSM.

•• The Weight on Wheels (WOW) switch is open (aircraft off ground).

Actuator

FWD

Valve

Figure 28-27. APU Shut-Off Valve

FOR TRAINING PURPOSES ONLY

28-37

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

28  AIRFRAME FUEL SYSTEM

OPERATIONAL CHECK OF THE APU FUEL FEED SHUTOFF VALVE

•• Make sure the APU FUEL VALVE CLOSED white light on the FPP is ON

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

•• Make sure the red pointer on the SOV is in the OPEN position

•• Release the FIRE TEST switch on the FPP

•• Make sure the APU FUEL VALVE OPEN green light is ON

Energize the aircraft electrical system

•• Make sure the APU FUEL VALVE 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

28-38

FOR TRAINING PURPOSES ONLY

Revision 0.4

MAINTENANCE TRAINING MANUAL

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

28-39

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

28-23-00 FUEL TRANSFER

SYSTEM DESCRIPTION

GENERAL

The fuel transfer system includes these components:

Refer to Figure 28-28. Fuel Transfer System.

28  AIRFRAME FUEL SYSTEM

The fuel transfer system provides a means to transfer fuel from one wing tank to the other. The primary purpose of the system is to correct lateral imbalance between the two wing tanks.

•• Fuel Transfer Shut-Off Valves

In case of an in-flight shutdown, it allows the crew to use the remaining fuel from both tanks for sustained single engine operation. The system can empty one fuel tank for maintenance without defueling the aircraft.

•• Fuel Control Transfer Panel.

•• Level Control Shut-Off Valves •• Level Control Solenoids

The fuel transfer system is controlled by a three position TRANSFER switch on the FUEL 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

28-40

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Refuel/Defuel and Transfer ShutOff Valve Refer to Figure 28-29. Refuel/Defuel and Transfer Shut-Off Valve. The shut-off valves open to allow refueling, defueling or fuel transfer. There is one valve in each wing. The valve is on the tank closure rib at WS 42. The valve consists of two parts:

The actuator opens and closes the valve and the valve itself is an open/close ball type valve enclosed in a T-shaped fitting inside the fuel tank.

Level Control Shut-Off Valve The level control shut-off valve lets fuel flow during transfer and refuel operations. It also acts as the primary shut-off device for fuel flow into the tank. There is one level control shut-off valve in each wing. The valves are hydro-mechanically controlled by the level control solenoids.

•• The valve body •• The actuator.

A

Actuator

Rib 42

Refuel/Defuel Transfer Manifold

Valve

NOTE Component at WS 42.0

A

Refuel/Defuel Transfer Manifold

Figure 28-29. Refuel/Defuel and Transfer Shut-Off Valve

FOR TRAINING PURPOSES ONLY

28-41

28  AIRFRAME FUEL SYSTEM

COMPONENT DESCRIPTION

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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). 28  AIRFRAME FUEL SYSTEM

There is one level control solenoid in each wing. It is on the rear wing spar.

NOTE Left component shown, right component similar.

A

FWD

Level Control Solenoid

Pilot Line

Level Control Shut-off Valve

Figure 28-30. Level Control Solenoid

28-42

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Fuel Transfer Panel Refer to Figure 28-31. Fuel Transfer Schematic. The FUEL CONTROL TRANSFER panel is in the flight compartment on the engine instrument panel.

The FUEL CONTROL TRANSFER panel has a TRANSFER switch and two switchlights. The TRANSFER switch is used to set the direction of fuel transfer (TO TANK 1 or TO TANK 2). A pressure signal from an operating auxiliary pump causes the ON switchlight segment to 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

FOR TRAINING PURPOSES ONLY

28-43

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

28  AIRFRAME FUEL SYSTEM

28-44 TO EIS 415 416

TANK 1 AUX PUMP XFER L TO R IND

2

HLCU control of K8 relay

117 218

XFER R TO L IND TANK 2 AUX PUMP

3

Refuel/Defuel Panel Door Switch (GND) (28-24-00-1A SH 2)

320 319

TANK 2 SOV

217 216

TANK 1 SOV

(C4) +28 VDC SEC BUS

1A

FUEL XFER PANEL

B

RIGHT DC CBP

2

G

ON

G

TO K1 AUX PUMP CONTROL

C

G H2

H3

ACU

K7

J2 J1

7

K2

K3

6

5

4

4

ON

G

TANK 2 SOV B VALVE CLOSED CMD

K6

3

D VALVE OPEN CMD

REFUEL/DEFUEL/TRANSFER SOV TANK 2

K

TANK 1 SOV

CR27

15 6

G-

5

F-

CR29 CR28

B1

A2

A3

U

B VALVE CLOSED CMD

A1

V

D VALVE OPEN CMD

J3

K3

L3

F G

X2 X1

2

REFUEL/DEFUEL/TRANSFER TANK 1 SOV

K5 +28 VDC

C

G H3

F G

+28 VDC FROM THE FQC

K8

ACU

X1

+28 VDC (28-24-00)

B2

G

A-

11

1

2821-S3

B-

A1

CR23

L1

3

A3

X2

13

TANK 2

GND FROM PUMP PRESS SWITCH

A2

L2

2

B

CR22 CR21

TO RELAY PANEL

TANK 1 AUX PUMP

TRANS.

1

PIN H-

K1

L3

TANK 1

B1

B2

H1

J3

31-40 A1 IOM #1

+28 VDC FROM THE FQC

CR13

TO EIS

M-

3 HLCU BATTERY

H2

CR6

H1 J2

CR7 8

J1 K2

9

K1

TO RELAY PANEL PIN I-

B2

TO K2 AUX PUMP CONTROL

S - TO FQC

K10 +28 VDC

L2 L1

TANK 2 AUX PUMP

B

TANK 2 LEVEL 5

1

TANK 1 LEVEL 17

2

B1

X2 X1

CR16

B3

FUEL TRANSFER RELAY PANEL +28 VDC

ENGINE/FUEL CONTROL PANEL (CENTER CONSOLE - FWD)

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

HIGH LEVEL CONTROL UNIT

H - TO R/D PANEL LAMP POWER

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

GND FROM PUMP PRESS SWITCH

21

DASH 8 Q400

NOTE: 1 HLCU control of K7 relay

MAINTENANCE TRAINING MANUAL

OPERATION Refer to: •• Figure 28-32. F  uel Transfer Operation (Sheet 1 of 3). •• Figure 28-33. F  uel Transfer Operation (Sheet 2 of 3). •• Figure 28-34. L  evel Control Valve Operation. •• Figure 28-35. F  uel Transfer Operation (Sheet 3 of 3). Fuel transfer in the aircraft is controlled through the FUEL TRANSFER panel and the High Level Control Unit (HLCU). The fuel transfer system shares some of its components with the refuel/ defuel system. The fuel is transferred by an Auxiliary (AUX) pump in the donor tank. (The operation of fuel transfer to tank 1 is described; the operation of fuel transfer to tank 2 is similar). The selection of the TRANSFER switch to the TO TANK 1 position on the FUEL CONTROL panel provides ground signals from the TRANSFER switch to close the relays in the Fuel Transfer relay panel that follow:

The relay K2 receives 28 VDC from the left essential bus and a ground signal from the TRANSFER switch through diode CR16. The closed relay sends three phases AC from the right AC bus to the No.2 Aux Pump which causes the Aux Pump to operate. The rise in Aux Pump output fuel pressure closes the auxiliary pump pressure switch. The closed auxiliary pump pressure switch supplies a ground signal to the IOM No.1 and the Advisory Control Unit (ACU) (Refer to 28-21-00 Engine Fuel Feed). The ground signal to the IOM No.1 causes: •• The green TANK 2 AUX PUMP indicator on the ESID fuel page to illuminate •• The No.2 ENG FUEL PRESS caution light to extinguish. The ground signal to the ACU causes: •• The right Aux Pump ON light on the FUEL TRANSFER panel to illuminate.

•• 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.

FOR TRAINING PURPOSES ONLY

28-45

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

28  AIRFRAME FUEL SYSTEM

28-46 A

A B

64 HI TANK 2 63 LO TANK 2

14

18 FUELING ON

DASH 8 Q400

CAUTION AND WARNING PANEL

NO-FLOW PRESSURE SWITCH

DS1 B

HI TANK 2 LO TANK 2

66 HI TANK 2 76 LO TANK 2

+28 VDC PWR

62

+28 VDC RTN

61

1

W

2

PANEL FLOOD LIGHT R

2X

1X

P T

78 PANEL DOOR "OPEN" SW.

S1

TANK 1 LEVEL

CR3 B2 CR2 CR1

CR23

B1

A2

CR21

A1

CR22

X1 X2

K-

A2

K7

A1

TO RELAY K6-X2

CR25 A LO REFUEL B HI SOV

W X

PANEL DOOR SWITCH

OPEN CMD CLOSE CMD COMMON OPEN POS SW CLOSED POS SW

D

40 15 77 16 41

D B C F G

X2

GDB2

CR27

CR9

CR29

9 24

51 REPEATER IND PWR 52 COMMON

FUEL QUANTITY COMPUTER

B

HI TANK 1 LO TANK 1

TANK 2 LEVEL

TANK 1 PUMP ON/OFF 12 TANK 2 PUMP ON/OFF 13 (VENT VALVES)

X2

J-

RDP POWER 27 7 RDP DOOR SWITCH

VENT VALVE POSITION SWITCH

A2

A1

CR26

CR10 F-

(J) (K)

X2

K4

CR11

CR5

NO-FLOW PRESSURE SWITCH

23 HI TANK 1 46 LO TANK 1

E

LEVEL CONTROL SOV SOLENOID VALVE 2

TO K9 - X2

FUEL TRANSFER RELAY PANEL A B

A LO REFUEL B HI SOV

Z Y

K8

F A

TO RELAY K5-X2

X1

E-

65 HI TANK 1 67 LO TANK 1

CR28

A1

X1 REPEATER IND PWR COMMON

K3

CR8

B1

A2

REFUEL/DEFUEL SOV

E

LEVEL CONTROL SOV SOLENOID VALVE 1

X1

TANK 1 SHUT-OFF 68 TANK 2 SHUT-OFF 55 RDP DOOR STATUS 38

REFUEL/DEFUEL PANEL (RIGHT ENGINE NACELLE)

TO K9 - B2 TO K6 - A2 TO K9 - A2 TO K5 - A2 TO K9 - C2 TO K10 - B3

P R S

55 49 41 52 42 58 33 46 23

R +28 VDC ESS BATT L +28 VDC ESS BATT SW BATTERY TANK1 FUEL S.O. COM. TANK2 FUEL S.O. COM.

BATT COMM

FUEL QUANTITY COMPUTER

Figure 28-33. Fuel Transfer Operation (Sheet 2 of 3)

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

+28 V CBP

VENT VALVE POSITION SWITCH

MAINTENANCE TRAINING MANUAL

The relay K3 receives 28 VDC from the FQC and a ground signal from the TRANSFER switch which energizes the relay closed. The closed relay sends 28 VDC from the FQC to the tank 2 Level Control solenoid which causes the solenoid to energize open. The open solenoid allows the Level Control valve back pressure to be bled out which allows the Aux pump pressure to open the Level Control valve and transfer the fuel. The closed relay K7 supplies the ground signal from the TRANSFER switch to energize the relay K6 closed. The relay K5 receives 28 VDC from the left essential bus and a ground signal from the TRANSFER switch to energize the relay K5 closed.

The closed relays K6 and K5 send 28 VDC (valve open) signals from the Fuel Quantity Computer (FQC) to the two Refuel/Defuel/ Transfer SOV pins “D” which energize open the SOV and allows the fuel to transfer. Relay K10 receives 28 VDC from the left essential bus and a ground signal from the TRANSFER switch. The closed K10 relay provides 28 VDC from the left essential bus to energize the HLCU at pin 3. The not-full signal from the HLCU supplies ground signals to close the relays K7 and K8. (Refer to 28-2400 Refuel/Defuel).

LEGEND System Pressure Pilot Valve Bleed

CLOSED

OPEN

Figure 28-34. Level Control Valve Operation

FOR TRAINING PURPOSES ONLY

28-47

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

28  AIRFRAME FUEL SYSTEM

28-48

BEHIND WARDROBE

FUEL AUX PUMP #1 5A 115 VAC LEFT BUS

GND FROM 2800-S1, ENG/ FUEL CONT. PNL. (28-23-00)

FROM P/J100-5 FROM P/J100-7

A2

P

B2

N P/J21 CR13 FCR12 HCR14 N

A3

J/P22 K

A1 B3

C2

B1 C3

L

C1

M

FROM P/J100-6 FROM P/J100-8

A3

A2

P/J21 CR16 GCR15 I-

B2 C2

A1 B3

G

B1 C3

H

C1

J

9811P/J615 A D B

AUXILIARY FUEL PUMP #2

X2 X1

K2

+28 VDC (SEE 28-24-00, SHT. 1)

FUEL TRANSFER RELAY PANEL

LEFT WING B

31-40 A1 IOM #1 31-41-00 AV. RACK CENTER CONSOLE FWD

RH CIRCUIT BREAKER CONSOLE

RIGHT WING B

J/P11 C B

AV. RACK 3140P/J1A-A1 215 TANK #1 AUX PUMP NORM PRESS

J/P10 C B

TANK 1 PUMP PRESSURE SWITCH

A

C

3313P/J1 123 GND 124 GND

ACU 31-51-00

3313J/P2 123 124

2821-S1 P/J100 + 28 VDC 21 (SEE 28-23-00) 2 4

G

G

G

G

D

2821-S2 ENGINE/FUEL CONTROL PANEL

3140P/J1A-A2 215 TANK #1 AUX PUMP NORM PRESS

31-40 A2 IOM #2 31-41-00 AV. RACK 3140P/J1C-A1 321 TANK #2 AUX PUMP NORM PRESS

31-40 A1 IOM #1 31-41-00 AV. RACK 3140P/J1C-A2 321 TANK #2 AUX PUMP NORM PRESS

TANK 2 PUMP PRESSURE SWITCH

31-40 A2 IOM #2 31-41-00

Figure 28-35. Fuel Transfer Operation (Sheet 3 of 3)

A

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

115 VAC VARIABLE FREQUENCY CBP 24-51-00

COLLECTOR FUEL TANK

D

CR24 GND FROM 2800-S2, ENG/ FUEL CONT. PNL. (28-23-00)

A

K1

T

115 VAC RIGHT BUS

B

+28 VDC (SEE 28-24-00, SHT. 1)

S

5A

AUXILIARY FUEL PUMP #1

X2 X1

A

C

P/J22 U FUEL AUX PUMP #2

9811P/J516 A D B

DASH 8 Q400

'DEFUEL' FROM REFUEL/DEFUEL PNL, P/J1-44 (28-24-00)

P/J22 R

COLLECTOR FUEL TANK

MAINTENANCE TRAINING MANUAL

The fuel transfer will continue until the TRANSFER switch is set to the center position or the High Level Control Unit in the receiver tank senses a full condition.

•• The solid green circle for No.2 Aux Pump on the MFD FUEL PAGE comes ON

If the tank becomes full, the high level sensor removes the ground signal from the relays K7. This de-energizes the Fuel Solenoid Valve which causes the receiving tank Level Control Valve to close and stop the flow.

•• The fuel quantity decreases in tank No.2

When K7 de-energizes this also removes the ground from another relay K6, this relay controls the Refuel/Defuel/Transfer SOV. So the Refuel/Defuel/Transfer SOV closes, as well as the Level Control Solenoid Valve, when the HLCU senses high level in that tank.

OPERATIONAL CHECK OF THE FUEL TRANSFER SYSTEM The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Obey all the fuel system safety precautions Energize the aircraft DC and AC electrical systems Make sure there is 500 to 1000lbs of fuel in each tank

•• The fuel quantity increases in tank No.1 •• Transfer approximately 200 lbs of fuel from tank No.2 to tank No.1 •• Select the TRANSFER switch on the FUEL CONTROL panel to the OFF position. Check as follows: •• The fuel transfer valves positions on the FUEL page change from OPEN to CLOSED •• The TANK 2 AUX PUMP switchlight goes blank •• The solid green circle for No.2 Aux pump on the MFD changes to a white circle outline •• The fuel transfer stops. REPEAT THE ABOVE STEPS FOR TRANSFER FROM TANK No.1 TO TANK No.2 On completion make sure the fuel is evenly distributed between the tanks. 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

Revision 0.4

FOR TRAINING PURPOSES ONLY

28-49

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

28  AIRFRAME FUEL SYSTEM

Refuel Vent/Dump Valve and High Level Sensor Refuel/Defuel Panel

Gravity Refill Cap Level Control Shut-off Valve

Auxiliary Pump

Level Control Shut-off Valve Fuel Transfer Shut-off Valve

Gravity Refill Cap

Fuel Control (Transfer) Panel

Fuel Quantity Computer

Refuel/Defuel/ Transfer Manifold

EIS Displays

Figure 28-36. Refuel/Defuel System

28-50

FOR TRAINING PURPOSES ONLY

Refuel Vent/Dump Valve and High Level Sensor

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

28-24-00 REFUEL/DEFUEL

NOTES

GENERAL 28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

28-51

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

28  AIRFRAME FUEL SYSTEM

IND

B

B

FWD

B

Figure 28-37. Refuel/Defuel Control Panel

28-52

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

NOTES

Refuel/Defuel Control Panel Refer to Figure 28-37. Refuel/Defuel Control Panel. 28  AIRFRAME FUEL SYSTEM

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

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

28  AIRFRAME FUEL SYSTEM

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

28-54

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Refuel/Defuel Shut-Off Valve

NOTES

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

28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

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. 28  AIRFRAME FUEL SYSTEM

The adapter has a metal body that has a springloaded poppet valve which closes after the fuel nozzle is removed. A circular cap protects the poppet valve from damage and contamination.

FWD

TO

CK

LO

Figure 28-39. Refuel/Defuel Adapter

28-56

FOR TRAINING PURPOSES ONLY

S ES PR TO OCK L UN

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

No-Flow Pressure Switch Refer to Figure 28-40. No-Flow Pressure Switch.

28  AIRFRAME FUEL SYSTEM

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.

A

FWD

A

Figure 28-40. No-Flow Pressure Switch

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Refuel Vent Valves Refer to Figure 28-41. Refuel Vent Valves. There is a refuel vent (dump) valve installed in each wing tank on the closure rib at WS 407. The valve is kept open by refueling pressure. 28  AIRFRAME FUEL SYSTEM

If the tank overfills due to a malfunction of the pressure refueling shut-off system, the open valve dumps fuel into the surge bay. If the surge bay fills up, fuel will spill overboard through the NACA vents. 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.

A microswitch on the valve senses the valve position and sends the information to the refuel/ defuel control panel. The DUMP VALVE OPEN (TANK 1 or TANK 2) indicator light on the refuel/defuel control panel comes on when the related refuel vent/ dump valve opens. If the valve does not open during refueling, the refuel/defuel control panel will stop the pressure refueling by sending a signal to the level control solenoid to close the level control shut-off valve.

A

A

Figure 28-41. Refuel Vent Valves

28-58

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MAINTENANCE TRAINING MANUAL

High Level Sensor Refer to Figure 28-42. High Level Sensor.

28  AIRFRAME FUEL SYSTEM

The high level sensor signals the HLCU to stop the refuel or fuel transfer operation when the tank has reached its maximum allowable capacity.

A high level sensor is attached to each refuel vent (dump) valve at the outboard end of each wing tank. It is a dual thermistor bead type. One bead gives a reference temperature while the other senses the fuel level.

A

A

REFUEL VENT VALVE

Figure 28-42. High Level Sensor

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

NOTE Left side shown, Right side similar.

A

A

Figure 28-43. Fuel Quantity Probes

28-60

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MAINTENANCE TRAINING MANUAL

Fuel Quantity Probes

NOTES

Refer to Figure 28-43. Fuel Quantity Probes.

28  AIRFRAME FUEL SYSTEM

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 highimpedance 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.

FOR TRAINING PURPOSES ONLY

28-61

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28  AIRFRAME FUEL SYSTEM

3120 3180 6300

MAINTENANCE TRAINING MANUAL

lb lb lb

2 FAULTS

T/U L2 Open Active

FQC ARINC WR

CLEAR? “hold in RESET” RE

CLEARING Please Wait

CLEARED

Figure 28-44. Fuel System Fault Codes

28-62

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

CONTROLS AND INDICATIONS

NOTES

Refer to Figure 28-44. Fuel System Fault Codes.

FOR TRAINING PURPOSES ONLY

28  AIRFRAME FUEL SYSTEM

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.

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3120 3180 6300

MAINTENANCE TRAINING MANUAL

lb lb lb

28  AIRFRAME FUEL SYSTEM

3120 lb 3280 lb 10000 lb

4430 lb 4500 lb 10000 lb

4600 lb 4650 lb ABORT

5000 lb 5000 lb 10000 lb

Figure 28-45. Preselect Refueling (1 of 2)

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MAINTENANCE TRAINING MANUAL

OPERATION

NOTES

Refer to Figure 28-45. Preselect Refueling (1 of 2).

28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

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)

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Refer to Figure 28-46. Preselect Refueling (2 of 2).

NOTES

In the automatic PRESELECT refueling mode, the desired fuel quantity is selected using the INCR/DECR switch on the RDI. 28  AIRFRAME FUEL SYSTEM

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).

FOR TRAINING PURPOSES ONLY

28-67

28  AIRFRAME FUEL SYSTEM

28-68 LEGEND

POWER GROUND POWER AFTER PRE-SELECT

REFUEL / DEFUEL PANEL +28 V DC

MOV 1 CONT -22 MOV 2 CONT -24

CR17

M L

CR18

CR19 TO K8-B2 (SHT. 2)

FG-

5A

CR 6

M-

TO HLCU

X1 X2

K10

CR 7 TO CATHODE OF CR8 (SHT. 2)

(F4) RIGHT ESS 28 V DC

B2

B1

REFUEL DEFUEL

TO K7-B2 (SHT. 2)

(M3) BATTERY BUS 28 V DC

BATT REFUEL

5A

P-

RIGHT DC CBP

R28 V DC LEFT ESS

(M4)

REFUEL DEFUEL T-

5A

REFUEL/DEFUEL PANEL

CR2

CR3

C1 B3

Q-

B1 A3

S48

K

REFUEL DEFUEL PANEL

CR27 CR23

REFUEL DOOR SWITCH

50 LAMP POWER

C2

S P

X1 7

H

B2 A2

A1

G

78

27 RDP POWER

CR1

N-

LEFT DC CBP

J

TO K5-X2 TO K6-X2

CR5

X2

K9

REFUEL BATTERY POWER

FUEL TRANSFER RELAY PANEL

Figure 28-47. Refuel/Defuel Operation (Sheet 1 of 2)

K6-A2 K5-A2

R

SEE FUEL QUANTITY COMPUTER SHT. 2

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FUEL XFER SW.

MOV CLOSED TO RELAY K6-X1

A2

A1 B3

TO CATHODE OF CR10 (SHT. 2)

TO RELAY K5-X1

DASH 8 Q400

CR20

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

•• Figure 28-47. R  efuel/Defuel Operation (Sheet 1 of 2).

•• Through pin “R” to the FQC pin 49 (see Sheet 2).

•• Figure 28-48. R  efuel/Defuel Operation (Sheet 2 of 2).

•• Through pin “P” to the FQC pin 55 (see Sheet 2).

•• Figure 28-49. R  efuel/Defuel System Schematic.

•• Relay K5-A2 which supplies power to energize open the Tank 1 R/D/T SOV (see 28-23-00 Figure 5).

Refuel/Defuel Operations The automatic and manual refuel/defuel operations are through the fuel adapter in the aft right nacelle. The FQC controls the preset Refuel and Defuel processes. The HLCU monitors the high level sensors and will stop the refuel operation when the wing fuel tank level is high. Defueling of the wing tanks is completed with external suction and/or the auxiliary pump operating in each collector bay. (The Refuel/Defuel/Transfer Motorized ShutOff Valve (R/D/T SOV) can be indicated as MOV in the schematic drawings).

Automatic Refuel (Refer to AMM TASK 12-10-28-650-801 Pressure Refueling). The RDP pin 27 is powered at all times from the three REFUEL circuit breakers.

•• Relay K6-A2 which supplies power to energize open the Tank 2 R/D/T SOV (see 28-23-00 Figure 6). Contact C2 supplies 28 VDC power: •• Through pin “H” to the RDP pin 50 to supply power to the five indicator lights (see Sheet 1). •• The RDP on pin 27 and the (open door) ground on pin 62 to energize the Refuel/ Defuel SOV closed. The closed Refuel/ Defuel SOV sends a (valve closed) ground signal to the RDP pin 41 which causes the MASTER VALVE CLOSED light to come on. •• Through pin “S” to the FQC pins 41, 42, and 52 (see Sheet 2). •• To relay K10-B3 this supplies power to the HLCU (see Sheet 1). The fuel nozzle is connected to the RDP adapter and pressurized fuel (20 psi min. to 50 psi max.) 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).

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

The closed relay K9 supplies 28 VDC to:

Refer to:

28  AIRFRAME FUEL SYSTEM

28-70 LEGEND

POWER GROUND POWER AFTER PRE-SELECT GROUND AFTER 4 SECONDS

A B

64 HI TANK 2 63 LO TANK 2

14

DASH 8 Q400

A

18 FUELING ON

CAUTION AND WARNING PANEL

NO-FLOW PRESSURE SWITCH

DS1 B

66 HI TANK 2 76 LO TANK 2

+28 VDC PWR

62

+28 VDC RTN

61

1

W

2

PANEL FLOOD LIGHT R +28 V CBP

VENT VALVE POSITION SWITCH 2X

1X

P T

78 PANEL DOOR "OPEN" SW.

S1

TANK 1 LEVEL

CR3 B2 CR2 CR1

CR23

B1

A2

CR21

A1

CR22

X1 X2

K-

A2

K7

A1

TO RELAY K6-X2

CR25 A LO REFUEL B HI SOV

W X

PANEL DOOR SWITCH X1

OPEN CMD CLOSE CMD COMMON OPEN POS SW CLOSED POS SW

D

40 15 77 16 41

D B C F G

X2

GDB2

CR27

CR9

CR29

9 24

51 REPEATER IND PWR 52 COMMON

FUEL QUANTITY COMPUTER

B

HI TANK 1 LO TANK 1

TANK 2 LEVEL

TANK 1 PUMP ON/OFF 12 TANK 2 PUMP ON/OFF 13 (VENT VALVES)

X2

J-

RDP POWER 27 7 RDP DOOR SWITCH

VENT VALVE POSITION SWITCH

A2

A1

CR26

X1

(J) (K)

X2

CR5

NO-FLOW PRESSURE SWITCH

23 HI TANK 1 46 LO TANK 1

E

K4

CR11

TO K9 - X2

FUEL TRANSFER RELAY PANEL A B

A LO REFUEL B HI SOV

Z Y

LEVEL CONTROL SOLENOID

F A

TO RELAY K5-X2

K8

CR10 FE-

65 HI TANK 1 67 LO TANK 1

CR28

A1

X1 REPEATER IND PWR COMMON

K3

CR8

B1

A2

REFUEL/DEFUEL SOV

E

LEVEL CONTROL SOLENOID

TANK 1 SHUT-OFF 68 TANK 2 SHUT-OFF 55 RDP DOOR STATUS 38

REFUEL/DEFUEL PANEL (RIGHT ENGINE NACELLE)

TO K9 - B2 TO K6 - A2 TO K9 - A2 TO K5 - A2 TO K9 - C2 TO K10 - B3

P R S

55 49 41 52 42 58 33 46 23

R +28 VDC ESS BATT L +28 VDC ESS BATT SW BATTERY TANK1 FUEL S.O. COM. TANK2 FUEL S.O. COM.

BATT COMM

FUEL QUANTITY COMPUTER

Figure 28-48. Refuel/Defuel Operation (Sheet 2 of 2)

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

HI TANK 2 LO TANK 2

MAINTENANCE TRAINING MANUAL

The fuel selector is set to the PRESELECT REFUEL position. This action causes: •• The FQC pin 46 to receive an RDI enable signal (RDP Door Status) from the RDP pin 38. •• The FQC sends an indication power to the FQC pin 9 to the RDP pin 51 and an indication common to the FQC pin 24 to the RDP pin 52. These signals cause the Refuel/Defuel Indicator (RDI) to come on. The INCR/DECR switch is held to the INCR position to select the fuel load. •• This sends a load request signal to the FQC which calculates the fuel load to the two fuel tanks

•• The tank 1 and 2 High Level Sensor (not full) ground signals keep the relays K7 and K8 energize closed. •• The closed relays K7 and K3 energize the tank 1 Refuel Solenoid Valve open. •• The closed relays K8 and K4 energize the tank 2 Refuel Solenoid Valve open. •• The two open refuel solenoid valves allow the back-pressure fuel to be bled off from the two level control SOV which open the two level control SOV and allow the fuel to enter the fuel tanks. •• The no-flow pressure switches sense 2 psi and open, causing the REFUEL SHUT-OFF lights to extinguish.

•• Four seconds after the INCR/DECR switch is released, the FQC sends a 28 VDC (valve open) signals to the RDP pins 55 and 68.

When the FQC senses the pre-selected level, the FQC stops the refuel operation to each tank. The FQC removes the 28 VDC (valve open) signals to the RDP pins 55 and 68.

•• The RDP sends the 28 VDC (valve open) signals from pins 22 and 24 to the fuel transfer relay panel pins “L” and “M” which causes the relays K5 and K6 to energize closed to energize the two R/D/T SOV open.

•• The RDP removes the ground signals from pins 12 and 13 to the fuel transfer relay panel pins “D-” and “E-” which causes the relays K3 and K4 to de-energize open.

•• The RDP also sends a 28 VDC (valve open) signal from pin 40 directly to the Refuel/Defuel SOV which causes the valve to open and allows pressurized fuel into the fuel manifold. The open Refuel/Defuel SOV removes the ground signal from the RDP pin 41 which causes the MASTER VALVE CLOSED light to extinguish. •• The pressurized fuel opens the two vent valves (one in each tank) which send two ground signals to the RDP pins 65 and 66 and causes the DUMP VALVE OPEN 1 and 2 lights to illuminate. •• The two (vent valve open) ground signals from the RDP pins 12 and 13 to the fuel transfer relay panel pins “D-” and “E-” energize the relays K3 and K4 closed.

•• The open relays K3 and K4 remove 28 VDC from pin “X” and “Y” which causes the Tank 1 and 2 refuel solenoid valves to de-energize closed which causes the level control valves to close and stop the fuel flow. •• The RDP also removes the ground (valve close) signals from pins 22 and 24 to the fuel transfer relay panel pins “L” and “M” which causes the relays K5 and K6 to de-energize open to energize the two R/D/T SOV closed and stop the fuel flow. •• The decrease in fuel pressure causes the no-flow pressure switches to close which supplies ground signals to the RDP pins 23 and 64 and cause the REFUEL SHUT-OFF TANK 1 and 2 indicator lights to illuminate.

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

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FOR TRAINING PURPOSES ONLY

Figure 28-49. Refuel/Defuel System Schematic

28  AIRFRAME FUEL SYSTEM

MAINTENANCE TRAINING MANUAL

The DUMP VALVE OPEN TANK 1 and 2 lights stay on due to the pressure in the fuel manifold. If the FQC does not automatically stop the refueling and the tanks become full, the high level sensors remove the ground signals from the relays K7 and K8. This de-energizes the Fuel Solenoid Valves which causes the two Level Control Valves to close and stop the fuel flow.

Precheck Test

•• The open relay K3 removes 28 VDC from pin “X” to de-energize closed the Tank 1 refuel shut-off solenoid valve which closes the level control valve to close and stops the fuel flow. When the TANK 2 switch is set to the CLOSE position, the RDP removes the ground signal from pin 13 to the fuel transfer relay panel pin “E-” which causes the relay K4 to de-energize open.

During the refuel operation the TANK 1 switch is set to the PRECHECK position. This action tests the automatic shutoff operation of the HLCU.

•• The open relay K4 removes 28 VDC from pin “Y” to de-energize closed the Tank 2 refuel shut-off solenoid valve which closes the level control valve to close and stops the fuel flow.

•• The PRECHECK (open circuit) signal from RDP pin 32 is sensed by the HLCU on pin 4.

The High Level Sensor senses the fuel is high in the left fuel tank; the sensor removes the ground signal from the relay K3.

•• The HLCU removes the ground signal to the fuel transfer relay panel pin “K-” which causes the relay K7 to de-energize open. The open relay K7 de-energizes the level control solenoid valve open which causes the level control valve to close and stop the fuel flow.

•• The open relay K3 removes 28 VDC from pin “X” to de-energize closed the Tank 1 refuel shut-off solenoid valve which closes the level control valve to close and stops the fuel flow.

When the switch is released to the OPEN position, the relay K7 re-energizes closed and opens the level control solenoid valve which opens the level control valve and restarts the fuel flow.

Manual Refuel The manual mode of refuel uses the same relays and valves as the automatic mode but with no control from the FQC. The TANK 1 and TANK 2 switches and the High Level Sensors are used to control the fuel flow in manual mode. When the TANK 1 switch is set to the CLOSE position the RDP removes the ground signal from pin 12 to the fuel transfer relay panel pin “D-”. •• The open circuit signal from pin “D-” causes the relay K3 to de-energize.

This action is similar on the right fuel tank.

Automatic Defuel (Refer to AMM TASK 12-10-28-650-802). The FQC stops the defueling when the preselected fuel level is reached. The fuel tank auxiliary pump operation must be stopped when the fuel quantity nears 50 lbs to prevent damage to the pumps. To stop the auxiliary pumps during defuel, pull the FUEL AUX PUMP No.1 and FUEL AUX PUMP No.2 circuit breakers. The automatic Defuel mode uses similar operations to automatic refuel mode with the exceptions that follow: •• RDP indicator lights indications •• Automatic auxiliary pump operation with 115 VAC power available. •• Fuel nozzle suction is applied (Max. 10 in-Hg (254 mm Hg).

FOR TRAINING PURPOSES ONLY

28-73

28  AIRFRAME FUEL SYSTEM

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DASH 8 Q400

MAINTENANCE TRAINING MANUAL

The fuel selector is set to the PRESELECT DEFUEL position. This action causes: •• The RDI to illuminate.

28  AIRFRAME FUEL SYSTEM

•• The RDP sends a ground signal out from pin 44 to the refuel transfer relay panel P/J21 pin “N” which causes the relays K1 and K2 to energize closed. The closed relays supply 115 VAC power to the two fuel tank auxiliary pumps. The INCR/DECR switch on the RDI is held to the DECR position to select the fuel load.

When the FQC senses the selected fuel quantity it removes the 28 VDC (open) signal to the RDP pins 55 and 68. (Refer to 28-23-00 Fuel Transfer Operation). •• The RDP removes the ground signal from pins 22 and 24 to the fuel transfer relay panel pins “L” and “M” which causes the relays K5 and K6 to de-energize open. The open relays send 28 VDC to pins “B-” and “U” which causes the Tank 1 and 2 R/D/T valves to energize closed and stop the fuel flow.

•• 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.

28-74

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MAINTENANCE TRAINING MANUAL

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

28-75

28  AIRFRAME FUEL SYSTEM

28-76 REFUEL/DEFUEL PANEL

LOW LEVEL FLOAT

TEMPERATURE SENSOR LEFT WING FUEL PROBES (9)

CAUTION AND WARNING PANEL

LOW LEVEL FLOAT

EIS DISPLAYS

FUEL QUANTITY COMPUTER

Figure 28-50. Fuel Indicating System

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

RIGHT WING FUEL PROBES (9)

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

28-40-00 INDICATING

NOTES

GENERAL 28  AIRFRAME FUEL SYSTEM

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. FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION Fuel Quantity Computer (FQC) Refer to Figure 28-51. Fuel Quantity Computer (FQC). 28  AIRFRAME FUEL SYSTEM

The FQC is in the avionics bay below the passenger compartment floor. The FQC has two independent processors. Each of these processors: •• Calculates the fuel quantities in each tank independently

•• Performs a BIT of the fuel gauging components •• S e n d s q u a n t i t y , t e m p e r a t u r e compensation, and BIT data to the EIS displays. The right processor also calculates fuel temperature measurements and transmits the information to the RDI. The FQC performs an initial BIT when it starts up and a continuous BIT when it is in operation. The FQC is self-calibrating and needs no adjustments.

•• Controls the level control solenoid for pre-select refueling

Figure 28-51. Fuel Quantity Computer (FQC)

28-78

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

High Level Control Unit (HLC) Refer to Figure 28-52. High Level Control Unit.

28  AIRFRAME FUEL SYSTEM

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

FOR TRAINING PURPOSES ONLY

28-79

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28  AIRFRAME FUEL SYSTEM

A

A

Figure 28-53. Float Switch

28-80

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Float Switch

NOTES

Refer to Figure 28-53. Float Switch.

28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

28-81

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28  AIRFRAME FUEL SYSTEM

Figure 28-54. Temperature Sensor

28-82

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Temperature Sensor

NOTES

Refer to Figure 28-54. Temperature Sensor.

28  AIRFRAME FUEL SYSTEM

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).

FOR TRAINING PURPOSES ONLY

28-83

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28  AIRFRAME FUEL SYSTEM

A

A

Figure 28-55. Magnastick

28-84

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Magnastick

NOTES

Refer to Figure 28-55. Magnastick.

28  AIRFRAME FUEL SYSTEM

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.

FOR TRAINING PURPOSES ONLY

28-85

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28  AIRFRAME FUEL SYSTEM

A

NOTE Left side shown, Right side similar.

A

Figure 28-56. Fuel Quantity Probe

28-86

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Fuel Quantity Probe

NOTES

Refer to Figure 28-56. Fuel Quantity Probe.

28  AIRFRAME FUEL SYSTEM

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 highimpedance element and the outer plate is the low-impedance element.

FOR TRAINING PURPOSES ONLY

28-87

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FUEL QUANTITY COMPUTER

MAINTENANCE TRAINING MANUAL

P2

REFUEL/DEFUEL PANEL

J1

36 37

33 34

PDM/FSK BUS A-HI PDM/FSK BUS A-LO

38 39

35 36

PDM/FSK BUS B-HI PDM/FSK BUS B-LO

28  AIRFRAME FUEL SYSTEM

PAR SPARE LBS/KG COM

17 10 4 11

LBS.

PAR SPARE LBS/KG COM

17 10 4 11

KGS.

FQC-1(L)

A429 HI (OUT) LO

64 65

FQC-2(R)

A429 HI (OUT) LO

1 2

IOP #1

IOP #2

FUEL

V AL VE MCR

- - - -

UPTRIM

75 %

- - -%

TRQ %

BLEED

NH %RPM

NH %RPM

- - -

3

[ CHECK ED ] A/F ARM 92. 3

- - -

PROP RPM

OSG TEST

QTY

5

1

LBS x1000 0 7

6

1020

FF PPH

ITT ¡C

SW

SW

OFF

ON

4

QTY

5

1

LBS x1000 0 7

6

TOTAL FUEL TANK +20 ° C

4800 LBS

- - -

[ BALANCE ] PSI 50

FUEL 1020 +22

¡C

LBS 1020

- - -

OIL

PSI - - -

¡ C +22

FLAP DEG 35

SAT

+22

0 5 10

HYD PRESS PSI x 1000 PK BRK STBY 1 2

HYD QTY % x 1000 3

4

¡C

ICE DETECTED

2

[ INCR REF SPEED ] MAINT REQD: POWERPLANT AVIONIC

Figure 28-57. Fuel Indication

28-88

3 2

NL %RPM - - - -

755

OIL

OFF

C L OS E D

- - - -

NL %RPM

50

TO TANK2

TANK1 TANK2 AUX PUMP AUX PUMP

IN PROG - - - -

850

FF PPH

¡C

4

2

OSG TEST

IN PROG

74

TO TANK1

BLEED

75

V AL VE

TRANSFER SW

C L OS E D

FOR TRAINING PURPOSES ONLY

0

1

2

3

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

OPERATION

NOTES

Refer to: •• Figure 28-57. Fuel Indication.

28  AIRFRAME FUEL SYSTEM

•• 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).

FOR TRAINING PURPOSES ONLY

28-89

28  AIRFRAME FUEL SYSTEM

28-90 UNDERFLOOR

J/P3 TANK 1 LO-Z-1 35 TANK 1 RTN 1 18 TANK 1 RTN 2 22

TANK 1

UNDERFLOOR

TU 1-1 L R

A

S

P/J3 1 TANK 1 SIGNAL 1 20 TANK 1 SIGNAL 2 FQC-1(L)

TU 1-2 TANK 1 LO-Z-2 30

L R

A

AV. RACK 3141P/J1A-A1 321 HI A429 FQC-1(L) 320 LO (IN)

J/P2 A429 HI 64 (OUT) LO 65

ARINC 429 DATA BUS

DASH 8 Q400

31-41 A1 IOP #1 31-41-00

S

RIGHT NACELLE

TU 1-3 TANK 1 LO-Z-3 29

L R

A

P/J1 B

S

TANK 1 LO-Z-5 16

L R

A

B

33 PDM/FSK BUS 'A' -HI 34 PDM/FSK BUS 'A' -LO

REFUEL/DEFUEL PANEL 28-24-00

S

TU 1-5 A

NOTE: LEFT SIDE SHOWN. RIGHT SIDE SIMILAR.

A

FUEL

V AL VE MCR

S

MCR

75 %

75 %

TRQ %

BLEED

V AL VE

TRANSFER SW

C L OS E D

TO TANK1

BLEED

TO TANK2

OFF

C L OS E D

TU 1-6 TANK 1 LO-Z-6 17

L R

A

NH %RPM

S

TU 1-7 L R

A

75

92. 3

PROP RPM

92. 3 S

NH %RPM

75

A

3

4

2

QTY

5

1

LBS x1000 0 7

6

TANK1 TANK2 AUX PUMP AUX PUMP SW

SW

OFF

ON

3

4

2

QTY

5

1

LBS x1000 0 7

6

TOTAL FUEL TU 1-8 TANK 1 LO-Z-7 21

L R

A

S

850

FF PPH 1020

850

FF PPH 1020

TANK +20 °C

2640 LBS

ITT C NL %RPM

TU 1-9 L R

B

A

S

C 50 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

NL %RPM 755

74

OIL

PSI 50

755

74

[ BALANCE ] FUEL

C

LBS

50

1020 +22

C

1620

OIL

+22

PSI 50

FLAP DEG

0 5 10

HYD PRESS PSI x 1000 PK BRK STBY 1 2

35 SAT

+22

HYD QTY % x 1000 3 4

C 2

B

0

(ED)

(MFD Fuel Page) FUEL INDICATIONS

Figure 28-58. Fuel Indicating System (Sheet 1 of 2)

1

2

3

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

L R

HI 36 LO 37

FUEL QUANTITY COMPUTER

TU 1-4 TANK 1 LO-Z-4 28

PDM/FSK BUS 'A' PDM/FSK BUS 'A'

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

On the MFD Fuel Page, two analog gauges show the fuel tanks quantities. The left tank fuel temperature and the total fuel are shown in digital format.

NOTES

FOR TRAINING PURPOSES ONLY

28  AIRFRAME FUEL SYSTEM

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.

28-91

28  AIRFRAME FUEL SYSTEM

28-92 AV. RACK ON THE RIGHT WING TH2 (R) B

UNDERFLOOR

J/P8 3 2 1

P/ J 9 7 8 6

A B C

FUEL TANK TANK 2 REF TEMP TANK 2 SENSE TANK 2 COMMON

3140 P/J1C-A1 116 FUEL TANK 115 TEMP

J / P9 11 12

31-40 A1 IOM #1 31-41-00

TANK 2 HIGH LEVEL SENSOR

AV. RACK

B ON THE LEFT WING

TH1 (L) 3 2 1 B

19 9 18

A B C

TANK 1 HIGH LEVEL SENSOR ON THE LEFT WING

TANK 1 REF TANK 1 SENSE TANK 1 COMMON

22

GND

10

GND

CKPIT OVHD PNL

31-40 A2 IOM #2 31-41-00

3312P/J3 42 #2 TANK FUEL LOW

BIAS HI BIAS LO SENSE LO +28 VDC PWR IN HLCU 25 VDC BATTERY TANK 2 LEVEL TANK 1 LEVEL PRECHECK TANK 1 PRECHECK TANK 2

#2 TANK FUEL LOW B RTN A

LOW LEVEL FLOAT SWITCH

D

TANK 1 COLLECTOR J/P19

HIGH LEVEL CONTROL UNIT

#1 TANK FUEL LOW B RTN A

(L4) 5A

CAUTION AND WARNING PANEL (O/H CONSOLE) 31-51-00

E

FUEL HLCU

E

LOW LEVEL FLOAT SWITCH

E

3312-CR1

RJB3-P/J1A

LEFT DC CBP 24-61-00

A14

C2

A13 C1

BEHIND WARDROBE

HLCU 28 VDC BATTERY MJTANK 2 LEVEL KTANK 1 LEVEL

A2

C2

C3

B3 C1

1-K3

FUEL TRANSFER RELAY PANEL

RELAY JUNCTION BOX NO. 3

J/P1 PRECHECK TANK 1 PRECHECK TANK 2

CR31 CR30

THROTTLE QUADRANT LH.

3241 P/J12 2

1-K2

D

J/P21

RJB3-J/P1A

C3

32 4

A

REFUEL/DEFUEL PANEL (RIGHT NACELLE) 28-24-00

E

C

B D A

Figure 28-59. Fuel Indicating System (Sheet 2 of 2)

PARKING BRAKE LEVER 32-44-00

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

15 21 14 2 3 5 17 4 16

TANK 1 TEMPERATURE SENSOR

+28 VDC LEFT ESS

P/J5 16 PARKING BRAKE

J/P20

BIAS HI A BIAS LO B

C

C

36 #1 TANK FUEL LOW

TANK 2 COLLECTOR

J/P6

DASH 8 Q400

3140 P/J1C-A2 FUEL TANK 116 TEMP 115

J/P7

MAINTENANCE TRAINING MANUAL

Fuel Indication Operations NOTE The left side is described, the right side is similar. The FQC supplies a 1 kHz electrical excitation to the nine probes. The nine fuel quantity probes in each wing sense the dielectric (capacitance) value changes caused by the changing fuel levels. As the fluid level rises the overall capacitance rises proportionately.

Figure 28-57. Fuel Indication. The high level sensors also sense the fuel tank temperature and send the analog output to the HLCU for signal conditioning. The IFC then receives the HLCU conditioned signal and the left wing tank temperature sensor resistance. The IFC processes the data and sends it to the EFIS for display. The temperature is shown on the MFD Fuel Page (-70 to +75 °C). On the Engine Display (ED) the fuel indications are:

The FQC measures this capacitance and converts the probe signals into a fuel weight (lbs or kg) ARINC signal.

•• The quantity of each fuel tank (digital).

The FQC sends the converted quantity data to the IFC Input/Output modules which converts the data for the EFIS. The EFIS converts the data into displays of fuel quantity the ED and MFD units.

•• The out of [BALANCE] fuel quantity indication.

The FQC also sends the converted quantity data directly to the refuel/defuel panel for quantity indication. The fuel quantity can be shown in kilograms (kg) or pounds (lbs). This is accomplished by changing the pin programming on the FQC connector 2800-P2 pins 4, 10, 11 and 17.

•• The fuel inlet temperatures to the engines (digital)

On the MFD FUEL page the fuel indications are: •• A gauge for each fuel tank (analog) •• The total fuel quantity (digital) •• The fuel temperature of the left wing tank (digital) •• The Aux fuel pumps and the transfer valves (analog).

FOR TRAINING PURPOSES ONLY

28-93

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

28  AIRFRAME FUEL SYSTEM

28-94 MOTIVE FLOW FUEL LINE

ENGINE FUEL FEED LINE

MOTIVE FLOW FUEL LINE

ENGINE FUEL FEED LINE

M

PILOT LINE

MOTIVE FLOW FUEL LINE

SURGE TANK

TO APU

M M

S

S

COLLECTOR BAY

M

SURGE TANK

M

REFUEL / DEFUEL ADAPTER

SYMBOL LEGEND Pressure Switch

Ejector Pump

Motive Flow Fuel Filter

Check Valve

Auxilary Fuel Pump

Inlet Strainer

NACA Vents

High Level Sensor

Water Drain

Vent Float Valve

Refuel Vent Valve

Fuel Quantity Probe

Gravity Refill Cap

Flapper Check Valve

Level Control Shutoff Valve

Tank Low Float Switch

LINE LEGEND Engine Fuel Feed Line

M

Motorised Shutoff Valve Temperature Sensor

S

Solenoid Shutoff Valve No Flow Pressure Switch

Figure 28-60. Fuel System Synoptic

Fuel Transfer Line Motive Flow Fuel Line Scavenge Fuel Line Vent Line Pilot Line Electrical Line

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

M

PILOT LINE

INBOARD VENT LINE

DASH 8 Q400

FUEL TRANSFER LINE

INBOARD VENT LINE

MAINTENANCE TRAINING MANUAL

On the Refuel/Defuel panel the fuel indications are shown on the RDI and the valve position lights. Refuel/Defuel Panel indications: •• MASTER VALVE CLOSED light (the Refuel/Defuel SOV) •• DUMP VALVE OPEN TANK 1 and 2 lights (the two Vent Valves) •• REFUEL Shut-off VALVE 1 and 2 lights (the no-flow pressure switches). The Refuel/Defuel panel RDI shows: •• The quantity of each tank, •• The total quantity, and

150 kg (305 lb) and the PARK BRAKE is off and appropriate engine is running •• No.1 or No.2 ENG FUEL PRESS comes on when the engine inlet pressure is less than 5.5 psi (38 kPa). The pressure switch sends a ground signal through the FADEC to the ECIU which sends a ground signal to the C&W panel. (Flashing master CAUTION) •• No.1 or No.2 FUEL FLTR BYPASS comes on when the FMU fuel filter is blocked. The impending bypass switch sends a closed signal through the FADEC to the ECIU which sends the signal to the C&W panel. (Flashing master CAUTION).

•• 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

FOR TRAINING PURPOSES ONLY

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28  AIRFRAME FUEL SYSTEM

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28-00-00 APPENDIX MAINTENANCE CONSIDERATION 28  AIRFRAME FUEL SYSTEM

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.

28-96

FOR TRAINING PURPOSES ONLY

NOTES

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MAINTENANCE TRAINING MANUAL

28-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• GSB2800001 Kit, Spark-free Breathing Apparatus •• 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

28-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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 Bonding, LH and RH (FSL#284000-415). •• AMM 28-10-00-720-805: F  unctional Check of the High Level Sensor for Electrical Bonding, LH and RH (FSL#284000-416).

Revision 0.4

FOR TRAINING PURPOSES ONLY

28-97

28  AIRFRAME FUEL SYSTEM

•• GSB2810003 Gas Detector (explosimeter) or equivalent.

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

•• 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. 28  AIRFRAME FUEL SYSTEM

•• 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.

28-98

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

28  AIRFRAME FUEL SYSTEM

DASH 8 Q400

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

28-99

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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

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

Revision 0.4

FOR TRAINING PURPOSES ONLY

70-i

70  STANDARD PRACTICE

Recommended Engine Operational Practices for Harsh Climates......................... 70-3

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20  STANDARD PRACTICE

CHAPTER 70 ENGINE STANDARD PRACTICES

70-00-00 INTRODUCTION This chapter details the standard practices for engines, examples of which are shown in the tasks to follow.

FOR TRAINING PURPOSES ONLY

70-1

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

STANDARD TORQUE FOR ENGINES

TEMPORARY MARKING OF PARTS

The maintenance procedure that follows is to torque nuts or bolts:

Use temporary marking methods when you 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 torques that must be applied to the part. They do not take into consideration any adapter or extension used when the part is torque 70  STANDARD PRACTICE

•• You must lubricate the threads with engine oil, unless stated differently.

NOTE Nuts or bolts that are silver plated do not require lubrication before assembly. •• Torque the nuts or bolts on a flange in a star shaped pattern •• Parts that are heated or cooled before assembly MUST be at room temperature when you apply the final torque •• Apply the torque slowly and evenly for more precision.

70-2

DO NOT USE A MARKING PROCEDURE THAT PUTS LEAD, COPPER, CARBON, ZINC OR OTHER EQUIVALENT MATERIAL ON THE PART. WHEN THE PART BECOMES HOT, CARBURIZATION OR INTERGRANULAR DAMAGE CAN CAUSE IT TO HAVE A DECREASED FATIGUE STRENGTH. The task lists a number of safe temporary marking methods as follows: •• Ink Marking •• Including ink types that are applicable for hot and cold section engine parts •• Marking materials that are applicable for cold section engine parts only •• Marking materials that are applicable for hot section engine parts only.

FOR TRAINING PURPOSES ONLY

Revision 0.4

MAINTENANCE TRAINING MANUAL

INSTALLATION OF THE WIRING HARNESS CONNECTORS Do this task when it is necessary to connect an electrical connector to an engine component.

NOTE The installation of the heatshrink sleeve (tubing) is optional but recommended on connectors where corrosion and vibration can be a problem. The connectors are identified in the task. There are alternate methods for protection of the connectors as follows:

RECOMMENDED ENGINE OPERATIONAL PRACTICES FOR HARSH CLIMATES For engines exposed to high ambient temperature and to reduce thermal stress on hot section components, P&WC recommends the following: •• Start using battery cart/APU power at all locations •• To cool the engine, motor the engine for 10-15 seconds prior to selecting CLA to the START/FEATHER position, if the engine temperature before starting is >200 degrees C •• Cool down engines before shutdown

•• Alternate Method #1, Self-Fusing Tape

•• Use RDC TOP where possible

•• Alternate Method #2, High Temperature Heat Shrink Tape

•• Transition from NTOP/MTOP to MCL as soon as possible

•• Clean the connector with a diluted mixture of contact enhancer

•• Operate at reduced Climb and Cruise power where possible

•• Connect the connector to the mating receptacle and tighten the locknut lightly by hand

•• Bleeds selected off for Take-Off

•• W i t h y o u r h a n d , a p p l y a s m a l l counterclockwise load on the backshell.

•• Monitor bleed valve operation based on ECTM results

•• Torque the connector locknut clockwise until you cannot see the red color band in the mating receptacle (With the counter-clockwise load on the backshell, torque the connector locknut clockwise to 100 lbf-in (11.3 N-m).

•• When bleed leaks are suspected perform Power Assurance Checks with bleed ports capped and uncapped

•• Avoid use of Reverse Power on landing (except in emergency)

•• Check airframe bleed system for leaks 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.

Revision 0.4

FOR TRAINING PURPOSES ONLY

70-3

70  STANDARD PRACTICE

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MAINTENANCE TRAINING MANUAL

For engines subject to sand erosion and FOD, 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. 70  STANDARD PRACTICE

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.

70-4

FOR TRAINING PURPOSES ONLY

NOTES

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70-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• 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

70  STANDARD PRACTICE

•• GSB2400016 Tool kit, electrical and avionics

FOR TRAINING PURPOSES ONLY

70-5

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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

Removal of the Engine from the Nacelle............................................................ 71-11 71-10-00 COWLING................................................................................................. 71-13 Introduction....................................................................................................... 71-13 General.............................................................................................................. 71-13 System Description............................................................................................ 71-13 Component Description...................................................................................... 71-15 Removal of the Lower Cowl............................................................................... 71-23 71-21-00 ENGINE ISOLATION SYSTEM................................................................ 71-29 Introduction....................................................................................................... 71-29 General.............................................................................................................. 71-29 System Description............................................................................................ 71-29 Component Description...................................................................................... 71-31 71-22-00 HYDRAULIC TORQUE RESTRAINT SYSTEM....................................... 71-35 Introduction....................................................................................................... 71-35

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71-i

71 POWERPLANT

Installation of the Engine in the Nacelle............................................................... 71-8

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Page

General.............................................................................................................. 71-35 System Description............................................................................................ 71-35 Component Description...................................................................................... 71-37 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

System Description............................................................................................ 71-43 71-71-00 NACELLE DRAINS.................................................................................. 71-45 Introduction....................................................................................................... 71-45 General.............................................................................................................. 71-45 System Description............................................................................................ 71-45 Component Description...................................................................................... 71-45 71-00-00 APPENDIX................................................................................................ 71-50 Maintenance Consideration................................................................................ 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

71-ii

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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 71-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 71-60

71 POWERPLANT

71-00-00 MAINTENANCE PRACTICES.................................................................. 71-60

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ILLUSTRATIONS 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

71-10

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

FOR TRAINING PURPOSES ONLY

71-v

71 POWERPLANT

Figure Title Page

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Figure Title Page

71 POWERPLANT

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

71-34

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

71-vi

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CHAPTER 71 POWERPLANT

71-00-00 INTRODUCTION The PW150A engine provides motive power to the aircraft and also supplies power to various aircraft systems.

FOR TRAINING PURPOSES ONLY

71-1

71 POWERPLANT

71-2 Accessory Drive Section

Reduction Gearbox

Cumbustion Section

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6.0 2.2 2.8

1.8

2.0

2.5

2.7

1.5

4.0

4.1

4.4 8.0

Turbine Section

Air Inlet Section Compressor Section

Figure 71-1. PW150A Engine Cross Section

MAINTENANCE TRAINING MANUAL

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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 71 POWERPLANT

•• Engine isolator system •• Hydraulic torque compensation system •• Forward nacelle intakes and •• Engine nacelle drains.

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Figure 71-2. Propeller Removal

71-4

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REMOVAL AND INSTALLATION

NOTES

Engine Hoist removal and Installation Refer to: •• Figure 71-2. Propeller Removal. •• Figure 71-3. Engine Hoist.

71 POWERPLANT

The following procedure is used for the installation of the nacelle mounted engine hoist.

Figure 71-3. Engine Hoist

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A

B

71 POWERPLANT

C

LEGEND 1. Nacelle midframe pin 2. Washer 3. Nut 4. Rear Support 5. Front Support 6. Ball lock t-pin

FWD

A

5 4

1

6

B

2

C 3

Figure 71-4. Engine Hoist - Components

71-6

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INSTALLATION OF THE ENGINE HOIST

•• Install the engine hoist on the top of the nacelle and secure it with the nuts and bolts

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

•• Torque the mounting bolts.

The procedures that follow are for the installation of the Nacelle Mounted Engine Hoist.

WARNING

REMOVAL OF THE ENGINE HOIST •• Lower the engine and remove load from the engine sling •• Remove the engine sling from the engine •• Remove engine hoist.

TORQUE THE NACELLE MOUNTED HOIST MOUNTING BOLTS TO THE SPECIFIED TORQUE.

For complete installation and removal of the hoist assembly, refer to the hoist manufacturer’s operation and service manual. 71 POWERPLANT

Install the engine hoist GSB7100022 on the nacelle as follows: 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 operation and servicing manual.

Figure 71-5. Engine Change

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

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INSTALLATION OF THE ENGINE IN THE NACELLE The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Make sure that the aircraft is in the same configuration as in the removal task.

CAUTION MAKE SURE THAT THE INTAKE AIR PASSAGE IS CLEAR OF UNWANTED OBJECTS BEFORE INSTALLATION.

•• Install the isolators in the reverse order of removal •• Disconnect the hoist from the engine •• Connect the hydraulic pump •• Install the fuel lines on the FMU and the mid-frame •• Connect the oil cooler hoses •• Install the pneumatic ducts •• Install the electrical equipment and the loom connectors. • • Service the engine oil system with clean oil •• Install the propeller Remove the engine hoist.

71 POWERPLANT

Prepare to install the engine in the nacelle as 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

71-8

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Sling

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Figure 71-6. Engine Stand for Maintenance Practices

71-10

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REMOVAL OF THE ENGINE FROM THE NACELLE Refer to Figure 71-6. Engine Stand for Maintenance Practices. This maintenance procedure is for the removal of the engine from the nacelle. •• De-energize the electrical system. Obey all the electrical/electronic safety precautions as well as all electrostatic discharge safety precautions •• Install the tail stand to the aircraft

Complete the following steps: •• Remove the propeller •• Install the engine hoist on the nacelle •• 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 •• Disconnect the electrical connectors from the engine

With both engines removed, tail stand installed and 1000 lbs (454.6 kgs) ballast added, the aircraft is safe to handle a maximum of 4 maintenance personnel in the aft baggage compartment, OR six maintenance personnel at the aft entry door. No other maintenance personnel are allowed in the aircraft Aft of Fuselage Station X400.00.

•• Disconnect or remove the pneumatic ducts from the engine •• Remove or disconnect the electrical equipment •• Disconnect the oil, fuel and hydraulic systems. Remove the isolators in the order that follows: •• The aft left isolator •• The aft right isolator

NOTE With a single engine removed, tail stand installed and 500 lbs (227.3 kgs) ballast added, the aircraft is safe to handle a maximum of 4 maintenance personnel in the aft baggage compartment, OR six maintenance personnel at the aft entry door. No other maintenance personnel are allowed in the aircraft Aft of Fuselage Station X400.00. Maximum ballast weight on each pilot’s 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).

•• The forward left isolator •• The forward right isolator •• The top isolator.

NOTE It is easier to remove the rear isolators if you remove the center bolt first, then disassemble each isolator. Move the engine forward approximately 12 in. Then, lower the engine and install it in the stand.

FOR TRAINING PURPOSES ONLY

71-11

71 POWERPLANT

NOTE

Revision 0.4

•• Open and tag the circuit breakers as per the AMM. Then, remove the lower cowl, access doors and cowls. Pull the T-handle (FUEL/ HYD shut-off).

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Upper Fwd Cowl

Aft Side Doors

D

Fwd Side Doors

FW

Lower Cowl

Figure 71-7. Cowling Locator and Details

71-12

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71-10-00 COWLING

Refer to:

INTRODUCTION The forward cowling forms part of the nacelle structure. It provides aerodynamic contour to the engine, and protects the Engine Mounting Structure (EMS).

GENERAL

SYSTEM DESCRIPTION •• Figure 71-7. C  owling Locator and Details. •• Figure 71-8. Nacelle Cowlings. The cowling doors give access to the engine and components for maintenance.

The forward nacelle encloses: •• Engine •• Mounting structure •• Gearbox

71 POWERPLANT

•• Engine systems.

Figure 71-8. Nacelle Cowlings

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71 POWERPLANT Bottom Strap Right Cowl

D

FW

Left Cowl

Figure 71-9. Upper Forward Cowl

71-14

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COMPONENT DESCRIPTION

NOTE

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.

71 POWERPLANT

There is a gap between the front edge of the forward cowl and the spinner to allow cooling air to enter the firezone.

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B LEGEND 1. Duct DC Generator 2. Forward Side Door 3. Door Strut 4. Duct DC Generator 5. Door Latches 6. Spine Assy. (Ref)

2

C

3 1

4

71 POWERPLANT

FWD 5

6

Figure 71-10. Forward Side Door

71-16

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INB

D

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Forward Side Doors Refer to: •• Figure 71-10. Forward Side Door. •• Figure 71-11. E  ngine Access Fwd Side Door Open. There is a forward side door on each side of the nacelle immediately aft of the forward cowl.

Each door can be opened through a full 90 degrees and secured in the open position by a telescoping strut at the front corner of the door. The struts are self-locking in the half open and full open positions. Each door is held closed by 4 latches; 2 on the lower edge and 1 each on the forward and aft edges. The door edges are sealed by a silicone rubber P-seal.

The doors consist of carbon-epoxy skins with a central core of aluminum honeycomb.

71 POWERPLANT

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.

Figure 71-11. Engine Access Fwd Side Door Open

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71-17

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A

B

71 POWERPLANT

INB

D

FWD

FW

D

D

INB

A

NACELLE DOOR ASSEMBLY

1

NOTES Two doors per nacelle. Left door shown, right door similar.

2

Aft strut shown, Fwd strut similar.

3

Left nacelle shown, right nacelle similar.

Figure 71-12. Aft Side Doors

71-18

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B

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Aft Side Doors Refer to: •• Figure 71-12. Aft Side Doors. •• Figure 71-13. E  ngine Access Aft Side Door Open. The aft side doors are below the leading edge fairing and aft of the forward side doors.

The aft side doors enclose the area of the fire zone that is below the leading edge fairing and aft of the forward side doors. Each door has a strut at the forward and rear edges to hold the doors open during maintenance. The struts are self locking in the “door open” position. When the doors are opened, access is provided to the rear engine mounts and struts, borescope ports, and rear firezone system.

71 POWERPLANT

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.

Figure 71-13. Engine Access Aft Side Door Open

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71 POWERPLANT

Figure 71-14. Lower Cowl

71-20

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Lower Cowl

The lower cowl attaches to the nacelle by a hinge on either side of its aft end. The nacelle hinge point is just forward of the firewall structure.

Refer to: •• Figure 71-14. Lower Cowl. •• Figure 71-15. Lower Cowl. The lower cowl is at the bottom of the nacelle. The outer skin of the lower cowl and the intake duct are moulded from carbon-epoxy/nomex 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 cowl is latched in place by 6 expandable tight fitting pins, and can be swung down to a maintenance position to allow access to the lower side of the engine. The lower cowl can be removed from the nacelle by pulling out the two hinge pins.

The lower cowl contains: •• Air induction system •• Oil cooler system 71 POWERPLANT

•• Inlet lip pneumatic de-icing system •• Firezone drain lines and drain mast •• Wing ice inspection light.

Figure 71-15. Lower Cowl

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71-21

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Figure 71-17. Expansion Bolt Closed

Figure 71-18. Fwd Expansion Bolt

Figure 71-19. Mid Expansion Bolt

71 POWERPLANT

Figure 71-16. Expansion Bolt Open

Figure 71-20. Aft Expansion Bolt

71-22

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REMOVAL OF THE LOWER COWL Remove the forward upper cowl Refer to: •• Figure 71-16. Expansion Bolt Open. •• Figure 71-17. Expansion Bolt Closed.

YOU MUST CORRECTLY SUPPORT THE LOWER COWL IF YOU REMOVE IT. IF YOU DO NOT DO THIS, YOU CAN CAUSE DAMAGE TO THE AIRCRAFT AND THE COMPONENT. Remove the lower cowl as follows:

•• 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. •• Figure 71-21. S  ling - Lower Fwd Cowl. Open the forward side doors as follows:

NOTE: Make sure that the door strut is correctly locked. Open the aft side doors as follows:

NOTE: Make sure that the door struts are correctly locked.

CAUTION DO NOT OPEN THE LOWER COWL TO MORE THAN 45 DEGREES. •• Slowly, operate the sling and lower the front end of the lower cowl •• Move the transport stand (ACS28005) into position under the lower cowl •• Disconnect the electrical connectors •• Install the hoist (ACS28009) •• Remove the pip pins from the hinge assemblies

CAUTION SET THE PROPELLER BLADES AT APPROXIMATELY 45 DEGREES FROM THE VERTICAL CENTER LINE BEFORE YOU LIFT (OR LOWER) THE FORWARD NACELLE COWL. IF YOU DO NOT DO THIS, YOU WILL CAUSE DAMAGE TO THE TRAILING EDGES OF THE PROPELLER BLADES.

CAUTION THE LOWER COWL IS A PRIMARY STRUCTURE.

Revision 0.4

•• Remove the six expandable pins.

•• Carefully lower the cowl onto the transport stand (ACS28005) •• Remove the hoist and the sling from the lower cowl •• Put an identification label on the lower cowl to identify its position •• Install the cover (GSB5411003) on the lower cowl.

CAUTION DO NOT TOW THE LOWER COWL TRANSPORTATION TROLLEY AT SPEEDS MORE THAN 5 MPH (8 KM/H).

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71-23

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Figure 71-21. Sling - Lower Fwd Cowl

71-24

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NOTE Left side shown, right side opposite.

1 2 3

C

71 POWERPLANT

D

FW

1

SPINE COWL

FWD

Figure 71-22. Spine Cowl

71-26

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LEGEND 1. Heat Shield 2. PEC Unit 3. Electric Connector

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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 precooler is bolted to the spine.

FOR TRAINING PURPOSES ONLY

71 POWERPLANT

A louver in the skin (aft of the heat shield assembly) is the exhaust outlet for the pneumatic system pre-cooler.

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71 POWERPLANT

NOTE Left side shown, right side similiar. AFT RIGHT ISOLATOR

FWD TOP ISOLATOR

FWD RIGHT ISOLATOR

AFT LEFT ISOLATOR

FWD LEFT ISOLATOR

Figure 71-23. Engine Isolation System

71-28

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71-21-00 ENGINE ISOLATION SYSTEM

NOTE

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.

71 POWERPLANT

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. 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.

FOR TRAINING PURPOSES ONLY

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BRACKET

MOLDED ASSEMBLY (REF)

71 POWERPLANT BRACKET

MOLDED ASSEMBLY (REF)

Figure 71-24. Forward Left and Right Isolator

71-30

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COMPONENT DESCRIPTION Forward Left and Right Isolator Refer to: •• Figure 71-24. F  orward Left and Right Isolator. •• Figure 71-25. Vibration Isolator Mount. The forward side vibration isolators mount on 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.

The mounts are redundant; i.e., system integrity is maintained after loss of one mount. Clearance between the core and the bracket provides the snubbing envelope. Each isolator has a bracket assembly and two isolator plates. The isolator plates have a single plate with two elastomer pads bonded to one side.

71 POWERPLANT

They react to axial, lateral, and vertical loads, and are linked to the HTCS for torque loads.

Figure 71-25. Vibration Isolator Mount

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ISOLATOR ASSEMBLY

71 POWERPLANT

Figure 71-26. Forward Top Isolator

71-32

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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 the forward top mount pad of the engine. It consists of a titanium bracket and two isolator plates with elastomer pads bonded to each inner surface. The forward plate is titanium and the aft plate is aluminum. The bracket is bolted to the engine mount pad by four stainless steel bolts. A single steel bolt and core assembly attach the plates to the fore and aft sides of the bracket, and fastens the complete assembly to the front frame. The bolt is secured by a nut and cotter pin. The isolator provides engine restraint in the event that both aft mounts fail. Clearance between the core and the bracket provides the snubbing envelope. The top vibration isolator should be installed first.

•• Figure 71-27. A  ft Left and Right Isolator. •• Figure 71-28. Aft Side Mount. The aft vibration isolators mount on the left and right aft mount pads of the engine. They react to vertical and lateral engine loads, and a small percentage of the engine torque loads. The isolator consists of an engine bracket, mid-frame bracket, two outer plates and a link. The outer plates have elastomer pads bonded to their inner surfaces. The engine bracket is secured to the engine mount pad by four bolts. A single through bolt attaches spigots on the outer plates to a 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 Forward pad

Engine 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

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71-33

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Right Tube Assy.

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Reservoir Left Tube Assy.

Right Cylinder Assy.

Left Cylinder Assy.

D

FW

Figure 71-29. Hydraulic Torque Restraint System

71-34

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71-22-00 HYDRAULIC TORQUE RESTRAINT SYSTEM

NOTE

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). 71 POWERPLANT

SYSTEM DESCRIPTION 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.

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LEGEND 1. Tube Assy, LH 2. Grounding Strap Bracket 3. Left Cylinder 4. Forward Left Isolator (Ref)

1

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2

3

4

Figure 71-30. Cylinder Assembly

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COMPONENT DESCRIPTION Left and Right Cylinder Assembly Refer to Figure 71-30. Cylinder Assembly. The cylinder assemblies are installed on the left and right side of the engine support frame of No.1 and No.2 nacelle. The cylinders are hydraulic actuators made of stainless steel. Engine torque reacting on the rod end of the actuators compresses the hydraulic fluid. The hydraulic fluid is forced through a restrictor then compressing the spring in the reservoir.

Hydraulic Torque Compensation System Reservoir Refer to: •• Figure 71-31. Reservoir and Tube Assembly. •• Figure 71-32. HTCS Reservoir. The reservoir is mounted to the forward face of the front frame of No.1 and No.2 nacelle. The hydraulic reservoir is aluminum alloy, and connecting tubes are made of stainless steel. Hydraulic pressure is generated by the engine torque at the actuators. The hydraulic fluid is forced through a restrictor that compresses the spring in the reservoir.

FUNCTIONAL TEST OF HTCS RESERVOIR LEVEL INDICATOR D

FW

Reservoir

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. •• Measure and record the indicator extension

RH Tube Assembly

•• Make sure extension is within limits stated in Task sheet.

LH Tube Assembly

Figure 71-31. Reservoir and Tube Assembly

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Figure 71-32. HTCS Reservoir

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Reservoir

Restrictor

Check Valve

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Vent

Actuator

Actuator

Rgb

Vent

Side Vibration Isolator

Side Vibration Isolator

Torque Front Frame

Front Frame View From Front

Figure 71-33. HTCS Operation

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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.

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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 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.

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Left Cylinder Assy. (Ref) Bleed Valve Cap

Bleed Tube

To Container

Reservoir Level Indicator

Bleed Valve Cap Reservoir (Ref) Fill Valve Cap

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Hydraulic Pump Connection Valve

FWD

Right Cylinder Assembly (Ref)

Bleed Valve Cap

From Hydraulic Pump

Figure 71-34. HTCS Servicing

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SERVICING OF THE HTCS

NOTES

Refer to the Bombardier AMM PSM 1-84-2 for a detailed description of this maintenance practice. The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. 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.

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•• 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. •• 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.

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FWD

NOTE Left nacelle shown right nacelle similar.

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ENGINE AIR INTAKE

FWD

FOREIGN OBJECT DEBRIS DOOR

Figure 71-35. Forward Nacelle Air Intake

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71-61-00 FORWARD NACELLE AIR INTAKE

SYSTEM DESCRIPTION Refer to:

INTRODUCTION

•• Figure 71-35. F  orward Nacelle Air 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 deicing system is selected on, ice that is shed from the deicing boot could be ingested into the engine causing damage. This system will prevent this from happening.

Refer to Figure 71-35. Forward Nacelle Air Intake.

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The air intake directs the air entering the 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.

5

4

5

3

2

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

6 1 7

Figure 71-36. Forward Nacelle Air Intake Detail

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LEGEND 1. Turnlock Fastener 2. Gasket 3. Collector 4. Turnlock Fastener

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2

3 4

FW

D

Figure 71-37. Forward Drain Collector

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71-71-00 NACELLE DRAINS INTRODUCTION Engine nacelle drain lines safely dispose of fluid leakage.

GENERAL The forward drain lines are routed to a collector tank. The rear drain lines are routed to a manifold.

SYSTEM DESCRIPTION The forward and rear drains, the eight sumps and the Leading Edge Zone are routed separately to the aft end of the lower cowl and then overboard through an external drain mast. The drain lines are comprised of the following sub-components: •• Fwd Drain Collector

The compartments are as follows: •• Outboard forward compartment - hydraulic and alternate feather pump drive seal drain •• Outboard aft compartment - PMA and fuel pump drive seal drain •• Inboard forward compartment - Propeller shaft seal drain •• Inboard aft compartment - Starter Generator drive seal drain. The forward drain lines are routed individually to a collector tank with the exception of the drains for the auxiliary feather pump seal and engine driven hydraulic pump seal. Over flow of the collector tank connects a drain line to the lower cowl via a flexible hose with two camloc fasteners. This attachment allows for quick release during removal or lowering of the lower cowl to the maintenance position. From the lower cowl fluid drains overboard through an external drain mast.

•• Rear Drain Manifold •• Drain mast •• Zone 1 - Engine Compartment / Fire Zone •• Zone 2 - Air intake Zone •• Zone 3 - Leading Edge Zone •• Tube assemblies.

COMPONENT DESCRIPTION Forward Drain Collector Refer to: •• Figure 71-37. Forward Drain Collector.

Figure 71-38. Fwd 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.

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FWD

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LEGEND 1. Nuts 2. Drain Tube

2

1

Figure 71-39. Rear Drain Manifold

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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.

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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.

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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

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4

5 3

6

2

1 7

Figure 71-40. Forward Nacelle Air Intake Drains

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Drain Mast Refer to Figure 71-40. Forward Nacelle Air Intake Drains. The drain mast on the left side of the lower cowling has drain ports for six tube assemblies listed below: •• Forward engine drain cup •• Rear engine drain Manifold •• Zone 1 sumps (three separate lines) •• Zone 3 fuel shroud drain. The open ends of drain line assemblies in the mast are beveled to create a local negative pressure that enhance drainage into airflow away from the nacelle. The six tubes are arranged such that the efflux from each tube will not interfere with or be re-ingested by another tube.

The Zone 2 - air intake zone - is on the underside of the lower cowl. There are four 0.27” diameter holes. Fluids in the lower cowl are drained overboard via drain holes in the bottom of the cowl. The Zone 3 - Leading Edge Zone (LEZ) - is on the leading edge zone. Fluids in this zone are drained via a stainless steel tube. Fluids accumulating in the forward part of the wing leading edge and de-icing system, drain into the right, rear drain tube and drain overboard. The drain is on the port side of the nacelle at the lowest part of the zone, and is routed through the firezone and through the lower cowl to the external drain mast. The tubing runs vertically down the aft firewall and along the top of the oil cooler cover where it is connected to a line in the lower cowl. The fuel shroud drain is merged with this line just below the PEZ.

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.

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71-00-00 APPENDIX

CAUTION Do not lift the engine when it is attached to the stand. You can cause damage to the engine.

MAINTENANCE CONSIDERATION The following are abbreviated descriptions of the maintenance practices and are intended for training purposes only. For a more detailed description of the practices, refer to the tasks in the Bombardier AMM PSM 1-84-2.

Safety Precautions WARNING

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Torque the nacelle mounted hoist mounting bolts to the specified torque. This will help to prevent injuries to personnel, or damage to aircraft and equipment.

WARNING Make sure that the hydraulic pump is correctly attached to the nacelle. If you do not do this, when you move the engine, it can cause injury to persons or damage to the pump or the engine.

CAUTION Keep all the parts together when you do work on the isolator. Do not mix the parts of different isolators. If you do, it is possible that you will not correctly monitor the structural life of the isolator parts. This can cause a dangerous flight condition to occur.

CAUTION Do not use sharp objects or tools when you examine the bond separation on the isolator assemblies. Carefully use only finger pressure to examine the isolator assemblies. Sharp objects can cause damage to the isolators.

Special Tooling The following special tools are used: •• GSB0700024 •• Stand - Tail Support

CAUTION Make sure that the drive shaft does not fall out of the pump when you disengage the pump from the engine. If the drive shaft falls, it can be damaged.

•• PWC55453 •• Sling •• GSB7100022 •• 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.

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ENGINE OIL PRESSURE CHECK AND ADJUSTMENT The maintenance procedure that follows is used to do an engine oil pressure check and make adjustments as necessary. Engine Oil Pressure Check: •• Start the engine •• Operate the engine at 80% NH. When the oil temperature is 70° to 90°C (158°-194°F). Make sure that the oil pressure is 61 to 72 psid (421–496 kPa)

CAUTION WHEN YOU MAKE AN ADJUSTMENT TO THE OIL PRESSURE, THE FINAL POSITION OF THE ADJUSTER MUST BE BETWEEN 7 AND 11 TURNS COUNTERCLOCKWISE FROM THE FULLY SEATED POSITION.

•• Move the PLA to RATING. Make sure that the oil pressure is 61 to 72 psid (421496 kPa)

IF IT IS NECESSARY TO GO OUTSIDE THESE LIMITS TO GET THE CORRECT OIL PRESSURE, THEN EITHER THE PRESSURE REGULATING VALVE OR THE PRESSURE INDICATION IS DEFECTIVE.

•• Move the PLA to FI. Make sure the oil pressure is 61 to 72 psid (421-496 kPa)

NOTE:

•• Move the PLA to DISC. If the oil pressure is less than 44 psid (304 kPa), replace the oil pressure regulating valve

One complete turn of the adjuster changes the oil pressure by 3.5 to 4.0 psid (24.14-27.57 kPa).

•• Shutdown the engine

Lubricate a new packing with engine oil (03-06) and install it on the cover.

•• Move the CLA to MAX/1020

•• If the oil pressure is not in the limits, continue with the adjustment procedure.

Install the cover.

Oil Pressure Adjustment: •• Remove the cover •• Remove and discard the packing •• Turn the adjuster clockwise to increase the oil pressure or counter clockwise to decrease the pressure. If it is necessary to go outside the limits of the adjuster to get the correct oil pressure, contact your local Field Support Representative.

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Torque the bolts to 36 to 40 lbf in (4.1–4.5 Nm). Do the oil pressure check again to make sure that the oil pressure is correct.

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ENGINE START

CAUTION

CAUTION DO NOT TRY TO START THE ENGINE IF THE TEMPERATURE OF THE OIL IS BELOW -54°C (-65°F). YOU MUST HEAT THE OIL TO A TEMPERATURE ABOVE -54°C (-65°F). IF YOU DO NOT DO THIS, YOU CAN CAUSE DAMAGE TO THE ENGINE.

CAUTION

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MAKE SURE THAT THE ENGINE INTAKE AIR PASSAGE IS CLEAR OF UNWANTED OBJECTS. IF YOU DO NOT DO THIS, IT CAN CAUSE DAMAGE TO THE ENGINE. Install chocks on the main and nose landing gear wheels. Engage the nose gear ground lock. Install the main landing gear lock pins. Set the Parking Brake to “ON.”

NOTE: When engine start is with No.1 engine, make sure the parking brake pressure reads 1000 psi minimum.

NOTE: When engine start is with No.2 engine, make sure the parking brake pressure reads 500 psi minimum.

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DISCONNECT THE EXTERNAL AC POWER SOURCE CURRENT TO THE AIRCRAFT. IF YOU DO NOT DO THIS, DAMAGE TO THE TRANSFORMER RECTIFIER UNIT COULD OCCUR.

CAUTION DO NOT OPERATE THE ENGINE ON THE GROUND IN CONTINUOUS CROSSWINDS OF MORE THAN 50 KNOTS OR IN GUSTING CROSSWINDS OF MORE THAN 55 KNOTS. DO NOT OPERATE THE ENGINE ON THE GROUND AT ENGINE POWER ABOVE 460 SHP IN CROSSWINDS OF MORE THAN 45 KNOTS. IF YOU DO NOT OBEY THESE LIMITATIONS, YOU MUST REMOVE THE PROPELLER FROM SERVICE WITHIN THE NEXT 10 FLYING HOURS. IMMEDIATELY DOWNLOAD THE FLIGHT DATA RECORDER AND SEND THE DATA TO BOMBARDIER AND DOWTY FOR EVALUATION. IF AVAILABLE, PLEASE PROVIDE BOMBARDIER AND DOWTY WITH THE AIRPORT REPORTED CONTINUOUS AND MAXIMUM GUST WIND CONDITIONS. DO NOT USE MORE THAN 14% ENGINE TORQUE WITH UNDERSPEED GOVERNING AT 660 RPM. THIS WILL MAKE SURE THAT THE ENGINE POWER IS NOT MORE THAN 460 SHP.

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Pre-Start Checks:

CAUTION

•• IGNITION 1 and IGNITION 2 switches - NORM •• A/COL light switch - RED •• BLEED 1 switch - OFF •• BLEED 2 switch - OFF •• DOOR warning and FUELING ON caution lights - OFF •• PLA - DISC

IF THE ENGINE DOES NOT LIGHT WITHIN 16 SECONDS OR IF NH DOES NOT GO TO 64.2% WITHIN 70 SECONDS AFTER YOU MOVE THE CONDITION LEVER TO START/FEATHER, DO THE STEPS THAT FOLLOW: °° MOVE THE CONDITION LEVER TO FUEL OFF

•• CLA - FUEL OFF.

°° ALLOW THE FUEL TO DRAIN FOR 30 SECONDS MINIMUM

ENGINE START SELECT switch - 1 or 2. Make sure that the SELECT light comes on.

CAUTION DO NOT MOTOR THE ENGINE WITH THE STARTER FOR MORE THAN 70 SECONDS. THIS CAN CAUSE DAMAGE TO THE STARTER. Engine START switch - Press. Make sure that the START light comes on. Abort the start if there is no NH indication and do the troubleshooting as necessary.

NOTE:

°° M O V E T H E E N G I N E S T A R T SELECT SWITCH TO OFF. MAKE SURE THAT THE SELECT AND START LIGHTS GO OFF °° DO A DRY MOTORING RUN FOR 15 SECONDS MINIMUM.

CAUTION IF YOU STOP THE START PROCEDURE, LET THE ENGINE FULLY STOP BEFORE YOU TRY THE START PROCEDURE AGAIN. CLA - START & FEATHER. Do the checks that follow:

The starter is automatically de-energized when NH reaches 50%. When you see an NH indication, continue with the steps that follow.

•• Make sure that the engine accelerates to more than 64.2% NH •• Make sure that the ITT/T6 does not go more than 920°C (1688°F) •• Make sure that the engine START and ENGINE START SELECT switches are OFF •• Make sure that the oil pressure (MOP) is more than 44 psi (304 kPa).

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Start one of the engines:

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•• Make sure that the warning and caution lights that follow are OFF: °° ENG OIL PRESS °° ENG FUEL PRESS

ENGINE SHUTDOWN Shutdown the engines: •• PARK/EMERG BRAKE lever - PARK

°° ENG HYD PUMP. If you used the battery to start the engine, make sure that the DC GEN light is OFF. Use the same procedure as before to start the other engine. DC CONTROL EXT PWR switch - OFF (if applicable). Make sure that the DC CONTROL EXT PWR is OFF.

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Make sure that the caution lights that follow are OFF:

•• Make sure that the STBY HYD PRESS ON and the PTU CNTL ON lights are OFF •• POWER levers - DISC •• Condition levers - START/FEATHER. •• Operate for 30 seconds minimum in feather •• STEERING switch - OFF •• ANTI SKID switch - OFF •• BLEED 1 and BLEED 2 switches - OFF •• RECIRC fan switch - OFF •• EMER LIGHTS switch - OFF •• Condition levers - FUEL OFF

•• No. 1 DC GEN

•• MAIN BATTERY, AUX BATTERY and STBY BATTERY switches - OFF

•• No. 2 DC GEN •• MAIN BATTERY

•• BATTERY MASTER switch - OFF.

•• AUX BATTERY •• STBY BATTERY. Disconnect the external power (if applicable). MAIN BUS TIE switch - TIED.

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ENGINE DRY MOTORING

ENGINE WET MOTORING

Do a dry motoring cycle of the engine as follows: •• Move the CLA to FUEL OFF •• Move the PLA to DISC •• Select IGNITION 1 or IGNITION 2 switch to the OFF position •• Move the ENGINE START SELECT switch to 1 or 2. Make sure that the SELECT light is ON.

CAUTION DISCONNECT THE EXTERNAL AC POWER SOURCE CURRENT TO THE AIRCRAFT. IF YOU DO NOT DO THIS, DAMAGE TO THE TRANSFORMER RECTIFIER UNIT COULD OCCUR.

CAUTION

CAUTION

ALWAYS DRY MOTOR THE ENGINE AFTER YOU WET MOTOR IT. THIS REMOVES FUEL FROM THE ENGINE. Do a wet motoring cycle of the engine as follows:

Push the Engine START switch. Motor the engine for 30 seconds.

•• CONDITION lever - FUEL OFF

Make sure that NH starts to increase. The duty cycles for the Engine DC starter are:

•• IGNITION 1 or IGNITION 2 switch - OFF

•• Attempt No.1, 70 seconds cranking and 2 minutes recovery

•• ENGINE START SELECT switch - 1 or 2. Make sure that the SELECT light is ON.

•• Attempt No.2, 70 seconds cranking and 2 minutes recovery •• Attempt No.3 70 seconds cranking and 30 minutes recovery •• Move the ENGINE SELECT switch to CENTER. Make sure that the SELECT and START lights go OFF.

•• POWER lever - DISC

CAUTION DO NOT MOTOR THE ENGINE WITH THE STARTER FOR MORE THAN 70 SECONDS. THIS CAN CAUSE DAMAGE 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.

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DO NOT MOTOR THE ENGINE WITH THE STARTER FOR MORE THAN 70 SECONDS. THIS CAN CAUSE DAMAGE TO THE STARTER.

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ENGINE POWER ASSURANCE CHECK

°° Do the necessary troubleshooting if NH, NL, ITT and Wf margins are negative.

Do a manual power assurance check of the engine as follows: •• Record the outside air temperature (OAT) and the pressure altitude. The correct pressure altitude may be obtained as follows:

NOTE: The engine is serviceable if Wf is more than the limit but all other parameters are in the limits. You can use Wf as an indicator. Make sure that the other parameters (NH, NL, ITT) are accurate.

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•• Set the altimeter calibration window to the standard barometric pressure (29.92 inch of mercury (in Hg) or 1013 Mbars). The altimeter reading is the actual pressure altitude around the aircraft. Do not use corrected barometric pressure as supplied by the tower

•• If ITT margin is less than 5°C (9°F) or the NH or NL margin is less than 0.25% schedule another PAC at an interval based on the engines observed performance deterioration rate, based on ECTM and previous PAC results.

•• Find and make a record of the maximum NH, NL, ITT and Wf.

Do a power assurance check of the engine using an EMU as follows: •• Select POWER ASSURANCE from the power plant main menu of the ARCDU

CAUTION MAKE SURE THAT THE ENGINE INTAKE AIR PASSAGE IS CLEAR OF UNWANTED OBJECTS. IF YOU DO NOT DO THIS, IT CAN CAUSE DAMAGE TO THE ENGINE. •• Start the engine •• Condition lever to MAX (1020 RPM) •• Advance the POWER lever to the rating detent. Make sure that the engine torque matches the target torque, the ECS bleed is OFF and airspeed is less than 65 Kts (calibrated). Operate the engine at this power for three minutes. •• Record NH, NL, ITT and Wf from the cockpit gages •• Shutdown the engine •• Make sure that OAT and the pressure altitude has not changed •• Using the tables determine the corrected margins

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•• Follow the ARCDU automated procedure. Examine the engine parameters and calculated margins: •• Do the necessary troubleshooting if NH, NL , ITT or Wf margins are negative.

ENGINE ACCELERATION CHECK Do an acceleration check of the engine as follows: •• Record the outside air temperature (T1.8) and the pressure altitude. Do the steps that follow to find and record the target torque: •• Start the engine •• Move the CLA to MAX 1020 •• Accelerate slowly until you reach the rating detent •• Maintain this power setting a few

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secon ds t o l et engi ne param e te r s stabilize •• Record RATING TORQUE

PROPELLER FORWARD CONSTANT SPEED

•• Reduce power to flight idle •• Determine the torque value equivalent to 95% RATING TORQUE recorded in step 6, above.

CAUTION PULL THE POWER LEVER BACK WHEN THE ENGINE GETS TO 95% TORQUE RATING. THIS WILL KEEP THE ENGINE OR THE PROPELLER IN THE PERMITTED LIMITS. •• Move the PLA from FLT IDLE to the RATING Detent position in less than one second to do a slam acceleration •• Record the amount of time it takes the engine to go from FLT IDLE to 95% of RATING TORQUE. The time taken must be 5 seconds maximum •• If the acceleration time is less than 5 seconds, the FMU is serviceable.

GROUND IDLE ENGINE RUN Do a ground idle check as follows: •• Start the engine

CAUTION MAKE SURE THAT THE ENGINE INTAKE AIR PASSAGE IS CLEAR OF UNWANTED OBJECTS. IF YOU DO NOT DO THIS, IT CAN CAUSE DAMAGE TO THE ENGINE. Do the check of the propeller forward constant speed as follows: •• Start the engine •• Move the CLA lever to MAX 1020.

CAUTION

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DO NOT OPERATE THE ENGINE AT MORE THAN THE TORQUE OR ITT LIMITS. IF YOU DO, YOU CAN CAUSE DAMAGE TO THE ENGINE OR THE PROPELLER. •• Advance the PLA until NP becomes stable (NP governing) •• Check that NP at MAX GOV is 1020 ±10 rpm.

•• POWER lever to “DISC”

NOTE:

•• CONDITION lever to FEATHER •• ECS bleed - OFF •• Check that NH is 64.2 ± 0.5%.

The NP gauge on the aircraft instrument panel moves in increments of 10 rpm. •• Move the PLA to DISC.

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REVERSE MAXIMUM GOVERNING (FULL RANGE IN REVERSE) Do the check of the reverse maximum governing as follows:

FADEC TRIM (FOR PLA) The P LA/C LA tr im pr oc e dur e does t h e following:

•• Start the engine

•• Calibrates the PLA and CLA positions in the memory of the FADEC and PEC

•• Move the CLA to any position between MIN 850 and MAX 1020

•• Uploads the Torque Trim values from the trim plug into the FADEC memory

•• Make sure the ECS bleed is OFF •• Move the PLA to MAX REV

°° Uploads the ITT Trim value from the trim resistor into the FADEC memory.

•• Check that NP becomes stable between 950 and 1030 rpm •• Move the PLA to DISC •• Move the CLA to START & FEATHER.

71 POWERPLANT

NPT UNDERSPEED GOVERNING CHECK Do a NPT underspeed governing check as follows: •• Start the engine •• Move the CLA to MAX/1020 and let the oil temperature become stable •• Move the PLA to FLIGHT IDLE •• Check that NP is minimum 660 ± 10 RPM.

NOTE If there is a difference between the actual trim resistor values and the values stored in the FADEC memory, the fault codes that follow will be displayed: °° Fault codes 796 and 797 for Torque Trim. °° Fault code 798 for ITT Trim. If the PLA/CLA trim is required because of maintenance activity on the PLA or CLA quadrant, or because of an engine change, do the steps that follow: •• Do an operational check for engine fault 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

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POWERPLANT INTERFACE , then select TRIM DATA

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 a FADEC change, and it had fault codes 797, 798, 804, 807 or 808 when it was removed, 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. Do the steps that follow to trim the PLA and CLA: •• Move the PLA, of the powerplant to be trimmed, to FLIGHT IDLE and the CLA to 850 RPM •• Set the other PLA to the RATING position and the other CLA to FUEL OFF •• Set the MAINT DISC switch to ON

-- At the TRIM DATA page, select PLA TRIM and read the values that come into view -- F r o m t h e A R C D U s c r e e n , confirm that the trimmed PLA is 35° for both channels -- Move the two PLAs to FLIGHT IDLE -- Move the two CLAs to FUEL OFF -- On the Maintenance Control Panel, set the MAINT DISC switch to OFF.

PROPELLER FEATHER CHECK Do a propeller feather check as follows: •• Start the engine •• 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 MAX/1020 and let the engine become stable. Make sure that the propeller fully unfeathers •• Move the CONDITION lever to START/ FEATHER. Make sure that the propeller fully feathers within 20 seconds.

•• 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

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71 POWERPLANT

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MAINTENANCE TRAINING MANUAL

71-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• 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 71 POWERPLANT

•• ACS28016 Lanyard - Lower Forward Cowl (Series 400) •• 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)

71-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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.

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•• 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. 71 POWERPLANT

•• AMM 71-21-11-000-801: Removal of the Forward Top Isolator. •• 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.

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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 System Description.............................................................................................. 72-7 Component Description........................................................................................ 72-7 Reduction Gearbox........................................................................................ 72-7 Operation............................................................................................................. 72-9 72-20-00 INLET SECTION...................................................................................... 72-11 General.............................................................................................................. 72-11 System Description............................................................................................ 72-11 Component Description...................................................................................... 72-11

Chromate Surface Repair of Magnesium............................................................ 72-11 72-30-00 COMPRESSOR SECTION........................................................................ 72-13 Introduction....................................................................................................... 72-13 System Description............................................................................................ 72-13 Component Description...................................................................................... 72-15 Low Pressure (LP) Compressor Case........................................................... 72-15 Low Pressure (LP) Compressor................................................................... 72-15 Inter-Compressor Case................................................................................ 72-15

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72-i

72 ENGINE

Front Inlet Case........................................................................................... 72-11

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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 System Description............................................................................................ 72-21 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 Component Description...................................................................................... 72-27 HP Vane...................................................................................................... 72-27 72 ENGINE

HP Turbine.................................................................................................. 72-27 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 Normal System Operation........................................................................... 72-29

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Page Limitations.................................................................................................. 72-29 Borescope Inspections................................................................................. 72-30 Engine shipping methods................................................................................... 72-30 72-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 72-31

72 ENGINE

72-00-00 MAINTENANCE PRACTICES.................................................................. 72-32

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ILLUSTRATIONS 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

72-16

Operating Limitations..............................................................................72-28

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72-v

72 ENGINE

Figure Title Page

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MAINTENANCE TRAINING MANUAL

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. 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.

FOR TRAINING PURPOSES ONLY

72-1

72 ENGINE

72-00-00 INTRODUCTION

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MAINTENANCE TRAINING MANUAL

Accessory Drive Section

Combustion Section

FWD

72 ENGINE

Air Inlet Section

Compressor Section

Turbine Section

Figure 72-1. Engine Cutaway View 1

72-2

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MAINTENANCE TRAINING MANUAL

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.

72 ENGINE

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

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Top mounting pad Rear housing

Lifting bracket Propeller Balance Sensor Boss

Front housing

Brush Block Mount Studs (4) Prop Thrust Bearing Cover

Side Mounting Pad

72 ENGINE

FWD

Propeller shaft Delta plate

Figure 72-2. Reduction Gearbox (RGB)

72-4

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Case-to-Case Ground Cables

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MAINTENANCE TRAINING MANUAL

72-10-00 REDUCTION GEAR BOX (RGB) AND PROPELLER SHAFT

NOTES

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 72 ENGINE

•• Overspeed-governor •• 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.

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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

72-6

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SYSTEM DESCRIPTION

NOTES

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.

COMPONENT DESCRIPTION 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.

72 ENGINE

There are two stages of reduction. The total reduction ratio is 17.16 to 1.

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Hydraulic Pump Drive Gearshaft

Idler Drive Gearshaft

Overspeed Governor and Pump Drive Gearshaft

A/C Generator Drive Gearshaft

Propeller Shaft

Second Stage Pinion Gear

First Stage Helical Gear

Second Stage Bull Gear

FWD

72 ENGINE

Second Stage Pinion Gear

Helical Input Drive Shaft

First Stage Helical Gear

Torque Shafts Torque Sensors

Figure 72-4. RGB Geartrain

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OPERATION Refer to: •• Figure 72-4. RGB Geartrain.. •• Figure 72-5. RGB Geartrain. The first stage of the reduction starts when the power turbine turns the helical input shaft clockwise. The helical input shaft will turn the two first-stage helical gear counter-clockwise. The first-stage helical gear is directly splined to the second stage pinion gear by the torque shaft.

A chamber in the rear housing is supplied with engine oil. This auxiliary tank is always full of oil, even when the engine is not in operation. Oil from this tank lubricates the reduction and accessory gears and bearings through oil passages, oil jets and nozzles. The overspeed governor and the propeller control unit use this oil to operate the pitch-change mechanism of the propeller. The electric feathering-pump mounting pad on the rear housing has oil ports that are connected to this auxiliary oil tank.

72 ENGINE

The second stage of reduction starts when the two pinion gears turn the second stage bull gear. The second stage bull gear is splined to the Propeller shaft that rotates the Propeller clockwise.

The bullgear also turns the idler-drive spur gearshaft and the overspeed-governor gearshaft counterclockwise. The idler-drive gearshaft turns the alternator-drive gearshaft clockwise and the overspeed-governor gearshaft turns the Hydraulic pump drive spur gearshaft clockwise.

Figure 72-5. RGB Geartrain

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72-9

72-10

Figure 72-6. Engine Air Intake

MAINTENANCE TRAINING MANUAL

BOTTOM VIEW

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DASH 8 Q400

Air Intake

72 ENGINE

MAINTENANCE TRAINING MANUAL

72-20-00 INLET SECTION GENERAL The front inlet case directs air to the compressor section.

SYSTEM DESCRIPTION The purpose of the front inlet case is to: •• Provide structural connection between the RGB and the turbomachinery •• 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) •• Support power turbine and low pressure shafts •• Support the flexible coupling shaft assembly that transmits power to the RGB •• 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 •• Allow oil to pass to bearing cavities. The FADEC is on the left side of the inlet case and the fuel flow meter is on the right side.

COMPONENT DESCRIPTION Front Inlet Case Refer to Figure 72-6. Engine Air Intake.. The air inlet is between the RGB and the Low Pressure (LP) compressor case. The inlet case provides air to the LP compressor.

Revision 0.4

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 on the inlet lip. It houses the coupling shaft. It supplies installation for the following: •• FADEC •• Turbomachinery data plate •• Compressor wash port •• NL Speed Sensor •• Torque and NPT sensors •• MOT Probe with ITT trim resistor •• T1.8 Probe.

CHROMATE SURFACE REPAIR OF MAGNESIUM The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. If the anti-corrosion coating on magnesium alloy is damaged it must be repaired as soon as possible. There are two types of solution that may be used for this task as follows: Chromate Conversion Solution or Chrome Pickle Solution. They can be obtained ready mixed but tables are supplied in the Task Sheet detailing the solution mixtures.

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FWD

72 ENGINE

NOTE Portion of component removed for clarity

FWD

Figure 72-7. Compressor Section 1

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72-30-00 COMPRESSOR SECTION

The principal containment for the LP compressor blades is by the bolted vane and shroud arrangements.

INTRODUCTION

The intercompressor case gives support for the following components:

The compressor section raises the pressure of the incoming air before passing it to the combustion chamber.

SYSTEM DESCRIPTION Refer to:

•• P2.7 check valve (for ECS) •• P2.7 handling bleed valve (HBV) •• Angle drive gearbox •• Rear engine mounts •• 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 72 ENGINE

•• Retimet breather (in AGB) •• P2.2 intercompressor bleed valve and adaptor.

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HP Impellor

FWD

72 ENGINE

No.4 Bearing Housing

Figure 72-8. Compressor Section 2

72-14

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COMPONENT DESCRIPTION

Inter-Compressor Case

Low Pressure (LP) Compressor Case

The intercompressor case is between the (LP) low pressure compressor case and the combustion case.

The LP compressor case is between the inlet case and the intercompressor case. This assembly is split in two halves to permit one piece compressor module assembly and removal.

It houses the centrifugal HP compressor and the accessory drive shaft (tower shaft). The titanium intercompressor case holds the 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 in the case.

The impeller shroud is a double annulus for the P2.7, and P2.8 bleeds.

An erosion shield is installed in the case to protect the magnesium from hot P2.2 air and debris.

The intercompressor case forms a path that allows air to flow from the LP compressor to the HP compressor.

The low pressure compressor case houses the low pressure compressor. The LP compressor case supports bearings No.2.5 and No.3.

The compressor arrangement of three stages axial and a single stage centrifugal is prone to stall because at low N h , the axial flow compressor is much more efficient than the centrifugal compressor. The air flows freely across the axial but not so freely across the centrifugal, leading to compressor stall and surge.

The 1st stage vane assembly is a full vane ring cascade.

Low Pressure (LP) Compressor The low pressure compressor is in the (LP) low pressure compressor case. The low pressure compressor is an axial, three stage compressor and is driven by an independent axial turbine. The rotor components are three axial integrated blade rotors (IBR) (1st, 2nd, and 3rd stage) all made of titanium alloy. The IBRs are designed to be FOD resistant.

HP compressor The high pressure (HP) compressor is in the intercompressor case, and is a centrifugal high pressure impeller driven by an independent axial turbine, on an integral shaft. The HP compressor gives the fourth and last stage of compression to the air mass going through the engine. The bevel gear on the front of the compressor 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.

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Air Inlet

Wash Nozzle (PWC57694)

72 ENGINE

Figure 72-9. Wash Nozzle

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MAINTENANCE TRAINING MANUAL

OPERATION Normal System Operation The three stage axial compressor rotates counterclockwise (when viewed from the rear). The 3rd stage stator assembly is a double row cascade. This double row cascade slows the air down to provide near zero swirl at the inlet to the Inter Compressor Case (ICC) duct. Compressed air from the HP diffuser duct flows into the gas generator case around the combustion liner. The air flows into the dilution holes and through holes in the machined louvers. Air is used to assist in the fuel atomization, for cooling the liner skin, and for combustion. The shaft is supported by the No.4 ball bearing and No.5 roller bearing. Cabin bleed is provided by P3 and P2.7 air. Gradual performance shifts of NL, Nh, TQ , WF and ITT may be caused by a dirty compressor. Sudden performance shifts of N L , N h , WF, and ITT may be caused by FOD or compressor rubbing.

COMPRESSOR AND TURBINE WASH The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

A compressor and turbine wash removes salt, dirt and other baked-on material that collects in the gas path and can cause the performance of the engine to deteriorate. There are two types of washes that you can do to clean the compressor and turbines.

Desalination Wash A desalination wash uses water or a water/ methanol solution to remove salt and light deposits.

Performance Recovery Wash A performance recovery wash uses cleaning chemicals in the wash solution to remove deposits that cannot be dissolved by a desalination wash. Do the performance recovery wash when necessary to make sure that deposits do not build up on engine components. A rinse wash is used after a performance recovery wash to clean the gas path. There are two types of wash tooling. They are: •• PWC59053, Desalination Adapter - It attaches to the side of the engine inlet case •• PWC57694, Wash Nozzle Assembly - It installed into the engine inlet case. This can result in a more effective wash. The use of a PWC57693 Wash Collector is recommended, but optional. This allows easy 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. Revision 0.4

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MAINTENANCE TRAINING MANUAL

ENGINE CONDITION TREND MONITORING (ECTM) The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. The EMU automatically records ECTM data during every take-off and stable cruise for every flight. Engine trend monitoring is usually started a maximum of 100 flight hours from the time an engine is installed. Download the data to a laptop computer which has the P&WC supplied Ground Based Software installed Make an analysis of the ECTM data file (Refer to the P&WC ECTM Users Guide). ECTM Data Retrieval Frequency: With an EMU: P&WC recommends that you download the ECTM data every 50 hours. Without an EMU:

NOTE: Record the parameters that follow: °° OAT °° P.ALT °° TQ °° NP °° NL °° NH °° ITT °° Wf ECTM Data Analysis: •• To use ECTM satisfactorily, you must do a regular analysis of the data to find the condition of the engine. P&WC recommends that you analyze the ECTM data a maximum of five (5) days after you download it. •• ECTM can indicate a change in engine parameters. Compare the change to the performance margin for that engine. The performance margin was recorded during the power assurance check (PAC) done when the engine was initially installed.

72 ENGINE

Automatic ECTM data collection is not available if the aircraft does not have an EMU. P&WC recommends that you record a data set each day or every eight flight hours, whichever comes first.

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72-40-00 COMBUSTION SECTION

NOTES

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 Breather

FWD

Turbine Support Case

72 ENGINE

P3 Air Bleed Pad

Gas Generator Case Fuel Nozzle Mounting Pad

Igniter Plug Mounting Pad

ITT Mounting Pads

Figure 72-10. Combustion Section 1

FOR TRAINING PURPOSES ONLY

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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

72-20

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MAINTENANCE TRAINING MANUAL

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 rear of the HP compressor and the fish tail diffuser ducts.

The gas generator case incorporates an air bleed pad through which P3 air is supplied to the Environmental Control System (ECS). The inner surface comprises machined louvers. Two igniter plug bosses are provided on the gas generator case at the four and seven O’clock positions, with corresponding boss in the liner. Combustor retention is provided by six combustor retention pins in the igniter plane. The major components comprising the combustor are the: •• Outer liner

The combustor burns the mixture of fuel and air, and delivers the resulting gases to the turbines.

OPERATION Twelve hybrid fuel nozzles each containing a primary air blast and a secondary air blast with combustor air swirler, are incorporated. Fuel is added to the compressed air in the combustion chamber. Two igniter plugs are provided on the gas generator case with corresponding bosses in the combustion chamber liner. The igniters are used for starting but are not required once the fuel/air mixture is lit.

•• Inner liner •• Small exit duct (SED) •• Adapter. The large exit duct is double skinned, with impingement holes in the outer skin for effective cooling of the inner skin.

Hot combustion gases flow forward in a three dimensional torroid and are directed rear toward the HP vane by the combustor outer liner and the small exit duct.

COMPONENT DESCRIPTION Combustion Case 72 ENGINE

The combustion case is between the interturbine case and the Turbine section. The combustion section provides an area for the combustion of the fuel/air mixture.

FOR TRAINING PURPOSES ONLY

72-21

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MAINTENANCE TRAINING MANUAL

Lp Turbine Interturbine Vane

Hp Turbine

Pt Vane Assembly

Hp Vane

FWD

72 ENGINE Combustion Chamber

Lp Vane

Power Turbines

Figure 72-12. Turbine Section 1

72-22

FOR TRAINING PURPOSES ONLY

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72-50-00 TURBINE SECTION

NOTES

GENERAL Refer to: •• Figure 72-12. Turbine Section 1.. •• Figure 72-13. Turbine Section 2.. •• Figure 72-14. Turbine Section 3.. •• Figure 72-15. Turbine Section 4.. 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

72 ENGINE

•• Power Turbines (PT).

FOR TRAINING PURPOSES ONLY

72-23

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2 LEGEND 1. HP Turbine Front Cover 2. HP Turbine Blade

1

72 ENGINE

FWD

Figure 72-13. Turbine Section 2

72-24

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

2

LEGEND 1. LP Turbine Front Cover 2. LP Turbine Blade 3. LP Turbine Disc

72 ENGINE

1

FWD

3

Figure 72-14. Turbine Section 3

FOR TRAINING PURPOSES ONLY

72-25

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

2

1

FWD

72 ENGINE 3

Figure 72-15. Turbine Section 4

72-26

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

SYSTEM DESCRIPTION

HP Turbine

A ring of stator vanes is installed in front of its associated turbine, to direct the hot gases to the turbines and change static pressure into velocity.

The HP turbines are installed in the rear of the gas generator case.

The LP and HP turbines are installed in the rear of the gas generator case, and the power turbines are installed in the turbine support case. The hot section also has the following vane assemblies: •• HP vane assembly •• LP vane assembly •• Inter-turbine vane assembly and •• Power turbine vane assembly. The central PT shaft is supported by the No.1 (ball), No.2 (roller), No.6.5 (roller) and No.7 (roller) bearings. The intermediate LP turbine shaft is supported by the No.2.5 (roller), No.3 (ball) and No.6 (roller) bearings. The HP turbine shaft, that is integral with the impeller, is supported by the No.4 (ball) and No.5 (roller) bearings. The hot section of the engine comprises components downstream of the gas generator.

COMPONENT DESCRIPTION HP Vane The stator vanes ring is installed in front of the HP turbine section in the gas generator case and air cooled using P3 air. Support comes from the Small Exit Duct (SED) and the inner support housing. The purpose of the HP vane assembly is to direct the hot gases to the HP turbine and change static pressure into velocity.

The HP turbine consists of a nickel alloy disc featuring 41 air cooled blades. The blades are secured by fir-tree serrations and two covers that retain the blades axially and minimize cooling air leakage through the fir-tree of the blades. The cooling air is provided through showerhead, tip and platform cooling holes with trailing edge ejection. The front cover also increases the air pressure delivered. The cooling air comes from the Tangential Outboard Injector (TOBI). Cooling air is used for the following: •• Cool the HP blades •• Ventilate the HP disc bore •• Purge the downstream side of the rear cover •• Impinge upon the LP vane inner drum. The HP turbine extracts energy from the hot gases to turn the HP Compressor and the accessory gearbox.

LP Turbine Vane Assembly Located in the Gas generator Case between the HP turbine and the LP turbine. The purpose of the LP vane assembly is to direct the hot gases to the LP turbine and change static pressure into velocity.

LP Turbine Assembly The LP turbines are installed in the rear of the gas generator case. The LP Turbine disk is made of nickel alloy featuring 41 air-cooled blades. The base material for the blades is a single crystal 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.

FOR TRAINING PURPOSES ONLY

72-27

72 ENGINE

DASH 8 Q400

72 ENGINE

72-28

LEGEND 1 For 20 seconds 2 For 120 seconds 3 For 600 seconds

OPERATING LIMITS

SHP OAT

Lb ft (%)

ESHP

5071 37.4 °C

26113

5492

843

4580 37.4 °C

26113

4963

5071 37.4 °C

26113

Max. Climb

4058 30.5 °C

Max. Cruise

3947 25.8 °C

FOR TRAINING PURPOSES ONLY

Take-off Normal Take-off Max. Continuous Enroute Emergency

NP

°C

RPM (%)

RPM (%)

PSID

°C

.433

880

31150 (100)

61-72

0-107

767

.433

880

31150 (100)

1020 (100) 1020 (100)

61-72

0-107

5492

843

.433

880

31150 (100)

1020 (100)

61-72

0-107

26113

4058

688

.460

900

26113

3947

671

.464

850

100% 100%

100%

Jet Thrust

Max. SFC Lb/ESHP/Hr

44 to 75 -40-125 Min. 100Max>0°C -40 Min. 165Max<0°C

(64.2)

Starting 35252 1 135%

27680 106%

Max. Reverse

Oil Temp.

NH

Min. Idle

Transient

Oil Pressure

EGT

Performance

3

920 1 920 1

1500

Figure 72-16. Operating Limitations

31525 (101.2)

1071-1173 (105-115)

72-80 2

80-100 1

125

1

MAINTENANCE TRAINING MANUAL

Torque

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Power

Operating Condition

MAINTENANCE TRAINING MANUAL

The purpose of the LP turbine is to extract energy from the expanding gases to turn the LP Compressor.

The purpose of the power turbines is to extract energy from the hot gases to turn the propeller through a reduction gearbox.

Turbine Case

Exhaust Flange Cover

The Turbine case is after the gas generator case.

The covers are installed on the exhaust adaptor flange, forming two halves on the exhaust adaptor flange.

The turbine case supports the power turbines. Each disc is installed and removed separately. This eases assembly and disassembly of the power turbine section. The nozzles are on the turbine support case and protrude into the combustion chamber liner from the rear.

Inter Turbine Vane (ITV) Assembly The ITV is attached to the TSC at a flange. The purpose of the LP vane assembly is to direct the hot gases to the LP turbine and change static pressure into velocity. In the event of a LP shaft failure, the ITV is designed to contain the LP rotor axially. The ITV performs the following functions: •• Acts as the inter turbine duct •• Acts as the PT1 vane •• Provides support to the No. 6 and No. 6.5 bearing housings. Four borescope ports are part of the ITV for gas path component inspection.

Power Turbines The power turbines extract energy from the hot gases to turn the propeller through the RGB. 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 rivet. The 1st stage blades are made of Nickel alloy 2nd stage blades made of Inconel alloy. The Power Turbines discs are made of Nickel alloy.

The cover forms a seal at the connection of the exhaust adaptor flange and the exhaust nozzle.

OPERATION Normal System Operation Hot expanding gases leaving the combustion chamber are directed towards the HP turbine blades by the HP turbine ring. After the HP turbine the hot gases are directed towards the LP turbine blades by the LP turbine ring. The gases then travel across the PT vane rings and impinge on the PT turbine blades. All three turbines turn at independent speeds. At engine start, the starter/generator turns only the HP compressor and HP turbine. The HP turbine rotates clockwise to a maximum speed of 31,150 rpm (100%). The LP turbine rotates counterclockwise to a maximum speed of 27,000 rpm (100%). The Power turbine rotates clockwise to a maximum speed of 17,501 rpm (100%). The LP and HP turbines turn the compressors through their own respective shafts. The power turbines turn the propeller through the power turbine shaft and the reduction gearbox. Concentric shafts connect the two-stage power turbine to the gearbox and the single-stage LP and HP turbines to the compressors.

Limitations Refer to Figure 72-16. Operating Limitations..

FOR TRAINING PURPOSES ONLY

72-29

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MAINTENANCE TRAINING MANUAL

Borescope Inspections There are various borescope inspection access points throughout the turbomachinery as follows: •• Inlet case - 1st stage LP rotor •• LP compressor case - 2nd and 3rd stage LP rotor •• Combustor support pins - HP impeller, combustion chamber liner, SED and HP stator and shroud segments. See NOTE 1 •• Rear access cover of Starter/Gen drive - HP impeller vanes •• Turbine support case - LP turbine blades, Interturbine vane ring and 1st stage PT blades. See NOTE 1 •• AGB breather tube cover - 2nd stage PT and Exhaust duct •• 10 o’clock position on Gas Generator case - No.5 bearing oil pressure and scavenge tubes •• P3 bleed air adapter - No.5 bearing scavenge tube leakage into bottom of gas generator case.

NOTE 1

72 ENGINE

Special Detailed Inspections (SDIs) that together constitute a Hot Section Inspection and utilize some of these access ports, are carried out by trained, skilled operators at the specified intervals (4000 Engine Hours repeat 1500 EH). The only internal visual inspection that can be performed on the engine at field level is boroscope inspection.

CAUTION YOU MUST BE VERY CAREFUL WHEN YOU USE THE BORESCOPE IT CAN BE EASILY DAMAGED BY HEAT, SHOCK, TWISTING AND PINCHING. TO PREVENT DAMAGE TO EQUIPMENT OBSERVE THE FOLLOWING ITEMS:

72-30

°° DO NOT PUT THE BORESCOPE INTO LIQUID °° ENGINE TEMPERATURE MUST BE LESS THAN 66°C (150°F) °° BEFORE YOU TURN THE HP IMPELLER, REMOVE THE FIBERSCOPE FROM THE ICC °° THE PROTECTIVE RING AND SIDE-VIEWING ADAPTER CAN FALL INTO THE ENGINE IF NOT INSTALLED CORRECTLY °° THE PROTECTIVE RING AND SIDE-VIEWING ADAPTER CAN DAMAGE THE DISTAL END IF IT IS OVER TIGHTENED °° T O P R E V E N T D A M A G E T O THE OPTIC FIBERS TURN THE FIBERSCOPE WITH THE HAND NEAR THE POINT OF ENTRY NOT BY THE EYEPIECE. OVER TWISTING THE FIBERSCOPE °° TO PREVENT DAMAGE TO THE COMPRESSOR CAREFULLY TURN THE COMPRESSOR WITH A WOODEN OR PLASTIC DOWEL °° UNWANTED MATERIAL CAN CAUSE A BLOCKAGE OF THE NOZZLE.

ENGINE SHIPPING METHODS The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. This task describes two methods of shipping for engines as follows: •• Engine in shipping container. •• Engine shipped in a transportation stand. •• If shipping a QEC must be shipped in a transportation stand.

FOR TRAINING PURPOSES ONLY

Revision 0.4

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MAINTENANCE TRAINING MANUAL

72-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• 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 •• PWC55829 Puller •• PWC57320 Guide Tube •• PWC55607 Puller •• 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 72 ENGINE

•• PWC32677-100 Wash Cart •• 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

FOR TRAINING PURPOSES ONLY

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•• PWC57183 Plug tap •• PWC57183 Bottoming tap •• PWC57183 Puller •• PWC57131 Drift •• R1113W Wrench •• R212D Lockring Drive Tool •• PWC55971 Engine Stand •• GSB7100021 Nacelle-Mounted Engine Hoist •• PWC55971 Engine Stand •• GSB7100021 Nacelle-Mounted Engine Hoist

72-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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. 72 ENGINE

•• AMM 72-00-00-290-808: Borescope Inspection of the Gas Generator Case. •• 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.

72-32

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

•• AMM 72-10-00-290-802: B  orescope Inspection of the Reduction Gear Box (RGB) SecondStage Bull Gear, Helical Gear and Input Layshaft Pinions.

72 ENGINE

•• 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).

Revision 0.4

FOR TRAINING PURPOSES ONLY

72-33

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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 System Description.............................................................................................. 73-5 Component Description........................................................................................ 73-7 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

General.............................................................................................................. 73-27 System Description............................................................................................ 73-27 Installation of EEC of FADEC........................................................................... 73-27

Revision 0.4

FOR TRAINING PURPOSES ONLY

73-i

73 FUEL

73-21-00 ENGINE FUEL CONTROL SYSTEM....................................................... 73-27

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MAINTENANCE TRAINING MANUAL

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

Component Description...................................................................................... 73-35 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 Normal System 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 73 FUEL

POWERPLANT Message............................................................................ 73-51 Fault Display............................................................................................... 73-51

73-ii

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MAINTENANCE TRAINING MANUAL

Page

73-31-00 ENGINE FUEL INDICATION................................................................... 73-53 General.............................................................................................................. 73-53 System Description............................................................................................ 73-53 Component Description...................................................................................... 73-55 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 Maintenance Consideration................................................................................ 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 73-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 73-62

73 FUEL

73-00-00 MAINTENANCE PRACTICES.................................................................. 73-62

Revision 0.4

FOR TRAINING PURPOSES ONLY

73-iii

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ILLUSTRATIONS 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

73-21

Electrical Wiring - Fuel Control Harness (2 of 3)....................................73-37

73-22

Electrical Wiring - Fuel Control Harness (3 of 3)....................................73-38

73-23

Permanent Magnet Alternator..................................................................73-39

Revision 0.4

FOR TRAINING PURPOSES ONLY

73-v

73 FUEL

Figure Title Page

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MAINTENANCE TRAINING MANUAL

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

73-vi

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

CHAPTER 73 FUEL

73-00-00 INTRODUCTION 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. 73 FUEL

They will be explained in detail in this chapter.

FOR TRAINING PURPOSES ONLY

73-1

73-2

DASH 8 Q400 MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Figure 73-1. Engine Fuel Control Diagram 73 FUEL

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

SYSTEM DESCRIPTION

NOTES

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.

73 FUEL

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.

FOR TRAINING PURPOSES ONLY

73-3

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73 FUEL

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

73-4

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MAINTENANCE TRAINING MANUAL

73-11-00 ENGINE FUEL DISTRIBUTION GENERAL The engine receives fuel from the airframe fuel system. The fuel passes through the fuel heater and is pumped by an integrated (regenerative) fuel pump in the FMU. The fuel is then metered by the FMU. The metered fuel goes to the flow divider valve which separates it into primary and secondary for delivery to the fuel nozzles through the fuel manifolds.

SYSTEM DESCRIPTION R e f e r to F igur e 73- 2. Oil to F ue l H eat Exchanger (Flow). Fuel for the engine passes through the oil to fuel heater to prevent ice forming in the fuel. The fuel passes from the fuel heater through the fuel filter to remove any contaminant particles. The fuel then passes to the flow divider where it is directed to the primary and secondary fuel manifolds. The manifolds deliver the fuel to the nozzles, where it is atomized and sprayed into the combustor.

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

73 FUEL

•• Fuel filter.

FOR TRAINING PURPOSES ONLY

73-5

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MAINTENANCE TRAINING MANUAL

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 8 4

1

5

7

2

3

P47 5

FWD

6

73 FUEL

Figure 73-3. Oil to Fuel Heat Exchanger

73-6

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MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION Oil to Fuel Heat Exchanger Refer to: •• Figure 73-2. O  il to Fuel Heat Exchanger (Flow). •• Figure 73-3. Oil to Fuel Heat Exchanger. •• Figure 73-4. Oil to Fuel Heat Exchanger.

It is connected to the Fuel Metering Unit (FMU) through two transfer tubes on the forward face of the fuel heater. An additional two transfer tubes at the bottom of the heater connect it to the main oil-filter-housing. The heat transfer matrix is comprised of an aluminum plate and fin Assembly that separates oil and fuel from each other in passages.

73 FUEL

The oil to fuel heat exchanger, installed on the low pressure compressor case of the engine, it heats the fuel to prevent the formation of ice crystals.

The heat exchanger is an integral assembly. It is made of aluminum castings consisting of, a heater assembly, and a filter assembly. Both assemblies are welded together and reinforced with struts.

Figure 73-4. Oil to Fuel Heat Exchanger

FOR TRAINING PURPOSES ONLY

73-7

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1

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

73-8

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Fuel Heater Oil Pressure Relief Valve

NOTES

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.

73 FUEL

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.

FOR TRAINING PURPOSES ONLY

73-9

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

LEGEND 1. Fuel heater 2. Fuel strainer 3. Bowl

1

FWD 2

3

73 FUEL

Figure 73-6. Fuel Strainer

73-10

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

73 FUEL

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.

Figure 73-7. Fuel Strainer

Revision 0.4

FOR TRAINING PURPOSES ONLY

73-11

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MAINTENANCE TRAINING MANUAL

LEGEND 1. Thermal actuator 2. Poppet assembly 3. Connector P41 (REF) 4. Fuel heater 5. Connector P67 (REF) 6. Connector P47 (REF)

4 5 3

FWD

2

6 1

73 FUEL

Figure 73-8. Fuel Heater Thermal Actuator Valve

73-12

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Fuel Heater Thermal Actuator Valve

NOTES

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).

73 FUEL

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.

FOR TRAINING PURPOSES ONLY

73-13

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

FWD

Fuel Flow Divider

73 FUEL

Figure 73-9. Flow Divider Valve 1

73-14

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

FOR TRAINING PURPOSES ONLY

73 FUEL

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 the fuel nozzle operation during start. A fire shield is around the ecology reservoir for fire resistance purposes.

73-15

73 FUEL

73-16 MANIFOLD DRAIN RESERVOIR

PRIMARY FLOW TO NOZZLE

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

DIVIDER VALVE

SECONDARY FLOW TO NOZZLE

FUEL INLET

MAINTENANCE TRAINING MANUAL

SCHEDULING VALVE

PRIMARY FLOW

SECONDARY FLOW

FUEL INLET

FUEL INLET

Figure 73-10. Flow Divider Valve 2

FUEL INLET

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

73 FUEL

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

73-17

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MAINTENANCE TRAINING MANUAL

FWD A

B

FWD

NOTE One fuel manifold adapter shown, other similar fuel manifolds removed for clarity.

A NOTE Left manifold shown, Right manifold similar.

B

73 FUEL

A

Figure 73-11. Fuel Nozzles and Manifolds

73-18

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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 The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. •• 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

73 FUEL

•• REMEMBER the nozzles between the spark igniters may be different subject to Service Bulletin compliance.

Revision 0.4

FOR TRAINING PURPOSES ONLY

73-19

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MAINTENANCE TRAINING MANUAL

73 FUEL

Figure 73-12. Fuel Flowmeter

73-20

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Fuel Flowmeter and Fuel Tubes Refer to: •• Figure 73-12. Fuel Flowmeter. •• Figure 73-13. F  uel Flowmeter and Tubes. The fuel flow transmitter is on the right side of the engine intake section. The fuel flow transmitter converts fluid flow into an electrical signal and sends this information to the IFC.

The signal conditioning equipment in the IFC does the calculation to determine the mass flow rate of the fuel. This flow rate is shown on the ED. The fuel flow transmitter is connected to the FMU on one side and to the fuel flow divider on the other; it is connected by two fuel tubes. The tubes have a braided flexible portion and a solid portion made of a titanium alloy. The solid end of the tubes are attached to the flowmeter with a moeller-type nut. This is used for fire protection.

73 FUEL

Figure 73-13. Fuel Flowmeter and Tubes

FOR TRAINING PURPOSES ONLY

73-21

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MAINTENANCE TRAINING MANUAL

Secondary Inlet Strainer

Primary Inlet Strainer

Primary Fuel Secondary Fuel P3 Air Blast

Secondary Circuit P3

Heat Shield Primary Circuit

P3

73 FUEL

Figure 73-14. Fuel Nozzle Adapter

73-22

FOR TRAINING PURPOSES ONLY

Nozzle Tip Assembly

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

73 FUEL

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.

FOR TRAINING PURPOSES ONLY

73-23

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MAINTENANCE TRAINING MANUAL

FWD

Fuel Temperature Sensor

Fuel Filter

Strainer

Filter Impending Bypass Connector

Bypass Indicator

FWD

Fuel Filter Cover

73 FUEL

Figure 73-15. Fuel Filter

73-24

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

73 FUEL

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.

FOR TRAINING PURPOSES ONLY

73-25

DASH 8 Q400

CLA RVDT

MAINTENANCE TRAINING MANUAL

Local PEC

CLA

ENGINE CONTROL (FADEC)

Power Derate Selection Pilot Inputs

ECIU

Rating Discretes

PLA RVDT

Ambient Conditions

Engine Sensors Remote Engine Failure

ECS Bleed Section

PLA

Static Temperature Static Air Data Pressure Computer Delta Pressure Engine T1.8 Sensors Static Pressure

Npt Sensors

Remote PEC

Selected Ambient Temperature Selected Ambient Input Pressure Selection Logic Selected Delta Pressure

Power Turbine Speed Uptrim Command

73 FUEL

Figure 73-16. Power Request Block Diagram

73-26

FOR TRAINING PURPOSES ONLY

Power Power Request Request Logic

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

73-21-00 ENGINE FUEL CONTROL SYSTEM

FADEC does the following: •• Sends an electrical signal to the FMU to control engine power

GENERAL

•• Controls the P2.7 HBOV and the P2.2 HBOV to prevent compression stall

The engine fuel control system gives fuel at the required pressure and flow to control the engine power output.

•• Prevents an engine overspeed

SYSTEM DESCRIPTION The engine fuel control system manages the powerplant by: •• Supplying fuel flow (scheduled as a function of the selected PLA) •• Monitoring engine ratings •• 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 conditions. The following components comprise this sub-system: •• FADEC •• FMU •• Fuel control electrical wiring harness •• Characterization plug and •• Permanent Magnet Alternator (PMA). FADEC is a dual-channel microprocessorbased controller. One channel is in command, the other channel does indication. Normal channel change-over is achieved as follows:

•• Supervises engine starts and engine shutdowns by controlling the igniter exciter •• Detects and accommodates an Ni decouple •• Supplies voltage to the PEC when above 40% NH speed) •• Detects and indicates faults •• Communicates with the ED •• 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 Monitoring Unit (EMU) in maintenance mode. •• Communicates to other units through the Universal Asynchronous Receiver Transmitter (UART) and ARINC data bus interfaces.

INSTALLATION OF EEC OF FADEC The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

•• Shutdown

•• Install electrical connectors P1, P2, P40 and P50 ensuring the correct torque loading

•• Next engine start completed.

•• Install the characterization plug

The independent overspeed protection system uses redundant NH signals from the engine to command a fuel shut off in the event of an NH overspeed. The overspeed trip is set at 106% NH. The overspeed circuitry is tested each time the engine is shut down. The FADEC electronically controls the engine within safe thermal and mechanical operating limits.

Revision 0.4

•• Install the EEC of FADEC ensuring bolts torque loaded correctly •• Close CBs in the order shown in the task •• Do a FADEC fault code clear

73 FUEL

•• WOW

•• Do a PEC fault code clear

FOR TRAINING PURPOSES ONLY

73-27

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

••

Figure 73-17. Power Lever Angles 73 FUEL

73-28

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Power Setting with the Power Lever

NOTES

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.

73 FUEL

It also results in an increase of engine software limits. In this region the propeller control system automatically sets propeller speed to 1020 Np.

FOR TRAINING PURPOSES ONLY

73-29

73 FUEL

73-30 Condition Lever Angle

Normal Operation

Alternate Operation Uptrim Commanded

1020 rpm

NTO

MTOP discrete MTOP discrete OFF

MTO

900 rpm

MCL

MCL discrete

MCR

850 rpm

MCR

MCR discrete

START Feather

NTO

MCR

MCL discrete

MCL

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

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

MCR discrete

MCL

DASH 8 Q400

NTOP

MAINTENANCE TRAINING MANUAL

Rating Selection with the Condition Lever Refer to Figure 73-18. Alternate Power Rating Selections. When the condition lever is moved to the detent positions, rating selection occurs at the same time with propeller speed selection. The propeller control converts the Condition Lever Angle (CLA) to a position. It then transmits this position (as discrete information) to the FADEC (through the PEC/FADEC serial data buses). For all condition lever positions, the Rated Power will be achieved when PLA is in the rating detent (77.5° to 82.5°). When the PLA is reduced below the detent position, the power request for all positions converge to a single point at 55°. In the PLA overtravel region, the power request for all ratings converge to 125% maximum power at 95°.

Selection of Alternate Power Rating and Propeller Speed Combinations (Rating Discretes) Alternate combinations of propeller speed and engine power rating can be set by using the Maximum Take-Off Power (MTOP), Maximum Climb (MCL) and Maximum Cruise (MCR) rating discretes (in the flight compartment). These discretes are transmitted to the FADEC through the Engine Cockpit Interface Unit (ECIU). They change the rating normally selected as a function of CLA under certain conditions.

When CLA is in the 900 RPM position, and the MCR discrete is selected, the MCL rating normally associated with this propeller speed is overridden by the MCR rating. The MCR rating discrete is a momentary action switch, so any movement of the CLA will base engine rating selection on the new CLA position. Alternatively, the MCL rating can be recovered, at the same CLA position, by selecting the MCL discrete. The MCL discrete is also a momentary action switch. Selection of MCL at a CLA of 850 RPM is also possible using the MCL rating discrete.

Environmental Control System (ECS) Bleed Selection Refer to Table 73-1. ECS Bleed Selection. The power requested (at a given power rating) is a function of the selected ECS bleed when the engine is operating at the thermal limit. The ECS bleed selection is translated in bleed levels, used for thermal power rating calculations. Higher amounts of ECS bleed results in less thermal rated power. This may reduce the power requested for a given power rating, depending on the ambient conditions. The FADEC discriminates between single and dual ECS bleed by using the following logic. Dual engine level is used unless the power rating is MTOP, demanded by Uptrim only, or ECS is selected OFF on the remote engine. The ECS bleed selection is also used by FADEC to distinguish between MTOP and Maximum Continuous Power (MCP). BLEED

MTOP/MCP

The NTOP is selected by FADEC whenever the condition lever is in the 1020 RPM position.

OFF

MTOP

MIN

MTOP

The MTOP rating is defined as the maximum available power certified for take-off operation. The MTOP switch is an alternate action switch.

NORMAL

MCP

MAX

MCP

73 FUEL

DASH 8 Q400

Table 73-1.  ECS Bleed Selection

FOR TRAINING PURPOSES ONLY

73-31

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

NTOP (Tq) =

4580 1020 X 0.04972

NTOP = 90% Tq

MCL (Tq) =

4058 900 X 0.04972

MCL = 91% Tq

MCR/900 (Tq) = DISCRETE

3947 900 X 0.04972

MCR/900 = 88% Tq

MCR (Tq) =

3947 850 X 0.04972

MCR = 93% Tq

MCL/850 (Tq) = DISCRETE

4058 850 X 0.04972

MCL/850 = 96% Tq

MAX REV (Tq) =

1500 950 X 0.04972

MAX REV = 32% Tq

Table 73-2.  Power Derate Selection

73 FUEL

73-32

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Power Derate Selection Refer to Table 73-2. Power Derate Selection. The power can be reduced for take-off in the NTOP rating using the power derate function. To derate the requested power, the power derate discrete is pressed, with the CLA at the 1020 RPM position and PLA below the rated power detent. Selection of the power derate discrete momentary switch decreases the NTOP requested in steps of 2%, to a limit of 10%. Selection of the power derate reset discrete, at any time, resets the derate to 0%. A power derate is permitted only when both FADEC channels of each powerplant have received a power derate command. Confirmation occurs through cross powerplant communication. The power derate function cannot be activated in MTOP or MCP rating. If an Uptrim is commanded from the remote powerplant, the requested derate will apply to the MTOP requested power.

If the local engine fails (indicated by low torque), an Uptrim signal is sent by the local PEC to the remote FADEC. An Uptrim condition is shown in the flight compartment by: •• Uptrim indication •• Change in engine rating from NTOP to MTOP/MCP •• Change in the torque bug from NTOP to MTOP/MCP%.

Mechanical and Thermal Power Limits Refer to Table 73-3. Power Limit. The engine power limit logic is the lowest value between the mechanical power limit and the thermal power limit (for the selected rating). The mechanical power limit is set as a function of the engine rating. Rating Selected

Mechanical Power SHP

MTOP/MCP

5071

Automatic Take-Off Power Control System

NTOP

4580

MCL

4058

The Automatic Take-off Power Control System (ATPCS) increases the power of an engine if the other engine loses power. This is referred to as Uptrim, or, Automatic Take-Off Thrust Control System (ATTCS).

MCR

3947

The ATPCS is active during take-off and go around maneuvers. The local ATPCS is armed when: •• Both local and remote PLA are high •• Local engine torque is high.

The thermal power rating is set as a function of the following conditions: •• Rating selected •• Ambient temperature •• Aircraft altitude •• Aircraft speed •• ECS bleed air extraction

73 FUEL

The local engine FADEC will respond to the Uptrim signal from the remote Propeller Electronic Control/Autofeather (PEC/AF) unit by changing from NTOP to MTOP/MCP.

Table 73-3.  Power Limit

•• Power turbine shaft speed.

FOR TRAINING PURPOSES ONLY

73-33

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MAINTENANCE TRAINING MANUAL

Figure 73-19. Fuel Metering Unit

73 FUEL

73-34

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION Fuel Metering Unit Refer to Figure 73-19. Fuel Metering Unit. The FMU is on the top of the compressor section. It controls the fuel flow to the engine (based on demand) through the FADEC. The FADEC calculates the amount of fuel to supply based on NH and Np. The FMU is installed on the Permanent Magnet Alternator (PMA) on the LP compressor case. It is attached with a V-band clamp. The FMU has two integral fuel pumps: a low pressure pump and a high pressure pump. Both pumps are engine-driven.

The FMU is composed of the following components: •• Servo pressure regulator •• Metering valve •• Metering valve torque motor •• Dual coil LVDT •• PRV/MFC •• Minimum Pressure and Shut-Off Valve (MPSOV): °° High pressure relief valve °° Dual overspeed and shutdown solenoids Vapor venting check valve.

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.

73 FUEL

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.

FOR TRAINING PURPOSES ONLY

73-35

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

FMU B

Propeller Electornic Control Unit

MOT/T6 Sensor FMU A Control Wiring Harness

Instrumentation Wiring Harness Control Wiring Harness FADEC B

NL Sensor

Torque sensor B

Torque sensor A

C

E FAD FWD

FADEC A

73 FUEL

Figure 73-20. Electrical Wiring - Fuel Control Harness (1 of 3)

73-36

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Electrical Wiring - Fuel Control Harness Refer to: •• Figure 73-20. E  lectrical Wiring - Fuel Control Harness (1 of 3). •• Figure 73-21. E  lectrical Wiring - Fuel Control Harness (2 of 3). •• Figure 73-22. E  lectrical Wiring - Fuel Control Harness (3 of 3). 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

73 FUEL

NL Sensor

Figure 73-21. Electrical Wiring - Fuel Control Harness (2 of 3)

FOR TRAINING PURPOSES ONLY

73-37

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

LP HBOV B

Control Wiring Harness

HP Handling Bleed Off Valve (HBOV)

FWD LP HBOV A

UNDERSIDE OF ENGINE

73 FUEL

Figure 73-22. Electrical Wiring - Fuel Control Harness (3 of 3)

73-38

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

73 FUEL

P17 (PMA. A)

Figure 73-23. Permanent Magnet Alternator

FOR TRAINING PURPOSES ONLY

73-39

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

FWD

FWD

FADEC

73 FUEL

Figure 73-24. Characterization Plug

73-40

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Characterization Plug Refer to: •• Figure 73-24. Characterization Plug. •• Figure 73-25. C  haracterization Plug Side View. •• Figure 73-26. C  haracterization Plug Top View. The characterization plug is installed on the FADEC at the J3 connector. The plug is physically connected to the FADEC channel A only. The trim values are passed to channel B by the FADEC internal communication bus. The plug is attached to the turbomachinery with a lanyard. Inside the plug there are connections for four resistors. Two are for torque calculations, used for the torque-shaft gain (slope) and bias (offset) trim values, and a third one is used for the engine model identification. The fourth resistor location is unused.

These physical spacing differences require electrical trimming for a correct torque indication. The bias trim resistor is used to compensate for these differences. The gain resistor compensates for the material characteristics of the torque-shaft. These characteristics include things such as the effect of temperature on the metal elasticity of the torque-shaft material. The characterization plug can only be replaced with a plug of the same class. The trim values of the plug are marked on the RGB data plate.

Characterization Plug Installation •• Check the resistance values of the plug by reading them on the decal on side of the plug •• Compare the values to those on the Engine Reference Data Plate •• The values must be the same

The value of each resistor is determined during the engine test and can only be done by a qualified overhaul facility. A sealing compound is put on the resistors after their installation in the plug.

•• Install the plug to FADEC

When assembled, a torque-shaft almost always has differences in the spacing of the teeth used to generate a signal for the torque sensor to read.

•• Do a PLA trim

•• Install FADEC •• Connect retaining strap of the plug to flange C on the engine

73 FUEL

•• Do a FADEC fault code clear.

Figure 73-25. C  haracterization Plug Side View

Figure 73-26. Characterization Plug Top View

FOR TRAINING PURPOSES ONLY

73-41

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

FWD

FWD

73 FUEL

Figure 73-27. Torqueshaft

73-42

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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).

73 FUEL

The gain resistor compensates for this.

FOR TRAINING PURPOSES ONLY

73-43

73 FUEL

73-44 Fuel Inlet

Pump Inlet Low Pressure Switch (Airframe) HP Pump

PD

MPSOV & Drain Valve

*

PF

@

PDF

PD PR To Fuel Heater From Fuel Heater

PR

PF

PDF PDF

X

PR

Servo Pressure Regulator PDF

PF Dual LVDT

LEGEND P1 Supply Pressure PDF Filtered P2 Outlet Pressure PR Reg. Servo Pressure Motive Flow Pressure PF Supply Pressure Filtered MV Modulated Pressure Metered Pressure PD Pump Interstage Pressure

Metered Flow To Engine

PM

*

@

Metering Valve Dual Torque Motor

PF X

Vapor Venting Check Valve

Motive Flow

PR CH A CH A Redundant FMU Connectors (To FADEC)

A/F

Pressure Regulating/ Motive Flow Control

To Airframe Signals To Metering Valve Dual TQ. Motor

Figure 73-28. Fuel Metering Unit Schematic

Airframe Shutdown Solenoid

Dual O/S & Shutdown Solenoid/ CLA Input Fuel On - Fuel Off

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

High Pressure Relief Valve Screens Metering Valve P1 P2

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

OPERATION

The metering valve torque motor:

Normal System Operation Refer to Figure 73-28. Fuel Metering Unit Schematic. The pump gears of the FMU are driven by a spline drive shaft (at accessory gearbox speed). A quill shaft (between the gearbox end spline and the pump end spline) allows for misalignment. A carbon face seal prevents fuel from entering the pump/PMA interface cavity. Any fuel entering the cavity is drained overboard. Pump drive spline lubrication is provided from the AGB. Oil return channels in the PMA stator housing return the oil to the gearbox. The metering valve is a half area type servo valve. Regulated servo pressure (PR), acting on a half-area servo piston, is balanced by a modulated pressure acting on the valve area. The pressure is modulated by the dual coil torque motor.

•• Controls the metering valve modulated pressure (PM) to operate the metering valve (up and down movement) •• Operated by the FADEC channel A and B •• The torque motor is designed with a null bias to close Wf with loss of electrical power. The dual coil LVDT: •• Detects metering valve position •• Attached to the valve spool •• Electrical position is utilized by the FADEC to close the minor loop around the metering valve servo. The PRV/MFC splits pump excess flow into two paths: •• To the motive flow line and then to the tank ejector pumps •• To the pump interstage (pd) •• The PRV will regulate a fixed pressure of 40 psid across the metering valve 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.

FOR TRAINING PURPOSES ONLY

73 FUEL

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 flow metering window area changes with a known relationship.

73-45

73 FUEL

73-46 TO ADU #1

PIN 15 PIN 48

TO CONDITION LEVER NO.2

PIN 7 PIN 8

5A 28 VDC RIGHT ESS

(J4) 5A

FADEC B ENG 2

FADEC B ENG 1

5A 28 VDC LEFT ESS

(J4) 5A

FADEC FAIL

2121-S3 MIN BLEED

CC NORM

SWITCH

C2 C3 B5 B6 B7 A1 A2 A3

BC

A B E F J G K C D

O/S SOL HSS O/S SOL LSS LVDT EXCITATION (+) LVDT EXCITATION (-) LVDT E1 LVDT E2 LVDT COM TORQUE MOTOR (+) TORQUE MOTOR (-)

AC

FLOW DIVIDER

22

21

BLEED SWITCH

20

2121- S1

OFF

2

3

5

6

18 17

ON

E F J G K C D A B

LVDT EXCITATION (+) LVDT EXCITATION (-) LVDT E1 LVDT E2 LVDT COM TORQUE MOTOR (+) TORQUE MOTOR (-) O/S SOL HSS O/S SOL LSS

FUEL NOZZLES

18

2121- S2 2

17

3 5

6

19

BLEED SWITCH (SW2 SAME)

19

AIR CONDITIONING CONTROL PANEL (O/H CONSOLE)

FUEL SUPPLY

FMU #2

RIGHT ENGINE

FADEC A ENG 2

FADEC A ENG 1

FADEC CAUTION

21

MAX

UPTRIM TO REMOTE FADEC #2 PROPELLER ELECTRONIC CONTROL (PEC) "A"

UPTRIM TO REMOTE FADEC #2 PROPELLER ELECTRONIC CONTROL (PEC) "B"

41

CAUTION AND WARNING PANEL (O/H CONSOLE)

HH HI ADU #2-3 W- LO ARINC 429 IN LVDT EXCITATION (+) MD- ENGINE START/ LVDT EXCITATION (-) N M ZLVDT E1 SHUTDOWN Q- UPTRIM FROM REMOTE PEC KLVDT E2 LVDT COM L 28 VDC IN V TORQUE MOTOR (+) J W RTN TORQUE MOTOR (-) I#2 FULL AUTHORITY O/S SOL HSS UDIGITAL ELECTRONIC O/S SOL LSS VCONTROLLER (FADEC) "B"

S

(K4)

FADEC CAUTION N FADEC FAIL K

O/S SOL HSS UQ- UPTRIM FROM REMOTE PEC O/S SOL LSS VV 28 VDC IN LVDT EXCITATION (+) MW RTN LVDT EXCITATION (-) N LVDT E1 M #2 FULL AUTHORITY LVDT E2 KDIGITAL ELECTRONIC LVDT COM L CONTROLLER (FADEC) "A" TORQUE MOTOR (+) J TORQUE MOTOR (-) I-

L

RIGHT DC CBP

ADU #1-3 ARINC 429 IN

ENGINE START/ SHUTDOWN

TO ADU #2 TO CONDITION LEVER NO.1

PIN 15 PIN 48 PIN 7 PIN 8

LEFT DC CBP

TO ADU #1 TO CONDITION LEVER NO.1

PIN 15 PIN 48 PIN 7 PIN 8

V 28 VDC IN UW RTN VQ- UPTRIM FROM REMOTE PEC LVDT EXCITATION (+) MHH HI ADU #2-3 LVDT EXCITATION (-) N W- LO ARINC 429 IN LVDT E1 M DENGINE START/ LVDT E2 KZSHUTDOWN LVDT COM L #1 FULL AUTHORITY J TORQUE MOTOR (+) DIGITAL ELECTRONIC TORQUE MOTOR (-) ICONTROLLER (FADEC) "B"

V 28 VDC IN W RTN Q- UPTRIM FROM REMOTE PEC HH HI ADU #1-3 W- LO ARINC 429 IN DENGINE START/ ZSHUTDOWN

#1 FULL AUTHORITY DIGITAL ELECTRONIC CONTROLLER (FADEC) "A"

S

L

LVDT EXCITATION (+) MLVDT EXCITATION (-) N LVDT E1 M LVDT E2 KLVDT COM L TORQUE MOTOR (+) J TORQUE MOTOR (-) IO/S SOL HSS UO/S SOL LSS V-

ECIU1

A B E F J G K C D

LVDT EXCITATION (+) LVDT EXCITATION (-) LVDT E1 LVDT E2 LVDT COM TORQUE MOTOR (+) TORQUE MOTOR (-)

E F J G K C D A B

LVDT EXCITATION (+) LVDT EXCITATION (-) LVDT E1 LVDT E2 LVDT COM TORQUE MOTOR (+) TORQUE MOTOR (-) O/S SOL HSS O/S SOL LSS

FUEL SUPPLY

FMU #1

FADEC CAUTION N FADEC FAIL

UPTRIM TO REMOTE FADEC #1 PROPELLER ELECTRONIC CONTROL (PEC) "B"

UPTRIM TO REMOTE FADEC #1 PROPELLER ELECTRONIC CONTROL (PEC) "A"

K

42 52 31

ECIU2

FLOW DIVIDER

ECS MIN ECS MAX RTN ECS BLEED 2 ECS BLEED 1 RTN

51 62 72 63 52 73

ENGINE CONTROL INTERFACE UNIT (ECIU)

FUEL NOZZLES

LEGEND LVDT RETURN LVDT EXCITE POWER REMOVED POWER SUPPLY

35

FADEC CAUTION

8

FADEC FAIL

CAUTION AND WARNING PANEL (O/H CONSOLE)

LEFT ENGINE

Figure 73-29. FADEC Control

TORQUE MOTOR

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

(K4)

DZ-

DASH 8 Q400

TO ADU #2 PIN 15 PIN 48 PIN 7 TO CONDITION LEVER NO.2 PIN 8

HH HI W- LO

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Refer to Figure 73-29. FADEC Control. The Minimum Pressure and Shut Off Valve (MPSOV): •• Provides a minimum control inlet pressure for proper operation •• Maintains a minimum fuel pressure (250 to 275 psid) in the FMU during low flow condition •• Assists the dual overspeed and shutdown solenoid to start and shutdown the engine •• Allows the motive flow fuel to supply the motive flow pumps in the system (engine and airframe).

The dual overspeed and shutdown solenoids: •• Are provided to shutoff metered flow to the engine when energized by the FADEC for either normal shutdown, or overspeed •• A second independent solenoid, allows the pilot to shutdown fuel flow to the engine. It is operated by the pull fuel/hyd handle (airframe) •• Pressure is ported to the spring side of the MPSOV when either solenoid is opened. The higher pressure plus spring force closes the MPSOV. Vapor venting check valve:

The Pressure Regulating/Motive Flow Control Valve (PRVMFCV):

•• Vents vapor when the aircraft boost pump is initiated (prior to starting the engine)

•• Directs motive flow fuel to MPSOV. Opens at about 10% NH

•• Prevents vapor lock in the FMU that could affect the operation

•• Maintains pressure differential of 40 psid between MV inlet pressure (P1) and MV outlet pressure (P2)

•• Opens at 2 to 9 psid (14–62 kPa)

•• The pressure difference is changed with fuel temperature by bimetallic discs acting on the PRV spring •• This keeps the metering valve mass flow constant at a fixed valve position regardless of the fuel density change due to temperature •• Any additional pump excess flow is now bypassed to Pd. The high pressure relief valve: •• Prevents excessive pressure in the FMU

Pump inlet low pressure switch (airframe): •• Indicates the FADEC, ECIU, CAWS and EMU that the low pressure fuel has dropped below 5.5 ± 0.8 psi (38 ± 5.5 kPa). Electrical power to the EEC of FADEC is from the aircraft essential buses. Power from the right essential bus is supplied to Pin V of the Channel B for FADEC No.1 and No.2. Power from the left essential bus is supplied to Pin V of the Channel A for FADEC No.1 and No.2. 73 FUEL

•• Opens at 1450 ± 50 psid (9997 ± 345 kPad).

•• Vapor will be returned to the tank through the motive flow line.

FOR TRAINING PURPOSES ONLY

73-47

73 FUEL

73-48 FADEC A 28 VDC LEFT ESS

FADEC B

(J4)

FADEC CHANNEL A

5A

9811-GS111

V W K

FADEC FAIL

N

FADEC CAUTION

A/C ESS BUS RET LEFT

5A

28 VDC ESS.BUS.RIGHT V A/C ESS BUS RET RIGHT W

9811-GS110 UPTRIM LO

S

8

UPTRIM TO REMOTE FADEC

PEC CH B

SPARE DISC LB

FADEC CAUTION 35

UPTRIM TO REMOTE FADEC

CAUTION LIGHTS PANEL

L

LO UPTRIM LB SPARE DISC

PEC CH A

PLA RVDT EXCN (+) R

4

PLA RVDT EXCN (-) S

5 1 3

PLA RVDT E1 LN PLA RVDT E2 LF

PLA RVDT EXCN (+) PLA RVDT EXCN (-)

5

S

1 3

LN PLA RVDT E1

2

DD PLA RVDT COMM

POWER LEFT LEVER NO-1 ENGINE START LD

LP PLA RVDT E2

SHUTDOWN LZ

7 ENGINE START SHUTDOWN 8

CONDITION

POWER LEFT

LEVER NO-1

LEVER NO-1

3 5

ENGINE START 7 SHUTDOWN 8 96 98

LD ENG.START/SHUTDWON LZ DISC.RET

ARNICIN 429 IN LO LW

48 LO

ARNIC 429 IN HI HH

15 HI

CONDITION

ENGINE DISPLAY ADU#23 (OUT)

ADU#2

LEVER NO-1

3

ENGINE DISPLAY ADU#1-3 (OUT)

LO 48

LW ARNIC 429 IN LO

HI 15

HH ARNIC 429 IN HI

ADU#1

5 ARNIC 429 IN HI FROM ECIU A LX

7

ARNIC 429 IN LO FROM ECIU A JJ

15

MFD#1

ECIU B (TWO)

96 98

MFD#1

100

LX ARNIC 429 IN HI FROM ECIU B

93

JJ

ARNIC 429 IN LO FROM ECIU B

ECIU A (ONE)

3 5 RS 422 OUT HI LL

B15

RS 422 OUT LO KK

A15

EMU 96 98

MFD#2

D15

LL

C15

KK RS 422 OUT LO

RS422 OUT HI ARNIC 429OUT HI LC

EMU

LC ARNIC 429 OUT HI

ARNIC 429 OUT LO LV

LV ARNIC 429OUT LO

Figure 73-30. Engine Control Electrical Schematic

MFD#2

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

PLA RVDT A

R

PLA RVDT B

2

PLA RVDT COMM DD

4

28 VDC RIGHT ESS

DASH 8 Q400

FADEC FAIL

(J4)

FADEC CHANNELB

28 VDC ESS.BUS.LEFT

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Throughout Engine Operation Refer to Figure 73-30. Engine Control Electrical Schematic. The PLA RVDTs receive their excitation power from FADEC and transmit their position back to FADEC.

Engine Start

When CLA advanced to MIN, 900 or Max: •• CLA RVDT sends position signal to PEC •• PEC sends CLA position to FADEC by RS 422 data bus •• FADEC EEC indicates MCR, MCL, or NTOP on the Engine Display •• FADEC EEC sets torque gauge bugs to match power request.

PLA/DISC When START selected:

When the PLA is advanced to Flight Idle:

•• Ignition control signal sent from the ECIU to FADEC (see ignition operation) •• At approximately 20% N H FADEC EEC power supply is transferred from the aircraft Essential bus to Permanent Magnet Alternator power •• FADEC monitors ITT, by signals from the MOT sensor •• CLA advanced to FEATHER/START ( >15 degrees signal) •• If ITT is rising too high, too fast, FADEC EEC will decrease fuel flow to control ITT •• SHUTDOWN signal at both FADEC channels is removed •• Dual overspeed and shutdown solenoid in the FMU is de-energized •• P 2.7 HBOV closes •• FADEC commands dual torque motor of FMU to produce G.I. NH 64.2%

When PLA advanced to RATING detent: •• Changing RVDT signals from PLA are received by FADEC EEC •• N H, N L, N PT and Tq changing values are received by FADEC •• T 1.8 is received by local FADEC, then transmitted to the remote FADEC, the signals are averaged by both FADECs to set MTOP or NTOP •• Actual torque is matched to target torque (torque arrows at torque bug position) •• NTOP or MTOP is displayed in the top left and right corners of the ED •• The P2.2 HBOV is modulated in a closing direction from approximately 70% N L and above.

73 FUEL

•• Feedback of metering valve position (FMU) is by LVDT

•• T h e F A D E C E E C b y c o n t r o l l i n g the FMU will increase the fuel flow to establish and maintain 660N P as propeller blade angle increases from 0° to 16.5°.

FOR TRAINING PURPOSES ONLY

73-49

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

If RDC TOP is selected, both channels of both FADECs must confirm, through cross communication, that the RDC TOP signal has been received. RDC TOP messages are displayed by FADEC EEC in the top corners of the ED. The torque bugs are repositioned by FADEC EEC to match the amount of reduction required. After take-off at MTOP or NTOP, and CLA retarded to 900 position FADEC will: •• Recalculate and display required torque by rim bug position and digital readout on the torque gauges •• Control torque motor to control fuel to meet requirements •• Display MCL in top corners of the ED •• CLA retarded to MIN position •• FADEC controls engine to produce MCR as above. Engine Failure during Takeoff at NTOP or RDC TOP. There will be UPTRIM signal from the remote PEC. The FADEC EEC will do the following: •• Increase torque bug position by 10% of selected power. •• Match actual torque to new torque bug position. •• Display UPTRIM message in top center of the ED. •• 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. •• If the bleed air is selected ON, and bleed flow selected to NORMAL or MAX, FADEC EEC will command MCP not MTOP.

Engine Failure During Take-Off at MTOP With an UPTRIM signal from the remote PEC, the FADEC EEC will do the following: •• Display the UPTRIM message on the ED.

Alternate Power Settings CLA/900 PLA/RATING The above configuration would cause FADEC to produce MCL. This can be changed by the operator to produce MCR at 900 Np. This change is achieved by selecting the MCR discrete on the Engine Control Panel. When MCR is selected at 900 NP, FADEC will do the following: •• Display MCR in the top corners of the ED. •• Position the torque bug to the new calculated torque value. •• Control fuel from the FMU to produce the new torque. CLA/850 PLA/RATING The above configuration would cause FADEC to produce MCR. This can be changed by the operator to produce MCL at 850 NP. This change is achieved by selecting the MCL discrete on the Engine Control Panel. When MCL is selected at 850 NP, FADEC will do the following: •• 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. 73-50

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

FADEC Fail

FADEC Caution

If FADEC fails the EEC will command its own FADEC FAIL warning light ON.

If FADEC loses inputs to both channels, it will 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 dual torque motor in the FMU is biased to close the flapper valve •• All PM pressure is removed from the full area of the metering valve •• The PR pressure acting on the half area will close the metering valve •• N H w i l l r o l l b a c k t o F . I , G . I . o r Shutdown •• The operator will shut the engine down. CLA/FUEL OFF. No.1 or No.2 ENG FADEC FAIL (Warning light)can be caused by the following: •• The two fuel flow feedback channels have malfunctioned •• The two ambient pressure channels have malfunctioned •• The two T1.8 temperature channels have malfunctioned •• The two NH channels have malfunctioned •• A fuel flow wraparound and track malfunction occurs on a channel in control •• A malfunction is sensed during normal engine shutdown •• Metering valve malfunctioned during shutdown •• An NL de-couple event has been sensed and accommodated •• The output driver test is enabled •• A critical fault indication by remote channel while crosslink is healthy.

The operator must do the following: •• Move the PLA of the affected engine slowly to avoid compressor stall/surge •• Power lever positions may need to be split to get the same power on both engines.

POWERPLANT Message If the FADEC EEC detects a fault, or a number of faults, that would cause Loss Of Thrust Control (LOTC) it will bring on the POWERPLANT message. This message means NO DISPATCH. It is important for the mechanic that the incorrect performance of some tests e.g. Prop Overspeed Test can bring on the POWERPLANT message. Correct test performance will remove the message.

Fault Display FADEC will display Powerplant and PEC faults when in maintenance mode that is selected by the MAINT DISC switch on the maintenance panel. •• FADEC channel A and PEC channel A faults will be displayed on the Torque Gauge •• FADEC channel B and PEC channel B faults will be displayed on the NH gauge •• To move to the next fault code press MCL discrete on the engine control panel. •• Repeat until first recorded fault code returns. REMEMBER other three codes will appear on the NP and NL gauges. 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.

FOR TRAINING PURPOSES ONLY

73-51

73 FUEL

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

OVERHEAD CONSOLE

Engine #1 Fuel Pressure Low (Amber)

Engine #2 Fuel Pressure Low (Amber)

#1 HYD ISO VLV

ROLL SPLR INBD SPLR

#2 HYD ISO VLV

MAIN BATTERY #1 HYD FLUID HOT

#2 HYD FLUID HOT

AVIONICS #1 ENG OIL PRESS

Fuel Filter #1 Bypass Condition (Amber)

#1 ENG FADEC FAIL

#2 ENG FADEC FAIL

Fuel Filter #2 Bypass Condition (Amber)

73 FUEL

Figure 73-31. Caution and Warning Panel (CAWP)

73-52

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

73-31-00 ENGINE FUEL INDICATION

NOTES

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

73 FUEL

•• Fuel filter impending bypass.

FOR TRAINING PURPOSES ONLY

73-53

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

LEGEND 1. FMU 2. Low fuel pressure switch

2

1

P44

FWD

73 FUEL

Figure 73-32. Low Fuel Pressure Switch

73-54

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION 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.

73 FUEL

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.

Figure 73-33. Low Fuel Pressure Indication Block Diagram

FOR TRAINING PURPOSES ONLY

73-55

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

1 LEGEND 1. Fuel heater 2. Switch

P67

2

P41

FWD

P47

73 FUEL

Figure 73-34. Fuel Filter Impending Bypass Switch

73-56

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Fuel Filter Impending Bypass Switch

If the differential pressure across the filter rises above a preset value, the electrical switch contacts are moved to the open state (switch resistance > 10 k ).

Refer to: •• Figure 73-34. F  uel Filter Impending Bypass Switch.

This sends a signal to the FADEC, then to the ECIU and flight compartment for indication.

•• Figure 73-35. F  uel Filter Bypass Indication Block Diagram.

73 FUEL

The fuel filter impending bypass switch is installed on the fuel heater. It sends an indication of an impending bypass of unfiltered fuel.

Figure 73-35. Fuel Filter Bypass Indication Block Diagram

FOR TRAINING PURPOSES ONLY

73-57

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

FWD

FWD

73 FUEL

Figure 73-36. T1.8 Temperature Sensor

73-58

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

T1.8 Temperature Sensor Refer to Figure 73-36. T1.8 Temperature 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. The signal from the sensor is proportional to the temperature. It is used in calculating engine ratings to automatically set rated power and display the rated torque on the ED. The signal is transmitted to the opposite FADEC and averaged by the two FADEC’s

FUNCTIONAL TEST OF THE T1.8 SENSOR The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. •• De-energize the electrical system (TASK 24-00-00-861-802) •• Open the left side forward nacelle door •• Disconnect the control harness P14 connector from the sensor •• Visually inspect the sensor •• Using a digital ohmmeter do a continuity check

If the temperature difference between the 2 engines is less than 2 degrees C the FADEC’s will compensate to ensure that RATED TORQUE is the same for both engines.

•• Using a megohmmeter perform an insulation check

T1.8 is the primary source of intake temperature to FADEC for MTOP, NTOP and MCP. For the other selections the T1.8 is the backup for the ADC’s.

•• Close the nacelle side door.

73 FUEL

•• If the values are beyond the limits for the tests replace the sensor

Revision 0.4

FOR TRAINING PURPOSES ONLY

73-59

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

73-00-00 APPENDIX MAINTENANCE CONSIDERATION CDL Refer to Configuration Deviation List (CDL) for the Q400 aircraft. These pages are contained in this appendix.

Unscheduled Inspection Refer to the Bombardier published AMM Part 2 PSM 1-84-2. •• T A S K 0 5 - 5 3 - 0 0 - 2 1 0 - 8 1 0 Engine Inspection after Chip Detector Circuit Completed •• T A S K 0 5 - 5 3 - 0 0 - 7 5 0 - 8 0 2 E n g i n e Inspection after Hydraulic Fluid in the Fluid System •• TASK 05-53-00-750-803 Fuel Nozzle Inspection after Use of Restricted Fuel

FADEC Fault Codes Class 1 fault codes are associated with a crew advisory. For example a POWERPLANT message or ENG OIL PRESS warning light. This type of fault means No Dispatch of the aircraft is permitted until the fault(s) is addressed.

Maintenance Fault Codes are associated with engine health sensors, chip detectors, filter bypass indicators and igniter plugs and maintenance action is recommended as soon as possible after the indication. Information fault codes are associated with specific conditions noted during engine operation. For example, compressor stall detected, slow engine start and PLA out of trim range. The requirement for maintenance action depends on the condition that was detected. All other Class 2 faults codes mean maintenance action should be carried out as soon as it is practical.

Time Limited Dispatch Codes NOTE The dispatch time limits contained in the appropriate section of the P&W Airworthiness Manual cannot be increased and are not negotiable.

General •• The engine Time Limited Dispatch (TLD) allows the rectification of certain engine electronic control system faults to be delayed or deferred

Class 2 fault codes are faults that do not produce a crew advisory and are considered as faults that are not Class 1 or Time Limited Dispatch faults.

•• TLD generally applies to faults associated with control system functions which are redundant and will result in Loss of Thrust Control (LOTC) if the function is completely lost

There are three types of Class 2 fault codes as follows:

•• LOTC is defined as the complete or partial loss of control over engine thrust (not necessarily an in-flight shutdown)

•• Maintenance Fault Codes •• Information Fault Codes •• All other Class 2 Fault Codes.

•• The TLD risk, or weighting number represents a margin of safety allowed for some engine faults.

73 FUEL

73-60

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Levels of TLD There are four levels of TLD. These are: •• Fully operational system - no faults, no dispatch restrictions

APPROVED FUELS FOR THE PW150 ENGINE All approved fuels for pre and post SB 35189 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

Revision 0.4

FOR TRAINING PURPOSES ONLY

73 FUEL

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 Display. This message means that no more flights are allowed until at least some of the TLD faults present are corrected.

73-61

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

73-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• 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

73-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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). 73 FUEL

•• AMM 73-21-16-000-801: Removal of the Characterization Plug. •• AMM 73-21-16-400-801: Installation of the Characterization Plug. •• AMM 73-21-21-000-801: Removal of the Permanent Magnet Alternator.

73-62

FOR TRAINING PURPOSES ONLY

Revision 0.4

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

•• 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.

73 FUEL

•• AMM 73-21-00-740-801: FADEC ID Check.

Revision 0.4

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CHAPTER 74 IGNITION CONTENTS

Page

74-00-00 INTRODUCTION........................................................................................ 74-1 GENERAL.................................................................................................................. 74-1 SYSTEM DESCRIPTION........................................................................................... 74-3 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 Maintenance Consideration................................................................................ 74-12 74-00-00 SPECIAL TOOL & TEST EQUIPMENT.................................................... 74-13 74-00-00 MAINTENANCE PRACTICES.................................................................. 74-13

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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

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CHAPTER 74 IGNITION

74-00-00 INTRODUCTION 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.

FOR TRAINING PURPOSES ONLY

74-1

74 IGNITION

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74 IGNITION

74-2 EXCITER A TO IGNITOR A

DISCRETES

ARINC 429

OFF DISCRETE

ENGINE CONTROL INTERFACE UNIT (ECIU)

ARINC 429

FADEC B

DISCRETES

EXCITER B TO IGNITOR B

RIGHT (LEFT) ESSENTIAL BUS

fsb81a01.cgm

Figure 74-1. Ignition System Block Diagram

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FADEC A NORM

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LEFT (RIGHT) ESSENTIAL BUS

MAINTENANCE TRAINING MANUAL

SYSTEM DESCRIPTION

74 IGNITION

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NOTES

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.

FOR TRAINING PURPOSES ONLY

74-3

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74 IGNITION

FWD

FWD

Figure 74-2. Ignition Distribution Cables

74-4

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IGNITION EXCITER AND IGNITION CABLES Refer to: •• Figure 74-2. Ignition Distribution Cables. •• Figure 74-3. Ignition Exciter. The ignition exciter transforms DC voltage input into a pulsed high voltage output to provide the energy to the ignitor plugs.

74 IGNITION

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WARNING HIGH ENERGY IN THE IGNITION SYSTEM CAN BE FATAL. OBSERVE ALL SAFETY PRECAUTIONS IN THE AMM CHAPTER 74 BEFORE WORKING ON THE SYSTEM.

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

FOR TRAINING PURPOSES ONLY

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74 IGNITION

Figure 74-4. Ignition plugs LEGEND 1. Cable 2. Igniter 3. Nut 4. Gasket 5. Adapter Assembly

2

5

FWD

4 3 1

Figure 74-5. Igniter Plugs - Post SB35140

74-6

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MAINTENANCE TRAINING MANUAL

IGNITION PLUGS

74 IGNITION

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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 The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. •• 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.

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74 IGNITION OF

F

NO

RM

EN OF

F

GI

NO

RM

NE

ST

AR

T

ST

AR

SE

T

LE

ST

CT

SE

AR

OVERHEAD CONSOLE

T

Engine Ignition Switches Select and Start Switchlight

Engine Start Select Switch

Figure 74-6. Engine Start Panel

74-8

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LE

CT

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ENGINE START PANEL

74 IGNITION

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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.

FOR TRAINING PURPOSES ONLY

74-9

74 IGNITION

74-10 (J5) + 28 V DC L ESS

IGNITION CH 'A' L ENGINE

7.5A

LEFT DC CBP

(J5)

IGNITION CH 'B' L ENGINE

7.5A

RIGHT DC CBP

JJ ARINC X- 429

C1

2

10

1 NORM

C2

2

ENG 1 IGNITION

50

70 RTN

ARINC 429 OUT

99 98

C

JJ ARINC X- 429

D

ENGINE #1 FULL AUTHORITY DIGITAL ELECTRONIC CONTROLLER (FADEC)

7411-S2 C1

2 1

NORM

C2

2

ENG 2 IGNITION

12

50

13

28 RTN

CH A IGNITION 'B' CH B IGNITION 'B' 28V DC IN RTN

IGNITOR B

CH. B IGNITION BOX

ENG #1 IGNITION OFF ARINC 429 OUT

F

54 ENG #2 IGNITION OFF

G

32 RTN ARINC 429 OUT

IGNITION PANEL (O/H CONSOLE)

IGNITION 'A' J IGNITION 'B' L

B E M G

CH. B

CH. A 1

ENGINE #1

CH. A

ENG #1 IGNITION OFF

54 ENG #2 IGNITION OFF 74 RTN

OFF

IGNITOR A CH. A

ARINC 429 93 100 OUT 9

28V DC IN RTN CH A IGNITION 'A' CH B IGNITION 'A'

15 7 JJ ARINC X- 429

IGNITION 'A' J IGNITION 'B' L

CH. B

6 5

D CH B IGNITION 'A' C 28V DC IN L RTN A

CH A IGNITION 'A'

IGNITOR A

CH. B (K5) + 28 V DC L ESS

IGNITION CH 'A' R ENGINE

7.5A

+ 28 V DC R ESS

CH. A JJ ARINC X- 429

ENGINE # 2

IGNITION 'A' J IGNITION 'B' L CH. A

ENGINE #2 FULL AUTHORITY DIGITAL ELECTRONIC CONTROLLER (FADEC)

LEFT DC CBP 24-61-00 (K5)

ENGINE CONTROL INTERFACE UNIT (ECIU)

IGNITION CH 'B' R ENGINE

E CH B IGNITION 'B' B CH A IGNITION 'B' M 28V DC IN G RTN

CH. B

7.5A

IGNITION BOX

RIGHT DC CBP

Figure 74-7. Engine Ignition System

IGNITOR B

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7411-S1 1 OFF

IGNITION 'A' J IGNITION 'B' L

C L A D

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MAINTENANCE TRAINING MANUAL

OPERATION NORMAL SYSTEM 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 for the faulty ignitor.

Refer to Figure 74-7. Engine Ignition System..

IGNITION FUNCTIONAL TEST

Each exciter has a channel “A” and a channel “B”. The left essential bus supplies electrical power to channel “B”. The right essential bus supplies electrical power to channel “A”. With the BATTERY MASTER selected ON the exciters, are powered, and wait for a signal from the FADEC to operate.

For the right, or left engine, do the functional test of the igniter plugs as followings:

The switch on the engine start control panel when in the OFF position provides continuity “OFF” discrete to channel A and B of the ECIU. In the Norm Position it provides a failsafe “ON” discrete to channel A and B of the ECIU. The ECIU changes the analog signal to a digital signal and each channel sends a signal to channel A and B of each FADEC on an ARINC 429 bus. FADEC will default to normal if it loses communication with the ECIU. When FADEC detects Nh is greater than 8%, it sends a discrete to the exciter and commands one ignitor to operate. Each channel of FADEC can operate either ignitor plug. On subsequent starts the other ignitor is used., this is to minimize ignitor wear. After the start, Nh greater than 50%, FADEC will select the ignitor “Off”.

1. Set the PLA to FLIGHT IDLE 2. Set the CLA to FUEL OFF 3. Set the Ignition to NORMAL 4. Check the igniters as follows: A. Select MAINT DISC on the ENGINE MAINTENANCE section of the Central Maintenance Panel. B. Select MCR on the Engine Control Panel. C. Check if the igniter sparks

NOTE When the test is in progress, the FADEC will alternately energize the two igniters. During the test, the ITT gauge will indicate 0°C (32°F) when igniter A (7 o’clock) fires and 1792°C when igniter B fires. If you listen near the engine combustion chamber, you can hear the igniter plug when it sparks.

ABNORMAL OPERATION

D. If you do not hear a spark, do the Fault Isolation Procedure (refer to FIM 73-20-00-810-822)

FADEC will command both ignitors to operate if:

E. Set the Ignition to OFF

•• FADEC detects no light off after 8 seconds from selected Fuel On

F. Select MAINT DISC to OFF on the ENGINE MAINTENANCE section.

•• FADEC detects there is a flameout when airborne •• FADEC detects that there is a surge or compressor stall.

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74 IGNITION

74-00-00 APPENDIX MAINTENANCE CONSIDERATION Safety Precautions

OCCUR IF YOU LET AN IGNITER PLUG DROP ON THE GROUND. A TEST OF THE PLUG CAN NOT ALWAYS FIND THIS DAMAGE. IF AN IGNITER PLUG FALLS ON THE GROUND, REPLACE IT.

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

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74 IGNITION

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74-00-00 SPECIAL TOOL & TEST EQUIPMENT •• Commercially Available Ohmmeter •• PWC55732 Cap

74-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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.

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CHAPTER 75 ENGINE AIR CONTENTS

Page

GENERAL.................................................................................................................. 75-1 SYSTEM DESCRIPTION........................................................................................... 75-3 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 Component Description...................................................................................... 75-13 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

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75  ENGINE AIR

75-00-00 INTRODUCTION........................................................................................ 75-1

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Page Introduction....................................................................................................... 75-25 General.............................................................................................................. 75-25 System Description............................................................................................ 75-25 Component Description...................................................................................... 75-27 75  ENGINE AIR

P3 Pressure Transducer............................................................................... 75-27 75-00-00 SPECIAL TOOL & TEST EQUIPMENT.................................................... 75-28 75-00-00 MAINTENANCE PRACTICES.................................................................. 75-28

75-ii

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ILLUSTRATIONS 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

75-4

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

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75-iii

75  ENGINE AIR

Figure Title Page

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75  ENGINE AIR

CHAPTER 75 ENGINE AIR

75-00-00 INTRODUCTION 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 pressure regulating valve

•• P3 signal to the FADEC.

•• Scavenging of various bearing cavities

FOR TRAINING PURPOSES ONLY

75-1

75  ENGINE AIR

75-2 LEGEND P2.2 Bleed Air.

OVERBOARD

Electrical Signal. P2.7 Bleed Air. HBOV Handling Bleed Off Valve. SOV FADEC B PRECOOLER

P2.2 P2.2 HBOV HBOV A B

ECS CONTROL LAW

P2.7 P2.7 HBOV HBOV A B

LP SOV HP SOV P2.7 CHECK VALVE P2.2 LP

P2.7 HP

P3.0

Figure 75-1. Air System General

NACELLE SOV ENVIRONMENTAL CONTROL SYSTEM & DEICE

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FADEC A

Shutoff Valve.

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P3 Bleed Air.

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SYSTEM DESCRIPTION

NOTES

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 75  ENGINE AIR

•• Compressor control •• Air indicating.

FOR TRAINING PURPOSES ONLY

75-3

75-4

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Figure 75-2. Engine Airflow

75  ENGINE AIR

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75-20-00 COOLING AND DISTRIBUTION

NOTES

GENERAL Refer to Figure 75-2. Engine Airflow. 75  ENGINE AIR

The cooling and distribution system is a critical system for the operation and performance of the 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.

FOR TRAINING PURPOSES ONLY

75-5

75  ENGINE AIR

75-6 Double Carbon Seal Ring

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P2.5 P2.5 P2.5 TO PT’S

Face Carbon Seal

No. 2 Bearings

No. 2.5 Bearings

Figure 75-3. Distribution to No. 2 and 2.5 Bearing Cavity

MAINTENANCE TRAINING MANUAL

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P2.5

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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 75-6. Vane Ring Cooling. •• Figure 75-7. D  istribution to No. 3, 4 and 5 Bearing Cavity.

Figure 75-4. LP Turbine Blade Cooling

•• Figure 75-8. D  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

FOR TRAINING PURPOSES ONLY

75-7

75  ENGINE AIR

•• Figure 75-5. H.P Turbine Cooling.

75  ENGINE AIR

75-8 DASH 8 Q400

Double Carbon Seal Ring

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

P2.7

P2.8

Single Carbon Seal Ring

Brush Seals

Figure 75-7. Distribution to No. 3, 4 and 5 Bearing Cavity

DASH 8 Q400 MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY BRG No. 6

P2.5

Single Carbon Seal Ring

BRG No. 6.5

Double Carbon Seal Ring

BRG No. 7

75-9

Figure 75-8. Distribution to No. 6, 6.5 and 7 Bearing Cavity 75  ENGINE AIR

75-10

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Figure 75-9. Compressor Surge Control System

75  ENGINE AIR

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75-31-00 AIR COMPRESSOR CONTROL

NOTES

GENERAL The air compressor control system controls the performance of the compressor. 75  ENGINE AIR

Refer to Figure 75-9. Compressor Surge 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.

FOR TRAINING PURPOSES ONLY

75-11

75  ENGINE AIR

75-12 FWD Compression Trim Spring

ATMOSPHERE

P3 SUPPLY

Seat

FWD

OUTLET OPEN

P2.7 Interstage Bleed Valve

ATMOSPHERE

P3 SUPPLY

OUTLET CLOSED

Figure 75-10. P2.7 Handling Bleed Off Valve (HBOV)

MAINTENANCE TRAINING MANUAL

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Poppet Valve

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OUTLET

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COMPONENT DESCRIPTION

NOTES

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. 75  ENGINE AIR

It prevents compressor stall and surge and is a 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 The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. 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.

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FWD

75  ENGINE AIR

P2.7/P3 Check Valve

P2.7/P3 Check Valve Side View Operation P3 P2.7

P2.7

OPEN P2.7

P3

CLOSED P2.7

P2.7

Figure 75-11. P2.7/P3 Check Valve

75-14

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P2.7

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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.

75  ENGINE AIR

The P2.7/P3 check valve will prevent backflow into the high pressure compressor when P3 air is being used. 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.

FOR TRAINING PURPOSES ONLY

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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

OUTLET OPEN

Mounting Flange

OUTLET CLOSED

Figure 75-12. P2.2 Interstage Bleed Off Valve

75-16

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

P2.2 Interstage Bleed Off Valve Refer to: • • Figure 75-12. P  2.2 Interstage Bleed Off Valve. •• Figure 75-13. P  2.2 Handling Bleed Off Valve Steady State Schedule. The P2.2 valve is on the left side of the low pressure compressor case. The P2.2 Interstage Bleed Off Valve is a pneumatically operated, dual coil torque motor actuated poppet valve. It has an inlet, outlet, flange mounted servo port and a Linear Variable Differential Transducer (LVDT) connected to the valve poppet. There is an electrical connector hard mounted to the torque motor. The valve has a wire mesh filter upstream of the torque motor to protect the servo from contamination. The P2.2 shutoff valve is installed in line with the P2.2 low pressure ducting and the P2.2 inlet at the bottom of the precooler. The purpose of the valve is to prevent compressor stall and surge. The valve is a normally open, modulating in-line valve. During engine start the valve is positioned to maximum bleed. During normal operation the valve is modulated to the closed position according to a FADEC schedule with reference to NL. The valve is positioned by a command signal from the FADEC to the valve’s torque motor. This signal moves the flapper rod, which changes the control pressure to the valve, upsetting the force balance and moving the valve. The FADEC receives the LVDT position feedback signal which correlates to its schedule. During engine shutdown the valve is commanded back to the full open position. The P2.2 valve is designed to provide redundancy in the event of a failure. The torque motor and LVDT each have 2 coils that are controlled through 2 separately wired channels. In the event of a power loss to the torque motor, its null bias will cause the valve to open to its full bleed Revision 0.4

position. The valve is also designed to fully open if there is a loss of servo supply pressure. The P2.2 HBOV is fully modulating. It is controlled by the FADEC to provide surge margin during steady state operation. The amount of valve opening is biased closed by 50% whenever the ECS is demanding P2.2 bleed for precooling P3. This is done by transmitting a discrete signal from the ECS ECU to the ECIU and then to the FADEC on an ARINC 429 data bus. For a transient surge the amount of opening is biased open by 50% for the duration of the surge. For a steady state surge the amount of opening is biased open by 14%. The FADEC will retain this bias until a FADEC Fault Clear is done. If further surging is detected the FADEC will bias the HBOV open by an additional 14% to a maximum of 70%.

BLEED OFF VALVE SCREEN CLEANLINESS CHECK The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. 1. Remove the screen from the P2.2 and/or the P2.7 HBOV. 2. Place screen in the Airflow Fixture Tool. 3. Supply air through the screen and determine from the gauge the delta pressure across the screen. 4. Compare this delta pressure with the tables in the task sheet. 5. The value of the delta pressure determines the amount of contamination of the screen. 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 electrosonically or ultrasonically in accordance with Task 75-31-33-100-801.

FOR TRAINING PURPOSES ONLY

75-17

75  ENGINE AIR

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75  ENGINE AIR

75-18 90

Schedule with Precooler Bleed Bias

80

Schedule with Typical Steady State Anti-Surge Bias

Basic Schedule

14%

%P2.2 OPEN

70 60 50%

50 40 30 20 10 0 0

10000

15000

20000

25000

P2.2 HBOV Steady State Schedule

Figure 75-13. P2.2 Handling Bleed Off Valve Steady State Schedule

NL CORRECTED

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

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100

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75  ENGINE AIR

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75-19

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75  ENGINE AIR

Figure 75-14. P3 Air Separator

75-20

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

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.

75  ENGINE AIR

The purpose of the separator is to prevent contamination damage of the P3 servo inlet 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.

FOR TRAINING PURPOSES ONLY

75-21

75  ENGINE AIR

75-22 P1

FADEC CH A

T

T1.8 RET

LP

T1.8 HI

S

T1.8 LO

P1 LVDT COM

AA

LVDT E2

BB

LVDT E1

LJ

LVDT RET LVDT EXC

MM CC

R

P3 RET

T.M. LO

FF

A

P

P3 EXC

T.M. HI

NN

D

LN

P3 LO IN

C

DD P3 HI IN

F E

T.M. HI

PP

H

T.M. LO

LL

G Y

PMA PHASE B

Z

PMA PHASE C

LA

P17 A

P9

B

D

C

E C A

LW NL HI P13 A

B

HH NL LO

B D

PMA PHASE A

C P2

NL SENSOR

FADEC CH B

P18

G

A

F

P2

B

Y

C

PMA PHASE B

Z

PMA PHASE C

LA

PMA

C

LW NL HI P3 RET

P

P3 EXC

LN

P3 LO IN

T.M. HI

PP

P6 D

T.M. LO

LL

C A

DD P3 HI IN

B

P 2.7 (HP BOV) P14

T1.8 SENSOR

E

T

T1.8 RET

F

LP

T1.8 HI

D

S

T1.8 LO

D E

HH NL LO

R

P8

B

LVDT COM

AA

A

LVDT E2

BB

C

LVDT E1

LJ

LVDT RET LVDT EXC

MM CC

T.M. LO

FF

T.M. HI

NN

Figure 75-15. HBOV’s Controls

A B G F

P 2.2 (LP BOV)

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

PMA PHASE A

P3 SENSOR

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P15 B

MAINTENANCE TRAINING MANUAL

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 cause FADEC EEC to modulate the P2.2 HBOV closed by 50% of its normal opening schedule.

During engine START and operation at low N L the P2.2 handling bleed off valve is held OPEN by command from FADEC EEC. The HBOV torque motor and LVDT receive signals through the following pins: •• Torque motor signals are from FADEC to the HBOV •• LVDT signals are to and from FADEC EEC to the HBOV. The signals from the NL sensor go to: •• FADEC EEC Channel A. The signals from the NL sensor go to: •• FADEC EEC Channel B.

HBOV Basic Schedule

P2.7 HBOV After engine start, with no compressor stall/ surge detected, FADEC EEC will signal the P2.7 HBOV to close. The HBOV will remain closed through the remainder of engine operation, unless FADEC EEC detects that the P2.2 HBOV is not preventing a compressor stall/surge. In this situation, FADEC EEC will command the P2.7 valve to OPEN.

Compressor Stall/Surge Detected If compressor stall surge is detected, FADEC EEC will open the HBOV’s, decrease the fuel flow and energize both spark ignitors until 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.

FOR TRAINING PURPOSES ONLY

75-23

75  ENGINE AIR

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75  ENGINE AIR

75-24 P1

P15 B

D

P3 LO IN P3 HI IN

P LN

FADEC A

DD

P3 TRANSDUCER

G H E F

P3 HI IN P3 LO IN P3 EXCITATION P3 RETURN

DD LN P R P2

Figure 75-16. Air Indication System Schematic

FADEC B

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

C

P3 EXCITATION

R DASH 8 Q400

A

P3 RETURN

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75-41-00 AIR INDICATION

NOTES

INTRODUCTION

75  ENGINE AIR

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.

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.

FOR TRAINING PURPOSES ONLY

75-25

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75  ENGINE AIR

Figure 75-17. P3 Pressure Transducer

75-26

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COMPONENT DESCRIPTION P3 Pressure Transducer Refer to Figure 75-17. P3 Pressure Transducer.

75  ENGINE AIR

The P3 pressure transducer senses compressor discharge pressure at the exit from the HP compressor. It is connected to the gas generator case through a stainless steel tube and is installed on the cyclonic de-aerator.

FOR TRAINING PURPOSES ONLY

75-27

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75-00-00 SPECIAL TOOL & TEST EQUIPMENT •• Barfield TT- 1000A Ohmmeter/Insulation Tester •• Simpson (or equivalent) Ohmmeter •• Commercially Available Ultrasonic or Electrosonic Bath •• PWC30128-5 Puller •• PWC59104 Air Flow Fixture - Screen Cartridge 75  ENGINE AIR

75-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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).

75-28

FOR TRAINING PURPOSES ONLY

Revision 0.4

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75  ENGINE AIR

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75-29

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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 System Description.............................................................................................. 76-3

Controls and Indications.................................................................................... 76-19 Operation........................................................................................................... 76-21 76-20-00 EMERGENCY SHUTDOWN..................................................................... 76-24 Introduction....................................................................................................... 76-24 General.............................................................................................................. 76-24 System Description............................................................................................ 76-24 76-00-00 MAINTENANCE PRACTICES.................................................................. 76-25

Revision 0.4

FOR TRAINING PURPOSES ONLY

76-i

76  ENGINE CONTROLS

Component Description...................................................................................... 76-11

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MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS 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

76-9

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

FOR TRAINING PURPOSES ONLY

76-iii

76  ENGINE CONTROLS

Figure Title Page

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76  ENGINE CONTROLS

CHAPTER 76 ENGINE CONTROLS

76-00-00 INTRODUCTION 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.

FOR TRAINING PURPOSES ONLY

76-1

76  ENGINE CONTROLS

76-2 CENTER CONSOLE

Control Lock

Flap Cover

R A T I N G

R A T I N G

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Park / Emergency Brake

I

FLIGHT IDLE

ENGINE 1

ENGINE 2 DETECTION

Engine #1 Pull Fuel / Hydraulic Shut-Off Handle

DISC

I

Engine #2 Pull Fuel / Hydraulic Shut-Off Handle

Elevator Trim Indicator

#1 Power Lever

Figure 76-1. Pilot Control Pedestal and FPP

#2 Power Lever

#1 Condition Lever

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OVERHEAD CONSOLE

#2 Condition Lever

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MAINTENANCE TRAINING MANUAL

76-10-00 POWER CONTROL

The system also gives these power lever position discretes: •• Beta lockout warning

GENERAL

•• Propeller Ground Beta Enable

Power management and propeller control is supplied to the aircraft through the power control system.

•• Cabin Pressure Control System

•• Power Quadrant

•• Auto-feather and Up-trim PLA high •• Oil Cooler Ejector Valve. The system also gives these condition lever 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 initiate an emergency shutdown of the engine.

•• Propeller Control Panel.

SYSTEM DESCRIPTION Refer to Figure 76-1. Pilot Control Pedestal and FPP. The FADEC and PEC electronically control the engine and propeller through: •• Power Lever Angle (PLA) •• Condition Lever Angle (CLA)

When the handle is pulled, the fuel emergency shut off valve is energized to the closed position, shutting off the fuel supply. It will also energize a shutdown solenoid on the FMU. Pulling the handle will also energize the emergency hydraulic shut-off valve to the closed position to shut off the hydraulic fluid supply to the EDP (Engine Driven Pump).

•• 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.

FOR TRAINING PURPOSES ONLY

76-3

76  ENGINE CONTROLS

This system is comprised of the following components:

•• Roll spoiler Lift Dump

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

CENTER CONSOLE

76  ENGINE CONTROLS

R A T I N G

R A T I N G

I

FLIGHT IDLE DISC

I

Figure 76-2. Power and Condition Lever Quadrant

76-4

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Pilot Control Pedestal

RATING (80° ± 2.5° PLA)

Refer to Figure 76-2. Power and Condition Lever Quadrant.

With the power lever in the RATING (or rated power) detent, the engine will deliver the maximum horsepower demanded by the rating selections. The rating is selected by the Condition Lever Angle (CLA) or by the rating select switches on the engine control panel.

The power and condition lever quadrant has the power levers, condition levers, flap lever, control lock lever, park/emergency brake lever and elevator trim indication. A CONTROL LOCK handle is forward of the power levers. When the handle is in the ON position the power levers cannot be advanced to the take off position. A friction knob is below both the power and condition levers. Turning the knob in the FRICTION INCREASE direction progressively increases friction and resistance to movement. The friction load can be reduced by turning the knob in the opposite direction. The Flap Lever is covered in detail in ATA 27-51-00. The elevator trim indication is covered in detail in ATA 27-32-00. The park/emergency brake is covered in detail in ATA 32-44-00.

Power Lever Quadrant Power lever movement is limited by fixed stops at both ends of the quadrant. Each lever has these settings: •• RATING (rated power detent) •• FLIGHT IDLE (detent and gate) •• DISC (detent) •• MAX REVERSE (detent and stop).

Each power lever has an over travel margin beyond the RATING detent (95 to 100 PLA), to allow the pilot select 25% extra power for emergency operation only.

FLIGHT IDLE (35° PLA) Flight idle is the minimum position that the power lever can be set in flight. A Beta Lockout warning tone is generated by the warning tone generator when the: •• Radio altimeter output is more than 20 ft (6.1 m) •• Power lever trigger is lifted •• PLA is at flight idle or lower. A flight idle gate for each power lever prevents inadvertent selection of engine ground beta and reverse operation in flight. The gate permits unrestricted forward movement without lifting the lever trigger. To move the lever aft of flight idle, the release trigger must be pulled.

DISC (20° PLA) With the power lever in the DISC detent: •• The engine will supply minimum power •• The Propeller will have a -3.5 degree blade angle.

MAX REVERSE (0° to 5° PLA) 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.

FOR TRAINING PURPOSES ONLY

76-5

76  ENGINE CONTROLS

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Condition Lever Quadrant

•• MIN (850)

The condition levers are installed in the pilot’s control pedestal, to the right of the power levers. The positions are marked on the quadrant to indicate:

•• START/FEATHER •• FUEL OFF.

NTOP Indications

•• Propeller control range

Refer to Figure 76-3. NTOP Indications.

•• Engine start and propeller setting

MAX 1020

•• Fuel shut-off position.

With the CLA in this position and the PLA in the RATING detent, Normal Take Off Power (NTOP) is demanded at a propeller speed of 1020 NP.

Each condition lever has five distinct settings in the console slot. The condition lever detents are: •• MAX (1020) •• 900 RPM

76  ENGINE CONTROLS

NTOP 90 %

NTOP 90 %

TRQ %

NH

90

%RPM

92.1

%RPM

92.1

PROP RPM

1020

1020

FF

NH

90

FF

KG/H

KG/H

1190

1190

ITT C

NL

NL

%RPM

700

89 C 88

OIL

PSI 63

%RPM

700

2660 + 26

FUEL KG C

SAT

2640 + 26

+ 13

89

C 93

C

Figure 76-3. NTOP Indications

76-6

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PSI 63

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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 91 %

TRQ %

NH

91

%RPM

NH

91

90.8

%RPM

90.8

PROP RPM

900

900

FF

FF

KG/H

KG/H

990

990

ITT C

NL

NL

%RPM

650

87 C 93

76  ENGINE CONTROLS

MCL 91 %

OIL

PSI 62

%RPM

650

2630 + 26

FUEL KG C

SAT

2610 + 26

+ 13

87

C 93

OIL

PSI 62

C

Figure 76-4. MCL Indications

FOR TRAINING PURPOSES ONLY

76-7

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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.

76  ENGINE CONTROLS

MCR 93 %

MCR 93 %

TRQ %

NH

93

%RPM

NH

93

90.6

%RPM

90.6

PROP RPM

850

850

FF

FF

KG/H

KG/H

980

980

ITT C

NL

NL

%RPM

635

86 C 92

OIL

PSI 62

%RPM

635

2610 + 26

FUEL KG C

SAT

2580 + 26

+ 13

86

C 93

C

Figure 76-5. MCR Indications

76-8

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PSI 62

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that prevent inadvertent selection of propeller feather and fuel shut-off selections. The gates permit forward movement of the lever without lifting the lever. The condition lever must be lifted to allow it to pass the gate.

START FEATHER Indications Refer to Figure 76-6. START FEATHER Indications. With the CLA in START FEATHER and the PLA in DISC, N H is 64.2% and N P is approximately 230 N P . Torque will be approximately 11%.

As the lever is moved rearward (toward the FUEL OFF position) it meets a gate at: •• The MIN position

FUEL OFF With the CLA in this position, fuel to the engine is cut off.

•• The START FEATHER position. Lever movement at FUEL OFF is limited by a fixed stop at the rear of the quadrant.

TRQ %

%

NH

%

11

%RPM

NH

11

64.2

%RPM

64.2

PROP RPM

230

230

FF

FF

KG/H

KG/H

150

150

ITT C

NL

NL

%RPM

330

44 C 69

76  ENGINE CONTROLS

There are two gates on the condition levers

OIL

PSI 64

%RPM

330

2700 + 26

FUEL KG C

SAT

2680 + 26

+ 13

44

C 86

OIL

PSI 62

C

Figure 76-6. START FEATHER Indications

FOR TRAINING PURPOSES ONLY

76-9

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FWD 76  ENGINE CONTROLS

FWD

Figure 76-7. Engine Cockpit Interface Unit (ECIU)

76-10

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COMPONENT DESCRIPTION

NOTES

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 antivibration mounts, below the pilot circuit breaker console (lower shelf).

76  ENGINE CONTROLS

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. 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.

FOR TRAINING PURPOSES ONLY

76-11

76  ENGINE CONTROLS

76-12 CAUTION/WARNING PANEL

ECS CONTROL PANEL

MAINTENANCE PANEL

IGNITION PANEL

INTERFACE UNIT

CHANNEL A

CHANNEL B

FLAP DOOR ACTUATOR ENG. OIL COOLER EJECTOR

ENG. OIL COOLER EJECTOR

FADEC CHANNEL A ENGINE 1

FADEC CHANNEL B

FADEC CHANNEL A

FADEC CHANNEL B ARINC 429 DISCRETE

Figure 76-8. ECIU Schematic

ENGINE 2

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FLAP DOOR ACTUATOR

ENGINE COCKPIT

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76  ENGINE CONTROLS

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76-13

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ENGINE CONTROL

76  ENGINE CONTROLS CENTER CONSOLE

Figure 76-9. Engine Control Panel

76-14

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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 76  ENGINE CONTROLS

•• Maximum Cruise Power (MCR) switch •• 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.

FOR TRAINING PURPOSES ONLY

76-15

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MTOP 100 %

MTOP 100 %

TRQ %

NH

100

%RPM

93.2

%RPM

93.2

76  ENGINE CONTROLS

PROP RPM

1020

1020

FF

NH

100

FF

KG/H

KG/H

1170

1170

ITT C

NL

NL

%RPM

725

90 C 85

OIL

PSI 64

%RPM

725

2680 + 26

FUEL KG C

SAT

2660 + 26

+ 13

90

C 93

C

Figure 76-10. MTOP Indications

76-16

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PSI 63

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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 MCL engine power rating usually set by the condition lever position changes to MCR. The MCL pushbutton switch is pushed to set the MCL engine power rating again. The MCR engine power rating also changes when the condition lever is moved.

The MTOP switch selects maximum take off power request when: •• CLA is at MAX 1020 •• MTOP discrete selected.

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

76  ENGINE CONTROLS

•• Aircraft in the air. 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.

FOR TRAINING PURPOSES ONLY

76-17

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RDC TOP 90 %

RDC TOP 90 %

TRQ %

NH

86

%RPM

NH

86

76  ENGINE CONTROLS

92.1

%RPM

92.1

PROP RPM

1020

1020

FF

FF

KG/H

KG/H

1190

1190

ITT C

NL

NL

%RPM

700

89 C 88

OIL

PSI 63

%RPM

700

2660 + 26

FUEL KG C

SAT

2640 + 26

+ 13

89

C 93

C

Figure 76-11. RDC TOP Indications

76-18

FOR TRAINING PURPOSES ONLY

OIL

PSI 63

MAINTENANCE TRAINING MANUAL

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 reduced takeoff power (RDC TOP) rating when the conditions are as follows: •• The aircraft is on the ground •• The condition lever is set to MAX 1020 and the engine power rating is NTOP •• The power lever is set less than the RATING detent •• The RDC TOP DEC pushbutton switch is pushed (for a 2% decrease •• The NTOP engine mode message changes to RDC TOP.

•• No.1 ENG OIL PRESS •• No.2 ENG OIL PRESS. The caution light outputs from the ECIU are: •• No.1 ENG FUEL PRESS •• No.2 ENG FUEL PRESS •• No.1 FUEL FLTR BYPASS •• No.2 FUEL FLTR BYPASS. The discrete outputs from the ECIU are: •• No.1 engine Flap Door Actuator A •• No.1 engine Flap Door Actuator B

EVENT MARKER Switch

•• No.2 engine Flap Door Actuator A

Instructs the EMU to record a snapshot and a 3 minute trace (2 minutes before, 1 minute after the selection).

•• No.2 engine Flap Door Actuator B •• No.1 engine Oil Cooler Ejector •• No.2 engine Oil Cooler Ejector.

Propeller Control Panel The propeller control panel provides autofeather and alternate feather selection.

Flight compartment discrete signals are processed by both ECIU channels to improve 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.

FOR TRAINING PURPOSES ONLY

76-19

76  ENGINE CONTROLS

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76  ENGINE CONTROLS

76-20 Beta Lockout Warning

RIGHT 60° PLA

28 VDC GBE Time Delay Relay

FADEC Right Channel B

FCS ECU

PEC Right Channel

RIGHT 60° PLA PSEU Aft Safety Valve

12

13

9

10

1 2 3

4

5

J5

13

Figure 76-12. Power Lever RVDT and Microswitches Schematic

18

22

NC

NO

9

C

8

NC

NC

NO

C

OFC Control

NO

NC

C

J4

RIGHT 47° PLA

NO

7

0° TO 100° RIGHT PLA

C

5

NO

NC 4

RIGHT 33° PLA

SWITCH

20

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1 2 3

SWITCH

DASH 8 Q400

Grounded

SWITCH

C

Integrated Flight Cabinet

RIGHT TRIGGER

RVDT

NC

FADEC Right Channel A

RIGHT GO AROUND

SWITCH

NO

0° TO 100° RIGHT PLA

SWITCH

C

SWITCH

RVDT

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MAINTENANCE TRAINING MANUAL

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 76  ENGINE CONTROLS

•• PLA at 47° Spoiler Lift Dump Switch 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).

FOR TRAINING PURPOSES ONLY

76-21

76  ENGINE CONTROLS

76-22 SWITCH

SWITCH

0° TO 95° CLA

LEFT 15° CLA ENGINE START/SHUTDOWN

LEFT 15° CLA ENGINE START/SHUTDOWN

LEFT 15° CLA HYD EDP OIL FLAP DOOR

CLA AT 15°

CLA AT 15°

CLA AT 15°

FADEC LEFT CHANNEL B

#1 ENG HYD PUMP CAUTION OIL FLAP DOOR TEST

TYPE

RVDT 0° TO 95° LEFT CLA

5

8

J9

7

8

7

6

NC

C

NO

NC

C

NO

NC

C

NO

NC 4

J10

1 2 3

Figure 76-13. Condition Lever RVDT and Microswitches Schematic

4

5

9

10

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1 2 3

PEC + MANUAL UNFEATHER SWITCH + TIME DELAY RELAY ALTERNATE FEATHER SWITCH

DASH 8 Q400

PEC LEFT CHANNEL B FADEC LEFT CHANNEL A

LEFT 40° CLA ALTERNATE FEATHER LOCKOUT

CLA AT 40°

PEC LEFT CHANNEL A INTERFACE

SWITCH

C

DESIGNATION

SWITCH

RVDT

NO

TYPE

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MAINTENANCE TRAINING MANUAL

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 76  ENGINE CONTROLS

•• CLA at 15° or below - Engine Hydraulic Pump Caution Switch, ensures light on 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.

FOR TRAINING PURPOSES ONLY

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76-20-00 EMERGENCY 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) 76  ENGINE CONTROLS

•• A hydraulic emergency shut-off valve •• 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 73-2000 in ATA 73 Fuel System for more details.

76-24

FOR TRAINING PURPOSES ONLY

NOTES

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76-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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.

76  ENGINE CONTROLS

•• AMM 76-10-11-710-801: Operational Test of the Engine Control Panel.

Revision 0.4

FOR TRAINING PURPOSES ONLY

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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 System Description.............................................................................................. 77-5 Component Description........................................................................................ 77-7 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

77-21-00 ENGINE TEMPERATURE INDICATING................................................. 77-15 Introduction....................................................................................................... 77-15 General.............................................................................................................. 77-15 System Description............................................................................................ 77-15 Component Description...................................................................................... 77-17 Indicated Turbine Temperature (ITT) Probe................................................. 77-17 ITT Immersion Thermocouple Indication........................................................... 77-17 ITT Trim Resistor........................................................................................ 77-19 Training Information Points........................................................................ 77-19

Revision 0.4

FOR TRAINING PURPOSES ONLY

77-i

77  ENGINE INDICATING

Controls and Indication...................................................................................... 77-13

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Page 77-30-00 ANALYZERS............................................................................................. 77-21 Introduction....................................................................................................... 77-21 General.............................................................................................................. 77-21 System Description............................................................................................ 77-21 77-31-00 ENGINE MONITORING SYSTEM........................................................... 77-23 Introduction....................................................................................................... 77-23 General.............................................................................................................. 77-23 System Description............................................................................................ 77-23 Fault Retrieval............................................................................................. 77-25 Controls and Indications.................................................................................... 77-25 77-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 77-26 77-00-00 MAINTENANCE PRACTICES.................................................................. 77-26

77  ENGINE INDICATING

77-ii

FOR TRAINING PURPOSES ONLY

Revision 0.4

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MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS Figure Title Page 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

77  ENGINE INDICATING

77-1

FOR TRAINING PURPOSES ONLY

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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.

FOR TRAINING PURPOSES ONLY

77-1

77  ENGINE INDICATING

77-00-00 INTRODUCTION

77  ENGINE INDICATING

77-2 CAUTION AND WARNING LIGHTS FADEC FAIL

FADEC CAUTION

ENGINE MONITORING UNIT

NL SENSOR CENTRAL DIAGNOSTIC SYSTEM

FADEC

NPT/Q SENSOR

INTEGRATED FLIGHT CABINET ITT SENSORS

Wf MOP + Fuel Temp

Figure 77-1.  Engine Indicating Block Diagram

ENGINE DISPLAY

ARCDU

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

GROUND BASED COMPUTER (LAPTOP)

DASH 8 Q400

NH SENSOR

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MAINTENANCE TRAINING MANUAL

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.

77  ENGINE INDICATING

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.

FOR TRAINING PURPOSES ONLY

77-3

77  ENGINE INDICATING

77-4 AUTOFEATHER CHANNEL "A"

NH1

CHANNEL "B"

PEC

NH2

CHANNEL "A"

NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s

CHANNEL "B"

NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s

MCR 94 %

NH

Npt/Q1

CHANNEL "A"

SPEED SIGNAL (NP) & TORQUE

CHANNEL "B"

SPEED SIGNAL (NP) & TORQUE

CHANNEL "A"

Npt/Q2

94

%RPM

FADEC

NH

94

90.6

%RPM

90.6

PROP RPM

850

850

FF

FF

KG/H

KG/H

980 CHANNEL "B"

980

ITT C

NL

NL

%RPM

635

86 C 92

OIL

PSI 62

2610 + 26

FUEL KG C

Figure 77-2.  Engine Power Indicating Schematic

2580 + 26

+ 13

ED MOT PROBE

%RPM

635

SAT

ITT THERMOCOUPLES

TRIM RESISTOR

MCR 94 %

TRQ %

C

86

C 93

OIL

PSI 62

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

NL

CHANNEL "B" CHANNEL "A" CONTROL & CHANNEL "A" CONTROL & OVERSPEED INDICATION INDICATION

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CHANNEL "B" OVERSPEED

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MAINTENANCE TRAINING MANUAL

77-11-00 ENGINE POWER INDICATING INTRODUCTION The power indicating system gives data on the speed of the major rotating assemblies and the torque output.

GENERAL

SYSTEM DESCRIPTION The speeds of the major rotating assemblies are monitored by magnetic pulse pick-up probes installed at various locations on the engine. These probes sense: •• High pressure rotor speed (Nh) •• Low pressure rotor speed (NL) •• Propeller speed (NP).

Refer to Figure 77-2. Engine Power Indicating Schematic. The power indicating system has: •• High Pressure Rotor Speed (Nh) sensors •• Torque sensors (Q) •• Low Pressure Rotor Speed (NL) sensor •• Engine Controls Wiring Harness.

Power turbine rotor speed (N PT ) is sensed by the torque sensor and derived to propeller speed (NP). Electromagnetic pulses are generated when associated gear teeth or lugs pass through the magnetic field created by a permanent magnet at the probe or sensor tip. The pulse frequency is transmitted to the FADEC, processed and then sent to the ED.

77  ENGINE INDICATING

The N PT/Q signals are also sent to Propeller Electronic Control (PEC) for autofeather and uptrim control.

FOR TRAINING PURPOSES ONLY

77-5

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FWD

77  ENGINE INDICATING

FWD

FWD

Figure 77-3.  Nh Sensors

77-6

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

NOTES

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).

77  ENGINE INDICATING

The other coil provides a Nh speed signal for the overspeed logic.

FOR TRAINING PURPOSES ONLY

77-7

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FWD

FWD

77  ENGINE INDICATING

Figure 77-4.  Torque Sensors

77-8

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Power Turbine Speed NPT Torque Sensor (Q)

NOTES

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.

FOR TRAINING PURPOSES ONLY

77  ENGINE INDICATING

The Torque and NPT speed signals are independent for channel A and B of both the FADEC and PEC.

77-9

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FWD

FWD

77  ENGINE INDICATING

FWD

Figure 77-5.  NL Sensor

77-10

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

Low Pressure Rotor Speed Sensor (NL)

NOTES

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

77  ENGINE INDICATING

•• The FADEC NL speed limit logic and the NL decouple logic.

FOR TRAINING PURPOSES ONLY

77-11

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MAIN INSTRUMENT PANEL

NTOP 90 %

NTOP 90 %

TRQ %

NH

90

%RPM

92.1

%RPM

92.1

PROP RPM

1020

1020

FF

NH

90

FF

KG/H

KG/H

1190

1190

ITT C

NL

NL

%RPM

700

77  ENGINE INDICATING

89 C 88

OIL

PSI 63

%RPM

700

2660 + 26

FUEL KG C

SAT

2640 + 26

+ 13

89

C 93

C

Figure 77-6.  Engine Indication

77-12

FOR TRAINING PURPOSES ONLY

OIL

PSI 63

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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.

77  ENGINE INDICATING

Selected Rating is indicated by an acronym above the rated torque digital display.

FOR TRAINING PURPOSES ONLY

77-13

77  ENGINE INDICATING

77-14 NH

94

%RPM

NH

94

%RPM

NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s

90.6

90.6

PROP RPM

850

850

FF

FF

KG/H

KG/H

980

980

ITT C

NL

NL

%RPM

635

86 C 92

OIL

PSI 62

2610 + 26

FUEL KG C

SAT

Figure 77-7.  ITT Indicating Schematic

%RPM

635 2580 + 26

+ 13

C

86

C 93

OIL

PSI 62

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

NL SPEED LIMIT & DECOUPLE LOGIC & INDICATION & HBOV’s

MCR 94 %

TRQ %

DASH 8 Q400

MCR 94 %

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MAINTENANCE TRAINING MANUAL

77-21-00 ENGINE TEMPERATURE INDICATING

NOTES

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.

FOR TRAINING PURPOSES ONLY

77  ENGINE INDICATING

Each FADEC display channel (channel not in control) sends the signals on an ARINC 429 bus direct to the ED.

77-15

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FWD

FWD

77  ENGINE INDICATING

FWD

Figure 77-8.  ITT Probes

77-16

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION Indicated Turbine Temperature (ITT) Probe Refer to Figure 77-8. ITT Probes. Eight probes consisting of three temperature sensing elements give 24 measurement points for comprehensive gas temperature measuring. The sensing elements are located to give sufficient coverage for an accurate ITT. The probes are equi-spaced, on right and left sides, with no probes at top or bottom around the circumference at station 6 of the engine (downstream of the 2nd Power Turbine). ITT measurement is done by 24 chromel-alumel thermocouples connected in parallel by the ITT wiring harness. The total signal is connected at a junction at the top rear of the engine. The junction is connected to a wiring harness which goes to the Main Oil Temperature/Cold Junction sensor. The trimmed ITT and Main Oil Temperature (MOT) are processed by the FADEC and output to the flight compartment and EMU over an ARINC 429 bus.

Revision 0.4

ITT IMMERSION THERMOCOUPLE INDICATION The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Use a Barfield Digital Turbine Temperature Tester or equivalent to do tests. For an engine that is at greater than ambient temperature as follows: •• Test resistance from the ITT junction to ground, must be >200 kilohms •• Test insulation resistance of each thermocouple, must be >200 kilohms •• Test for open circuit ITT immersion thermocouples. The engine must be at ambient air temperature when you do this check. •• Test resistance of each thermocouple, connect the positive lead to the chromel terminal and the negative lead to the alumel terminal of the ITT thermocouple, must be 0.16 to 0.20 ohms. Calculate average of absolute values to get actual value of thermocouples.

FOR TRAINING PURPOSES ONLY

77-17

77  ENGINE INDICATING

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MAINTENANCE TRAINING MANUAL

ITT Input Wires

Main Oil Temperature (MOT) Sensor

Trim Resistor

MOT Sensor Probe

77  ENGINE INDICATING

Figure 77-9.  MOT Sensor and ITT Trim Resistor Detail

77-18

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

77  ENGINE INDICATING

OBEY ALL THE ELECTRICAL/ELECTRONIC, AND ELECTROSTATIC DISCHARGE SAFETY PRECAUTIONS WHEN HANDLING THE FADEC.

77-19

77  ENGINE INDICATING

77-20

ESID DISPLAYS

ED

DASH 8 Q400

MFD 2

IFC1 (IOM1, IOP1) IFC2 (IOM2, IOP2)

FADEC1 (CHANNEL A, CHANNEL B) FADEC2 (CHANNEL A, CHANNEL B)

ESCP FROM IOP1

FDR

Figure 77-10.  FADEC ARINC 429 Indicating System

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

MFD 1

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77-30-00 ANALYZERS

SYSTEM DESCRIPTION

INTRODUCTION

Each FADEC display channel (channel not in 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 flight compartment. It also sends powerplant information to the engine monitoring system and to the digital flight data recorder.

GENERAL Refer to Figure 77-10. FADEC ARINC 429 Indicating System. The function of the analyzers is done by the Engine Monitoring System (EMS) and the FADEC ARINC 429 System. The EMS can record, display and download: •• FADEC and PEC fault and condition codes

The FADEC information is also sent to the IFC for processing and transmission to the DFDR. These parameters are sent to the flight compartment by discretes and analogue signals independent of the FADEC ARINC system: •• FADEC Fail, Caution and PEC Caution as discretes, sent directly to the CAWP •• Propeller Ground Range as a discrete to the Advisory Display Unit (ADU) and then to the lights on the glareshield panel •• Main Oil Pressure, Fuel Flow and Fuel Temperature from the engine mounted sensors as analog signals to the IFC, and from there to the ED on an ARINC 429 DATA bus.

•• Engine Condition Trend Monitoring (ECTM) data •• Power assurance requirements and data •• Powerplant limit exceedance data 77  ENGINE INDICATING

•• Snapshot and transient powerplant and aircraft data •• Powerplant and aircraft flights, cycles and hours.

FOR TRAINING PURPOSES ONLY

77-21

77-22

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FOR TRAINING PURPOSES ONLY

Figure 77-11.  Engine Monitoring System (EMS) Schematic

77  ENGINE INDICATING

MAINTENANCE TRAINING MANUAL

77-31-00 ENGINE MONITORING SYSTEM INTRODUCTION The EMS collects data on every significant event that occurs during the operation of the engine.

GENERAL Refer to Figure 77-11. Engine Monitoring System (EMS) Schematic. The data collected by the EMS can be accessed in the aircraft through the ARCDU screen. The data can also be downloaded to the laptop PC based Ground Based System (GBS). The function of the Engine Monitoring System is performed by the: •• Engine Monitoring Unit (EMU) •• Ground Based System (GBS).

SYSTEM DESCRIPTION The EMS has the following functions: •• Snapshot and/or Trace recording in response to an engine significant event (fault code, exceedance, etc.). A snapshot is a recording taken at the instant of the event and consists of 79 parameters generated by the FADEC/PEC. A Trace is a recording initiated at the instant of the event and consists of 49 parameters generated by the FADEC/PEC going back two minutes prior to the event and one minute after the event. •• Logging of Fault Codes generated by the FADEC and PEC. •• Recording of Engine Condition Trend Monitoring (ECTM). •• Averaging of ECTM conditions for the previous Flight Hours and alert to Maintenance if the trend deviates from the norm. Recording of time to

spooldown for high and low pressure spools. Alert to Maintenance if the spooldown time reduces below a minimum value. •• Monitoring of Engine parameters and logging any exceedance beyond operating limitations (Ref. AMM Chapter 5). These parameters include: ITT, Torque, Nh/N L/N P, Oil Pressure, Oil Temperature. •• Monitoring of Engine Health discretes, and logging any change in state. These discretes include: Chip Detectors, Low Oil Pressure, Oil Filter Impending Bypass, Low Fuel Pressure, and Fuel Filter Impending Bypass. •• S t e p b y s t e p P o w e r A s s u r a n c e procedure. Detailed results are available following successful completion. •• Live feedback of Flight Deck engine switch state. The position of any switch which provides an input to the FADEC or PEC will be displayed. •• Instructions to check the operation of Engine Health Discretes. •• C o n f i r m a t i o n o f p o w e r p l a n t trims: Torque Gain and Bias, ITT, configuration, BETA Feedback and Power Lever Angle (PLA) Feedback. •• Review of data stored in EMU memory. This feature allows the operator to view the date/time of each recording in memory, type of recording, and Flight Deck parameters at the time of the recording. •• Summary of aircraft and FADEC configuration. Aircraft Registration, Owner and Operator can be uploaded manually. Aircraft S/N is automatically uploaded from the CDS, FADEC, PEC, and EMU S/N are logged automatically. Hours and cycles accumulated on the above is available. EMU memory usage is available.

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FLIGHT COMPARTMENT BULKHEAD VIEW LOOKING AFT

77  ENGINE INDICATING

Figure 77-12.  Engine Monitoring Unit (EMU)

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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.

77  ENGINE INDICATING

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 submenus, the sub-sub-menus, and so on.

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77-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• PWC90004 Micro-ohmmeter •• Commercially Available Megohmmeter •• Simpson (or equivalent) Ohmmeter •• 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

77-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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. 77  ENGINE INDICATING

•• 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.

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•• 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 77-11-00-810-851: 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.

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77  ENGINE INDICATING

•• FIM 77-11-00-810-849: E  ngine 1, MFD, an indication discrepancy of the MCP message Fault Isolation.

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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 Maintenance Consideration................................................................................ 78-16

78  ENGINE EXHAUST

78-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 78-16

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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 Operations (Exhaust Assembly)...............................................................78-14

78-12

Exhaust Assembly....................................................................................78-15

78  ENGINE EXHAUST

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CHAPTER 78 ENGINE EXHAUST

78-00-00 INTRODUCTION 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

78  ENGINE EXHAUST

•• Shroud assembly.

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LEGEND 1. Exhaust nozzle 2. V-coupling 3. Engine 4. Alignment pin

4

2

1

3

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Figure 78-1.  Exhaust Nozzle

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SYSTEM OVERVIEW The Jet pipe is routed under the wing box and over the main landing gear bay. The exhaust gas goes through the jet pipe and into the atmosphere at the top rear surface of the nacelle. The exhaust system has the components that follow: •• Exhaust nozzle •• Exhaust nozzle shroud •• Forward jet pipe

PRINCIPAL COMPONENTS EXHAUST NOZZLE Refer to Figure 78-1. Exhaust Nozzle. The exhaust nozzle is attached to the rear of the engine by a V-coupling. The exhaust nozzle is a tapered cylindrical design open at the aft end.

•• Aft jet pipe •• Forward shroud •• Mid shroud •• Aft shroud •• Insulation blankets •• Trunnion bearings

78  ENGINE EXHAUST

•• Aft exhaust outlet.

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LEGEND 1. Exhaust nozzle shroud 2. Engine firewall

2 1

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Figure 78-2.  Exhaust Nozzle Shroud

78-4

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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.

78  ENGINE EXHAUST

Figure 78-3.  Exhaust Bell

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3 4

1

LEGEND 1. Forward jet pipe 2. Aft jet pipe 3. V-coupling 4. Seal

FWD

2

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Figure 78-4.  Forward and Aft Jet Pipes

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FORWARD AND AFT JET PIPES Refer to: •• Figure 78-4. Forward and Aft Jet Pipes. •• Figure 78-5. Fwd Attachment. The forward jet pipe is attached to the zone 1 Titanium firewall, in the center of the nacelle, under the wing box. A P-seal and flange seal configuration secures the front of the forward jet pipe in position.

Two forward mounting pin assemblies on each side of the forward jet pipe attach it to the nacelle structure. Two aft mounting pin assemblies have a trunnion bearing, which moves longitudinally in the slot of a bracket which attach it to the nacelle structure. The jet pipe directs the hot exhaust gases to atmosphere beyond the aircraft structure.

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.

78  ENGINE EXHAUST

Figure 78-5.  Fwd Attachment

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78-7

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78-8

A

B

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AFT Shroud

A

B

FWD Shroud

Figure 78-6.  Forward Mid and Aft Shrouds

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MID Shroud

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FORWARD, MID AND AFT SHROUDS Refer to Figure 78-6. Forward Mid and Aft Shrouds. The forward, mid and aft shrouds are installed around the two jet pipes. The forward shroud is attached by two mounting pin assemblies on each side of the forward jet pipe. This holds the front of the forward shroud in position against the Zone 4 firewall by a P-seal and flange seal arrangement. Heat insulation blankets are installed on the top outer surface of the forward shroud assembly. The mid shroud is installed between the forward and aft jet pipe. A tie rod assembly on each side of the nacelle structure attaches to the mid shroud. A seal on the rear of the forward shroud engages with the mid shroud. The top rear structure of the nacelle makes part of the shroud assembly.

The aft shroud is attached to the mounting pin assembly on each side of the aft jet pipe. A seal on the front of the aft shroud engages with the mid shroud. A V-coupling attaches the rear of the aft shroud to the aft exhaust outlet. A tie rod assembly on each side of the nacelle structure attaches with the aft shroud. The forward, mid and aft shrouds are each made of titanium. The forward is made from two pieces welded together. Lockwire attaches the insulation blankets to lugs on the forward shroud. A V-coupling connects the following components: •• Forward shroud to the mid shroud together •• Mid shroud to the aft shroud •• Aft shroud to the aft exhaust outlet. The shroud assembly is a housing for the jet pipe assembly along its full length.

78  ENGINE EXHAUST

The shroud is also a firewall for the adjacent area.

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LEGEND 1. Trunnion bearing 2. Cover plate 3. Rear mount bracket 4. Rear track 5. Aft jet pipe bolt

3

4

2

5

78  ENGINE EXHAUST

1

Figure 78-7.  Trunnion Bearings

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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.

FOR TRAINING PURPOSES ONLY

78  ENGINE EXHAUST

Figure 78-8.  Exhaust Pipe

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LEGEND 1. Exhaust ejector assembly 2. Aft exhaust outlet

1

2

FWD 2

POST MODSUM 4S156164 1

78  ENGINE EXHAUST

Figure 78-9.  Aft Exhaust Outlet

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AFT EXHAUST OUTLET

INSULATION BLANKETS

Refer to:

The whole jet pipe assembly is covered with insulating blankets. There are eight around the forward jet pipe and six around the aft jet pipe. There are two additional blankets installed on the top of the forward shroud.

• • Figure 78-9. Aft Exhaust Outlet. •• Figure 78-10. A  ft Exhaust Outlet Photo (1 of 2). •• Figure 78-10. A  ft Exhaust Outlet Photo (2 of 2). The aft exhaust outlet ejector is attached to the aft jet pipe by a V-coupling. The aft exhaust extension is around the ejector and is attached to the aft shroud and to the nacelle structure by a V-coupling.

The blankets are made from kaowool, sandwiched between two thin sheets of stainless steel. When the insulation blankets are assembled, the kaowool is compressed to an approximate thickness of 3/8 in. (9.53 mm). Each insulation blanket is lockwired in position. The function of the insulation blankets is to 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.

Figure 78-10.  Aft Exhaust Outlet Photo (1 of 2)

Figure 78-10.  Aft Exhaust Outlet Photo (2 of 2)

FOR TRAINING PURPOSES ONLY

78-13

78  ENGINE EXHAUST

The aft exhaust outlet allows for a smooth flow of exhaust gases into the air stream.

78  ENGINE EXHAUST

78-14 PRIMARY EJECTOR

ZONE 6 COOLING INLET NACA SCOOP (RIGHT SIDE).

ZONE 1 FIREWALL

INSULATION BLANKETS

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EDUCTOR

JET PIPE (ZONE 5)

SECONDARY EJECTOR EDUCTOR SHROUD

FINGERNAIL

FIRE ZONE

EXHAUST NOZZLE SHROUD

ZONE 4 FIREWALL

LEGEND 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)

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EXHAUST NOZZLE

MAINTENANCE TRAINING MANUAL

OPERATION NORMAL SYSTEM OPERATION Refer to: •• Figure 78-11. O  perations (Exhaust Assembly). •• Figure 78-12. Exhaust Assembly. During the engine operation, exhaust flows out the exhaust nozzle into the exhaust nozzle shroud. This will draw air in the engine compartment into the exhaust stream, cooling 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.

The exhaust system is also cooled by an eductor system which allows ambient air to flow between the jet pipe and the shroud. The air inlet for the eductor system comes from an air inlet scoop on the nacelle RH center side panel. The exhaust gas exiting between the aft exhaust outlet and the aft exhaust outlet shroud creates low pressure which assists in drawing air (between the jet pipe and the shroud) through the eductor, cooling the exhaust system. This secondary airflow, referred to as the secondary ejector, helps to keep the accessory temperatures in the approved limits.

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Figure 78-12.  Exhaust Assembly

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78-15

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78-00-00 APPENDIX

CAUTION INSTALL PACKING BETWEEN THE JET PIPE AND THE SHROUD, AND INSTALL SUPPORTS BELOW THE SHROUD BEFORE THE TIE RODS ARE DISCONNECTED.

MAINTENANCE CONSIDERATION Safety Precautions WARNING LET THE EXHAUST SURFACE BECOME COOL BEFORE YOU DO MAINTENANCE. IF YOU DO NOT DO THIS, THE HOT EXHAUST SURFACE WILL CAUSE INJURIES. YOU MUST INSTALL THE LOCKPINS ON THE MAIN LANDING GEAR. MAKE SURE YOU ENGAGE THE NOSE GEAR LOCK. IF YOU DO NOT DO THIS, THE LANDING GEAR CAN ACCIDENTALLY RETRACT. THIS CAN CAUSE INJURIES TO PERSONS AND DAMAGE TO THE EQUIPMENT.

IF YOU DO NOT DO THIS, THE EXHAUST ASSEMBLY CAN BE DAMAGED AND CAN CAUSE DAMAGE TO THE NACELLE COMPONENTS. BE CAREFUL WHEN YOU MOVE THE AFT EXHAUST ASSEMBLY. THE AFT EXHAUST ASSEMBLY COULD HIT THE NACELLE.

78-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• GSB2000001 Borescope - 110 Volt, 60 Hz or equivalent •• 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

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PAGE INTENTIONALLY LEFT BLANK

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79  ENGINE OIL

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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 System Description.............................................................................................. 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 Component Description...................................................................................... 79-12 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

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Page

General.............................................................................................................. 79-20 System Description............................................................................................ 79-20 79-31-00 OIL PRESSURE INDICATING SYSTEM................................................. 79-21 General.............................................................................................................. 79-21 Component Description...................................................................................... 79-22 Oil Pressure Transducer............................................................................... 79-22 Controls and Indications.................................................................................... 79-23 79-32-00 OIL TEMPERATURE INDICATING SYSTEM......................................... 79-25 Functional Test of the MOT Sensor.................................................................... 79-25 Component Description...................................................................................... 79-27 Oil Temperature Sensor............................................................................... 79-27 79-33-00 LOW OIL PRESSURE WARNING SYSTEM............................................ 79-29 System Description............................................................................................ 79-29 Component Description...................................................................................... 79-31 Low Oil Pressure Switch............................................................................. 79-31 79-34-00 CHIP DETECTION SYSTEM.................................................................... 79-33 General.............................................................................................................. 79-33 System Description............................................................................................ 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 System Description............................................................................................ 79-37 Component Description...................................................................................... 79-39 Oil Filter Impending Bypass Switch............................................................ 79-39

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Page

79-21-00 OIL COOLER SYSTEM............................................................................ 79-41 General.............................................................................................................. 79-41 System Description............................................................................................ 79-41 Component Description...................................................................................... 79-43 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 Component Description...................................................................................... 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 Controls and Indications.................................................................................... 79-57 79-00-00 APPENDIX................................................................................................ 79-58 Maintenance Consideration................................................................................ 79-58 Safety Precautions....................................................................................... 79-58

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Page

Unscheduled Inspection.............................................................................. 79-58 Engine Inspection for Fuel in the Oil System..................................................... 79-58 79-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 79-59 79-00-00 MAINTENANCE PRACTICES.................................................................. 79-60

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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

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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

79-vi

Remote Oil Indications Chart..................................................................79-57

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

CHAPTER 79 ENGINE OIL

79-00-00 INTRODUCTION 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.

FOR TRAINING PURPOSES ONLY

79-1

79  ENGINE OIL

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

79-20-00 OIL DISTRIBUTION SYSTEM GENERAL The purpose of the oil distribution system is to supply, filtered oil to the engine for lubrication of moving parts.

79-22-00 OIL PRESSURE AND SCAVENGE SYSTEM GENERAL The Oil pressure system supplies pressurized, filtered oil to the following components:

SYSTEM DESCRIPTION

•• Engine

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 filtered oil to the turbo-machinery and reduction gearbox bearings to cool and lubricate the running shafts, gears, and component surfaces. The oil is contained in a tank that is an integral part of the LP compressor case. The tank has a sight glass, for viewing of the oil quantity, and a filler neck and cap for replenishing the oil supply. A second, smaller, tank is in the reduction gearbox. This tank is supplied with oil from the main tank. The oil pumps are assembled together as one unit, and the entire assembly is installed in a bore on the LP compressor case. The system has these three sub-systems: •• Pressure system that supplies oil to the reduction gearbox and the turbo machinery •• Scavenge system that returns the used oil to the tank •• Vent and breather system that vents the bearing cavities and removes any air trapped in the scavenged oil. Filters in the pressure and scavenge systems remove contaminants from the oil. The filter housing contains impending bypass switches, which sense the pressure differential.

•• Propeller control system

The scavenge system returns the oil from these components, filtering out debris as the oil is returned.

DESCRIPTION Leading Particulars - Oil System Refer to Figure 79-1. Oil Pressure System. Maximum Oil Consumption: •• 0.127 US qt/Flight Hour or 0.24 lb./FH or 0.11 Kg/FH •• 1 US gal = 7.74 lb. (ref. only). Limits: •• Starting (minimum)..................... -40ºC •• Take-off.............................65 to 107ºC •• Transient (maximum)............... 20 min.

NOTE Starting (minimum) as per AFM is -40ºC. Oil Tank: •• Capacity............ 5.9 US gal. (22.2 litre) •• 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.

79-2

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Pressure Pumps:

79  ENGINE OIL

DASH 8 Q400

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: •• Is an oil manifold with multiple nozzles for bearing No.3 and No.4 •• Has a last chance strainer.

FOR TRAINING PURPOSES ONLY

79-3

79-4

DASH 8 Q400 MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Figure 79-1.  Oil Pressure System

79  ENGINE OIL

MAINTENANCE TRAINING MANUAL

No.5 bearing cavity:

79  ENGINE OIL

DASH 8 Q400

NOTE

•• Is an oil manifold with multiple nozzles for bearing No.5 •• Has a last chance strainer. No.6 and No.6.5 bearing cavity: •• Is an oil manifold with multiple nozzles for bearing No.6 and No.6.5 •• It uses a restrictor to drop the pressure to compensate for lower cavity air pressure •• Has a last chance strainer. No.7 bearing cavity: •• Is an oil manifold with multiple nozzles for bearing No.7 •• It uses a restrictor to drop the pressure to compensate for lower cavity air pressure •• Has a last chance strainer. 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).

FOR TRAINING PURPOSES ONLY

79-5

79  ENGINE OIL

79-6 Chip Detector Deaerator Overboard Vent

Return to Tank Retimet Breather

DASH 8 Q400

RGB Vent

From AGB

Out to Tank No. 2 & 2.5 BRG

No. 3 & 4 BRG

Filter

No. 1 BRG

No. 5 BRG

No. 6 & 6.5 BRG

No. 7 BRG

To RGB Sump Blowdown Valve Bypass and Impending Bypass

From RGB Sump Vane Pump

LEGEND Regulated Pressure Cooled Scavenge

From A/C Generator

Tank Supply Vent

Figure 79-2.  Oil Scavenge System

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Blowdown

MAINTENANCE TRAINING MANUAL

Leading Particulars - Oil Scavenge System

No.6 and No.6.5 bearing cavity:

Refer to: •• Figure 79-1. Oil Pressure System. •• Figure 79-3. O  il Scavenge Blowdown Valves - Removal/ Installation. •• Figure 79-4. L  P Compressor Case Oil Jet Pump and Strainers - Removal/Installation. No.1 bearing cavity: •• Is scavenged by a jet pump and directs oil to RGB sump •• The jet pump activated by oil pump pressure.

•• 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. No.7 bearing cavity: •• Is scavenged by a vane type pump and returns oil to tank through the deaerator at low power settings. AGB: •• Is scavenged by a vane type pump and returns oil to the tank through the deaerator at low power settings.

No.2 and No.2.5 bearing cavity: •• 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. No.5 bearing cavity: •• 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.

FOR TRAINING PURPOSES ONLY

79-7

79  ENGINE OIL

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

79-8

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

DASH 8 Q400

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

5

6

7

8

4

9 10 11

FWD

Figure 79-4.  LP Compressor Case Oil Jet Pump and Strainers - Removal/Installation

FOR TRAINING PURPOSES ONLY

79-9

79  ENGINE OIL

79-10 To RGB Sump

PCU PUMP

O/S Governor

To RGB Gear Train

Screen and Chip Detector

RGB Aux Oil Tank

To PCU To PCU To PCU

PCU

From Turbomachinery To Auxiliary Feather Pump From Auxiliary Feather Pump From No. 1 Bearing Cavity LEGEND To A/C Gen. Scavenge Pump

Regulated Pressure

To RGB Savenge Pump

Scavenge 1100 PSI

Screen and Chip Detector

Figure 79-5.  RGB Oil System

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Overflow

From A/C Gen. To A/C Gen.

DASH 8 Q400

A/C Generator

MAINTENANCE TRAINING MANUAL

Leading Particulars - RGB Oil Pressure System Refer to Figure 79-5. RGB Oil System. RGB auxiliary oil tank: •• Is in the RGB rear housing •• It is a pressurized tank with capacity of 5.3 US quarts (5 liters)

RGB sump: •• Is scavenged by a vane type pump and returns oil to the tank across the RGB chip detector and through the scavenge oil filter •• RGB scavenge oil temperature is also used to warm up the front inlet case rear lip to prevent an ice build up (anti-icing).

•• 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.

FOR TRAINING PURPOSES ONLY

79-11

79  ENGINE OIL

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

COMPONENT DESCRIPTION

Main Oil Filter

The functions performed by the oil pressure and scavenge system are accomplished by the following components:

Refer to Figure 79-6. Main Oil Filter.

•• PRV

This filter is a 12 micron filter and is on the left side of the engine. The filter is non-cleanable and incorporates a Dirt Alert strip that is used to analyze the debris removed from the oil.

•• Main oil filter •• RGB scavenge oil filter •• Oil pump assembly (pressure and scavenge stages) •• Oil filler cap and tube assembly.

Figure 79-6.  Main Oil Filter

79-12

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Pressure Regulating Valve (PRV)

79  ENGINE OIL

DASH 8 Q400

CAUTION

Refer to Figure 79-7. Pressure Regulating Valve (PRV).

WHEN YOU MAKE AN ADJUSTMENT TO THE OIL PRESSURE, THE FINAL POSITION OF THE ADJUSTER MUST BE BETWEEN 7 AND 11 TURNS COUNTERCLOCKWISE FROM THE FULLY SEATED POSITION. IF IT IS NECESSARY TO GO OUTSIDE THESE 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.

The PRV is a balanced single piston valve assembled into the left side of the low pressure compressor case. It regulates system oil pressure from the oil pump using the No.5 bearing cavity pressure as a reference.

FWD

FWD

FWD

Figure 79-7.  Pressure Regulating Valve (PRV)

FOR TRAINING PURPOSES ONLY

79-13

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

FWD

FWD

FWD

Figure 79-8.  RGB Scavenge Oil Filter

79-14

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

RGB Scavenge Oil Filter

79  ENGINE OIL

DASH 8 Q400

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

FOR TRAINING PURPOSES ONLY

79-15

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

Oil Pressure and Scavenge Pump Assembly Refer to Figure 79-10. Oil Pressure and Scavenge Pump Assembly. The oil pressure and scavenge pump assembly pressurizes and scavenges the oil in the engine oil system. The scavenge pumps also optimize bearing cavity sealing during a sub-idle condition. The pump assembly consists of 9 vane type pump stages and a cold start valve.

These vane pumps are contained in a pump pack and are on the right side of the engine. This pump pack is serviced as one line replaceable unit. The cold start valve is a spring loaded poppet valve. The cold start valve operates when very cold oil causes the oil pressure to be too high. The valve operates at an oil pressure of 300 to 360 psi (2068 to 2482 kPad). When in operation, the valve bypasses oil back to the oil tank.

FWD

FW

Figure 79-10.  Oil Pressure and Scavenge Pump Assembly

79-16

FOR TRAINING PURPOSES ONLY

D

MAINTENANCE TRAINING MANUAL

Oil Filler Cap and Tube Assembly Refer to Figure 79-11. Oil Filler Cap and Tube Assembly. The oil filler cap and tube assembly is used to replenish the oil system and seal the inlet to the oil tank.

79  ENGINE OIL

DASH 8 Q400

OIL CONSUMPTION TREND MONITORING The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

The cap is provided with a spring loaded lift flap to unlock and requires a half-turn to release it.

•• Record the amount of oil added and the date and time

The oil filler has an external scupper with a drain fitting to catch any oil overflow.

•• Record the amount of hours flown between servicing

Inside the filler tube is a non-return ball valve. The valve allows oil to be added and seals the filler tube to prevent oil loss in the event that the filler cap is missing.

•• Oil consumption calculated by the amount of oil added divided by hours flown since last servicing •• 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

Revision 0.4

FOR TRAINING PURPOSES ONLY

79-17

79  ENGINE OIL

79-18 SMOP

A F

V W

RS422 OUT 28VDC IN RTN

OUT

S-

RS422 OUT V W

5A 28VDC RIGHT ESS

(J4) 5A

28VDC IN RTN

HI LL LO KK

STBY HYD PUMP CONT

ENGINE #2 FADEC

5A 28VDC LEFT ESS

(J4) 5A

D15 HI C15 LO

RS422 IN RS422 IN

B15 HI A15 LO

RS422 IN RS422 IN 84 85

B4 HI A4 LO

RS422 IN

D3 HI C3 LO

RS422 IN

FADEC A ENG 2

ARINC 429 IN

FADEC A ENG 1

EMU

14

D9

X1

A9

X2

1-K2 B9

CH 'A'

17 # 1 ENG OIL PRESS 9

HI LO

B11 A11

91 92

ENG #2 OIL PRESS IND 97

23 24

D7

X1

A7

X2

# 2 ENG OIL PRESS

CAUTION & WARNING PNL

1-K3 B7

ECIU

S-

ARINC 429 OUT

LOW PRESS SWITCH CLOSES ON PRESSURE DECREASING TO 44 ± 3 PSI (303 ± 21 KPA)

ENG #1 OIL PRESS IND

CH 'B'

LEFT DC C/BKR PNL

ENG #1 LOP

13 14

FADEC B ENG 1

RIGHT DC C/BKR PNL (K4)

Loss Of Ground

28VDC FROM 'HYD SYS CONT' C/BKR H7, LEFT DC C/BKR PNL

HI CLO V-

CH 'B' FADEC B ENG 2

LEGEND

RS422 OUT A F

V W

28VDC IN RTN

RELAY JUNCTION BOX #3 E F

HI CLO VHI LL LO KK

ARCDU-MA A429 (OUT) 431 HI 430 LO

CH 'A'

IOP #1 S-

ARINC 429 OUT

V W

RS422 OUT 28VDC IN RTN

HI CLO VHI LL LO KK

CH 'B' ENGINE #1 FADEC

Figure 79-12.  Low Oil Pressure No.1 Engine

HI 409 LO 408

ARCDU #1

23-80 A1

EMU MA A429 IN

31-41 A1

E F

ARCDU #2

23-80 A2

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

(K4)

HI LL LO KK

CH 'A'

ARINC 429

ENG #2 MOP

HI CLO V-

DASH 8 Q400

CLOSES ON PRESSURE DECREASING TO 44 ± 3 PSI (303 ± 21 KPA)

ARINC 429 OUT

LOW PRESS SWITCH

MAINTENANCE TRAINING MANUAL

OPERATION

79  ENGINE OIL

DASH 8 Q400

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.

FOR TRAINING PURPOSES ONLY

79-19

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

79-30-00 OIL 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.

79-20

FOR TRAINING PURPOSES ONLY

NOTE

MAINTENANCE TRAINING MANUAL

79-31-00 OIL PRESSURE INDICATING SYSTEM

79  ENGINE OIL

DASH 8 Q400

NOTE

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 90 %

NTOP 90 %

TRQ %

P54 P55 R

A

S

B

T

C

U

D

NH

11

%RPM

Main Oil Pressure

NH

11

74.0

%RPM

74.0

PROP RPM

660

660

FF

FF

KG/H

KG/H

280

280

ITT C

NL

NL

%RPM

435

57

P52 IFC 1

C 75

OIL

PSI 64

%RPM

435

2700 + 26

FUEL KG C

SAT

2670 + 26

+ 13

57

C 88

OIL

PSI 62

C

IFC 2 MAINT REQD:

POWERPLAN

Figure 79-13.  Oil Pressure Indication Schematic

FOR TRAINING PURPOSES ONLY

79-21

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

COMPONENT DESCRIPTION

The oil pressure transducer sends an oil pressure differential signal to the IFC for display in the flight compartment.

Oil Pressure Transducer Refer to Figure 79-14. Oil Pressure Transducer. The oil pressure transducer is at the bottom of the low pressure compressor case on the left side of the engine.

Wiring harness connector (P55) is connected to the transducer. A ground strap connects the housing of the 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

Inlet Port

Reference Port

Circuit Board

Interval Cavity Foam Filled

Figure 79-14.  Oil Pressure Transducer

79-22

FOR TRAINING PURPOSES ONLY

Connector Threads

MAINTENANCE TRAINING MANUAL

CONTROLS AND INDICATIONS Refer to Figure 79-15. Oil Pressure and Temperature Indications. Oil pressure and temperature are indicated on the ED in the flight compartment. Pressure is indicated in PSI in both digital and analog formats. Temperature is indicated in degrees C in both digital and analog formats.

For low oil pressure, an OIL PRESS warning light will come on. The EMU will make a record of the low oil pressure event when the: •• NH is more than 64% •• Condition lever has been in the START/ FEATHER position for more than 20 seconds •• Switch has closed (due to low oil pressure).

TRQ %

%

NH

%

11

%RPM

NH

11

64.2

%RPM

64.2

PROP RPM

230

230

FF

FF

KG/H

KG/H

150

150

ITT C

NL

NL

%RPM

330

44 C 86

OIL

PSI 62

%RPM

330

2520 + 26

FUEL KG C

SAT

2520 + 26

+ 13

44

C 86

OIL

PSI 62

C

Figure 79-15.  Oil Pressure and Temperature Indications

FOR TRAINING PURPOSES ONLY

79-23

79  ENGINE OIL

DASH 8 Q400

79  ENGINE OIL

79-24 ITT A

Oil temp to FADEC A

B

Cr

C

Al

D E Cr

G

Al

J

N P U T RTD Sensor

R S

RTD Sensor

T/C Cold Juntions

Trim resistor

Figure 79-16.  Oil Temperature Indicating System Schematic

Al

Mg

Cr

Mg

Al

Mg

Cr

M

Mg

Black

Mg

L Mg

Grey

Mg

Trim Resistor Posts

Mg

K

From T6 EGT

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

F

H Oil temp to FADEC B

From T6 EGT

DASH 8 Q400

ITT B

A

MAINTENANCE TRAINING MANUAL

79-32-00 OIL TEMPERATURE INDICATING SYSTEM

79  ENGINE OIL

DASH 8 Q400

NOTES

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 The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. •• 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.

Revision 0.4

FOR TRAINING PURPOSES ONLY

79-25

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

FWD

FWD

Figure 79-17.  Oil Temperature Sensor - Location

79-26

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

79  ENGINE OIL

DASH 8 Q400

NOTE

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

FOR TRAINING PURPOSES ONLY

79-27

79  ENGINE OIL

79-28 ECIU A

ECIU B

D

P46

K

N

ARINC 429 OUT LO TO ECIU B

B

F

ARINC 429 OUT HI TO ECIU B

H

C

RS422 OUT HI

A

ARCDU RS422 OUT LO

RS422 OUT LO

RS422 OUT HI

ARINC 429 OUT LO TO ECIU A

ARINC 429 OUT HI TO ECIU A

LOW OIL PRESSURE

P54 P40

LC

LV

LL

KK

FADEC A

LS

Z

LS

Z

KK

LL

FADEC B

Figure 79-19.  Low Oil Pressure Warning Schematic

LV

LC

P50

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

#1

CWAS

DASH 8 Q400

ENGINE MONITORING UNIT

CWAS

MAINTENANCE TRAINING MANUAL

79-33-00 LOW OIL PRESSURE WARNING SYSTEM

79  ENGINE OIL

DASH 8 Q400

NOTE

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.

FOR TRAINING PURPOSES ONLY

79-29

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL Adjustment Cover

Main Oil Pressure Sensor

Bonding straps Low Oil Pressure Switch

FWD

Figure 79-20.  Low Oil Pressure Switch - Detail

79-30

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

79  ENGINE OIL

DASH 8 Q400

NOTE

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

FOR TRAINING PURPOSES ONLY

79-31

79  ENGINE OIL

79-32 ENGINE MONITORING UNIT

DASH 8 Q400

ARCDU

LL

C

Z

A

B

A

B

KK

RS 422 OUT HI E

LT

FADEC A

Figure 79-22.  Chip Detection System - Schematic

LL

FADEC B

RS 422 OUT LO

B

RGB CHIP DETECTOR

RS 422 OUT LO

RS 422 OUT HI P40

A

T/M CHIP DETECTOR

KK

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

AC GEN CHIP DETECTOR

MAINTENANCE TRAINING MANUAL

79-34-00 CHIP DETECTION SYSTEM

79  ENGINE OIL

DASH 8 Q400

NOTE

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.

FOR TRAINING PURPOSES ONLY

79-33

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MAINTENANCE TRAINING MANUAL

79  ENGINE OIL AC Generator Chip Detector LEFT SIDE

Turbomachine Chip Detector

RGB Chip Detector RIGHT SIDE

1

LEGEND 1. Connector 2. Chip detector magnetic plug 3. Preformed packings 4. Self-closing valve

2 3 4

Figure 79-23.  Chip Detector Magnetic Plug

79-34

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

VISUAL CHECK OF THE CHIP DETECTOR INDICATING SYSTEM

79  ENGINE OIL

DASH 8 Q400

NOTE

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. 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.

Revision 0.4

FOR TRAINING PURPOSES ONLY

79-35

79  ENGINE OIL

79-36 DASH 8 Q400

ENGINE MONITORING UNIT

P40

LL KK

FADEC A

A

Z

LL KK

FADEC B

P50

P40

LL KK

L

P49

N J/P54

B

FADEC A

Figure 79-24.  Oil Filter Impending Bypass Warning System - Schematic

Z

RS422 OUT LO

J/P54

C

A

RS422 OUT HI

N

RS422 OUT LO

M

P47

RS422 OUT HI

C

RS422 OUT LO

A

RS422 OUT HI

RS422 OUT LO

RS422 OUT HI

MAIN OIL FILTER DELTA P

LL KK

FADEC B

P50

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

ARCDU

MAINTENANCE TRAINING MANUAL

79-35-00 OIL FILTER BYPASS WARNING SYSTEM

79  ENGINE OIL

DASH 8 Q400

NOTE

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.

FOR TRAINING PURPOSES ONLY

79-37

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79  ENGINE OIL

FWD

FWD

Figure 79-25.  Oil Filter Impending Bypass Switch

79-38

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

79  ENGINE OIL

DASH 8 Q400

NOTE

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.

FOR TRAINING PURPOSES ONLY

79-39

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79  ENGINE OIL

PAGE INTENTIONALLY LEFT BLANK

79-40

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

79-21-00 OIL COOLER SYSTEM

79  ENGINE OIL

DASH 8 Q400

NOTE

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.

FOR TRAINING PURPOSES ONLY

79-41

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MAINTENANCE TRAINING MANUAL

79  ENGINE OIL Oil Cooler Ejector Oil Cooler Ejector Valve Exit Duct

Hose Assemblies Oil Cooler Bypass Valve

Oil Cooler

Figure 79-26.  Oil Cooler

79-42

FOR TRAINING PURPOSES ONLY

Oil Cooler Cover

MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

Oil Cooler Bypass Valve

Oil Cooler

The oil cooler bypass valve is installed in the left side of the oil cooler. It performs the functions listed below:

The oil cooler is attached between two brackets at the engine firewall structure. Refer to: •• Figure 79-26. Oil Cooler. •• Figure 79-27. Oil Cooler Side View. •• Figure 79-28. Oil Cooler Bottom View. The oil cooler unit is in a cutout in the lower cowl and is supplied with air from the inlet duct.

A thermal function lets the engine oil fully bypass the oil cooler at temperatures below 170ºF (77ºC). Above 185ºF (85ºC) the engine oil passes through the oil cooler. A pressure relief function lets the engine oil bypass if the oil cooler becomes blocked during cold oil operation. The pressure relief operates at 23 psid (158.6 kPad).

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

FOR TRAINING PURPOSES ONLY

79-43

79  ENGINE OIL

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

79-44

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Oil Cooler Ejector Valve

79  ENGINE OIL

DASH 8 Q400

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

FOR TRAINING PURPOSES ONLY

79-45

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MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

FWD

NOTE Left nacelle shown, right nacelle similar. OIL COOLER

Air Outlet Flap Actuator Air Outlet Flap

FWD

Figure 79-31.  Oil Cooler Air Outlet Flap

79-46

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Oil Cooler Air Outlet Flap

79  ENGINE OIL

DASH 8 Q400

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.

FOR TRAINING PURPOSES ONLY

79-47

79  ENGINE OIL

79-48 COOLER OIL BYPASS CLOSED

COOLER OIL BYPASS OPEN

EJECTOR OFF

INTERMEDIATE 2 INTERMEDIATE 1 FLAP DOOR CLOSED MOT 65

70

75

80

85

90

95

OIL TEMPERATURE CONTROL CHART

Figure 79-32.  Oil Temperature Chart

100

105

110

°C

MAINTENANCE TRAINING MANUAL

FLAP DOOR OPEN (<170 KCAS)

DASH 8 Q400

FOR TRAINING PURPOSES ONLY

EJECTOR ON (WOW and PLA <60°)

MAINTENANCE TRAINING MANUAL

Air-Cooled Oil Cooler Air Outlet Flap Actuator Refer to Figure 79-32. Oil Temperature Chart. The oil cooler air outlet flap actuator is to position the outlet flap to the position commanded by FADEC. The oil cooler air outlet flap actuator is attached to the nacelle structure and the oil cooler air outlet flap. It receives signals from the FADEC, through the ECIU.

Test Test the operation of the air-cooled oil cooler flap actuator using this procedure: First, to do actuator operational test, it is necessary to do a check of the travel of the ACOC air outlet flap. To perform the ACOC air outlet flap check: •• In the wardrobe, on the CENTRAL maintenance panel, set CDS GND MAINT switch •• In the flight compartment, on the aft center console, set either ARCDU selector to the ON position

•• Make sure that both Condition Levers are at FUEL OFF •• Set the MAINT DISC switch to the ON position to simulate a Main Oil Temperature (MOT) of 75°C. Make sure that: °° The ED on the PFD shows an MOT of 75°C °° The outlet flap is fully closed. •• On the Engine Control Panel, push the RDC TOP RESET button to simulate an MOT of 107°C. Make sure that: °° The ED shows an MOT of 107°C °° The outlet flap moves smoothly to the fully open position. •• Press the RDC TOP DEC button on the Engine Control Panel again and again.

NOTE Each time the button is pressed, simulates a fall in MOT of 2°C. Make sure that the air outlet flap closes in increments as the oil temperature decreases through 93°C, 89°C, and 85°C. Make sure that the travel is smooth.

•• 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

FOR TRAINING PURPOSES ONLY

79-49

79  ENGINE OIL

DASH 8 Q400

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MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

FWD

Figure 79-33.  Oil Level Indicator Sight Glass - Location

Figure 79-34.  Oil Level Indicator Sight Glass

79-50

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

79-36-00 OIL QUANTITY INDICATING SYSTEM

CHECK OF THE ENGINE OIL LEVEL AND REPLENISH AS NECESSARY

GENERAL

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

The low oil level indicator is used to give a quick visual oil quantity indication in the tank. The oil quantity indicating system contains the following components: •• Oil level indicator sight glass •• Calibrated dipstick and a •• Low oil level indicator glass to indicate oil quantity. The sight glass and the dipstick are used during normal engine servicing.

COMPONENT DESCRIPTION Oil Level Indicator Sight Glass

The maintenance procedure that follows is to check the engine oil level and replenish as necessary. WARNING BE CAREFUL WHEN YOU DO WORK ON THE ENGINE COMPONENTS IMMEDIATELY AFTER THE ENGINE IS STOPPED. THE ENGINE COMPONENTS CAN STAY HOT FOR ONE HOUR AND CAN CAUSE INJURY.

Refer to: •• Figure 79-33. O  il Level Indicator Sight Glass - Location. •• Figure 79-34. O  il Level Indicator Sight Glass.

WARNING MAKE SURE THAT THE OIL IS NOT HOT WHEN YOU DO MAINTENANCE. THE HOT OIL CAN BURN YOU.

The oil level indicator sight glass gives a further method to visually check the oil level in the tank. The oil level indicator sight glass is on the oil tank on the left side of the engine. The sight glass is used during normal engine servicing. It gives a visual indication of the oil level in the tank and has markings to indicate the quantity of oil to add (if required).

WARNING DO NOT LET THE OIL TOUCH YOUR SKIN FOR A LONG TIME. YOU CAN ABSORB POISONOUS MATERIALS FROM THE OIL THROUGH YOUR SKIN.

The sight glass is attached to the oil tank with 8 bolts and is sealed with preformed packing.

Revision 0.4

FOR TRAINING PURPOSES ONLY

79-51

79  ENGINE OIL

DASH 8 Q400

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MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

Do the engine oil level check as follows: 1. Locate the engine oil level sightglass 2. Clean the sightglass with the lint-free cloth. 3. Add oil as necessary. If the oil level is between the MAX HOT indication and the ADD 1 LTR indication lines, it is not necessary to add oil 4. If the oil level is at or below the ADD 1 LTR indication line, it is necessary to add oil

NOTE You must examine the oil level between 15 minutes and 30 minutes after engine shutdown. If you do not, the oil level sightglass indication will not be accurate. 5. Do an engine run to circulate the oil if the aircraft has been parked overnight Run the engine for a minimum of 30 seconds with the oil temperature in the green section of the oil temperature gauge and propeller in feather during the shutdown This will make sure that the maximum amount of oil returns to the oil tank from the propeller control unit.

FLUSHING OF THE OIL SYSTEM The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

WARNING MAKE SURE THAT THE OIL IS NOT HOT WHEN YOU DO MAINTENANCE.

WARNING DO NOT LET THE OIL TOUCH YOUR SKIN FOR A LONG TIME. YOU CAN ABSORB POISONOUS MATERIALS FROM THE OIL THROUGH YOUR SKIN. Flush the engine oil system as follows: •• Drain the engine oil system •• Fill the engine oil system •• Start the engine •• Run the engine at 80% Nh until the oil temperature is 70 to 90 degrees C •• Make sure the oil pressure is 61 to 72 psid •• Shutdown the engine •• Drain the engine oil system •• Remove and discard the main oil filter element •• Install a new filter element •• Remove and discard the scavenge oil filter element •• Install a new filter element •• 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

79-52

FOR TRAINING PURPOSES ONLY

Revision 0.4

MAINTENANCE TRAINING MANUAL

Calibrated Dipstick

79  ENGINE OIL

DASH 8 Q400

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

FOR TRAINING PURPOSES ONLY

79-53

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

Low Oil Level Indicator Glass (Bullseye)

The low oil level indicator is below the sightglass, on the left side of the engine.

Refer to Figure 79-36. Low Oil Level Indicator Glass (Bullseye).

The indicator is threaded into the oil tank and is sealed with a preformed packing.

The low oil level indicator glass (bullseye) gives a visual indication of oil level in the tank.

The presence of oil in the bullseye indicates 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)

79-54

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

DASH 8 Q400

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

FOR TRAINING PURPOSES ONLY

79-55

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MAINTENANCE TRAINING MANUAL

79  ENGINE OIL PRE−SB35015

POST−SB35015

Figure 79-38.  Oil Tank Filler Cap Installation - SB35040

79-56

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

CONTROLS AND INDICATIONS

However, to avoid confusion regarding the intention of the system, the control panel is placarded “For Ground Use Only”.

Refer to: •• Figure 79-38. O  il Tank Filler Cap Installation - SB35040. • • Table 79-1. R  emote Oil Indications Chart.

If more than 2.5 engine running hours have elapsed since the last successful update of the oil level status in the EMU, status will be changed to “No Valid Reading”.

•• Figure 79-39. Remote Oil Level Indication - Detail.

Indication is given only when the system interrogation switch is selected to on.

The EMU Oil Level status is stored in the EMU so that the Oil Level Indication System can be interrogated at any time (even in flight).

In all cases no light indicates that maintenance action is required.

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 / LAMP TEST Toggle Switch

ENG1 / ENG2 Annunciator Light

OIL LEVEL INDICATION LEVEL CHECK OFF

ENG 1 ENG 2

LAMP TEST

LEFT SIDE CONSOLE

FOR GROUND TEST ONLY/ ENG OFF

Figure 79-39.  Remote Oil Level Indication - Detail

FOR TRAINING PURPOSES ONLY

79-57

79  ENGINE OIL

DASH 8 Q400

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MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

79-00-00 APPENDIX MAINTENANCE CONSIDERATION The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

ENGINE INSPECTION FOR FUEL IN THE OIL SYSTEM Fuel in the oil system can change the properties of the oil and cause a fire. Do the task as follows: •• Remove the fuel heater and install a 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 YOUR SKIN FOR A LONG TIME. YOU CAN ABSORB POISONOUS MATERIALS FROM THE OIL THROUGH YOUR SKIN.

CAUTION YOU MUST FOLLOW THE INSTRUCTIONS IF IT IS NECESSARY TO CHANGE OR MIX OIL TYPES. IF YOU DO NOT DO THIS, YOU CAN CAUSE DAMAGE TO THE ENGINE.

•• Check the filters for contamination •• Install the filters •• Check the EMU for chip detector system indication. After the task is complete the EMU and the filters must be checked for contamination as follows: •• After 10 fh or 1 day of operation and •• After 15 - 35 FH and •• Again after 40 - 60 FH

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.

Unscheduled Inspection Refer to the Bombardier published AMM Part 2 PSM 1-84-2.

79-58

FOR TRAINING PURPOSES ONLY

Revision 0.4

MAINTENANCE TRAINING MANUAL

79  ENGINE OIL

DASH 8 Q400

79-00-00 SPECIAL TOOLS & TEST EQUIPMENT •• 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.) •• PWC55574 Puller •• PWC55814 Fork, Transfer Tube •• PWC57220 Screw, Jacking •• PWC42191 Puller •• PWC57186 Crimper •• PWC57392 Fork, Transfer Tube •• PWC55538 Puller •• PWC55059 Puller •• PWC55767 Base •• PWC55060 Drift •• PWC55768 Drift •• PWC55894 Knocker/Puller •• PWC55352 Drift •• PWC55957 Guide •• PWC55843 Puller •• PWC55859 Drift •• PWC64373 Base •• PWC55963 Base •• PWC57113 Drift •• PWC55896 Mandrel •• PWC56037 Drift •• PWC57349 Drift •• PWC57350 Base •• PWC55934 Base •• PWC55744 Drift •• PWC55934 Base •• PWC55956 Drift

FOR TRAINING PURPOSES ONLY

79-59

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79  ENGINE OIL

•• PWC57092 Guide •• PWC64241-2 Pin, Guide •• PWC51382-460 Puller - Blowdown Valve •• PWC55829 Puller •• PWC64247 Puller •• Commercially Available Joint, Universal •• Commercially Available Megohmmeter •• Commercially Available Ohmmeter, Digital •• Commercially Available Ohmmeter •• PWC37728 Puller •• Commercially Available Megohmmeter •• Simpson (or equivalent) Ohmmeter

79-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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.

79-60

FOR TRAINING PURPOSES ONLY

Revision 0.4

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79  ENGINE OIL

DASH 8 Q400

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

79-61

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CHAPTER 80 ENGINE STARTING CONTENTS Page

80-00-00 INTRODUCTION........................................................................................ 80-1 SYSTEM DESCRIPTION........................................................................................... 80-1 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 80-00-00 MAINTENANCE PRACTICES.................................................................. 80-11

Revision 0.4

FOR TRAINING PURPOSES ONLY

80-i

80  ENGINE STARTING



DASH 8 Q400

MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS 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

80-4

Start Switch Released................................................................................80-8

FOR TRAINING PURPOSES ONLY

80-iii

80  ENGINE STARTING

Figure Title Page

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

80  ENGINE STARTING

CHAPTER 80 ENGINE STARTING

80-00-00 INTRODUCTION 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.

FOR TRAINING PURPOSES ONLY

80-1

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MAINTENANCE TRAINING MANUAL

COMPONENT DESCRIPTION

The engine start sequence is: •• Select NORM 1 and/or 2 •• Set SELECT switch 1 or 2 (SELECT segment of START push light comes on)

ENGINE START CONTROL PANEL 80  ENGINE STARTING

Refer to Figure 80-1. Engine Start Control Panel. This panel, on the Overhead console, provides controls and indications for engine starting.

•• Push START (START segment of push light comes on) •• At 50% engine speed, the START light goes off, and the SELECT switch is released to the center position.

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

IGNITION

ENGINE START

Engine ignition switches

Engine SELECT switch

Figure 80-1.  Engine Start Control Panel

80-2

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Automatic Engine Starts on the Ground When the initial engine start is successful, the FADEC controls the starting sequence as follows: •• When the starter has increased the generator speed (Nh) to 8%, the FADEC commands ignition On and schedules fuel flow as a function of Nh, ambient conditions, and Main Oil Temperature (MOT) •• Only one of the two ignitors is turned on. If the engine does not light within 8 seconds of fuel flow on, the FADEC turns on both ignitors •• Starts a FAULT COUNT for the faulty ignitor. Light off of engine is defined as an increase of 20°C ITT •• During run-up to idle, the FADEC switches channels to test the opposite channel •• When N h is greater than 50%, exciter (and ignitors) are automatically de-energized

Ignition Control During Starts The dual channel ignition system is powered electrically by the aircraft essential buses and activated by the FADEC. The ignition system is configured such that both ignitors can be commanded by each FADEC channel, while maintaining electrical isolation between the FADEC channels and the aircraft essential buses. The ignition selection from the flight compartment is sent to the FADEC on an ARINC 429 bus through the ECIU. The FADEC ignition system has two flight compartment selectable modes of operation: •• 1-OFF: The FADEC disables ignition regardless of ground or flight status •• 2 - N O R M : T h e F A D E C a c t i v a t e s ignition during engine starts (ground or flight starts). The FADEC commands both ignitors On during flameout and surge accommodation.

•• 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).

FOR TRAINING PURPOSES ONLY

80-3

80  ENGINE STARTING

DASH 8 Q400

80  ENGINE STARTING

80-4 (O/H PANEL RH SIDE) S1 ENG 2 (H6) ENG 7600− P/J101 START 1 5A

LEFT DC CBP 24−61−00

SELECT

LEFT CONSOLE

7600− J/P101 2

2431− P/J11 110 #1 ENG START P/J12 14 START_1_2

2 5

ENG 1 HOLD ON COIL

6

POSITION

ACTION

7

CENTER ’OFF’ ENG 2 SEL ENG 1 SEL

1−2,4−5 1−3,4−5 1−2,4−6

8

4

A

A

A1

B2

K9

X1

G9

X2

C3

J13 J12 E8 F8 H1

C1

H12

B1

C2

9811− RJB2−J/PIA K12

9811− RJB2−P/J1D TIME C1 DELAY H15 CIRCUITS

RIGHT CONSOLE 9811− RJB2−J/P1D

CR1

E11

B2

B1

E12

E14 F14

A2

A1

E9 F9

E15 G8

X1

H9 1−K1

X2

2431− P/J15−1 HH CURRENT LIMIT Q− START TERMINATE N START FF ESS BUS PWR

CR4

ENG #1 START

U/FL CTR FUSE 3−K3

4900− P/J4 HH CURRENT LIMIT 4900− CR30 P− START OP IND

RELAY JUNCTION BOX NO. 2

B3 B2

OFF

START S2

B1 A3 A2

7

A1

8

28V DC FROM LEFT ESS BUS 2431− P/J3 FF A2 CR9 CC X1

START ENGINE START PANEL

9811− RJB2−P/J1C A8 C2

NOTES: 1. UNLESS OTHERWISE SPECIFIED, ALL REFERENCE DESIGNATIONS ARE PREFIXED 8011−. 2. PIN IDENTS SUFFIXED BY (−) DENOTES LOWER CASE LETTER. 3. THE FOLLOWING ENGINEERING DRAWINGS WERE USED: - 88010002/2/D - 82410607/3/E

B8 E4

B2

E7

A2

E2

X1

A3

X2

EE

9811− RJB2−J/P1C B2 A2 C3 A7 CR2 C1 A9

74−30−00

B1 A3

E5 F5

A1

E8

2−K2

ENG #2 START RELAY JUNCTION BOX NO. 2

A1

2431− J/P3 JJ

2431− P/J15−2 HH CURRENT LIMIT Q− START TERMINATE N START FF ESS BUS PWR

DC CONTACTOR BOX 24−31−00

2431− P/J12 73 #2 ENG START EPCU 24−31−00

28V DC FROM RIGHT ESS BUS 2431− P/J6 FF A2 CR11 CC X1 EE

APU GCU 24−33−00 TO ACU, 3313−P/J3, PIN 77 (SEE 49−00−00)

RIGHT CONSOLE

X2 2431−RL1

LEFT CONSOLE

B3

TO STARTER GENERATOR

GCU #1 24−31−00

F8

15 SEC TIME DELAY

RELAY JUNCTION BOX NO. 2

START

EPCU 24−31−00

A1

2431− J/P6 JJ

X2 2431−RL2

DC CONTACTOR BOX 24−31−00

Figure 80-2.  Engine No.1 Selected on Start Select Switch

GCU #2 24−31−00

TO STARTER GENERATOR

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

F

A

J5

H5

SELECT A

9811− RJB2−P/JIA K5 A2

H6

SELECT G

6

4

S1

SWITCH SHOWN IN ’OFF’ 5

3

DASH 8 Q400

28 V DC ESS BUS

3 1

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

ENGINE START

NOTES

Engine No.1 Selected on Start Select Switch Refer to Figure 80-2. Engine No.1 Selected on Start Select Switch. 80  ENGINE STARTING

28 VDC is always available at Engine Start 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.

FOR TRAINING PURPOSES ONLY

80-5

80  ENGINE STARTING

80-6 (O/H PANEL RH SIDE) S1 ENG 2 (H6) ENG 7600− P/J101 START 1 5A

LEFT DC CBP 24−61−00

SELECT

LEFT CONSOLE

7600− J/P101 2

2431− P/J11 110 #1 ENG START P/J12 14 START_1_2

2 5

ENG 1 HOLD ON COIL

6

POSITION

ACTION

7

CENTER ’OFF’ ENG 2 SEL ENG 1 SEL

1−2,4−5 1−3,4−5 1−2,4−6

8

4

A

A

A1

B2

K9

X1

G9

X2

C3

J13 J12 E8 F8 H1

C1

H12

B1

C2

9811− RJB2−J/PIA K12

9811− RJB2−P/J1D TIME C1 DELAY H15 CIRCUITS

RIGHT CONSOLE 9811− RJB2−J/P1D

CR1

E11

B2

B1

E12

E14 F14

A2

A1

E9 F9

E15 G8

X1

H9 1−K1

X2

2431− P/J15−1 HH CURRENT LIMIT Q− START TERMINATE N START FF ESS BUS PWR

CR4

ENG #1 START

U/FL CTR FUSE 3−K3

4900− P/J4 HH CURRENT LIMIT 4900− CR30 P− START OP IND

RELAY JUNCTION BOX NO. 2

B3 B2

OFF

START S2

B1 A3 A2

7

A1

8

28V DC FROM LEFT ESS BUS 2431− P/J3 FF A2 CR9 CC X1

START ENGINE START PANEL

9811− RJB2−P/J1C A8 C2

NOTES: 1. UNLESS OTHERWISE SPECIFIED, ALL REFERENCE DESIGNATIONS ARE PREFIXED 8011−. 2. PIN IDENTS SUFFIXED BY (−) DENOTES LOWER CASE LETTER. 3. THE FOLLOWING ENGINEERING DRAWINGS WERE USED: - 88010002/2/D - 82410607/3/E

B8 E4

B2

E7

A2

E2

X1

A3

X2

EE

9811− RJB2−J/P1C B2 A2 C3 A7 CR2 C1 A9

74−30−00

B1 A3

E5 F5

A1

E8

2−K2

ENG #2 START RELAY JUNCTION BOX NO. 2

A1

2431− J/P3 JJ

2431− P/J15−2 HH CURRENT LIMIT Q− START TERMINATE N START FF ESS BUS PWR

DC CONTACTOR BOX 24−31−00

2431− P/J12 73 #2 ENG START EPCU 24−31−00

28V DC FROM RIGHT ESS BUS 2431− P/J6 FF A2 CR11 CC X1 EE

APU GCU 24−33−00 TO ACU, 3313−P/J3, PIN 77 (SEE 49−00−00)

RIGHT CONSOLE

X2 2431−RL1

LEFT CONSOLE

B3

TO STARTER GENERATOR

GCU #1 24−31−00

F8

15 SEC TIME DELAY

RELAY JUNCTION BOX NO. 2

START

EPCU 24−31−00

A1

2431− J/P6 JJ

X2 2431−RL2

DC CONTACTOR BOX 24−31−00

Figure 80-3.  Start Switch Pushed (Momentary Action)

GCU #2 24−31−00

TO STARTER GENERATOR

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

F

A

J5

H5

SELECT A

9811− RJB2−P/JIA K5 A2

H6

SELECT G

6

4

S1

SWITCH SHOWN IN ’OFF’ 5

3

DASH 8 Q400

28 V DC ESS BUS

3 1

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Start Switch Pushed (Momentary Action)

NOTES

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: 80  ENGINE STARTING

A. Turn the start light ON 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.

FOR TRAINING PURPOSES ONLY

80-7

80  ENGINE STARTING

80-8 (O/H PANEL RH SIDE) S1 ENG 2 (H6) ENG 7600− P/J101 START 1 5A

LEFT DC CBP 24−61−00

SELECT

LEFT CONSOLE

7600− J/P101 2

2431− P/J11 110 #1 ENG START P/J12 14 START_1_2

2 5

ENG 1 HOLD ON COIL

6

POSITION

ACTION

7

CENTER ‘OFF’ ENG 2 SEL ENG 1 SEL

1−2,4−5 1−3,4−5 1−2,4−6

8

4

J5

A

A

A

B2

K9

X1

G9

X2

C3

J13 J12 E8 F8 H1

C1

H12

B1

C2

9811− RJB2−J/PIA K12

9811− RJB2−P/J1D TIME C1 DELAY H15 CIRCUITS

RIGHT CONSOLE 9811− RJB2−J/P1D

CR1

E11

B2

B1

E12

E14 F14

A2

A1

E9 F9

E15 G8

X1

H9 1−K1

X2

2431− P/J15−1 HH CURRENT LIMIT Q− START TERMINATE N START FF ESS BUS PWR

CR4

ENG #1 START

U/FL CTR FUSE 3−K3

4900− P/J4 HH CURRENT LIMIT 4900− CR30 P− START OP IND

RELAY JUNCTION BOX NO. 2

B3 B2

OFF

START S2

B1 A3 A2

7

A1

8

28V DC FROM LEFT ESS BUS 2431− P/J3 FF A2 CR9 CC X1

START ENGINE START PANEL

9811− RJB2−P/J1C A8 C2

NOTES: 1. UNLESS OTHERWISE SPECIFIED, ALL REFERENCE DESIGNATIONS ARE PREFIXED 8011−. 2. PIN IDENTS SUFFIXED BY (−) DENOTES LOWER CASE LETTER. 3. THE FOLLOWING ENGINEERING DRAWINGS WERE USED: - 88010002/2/D - 82410607/3/E

B8 E4

B2

E7

A2

E2

X1

A3

X2

EE

9811− RJB2−J/P1C B2 A2 C3 A7 CR2 C1 A9

74−30−00

B1 A3

E5 F5

A1

E8

2−K2

A1

2431− J/P3 JJ

2431− P/J15−2 HH CURRENT LIMIT Q− START TERMINATE N START FF ESS BUS PWR

DC CONTACTOR BOX 24−31−00

2431− P/J12 73 #2 ENG START EPCU 24−31−00

ENG #2 START

28V DC FROM RIGHT ESS BUS

RELAY JUNCTION BOX NO. 2

Figure 80-4.  Start Switch Released

2431− P/J6 FF A2 CR11 CC X1 EE

APU GCU 24−33−00 TO ACU, 3313−P/J3, PIN 77 (SEE 49−00−00)

RIGHT CONSOLE

X2 2431−RL1

LEFT CONSOLE

B3

TO STARTER GENERATOR

GCU #1 24−31−00

F8

15 SEC TIME DELAY

RELAY JUNCTION BOX NO. 2

START

EPCU 24−31−00

A1

2431− J/P6 JJ

X2 2431−RL2

DC CONTACTOR BOX 24−31−00

GCU #2 24−31−00

TO STARTER GENERATOR

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

F

H5

SELECT A

A1

H6

SELECT G

6

4

S1

SWITCH SHOWN IN ’OFF’ 5

9811− RJB2−P/JIA K5 A2

3

DASH 8 Q400

28 V DC ESS BUS

3 1

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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 80  ENGINE STARTING

3. When Nh reaches approx 50% the GCU 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.

FOR TRAINING PURPOSES ONLY

80-9

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Flight Mode and Ground Mode starting are determined by: •• Flight Mode is set if the Calibrated Air Speed (CAS) is greater than 75 kt (139 km/h)

80  ENGINE STARTING

•• In fault conditions when CAS is not available, the WOW Discrete from the Propeller Electronic Control (PEC) determines Ground/Flight Mode Status.

Automatic Starts in Flight In-flight starts are similar to ground starts except for: •• The two ignitors are commanded ON •• Automatic ignition in flight is initiated when Nh drops to 60%. •• If engine relight is successful ignition is automatically stopped. •• If auto relight is unsuccessful ignition is terminated when Nh falls to 30% •• The auto-abort features are disabled

CAUTION DO NOT OPERATE THE ENGINE ON THE GROUND IN CONTINUOUS CROSSWINDS OF MORE THAN 50 KNOTS OR IN GUSTING CROSSWINDS OR MORE THAN 55 KNOTS. DO NOT OPERATE THE ENGINE ON THE GROUND AT ENGINE POWER ABOVE 460 SHP IN CROSSWINDS OF MORE THAN 45 KNOTS. IF YOU DO NOT OBEY THESE LIMITATIONS, YOU MUST REMOVE THE PROPELLER FROM SERVICE WITHIN THE NEXT 10 FLYING HOURS. DO NOT USE MORE THAN 14% ENGINE TORQUE WITH UNDERSPEED GOVERNING AT 660 RPM. THIS WILL MAKE SURE THAT THE ENGINE POWER IS NOT MORE THAN 460 SHP.

•• FADEC does not actively limit ITT •• No FADEC channel transfers during the start.

80-10

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

80-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures:

•• FIM 80-00-00-810-802: SELECT, START, ENGINE START panel with the SELECT toggle switch set to the 2 position (Caution) - Fault Isolation. •• FIM 80-00-00-810-803: SELECT Light on the ENGINE START Control Panel Stays ON - Fault Isolation.

Revision 0.4

FOR TRAINING PURPOSES ONLY

80-11

80  ENGINE STARTING

•• FIM 80-00-00-810-801: SELECT, START, ENGINE START panel with the SELECT toggle switch set to the 1 position (Caution) - Fault Isolation.

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

CHAPTER 61 PROPELLER

CONTENTS

Page

61-00-00 GENERAL................................................................................................... 61-1 SYSTEM DESCRIPTION........................................................................................... 61-3 61-10-00 PROPELLER ASSEMBLY........................................................................... 61-5 Introduction......................................................................................................... 61-5 Component Description........................................................................................ 61-5 Propeller Blade Assembly............................................................................. 61-5

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 System Description............................................................................................ 61-28 Beta Control................................................................................................ 61-31 Forward Speed Control................................................................................ 61-35 Synchro-Phase Control................................................................................ 61-37

Revision 0.4

FOR TRAINING PURPOSES ONLY

61-i

61 PROPELLER

Actuator and Backplate Hub Assembly.......................................................... 61-9

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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 Component Description...................................................................................... 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

61-ii

FOR TRAINING PURPOSES ONLY

Revision 0.4

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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 Maintenance Consideration................................................................................ 61-85 Safety Precautions....................................................................................... 61-85 Aircraft or System Limitations.................................................................... 61-85

Special Tooling........................................................................................... 61-87 Unscheduled Inspection.............................................................................. 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 61-00-00 MAINTENANCE PRACTICES.................................................................. 61-95

Revision 0.4

FOR TRAINING PURPOSES ONLY

61-iii

61 PROPELLER

Servicing..................................................................................................... 61-85

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS 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

61-10

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

FOR TRAINING PURPOSES ONLY

61-v

61 PROPELLER

Figure Title Page

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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 PROPELLER

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

61-34

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

61-vi

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Page 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

61-49

FOR TRAINING PURPOSES ONLY

61-vii

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

61 PROPELLER

CHAPTER 61 PROPELLER

61-00-00 GENERAL Refer to Figure 61-1. Propeller Assembly. The aircraft is equipped with two propeller systems. Each system has:

•• C - Civil •• R - Dowty Aerospace Propellers •• 408 - Aircraft type identification

•• Dowty CR 408/6-123 - F/17 propeller assembly

•• 6

•• PEC

•• F

•• Pitch Control Unit (PCU)

•• 17 - Function/Installation characteristics.

•• Overspeed Governor (OSG) and pump •• Auxiliary Feather pump. The propeller used on the Pratt and Whitney PW 150A engine for the deHavilland Dash 8 Series 400 aircraft can be described by its model number as follows:

- Number of blades

•• 123 - Blade root end size in mm - Flange mounted

The propeller system has the following subsystems: •• Propeller Assembly (61-10-00) •• Propeller Controlling (61-20-00).

FOR TRAINING PURPOSES ONLY

61-1

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Overspeed Governor and Pump

Pitch Control Unit Alternate Feathering Pump

FWD

61 PROPELLER

Spinner

Brush Block Bracket Unit Overspeed Governor and Pump

Pitch Control Unit

Alternate Feathering Pump Propeller Blade Beta Tubes

A

Figure 61-1.  Propeller Assembly

61-2

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

SYSTEM DESCRIPTION

NOTES

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.

61 PROPELLER

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.

FOR TRAINING PURPOSES ONLY

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61 PROPELLER

Leading edge guard

Blade de-icer assembly

Propeller blade assembly

Figure 61-2.  Propeller Blade Assembly

61-4

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MAINTENANCE TRAINING MANUAL

61-10-00 PROPELLER ASSEMBLY INTRODUCTION The propeller assembly has the following components: •• Propeller Blade Assembly •• Propeller Hub Assembly •• Spinner Assembly.

Counter Weights The blade counterweights are at the blade root. They are heavy masses consisting of a tungsten carbide weight, bolted to an aluminum bracket that is clamped to each blade root. There is a key on the blade root and the counterweight to ensure proper installation. The counterweights are sized and phased so that when there is no oil pressure, they will produce a turning moment to the coarse direction, this overcomes the blades natural drive fine (centrifugal) turning moment.

COMPONENT DESCRIPTION

Ball Bearing Roller

Propeller Blade Assembly

29 ball bearings between root the of the blade and the hub, form the inner blade bearings. The function of the bearing is to provide smooth pitch operation.

Refer to: •• Figure 61-2. Propeller Blade Assembly. •• Figure 61-3. Blade-to-Hub Attachment.

Blade Assembly The six blade assemblies are installed in a flange mounted hub. Each blade is an all composite aerofoil construction with a steel outer root sleeve supported by a two bearings. The aerofoil has a foam core and twin carbon fiber spars with an overall braided carbon/glass fiber shell. The Blades provide forward and reverse thrust to the aircraft.

Taper Roller Bearings There is a taper roller bearing between root of the blade and the hub. It forms the outer blade bearing. It provides smooth pitch operation.

Secondary Retention Cable The secondary retention cable is fitted in the hub around the blade root. It is a steel wire cable with a locking plate at the end. The cable will retain the blade in the hub in the event that the ball bearings fail.

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.

FOR TRAINING PURPOSES ONLY

61-5

61 PROPELLER

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MAINTENANCE TRAINING MANUAL

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

61-6

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61 PROPELLER

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PAGE INTENTIONALLY LEFT BLANK

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61-7

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PROPELLER CONTROL ASSEMBLY

D

FW

NOTE Left nacelle shown, right nacelle similar.

FWD

61 PROPELLER D

FW

Figure 61-4.  Propeller Hub Assembly

61-8

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MAINTENANCE TRAINING MANUAL

Actuator and Backplate Hub Assembly

Backplate Assembly The backplate assembly is installed on the rear of the hub assembly.

Refer to: •• Figure 61-4. Propeller Hub Assembly. •• Figure 61-5. Propeller Backplate. •• Figure 61-6. P  ropeller Attachment and Backplate Assembly.

Actuator

The backplate is constructed of carbon fiber composite. The slip ring is installed directly onto the backplate and has an aluminum alloy housing with three bronze rings in a plastic molding. The target screws that supply propeller speed and phase angle feedback are on the external diameter of the slipring.

The pitch change actuator is housed in a cylinder assembly secured to the hub.

The backplate forms the aerodynamic interface between the spinner and engine nacelle.

The cylinder is made of aluminum alloy and has a removable cap at the front end.

The slipring is used to transfer electrical power for blade de-icing.

61 PROPELLER

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 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

FOR TRAINING PURPOSES ONLY

61-9

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2 3 4 5

1

6

7

61 PROPELLER 9 8

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

61-10

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61 PROPELLER

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FOR TRAINING PURPOSES ONLY

61-11

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Overspeed Governor and Pump

Pitch Control Unit Alternate Feathering Pump

61 PROPELLER

FWD

Spinner

Brush Block Bracket Unit Overspeed Governor and Pump

Pitch Control Unit

Alternate Feathering Pump Propeller Blade Beta Tubes

A

Figure 61-7.  Propeller Component Locations

61-12

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MAINTENANCE TRAINING MANUAL

The spinner gives an aerodynamic fairing over the front end of the propeller.

Spinner Assembly Refer to: •• Figure 61-7. P  ropeller Component Locations. •• Figure 61-8. Propeller Spinner. The spinner is installed on the propeller backplate assembly with 12 quick release fasteners. It is constructed of composite material made in three pieces.

A centralizing/support diaphragm on the pitch change cylinder makes sure that the spinner runs correctly, when rotating with the propeller. It is balanced by the addition of rubber pads stuck to the inner surface. Although it is a separately balanced component, it is marked by the manufacturer with a blade #1 position.

Spinner Shell

Front Shell

61 PROPELLER

Rubber Sheets (Balancing)

Rubber Ring

Shell Support Stiffening Plates Sleeve bolt NOTE Portion of spinner removed for clarity.

Figure 61-8.  Propeller Spinner

FOR TRAINING PURPOSES ONLY

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MAINTENANCE TRAINING MANUAL

A

B

61 PROPELLER

LEGEND 1. Bolt 2. Washer 3. Cover 4. O-Ring 5. Cylinder Assembly 6. Adjusting Sleeve (Part of Beta Tubes) 7. Locking Collar 8. Beta Tubes 9. O-Ring (Qty. 2) 10. Crosshead Assembly 11. Piston Nut.

FWD

A

10 REF. 5 REF.

11 REF.

6 REF.

4 3 9

8 7

NOTE Adjusting sleve slots. Beta Tubes

Figure 61-9.  Beta Tubes

61-14

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MAINTENANCE TRAINING MANUAL

REMOVAL OF THE BETA TUBES The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Refer to Figure 61-9. Beta Tubes. The maintenance procedure that follows is for the removal of the beta tubes. Obey all the electrical/electronic safety precautions.

WARNING USE GOGGLES AND GLOVES WHEN YOU DO WORK WITH ENGINE OIL.

CAUTION INSTALL THE BLADE BATS TO TWO BLADES WHICH ARE OPPOSITE TO EACH OTHER, BETWEEN THE ARROW HEADS ON THE LABEL ATTACHED TO THE CAMBER FACE OF THE BLADE. 5. To turn the propeller blades to the full reverse mechanical stop use the blade bats. This will move the crosshead assembly forward and help you to remove the beta tube. 6. Through the front of the cylinder assembly put beta tube wrench. 7. Engage the wrench with the slots in the adjusting sleeve. 8. Push the outer sleeve of beta tube spanner against the locking collar. 9. Compress the spring to disengage the locking collar from the crosshead spline.

WARNING DO NOT TOUCH THE COMPONENTS OF THE PROPELLER OR THE PROPELLER CONTROL EQUIPMENT UNTIL THEY ARE COOL. Remove the beta tubes as follows:

NOTE If the beta tubes are to be removed from and installed to the same hub LRU, record the beta tube calibration depth at removal. Set the beta tubes to the same value at installation. 1. Remove the spinner. 2. Place a container under the beta cap to collect the oil.

10. Turn the wrench in a counterclockwise direction to loosen and remove the beta tube from the propeller. 11. Remove the O-ring seals from the beta tube 12. Clean the beta tube. 13. Put the beta tube in a clean polyethylene bag. Keep the beta tube in its wooden packing case for storage and transport. 14. Do a visual inspection of the bore in the propeller crosshead assembly Make sure that there are no particles of rubber in the bore. Remove any rubber particles if necessary. 15. Install a protective cover to the cylinder assembly. 16. Use the bolts and the washers to loosely attach the cover.

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. Revision 0.4

FOR TRAINING PURPOSES ONLY

61-15

61 PROPELLER

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MAINTENANCE TRAINING MANUAL

LEGEND 1. Nut 2. Washer 3. O-Ring Seal 4. Interface Washer 5. Installation Bullet. A

61 PROPELLER

5 4

FWD A

Figure 61-10.  Propeller

61-16

FOR TRAINING PURPOSES ONLY

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1

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REMOVAL OF THE PROPELLER The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

12. Remove the O-ring from the driveshaft flange. 13. Remove the interface washer from the driveshaft flange or propeller hub. 14. Install the transport cover to the slip ring assembly. 15. Install the transport cover to the shaft of the crosshead.

Refer to: •• Figure 61-10. Propeller. •• Figure 61-11. P  ropeller - Criss Cross Pattern. The maintenance procedure that follows is for the removal of the propeller. Obey all the electrical/electronic safety precautions.

INSTALLATION OF THE PROPELLER The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

USE GOGGLES AND GLOVES WHEN YOU DO WORK WITH ENGINE OIL. Remove the propeller as follows: 1. Remove the spinner. 2. Remove the beta tubes. 3. Remove the brush block unit. 4. Remove the dual pulse probe assembly. 5. Break the torque on fifteen nuts. 6. Remove the top and bottom three nuts and washers. 7. Attach the lifting equipment. Use it to hold the weight of the propeller assembly. 8. Install the three installation bullets. 9. Put a container below the propeller to collect unwanted used oil.

•• Figure 61-10. Propeller. •• Figure 61-11. P  ropeller - Criss Cross Pattern. The maintenance procedure that follows is for the installation of the propeller. The installed blade assembly and bearing must be re-torqued after a ground run with a propeller forward constant speed check, after a maximum of 10 flight hours, or at the next overnight stop. Do a visual inspection of the propeller shaft bearing sleeves.

WARNING USE GOGGLES AND GLOVES W HEN YOU W OR K W I TH ENGINE OILS.

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.

Revision 0.4

FOR TRAINING PURPOSES ONLY

61-17

61 PROPELLER

Refer to:

WARNING

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

1

14 12

3

5

10

61 PROPELLER

8

7

6

9

4

11 2

15

13

CRISS CROSS PATTERN

Figure 61-11.  Propeller - Criss Cross Pattern

61-18

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MAINTENANCE TRAINING MANUAL

Install the propeller as follows: 1. Remove the brush block unit and the dual pulse probe assembly. 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 propeller. 3. Remove the transport covers from the slip ring assembly and the cross-head shaft. 4. Use synthetic lubricating oil to lubricate the O-ring and the threads and joint faces of the propeller mounting studs, nuts and washers.

TO TORQUE THE PROPELLER ATTACHMENT NUTS.

NOTE Torque the fifteen nuts in a sequence that tightens them at opposite sides of the diameter. 15. Loosen and re-torque all the nuts one at a time in the correct sequence, This must be done three times for each attachment nut.

5. Install the O-ring on the spigot of the engine drive shaft flange.

16. Install a blade bat to one blade and another blade bat to the opposite blade and turn the 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 three dowels of the propeller.

18. Install and adjust the brush block unit.

8. Carefully install the propeller to the drive shaft flange.

WARNING

19. Install and adjust the dual pulse probe assembly. 20. Remove the brush retaining assembly from the brush block unit. 21. Install the beta tube assembly.

REPLACE THE PROPELLER ATTACHMENT NUTS IF THE RUNNING TORQUE IS LESS THAN 50 LBF IN (5.65 NM). 9. Install the fifteen nuts and the washers to attach the propeller. 10. Remove the three installation bullets from the three dowels. 11. Remove the load of the propeller from the lifting equipment.

22. Install the spinner. Do the calibration of timer monitor control unit TMCU. Do the functional test and calibration of the propeller de-icing system. Download the ANVS propeller balance data to erase the data from the ANCU This step is not necessary if the same propeller is re-installed. Do the necessary operational tests.

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

FOR TRAINING PURPOSES ONLY

61-19

61 PROPELLER

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MAINTENANCE TRAINING MANUAL

(SIX PLACES)

61 PROPELLER brt09a01.dg, ab/pt, 30/05/00

Figure 61-12.  Pump - Hydraulic Hand (Series 400)

61-20

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61 PROPELLER

DASH 8 Q400

PROPELLER LIFTING EQUIPMENT

brc59a01.dg, rm, 29/10/98

Figure 61-13.  Propeller Lifting Equipment

FOR TRAINING PURPOSES ONLY

61-21

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2

MAINTENANCE TRAINING MANUAL

3

4

5

10

8

9

61 PROPELLER 12

LEGEND 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.

7

6

11

da194a01.dg, gv, 12/04/00

Figure 61-14.  Beta Tubes - Cross Section View

61-22

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MAINTENANCE TRAINING MANUAL

INSTALLATION OF THE BETA TUBES The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Refer to: •• Figure 61-14. B  eta Tubes - Cross Section View. •• Figure 61-15. B  eta Tubes - Beta Calibration and Initial Standout Dimension.

Beta Tube Rigging If there is oil in the piston and gear box reservoir use the Aux feather pump to move the propeller pitch to max reverse then to flight fine for final measurement check, be sure to prime the piston with oil by dry motoring the engine before angle changes. If the beta cap has been removed and no oil is in the hub cylinder then the blade bats must be used for blade angle changes, use two bats on opposing blades. If removing the beta tube for propeller removal make sure to check the depth of the beta tube before removal as this measurement can be used to save time when installing the unit.

The maintenance procedure that follows is for the installation of the beta tubes. Make sure that the aircraft is in the same configuration as in the removal task. Install the beta tubes as follows:

NOTE If the beta tubes are to be removed from and installed to the same hub LRU, record the beta tube calibration depth at removal. Set the beta tubes to the same value at installation.

WARNING BEFORE REMOVAL OF THE BETA CAP HANG A SUITABLE CONTAINER TO CATCH THE RESIDUAL OIL FROM CYLINDER HOUSING.

61 PROPELLER

DASH 8 Q400

BE CAREFUL WHEN REMOVING THE BETA TUBE AND STORE IT IN A CLEAN DRY AREA, PROPERLY PROTECTED WITH THE ENDS CLOSED OFF.

WARNING

CAUTION Install the blade bats to two blades which are opposite to each other between the arrow heads on the label attached to the camber face of the blade.

ALWAYS MAKE SURE THE SPRING LOCK IS DISENGAGED WHEN ROTATING THE BETA TUBE AND REENGAGED WHEN ROTATION IS FINISHED. BE SURE TO MEASURE THE DEPTH OF THE PISTON FROM THE CYLINDER FACE BEFORE REMOVAL OF THE BETA TUBE.

Revision 0.4

FOR TRAINING PURPOSES ONLY

61-23

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MAINTENANCE TRAINING MANUAL

Initial Beta Standout Dimension (a1) 0.260 in (6,6 mm)

3

Beta Calibration Dimension (b1) Identified on this Face 2

1

61 PROPELLER

3

FWD

1 2

2 4 Beta Calibration Dimension (c1) + or - 0.010 in (0,255 mm)

1 3

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

61-24

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MAINTENANCE TRAINING MANUAL

Rigging of the Beta Tubes Rigging of the beta tubes is essential to ensure that the propeller system is providing the correct blade angles, and therefore the required torque.

•• Reset the propeller onto the flight fine stop. •• Check the measured Beta Calibration Dimension is the same as the marked dimension +/− 0.010 in (0.254 mm).

Refitting the same propeller:

•• Before removing the beta tubes measure the Beta Calibration Dimension between the front face of the cylinder assembly and the front face of the piston nut. Then if you are re-fitting the same propeller after an engine change, it should only be necessary to ensure that the Beta Calibration Dimension is the same +/− 0.010 in. (0.254 mm). Fitting a new propeller and/or new beta tubes: •• When a new propeller and beta tubes are fitted iaw AMM TASK 61-20-01-400801 then it is necessary to measure and adjust certain dimensions as follows: •• Set the propeller onto the flight fine stop by operating the unfeather switch with PLA @ RATING and CLA @ FUEL OFF

NOTE: If you are changing the propeller or the beta tubes, AMM Task 61-20-01-400-801 must be carried out in its entirety.

FUNCTIONAL TEST FOR THE PROPELLER ELECTRONIC CONTROLLER - CALIBRATION PROCEDURE The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2. Functional Test for the Propeller Electronic Controller - PEC Calibration Procedure

CAUTION

•• 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 Dimension (C1) between the front face of the cylinder assembly and the front face of the piston nut.

DO NOT OPERATE THE FEATHERING PUMP FOR MORE THAN 3 MINUTES WITHOUT A STOP OF 30 MINUTES. IF YOU DO THIS, YOU CAN CAUSE DAMAGE TO THE ELECTRICAL MOTOR.

•• Measure the Initial Standout Dimension (A1) from the front face of the beta tubes to the front face of the locking collar.

Dry motor to make sure that the auxiliary oil tank is full of oil.

•• Read the Marked Beta Calibration Dimension (B1) found on the front face of the cylinder.

Un-feather the propeller onto the hydraulic flight fine stop as follows:

•• By using the following formula D1 = A1 + B1 – C1 the new Beta Standout Dimension can be calculated. •• Adjust the beta tubes to the new Beta Standout Dimension.

Revision 0.4

•• Set the PLA to RATING. •• Set the CLA to FUEL OFF. •• Set the maintenance discrete to ON. •• 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.

FOR TRAINING PURPOSES ONLY

61-25

61 PROPELLER

•• Set the propeller onto the flight fine stop by operating the unfeather switch with PLA @ RATING and CLA @ FUEL OFF

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

NOTE The blades may initially oscillate about the flight fine stop. •• Hold the un-feather switch for an extended time period till the blade oscillation stops. •• Set the maintenance discrete to OFF.

If ABORTED and/or FAILED and/or the blade angle is not within the untrimmed blade angle limits: •• Set the maintenance discrete to OFF •• Start the engine. •• Operate the engine at ground idle power with the propeller un-feathered for 1 min. •• Shutdown the engine.

Do the steps that follow:

•• Repeat the adjustment procedure.

•• Set CDS GND MAINT. •• Set MAINT. On the ARCDU. •• Select OTHER SYSTEMS. •• Select EMU. •• Select POWERPLANT INTERFACE.

If the STATUS message changes from IN PROG to ABORTED and/or FAILED and/or the blade angle is not within the un-trimmed blade angle limits: •• Refer to the PEC fault codes in the FIM.

61 PROPELLER

•• Select TRIM DATA.

If access to the propeller fault codes is necessary:

•• Select PROP#1 BLADE PITCH TRIM or PROP#2 BLADE PITCH TRIM as necessary.

Set CDS GND MAINT.

Untrimmed blade angle should read 16.0º + 3º or − 9º. If not then: •• Then refer to the PEC fault codes in the FIM. •• Make sure that the propeller has moved onto the hydraulic flight fine stop. •• Make sure that the beta tubes are at the correct set dimension. In the Flight Compartment: •• Set the CLA to MAX (1020) and the PLA to RATING for the engine to be trimmed. •• Set the CLA to FUEL OFF and the PLA to RATING for the other engine. •• Set the maintenance discrete to ON. •• Press RIGGING TRIM ON for 20 seconds. On the ARCDU: •• M a k e s u r e t h e S T A T U S m e s s a g e changes from IN PROG to COMPLETE.

61-26

POWERPLANT MAIN MENU. •• Set MAINT. •• OTHER SYSTEMS. •• EMU. •• POWERPLANT FAULTS. •• Select PROP#1 or PROP#2 to see the fault codes. Make sure that the trimmed blade angle is 16.0º + or − 0.5º for both channels. If not then: •• Refer to the Propeller Electronic Controller (PEC) fault codes in the FIM. •• Make that the beta tubes are at the correct set dimension. Do the steps that follow to feather the propeller with the feather pump: •• Set the maintenance discrete to ON. •• Feather the propeller using the ALT FTHR switch. •• Set the maintenance discrete to OFF. •• Operational test of the propeller fault code indication.

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

61 PROPELLER

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61-20-00 PROPELLER CONTROLLING SYSTEM INTRODUCTION The propeller control system modulates blade angle or pitch, to achieve the necessary propeller RPM (Np) and blade pitch (Beta) control.

SYSTEM DESCRIPTION Refer to Figure 61-16. Propeller Control Block Diagram. The propeller control system includes: •• Beta tube assembly •• Beta feedback transducer

GENERAL

•• Dual pulse probe assembly

The power levers send signals to FADEC which processes the signals and forwards them to the related PEC to control the propeller pitch.

•• Pitch control unit Adapter

•• PCU •• OSG

61 PROPELLER

The condition levers send signals to the PEC directly to set Np and to feather the propellers.

•• Feathering pump

The PEC supplies the current to the servo-valve drive, through a dual line hydro-mechanical actuation system, to change the blade pitch.

•• PROPELLER CONTROL panel.

ENGINE OIL SUPPLY

PROP REDUCTION GEARBOX

PROP REDUCTION GEARBOX

RESERVE OIL SUPPLY RESERVOIR

HIGH PRESSURE PUMP

OVERSPEED GOVERNOR

ALTERNATE FEATHER PUMP 28 VDC

•• PEC

BLADE BALANCE AND ACTIVE NOISE UNIT

ENGINE MONITORING UNIT

FLIGHT COMPARTMENT LOCAL FADEC

LOCAL PEC

PITCH CONTROL UNIT

AUTO FX CIRCUIT

PROPELLER

PITCH CHANGE ACTUATOR

BETA PITCH FEEDBACK TRANSDUCER

MAGNETIC PICKUP UNIT

REMOTE FADEC

REMOTE PEC

Figure 61-16.  Propeller Control Block Diagram

61-28

TORQUE SENSORS

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MAINTENANCE TRAINING MANUAL

The propeller control system has these units:

Refer to Figure 61-17. Propeller Control Loop Logic.

•• Propeller Electronic Control Unit (PECU)

The main modes of propeller operation for control during flight and on the ground are:

•• Beta Tube Assembly •• Magnetic Pick-up Unit

•• Constant Speed Mode (PLA between above Flight Idle and Rated Power Detent)

•• PCU •• OSG - High pressure Pump

•• Beta Control Mode (PLA between above Flight Idle to below Disc)

•• Feathering Pump

•• Reverse speed control mode (PLA between below Disc and Max Reverse)

•• PROPELLER CONTROL panel.

•• Synchro-phase control mode (slave propeller)

BETAFB PLA

CLOSE

BETA SCHEDULE

PLA CLA

CLA

PROPELLER RPM SELECTION

NPREQ

PROPELLER PHASE SELECTION

PHAREQ

CLOSE

FAULT ACCOMODATION CURRENT

BETA CONTROL LOOP

BETAREQ

GBE SOL

61 PROPELLER

•• Feather Mode.

FEATHER CURRENT

CONTROL LOOP SELECTION

FORWARD SPEED CONTROL LOOP

SYNCHROPHASE CONTROL LOOP

CLOSE

NPREV

CLOSE

AUPC DRIVE CURRENT

REVERSE SPEED CONTROL LOOP

NP

MANUAL UNFEATHER CURRENT

PEC HARDWARE

PHASE

PROPELLER RPM SELECTION

CLOSE

PEC OUTPUT CURRENT

AUTOFEATHER DRIVE CURRENT

PROPELLER CONTROL SYSTEM HARDWARE PEC OUTPUT CURRENT

PITCH CONTROL UNIT

FLOWRATE AS PER PEC CURRENT

CLOSE

OSP FLOWRATE

CLOSE

FLOWRATE TO PITCH CHANGE ACTUATOR

MANUAL FEATHER FLOWRATE

Figure 61-17.  Propeller Control Loop Logic

FOR TRAINING PURPOSES ONLY

61-29

61 PROPELLER

61-30 HIGH PRESSURE PUMP AND OVERSPEED GOVENOR UNIT

TANK RESERVE POSITIVE HEAD

RESET SOLENOID

FEATHERING PUMP

LEGEND ENGINE SUPPLY

ALTERNATIVE FEATHER

DRAIN FILTERED ENGINE OIL SUPPLY

PRESSURE 1100 PSI

HP PUMP

COARSE OIL

AUTOFEATHER

FINE OIL

PRV SPEEDPHASE FEEDBACK

DRAIN

LOW PITCH LIGHT

MANUAL FEATHER

FBV

NRV

MANUAL UNFEATHER

GEARBOX DRIVE

BETA TRIM DRAIN

UNFEATHER VALVE

PITCH CONTROL UNIT

UNFEATHER SOLENOID

DRAIN

PEC

FADEC DATABUS

SERVO VALVE

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

THERMAL BLEED TO DRAIN

PRV

PCU PUMP PRESSURE

SYNCH SIGNAL DRAIN

GROUND BETA ENABLE SOLENOID (G.B.E.S)

DRAIN DRAIN

GROUND BETA ENABLE VALVE (G.B.E.V)

DRAIN

NRV

GROUND BETA ANGLE

POWER LEVER ANGLE

CONDITION LEVER ANGLE

MPU

R2 R3

FEATHER VALVE DRAIN POWER LEVER

CONDITION LEVER COARSE PITCH OIL FINE PITCH OIL fs719a01a.cgm

PROP

RGB

COARSE FLIGHT FINE GROUND FINE

BETA FEEDBACK TRANSDUCER

Figure 61-18.  Ground Beta Mode

BETA FEEDBACK

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Beta Control

During beta control, the PEC directs the servovalve to meter oil into the fine or coarse pitch chamber to achieve the required blade angle.

•• Figure 61-18. Ground Beta Mode. •• Figure 61-19. P  ropeller Function Diagram. The beta control system controls propeller pitch in the beta mode where propeller pitch is a function of PLA. In this mode the system operates in closed loop blade angle control. The blade angle is set by the dual PLA RVDT. The PEC receives PLA signals from FADEC.

The measured blade pitch is determined from the Beta Feedback Transducer (BFT) output signal and the required blade angle, is determined from a schedule against PLA. The system limits the pitch change rate in order to match the rate of change of torque absorption of the propeller to the rate of change of engine torque. This reduces propeller overspeeds and underspeeds during power lever transients. The rate limit is based on blade pitch and direction of blade pitch change.

61 PROPELLER

Refer to:

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

FOR TRAINING PURPOSES ONLY

61-31

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

84.5 27

61 PROPELLER

16.5

BLADE ANGLE (Degrees)

-3.5° -6 -19 18.5 20° DISC

35

PLA (Degrees)

Figure 61-20.  Beta Schedule

61-32

FOR TRAINING PURPOSES ONLY

60

110

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

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”. 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.

FOR TRAINING PURPOSES ONLY

61-33

61 PROPELLER

61-34 HIGH PRESSURE PUMP AND OVERSPEED GOVENOR UNIT

TANK RESERVE POSITIVE HEAD

RESET SOLENOID

FEATHERING PUMP

LEGEND ENGINE SUPPLY ALTERNATIVE FEATHER

DRAIN

SPEEDPHASE FEEDBACK

PRESSURE 1100 PSI

HP PUMP

FINE OIL

PRV

DRAIN

LOW PITCH LIGHT

MANUAL FEATHER

FBV NRV

MANUAL UNFEATHER

GEARBOX DRIVE

UNFEATHER VALVE

PITCH CONTROL UNIT

UNFEATHER SOLENOID

DRAIN

PEC

DATABUS

FADEC

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

BETA TRIM DRAIN

SERVO VALVE SYNCH SIGNAL

DRAIN

GROUND BETA ENABLE SOLENOID (G.B.E.S)

DRAIN

DRAIN

GROUND BETA ANGLE

NRV

DRAIN

R2 R3

FEATHER VALVE DRAIN

MPU

CONDITION LEVER COARSE PITCH OIL FINE PITCH OIL

POWER LEVER ANGLE

CONDITION LEVER ANGLE

GROUND BETA ENABLE VALVE (G.B.E.V)

PROP

RGB

BETA FEEDBACK TRANSDUCER COARSE FLIGHT FINE GROUND FINE

Figure 61-21.  Steady State Constant Speed Control

POWER LEVER

BETA FEEDBACK

DASH 8 Q400

FILTERED ENGINE OIL SUPPLY

COARSE OIL

AUTOFEATHER

THERMAL BLEED TO DRAIN

PRV

PCU PUMP PRESSURE

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Forward Speed Control Refer to Figure 61-21. Steady State Constant Speed Control. The purpose of the forward speed control system is to control the propeller in the constant speed mode.

The OSG spool spring is in a cylinder, on a piston, that is connected to the HP oil supply, through a solenoid operated pilot valve. The solenoid is energized by the PROP O/SPEED GOVERNOR TEST switch on the pilot’s side console. A WOW input to the PEC prevents test operation during flight.

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. 61 PROPELLER

During in-flight “constant speed” operation, 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.

FOR TRAINING PURPOSES ONLY

61-35

61 PROPELLER

61-36 HIGH PRESSURE PUMP AND OVERSPEED GOVENOR UNIT

TANK RESERVE POSITIVE HEAD

RESET SOLENOID

FEATHERING PUMP

LEGEND ENGINE SUPPLY

DRAIN

R1

HP PUMP

THERMAL BLEED TO DRAIN

PRESSURE 1100 PSI

COARSE OIL

AUTO FEATHER

PRV

FINE OIL

SPEED/PHASE FEEDBACK

DRAIN

FBV

NRV

MANUAL FEATHER

LOW PITCH LIGHT

MANUAL UNFEATHER

GEARBOX DRIVE

BETA TRIM DRAIN

UNFEATHER VALVE

PEC UNFEATHER SOLENOID

DRAIN

FADEC DATABUS

SERVO VALVE

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

FILTERED ENGINE OIL SUPPLY

PRV

PCU PUMP PRESSURE

ALTERNATE FEATHER

SYNCH SIGNAL DRAIN

GROUND BETA ENABLE SOLENOID (G.B.E.S.)

DRAIN DRAIN

GROUND BETA ENABLE

DRAIN

GROUND BETA ENABLE VALVE (G.B.E.V.)

CONDITION LEVER ANGLE

R2 R3

POWER LEVER ANGLE

FEATHER VALVE DRAIN CONDITION LEVER

COARSE PITCH OIL FINE PITCH OIL

PROP

RGB

COARSE FLIGHT FINE GROUND FINE

BETA FEEDBACK TRANSDUCER

Figure 61-22.  Normal Feather

POWER LEVER BETA FEEDBACK

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

The purpose of the normal feather mode is to feather the propeller on routine engine shutdowns. 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.

FOR TRAINING PURPOSES ONLY

61-37

61 PROPELLER

61-38 HIGH PRESSURE PUMP AND OVERSPEED GOVERNOR UNIT

RESET SOLENOID

FEATHERING PUMP

TANK RESERVE POSITIVE HEAD

ENGINE SUPPLY

R1 HP PUMP

PRESSURE 1100 PSI

COARSE OIL

AUTOFEATHER

THERMAL BLEED TO DRAIN

PRV

DRAIN

FINE OIL

SPEED/PHASE FEEDBACK MANUAL FEATHER

FBV

NRV

LOW PITCH LIGHT

MANUAL UNFEATHER

GEARBOX DRIVE

UNFEATHER VALVE

PITCH CONTROL UNIT

UNFEATHER SOLENOID

DRAIN

PEC

FADEC DATABUS

SERVO VALVE

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

BETA TRIM DRAIN

SYNCH SIGNAL GROUND BETA ENABLE SOLENOID (G.B.E.S.)

DRAIN DRAIN DRAIN

DRAIN

GROUND BETA ENABLE

NRV

POWER LEVER ANGLE

CONDITION LEVER ANGLE

GROUND BETA ENABLE VALVE (G.B.E.V.)

R2

MPU

R3

FEATHER VALVE DRAIN CONDITION LEVER

COARSE PITCH OIL FINE PITCH OIL

PROP

RGB

COARSE FLIGHT FINE GROUND FINE

BETA FEEDBACK TRANSDUCER

Figure 61-23.  Maximum Reverse

POWER LEVER BETA FEEDBACK

DASH 8 Q400

FILTERED ENGINE OIL SUPPLY

PCU PUMP PRESSURE

ALTERNATE FEATHER

DRAIN PRV

LEGEND

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

The FADEC schedules fuel based on a power schedule versus PLA, with a maximum limit of 1500 SHP.

FOR TRAINING PURPOSES ONLY

61-39

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

TEST NOT ALT FEATHER

OR

NOT PLA GROUND BETA

AUPC ARM

AND

NOT CLA FEATHER

61 PROPELLER

NOT AF ACTIVE

NP<816 rpm TQ>50%

AND OR

AUPC ARM

AND

AUPC TRIGGER LATCH

Figure 61-24.  AUPC Logic

61-40

AND

OR

TEST

FOR TRAINING PURPOSES ONLY

AUPC TRIGGER

AUPC ACTIVE

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Automatic Underspeed Protection Circuit (AUPC)

Automatic Take-Off Thrust Control System (ATTCS)

Refer to Figure 61-24. AUPC Logic.

The purpose of the ATTCS is to give the necessary protection against engine failure during the critical part of the take-off roll.

This function is implemented in hardware independent of the PEC control lane software. If underspeed condition is detected on both Np sensors, it will cause a drive fine signal to be generated and the Np will increase. The propeller speed increase will be arrested by the OSG. This function overrides the authority of the control lane software but is, overridden by the autofeather function.

The ATTCS causes an uptrim of the remote powerplant and an auto-feather on the failed powerplant. Any erroneous feather of the local propeller will cause an uptrim of the remote powerplant. The ATTCS has two sub-systems: •• Autofeather •• Uptrim.

61 PROPELLER

The purpose of AUPC is to protect the aircraft from lack of thrust caused by a common software problem in both PEC. This would result in a drive coarse signal and loss of thrust.

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.

FOR TRAINING PURPOSES ONLY

61-41

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

AUTOFEATHER TO FEATHER PUMP

NORMAL OPERATION

61 PROPELLER

AF SELECT AND BOTH PLA HIGH (> 60˚) AND REMOTE AF PERMISSION AND TORQUE HIGH (> 50%) AND REMOTE TORQUE HIGH

TORQUE LOW (< 25%) ARM

LOW TORQUE SENSED < 3 SECONDS

Figure 61-25.  Autofeather State Transitions

61-42

LOW TORQUE SENSED > 3 SECONDS

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

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. 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.

FOR TRAINING PURPOSES ONLY

61-43

61 PROPELLER

61-44 HIGH PRESSURE PUMP AND OVERSPEED GOVERNOR UNIT

TANK RESERVE POSITIVE HEAD

RESET SOLENOID

FEATHERING PUMP

LEGEND AUX PUMP PRESSURE

DRAIN PRV FILTERED ENGINE OIL SUPPLY HP PUMP

AUTOFEATHER

THERMAL BLEED TO DRAIN

PRV SPEED/PHASE FEEDBACK

PRESSURE 1100 PSI

DRAIN

FBV

NRV

DASH 8 Q400

R1

FINE PITCH OIL

ALTERNATE FEATHER

LOW PITCH LIGHT

MANUAL FEATHER MANUAL UNFEATHER

GEARBOX DRIVE

UNFEATHER VALVE

PITCH CONTROL UNIT

PEC UNFEATHER SOLENOID

DRAIN

FADEC DATABUS

SERVO VALVE

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

BETA TRIM DRAIN

SYNCH SIGNAL DRAIN DRAIN

GROUND BETA ENABLE SOLENOID (G.B.E.S)

DRAIN

GROUND BETA ENABLE VALVE (G.B.E.V)

GROUND BETA ENABLE

NRV

DRAIN

POWER LEVER ANLGE

CONDITION LEVER ANGLE

MPU

R2 R3

FEATHER VALVE DRAIN CONDITION LEVER

COARSE PITCH OIL FINE PITCH OIL

PROP

RGB

COARSE

BETA FEEDBACK TRANSDUCER

FLIGHT FINE GROUND FINE

Figure 61-26.  Autofeather Mode

POWER LEVER BETA FEEDBACK

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

A detected failure in the ATTCS results in the system inhibiting the A/F SELECT indication on the ED.

FOR TRAINING PURPOSES ONLY

61-45

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

NORMAL OPERATION

61 PROPELLER

NTOP RATING BOTH PLA > 60 DEGREES and REMOTE AF NOT ACTIVE and REMOTE TORQUE > 50% FOR < 2 SECONDS

UPTRIM TO REMOTE FADEC

TORQUE < 25% OR NP < 80% OR AF ACTIVE

NOTE FADEC must be in NTOP rating to uptrim. Uptrim signal must be removed for >3 seconds to downtrim.

ARM

Figure 61-27.  Uptrim For Low Np or Low Torque

61-46

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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. 61 PROPELLER

When the system is armed an uptrim will occur if: •• 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.

FOR TRAINING PURPOSES ONLY

61-47

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

No. 1 Alternate Feather Guarded Switch Pushbutton

Autofeather Switchlight

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

61-48

FOR TRAINING PURPOSES ONLY

No. 2 Alternate Feather Guarded Switch

MAINTENANCE TRAINING MANUAL

Alternate Feather and Propeller Control panel Refer to Figure 61-28. Propeller Control Panel. The purpose of the Alternate Feather system is to give an alternate means to feather the propeller of a failed engine. Alternate feather is set when the condition lever is moved to the START/FEATHER, or FUEL OFF position, operating the CLA < 40°, or the microswitch and the applicable ALT FTHR switchlight, on the PROPELLER CONTROL panel is pushed. The auxiliary pump starts (30 second run time) and supplies pressure to enable the back-up feather valve and drive the propeller to coarse pitch. The control panel is installed on the upper center console in the flight compartment.

The speed and phase of the propeller is sensed by a dual pulse probe assembly and a set of seven targets on the deicing slip-ring. Six targets give speed signaling inputs and the seventh acts as a master reference for balancing purposes and synchro-phase. TASK 61-20-06-820-801 describes how to measure and adjust the gap for the Dual Pulse Probe to the target screws. Rotate the propeller and measure the gap at each target screw to the probe using nonmagnetic feeler gauges. Turn the propeller to position the target screw with the smallest gap directly below the probe. Adjust as necessary to achieve the correct gap by adding/removing the shim(s) below the dual pulse probe attachment 61 PROPELLER

DASH 8 Q400

COMPONENT DESCRIPTION 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 of the reduction gearbox.

Figure 61-30.  Dual Pulse Probe Assembly (MPU)

FOR TRAINING PURPOSES ONLY

61-49

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Oil Supply Piston Counterweight

Beta Tube

PROP

Pitch Oil Supply

MPU

61 PROPELLER

REDUCTION GEARBOX

End Cap Coarse Oil Pressure

Dual Beta Feedback Transducer

Fine Oil Pressure Cross Head

Teflon Guide Bushing

Figure 61-31.  Beta Tube Assembly and Beta Feedback Transducer

61-50

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

The Beta Feedback transducer monitors the blade pitch angle for beta control.

FOR TRAINING PURPOSES ONLY

61-51

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Servo Valve

Unfeather Solenoid

Beta Feedback Transducer

61 PROPELLER

Ground Beta Enable Solenoid Valve

Pump Supply

Drain

7

Feather Supply Overspeed Supply

Figure 61-32.  Pitch Control Unit (PCU)

61-52

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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 61 PROPELLER

•• Back-up feather valve and •• 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

FOR TRAINING PURPOSES ONLY

61-53

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

FROM PEC A

FROM PEC B

TORQUE MOTOR COILS N

N S

N S

INLET ORIFICE

S INLET ORIFICE

61 PROPELLER

SUPPLY FROM PUMP

SUPPLY FROM PUMP FEEDBACK SPRING

FLAPPER OIL SUPPLY FROM GBEV

OIL SUPPLY FROM GBEV SPOOL

FINE PITCH

DRAIN

COARSE PITCH

Figure 61-34.  Servo-valve

61-54

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

FOR TRAINING PURPOSES ONLY

61 PROPELLER

A drive fine would be arrested by the OSG and a drive coarse, at higher power, would be arrested by the AUPC.

61-55

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Ground Beta Enable Solenoid Valve (GBEV)

The OSG is connected into the HP oil system with the valve in this position.

Refer to Figure 61-35. Ground Beta Enable Solenoid Valve (GBEV).

In the ground position (with the solenoid energized), the ground fine chamber is connected to the fine pitch oil line. This allows the propeller to be driven into the ground beta pitch range.

The GBEV is installed in the PCU. The ground beta enable solenoid controls the valve. When energized, it vents the enable valve end chamber to drain, allowing spring pressure to move the valve from the flight position into the ground position.

The OSG is isolated from the system in ground beta and the engine fuel control system gives overspeed protection with the valve in this 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 PUMP

61 PROPELLER

POWER LEVER > FI NOT WOW

BETA SOLENOID

OVERSPEED GOVERNOR SUPPLY TO SERVO VALVE

DRAIN

FROM PUMP

DRAIN DRAIN

DECREASE BLADE ANGLE PRESSURE

GROUND BETA ENABLE VALVE fsn03a01a.cgm

TO GROUND FINE (REVERSE)

TO FLIGHT FINE

Figure 61-35.  Ground Beta Enable Solenoid Valve (GBEV)

61-56

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

The unfeather solenoid is activated by a maintenance switch, and is monitored by the PEC, although the PEC has no control over the valve.

AUXILIARY FEATHER PUMP PRESSURE SIGNAL FROM PEC UNFEATHER VALVE

DRAIN

DRAIN UNFEATHER SOLENOID

TO SERVO PRESSURE LINE

TO BACK-UP FEATHER VALVE

fsn02a01a.cgm

Figure 61-36.  Unfeather Valve and Solenoid

FOR TRAINING PURPOSES ONLY

61-57

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Figure 61-37.  Overspeed Governor (OSG) 61 PROPELLER

RESET SOLENOID

PRV

DRAIN

R1

FILTERED ENGINE OIL SUPPLY

THERMAL BLEED TO DRAIN PRESSURE 1100 PSI DRAIN

HP PUMP

GEARBOX DRIVE fsr63a01a.cgm

TO FIRST STAGE OF SERVO VALVE

Figure 61-38.  Propeller Overspeed Governor and Pump

61-58

FOR TRAINING PURPOSES ONLY

TO SECOND STAGE OF SERVO VALVE

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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.

61 PROPELLER

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). 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.

FOR TRAINING PURPOSES ONLY

61-59

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

61-60

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Propeller Electronic Control (PEC) Refer to Figure 61-40. Propeller Electronic Control (PEC). The PEC is installed under the spine cowl at the top forward nacelle, between the two hinged forward doors. The PEC is a digital electronic control unit that incorporates two independent lanes for: •• Propeller speed governing •• Beta schedule control functions •• Synchrophasing control

FADEC on an RS422 digital data bus •• Propeller speed input is from a dual pulse probe assembly installed on the brush block bracket and sensing the target screws, on the periphery of the slip ring •• Engine control panel selection •• WOW •• P E C C h a n n e l C h a n g e ( N o F a u l t ) with WOW and CLA to START and FEATHER Position. The PCU provides: •• Governed constant speed operation

•• Autofeather function

•• Power lever controlled beta range (Flight idle to reverse)

•• Automatic underspeed protection function.

•• Manual feather

The PEC controls the propeller pitch in relationship to the controls: •• The CLA inputs from dual RVDTs are provided as analog signals directly to PEC, with excitation provided by the PEC •• The PLA signals inputs from dual RVDTs are provided to the PEC by the

•• Unfeather.

Propeller Ground-Range Annunciator The propeller Ground Range lights are installed on the pilot’s glareshield panel. They are controlled by the appropriate PEC at a blade angle of 1 degree below Flight Idle.

Figure 61-40.  Propeller Electronic Control (PEC)

FOR TRAINING PURPOSES ONLY

61-61

61 PROPELLER

•• Uptrim function

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

OPERATIONAL TEST OF THE PROPELLER FAULT CODE INDICATION (MRB #612000-204)

FIM PSM 1-84-23 for instructions and disposition of the fault codes shown. 8. Set the MAINT DISC switch to the off position.

The following is an abbreviated description of the maintenance practice and is intended for training purposes only. For a more detailed description of the practice, refer to the task in the Bombardier AMM PSM 1-84-2.

Do the operational check for propeller fault code indications as follows (EMU):

The maintenance procedure that follows is for the operational check of the propeller fault code indication.

2. Make sure the indicated airspeed, (IAS) is less than 50 knots.

There are two procedures given to do this task. The first procedure uses fault code data stored in the FADEC and is displayed on the torque gauge.

61 PROPELLER

The second procedure uses fault code data stored in the EMU which is accessed from the CDS and is displayed on the ARCDU. Energize the aircraft electrical system. Do the operational check of the propeller fault code indication as follows (Engine Display):

NOTE This check must be completed with the two engines stopped and the propellers in the feather position. 1. Move the two condition lever angles (CLA’s) to the FUEL OFF position. 2. Move the two power lever angles (PLA’s) to the DISC position.

1. Make sure the aircraft is in ground mode, (WOW).

3. Set the CDS GND MAINT switch to the on position. 4. Make sure the adjacent amber CDS LED comes on. 5. Set either ARCDU selector switch to the ON position 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. 7. Follow the menu and select the side key adjacent to the POWERPLANT FAULTS and look at the selection for “Engine 1 or Engine 2” 8. Use the NEXT or PREVIOUS keys to make an analysis of the fault codes. 9. If the display is white, there are no engine fault code indications. 10. If the display is amber, select the side key adjacent to Engine 1 or Engine 2 and record all the fault code indications. 11. R e f e r t o t h e A M M P S M 1 - 8 4 - 2 a n d FIM PSM 1-84-23 for instructions and disposition of the fault codes shown.

3. Set the MAINT DISC switch to the on position. 4. Make sure the adjacent amber CDS LED 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. 7. R e f e r t o t h e A M M P S M 1 - 8 4 - 2 a n d

61-62

FOR TRAINING PURPOSES ONLY

Revision 0.4

MAINTENANCE TRAINING MANUAL

61 PROPELLER

DASH 8 Q400

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

61-63

61 PROPELLER

61-64 (F5) +28 VDC RIGHT ESS BUS

2.5A

FIREWALL

PROP 1 BETA LTS JX

LEFT DC CBP (J6) 5A

(S9)

PROP 1 PEC B

A3 CTR. CONS.

9 10 MCR REQ 33° SWITCH

+28 VDC LEFT SEC BUS

3A

(G5)

9

PROP 1 BETA SOL

5A

8

A1

E9

X1

H9

X2

A2

E14

G

CLA RVDT CH 'A'

Z

1A

+28 VDC RIGHT SEC BUS

RIGHT DC CBP

3A

PROP 1 ALT FEATH SEE SHT 1

4 5 1 3 2

DD EE FF GG HH

DD EE FF GG HH

CLA RVDT 4 EXCITATION 5 CLA RVDT 1 EXCITATION 3 2

PQRST-

PQRST-

T E F

T E F

R P S N-

R P S N-

B A

B A

X

E-

E-

Y

F-

F-

A/F ARMED BINDICATION

PEC 1 CH 'A'

5 2

4 1

S1

58 61 57

REMOTE A/F ENABLE REMOTE TQ HI

SRX D

SRX D

PROPELLER ELECTRONIC CONTROL (PEC) 2 NACELLE WING RIGHT

#1 UNFEATHER (LOCAL) 3NC 3NO

3C

1300-S1

53

OFF

52

J3

MAINT DISC

MAINTENANCE PNL 'A' SEE SHT. 1

18

B-

SELECT

S100

J1

AUTOFEATHER

ENGINE/FUEL CONTROL PNL (CENTER CONSOLE)

WING

REMOTE A/F ENABLE REMOTE TQ HI

SRX D

SRX D WING

LEFT

CLA RVDT EXCITATION CLA RVDT EXCITATION PEC 1 CH 'B' WOW MAN FEATHER MAN UNFEATHER

PEC 1 CH 'A'

NAC.

LEFT

313

A/F ARMED INDICATION

31-40 A1 IOM #1

CLA RVDT EXCITATION CLA RVDT RTN

CONDITION LEVER NO. 1

60

LOW BETA INDICATION

V

U

LOW BETA INDICATOR

RELAY JUNCTION BOX NO. 1 W- PLA HIGH X- (SW>60° ) AA GND M- +28VDC F OS TEST S/W H- WOW

CLA RVDT EXCITATION CLA RVDT RTN

18

A-

H15 T/D CONTROL 6-8 SEC TIME DELAY

32-61 A1 PSEU

(D4)

#1 PEC

FLT. DECK ABV/FL RH

NAC.

CLA RVDT CH 'B'

6H

25

ADVISORY LTS CONT UNIT

WXAA MF H-

A/C OVERSPEED GOVERNOR TEST SWITCH (PILOTS SIDE CONSOLE)

GND/OC DISC. O/P (PSC B)

Z

+28VDC

LOW BETA AINDICATION

LEFT DC CBP

GND/OC DISC. O/P (PSC A)

G

3-K3

PROP 1 PEC A

X +28 VDC

Z

PROPELLER ELECTRONIC CONTROL (PEC) 1

Figure 61-41.  Normal Operation (Sheet 1 of 2)

REMOTE A/F R ENABLE P REMOTE S N- TQ HI

R P S NWING

NACELLE

RIGHT

313

A/F ARMED INDICATION

31-40 A2 IOM #2

PEC 2 CH 'A'

PROPELLER ELECTRONIC CONTROL (PEC) 2

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

(J6)

PLA < 60° SWITCH

E15

#1 PWR LEVER

2.5A

+28 VDC LEFT ESS BUS

PEC CAUTION INDICATION

CAUTION AND WARNING PANEL

RIGHT DC CBP

PROP O/SPD TEST

PEC 1 CH 'B'

DASH 8 Q400

+28 VDC RIGHT SEC BUS

J- +28VDC X DC RTN

MAINTENANCE TRAINING MANUAL

OPERATION Ground Start Mode •• Power Lever in Disc position •• Condition Lever in Fuel Off position. Refer to: •• Figure 61-41. N  ormal Operation (Sheet 1 of 2). •• Figure 61-42. N  ormal Operation (Sheet 2 of 2). When electrical power is supplied from the essential busses to PEC, the PEC will then supply the excitation current from pins DD and EE to the dual RVDT of the condition lever. The excitation current enters the RVDT at pins 4 and 5. The RVDT return signal to PEC comes from pins 1, 2 and 3 of the RVDT. It then returns to pins FF, GG and HH of PEC. With the PLA <33° signal at pin H15 on the 6 - 8 second time delay relay, the relay will energize. •• Power will pass from contact A1 to A2 and from there to pin G of PEC •• PEC also gets a WOW signal from the PSEU from pin T •• With these signals PEC will energize the ground beta enable solenoid by sending a discrete output on pin T to pin A on the GBES with a return signal out on pin B to PEC pin J. Press the starter switch and when NH is observed move CLA to Start and Feather Position. This will cause: •• Fuel to flow, controlled by FADEC •• Signal from CLA RVDT to PEC.

PEC will command the servo valve in the pitch control unit using pins N and U of PEC to pins A and B of the servo valve. The servo valve dual torque motor, controlled by the signal from PEC, will position the flapper valve and send high oil pressure, from the propeller pump to one end of the directional control valve. The valve will be positioned to supply coarse pitch oil to the transfer sleeve. From the transfer sleeve the oil will pass through the outer beta tube to the front of the Pitch Change Piston holding the crosshead assembly on the feathering stop.

Unfeather After Start •• PLA in Disc position •• CLA to MIN, 900 or MAX. A signal from CLA RVDT is sent to PEC, and PEC commands the servo valve to supply fine pitch oil to the ground fine oil line from the ground beta enable valve to the transfer sleeve. From the transfer sleeve the oil will pass through the inner beta tube to the rear of the pitch change piston, driving the piston and pitch change shaft forward. This will decrease the propeller pitch to 0° pitch. As the propeller pitch decreases through 10°, the low beta indicator (Prop ground range lights) will come ON. Power is from the Essential. Bus through the light to the advisory lights control unit that provides a ground when it receives a signal from pin A of PEC. From the other side of the pitch change piston, coarse pitch oil will return to the RGB through the outer beta tube, transfer sleeve and the servo valve. As the propeller pitch decreases towards 0°, N p will increase to 660 N p where it will be governed by FADEC limiting engine fuel in Np Underspeed Governing mode. During Taxi with PLA between Flight Idle and disc the propeller will remain in Np underspeed governing.

FOR TRAINING PURPOSES ONLY

61-65

61 PROPELLER

DASH 8 Q400

61 PROPELLER

61-66 7600J/P1

FADEC 1 CH 'A'

NACELLE

P/J19

H G GF BC7600-

P D C B M N

CH 'A'

S R F E T U

CH 'B'

WING

J/P2 H G GF BC-

DASH 8 Q400

FADEC 1 CH 'B'

FULL AUTHORITY DIGITAL ELECTRONIC CONTROLLER (FADEC) NO. 1 73-20-00 L A

J/P12 C D

J K

TORQUE PROBE A

TORQUE PROBE B PRIMARY SECONDARY

BFT A

REFERENCE

SERVO VALVE 1

GBEV

PRIMARY SECONDARY

BFT B

REFERENCE

SERVO VALVE 2

UFV

J/P28 C F

(LEFT SIDE SHOWN,

D E

B E

R S

J/P27 A B

N U

RIGHT SIDE SIMILAR)

CH 'A'

T J P/J21

J/P29 C F

F G

D A

D E

B E

R S

J/P26 A B

N U

J/P30

P/J20

A B

P C

PITCH CONTROL UNIT 61-20-00

J/P25 A B

J/P22 D E

CONTROL (PEC) NO. 1

F G

D A

J/P24 A B

PROPELLER ELECTRONIC

P/J20

OSG RESET VALVE

CH 'B'

CH 'A'

P/J21 T J

CH 'B'

A B

A B

P/J20 A B

BRUSH BLOCK BRACKET

Figure 61-42.  Normal Operation (Sheet 2 of 2)

CH 'A'

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

J/P11 C D

MAINTENANCE TRAINING MANUAL

61 PROPELLER

DASH 8 Q400

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

61-67

61 PROPELLER

61-68 RIGHT WING

9

CLA < 40° SW.

(P4)

#2 CONDITION LEVER 'B' SEE SHT. 3

SEE SHT. 3

(S4)

C7

A3

A2 X1

X2 2-K3 (1A)

C D

11

12

B1

B2

B

B

A1 X1

A2

A

A

TIME DELAY 30-35 SEC

RELAY JUNCTION BOX NO. 1

PROP 2 AUX PUMP

50A

C D

CR3

LEFT DC CBP D- E-

X2

U W

K2

FEATHER PUMP

FEATHER

SELECT

B OFF

W

W

H2

SELECT

G W

B

C

H3

H1

W

S100 AUTOFEATHER

B

G

A

G

W

C

S

G

G

D

E-

17 12

D

A OFF A2

A3

A1 FEATHER

W

F

OFF

L3

L1

C

F

A2

L2

FEATHER

G

G

B2

B3

B1

A3

A1 FEATHER

B2

B3

B1

S101 #1 ALT FTHR

V

S102 #2 ALT FTHR

CR1

PROPELLER 2 FEATHERING PROP 2 ALT FEATHER

24 44

AUTO FTHR SELECT ENG CONTROL PNL

9 11

FTHR FTHR

12 17

FTHR PROP 2 FEATHER PMP ON - GREEN BAR

9 11

PROP 1 ALT FEATHERING PROP 1 FEATHERING

ADVISORY LTS CONTROL UNIT

CR2 D-

ENGINE/FUEL CONTROL PANEL (CENTER CONSOLE) (A4) 50A +28 VDC RIGHT SEC BUS

(D4) 3A

RIGHT DC CBP

U Z W V

A- B-

C

C

D

D

PROP 1 AUX PUMP

11

12

B1

B2

B

B

A1 X1

A2

A

A

PROP 1 ALT FEATH SEE SHT. 2 9

10 CLA < 40° SW.

#1 CONDITION LEVER 'A' SEE SHT. 2

A9 A7 A5 A6 D5

A2 X1

A3

A12

X2 3-K1 (1A) TIME DELAY 30-35 SEC

RELAY JUNCTION BOX NO. 1

Figure 61-43.  Autofeather (Sheet 1 of 2)

CR4 X2

K3

FEATHER PUMP CONTACTOR (50A)

WING

NACELLE

LEFT

FEATHER PUMP

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FEATHER PUMP CONTACTOR (50A)

DASH 8 Q400

PROP 2 ALT FEATH

3A +28 VDC LEFT SEC BUS

C6 B9 B7 B8 A3

10

NACELLE

MAINTENANCE TRAINING MANUAL

Increase Power for Take-Off •• PLA/Rated Power Detent •• CLA/Max. As PLA is advanced above flight Idle towards the rated power detent, power is removed from pin H1 on time delay relay to de-energize the relay. The signal is removed from pin G of PEC and the ground beta enable solenoid is de-energized after a 6 - 8 second delay. Oil is drained from one end of the ground beta enable valve high oil pressure positions it to the inflight position. PEC gets propeller speed signals from the dual pulse probe assy input on pins A and B of connectors P/J 20 and 21. PEC also gets reference Np signals from FADEC on ARINC 429 bus. 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 to absorb the increasing engine power and torque will increase to match the torque bug (MTOP or NTOP).

Operation on the Beta Schedule The beta feedback transducer sends pitch angle signals to PEC when pitch is near to 27° and below. Above 27° pitch, the transducer signal is saturated and therefore not useful. With PLA >60° the minimum blade pitch allowed by the beta schedule is 27°. The beta schedule is one of PEC’s control loops. •• As PLA is retarded < 60° PEC allows < 27° pitch angle as necessary •• As PLA is retarded to Flight Idle, PEC will allow pitch to decrease to 16.5° •• As PLA is retarded to 33° and below, PEC will allow pitch to decrease through disc to maximum reverse -11° to match PLA.

Approach PEC will control propeller pitch on the beta schedule to match power lever angle. CLA will be at Max 1020.

After Take-Off Pilot will retard CLA to 900 position. PEC will command increase propeller pitch. Oil will be directed by the servo valve into the coarse pitch oil line, and through the transfer 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 slow down to 900 Np (MCL).

Constant Speed Mode With signals from the dual pulse probe assy, and a reference signal from FADEC, PEC can control propeller speed to match CLA input. PEC will command the servo valve in the PCU to direct oil to the coarse or fine pitch sides of the pitch change piston. Doing this will constantly change propeller pitch to maintain the selected Np.

Landing and Reverse When the aircraft lands PEC gets: •• <20 ft AGL from radio altimeters •• PLA <33°.

NOTE WOW and AGL signals are in parallel. With these signals PEC will energize the ground beta enable solenoid. Spring pressure will now move the ground beta enable valve. This action of the valve will allow fine pitch oil, when commanded by PEC, to enter the ground fine line and the pitch can now be decreased below 16.5° (F.I.).

FOR TRAINING PURPOSES ONLY

61-69

61 PROPELLER

DASH 8 Q400

61 PROPELLER

61-70 (F5) +28 VDC RIGHT ESS BUS

2.5A

FIREWALL

PROP 1 BETA LTS JX

LEFT DC CBP (J6) 5A

(S9)

PROP 1 PEC B

A3

CTR. CONS. 9 10 BETA <30° SWITCH

+28 VDC LEFT SEC BUS

3A

(G5)

9

PROP 1 BETA SOL

5A

8

A1

E9

X1

H9

X2

A2

E14

G

CLA RVDT CH 'A'

Z

LOW BETA AINDICATION

1A

+28 VDC RIGHT SEC BUS

RIGHT DC CBP

3A

PROP 1 ALT FEATH SEE SHT 1

4 5 1 3 2

DD EE FF GG HH

DD EE FF GG HH

CLA RVDT 4 EXCITATION 5 CLA RVDT 1 EXCITATION 3 2

PQRST-

PQRST-

T E F

T E F

R P S N-

R P S N-

B A

B A

X

E-

E-

Y

F-

F-

A/F ARMED BINDICATION

PEC 1 CH 'A'

B-

5 2

4 1

S1

58 61 57

REMOTE A/F ENABLE REMOTE TQ HI

SRX D

SRX D

PROPELLER ELECTRONIC CONTROL (PEC) 2 NACELLE WING RIGHT

#1 UNFEATHER (LOCAL) 3NC 3NO

3C

1300-S1

53

OFF

52

J3

MAINT DISC

MAINTENANCE PNL 'A' SEE SHT. 1

SELECT

S100

J1

AUTOFEATHER

ENGINE/FUEL CONTROL PNL (CENTER CONSOLE)

WING

REMOTE A/F ENABLE REMOTE TQ HI

SRX D

SRX D WING

LEFT

CLA RVDT EXCITATION CLA RVDT EXCITATION PEC 1 CH 'B' WOW MAN FEATHER MAN UNFEATHER

PEC 1 CH 'A'

NAC.

LEFT

313

A/F ARMED INDICATION

31-40 A1 IOM #1

CLA RVDT EXCITATION CLA RVDT RTN

CONDITION LEVER NO. 1

60

18

V

U

LOW BETA INDICATOR

RELAY JUNCTION BOX NO. 1 W- PLA HIGH X- (SW>60° ) AA GND M- +28VDC F OS TEST S/W H- WOW

CLA RVDT EXCITATION CLA RVDT RTN

LOW BETA INDICATION

ADVISORY LTS CONT UNIT

32-61 A1 PSEU

(D4)

#1 PEC

18

A-

NAC.

CLA RVDT CH 'B'

6H

25

+28VDC

WXAA MF H-

A/C OVERSPEED GOVERNOR TEST SWITCH (PILOTS SIDE CONSOLE)

GND/OC DISC. O/P (PSC B)

G

3-K3

LEFT DC CBP

GND/OC DISC. O/P (PSC A)

Z

H15 T/D CONTROL 6-8 SEC TIME DELAY

PROP 1 PEC A

X +28 VDC

Z

PROPELLER ELECTRONIC CONTROL (PEC) 1

Figure 61-44.  Autofeather (Sheet 2 of 2)

R REMOTE A/F P ENABLE S REMOTE N- TQ HI

R P S NWING

NACELLE

RIGHT

313

A/F ARMED INDICATION

31-40 A2 IOM #2

PEC 2 CH 'A'

PROPELLER ELECTRONIC CONTROL (PEC) 2

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

(J6)

PLA > 60° SWITCH

E15

#1 PWR LEVER

2.5A

+28 VDC LEFT ESS BUS

PEC CAUTION INDICATION

CAUTION AND WARNING PANEL

RIGHT DC CBP

PROP O/SPD TEST

PEC 1 CH 'B'

DASH 8 Q400

+28 VDC RIGHT SEC BUS

J- +28VDC X DC RTN

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

As the pitch decreases to <10°, PEC will command the Propeller Ground Range lights ON.

NOTES

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).

61 PROPELLER

Autofeather is selected and armed for TakeOff. The system is de-selected by aircrew after Take-Off. 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.

FOR TRAINING PURPOSES ONLY

61-71

61 PROPELLER

61-72 RIGHT WING

CLA < 40° SW.

(P4)

#2 CONDITION LEVER 'B' SEE SHT. 3

SEE SHT. 3

(S4)

C7

A3

A2 X1

X2 2-K3 (1A)

C D

11

12

B1

B2

J/P606 B

B

A1 X1

A2

A

A

TIME DELAY 30-35 SEC

RELAY JUNCTION BOX NO. 1

PROP 2 AUX PUMP

50A

A B

CR3

LEFT DC CBP D- E-

X2

U W

K2

FEATHER PUMP

OFF

W

W

H2

SELECT

W

B

C

H3

H1

G

G

G B

W

S100 AUTOFEATHER

G

A

G

W

C

S

G

G

A

D

D

E-

OFF A2

A3

A1 FEATHER

W

F

OFF

L3

L1

B

C

F

A2

L2

FEATHER

FEATHER

SELECT

B2

FEATHER

B3

B1

A3

A1 B2

B3

B1

S101 #1 ALT FTHR

V

S102 #2 ALT FTHR

CR1

17 12

PROPELLER 2 FEATHERING PROP 2 ALT FEATHER

24 44

AUTO FTHR SELECT ENG CONTROL PNL

9 11

FTHR FTHR

12 17

FTHR PROP 2 FEATHER PMP ON - GREEN BAR

9 11

PROP 1 ALT FEATHERING PROP 1 FEATHERING

ADVISORY LTS CONTROL UNIT

CR2 D-

ENGINE/FUEL CONTROL PANEL (CENTER CONSOLE) (A4) 50A +28 VDC RIGHT SEC BUS

(D4) 3A

RIGHT DC CBP

U Z W V

A- B-

A

C

B

D

PROP 1 AUX PUMP

11

12

B1

B2

B

B

A1 X1

A2

A

A

PROP 1 ALT FEATH SEE SHT. 2 9

10 CLA < 40° SW.

#1 CONDITION LEVER 'A' SEE SHT. 2

A9 A7 A5 A6 D5

A2 X1

A3

A12

X2 3-K1 (1A) TIME DELAY 30-35 SEC

RELAY JUNCTION BOX NO. 1

Figure 61-45.  Alternate Feather

CR4 X2

K3

FEATHER PUMP CONTACTOR (50A)

WING

NACELLE

LEFT

FEATHER PUMP

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FEATHER PUMP CONTACTOR (50A)

DASH 8 Q400

PROP 2 ALT FEATH

3A +28 VDC LEFT SEC BUS

C6 B9 B7 B8 A3

10

9

NACELLE

MAINTENANCE TRAINING MANUAL

Refer to Figure 61-44. Autofeather (Sheet 2 of 2). The autofeather system is ARMED when: • • There is power from the Essential bus through PLA >60° switch to pin W of PEC •• PEC receives local TQ Hi signal from FADEC on ARINC bus and remote TQ Hi from the remote PEC on pins X and D •• Autofeather permission from remote PEC on pins S and R •• There are no faults on the autofeather boards in the PEC’s. An output from pin B of the PEC’s to pins 121 and 313 of the IOM’s will bring on the A/F ARM message on the ED.

This will energize the Alternate Feathering Pump. •• Also, power from the Sec bus will, through contacts 11 to 12 of relay K3 go to pin 11 of P/J1 of Advisory Light Control •• Power would then be output from pin 11 of P/J2 to pins D and A of switch S101 (or S102) to bring ON the green bar) •• The Alternate Feathering Pump using oil from the reserve oil tank in the RGB will send oil pressure to the Unfeather valve •• The de-energized Unfeather valve will direct the oil pressure to the top of the Feather Valve. •• This will move the feather valve against the action of its spring •• This action will open a port into and out of the feather valve through a restrictor R2

Autofeather Activation Refer to: •• Figure 61-43. Autofeather (Sheet 1 of 2). •• Figure 61-44. Autofeather (Sheet 2 of 2). If PEC now senses a low torque signal from BOTH N pt /Q sensors on the failing engine for a period of 3 seconds, it will output power from pin E. This power will go to: •• Pin 58 of the Maintenance Panel •• From pin 58 the power will be output on pin 61 •• This power will now go to Time Delay Relay 3-K1 ( or 2-K3) •• The power will enter on pin A6 and connect to A9 •• From pin A9, power will go from contact A2 to A3

•• The restrictor will control the rate of feather •• The oil will pass through the feather valve to the coarse pitch oil chamber of the transfer sleeve •• From the transfer sleeve the oil will flow into the inner beta tube to the front of the pitch change piston •• The pitch change piston will drive the blades to feather •• After 30 to 35 seconds the time delay relay will energize: °° Contacts A2 to A3 will open °° Power will be removed from K3 relay and the pump will stop operating °° Green bar in alternate feather switch will go OFF, power removed from pin D.

•• From contact A3 through pin A12 to coil X1 to X2 of relay K3 Feather Pump Contactor.

FOR TRAINING PURPOSES ONLY

61-73

61 PROPELLER

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Alternate Feather Refer to Figure 61-45. Alternate Feather. Power from the Secondary bus is applied to pin A3 and B3 on the ALTERNATE FEATHER switch on the PROPELLER CONTROL panel. When Alternate Feather S101 selected power goes: •• From pin A3 to A1 and •• From there to pin 9 of P/J1 to pin 9 of P/J2, to bring ON the FTHR (white) light on switch S101 through pins B and C of the switch. Power also goes: •• From pin B3 to pin B1 in alternate feather switch 61 PROPELLER

•• From pin B1 to pin 9 in CLA < 40° switch •• From 40° switch pin 10 to Time Delay Relay pin A5 •• From pin A5 to contacts A2 and A3 of time delay relay •• Output from A3 energizes feather pump contactor K3 closing contacts A1 to A2 and B2 to B1 •• This energizes the alternate feathering pump •• Contacts B2 to B1 provide the ground.

The pump using oil from the reserve oil tank in the RGB will send oil pressure to the Unfeather valve. •• The de-energized unfeather valve will direct the oil pressure to the top of the Feather Valve •• This will move the feather valve against the action of its spring •• This action will open a port into and out of the feather valve through a restrictor R2 •• The restrictor will control the rate of feather •• The oil will pass through the feather valve to the coarse pitch oil chamber of the transfer sleeve •• From the transfer sleeve the oil will flow into the inner beta tube to the front of the pitch change piston •• The pitch change piston will drive the blades to feather •• After 30 to 35 seconds the time delay relay will energize: °° Contacts A2 to A3 will open °° Power will be removed from K3 relay and the pump will stop operating. °° Green bar in alternate feather switch will go Off, power removed from 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).

61-74

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Automatic Underspeed Protection Circuit Circuit is Armed if: •• NOT Manual feather

When N p is below 1060 the springs and oil pressure are holding the sliding valve in position, to allow oil to flow through the governor to the GBEV. From the GBEV the oil flows to the second stage of the servo valve where it is then controlled by the servo valve, which is controlled by PEC to control Np.

•• NOT Alternate Feather •• NOT PLA Ground Beta. If PEC detects high torque >50% AND low N p < 815 N p from both N p t/Q sensors, the AUPC circuit will output a drive fine signal to the servo valve of the Pitch Change Unit. This drive fine signal will override any other signal coming from PEC and the PEC Caution Light will be ON. The fine pitch oil, directed by the servo valve, will go to the flight fine pitch port of the Ground Beta Enable valve, and from there to the transfer sleeve. From the transfer sleeve the oil will flow through the outer beta tube to behind the Pitch Change Piston driving the pitch change mechanism to fine pitch.

If the propeller overspeeds to 1060 N p the flyweights are now providing enough force to overcome the springs and oil pressure. •• The flyweights move outwards which raises the sliding valve •• This action cuts of oil to the second stage of the servo valve •• No oil supply to the propeller pitch change mechanism results in the counterweight assemblies now becoming the controlling force on the blades •• Blade pitch will be increased to control the propeller at 1060 Np •• If the pitch increase caused by the counterweights causes N p to decrease below 1060 the sliding valve will re-open 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.

FOR TRAINING PURPOSES ONLY

61-75

61 PROPELLER

•• NOT Autofeather

61 PROPELLER

61-76 (F5) +28 VDC RIGHT ESS BUS

2.5A

FIREWALL

PROP 1 BETA LTS JX

LEFT DC CBP (J6) 5A

(S9)

PROP 1 PEC B

A3

10 9 BETA <30° SWITCH

+28 V DC LEFT SEC BUS

3A

(G5)

9

PROP 1 BETA SOL

5A

8

A1

E9

X1

H9

X2

A2

E14

G

CLA RVDT CH 'A'

Z

LOW BETA AINDICATION

1A

4 5 1 3 2

DD EE FF GG HH

DD EE FF GG HH

CLA RVDT 4 EXCITATION 5 CLA RVDT 1 EXCITATION 3 2

PQRST-

PQRST-

T E F

T E F

R P S N-

R P S N-

RIGHT DC CBP

SEE SHT 1

B A

B A

X

E-

E-

Y

F-

F-

A/F ARMED BINDICATION

PEC 1 CH 'A'

B-

60

5 2

4 1

S1

58 61 57

REMOTE A/F ENABLE REMOTE TQ HI

SRX D

SRX D

PROPELLER ELECTRONIC CONTROL (PEC) 2 NACELLE WING RIGHT

#1 UNFEATHER (LOCAL) 3NC 3NO

3C

1300-S1

53

OFF

52

J3

MAINT DISC

MAINTENANCE PNL 'A' SEE SHT. 1

SELECT

S100

J1

AUTOFEATHER

ENGINE/FUEL CONTROL PNL (CENTER CONSOLE)

WING

313

A/F ARMED INDICATION

31-40 A1 IOM #1

REMOTE A/F ENABLE REMOTE TQ HI

CLA RVDT EXCITATION CLA RVDT RTN

SRX D

SRX D WING

LEFT

CLA RVDT EXCITATION CLA RVDT EXCITATION

R REMOTE A/F ENABLE P REMOTE S N- TQ HI

R P S NWING

NACELLE

RIGHT

PEC 1 CH 'B'

CONDITION LEVER NO. 1

32-61 A1 PSEU

3A

18

V

U

LOW BETA INDICATOR

RELAY JUNCTION BOX NO. 1 W- PLA HIGH X- (SW>60° ) AA GND M- +28VDC F OS TEST S/W H- WOW

CLA RVDT EXCITATION CLA RVDT RTN

LOW BETA INDICATION

ADVISORY LTS CONT UNIT

GND/OC DISC. O/P (PSC B)

+28 VDC RIGHT SEC BUS

#1 PEC

18

A-

NAC.

CLA RVDT CH 'B'

PROP 1 ALT FEATH

25

+28VDC

WXAA MF H-

A/C OVERSPEED GOVERNOR TEST SWITCH (PILOTS SIDE CONSOLE)

(D4)

G

3-K3

LEFT DC CBP

GND/OC DISC. O/P (PSC A)

Z

H15 T/D CONTROL 6-8 SEC TIME DELAY

PROP 1 PEC A

X +28 VDC

Z

WOW MAN FEATHER MAN UNFEATHER

PEC 1 CH 'A'

NAC.

LEFT

PROPELLER ELECTRONIC CONTROL (PEC) 1

Figure 61-46.  Propeller Overspeed Governor Test. (Sheet 1 of 2)

313

A/F ARMED INDICATION

31-40 A2 IOM #2

PEC 2 CH 'A'

PROPELLER ELECTRONIC CONTROL (PEC) 2

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

(J6)

PLA < 60° SWITCH

E15

#1 PWR LEVER

2.5A

+28 VDC LEFT ESS BUS

PEC CAUTION INDICATION

CAUTION AND WARNING PANEL

RIGHT DC CBP

PROP O/SPD TEST

PEC 1 CH 'B'

DASH 8 Q400

+28 VDC RIGHT SEC BUS

J- +28VDC X DC RTN

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

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

61 PROPELLER

•• From pin Z to pin F of PEC.

FOR TRAINING PURPOSES ONLY

61-77

61 PROPELLER

61-78 7600J/P1

FADEC 1 CH 'A'

NACELLE

P/J19

H G GF BC7600-

P D C B M N

CH 'A'

S R F E T U

CH 'B'

WING

J/P2 H G GF BC-

DASH 8 Q400

FADEC 1 CH 'B'

FULL AUTHORITY DIGITAL ELECTRONIC CONTROLLER (FADEC) NO. 1 73-20-00 L A

J/P12 C D

J K

TORQUE PROBE A

TORQUE PROBE B PRIMARY SECONDARY

BFT A

REFERENCE

SERVO VALVE 1

GBEV

PRIMARY SECONDARY

BFT B

REFERENCE

SERVO VALVE 2

UFV

P/J20

J/P28 C F D A

D E

B E

R S

J/P27 A B

N U

J/P24 A B

BRUSH BLOCK BRACKET

(LEFT SIDE SHOWN, RIGHT SIDE SIMILAR)

CH 'A'

T J P/J21

J/P29 C F

F G

D A

D E

B E

R S

J/P26 A B

N U

J/P30

P/J20

A B

P C J/P25 A B

J/P22

A B

CONTROL (PEC) NO. 1

F G

PITCH CONTROL UNIT 61-20-00 D E

PROPELLER ELECTRONIC

OSG RESET VALVE

CH 'B'

CH 'A'

P/J21 T J

CH 'B'

A B P/J20 A B

CH 'A'

Figure 61-47.  Propeller Overspeed Governor Test. (Sheet 2 of 2)

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

J/P11 C D

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Refer to Figure 61-47. Propeller Overspeed Governor Test. (Sheet 2 of 2).

NOTES

•• 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.

61 PROPELLER

The action is then as described previously for the overspeed governor but at a lower Np.

FOR TRAINING PURPOSES ONLY

61-79

61 PROPELLER

61-80 NACELLE P D C B M N

CH 'A'

FADEC 1 CH 'B'

H G GF BC-

S R F E T U

CH 'B'

FULL AUTHORITY DIGITAL ELECTRONIC CONTROLLER (FADEC) NO. 1

L A

C D

J K

C F

F G

D A

D E

REFERENCE

B E

R S

SERVO VALVE 1

A B

N U

TORQUE PROBE A

TORQUE PROBE B PRIMARY SECONDARY

BFT A

GBEV

PRIMARY SECONDARY

BFT B

REFERENCE

SERVO VALVE 2

UFV

PROPELLER ELECTRONIC CONTROL (PEC) NO. 1

A B

T J

C F

F G

D A

D E

B E

R S

A B

N U

A B

P C

(LEFT SIDE SHOWN, RIGHT SIDE SIMILAR)

CH 'A'

CH 'B'

CH 'A'

PITCH CONTROL UNIT

D E

A B

OSG RESET VALVE

A B

T J

A B

BRUSH BLOCK BRACKET

Figure 61-48.  Maintenance Unfeather (Sheet 1 of 2)

CH 'B'

A B CH 'A'

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

C D

WING

DASH 8 Q400

FADEC 1 CH 'A'

H G GF BC-

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

Maintenance Unfeather

The oil output from the alternating feathering pump will go to the Unfeather Valve:

Refer to: •• Figure 61-48. M  aintenance Unfeather (Sheet 1 of 2). •• Figure 61-49. M  aintenance Unfeather (Sheet 2 of 2).

Prerequisites

•• The solenoid in the unfeather valve has been energized by PEC •• Oil through the solenoid ball valve to end of unfeather valve •• Unfeather valve moves against action of its spring •• This connects output port of valve to servo pressure line

•• No propeller rotation •• Maintenance mode selected.

•• Servo valve commanded by PEC to fine pitch

Power is always supplied from Sec bus to pins 5 and 2 of the Unfeather switch.

•• Oil pressure from pump directed by servo valve to fine pitch chamber of transfer sleeve

With all of the above and unfeather switch selected on the Maintenance Panel:

•• From transfer sleeve, through outer beta tube to rear of pitch change piston

•• Power goes from contact 5 to contact 4 of the switch and then to pin E of PEC

•• 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 propeller to Maximum Reverse.

•• Power also from contact 2 to contact 1 of the switch to pin F of PEC •• With these signals PEC will energize the solenoid of the Unfeather valve •• The power output from contact 4 also goes to pin 61 of the unfeather switch •• From pin 61 the power goes to the time delay relay pins A5 and A9 •• From pin A9 to contacts A2 to A3 to coil X1 and X2 of relay K3 •• This will connect power from the Sec bus to the pump. Power from Sec bus also through 11 and 12 of K3 relay to pin 11 advisory lights control

When the Time Delay Relay times out, 30 35 seconds, the relay will energize opening contacts A2 to A3: •• This will remove power from coil X1 and X2 in K3 relay •• Relay contacts A1 to A2 will open •• Alternate feathering pump will stop •• Contacts 11 and 12 will open in K3 relay •• Advisory lights Control will remove power from green bar in switch S101 (or S102).

•• 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.

FOR TRAINING PURPOSES ONLY

61-81

61 PROPELLER

•• WOW DETECTED

61 PROPELLER

61-82 RIGHT WING

9

CLA < 40° SW.

(P4)

#2 CONDITION LEVER 'B' SEE SHT. 3

SEE SHT. 3

(S4)

C7

A3

A2 X1

X2 2-K3 (1A)

C D

11

12

B1

B2

B

B

A1 X1

A2

A

A

TIME DELAY 30-35 SEC

RELAY JUNCTION BOX NO. 1

PROP 2 AUX PUMP

50A

A B

CR3

LEFT DC CBP D- E-

X2

U W

K2

FEATHER PUMP

FEATHER

SELECT

B OFF

W

W

H2

SELECT

G W

B

C

H3

H1

W

S100 AUTOFEATHER

B

G

A

G

W

C

S

G

G

D

E-

17 12

D

A OFF A2

A3

A1 FEATHER

W

F

OFF

L3

L1

C

F

A2

L2

FEATHER

G

G

B2

B3

B1

A3

A1 FEATHER

B2

B3

B1

S101 #1 ALT FTHR

V

S102 #2 ALT FTHR

CR1

PROPELLER 2 FEATHERING PROP 2 ALT FEATHER

24 44

AUTO FTHR SELECT ENG CONTROL PNL

9 11

FTHR FTHR

12 17

FTHR PROP 2 FEATHER PMP ON - GREEN BAR

9 11

PROP 1 ALT FEATHERING PROP 1 FEATHERING

ADVISORY LTS CONTROL UNIT

CR2 D-

ENGINE/FUEL CONTROL PANEL (CENTER CONSOLE) (A4) 50A +28 VDC RIGHT SEC BUS

(D4) 3A

RIGHT DC CBP

U Z W V

A- B-

A

C

B

D

PROP 1 AUX PUMP

11

12

PROP 1 ALT FEATH SEE SHT. 2 9

10 CLA < 40° SW.

#1 CONDITION LEVER 'A' SEE SHT. 2

A9 A7 A5 A6 D5

A2 X1

A3

X2 3-K1 (1A) TIME DELAY 30-35 SEC

RELAY JUNCTION BOX NO. 1

A12

B1

B2

B

B

A1 X1

A2

A

A

CR4 X2

K3

FEATHER PUMP CONTACTOR (50A)

Figure 61-49.  Maintenance Unfeather (Sheet 2 of 2)

WING

NACELLE

LEFT

FEATHER PUMP

MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FEATHER PUMP CONTACTOR (50A)

DASH 8 Q400

PROP 2 ALT FEATH

3A +28 VDC LEFT SEC BUS

C6 B9 B7 B8 A3

10

NACELLE

MAINTENANCE TRAINING MANUAL

61 PROPELLER

DASH 8 Q400

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY

61-83

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

CAP SCREWS

61 PROPELLER GREASE LEVEL

Figure 61-50.  Propeller Hub Grease Level Check

61-84

FOR TRAINING PURPOSES ONLY

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

61-00-00 APPENDIX

Propeller Grease Level Check

MAINTENANCE CONSIDERATION

Refer to Figure 61-50. Propeller Hub Grease Level Check.

Safety Precautions Do not install the blade bats in the blade cuff area. If you do this, you can cause damage to the propeller blades. Replace the propeller attachment nuts if the running torque is less than 50 lbf in (5.65 Nm). If you do not do this, the attachment nuts will not be correctly locked.

Aircraft or System Limitations TASK 05-13-00-990-802. Time Limits, Propellers The time limited items are identified in Dash 8-400 Dowty Aerospace’s Propeller Maintenance Manual Publication No. 1096, Component Maintenance Manual 61-00-00. Mandatory Airworthiness Limitations: •• Mandatory Inspections.

1. Remove the spinner 2. Turn the propeller so that the blade assembly at the highest position is vertical 3. Carefully remove one of the cap screws that attach the cylinder to see if grease comes out of the hole 4. If grease does come out of the hole, the grease level is satisfactory 5. Install the cap screws and torque to 34 to 36 lbf ft (46.1 to 48.8 Nm) 6. If grease does not come out of the hole, remove the other cap screw at the same level as the cap screw removed 7. Add grease to the hub assembly through one of the cap screw holes. Continue to add grease until the grease is level with or comes out of the other cap screw hole 8. Install the cap screws and torque to 34 to 36 lbf ft (46.1 to 48.8 Nm) 9. Install the spinner.

NOTE If you find signs of excessive grease leakage and/or signs of loose blades (Refer to AMM05-61-00-210-805).

FOR TRAINING PURPOSES ONLY

61-85

61 PROPELLER

The following are abbreviated descriptions of the maintenance practices and are intended for training purposes only. For a more detailed description of the practices, refer to the tasks in the Bombardier AMM PSM 1-84-2.

•• Life Limitations

Servicing

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

B

1

2

61 PROPELLER

GREASE LEVEL (REF)

1

A

INITIAL POSITION

LEGEND 1. Cap screw 2. Cap screw

2 B

DRAIN POSITION

Figure 61-51.  Add New Grease to Propeller

61-86

FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

Replacing the Propeller Hub Grease

•• DAPT60-0126-00 Blade Bat

Refer to Figure 61-51. Add New Grease to Propeller.

•• DAPT65-0093-00 Adapter

1. Make sure that the temperature of the propeller hub is more than 15°C (60°F).

•• DAPT60-0116-00 Ring Nut Wrench

2. Turn the propeller so that the blade assembly at the highest position is vertical (initial position).

•• DAPT60-0347-00 Ball Assembly Tool

3. Carefully remove the two cap screws (1, 2) from the propeller cylinder as shown in the illustration.

•• DAPT60-0115-00 Bearing Wrench

4. Use your hand to turn the propeller until grease comes out of one of the cap screw holes.

•• DAPT65-0078-00 Installation Bullets

NOTE Use a container to collect the grease from the cap screw hole. 5. Turn the propeller until that hole is at the lowest position to the ground (drain position). 6. Let all of the grease drain from the propeller. 7. Add new grease to the propeller as follows: •• Use your hand to turn the propeller so that the cap screw holes (1, 2) are in the initial position again (horizontal) •• Add grease through one of the cap screw holes until the grease is level with, or comes out of the other cap screw hole.

•• DAPT65-0094-00 Hydraulic Pump •• DAPT60-0140-00 Ball Extractor •• DAPT60-0348-00 Ball Assembly Tool •• DAPT60-0188-00 Bearing Wrench (Alternative to DAPT60-0115-00) •• DAPT65-0087-00 Spinner Removal Tool (Qty 2) •• DAPT60-0189-00 Beta Tube Wrench.

Unscheduled Inspection Refer to the Bombardier published AMM Part 2 PSM 1-84-2. •• TASK 05-53-00-210-811 Engine Inspection after Propeller Sudden Stoppage •• TASK 05-53-00-210-812 Engine Inspection after Propeller Strike Causing Blade Structural Damage •• TASK 05-53-00-210-813 Engine Inspection after Propeller Strike Causing Minor Blade Damage.

8. Install the cap screws (1, 2) and torque to 34 to 36 lbf ft (46.1 to 48.8 Nm).

•• TASK 05-53-00-210-821 Propeller Inspection after a Bird Strike

9. If necessary, clean the propeller of any grease spillage with a clean lint-free cloth.

•• TASK 05-53-00-210-822 Propeller Inspection after a Lightning Strike

Special Tooling

•• TASK 05-53-00-210-823 Propeller Inspection after an Engine Fire

Refer to the DHC-8 Q400 Maintenance TASKS supplement for detailed task procedures.

•• TASK 05-53-00-210-824 Propeller Inspection after an Over-speed Condition

•• DAPT70-0021-00 Lifting Equipment •• DAPT61-0015-00 Torque Adapter •• DAPT60-0223-00 Outer Sleeve Clamps •• DAPT65-0079-00 Blade Sling

•• TASK 05-53-00-210-825 Propeller Inspection after an Over-torque •• TASK 05-53-00-750-801 Engine Inspection after Propeller Lightning Strike.

FOR TRAINING PURPOSES ONLY

61-87

61 PROPELLER

DASH 8 Q400

DASH 8 Q400

MAINTENANCE TRAINING MANUAL

OPERATIONAL TEST OF THE PROPELLER AUTOFEATHER AND UPTRIM SYSTEM (MRB #612000-201) The maintenance procedure that follows is for the operational check of the propeller autofeather and uptrim system. On aircraft without Modsum 4-113588, do an operational check of the propeller autofeather and uptrim system as follows:

NOTE This check can be completed with the two engines started or with the two engines stopped.

approximately three seconds before the ‘A/F SELECT’ message shows again. The sequence will then occur again (this is to permit the test on the two power plant autofeather systems). Make sure the ‘A/F TEST PASSED’ message shows on the engine display after the test sequence is completed. On the propeller control panel, push the AUTOFEATHER SELECT switchlight and make sure that: a. The SELECT advisory light goes out. b. The ‘A/F SELECT’ and the ‘A/F TEST PASSED’ messages do not show on the engine display.

61 PROPELLER

If you do the check with the two engines started, do the pre-start checks and start the engines.

If the ‘A/F TEST PASSED’ message does not show during the check then the system is defective.

Make sure that the two condition lever angles (CLA’s) are at START AND FEATHER (engine started) or at FUEL OFF (engine stopped).

If you did the check with the engines started, shutdown the engines.

Make sure the two power lever angles (PLA’s) are at DISC.

On aircraft with Modsum 4-113588, do an operational check of the propeller autofeather and uptrim system as follows:

On the propeller control panel, push the AUTOFEATHER SELECT switchlight and make sure that:

Make sure that the two condition lever angles (CLA’s) are at START AND FEATHER (engine 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.

b. The ‘A/F SELECT’ and the ‘A/F TEST IN PROGRESS’ messages show on the engine display.

NOTE During the test sequence the uptrim indication and ITT red radial increase should show on the engine display. ‘NTOP’ changes to ‘MTOP’ and the torque bug 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

61-88

On the propeller control panel, push the AUTOFEATHER SELECT switchlight and make sure that the SELECT advisory light comes on. 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 messages that follow must show: • ‘A/F SELECT’. • ‘A/F TEST IN PROGRESS’.

FOR TRAINING PURPOSES ONLY

Revision 0.4

MAINTENANCE TRAINING MANUAL

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 messages that follow must show twice: • ‘UPTRIM’ shows. • ‘ITT and NH’ red radials increase. • ‘N TOP’ changes to ‘MTOP’ and torque rating and torque bugs increase. • ‘A/F ARM’ shows. • ‘A/F SELECT’ shows. • ‘UPTRIM’ goes out of view. • ‘M TOP’ changes to ‘NTOP’ and torque rating and torque bugs decrease. c. Observe the engine display. If the test is satisfactory, the ‘A/F TEST PASS’ message will show.

NOTE If the autofeather test is aborted, ‘A/F TEST ABORT’ will show on the engine display. If the autofeather test fails, ‘A/F TEST FAILED’ will show on the engine display. If the ‘A/F TEST ABORT’ message shows, do the autofeather test again. On the propeller control panel, push the AUTOFEATHER SELECT switchlight and make sure that: a. The SELECT advisory light goes out. b. The ‘A/F SELECT’ and the ‘A/F TEST PASSED’ messages do not show on the engine display.

OPERATIONAL TEST OF THE PROPELLER ALTERNATE FEATHER (MRB #612000-202) The maintenance procedure that follows is for the operational check of the propeller alternate feather. Do an operational check of the propeller alternate feather as follows: 1. Make sure that the two engines are stopped and the two propellers are at feather. 2. Make sure that the condition lever angles (CLA’s) are at FUEL OFF. 3. Make sure the two power lever angles (PLA’s) are at DISC. 4. Set the MAINT DISC switch to on at the engine maintenance panel. 5. Set the UNFEATHER (manual) switch on, at the engine maintenance panel. 6. Make sure that the propeller moves to a low blade angle. 7. Set the UNFEATHER (manual) switch off, at the engine maintenance panel. 8. Set the CLA to MIN/850. 9. Push the ALT FTHR switchlight on, at the propeller control panel: a. Make sure the indication on the ALT FTHR switch stays off. b. Make sure the propeller stays unfeathered. 10. Set the condition lever angle to START AND FEATHER: a. Make sure the indication FTHR on the switchlight comes on.

If the ‘A/F TEST PASSED’ message does not show during the check then the system is defective.

b. Make sure the Green Bar comes on for between 25 and 35 seconds.

If you did the check with the engines started, shutdown the engines.

c. Make sure that the propeller fully feathers.

If you did the check with external electrical power, de-energize the aircraft electrical system.

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11. Move the CLA to FUEL OFF. 12. Refer to the FIM, PSM 1-84-23 for more data if any of the alternate feather checks are defective.

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OPERATIONAL TEST OF THE PROPELLER OVERSPEED GOVERNOR (MRB #612000-203)

here are two procedures given to do this task.

The maintenance procedure that follows is for the operational check of the propeller overspeed governor.

The second procedure uses fault code data stored in the EMU which is accessed from the 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. 3. Make sure the two power lever angles (PLA’s) are at FLIGHT IDLE. 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 side console:

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a. Make sure that the OSG TEST IN PROG message is shown on the engine display after approximately 3 seconds for the two power plants. 5. Slowly move the PLA’s until the OSG TEST PASS message is shown on the engine display for the two power plants. 6. Move the two PLA’s to FLIGHT IDLE: a. Make sure the propeller speed decreases to 660 rpm. 7. Release the PROP O’SPEED GOVERNOR switch. 8. If the check is unsatisfactory, do the procedure in steps (2) to (7) again one more time only. 9. Refer to the FIM, PSM 1-84-23 for more data for any of the propeller overspeed governor checks, as necessary.

OPERATIONAL TEST OF THE PROPELLER FAULT CODE INDICATION (MRB #612000-204) The maintenance procedure that follows is for the operational check of the propeller fault code indication. T

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The first procedure uses fault code data stored in the FADEC and is displayed on the torque gauge.

Do the operational check of the propeller fault code indication as follows (Engine Display):

NOTE This check must be completed with the two engines stopped and the propellers in the feather position. 1. Move the two condition lever angles (CLA’s) to the FUEL OFF position. 2. Move the two power lever angles (PLA’s) to the DISC position. 3. Set the MAINT DISC switch to the on position. 4. Make sure the adjacent amber CDS LED comes on. 5. Read the LRU codes from the digital indication on the torque gage. 6. Make a record of the fault codes on the display. 7. R e f e r t o t h e A M M P S M 1 - 8 4 - 2 a n d FIM PSM 1-84-23 for instructions and disposition of the fault codes shown. 8. Set the MAINT DISC switch to the off position. Do the operational check for propeller fault code indications as follows (EMU): 1. Make sure the aircraft is in ground mode, (WOW). 2. Make sure the indicated airspeed, (IAS) is less than 50 knots. 3. Set the CDS GND MAINT switch to the on position.

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4. Make sure the adjacent amber CDS LED comes on.

5. Make sure that you get the indications that follow:

5. Set either ARCDU selector switch to the ON position

a. The ‘A/F SELECT’ and the ‘A/F TEST 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. 7. Follow the menu and select the side key adjacent to the POWERPLANT FAULTS and look at the selection for “Engine 1 or Engine 2” 8. Use the NEXT or PREVIOUS keys to make an analysis of the fault codes. 9. If the display is white, there are no engine fault code indications. 10. If the display is amber, select the side key adjacent to Engine 1 or Engine 2 and record all the fault code indications. 11. R e f e r t o t h e A M M P S M 1 - 8 4 - 2 a n d FIM PSM 1-84-23 for instructions and disposition of the fault codes shown.

OPERATIONAL CHECK OF THE PROPELLER AUTOFEATHER SYSTEM IN MAINTENANCE MODE (CMR# 612000-106) The maintenance procedure that follows is for the operational check of the propeller autofeather system in maintenance mode. On aircraft without Modsum 4-113558, do an operational check of the propeller autofeather system in maintenance mode as follows: 1. Make sure that the two condition lever angles (CLA’s) are at ‘FUEL OFF’. 2. Make sure the two power lever angles (PLA’s) are at ‘DISC’. 3. Set the ‘MAINT DISC’ switch to on. 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 switchlight and make sure that the SELECT advisory light comes on.

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NOTE During the test sequence, the uptrim indication must show on the engine display and the torque bug increase to the applicable uptrim set position. b. The ‘A/F ARM’ message will then replace the ‘A/F SELECT’ message on the engine display. c. After approximately three seconds the ‘A/F SELECT’ message shows again. d. On the propeller control panel, the ALT FTHR advisory light (on the ALT FTHR switchlight) comes on. e. The LH indicator will come on first and then the RH indicator. f. The sequence will then occur again (this is to permit the test on the two power plant autofeather systems). 6. Make sure the ‘A/F TEST PASSED’ message shows on the engine display after the test sequence is completed. 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: a. The SELECT advisory light goes out. b. The ‘A/F SELECT’ and the ‘A/F TEST PASSED’ messages do not show on the engine display. 8. Set the ‘MAINT DISC’ switch to off. 9. If the ‘A/F TEST PASSED’ message does not show during the check then the system is defective. Refer to the FIM TASK 61-20-00-710-804.

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On aircraft with Modsum 4-113558: 1. Make sure that the two condition lever angles (CLA’s) are at ‘FUEL OFF’. 2. Make sure that the two power lever angles (PLA’s) are at ‘DISC’. 3. Set the ‘MAINT DISC’ switch to on. 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 switchlight and make sure that the SELECT advisory light comes on. a. Observe the Foolowing messages on the engine display: • ‘A/F SELECT’ • ‘A/F TEST IN PROGRESS’.

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b. On the propeller control panel, make sure that the ALT FTHR advisory light (on the ALT FTHR switchlight) comes on. NOTE: The #1 ALT FTHR advisory light will come on during the first cycle, and the #2 ALT FTHR advisory light will come on during the second cycle. (c) Observe the engine display. If the test is satisfactory, the ‘A/F TEST PASS’ message will show. NOTE: If the autofeather test is aborted, ‘A/F TEST ABORT’ will show on the engine display. If the autofeather test fails, ‘A/F TEST FAILED’ will show on the engine display. If the ‘A/F TEST ABORT’messages shows, do the AUTOFEATHER TEST again. 5. On the propeller control panel, push the AUTOFEATHER SELECT switchlight and make sure that: a. The SELECT advisory light goes out. b. The ‘A/F SELECT’ and the ‘A/F TEST PASSED’ messages do not show on the engine display. 6. On the ENGINE MAINTENANCE section of the Central Maintenance Panel (above the wardrobe), set the ‘MAINT DISC’ switch to off.

61-20-00-710-804.

OPERATIONAL TEST OF THE PROPELLER REDUCED NP FUNCTION The maintenance procedure that follows is for the return to service check after troubleshooting the reduced Np function. Set the WOW system for Air Mode Do the pre-start checks and start the engines Do a functional check of the propeller reduced Np as follows: 1. Set the two condition lever angles (CLA’s) at 850. 2. Move the two power lever angles (PLA’s) until the two propellers speed govern at 850. 3. Move the two power lever angles (PLA’s) again to give an increase of approximately 3% Tq to make sure that the propellers are on the speed governing schedule. 4. Push the RDC Np switch for approximately 1 second and make sure that the RDC Np advisory is displayed on the ED. 5. In less than 10 seconds, move the CLA to MAX 1020. 6. Make sure that the ED rating changes from MCR to NTOP. 7. Make sure the Np stays at 850. 8. Move the two power lever angles (PLA’s) again to give an increase of approximately 3% Tq and make sure that the N p stays at 850. 9. Push the RDC Np switch for approximately 1 second and make sure that the N p has increased. Make sure that the RDC N p advisory has gone off on the ED. Set the WOW system to Ground Mode.

7. If the ‘A/F TEST PASSED’ message does not show during the check then the system is defective. Refer to the FIM TASK

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FUNCTIONAL TEST OF THE PROPELLER TIME TO UNFEATHER (MRB #612000-205)

NOTE

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.

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To calculate the time to unfeather: record the time from 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.

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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

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•• 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

61-00-00 MAINTENANCE PRACTICES Refer to the Bombardier AMM PSM 1-84-2 for details on these maintenance procedures: •• 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 61-10-06-400-801: Installation of the Hub, Actuator and Backplate Assembly. •• 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.

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•• AMM 61-10-06-000-801: Removal of the Hub, Actuator and Backplate Assembly.

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•• 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.

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