Dash8 MTM Vol 4 PDF

DASH 8 300 SERIES
MAINTENANCE TRAINING
MANUAL
VOLUME 4
ATA 21, 30, 49, 51, 52, 53, 54, 55, 56, 57 & 28
REVISION 0.5
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Maintenance Manuals and Pilot Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.
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M3K 2A5
For course information please contact us:
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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition..... 0.............. August 2013 Revision............... 0.3...... November 2014

Revision............... 0.1............... April 2014 Revision............... 0.4............... April 2016
Revision............... 0.2..... September 2014 Revision............... 0.5............... April 2018
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision Page *Revision

No. No. No. No.
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No. No.
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28-i – 28-ii................................................ 0.4
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CONTENTS
VOLUME 4
Chapter Title ATA Number
AIR CONDITIONING 21
ICE AND RAIN 30
AUXILIARY POWER UNIT 49
STRUCTURES 51
DOORS 52
FUSELAGE 53
NACELLES 54
STABILIZERS 55
WINDOWS 56
WINGS 57
FUEL 28
21 AIR CONDITIONING
DASH 8 SERIES MAINTENANCE TRAINING MANUAL
CHAPTER 21
AIR CONDITIONING
CONTENTS
Page
21-00-00 AIR CONDITIONING................................................................................. 21-1

General................................................................................................................ 21-1
Air Conditioning System...................................................................................... 21-2
Pressurization....................................................................................................... 21-2
21-11-00 BLEED AIR SYSTEM................................................................................. 21-5
General................................................................................................................ 21-5
Description........................................................................................................... 21-5
Components......................................................................................................... 21-9
Precooler....................................................................................................... 21-9
High Pressure Shutoff Valve........................................................................ 21-11
High Pressure Switches............................................................................... 21-12
High Pressure Bleed Air Venturi.................................................................. 21-13
Nacelle Shutoff Valve.................................................................................. 21-15
Wing Bleed Overpressure Switch ............................................................... 21-15
Bleed Air Overtemperature Switch ............................................................. 21-17
Bleed Switches............................................................................................ 21-17
Bleed Flow Control..................................................................................... 21-17
Pressure Regulator and Shutoff Valve.......................................................... 21-21
Solenoid Valve............................................................................................ 21-22
Lee Jet Restrictor........................................................................................ 21-22
Operation........................................................................................................... 21-22
Revision 0.5
FOR TRAINING PURPOSES ONLY 21-i
21 AIR CONDITIONING
Page
21-50-01 COOLING................................................................................................. 21-25

General.............................................................................................................. 21-25
Description......................................................................................................... 21-27
Components....................................................................................................... 21-28
Air Cycle Machine...................................................................................... 21-28
Heat Exchanger........................................................................................... 21-31
Condenser/Mixer......................................................................................... 21-33
Pack Temperature Control Valves ............................................................... 21-35
Compressor Discharge Overtemperature Switch.......................................... 21-36
Ram Air Supply........................................................................................... 21-37
Operation........................................................................................................... 21-39
General....................................................................................................... 21-39
Overheat Condition..................................................................................... 21-39
Pack Failure................................................................................................ 21-39
21-60-00 TEMPERATURE CONTROL..................................................................... 21-41
General.............................................................................................................. 21-41
Description......................................................................................................... 21-41
Cabin Temperature Control System............................................................. 21-41
Flight Compartment Temperature Control System....................................... 21-41
Controls...................................................................................................... 21-41
Temperature Controller............................................................................... 21-43
Duct Temperature Sensors........................................................................... 21-45
Zone Temperature Sensors........................................................................... 21-47
Duct Overtemperature Switches.................................................................. 21-47
Pack Temperature Control Valve Actuators.................................................. 21-47
21-ii FOR TRAINING PURPOSES ONLY

21 AIR CONDITIONING
Page
Temperature Sensing Bulb........................................................................... 21-47

Flight Attendant Temperature Control......................................................... 21-47
Operation........................................................................................................... 21-47
21-21-01 CABIN AIR DISTRIBUTION.................................................................... 21-49
General.............................................................................................................. 21-49
21-22-01 GASPER AIR SYSTEM............................................................................. 21-51
Description......................................................................................................... 21-51
21-25-01 AIR RECIRCULATION SYSTEM............................................................. 21-53
Description......................................................................................................... 21-53
Operation........................................................................................................... 21-55
21-24-01 AVIONICS COMPARTMENT COOLING.................................................. 21-57
Description......................................................................................................... 21-57
Operation........................................................................................................... 21-59
Normal........................................................................................................ 21-59
Fan Failure.................................................................................................. 21-59
21-30-00 PRESSURIZATION CONTROL................................................................ 21-61
General.............................................................................................................. 21-61
Description......................................................................................................... 21-61
Components....................................................................................................... 21-61
Outflow Valves............................................................................................ 21-61
Selector Panel............................................................................................. 21-63
Indicator Panel............................................................................................ 21-64
Cabin Pressure Controller........................................................................... 21-64
Forward Dump Manual Selector.................................................................. 21-64
Venturi Ejector............................................................................................ 21-64
FOR TRAINING PURPOSES ONLY 21-iii

21 AIR CONDITIONING
Page
Operation........................................................................................................... 21-65
General....................................................................................................... 21-65
Manual System Operation........................................................................... 21-65
Cabin Pressure Dump.................................................................................. 21-65
Cabin Altitude Warning............................................................................... 21-65
21-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................. 21-68
21-00-00 CAUTIONS & WARNINGS....................................................................... 21-68
21-60-01 Temperature Control............................................................................ 21-68
12-20-21 Servicing - Air Conditioning............................................................... 21-68
21-22-01 Gasper Air System.............................................................................. 21-68
21-30-00 Pressurization Control......................................................................... 21-68
Revision 0.5
21-iv FOR TRAINING PURPOSES ONLY
21 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
21-1 Bleed Air System Schematic......................................................................21-4

21-2 Bleed Air System High Bleed....................................................................21-6
21-3 Bleed Air System Low Bleed.....................................................................21-7
21-4 Precooler...................................................................................................21-8
21-5 Cooler........................................................................................................21-9
21-6 High Pressure Shutoff Valve Schematic...................................................21-10
21-7 High Pressure Shutoff Valve....................................................................21-11
21-8 High Pressure Switches...........................................................................21-12
21-9 Low Pressure Check Valve.......................................................................21-13
21-10 Nacelle Shutoff Valve - Removal/Installation...........................................21-14
21-11 Bleed Air Overpressure Switch - Removal/Installation............................21-15
21-12 Bleed Air Overtemperature Switch..........................................................21-16
21-13 Bleed Air Switches..................................................................................21-16
21-14 Bleed Flow Control..................................................................................21-17
21-15 Main Bleed Air Line Centre Fuselage Port...............................................21-18
21-16 Main Bleed Line to Packs - Dorsal Fin....................................................21-18
21-17 Air Conditioning Packs............................................................................21-19
21-18 Pressure Regulator and Shutoff Valve......................................................21-20
21-19 NACA Vent..............................................................................................21-24
21-20 RAM Air Supply Duct.............................................................................21-24
21-21 Air Conditioning Packs - Schematic........................................................21-26
21-22 Air Cycle Machine...................................................................................21-28
21-23 Heat Exchanger.......................................................................................21-30
Revision 0.5
FOR TRAINING PURPOSES ONLY 21-v
21 AIR CONDITIONING
Figure Title Page
21-24 Condenser/Mixer.....................................................................................21-32
21-25 Pack Temperature Control Valves.............................................................21-34
21-26 Compressor Discharge Overtemperature Switch......................................21-36
21-27 Compressor Discharge Overtemperature Indication.................................21-36
21-28 NACA Vent..............................................................................................21-37
21-29 Ram Air Supply Duct...............................................................................21-37
21-30 Air Conditioning Packs............................................................................21-38
21-31 Air Conditioning Panel............................................................................21-40
21-32 Temperature Control - Schematic.............................................................21-42
21-33 Cabin Temperature Senors.......................................................................21-44
21-34 Flight Compartment Sensors....................................................................21-46
21-35 Cabin Duct Overtemperature Indication...................................................21-46
21-36 Cabin Air Distribution - Schematic..........................................................21-48
21-37 Gasper System - Schematic......................................................................21-50
21-38 Air Recirculation System - Schematic.....................................................21-52
21-39 Air Recirculation Fans - Electrical Schematic..........................................21-54
21-40 Avionics Compartment Cooling Fan.........................................................21-56
21-41 Avionics Cooling Fan - Electrical Schematic...........................................21-58
21-42 Pressurization Control - Schematic..........................................................21-60
21-43 Cabin Pressure Selector and Indicator Panel............................................21-62
21-44 Pressure Control - Electrical Schematic...................................................21-66
21-45 Manual Outflow Valve Operation.............................................................21-67
Revision 0.5
21-vi FOR TRAINING PURPOSES ONLY
21 AIR CONDITIONING
TABLES
Table Title Page
21-1 Pressurization Control Settings................................................................21-64
FOR TRAINING PURPOSES ONLY 21-vii

21 AIR CONDITIONING
CHAPTER 21
AIR CONDITIONING
21-00-00 AIR CONDITIONING

GENERAL
The air conditioning system provides an inflow of temperature controlled air to the cabin and flight
compartment for heating or cooling and ventilation. Air required for system operation is obtained
from each engine via high and low pressure bleed ports or, from the Auxiliary Power Unit (APU)
with aircraft on ground Pressurization is controlled by regulating the amount of air leaving the
aircraft through the two normal outflow valves.
FOR TRAINING PURPOSES ONLY 21-1

21 AIR CONDITIONING
AIR CONDITIONING SYSTEM PRESSURIZATION

The air conditioning system consists of a Exhaust air from the cabin and flight
bleed air system from each engine, two air compartment is metered through two outflow
conditioning packs, and an air recirculation valves on the rear pressure dome. Operation
systems with two recirculation fans. Conditioned of the outflow valves depends on the setting
air is fed to the cabin and flight compartment on the pressure control unit on the overhead
via outlet grilles in the cabin passenger service console in the flight compartment. A manually-
units (PSU), and cabin and flight compartment operated safety outflow valve in the front
sidewalls. Conditioned air is also supplied to pressure bulkhead can be used as a backup
individual controllable (gasper) outlets in the pressurization control, or for smoke evacuation.
cabin, flight compartment and lavatory.
Bleed air leaving the engine is hot enough to

meet all cold day requirements. On hot days the
bleed air is routed through air cycle machines
where it can be cooled to below ambient, using
the pressure energy of the air to drive the cooling
system. When the air is cooled below its dew
point, condensate is extracted by condensers.
Air temperature is independently controlled

for the cabin and flight compartment and can
be controlled either automatically or manually.
The gasper system provides air to the individual

controllable passenger air outlets. The air
recirculation system draws air from under the
flight compartment and from air extraction ducts
located behind the top of the dado panels adjacent
to the forward passenger seats in the cabin.
The collected air is then drawn by two air

recirculation fans, back to the two air conditioning
pack condenser/mixers where the air is mixed
with fresh air discharged from the air cycle
machines.
In the event the air conditioning system fails,

ram air is supplied to the cabin and flight
compartment for ventilation.
21-2 FOR TRAINING PURPOSES ONLY

21 AIR CONDITIONING
PAGE INTENTIONALLY LEFT BLANK

21 AIR CONDITIONING
1 1
3 6
2
HP
2
NO. 2
ENGINE 5
LP TO DEICING
4 SYSTEM
7
AIR CONDITIONING
AIR CONDITIONING
OFF OFF
OFF OFF
RECIRC
CABIN 1 BLEED 2
RECIRC
F/C
13 13
RECIRC 1 BLEED 2 RECIRC
CABIN NORM
F/C 8 14 14
20 °C 40
60 NORM
DUCT
0
80
9
20 40TEMP
#2 BLEED
C˚ 100
60
0 CABIN MIN MAX
DUCT
TEMP
80
CAB
BLEED HOT 12 12
CABIN FC
100
DUCT DUCT MIN MAX 10
CAB FC
DUCT GAUGE DUCT BLEED
OFF
GAUGE
MAN
AUTO
OFF
AUTO
COOL WARM
MAN COOL WARM
11 15 16
COOL WARM COOL WARM
PACKS
TEMP
F/A CONTROL
CABIN TEMP FLT COMP
F/A
CABIN CONTROL FLT COMP
TO NO. 1
15
AIR-
10 CONDITIONING
16 PACK
1. HIGH-PRESSURE SWITCHES
2. CHOKING VENTURI
3. HIGH-PRESSURE SHUTOFF VALVE FROM NO. 1 ENGINE
4. LOW-PRESSURE CHECK VALVE BLEED-AIR SYSTEM
5. HANDLING BLEED VALVE (HBOV) (SIMILAR TO NO. 2 SYSTEM)
6. PRECOOLER TO NO. 2
7. NACELLE SHUTOFF VALVE AIR-
8. BLEED OVERPRESSURE SWITCH CONCITIONING
9. OVERTEMPERATURE SWITCH PACK
10. WING ISOLATION CHECK VALVE
11. BLEED FLOW CONTROL
12. SOLENOID VALVE
13. LEE JET RESTRICTOR
14. SIGNAL PRESSURE PORT
15. PRESSURE REGULATOR AND SHUTOFF VALVE
16. REGULATED PRESSURE PORT
Figure 21-1. Bleed Air System Schematic

21 AIR CONDITIONING
21-11-00 BLEED AIR Each engine bleed is electrically controlled

through a two position BLEED switch and a
SYSTEM high pressure control relay. A single BLEED
flow control knob adjusts both pressure
regulator settings, and thus controls the flow
GENERAL rate. Power for electrical control is taken from
the 28VDC left main and secondary buses.
The function of the bleed air system is to give
a source of air to operate the rear fuselage air
Bleed air overheat conditions are sensed by
conditioning pack for aircraft temperature control
an overtemperature switch in each wing front
and pressurization. The bleed air system gets
spar ducting which initiates closing of the high
hot bleed air from the compression section of
pressure shutoff valve and the nacelle shutoff
each engine through the high pressure and low
valve and the illuminating of a No.1 or No.2
pressure ports. Hot bleed air can also be supplied
BLEED HOT caution light on the caution lights
from the auxiliary power unit (APU), when the
panel. There is also a compressor discharge
aircraft is on the ground.
overtemperature switch in the air cycle machine
(ACM) discharge of each air conditioning pack
DESCRIPTION which initiates closing of its respective pressure
regulator and shutoff valve and illuminates
Refer to: either the CABIN PACK HOT caution light or
the FLT COMP PACK HOT caution light. A
•• Figure 21-1. Bleed Air System tapping, upstream of the nacelle shutoff valve,
Schematic. provides an air supply for deicing purposes.
•• Figure 21-2. Bleed Air System High The PW 123 engine used in the series 300
Bleed. aircraft has a high flow and pressure ratio.
•• Figure 21-3. Bleed Air System Low To achieve first stage high pressure at rated
Bleed. powers it is necessary to spill the surplus low
pressure (LP) air while in the idle regime.
Within each nacelle the bleed air system consists This is achieved by affixing a handling bleed
of a precooler, two high pressure switches, a shutoff valve (HBOV) valve to the LP bleed
high pressure shutoff valve, a high pressure air port. This is an (PW) engine part that
choking venturi, a low pressure check valve, is pneumatically actuated and electrically
a nacelle shutoff valve a duct over pressure controlled by a torque motor receiving signals
switch. The high and low pressure engine bleed from the engine control unit (ECU). The valve
outputs join upstream of the nacelle shutoff is opened during ground idle and is ramped
valve. Downstream of the nacelle shutoff valve shut as the engine speed increases. It is also
you will find a bleed duct overtemperature open at flight idle near sea level but not at high
switch, an overpressure switch and a wing altitude except during an engine re-start.
isolation check valve. The two wing ducts join
a central fuselage duct which routes the bleed
air back to two air conditioning packs in the
rear fuselage aft of the rear pressure dome. In
the same area there are two pressure regulator
and shutoff valves (one for each air conditioning
pack) connected to the Lee Jet Restrictor.

21 AIR CONDITIONING
1 1 3
OVERBOARD
EXHAUST
5
2
H.P.
6
2
No. 2
ENGINE
TO DEICING
L.P. SYSTEM
4
7
11
9
8 12
10
LEGEND
1. Higher Pressure Switches.
2. Choking Venturi.
3. High Pressure Shut Off Valve. 13
4. Low Pressure Check Valve.
5. Handling Bleed Valve (HBOV).
6. Precooler.
7. Nacelle Shut Off Valve.
8. Bleed Over Pressure Switch.
9. Overtemperature Switch.
10. Wing Isolation Check Valve.
11. Servo Air Filter. TO AIR CONDITIONING
12. Flow Control Servo. 10 PACK
13. Pressure Regulating Valve.
FROM No. 1 ENGINE

BLEED AIR SYSTEM
(SIMILAR TO No. 2 SYSTEM)
LEGEND
H.P. Bleed Air Regulated (Deice) Air

L.P. Bleed Air Bleed Air to Air Conditioning Pack
Figure 21-2. Bleed Air System High Bleed

21 AIR CONDITIONING
1 1 3
OVERBOARD
EXHAUST
5
2
H.P.
6
2
No. 2
ENGINE
TO DEICING
L.P. SYSTEM
4
7
11
9
8 12
10
LEGEND
1. Higher Pressure Switches.
2. Choking Venturi.
3. High Pressure Shut Off Valve. 13
4. Low Pressure Check Valve.
5. Handling Bleed Valve (HBOV).
6. Precooler.
7. Nacelle Shut Off Valve.
8. Bleed Over Pressure Switch.
9. Overtemperature Switch.
10. Wing Isolation Check Valve.
11. Servo Air Filter. TO AIR CONDITIONING
12. Flow Control Servo. 10 PACK
13. Pressure Regulating Valve.
FROM No. 1 ENGINE

BLEED AIR SYSTEM
(SIMILAR TO No. 2 SYSTEM)
LEGEND
H.P. Bleed Air Regulated (Deice) Air

L.P. Bleed Air Bleed Air to Air Conditioning Pack
Figure 21-3. Bleed Air System Low Bleed

21 AIR CONDITIONING
FWD
PRECOOLER
UNIVERSAL
JOINT
HP
SHUTOFF
VALVE
TAP OFF TO
HP SWITCHES
HP VENTURI
Figure 21-4. Precooler
Revision 0.5
21 AIR CONDITIONING
COMPONENTS NOTES
Precooler
Refer to:
•• Figure 21-4. Precooler.

•• Figure 21-5. Cooler.
The precooler is a steel heat exchanger mounted

above the engine in the high pressure (HP)
bleed air supply line. Its purpose is to cool the
hot HP bleed air of the engine to an acceptable
temperature for the aluminum heat exchangers
of the two rear fuselage air conditioning packs.
The cooling effect is achieved by the handling
bleed shutoff valve (HBOV) air flowing across
the precooler and out through the zone 2
exhaust louver on the top of the engine nacelle.
Figure 21-5. Cooler
Revision 0.5
21 AIR CONDITIONING
SOLENOID
ACTUATOR HOUSING
ELECTRICAL
CONNECTOR
ACTUATOR COVER
ACCESS TO
FILTER
FLOW CONTROL
VALVE
SOLENOID SHOWN ENERGIZED SOLENOID SHOWN DEENERGIZED
FROM A FROM A
PRESSURE B PRESSURE B
C C
SWITCH SWITCH
CONNECTOR CONNECTOR
VALVE OPEN VALVE OPEN
FILTER FILTER
DIRECTION DIRECTION
OF FLOW OF FLOW
TWO-INCH DISC
Figure 21-6. High Pressure Shutoff Valve Schematic

21 AIR CONDITIONING
High Pressure Shutoff Valve The valve consists of a solenoid and a

pneumatic actuator which is mechanically
Refer to:
linked to a butterfly valve. When the solenoid
is energized, servo pressure, tapped upstream
•• Figure 21-6. High Pressure Shutoff
of the butterfly, acts on the pneumatic actuator
Valve Schematic.
to open the butterfly.
•• Figure 21-7. High Pressure Shutoff
Valve. To ensure correct installation of the valve in the
system, a flow direction arrow is provided on
The high pressure (HP) shutoff valve is line
the valve body.
mounted in the hot air duct leading from
the high pressure bleed port on the engine.
It is a normally closed, solenoid controlled,
pneumatically operated valve and is used to
control the flow of HP air from the engine.
Figure 21-7. High Pressure Shutoff Valve

21 AIR CONDITIONING
High Pressure Switches In ground taxi mode with weight on wheels

(WOW) the No.1 switch (65 psig) is activated,
Refer to Figure 21-8. High Pressure Switches.
allowing the aircraft bleed air to remain on
high pressure through the taxi regime. A sensed
Two high pressure switches, located on the
pressure of 65 psig rising moves the diaphragm
wing front spar outboard of the nacelle, or in
to open a set of contacts in the switch; the
the aft upper nacelle, are connected to a tapping
contacts close when the sensed pressure drops
in the outlet duct from the engine high pressure
to 65 psig falling.
bleed port. Each switch is a normally closed
pneumatic pressure sensing switch containing
In the flight mode (no WOW signal) the only
diaphragm operated electrical contacts which
difference from the ground mode is that the
are connected into the circuit to the high
No.2 (55 psig) switch is activated instead of
pressure shutoff valve when the BLEED switch
the No.1 switch.
is selected to BLEED. The No.1 switch is set at
65 psig while the No.2 switch is set at 55 psig.
However, when the deice AIRFRAME AUTO
System pressure above 65 psig or 55 psig closes
selector is positioned to SLOW or FAST the
the high pressure shutoff valve.
HP bleed air is controlled by the No.1 switch.
Figure 21-8. High Pressure Switches

21 AIR CONDITIONING
High Pressure Bleed Air Venturi Low Pressure Check Valve

Refer to Figure 21-4. Precooler.
Refer to Figure 21-9. Low Pressure Check Valve.
A “choking” venturi is installed in the HP bleed
The low pressure check valve is mounted in the
port to restrict bleed off to a maximum of 10% of
low pressure (LP) bleed port. Its prime function
HP air. This restriction is to prevent engine bleed
is to isolate HP bleed air from the LP bleed air
from reaching damaging quantities, for example
system when the HP bleed system is operating.
when both air conditioning packs operate from
The LP bleed port does not have a venturi
a single engine or in the event of a duct rupture.
like the HP system but the check valve has a
restrictor built in to perform the same function.
The valve limits LP bleed to a maximum of
10% of bleed flow.
HOUSING ASSEMBLY
SEAT
PISTON
OPEN POSITON CLOSED POSITON
HANDLING
BLEED VALVE
INTERCOMPRESSOR CASE (REF)
P2.5
Figure 21-9. Low Pressure Check Valve
Revision 0.5
21 AIR CONDITIONING
Figure 21-10. Nacelle Shutoff Valve - Removal/Installation

21 AIR CONDITIONING
Nacelle Shutoff Valve Wing Bleed Overpressure Switch

Refer to Figure 21-10. Nacelle Shutoff Valve Refer to Figure 21-11. Bleed Air Overpressure
- Removal/Installation. Switch - Removal/Installation.
The nacelle shutoff valve is installed in the The bleed overpressure switch is installed in a
outlet duct of the bleed air system in the boss in the bleed air delivery duct downstream
nacelle. The valve shuts off bleed air to the from the nacelle shutoff valve. The switch is
air conditioning packs when the respective pressure sensing and is set at 75 psig. When this
BLEED switch is selected OFF. The valve is limit is reached the switch sends an electrical
also automatically signaled to close when the signal to close the nacelle shutoff valve and
engine bleed overpressure or over temperature isolate the affected wing.
limits are exceeded or autofeather active.
4
2
6
Figure 21-11. Bleed Air Overpressure Switch - Removal/Installation

21 AIR CONDITIONING
Figure 21-12. Bleed Air Overtemperature Switch
AIR CONDITIONING
OFF OFF

CABIN F/C
Figure 21-13. Bleed Air Switches
Revision 0.5
21 AIR CONDITIONING
Bleed Air Overtemperature Switch NOTES

Refer to Figure 21-12. Bleed Air Overtemperature
Switch.
The overtemperature switch is installed in a

boss in the bleed air delivery duct downstream
of the nacelle shutoff valve. The switch consists
of a normally open, single pole thermal switch
with a bi-metal element. The switch closes
when the duct air temperature exceeds 290°C.
Bleed Switches
Figure 21-13. Bleed Air Switches.
Two BLEED selector switches are located

on the air conditioning panel in the flight
compartment. They control the opening and
closing of the high pressure shutoff valves and
the nacelle shutoff valves.
Bleed Flow Control

Refer to Figure 21-14. Bleed Flow Control.
The bleed flow control, located on the air

conditioning panel in the flight compartment, is
a 3-position (MIN-NORM-MAX) rotary switch
that directly controls the pressure regulator and
shutoff valves.
NORM
MIN MAX
BLEED
Figure 21-14. Bleed Flow Control
Revision 0.5
21 AIR CONDITIONING
Figure 21-15. Main Bleed Air Line Center Fuselage Port
Figure 21-16. Main Bleed Line to Packs - Dorsal Fin
Revision 0.5
21 AIR CONDITIONING
NO. 1 PACK
NO. 2 PACK
Figure 21-17. Air Conditioning Packs

21 AIR CONDITIONING
21-20
13 14
PRESSURE SENSING CONTROL
SERVO STABILIZER
ACTUATOR UNIT
15
ANEROID
RESTRICTOR
28V DC
DASH 8 SERIES
12
SOLENOID
(SHOWN
11
AMB DEENERGIZED)
SENSING
ACTUATOR PNEUMATIC
SUMMING ACTUATOR
BAR TEST PORT
CLOSE
FILTER

AMB
16
NORM
MIN MAX
MAINTENANCE TRAINING MANUAL
BLEED
BUTTERFLY
VALVE
Revision 0.5
Figure 21-18. Pressure Regulator and Shutoff Valve
21 AIR CONDITIONING
Pressure Regulator and Shutoff Pressure Sensing Control

Valve The pressure sensing control consists of four
pneumatic inputs to a summing bar which
Refer to Figure 21-18. Pressure Regulator and
controls air pressure venting to establish the
Shutoff Valve.
“open” side pressure.
There are two pressure regulator and shutoff
These inputs are:
valves (one for each of the two air conditioning
packs) installed in the bleed air duct in the rear
•• A capsule sensing regulated pressure
fuselage aft of the rear pressure dome. The
downstream of the valve.
valves perform two functions: one is to shut off
the flow of bleed air to the valve’s respective •• A stabilizer unit, connected via a
pack and the other to regulate the flow of bleed restricted line to the regulating capsule.
air to its air conditioning pack systems.
•• An aneroid sensing pressure changes
due to altitude.
The valves are pneumatically operated,
electrically controlled and each consist of •• A signal capsule receiving the output of
a solenoid, a pneumatic actuator which is the flow control servo, as modulated by
mechanically linked to a butterfly valve, and a the set-down limiter.
pressure sensing control to maintain the bleed
air flow schedule.
The valves are de-energized open and energized

closed. Power to control (close) the valves
is derived from the 28VDC right main bus.
Air pressure to operate the valves is tapped
upstream of each valve and routed to both the
“open” and “close” sides of their pneumatic
actuator pistons The “close” side is assisted
by spring force while the “open” has a larger
surface area in order to overcome the combined
force of the spring and air pressure. The amount
of pressure to the “open” side of the actuator
is controlled by the pressure sensing control.

21 AIR CONDITIONING
Operation Once the flow rate has been set, actuator

pressure venting is controlled by regulated
In the shutoff function, selecting the left or pressure sensed downstream of the valve.
right OFF/MAN/AUTO PACKS switch on the An increase in downstream pressure acts on
air conditioning panel to OFF energizes the the regulating capsule to vent more “open”
solenoid to close off the supply of air to the pressure. A decrease in downstream pressure
open side of the associated valve actuator. The retains more “open” pressure. The stabilizer
spring and air pressure to the “close” side will unit dampens the summing bar movement and
move the actuator to close the butterfly valve. hence the butterfly valve operation.
Selecting the OFF/MAN/AUTO PACKS switch
to MAN or AUTO, de-energizes the solenoid To reduce the amount of air being bled from
to allow air pressure to the “open” side of the the engine as altitude increases, an aneroid
actuator to open the butterfly valve. expands to vent more “open” pressure. The
aneroid contracts, on decreasing altitude, to
With the OFF/MAN/AUTO PACKS switch vent less. Pneumatic actuator and butterfly
selected to MAN or AUTO, the valve is in valve respond as above.
the regulating function to regulate the flow of
bleed air to the air conditioning system. This is
accomplished by means of the pressure sensing Solenoid Valve
control which vents a certain amount of air
Two solenoid valves (one for each PRSOV)
pressure for the “open” side of the pneumatic
are introduced into the system. The valves are
actuator overboard. The amount of pressure
normally de-energized closed and are located
vented overboard is dependent on three inter-
between the regulated pressure and signal
related factors; the bleed air flow selected,
pressure ports of the PRSOV. The purpose
bleed air pressure sensed downstream of the
of the solenoid valves (when energized open)
valve, and altitude.
is to modulate the air pressure to the PRSOV
signal port.
If a high flow rate is desired, as selected on the
BLEED MIN/NORM/MAX rotary flow control
knob on the air conditioning panel, the torque Lee Jet Restrictor
motor is positioned to vent a large amount of
A restrictor is located in each PRSOV signal
servo pressure overboard. The loss of servo
pressure port to assist the solenoid valve
pressure on the signal capsule vents a minimum
modulate the air pressure to the signal pressure
amount of pressure from the “open” side of the
port of the PRSOV.
pneumatic actuator, assisting it to overcome the
spring force and “close” pressure, and driving
the butterfly valve toward the open position. OPERATION
If a min flow rate is desired, the solenoid are
energized and the Lee Jet restrictors cause an Refer to MSM ATA 21.
increase of pressure in the signal capsule to
vent more air pressure from the “open” side
of the pneumatic actuator, allowing the spring
force and “close” pressure to drive the butterfly
valve toward the closed position.

21 AIR CONDITIONING

21 AIR CONDITIONING
Figure 21-19. NACA Vent
Figure 21-20. RAM Air Supply Duct

21 AIR CONDITIONING
21-50-01 COOLING NOTES
GENERAL
Refer to:
•• Figure 21-19. NACA Vent.

•• Figure 21-20. RAM Air Supply Duct.
The cooling system consists of two air

conditioning packs mounted in tandem, in the
rear fuselage aft of the rear pressure dome. The
forward pack is the number 2 pack and it supplies
conditioned air to the flight compartment and
flight compartment gaspers. The rear (number
1) pack supplies conditioned air to the cabin
system, and the cabin, lavatory and forward flight
attendant station gaspers. Both packs are supplied
with hot bleed air from both engines, and cool
this air as necessary before distribution to their
respective systems. When heating is required,
the hot air is allowed to bypass the refrigeration
section of the selected system’s pack. If cooling
is required, the selected system’s temperature
control valve bypass valve is closed, routing the
hot air through the refrigeration section of the
pack. In the event of a single pack failure, the
remaining pack supplies conditioned air for all
systems. If both packs fail, ram air is supplied to
the cabin and flight compartment for ventilation.

21-26 21 AIR CONDITIONING
LEGEND
RAM
BLEED AIR AIRCRAFT CONDITIONED SUPPLY AIR
BAFFLE
HEAT EXCHANGER AIR RAM AIR OVERBOARD
COLD AIR ELECTRICAL POWER
RECIRCULATED AIR CHECK
VALVE
BLEED PRESSURE
ENGINE BLEED AIR REGULATOR AND
SHUTOFF VALVE
APU
DASH 8 SERIES
BLEED AIR
DUCT
DUCT OVER TEMP
BLEED PRESSURE TEMP DUCT
SENSOR TEMP
REGULATOR AND SENSOR
SHUTOFF VALVE SENSING
BULB
TAIL CONE
PRESSURE
RELIEF
TAIL CONE
PRESSURE
RELIEF RAM AIR OVERBOARD

PACK TEMP PACK TEMP
CONTROL VALVE CONTROL VALVE
COMPRESSPR COMPRESSPR
DISCHARGE DISCHARGE
OVER TEMP OVER TEMP
SWITCH SWITCH
CONDENSOR HEAT HEAT

CONDENSOR
EXCHANGER EXCHANGER
MIXING MIXING
BOX BOX
FILTER CHECK
VALVE FILTER
WATER WATER
NOZZLE
NOZZLE
DUCT DUCT DUCT
OVERTEMP TEMP TEMP
SWITCH SENSOR SENSING
CHECK RAM AIR RAM AIR
BJLB SILENCER
VALVE SILENCER
NO. 2 NO. 1
RECIRCULATION AIR CYCLE AIR CYCLE
MACHINE (ACM)
NO. 2 AIR CONDITIONING PACK RECIRCULATION NO. 1 AIR CONDITIONING PACK
FAN FAN MACHINE (ACM)
OVERBOARD
OVERBOARD DRAIN
DRAIN
Figure 21-21. Air Conditioning Packs - Schematic

21 AIR CONDITIONING
DESCRIPTION NOTES
Refer to Figure 21-21. Air Conditioning Packs
- Schematic.
Each air conditioning pack consists of an air

cycle machine (ACM), a heat exchanger, a
condenser/mixer, an electrically operated pack
temperature control valve and a compressor
discharge overtemperature switch.

21 AIR CONDITIONING
COMPONENTS Three-Wheel Assembly and Bearing

Cartridge
Air Cycle Machine The three-wheel assembly is a balanced
unit consisting of a single shaft on which a
Description centrifugal compressor and turbine rotor are
Refer to Figure 21-22. Air Cycle Machine. mounted back-to-back on one end and an axial
flow fan rotor at the opposite end. Two labyrinth
The ACM receives hot air from the bleed air seals are located between the compressor and
system and cools it to below ambient. The two turbine rotors to prevent air leakage from the
air cycle machines each consist of a three-wheel compressor housing to the turbine housing.
assembly supported in a bearing cartridge, and
separate housings for compressor, turbine and The shaft rotates in the single bearing cartridge
fan rotors. The three housings are secured which consists of a bearing sleeve, two angular
together at circular bolting flanges. contact ball bearing races, and two face seals. The
seals are located to the front and rear of the ball
races and prevent oil leakage into the air flow.
Figure 21-22. Air Cycle Machine

21 AIR CONDITIONING
The ball races and shaft are lubricated by oil The outlet section is an annular diffuser,
contained in a sump located in the turbine housing between a conical external duct and a
and this is accomplished by two large wicks cylindrical hub fairing. Air straightening
which are preloaded radially against the shaft. vanes are fitted between the outer wall and the
fairing. This arrangement provides a divergent
transition duct for ram air delivery to the heat
Turbine Housing exchangers. The diffuser outlet coupling mates
The turbine housing is the main structural with the ram air inlet of the heat exchanger.
member of the air cycle machine, supporting
the compressor and fan housings on the end
flanges and the bearing cartridge and three-
Operation
wheel assembly in the bore. Part of the housing Cooled air from the primary heat exchanger
is machined to provide a sump in which the enters the compressor inlet of the air cycle
oil required for lubrication of the ball bearing machine where it is compressed and then
races and rotor shaft is contained. The sump delivered at a higher pressure and temperature
incorporates drain and filler plugs and an oil to the secondary heat exchanger. The air is
level sight gage. cooled in the secondary heat exchanger from
where it is directed via the condenser to the air
A turbine nozzle is incorporated in the housing cycle machine turbine inlet. Expansion of the
to accelerate the air entering the turbine rotor. air across the turbine rotor reduces the pressure,
Tube adapters on the housing connect the with a corresponding drop in temperature. Air
turbine inlet from the secondary heat exchanger leaving the turbine outlet is delivered to the
and the turbine outlet to the condenser/ mixer. condenser/mixer.
The turbine extracts energy from the airflow

Compressor Housing as it reduces the pressure to just above cabin
The compressor housing is dome shaped and pressure. The major part of this energy is fed
flange mounted on the turbine housing. The back to drive the compressor and, with the axial
compressor inlet is located at the center of the flow fan rotor mounted on the same shaft, the
domed housing. A diffuser assembly deflects remainder of the turbine energy drives the fan
the air flow leaving the centrifugal compressor to ensure airflow through the heat exchangers
towards an integral outlet duct in the housing. in the absence of ram air pressure.
Fan Housing
The fan housing consists of two sections
secured together at bolting flanges, with one
section serving as the air inlet and the other
providing the air outlet, and the complete
housing is flange mounted on the turbine
housing. The inlet section is machined to
provide a circular, reverse flow duct which
directs ram air through the axial flow fan rotor.
A wrap-around wire mesh screen is riveted to
the duct air intake to prevent the ingress of
foreign objects and protect the fan rotor. The
fan rotates inside a steel shroud incorporated as
an integral part of the inlet section.

21 AIR CONDITIONING
Ram Air
Outlet Header
Vent Doors
(Fwd No.2 Heat
Exchanger Only)
Bleed Mixing
to Bypass Box Inlet Duct
Ram Air (From Engine
Outlet Bleed or APU
(SOO 815)
Pack Temperature
Control Valve
Mounting Bracket
Primary
Secondary
Outlet Duct
(To ACM Compr essor)
RAM Air
Inlet
Inlet Duct
(From ACM Turbine)
Outlet Duct
(To ACM Turbine)
Ram Air Inlet

Transition Duct
Header
Water Nozzle
Figure 21-23. Heat Exchanger

21 AIR CONDITIONING
Heat Exchanger Operation

Refer to Figure 21-23. Heat Exchanger.
Cooling Air Flow
Each heat exchanger consists of separate
Hot air from the engine bleed air system flows
primary and secondary cooling passes.
to the primary heat exchanger. The airflow
is partially cooled by heat transfer to ram air
The primary passes cools the bleed air flow
through the heat exchanger core and is then
from the engine while the two secondary passes
directed to the air cycle machine compressor
cool the hot compressed air from the ACM
inlet. From the compressor, the airflows through
compressor.
the secondary heat exchanger where it is further
cooled. The air flow is then directed, via the
Description condenser, through the air cycle machine turbine.
Two identical heat exchangers, are located in
Air flow through the heat exchanger and,
the fuselage aft of the rear pressure dome. Each
as a result, temperature of air delivered, is
consists of a brazed aluminum core which is
controlled by a pack temperature control valve.
divided into separate primary and secondary
portions. Headers and mounting brackets are
of welded aluminum.
Inlet and outlet headers on each side of the

housing separate the primary from the secondary
bleed air flow through the heat exchanger.
Bleed inlet and outlet stubs with O ring flanges
are welded to each header to provide duct
connections for the system air flow. A circular
transition duct, welded to a ram air inlet header,
serves as the ram air inlet for the heat exchanger
core and this duct is connected directly to the fan
outlet end of the air cycle machine by a sleeve
and coupling. The primary heat exchanger inlet
duct is connected to the engine bleed air supply
and the outlet duct to the air cycle machine
compressor inlet. The secondary heat exchanger
inlet duct is connected to the air cycle machine
compressor outlet and the outlet duct to the air
cycle machine turbine inlet via the condenser.
Inward opening vent doors in the ram air outlet

header (fwd No.2 heat exchanger) provide a
means of pressure relief when the pressure
differential in the air conditioning bay reaches 0.4
psi. A second set of vent doors are located in the
exhaust duct aft of the aft No.1 heat exchanger.
A water spray nozzle in the ram air inlet is

connected, by drain lines, to a water drain in the
outlet header of the condenser. The high pressure
here forces any water collected to the nozzle, to
be sprayed into the heat exchanger inlet.

21 AIR CONDITIONING
Figure 21-24. Condenser/Mixer

21 AIR CONDITIONING
Condenser/Mixer Operation
Each assembly consists of an annular mixing Relatively cool conditioned air, destined for the
chamber in which re-circulated air is blended cabin or flight compartment, passes through the
with ACM discharge and bypass bleed air, finned core of either condenser. Warm air, from
before flowing across the condenser (low the secondary heat exchanger, passes over the
pressure pass). Each condenser high pressure finned core where any moisture in the air collects
pass has a water collector in its outlet header. on the cool core. When water droplets form they
collect in water drains and are routed back to the
heat exchanger ram air inlet overboard.
Description
Refer to Figure 21-24. Condenser/Mixer.
The two condenser/mixers are all welded,

aluminum alloy units each consisting of a finned
core and inlet and outlet headers. The units are
bolted to structures in the rear fuselage aft of
the rear pressure dome.
One end of the unit is termed the mixer where

cool air from its ACM, previously injected hot
bypass bleed air and re-circulated cabin air mix
together to achieve the temperature required
in the cabin (No.1 unit) or flight compartment
(No.2 unit).
The other end of a unit is termed the condenser

where moisture is extracted from the turbine
inlet air.
A drain fitted to the condenser outlet header,

collects any moisture extracted and routes it
back to its heat exchanger inlet, via a filter.
A scupper is installed in a duct between the

condenser and turbine inlet which drains
directly overboard.
When Mod 8/1590 is incorporated, swirl vanes

are installed in the condenser outlet header and
a new, larger drain scupper is installed in the
air cycle machine turbine inlet duct.

21 AIR CONDITIONING
THROTTLE
BUTTERFLY
PACK BYPASS VALVE
BUTTERFLY
VALVE ACTUATOR
MOUNTING
PLATE
2.5-INCH
THROTTLE VALVE
OPEN
OPEN (60%)
1.5-INCH
VALVE BYPASS
POSITION VALVE
CLOSED CLOSED
CCW STOP CW STOP

ACTUATOR
LOCKING
STROKE
LOCKING POSITION
FUNCTIONAL POSITION (WINTER)
SCHEMATIC (SUMMER)
LINKAGE
Figure 21-25. Pack Temperature Control Valves

21 AIR CONDITIONING
Pack Temperature Control Valves For maximum cooling the appropriate pack
bypass valve is closed and the respective throttle
General valve is open allowing the total flow from the
engine bleed air system to pass through a dual
Each pack temperature control consists of two
heat exchanger and air cycle machine. When
valves connected in parallel and operated by a
less cooling is required, the actuator moves
single actuator. One valve is located in the hot
the throttle valve towards the closed position
air duct from the engine bleed air system, and
and the bypass valve towards open to allow a
regulates the amount of bleed air to bypass the
proportional amount of the air flow to bypass
ACM. The second valve, located in the duct
the refrigeration circuit. At maximum heat,
from the primary heat exchanger, regulates the
the throttle valve is fully closed and the pack
amount of air to enter the ACM.
bypass valve fully open.
Description NOTE
Refer to Figure 21-25. Pack Temperature
In the event of a single pack valve
Control Valves.
actuator failure, the aircraft may
be operated on the remaining
Each of the two air conditioning packs has a
pack valve bleed system with the
pack temperature control valve which consists of
inoperative valve system OFF/
a 1.5 inch diameter pack bypass butterfly valve
MAN/AUTO - PACKS switch
operated in opposition to a 2.5 inch diameter
selected to OFF.
throttle butterfly valve by an electric actuator.
The two valves are mechanically linked to the
actuator and all three components are installed
on a common mounting plate attached to the
heat exchanger of each air conditioning pack in
the rear fuselage aft of the rear pressure dome.
Each pack bypass valve is located in a bypass
duct from the bleed air duct and the throttle
valve is located in the outlet duct from both
primary heat exchangers.
Operation
The pack temperature control valves regulate
the temperature of the air discharged from
the air conditioning packs by opening and
closing the appropriate pack bypass and throttle
valves. The valves are controlled by electrically
operated actuators which modulate in response
to automatic signals from the cabin temperature
controller or from direct electrical inputs from
manually-operated switches.
The mechanical linkage connecting the two

valves to their actuator is designed to effect
a sequence of valve opening and closing, in
response to rotation of the actuators, to provide
a complete temperature range from maximum
cooling to maximum heating.

21 AIR CONDITIONING
Compressor Discharge consist of a normally open, single pole thermal

switch with a bi-metal element. Either switch
Overtemperature Switch closes when its respective compressor discharge
Refer to Figure 21-26. Compressor Discharge temperature exceeds 207°C ± 5° (405°F ± 10°).
Overtemperature Switch.
Each compressor discharge overtemperature

switch is installed in a boss in the delivery
duct from the ACM compressor. The switches
AIR CYCLE MACHINE
Figure 21-26. Compressor Discharge Overtemperature Switch
CABIN FLT COMP

PACK HOT PACK HOT
Figure 21-27. Compressor Discharge Overtemperature Indication
Revision 0.5
21 AIR CONDITIONING
Ram Air Supply Post Mod 8/3330: The baffle assembly allows
the ram air to enter the conditioned air supply
Refer to
duct if ram air ventilation is required.
•• Figure 21-28. NACA Vent.
If the ram air increases the pressure differential
•• Figure 21-29. Ram Air Supply Duct. in the air conditioning bay to 0.4 psi, inward
opening vent doors in both pack exhaust
The ram air supply originates from the NACA systems open to relieve the pressure.
scoops in the dorsal fin, and flows via a baffle
assembly.
The baffle assembly allows the ram air to either

enter the conditioned air supply duct if ram air
ventilation is required, or to spill over into the air
conditioning bay where it is picked up by the air
cycle machine fans to cool the heat exchangers.
Figure 21-28. NACA Vent Figure 21-29. Ram Air Supply Duct

RAM
AIR BAFFLE
ENGINE BLEED AIR

CHECK
VALVE BLEED PRESSURE
REGULATOR AND
APU SHUTOFF VALVE
BLEED AIR
DUCT ZONE/DUCT
BLEED PRESSURE
DASH 8 SERIES
TEMP OVERTEMP DUCT TEMP
REGULATOR AND
SENSOR SENSOR SENSOR TAILCONE
SHUTOFF VALVE
PRESSURE
RELIEF
RAM AIR OVERBOARD

PACK TEMP
COMPRESSOR CONTROL VALVE PACK TEMP
COMPRESSOR
CONTROL VALVE

DISCHARGE DISCHARGE
OVERTEMP OVERTEMP
SWITCH SWITCH
HEAT HEAT
CONDENSER EXCHANGER EXCHANGER
CONDENSER
MIXING MIXING
BOX CHECK BOX
FILTER VALVE FILTER
WATER WATER
NOZZLE NOZZLE
DUCT DUCT
OVERTEMP TEMP SILENCER RAM AIR NO. 1 RAM AIR
SENSOR SENSOR RECIRCULATION SILENCER
AIR CYCLE
MACHINE (ACM) FAN AIR CYCLE
NO. 2 MACHINE (ACM)
RECIRCULATION
FAN
NO. 2 AIR-CONDITIONING PACK NO. 1 AIR-CONDITIONING PACK
OVERBOARD
OVERBOARD DRAIN
DRAIN
Figure 21-30. Air Conditioning Packs

21 AIR CONDITIONING
OPERATION Overheat Condition

General NOTE
Refer to Figure 21-30. Air Conditioning Packs. If the temperature of the air
discharged from either ACM
Air to be cooled is reduced in temperature compressor exceeds 207°C ± 5
through either primary heat exchanger and (405°F ± 10), the compressor
then compressed through its respective discharge overtemperature switch
ACM to boost the temperature and pressure. closes with the following results.
The compressed air then passes through a
secondary heat exchanger to further reduce the 1. T
he affected pack’s AIR
temperature, passes through a condenser where COND PACK HOT caution
moisture is extracted, and enters the ACM light on the caution lights
turbine. The work extracted by the turbine panel illuminates.
drops the air temperature to well below ambient
and reduces the pressure to just above cabin 2. T
he affected pack’s pressure
ambient. At this point, bypassed hot bleed air regulator and shutoff valve is
is injected to achieve the desired temperature. energized closed, shutting off
bleed air to the pack.
The air then enters a mixing box where it
blends with re-circulated cabin air.
Pack Failure
Temperature of the air supply is regulated If a single air conditioning pack fails, its pressure
by opening and closing the pack temperature regulator and shutoff valve is energized closed
control valves to allow a proportion of hot to isolate the pack; the remaining pack then
bleed air to bypass the ACM and mix with supplies all aircraft systems with conditioned
the cool air discharged from the ACM. The air. If both air conditioning packs fail, ram air
valves are operated through mechanical linkage will slightly pressurize the air conditioning
from a single actuator which positions the supply ducts. Simultaneous pressurizing of
valves in response to signals from an automatic the tail cone prevents normal outflow so the
temperature controller or from direct electrical forward outflow valve is opened to exhaust the
inputs from a manually-operated switch. emergency ram airflow.

21 AIR CONDITIONING
NORM
AIR CONDITIONING
MIN MAX
OFF OFF
BLEED
CABIN F/C
NORM
20 40
C˚
60
0 CABIN
DUCT 80
TEMP
100 CAB FC
DUCT DUCT MIN MAX
GAUGE BLEED
OFF
MAN
AUTO
COOL WARM COOL WARM
TEMP
F/A CONTROL
CABIN FLT COMP
Figure 21-31. Air Conditioning Panel
Revision 0.5
21 AIR CONDITIONING
21-60-00 TEMPERATURE Flight Compartment Temperature

CONTROL Control System
The flight compartment temperature control
system consists of a temperature controller,
GENERAL a duct temperature sensor, a duct temperature
sensing bulb, a duct overtemperature switch, a
Refer to: zone temperature sensor, a pack temperature
control valve assembly (No.2 air conditioning
•• Figure 21-31. Air Conditioning Panel. pack) together with controls on the air
conditioning panel and associated relays.
•• Figure 21-32. Temperature Control
The system operates in the same way as the
- Schematic.
cabin system, except that the signal from the
temperature controller is sent to the No.2 air
The air conditioning system temperature is
conditioning pack temperature control valve
controlled by two electrical subsystems, one for the
actuator to modulate the valves to achieve the
cabin and one for the flight compartment. The cabin
desired flight compartment temperature.
sub-system controls the air temperature generated
by the No.1 air conditioning pack while the flight
compartment sub-system controls the air temperature Controls
generated by the No.2 air conditioning pack. Each
Figure 21-31. Air Conditioning Panel.
sub-system is controlled by independent sets of
switches, on the air conditioning panel, which can
Controls on the air conditioning panel, located on
be positioned for manual or automatic operation
the overhead console in the flight compartment,
(seeFigure 21-31.). In the event of failure of one
include a TEMP gage to monitor the temperature
air conditioning pack, air is supplied to the cabin
in the cabin compartment, cabin or flight
and flight compartment by the remaining pack. A
compartment ducts, and switches for cabin
temperature gage located on the air conditioning
and flight compartment temperature control.
panel allows monitoring of the temperature of the
Temperature in the cabin and flight compartment
cabin compartment air as well as the temperature
can be controlled either automatically or manually
in the cabin or flight compartment air ducts. The
by selection of the two PACKS switches marked
gage is controlled by a rotary three position switch
OFF/MAN/AUTO. The two manual temperature
(CAB DUCT/CABIN/FC DUCT).
controls are momentarily-on toggle switches
sharing the same COOL-WARM legend with
DESCRIPTION the automatic temperature control rotary variable
resistors. The manual and automatic temperature
Cabin Temperature Control System control switches are wired into the electrical
circuits of the appropriate temperature controller.
The cabin temperature control system consists
The cabin temperature can also be controlled
of a temperature controller, a duct temperature
through a flight attendant control rotary switch
sensor, a duct temperature sensing bulb, a
located at the forward flight attendant’s station.
duct overtemperature switch, a cabin zone
temperature sensor, a pack temperature control
valve assembly (No.1 air conditioning pack),
together with controls on the air conditioning
panel and associated relays. The temperature
contr oller compares i nput si gnal s f r om
the cabin temperature selection made on a
temperature selector on the air conditioning
panel and sends a signal to the appropriate pack
valve actuator to modulate its valves to achieve
the desired cabin temperature.

Flight Compartment
Duct Hot
Cabin
Duct Hot
DASH 8 SERIES
Cabin
Temperature

15 12 11 10
Hot Bleed
Air
1 4
Hot Bleed
Air
Flight 9 14 13
Compartment 2
8
3
5 6 7
Cabin
1. Cabin Temperature Controller 9. No.2 Air Conditioning Pack Mixing Box

2. Flight Compartment Temperature Controller 10. Cabin Duct Temperature Sensor Bulb
3. Flight Compartment Zone Temperature Sensor 11. Cabin Duct Overtemperature Switch
4. Cabin Zone Temperature Sensor 12. Cabin Duct Temperature Sensor
5. Flight Compartment Overtemperature Switch 13. No.1 Air Conditioning Pack Temperature Control Valve
6. Flight Compartment Duct Temperature Sensor 14. No.1 Air Conditioning Pack Mixing Box
7. Flight Compartment Temperature Sensor Bulb 15. Flight Attendant Temperature Control
8. No.2 Air Conditioning Pack Temperature Control Valve
Figure 21-32. Temperature Control - Schematic

21 AIR CONDITIONING
Temperature Controller NOTES

The temperature controller for each system is
located in the electrical equipment bay. Each
controller consists of an aluminum alloy box,
fabricated in two halves held together by screws,
which houses an electronic analog device using
two-sided printed circuit boards. An electrical
circuit in each controller is connected to its
associated automatic temperature control selector
on the air conditioning panel and to its associated
duct and zone temperature sensors. A second
circuit in each controller is connected to the
applicable pack temperature control valve actuator
and manual temperature control switch through
auto/manual overheat relays. By comparing the
input signals from the duct and zone sensors with
the temperature selection made, the controller
completes a circuit to operate the applicable
pack temperature control valve actuator (No.1 for
cabin No.2, flight compartment). The actuator,
mechanically linked to valves, modulates the
valves in response to the controller signals to
supply conditioned air at the desired temperature.
Power to operate the cabin temperature

controller is supplied from the 28VDC left
secondary bus and for the flight compartment
controller from the 28VDC right secondary bus.

21 AIR CONDITIONING
CABIN DUCT CABIN DUCT CABIN DUCT

TEMPERATURE TEMPERATURE- OVERTEMPERATURE
SENSOR SENSING SWITCH
BULB
Figure 21-33. Cabin Temperature Senors

21 AIR CONDITIONING
Duct Temperature Sensors NOTES

Refer to Figure 21-33. Cabin Temperature Senors.
The duct temperature sensors are negative

coefficient type thermistors in which the
resistance varies inversely with the temperature
of the air flowing through the air conditioning
packs delivery ducts. Each sensor provides one of
the signals to the associated temperature control.
The cabin duct temperature sensors are located

in the cabin supply duct in the rear fuselage
aft of the rear pressure dome. The flight
compartment duct temperature sensors are
located in the flight compartment supply duct
underneath the baggage compartment floor.

21 AIR CONDITIONING
DUCT TEMPERATURE
DUCT SENSOR
OVERTEMPERATURE TEMPERATURE-
SWITCH SENSING BULB
Figure 21-34. Flight Compartment Sensors
CABIN FLT COMP

DUCT HOT DUCT HOT
Figure 21-35. Cabin Duct Overtemperature Indication

21 AIR CONDITIONING
Zone Temperature Sensors Pack Temperature

Refer to Figure 21-34. Flight Compartment Control Valve Actuators
Sensors.
There are two pack temperature control valve
actuators (one each for No.1 and No.2 air
The zone temperature sensors are negative
conditioning packs). The actuators are mounted
coefficient glass bead type thermistors in which
on brackets in the air conditioning bay and
the resistance varies inversely with the cabin
each consists of an electric motor which drives
or flight compartment air temperature. The
mechanical linkage to open and close the valves.
sensors provide one of the signals for automatic
In the automatic temperature control mode, the
temperature control to the associated temperature
actuators are operated by signals from the cabin
controller. The cabin zone temperature sensor is in
temperature controller (No.1 pack valves), or
a LH passenger service (PSU) unit located at STN
flight compartment temperature controllers (No.2
378.68 of the cabin. On aircraft incorporating
pack valves). When cabin or flight compartment
retrofit mod 8/2061 or mod 8/2229 (1995 interior),
manual control is selected, the appropriate auto/
the cabin zone temperature sensor in located in
manual relay is energized to isolate its circuit for
the left side dado panel at STN 400.00. A fan is
automatic commands and its actuator operates
provided to blow air across the sensor. The flight
directly from electrical inputs from the cabin or
compartment zone temperature sensor is located
flight compartment manual control switch.
above the floor on the bulkhead behind the pilot’s
seat. On aircraft incorporating Mod 8/1402, the
flight compartment zone temperature sensor is Temperature Sensing Bulb
replaced with a sensor incorporating a fan. The
There is a temperature sensing bulb located in
new sensor is located above the fireaxe on the
the cabin supply duct in the air conditioning
bulkhead behind the pilot’s seat. On aircraft
bay aft of the rear pressure bulkhead, and one
incorporating Mod 8/2051, the flight compartment
located in the flight compartment supply duct
zone temperature sensor, previously located by
under the baggage compartment floor. They
Mod 8/1402, is relocated to the pilot’s rudder
are electrical resistant type which transmit
pedal cover assembly. This location provides
variations in resistance, proportional to
for a more accurate measurement of the flight
temperature changes, to the TEMP gage on
compartment temperature.
the air conditioning panel. The gage reading
allows for more precise temperature control
Duct Overtemperature Switches when operating in the manual mode.
Each duct overtemperature switch consists of
a normally open, single pole thermal switch Flight Attendant Temperature
with a bi-metal element. When the duct
temperature exceeds 88°C (190°F), contacts
Control
in the switch close and the appropriate cabin There is a temperature control rotary switch on
or flight compartment DUCT HOT caution the forward flight attendant’s panel. This switch
light illuminates. Closing of either switch also gives the flight attendant total temperature control
energizes a duct overheat control relay (K3 of the cabin conditioned air when the flight
and K4) to immediately switch the input to compartment air conditioning panel CABIN/
the appropriate air conditioning pack bypass TEMP CONTROL rotary switch is selected to
valve actuator to the manual COOL command. the full counterclockwise F/A position.
Contacts in the switch open when the duct air
temperature falls to 82°C (180°F), to resume air
conditioning operation. The duct overtemperature
OPERATION
switch for each system is located adjacent to the
Refer to MSM ATA 21.
duct temperature sensor in the cabin and flight
compartment supply ducts.

DUCT
CABIN DUCT TEMPERATURE
GRILLE GASPER TEMPERATURE SENSING
DASH 8 SERIES
GALLERY GALLERY SENSOR BULB

DADO
TO LAVATORY PANEL RISER
AND FLIGHT ATTENDANT'S DUCT
GASPER OVERTEMPERATURE
SWITCH
CABIN AIR
Figure 21-36. Cabin Air Distribution - Schematic

21 AIR CONDITIONING
21-21-01 CABIN AIR cooled by a separate under floor fan, which

draws air through the air extraction ducts on
DISTRIBUTION the equipment shelves and discharges it under
the cabin floor. From there it flows back to be
exhausted through the normal outflow valves
GENERAL
The cabin air delivery duct from the number
Refer to Figure 21-36. Cabin Air Distribution one air conditioning pack incorporates a duct
- Schematic. temperature sensor and a duct overtemperature
switch which are part of the temperature control
Conditioned air for the cabin is supplied by the system. A cabin duct temperature sensing bulb,
number one (rear) air conditioning pack. The located in the cabin supply duct downstream of
air enters the cabin via the center of the rear the duct overtemperature switch, provides signals
pressure dome and is routed below the baggage to a cabin duct temperature indicator on the air
compartment and cabin to outlets in the dado conditioning panel in the flight compartment.
panel above the floor. Air is also ducted from
the under floor cabin duct to upper outlets in the
passenger service units (PSU) in the cabin via
six left hand and five right hand sidewall risers.
In addition to normal cabin air conditioning,

manually controllable air outlets (gaspers)
are provided at each seat location, in the
center ceiling above the forward flight
attendant’s station, the lavatory, and the flight
compartment. All gaspers, except for the flight
compartment gaspers, receive conditioned air
from the cabin air supply duct via off-take
ducts from the same sidewall risers as the upper
cabin (PSU) outlets. The gaspers need more
pressure than the PSU outlets, so each riser is
fitted with a restrictor just above the gasper
off-takes. The flight compartment gaspers are
supplied with air from the flight compartment
conditioned air supply duct.
Approximately 60% of cabin air is exhausted

through slots, located between the side and
dado panels of the mid and aft cabin, passing
under the floor to be exhausted by the normal
outflow valves.
The other 40% of cabin air is exhausted

through the air recirculation system. Here the
air is drawn by two recirculation fans through
air extraction ducts located behind the top of
forward cabin dado panels, back through the
recirculation duct to the two air conditioning
pack condensers. Air flowing into the baggage
compartment is dumped overboard via the
normal outflow valves. The avionics rack is

LAVATORY FLIGHT ATTENDANT'S GASPER REAR

GASPER GASPER GALLERY PRESSURE
BULKHEAD
DASH 8 SERIES
FLIGHT
COMPARTMENT
RESTRICTOR CABIN

RISERS
LOWER CABIN AIR
FLIGHT COMPARTMENT AIR
LAVATORY
Figure 21-37. Gasper System - Schematic

21 AIR CONDITIONING
21-22-01 GASPER AIR NOTES

SYSTEM
DESCRIPTION
Refer to Figure 21-37. Gasper System
- Schematic.
The gasper air system is comprised of two

separate and independent systems (one each for
the cabin and flight compartment).
The cabin gasper system is supplied with

conditioned air from the lower cabin conditioned
air supply duct, via off-takes from ten sidewall
risers (5 on each side of the fuselage). The risers
route air to the gasper galleries that extend
above the passenger service unit (PSU) panels
on each side of the cabin. From there the air
supplied to individual controllable outlets at
each passenger seat location. The risers also
supply conditioned air to the cabin upper air
outlet grilles. The upper cabin grilles require
less air pressure than the gaspers; therefore a
restrictor is installed in each riser between the
gasper off-take and upper grille gallery.
An additional single riser supplies cabin supply

duct air to a single lavatory gasper, and a single
forward flight attendant station ceiling gasper.
The flight compartment gasper system is

supplied with conditioned air from the flight
compartment conditioned air supply duct.
Two individual controllable outlets are supplied for

both the pilot and co-pilot. A large outlet is located
at the forward end of the pilot and co-pilot side
consoles, while a smaller outlet is located below the
pilot and co-pilot windscreen corner pillars.
Flight Compartment supply duct air is also

supplied to a fixed outlet grille on the lower
forward face of the rear cabin galley. If Mod
8/2060 is incorporated, the fixed galley grille
is replaced with a uni-directional gasper nozzle
and the air supply source is changed from the
flight compartment air supply duct to the cabin
air supply duct.

FLIGHT AVIONICS OUTFLOW

COMPARTMENT COMPARTMENT VALVES
DASH 8 SERIES
CABIN BAGGAGE
COMPARTMENT CHECK
RECIRC AIR VALVES
EXTRACTION AIR EXHAUST SLOT
DUCTS

BETWEEN SIDE AND
DADO PANELS
NO. 1
RECIRC
NO. 2
FAN
RECIRC
(FLT COMPT)
RECIRCULATION FAN
DUCT (FLT COMPT)
Figure 21-38. Air Recirculation System - Schematic

21 AIR CONDITIONING
21-25-01 AIR NOTES

RECIRCULATION
SYSTEM
DESCRIPTION
Refer to Figure 21-38. Air Recirculation
System - Schematic.
The recirculation system routes exhaust air

from under the flight compartment floor, and the
cabin, via air extraction ducts located behind the
top of the dado panels adjacent to the forward
passenger seat rows. From there the air is drawn
back through the recirculation air duct to the
two air conditioning pack condenser/mixers
by their respective recirculation fans. A check
valve is installed between each recirculation fan
and its respective air conditioning pack.
The fans are controlled, through two fan control

relays, by two switches on the air conditioning
panel of the flight compartment overhead
console. The left hand switch is marked OFF-
RECIRC CABIN and controls the rear (No.1)
air conditioning pack fan, while the right hand
switch is marked OFF-RECIRC F/C and controls
the forward (No.2) air conditioning pack fan.

21 AIR CONDITIONING
RECIRCULATION RECIRCULATION
FAN FAN
No. 2 No. 1
P2 C D B A A B D C P1
2123−K2 2123−K1
FAN FAN
CONTROL CONTROL
RELAY RELAY
CR2 CR1
2123−S2 2123−S1
OFF
RECIRC RECIRC
FLT CABIN
COMP
RECIRC RECIRC
FLT COMP 5 RECIRC RECIRC 50 5 FAN
50
CONT FAN PWR FAN PWR CONT
28V DC 28V DC 28V DC 28V DC
RIGHT RIGHT LEFT LEFT
SEC BUS SEC BUS SEC BUS SEC BUS
Figure 21-39. Air Recirculation Fans - Electrical Schematic

21 AIR CONDITIONING
OPERATION NOTES
Refer to Figure 21-39. Air Recirculation Fans
- Electrical Schematic.
Selecting the left hand switch to RECIRC

CABIN completes a circuit to energize fan
control relay 2123-K1. The relay then completes
a circuit from the left 28VDC secondary bus to
the No.1 (rear) recirculation fan. Selecting the
right hand switch to RECIRC F/C completes a
circuit to energize fan control relay 2123-K2.
The relay then completes a circuit from the right
28VDC secondary bus to the No.2 (forward)
recirculation fan.

21 AIR CONDITIONING
THERMOSTATIC LOW SPEED EQUIPMENT

SWITCH WARNING COOLING FAN
DEVICE
AIR
EXTRACTION
DUCT
AVIONICS CABIN
FLT COMPT
COMP
FLT
COMPT
SENSOR
AVIONICS
FAN
Figure 21-40. Avionics Compartment Cooling Fan

21 AIR CONDITIONING
21-24-01 AVIONICS NOTES

COMPARTMENT
COOLING
DESCRIPTION
Refer to Figure 21-40. Avionics Compartment
Cooling Fan.
Avionics compartment cooling is primarily

accomplished by means of an avionics cooling
fan located under the center cabin floor aft
of the airstair door entrance. Additional
cooling is supplied by a separate equipment
cooling fan located on a shelf in the wardrobe
compartment. The equipment cooling fan
ensures the passenger address system amplifier
does not overheat and operates whenever the
main 400 Hz bus is energized.
The avionics cooling fan draws air over each of

the avionic equipment shelves, via perforated
air extraction tubes, and discharges the air
under the cabin floor. The fan is brushless,
controlled by a thermostatic switch, and is
supplied with 28VDC power from the left main
DC bus. Fan speed is monitored by a low speed
warning device located on the upper aft wall of
the avionics rack. Fan failure is indicated by a
diode warning light located on the forward face
of the flight attendant’s control panel.

21 AIR CONDITIONING
LOW SPEED
WARNING
DEVICE
P1 F E A B C
J2 P2
C
B FAN
(20 SEC DELAY ON A
DIODE
OUTPUT PIN F)
WARNING
LIGHT
DS1
B3
B2
B1
A2 A3
A1
A3 X1
A2
A1 K2
X2
X1
X2 K1
S1
CLOSES AT
> 35°C
COOLING
FAN
10
28V DC
L MAIN BUS NOTE:
IDENT CODE IS 2126 UNLESS
P/O LEFT AVIONICS
CIRCUIT BREAKER PANEL OTHERWISE INDICATED
Figure 21-41. Avionics Cooling Fan - Electrical Schematic

21 AIR CONDITIONING
OPERATION NOTES
Normal
Refer to Figure 21-41. Avionics Cooling Fan -
Electrical Schematic.
The avionics cooling fan works when aircraft

power is on and the ambient temperature at
the avionics rack is greater than 35°C (as
detected by the thermostatic switch mounted
on the upper avionics equipment shelf). In this
condition thermostatic switch S1 closes and
relay K1 is energized. 28VDC is applied from
the left DC bus through the cooling fan circuit
breaker and contacts of relays K1 and K2, to
energize the fan and provide power to the low
speed warning device. Normal operating speed
for the fan is 9000 RPM.
Fan Failure
Speed of the avionics cooling fan is monitored
at pin C of the low speed warning device by
an output from the fan. If the speed of the fan
drops to 6000 RPM or less, and remains at
the reduced speed for more than 20 seconds,
the low speed warning device provides an
output which energizes relay K2. Contacts of
K2 disconnect 28VDC from the fan; they also
maintain 28VDC to the low speed warning
device independent of relay K1. The low speed
warning device also turns on the diode warning
light DS1 to indicate fan failure.
NOTE
A 20 seconds delay is incorporated
in the low speed warning device
on output pin F. This prevents a
false fan failure indication from
the fan warning light while the
fan is spooling up to operational
speed after initial start.

21 AIR CONDITIONING
CONTROL UNIT
AND SELECTOR INDICATOR MASTER NORMAL
PANEL PANEL OUTFLOW VALVE
FORWARD
PRESSURE 18 PSI FROM
BULKHEAD DEICE SYSTEM
EJECTOR
SAFETY CABIN PRESSURE
OUTFLOW FORWARD CONTROLLER SLAVE NORMAL
VALVE DUMP SUCTION OUTFLOW VALVE
MANUAL TRUE
SELECTOR STATIC REAR PRESSURE
DOME
STATIC
SUCTION
FILTERED
CABIN
AMBIENT
ELECTRICAL SIGNAL PRESSURE RELIEF
POPPET/DIAPHRAGM FROM CABIN (SET TO RELIEVE AT 5.8 PSI)
ASSEMBLY PRESSURE CONTROLLER
CAB
OUTER
TO MAN KNOB STATIC
DOME
ON CONTROL PANEL CAB
*
CAB PRESSURE RELIEF TORQUE SUCTION
CAB (SET TO RELIEVE MOTOR EJECTOR
CAB
AT 5.8 PSI)
STATIC
CABIN AMBIENT
* WHEN OUTER DOME PRESSURE EQUALS PORT

CABIN AMBIENT, THE VALVE IS CLOSED. PLUGGED
APPLYING SUCTION OPENS VALVE.
PRESSURE RELIEF
(SET TO RELIEVE AT 5.8 PSI)
CAB
STATIC
TORQUE MOTOR
NOT ELECTRICALLY CAB
CONNECTED
CABIN PRESSURE
CONTROL PRESSURE
ATMOSPHERIC PRESSURE PORT

PLUGGED
DE-ICE PRESSURE
Figure 21-42. Pressurization Control - Schematic
Revision 0.5
21 AIR CONDITIONING
21-30-00 A CABIN PRESS caution light on the caution

lights panel in the flight compartment, is
PRESSURIZATION provided to indicate a cabin altitude of over
CONTROL 10,000 ft as sensed by a cabin pressure switch
located on the avionics rack.
Electrical power for pressurization control is

GENERAL supplied from the 28VDC left main bus.
Pressurization is controlled by two normal
outflow valves which modulate in response COMPONENTS
to electrical signals generated by a cabin
pressure controller. A safety outflow valve Outflow Valves
is provided for manual pressurization and for
Two identical normal outflow valves are located
smoke removal from the flight compartment.
on the rear pressure dome. The right valve is
The pressurized area of the fuselage extends
the main or master valve and is the only valve
from the front pressure bulkhead immediately
that has the torque motor receiving electrical
forward of the windshield at Sta. X37.3 to the
commands from the cabin pressure controller.
rear pressure dome at Sta. X715.34. This area
The left valve is the auxiliary or slave valve. It
includes the flight compartment, cabin under
has a torque motor which is not connected to
floor space and the baggage compartment.
the cabin controller but the valve is connected
pneumatically to the master valve and instantly
DESCRIPTION follows its positions as commanded by the
cabin pressure controller. Both valves consist
Refer to: of a torque motor, poppet/diaphragm assembly,
spring, outer dome and differential limiter. The
•• Figure 21-42. Pressurization Control valves are pneumatically operated and spring-
- Schematic. loaded closed. Cabin pressure is applied to the
inside of the poppet/diaphragm and to the outer
•• Figure 21-43. Cabin Pressure Selector
dome of each valve.
and Indicator Panel.
Selecting the desired cabin altitude causes a DC
The pressurization system consists of two normal
signal to position the torque motor on the master
and one safety outflow valves, a control unit
valve to meter suction (produced by the venturi
with selector panel, an indicator panel, a cabin
ejector) to the outer domes of both outflow valves.
pressure controller, a forward dump manual
Thus, a pressure differential is created between
selector, and a venturi ejector. The normal
each side of the poppet/diaphragm assemblies and
outflow valves are located on the rear pressure
if existing cabin altitude is less than selected, both
dome. The safety outflow valve is located on
valves will open to bleed off some of the cabin
the front pressure bulkhead. The cabin pressure
pressure to increase the cabin altitude.
controller is located on the avionics rack.
The system is operated and monitored from the

selector and indicator panels which are mounted
side-by-side on the overhead console in the
flight compartment. The selector panel provides
for operation of the system in the automatic,
manual or dump modes. The indicator panel is
used to monitor the system.

21 AIR CONDITIONING
Figure 21-43. Cabin Pressure Selector and Indicator Panel

21 AIR CONDITIONING
A drop in cabin pressure is sensed as a reduction The AUTO/MAN/DUMP switch is provided to

of poppet opening force and both outflow valves select the mode of operation for pressurization
will move toward the closed position to restore control. In the AUTO mode, pressurization control
cabin pressure (decrease cabin altitude). If the is completely automatic, or semi-automatic
pressure differential between the cabin and depending on the CAB-SET-NORM switch
ambient exceeds 5.8 ± 0.15 psi, the differential position. In the MAN mode, the flight crew is
pressure limiters in both outflow valves will open required to set the cabin pressure desired by
to connect the outer domes to ambient to bleed turning the manual control needle valve clockwise
pressure from each dome and allow the outflow to increase cabin altitude, or counterclockwise
valves to open. The outflow valves will also open to decrease cabin altitude. In the DUMP mode,
if the outside ambient exceeds the cabin pressure. the normal outflow valves are fully open and the
aircraft may be operated unpressurized.
The safety outflow valve on the front pressure
bulkhead operates in a similar manner but The CAB SET-NORM switch allows the crew
it is controlled manually by operation of a to select pressurization automatically in the
manual control needle valve on the control unit. NORM mode. In the CAB SET mode, the crew
Smoke removal from the flight compartment is selects the desired cabin cruising altitude, and
effected by opening of the safety valve. the destination altitude (when the aircraft begins
descent) with the ALT knob, and can vary
Aircraft with Mod 8/1800 incorporated have a the cabin altitude rate of change (if desired)
permanent small plate installed on the RH lower with the RATE knob. In the NORM mode, the
outside skin of the forward fuselage, ahead of destination altitude is selected before take-off
Station X51.00. The plate is positioned just and pressurization is automatic from take-off to
forward of the safety outflow valve ambient touch-down. In both bases, the BAR knob must
static pressure port. The purpose of the plate is be set to the correct barometric pressure.
to prevent the negative ambient pressure from
causing the outflow valve to open prematurely. The manual control needle valve is line-
connected to the outer dome of the safety
outflow valve and to ambient.
Selector Panel
Refer to Figure 21-43. Cabin Pressure Selector An arrow on the panel indicates that a clockwise
and Indicator Panel. selection will open the needle valve, venting the
dome and increases the cabin altitude. Turning
The selector panel on the control unit is the control fully counterclockwise closes the
located on the overhead console in the flight needle valve and control of the pressurization
compartment and contains a combined cabin is automatic as selected on the panel.
altitude and barometric indicator with ALT,
BAR and RATE knobs, an AUTO/MAN/DUMP The FAULT light provides visual indication of
switch, a CAB-SET-NORM switch, a manual any fault in the pressurization control system. It
control needle valve, and a FAULT light. also illuminates for approximately two seconds
when electrical power is first applied to the
The indicator is provided to set the barometric system to indicate the system is testing itself.
pressure, the desired cabin cruising altitude/ The light extinguishes if no fault is found
destination altitude, and cabin altitude rate of during the self-test.
change while in the AUTO mode. The RATE
knob is turned clockwise to increase the rate of
change. When the knob is centered, the cabin
rate of change is 500 fpm up and 300 fpm down.
Full adjustment of the knob counterclockwise
and clockwise will set the rate from 0 to 2500
fpm up and 1500 fpm down.

21 AIR CONDITIONING
Indicator Panel Forward Dump Manual Selector

The indicator panel is located adjacent to the The forward dump manual selector, located on
control unit and consists of a differential pressure the co-pilot’s side console, provides a means of
indicator, a cabin altitude indicator, and a cabin opening the safety outflow valve to dump cabin
altitude rate of change indicator. The panel is pressure. The selector, labeled FWD OUTFLOW
used for monitoring the pressurization control VALVE, has NORMAL and OPEN positions.
system in both the AUTO and MAN modes.
A cabin pressure conversion chart, located

Venturi Ejector
above the panel, shows the cabin altitude for all The venturi ejector is located adjacent to the
aircraft altitudes at maximum cabin differential right (master) normal outflow valve and is line
pressure. connected to both the master and slave valves.
Air pressure of approximately 18 psig is directed
to the venturi producing a suction that is applied
Cabin Pressure Controller to the outer domes of both normal outflow valves.
The cabin pressure controller, located on the
avionics rack, controls the opening and closing
of the normal outflow valves. The controller
compares dialed in requirements from the
selector panel with cabin pressure and ambient
pressure and sends an electrical signal to open
or close the outflow valves to maintain cabin
pressure selected.
Settings On Selector Panel

AUTO/MAN/
CAB SET/NORM RATE ALT BAR MAN
DUMP
SET TO SET TO
MID (INDEX FULL COUNTER-
AUTO NORM DESTINATION ATMOSPHERIC
MARK) CLOCKWISE
ALTITUDE PRESSURE
Electrical output from controller controls suction applied to both normal outflow valves. Cabin altitude follows a pre-
programmed schedule within the controller to minimize rates of change and avoid differential pressure limit.
SET
ENROUTE THEN FULL COUNTER-
AUTO CAB SET AS DESIRED ATMOSPHERIC
DESTINATION CLOCKWISE
PRESSURE
Electrical output from controller controls suction applied to both normal outflow valves. Cabin altitude approaches
and maintains selected enroute altitude. Destination altitude must be set at start of descent.
MAN N/A N/A N/A N/A MODULATE
Normal outflow valves are not used and are closed. Turning manual dial meters low ambient pressure to modulate
the safety outflow valve. Control effectiveness decreases as cabin pressure is reduced toward ambient.
DUMP N/A N/A N/A N/A N/A

Electrical output from controller increases to apply full suction to hold both normal outflow valves full open.
Table 21-1. Pressurization Control Settings

21 AIR CONDITIONING
OPERATION selection is for a higher cabin altitude (lower

cabin pressure) than that set on the auto control,
General manual will override the auto selection.
Refer to Table 21-1. Pressurization Control
During ground operation (engines or APU
Settings.
operating), with the AUTO/MAN/DUMP switch
selected to MAN, the manual altitude control knob
The sealed area of the fuselage is supplied with
turned fully clockwise and all doors and hatches
a relatively constant flow of conditioned air
closed, the aircraft will begin to pressurize. At
from the engine bleed air systems, and pressure
this time the safety outflow valve is spring-loaded
in the fuselage is maintained by modulating the
closed and, as there is no suction available, the
normal outflow valves to regulate the amount
valve will be slow to start to modulate resulting in
of air discharged. Both the normal and safety
an initial build-up of cabin pressure. At this time,
outflow valves incorporate integral differential
it is recommended that the AUTO/MAN/DUMP
pressure limiters which open the valves when
switch be selected to DUMP and cabin pressure
the differential pressure exceeds 5.8 ± 0.15
monitored to insure that it is at ambient prior to
psi. Both normal and safety valves will also
opening any doors or hatches.
open for negative relief if the outside ambient
pressure exceeds the fuselage pressure.
Cabin Pressure Dump
A summary of control settings for the various
Cabin pressure may be dumped by any one of
modes is shown in Table 21-1.
the following three methods:
1. With the system in AUTO, selecting the
ALT knob to a cabin altitude above the flight
Manual System Operation altitude will cause the cabin pressure to be
bled off to 0 at a rate set by the RATE knob.
Refer to Figure 21-45. Manual Outflow Valve
Operation. 2. Selecting the AUTO/MAN/DUMP switch
to DUMP causes the normal outflow valves
The pressurization level can be controlled to move to the full open position.
through the safety outflow valve by selecting
3. Selecting the forward dump manual selector
the AUTO/MAN/DUMP switch to MAN and
to OPEN causes the safety outflow valve to
setting the manual control needle valve to
move to the full open position.
achieve the desired aircraft pressure. Turning
the control clockwise vents the pressure in
the safety outflow valve outer dome to
Cabin Altitude Warning
ambient through the needle valve. This causes At cabin altitude above 10,000 or in the event
the outflow valve to open with a resultant of a malfunction in the system, a pressure
decrease in cabin pressure. Cabin pressure can switch, located on the avionics rack, closes.
be regulated by rotating the manual control to This action completes an electrical circuit to the
vary the amount of venting through the needle caution lights panel in the flight compartment
valve to obtain the desired pressurization level, and a CABIN PRESS caution light illuminates.
as shown on the indicator panel.
Even if the system is left at AUTO and

operating under automatic control, when the
manual control knob is rotated so as to open the
safety outflow valve, the resulting decrease in
cabin pressure will trigger the normal outflow
valve to close. Thus as long as the manual

21 AIR CONDITIONING
P4
P1 MASTER
S C
NORMAL
A
CHASSIS GND A S OUTFLOW
B VALVE
CABIN SET
HI K J VALVE - HI (IOW)
LO L
}
AUTO K VALVE - LO (IOW)
NORM J A +28V DC (25W)
MAN F F CABIN SET-NORMAL
P C +28V DC CABIN DUMP
DUMP M M TEST + 28V DC
N N FAULT LAMP RETURN
E E + 10V REF
G G POT RETURN
S S BARO CORRECT SIGNAL
T T CABIN RATE SIGNAL
U U LANDING ALT SIGNAL
S V CHASSIS GND
28V DC L DC
V B PWR GND
MAIN BUS
CONTROL UNIT CABIN D 28V DC-P.L. AT > 12° A.F.I.
PRESS R 28VD C-WOW
CONT CABIN PRESSURE
CONTROLLER
W e P39
C POWER
LEVER
NO 2
NC SWITCH
D3 S1
D2
D1
LGWOW1 LANDING
RELAY
(28 V DC OUTPUT - WOW) NGWOW1 GEAR
DRIVER RGWOW1
A6 SENSORS
P/O
(WEIGHT
3261-K1 LGWOW2
NGWOW2 ON
28V DC
PRESSURE RGWOW2 WHEELS)
SWITCH PROXIMITY SWITCH
3312P2 P3 ELECTRONIC UNIT (PSEU)
28V 39 C NOTE:
DC
A 1. IDENT CODE IS 2131 UNLESS
B OTHERWISE INDICATED
‘CABIN PRESS’
2 SWITCH (S1) POSITION SHOWN WHEN POWER
P/O MASTER ACTUATES AT CABIN LEVER IS ADVANCED > 12° ABOVE FLT
CAUTION UNIT ALTITUDE OF 10,000 FT. IDLE. (SWITCH RELAXED)
Ground
Initial Power 28VDC
Figure 21-44. Pressure Control - Electrical Schematic

21 AIR CONDITIONING
LEGEND
B DEICER PRESSURE
CONTROL PRESSURE
AIR DATA A
COMPUTER CABIN PRESSURE
CABIN AIR
ATMOSPHERIC PRESSURE
NORM
P VALVE OPEN
ELECTRICAL
5.8 PSI
CABIN ALTITUDE
DUMP
CABIN 3
4 5
6 RATE
F F
OF OF 2 7
F M
0 0 2 1 2 CAB ALT A INCR
1 1 8 A
6 30 4 N
UP
0 9 U
2 20 6 0 L
1000 FT 10
5 DOWN 1
14 8 T
4 3 12 10 1 2 AUTO
CAB
FT NORM
DIFF ALT 1000 RATE SET
ALT BAR
HOUSING VENT
18-PSI BLEED
CABIN DIGITAL
AIR FROM
PRESS COMPUTER
DEICING
ALTITUDE SYSTEM
CAUTION
PRESSURE CABIN AIR
LIGHT
SWITCH
TORQUE MOTOR
WEIGHT
ON WHEELS
POWER LEVERS VENTURI
ADVANCED INPUT EJECTOR-
INDUCED
CABIN AIR OUTFLOW
ATMOSPHERE SUCTION
CABIN VALVE
A B
P VALVE 5.8 PSI
Figure 21-45. Manual Outflow Valve Operation

21 AIR CONDITIONING
21-00-00 SPECIAL TOOLS & TEST EQUIPMENT

•• Thermometer - Taylor Instrument Co., Model No. 21292G (liquid in glass).
•• Test rig - GSB1216012 low pressure charging kit or equivalent.
•• GSB2400001 or equivalent - Multimeter.
•• GSB3411011 - Pitot static tester.
•• Hand held altimeter (if required).
21-00-00 CAUTIONS & WARNINGS

21-60-01 TEMPERATURE CONTROL
CAUTION
DO NOT ALLOW DUCT TEMPERATURE TO EXCEED 100°C.
12-20-21 SERVICING - AIR CONDITIONING

CAUTION
DO NOT MIX DIFFERENT TYPES OF OIL.
21-22-01 GASPER AIR SYSTEM

WARNING
OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO

MAINTENANCE ON OR NEAR ELECTRICAL/ELECTRONIC
EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE
INJURIES TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT.
21-30-00 PRESSURIZATION CONTROL

WARNING
OBEY ALL THE PRESSURIZATION SAFETY PRECAUTIONS.

IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURIES TO
PERSONS AND/OR DAMAGE TO EQUIPMENT.
WARNING
DO NOT OPEN A DOOR OR HATCH UNTIL THE AIRCRAFT

IS FULLY DEPRESSURIZED. INJURY TO PERSONS AND/OR
DAMAGE TO THE AIRCRAFT AND/OR EQUIPMENT CAN OCCUR.
Revision 0.5
21 AIR CONDITIONING
WARNING
DO NOT LET THE RATE OF CHANGE OF THE CABIN PRESSURE

BE MORE THAN 2500 FT/MIN. UP AND 1500 FT/MIN. DOWN.
THIS CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE
TO EQUIPMENT.
WARNING
DO NOT OPEN A DOOR OR HATCH UNTIL THE AIRCRAFT

IS FULLY DEPRESSURIZED. INJURY TO PERSONS AND/OR
DAMAGE TO THE AIRCRAFT AND/OR EQUIPMENT CAN OCCUR.
CAUTION
MAKE SURE THAT THE DIFFERENTIAL PRESSURE SHOWN
ON THE DIFF INDICATOR DOES NOT EXCEED 5.8 PLUS OR
MINUS 0.2 PSI.
CAUTION
DO NOT EXCEED 6 PSI DIFFERENTIAL PRESSURE.
Revision 0.5
CHAPTER 30
ICE AND RAIN
CONTENTS
Page
30-00-00 ICE AND RAIN........................................................................................... 30-1
30 ICE AND RAIN

General................................................................................................................ 30-1
Stall Warning Angle of Attack Heating System............................................. 30-3
Airframe Deicing System.............................................................................. 30-3
Elevator Horn Heating System...................................................................... 30-3
Engine Intake Adapter Heating System......................................................... 30-3
Pitot-Static Heating System........................................................................... 30-3
Windshields and Pilot’s Left Window Heating System................................... 30-3
Windshield Wiper System............................................................................. 30-3
Windshield Washer System (S.O.O. 8008)..................................................... 30-3
Propeller Deicing System.............................................................................. 30-3
30-10-00 AIRFRAME DEICING SYSTEM................................................................. 30-5
General................................................................................................................ 30-5
Description........................................................................................................... 30-5
AIRFRAME AUTO Control Switch............................................................... 30-5
AIRFRAME MANUAL Control Switch........................................................ 30-5
VALVE HEAT Control Switch....................................................................... 30-5
BOOT AIR Control Switch............................................................................ 30-5
Isolate Valve.................................................................................................. 30-7
Pressure Regulators and Check Valves.......................................................... 30-9
Electronic Timer............................................................................................ 30-9

Page
Water Separators......................................................................................... 30-11
Distributor Valves and Pressure Switches.................................................... 30-13
Advisory Lights.......................................................................................... 30-15
Pressure Transducer and Deice Dual Pressure Indicator.............................. 30-15
30 ICE AND RAIN
Low Pressure Switch................................................................................... 30-17

Ejectors....................................................................................................... 30-17
Restrictor and Check Valves........................................................................ 30-17
Moisture Drains.......................................................................................... 30-17
Deicing Boots............................................................................................. 30-19
Thermostats and Heaters............................................................................. 30-21
30-14-00 DEICING PRESSURE INDICATION........................................................ 30-23
Description and Operation.................................................................................. 30-23
Operation........................................................................................................... 30-23
30-05-00 STALL WARNING ANGLE OF ATTACK VANE HEATING SYSTEM..........30-25
General.............................................................................................................. 30-25
Description......................................................................................................... 30-25
Operation........................................................................................................... 30-25
30-16-00 ELEVATOR HORN HEATING SYSTEM.................................................. 30-27
General.............................................................................................................. 30-27
Description......................................................................................................... 30-27
Elevator Horn Heaters................................................................................. 30-27
Control Circuits.......................................................................................... 30-27
Operation........................................................................................................... 30-27
30-21-00 ENGINE INTAKE ADAPTER HEATING SYSTEM.................................. 30-29
General.............................................................................................................. 30-29
Revision 0.5
Page
Description......................................................................................................... 30-29
Operation........................................................................................................... 30-29
30-31-00 PITOT-STATIC HEATING SYSTEM......................................................... 30-31
General.............................................................................................................. 30-31
30 ICE AND RAIN

Description......................................................................................................... 30-31
Operation........................................................................................................... 30-31
30-41-00 WINDSHIELDS AND PILOT’S WINDOW HEATING SYSTEM.............. 30-32
General.............................................................................................................. 30-32
Description......................................................................................................... 30-32
Windshields and Side Window.................................................................... 30-33
Mode Select Switch..................................................................................... 30-33
Controller.................................................................................................... 30-33
Operation........................................................................................................... 30-33
30-42-00 WINDSHIELD WIPER SYSTEM.............................................................. 30-35
Description......................................................................................................... 30-35
Power.......................................................................................................... 30-35
Wiper Switch.............................................................................................. 30-35
Motor-Converter Assembly.......................................................................... 30-35
Wiper Arm and Blade Assembly.................................................................. 30-35
Operation........................................................................................................... 30-35
Electrical Operation........................................................................................... 30-37
30-45-00 WINDSHIELD WASHER SYSTEM (S.O.O. 8008).................................... 30-40
General.............................................................................................................. 30-40
Description......................................................................................................... 30-40
Control Switch............................................................................................ 30-40

Page
Reservoir Assembly..................................................................................... 30-41
Motor/Pump Unit........................................................................................ 30-41
Valve Assembly........................................................................................... 30-41
Shutoff Valve............................................................................................... 30-41
30 ICE AND RAIN
Nozzle Assemblies...................................................................................... 30-41

Operation........................................................................................................... 30-41
Windshield Washer Operation..................................................................... 30-41
Refill Operation.......................................................................................... 30-41
30-61-00 PROPELLER DEICING SYSTEM............................................................. 30-43
General.............................................................................................................. 30-43
Description......................................................................................................... 30-43
Control Switches......................................................................................... 30-43
Timers and Timer Select Relay (K5)............................................................ 30-43
Weight on Wheels Relays (System Protection)............................................ 30-43
Heating Control Relays............................................................................... 30-44
Brush Block and Slip Ring Assemblies....................................................... 30-44
Heating Elements........................................................................................ 30-44
Advisory Lights.......................................................................................... 30-45
Operation........................................................................................................... 30-45
Increased Ref Speed Switch (System)................................................................ 30-47
30-00-00 CAUTIONS & WARNINGS....................................................................... 30-52
30-10-48 Deicer Boots....................................................................................... 30-52
30-10-31 Water Separator Assemblies................................................................ 30-53
30-16-00 Elevator Horn Heating System............................................................ 30-53
Revision 0.5
30-iv FOR TRAINING PURPOSES ONLY
Page
30-31-00 Pitot Static Heating System................................................................. 30-54
12-10-30 Replenishing Windshield Washer System (S.O.O. 8008)..................... 30-54
30-61-00 Propeller Deicing System.................................................................... 30-54
30 ICE AND RAIN
Revision 0.5
ILLUSTRATIONS
Figure Title Page
30-1 Ice and Rain Protection Systems - Series 100/300.....................................30-2
30-2 Ice Protection Panel...................................................................................30-3
30-3 Airframe Deicing System - Component Location.......................................30-4
30 ICE AND RAIN

30-4 Isolate Valve..............................................................................................30-6
30-5 Isolate Valve - Diagram.............................................................................30-6
30-6 Airframe Deicing System - Component Location (Sheet 1 of 3)................30-8
30-6 Airframe Deicing System - Component Location (Sheet 2 of 3)..............30-10
30-6 Airframe Deicing System - Component Location (Sheet 3 of 3)..............30-12
30-7 Airframe Deicing System - Advisory Lights............................................30-14
30-8 Airframe Deicing System - Low
Pressure Caution Electrical Schematic.....................................................30-16
30-9 Airframe Deicing System Component Locations -300 Series...................30-18
30-10 Airframe Deicing System-
Wrap-Around Heaters Electrical Schematic.............................................30-20
30-11 Deicing Pressure Indication - Electrical Schematic..................................30-22
30-12 Stall Warning Angle of Attack Vane
Heating System - Electrical Schematic....................................................30-24
30-13 Elevator Horn Heater...............................................................................30-26
30-14 Elevator Horn Heat Switches...................................................................30-26
30-15 Engine Intake and Bypass Door...............................................................30-28
30-16 Engine Intake Adapter Heater..................................................................30-29
30-17 Pitot Static Heating System - Electrical Schematic..................................30-30
30-18 Windshield Control Panel........................................................................30-32
30-19 Windshield Wiper System........................................................................30-34
30-20 Windshield Wipers Schematic (Sheet 1 of 3)...........................................30-36
Revision 0.5
Figure Title Page

30-21 Windshield Washer System (S.O.O. 8008) - Electrical Schematic............30-40
30-22 Propeller Heating Elements.....................................................................30-42
30 ICE AND RAIN
30-23 Ice Protection Panel.................................................................................30-42

30-24 Brush Block.............................................................................................30-44
30-25 Slip Rings................................................................................................30-44
30-26 Increased Ref Speed Advisory Light........................................................30-46
30-27 Increased Ref Speed Switch.....................................................................30-46
30-28 Incr Ref Speed Inicators Are Not
Illuminated, Prop Deice Switch Selected OFF.........................................30-48
30-29 Incr Ref Speed Inicators Illuminated and Flashing...................................30-49
30-30 Incr Ref Speed Inicators Illuminated but Not Flashing............................30-50
30-31 Incr Ref Speed Inicators Are Not
Illuminated, Prop Deice Switch Selected ON...........................................30-51
Revision 0.5
30-viii FOR TRAINING PURPOSES ONLY
CHAPTER 30
ICE AND RAIN
30 ICE AND RAIN

30-00-00 ICE AND RAIN
GENERAL
Refer to:
•• Figure 30-1. Ice and Rain Protection Systems - Series 100/300.

•• Figure 30-2. Ice Protection Panel.
Ice and rain protection is provided by the following individually controlled systems.

30 ICE AND RAIN
Figure 30-1. Ice and Rain Protection Systems - Series 100/300

Stall Warning Angle of Attack Windshield Wiper System

Heating System Electrically operated windshield wipers for the
pilot’s and co-pilot’s windshields are controlled
An electric heating element is incorporated in
from the WINDSHIELD panel.
each angle of attack vane.
Power to the two stall warning angle of attack Windshield Washer System
case and vane heating elements is provided
when the 115VAC system is energized. The
(S.O.O. 8008)
30 ICE AND RAIN

heaters remain energized until the 115VAC This system is controlled from the flight
system is shut down. compartment overhead WINDSHIELD panel.
Airframe Deicing System Propeller Deicing System

Pneumatically inflatable de-icing boots are Electric heating elements are integrally moulded
incorporated on the engine intakes, wing and into the propeller blade leading edges and are
tailplane leading edges and are controlled from controlled from the ICE PROTECTION panel.
the ICE PROTECTION panel (Mod 8/0298
incorporates center wing and vertical stabilizer
de-icing boots). ICE PROTECTION
TAIL
AIRFRAME
Elevator Horn Heating System

AIRFRAME
AUTO MANUAL
OFF
OFF
SLOW
Electric heating elements are installed on the inner FAST
surface of each elevator horn leading edge and are

controlled from the ICE PROTECTION panel. WING
PROPS
Engine Intake Adapter Heating ABOVE

OFF
ABOVE
ELEV HORN
TEST
System
o o OFF OFF
-10 C -10 C
HEAT VALVE HEAT
BELOW BELOW
Each system consists of an electric linear actuator

1 PROP TMR 2
PROP BOOT AIR PITOT STATIC
and hinged door and an electrically heated NORM OFF OFF
engine intake adapter. Each bypass door actuator TEST ISO
WINDSHIELD
1 2
and heated adapter is individually controlled HEAT

OFF
WIPER
OFF PLT
from INTAKE BYPASS CONTROL switches

WARM PARK LOW
UP WDO/HT
1 and 2 located on the engine instrument panel.

NORM HIGH OFF
ON
Pitot-Static Heating System

Electric heating elements are incorporated
in the pitot heads and static ports and are
controlled from the ICE PROTECTION panel.
Windshields and Pilot’s Left

Window Heating System
Electric heating elements are incorporated
in the pilot’s and co-pilot’s windshields and
pilot’s left window and controlled from the ICE
PROTECTION panel. Figure 30-2. Ice Protection Panel
Revision 0.5
A
30 ICE AND RAIN
PART OF CAUTION
LIGHTS PANEL
B
ADVISORY
LIGHT
DEICE DUAL
ICE PROTECTION PANEL PRESSURE INDICATOR
A C
Figure 30-3. Airframe Deicing System - Component Location

30-10-00 AIRFRAME AIRFRAME AUTO Control Switch

DEICING SYSTEM The automatic control switch (3010 S3)
labeled AIRFRAME AUTO, located on the
ICE PROTECTION panel on the overhead
GENERAL console in the flight compartment, has positions
labeled OFF, SLOW and FAST and controls the
Airframe de-icing system air is tapped from application of power to the slow or fast mode
the compressors of the engines, regulated to input of the electronic timer from the 28VDC
approximately 18 psig and used for pneumatic left secondary bus through circuit breaker
30 ICE AND RAIN

airframe de-icing boot inflation/deflation, labeled AIRFRAME DEICE AUTO CONT (P8).
passenger door and forward emergency exit
door seal inflation (refer to Chapter 52), engine
drain systems (refer to Chapter 71) and vacuum
AIRFRAME MANUAL Control
pressure for the cabin pressurization system Switch
(refer to Chapter 21).
The manual control switch (3010 S2) labeled
AIRFRAME MANUAL located on the ICE
The de-icing boots bonded to the leading
PROTECTION panel has eight positions (1
edges of the wing, stabilizers and engine air
and 8 are OFF) and controls the application of
intakes are controlled for sequential inflation
power from the 28VDC right secondary bus
from switches labeled AIRFRAME AUTO or
through circuit breaker labeled AIRFRAME
AIRFRAME MANUAL located on the ICE
DEICE MANUAL CONT (E8), and permits
PROTECTION panel.
sequential selection of boot de-icing.
DESCRIPTION VALVE HEAT Control Switch

Refer to Figure 30-3. Airframe Deicing System The VALVE HEAT control switch (3010 S1)
- Component Location. located on the ICE PROTECTION panel has
positions labeled OFF and VALVE HEAT
Airframe de-icing boot inflation system and controls the application of power to the
components consist of control switches distributor valve heaters through four circuit
labeled AIRFRAME AUTO, AIRFRAME breakers labeled AIRFRAME DEICE V/HTR L
MANUAL, VALVE HEAT and BOOT AIR, STAB (R8) and V/HTR 1 (Q8) on the 28VDC
an isolate valve, four pressure regulators and left secondary bus, and AIRFRAME DEICE V/
check valves, an electronic timer, four water HTR R STAB (B8) and V/HTR 2 (C8) on the
separators, six heated distributor valves each 28VDC right secondary bus.
incorporating two pressure switches, twelve
advisory lights, two pressure transducers for
de-ice dual pressure gage indication, a low
BOOT AIR Control Switch
pressure switch and caution light indicator, The BOOT AIR control switch (3010 S4)
four ejectors (two heated), rear fuselage heated located on the ICE PROTECTION panel
check valves and a heated restrictor, moisture controls the application of power to the isolate
drains and twenty de-icing boots. Thermostats valve from the 28VDC right secondary bus,
are incorporated in the heater circuits for the through circuit breaker labeled AIRFRAME
wing ejectors, two rear fuselage drains, two DEICE MANUAL CONT (E8). The switch
check valves and restrictor. may be selected to NORM or ISO.

30 ICE AND RAIN
Figure 30-4. Isolate Valve
Figure 30-5. Isolate Valve - Diagram

Isolate Valve NOTES

Refer to Figure 30-4. Isolate Valve.
The isolate valve is installed on the wing front

spar to the right side of the aircraft centerline
(access through panel 261JT, refer to Chapter
6), in the de-icing system main feed line and
is normally in the open (NORM) position
connecting the left and right main feed lines.
30 ICE AND RAIN

The de-icing system may be pressurized by one
or both engines with the isolate valve in the
open position. Closing the valve (BOOT AIR
control switch selected to ISO) separates each
engine’s de-icing pressure output. The motor
operated valve is powered from the 28VDC right
secondary bus through circuit breaker labeled
AIRFRAME DEICE MANUAL CONT (E8).

MAIN FEED LINE WING FRONT SPAR
REDUCER
30 ICE AND RAIN
CHECK
VALVE PRESSURE
REGULATOR
REDUCER
FIREWALL
VIEW ON ARROW A
Figure 30-6. Airframe Deicing System - Component Location (Sheet 1 of 3)

Pressure Regulators and Check NOTES

Valves
Refer to Figure 30-6. Airframe Deicing System
- Component Location (Sheet 1 of 3).
Two pressure regulators and two check valves

are located in each nacelle (access through
panels 412DT and 422DT, refer to Chapter
30 ICE AND RAIN

6). The pressure regulators receive bleed air
tapped from each engine bleed air duct, reduce
and maintain the bleed air pressure to 18 + or
-1 psig and in parallel supply air to the main
feed line. A pressure relief valve incorporated
in each regulator opens between 20.5 and 22
psig in the event of regulator failure, to prevent
excessive downstream pressure. The check
valves prevent reverse flow from the system.
Electronic Timer
The electronic timer, installed on relay panel
No.2 located outboard of the wardrobe (access
through the outboard door in the wardrobe), is
energized with selection of the AIRFRAME
AUTO control switch to either SLOW or FAST.
The timer provides six automatic sequential
outputs to energize the distributor valves
solenoids and is capable of providing slow or fast
mode sequences of operation to cater to different
icing conditions. The slow mode sequence duty
cycle is 6 seconds on for each output followed by
a 204 second dwell time before repeating the six
sequences again. The fast mode sequence duty
cycle is 6 seconds on for each output followed
by a 24 second dwell time.

PRE MOD 8/0999

LINE ROUTING DISTRIBUTOR
MAIN VALVES
FEED
LINE
30 ICE AND RAIN
THERMOSTAT WATER
SEPARATOR
HEATED
EJECTOR
PRESSURE
SWITCHES
FRONT SPAR
MAIN
FEED DISTRIBUTOR
LINE VALVES
WATER
SEPARATOR
HEATED
EJECTOR
PRESSURE
SWITCHES
MOD 8/0999
LINE ROUTING
VIEW ON ARROW B
(PRE AND MOD 8/0999 VIEWS SHOWN)

Water Separators NOTES

Four water separators are installed in the

de-icing system main feed lines, two on the
wing front spar (access through removal of
leading edges 513 AL and 613 AR) and two in
the rear fuselage (through access door 311 AB).
30 ICE AND RAIN

A water separator is installed upstream of the
left wing distributor valves and upstream of the
right wing distributor valves. Two separators
are installed in the rear fuselage upstream of the
stabilizer boot distributor valves. Each separator
incorporates a drain, filter and bypass valve. If
the separator becomes blocked, the valve opens
at a differential pressure greater than 6 ± 1 psig
to maintain de-icing system pressure.
Revision 0.5
30 ICE AND RAIN

Distributor Valves and Pressure NOTES

Switches
Refer to:
•• Figure 30-6. Airframe Deicing System

•• Figure 30-6. Airframe Deicing System
30 ICE AND RAIN

Six metal distributor valves are incorporated in
the airframe de-icing system. Four distributors
are located on the wing front spar, two on each
side of the wing (access through removal of
leading edges 513 AL and 613 AR) and two
in the rear fuselage equipment compartment
(through access door 311 AB).
The distributor valve incorporates two solenoid

operated de-icing boot ports designated A and
B connected in parallel to the electronic timer,
two pressure switches (one for each boot port),
a pressure inlet port, a suction inlet port and an
exhaust port.
Each distributor valve solenoid is protected

through individual circuit breakers to prevent
a complete system malfunction if one valve
develops a short. The circuit breakers are
mounted on a bracket on relay panel No.1
located outboard of the wardrobe (access
through the outboard door in the wardrobe).
Two heater elements incorporated in each

distributor valve body provide internal icing
protection and are activated by the VALVE
HEAT control switch.
A pressure switch installed at each valve boot

port is also designated A or B to correspond
with the related port. The switch closes with
rising pressure at 15 + or -0.5 psig and opens at
10.5 + or -0.5 psig decreasing pressure. When
closed the switch illuminates the corresponding
green advisory light on the ice protection panel.

LOWER
DISTRIBUTOR
VALVE
6 5 TAIL 5 6
30 ICE AND RAIN
INBOARD UPPER B3
DISTRIBUTOR DISTRIBUTOR
VALVE VALVE A3
OUTBOARD INBOARD OUTBOARD

DISTRIBUTOR DISTRIBUTOR DISTRIBUTOR
VALVE B3 VALVE VALVE
A3
A1 B1 A2 B2 A2 B2 A1 B1
WING
1 2 4 3 4 3 2 1
INFLATION
SEQUENCE
NUMBERS
VIEW LOOKING UP AT BOTTOM

OF SYMBOLIC AIRCRAFT
NOTES
1. Advisory light sequences of operation are paired and numerically indicated.
2. The de-ice boot light numbers on the Ice Protection Panel correspond with
the boot inflation sequence. They do not reflect the location of the wing and
tail leading edges. For example: If a pilot notes that the Right wing #3 light
doesn’t illuminate on the Ice Protection Panel, it could possible be the #4
Dual Distributor Valve.
Figure 30-7. Airframe Deicing System - Advisory Lights

Advisory Lights NOTES

- Advisory Lights.
Twelve green airframe de-icing boot system

advisory lights, powered from the 28VDC right
main bus through circuit breaker labeled AFR
DEICE BOOT LTS (P5), are located on the
ICE PROTECTION panel in a view looking up
30 ICE AND RAIN

at the bottom of a symbolic aircraft.
The lights are contained within the aircraft

outline symbol in their relative aircraft
positions. Eight lights are on the WING and
four lights on the TAIL. The advisory lights,
each energized by its related distributor valve
pressure switch as the distributor valve port
opens to inflate the boots, indicate de-icing boot
inflation when illuminated and boot deflation
when extinguished. The advisory lights
illuminate in pairs, each light representing one
or more boots being inflated.
Pressure Transducer and Deice

Dual Pressure Indicator
Two pressure transducers, one installed in
each pressure regulated main feed line, supply
the electrical signals to operate the de-ice
dual pressure indicator. The transducers are
located behind the left and right wing root
fairings (access panels 261 DT and 261 NT).
Electrical power for the pressure indicating
system is applied from the 28VDC left and
right secondary buses, through circuit breakers
labeled AIRFRAME DEICE PRESS IND 1 (N8)
and AIRFRAME DEICE PRESS IND 2 (A8)
(refer to DEICING PRESSURE INDICATION).
An airframe de-ice system dual pressure

indicator is located on the co-pilot’s side
console, labelled DEICE PRESS 1 and 2, and
has dual inputs each providing readings gaged
from 0 to 30 psi to indicate system pressures.

30 ICE AND RAIN
Figure 30-8. Airframe Deicing System - Low Pressure Caution Electrical Schematic

Low Pressure Switch Restrictor and Check Valves

Refer to Figure 30-8. Airframe Deicing System A heated restrictor and two heated check valves
- Low Pressure Caution Electrical Schematic. are located in the rear fuselage. The restrictor is
installed in a line interconnecting the two main
The low pressure switch is located downstream feed lines to the distributor valves, and the check
of the pressure regulators and under the cabin valves are installed upstream of the restrictor,
floor in the line to the passenger and forward one in each main feed line. In the event of
emergency exit door inflatable seals. damage and/or loss of pressure upstream of
either check valve, the interconnecting restrictor
30 ICE AND RAIN

The switch contacts close at 5.5 + or -0.8 psig ensures that a minimum pressure is available to
decreasing pressure illuminating the amber both stabilizer boot distributor valves.
DEICE PRESS light on the caution lights
panel and open at 7.5 + or -0.8 psig increasing
pressure extinguishing the caution light.
Moisture Drains
Moisture condensation is removed from
A time delay relay is added into the caution the de-icing system feed lines by the water
light circuit to prevent spurious DEICE PRESS separators (each incorporating a drain) and
caution indications when the engine bleed is through drain orifices in the feed lines. One
switching from high to low (and low to high) manually removable drain plug is located in
pressure bleed supply. each of the left and right main feed lines at
the wing/fuselage fairing area (access through
panels 263 BL and 264 BR) and in the rear
Ejectors fuselage four drain orifices fitted with removable
Four ejectors are installed in the airframe drain plugs are embodied in the lower end of
de-icing system adjacent to the distributor the four pipes (downstream of the distributor
valves to provide suction at 4.5 inches Hg valves) supplying air pressure to the stabilizer
minimum to the de-icing boots completing and boots. Aircraft incorporating Mod 8/0919 have
maintaining deflation. Two wing front spar 1/64 inch (0.4 mm) diameter drain holes in the
mounted (one left and one right side) ejectors plugs to provide continuous drainage.
incorporate wrap around heaters to provide
ejector anti-icing. Each wing ejector provides Heated drain orifices are incorporated at the
suction for two distributor valves. Two ejectors two main feed line ends in the rear fuselage
are installed in the rear fuselage, each supplying (upstream of the water separators).
suction for one distributor valve.
On aircraft incorporating Mod 8/0531, metal

ejectors replace the phenolic ejectors installed
on the wing front spar and are offered as an
alternate for the rear fuselage phenolic ejectors.

30 ICE AND RAIN
Figure 30-9. Airframe Deicing System Component Locations -300 Series

Deicing Boots The wing and horizontal stabilizer de-icing

boots are incorporated into the composite
Refer to Figure 30-9. Airframe Deicing System leading edges as an integral part of the cured
Component Locations -300 Series. component during manufacture (hot bonding).
Inflatable de-icing boots are bonded to the Aircraft incorporating Mod 8/0941, cold bonded
airframe wing, stabilizers and engine air intake urethane de-icing boots replace hot bonded
leading edges Six boots are bonded to each boots. Mod 8/0961 introduces a urethane outer
side of the wing leading edge, one boot to each ply engine intake de-icing boot.
engine air intake leading edge, one boot with
30 ICE AND RAIN

separate upper and lower sections is installed
On aircraft incorporating Mod 8/1401, the wing
as a single unit to the vertical stabilizer
leading edge de-icing boots adjacent to each
leading edge, and four boots are bonded to the
engine nacelle are replaced by urethane de-icer
horizontal stabilizer leading edge.
boots. Urethane boots provide high resistance
to oil contamination and are installed by cold
On the left and right sides of the wing, the three bonding. The relocation of the boots external
furthest outboard de-icing boots on each side to the wing profile simplifies removal and
are connected to that sides outboard distributor installation of the boots.
valve. The remaining de-icing boots on each side
of the wing, including the engine intake boot, are
On aircraft incorporating Mod 8/1670, the wing
connected to that sides inboard distributor valve.
leading edge de-icing boots located between
stations YW 288.0 and YW 326.0 and between
The inboard and outboard boots on each side of stations YW 326.0 and YW 405.0 each side
the horizontal stabilizer and the upper and lower of the wing, are installed by cold bonding.
vertical stabilizer boots are pneumatically cross On aircraft incorporating Mod 8/1671, the
connected to both distributor valves in the rear horizontal stabilizer de-icing boots are installed
fuselage to provide partial de-icing capabilities by cold bonding.
in the event of a single distributor valve failure.
The left inboard, right outboard and lower
vertical stabilizer boots are connected to the
lower distributor valve. The left outboard, right
inboard and upper vertical stabilizer boots are
connected to the upper distributor valve.
The pneumatic routing and electrical sequence

in combination cause the upper vertical
stabilizer boot to inflate with the inner
horizontal stabilizer boots and the lower
vertical stabilizer boot to inflate with the outer
horizontal stabilizer boots.
Aircraft incorporating Mod 8/0831, the outer

surface of the de-icing boots on the vertical
stabilizer is painted with conductive coating
(A56B) to prevent static buildup. These boots are
later replaced with new conductive type boots
(Mod 8/0973) to suit H.F. antenna installation.

REAR FUSELAGE REAR FUSELAGE

30 ICE AND RAIN
LEFT RIGHT SIDE RIGHT

LEFT SIDE DEICE LEFT DEICE WING DEICE RIGHT DEICE
WING EJECTOR DRAIN (LOWER) CHECK RESTRICTOR EJECTOR DRAIN (UPPER) CHECK
HEATER HEATER VALVE HEATER HEATER HEATER HEATER VALVE HEATER
25W 30W 30W 30W 25W 30W 30W
THERMOSTAT THERMOSTAT THERMOSTAT THERMOSTAT

3071−S1 3071−S3 3071−S2 3071−S4
AIRFRAME DEICE
L EJECT AFR DEICE
HTRS (S8) R EJECT
HTRS (C9)
5 5
28V DC 28V DC
LEFT SEC BUS RIGHT SEC BUS
NOTE: THERMOSTATS CLOSE ON DECREASING TEMPERATURE

o o
50 + OR −5 F (10 o + OR − 2.7 o C).
Figure 30-10. Airframe Deicing System- Wrap-Around Heaters Electrical Schematic

Thermostats and Heaters NOTES

Refer to Figure 30-10. Airframe Deicing System-
Wrap-Around Heaters Electrical Schematic.
Thermostatically controlled, wrap-around

silicone rubber heaters are installed on the
wing ejectors and on two rear fuselage drains,
two check valves and restrictor. The thermostats
controlling the application of power to the
30 ICE AND RAIN

ejector heaters are located on the wing front spar
inboard of the water assemblies (access behind
leading edge assemblies 513 AL and 613 AR).
Two thermostats controlling the application of
power to the rear fuselage drain, check valve
and restrictor heaters are adjacently installed at
Stations X 794 and X 797 approximately.
Power is supplied to the heaters from the

28VDC left and right secondary buses through
circuit breakers labelled AIRFRAME DEICE L
EJECT HTRS (S8) and AFR DEICE R EJECT
HTRS (C9). The heaters are activated providing
electrical power is available and the applicable
thermostat is closed (outside air temperature
below 50 + or −5 °F (10 + or −2.7 °C)).

30 ICE AND RAIN
Figure 30-11. Deicing Pressure Indication - Electrical Schematic

30-14-00 DEICING NOTES

PRESSURE INDICATION
DESCRIPTION AND
OPERATION
Refer to Figure 30-11. Deicing Pressure
30 ICE AND RAIN

Indication - Electrical Schematic.
Deicing pressures are indicated by a dual

indicator installed on the co-pilot’s side
console. The dual indicator operates on signals
supplied by pressure transducers installed on
the de-icing pressure lines in the left and right
wing root fairings. The system is supplied with
28VDC from the left and right secondary buses
and protected by 5 ampere AIRFRAME DEICE
PRESS IND 1 and AIRFRAME DEICE PRESS
IND 2 circuit breakers.
With the isolate valve in the open (NORM)

position, the same de-icing system pressure
will be shown by both indicator needles. With
the isolate valve in the closed (ISO) position,
each needle indicates the pressure in only one
half of the system.
OPERATION

30 ICE AND RAIN
Figure 30-12. Stall Warning Angle of Attack Vane Heating System - Electrical Schematic

30-05-00 STALL WARNING OPERATION

ANGLE OF ATTACK Refer to Figure 30-12. Stall Warning Angle
VANE HEATING SYSTEM of Attack Vane Heating System - Electrical
Schematic.
When the left and right 115VAC system is

GENERAL energized power is applied to the case and vane
heaters through the L AOA VANE HTR and R
The two stall warning angle of attack (A.O.A.)
30 ICE AND RAIN

AOA VANE HTR circuit breakers. The heaters
vanes (refer to Chapter 27, Flight Controls),
remain energized until the 115VAC system is
each have integral electrical case and vane
shut down.
heaters to prevent icing.
F a ults a r e de te c te d thr ough c ontin u o u s
DESCRIPTION monitoring as part of the operational test
capability (BITE). If the absence of vane
Refer to Figure 30-12. Stall Warning Angle heater current is detected, a fault is registered
of Attack Vane Heating System - Electrical and the PUSHER SYST FAIL and the
Schematic. appropriate STALL SYST FAIL caution light
is illuminated. The warning and/or pusher
Power to the two stall warning angle of attack case function is inhibited on affected side in aircraft
and vane heating elements is provided when the stall conditions only.
115VAC system is energized. This is monitored
by the Stall Warning Stick Pusher Computer.
The vanes are de-iced by two separate, self

regulating type heaters, one in the case and one in
the vane. Both have a common supply but separate
return pins in their connectors. The power sources
are the left and right 115VAC variable frequency
buses, L AOA VANE HTR, R AOA VANE HTR
circuit breakers. This power is applied to the
heaters whenever the buses are energized.
As part of the operational test capability (BITE),

tests for abnormal conditions are conducted
without degrading the stall warning or pusher
performance. The absence of vane heater
current is detected and indicated. Separate
sensors for the case and vane elements are
provided to easily identify a faulty circuit. The
AC power discrete signal indicates the presence
or absence of AC power on the 115VAC bus
through the left and right L AOA CUR SENSE,
R AOA CUR SENSE circuit breakers. When
compared with the vane heater current, a fault
is registered if bus power is present and no
heating current is detected. The PUSHER
SYST FAIL and the associated STALL SYST
FAIL light is illuminated if a fault is detected.

ICE PROTECTION
TAIL
AIRFRAME AIRFRAME
AUTO MANUAL
OFF
OFF
SLOW
FAST
30 ICE AND RAIN
WING
PROPS
OFF
ELEV HORN
ABOVE TEST
ABOVE
o o OFF OFF
-10 C -10 C
HEAT VALVE HEAT
BELOW BELOW
1 PROP TMR 2
PROP BOOT AIR PITOT STATIC
NORM OFF OFF
TEST ISO 1 2
Figure 30-13. Elevator Horn Heater
Figure 30-14. Elevator Horn Heat Switches

30-16-00 ELEVATOR Control Circuits

HORN HEATING SYSTEM Control circuits for the elevator horn heating
system include WOW (weight on wheels)
relays 3261-K1, K2 and K3, OAT (outside air
temperature) thermostats 3015-S2, S3 and S6,
GENERAL control relays 3015-K1 and K2, current sensing
relays 3015-K3 and K4, time delay relay 3015-
Electrically heated elements are installed in
K5 and test relay 3015-K6.
each elevator horn leading edge to prevent
30 ICE AND RAIN

jamming of the elevators due to ice build-up
on the elevator horns. OPERATION
DESCRIPTION
Refer to Figure 30-13. Elevator Horn Heater.
The elevator horn heating system incorporates

a separate control circuit for each horn heater
through a common control switch (S1) located
on the ice protection panel. The control switch
can be selected from OFF to either HEAT or
to TEST. Two caution lights labelled L ELEV
HORN HEAT and R ELEV HORN HEAT
visually indicate which circuit has failed. Control
power is supplied from the 28VDC L and R
SECONDARY buses, through circuit breakers
labeled ELEV HORN HT L and ELEV HORN
HT R and control switch S1. Indication power
for the caution lights is supplied from a separate
28VDC L MAIN bus through a circuit breaker
labeled ELEV HORN HTR WARN. Power for
the heater elements is supplied from the A phase
115VAC VARIABLE FREQUENCY LEFT and
RIGHT BUS through circuit breakers labeled L
ELEV HORN HT and R ELEV HORN HT.
Elevator Horn Heaters

Figure 30-14. Elevator Horn Heat Switches.
Elevator horn heaters are installed on the inner

surface of the horn leading edges. Each heater has
two 1100W 115VAC nickel elements, with each
element insulated by silicone rubber impregnated
glass cloth. One element is normally in use while
the other is available as an alternate by selecting
the elevator horn heat switches labelled ELEV
HORN HT L and R from the NORM (normal)
selection to ALT (alternate). The switches are
located in the rear fuselage adjacent to the tail
service light (Sta. X 745.20).

30-28 30 ICE AND RAIN
DASH 8 SERIES
ENGINE INTAKE
BYPASS DOOR
OPN HTR OPN HTR
CLOSED CLOSED

1 2
ENGINE INTAKE BYPASS DOOR SWITCHLIGHTS
ENGINE INTAKE BYPASS DOOR SWITCHLIGHTS (2)
PRESS-ON / PRESS-OFF SWITCHLIGHT CONTROLS BYPASS DOOR AND

INTAKE ADAPTER HEATER OPERATION FOR RELATED NACELLE.
CLOSED LENS GREEN ILLUMINATES WHEN BYPASS DOOR IS CLOSED
AND HEATER IS OFF. PRESSING SWITCHLIGHT OPENS DOOR AND
ENERGIZES HEATER; CLOSED LIGHT GOES OUT AND SEPARATE OPN
AND HTR LIGHTS (AMBER) COME ON TO CONFIRM DOOR OPENING AND
HEATER ACTIVATION, PRESSING AGAIN CLOSES DOOR AND SHUTS OFF
HEATER. HEATERS WILL NOT OPERATE IF ENGINE IS NOT RUNNING OR
TEMPERATURE IS ABOVE 15°C.
Figure 30-15. Engine Intake and Bypass Door

30-21-00 ENGINE DESCRIPTION

INTAKE ADAPTER Figure 30-16. Engine Intake Adapter Heater.
HEATING SYSTEM Each heater consists of two (main and spare)
800 watt elements which are embedded in epoxy
glass fiber and are installed on the inner surface
GENERAL of the intake adapter. The heaters are insulated
using stayfoam polyurethane and are sealed with
Refer to Figure 30-15. Engine Intake and
30 ICE AND RAIN

polysulfide. A seal and seal retainer are installed
Bypass Door.
around the outer edge of the intake adapter.
An electrical heater is incorporated in the
engine intake adapter for each engine to OPERATION
provide engine intake anti-icing. Heater
element activation is dependent upon the Refer to MSM ATA 30.
engine running (oil pressure switch closed),
intake adapter heater thermostat closed and
ENGINE INTAKE BYPASS DOOR 1 and/or
2 selected to its open (OPN) position.
A spare element is provided on each intake adapter

heater and can be connected into the system by the
ground crew to continue the function previously
performed by the main element.
Figure 30-16. Engine Intake Adapter Heater

30 ICE AND RAIN
Figure 30-17. Pitot Static Heating System - Electrical Schematic

30-31-00 PITOT-STATIC OPERATION

HEATING SYSTEM With the PITOT WRN circuit breaker closed,
power is supplied through the normally closed
contacts of relays K1 and K2 and the PITOT
GENERAL HEAT 1 and PITOT HEAT 2 caution lights
come on.
Refer to Figure 30-17. Pitot Static Heating
System - Electrical Schematic. With all circuit breakers closed and the PITOT
30 ICE AND RAIN

STATIC switches (1 and 2) on, current is drawn
The pilot’s and co-pilot’s pitot head, and the left by serviceable pitot heater elements, through
and right static pressure ports (refer to Chapter the coils of relays K1 and K2.
34, PITOT-STATIC SYSTEM), each incorporate
an integral electrical heating element to prevent This causes relays K1 and K2 to be energized
icing. The heating elements are controlled by and the normally closed contacts are opened to
switches located on the ice protection panel. remove power from the caution lights which
Failure of the pitot heating circuits is indicated go off indicating that the No.1 and No.2 pitot
by the operation of caution lights. heaters are both working.
If a power failure occurs at either of the pitot

DESCRIPTION heaters, or a heater element circuit opens, the
appropriate interconnected sensing relay is
The pilot’s pitot head and static port heaters
de-energized to the normally closed position to
are both controlled by the PITOT STATIC 1
provide power to the associated caution light
control switch S1. Power is supplied from the
which illuminates.
left essential and left main DC buses through
the PITOT HTR 1 and STAT PORT HTR 1
circuit breakers.
The co-pilot’s pitot head and static port heaters

are both controlled by the PITOT STATIC 2
control switch S2. Power is supplied from the
right main DC bus through the PITOT HTR 2
and STAT PORT HTR 2 circuit breakers.
The wires for the pitot-static heating system are

twisted to prevent electromagnetic interference
with other systems.
PITOT HEAT caution lights labeled PITOT

HEAT 1 and PITOT HEAT 2 are operated by
current sensing relays through a PITOT WRN
circuit breaker and powered from the 28VDC
left essential bus. The two sensing relays are
located on relay panel No.1, left hand side, and
the caution lights are located on the left side of
the caution lights panel. The energizing coils
of the relays are wired in series with the pitot
heater elements.

30-41-00 WINDSHIELDS by a single mode select switch (S1) labeled

HEAT and the pilot’s side window is switched
AND PILOT’S WINDOW by a single ON-OFF switch (S2) labeled PLT
HEATING SYSTEM WDO/HT. Both switches are located on the
WINDSHIELD panel on the overhead console.
Each sub-system is controlled by a separate but

GENERAL identical temperature controller.
The electronically-controlled windshields and
30 ICE AND RAIN
Each sub-system circuit consists of the

pilot’s window heating system maintains the
electrically heated windshield or window with
pilot’s and co-pilot’s windshield, and pilot’s
temperature sensor, a controller, control relays
side window at a temperature of 108 + or -4 °F
and caution light circuitry. The three controllers
(42 ° + or -2 °C) to provide anti-icing and/
operate a total of nine relays through which
or demisting. The system includes overheat
they control the application of power to the
protection that shuts off heating and control
heaters and operation of the associated caution
power if the windshields and/or window
lights. Each controller controls three relays.
temperatures exceed 122 ° + or -4 °F (50 ° + or
A tenth relay is directly controlled by the
-2 °C). The overheat protection also includes
mode select switch, and is mounted adjacent
three overheat caution lights providing a
to the pilot’s and co-pilot’s windshields. The
visual indication of an overheat condition of
remaining relays are located on the LH relay
the affected windshield or window.
panel at Sta. X137.00.
DESCRIPTION The three heating elements are powered from the

variable frequency AC bus system. The pilot’s
Refer to Figure 30-18. Windshield Control Panel. side is connected to the left AC bus through the
30 ampere L WSHLD HT circuit breaker on
The complete heating system consists of three C phase, and the side window through the 10
sub-systems, one for each windshield and one ampere L WDO/HT circuit breaker on B phase.
for the pilot’s side window. Operation of all The co-pilot’s windshield is powered from the
three sub-systems is similar. Switching of the right AC bus, C phase, through the 30 ampere
pilot’s and co-pilot’s windshield heaters is R W/SHLD HT circuit breaker.
WINDSHIELD
HEAT WIPER
OFF OFF PLT
WARM PARK LOW
UP WDO/HT
NORM HIGH OFF
ON
Figure 30-18. Windshield Control Panel

The controllers and associated relays are heated surfaces. The solid-state switching
powered by the DC buses. The pilot’s circuits control the system relays. A multi-pin
windshield is fed from the left essential bus connector provides connections to external
through the PLT WS/HT CONT circuit breaker, circuits in the system.
the co-pilot’s windshield is fed from the right
main bus through the COPLT WS/HT CONT Each controller contains two separate
circuit breaker and the pilot’s side window is monitoring and control switching circuits; one
fed from the left essential bus through the PLT for normal operation and the other for overheat
WDO/HT CONT circuit breaker. condition. The circuits are identical with the
30 ICE AND RAIN

exception of the sensor bridge input circuit
component values. The windshield normal
Windshields and Side Window and overheat sensors are each connected to a
Refer to Figure 30-18. Windshield Control Panel. separate bridge input monitoring circuit within
the controller.
Both windshields and the pilot’s side window
are of laminated construction (refer to Chapter The sensors form one leg of a voltage bridge,
56), each incorporating a heating element, and vary their resistance with changes in
normal and overheat temperature sensors, and windshield temperature, altering the bridge
a spare unconnected sensor. The windshield balance and producing a change in output
heating elements are 3000 watts each, and the voltage. At preset voltage levels corresponding
side window, 1100 watts. The sensors vary in to the desired operating temperature range, the
internal resistance with temperature change, output transistors are biased off (windshield
and the variation is used by the controllers to up to temperature) or driven into conduction
turn the heaters on or off as required. (windshield cold) thereby acting as a switch.
The transistor switch applies voltage to the
In the event of failure of one of the used sensors, external control relays below the trip point,
the operator can connect the spare sensor in and removes the voltage above the trip point.
its place (refer to WINDSHIELD HEATING
SYSTEM - MAINTENANCE PRACTICES).
Failure of two sensors would necessitate
OPERATION
replacement of the affected windshield or window.
Mode Select Switch

Switching of the system is provided by the
mode select switch on the WINDSHIELD panel
on the overhead console. It is a four-pole,
three-position rotary switch labeled HEAT
with positions OFF, WARMUP and NORMAL.
The contacts are arranged in a make-before-
break configuration, providing electrical
continuity when selecting between WARMUP
and NORMAL positions.
Controller
The three controllers are located on the rear of
the avionics rack at Sta. 122.55. They are solid-
state switching devices, providing temperature
monitoring through a bridge network in the
input circuits connected to the sensors in the

30 ICE AND RAIN
Figure 30-19. Windshield Wiper System

30-42-00 WINDSHIELD Wiper Arm and Blade Assembly

WIPER SYSTEM The wiper arm and blade assembly is mounted
on the converter output shaft adjusting sleeve
and secured to the shaft by a washer, nut and
cotter pin. A bolt, washer, nut and cotter pin
DESCRIPTION secure the adjusting sleeve in the hub arm.
Refer to Figure 30-19. Windshield Wiper System.
The wiper arm is hinged to the hub and
incorporates a tension spring. A trigger and
30 ICE AND RAIN

The windshield wiper system consists of a
detent is also incorporated in the arm to
pilot’s and co-pilot’s installation controlled by
facilitate removal and installation of the arm
a single switch labeled WIPER, located on the
and blade assembly by retaining the blade away
WINDSHIELD panel on the overhead console.
from the windshield. An ice detector is riveted
Each installation consists of a motor-converter
to the wiper arm attachment (Detail B) and is
assembly and a wiper and blade assembly.
illuminated by lights located in and controlled
from the flight compartment.
Power
The wiper blade is secured on the arm with a
The pilot’s wiper circuit is supplied from the
nut, washers and cotter pin.
28VDC left secondary bus through a PLT W/S
WIPER circuit breaker, and the co-pilot’s
wiper circuit is supplied from the 28VDC right OPERATION
secondary bus through a COPLT W/S WIPER
circuit breaker. Refer to MSM ATA 30.
Wiper Switch
The wiper switch is a multi-section, rotary
switch with positions labeled OFF, LOW,
HIGH and PARK, and controls the pilot’s and
co-pilot’s wiper motor circuits. The PARK
position is a spring-loaded momentary position.
Motor-Converter Assembly
The motor-converter assemblies are located one
on each side of the aircraft centerline, forward
of the front pressure bulkhead.
Each motor-converter assembly consists of

a DC motor with two field windings, a park
switch and a converter gearbox, which converts
the rotary motion of the motor to an oscillating
motion at the wiper blade arm. Each motor
is protected by a thermal protection circuit
breaker and a permanent grounding contact to
the aircraft structure.
The assembly incorporates radio noise filters

to suppress interference.

PILOT'S MOTOR
CONVERTER ASSEMBLY
PLT W/S
F
WIPER (S7) 11
28 VDC THERMAL
18 12
LEFT SEC 10 PROTECTION M
BUS
13 E
17
RADIO NOISE FILTERS

PARK SW
30 ICE AND RAIN
C
16 15 14
FIELD 2
G
21
28 22
D
27 FIELD 1
23
WIPER SWITCH
B
3042-S1
26 24
25
COPILOT'S MOTOR
CONVERTER ASSEMBLY
CO-PLT W/S
F
WIPER (A7) 31 THERMAL
28 VDC 38 32 PROTECTION
RIGHT SEC 10
BUS
37 33 E
RADIO NOISE FILTERS
PARK SW
34
36 C
35
FIELD 2
G
41
48 42
D
47 FIELD 1
43
B
44
46
45
WIPER (S1)
OFF
PARK LOW
LOW SELECTED
HIGH
Figure 30-20. Windshield Wipers Schematic (Sheet 1 of 3)

ELECTRICAL OPERATION NOTES

With the WIPER switch at LOW, the two field
windings in each motor are connected in series
by the associated switch section contacts, and
the motors rotate at a slow speed. Moving the
switch to HIGH parallels the windings in each
motor, and they rotate at a higher speed. With
the switch moved to OFF from either the HIGH
30 ICE AND RAIN

or the LOW position, power is removed from
the motor field windings, and the blades stop
at that point.
The momentary PARK position of the switch

and the park switch in the motor-converter
assembly provide for parking the blades. With
the WIPER switch held in PARK, the motor
field windings are in series, and the motors
rotate at a slow speed. When the blade drives
reach the blade-parked position, the park
switches are mechanically closed, shorting out
the motor armatures and stopping the motors in
the parked position. When released, the WIPER
switch returns to OFF, removing power from
the motor circuits.

PILOT'S MOTOR
CONVERTER ASSEMBLY
PLT W/S
F
WIPER (S7) 11
28 VDC THERMAL
18 12
BUS
13 E
17
RADIO NOISE FILTERS

PARK SW
30 ICE AND RAIN
C
16 15 14
FIELD 2
G
21
28 22
D
27 FIELD 1
23
WIPER SWITCH
B
3042-S1
26 24
25
COPILOT'S MOTOR
CONVERTER ASSEMBLY
CO-PLT W/S
F
RIGHT SEC 10
BUS
37 33 E
RADIO NOISE FILTERS
PARK SW
34
36 C
35
FIELD 2
G
41
48 42
D
47 FIELD 1
43
B
44
46
45
WIPER (S1)
OFF
PARK LOW
HIGH SELECTED
HIGH

PILOT'S MOTOR
CONVERTER ASSEMBLY
PLT W/S
F
WIPER (S7) 11
28 VDC THERMAL
18 12
BUS
13 E
17
RADIO NOISE FILTERS

PARK SW
30 ICE AND RAIN

C
16 15 14
FIELD 2
G
21
28 22
D
27 FIELD 1
23
WIPER SWITCH
B
3042-S1
26 24
25
COPILOT'S MOTOR
CONVERTER ASSEMBLY
CO-PLT W/S
F
RIGHT SEC 10
BUS
37 33 E
RADIO NOISE FILTERS
PARK SW
34
36 C
35
FIELD 2
G
41
48 42
D
47 FIELD 1
43
B
44
46
45
WIPER (S1)
OFF
PARK LOW
PARK SELECTED
HIGH

30-45-00 WINDSHIELD DESCRIPTION

WASHER SYSTEM Refer to Figure 30-21. Windshield Washer
(S.O.O. 8008) System (S.O.O. 8008) - Electrical Schematic.
The windshield washer system (S.O.O. 8008)

consists of a control switch, reservoir assembly,
GENERAL electric motor/pump unit, valve assembly,
shutoff valve, and two nozzle assemblies.
The windshield washer reservoir is filled with
30 ICE AND RAIN
KILFROST AL36-WWF MOD 2 or PACE

116-13. An electric motor/pump unit pumps Control Switch
fluid through pipes and nozzles onto the
The spring loaded, two position, momentary
windshields, and in conjunction with operation
selected control switch labeled WASH is
of the windshield wipers, washes the pilot’s
located on the overhead WINDSHIELD control
and co-pilot’s windshields.
panel and power to the switch is applied from
the 28VDC right secondary bus through the
W/S WASH PUMP circuit breaker.
PART OF
DC CONTACTOR BOX
W/S WASH
PMP MAN BAT/ESS
CONT
5 5
28 V DC RIGHT 2431−CB33 CR2
SEC BUS
(C7)
2 S3
6
4
1 S2
5
3
WINDSHIELD WASHER PUMP
CR1
NOTES: 1 IDENT CODE IS 3043 UNLESS OTHERWISE INDICATED.
2 CONTROL SWITCH S2 LOCATED ON WINDSHIELD CONTROL PANEL
3 MICRO SWITCH S3 LOCATED IN VALVE ASSEMBLY AND

OPERATES CLOSED ON LAST 0.10 INCH (2.54 mm) OF
PLUNGER TRAVEL(GROUND SERVICE POSITION).
Figure 30-21. Windshield Washer System (S.O.O. 8008) - Electrical Schematic

Reservoir Assembly OPERATION

The reservoir assembly consists of a 2 U.S.
gallon (7.6 litres) light alloy container with a
Windshield Washer Operation
sight glass to monitor fluid quantity, an orifice With the washer control switch (S2) labeled
for system fluid flow and replenishment and WASH selected and held, power is applied
an overflow pipe. The container is secured from the 28VDC right secondary bus to the
to mounting brackets in the forward area of motor/pump. The motor is energized and the
the aircraft nose compartment by a clamp and pump delivers fluid from the reservoir, via the
neoprene strip. Access for servicing is provided valve assembly, to the windshield nozzles and
30 ICE AND RAIN

through the upper right nose compartment the pilot’s and co-pilot’s windshields. Fluid
access door 212 BR (refer to Chapter 6). will continue to flow until the WASH switch
(S2) is released and the motor de-energized.
Motor/Pump Unit
The motor/pump unit incorporates a 28VDC
Refill Operation
explosion-proof type motor with internal RF Reservoir refilling is accomplished by releasing
suppression. The pump has an outlet capacity the flexible refill (suction) hose from the
of 20 U.S. gallons (75 litres) per hour at fuselage structure retaining clips, removing
25 psig and incorporates an integral relief the protective cap and immersing the hose
valve set at 10 psig above normal operating end (including check valve and filter) in the
pressure. The unit is mounted outboard of the container filled with KILFROST AL36-WWF
reservoir assembly and is connected to the MOD 2 or PACE 116-13 washer fluid. The
valve assembly by rigid pipes. check valve ensures that the flexible hose
remains primed for the next refill operation.
Valve Assembly Operation of the valve assembly handle,
The five-port valve assembly consists of a valve displaces the valve’s spool and sleeve, closes
body, a spring-loaded spool and sleeve, an the contacts of the micro switch (S3) and
operating handle, a micro switch and a shutoff connects 28VDC power from the right main
valve. The valve assembly is mounted forward bus through the MAIN BAT/ESS CONT circuit
of the reservoir. breaker to energize the pump motor. Fluid is
pumped from the container through the valve
assembly into the reservoir.
Shutoff Valve
The normally open shutoff valve installed in The reservoir contents can be monitored through
the pipeline to and from the reservoir facilitates the sight glass and any overfilling is relieved by
removal of the motor/pump without draining an overflow drain pipe. Releasing the handle
the reservoir. opens the micro switch (S3), de-energizes the
pump motor and reconnects the valve assembly
to the pipe to the windshield nozzles.
Nozzle Assemblies
Two nozzles spray washer fluid onto the pilot’s
and co-pilot’s windshields. Washer fluid is
pumped through the valve assembly, through
a single rigid pipe to a tee piece with two
reducers and from the reducers two pipes are
routed up to terminate at the spray nozzles
which are directed towards the windshields.

30 ICE AND RAIN
Figure 30-22. Propeller Heating Elements
Figure 30-23. Ice Protection Panel

30-61-00 PROPELLER The PROP test switch (S2) has two positions
labeled TEST and NORM and is spring
DEICING SYSTEM loaded to the NORM position. The operation
of the propeller heaters and advisory light
illumination sequences may be tested by switch
GENERAL selection to TEST in conjunction with control
switch (S1) (refer to PROPELLER DEICING
Refer to Figure 30-22. Propeller Heating SYSTEM - MAINTENANCE PRACTICES).
Elements.
30 ICE AND RAIN

Propeller anti-icing and de-icing is done by
Timers and Timer Select Relay (K5)
application of electrical power through one of The propeller de-icing system electronic timers
two timers to heating elements installed on the are mounted on the equipment panel at station
leading edge of each blade on both propellers. X119 approximately. Each timer (one timer is
Power is supplied to two opposed blades on used at a time, depending on pilot selection)
one propeller at a time for one of two time provides four sequential outputs each of which
durations depending on pilot selection. control the heating of two opposed blades on one
propeller at a time. There are two frequencies
Propeller de-icing system control power is available for the ON/OFF cycle and one or the
applied from the 28VDC secondary bus system other is selected by the pilot based on the outside
and power to the heaters is applied from the air temperature. With a control switch selection
115VAC variable frequency bus. of ABOVE -10 °C each set of blades is heated
for 10 seconds, and off for 60 seconds. With a
control switch selection of BELOW -10 °C each
DESCRIPTION set of blades in heated for 20 seconds, and off
for 60 seconds Timer select relay K5, mounted
Refer to Figure 30-23. Ice Protection Panel.
on the left side relay panel at station X137
approximately, is energized by control switch
Propeller de-icing system components consist
(S1) selection to PROP TMR 2 and provides for
of control switches, two timers including a
the alternate use of timer No.2.
timer select relay, weight on wheels relays,
heating control relays, brush block assembly,
heating elements and advisory lights. Weight on Wheels Relays (System
Protection)
Control Switches Two main landing gear weight on wheels switch
The propeller de-icing system control switches, relays 3261-K2 and 3261-K3, located on the
located on the ICE PROTECTION panel on left relay panel at station X137 approximately,
the overhead console, consist of a rotary timer prevent the application of power to the propeller
select switch (Control Switch S1) labeled blade heaters until the aircraft weight is off the
PROP TMR 1 or 2, and a PROP test switch landing gear. The propellers are protected against
(S2) labeled NORM and TEST. damage through inadvertent heat application
while the aircraft is on the ground. The test
Control switch (S1) controls the application switch bypasses relays 3261-K2 and 3261-K3.
of power from the left and right 28VDC
circuit breaker panels to timers No.1 and The left weight switch relay is in series in the
No.2 respectively. The switch has a timers energizing circuit to provide ground return
OFF selection and selections labeled ABOVE for heating control relays K1 and K3. The
-10 °C and BELOW -10 °C are available for right weight switch relay is in series in the
timer No.1 and also for timer No.2. energizing circuit to provide ground return for
heating control relays K2 and K4.

Heating Control Relays

Heating control relays K1, K2, K3 and K4
are located on the relay panel, station X137
approximately, and control the application of
heating power to the propellers. Each relay, when
energized by the timer, closes to apply heating
power from the related phase A or phase B
115VAC variable frequency circuit breaker panel
to the propeller blade de-icing heater elements.
30 ICE AND RAIN
Heating power is supplied to the No.1 propeller

from the left 115V variable frequency bus
phases A and B, and to the No.2 propeller from
the right 115V variable frequency bus phases A
and B. The power is connected through circuit
breakers labeled L PROP DEICE PH A, L
PROP DEICE PH B, R PROP DEICE PH A
and R PROP DEICE PH B. Figure 30-24. Brush Block
Brush Block and Slip Ring

Assemblies
Refer to:
•• Figure 30-24. Brush Block.

•• Figure 30-25. Slip Rings.
One brush block assembly is installed on a bracket

secured to the front of each engine reduction
gear box. Each assembly contains three pairs
of brushes which make contact with three slip
rings on the rotating slip ring assembly on each
propeller bulkhead (refer to Chapter 61). Heating
power is applied from the heating control relays
through pairs of brushes to rotating slip rings A
and C. The third pair of brushes and mating slip
ring B provide a heating power ground return.
Heating Elements
Each propeller blade incorporates a 1200 watt Figure 30-25. Slip Rings
heating element which is integrally moulded
into the blade leading edge.
Mod 8/1537 incorporates externally bonded

propeller blade heaters as a replacement for
internal heaters at time of overhaul or as old
heaters become unserviceable.

Advisory Lights NOTES

Four green advisory lights are contained within
an aircraft outline symbol in their relative aircraft
positions on the ICE PROTECTION panel. The
lights, labeled PROPS, provide a visual indication
of propeller de-icing system heater operation and
are individually activated in sequence as each pair
of propeller blade heaters are activated.
30 ICE AND RAIN

OPERATION

30 ICE AND RAIN
Figure 30-26. Increased Ref Speed Advisory Light
Figure 30-27. Increased Ref Speed Switch
Revision 0.5
INCREASED REF SPEED INCR REF SPEED advisory lights are ON

continuously if:
SWITCH (SYSTEM)
•• INCR REF SPEED switch is selected
Refer to:
to INCR REF SPEED. This sends a
discrete signal to the Stall Warning
•• Figure 30-26. I ncreased Ref Speed
computers to advance the reference
Advisory Light.
speed threshold.
•• Figure 30-27. Increased Ref Speed •• When operating with the INCR REF
30 ICE AND RAIN

Switch. SPEED switch in icing conditions,
speeds may have to be increased after
The system allows take-off with the aircraft takeoff.
de-ice systems operating without increases
in take-off Ref speeds and associated weight
reductions for short fields. The Ref Speed Switch CAUTION
is located on the overhead panel next to the Beta
If airspeed is not increased
warning horn. The INCR REF SPEED advisory
before INCR REF SPEED switch
lights are installed next to the Navigation
is selected to INCR REF SPEED,
Advisory Display on the flight instrument panel.
stall warning may occur.
The switch is selected OFF position for takeoff.
After takeoff, the INCR REF SPEED Advisory
Light comes on flashing at an altitude of 400
feet Rad Alt. Selecting the Ref Speed switch
to the INCR REF SPEED position causes
the INCR REF SPEED advisory light to stop
flashing and remain ON continuously.
NOTE:
For procedures when
OPERATING IN ICING
CONDITIONS.
INCR REF SPEED advisory lights are OFF if:
PROPELLER DE-ICE switch is selected OFF

and INCR REF SPEED switch is OFF or
PROPELLER DE-ICE switch is selected ON
and the aircraft is below 400 feet Rad Alt.
INCR REF SPEED advisory lights are

FLASHING if:
PROPELLER DE-ICE switch is selected ON

and INCR REF SPEED switch is selected OFF
and the aircraft is above 400 feet for more than
15 seconds.
Revision 0.5
P/O PILOT P/O CO-PILOT

FLIGHT PNL FLIGHT PNL
W W INCR W W
REF
W W SPEED W W
NOTES:
NEW WIRING B C A D G GBCAD

EXISTING WIRING
FLASHER
DASH 8 SERIES
70-0112-1
approx. 80 flashes per min
A CD B E
43 43
ADV CTRL
44 UNIT 44
INCR REF SPEED
28Vdc 3
SEC 2
BUS PROP DE-ICE 1
2A
SWITCH A3

A2 6
L SEC 1 A1
2 5
28 Vdc
c1 OFF (15 second time delay 4 (not selected is shown)
3 on operate) loc. Beta Warning Horn Pnl
5A 9
4
5 Rext 8
7
GS1
K4
A3 OFF
A3 A2
A2
A1
A1 X1
A3 X1
A2 X2 K3
A1 X2 K2
RAD ALT X1
Y
RA Valid
X2 K1 23
(28Vdc active; STALL
open RA fail) WARN
36 COMP #2
400 ft TP
(active gnd RA </= 400ft; L
oc RA > 400ft/RA fails) TO FDAU 3133-P1-A PIN 96 CASE 1: Incr Ref Speed Indicators are not illuminated
TO FGC#1 i) Incr Ref Speed Switch is selected OFF and

23 STALL ii) Prop De-Ice Selection switch is selected OFF
TO FGC#2
WARN
36 COMP #1
Revision 0.5
Figure 30-28. Incr Ref Speed Inicators Are Not Illuminated, Prop Deice Switch Selected OFF
Revision 0.5

W W INCR W W
REF
W W SPEED W W
NOTES:

EXISTING WIRING
FLASHER
DASH 8 SERIES
70-0112-1
A CD B E
43 43
ADV CTRL
44 UNIT 44
INCR REF SPEED
28Vdc 3
SEC 2
BUS PROP DE-ICE 1
2A
A3

SWITCH 6
L SEC 1 A2
2 A1 5
28 Vdc
5A 9
4
5 Rext 8
7
GS1
K4
A3 OFF
A3 A2
A2
A1
A1 X1
A3 X1
A2 X2 K3
A1 X2 K2
RAD ALT X1
Y
RA Valid
X2 K1 23
open RA fail) WARN
36 COMP #2
400 ft TP
oc RA > 400ft/RA fails) TO FDAU 3133-P1-A PIN 96 CASE 2 : Incr Ref Speed Indicators illuminated and flashing
i) Incr Ref Speed Switch is selected OFF
TO FGC#1 ii) Prop De-Ice switch has been selected ON
23 STALL
TO FGC#2 iii) Rad Alt > 400 ft for more than 15 seconds
WARN iv) Rad Alt is valid
36 COMP #1
30-49
Figure 30-29. Incr Ref Speed Inicators Illuminated and Flashing
30 ICE AND RAIN


W W INCR W W
REF
W W SPEED W W
NOTES:

EXISTING WIRING
FLASHER
DASH 8 SERIES
70-0112-1
A CD B E
43 ADV CTRL 43
44 UNIT 44
INCR REF SPEED
28Vdc 3
SEC 2
BUS PROP DE-ICE 1
2A
A3

SWITCH 6
L SEC 1 A2
2 A1 5
28 Vdc
5A 9
4
5 Rext 8
7
GS1
K4
A3 OFF
A3 A2
A2
A1
A1 X1
A3 X1
A2 X2 K3
A1 X2 K2
RAD ALT X1
Y
RA Valid
X2 K1 23
open RA fail) WARN
36 COMP #2
400 ft TP
oc RA > 400ft/RA fails) TO FDAU 3133-P1-A PIN 96 CASE 3 : Incr Ref Speed Indicators illuminated but not flashing
i) Incr Ref Speed Switch is selected to INCR REF SPEED
TO FGC#1 Also, oc signal sent to stall 1 and 2
23 STALL
TO FGC#2
WARN
36 COMP #1
Revision 0.5
Figure 30-30. Incr Ref Speed Inicators Illuminated but Not Flashing
Revision 0.5

W W INCR W W
REF
W W SPEED W W
NOTES:

EXISTING WIRING
FLASHER
DASH 8 SERIES
70-0112-1
A CD B E
43 ADV CTRL 43
44 UNIT 44
INCR REF SPEED
28Vdc 3
SEC 2
BUS PROP DE-ICE 1
2A
A3

SWITCH 6
L SEC 1 A2
2 A1 5
28 Vdc
5A 9
4
5 Rext 8
7
GS1
K4
A3 OFF
A3 A2
A2
A1
A1 X1
A3 X1
A2 X2 K3
A1 X2 K2
RAD ALT X1
Y
RA Valid
X2 K1 23
open RA fail) WARN
36 COMP #2
400 ft TP
oc RA > 400ft/RA fails) TO FDAU 3133-P1-A PIN 96 CASE 4: Incr Ref Speed Indicators are not illuminated
TO FGC#1 i) Incr Ref Speed Switch is selected OFF and

23 STALL ii) Prop De-Ice Selected ON and RA < 400ft
TO FGC#2
WARN
36 COMP #1
30-51
Figure 30-31. Incr Ref Speed Inicators Are Not Illuminated, Prop Deice Switch Selected ON
30 ICE AND RAIN


•• Gaseous Test Panel G601R121605-1.
•• Alternate Bleed Air Source (ABAS) Kit P/N Kit 63605-001 or Equivalent.
•• Freeze Mist - GC Electronics P/N 8668C or suitable equivalent.
•• Near/far Test Targets - GSB3210003.
30-00-00 CAUTIONS & WARNINGS

30 ICE AND RAIN
30-10-48 DEICER BOOTS

CAUTION
MIL-C-25769 CLEANING COMPOUNDS CAN DAMAGE THE
SURFACE PLY OF “ESTANE” DEICERS. PROTECT THE SURFACE
OF DEICERS BEFORE USING THESE CLEANING AGENTS.
CAUTION
THE REPAIR MATERIAL MUST BE USED WITHIN 2 HOURS.
CAUTION
APPLICATION OF THE 74-451-AE KIT IS NOT RECOMMENDED
BELOW 50 DEGREES F., AS THE REPAIR MATERIAL MAY NOT
DRY PROPERLY.
CAUTION
THE DROPPER PLUG OPENING OF P/N 74-451-201
ACCELERATOR CONTAINER IS SPECIFICALLY CALIBRATED
FOR THE PROPER MIX RATIO. DO NOT ENLARGE THE HOLE,
AS A CHANGE IN THE MIX RATIO WILL ADVERSELY AFFECT
THE REPAIR MATERIAL.
CAUTION
RECAP P/N 74-451-201 ACCELERATOR TIGHTLY AFTER USE
AS ACCELERATOR WILL HARDEN IF NOT SEALED.
CAUTION
AFTER MIXING THE REPAIR MATERIAL, IF YOU DO NOT
USE IT IMMEDIATELY, TIGHTLY RECAP THE CONTAINER
TO INSURE 2 HOUR USEFUL LIFE.
Revision 0.5
CAUTION
REMOVE THE APPLICATION TEMPLATE AS SOON AS REPAIR
MATERIAL IS APPLIED AND LEVELED TO ASSURE SMOOTH
APPEARANCE.
WARNING
THE LEADING EDGE SURFACE MUST BE CLEANED,
30 ICE AND RAIN

MANIFOLD HOLE COVERED AND THE DEICING BOOT’S
DISENGAGED SUPPLY/VACUUM MANIFOLD HOSE MUST BE
SECURED AND PLUGGED.
30-10-31 WATER SEPARATOR ASSEMBLIES

CAUTION
ENSURE THAT HOUSING IS FULLY SEATED IN MANIFOLD
BEFORE TIGHTENING BOLT. TIGHTENING BOLT WHEN
HOUSING IS NOT FULLY SEATED COULD RESULT IN
DAMAGE TO WATER SEPARATOR.
WARNING
USE SOLVENT IN A WELL VENTILATED AREA. AVOID

BREATHING FUMES AND SKIN CONTACT.
30-16-00 ELEVATOR HORN HEATING SYSTEM

WARNING
MAKE SURE THAT LOCKPINS ARE INSTALLED IN THE

DOOR MECHANISMS OF THE MAIN AND NOSE LANDING
GEAR. THE DOOR MECHANISMS CAN ACCIDENTLY CLOSE
THE LANDING GEAR DOORS. THIS CAN CAUSE INJURY TO
PERSONS AND/OR DAMAGE TO EQUIPMENT.
WARNING
MAKE SURE THAT LOCKPINS ARE INSTALLED ON THE MAIN

LANDING GEAR AND THE NOSE GEAR LOCK IS ENGAGED.
THE LANDING GEARS CAN ACCIDENTLY RETRACT. THIS CAN
CAUSE INJURY TO PERSONS AND/OR DAMAGE TO EQUIPMENT.
CAUTION
CONTROL SWITCH (S1) MUST NOT BE HELD IN THE TEST
POSITION WITH THE CAUTION LIGHTS NOT ILLUMINATED
FOR MORE THAN 5 SECONDS OR DAMAGE TO HEATER
ELEMENTS MAY OCCUR.

WARNING
ENSURE NOSE GEAR GROUND LOCK IS ENGAGED, MAIN GEAR

GROUND LOCKS AND MAIN GEAR DOORS LOCK PINS ARE
INSTALLED BEFORE INSTALLING NEAR/FAR TEST TARGETS.
CAUTION
DURING THIS FUNCTIONAL TEST PROCEDURE CONTROL
30 ICE AND RAIN
SWITCH (S1) MUST NOT BE SELECTED TO HEAT WITH THE

CAUTION LIGHT NOT ILLUMINATED FOR MORE THAN 5
SECONDS OR DAMAGE TO HEATER ELEMENT MAY OCCUR.
WARNING
BE CAREFUL WHEN THE DOOR LOCK-PIN IS REMOVED. THE

LANDING GEAR DOORS WILL CLOSE IF THE HYDRAULIC
SYSTEM IS PRESSURIZED. THIS CAN CAUSE INJURIES OR
DEATH TO PERSONS OR DAMAGE TO THE EQUIPMENT.
30-31-00 PITOT STATIC HEATING SYSTEM

WARNING
DO NOT LEAVE PITOT STATIC HEATERS SWITCHED ON FOR

LONGER THAN ONE MINUTE. HEAT BUILDUP CAN CAUSE
BURNS TO PERSONNEL.
12-10-30 REPLENISHING WINDSHIELD WASHER SYSTEM (S.O.O. 8008)

WARNING
ISOPROPYL ALCOHOL OR METHANOL BASED SOLUTIONS, OR

ANY OTHER LIQUIDS WHICH ARE FLAMMABLE OR WHICH
RELEASE FLAMMABLE VAPORS MUST NOT BE USED IN THIS
SYSTEM. USE KILFROST AL36 WWF MOD 2 OR PACE 116-13.
30-61-00 PROPELLER DEICING SYSTEM

CAUTION
THE FOLLOWING FUNCTIONAL TEST IS PERFORMED WITH
BOTH ENGINES RUNNING AND FOR BOTH PROPELLERS (ALL
BLADES). IF ONLY THE NO. 1 PROPELLER BLADE HEATERS ARE
TO BE TESTED AND THE NO. 2 ENGINE NOT STARTED, OPEN
AND CLIP THE NO. 2 PROPELLER BLADE HEATING CIRCUIT
BREAKERS. IF ONLY THE NO. 2 PROPELLER BLADE HEATERS
ARE TO BE TESTED AND THE NO. 1 ENGINE NOT STARTED,
OPEN AND CLIP THE NO. 1 PROPELLER BLADE HEATING
Revision 0.5
CIRCUIT BREAKERS. FAILURE TO DO SO WILL CAUSE THE IDLE

PROP BLADE HEATERS TO OVERHEAT OR BURN OUT.
CAUTION
EXCESSIVE GROUND TESTING COULD CAUSE EXTREME
HEAT BUILDUP RESULTING IN DAMAGE TO PROPELLER
BLADES AND HEATING ELEMENTS.
30 ICE AND RAIN

CHAPTER 49
AUXILIARY POWER UNIT
CONTENTS
Page
49-00-00 AUXILIARY POWER UNIT........................................................................ 49-1

Introduction......................................................................................................... 49-1
General................................................................................................................ 49-3
APU Air Intake Duct............................................................................................ 49-7
Starter-Generator Air Intake Duct........................................................................ 49-7
APU Exhaust Duct............................................................................................... 49-7
49 AUXILIARY POWER UNIT

Major Components............................................................................................... 49-9
General......................................................................................................... 49-9
Gas Turbine Assembly................................................................................... 49-9
Combustor Assembly..................................................................................... 49-9
Reduction Drive Assembly............................................................................ 49-9
Accessory Drive Assembly............................................................................ 49-9
APU Systems..................................................................................................... 49-11
General....................................................................................................... 49-11
Oil System......................................................................................................... 49-11
Fuel System....................................................................................................... 49-13
General....................................................................................................... 49-13
Indication.................................................................................................... 49-13
APU Fuel Control Unit (FCU)........................................................................... 49-15
General....................................................................................................... 49-15
Operation.................................................................................................... 49-15

Page
Ignition System.................................................................................................. 49-17
Electronic Sequence Unit (ESU)........................................................................ 49-17
General....................................................................................................... 49-17
Fault Monitoring......................................................................................... 49-17
Built-In Test Equipment (BITE).................................................................. 49-19
APU Overspeed Protection and Test............................................................ 49-19
Bleed-Air System............................................................................................... 49-21
General....................................................................................................... 49-21
Start-Bypass Valve...................................................................................... 49-21
Bleed Valve................................................................................................. 49-21

Starter-Generator................................................................................................ 49-23
Description and Operation........................................................................... 49-23
APU Starter Operating Limits..................................................................... 49-23
Control and Indication................................................................................. 49-25
Load Monitoring......................................................................................... 49-25
Control Panel.............................................................................................. 49-27
Fire Protection................................................................................................... 49-31
General....................................................................................................... 49-31
Fire Extinguishing....................................................................................... 49-31
Operation.................................................................................................... 49-33
Testing........................................................................................................ 49-33
Thermal and System Discharge .................................................................. 49-33
APU Compartment Ventilation........................................................................... 49-35
Rear Bay Overtemperature................................................................................. 49-35
APU Starting Procedures.................................................................................... 49-35

Page
Cockpit Setup and Tests.............................................................................. 49-35
Start............................................................................................................ 49-35
After Start................................................................................................... 49-36
APU Shutdown................................................................................................... 49-36
Normal APU Shutdown Using Overspeed Test............................................ 49-36
Alternate APU Shutdown............................................................................ 49-36
Revision 0.5
ILLUSTRATIONS
Figure Title Page
49-1 Auxiliary Power Unit.................................................................................49-2

49-2 T-62T APU (Typical).................................................................................49-4
49-3 APU Control Panel Analysis......................................................................49-5
49-4 APU Air Intake..........................................................................................49-6
49-5 Exhaust Installation...................................................................................49-6
49-6 Intake and Exhaust Ducting.......................................................................49-7
49-7 Major Components....................................................................................49-8
49-8 Oil System Schematic..............................................................................49-10

49-9 Fuel System Schematic (Sheet 1 of 2)......................................................49-12
49-9 Fuel System Schematic (Sheet 2 of 2)......................................................49-14
49-10 Igniter Box..............................................................................................49-16
49-11 Electronic Sequence Unit.........................................................................49-16
49-12 Bite Indications and Decoded Information...............................................49-18
49-13 APU Bleed-Air System Schematic...........................................................49-20
49-14 APU Starter-Generator Schematic...........................................................49-22
49-15 DC System Components..........................................................................49-24
49-16 DC System Panel.....................................................................................49-24
49-17 Switchlight and Indicators.......................................................................49-26
49-18 APU Fire Warning...................................................................................49-30
49-19 APU Fire Protection Panel.......................................................................49-32
49-20 APU Fire Protection Schematic...............................................................49-32
49-21 APU Ventilation.......................................................................................49-34

CHAPTER 49
AUXILIARY POWER UNIT

49-00-00 AUXILIARY POWER UNIT
INTRODUCTION
This chapter describes the optional auxiliary power unit (APU) installed in the Dash 8
airplanes. In addition to the basic description of the APU, the chapter contains descriptions
of all related systems, such as oil, fuel, ignition, control, operation, and fire protection.
SOO 8155 is a deHavilland installation; Pre Mod SOO 8155 is an Inotech installation. The
chapter concludes with maintenance considerations and pertinent limitations.

TO AIRCRAFT FROM MAIN ENGINES'

APU VENTILATION FUEL SYSTEM BLEED-AIR SYSTEM APU AIR
AND OIL COOLING INTAKE
SYSTEM
FUEL BOOST
UNIT
APU
BLEED-AIR
APU FIRE- SYSTEM
EXTINGUISHING
SYSTEM
PRESSURE
BULKHEAD
(DOME)
AIRCRAFT
HEAT
EXCHANGER
DRAIN
APU SUPPORT MANIFOLD REAR FUSELAGE
FRAME ACCESS DOOR
Figure 49-1. Auxiliary Power Unit

GENERAL NOTES
Refer to:
•• Figure 49-1. Auxiliary Power Unit.

•• Figure 49-2. T-62T APU (Typical).
•• Figure 49-3. APU Control Panel
Analysis.
The auxiliary power unit (Figure 49-1), Solar

model T-62T-40C7B authorized by SOO 8155,
is installed in the rear equipment bay in the aft
fuselage, adjacent to the air-conditioning pack,
for the supply of air-conditioning and basic
electrical power on the ground. It can be used
to assist airplane engine starts.
Consisting basically of a gas turbine engine

driving a DC starter-generator, the APU provides

bleed air to the air-conditioning pack and deicing
system and 28VDC to the right main feeder bus.
An electronic sequence unit (ESU) located

on the right side of the rear accessory
compartment, provides automatic control of
automatic start sequencing, running, and other
aspects of APU operation.
The starter-generator is powered from the right

28VDC bus and permits starting from either the
airplane’s main battery or external power. Fuel
for the APU is supplied from the left fuel tank
collector bay, while lubrication is by a self-
contained system located in the APU gearbox.
Intake air is drawn through an inlet (door-Pre

Mod SOO 8155) screen located on the right side
of the fuselage. Exhaust gases are vented from the
APU exhaust nozzle through shrouded ducting to
an outlet also located on the right rear fuselage.
The APU is protected by its own automatic

fire detection/ extinguishing system that
continuously monitors the APU and its
compartment when electrical power is supplied
to the airplane.
An APU control panel (Figure 49-2), consisting of

eight switchlights and advisory lights, is mounted
on the overhead console in the flight compartment.

ACCESSORY
DRIVE
APU AIR START BYPASS
MAGNETIC GEARBOX INLET DUCT
VALVE
PICKUP
BLEED -AIR
FUEL CONTROL OUTLET
ENCLOSURE
IGNITION
TOP VIEW EXCITER
ELECTRICAL HARNESS
CONNECTOR
GAS TURBINE
SIDE VIEW ASSEMBLY
IGNITER
PLUG
FUEL SUPPLY
CONNECTION
FUEL VALVES
OIL FILLER
CAP
OIL LEVEL
SIGHT GAGE
OIL PRESSURE
SWITCH
MAGNETIC OIL DUAL
DRAIN PLUG FILTER HOUR- THERMOCOUPLE
METER
OIL TEMPERATURE
SENSOR (SWITCH) START FUEL DRAINS
COUNTER
Figure 49-2. T-62T APU (Typical)

APU POWER SWITCHLIGHT APU GENERATOR CONTROL SWITCHLIGHT

FUNCTIONS AS APU MASTER SWITCH CONTROLS CONNECTION OF APU STARTER-
FOR ACTIVATION OF APU CONTROL GENERATOR TO DC BUSES. GEN SEGMENT
CIRCUITS (ESU) PRIOR TO STARTING ILLUMINATES (WHITE) WHEN APU PWR IS
AND DEACTIVATION OF CIRCUITS FOR SELECTED. PRESSING SWITCHLIGHT PUTS
APU SHUTDOWN. ALSO OPENS AND GENERATOR ON LINE (ON SEGMENT
CLOSES APU FUEL VALVE. ILLUMINATES GREEN).
APU PWR SEGMENT ILLUMINATES WRN SEGMENT ILLUMINATES (AMBER) TO
(WHITE) WHEN SWITCHLIGHT IS WARN OF GENERATOR FAULT OR APU LINE
PRESSED TO SHOW ESU ACTIVATION. CONTACTOR OUT OF POSITION.
RUN SEGMENT ILLUMINATES (GREEN) APU BLEED-AIR SWITCHLIGHT
WHEN APU IS UP TO SPEED OPENS AND CLOSES APU BLEED-AIR
FOLLOWING SUCCESSFUL START. VALVE TO CONTROL SUPPLY OF
FLR SEGMENT ILLUMINATES BLEED AIR FROM APU TO
TO WARN OF APU FAILURE OR AIR-CONDITIONING SYSTEM.
MALFUNCTION OTHER THAN FIRE. BL AIR SEGMENT ILLUMINATES
(WHITE) WHEN APU PWR IS
SELECTED. WHEN PRESSED, OPEN
SEGMENT (AMBER) ILLUMINATES

TO SHOW VALVE IS OPEN.
OVERSPEED TEST SWITCH

WHEN PRESSED, FALSE OVERSPEED
SIGNAL IS SUPPLIED TO ESU.
ESU SHUTS DOWN APU (FLR
SEGMENT OF APU PWR SWITCHLIGHT
ILLUMINATES), CONFIRMING
SERVICEABILITY OF ESU OVERSPEED
PROTECTION CIRCUITS.
APU DC LOADMETER SWITCHLIGHT

WHEN PRESSED, APU GENERATOR
LOAD CAN BE MONITORED ON
LOAD DISPLAY OF DC SYSTEM
POWER MONITOR PANEL WHEN
GEN 2 IS SELECTED ON LOAD GENERATOR OVERHEAT ADVISORY LIGHT
DISPLAY SELECTOR SWITCH. ILLUMINATES CONCURRENT WITH APU
CAUTION LIGHT TO WARN OF APU GENERATOR
APU START SWITCHLIGHT OVERHEAT. THE APU SHUTS DOWN.
ACTIVATES APU START SEQUENCE
WHEN PRESSED FOLLOWING ARMING REAR BAY OVERHEAT ADVISORY LIGHT
OF START CIRCUITS BY APU PWR ILLUMINATES CONCURRENT WITH APU
SWITCHLIGHT. CAUTION LIGHT TO WARN OF OVERHEAT IN
START SEGMENT ILLUMINATES REAR BAY AREA. THE APU SHUTS DOWN.
(WHITE) WHEN APU PWR
SWITCHLIGHT IS INITIALLY PRESSED
TO CONFIRM START CIRCUIT ARMING.
STARTER SEGMENT ILLUMINATES
(AMBER) WHILE APU STARTER IS ENGAGED.
Figure 49-3. APU Control Panel Analysis

SEAL APU AIR

INTAKE DUCT INLET DUCT
DC STARTER/ DC STARTER/
GENERATOR GENERATOR
COOLING INLET COOLING OUTLET
DUCT DUCT
Figure 49-4. APU Air Intake
EXHAUST SHROUD
CLAMP
V-BAND CLAMP
SHROUD EXTENSION
EXHAUST TAILPIPE AIRCRAFT SKIN
Figure 49-5. Exhaust Installation

APU AIR INTAKE DUCT below the APU air intake. This air is drawn
through a flexible duct to the generator intake
The APU air intake (Figure 49-4 and Figure by the internal fan in the generator. The heated
49-6) consists of inner and outer ducts joined air is then passed through another duct to the
by a bellows assembly. One end of the duct is APU exhaust duct and then overboard.
attached to the air inlet of the APU. The opposite
end is attached to a cutout on the right side of
the rear fuselage skin. A protective screen covers
NOTE
this opening to protect against FOD ingestion. On Pre Mod SOO 8155 starter-
generator air is shared from the
APU intake air.
NOTE
On Pre Mod SOO 8155 a
protective motor-operated door
APU EXHAUST DUCT
covers the opening. The operation
The exhaust duct (Figure 49-5) consists of a
of this door is controlled by
tailpipe assembly attached to the combustor
signals from the ESU.
housing by a V-clamp. The tailpipe is enclosed
by a two-piece insulation blanket which is safety-
An indicating light located on the APU control
wired. A two-piece shroud, joined by camloc
panel indicates whether the door is open or

fasteners and secured by clamps, surrounds the
closed. APU operation is inhibited if the door
complete assembly. This assembly routes the
is fully open.
exhaust gas to the atmosphere through an outlet
on the right side of the rear fuselage skin. A
STARTER-GENERATOR AIR duct is welded to the APU tailpipe and passes
through the shroud and blanket, facilitating
INTAKE DUCT connection for generator cooling and bypass air
during APU starting.
The starter-generator air intake duct consists
of an opening on the right side of the fuselage
APU Exhaust APU Inlet DC Starter/Generator Inlet
Oil Cooler Exhaust
Figure 49-6. Intake and Exhaust Ducting

ACCESSORY
DRIVE GAS TURBINE
EXHAUST
COMBUSTOR
AIR INTAKE
REDUCTION DRIVE
Figure 49-7. Major Components

MAJOR COMPONENTS Accessory Drive Assembly

The accessory drive assembly (gearbox) is bolted
General to and driven by the reduction drive. Lubrication
The major components of the APU consist for the gearbox is by splash oil produced by the
of assemblies and subassemblies. The main reduction drive. The accessory gearbox provides
assemblies (Figure 49-7) are as follows: mounting for a fuel enclosure with a provision to
drive a fuel pump in the enclosure.
Gas Turbine Assembly A magnetic pick-up, sensing APU speed is
The gas turbine assembly consists of a single- located opposite a toothed wheel in the
stage radial flow turbine driving a single-stage gearbox. The pickup provides an electrical
compressor. In operation the gas turbine, signal proportional to APU speed as an input
supplied with expanding gases from the to the ESU.
combustor, drives the reduction drive and a
starter-generator. Speed, pressure, and temperature sensing
are provided for the assemblies and the
subassemblies. The sensor outputs are
Combustor Assembly transmitted to the electronic sequence unit.
The combustor assembly is of the annular type,

incorporating six atomizing fuel injectors and
consists of two major components, an outer
housing (which includes a bleed-air scroll)
and an inner liner assembly. An igniter plug is
mounted in a boss in the combustor housing.
A dual-element thermocouple mounted in the

bottom of an exhaust diffuser at the combustor
senses exhaust gas temperature (EGT). The
millivolt output of each thermocouple element
is applied as an input to the ESU.
Reduction Drive Assembly

The reduction drive assembly (gearbox)
reduces the speed of the turbine output shaft
to drive the accessory gearbox, and the starter-
generator. The reduction drive housing contains
the main components of the APU lubrication
system, a drive for the oil pump and the oil
sump for the system.
An oil filter, oil level sight gage, oil filler cap,

and a magnetic drain plug are located in or on
the reduction drive housing.
Monitoring components in the reduction

drive assembly, consisting of an oil pressure
switch and an oil temperature sensor, provide
electrical signals proportional to pressure and
temperature as inputs to the ESU.

LABYRINTH SEAL
PRESSURIZED
OIL JETS FOR
COOLING INPUT
PINION
AIR AND OIL MIST

FLOWS THROUGH AIR OIL MIST
CENTER OF PINION
INTO SHAFT
TO OIL
SUMP
OIL JET DEFLECTED
FROM END OF
OUTPUT SHAFT TURBINE COMPRESSOR

AND AIR INLET
PRESSURE RELIEF VALVE
DUMPS EXCESS OIL AGAINST
AIR INLET FOR COOLING.
LOW OIL
PRESSURE
SWITCH
S
OIL COOLER
DIVERTER PLUG FROM OIL COOLER
TO OIL COOLER
OIL FILTER
DIFFERENTIAL
PRESSURE INDICATOR
OIL FILTER
BYPASS VALVE
DIVERTER
VALVE
OIL OIL FILTER

COOLER
OIL FILTER ASSEMBLY
PUMP
LEGEND
OIL TEMPERATURE SWITCH
SUPPLY
SUMP PRESSURE
SCAVENGE
Figure 49-8. Oil System Schematic

APU SYSTEMS The filter package is externally mounted and

contains:
General
•• 10 micron disposable element,
The APU subassemblies consist of the
following: •• Bypass valve, which will unseat at 45
to 55 psig if the filter becomes clogged
•• Oil. and allow the oil to bypass the filter,
•• Fuel. •• Delta-P visual indicator, which will trip
at 35 psid to indicate impending filter
•• Ignition.
bypass (manually reset).
•• Electronic sequence unit (ESU).
The low oil pressure switch senses pump outlet
•• Bleed air.
pressure and is normally open when pressure
•• Starter-generator. is above 6 ±1 psi. A pressure drop below this
value permits the contacts to close, completing
•• Fire protection.
an input signal to the ESU; the ESU, in turn,
•• Compartment ventilation. initiates APU shutdown.
•• Rear bay overtemperature.

NOTE
OIL SYSTEM The automatic shutdown can
occur only after the APU rpm
The oil system (Figure 49-9) is self-contained has reached 70% or higher.
and fully automatic. The function of the system
is to provide for cooling and lubrication of the The oil temperature switch senses oil sump
high-speed input pinion, the reduction gear, the temperature. The switch contacts open between
accessory gear, and the main rotor bearings. 270 and 280° F (132 and 138° C). The loss of
input to the ESU initiates a shutdown.
The system includes a sump, gear pump, diverterm
valve, oil cooler, bypass valve, differential pressure The oil pressure relief valve regulates the
indicator, low oil pressure switch, temperature normal operating pressure to between 15 and
switch, and internal oil passages. 40 psi.
The integral oil sump with a 2.5 U.S. quart Primary oil cooling is accomplished when
capacity is located on the lower portion of the the pressure relief valve passes most of the
reduction drive housing. oil through it and sprays it on the turbine
compressor air inlet wall. This cools the oil
The oil pump consists of 2 gears pinned on and preheats the incoming compressor air.
shafts mounted inside a housing, which is
secured in the reduction drive housing. Oil is routed to 4 oil jets where it is sprayed
around the reduction drive for lubrication of the
An oil diverter plug is installed to divert oil gears and bearings.
to the oil cooler. A diverter valve is installed
parallel with the oil cooler. The valve functions The oil system is scavenged by gravity.
to regulate pressure across the cooler to under
25 ±1.5 psid.
The external oil cooler is a radiator type secures

to a mounting assembly on the right side of the
rear fuselage.

AIRPLANE C
L
FRONT SPAR
NO. 1 FUEL TANK COLLECTOR

BAY CHECK
VALVE
REAR SPAR
FUEL
SHUTOFF
VALVE FUEL
NOTE: SUPPLY
FUEL BOOST ENCLOSURE ON LINE
PRE MOD SOO 8155 ONLY
FUEL BOOST
ENCLOSURE
FILTER
PRESSURE
BOOST
SWITCH
PUMP
APU FIRE
TO APU
PROTECTION PANEL
FUEL SYSTEM
LEGEND
SUPPLY
LP FUEL
PRESSURE
Figure 49-9. Fuel System Schematic (Sheet 1 of 2)

FUEL SYSTEM NOTES

General
The APU fuel system supplies fuel drawn from
the left wing fuel tank (Figure 49-9) and directs
it to the fuel enclosure mounted on the APU. This
fuel supply is directed to the high-pressure fuel
pump in the APU’s fuel enclosure.
NOTE
On Pre Mod SOO 8155
installations, an electrical boost
pump, filter, and pressure switch
are installed in a boost enclosure.
This enclosure is mounted in the
top of the tail section directly
behind the pressure bulkhead.

An APU fuel shutoff valve is installed on the
wing rear spar. The valve opens when the APU
PWR switchlight on the APU control panel is
initially pushed; it closes when the APU is shut
down either manually or automatically due to a
malfunction or fire.
A pressure relief bypass line with a check valve

prevents heat-induced fuel pressure buildup in
the APU fuel line when the fuel valve is closed.
Indication
Indicator lights labeled “FUEL VALVE OPEN”
and “CLOSED” on the fire protection panel
confirm valve operation.

FUEL CONTROL ENCLOSURE
OUTLET
FILTER
GOVERNOR
INLET GEAR
FILTER PUMP
FUEL
INLET
RELIEF VALVE
SPEED ADJUSTMENT
MINIMUM-FLOW
ORIFICE
ACCELERATION
SCHEDULE
ADJUSTMENT
ALTITUDE START FUEL

COMPENSATOR ADJUSTMENT
MAXIMUM FUEL
COMPRESSOR SOLENOID VALVE
DISCHARGE
MAIN FUEL
PRESSURE
SOLENOID
VALVE LEGEND
AMBIENT FUEL IN
MAIN FUEL
INJECTORS
HP PUMP
PRESSURE
DRAIN GOVERNOR
METERING
START FUEL
P REGULATOR SOLENOID METERED
VALVE FUEL
PURGING
AIR
START FUEL
OVERBOARD NOZZLE CDP
DRAIN
RESTRICTOR
Figure 49-9. Fuel System Schematic (Sheet 2 of 2)

APU FUEL CONTROL UNIT (FCU) NOTES

General
The FCU responds to commands from an
integral speed governor in conjunction with
the ESU to automatically schedule fuel for
APU starting, acceleration, and steady-state
operation.
Operation
When the start button is depressed, the starter
is energized. At 5%, the fuel sequencing begins
with the start fuel solenoid valve ( ) opening and
fuel being sprayed into the combustion chamber
through the start fuel nozzle. Igniter plug is
also energized at this time. From 5 to 14%,
the increasing fuel and compressor discharge
pressures open the differential pressure regulator.

At 14%, the main fuel solenoid valve opens and
allows regulated fuel pressure to six main fuel
nozzles. From this point, the APU acceleration
speed is determined by the acceleration schedule
adjust screw. At 70%, the start fuel solenoid,
igniter plug, and starter are de-energized;
acceleration continues to 90% and holds for 10
seconds for the ESU to analyse if everything is
operating properly. At 90% + 10 seconds, the
maximum fuel solenoid valve opens, and the
APU accelerates to 102% unloaded (no electrical
or bleed-air systems operating). The 102% is
set by the speed adjust screw. From this point,
the speed is controlled by the speed governor
102% unloaded and 100% loaded. This speed is
maintained by the governor flyweights reducing
or increasing the valve opening. If the governor
tries to shut the fuel off to prevent complete fuel
starvation, a minimum amount of fuel through
the minimum flow orifice will allow the APU
to continue operating until the governor can cut
back in. The altitude compensator aneroid will
automatically adjust air fuel mixture at higher
field elevations to prevent a hot start.
NOTE
If the engine fails to reach 90%
rpm in 40 seconds, the ESU fault
logic will shut down the APU.

Figure 49-10. Igniter Box
Figure 49-11. Electronic Sequence Unit

IGNITION SYSTEM NOTES

The high-energy ignition system consists of an
ignition exciter (Figure 49-10), a cable, and a
single igniter plug in the combustion chamber.
The ignition system is completely automatic:

having no controls and indicators, operation
is determined by the ESU, which turns on the
ignition at 5% rpm during a start cycle and
turns it off at 70% + 10 seconds.
ELECTRONIC SEQUENCE UNIT

(ESU)
General
The ESU (Figure 49-11), located in the APU
compartment, provides automatically controlled

APU start sequencing and protection from
malfunctions. Sensors supply the ESU with
APU rpm, exhaust gas temperature (EGT),
oil pressure, and oil temperature. With these
inputs and in response to activation and start
commands from the APU control panel in the
cockpit, the ESU automatically controls the
APU FCU, boost pump, start bypass valve,
ignition system, and DC starter-generator, as
required to start and accelerate the APU to
steady-state rpm.
Fault Monitoring
A built-in fault monitoring system in the ECU
detects internal faults, malfunctions in start
sequencing, and APU out-of-limit conditions,
such as high EGT, high oil temperature, low oil
pressure, and APU overspeed and underspeed.
When any of these faults is detected, the ESU
initiates an APU shutdown.

Figure 49-12. Bite Indications and Decoded Information

Built-In Test Equipment (BITE) NOTES

The built-in test equipment, or BITE (Figure
49-12), constantly monitors the internal
circuitry of the ESU and provides visual
indication with doll’s eye indicators of the
entire starting sequence. Indications, in this
case, are retained only until transition to the
next sequence, which results in a normal (black)
indication of all doll’s eyes at the termination
of the start sequence. However, malfunction
indications are retained to provide a visual
record for service personnel.
APU Overspeed Protection and Test

Automatic protection from overspeed is provided
for the APU by internal sensing circuits in the
ESU. When an overspeed is detected, the ESU
causes the FLR segment of the APU PWR

switchlight to come on, in addition to the APU
caution light, while initiating an automatic APU
shutdown sequence. The OVERSPEED TEST
switchlight on the APU control panel, when
pushed while the APU is operating, transmits a
simulated overspeed input to the ESU, initiating
a shutdown.
NOTE
If the overspeed test fails to shut
down the APU, a malfunction
of the system must be assumed.
The APU should be shut down
immediately, using the APU
PWR switchlight on the APU
control panel.

CHECK
VALVE
TO DEICE
SYSTEM
BLEED
VALVE
AFT
APU
OUTFLOW
VALVE
SUCTION
EJECTOR
START CHECK
BYPASS VALVE
VALVE
LEGEND
ENGINE BLEED AIR
TO APU APU BLEED AIR
EXHAUST
START BYPASS BLEED AIR
TO HEAT
EXCHANGER
K
EC
CH LVE
VA
BLEED-AIR
DUCT FROM
ENGINE
Figure 49-13. APU Bleed-Air System Schematic

BLEED-AIR SYSTEM open limit switch is activated, the valve stops,

and the word “OPEN” illuminates on the
General switchlight.
The APU bleed-air system (Figure 49-13)
This allows APU bleed air to be routed to the
supplies hot bleed air directly from the APU
air-conditioning unit. To turn the bleed air off,
compressor to the bleed-air supply duct
depress the switchlight; the valve closes, and
upstream of the air-conditioning pack and to the
the word “OPEN” goes out, indicating that the
deicing system. Supply to the deicing system is
valve has closed.
continuous whenever the APU is running.
See MSM Chapter 49 for schematic and
NOTE operation.
APU-supplied deicing pressure
may not be of sufficient pressure
to inflate the deicing boots.
Supply to the air-conditioning pack is

controlled by the BL AIR switchlight on the
APU control panel, which controls the opening

and closing of a bleed-air supply valve in the
bleed-air duct.
Start-Bypass Valve
A start-bypass valve installed in a branch line
downstream of the APU compressor discharge
port prevents overpressure and surging during
starting and running when the air-conditioning
bleed-air supply valve is closed.
This spring-loaded valve opens relative to

rising compressor pressure during starting and
dumps the excess volume directly into the APU
exhaust duct. When the BL AIR switchlight
is pushed to supply the APU bleed air to the
air-conditioning pack (APU rpm is 90% + 10
seconds and EGT is 1,000° F [590° C]), the
ESU assumes control of the start bypass valve,
closing it by signals to an integral actuator,
thus ensuring full APU bleed air pressure to
the air-conditioning pack.
Bleed Valve
The bleed valve is an electrically motor-driven
valve mounted in the bleed supply ducting. The
valve is controlled by a selector switchlight
labeled “BL AIR”, located on the APU control
panel. When the switchlight is depressed,
the valve begins to open; when the internal

GEN LOAD SIGNAL

GEN GEN OHT TO DC POWER
MONITOR
ON WRN RBY OHT
DC
LOAD
METER
START
TRIP
GCU
STARTER SHUNT
GEN ON
APU
APU
K64 DC LOGIC STARTER-
RELAYS GENERATOR
GEAR
APU BOX
GENERATOR
K62
BUS
CONTACTOR
L ENGINE R ENGINE
STARTER- L MAIN MAIN R MAIN STARTER-
GENERATOR FEEDER BUS FEEDER GENERATOR
BUS TIE BUS
K21
DC EXT POWER DC EXT POWER
SEC/MAIN SEC/MAIN
K6 BUS TIE
BUS TIE K5
LEGEND
L SECONDARY R SECONDARY APU POWER
FEEDER BUS FEEDER BUS
L TRU R TRU
Figure 49-14. APU Starter-Generator Schematic

STARTER-GENERATOR comes on to indicate that the APU is ready to

supply bleed air and electrical power.
Description and Operation
As the APU achieves operating rpm, the switches
The APU starter-generator system (Figure from starter mode to generator mode on signals
49-14) consists of a 28-VDC starter-generator from the ESU. The GCU also provides voltage
and a generator control unit (GCU). The starter- regulation, contactor control, and fault protection
generator is mounted on and driven by the APU for the starter-generator when in generator mode.
accessory gear. It is interchangeable with the
engine-driven starter-generators. When on line, the generator supplies electrical
power at a constant 28 VDC to the right feeder
In generator mode, it may be used to power the bus via the APU generator bus contactor and
entire DC distribution system and permit operation GCU-supplied signals to the airplane’s electrical
of the constant-frequency AC system, addition system. DC logic relays close the main bus tie and
to charging the main and auxiliary batteries. It the secondary-to-main bus ties to connect the APU
may also be used to assist in engine starting. For generator to the entire DC distribution system.
starting, the APU starter-generator drives the
APU through the accessory gearbox. Power is
supplied from the right main feeder bus to the APU APU Starter Operating Limits
contactor controlled by GCU start control circuits,

as part of the automatic start sequencing.
START MAXIMUM
FOLLOWED BY
NO. TIME ON
Arming of the ESU start circuits following
initial APU PWR selection occurs only after 1 1 minute 2 minutes off
fuel pressure is met. Arming is indicated by
2 1 minute 2 minutes off
illumination of the START segment of the
START–STARTER switchlight on the APU 30-minute cooling-
3 1 minute
control panel. off period
Repeat cycle
The start sequence is initiated by momentarily 4 Starts No.1
through No.3
pushing the START switchlight, sending a
start signal to the ESU to begin APU start and
acceleration. The ESU automatically signals the
start control circuits of the GCU to apply power
to the starter-generator for APU spool-up. The
STARTER segment of the switch is illuminated
to indicate that the start cycle is engaged.
During APU spool-up, the ESU automatically

energizes the APU ignition system and signals
the FCU to supply fuel for light-off at the proper
time. As the APU accelerates through 70% rpm
following light-off, the ESU signals the GCU to
disengage the starter, the STARTER light goes
out, and the ignition system is turned off.
At 90% rpm + 10 seconds, the ECU configures

the FCU for automatic rpm governing and arms
the bleed-air and generator systems for operation.
At this time the START segment goes off, and
the RUN segment of the APU PWR switchlight

DC CONTACTOR BOX
APU GENERATOR
CONTROL UNIT
(GCU)
RELAY
APU
5 BUS
VOLTS 2449–K82
APU
10 GEN CURRENT 2449 T6
CONT
CIRCUIT TRANSFORMER
BREAKER
Figure 49-15. DC System Components
Figure 49-16. DC System Panel

Control and Indication NOTES

Control and indication of the generator mode
of operation is by the GEN switchlight on the
APU control panel (Figure 49-16). The ON
segment of the light indicates that the generator
is on line; the WRN segment comes on to
indicate a malfunction. The WRN segment also
illuminates if the APU generator bus contactor
is out of sequence; i.e., closed when it should
be open.
When a fault is detected, the GCU (Figure

49-15) automatically removes the generator
from the right main feeder bus, opens the bus
tie, and disconnects the secondary feeder buses
from the main buses. The GEN segment of the
switchlight goes off, and the WRN segment
comes on, along with the APU caution light
(Figure 49-16).

Load Monitoring
The APU electrical loads may be monitored on
the DC SYSTEM power monitor panel (Figure
49-16) by selecting GEN 2 and pushing the
DC LOAD METER switchlight on the APU
control panel.
NOTE
Detailed electrical schematics
are contained in the Maintenance
and Operation Schematic
Manual, Chapter 49.

Figure 49-17. Switchlight and Indicators

Control Panel to extinguish and OPEN light to

illuminate. RUN is indicated following
Refer to Figure 49-17. Switchlight and
APU acceleration to 90 percent + 10
Indicators.
seconds speed. FLR is indicated if a
fault is detected by ESU circuits during
The APU Control panel located on the overhead
APU operation.
console in the flight compartment is provided
with switchlight and advisory lights used for •• Pressing the switch lens a second
APU control, generator control, overspeed test, time opens the switch portion of
bleed air valve control and provision for the the switchlight to remove power
selection of generator power output readout. and grounds previously established,
mechanical latch is released and the lens
APU switchlights located on the APU control returns to flush surface position APU
panel are equipped each with a lens and lamp(s) PWR switchlight remains illuminated.
assembly which is connected mechanically to
switches. Pressing the switchlight lens operates Start Switchlight
the associated switch. The lamps are connected
The start switchlight is of the momentary
into APU control circuits and through a dim
pushbutton type containing four lams under
and test junction box to aircraft dim and test
a single lens which provides two indication
circuits.
START and STARTER

The description of the switches and annunciators Pressing the START switchlight closes switch
on the control panel are as follows: contacts to initiate starter generator operation.
STARTER is indicated when the starter
contactor is energized. START indication is
APU PWR Switchlight then extinguished. The STARTER portion of
APU power switchlight is of the alternate the switchlight extinguishes when APU speed
action pushbutton type with four lamps located reaches 70 percent.
under a single lens which provides separate
indications APU PWR, RUN and FLR. The GEN Switchlight
switclight is connected to the 28VDC right ESS
bus through circuit breaker APU AUX (N8), NOTE
and to APU run and fault circuits in the ESU
GEN switchlight selected only
through relays.
after RUN indication light is
When the aircraft is on the ground and power is illuminated, confirming APU
applied to DC bus, APR PWR switchlight lens has accelerated to 90 percent
illuminates. Pressing the lens, closes switch plus 10 seconds.
contacts, lens is mechanically held in and
28VDC power (N8) is supplied to the following: The GEN switchlight is of the alternate action
pushbutton type with four lamps located under
•• GEN. DC LOADMETER. OVERSPEED
a single lens. Pressing the lens closes the switch
TEST, START and BL AIR lenses on
contacts and lens is held by mechanical latch.
the appropriate switchlights illuminate.
•• Interlocking circuits to fire detection ON is indicated when generator is on line,
and extinguishing system (refer to WRN is indicated when line contactor is open
Chapter 26) and the ventilation system during APU operation. Pressing the switchlight
is established. a second time opens switch contacts. The
On light extinguishes and the generator is
•• APU fuel valve is energized open,
unloaded. The mechanical latch is real eased
causing APU FUEL VALVE CLOSED
and lens returns to flush surface position. The
light on APU fire protection panel
GEN switchlight remains illuminated.


BL AIR Switchlight Overheat Lights

Overheat lights; GEN OHT and RBY OHT, on
NOTE the APU control panel consist of four lamps under
BL AIR switchlight is selected a single lens. The GEN OHT light illuminates
only after RUN indication light (in response to high temperature in the APU dc
is illuminated, confirming APU generator. The RBY OHT light illuminates when
has accelerated to 90 percent temperature in the rear fuselage (bay) is excessive
plus 10 seconds. and causes APU shut down.
The bleed air switchlight is of the alternate

action pushbutton type with four lamps
Other Indicators in the Flight
located under a single lens, to provide separate
Compartment
indications BL AIR and OPEN. Indicators on the APU fire protection panel
consist of fire extinguisher loop indicator,
Pressing BL AIR switchlight, closes switch FAULT light, an APU FIRE indicator light,
contacts to initiate APU bleed valve opening fire extinguisher BTL charged light and FUEL
and lens is held in by mechanical latch. When VALVE OPEN and CLOSED lights.
the bleed valve reaches fully open position,
OPEN is indicated. APU caution light on the Caution panel

illuminates to indicate that the APU is off line.
Pressing the BL AIR switchlight a second time
initiates bleed valve closing, the OPEN light
extinguishes, mechanical latch is released and
Indicators in the Rear Fuselage
lens returns to flush surface position. The BL Indicators in the rear fuselage consist of a
AIR indication remains. starts counter and an hour meter, both mounted
in the right side of rear fuselage in the APU
bay and built-in-test (BITE) indicators on the
DC LOADMETER Switchlight ESU which is mounted on the electrical panel
The DC LOADMETER switchlight is of adjacent to the APU. A pressure gage/switch is
the momentary pushbutton type containing mounted on the fire extinguisher bottle.
four lamps under a single lens. Pressing the
switchlight closes switch contacts to connect
APU generator power circuits to the aircraft
Starts Counter
load meter. Lens returns to the flush position The starts counter indicates incremental number
when released. of starts. Each start being counted in response
to a signal from the ESU when the APU main
fuel valve opens during the APU start sequence.
OVERSPEED TEST Switchlight
The over speed test switchlight is of the The hour meter indicates incremental elapsed
momentary pushbutton type containing four time of APU operation. Counting begins when
lamps under a single lens. Pressing the lens APU speed reaches 90 percent plus five seconds
closes switchlight contacts to initiate APU and continues until APU shut down.
shutdown. Lens returns to flush surface position
when released.
ESU BITE Indicator
The right engine power monitor (load meter) The four BITE indicators on the ESU provide
provides indication of APU dc generator output indications of start sequence status and provide
when the generator is on line (generator ON the twenty one combinations, each of which
light lit) and the DC LOADMETER switchlight shows visual indication of a particular fault
is pressed. or combination of faults associated with APU
operation as monitored by the ESU.

HOT END SECTION

(SHROUD REMOVED)
LOOP
ATTACHMENT
(TYPICAL)
FIRE
DETECTION
LOOP
DISTRIBUTION EXHAUST
DETECTOR LINE SHROUD
(RESPONDER)
FIRE
DETECTION
LOOP
EXTINGUISHER
BOTTLE
PRESSURE APU SHROUD

SWITCH/GAGE
SWIVEL
SYSTEM DISCHARGE
INDICATOR
THERMAL DISCHARGE
INDICATOR
DISTRIBUTION
CHECK VALVE LINE
NOTE:
FOR DETAILS OF DETECTOR
(RESPONDER), REFER TO
CHAPTER/SECTION 26-11-00,
FIGURE 1.
Figure 49-18. APU Fire Warning

FIRE PROTECTION NOTES

General
The APU fire detection system (Figure 49-18)
consists of a sensor loop, control circuits, and
warning and caution lights. The loop is routed
along the APU exhaust and the shroud. A
portion of the loop passes through the shroud
to detect internal temperature.
Fire Extinguishing
The fire-extinguishing system is fully automatic
and consists of a stainless steel fire bottle,
associated distribution lines, a system discharge
indicator, and a thermal discharge indicator. A
distribution line from the discharge valve of the
fire terminates under the APU to extinguish a
compartment fire. A second distribution line,

tapped from the first, terminates inside the
APU shroud to extinguish any internal fire.

Figure 49-19. APU Fire Protection Panel

FUSELAGE FUEL VALVE CLOSE

SKIN
SHUTDOWN SIGNAL
TO ESU
FIRE/OVERHEAT
DETECTOR UNIT
FIRE DETECTION
SENSOR LOOP APU
FUEL VALVE
APU EXHAUST OPEN CLOSED BTL
INNER COMBUSTOR
SHROUD DISCHARGE
OUTLET
FAULT FIRE
COMBUSTOR EXTG
FIRE
SHROUD TEST
REAR
COMPARTMENT
DISCHARGE
OUTLET
MOUNTING
BRACKET
LEGEND
EXTINGUISHING AGENT
SYSTEM DISCHARGE
ELECTRICAL POWER INDICATOR/PORT
FIRE BOTTLE VALVE THERMAL DISCHARGE
AND DISCHARGE INDICATOR/PORT
SQUIB ASSEMBLY
Figure 49-20. APU Fire Protection Schematic

Operation NOTE
When a fire or overheat condition is sensed by If the FIRE TEST button is
the fire detection loop, a signal automatically depressed while the APU is
shuts down the APU and causes the red FIRE operating, the fuel valve closes
warning light, the white FUEL VALVE and the APU shuts down.
CLOSED light, and the amber bottle pressure
light on the fire protection panel to come
on. The APU caution light and the CHECK
Thermal and System Discharge
FIRE DET warning light also illuminate. A thermal discharge port with a red indicator
One-half second following the detection of and a system discharge port with a yellow
fire or overheat, a relay closes and detonates indicator (Figure 49-20) are flush-mounted
the discharge cartridge of the fire bottle. externally on the right side of the rear fuselage
Detonation of the cartridge ruptures the seal skin. When thermal or system discharge occurs,
of the discharge valve, releasing the contents the red or yellow indicator is ejected when the
of the bottle. contents of the fire bottle are discharged.
If the extinguisher fails to discharge

automatically, the BTL light remains on. The
NOTE
bottle must then be discharged by using the On Pre Mod SOO 8155 only a

guarded EXTG switch on the APU section of red thermal discharge indicator
the fire protection panel. An amber FAULT is installed.
light on the same panel provides indication
of malfunctions of the fire detection or See MSM Chapter 49 for schematic and
extinguishing systems. operation.
This light comes on, example, if a fault

develops in the detector loop.
NOTE
An electrical interlock system
inhibits APU starting once the
fire extinguisher is discharged.
Testing
The fire detection system is tested by pushing
and holding the FIRE TEST switch on the fire
protection panel (Figure 49-19). During the test
the following lights come on to indicate the
validity of the test: FIRE, FAULT, BTL, FUEL
VALVE CLOSED, APU, CHECK FIRE DET,
and the master WARNING and CAUTION lights.
NOTE
After a fire test, the power
switch must be selected off and
then back on to reset the ESU for
an APU start.

FRAME 1 FRAME 2 FRAME 3
TEMPERATURE
SWITCHES
250° F/121° C
OIL COOLER
OIL
INLET
LINE
INLET AIR FROM
COMPARTMENT
SIDE VIEW OF APU
OIL COOLER LINES
BLOWER
OIL BYPASS
EXHAUST
AIR OUTLET
Figure 49-21. APU Ventilation

APU COMPARTMENT •• APU BLD AIR (P8).

VENTILATION •• APU FIRE DET (F8).
•• APU VENT (S8).
A blower system (Figure 49-21) is provided
for APU compartment ventilation and APU
2. Select the BATTERY MASTER, MAIN
cooling. The system operates when the APU is
BATTERY, and AUX BATTERY switches
powered. The components include a blower fan
to on.
and a radiator-type oil cooler.
3. Select the TEST CAUT/ADVSY switch to
The blower is installed in a ventilation duct ADVSY; ensure that all advisory lights on
connecting the APU oil cooler air outlet to an the APU control panel come on.
exhaust port located on the lower-right side of
4. Press the APU POWER switch on; check that
the rear fuselage skin.
the FUEL VALVE OPEN light illuminates.
When operating, the blower induces air from 5. Select the APU FIRE DETECT switch to
the rear compartment through the APU oil test; check that the APU caution, CHECK
cooler and directs it to the exhaust port. FIRE DET warning, APU FIRE, bottle
pressure, FUEL OFF, master CAUTION,
and master WARNING lights are all on.
NOTE

6. Press the APU PWR switch off then on to
The operation of the ventilation
reset the ESU.
blower is inhibited when the
APU fire detection system 7. Place A/COL light to RED.
detects an APU fire.
NOTE
REAR BAY OVERTEMPERATURE Following a fire detection test,
the APU power switch must be
Overtemperature in the rear compartment is cycled to reset the APU start
sensed by two temperature sensors, one above circuit. Ensure ground personnel
and aft and one above and forward of the APU. and equipment are clear of the
Each is preset to operate at 250° F (121° C). APU exhaust port.
Operating either sensor initiates an APU

shutdown, and illuminates the RBY OHT light CAUTION
on the APU control panel.
ENSURE GROUND
P E R S O N N E L A N D
See MSM Chapter 49 for schematic and
EQUIPMENT ARE CLEAR OF
operation.
THE APU EXHAUST PORT.
APU STARTING PROCEDURES Start

Cockpit Setup and Tests 1. Press the APU START switch and observe:
1. Ensure that the following circuit breakers •• APU STARTER and APU GEN WRN
on the right circuit-breaker panel are in: advisory lights illuminate, then go out.
•• APU MAIN (Q8). •• APU RUN advisory, GEN WARN
advisory, and APU caution lights
•• APU AUX (N8).
illuminate.
•• APU FUEL (R8).

After Start Alternate APU Shutdown

1. Press the APU GEN switch and observe: 1. Press the APU BL AIR switch, and check
that the BL AIR OPEN advisory light is out.
•• GEN ON advisory light illuminates.
2. Press the APU GEN switch, and check that
•• GEN WRN advisory light goes out.
the GEN WRN advisory light is on and the
•• APU caution light goes out. APU caution light illuminates.
3. Press the APU PWR switch, and check:
2. Press the DC LOADMETER switch. Check
BUS VOLTS and GEN 2 LOAD on DC •• APU RUN and APU FUEL VALVE
system panel (voltage output limited to 1.00
•• OPEN advisory lights are out.
full load).
•• APU caution light is out.
3. Check the BATTERY TEMPERATURE
MAIN and AUX indicators. •• FUEL VALVE CLOSED advisory light
illuminates.
NOTE
Wait 20 seconds after APU RUN
advisory light illuminates before
selecting APU BL AIR switch on.
4. Select the BLEED 1 and BLEED 2 switches

OFF.
5. Select the TEMP CONTROL to AUTO
and set.
6. Select the RECIRC fan switch to RECIRC.
7. Press the APU BL AIR switch. Check
illumination of the BL AIR OPEN light.
APU SHUTDOWN
Normal APU Shutdown Using
Overspeed Test
1. Press the APU BL AIR switch, and check
that the BL AIR OPEN advisory light is out.
2. Press the APU GEN switch, and check that
the GEN ON advisory light is out and the
APU caution light illuminates.
3. Press the OVERSPEED TEST switch, and check
that the APU FLR advisory light illuminates and
the APU RUN advisory light is out.
4. Press the APU POWER switch, and check
that the APU FUEL VALVE OPEN advisory
light is out and the APU FUEL VALVE
CLOSED advisory light illuminates.


•• Centrifugal pump (6-10 gallons flow per minute and 75 pounds-force per square inch
constant pressure).
•• Hydraulic pressure gauge (0 to 200 pounds-force per square inch); Qty. 2.
•• Pressure relief valve (75 pounds-force per square inch).
•• Filter (Full-Flow).
•• Screen (100-Mesh); Qty. 2.
Revision 0.5
CHAPTER 51
STRUCTURES
CONTENTS
Page
51-00-00 STRUCTURES............................................................................................ 51-1
General................................................................................................................ 51-1
Fuselage........................................................................................................ 51-2
Wings............................................................................................................ 51-2
Nacelles........................................................................................................ 51-2
Vertical Stabilizer.......................................................................................... 51-2
Horizontal Stabilizer..................................................................................... 51-2
Aircraft Bonded Skin Panels................................................................................ 51-2
51-10-00 LIGHTNING PROTECTION....................................................................... 51-5
General................................................................................................................ 51-5
Lightning Strike Incident Reporting.............................................................. 51-5
51-10-11 WING AND FUEL TANK COMPONENTS................................................. 51-7
General................................................................................................................ 51-7
51 STRUCTURES
Description........................................................................................................... 51-7
Fuel Tank Access Cover................................................................................ 51-7
Magna-Stick Indicator Assembly................................................................... 51-9
Auxiliary Fuel Pump Assembly..................................................................... 51-9
Fuel Tank Drain Valves................................................................................. 51-9
Wing Fuel Tank Area..................................................................................... 51-9
51-10-12 ELECTRIC/ELECTRONIC SYSTEM HARDWARE.................................. 51-13
General.............................................................................................................. 51-13

Page
Description......................................................................................................... 51-13
Electric Conduits......................................................................................... 51-13
Aluminum Covers....................................................................................... 51-15
Nose Electrical Bay Access Doors and Weather Seals................................. 51-17
Composite Structures.................................................................................. 51-18
Bonding Jumpers......................................................................................... 51-18
51-10-13 PRECIPITATION STATIC......................................................................... 51-19
General.............................................................................................................. 51-19
Description......................................................................................................... 51-19
Static Discharging System........................................................................... 51-19
External Metallic Airframe.......................................................................... 51-19
External Composite Components
(Aramide Fibre)................................................................................................. 51-20
Flight Crew Precipitation Static Reports..................................................... 51-20
51-11-00 AERODYNAMIC SMOOTHNESS............................................................. 51-29
General.............................................................................................................. 51-29
Description......................................................................................................... 51-29
51 STRUCTURES
Critical Zones.............................................................................................. 51-29

Allowable Gap Tolerance............................................................................. 51-30
Step Mismatch Tolerance............................................................................ 51-30
Surface Waviness........................................................................................ 51-33
Flush Rivet Heads....................................................................................... 51-33
51-80-00 ELECTRICAL BONDING......................................................................... 51-34
1. General................................................................................................... 51-34
2. Description............................................................................................. 51-34

Page
51-13-01 DEFECT AND DAMAGE REPAIR REQUESTS........................................ 51-52
Report Procedure............................................................................................... 51-52
1. General................................................................................................... 51-52
2. Cause Analysis....................................................................................... 51-52
3. Reports................................................................................................... 51-52
4. Communication...................................................................................... 51-57
5. Illustrations............................................................................................ 51-59
51 STRUCTURES
Revision 0.5
ILLUSTRATIONS
Figure Title Page

51-1 Light Striking Incident Report...................................................................51-4
51-2 Fuel Tank Access Cover - Lightning Protection.........................................51-6
51-3 Magna-Stick Indicator Assembly - Lightning Protection............................51-8
51-4 Auxiliary Fuel Pump Assembly - Lightning Protection............................51-10
51-5 Fuel Tank Drain Valve - Lightning Protection..........................................51-11
51-6 Electrical Conduit....................................................................................51-12
51-7 Composite Bonding.................................................................................51-14
51-8 Conductive Door Seals............................................................................51-16
51-9 Composite Bonding.................................................................................51-18
51-10 Bonding Test Points Fixed Metal Access Panels (Sheet 1 of 4).................51-23
51-11 General Methods of Grounding the Conductive Paint .............................51-27
51-12 Aerodynamic Smoothness - Critical Zones..............................................51-28
51 STRUCTURES
51-13 Aerodynamic Smoothness - Flaps............................................................51-28
51-14 Permitted Gap Tolerances........................................................................51-31
51-15 Step Mismatch Tolerances.......................................................................51-31
51-16 Surface Waviness Tolerances...................................................................51-32
51-17 Aerodynamic Smoothness - Flush Rivet Heads........................................51-32
51-18 Electrical Bonding - Fuel Tank Access Covers.........................................51-36
51-19 Electrical Bonding - Magna-Stick Indicator Assembly.............................51-38
51-20 Electrical Bonding - Auxiliary Fuel Pump Assembly...............................51-40
51-21 Electrical Bonding - Fuel Tank Drain Valves............................................51-41

Figure Title Page

51-22 Electrical Bonding - Bonding Jumpers.....................................................51-42
51-23 Lightning Protection - Electrical Wiring Routing.....................................51-44
51-24 Lightning Protection - External Lights Wiring.........................................51-46
51-25 Lightning Protection - Aluminum Covers Installation..............................51-48
51-26 Allowable Resistance Values for Bonding Usage Groups.........................51-50
51-27 Damage Reporting Checklist (Sheet 1 of 2).............................................51-54
51-27 Damage Reporting Checklist (Sheet 2 of 2).............................................51-55
51-28 Example of a General Location Sketch....................................................51-58
51-29 How to Show Data on Dents in Skins......................................................51-60
51-30 Example of a Precise Location Plan - View of Damage to Skins..............51-62
51-31 Example of How to Show the Dent Profile..............................................51-64
51-32 Example of a Display of Crack Dimensions at a Fastener Hole................51-65
51-33 How to Prepare and Measure Gouge or Scratch Depth.............................51-66
51 STRUCTURES

TABLES
Table Title Page

51-1 Test Point for Fixed Metal Access Panels (Sheet 1 of 2)...........................51-21
51-1 Test Point for Fixed Metal Access Panels (Sheet 2 of 2)...........................51-22
51-2 Surface Finish - Critical Zones................................................................51-29
51-3 Step Mismatch Tolerance.........................................................................51-30
51-4 Bonding Locations and Usage Groups.....................................................51-35
51-5 Allowable Resistance Values for Bonding Usage Groups.........................51-35
51 STRUCTURES

CHAPTER 51
STRUCTURES
51-00-00 STRUCTURES
The Dash 8 is a pressurized, predominantly metal, high-wing, twin-turboprop airplane
51 STRUCTURES
with a semimonocoque fuselage and cantilever box wing and stabilizer. The airframe
is manufactured as four major subassemblies: the nose, center, and rear sections of the
fuselage and the wing. The wing unit is mounted through the upper fuselage to form a light,
strong, and fail-safe airframe.
GENERAL
The aircraft is a metal high wing monoplane with retractable tricycle landing gear. Power is provided
fully cantilevered wings and horizontal stabilizer by two turbo prop engines in wing mounted nacelles.
surfaces, a semimonocoque fuselage and a fully

Fuselage NOTES
The fuselage consists of three main sections:
nose, center and rear.
Wings
The wing is a fully cantilevered unit mounted
through the upper cabin of the fuselage,
incorporating ailerons, roll spoilers and trailing
edge flaps. The wing box is an all metal structure
that forms integral fuel tanks and provides the
mounting structure for the nacelles.
Nacelles
The two nacelles, one on each side of the
fuselage, mounted below the wings, house the
powerplants and accommodate the landing gear
and some additional equipment.
Vertical Stabilizer
The vertical stabilizer is an integral part of the
rear fuselage. It provides the attachment for the
horizontal stabilizer and fore and trailing rudders.
Horizontal Stabilizer
The horizontal stabilizer is constructed in one
section and is attached to the top of the vertical
stabilizer. The rear spar contains arms to carry
the elevator assembly.
51 STRUCTURES
AIRCRAFT BONDED SKIN

PANELS
A large portion of the skin panels are bonded
assemblies consisting of skin, stringer and doublers,
or skin sandwiched with a honeycomb core.

51 STRUCTURES

LIGHTNING STRIKE INCIDENT REPORT
SEND TO: Bombardier Aerospace,

123 Garratt Boulevard,
Mail Stop: N43-28
Downsview, Ontario, Canada
M3K 1Y5
Attention: Technical Help Desk
Fax (416) 375-4539
Email: thd@dehavilland.ca
AIRCRAFT INFORMATION: REPORT PREPARED BY:
Airline Name: Name:

Aircraft Registration: Title:
Aircraft Fleet No.: Phone Number:
Aircraft Serial No.:
GEOGRAPHICAL LOCATION AT TIME OF STRIKE
Parked: Aircraft Altitude:
Taxi: Closest Airport:
Take-off: WX:
Climb:
51 STRUCTURES
Date:
Cruise: Time:
Descent: Flight No.:
Approach: From:
Final: To:
Land:
Additional information regarding attachment locations, physical damage,

electrical upset, pilot’s report, strip report (equipment) and photographs.
Figure 51-1. Light Striking Incident Report

51-10-00 LIGHTNING • • Installation of lightning diverter strips

on the nose radome and application of
PROTECTION conductive paints on nonconductive
surfaces.
GENERAL •• Application of aluminum paste (Alcoa
No.1593 or No.726 conforming to
The aircraft has many properties to limit the ASTM D962, Type 4, Class A) to the
damage caused by a lightning strike. The primary primer and enamel paint on both upper
structural components of the fuselage are and lower wing skin surfaces between
fabricated from aluminum which provides a good stations YW171.20 and YW261.00.
protection for both the direct and indirect effects
of a lightning discharge. The basic metal structure Lightning Strike Incident Reporting
also supplies a “protective cover” around the
In order to achieve a better understanding of
passengers, crew, fuel, and avionics systems.
the effects of a lightning strike on aircraft
structures and systems, it is important that
The aircraft lightning protection systems
any lightning strike incidents are reported
prevent the items that follow:
to DHC Technical Support and Engineering
Departments. Please fill out the details in
•• Damage of the external skin, fuel tanks
the incident reporting form and return to
and other important flight safety areas.
Bombardier Aerospace. Also include as much
•• Prevent damage to low conductivity areas information as possible regarding the lightning
such as fairings and control surfaces. strike incident including:
•• Prevent arcing and limit the movement
•• Entry point of the strike.
of electrical charges on the external
surface of the aircraft. •• Exit point of strike.
•• P r o t e c t t h e e l e c t r i c a l / e l e c t r o n i c •• Any swept stroke or intermediate
hardware on the aircraft from damage. attachment point.
Lightning protection devices are used to stop •• Description of any physical damage or
the high voltages and currents of a lightning electrical upset.
strike. A low resistance path along the
•• Pilot’s Report.
aircraft external surface is provided for flow
51 STRUCTURES
of electrical current between the structural •• Strip report or damaged equipment.
components and the metal airframe.
•• Photographs of damaged areas.
Lightning protection on the aircraft is provided by:
• • Metal-to-metal interfacing of fuel

system components mounted on wing
surfaces.
•• Electric/electronic system protection in
the form of electric conduits, aluminum
covers and bonding jumpers.
•• G r o u n d i n g o f l o w c o n d u c t i v i t y
composite structures and metal sections
to the basic metal structure.
•• Bonding of control surfaces and flaps
with bonding jumpers at all hinges.

51 STRUCTURES
NOTES
1. Ensure insulating gasket is securely bonded to inside edge of landing.
2. The following items to be treated only with alodine 1200S to
specification MIL−C−5541.
A. Countersunk areas of fuel tank access covers.
B. Mating faces of access covers and landing.
C. Rivets which penetrate fuel tank upper or lower skins, or fasten
tank−contained stringers, landings or gang channels.
D. Gang channel components such as shells, nuts, base and channel strip.
3. The ladder plate insulating gaskets and the metal−to−metal interface of the
ladder plate and the access panels are classified as Critical Design Configuration
Control Limitation (CDCCL) items. For the details, refer to PSM 1−83−7, Part 2.
Figure 51-2. Fuel Tank Access Cover - Lightning Protection

**ON A/C ALL insulating gasket are fuel tank safety critical
items. They are classified as Critical Design
51-10-11 WING AND FUEL Configuration Control Limitation (CDCCL)
items. Their integrity must be maintained to
TANK COMPONENTS make sure that unsafe conditions do not develop
by maintenance, modification or repair. For the
details, refer to PSM 1-83-7, Part 2.
GENERAL
The following items to be treated only with
Component parts requiring metal-to-metal interfacing
Alodine 1200S to SPEC MIL-C-5541.
consist of fuel tank access covers, magna-stick
indicator assemblies, auxiliary fuel pump assemblies,
•• Countersunk areas of fuel tank access
fuel tank drain valves and flaps upper shroud.
covers.
The fuel tank plumbing lines, self-bonding •• Mating faces of access covers and landing.
couplings, conductive fittings and metal-to-
•• Rivets which penetrate fuel tank upper
metal interface electrical bonding of the fuel
and lower skins, or fasten tank-contained
tank components are classified as Critical Design
stringers, landings or gang channels.
Configuration Control Limitation (CDCCL)
items. The electrical paths created by self-bonding •• Gang channel components such as
couplings, conductive fittings and metal-to- shells, nuts, base and channel strip.
metal interface electrical bonding of fuel tank
components provide protection for electrostatic
and lightning strikes. Their integrity must be
maintained to make sure that unsafe conditions
do not develop by maintenance, modification or
repair. For the details, refer to PSM 1-83-7, Part 2.
Refer to Task Card No.FSL 17 for the fuel

system electrical bonding requirements.
DESCRIPTION
Fuel Tank Access Cover
51 STRUCTURES
Refer to Figure 51-2. Fuel Tank Access Cover
- Lightning Protection.
The fuel tank access covers are located on the

wing upper skins between stations YW171.20
and YW423.00. It is important to ensure
insulating gasket is securely bonded to inside
edge of landing.
The mating surfaces between the fuel tank

access panels (covers) and the ladder plate
is designed with metal-to-metal interface
electrical bonding that must not be primed or
painted. Only chemical conversion coating is
permitted and no other finishes are permitted.
The metal-to-metal interface and the ladder plate

51 STRUCTURES
Figure 51-3. Magna-Stick Indicator Assembly - Lightning Protection

Magna-Stick Indicator Assembly items. Their integrity must be maintained to

make sure that unsafe conditions do not develop
Refer to Figure 51-3. Magna-Stick Indicator
by maintenance, modification or repair. For the
Assembly - Lightning Protection.
details, refer to PSM 1-83-7, Part 2.
The magna-stick indicator assemblies are located
Apply fillet of sealant around drain valves and
at stations YW222.00 and YW382.00. Ensure
lower skin.
where the surfaces of the lower wing skin and
the magna-stick indicator body make contact the
area is finished with alodine 1200S only. Wing Fuel Tank Area
All rivets which penetrate fuel tank upper and
Apply fillet sealant around magna-stick
lower skins, or fasten tank-contained stringers,
indicator body at wing lower skin.
landings or gang channels are to be treated with
Alodine 1200S only.
Auxiliary Fuel Pump Assembly
Refer to Figure 51-4. Auxiliary Fuel Pump
Assembly - Lightning Protection.
The following items to be treated with Alodine

1200S only:
Pump housing, wing structure doubler and

clamp ring in contact with anti-fret rings.
Pump cover surface in contact with pump

housing.
Apply fillet of sealant around clamp ring at

wing lower skin.
Fuel Tank Drain Valves

Refer to Figure 51-5. Fuel Tank Drain Valve -
51 STRUCTURES
Lightning Protection.
The fuel tank (water) drain valves are located at

stations YW175.03, YW190.50 and YW389.59.
Ensure where the surface of the lower wing
skin and the drain valves make contact the area
is finished with Alodine 1200S only.
The fuel tank water drain valve is designed

with an electrical metal-to-metal interface
electrical bonding that must not be primed or
painted. Only chemical conversion coating is
permitted and no other finishes are permitted.
The water drain valve domed nut and the metal-
to-metal interface are fuel tank safety critical
items and are classified as Critical Design
Configuration Control Limitation (CDCCL)

51 STRUCTURES
Figure 51-4. Auxiliary Fuel Pump Assembly - Lightning Protection

TYPICAL AT STATIONS
YW175.03, YM190.50 AND YW389.59.
WING SKIN
FILLET SEAL AROUND

DRAIN VALVE
51 STRUCTURES
ON WING SKIN THIS
SURFACE TO BE FREE
OF ALL FINISHES
NOTES
1. The metal−to−metal interface between the drain
valve and wing skin provides electrical bonding and is
classified as a Critical Design Configuration
Control Limitation (CDCCL) item. For the details,
refer to PSM 1−83−7, Part 2.
2. The plastic dome nut is classified as a Critical Design
Configuration Control Limitation (CDCCL) item.
For the details, refer to PSM 1−83−7, Part 2.
Figure 51-5. Fuel Tank Drain Valve - Lightning Protection

51 STRUCTURES
Figure 51-6. Electrical Conduit

**ON A/C ALL Vertical Stabilizer Ramp and Upper

Position Lights
51-10-12 ELECTRIC/ The ramp upper position light wiring within the
ELECTRONIC SYSTEM composite fin cap fairing is located within flexible
metal conduit. Ensure that the conduit is properly
HARDWARE grounded to the light units at one end and the
metal structure of the upper fin at the other end.
Bonding jumpers are not permitted.
GENERAL
Electric/electronic system hardware minimizes Tailcone Strobe and Lower Position
the effect of a lightning strike on electric/ Lights
electronic systems.
The strobe and lower position light wiring
within the composite tailcone structure is
DESCRIPTION located within flexible metal conduit. Ensure
that the conduit is properly grounded to the
The electric/electronic system hardware light units at one end and the metal structure
consists of electric conduits, aluminum of the rear fuselage at the other end. Bonding
covers, weather seals, composite structures jumpers are not permitted.
and bonding jumpers.
Electrical Harness Installation
Electric Conduits The following electrical harnesses are routed
Refer to Figure 51-6. Electrical Conduit. within a flexible metal jacket. It is important to
maintain the integrity of the jacket and ensure
that each jacket is grounded to the airframe at
Wing Front and Rear Spars both ends.
Solid aluminum conduit is located on the wing
front spar between stations YW 200.10 and YW •• Engine Control Unit routed along the
490.00 as well as the rear spar from stations front and rear spars between engine
YW 255.00 to YW 423.00. It is important to compartment and fuselage.
ensure that electrical wiring in these areas
•• Fuel Quantity Indicators (fuel quantity
is routed within the conduit. Ensure that the
gaging system (FQGS)) routed along
51 STRUCTURES
conduit is electrically bonded to the front spar
the wing front spar between wing
using proper bonding clamps. Insulated clamps
stations YW 243.00 and fuselage.
are not permitted. Bonding jumpers are not
permitted. •• The metal overall shield of the FQGS
wire harness is routed along the
wing front spar (Sta. Yw 245) to the
Horizontal Stabilizer Front Spar fuselage wing root. It is classified as a
Solid aluminum conduit is located on the Critical Design Configuration Control
horizontal stabilizer front spar between stations Limitation (CDCCL) item. Its integrity
YH 6.00 and YH 115.00. It is important to must be maintained to make sure that
ensure that electrical wiring in this area is unsafe conditions do not develop by
routed within the conduit. Ensure that the maintenance, modification or repair. For
conduit is free of all finishes except Alodine the details, refer to PSM 1-83-7, Part 2.
1200. Ensure that the conduit is electrically
bonded to the front spar using proper bonding
clamps. Insulated clamps are not permitted.
Bonding jumpers are not permitted.

51 STRUCTURES
Figure 51-7. Composite Bonding

Aluminum Covers NOTES

Refer to Figure 51-7. Composite Bonding.
Aluminum cover 82440035 is located on

the rear spar of each wing between stations
YW45.00 and YW139.00. Aluminum covers
82440037 and 82440038 are located on the rear
spar of each wing between stations YW171.00
and YW255.00. These covers must be in good
electrical contact with the wing rear spar by
ensuring that the area under the retaining
fasteners and washers is free of all finishes
except Alodine 1200. Ensure that this area
remains free of corrosion.
51 STRUCTURES

51 STRUCTURES
Figure 51-8. Conductive Door Seals

Nose Electrical Bay Access Doors NOTES

and Weather Seals
Refer to Figure 51-8. Conductive Door Seals.
The nose electrical bay is equipped with four

access doors. Two doors provide access to the
upper compartment while the remaining two
provide access to the left and right hand lower
compartments. Each of these doors is equipped
with mesh (aluminum) impregnated rubber
weather seal along the leading and trailing
edges. Ensure that these conductive gaskets are
maintained in good physical condition. When the
doors close, the conductive part of the seals come
in contact with aluminum strips mounted on the
door surround structure of the bay. These strips
should be free of all finishes except Alodine 1200
and should be kept free of corrosion.
51 STRUCTURES

Composite Structures •• Inboard Wing Leading Edge.

Refer to Figure 51-9. Composite Bonding. •• Wing Body Fairing.
•• Vertical Stabilizer Tip Fairing.
The DHC-8 is equipped with numerous
composite structures. Many of these structures •• Tailcone/Tailcone Tail Fairing.
possess an external conductive layer for
•• Nose Electrical Bay.
the purpose of lightning strike and P-static
protection. The conductive layer is electrically •• Nose Radome (Aluminum Diverter
grounded to the airframe using one of several Straps).
possible techniques.
•• Nacelle Closing Structure Nacelle
Lower Cowl (Bonding Jumpers).
By ensuring electrical continuity between the
conductive layer and fastener in the countersink •• Main Landing Gear Doors (Bonding
area of those fasteners which attach the Jumpers).
composite structure to the airframe or fasteners
•• E l e v a t o r T i p F a i r i n g s W i n g L / E
which attach one composite structure to another
Landing Light.
composite structure. This requires that all paint
finishes except Alodine 1200S are removed
from the countersink areas and rivets are
Bonding Jumpers
treated with Alodine 1200S only. Bonding jumpers are used at numerous
locations on the aircraft for lightning strike
The following is a list of composite structures and P-static protection. It is important to
protected by an external conductive layer: periodically check these jumpers to ensure that
they are secure or if removed for maintenance
•• Wing Tip Fairing. reasons, to ensure they are subsequently
reinstalled. Bonding jumpers are used across
•• Aileron Tip Fairing and Outboard
all flight control surfaces with the exception
Trailing Edge.
of the flaps and spoilers. Numerous bonding
•• Flap Shroud (YW 171.00 - YW 253.00) jumpers are installed between the engine and
and (YW 47.5 - YW 139.0). nacelle (adjacent to the forward engine mounts)
and the forward main landing gear doors.
•• Aft Nacelle/Aft Nacelle Trail Fairing.
51 STRUCTURES
EXTERNAL CONDUCTIVE COUNTERSINK

LAYER
COMPOSITE
STRUCTURE
Figure 51-9. Composite Bonding

51-10-13 PRECIPITATION noise quietening and keep the aircraft at an

acceptable in-flight voltage level (Refer to
STATIC Chapter 23).
Mod 8/0483 ensures dischargers mounted on

GENERAL composite surfaces are connected to the metal
airframe by using an aluminum strap.
An aircraft in flight through precipitation (rain,
ice, snow) can acquire an electrostatic charge
as a result of triboelectric or frictional charging External Metallic Airframe
associated with flight. If the charges are left
All external metal airframe components and
to accumulate, voltage and electric fields may
structures are electrically bonded to ensure that
reach levels where electrical discharges occur
all conductive structure are kept at the same
on the airframe.
electric potential, to avoid the possibility of
radio interference and electric shock.
The various types of discharges outlined
below can cause radio frequency interference
For precipitation static, an electrical bond
on susceptible aircraft systems, as well as a
resistance of several thousand ohms or less is
potential electrical shock hazard:
often adequate to drain away static charges.
However, many components have resistance
•• Intense electric fields may cause corona
levels well below this value, to meet other
breakdown of the air adjacent to aircraft
requirements, such as lightning protection. The
extremities.
following values can be used as a guideline for
•• Sparking may occur between metal the various airframe components:
sections of the external airframe due to
poor electrical bonding. •• Basic metallic structural members such
as wing, fuselage, empennage, nacelle
•• Excessive charge buildup on non-
and tailplane, resistance levels should
metallic or plastic surfaces may result in
not exceed 2.5 milliohms when measured
streamer or spark like discharges across
between the structural component and
the non-metallic surface to adjoining
the airframe (seat rail).
metal structure.
•• Removable or hinged metal components
DESCRIPTION such as access doors, control surfaces,
51 STRUCTURES
and nose radome lightning diverter straps
A number of modifications have been should have a resistance level not exceeding
incorporated into the aircraft to minimize the 50 milliohms when measured between the
effects of precipitation static (P-Static) along with component, and metallic airframe.
some basic design practices. The precipitation
•• The maximum resistance level for
static remedies are divided into three categories,
landing gear components is 500
with pertinent modifications as follows:
milliohms. (Mod 8/0923 must be
incorporated on Nose Landing Gear).
Static Discharging System
Static dischargers installed on airfoil
NOTE
trailing edges reduce the stored charge on Metal components such as flaps,
the airframe that results from electrostatic access panels and doors located
charging. Static dischargers are electrically in specific composite parts may
bonded to the airframe. The dischargers and possess resistance readings of 2.5
airframe connections must be periodically ohms (Test Points 139, 140, 168,
inspected and maintained to provide adequate 169, 178) (Table 51-1, ).

External Composite Components duration of the interference, and the aircraft

systems affected.
(Aramide Fibre)
External composite surfaces are treated with C a r e f ully c he c k tha t sta tic disc harg i n g
conductive paint to minimize the effects of system, the electrical bonding of metal panels
precipitation static. To ensure adequate radio for condition, and electrical bonding of the
noise quietening, it is important that the conductive paint. Inspect all insulated antennas
conductive coating is properly grounded to the for evidence of insulation failure. Failure may
adjacent metal airframe, and that the conductive be evidenced by severe erosion of antenna
coating is strictly maintained to avoid the leading edges and cratered small holes usually
creation of conductive “islands” of paint that blackened at the trailing edge.
could generate radio frequency interferences.
The following information identifies the
affected components (Refer to Figure 51-11):
NOTE
A number of composite surfaces •• The following components are treated
contain an external ply of with conductive paint which is
aluminized glass cloth for lightning grounded through dimpled washers and/
protection. This ply must be or fasteners:
electrically grounded to the metal
airframe through the attachment °° Nose Radome (no dimpled washers).
fasteners (Refer to ELECTRIC/ °° Inboard Flap L/E Access Covers.
ELECTRONIC SYSTEM
HARDWARE - GENERAL). °° Aileron L/E Access Cover.
°° Fwd/Aft Wing Fuse Fairing and
There are three types of conductive paint used Inspection Covers.
on composite surfaces:
°° Dorsal Fin.
•• F41 conductive coating used extensively °° Flap Track Fairing No.4 and 5.
on external composite surfaces.
•• F43 conductive coating applied only to
NOTE
the exterior face of the nose radome. The nose radome requires a
specialized high resistance
•• F31 conductive coating, used only on
51 STRUCTURES
conductive paint (1.0 to 100

wing leading edges to ground the deice
megaohms), F43 (Refer to
boot to the airframe.
Chapter PSM 1-83-6, Chapter
53, 53-80-00).
Flight Crew Precipitation Static
Reports The following components are treated with
conductive paint which are grounded through
Flight crew precipitation reports can result
bonding jumpers with the assistance of dimpled
from inadequate maintenance in any one of the
washers or metal plates:
following areas:
•• Fwd and Aft Nose Landing Gear Doors.
•• Static Discharging System.
•• Center and Aft Main Landing Gear
•• External Metal Panels and Airframe.
Doors.
•• Conductive Paint.
•• Main Landing Gear Fairings.
If precipitation static is reported, determine the
flight conditions during the interference, the

NOTE A build up of paint over the metal surfaces

or conductive paint layer (composites) may
Glass cloth has replace the
result in radio interference problems. It is
conductive paint on the center and
recommended that no more than two standard
aft main landing gear door on aircraft
paint layers (including the existing layer) as a
No.180 and all subsequent aircraft.
total thickness. On airframe incorporating Mod
8/0923, a layer of conductive paint must be
The following metal components are grounded
applied to the composite surface before a third
through bonding jumpers and straps;
layer of paint is applied.
•• Nacelle Debris Door (Lower Cowl).
•• Flight Spoilers.
NOTE
A paint layer is described as a primer
•• Nose Landing Gear.
and decorative coat possessing
•• Landing Light L/E. an approximate total thickness of
0.0035 in. (0.0889 mm).
If a part is replaced or refinished it is important
the conductive paint is grounded to the airframe Conductive paint contains a large amount of
to ensure noise quieting (Refer to Figure 51-11). carbon. When carbon and aluminum come in
The grounding takes place at specific locations contact with each other in the presence of water,
on each components and the grounding of the it results in the aluminum corroding. The use
paint may be verified using an electrical test of stainless steel dimple washers for grounding
procedure (for Test Points, refer to Table 51-1). conductive paint, inhibits the corrosion process.
Item No. Test Point No. Location

1 123 N.L.G. Manifold Access
2 124 R.H. Access Door/Wing to Fuse Fair Fwd
3 125 R.H. Access Door/Wing to Fuse Fair Aft
4 126 L.H. Access Door/Wing to Fuse Fair Fwd
5 127 L.H. Access Door/Wing to Fuse Fair Aft
6 128 R.H. Pnl Assy/Wing to Fuse Fair
7 129 L.H. Pnl Assy/Wing to Fuse Fair
51 STRUCTURES
8 130 Insp. Covers Centre Wing
9 131 L.H. Wing Pnl, Flap Shroud
10 132 R.H. Wing Pnl, Flap Shroud
11 133 L.H. Wing Aileron Shroud
12 134 R.H. Wing Aileron Shroud
13 135 L.H. Wing Flux Valve
14 136 R.H. Wing Flux Valve
15 137 L.H. Wing Access Pnl Tip
16 138 R.H. Wing Access Pnl Tip
17 139 Cover Acc Cntr Vert Stab
18 140 L.H. Pnl Access Top Skin V/Stab
19 141 R.H. Pnl Access Top Skin V/Stab
20 142 L.H. Upper Cover Acc Cntr Vert Stab
21 143 L.H. Lower Cover Acc Cntr Vert Stab
Table 51-1. Test Point for Fixed Metal Access Panels (Sheet 1 of 2)

Item No. Test Point No. Location

22 144 R.H. Fwd Cover Acc Cntr Vert Stab
23 145 R.H. Aft Cover Acc Cntr Vert Stab
24 146 R.H. Cover Acc Cntr Vert Stab
25 147 L.H. Cover Acc Cntr Vert Stab
26 148 R.H. Cover Acc Cntr Vert Stab
27 149 L.H. Cover Acc Cntr Vert Stab
28 150 Cover Access Insp Vert Stab
29 151 R.H. Wing Access Panels Outer
30 152 L.H. Wing Access Panels Outer
31 153 R.H. Wing Access Pnl Upp Aileron Shroud
32 154 L.H. Wing Access Pnl Upp Aileron Shroud
33 155 R.H. Access Door Aft Nac
34 156 L.H. Access Door Aft Nac
35 157 R.H. Access Door Mid Nac
36 158 L.H. Access Door Mid Nac
37 159 R.H. Access Door Fwd Nac
38 160 L.H. Access Door Fwd Nac
39 161 Lavatory Service
40 162 R.H. Aft Service Door
41 163 R.H. Fwd Service Door
42 164 L.H. Aft Service Door
43 165 L.H. Fwd Service Door
44 166 R.H. Nacelle Hyd Service Door
45 167 L.H. Nacelle Hyd Service Door
46 168 R.H. Fwd Upper Engine Cowl
47 169 L.H. Fwd Upper Engine Cowl
48 170 R.H. Eng Cowl, Centre Pnl L.H.
49 171 R.H. Eng Cowl, Centre Pnl R.H.
50 172 L.H. Eng Cowl, Centre Pnl L.H.
51 STRUCTURES
51 173 L.H. Eng Cowl, Centre Pnl L.H.

52 174 R.H. Eng Aft Cowl
53 175 L.H. Eng Aft Cowl
54 176 AC Ext Power
55 177 Ground Air Inlet
56 178 DC Ext Power
57 179 Ground Crew Jackpoint
58 180 Downlatch Safety
59 181 L.H. Nacelle Debris Door
60 182 R.H. Nacelle Debris Door
61 183 Passenger Door Cargo Door
62 184
NOTE: Item No’s used in place of T.P. No’s on illustration for clarity.
Table 51-1. Test Point for Fixed Metal Access Panels (Sheet 2 of 2)

51 STRUCTURES
Figure 51-10. Bonding Test Points Fixed Metal Access Panels (Sheet 1 of 4)

51 STRUCTURES

51 STRUCTURES

51 STRUCTURES

51 STRUCTURES
Figure 51-11. General Methods of Grounding the Conductive Paint

CRITICAL
NON−CRITICAL
51 STRUCTURES
Figure 51-12. Aerodynamic Smoothness - Critical Zones
Figure 51-13. Aerodynamic Smoothness - Flaps

51-11-00 AERODYNAMIC DESCRIPTION

SMOOTHNESS Critical Zones
Refer to:
GENERAL
•• Table 51-2. S
urface Finish - Critical
This section gives data on the aerodynamic Zones.
smoothness that are necessary for the aircraft..
•• Figure 51-12. A
erodynamic Smoothness
- Critical Zones.
For aerodynamic smoothness, the external
aircraft surface area is divided into two zones •• Figure 51-13. A
erodynamic Smoothness
- critical and non-critical. All areas which are - Flaps.
directly in the path of the airflow are critical
areas.
Refer to Task Card No.FSL 17 for the fuel

system electrical bonding requirements.
Aircraft Region Critical Zone

The wing top and lower surface in front of the rear spar.
Wing Wing lower surface less than 1 foot (305 mm) from
(does not include flaps nacelle or fuselage.
and ailerons) Top and lower wing shroud aft of the rear spar, forward
Non- Moveable Surfaces of the ailerons and flaps.
All area in front of the firewall and area less than 1 foot
Nacelles
(305mm) from the surface from the wing.
The fuselage surface, and fairings, in front of the wing
Fuselage
rear spar.
Vertical and Horizontal
All surfaces
Stabilizers
Dorsal Fin All surfaces
51 STRUCTURES
Ailerons All surfaces
Rudders All surfaces
Moveable Surfaces
Elevators All surfaces
Spoilers All surfaces
For a single element flap, the full flap is in the critical
Flaps zone less than 1 foot (305 mm) from a nacelle or wing
junction.
Table 51-2. Surface Finish - Critical Zones

Allowable Gap Tolerance

Refer to Figure 51-14. Permitted Gap Tolerances.
Step Mismatch Tolerance

Refer to:
•• Table 51-3. Step Mismatch Tolerance.

•• Figure 51-15. Step Mismatch Tolerances.
Step Discontinuities
Component Stream wise
Fwd Pointed Inches (mm) Aft Pointed Inches (mm)
Inches (mm)
Wings
Forward of Rear Spar 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Aft of Rear Spar 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Aileron 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Flaps
Critical Zone 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Non-Critical zone 0.030 (0.76) 0.060 (1.52) 0.060 (1.52)
Stabilizer 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Elevator 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Vertical Fin 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Rudder 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Fuselage
Critical Zone 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
Non-Critical Zone 0.030 (0.76) 0.060 (1.52) 0.060 (1.52)
Nacelles
Critical Zone 0.015 (0.38) 0.030 (0.76) 0.030 (0.76)
51 STRUCTURES
Non-Critical Zone 0.030 (0.76) 0.060 (1.52) 0.060 (1.52)
Table 51-3. Step Mismatch Tolerance

dam03_5111000_003.dg, gg/gw, 22/03/02
Figure 51-14. Permitted Gap Tolerances
51 STRUCTURES
Figure 51-15. Step Mismatch Tolerances

Figure 51-16. Surface Waviness Tolerances

51 STRUCTURES
Figure 51-17. Aerodynamic Smoothness - Flush Rivet Heads

Surface Waviness NOTES

Refer to Figure 51-16. Surface Waviness
Tolerances.
Flush Rivet Heads

Refer to Figure 51-17. Aerodynamic
Smoothness - Flush Rivet Heads.
51 STRUCTURES

51-80-00 ELECTRICAL BONDING

1. General
A. This section gives the general procedures to prepare, install and to do a test of the electrical
bonding and grounding connections on the aircraft components and the structures.
B. Electrical bonding is the procedure by which electrical conductivity is achieved between the
metallic and non-metallic parts of an aircraft to get electrical continuity of the structure.
C. Grounding is the electrical connection of a conductor to the primary structure to supply a return
path for electrical current. The primary structures are the airframe, the fuselage, the stabilizers
and the wing structures.
2. Description
A. Electrical Bonding
(1) Electrical bonding gives a low resistance electrical connection between different parts of the
aircraft. This suppresses electromagnetic interference caused by static discharge, electrical
shock, lightning strikes and makes the aircraft electrically stable/neutral.
(2) Electrical bonds are made between the parts of the structure and between different airframe
components and the structure. This allows static electrical charges to move through the
structure to the static dischargers or grounding connections. Also, this makes the structure
to be used as a ground return for electrically operated components. The permanent fasteners
used to attach structural parts and also give the necessary electrical connection to bond
the parts.
(3) Non-conductive composite structures have an external conductive layer of aluminized
fiberglass for lightning strike and precipitation static protection. A conductive black color
paint (F31, F41 or F43) is also applied on some composites. The conductive layer of these
parts are electrically grounded to the airframe.
(4) Usually, bonding is divided into usage groups according to the function it serves. The
tables that follow provide a guide on the components to be bonded and the desired
resistance value for each usage group (Refer to Table 51-4 and Table 51-5).
51 STRUCTURES

Components and Areas to be Bonded Usage Group

Between the extremities of the aircraft (wing tip to wing tip, tail plane to nose
Lightning (L)
of the aircraft
Across all primary control surface hinges and all movable external surfaces to
Lightning (L)
the main structure
Radio equipment enclosure Shock (H)
Radio interference suppression (Radio Frequency) RF (R)
Metallic tubing, metal braiding or conduits RF (R)
Specific components in contact with flammable fluids Lightning (L)
Fuel, oil, and deicing fluid piping systems and other metallic components in
Lightning (L)
contact with flammable fluids
Control cables Lightning (L)
Equipment and metallic conduits with circuit of 50 volts or above accessible to
Lightning (L) Shock (H)
the flight crew
Equipment which require correct bonding for operation (relays, transistors, time
Return path (C)
delay units)
Engines and engine mounts not in direct contact with the structure Lightning (L) Static (S)
All external metallic components of the aircraft to the primary structure Lightning (L) RF (R)
External isolated conductive components Static (S)
Table 51-4. Bonding Locations and Usage Groups
Usage Group Reason For Bonding Desired Resistance (Ohms)

Lightning (L) Lightning protection 0.005
Return path (C) Power return path 0.02
RF(R) Prevent RF potential development 0.02
Shock (H) Prevent shock hazard 0.10
51 STRUCTURES
Prevent static accumulation
Static (S) 50000.00
(leakage path)
Table 51-5. Allowable Resistance Values for Bonding Usage Groups
B. Bonding Hardware
(1) The components are electrically bonded to the structure by one or more of the procedures
that follow:
(a) By metal to metal contact with the structure.
(b) With jumper wire to the ground studs.
(c) With conductive paints/coatings.

GRAVITY FUEL FILLER

CAP AND ADAPTER
TANK
ALODINE SURFACE
ACCESS
(TANK ACCESS COVER
COVER
TO LADDER PLATE)
INSULATING SEAL
GASKET GAP
GANG LADDER
CHANNELS PLATE
NOTES
51 STRUCTURES
1. Make sure that the insulating gasket is securely bonded to the inside edge of the ladder plate.
2. The following items to be treated only with alodine 1200S to specification MIL−C−5541:
a. Countersunk areas of fuel tank access covers.
b. Mating faces of access covers and landing.
c. Rivets which penetrate fuel tank upper or lower skins, or fasten tank−contained stringers,
landings or gang channels.
d. Gang channel components such as shells, nuts, base and channel strip.
3. The ladder plate insulating gaskets and the metal to metal

interface of the ladder plate and the access
panels are classified as Critical Design
Configuration Control Limitation (CDCCL) items.
Figure 51-18. Electrical Bonding - Fuel Tank Access Covers

(2) Electrical Bonding by Direct Metal to Metal Contact with the Structure
(a) Bonding of the metal housing of electrical equipment is done to control the RF normal
and transient currents. The metal housings are bonded to the structure by clean metal
to metal contact between the housing and the structure. The avionics racks and shelves
are bonded to the structure by metal to metal contact to give a continuous ground
path. Electrical connectors attached on the structure are also bonded to the structure.
(b) As corrosion protection treatments on the surface of the aircraft structure do not allow
a good electrical conductivity, the use of direct electrical bonding on the aircraft is
kept to a minimum.
(c) To get a good electrical bonding, it is important that the metal to metal contact area is
free of all finishes/coatings. Only Alodine 1200 coating is allowed as it is conductive.
(d) Similar metals or dissimilar metals that are compatible combinations are bonded by
direct contact of the parts as follows:
i. Permanent metallic bond between the parts (parts joined by fusion welding,
brazing and soldering).
ii. Direct metal to metal contact (metallic parts joined by bolts and rivets).
iii. When bonding similar metals, avoid risk of stress corrosion and fretting corrosion
to occur. If corrosion is expected to occur, treat the surface with the applicable
protective coating.
(e) Wing and fuel tank components are usually bonded by direct metal to metal contact
with the structure. The wing and fuel tank components that are bonded by direct metal
contact with the structure are as follows:
Refer to:
•• Figure 51-18. Electrical Bonding - Fuel Tank Access Covers.
•• Figure 51-19. Electrical Bonding - Magna-Stick Indicator Assembly.
•• Figure 51-20. Electrical Bonding - Auxiliary Fuel Pump Assembly.
•• Figure 51-21. Electrical Bonding - Fuel Tank Drain Valves.
51 STRUCTURES
i. Fuel tank access covers
The mating surface between the fuel tank access panels and the ladder plate is
designed with an electrical metal to metal interface electrical bonding that must
not be primed or painted. Only chemical conversion coating is allowed and no
other finishes are allowed. The ladder plate insulating-gasket and the metal to
metal interface are fuel tank safety critical items and are classified as Critical
Design Configuration Control Limitation (CDCCL) items. Their integrity
must be maintained to make sure that unsafe conditions do not develop by
maintenance, modification or repair. For the details, refer to PSM 1-83-7, Part 2.
ii. Magna-stick assembly
iii. Auxiliary fuel pump assembly
iv. Fuel tank drain valves
The fuel tank water drain valve is designed with an electrical metal to metal
interface electrical bonding that must not be primed or painted. Only chemical

YW222.00
YW382.00
NOTE
Surfaces of wing skin and indicator
body in this area to be finished with
alodine 1200S only.
WING
LOWER SKIN
51 STRUCTURES
WING SKIN
FILLET SEAL AROUND

INDICATOR BODY
INDICATOR
BODY
Figure 51-19. Electrical Bonding - Magna-Stick Indicator Assembly

conversion coating is allowed and no other finishes are allowed. The water drain
valve domed nut and the metal to metal interface are fuel tank safety critical
items and are classified as CDCCL items. Their integrity must be maintained to
make sure that unsafe conditions do not develop by maintenance, modification
or repair. For the details, refer to PSM 1-83-7, Part 2.
(f) Control cables are usually bonded to the structure at the outboard end. Where direct
bonding of the cable is not possible, a bonding jumper is connected to the drum where
the cable ends.
51 STRUCTURES

AUXILIARY
PUMP HOUSING
ANTI−FRET
O−RING RINGS
LOWER
WING SKIN
WING STRUCTURE FILLET SEAL

DOUBLER
PUMP CLAMP RING
51 STRUCTURES
COVER
NOTES
1. The items that follow are to be treated only with alodine 1200S to specification MIL−C−5541:
a. Pump housing, wing structure doubler and clamp in contact with anti−fret rings.
b. Pump cover surface in contact with pump housing.
2. Apply fillet of sealant around clamp ring at wing lower skin.
3. Pump housing wing structure doubler and pump clamping ring in area of
anti−fret ring to be free of paint and all finishes.
4. Sectional view shown with auxiliary pump plug−in element removed.
Figure 51-20. Electrical Bonding - Auxiliary Fuel Pump Assembly

D
SERIES 300
AIRCRAFT MAINTENANCE MANUAL
YW175.03
YW190.50
YW389.59
WING SKIN
FILLET SEAL
SURFACE FREE
OF ALL FINISHES DRAIN VALVE
51 STRUCTURES
NOTES
1. The metal to metal interface between the drain
valve and wing skin provides electrical bonding and is
classified as a Critical Design Configuration
dam03_5180000_004.dg, bm, jun15/2011
Control Limitation (CDCCL) item. For the details,

2. The plastic dome nut is classified as a Critical Design

Configuration Control Limitation (CDCCL) item.
3. Left wing shown, right wing opposite.
ELECTRICAL BONDING − FUEL TANK DRAIN VALVES

Figure
(3) Electrical Bonding with Jumper Wires and 4
Ground Studs
MASTER
Figure
EFFECTIVITY:
PAGE PRINTED ON 5-9-2013
51−80−00
51-21. Electrical Bonding - Fuel Tank Drain Valves Page 10
Oct 15/2011

LOOP CLAMP
BONDING JUMPER
WELDED LUG
BASIC AIRCRAFT
51 STRUCTURES
STRUCTURE
NOTES
1. Typical broken lines indicate extent of area to be cleaned for bonding.
2. Typical Shaded area indicates the extent to which bond points

shall be touched up.
Figure 51-22. Electrical Bonding - Bonding Jumpers

Refer to Figure 51-22. Electrical Bonding - Bonding Jumpers.

(a) Bonding jumpers/straps are used to connect components where relative movement
exists or where direct metal to metal bonding is not possible. During component
removal, the jumpers are usually disconnected at the component end. The bonding
jumpers have to be connected again to the component during installation to get a
satisfactory electrical bonding of the aircraft.
(b) The jumper wires are attached to the component and from a ground stud installed on
the structure. Voi-Shan E-M, blind type, electrical bonding and grounding terminal
studs are usually used. The ground studs are installed by holes drilled in the structure.
Voi-Shan grounding studs use the fastener hole to make electrical conductivity. Thus,
the fastener hole must be free of all protective finishes and must be of the correct size.
(c) Metal pipes and conduits are usually bonded with bare metal clamps wound around
the pipe and connected by jumpers.
(d) Some of the components that are grounded with bonding jumpers and straps are as follows:
i. Nacelle debris door (lower cowl).
ii. Flight and ground spoilers.
iii. Nose landing gear.
iv. Leading edge landing lights.
v. Engine/nacelle components.
(e) Some of the components that are applied with a conductive paint and grounded by
bonding jumpers are as follows:
i. Fwd/aft nose landing gear doors.
ii. Middle/aft main landing gear doors.
iii. Main landing gear fairings.
(4) Conductive Paints/Coatings
(a) Conductive paints and coatings are applied on composite structures to give a
51 STRUCTURES
conductive path to remove the static build-up during flight. Three types of coatings .
i. F41, F43 and F31 are used on the aircraft.
ii. F41 is an anti-static epoxy coating used extensively on external composite surfaces.
iii. F43 is a conductive coating applied only to the external surface of the nose radome.
iv. F31 is a conductive, black, carbon filled polyurethane enamel coating. It is used
only on the wing leading edges to ground the deicing boot to the airframe.
(b) Composite structures that have an external conductive coating applied to them are
as follows:
i. Aft nacelle/aft nacelle trail fairing.
ii. Aileron tip fairing and outboard trailing edge.
iii. Flap shroud (YW 171.00 - YW 253.00).

ALUMINUM
CONDUITS
ALUMINUM
CONDUITS
51 STRUCTURES
ALUMINUM
CONDUITS
Figure 51-23. Lightning Protection - Electrical Wiring Routing

iv. Inboard wing leading edge.

v. Landing gear doors.
vi. Elevator tip fairings.
vii. Nacelle closing structure.
viii. Nacelle lower cowl.
ix. Nose electrical bay.
x. Tail cone tail fairing.
xi. Vertical stabilizer tip fairing.
xii. Wing body fairing.
xiii. Wing leading edge landing lights.
xiv. Wing tip fairing.
(c) The components that follow are applied with F41 conductive paint:
i. Aileron leading edge access covers (Sta. YW 423 to YW 440).
ii. Dorsal fin.
iii. Flap track fairing No.4 and No.5.
iv. Fwd/aft wing fuselage fairing and inspection covers.
v. Inboard flap leading edge access covers.
vi. Nose radome (no dimpled washers).
Dimpled washers and/or fasteners are used for grounding. To get a good conductive
path, make sure that the dimpled washers make direct contact with the F41 black
anti-static paint.
C. Electrical and Electronic Hardware
(1) Electrical and electronic hardware on the aircraft are made to decrease the effect of a
51 STRUCTURES
lightning strike. The protection that the aircraft has are as follows:
Refer to:
•• Figure 51-23. Lightning Protection - Electrical Wiring Routing.
•• Figure 51-24. Lightning Protection - External Lights Wiring.
(a) Electrical wiring on the aircraft is protected against lightning strikes by the methods
that follow:
i. Electrical wiring in the wing area (front and rear spars) is routed in two solid
aluminum conduits - one on the front spar and the other on the rear spar. The
aluminum conduits are bonded to the front and rear spars with bonding clamps. On
the front spar, the aluminum conduit is between Sta. YW 200.10 and YW 490.00.
On the rear spar, the aluminum conduit is between Sta. YW 255.00 and YW 423.00.
It is important that all electrical wiring in these area are routed in these conduits.
ii. On the horizontal stabilizer front spar, a solid aluminum conduit is installed

UPPER
POSITION
LIGHT
RAMP
LIGHT
LOWER
POSITION
LIGHT
STROBE
LIGHT
WING
REAR SPAR
51 STRUCTURES
CONNECTOR
BRAIDING
METAL
CLAMP BRAIDING
ASSEMBLY
LEFT WING INSTALLATION SHOWN, (TYPICAL)

RIGHT WING SIMILAR
(TYPICAL)
Figure 51-24. Lightning Protection - External Lights Wiring

between Sta. YH 6.00 and YH 115.00. Electrical wiring in this area is routed in
this conduit.
iii. External lights wiring (upper position and lower position strobe lights wiring) in
the composite fin cap and tail cone are routed in a flexible metal conduit. This
conduit is grounded to the light unit at one end and to the metal structure at the
other end. Bonding jumpers are not used at these locations.
iv. Engine control unit and fuel quantity indicator wiring are routed in a flexible
metal jacket. Engine Control Unit (ECU) wiring runs along the front and rear
spars between the engine compartment and the fuselage. Fuel Quantity Indicator
(FQI) wiring runs along the wing front spar between the fuselage and wing Sta.
YW 243.0. The metal jacket is grounded to the airframe at both the ends.
The metal over-shield of the Fuel Quantity Gaging System (FQGS) wiring
harness from the front spar to the wing root is classified as a CDCCL item.
The metal over-shield must not have damage or corrosion. The metal over-shield
must be electrically bonded at each end. Its integrity must be maintained to
make sure that unsafe conditions do not develop by maintenance, modification
or repair. For the details, refer to PSM 1-83-7, Part 2.
51 STRUCTURES

51 STRUCTURES
REAR SPAR
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
Figure 51-25. Lightning Protection - Aluminum Covers Installation

(b) Refer to Figure 51-25. Lightning Protection - Aluminum Covers Installation.

Aluminum covers are installed for protection from the lightning strikes. These are
installed on the rear spar of each wing between Sta. YW 45.00 and YW 139.00, and
between Sta. YW 171.00 and YW 255.00.
(c) Refer to Figure 51-26. Allowable Resistance Values for Bonding Usage Groups.
Nose electrical bay access doors are assembled with a conductive aluminum mesh on the
rubber weather seal along the leading and trailing edges to give electrical bonding. When
the doors close, the conductive part of the seals touch the aluminum strips installed on
the door structure. The conductive strips do not have any protective finishes/coatings.
51 STRUCTURES

COMPARTMENT
CONDUCTIVE
DOOR
SEAL
CONDUCTIVE
SEAL
ALUMINUM
STRIP
ALUMINUM
STRIP
ALUMINUM
STRIP
51 STRUCTURES
ALUMINUM
STRIP
CONDUCTIVE
CONDUCTIVE SEAL
SEAL
COMPARTMENT NOTE
DOOR Left equipment shown,
right equipment opposite.
Figure 51-26. Allowable Resistance Values for Bonding Usage Groups

51 STRUCTURES

51-13-01 DEFECT AND DAMAGE REPAIR REQUESTS

REPORT PROCEDURE
1. General
A. When reporting defects or damage to Bombardier Regional Aircraft Division (BRAD), it is
important that a correct procedure is used. This will ensure the following results occur:
(1) BRAD Customer Support has all the data necessary to issue a correct and safe repair at
first correspondence.
(2) The repair data is issued to the operator as quickly as possible.
(3) The aircraft “down time” is kept to a minimum.
(4) Where possible, steps are made to make sure that the defect or damage does not occur again.
B. For general data about damage classification, refer to Chapter 51, “Damage and Repair
Classification”. For damage zones refer to Chapter 51, “Aircraft Zones”.
2. Cause Analysis

A. The operator that makes the report must also try to find the cause of the defect or damage. If
the cause is known, the operator is encouraged to include this data in the initial report.
B. It is very important that the operator use all the available facilities to make an analysis of the
cause of defect/damage.
C. When requested send cracked or fractured structural items or components to BRAD for further
analysis. Observe the following precautions:
(1) Do not try to open a crack.
(2) Do not try to “fit” fractured parts together.
(3) Put the fractured parts in separate packages.
(4) Do not clean parts more than necessary for shipment.
51 STRUCTURES
3. Reports
A. General
When BRAD Customer Support receives complete information (ideally at first correspondence),
the Structures Repair Engineering is better prepared to make decisions and develop solutions
fast. Generally, if information is missing regarding damage, a repair cannot be started.
B. Initial Report
(1) Where a Field Service Representative (FSR) is available, contact this person as quickly
as possible.
(2) Where a FSR is not available, contact the BRAD Technical Support Action Desk,
Telephone (416) 375-4000, at the de Havilland facility in Downsview, Ontario, Canada.
The action desk operates 24 hours per day, seven days per week.

NOTE
If there is a shift change at the operators facility before the damage level
is fully known and reported, the next shift must know the following:
- Details of the initial damage sent to BRAD.
- What investigation was done.
- Who was contacted at BRAD.
- What remaining investigation is necessary.
Also the operator is encouraged to provide the following details

to BRAD:
- Next shift supervisor.
-P
erson’s (mechanic) name and telephone number who will continue working
on the problem.
C. Full Data Report

(1) Damage Reporting Checklist
Figure 51-27 provides a Damage Reporting Checklist to assist in the preparation of a
full damage report. The checklist is applicable to both metallic and composite structures.
When preparing a damage report, the checklist can be used as reference, or photocopied
and used directly; its use should ensure sufficient data is being provided to de Havilland’s
structures repair engineers.
(2) General
The data report must contain sufficient data to make it possible for a structures repair
engineer to make the following decisions:
(a) Whether the part can be repaired or replacement is necessary.
(b) Will there be subsequent corrosion or fatigue problems.
(c) If a special inspection is necessary and how often it is necessary.
51 STRUCTURES
(d) If the aircraft is unserviceable for flight until repairs are completed, or if continued
operation is possible.
NOTE
It is more important to be careful and correctly prepare the data on
the damage than to be fast. It takes less time to develop a repair if the
damage assessment and reporting is done completely and correctly
the first time.
Also note that a repair scheme will not be issued on the basis of oral
information received over the telephone.

REFERENCE NO.
STATUS OF AIRCRAFT: IN−SERVICE GROUNDED
TYPE OF REPAIR REQUESTED: PERMANENT TEMPORARY (IF TEMPORARY, MINIMUM NUMBER
OF HOURS REQUIRED: )
DATE REQUIRED BY:
DATE: A/C TYPE: SERIES:

OPERATOR: A/C SERIAL NO.:
T.A.T.: (HOURS) T.A.C.: (CYCLES)
CONTACT PERSON(S):
TELEPHONE NUMBER: REGULAR HOURS: FAX NUMBER:
AFTER HOURS:
METALLIC STRUCTURES
1. LOCATION OF DAMAGE / DEFECT 2. (Cont’d)

(REFER TO SRM OR OTHER MANUALS AS REQUIRED
DAMAGE ( ) DEPTH LENGTH WIDTH
FOR STATION DIAGRAMS, AND USE SKETCHES)
TYPE (IN.) (IN.) (IN.)
a) BETWEEN FRAME STN. # &# 3. DENT
DIMENSION FROM FR .X C/L OF
4. SCRATCH
RIVET LINE: (IN.)
b) BETWEEN STRINGER # &# − FOR DENTS ONLY:

DIMENSION FROM STRINGER # (IN.) (REFER TO SRM 53−00−16 FOR DEFINITIONS)
− IF BONDED, DIMENSION FROM C/L OF TACK DEPTH RATIO

RIVET: (IN.) ASPECT RATIO
− IF RIVETED, DIMENSION FROM C/L OF RIVET
− FOR SCRATCHES ONLY:
LINE: (IN.)
MATERIAL LOST (IN.)
c) ADDITIONAL LOCATION INFORMATION
(USE A/C REFERENCE POINTS) 3. DAMAGE TO UNDERLYING STRUCTURE
e.g. DIMENSION FROM:
WINDOW FRAME RIVET C/L: (IN.)
a) STRINGERS: YES NO
DOOR FRAME RIVET C/L: (IN.)
b) FRAME(S): YES NO
SKIN JOINT RIVET C/L: (IN.)
OTHER ( ): (IN. ) c) BONDED STRUCTURE YES NO
51 STRUCTURES
d) DISBONDING: YES NO
d) ANY SPECIAL ACCESS
PROBLEMS?: YES NO e) CRACK CHECK: YES NO
(IF YES, NDT REQUIRED; ATTACH REPORT, ETC.)
IF YES, GIVE FULL DETAILS:
f) EDGE DISTANCE ON FASTENERS:
e) GIVE RELEVANT PART NUMBERS (WHEN POSSIBLE)
g) OTHER : YES NO
2. MEASURE AND TRACE DAMAGE IF ANY OF THE ABOVE ANSWERS ARE YES, GIVE FULL
(USE APPROPRIATE TOOLS, i.e. DEPTH GAUGE, DETAILS (ie. LOCATION, DIMENSIONS, ETC.; USE
MYLAR, ETC.) SKETCHES)
DAMAGE ( ) DEPTH LENGTH WIDTH

TYPE (IN.) (IN.) (IN.) 4. OTHER REPAIRS / MODS IN THE AREA:
1. CRACK YES NO
2. CREASE (IF YES, GIVE FULL DETAILS − i.e. DISTANCE FROM DAM-
AGE, RD#, ETC.)
Figure 51-27. Damage Reporting Checklist (Sheet 1 of 2)

REFERENCE NO.
STATUS OF AIRCRAFT: IN−SERVICE GROUNDED
TYPE OF REPAIR REQUESTED: PERMANENT TEMPORARY (IF TEMPORARY, MINIMUM NUMBER
OF HOURS REQUIRED: )
DATE REQUIRED BY:
DATE: A/C TYPE: SERIES:

OPERATOR: A/C SERIAL NO.:
T.A.T.: (HOURS) T.A.C.: (CYCLES)
CONTACT PERSON(S):
TELEPHONE NUMBER: REGULAR HOURS: FAX NUMBER:
AFTER HOURS:
COMPOSITE STRUCTURES
1. LOCATION OF DAMAGE / DEFECT 5. DEFINE DAMAGE TO HONEYCOMB CORE:

(REFER TO SRM OR OTHER MANUALS AS REQUIRED
a) CRUSHED: YES NO
FOR STATION DIAGRAMS, AND USE SKETCHES)
b) PUNCTURED: YES NO
a) BETWEEN FRAME STN. # &#
DIMENSION FROM FR .X C/L OF IF YES, GIVE FULL DETAILS (USE SKETCHES):
RIVET LINE: (IN.)
b) ANY SPECIAL ACCESS 6. IDENTIFY THE EXTENT AND TYPE

PROBLEMS?: YES NO OF CONTAMINATION:
IF YES, GIVE FULL DETAILS: a) MOISTURE
c) GIVE RELEVANT PART NUMBERS (WHEN POSSIBLE) b) SKYDROL
c) CHEMICAL SOLVENTS
d) OTHER (SPECIFY )
2. DEFINE TYPE OF DAMAGE:
a) CRACK
7. OTHER REPAIRS / MODS IN THE AREA:
b) TEAR
YES NO
c) PUNCTURE
(IF YES, GIVE FULL DETAILS − i.e. DISTANCE FROM DAM-
d) DELAMINATION AGE, RD#, ETC.)
51 STRUCTURES
e) OTHER (SPECIFY ) 8. IDENTIFY AVAILABLE MATERIALS, FACILITIES /
CAPABILITIES FOR CARRYING OUT COMPOSITE
3. DEFINE EXTENT OF DAMAGE: REPAIRS:
a) SIZE:
a) VACUUM BAGGING
b) DEPTH:
b) RESINS AND MATERIALS, REFER TO SRM CHAPTER
c) HOW MANY PLIES ARE DAMAGED?: 51−70−00, FIGURE 2
d) OTHER (SPECIFY; USE SKETCHES): i) ii)
iii) iv)
v) vi)
4. DAMAGE TO UNDERLYING STRUCTURE:
YES NO c) OTHER:
(IF YES, GIVE FULL DETAILS (ie. LOCATION, DIMEN-

SIONS, ETC.; USE SKETCHES)
Figure 51-27. Damage Reporting Checklist (Sheet 2 of 2)

(3) Text
Following information is required to generate a repair for damage to the airframe.
The operator is encouraged to provide as much of the following information as possible:
(a) The name and telephone/FAX number of the person who makes the report
(b) Aircraft type and series, e.g., DHC 8-100, -102, -103
(c) Aircraft operator.
(d) Aircraft identification such as manufacturer’s serial number, operator’s serial number.
(e) Aircraft hours/landings/cycles - if damage is not caused by accidental means
(f) Description/part number/item reference (as applicable) of component and it’s serial
number if applicable.
(g) Location of defect/damage. 1 shows an example, of an overall illustration from the
structural repair manual which indicates the panel
(h) Or assembly damaged. Parts manual or maintenance manual (AMM) illustrations are
also suitable for this purpose.
(i) Illustrations as shown in Figure 51-29, Figure 51-30, and Figure 51-31 must be sent
with the overall illustration to provide complete information.
NOTE
Dimensions noted in Figure 51-28, Figure 51-29, Figure 51-30, and
Figure 51-31 must accompany sketches. If these are not included,
delays in developing repairs will occur.
(j) Details of a crack:

i. Length.
ii. Direction.
iii. Depth of the initial indication from the surface.
51 STRUCTURES
iv. Depth of the final indication from the surface.

v. Surface from which the measurements were made.
vi. Inspection type
[ ] Visual [ ] Close Visual
[ ] NDT (specify) [ ] Other than above (give details)
vii. Under-lying structural damage:

a. Damage to stringers.
b. Damage to frames.
c. Disbonding of waffle doublers.
d. Or damage to any other structure.

viii. Type of repair data required:

a. Approval for continued operation (Specify flight hours required).
b. Temporary repair (Specify flight hours required until permanent repair
can be accomplished).
c. Permanent repair.
ix. Status of aircraft:
a. Aircraft in service.
b. Aircraft in for scheduled check.
c. Provide date when the aircraft is due back in service.
d. Aircraft grounded.
x. Other related data.
4. Communication
A. Types
(1) Facsimile (FAX)
If possible use a FAX message to send the report. A FAX message makes it possible to send
a report quickly together with sketches and illustrations. The BRAD Technical Support
FAX number is (416) 375-4539.
(2) Telex
You can use a Telex message to send an urgent report, but you can not use it to send
sketches or illustrations.
(3) Telephone
When you make a report by telephone, it is important that:
(a) A draft report is first prepared. This will make sure that all the necessary data is
supplied quickly and satisfactorily.
51 STRUCTURES
(b) The person who makes the report knows the problem fully and can answer all
questions immediately.
(4) Mail or Courier
Send a report by mail or courier when:
(a) The report can not be sent by another type of message.
(b) It is necessary to send photographs.
(c) A written report with illustrations is necessary, subsequent to a telephone.
(d) Or telex message (follow-up).
NOTE
Use the fastest type of mail service that is available locally.

NOTE:
GENERAL LOCATION IS
SHOWN
PHOTOCOPIED FROM THE
STRUCTURAL REPAIR MANUAL
51 STRUCTURES
DENT HERE
ACCIDENTAL DAMAGE
Figure 51-28. OF
EXAMPLE Example of a General
A GENERAL LOCATIONLocation
SKETCH Sketch

B. AOG (Aircraft On Ground) Situations

(1) The operator is encouraged to telephone the Action Desk as soon as an aircraft grounding situation
is known. This will ensure the proper resources are prepared for the pending AOG report.
(2) The operator must write “AOG” in large letters on the data transmittal page.
(3) After the damage assessment is sent to BRAD the operator must phone to ensure all
information has been received. This ensures an AOG report is promptly routed.
NOTE
The operator is encouraged to review the repair thoroughly once
received. If there is believed to be a problem where the repair cannot
be performed as designed, the operator should contact AOG Support
Personal as soon as possible.
(4) BRAD will attempt to provide an estimated completion time for the repair as soon as
possible after receipt of complete damage information. If problems arise during the process
of generating the repair, BRAD will notify the operator of any delays.
5. Illustrations
Refer to:
•• Figure 51-28. Example of a General Location Sketch.

•• Figure 51-29. How to Show Data on Dents in Skins.
•• Figure 51-30. Example of a Precise Location Plan - View of Damage to Skins.
•• Figure 51-31. Example of How to Show the Dent Profile.
•• Figure 51-32. Example of a Display of Crack Dimensions at a Fastener Hole.
•• Figure 51-33. How to Prepare and Measure Gouge or Scratch Depth.
A. Types
51 STRUCTURES
(1) Sketches
Sketches are recommended to show the level of damage and are easy to send by FAX.
Prepare the sketches as follows:
(a) Make them as dimensionally correct as possible.
(b) Make a full scale drawing of the damage, if possible. Use more than one sheet if necessary.
NOTE
If it makes it easier, use rubbings or tracings (Refer to paragraphs
5.A.(2) and 5.A.(3) to get full scale detail directly from the surface).
Check and make sure the dimensions are accurately transmitted.

CANTED
UP FRAME
FWD
STRINGER
B E
0.76 in.
(1.9 cm) 0.38 in.
(0.97 cm)
SCRATCH
J K (FIGURE 4)
.003 in. DEEP I
MAXIMUM H DENT OUTLINE
G 1.20 in.
(3.05 cm)
F
E
D
C
C
B 3.00 in.
A (7.62 cm)
D K
1.36 in.
(3.45 cm)
A FIN FUSELAGE
51 STRUCTURES
0.79 in. LOWER SKIN

(2.01 cm)
MAXIMUM DEPTHS
Dent − 0.250 inch (6.35mm)
Scratch − 0.018 inch (0.46mm)
NOTE
Refer to figure 4 for example of how
to record dent profile.
HOW TO SHOW DATA ON DENTS IN SKINS

Figure 51-29. How to Show Data on Dents in Skins

(c) Show all necessary dimensions such as:

i. Reference dimensions
The best reference dimension for skin damage is the distance from the centers
of adjacent fastener lines. Other good references are the distances from adjacent
external straps, skin joints, skin edges, frames, stringers, or ribs. Clearly state
datum points; for example, frame at X545.0, stringer 21, “port side”.
ii. Damage Depth
The true depth of a gouge or scratch is very important. Carefully remove paint,
contamination, or raised metal before you measure the depth of the damage
(Refer to Figure 51-33).
iii. Profiles
a. Cracks
To show the length and depth of a small crack found in fastener holes by
nondestructive testing (NDT), refer to Figure 51-32.
b. Gouges and Scratches
Show the different depths and widths in the plan and elevation views (Refer
to Figure 51-30 and Figure 51-31).
c. Dents (Refer to Figure 51-29)
Show dent data as follows:
1. Maximum depth.
2. Exact location of the deepest point.
3. Outline of the dent.
4. Reference dimensions (A and B).
5. Major and minor dimensions of the dent (C and D.)
6. Shortest distance from outline of the dent to the deepest point (E).
51 STRUCTURES
d. Dents and Related Gouges/Scratches
Show the maximum depth of a dent and a related gouge/scratch as in the
example that follows:
1. Dent - 0.250 in (6.35 mm).
2. Scratch - 0.018 in (0.2 mm).
iv. If details are too small to send by FAX, draw them on separate sheets sufficiently
large to show the details clearly.
NOTE
Photocopies of SRM illustrations and/or production drawings make a
good base for a location or detail sketch. If all information listed above
is not transmitted at first contact, delays in developing a repair will occur.

SKIN JOINT AT X xxx
STR. 24P
1.5 in. C D NO DAMAGE TO RIVETS− PAINT

(3.1 cm)
E AND PRIMER REMOVED ONLY
3.0 in.
F (7.62 cm)
POINT B
1.0 in. MAXIMUM DEPTH POINT A

(2.54 cm) IN THIS AREA
LENGTH 1.5 in. (3.1 cm)
DEPTH 0.018 in. (0.46 mm)
DENT WIDTHS
LOCATION WIDTH DISTANCE FROM POINT B
C
D
51 STRUCTURES
E
F
NOTES
1. This is an example of a plan view sketch to
show the precise location of the damage as
related to known locations at a skin joint and
fasteners at a stringer.
2. It also shows the profile of the damage along
its length and gives reference points for use
in the elevation view.
Figure 51-30. Example of a Precise Location Plan - View of Damage to Skins

(2) Rubbings
To make a rubbing, a sheet of opaque or transparent paper is put over the defect/damage
and is then rubbed with a blunt pencil. This forms the shape of the defect/damage. Also
provide damage depth and damage profile data as noted in 5.A.(1).(c). Include closest
existing fastener row(s), etc. to allow structures repair engineer to locate damage on
production drawings. The good and bad properties of rubbings are as follows:
(a) R
ubbings can accurately position the location of sharp-edged damage in relation to
adjacent fasteners, edges, and other structural parts.
(b) Rubbings are not very good for smooth-edged damage (dents or blended corrosion
damage).
(c) A rubbing is not easy to send by FAX.
(3) Tracings
To make a tracing, a sheet of transparent paper or clear plastic is put over the defect/
damage and the adjacent structure. The necessary detail is then traced onto the paper
and copied onto white paper. Provide damage depth and damage profile data as noted in
5.A.(1).(c). Include closest existing fastener row(s), etc. to allow structures repair engineer
to locate damage on production drawings. The good and bad properties of tracings are as
follows:
(a) The edges of smooth-edged damage areas can be shown.
(b) You can send tracings by FAX.
(c) The accuracy of dimensions can possibly be decreased.
(4) Photographs
Take photographs of a defect or damage when possible and send them by mail or courier as
a follow-up to the initial and/or the full data report. Because you can not send photographs
easily by FAX, you can use them only as data added to the other types of illustrations.
Use the procedure that follows:
(a) Make general and close-up views of the defect/damage.
51 STRUCTURES
(b) Identify adjacent structure (such as ribs, frames,or stringers) with a marker pen or
masking tape. Remove the masking tape immediately after the photograph is taken.
(c) T
o give some dimensional perspective, put a steel scale adjacent to the damage on
the close-up views.
(d) Send two sets of the photographs or the negatives to BRAD.

MAXIMUM LENGTH OF DENT
INITIAL SURFACE
0.0 in. 1.0 in. 2.0 in. 3.0 in. 4.0 in. 5.0 in. 6.0 in. 7.0 in. 7.5 in.
(2.54 cm) (5.08 cm) (7.62 cm) (10.2 cm) (12.7 cm) (15.2 cm) (17.8 cm) (19.1 cm)
POINT B
A B C D E F G H I J
POINT A
3.0 in. 1.0 in. 0.83 in. 1.30 in.
(7.62 cm) (2.54 cm) (2.11 cm) (3.3 cm)
LESS THAN 0.003 (0.076 mm) IN DEPTH
0.40 in. 0.005 in.
(1.2 cm) (0.127 mm)
DENT 0.25 in.

DEPTH
(0.635 cm)
0.003 in. 0.007 in. 0.017 in. 0.012 in. 0.002 in.
(0.076 mm) (0.18 mm) (0.43 mm) (0.30 mm) (0.051 mm)
DEEP DEEP DEEP DEEP DEEP
0.011 in. 0.50 in.
DEPTH NOT TO SCALE
(0.28 mm) (1.27 cm)
DEEP DEEP
NOTES
51 STRUCTURES
1. This is an example of a dent profile. It is used

with the sketch shown in Figure 2 to show the depth
of damage as related to the length.
2. Measure the depth at regular intervals and record
clearly on the sketch.
3. All dimensions are given in inches with the metric equivalent
in parenthesis.
Figure 51-31. Example of How to Show the Dent Profile

SKIN
L L = LENGTH OF CRACK
DOUBLER
(REF)
SKIN
51 STRUCTURES
D = DEPTH OF CRACK
DOUBLER
(REF)
NOTE
Applicable to small cracks that start at
fastener holes and are found by
nondestructive testing.
Figure 51-32. Example of a Display of Crack Dimensions at a Fastener Hole

PAINT RAISED
COATING 1 METAL 2
SKIN GOUGE OR
SCRATCH
BEFORE THE AREA IS PREPARED
CORRECT GOUGE OR SCRATCH

DEPTH DIMENSION 3
51 STRUCTURES
AFTER THE AREA IS PREPARED
NOTE
1 Remove the paint adjacent to the gouge

or scratch.
2 Use a tool with a sharp edge and remove
the raised metal.
3 Measure the depth of the gouge or scratch.
4 For the purpose of the illustration, the
details are not in proportion.
Figure 51-33. How to Prepare and Measure Gouge or Scratch Depth


•• Multimeter AVTRON T477W or Equivalent - Explosion Proof, 4 Terminal.
•• GSB2400012 - Tester, Insulation Resistance (500V Megger (SR7700 or equivalent)).
•• Protective Breathing Equipment.
•• P/N SD8383 - Spot Facing Tool.
•• GSB2400001 - Digital multimeter.
•• GSB5180001 - Constant current ohmmeter (120 volts) or equivalent.
•• GSB5180005 - Constant current ohmmeter (230 volts) or equivalent .
•• Insulation resistance and continuity tester (500 V Megger) or equivalent.
51 STRUCTURES
Revision 0.5
CHAPTER 52
DOORS
CONTENTS
Page
52-00-00 DOORS........................................................................................................ 52-1
General................................................................................................................ 52-1
52-05-00 DOOR SEAL AIR SUPPLY SYSTEM......................................................... 52-5
General................................................................................................................ 52-5
Description........................................................................................................... 52-7
Assembly...................................................................................................... 52-7
Charging Valve.............................................................................................. 52-7
Heated Check Valves..................................................................................... 52-7
Operation............................................................................................................. 52-9
Passenger Door............................................................................................. 52-9
Type I Forward Emergency Exit Door........................................................... 52-9
Air Reservoir Assembly................................................................................ 52-9
52-10-00 PASSENGER DOOR................................................................................. 52-13
General.............................................................................................................. 52-13
Description......................................................................................................... 52-13
Operation........................................................................................................... 52-15
SCHEDULED SERVICING - MODEL 311/314/315................................................. 52-19
52-20-00 EMERGENCY EXITS............................................................................... 52-21
General.............................................................................................................. 52-21
52-20-00 FLIGHT COMPARTMENT ESCAPE HATCH........................................... 52-21
52 DOORS
Description......................................................................................................... 52-21

Page
Operation........................................................................................................... 52-21
52-20-00 FORWARD EMERGENCY EXIT DOOR................................................... 52-23
Description......................................................................................................... 52-23
Operation........................................................................................................... 52-23
52-20-00 CENTER EMERGENCY EXIT DOORS.................................................... 52-26
Description......................................................................................................... 52-26
Operation........................................................................................................... 52-26
52-30-00 BAGGAGE DOOR..................................................................................... 52-31
General.............................................................................................................. 52-31
Description......................................................................................................... 52-31
Door Operating Mechanism........................................................................ 52-31
Operation........................................................................................................... 52-33
52-30-00 SCHEDULED SERVICING (MODEL 311/314/315).................................. 52-37
52-40-00 SERVICE DOORS.......................................................................................................52-38
General.............................................................................................................. 52-38
Description and Operation.................................................................................. 52-38
Nose Compartment...................................................................................... 52-38
Rear Fuselage Access Doors........................................................................ 52-38
Refuel/Defuel Panel Access Door................................................................ 52-39
Lavatory Service Door................................................................................ 52-39
52-45-00 SERVICE DOOR....................................................................................... 52-41
General.............................................................................................................. 52-41
Description......................................................................................................... 52-41
52 DOORS
Operation........................................................................................................... 52-41
52-51-00 FLIGHT COMPARTMENT DOOR............................................................ 52-43

Page
General.............................................................................................................. 52-43
Description......................................................................................................... 52-43
52-51-00 FORTIFIED FLIGHT COMPARTMENT DOOR (CR 825SO90455).......... 52-45
General.............................................................................................................. 52-45
Description......................................................................................................... 52-45
Operation........................................................................................................... 52-49
52-70-00 DOOR WARNINGS................................................................................... 52-53
General.............................................................................................................. 52-53
Passenger Door.................................................................................................. 52-53
Description.................................................................................................. 52-53
Operation.................................................................................................... 52-53
Baggage Door.................................................................................................... 52-53
Description.................................................................................................. 52-53
Operation.................................................................................................... 52-53
Emergency......................................................................................................... 52-54
Description.................................................................................................. 52-54
Operation.................................................................................................... 52-54
Service Door...................................................................................................... 52-54
Description.................................................................................................. 52-54
Operation.................................................................................................... 52-54
52 DOORS
Revision 0.5
ILLUSTRATIONS
Figure Title Page
52-1 Aircraft Doors...........................................................................................52-2
52-2 Passenger Door Seal - Air Supply System..................................................52-4
52-3 Type I Forward Emergency Exit Door Seal
(Pre Modsum 8Q101159) - Air Supply System..........................................52-6
52-4 Type I Forward Emergency Exit Door Seal
(Post Modsum 8Q101159) - Air Supply System.........................................52-8
52-5 Door Seals Air Supply System - Electrical Schematic..............................52-10
52-6 Passenger Door (Sheet 1 of 4)..................................................................52-12
52-7 Lubrication of the Proximity Sensors - Passenger Entry Door.................52-18
52-8 Counterbalance Chain Lubrication Diagram............................................52-18
52-9 Flight Compartment Escape Hatch - Removal..........................................52-20
52-10 Flight Compartment Escape Hatch Spring Detent....................................52-22
52-11 Forward Emergency Exit Door.................................................................52-22
52-12 Forward Emergency Exit Door External Handle Lubrication Diagram.....52-24
52-13 Center Emergency Exit Door Lubrication Diagram..................................52-28
52-14 Baggage Door (Sheet 1 of 2)...................................................................52-30
52-14 Baggage Door (Sheet 2 of 2)...................................................................52-32
52-15 Baggage Door With Safety Bumpers........................................................52-34
52-16 Lubrication of the Proximity Sensors - Aft Baggage Door.......................52-35
52-17 Baggage Door - Internal Linkage Installation - Fits and Clearances.........52-36
52 DOORS
52-18 Service Door............................................................................................52-40

Figure Title Page

52-19 Flight Compartment Door........................................................................52-42
52-20 Fortified Flight Compartment Door (CR 825SO90455) (Sheet 1 of 4).....52-44
52-21 Doors Open Warning System - Electrical Schematic................................52-52
52 DOORS

CHAPTER 52
DOORS
52-00-00 DOORS
GENERAL
Refer to Figure 52-1. Aircraft Doors.
A passenger door is located on the left side of the fuselage at the front of the passenger compartment
and provides access to and from the aircraft for passengers and crew during normal use. The door
incorporates air stairs and an inflatable seal is installed on the fuselage structure around the edge
of the door opening. A similar seal is installed on the forward emergency exit opposite the airstair
door and both are fed from the airframe deice system.
External access to the baggage compartment is through a door located on the left side of the
fuselage. An access door located in the passenger compartment rear bulkhead provides access to
the baggage from inside the aircraft if required.
52 DOORS

REFUEL/DEFUEL
PANEL ACCESS BAGGAGE COMPARTMENT
DOOR CENTER ACCESS DOOR
EMERGENCY (REAR BULKHEAD)
EXIT DOORS
GALLEY
FLIGHT
SERVICE
COMPARTMENT
DOOR
ESCAPE HATCH
FRONT
EMERGENCY
REAR FUSELAGE
EXIT HATCH
ACCESS DOORS
BAGGAGE
COMPARTMENT
DOOR
PASSENGER DOOR
LAVATORY
SERVICE
DOOR
NOSE
COMPARTMENT INTERNAL FLIGHT
DOORS COMPARTMENT
DOOR
Figure 52-1. Aircraft Doors

52 DOORS

A galley service door is located on the right side NOTES

of the fuselage aft of the passenger compartment
to provide access to and from the galley during
ground operation. Internal and external handles
on the door facilitate door operation from inside
or outside the aircraft as required.
For maintenance purposes, service doors are

installed at various locations on the aircraft.
Rear fuselage access doors are located on the
underside of the rear fuselage between stations
X770.00 and 790.00 and in the tailcone at
stations X871.00 to X893.00, primarily to
provide access to the dual air conditioning packs.
Access to the refuel/defuel panel is by a door in
the rear of No.2 nacelle, and a lavatory service
door is located in the right side of the fuselage
at station X212.00. Four doors, two each side of
the fuselage forward of the flight compartment
provide access to the nose compartment.
The passenger door, external baggage door,

galley service door and forward emergency
exit are monitored by a door warning system
to provide a visual indication in the flight
compartment of a door unlocked condition.
52 DOORS

52-4 52 DOORS
PRESSURIZING
VALVE
CHARGING
VALVE
DASH 8 SERIES
DEICING SYSTEM POST MOD

LOW PRESSURE 8/2456 FROM DEICING PASSENGER INFLATABLE
WARNING SWITCH SYSTEM AIR DOOR DOOR SEAL

SUPPLY PRESSURIZING
PRE MOD VALVE
8/2456
AIR RESERVOIR
ASSEMBLY
PRESSURIZING DOOR LIFT
VALVE MECHANISM
VALVE CHARGING
FIRST HEATED SPOOL VALVE
CHECK VALVE DEICING SYSTEM
ROD LOW PRESSURE
WARNING SWITCH DRAIN AIR RESERVOIR
ASSEMBLY ASSEMBLY
VALVE
DRAIN
VALVE REDUCER VIEW LOOKING INBOARD
ON R.H SIDE OF FUSELAGE
TO TYPE 1 FORWARD SECOND HEATED

CHECK VALVE FROM
EMERGENCY EXIT AIR
(MOD 8/1784) CHARGING
DOOR (SEE FIGURE 2) SUPPLY
VALVE
Figure 52-2. Passenger Door Seal - Air Supply System

52-05-00 DOOR SEAL NOTES

AIR SUPPLY SYSTEM
GENERAL
Refer to Figure 52-2. Passenger Door Seal - Air
Supply System.
The door seals air supply system is a system

branching off from the deicing system air
supply at a connection in the left wing root
area. Installed in the air supply system is a
low pressure warning switch for the deicing
system (refer to Chapter 30, ICE AND
RAIN PROTECTION).
The air supply provides full pressurization

to both the passenger door and the Type I
forward emergency exit door inflatable seals
when the doors are closed and at least one
engine is running.
An air reservoir assembly is incorporated in the

air system and provides limited pressure to the
door seals when both engines are shut down.
52 DOORS

52-6 52 DOORS
DASH 8 SERIES

PRE MODSUM
8Q101159
Figure 52-3. Type I Forward Emergency Exit Door Seal (Pre Modsum 8Q101159) - Air Supply System
Refer to: Assembly

The air reservoir is located under the cabin
•• Figure 52-2. P
assenger Door Seal - Air
aisle at station X180.40, and is charged to 18
Supply System.
psig from the deicing system air supply. The
•• Figure 52-3. T
ype I Forward reservoir consists of an aluminum alloy tube
Emergency Exit Door Seal with welded end plate bosses, and an adapter
(Pre Modsum 8Q101159) for connecting to a drain valve.
- Air Supply System. (Pre
Modsum 8Q101159) -
Air Supply System.
Charging Valve
A charging valve, located in the wardrobe,
•• Figure 52-4. T
ype I Forward
permits the air pressure in the system to be
Emergency Exit Door Seal
relieved or charged using an independent air
(Post Modsum 8Q101159)
pressure supply.
- Air Supply System.
DESCRIPTION Heated Check Valves

On aircraft Pre-Mod 8/1784, a heated check
Passenger Door Seal Pressurization The seal valve is connected to the air reservoir assembly
pressurization system for the passenger door inlet boss.
consists of an air line which runs from the air
reservoir tank, forward below the passenger On aircraft incorporating Mod 8/1784, an
door, and up, forward of the door to connect additional heated check valve is installed
to the door seal pressurizing valve. From the downstream of the existing heated check valve.
pressurizing valve, a second air line runs down This additional check valve makes sure that
and rearward below the door and connects to there is continuous and independent sealing of
the passenger door inflatable seal. the Type I forward emergency exit door. Mod
8/1784 also introduces a rubber plug where
Type I Forward Emergency Exit Door Seal the door probe enters the door seal socket,
Pressurization The seal pressurization system for to prevent fluids (which could prevent seal
the Type I forward emergency exit door consists deflation) from accumulating in the socket.
of an air line which runs from the air reservoir
tank through a second heated check valve,
forward below the door, and up, forward of the
door to connect to a socket on the door surround.
Pressurized air is supplied to the seal when the
seal probe is inserted in the door surround socket.
Modsum 8Q101159 introduces a roller control

valve downstream of the seal probe. The roller
control valve is installed on the door cross beam,
within the latch mechanism that is located below
the door window. The roller control valve is a
three way mechanical valve. One port (the inlet-
air pressure port) is connected to the pressure line
for the seal probe. The second port is connected
52 DOORS
to the door seal (the door seal port) and is used

for both inflation and deflation of the door seal.
The third port (the vent port) is open to ambient
air and acts as a relief port to deflate the door seal.

52-8 52 DOORS
DASH 8 SERIES

POST MODSUM
8Q101159
Figure 52-4. Type I Forward Emergency Exit Door Seal (Post Modsum 8Q101159) - Air Supply System
OPERATION When the inner or the outer door handle is moved

to the locked position, the latch mechanism
Passenger Door rotates. This causes the spool of the roller
control valve to move and open the inlet-air
As the passenger door is closed, the final
pressure port of the roller control valve. At the
movement of the door lift mechanism moves a
same time, the vent port is closed. The 18 psig
rod assembly against the door seal pressurizing
air is directed through the roller control valve to
valve spool and air at 18 psig is directed to
the door seal port through the interconnecting
inflate the door seal. At the same time, the valve
tubing and the door seal is inflated.
spool blanks off the exhaust port.
When the inner or the outer door handle is
As the passenger door is opened, the initial
moved to the unlocked position (to open the
movement of the door lift mechanism moves
emergency exit door), the latch mechanism
the rod assembly away from the pressurizing
rotates. This causes the spool of the roller
valve spool and the air pressure port is blanked
control valve to move and close the inlet-air
off. At the same time, the valve spool opens the
pressure port of the roller control valve. This
exhaust port to release the door seal pressure.
blocks the 18 psig air from the deicing system
air supply. At the same time, the vent port of
Type I Forward Emergency Exit the roller control valve is opened.
Door The pressurized air in the door seal is directed
On aircraft that are Pre-Modsum 8Q101159: through the roller control valve through the
door seal port to the vent port and causes the
As the Type I forward emergency exit door door seal to vent to ambient air.
is closed, the seal probe on the forward door
frame is inserted into the related socket on the As the Type I forward emergency exit door
door surround. This lets the door seal accept 18 is opened, the seal probe on the forward door
psig from the deicing system air supply. frame is removed from its related socket on the
door surround. The 18 psig air from the deicing
On aircraft that have Mod 8/1784 incorporated, system air supply is then blocked from the inlet-
the door surround socket is provided with a air pressure port of the roller control valve.
rubber plug to prevent fluids (which could
prevent seal deflation) from accumulating in
the socket.
Air Reservoir Assembly
The air reservoir assembly, through the single
As the Type I forward emergency exit door is heated check valve (Pre-Mod 8/1784) or
opened, the initial movement extracts the door through the two heated check valves (Mod
seal probe from the socket in the door surround. 8/1784) retains its pressure of 18 psig when
This causes the door seal to vent. both engines are shut down. The reservoir
assembly allows approximately five deflations
On aircraft that have Modsum 8Q101159 and inflations of the passenger door seal or until
incorporated: a minimum seal pressure of 10 psig is reached.
As the Type I forward emergency exit door

is closed, the seal probe on the forward door
frame is inserted into its related socket on the
door surround. The 18 psig air from the deicing
52 DOORS
system air supply is then directed to the inlet-

air pressure port of the roller control valve.

THERMOSTAT
S5 PASSENGER DOOR −
CHECK VALVE
NC HEATER 8
C
(P7)
DR SEAL 5
CV HTR
28 VDC NO
L SEC NOTE:
IDENT CODE IS 3071
UNLESS OTHERWISE
INDICATED.
FORWARD TYPE I
EMERGENCY
EXIT DOOR −
CHECK VALVE
HEATER 9
Figure 52-5. Door Seals Air Supply System - Electrical Schematic

52 DOORS

52 DOORS

52 DOORS
Figure 52-6. Passenger Door (Sheet 1 of 4)

52-10-00 PASSENGER The passenger door is attached by two hinge

arms to a door hinge shaft mounted in the
DOOR fuselage below the door surround bottom sill.
On aircraft incorporating Mod 8/1541 additional
plies and new trim added to door side panel. The
GENERAL door hinge shaft is connected through a crank
and actuating rod to a door lift mechanism,
A passenger door is located at the front of which is operated by interconnected, internal
the passenger compartment on the left side of and external handles and consists of an upper
the aircraft. The door is hinged at the bottom, crank and a pinion assembly.
incorporates five steps built into the inboard
side of the door structure and opens outward The upper end of a gas spring assembly is
and down. The door can be opened and closed attached to the crank and pinion assembly and
manually, from either inside or outside the the lower end is secured to the fuselage structure.
aircraft. Two handrails, one each side of the A spring-controlled overcentering trip lever
door, fold automatically when the door is closed and lever arm, secured to a mounting bracket
and unfold when the door is opened. Four tread attached to the fuselage forward of the door, are
lights installed in the door are controlled by a operated by a roller on the forward side of the
switch on the flight attendant’s control panel. door. The trip lever and spring, in conjunction
Stowages for the passenger prop guard and with the gas spring, provide a positive overcenter
main landing gear lock pins are provided, one lock of the lift mechanism when the door is
each side of the passenger door structure. both opened and closed. When in the closed
position, door pressurization loads are carried by
The door consists of an external, aluminum ten adjustable stop bolts, five each side. These
alloy skin braced by cross beams and stop bolts engage with mating pads mounted
intercostals and is additionally strengthened on the door surround structure. A cable/chain
by the steps. Two proximity sensors, two drain interconnects the internal and external handles.
valves and drainage holes are incorporated
in the door and an inflatable pressure seal is A door counterbalance system controls the rate
bonded to the structure around the inside edge of opening and assists in the closing of the door.
of the door opening.
The system is controlled by two balance gas
springs, attached to a slide block and pulley
DESCRIPTION assembly at the top and a fixed bracket at
the bottom. The fixed bracket is bolted to the
Refer to:
counterbalance system mounting.
•• Figure 52-6. P
assenger Door
A cable assembly, attached to the fixed bracket,
(Sheet 1 of 4).
runs up and over the slide block pulley and
•• Figure 52-6. Passenger Door down to wind around and attach to the gas spring
(Sheet 2 of 4). cable drum mounted on a shaft assembly. A
door cable drum mounted on the aft end of the
•• Figure 52-6. Passenger Door
shaft assembly, is connected by cable to a cable
(Sheet 3 of 4).
support attached to the forward face of the door
•• Figure 52-6. Passenger Door structure. The shaft assembly is bolted to the
(Sheet 4 of 4). counterbalance system mounting. The slide block
and pulley assembly moves up and down in a
52 DOORS
fixed guide rail, under the action of the balance

gas springs when the door is opened and closed.

52 DOORS

The door is supported at each side, when open, by Closing the door from the inside is accomplished
upper and lower stays which fold automatically by pulling up on the handrail handles, the motion
when the door is closed. Incorporated in each of being assisted by the counter balance system.
the lower stays is a rubber bumper to protect the Operation of the internal handle to the closed
structure from impact damage in the event of a position rotates the door hinge shaft, placing the
semi-free fall with one balance gas spring failed. door mechanism in an overcenter position and
locating the stop bolts behind their respective
The rubber seal bonded to the structure around pads. Final movement of the door mechanism
the door opening is inflated through an air inlet trips the pressurization valve and inflates the
located in the lower edge of the seal. Air pressure seal. The same result is achieved outside the
for the seal is obtained from the airframe deicing aircraft by manually raising and closing the
system. The flow of air to and from the seal door and actuating the external handle, which is
is controlled by a pressurizing valve operated stowed flush with the fuselage contour.
by a rod assembly in the door lift mechanism
(refer to DOOR SEAL AIR SUPPLY SYSTEM During the opening and closing sequences the
- DESCRIPTION AND OPERATION). balance gas springs dampen any tendency for
high impact at both ends of the door travel.
Two proximity sensors are installed, one at
the top rear side of the door and one mounted
adjacent to the pressurizing valve. When the
door is in an unlocked condition, the proximity
sensors provide input to the proximity switch
electronics unit which illuminates a caution
light to give warning to the flight crew (refer to
DOOR WARNING SYSTEM - DESCRIPTION
AND OPERATION).
OPERATION
Opening of the passenger door is accomplished
by operation of either the internal or external
handle. This action initially trips the seal
pressurizing valve to release pressure. Continuing
movement through the actuating rod and crank,
moves the door from its overcenter position,
upward and inward to clear the ten pressure pads
from their mating stops.
The deflated seal permits venting of any

residual passenger compartment pressure and
enables the door to move. The door is then
manually opened, with the rate of opening being
controlled by the balance gas springs of the
counterbalance system.
52 DOORS

52 DOORS

52 DOORS

LEGEND
1. Bracket, support.
2. Sensor assembly.
3. Target assembly.
4. Sensor spring. 3
LUBRICATION METHOD
Hand
2
1
4
K
Figure 52-7. Lubrication of the Proximity Sensors - Passenger Entry Door
A
A A
Counterbalance Chain
APPLICATION
SYMBOL METHOD
PASSENGER
52 DOORS
Hand
DOOR
Figure 52-8. Counterbalance Chain Lubrication Diagram

SCHEDULED SERVICING NOTES

- MODEL 311/314/315
Refer to:
•• Figure 52-7. L
ubrication of the
Proximity Sensors -
Passenger Entry Door.
•• Figure 52-8. C
ounterbalance Chain
Lubrication Diagram.
Lubricate the spring of the proximity sensor of

the forward passenger entry door as follows:
1. Make a wiper cloth moist with an approved
cleaning solvent. Clean the sensor spring
(4), sensor assembly (2), support bracket
(1), and the target assembly (3).
2. Make all these areas dry, clean, no dirt,
debris and/or moisture are to be around
which can mix with the grease.
3. Apply the bearing grease with your hand to
the sensor spring (4).
4. Operate the sensor assembly with your hand
and make sure it operates smoothly.
5. Clean any unwanted grease from the sensor
assembly or its surroundings.
CAUTION
DO NOT MIX GREASE FROM
DIFFERENT MANUFACTURERS
OR SPECIFICATIONS IN
THE SAME COMPONENT.
THE PROPERTIES OF ONE
GREASE CAN DECREASE THE
LUBRICATION PERFORMANCE
OF THE OTHER GREASE.
THIS COULD POSSIBLY
CAUSE UNSATISFACTORY
LUBRICATION AND FAILURE
OF THE COMPONENT.
52 DOORS

52 DOORS
Figure 52-9. Flight Compartment Escape Hatch - Removal

52-20-00 EMERGENCY The flight compartment escape hatch, located

in the flight compartment roof is completely
EXITS detachable for emergency exit or can be partially
opened for ventilation when the aircraft is on the
ground. The hatch is mounted at the rear on two
GENERAL support fittings and at the front by two locking
and release arms. An operating handle, located in
There are four emergency exits on the aircraft the center of the hatch, is retained in an open or
in addition to the passenger door. closed position by an overcenter spring.
An escape hatch, located in the flight compartment The handle operates a torque shaft assembly,
roof is opened by an internal operating handle. mounted traversely in the hatch, carrying arms
One type I emergency exit door is located on at its ends to which are attached rollers. The
the right hand side of the fuselage, opposite the rollers engage detented locking and release arms
passenger door, and two type III emergency carried in the flight compartment roof structure.
exit doors are located, one each side of the
fuselage, just aft of the wing. The type I and A seal is installed around the edge of the hatch
type III emergency doors incorporate a window to contain the aircraft pressurization when the
and the doors are opened by either their internal hatch is closed.
or external operating handles.
The escape hatch and type III emergency exit

OPERATION
doors incorporate a compression seal around
To open the flight compartment escape hatch,
the outside edge of the door for aircraft
the handle is rotated 72° counterclockwise. A
pressurization. The type I emergency exit
mechanical linkage connected to the handle
incorporates an inflatable seal that is fed from
rotates the torque tube, and the rollers move
the 18 psi airframe deicing system.
forward in the arms where they are supported
by the spring loaded detents. Controlled by
52-20-00 FLIGHT the geometry of the 20 torque tube and rollers,
COMPARTMENT the hatch pivots about the rear support fittings
and opens approximately one inch at the front.
ESCAPE HATCH Opening of the hatch permits depressurization
and a modest amount of ventilation to the flight
compartment on the ground.
DESCRIPTION
A downward pull on the handle of approximately
Refer to: 40 pounds, releases the rollers against the action
of the locking and release mechanism springs.
•• Figure 52-9. F
light Compartment The hatch can then be removed completely.
Escape Hatch - Removal.
•• Figure 52-10. F
light Compartment
Escape Hatch Spring
Detent.
52 DOORS

APPLICATION
SYMBOL METHOD
Hand
A
Spring Detent (2 places)
Figure 52-10. Flight Compartment Escape Hatch Spring Detent
Spigots
Interior
Latch
Handle
Lift Cam
Rollers
Lift Shaft
Latch Cam
Roller
Latch Shaft
52 DOORS
Figure 52-11. Forward Emergency Exit Door

52-20-00 FORWARD pressed allowing the handle to pop out of its

recess and engage the operating mechanism.
EMERGENCY EXIT
DOOR Both the upper and lower crank shafts are
provided with overcenter spring loaded levers.
The door also has a fixed roller on each side
near the top, running in guides similar to the
DESCRIPTION operating rollers.
Refer to Figure 52-11. Forward Emergency
Air pressure for the door seal is supplied when
Exit Door.
a seal probe (installed on the door frame at
the bottom of the door) is inserted in a related
A Type 1 emergency exit door is located at the
socket that is located on the door surround.
forward end of the passenger compartment on
the right side of the fuselage between stations
On aircraft that have Modsum 8Q101159
X170.190 and X196.290. The door is of the
incorporated, a three way mechanical control
semi-plug type secured against pressurization
valve (the roller control valve) is installed to
loads by four adjustable stops on each vertical
control the seal pressurization. The roller control
edge engaging with four corresponding stop
valve is located on the door cross beam below
brackets mounted on the door surround. The
the door window, within the latch mechanism.
door is unlocked by operation of either the
internal or external operating handles, both
The door unlatch signal is provided from a
handles being spring loaded.
proximity sensor on the forward lower latch
cam in the door surround and illuminates a
The internal handle is located below and
caution light in the flight compartment.
forward of the window and operates the lift
and latch shafts.
The external handle located below the window,

is flush with the door skin and incorporates
a pushbutton for quick release, enabling the
handle to be rotated. The handle operates the
cam rollers and the seal venting by means of a
series of shafts, levers and push rods.
OPERATION
The door operating system is actuated by an
interior and exterior handle linked through
cams to perform the door opening/closing
functions in sequence. Initial operation releases
pneumatic door seal pressure. Both lower latch
cranks are then rotated to signal door unlatch
which permits upward door movement. Further
rotation of the handles rotates the upper, paired
latch cranks to raise the door, initially with
some inward movement and then outward,
52 DOORS
leaving the door ready for outward removal.

The exterior handle is stored in a recess and
is restricted from moving. When required, a
release button on the external handle can be

A
LEGEND
52. Rear emergency
exit door external handle.
APPLICATION
SYMBOL METHOD
Hand
HANDLE RELEASE EXTERNAL HANDLE

BUTTON
PUSH
C
B
A
A
52
EXTERNAL HANDLE IN EXTENDED POSITION

52 DOORS
Figure 52-12. Forward Emergency Exit Door External Handle Lubrication Diagram

52 DOORS

52-20-00 CENTER
EMERGENCY EXIT
DOORS
DESCRIPTION
Two Type III emergency exits, each with a
window incorporated, are located one on each
side of the fuselage between stations X481.94
and X502.06. The doors are unlocked by
operation of either internal or external operating
handles, both handles being spring loaded.
The internal handle is located above the window

and actuates a locking pin and vent assembly.
The external handle, which is located below

the window, is flush with the door skin and
incorporates a push button for quick release
enabling the handle to be rotated. The handle
retracts a locking pin and actuates a vent door by
a system of pulleys, a cable and a shaft quadrant.
A cable guard is installed over the shaft quadrant.
OPERATION
Removal of the Type III emergency exits is
initiated by operating the internal handle, thus
retracting the locking pin, and pulling the door
inward and upward. An interconnecting link
assembly, from the handle and lock pin to the
vent door, ensures that the vent is opened first
and any pressure in the aircraft is vented to
atmosphere before the emergency exit door
is unlocked.
To remove the emergency exit door using the

external handle, the quick release button is
pushed to release the handle from its recess in the
door skin. The handle is turned counterclockwise
which operates the cable and shaft quadrant
to open the vent and retract the lockpin. The
emergency exit door is then pushed inward.
52 DOORS

52 DOORS

LEGEND
53. Rear emergency
exit door external handle.
NOTE A
1. Left side similar.
SYMBOL APPLICATION
METHOD
Hand
HANDLE RELEASE EXTERNAL HANDLE

BUTTON
PUSH
A
C
B
A
53
SEE NOTE 1
EXTERNAL HANDLE IN EXTENDED POSITION

52 DOORS
Figure 52-13. Center Emergency Exit Door Lubrication Diagram

52 DOORS

52 DOORS
Figure 52-14. Baggage Door (Sheet 1 of 2)

52-30-00 BAGGAGE A cover, installed over the inner surface of the

door, is secured by screws and Velcro tapes, and
DOOR a door envelope is bolted to the fuselage structure,
to protect the door when in the open position.
GENERAL
ON A/C
Refer to: 611 615-618 620-621 623 625
629-630 633-634 636 639 641-642
•• Figure 52-14. B
aggage Door 647-648 650 654 659 670-671
(Sheet 1 of 2).
•• Figure 52-14. Baggage Door Refer to Figure 52-14. Baggage Door (Sheet 2 of 2).
(Sheet 2 of 2).
Rubber safety bumpers are attached at the upper
The baggage door is situated on the left side of ends of the baggage door tracks to prevent injuries
the rear fuselage between stations X610.00 and to the ground crew.
X660.00, and is opened and closed manually by
an external handle.
DESCRIPTION
Operation of the handle actuates a door operating
Refer to:
mechanism which moves the door inward,
away from the closed position. The door is then
•• Figure 52-14. Baggage Door (Sheet 1
rolled upward and around inside the roof of the
of 2).
baggage compartment on two tracks, one each
side of the door. •• Figure 52-14. Baggage Door (Sheet 2
of 2).
Due to an inboard curl of the lower, rear corner, the
door is rotated approximately 5 ° when opened, to The baggage door consists of an operating
provide clearance through the upper, rear corner mechanism, a counterbalance system a door
of the opening. This rotation is accomplished by a strut and a door warning system.
V-shaped front track and a parallel rear track which
allows a small front and rear displacement of the
rollers during roll around.
Door Operating Mechanism
The door operating mechanism consists of an
A counter-balance system for the door is external winged handle, an internal linkage, four
provided. Two cables, one installed on the cranked rollers, four roller hooks and two over-
outside of each track, pass into the door around center springs. The winged handle is located in
pulleys and onto power spring drums, one front a housing in the lower center of the door and
and one rear. When the door is fully open, it is is flush with the door when not in operation.
slightly overbalanced, tending to remain open; The handle is connected to the internal linkage
when closed the door is slightly underbalanced, which consists of a shaft assembly, four rod
tending to remain closed. A strut is provided to assemblies and four torque tubes. The torque
ensure door is held in the open position. tubes are connected to the cranked rollers. The
roller hooks and overcenter springs prevent the
A non-pressurized seal is attached around the door from moving inwards when the door is
outside edge of the door. There are two proximity closed. Operation of the handle, internal linkage
sensors, one at each upper roller crank position. and cranked rollers move the door inwards from
52 DOORS
The proximity sensors provide door position the closed position to the roll around position.
signals to the doors open warning systems.

52 DOORS
Figure 52-14. Baggage Door (Sheet 2 of 2)

OPERATION The door is then moved outward and down by

rotating the winged handle 180 ° clockwise, and
Refer to: the hooks on the cranked rollers engage with
lugs on the fuselage frames, preventing the door
•• Figure 52-14. B
aggage Door from moving inwards.
(Sheet 1 of 2).
Final clamp up of the cranked rollers places
•• Figure 52-14. Baggage Door
them overcenter in relation to the tracks, and
(Sheet 2 of 2).
overcenter springs retain the rollers in the door
closed position. The internal linkage at the door
To open the baggage door, winged handles are handle also goes to an overcenter position.
released clear of the door surface by operation
of a push button in the center of the handle. With the door closed and the aircraft unpressurized,
the door skin will be under flush with the fuselage
When the handle is turned a full 180° skin by 0.030 to 0.150 inch (0.76 to 3.81 mm).
counterclockwise, rotary movement of the handle During the final movement of the door, the
is transmitted through the internal linkage to proximity sensor targets are aligned with their
operate the shaft assembly, rod assemblies, associated sensors. The sensors signal the PSEU
torque tubes and cranked rollers. This operation of a “near” condition and that the door is closed
moves the door inward and upward clear of the and locked. The PSEU extinguishes the BAG
pressure pads. DOOR warning light in the flight compartment.
Pressurization of the aircraft moves the door
At the same time, hooks on the cranked rollers outward against the ten pressure pads making
disengage from lugs on the fuselage frames. The the door skin flush with the fuselage. Four
winged handle is then released and returned to polyurethane bumper stops are installed in the
the stowed position flush with the door contour. baggage door outer frame to contain baggage door
The door is then manually raised enough to movement under pressurization.
release the support strut clipped to the bottom
face of the door. Using the strut, the door is Retaining rings are added at the door lower
raised to the fully open position and engaged forward and aft rollers to enhance security.
in a fitting, mounted on the aft surround frame
to hold door in the fully open position against
contact stops at the ends of the tracks and inside
the door envelope.
During the initial movement of the door, the

proximity switch targets are positioned away
from their associated sensors. The sensors
signal the PSEU of an unlocked “far” condition
and the BAG DOOR or warning light in the
flight compartment is illuminated.
The door is closed manually by disengaging

the strut from the aft surround frame fitting
and pulling down to a position where the strut
can be returned to the spring clip at the bottom
face of the door. The rate of movement is
52 DOORS
partially restricted by the door balance spring

drums until the guide rollers contact stops at
the bottom of the tracks.

BAGGAGE DOOR
TRACKS
SEAL
PRESSURE PAD
ROLLER HOOK
CONTACT STOPS
PROXIMITY SWITCH
REAR CABLE
FRONT CABLE
CRANKED ROLLER
DOOR PULLEY
CABLE SUPPORT
CRANKED ROLLER PRESSURE PAD
ROLLER HOOK
CONTACT STOP
PRESSURE PAD
DOOR STRUT
FW CONTACT STOP
D
INSIDE VIEW
COVER INSTALLED
RUBBER SAFETY
RUBBER SAFETY BUMPERS
BUMPERS
52 DOORS
Figure 52-15. Baggage Door With Safety Bumpers

FW
D
K
2 AFT BAGGAGE DOOR
LEGEND
6 1. Sensor assembly.
2. Sensor spring.
3. Door.
4. Fuselage door frame.
5. Target assembly.
6. Support bracket.
5
NOTE
There are two proximity
sensors, i.e. forward is
shown, aft is similar.
3 4
LUBRICATION METHOD
FWD Hand
52 DOORS
Figure 52-16. Lubrication of the Proximity Sensors - Aft Baggage Door

15 16
17
8
8
5 7
5
9
5
14 13 11
10
12
6
13
14
1
2
52 DOORS
Figure 52-17. Baggage Door - Internal Linkage Installation - Fits and Clearances

52-30-00 SCHEDULED NOTES

SERVICING (MODEL
311/314/315)
Refer to Figure 52-16. Lubrication of the
Proximity Sensors - Aft Baggage Door.
Lubricate the spring of the proximity sensor of

the aft baggage door as follows:
1. Make a wiper cloth moist with an approved

cleaning solvent. Clean the sensor spring
(2), sensor assembly (1), support bracket
(6), and the target assembly (5).
2. Make all these areas dry, clean, no dirt,
debris and/or moisture are to be around
which can mix with the grease.
3. Apply the bearing grease with your hand to
the sensor spring (2).
4. Operate the sensor assembly with your hand
and make sure it operates smoothly.
5. Clean any unwanted grease from the sensor
assembly or its surroundings.
CAUTION
DO NOT MIX GREASE FROM
DIFFERENT MANUFACTURERS
OR SPECIFICATIONS IN
THE SAME COMPONENT.
THE PROPERTIES OF ONE
GREASE CAN DECREASE THE
LUBRICATION PERFORMANCE
OF THE OTHER GREASE.
THIS COULD POSSIBLY
CAUSE UNSATISFACTORY
LUBRICATION AND FAILURE
OF THE COMPONENT.
52 DOORS

52-40-00 SERVICE DOORS Rear Fuselage Access Doors

There are two rear fuselage access doors, the
forward door located between stations X770.00
GENERAL and X790.00 and the rear door located in the
underside of the tailcone between stations
For maintenance purposes, access to various X871.00 and X893.00. The forward door is
areas within the aircraft is provided by external attached to the structure by a piano hinge and
service doors. These service doors consist of 13 tri wing screws and is held in the closed
four nose compartment doors, two rear fuselage position by two latch assemblies.
access doors, a refuel/defuel panel access door
and a lavatory service door (for locations, refer The rear door is attached by two hinge arms and
to DOORS - GENERAL). is secured in the closed position by four latch
assemblies. A compression seal is installed
around the outer edge of both doors.
DESCRIPTION AND OPERATION
Located in the center of the forward door is a
Nose Compartment spring loaded, inward opening vent door, which
The nose compartment doors are located two opens automatically on the ground to admit air
each side of the fuselage, forward of the flight when the air-conditioning system is in operation.
compartment. Each door is attached to the
fuselage by two hinges and is retained in the A service light is located inside the rear fuselage
closed position by two latch assemblies. The and is powered from the 28VDC right essential
doors are operated by depressing the latch levers bus through the 5 ampere circuit breaker, (M3),
and releasing the spring loaded safety catches. labeled LIGHTS SERVICE. A plunger switch,
located on the aircraft structure is operated
Gas spring assemblies (labeled UPPER and by a striker plate on the forward door, and
LOWER) control the rate of movement of the automatically completes the light circuit when
doors and also retain them in the open position. the door is opened.
Compression seals are installed around the
outer edges of the doors. The forward access door is opened by depressing
the two latch levers and releasing the spring
A service light, installed in the upper nose loaded safety catches. Opening of the access
compartment, is illuminated by a plunger door is resisted by the frictional drag of the
switch. The switch is operated by the hinge lock strut, which is then locked in the extended
arm of the left, upper nose compartment door (open) position. The access door is closed by
when the door is opened and closed. The light operating the lock release collar on the lock
is powered from the 28VDC right essential strut and pressing the door seal firmly against
bus through a 5 ampere circuit breaker, (M3), the door surround. At the same time, operation
labeled LIGHTS SERVICE. of the spring loaded safety catches secures the
door to the fuselage structure.
The rear access door is opened by depressing the

four latch levers and releasing the spring loaded
safety catches. The door is closed by pressing
the door seal firmly against the door surround
and operating the spring loaded safety catches.
52 DOORS

Refuel/Defuel Panel Access Door NOTES

The refuel/defuel access door is located on the
rear, underside of the No.2 engine nacelle.
The access door is attached to the nacelle by

two hinges and retained in the closed position
by two latch assemblies. A compression seal is
installed around the outer edge of the door. The
door is opened by depressing the latch levers
and releasing the spring loaded safety catches.
Lavatory Service Door

The lavatory service door is located on the
right side of the fuselage just forward of the
emergency exit, at station X139.00. The service
door is attached to the fuselage structure by a
piano hinge and secured in the closed position
by two latch assemblies. A compression seal is
installed around the outer edge of the door. The
door is opened by depressing the latch levers
and releasing the spring loaded safety catches.
52 DOORS

52 DOORS
Figure 52-18. Service Door

52-45-00 SERVICE Door balance is provided by a cable attached to

the upper forward roller arm and a spring scale
DOOR drum installed in the ceiling structures above the
door. The cable wraps around the inside face of
the track when the door is in the down position.
Refer to Figure 52-18. Service Door.
Mod 8/1427 introduces an improvement to the
GENERAL door balance system by incorporating a stronger
spring to enhance opening and closing efforts.
A service door is located at the aft of the
passenger compartment on the right hand side
of the fuselage between stations X582.56 and
OPERATION
X600.80. The door is of the plug type and
Opening the service door is accomplished by
opens inward and upward along tracks on the
operation of either the internal or external handle.
rear fuselage ceiling. Door opening and closing
This action initially trips the seal pressurizing
is performed manually using handles on the
valve to release pressure. The outer operating
inside or outside of the aircraft. On aircraft
handle is flush with the outside door skin when in
incorporating Mod 8-3/1174, a mechanical
the door “open” and door “closed” positions. Two
latch holds door in the fully open position in
wing handles are popped outward by pushing the
the event of a cable break in the balance system.
central buttons labeled PRESS, located between
the handles. Rotational travel of these handles
The service door consists of an external,
is restricted to 180 ° by adjustable stops that
aluminum alloy skin braced by cross beams
ensure proper alignment of the handles and their
and intercostals. A proximity sensor mounted
stowage recesses. After 180 ° of rotation the
on the door surround indicates when the door
handles return to a flush position in the stowage
is not in the closed position.
recesses. The inner and outer handles are linked
by a drive shaft which is engaged when the outer
DESCRIPTION wing handles are extended. The drive shaft is not
engaged when the mechanism is operated by the
The service door is carried on four track rollers, inner handle, therefore, the outer handles remain
two rollers on each of the forward and aft in the stowed position.
tracks which are mounted on the door surround
structure. The track rollers are mounted on lever Rotation of the handles displaces the door inward
arms attached at each end of two torque tubes to clear the upper door sill. Two guide rollers,
which are installed horizontally in the door one on the lower left side and one on the lower
structure. The torque tubes are connected to the right side of the door, each engage in a guide
operating handles by a bell crank lever and push cam on the surround structure; two spring loaded
rod mechanism. The inner and outer operating snubbers, one on the upper left and one on the
handles are concentric and the outer operating upper right side of the door also engage in a
handles are flush with the outside door skin when guide surface on the surround structure, controls
in the door “open” and door “closed” positions. the location of the door during operation.
The handle mechanism rotates approximately 7 °
overcenter at the “closed” position and overcenter The handles can then be released and the
springs are provided on both the upper and lower doors raised on the track rollers to an overhead
torque tubes to hold the operating mechanism in position where each upper roller falls into
the selected position. When the door is closed, the a detent on the track to prevent inadvertent
52 DOORS
door skin is slightly under flush. Pressurization closing of the door. On Mod 8-3/1174 aircraft,
moves the door outward against the pressure the manually released mechanical latch
pads thereby bringing the door skin flush with automatically engages the upper aft roller when
the fuselage skin. the door is raised to the overhead position.

Card
Holders
Mirror
B
Flight
Compartment
Observer Seat
Door
Back Rest
Latch Door Latch

Strike -
Plate
Document
A
Holder
Hinge Pin
Hinge Pin
Lower
Hinge
Upper/Center
Hinge
B
52 DOORS
Figure 52-19. Flight Compartment Door

52-51-00 FLIGHT NOTES

COMPARTMENT DOOR
GENERAL
The flight compartment door makes a divide
between the flight compartment and the
passenger compartment at X 123.55.
DESCRIPTION
Refer to Figure 52-19. Flight Compartment Door.
Items installed on the flight compartment door

include:
•• Document holder.
•• Observer seat backrest.
•• Card holders.
•• Mirror.
•• Spy hole.
The flight compartment door is made from a

composite panel with aluminium edge trims for
protection. The door has a paint finish on the
flight compartment side and a decorative covering
applied on the passenger compartment side.
The door is held in position with three hinges

attached to the aircraft structure. The hinges
are spring-loaded to permit easy release of the
flight compartment door at the aircraft structure.
A door latch holds the door in the closed

position. The latch strike-plate is installed on
the forward lavatory.
Component QTY Access/ Reference

Name Zone
Door, flight
1 220 52-51-01
compartment
52 DOORS

UPPER AVIONICS
PANEL
UPPER
HINGE HALF
UPPER HINGE
ASSEMBLY
CENTER
HINGE HALF
FORTIFIED FLIGHT
COMPARTMENT DOOR
DOOR JAMB
PLACARD
PEEPHOLE
ASSEMBLY
CENTER HINGE
ASSEMBLY
PLACARD
LOWER DOOR LATCH

HINGE HALF ASSEMBLY
DEADBOLT
BONDED ASSEMBLY
(DOOR)
LOWER AVIONICS
PANEL
LOWER HINGE
ASSEMBLY
VIEW LOOKING FORWARD

ON THE DOOR
52 DOORS
Figure 52-20. Fortified Flight Compartment Door (CR 825SO90455) (Sheet 1 of 4)

52-51-00 FORTIFIED •• Mirror.
FLIGHT COMPARTMENT •• Peephole assembly (Door viewer).
DOOR (CR 825SO90455) •• Placards (Instructional, Caution etc.).

•• Placards (Symbols and IDs).
GENERAL The fortified flight compartment door is made
to increase the flight deck security, protect
The fortified flight compartment door separates
the crew from a ballistic threat and prevent
the flight compartment from the passenger
personnel from unauthorized access to the flight
compartment. The fortified flight compartment
compartment. The fortified flight compartment
door is located at fuselage Sta. X122.530. The
door is made of composite materials with a
fortified door is designed to meet the ballistic,
bullet proof insert in the middle.
intrusion and decompression requirements.
DESCRIPTION NOTE
The fortified flight compartment
Refer to: door weighs approximately 78
lbs (35.38 kgs).
•• Figure 52-20. F
ortified Flight
Compartment Door The fortified door is held in position by
(CR 825SO90455) three hinges on the left side and a door latch
(Sheet 1 of 4). assembly with a striker plate on the right side
which is attached to the lavatory compartment.
•• Figure 52-20. Fortified Flight
The door latch assembly is the primary latch
Compartment Door
and it operates as a slide latch. A secondary
(CR 825SO90455)
dead bolt lock assembly is installed below
(Sheet 2 of 4).
the slide latch. This permits the fortified door
•• Figure 52-20. Fortified Flight to be locked or unlocked from the passenger
Compartment Door compartment with a door key. The door opens
(CR 825SO90455) aft into the passenger compartment.
(Sheet 3 of 4).
The fortified door has three discrete hinges
with quick attachment and detachment features.
Compartment Door
The hinges consist of two halves, the door
(CR 825SO90455)
hinge halves and the door.
(Sheet 4 of 4).
The hinge latch assemblies and are spring
The items installed on the fortified flight
loaded mechanisms located at the upper, center
compartment door are as follows:
and lower sides of the door.
•• Door latch assembly.
With the upper, center and lower hinge halves
•• Dead bolt assembly. connected, the hinge pins from the door hinge
halves pivot in the holes of the door post hinge
•• Hinge latch assemblies (Upper, Center
halves. They are the upper, center and lower
and Lower).
hinge assemblies. The door is hinged on the left
52 DOORS
•• Document holder. side to the door jamb attached to the aircraft

structure. The door is latched to close with a
•• Observer seat backrest.
striker plate on the right side which is attached
•• Card holders (C of A and C of R). to the lavatory compartment.

PLACARDS
CARD
HOLDERS
MIRROR
PEEPHOLE
ASSEMBLY
UPPER
HINGE LATCH
ASSEMBLY
CENTER
HINGE LATCH
ASSEMBLY
DOOR LATCH
ASSEMBLY
DEADBOLT
OBSERVER SEAT
BACKREST
PLACARD
FORTIFIED FLIGHT
COMPARTMENT DOOR
DOCUMENT
CONTAINER
LOWER
HINGE LATCH
ASSEMBLY
ID PLACARDS
VIEW LOOKING AFT

ON THE DOOR
52 DOORS

The fortified door slide latch, holds the door in NOTE

the closed position on the right side. The slide
Upon forcing the flight
latch has a strike-plate, installed on the lavatory
compartment door open, it
compartment and a sliding spring loaded arm
may fall straight aft and lay
to retain the door to the closed and locked
flat on the cabin floor. Hence,
position. The slide latch can be operated from
it is necessary that there are
the flight compartment side only to close and
sufficient personnel to hold the
lock the door or unlock and open the door.
fortified door.
The secondary dead bolt lock assembly
The fortified door has a peephole assembly
which is in stalled below the slide latch is
(door viewer). The door viewer is bullet
used for added security to lock and unlock
resistant and is made to absorb the hit of a
the flight compartment. A key is necessary to
single round directly on the lens system. For
lock and unlock the door from the passenger
safety reasons the peephole assembly cannot be
compartment. The dead bolt lock assembly
removed from the passenger compartment side.
can be operated by the crew from the flight
It is installed with a tight flush fit on the door.
compartment by turning a rotary action handle.
The key for the secondary lock assembly is
The fortified door has various placards installed
stowed in a small pouch behind the headrest
on the forward and aft sides of the door. They
cushion of the forward flight attendant’s seat.
are for safety, instructions, maintenance,
cautions and general information. The aft side
In the case of a door jam, the locked fortified
of the door facing the passenger compartment
door is removable from the flight compartment
has placards of symbols installed. For detailed
side. The quick release feature of the hinge
information of placards on the door:
assemblies for emergency exit is used. The
fortified door is removed with the three latch
Refer to:
pin handles from the upper, center and lower
hinge latch assemblies accessible only from
•• Figure 52-20. F
ortified Flight
the flight compartment. To remove the door the
Compartment Door
three door hinge pins are retracted with the latch
(CR 825SO90455)
pin handles. This allows the door to be removed
(Sheet 1 of 4).
(Refer to Chapter 52-51-10 - MAINTENANCE
PRACTICES). After removal from the hinges, •• Figure 52-20. Fortified Flight
the door can be pushed at the hinge side to open. Compartment Door
(CR 825SO90455)
(Sheet 2 of 4).
NOTE
It may require a large force to
Compartment Door
open the flight compartment door.
(CR 825SO90455)
(Sheet 3 of 4).
The fortified flight compartment
door weighs approximately 78 lbs •• Figure 52-20. Fortified Flight
(35.38 kgs). Compartment Door
(CR 825SO90455)
When the door is pushed open, (Sheet 4 of 4).
the whole flight compartment door
is rotated counter clockwise and
52 DOORS
stowed against the lavatory wall.

FORTIFIED UPPER
DOOR HINGE LATCH
ASSEMBLY
DOOR
JAMB UPPER
HINGE HALF
LATCH
PLACARD
BUSHING
LATCH PIN
HANDLE
SCREW
UPPER HINGE ASSEMBLY
DOOR JAMB FORTIFIED LATCH

DOOR PLACARD
CENTER
HINGE HALF
CENTER
BUSHING HINGE LATCH
ASSEMBLY
SCREW
LATCH PIN
HANDLE
CENTER HINGE ASSEMBLY

DOOR JAMB
FORTIFIED
DOOR
LOWER LOWER
HINGE HALF HINGE LATCH
ASSEMBLY
BUSHING LATCH
PLACARD
LATCH PIN
SCREW
LATCH PIN
NOTE HANDLE
Bushing installed with collar on
lower flange face of the hinge.
LOWER HINGE ASSEMBLY
52 DOORS

OPERATION 2. Close the fortified door.

3. Slide the latch handle to the right. The latch
Refer to:
bolt must extend and slide smoothly. The
latch bolt must engage the latch striker. This
•• Figure 52-20. F
ortified Flight
action will lock the door. Make sure the door
Compartment Door
cannot be opened.
(CR 825SO90455)
(Sheet 1 of 4). Operation of the Dead Bolt Lock Assembly
from the Passenger Compartment Side:
Compartment Door
(CR 825SO90455) NOTE
(Sheet 2 of 4).
A key is necessary to lock and
•• Figure 52-20. Fortified Flight unlock the door. The key for
Compartment Door the dead bolt lock is stowed in a
(CR 825SO90455) small pouch behind the headrest
(Sheet 3 of 4). cushion of the forward flight
attendant’s seat.
Compartment Door
The slide latch from the door latch assembly
(CR 825SO90455)
must be disengaged:
(Sheet 4 of 4).
1. Close the door.
Operation of the Fortified Flight Compartment
Door - Open and close the door four to five 2. Turn the key clockwise. The bolt must
times to make sure that the door operates extend and slide smoothly. The bolt must
smoothly without any binding or interference. engage the dead bolt striker. Make sure that
the door cannot be opened.
Entry and Exit using the Door latch assembly
3. To open the locked door Turn the key
- Operation of the Slide Latch:
counter-clockwise and pull the door to
open. The bolt must retract from the dead
NOTE bolt striker and the door must swing open
without binding.
If the door is locked with the
slide latch, the door will not open
From the Flight Compartment Side:
from the passenger compartment
side unless the lock is released
The dead bolt lock assembly can be operated
from the flight compartment side.
by the crew from the flight compartment by
turning a rotary action handle. It is as follows:
From the Flight Compartment Side:
NOTE NOTE
The rotary action handle is a
The dead bolt lock assembly
split lever mechanism. One lever
must be disengaged.
is the lock handle and the other
is the lockout handle.
1. Slide the latch handle to the left and push
52 DOORS
the door to open. The latch bolt must retract

from the latch striker. This action will
unlock the door. The door must swing open
without binding.

LATCH
HANDLE
PEEPHOLE
ASSEMBLY
CLOSED
OPEN
DOOR LATCH
ASSEMBLY
OPEN
DEADBOLT
CLOSED
FOR GROUND USE ONLY LATCH

DEADBOLT POSITIONS HANDLE
UNLOCKED
LATCH
HANDLE
LOCKED
KEY OPERABLE
CLOSED
LOCKED OPEN
KEY INOPERABLE
FAA−PMA PLACARD C&D ID PLACARD

NOTE
This placard installed on
STC cockpit door only.
VIEW LOOKING AFT ON THE FORTIFIED
FLIGHT COMPARTMENT DOOR
DESCRIPTION OF PLACARDS ON THE DOOR
52 DOORS

1. The door locked by key from the passenger 2. Unlock and pull down the upper hinge pin
compartment - To open, turn the lock from the upper hinge assembly.
handle clockwise and push the door to
3. Unlock and lift the center hinge pin from
open. The bolt must retract from the dead
the center hinge assembly.
bolt striker and the door must swing open
without binding. 4. Push the flight compartment door at the
hinge side to open.
2. Make sure the dead bolt split lever is not
split and the bolt is retracted.
3. Close the door
NOTE
It may require a large force to
4. Turn the dead bolt split lever handles together
open the flight compartment door.
counter-clockwise. The bolt must extend and
slide smoothly. The bolt must engage the
Make sure that you have sufficient personnel
dead bolt striker. Make sure that the door
to hold the fortified door.
cannot be opened.
5. Turn the dead bolt split lever handles
together clockwise and push the door to
NOTE
open. The bolt must retract from the dead The fortified flight compartment
bolt striker and the door must swing open door weighs approximately 78 lbs
without binding. (35.38kgs).
6. Close the door.
When the door is pushed open, the whole flight
7. Turn the dead bolt split lever handles compartment door is rotated counter clockwise
together counter-clockwise. The bolt must and stowed against the lavatory wall.
extend and slide smoothly. The bolt must
engage the dead bolt striker. Make sure that
the door cannot be opened.
NOTE
Upon forcing the flight
8. Make sure the green dots are visible on the
compartment door open, it may
dead bolt lock assembly.
fall straight aft and lay flat on the
9. From the passenger compartment side of cabin floor.
the door, make sure the key has no effect
on locking and unlocking the dead bolt lock Peephole Assembly (Door Viewer)
assembly.
1. M o v e t h e c o v e r o f t h e d o o r v i e w e r
Fortified Door Quick Detachment: clockwise or counter-clockwise and hold.
2. Check through the lens and make sure
Refer to Chapter 52-51-10 - MAINTENANCE
the visibility is clear and no significant
PRACTICES.
scratches are found.
In the case of a door jam, the locked fortified door 3. Release the cover and close the door viewer.
is removable from the flight compartment side.
The quick release feature of the hinge assemblies Component QTY Access/ Reference
for emergency exit is used. It is as follows: Name Zone
Fortified Door,
1. Unlock the lower hinge pin from the lower 1 220 52-51-10
52 DOORS
flight compartment
hinge assembly by rotating the latch pin
handle outboard to release it from its locked
position and push or step down to lock it in
its retracted position.

52 DOORS
Figure 52-21. Doors Open Warning System - Electrical Schematic

52-70-00 DOOR BAGGAGE DOOR

WARNINGS Description
Figure 52-21. Doors Open Warning System -
GENERAL
The baggage door open warning system
The doors warning provides a visual indication
consists of a warning light labeled BAG DOOR
on the warning annunciator panel in the flight
on the warning lights panel, a relay 5271-K1
compartment when an unlocked condition
on the left-hand relay panel at Station X123.00,
occurs in the passenger door, baggage door,
a warning lights (dim and test logic) control
forward emergency exit or service door.
unit, and two proximity sensors and associated
targets, connected to the PSEU.
PASSENGER DOOR
The two proximity sensors are located one
Description on each side, at the top of the baggage door
surround, and the associated targets are located
Figure 52-21. Doors Open Warning System -
in a corresponding position on the door.
Both sensors are spring-loaded to their
The passenger door open warning system
mounting brackets and are compressed by
consists of a warning light labeled PASS DOOR
their associated targets when the baggage door
on the warning lights panel and two proximity
is closed and locked (“near” condition).
sensors and associated targets, connected to
the proximity switch electronics unit (PSEU).
Operation
One proximity sensor is located on a bracket
When the baggage door is closed and locked, the
adjacent to the door seal pressurizing valve and
two proximity sensors signal a “near” condition
its associated target is bolted to the door actuator
to the PSEU. The PSEU then disconnects the
rod. The other proximity sensor is located on a
ground from the solenoid of relay 5271-K1
bracket attached to the fuselage structure, at the
and the BAG DOOR warning light. The BAG
top right-hand side of the door (facing upward),
DOOR warning light extinguishes and the relay
and its associated target is bolted to the door. Both
de-energizes opening contacts B1-B2 to switch
sensors align with their associated targets when
off the pilot’s and co-pilot’s dome lights.
the door is closed and locked (“near” condition).
If one of the proximity sensors signals an
Operation unlocked (“far”) condition in the PSEU, relay
5271-K1 energizes and its B1-B2 contacts
When the passenger door is closed and locked,
close to switch on the pilot’s and co-pilot’s
both proximity sensors signal a “near” condition
dome lights. At the same time the BAG DOOR
to the PSEU which removes the ground from
warning light comes on.
the PASS DOOR warning light. If either one,
or both, proximity sensors signal an unlocked
(“far”) condition, the PSEU applies a ground
to illuminate the PASS DOOR warning light.
52 DOORS

EMERGENCY SERVICE DOOR

Description Description
Figure 52-21. Doors Open Warning System - Figure 52-21. Doors Open Warning System -
Electrical Schematic. Electrical Schematic.
The type I emergency exit door open warning The service door open warning system consists
system consists of a warning light labeled FWD of a warning light labeled SERV DOOR on the
EXIT DOOR on the warning lights panel. A warning lights panel. A single proximity sensor
single proximity sensor which has an associated which has an associated target is connected to
target is connected to pins B28 and B32 on the pins B38 and B46 on the PSEU.
PSEU.
One rectangular closure proximity sensor is
One cylindrical closure proximity sensor located on a bracket in the door surround, and
is located on the lower forward corner of its associated target is bolted to a serrated plate
the emergency exit door surround, and its on the door. The sensor aligns with the door
associated target is bolted to the door. The target when the door is in the closed and locked
sensor aligns with the target when the door is position (“near” condition).
closed and locked (“near” condition).
Operation
Operation When the service door is closed and locked, the
proximity sensor signals a “near” condition to
When the emergency exit door is closed
the PSEU. The PSEU then removes the ground
and locked, the proximity sensor signals a
from the SERV DOOR warning light. If the
“near” condition to the PSEU. The PSEU
sensor signals an unlocked “far” condition, the
then removes the ground from the FWD EXIT
PSEU applies a ground to illuminate the SERV
DOOR warning light. If the sensor signals an
DOOR warning light.
unlocked “far” condition, the PSEU applies a
ground to illuminate the FWD EXIT DOOR
warning light.
52 DOORS


•• G601R121605-1 or equivalent - Gaseous Test Panel (0-100 Psig).
•• GSB1216008 or equivalent - Gage Tire Servicing.
•• One 3/16 inch rigging pin, P/N H-1257-21 (Part of rigging pin kit GSB2700006).
•• 1/4 inch rigging pins, P/N H-1257-25 (Part of rigging pin kit GSB2700006).
•• GSB5260001 - Gas Spring Removal/Installation tool.
•• P/N GSB2700009 - One cable tensiometer.
•• One 3/16 inches Rigging Pin Pt. No. H-1257-21.
•• Force Gauge - 0 to 50 lbf (0 to 222.41 N).
•• GSB5235001 - Baggage door counter balance spring puller.
•• GSB3210003 - Target - Near/Far Test.
52 DOORS
Revision 0.5
53 FUSELAGE
CHAPTER 53
FUSELAGE
CONTENTS
Page
53-00-00 FUSELAGE................................................................................................. 53-1
General................................................................................................................ 53-1
Nose Section................................................................................................. 53-3
Center Section............................................................................................... 53-5
Rear Section.................................................................................................. 53-7
Floor Panels.................................................................................................. 53-7
53-00-00 SPECIAL TOOLS & TEST EQUIPMENT................................................... 53-8
Revision 0.5
53 FUSELAGE
ILLUSTRATIONS
Figure Title Page

53-1 Protective Coating For Unpaved Runways..................................................53-2
53-2 Final Step of Wing to Fuselage Mating......................................................53-2
53-3 Wing to Fuselage Mating...........................................................................53-3
53-4 Lower Fuselage Section and Seat Rails......................................................53-4
53-5 Cabin Underfloor Drains............................................................................53-4
53-6 Door Locations - Series 300......................................................................53-5
53-7 Ice Shield Panel Assemblies (MOD 8/0607)..............................................53-6
53-8 Floor Loading............................................................................................53-6

53 FUSELAGE
CHAPTER 53
FUSELAGE
53-00-00 FUSELAGE
GENERAL
The fuselage consists of three main sections; nose, center and rear. The basic structure is
of conventional all metal construction utilizing high strength aluminum alloy (2024 and
7075) frames, stringers and skin plating throughout. Metal to metal bonding, epoxy adhesion
system, is used in the primary structure. The pressurized area of the fuselage extends from
the front pressure bulkhead immediately forward of the windshield at STA. X37.3 to the
rear pressure dome at STA. X715.34. This area includes the flight compartment, cabin,
underfloor space and baggage compartment.
On aircraft incorporating SOO 8007, a protective coating along the belly of the fuselage
has been applied for protection from loose debris of unpaved runways.
The protective coating consists of applying epoxy-amine, urethane compatible, intermediate
primer (F23) to the aircraft with one even coat to obtain a dry film thickness 0.0003 to
0.0005 inches and then polyurethane erosion resistant (F36) is applied in several wet coats
to a dry film thickness of 0.008 to 0.010 inches.

53 FUSELAGE
STA 1
X42.50
(CENTER OF WHEEL)
567.0
INCH
ES (3
980.0
cm)
35.0 (889 mm) INCHES BOTH SIDES
STA
1 On the right hand side X609.5
the protective coating is
(FWD. EDGE OF
between station X50.60
BAGG. DOOR)
and station X609.8.
Figure 53-1. Protective Coating For Unpaved Runways
Figure 53-2. Final Step of Wing to Fuselage Mating

53 FUSELAGE
On aircraft incorporating Customer Change also provides a means of ventilation when
Request No.851CH00007, the protective the aircraft is on the ground. The windshield
coating consists of intermediate primer (F23) panels are made of laminated glass construction
applied with a thickness of 0.0004 inches. while the RH side panel is of laminated plastic
Polyurethane erosion resistant (F36) is then construction and the LH is laminated plastic
applied to a thickness of 0.020 to 0.025 inches, with an outer glass facing. Both windshields
followed by paint scheme colors (F24) applied and side panels are stressed to take pressure
to a thickness of 0.0022 inches. from the inside and the windshield is designed
to withstand birdstrikes.
On aircraft incorporating Customer Change
Request No.853SO08007 with modsum 8/2211, The forward pressure bulkhead is located just
the protective coating consists of polyurethane ahead of the windshield at STA. X37.3. The
tape (as an alternative to coating of the fuselage area forward of this bulkhead encloses the
underbelly with an anti-erosion paint) followed by unpressurized equipment compartment and
paint scheme colors (F24) applied to a thickness supports the weather radar unit and the nose
of 0.0022 inches (Refer to Figure 53-1). cone. The nose landing gear and nosewheel well
are located below the equipment compartment.
Nose Section
The nose section extends rearward to the center
section fuselage, STA. X128.15. It contains the
flight compartment which is separated from
the main cabin by a bulkhead which contains a
lockable door. An emergency exit is provided
(a removable hatch) in the canopy roof which
Figure 53-3. Wing to Fuselage Mating

53 FUSELAGE
Figure 53-4. Lower Fuselage Section and Seat Rails
Figure 53-5. Cabin Underfloor Drains

53 FUSELAGE
Refer to: frames. The floor structure will stabilize the
frames in the event of a wheels up landing.
•• Figure 53-4. Lower Fuselage Section and
Seat Rails. The main cabin, excluding the baggage
compartment, has a gross internal volume
•• Figure 53-5. Cabin Underfloor Drains.
of approx. 1720 cu. ft. Standard tracks for
•• Figure 53-6. Door Locations - Series 300. adjustable attachment of seats are installed in
the floors and sidewalls.
Center Section The passenger airstair door is 30 in. wide and
The center section extends from the nose 65 in. high and is located forward on the left
section (STA. X128.15) to the rear pressure side of the fuselage. Three emergency exits
dome at STA. X715.34. It is largely a constant are also provided, one on each fuselage side at
cross section consisting of a circular upper STA. X492 and one opposite the airstair door.
section of 106 in. outside diameter with a
flattened bottom of larger radius. Extensive On aircraft incorporating Mod 8-3A/1535
use is made of metal bonding of stringers and structural provisions are embodied for two
window reinforcements to the skin, to achieve ditching dam installations, one under each
minimum weight, to permit a flush riveted type III emergency exit door. Each externally
exterior surface and to stop crack propagation. located dam is gas inflated activated by the
removal of its associated emergency exit door.
The wing structure is attached to fittings on the Operating hardware for the dam is internally
center section with tension bolts. Floor loads mounted (Refer to Chapter 25).
are supported by the seat rails floor beams and
REFUELING/DEFUELING
PANEL ACCESS BAGGAGE COMPARTMENT
DOOR CENTER ACCESS DOOR
EMERGENCY (REAR BULKHEAD)
EXIT DOORS
COCKPIT
SERVICE
ESCAPE HATCH
DOOR*
FRONT
EMERGENCY
REAR FUSELAGE
EXIT DOOR*
ACCESS DOORS
BAGGAGE
COMPARTMENT
DOOR*
PASSENGER DOOR*
LAVATORY
SERVICE
DOOR
NOSE
COMPARTMENT COCKPIT/CABIN
DOORS DOOR
*CONNECTED TO COCKPIT
DOOR WARNING SYSTEM
Figure 53-6. Door Locations - Series 300

53 FUSELAGE
ICE SHIELD PANEL LH ICE SHIELD PANEL RH
Figure 53-7. Ice Shield Panel Assemblies (MOD 8/0607)
Figure 53-8. Floor Loading

53 FUSELAGE
On aircraft incorporating Mod 8/1769, 52 tuned main frames of the rear fuselage. The area
vibration absorbers are installed in the forward between the front and center frame serves as
cabin area on seven fuselage frames at airframe an equipment bay for the air cycle machine.
stations X232.50, X251.50, X270.50, X291.40, Access is provided by an access door in the
X312.35, X333.30 and X354.25. bottom of the fuselage aft of the center frame.
Each tuned vibration absorber (TVA) is

a passive dynamic device which reduces
Floor Panels
propeller induced cabin noise and vibration. The cabin floor panels are removable. Each
The TVA assembly consists of an aluminum panel is of sandwich construction with a fibrous
housing which encloses a cylindrical elastomer, nylon honeycomb core.
with a steel mass attached to each end.
On aircraft incorporating Mod 8/1406, the
Tuned shims are attached to the end of each under-floor drainage troughs are extended from
steel mass. The elastomer, mass and shims are STA. X197.5 to STA. X270.5.
held together by a thru bolt and nuts.
The baggage compartment floor panels from the
The baggage compartment at the rear of this bulkhead to the step are approx. 0.60 in. thick
section has a capacity of approx. 320 cu. ft. and are constructed of aluminum alloy top and
bottom skins with a balsa core.
It is accessible through a removable panel in the
cabin bulkhead and through an external door The floor aft of the step is a composite
approx. 50 in. wide by 60 in. high on the left construction with three laminates on the upper
side of the fuselage. The weight capacity of this surface and two on the lower surface.
compartment is 2500 lbs.
A forward facing galley is installed on the right

rear side of the cabin adjacent to the baggage
compartment. A galley service door is provided
for access.
Mod 8/1312. Incorporation of fuselage ice

protection shields as basic to all DHC-8 aircraft
(previously handled by S.O.O.8081), ice shields
have been installed on the left and right hand
sides of the center fuselage for protection of
pressure shell from damage due to impact of
ice thrown from propellers.
A protective coating is applied to the fuselage

skin under the ice shields to eliminate
blistering. The coating consists of two thick
brush coats of epoxy (F35) obtaining a dry film
thickness of 0.010 to 0.020 inches.
Rear Section
The rear section consists of the rear fuselage
section with the integral vertical stabilizer
and dorsal fin. The lower portions of the three
stabilizer spars extend downwards to form the

53 FUSELAGE

•• GSB10000020 - NLG Door Ground Lock Pin.
•• HP 4328A or equivalent - Milli-ohm meter.
Revision 0.5
53 FUSELAGE

CHAPTER 54
NACELLES
CONTENTS
Page
54-00-00 NACELLES................................................................................................. 54-1
54 NACELLES
General................................................................................................................ 54-1
Construction......................................................................................................... 54-1
Components......................................................................................................... 54-1
Power Plant................................................................................................... 54-1
Fire Zones..................................................................................................... 54-3
Main Landing Gear....................................................................................... 54-6
Revision 0.5
ILLUSTRATIONS
Figure Title Page
54-1 Nacelle - Firewall......................................................................................54-2

54-2 Lower Firewall...........................................................................................54-3
54-3 Nacelle - Firewall Sealing..........................................................................54-4
54 NACELLES
54-4 Fire Zone...................................................................................................54-5
54-5 Main Landing Gear....................................................................................54-6
54-6 Main Landing Gear Frame to Front Spar Pin.............................................54-7
54-7 Engine Lower Support Strut.......................................................................54-7
54-8 Rear Spar Support Fitting Pin....................................................................54-7
54-9 Lubrication Diagram..................................................................................54-8

CHAPTER 54
NACELLES
54 NACELLES
54-00-00 NACELLES
GENERAL
One nacelle is mounted on each wing to house the powerplant, landing gear and additional
equipment.
CONSTRUCTION COMPONENTS
The nacelles are constructed of aluminum Power Plant
alloy and composite material with titanium
The engine is suspended in the nacelle by five
and stainless steel used in the areas where
vibration isolation mounts. Three are located
fireproofing is required. Each nacelle is
at the front and attach the engine reduction
attached to the wing assembly by two fittings
gearbox to the nacelle horsecollar.
on the front spar and two on the rear spar.

HORSE
COLLAR
SEALANT
(REFER TO
FIGURE 2)
54 NACELLES
FIREWALL
LOWER
FIREWALL
CAMLOC
CAMLOC
FIREWALL ASSEMBLY
Figure 54-1. Nacelle - Firewall

These mounts react to vertical, side, fore and aft engine accessories while 3 and 3A form the
loads. The rear mounts attach the combustion combined landing gear and controls bay. These
chamber flanges to the nacelle upper structure zones are monitored and protected against fire
and react to vertical and side loads only. The by a fire detecting and extinguishing system,
engine is enclosed by hinged and removable (refer to Chapter 26).
panels to permit engine maintenance and/or
removal. The lower cowl incorporates the engine On Mod 8/1887 aircraft, two silicon bronze camloc
and oil cooler air intakes (refer to Chapter 71). fasteners are replaced by stainless steel camloc
fasteners to resist high temperatures in zone 1
of the nacelle (see Figure 54-1), and additional
Fire Zones
54 NACELLES
sealant is added to improve the sealing of the
Refer to: nacelle firewall.
•• Figure 54-1. Nacelle - Firewall. Mod 8/1966 requires inspection of the forward
and aft face of each nacelle’s vertical firewall
•• Figure 54-2. Lower Firewall.
section, firewall extension, and engine mounted
•• Figure 54-3. Nacelle - Firewall Sealing. firewall, for gaps and openings at lap joints,
between bolts, and at carry-through fittings
•• Figure 54-4. Fire Zone.
and grommets. Any gaps found are to be sealed
with Pro-Seal 700 or PR 812 sealant.
The cowls, which are of fireproof construction
and sealed along their edges, combine with
internal firewalls to house the powerplant in CAUTION
a fireproof, ventilated zone. These zones are
designated 1, 2, 3 and 3A. Zone 1 encompasses During sealing, do not inhibit free
the engine hot end and exhaust pipe, zone 2 the travel of engine control cables.
FWD
Figure 54-2. Lower Firewall

DETAIL A & B
54 NACELLES
FIREWALL
EXTENSION
FILLET SEAL FIREWALL LAP JOINT AS SHOWN
ALL AROUND WITH PRO−SEAL 700 OR PR812
SEALANT TO A MINIMUM THICKNESS OF 1/8
INCH. EXTEND SEALANT ABOUT 1/4 INCH DETAIL B
FROM ANY HOLE, EDGE OR FILLET EDGE.
REARWARD
TOP &
BOTTOM
CONTINUE SEALANT ALL

AROUND CIRCUMFERENCE
OF JOINT.
CONTINUE SEALANT ALL

DETAIL A AROUND CIRCUMFERENCE
VIEW LOOKING REARWARD OF JOINT.
ONTO FIREWALL
Figure 54-3. Nacelle - Firewall Sealing

LEGEND
1. Nut.
2. HI−LOK pin.
3. HI−LOK pin.
4. Shim.
5. Front spar support fitting.
54 NACELLES
6. Upper support strut.
FIRE ZONE 3A
FRONT SPAR
AFT HOLE
5
FORWARD
HOLE
6
dam03_5440042_016.dg, dn/gv, jan17/2007
Figure 54-4. Fire Zone

Main Landing Gear NOTES

Refer to:
•• Figure 54-5. Main Landing Gear.

•• Figure 54-6. Main Landing Gear Frame to
Front Spar Pin.
•• Figure 54-7. Engine Lower Support Strut.
•• Figure 54-8. Rear Spar Support Fitting Pin.

54 NACELLES
The main landing gear is attached to the wing by

a frame assembly to the front spar and by a link
assembly to the rear spar. When in the retracted
position the landing gear is housed in the rear section
of the nacelles. Loads introduced by the nacelles and
the landing gear are carried into the spars through
wing skins and specially reinforced ribs.
dam10_544004_409_01.dg, ik, 17/02/00
Figure 54-5. Main Landing Gear

54 NACELLES
LH NACELLE SHOWN
RH NACELLE SAME
Figure 54-6. Main Landing Gear Frame to Front Spar Pin
Figure 54-7. Engine Lower Support Strut Figure 54-8. Rear Spar Support Fitting Pin

LEGEND
50. Nacelle to rear spar
attachment pins (4 places).
51. Nacelle to front spar
attachment pins (4 places).
NOTES
1. Access with flaps extended.
2. Access by way of access hole in nacelle .
54 NACELLES
3. The NLG and MLG assemblies are

lubricated with Aeroshell Grease 7 at
Bombardier. If you change grease
specification, do all the applicable steps
as necessary in Chapter 12 to replace
the grease.
A
50
SEE
NOTE 1
A
51
SEE
dam03_1220050_014.dg, rt/kms, may10/2007
NOTE 2
Grease gun
Figure 54-9. Lubrication Diagram


•• GSB0700008 - Wing Lifting Jacks.
•• GSB0700009 - Nose Jack.
•• GSB7100015 - Engine Sling.
•• GSB7100019 - Engine Transport Stand.
•• GSB1000007 - MLG Ground Lock Pins.
54 NACELLES
•• GSB0700011 - Tail Stand.
•• GSB1200003 - Engine Work Stand.
•• 85411519 - MLG frame to front spar pin.
•• Bullet Nose Pin.
•• One Tail Stand GSBO700011 or GSBO700012 (Model 301).
•• One Bottle Jack.
•• GSB1000019 - MLG door lock pin.
Revision 0.5
CHAPTER 55
STABILIZERS
CONTENTS
Page
55-10-00 STABILIZERS............................................................................................. 55-1
General................................................................................................................ 55-1
Horizontal Stabilizer..................................................................................... 55-3
Elevators....................................................................................................... 55-3
Vertical Stabilizer.......................................................................................... 55-3
Rudder.......................................................................................................... 55-3
55 STABILIZERS

ILLUSTRATIONS
Figure Title Page

55-1 Stabilizers - General Layout......................................................................55-2
55 STABILIZERS

CHAPTER 55
STABILIZERS
55 STABILIZERS
55-10-00 STABILIZERS
GENERAL
Refer to Figure 55-1. Stabilizers - General Layout.
The stabilizers consist of a horizontal stabilizer with left and right elevators and a vertical
stabilizer with a fore and trailing rudder. The vertical stabilizer is constructed as an integral
part of the fuselage rear section. Stabilizer components are made from high strength
aluminum alloy. The joint between the vertical and horizontal stabilizer is covered by
a removable, three piece composite construction aerodynamic fairing. The horizontal
stabilizer is secured to the vertical stabilizer at six places: two attachments at front spar,
two at mid spar and two at the rear spar.
On Model 311 and Model 314 aircraft only, Mod 8/1644 introduces a change to the
horizontal stabilizer/vertical stabilizer front spar attachments bolts to increase strength.

55 STABILIZERS
Figure 55-1. Stabilizers - General Layout

Horizontal Stabilizer Rudder

The fixed incidence horizontal stabilizer The rudder consists of a fore rudder and a
consists of a front, mid and rear spar connected trailing rudder. The fore rudder is hinged to
by profile ribs and covered with skin panels the vertical stabilizer rear spar, and the trailing
stiffened by bonded stringers. Each of the rudder is hinged to the trailing edge of the fore
three spars carries two fittings for attachment rudder. The fore rudder is moved directly by
of the horizontal stabilizer the upper end of the hydraulic power. Mechanical linkage transmits
vertical stabilizer. fore rudder movement to the trailing rudder.
Both rudders are constructed of spars and
Hinge arms for the elevators are attached profile ribs covered by skin panels.
to the rear spar and adjacent ribs. Leading
edges are of composite construction in two
sections per side fitted with locators to prevent
incorrect reinstallation and have pneumatic
deicer boots installed.
Elevators
The left and right elevators each consist of a
main and rear spar interconnected by profile ribs
and covered by skin panels. The inboard half of
55 STABILIZERS
the elevator also incorporates a front spar fitted
with a leading edge sealing strip. An electrically
heated aerodynamic horn balance is provided at
the outboard end of the elevator; mass balance
weights are secured to the forward face of the
horn front spar and are covered by a detachable
leading edge panel. Each elevator is provided
with a spring tab and a trim tab.
NOTE
After incorporating any repairs to
elevators or tabs, it is necessary
for them to be rebalanced (Refer
to SRM 55-20-61).
Vertical Stabilizer
The vertical stabilizer is integral with the rear
section of the fuselage. The stabilizer consists
of three vertical spars connected by horizontal
ribs and covered with skin panels. The vertical
spar members are shaped at the lower end to
form the integral main frames of the fuselage
and rear section.


•• Horizontal stabilizer lifting tool - commercially available.
•• Platform-Horizontal stabilizer access - commercially available.
•• GSB2700006 - Rigging pins, 1/4 inch (6.35 mm) diameter, part of Kit.
•• Inclinometer.
55 STABILIZERS

55 STABILIZERS

CHAPTER 56
WINDOWS
CONTENTS
Page
56-00-00 WINDOWS.................................................................................................. 56-1

General................................................................................................................ 56-1
Windshields................................................................................................... 56-3
Side Windows............................................................................................... 56-3
Passenger Compartment and Exit Door Windows.......................................... 56-3
56 WINDOWS

ILLUSTRATIONS
Figure Title Page
56-1 Aircraft Windows.......................................................................................56-2
56 WINDOWS

CHAPTER 56
WINDOWS
56-00-00 WINDOWS
GENERAL
56 WINDOWS
Refer to Figure 56-1. Aircraft Windows.
The windows in the flight compartment consist of a pilot’s windshield and side window,
and a co-pilot’s windshield and side window.
Thirteen window assemblies are installed on the right side and fourteen on the left side
of the passenger compartment and one window assembly is installed in each of the three
emergency exit doors (refer to Chapter 52).

56-2 56 WINDOWS
DASH 8 SERIES
EMERGENCY EXIT
DOOR WINDOWS

PASSENGER
COMPARTMENT
WINDOWS
SIDE WINDOW
WINDSHIELD
Figure 56-1. Aircraft Windows

Windshields The assembly is mounted in a silicone rubber

seal and is secured in an aluminum alloy
Each windshield consists of two, high strength
window frame by eight retaining clips bolted
structural glass plies and an outer non-structural
to the frame. The space between the panels is
glass face ply, laminated together with plastic
vented to passenger compartment ambient by
interlayer material. Bonded around the edge of
two holes in the inner panel.
the windshield is a molded, silicone rubber gasket
which serves as a weather and pressure seal.
An electrical anti-ice heating element is

incorporated on the inboard surface of the
outer glass face ply, and the associated
terminal block is located near the top, inboard
windshield surface. Three temperature sensors
are laminated inside the window close to the
heating element (refer to Chapter 30).
The windshield is secured to the airframe by

three external, aluminum alloy retainers and
bolts, the rear edge being secured by the side
window retainer.
Side Windows
The co-pilot’s side window consists of two
structural stretched acrylic plastic plies,
laminated together with a plastic interlayer.
An aluminum alloy retainer is bolted to the
window and incorporates a polysulfide weather
seal and a molded silicone rubber pressure
seal. The pilot’s side window is similar to the
co-pilot’s side window but also incorporates
an outer non-structural glass face ply (PPG),
or acrylic face ply (Sierracin).
56 WINDOWS
An electrical anti-ice heating element is
incorporated on the inboard surface of the
outer glass face ply. The terminal block for
power and three sensors are located near the
top forward area of the window. Both side
windows are secured to the airframe in the
same manner with bolts.
Passenger Compartment and Exit

Door Windows
Each passenger compartment and emergency
exit door window, consists of an outer and inner
acrylic panel separated around the peripheral
edge by a polycarbonate spacer and a neoprene
gasket, bonded to the outer panel.

CHAPTER 57
WINGS
CONTENTS
Page
57-00-00 WINGS........................................................................................................ 57-1

General................................................................................................................ 57-1
Wing Box...................................................................................................... 57-1
Wing Flaps.................................................................................................... 57-3
Ailerons........................................................................................................ 57-3
Spoilers......................................................................................................... 57-3
57 WINGS
Revision 0.5
ILLUSTRATIONS
Figure Title Page
57-1 Flight Control Surfaces..............................................................................57-2

57-2 Lubrication Diagram (Sheet 1 of 2)...........................................................57-4
57-2 Lubrication Diagram (Sheet 2 of 2)...........................................................57-5
57 WINGS

CHAPTER 57
WINGS
57-00-00 WINGS
GENERAL
The wing is a fully cantilevered unit mounted through the upper fuselage. It incorporates
ailerons, roll spoilers, trailing edge flaps, integral fuel tanks and mounting structure for the
nacelles (Refer to Figure 57-1).
Wing Box
The all metal wing box consists of a straight The area of the box extending outboard from
center section of constant chord tapered each nacelle for a distance of 12 bays plus one
outboard of the nacelles. Two spars (front and surge bay is sealed and closed at each end by
rear) are joined by ribs and upper and lower machined ribs to provide integral fuel tanks.
skins to form the wing box.
57 WINGS
The leading edges are constructed of composite

The skin assemblies make extensive use of metal material with integral lightweight pneumatic
bonding techniques to attach the stringers to the de-icer boots fitted. The shrouds fitted to the
skins and to provide improved fatigue resistance. rear spar in the area ahead of the flaps and

TRIM TAB
SPRING TAB
TRIM TAB
AILERON GEARED TAB
AILERON TRIM TAB
ROLL SPOILERS ELEVATOR
TRAILING RUDDER
INBOARD FLAPS
FORE RUDDER
ROLL SPOILERS
OUTBOARD FLAPS
GEARED TAB
AILERON
SERIES 300
57 WINGS
Figure 57-1. Flight Control Surfaces

ailerons are constructed of composite material NOTES

and provide access to these systems.
On aircraft incorporating Mod 8/1315,

glareshield profile enlarged to block strobe
light from pilot’s view.
Mod 8/1414 introduces reinforced ribs on

inboard L/H and R/H leading edges.
On aircraft incorporating Mod 8/1473 a tee

piece was introduced between torque tube and
cooling tube attached to lower flange of flap
track no. 3 support, to prevent the cooling tube
from rubbing against the torque tube.
Wing Flaps
Each wing incorporates two large chord single
slotted flaps extending from the fuselage side
to the inboard side of the nacelle and from
the outboard side of the nacelle to the aileron.
Kevlar is used in the leading and trailing edge.
Ailerons
Conventional short span, large chord ailerons
are employed. A trim tab is used on the
right hand aileron only, while both ailerons
incorporate a geared tab.
Spoilers
Dual roll spoilers located towards the outboard
end of each flap shroud operate differentially
during flight to augment the effect of the ailerons.
57 WINGS

SEE SHEET 7 FOR

LUBRICATION
OF PRIMARY
DRIVE
SEE SHEET 7 FOR

LUBRICATION
OF SECONDARY
DRIVE
APPLICATION
SYMBOL
METHOD
Grease gun
12
A 13
A SEE NOTES 1, 2 AND 3 SEE NOTES 1, 2 AND 3
14
NOTES
1. Lubricate until fresh grease is seen to extrude.
2. Right wing identical.
dam03_1220050_005.dg, gw, mar28/2008
3. Bearings must be free rolling.

LEGEND
12. Flap rollers.
(Left and right wing inboard flap)
13. Flap rollers.
(Left and right wing outboard flap)
14. Flap rollers.
57 WINGS
(Left and right wing outboard flap)
Figure 57-2. Lubrication Diagram (Sheet 1 of 2)

NOTES
1. Two greasers also located on
inboard rollers.
2. Right wing identical.
3. Spray all roller running surfaces.
Avoid an excessively thick coating.
4. Lubricate until fresh grease is
seen to extrude.
5. Remove all excess grease after
lubrication.
6. Bearings must be
free rolling.
23
J
SEE NOTES 2, 3 AND 6
LEGEND
21. INBD flap tracks and outer flap inboard track
roller bearing surfaces.
22. OUTBD flap tracks rollers.
23. OUTBD flap track roller bearing surfaces.
SYMBOL APPLICATION
METHOD
Grease gun
Aerosol
TYPICAL INNER FLAP TRACKS
AND OUTER FLAP INBOARD TRACK
21
J
SEE NOTES
2, 3 AND 6
dam03_1220050_008.dg, rt/av, jun19/2007
22
A
SEE NOTES
1, 2, 4, 5 AND 6
57 WINGS
Figure 57-2. Lubrication Diagram (Sheet 2 of 2)


•• GSB7100015 - Engine sling with three metal lifting rods.
•• GSB1000012 - Engine cowl cover.
•• Tool, Fwd/Aft Roller - 85780460-001-168 Mk.1 (or a suitable 3/16 inch thick wrench).
•• Tool, Hook Roller - 85780460-001-168 Mk.2 (or a suitable 3/16 inch thick wrench).
57 WINGS
Revision 0.5
57 WINGS

28 FUEL
CHAPTER 28
FUEL
CONTENTS
Page
28-00-00 FUEL .......................................................................................................... 28-1
Introduction......................................................................................................... 28-1
General................................................................................................................ 28-3
Fuel Storage......................................................................................................... 28-3
General......................................................................................................... 28-3
Surge Bay............................................................................................................. 28-5
General......................................................................................................... 28-5
Components......................................................................................................... 28-5
NACA Vents ................................................................................................. 28-5
Vent Line...................................................................................................... 28-5
Water Drain................................................................................................... 28-5
Main Tank............................................................................................................ 28-6
General......................................................................................................... 28-6
Components......................................................................................................... 28-6
Magnetic Dipstick (Magna Stick)......................................................................... 28-7
Fuel Probes (Tank Units)...................................................................................... 28-8
Fuel Quantity System Operation And Test.......................................................... 28-11
Operation.................................................................................................... 28-11
Test............................................................................................................. 28-11
Fuel System Controls And Indicators................................................................. 28-11
Fuel Quantity Master Indicators......................................................................... 28-11

28 FUEL
Page
Fuel Quantity Repeater Indicators...................................................................... 28-13
Collector Bay..................................................................................................... 28-15
General....................................................................................................... 28-15
DESCRIPTION.................................................................................................. 28-23
Temperature Sensing Bulb........................................................................... 28-23
Fuel Tank Temperature Indicator................................................................. 28-23
Fuel Tank Scavenging......................................................................................... 28-25
General....................................................................................................... 28-25
Components................................................................................................ 28-25
Engine Fuel Feed......................................................................................... 28-26
Refuel/Defuel/Transfer....................................................................................... 28-29
Components................................................................................................ 28-29
Refueling/Defueling System............................................................................... 28-37
General....................................................................................................... 28-37
Operation........................................................................................................... 28-38
General....................................................................................................... 28-38
Refueling.................................................................................................... 28-38
Fuel System Controls and Indications......................................................... 28-38
Long-Range Auxiliary Fuel System.................................................................... 28-43
MAINTENANCE CONSIDERATIONS..................................................................... 28-48
General.............................................................................................................. 28-48
Inspections.................................................................................................. 28-48
Fuel Handling Practices.............................................................................. 28-48
Safety.......................................................................................................... 28-48
28 SFAR 88........................................................................................................ 28-53

28 FUEL
Page
General....................................................................................................... 28-53
Introduction................................................................................................ 28-53
Overview..................................................................................................... 28-53
Incidents..................................................................................................... 28-53
Regulations................................................................................................. 28-54
Ullage......................................................................................................... 28-54
Ignition Sources.......................................................................................... 28-55
Maintenance Practices........................................................................................ 28-56
Revision 0.5
28 FUEL
ILLUSTRATIONS
Figure Title Page

28-1 Fuel Tanks.................................................................................................28-2
28-2 Fuel System Controls and Indicators..........................................................28-2
28-3 Fuel System Schematics............................................................................28-4
28-4 NACA Vents and Surge Bay.......................................................................28-5
28-5 Main Tank..................................................................................................28-6
28-6 Gravity-Refueling Port...............................................................................28-6
28-7 Magnetic Dipstick Operation.....................................................................28-7
28-8 Fuel Quantity Transmitter..........................................................................28-8
28-9 Fuel Quantity Indicating System................................................................28-9
28-10 Fuel Quantity Control and Repeater Indicators........................................28-10
28-11 Fuel Control Panel...................................................................................28-12
28-12 Fuel Quantity Indicating System..............................................................28-12
28-13 Collector Bay...........................................................................................28-14
28-14 Flapper Valves.........................................................................................28-14
28-15 Low-Level Warning System.....................................................................28-16
28-16 Fuel Tank-Connectors..............................................................................28-18
28-17
Fuel Probe and Auxiliary Pump...............................................................28-19
28-18 Fuel Auxiliary Pump Canister..................................................................28-20
28-19 Pressure Switch.......................................................................................28-21
28-20 Fuel Temperature Indicating System........................................................28-22
28-21 Engine Fuel Feed and Tank Scavenging...................................................28-24
28-22 Ejector Pump (Typical)............................................................................28-26
28-23 Fuel System Schematics..........................................................................28-28
28-24 Master Refueling/Defueling.....................................................................28-29
Revision 0.5 FOR TRAINING PURPOSES ONLY 28-v

28 FUEL
Figure Title Page

28-25 Fueling/Defueling Adapter.......................................................................28-29
28-26 Dump/Pressure Relief Valve....................................................................28-30
28-27 Refueling Components.............................................................................28-32
28-28 Refuel/Defuel Transfer Shutoff Valve......................................................28-32
28-29 Flow Control Valve Operation..................................................................28-34
28-30 Refueling/Defueling System....................................................................28-36
28-31 Auxiliary Fuel Panel................................................................................28-42
28-32 Refueling/Defueling Panels.....................................................................28-42
28-33 Fuel System Schematics..........................................................................28-44
28-34 Auxiliary Fuel Transfer System...............................................................28-45
28-35 Auxiliary Fuel Transfer System Schematic..............................................28-46
28-36 Fuel Tanks...............................................................................................28-50
28-37 Incidents..................................................................................................28-52
28-38 Ullage......................................................................................................28-54
28-39 Combustion Triangle................................................................................28-55
28-40 Maintenance Practices.............................................................................28-56
28-41 Safety Products/Procedures......................................................................28-57
28-42 Safety......................................................................................................28-58
28-vi FOR TRAINING PURPOSES ONLY Revision 0.5

28 FUEL
TABLES
Table Title Page

28-1 Refueling/Defueling System (Sheet 1 of 3)..............................................28-38
28-2 Approved Fuels........................................................................................28-49
28-3
Main Tank/Auxiliary Tank Asymmetry Limitations for Flight.......................28-49
28-4 Fuel Tank Capacities................................................................................28-50

28 FUEL
CHAPTER 28
FUEL
28-00-00 FUEL
INTRODUCTION
The Dash 8 fuel system is divided into independent left and right systems. Fuel is supplied from
two integral (wet) left and right wing tanks. The fuel system includes fuel storage, tank venting,
fuel feed, scavenge, refueling/defueling, tank-to-tank transfer, and fuel indicating systems. The
airplane may be gravity- or pressure-refueled. This chapter covers the operation of the airframe
fuel system up to the engine. At that point, fuel system operation becomes a function of the engine.
Refer to Chapter 71, “Powerplant," for additional information.

28 FUEL
AUX AUX
TANK TANK
NO. 1 NO. 2
COLLECTOR COLLECTOR
BAY BAY
NO. 1 NO. 2
SURGE TANK TANK SURGE
BAY BAY
NOTE:
FUEL TANK CAPACITIES PRESSURE
ARE LISTED IN TABLE 28-2. REFUELING/DEFUELING PANEL
Figure 28-1. Fuel Tanks
№. 1 TANK №. 2 TANK
POWER ON
OFF
SE
T REFUEL DEFUEL SET
FUEL CONTROL PANEL
ST
T
TE
ES
PR
E R T
P
TO SS T ES ST PR
PRESS TO TES S TO TE ESS TO
DUMP VALVE REFUEL REFUEL DUMP VALVE

OPEN SHUT-OFF SHUT-OFF OPEN
TANK 1 TANK 1 TANK 2 TANK 2
PRE CHECK
TEST
MASTER GROUND
TANK TANK
VALVE CREW
1 2
CLOSED R S JACK
P
ES
S TO TE
FUEL TANK TEMP

INDICATOR REFUEL/DEFUEL CONTROL PANEL
Figure 28-2. Fuel System Controls and Indicators

28 FUEL
GENERAL SOO 8061 auxiliary fuel tanks, provides
additional fuel storage in each wing. This
Refer to: information is contained at the end of this chapter.
•• Figure 28-1. Fuel Tanks.

FUEL STORAGE
•• Figure 28-2. F
uel System Controls and
Indicators. General
Each No.1 and No.2 main fuel tank extends
Fuel is contained in two integral wet wing
from the outer edge of the nacelle to just
tanks, each supplying fuel to its own individual
inboard of the aileron, filling the volume
engine. Inter-tank transfer is available to permit
within the wing box structure. The outer
balancing of the fuel level in the tanks. Fuel
section is identified as the surge bay, and the
from each tank is fed to its engine by an engine
center section is the main tank. The innermost
feed pumping system contained in a collector
section of each tank is partitioned off to form a
bay at the inner end of the tank. The level in
collector bay, within which are the fuel intake
the collector bay is maintained by a collector
points for engine fuel feed, fuel transfer, and
bay pumping system to provide engine feed
pressure refueling/defueling. The outer wall
regardless of aircraft attitude.
of the collector bay does not extend to the full
height of the tank; this allows excess fuel in
Pressure refueling and defueling can be
the collector bay to circulate back into the main
accomplished through a single point refuel/
tank. Fuel leakage from the two integral wing
defuel adapter located in the right nacelle and is
tanks is prevented by coating all contained rib
controlled from an adjacent refuel/defuel control
and stringer joints, and associated fasteners,
panel. As an alternative to pressure refueling
with sealing compounds.
and defueling, each tank can be filled through an
overwing filler point or drained through a drain
The left- and right-side fuel tanks are
fitting installed in an auxiliary pump canister
interconnected by a single manifold through
when its element is removed.
a refueling/defueling transfer shutoff valve in
each tank. The manifold is used for pressure
Each tank has its own capacitance-type fuel
refueling, suction defueling, and fuel transfer.
quantity indicating system which provides an
input to control pressure refueling/defueling
Total usable fuel in the main tanks is 5,678
levels in addition to its primary function. FUEL
pounds. Total lateral imbalance permitted for
LOW level warnings are also provided for
flight is 600 pounds.
each tank. A fuel tank temperature indication
system is installed.
Drain valves, located at the low points in each

tank, are provided to permit checks for water
accumulation and to drain residual fuel from
the tanks when required.
Fuel distribution includes engine feed, fuel

transfer between tanks, and pressure refueling.
The two engines, No.1 and No.2 from left
to right, obtain their fuel supply from the
corresponding number tank, each individual
tank system being designed to supply one engine
only, without crossfeed.

28-4 28 FUEL
30
NO. 1
ENGINE
SURGE 25
BAY NO. 1 TANK
15 COLLECTOR BAY
17
15 13 16
14 13
13
DASH 8 SERIES
12 13 13 13 24 23
18
11
28 20
26
16
19
27 22
9 10

21
27
PILOT PRECHECK
15 25
8 29
5 4 3 TO AND FROM
7 6
NO. 2 TANK
LEGEND 2 1
VENT LINE
ENGINE FEED 1. REFUEL/DEFUEL ADAPTER 11. VENT FLOAT VALVE 23. REFUEL AND FUEL TRANSFER
2. MASTER REFUEL/DEFUEL VALVE 12. SURGE BAY DRAIN VALVE OUTLET ELBOW
REFUEL/DEFUEL/TRANSFER LINES 3. FUEL EMERGENCY SHUTOFF VALVE 13. FUEL QUANTITY PROBE 24. RESTRICTOR
4. REFUEL/DEFUEL/TRANSFER 14. OUTBOARD SCAVENGE EJECTOR 25. COLLECTOR BAY SWING CHECK VALVE
REFUEL/TRANSFER SERVO LINES SHUTOFF VALVE PICKUP 26. NO FLOW PRESSURE SWITCH
5. PRECHECK VALVE 15. SCAVENGE EJECTOR PUMP 27. AUXILIARY PUMP CHECK VALVE
COLLECTOR BAY PUMPING SYSTEM LINE 6. REFUEL/TRANSFER SERVO VALVE 16. TANK DRAIN VALVE 28. FLOW CONTROL VALVE
7. ARMING VALVE 17. MOTIVE FLOW LINE CHECK VALVE 29. THERMAL RELIEF VALVE LEFT
MOTIVE FLOW 8. DUMP VALVE 18. BOOST EJECTOR PUMP WING ONLY (MOD 8/0133)
9. SURGE BAY AIR INLET (SECOND 19. BOOST EJECTOR PUMP CHECK VALVE 30. TEMPERATURE SENSING BULB
WASTE FUEL LINE 20. AUXILIARY PUMP LEFT WING ONLY (MOD 8/0200)
INLET ADDED FOR POST MOD
8/0024 AIRCRAFT) 21. AUXILIARY PUMP PRESSURE SWITCH
Revision 0.5
FILLER CAP
10. PRESSURE REFUELING PILOT VALVE 22. FUEL LOW LEVEL FLOAT SWITCH
Figure 28-3. Fuel System Schematics

28 FUEL
SURGE BAY
General
The surge bay (Figure 28-4) is located between
WS 387.00 and WS 405.00 and has a capacity
of 20 U.S. gallons. The primary function
of the surge bay is to p rovide venting and
pressurization to the main tank (which includes
the collector bay) during all normal flight
attitudes. The components and their functions SURGE BAY
are listed below.
COMPONENTS
NACA Vents
Two NACA vents (Figure 28-4) are located on
the lower front edge of each wing and sweep up
to the top-rear of the surge bay. They are ice-free
ram-air vents which maintain a slight positive
pressure (approximately 1-psid) in the fuel tank
while in flight.
NACA VENTS
Vent Line
The vent pipe outlet from the collector bay enters VENT PIPE
the surge bay at the top-rear and turns down to
the bottom of the surge bay, where it exits. This
VENT FLOAT
pipe vents the collector bay to the surge bay, and, VALVE
if auxiliary tanks are installed, two other pipes
vent the auxiliary tank to the surge bay via the OUTBD
float valves located in the auxiliary tank.
DRAIN
VALVE
Water Drain
The surge bay water drain is located at the NACA
lowest point to catch water and allow for SURGE DUMP VALVE
BAY AIR
draining the bay. Two additional water drains INLETS
are located in the main tank lowest points, one COLLECTOR
BAY
of which is in the collector bay. NO. 1 MAIN TANK
SURGE FROM ARMING

NOTE BAY VALVE
It is not necessary to drain the fuel Figure 28-4. NACA Vents and Surge Bay
tanks for the replacement of the drain
valve poppet preformed packing. A
small amount of fuel will escape
with the poppet in the down position.
Using a Phillips screwdriver, turn the
poppet a 1/4 turn clockwise to allow
the poppet to drop down.

28 FUEL
MAIN TANK VENT FLOAT VALVE, PART OF MAIN

TANK MOUNTED ON SURGE BAY
WALL, TANK SIDE
General
The main tank (Figure 28-5) is an integral
wing box, located between WS 171.90 and
WS 387.0, and has a capacity of 423 U.S.
gallons. The two main tanks hold a total of
846 U.S. gallons (5,764 pounds at 6.8 pounds
per gallon). The main tanks, along with the
collector bay areas, form the main storage
areas for the fuel. The collector bay and its
components are covered later in this chapter.
COMPONENTS
Vent Float Valve

A vent float valve (Figure 28-5) is mounted in
the outer end of the main tank and is connected
to the surge bay via a vent pipe which opens
to the bottom of the surge bay. The vent float
valve is closed by rising fuel level and prevents MAGNA VENT FLOAT
the surge tank from filling in certain flight STICK VALVE
attitudes. Due to its design, the vent float valve
prevents tank negative pressure.
Figure 28-5. Main Tank
Overwing Gravity Filler

An overwing gravity filler port (Figure 28-6)
on each wing is installed for refueling when
pressure refueling is not available. It consists of
a standard filler cap with a safety wire attached
for security.
Thermal Relief Valve

The thermal relief valve is located only in
the left wing between the left and right wing
refueling/defueling/transfer shutoff valves. It
was incorporated in Mod 8/0133 and relieves
fuel manifold pressure in excess of 90-psi. The
valve dumps excess fuel into the left main tank,
thereby reducing the chance of damaging the
refueling manifold seals and couplings through
excessive pressure buildups.
Figure 28-6. Gravity-Refueling Port

28 FUEL
MAGNETIC DIPSTICK
(MAGNA STICK) STOWED
ROD FLOAT
Two magna sticks in each tank provide an MAGNET MAGNET
alternate means of measuring fuel quantity
when on the ground. Each consists of a
calibrated rod which slides within a tube
extending vertically from the bottom of the fuel
tank (Figure 28-7). When the rod is released,
allow it to fall slowly until resistance is felt
as the rod magnet becomes attracted by the
float magnet. Then read tank contents from the
bottom of the rod in U.S. gallons or in liters.
IN USE
Due to wing dihedral, two dipsticks are r equired
for each tank. If the inner dipstick does not drop ROD FLOAT
MAGNET MAGNET
when it is released, the fuel level is at the top
of the tank at that location. Total fuel quantity
must then be read from the outer dipstick.
READ HERE
Figure 28-7. Magnetic Dipstick Operation
Revision 0.5 FOR TRAINING PURPOSES ONLY 28-7

28 FUEL
FUEL PROBES (TANK UNITS) The six probes in each system are mounted
inside each tank, with one (No.1) housed in the
Refer to Figure 28-8. Fuel Quantity Transmitter. collector bay. The six probes are e lectrically
connected in parallel. The probes are essentially
The fuel quantity indicating system for each two concentric metal cylinders, a terminal
fuel tank is identical. Each system consists of block, and provisions for mounting. The
the following: cylinders form the plates (capacitor elements),
the inner plate b eing the high-impedance
•• Six DC output probes element and the outer plate the low-impedance
element. The changing level of fuel in each
•• The DC servo master indicator
tank changes the effective capacitance of each
•• The fuel quantity control and repeater fuel probe in the tank.
indicator.
A full height-compensation capacitor and two
Two switches are common to both systems (one diodes are mounted in the terminal block. The
switch provided): DC signal output is provided via the diodes
to drive the fuel quantity master indicator.
•• QTY TEST switch To provide this output, the tank units require
6-kHz excitation voltage, which is supplied
•• REFUEL-OFF-DEFUEL rotary switch.
by an oscillator contained in the associated
master indicator.
1
2
1
2
3
4
5
6
RIGHT WING SHOWN LEFT WING OPPOSITE
AUX. FUEL TANKS MAIN FUEL TANKS
UNIT NO. DRY CAPACITANCE (pf) UNIT NO. DRY CAPACITANCE (pf)
1 42.80 ± 0.10 1 17.94 ± 0.10

2 47.75 ± 0.10 2 29.49 ± 0.10
3 26.72 ± 0.10
4 30.99 ± 0.10
5 27.60 ± 0.10
6 23.84 ± 0.10
Figure 28-8. Fuel Quantity Transmitter

28 FUEL
FUEL CONTROL PANEL
NO. 1 TANK PROBES
6 5 4 3 2 1
HI Z + F
HI Z – G
(EXCITA- LO Z H
TION 6 KHZ) P FUEL QTY TEST SWITCH
TEST IN S
TO NO. 2 TANK
MASTER INDICATOR
R
REFUEL/DEFUEL REFUEL
N TANK 1
M 28-VDC
E LEFT 5 OFF
CASE GRD
ESS BUS C 28 VDC
POWER GRD D
REFUEL/ DEFUEL H 28 VDC REF/DEF
PANEL LO B
5 VDC DEFUEL J 28 VDC REFUEL
LIGHTS HI A CONTROL
K 28 VDC DEFUEL
REPEATER HI K
F HI INDICATOR
REPEATER LO L
G LO SIGNAL
28 VDC C FUEL QTY
IND 1 D POWER GND
28-VDC E CASE GND
NO. 1 TANK FUEL QTY
MASTER INDICATOR 5 LEFT
ESS BUS
NO. 1 TANK FUEL QTY
CONTROL AND REPEATER
INDICATOR
Figure 28-9. Fuel Quantity Indicating System

28 FUEL
Figure 28-10. Fuel Quantity Control and Repeater Indicators

28 FUEL
FUEL QUANTITY SYSTEM FUEL SYSTEM CONTROLS
OPERATION AND TEST AND INDICATORS
Refer to: Refer to Figure 28-10. Fuel Quantity Control
and Repeater Indicators.
•• Figure 28-10. F
uel Quantity Control
and Repeater Indicators. Fuel system controls are located on the FUEL
CONTROL panel on the center instrument
•• Figure 28-11. Fuel Control Panel.
panel. Table 28-1 lists the fuel system controls,
indicator lights, and caution lights and their
Operation functions. The caution lights shown in the table
When DC power is applied to the system, the are located on the caution panel (Appendix B).
fuel probes are provided with 6-kHz excitation
voltage from the respective fuel quantity master
indicator to produce a DC output proportional
FUEL QUANTITY MASTER
to the effective capacitance of each unit. The six INDICATORS
probes in each tank are connected in parallel,
and their total DC output, representing the The fuel quantity master indicators are servo-
mass of fuel in the tank, is fed to the DC servo driven by DC torque motors. Each indicator
system in the master indicator. The DC servo, in has a built-in test circuit. An oscillator
turn, drives the indicator pointer to indicate the contained in each master indicator supplies
fuel quantity level. Figure 28-12 schematically the 6-kHz excitation voltage required by the
shows operation of the system. fuel probes. The indicators are calibrated from
0 to 3,000 pounds and require 28VDC power
for operation. Integral lighting required 5VDC.
Test The indicators read usable fuel (full tank reads
Test circuits are provided for verification of 2,839 pounds).
p roper fuel quantity indicator operation by a
single QTY TEST pushbutton on the FUEL
CONTROL panel.
When the QTY TEST button is pressed, a

ground signal is applied to actuate the test
circuits in each master indicator. The actuated
test circuit generates a test signal which drives
the master and the respective repeater indicator
pointers (if powered) to a full scale reading. On
release of the button, the pointers return to the
original indicator reading.

28 FUEL
Figure 28-11. Fuel Control Panel
NO. 1 TANK PROBES
6 5 4 3 2 1
HI Z + F
HI Z – G
(EXCITA- LO Z H
TION 6 KHZ) P FUEL QTY TEST SWITCH
TEST IN S
TO NO. 2 TANK
MASTER INDICATOR
R
REFUEL/DEFUEL REFUEL
N TANK 1
M 28-VDC
E LEFT 5 OFF
CASE GRD
ESS BUS C 28 VDC
POWER GRD D
REFUEL/ DEFUEL H 28 VDC REF/DEF
PANEL LO B
5 VDC DEFUEL J 28 VDC REFUEL
LIGHTS HI A CONTROL
K 28 VDC DEFUEL
REPEATER HI K
F HI INDICATOR
REPEATER LO L
G LO SIGNAL
28 VDC C FUEL QTY
IND 1 D POWER GND
28-VDC E CASE GND
NO. 1 TANK FUEL QTY
MASTER INDICATOR 5 LEFT
ESS BUS
NO. 1 TANK FUEL QTY
CONTROL AND REPEATER
INDICATOR
Figure 28-12. Fuel Quantity Indicating System

28 FUEL
FUEL QUANTITY REPEATER NOTES
INDICATORS
Refer to Figure 28-12. Fuel Quantity Indicating
System.
The fuel quantity control and repeater indicators

have a built-in refueling/defueling control
circuit. The circuit is controlled by a SET knob
which positions an index pointer in the dial to
a desired fuel level. The gages require 28VDC
for operation.
In the event of electrical failure, the indicators

go off scale, counterclockwise, past zero.
This is only true of the master indicators. The
repeater indicators in the right wheel well
refueling/defueling control panel remain at
their last energized position.

28 FUEL
Figure 28-13. Collector Bay
Figure 28-14. Flapper Valves

28 FUEL
COLLECTOR BAY NOTES
General
Refer to Figure 28-13. Collector Bay.
The purpose of the collector bay is to maintain

a supply of fuel above the engine feed pumping
s ystem at all times, regardless of airplane
attitude. A pumping system (Figure 28-13)
keeps the bay full of fuel. To allow fuel
filling through the collector bay and to ensure
complete tank venting, the collector bay wall
does not extend to the wing upper skin.
Flapper Valves
Refer to Figure 28-14. Flapper Valves.
Three flapper valves allow fuel to gravity-flow

inboard (into the collector bay) but do not
allow outboard flow.

28 FUEL
COLLECTOR BAY
OUTBOARD WALL
FLOAT LOW LEVEL

SWITCH WARNIG
ELECTRICAL
CONDUIT VIEW ON REAR SPAR
CAUT
LTS 1
28-VDC RIGHT TANK 1 LOGIC
ESSENTIAL BUS 71/2 FUEL CIRCUIT
LOW
NO.1 TANK FUEL LOW-

LEVEL FLOAT SWITCH
TANK 2
FUEL LOGIC
LOW CIRCUIT
NO.2 TANK FUEL LOW-

MASTER CAUTION PANEL LEVEL FLOAT SWITCH
Figure 28-15. Low-Level Warning System

28 FUEL
Low-Level Float Switch NOTES
Refer to Figure 28-15. Low-Level Warning
System.
The fuel low-level warning for each tank

consists of a float switch which operates
a TANK FUEL LOW caution light on the
caution lights panel. The switch is mounted
in the collector bay s ection of the fuel tank
and is secured to the lower c enter area of the
outboard wall (see Figure 28-15) by an elbow
and a jamnut. Power for low-level w arning is
derived from the right essential 28VDC bus
and is protected by a 7½-ampere CAUT LTS
circuit breaker. Operation of the fuel low-level
warning system is completely independent of
the fuel quantity indicating system.
Fuel Low-Level Warning

Refer to Figure 28-15. Low-Level Warning
System.
TANK FUEL LOW caution lights provide in

dep end ent warning of low fuel level in each
collector tank when the fuel level reaches less
than 130 pounds. Figure 28-15 illustrates the
low-level warning system.

28 FUEL
STN.
Yw 77.00
STN.
Yw 243.00
FRONT
SPAR
NOTES
Harness connector at Yw77.00
is installed only on aircraft
with long range fuel tanks.
Left side shown.

Right side opposite.
Some components not shown for clarity.
J3 (LH) AND J4 (RH) J7 (LH) AND J8 (RH)
MAIN FUEL TANK CONNECTOR AUXILARY FUEL TANK CONNECTOR
Figure 28-16. Fuel Tank-Connectors

28 FUEL
Auxiliary Pump
Refer to:
•• Figure 28-17. F
uel Probe and
Auxiliary Pump.
•• Figure 28-18. F
uel Auxiliary Pump
Canister. CAPACITANCE LOW-LEVEL OUTLET
•• Figure 28-19. Pressure Switch. FUEL PROBE FLOAT SWITCH DIFFUSER
A submerged, centrifugal, electrically operated

AC auxiliary fuel boost pump is located in the
collector bay of each main tank adjacent to
the boost ejector pump. It is interconnected
to the engine feed line downstream of the
boost ejector pump and serves as a backup
source of pressurized engine feed to the main
pump if, for any reason, the boost ejector
pump fails to maintain minimum required fuel
pressure to the engine-driven pump (ENG COLLECTOR
FUEL PRESS caution light on at any time BAY
other than initial start). If fuel pressure must be
sustained using the auxiliary boost pump, the
pump must be turned on manually by selection
of the appropriate AUX PUMP switch on
the FUEL CONTROL panel. The respective
green advisory light adjacent to the switch
illuminates in response to a pressure switch at
the auxiliary pump outlet to indicate that the
pump is in operation. After pump activation,
the associated ENG FUEL PRESS caution light
should go out.
NOTE
The auxiliary pumps are activated
automatically for fuel transfer
AUXILIARY PUMP
and for pressure defueling
(provided that a variable-
frequency AC power source is
available on the ground). Figure 28-17. Fuel Probe and Auxiliary
Pump
Auxiliary Pump Pressure Switch
A pressure switch is mounted downstream of
each auxiliary pump and, when actuated by a
minimum of 4-psi fuel pressure, illuminates a
green light on the fuel control panel.

28 FUEL
20
4
3
NOTE 1
7
Design features of the fuel tank plumbing
lines, self−bonding couplings, bonding 2 11
jumpers, conductive fittings and
metal−to−metal interface electrical 12
bonding of the fuel tank components 3 10 13
are classified as Critical Design
6
Configuration Control Limitations
(CDCCL) items. For the details, 9
5
6
17 8 16
26
15
21 27
REAR SPAR 22
D
FW
LEGEND 23
1. Canister. 15. Anti−fret ring.
2. Nut. 16. Preformed packing.
3. Washer. 17. Rear spar fitting.
4. Bolt. 19. Screen assembly.
5. Bonding jumper. 20. Conduit tube. 24
6. Pump electrical wire. 21. Screw.
7. Bonding clamp. 22. Washer. 19 25
8. Pressure switch line. 23. Connecting screen assembly. 14
9. Elbow fitting. 24. Bolt.
10. Preformed packing. 25. Washer.
28
11. Fuel delivery line. 26. Bolt.
12. Union fitting. 27. Washer.
13. Preformed packing. 28. Clamp ring.
14. Anti−fret ring.
dam03_2821162_004.dg, av/gv, jul05/2012
Figure 28-18. Fuel Auxiliary Pump Canister

28 FUEL
LEGEND
1. Bulkhead fitting. 8. Screw.
2. Packing. 9. Washer.
3. Pressure switch. 10. Tie wrap.
4. Packing. 11. Drain tube.
5. Packing. 12. Inner shroud.
6. Outer shroud. 13. Washer.
7. Electrical connector. 14. Nut.
7
A 6
2
8
1 9
10
11
12
13 A
14
Figure 28-19. Pressure Switch

28-22 28 FUEL
FRONT SPAR
DASH 8 SERIES

TEMPERATURE-SENSING
BULB
FUEL TANK TEMP
L SEC
BUS
G
B A
C B
H 28 VDC GND
FUEL TANK D CASE GND
TEMP IND
TEMP
E 5 VDC BULB
F LTG
A
Figure 28-20. Fuel Temperature Indicating System

28 FUEL
DESCRIPTION NOTES
Refer to Figure 28-20. Fuel Temperature
Indicating System.
The fuel tank temperature indication system

consists of a temperature sensing bulb and a
fuel tank temperature indicator. The system is
operational whenever power is applied to the
aircraft.
Temperature Sensing Bulb

The temperature sensing bulb, located on the
front spar of the left wing at Sta YW 185.00, is
an electrical resistance type in which resistance
varies in direct proportion to sensed fuel
temperature.
Fuel Tank Temperature Indicator

The fuel tank temperature indicator, labeled
FUEL TANK TEMP, is located on the engine
instrument panel. The indicator has an outer
graduated scale which ranges from - 60°C to
+ 60°C.

28-24 28 FUEL
LEGEND NO. 1 ENGINE

HYDROMECHANICAL
FUEL SUPPLY FUEL CONTROL UNIT
ENGINE FUEL FEED—NORMAL BOOST

ENGINE-DRIVEN
ENGINE FUEL FEED—AUXILIARY PUMP BOOST FUEL PUMP
ENGINE FUEL FEED—HIGH PRESSURE ENGINE FUEL
FILTER/HEATER TEMPERATURE
MOTIVE FLOW SENSOR
DASH 8 SERIES
CAUTION
SCAVENGE FLOW LIGHT
=1 ENG
CHECK VAVLE FUEL PRESS
SCAVENGE
COLLECTOR BAY
ELECTOR
ELECTRICAL LOW PRESSURE
PUMP
SENSOR FUEL TEMP
80 80
1 2
40 40

0 0
-40 -40
°C °C
VALVE TRANSFER VALVE

AUXILIARY CLOSED TO
OFF
TO CLOSED
NO. 1 FUEL TANK FUEL PUMP TANK 1 TANK 2
OPEN OPEN
TANK 1 TANK 2
AUX PUMP QTY AUX PUMP
TEST
OFF OFF
FUEL CONTROL
FUEL VALVE FUEL VALVE
PRESSURE
VEL OPEN CLOSED OPEN CLOSED VEL
SENSOR BOOST VEL FWD BTL
A
BOTH
B A
FWD BTL
BOTH
B
VEL
EJECTOR FAULT
A
FAULT
B
FAULT
A
FAULT
B
PUMP LOOP SELECTION LOOP SELECTION
ENGINE 1 ENGINE 2
TEST
PULL FUEL OFF PULL FUEL OFF
DETECTION
FUEL EMERGENCY
SHUTOFF VAVLE
Figure 28-21. Engine Fuel Feed and Tank Scavenging

28 FUEL
FUEL TANK SCAVENGING Components
Refer to: Check Valves
Three check valves are located in the main
•• Figure 28-20. F
uel Temperature
tank. One is positioned to allow one-way flow
Indicating System.
to ensure that all fuel pumped into the tank
•• Figure 28-21. E
ngine Fuel Feed and when pressure-refueling is routed through the
Tank Scavenging. flow control valve.
The second check valve is positioned to ensure

General that engine feed from the boost ejector pump is
The fuel scavenging system in each tank directed through the engine feed line.
employs three scavenge ejector pumps which
draw fuel from tank low points (depending on The third is in the collector bay on the boost
airplane attitude). ejector pump and ensures that fuel flows only
into the engine feed line during auxiliary pump
Low-volume, high-pressure motive-flow fuel operation.
is pumped through an orifice within a fuel
supply; in turn, high-volume, low-pressure fuel
results and is then routed to the collector bay,
Scavenge Ejectors
keeping it full during all airplane attitudes. This The main tank has three scavenge ejectors.
system fills the collector bay faster than it can Two scavenge ejectors are located in the front-
be pumped out by engine feed or fuel transfer. and aft-inboard ends of the main tank near the
collector bay, and one is mounted outboard in
Excess fuel overflows back into the tank the tank.
through a gap at the top of the collector bay
divider. Motive-flow fuel is derived from the This arrangement ensures that at least one
fuel control unit. It is high-pressure fuel which ejector is always submerged in tank fuel
is not required for combustion and is bypassed and that a positive flow of scavenge fuel is
from the FCU to the scavenge and boost continuously dumped into the collector bay.
ejectors. There is sufficient (at least 260-psi) This keeps the boost ejector submerged in fuel
motive-flow fuel pressure for operation of the at all times to provide pressurized fuel to the
scavenge and boost ejectors when the engine engine-driven high-pressure fuel pump. By
speed increases through 40% NH. keeping the fuel in constant motion, it prevents
the buildup of micro-bacterial growth found in
the fuel system.

28 FUEL
Engine Fuel Feed HIGH VOLUME, LOWER PRESSURE

THAN MOTIVE-FLOW FUEL
Boost Ejector Pump
The boost ejector pump located in the collector
bay supplies fuel under low pressure to the
engine-driven high-pressure fuel pump. The
boost ejector pump delivery rate is always
greater than the engine-driven pump demand;
this ensures a sustained positive pressure to the
engine-driven pump, thus preventing possible
pump cavitation. If the inlet boost pressure
drops below 5.5-psi, a pressure switch at
the high-pressure pump inlet illuminates the
respective ENG FUEL PRESS caution light.
Submerged in the collector bay fuel supply,

the boost ejector pump uses low-volume,
high-pressure motive-flow fuel from the engine-
driven fuel pump (bypassed from the MFC) to FUEL
produce high-volume, low-pressure engine fuel SUPPLY
feed to the engine-driven high-pressure fuel
pump. A check valve ensures one-way flow in
the event that the boost ejector fails and the
auxiliary pump is required to supply boost fuel
feed to the engine-driven pump.
Figure 28-22. Ejector Pump (Typical)
Emergency Shutoff Valve LOW-VOLUME, HIGH-PRESSURE
The emergency shutoff valve is 28VDC-driven FUEL FROM HMU
and is used to stop the fuel supply to the engine
in the event of fire. The valve consists of an
electrically driven actuator which drives an
open-closed ball valve. It is mounted inside
the tank on the rear spar, and the actuator is LEGEND
mounted externally at the actuator fitting.
MOTIVE FLOW
The emergency shutoff valve is controlled
and operated by the PULL FUEL OFF handle FUEL SUPPLY (SUCTION) (SCAVENGE)
located on the cockpit fire protection panel.
One green light and one white light for each SCAVENGE/BOOST FUEL
tank are located on the fire protection panel
to indicate valve position. The green light
indicates that the valve is open, and the white
light indicates that the valve is closed. The
emergency shutoff valves are powered from
the battery bus.

28 FUEL

28-28 28 FUEL
30
NO. 1
ENGINE
SURGE 25
BAY NO. 1 TANK
15 COLLECTOR BAY
17
15 13 16
14 13
13
DASH 8 SERIES
12 13 13 13 24 23
18
11
28 20
26
16
19
27 22
9 10

21
27
PILOT PRECHECK
15 25
8 29
5 4 3 TO AND FROM
7 6
NO. 2 TANK
LEGEND 2 1
VENT LINE
ENGINE FEED 1. REFUEL/DEFUEL ADAPTER 11. VENT FLOAT VALVE 23. REFUEL AND FUEL TRANSFER
2. MASTER REFUEL/DEFUEL VALVE 12. SURGE BAY DRAIN VALVE OUTLET ELBOW
REFUEL/DEFUEL/TRANSFER LINES 3. FUEL EMERGENCY SHUTOFF VALVE 13. FUEL QUANTITY PROBE 24. RESTRICTOR
4. REFUEL/DEFUEL/TRANSFER 14. OUTBOARD SCAVENGE EJECTOR 25. COLLECTOR BAY SWING CHECK VALVE
REFUEL/TRANSFER SERVO LINES SHUTOFF VALVE PICKUP 26. NO FLOW PRESSURE SWITCH
5. PRECHECK VALVE 15. SCAVENGE EJECTOR PUMP 27. AUXILIARY PUMP CHECK VALVE
COLLECTOR BAY PUMPING SYSTEM LINE 6. REFUEL/TRANSFER SERVO VALVE 16. TANK DRAIN VALVE 28. FLOW CONTROL VALVE
7. ARMING VALVE 17. MOTIVE FLOW LINE CHECK VALVE 29. THERMAL RELIEF VALVE LEFT
MOTIVE FLOW 8. DUMP VALVE 18. BOOST EJECTOR PUMP WING ONLY (MOD 8/0133)
9. SURGE BAY AIR INLET (SECOND 19. BOOST EJECTOR PUMP CHECK VALVE 30. TEMPERATURE SENSING BULB
WASTE FUEL LINE 20. AUXILIARY PUMP LEFT WING ONLY (MOD 8/0200)
INLET ADDED FOR POST MOD
8/0024 AIRCRAFT) 21. AUXILIARY PUMP PRESSURE SWITCH
Revision 0.5
FILLER CAP
10. PRESSURE REFUELING PILOT VALVE 22. FUEL LOW LEVEL FLOAT SWITCH

28 FUEL
REFUEL/DEFUEL/TRANSFER Fuel Manifold
The refueling/defueling/transfer manifold
Components is used as the primary method for pressure
refueling and defueling and for wing-to-wing
Master Refueling/Defueling Valve fuel transfer. The fuel manifold plumbing runs
The master refueling/defueling valve (Figure from the No.2 n acelle refueling/defueling
28-24) is line-mounted in the No.2 nacelle panel to each tank. A r estrictor is installed
refueling/defueling manifold. It consists of an near each tank manifold fuel inlet, which aids
electrically driven actuator with indication, in even distribution of the fuel during pressure
driving an open-close ball valve. Thermal relief refueling. All the fuel that is pumped into the
valves which operate at pressure greater than tank while pressure-refueling or transferring
90-psig are incorporated to prevent excessive wing-to-wing is pumped into the collector bay.
pressure buildups on either side of the valve,
and a visual indication shows valve position.
The valve is controlled by the refueling/
defueling switch. The switch actuates the
circuits to open the valve and turn off the
MASTER VALVE CLOSED light on the
refueling/defueling panel when REFUEL or
DEFUEL is selected.
Refueling/Defueling Adapter
The refueling/defueling adapter (Figure 28-25)
consists of a metal body enclosing a spring-
loaded-closed poppet valve. It is located in the
aft-lower No.2 nacelle and provides the only
single-point refueling access for the airplane.
A circular cap protects the poppet valve from
foreign matter and from being damaged.
Figure 28-24. Master Refueling/Defueling Figure 28-25. Fueling/Defueling Adapter

28-30 28 FUEL
REFUEL NOT SELECTED—DUMP VALVE CLOSED
SURGE
BAY
DUMP
VLV
SW.
DASH 8 SERIES
MAIN
TANK
TO THE SPR PANEL
DUMP VALVE LIGHTS

FUEL THROUGH ARMING VALVE TO DUMP VALVE—OPEN
LIGHT ON SWITCH CLOSED ALLOWING VALVES TO OPEN
FOR REFUELING.
SURGE
BAY
DUMP
VLV
SW.
MAIN
TANK
FUEL FROM
ARMING VALVE
Figure 28-26. Dump/Pressure Relief Valve

28 FUEL
Dump/Pressure Relief Valve NOTES
The dump valve is mounted on the outboard
end of the main tank on the surge bay wall.
The main purpose of the dump valve is to
provide a means to relieve air from inside the
tank during pressure refueling and to prevent
overfilling and overpressurization of the tank.
It is held open by fuel pressure and thus ensures
that any excess fuel is dumped into the surge
bay in the event of a fuel shutoff malfunction.
The valve also provides pressure relief if tank
pressure exceeds 3.25 ±.25-psi above atmo
spheric pressure.
If the tank overfills due to a malfunction of

the pressure-refueling shutoff system, fuel is
immediately dumped into the surge bay through
the open dump valve. If the surge bay is full,
the fuel is then dumped overboard through
the surge bay air inlets. Two DUMP VALVE
OPEN lights on the refueling/defueling panel
provide visual indication that the dump valves
are open. The dump valve closes an electrical
circuit when open, which illuminates the
appropriate DUMP VALVE OPEN light on
the refueling/defueling panel and completes the
electrical circuit for pressure refueling.

28 FUEL
REFUEL TXFER
SERVO VALVE
PRECHECK
VALVE
ARMING
VALVE
Figure 28-27. Refueling Components
Figure 28-28. Refuel/Defuel Transfer Shutoff Valve

28 FUEL
Arming Valve NOTES
The arming valve is mounted on the rear spar
and consists of a solenoid-operated plunger-and-
poppet valve with a mesh filter at the inlet port.
The arming valve allows fuel pressure to hold

the dump valve open during pressure refueling.
It is solenoid-operated to open by making a
REFUEL selection on the refueling/ defueling
panel. This opens the arming valve and allows
fuel pressure to the dump valve to hold it in the
open position.
The arming valve has two ports: one connected

to the refueling/defueling/transfer manifold
near the refueling/defueling transfer shutoff
valve, the other to the dump valve.
Refueling/Defueling/Transfer Shutoff
Valve
The refueling/defueling/transfer shutoff
valve is mounted internally on the rear spar
with the actuator mounted externally. It is
a 28VDC-operated, open-closed ball valve
with indication, which must be open to
allow refueling, defueling, or wing-to-wing
fuel transfer. The valve is controlled by the
rim pointers (bugs) on the repeater gages on
the refueling/defueling control panel or by
selecting TO TANK on the fuel control panel in
the cockpit. Valve position is indicated on the
cockpit fuel control panel. (See Table 28-1.)
Refueling Transfer Servo Valve

The two refueling transfer servo valves are
mounted on the rear spar and are solenoid-
operated to open or closed. They are controlled
by the rim pointers (bugs) on the refueling/
defueling control panel control and repeater
gages through the dump valve control circuit
when refuel is selected. The refueling/transfer
servo valve in the receiving tank, through a
separate circuit, will also be energized open
when transferring fuel without the dump valve
being open.

28 FUEL
PRESSURE-REFUELING FLOAT CHAMBER

PILOT VALVE FILLED THROUGH
PRECHECK SERVO
FLOAT
PILOT PORT LINE
PRECHECK
REFUEL/TRANSFER VALVE
SERVO
SERVO PRESSURE VALVE
CHAMBER
ANTISURGE
NEEDLE VALVE
PRECHECK
TEST
FLOW
FLOW CONTROL TANK TANK
CONTROL RETURN
VALVE CLOSED NO. 1 NO. 2
VALVE SPRING
REFUELING IN PROGRESS PRECHECK DURING REFUELING
PILOT VALVE CLOSED

WHEN TANK FULL
CONDITION RAISES
FLOAT
DEENERGIZED
CLOSED WHEN
SELECTED
QUANTITY
REACHED
LEGEND
SYSTEM PRESSURE
PILOT BLEED
NORMALSHUTOFF BACKUP SHUTOFF
Figure 28-29. Flow Control Valve Operation
28-34 FOR TRAINING PURPOSES ONLY Revision 0.5

28 FUEL
Pressure-Refueling Pilot Valve NOTES
The pressure-refueling pilot valve is mounted
high in the outboard end of the wing main
tank. It has two ports in the valve body,
identified as pilot and precheck. The pilot port
contains a spring-loaded disc which serves as
a servo pressure shutoff valve. The precheck
port is located at the inlet and is controlled
by the precheck switch at the refueling/
defueling control panel.
Flow Control Valve

The flow control valve is used during refueling
and wing-to-wing fuel transfer. It is normally
closed under spring pressure but is opened by
servo bleed fuel pressure through the refueling
transfer servo valve. This allows fuel to flow
into the tank. All fuel during fueling or wing-
to-wing fuel transfer flows through the flow
control valve.
No-Flow Pressure Switch

T he no-f low pres sure s wi t ch i s l oc a te d
downstream of the flow control valve. When
refueling is stopped from normal, precheck,
or backup shutoff selections, the no-flow
pressure switch closes; this completes the
circuit to illuminate the tank refueling shutoff
light for the appropriate tank on the refueling/
defueling panel.
Precheck Valve
The precheck valve is a solenoid-operated
plunger-and-poppet valve which allows
functional testing of the backup fuel shutoff
system. It is controlled by the precheck switch
on the refueling/defueling control panel. The
valve has two ports: one is connected to the
flow control valve fuel inlet, and the other is
connected to the precheck port on the pressure-
refueling pilot valve.

28-36 28 FUEL
FUELING NO FLOW
SENSOR FLOW CONTROL REFUEL/TRANSFER
VALVE COLLECTOR SERVO VALVE
ON REFUEL
AUXILIARY BAY
REFUEL
FUEL PUMP ARMING
SHUT-OFF SHUT-OFF
PILOT VALVE TANK 1 TANK 2 VALVE
SURGE
BAY
NO. 1 TANK NO. 2 TANK
DASH 8 SERIES

REFUEL/DEFUEL/ DUMP
TRANSFER SHUTOFF VALVE
VALVE MASTER
PRE-CHECK REFUEL/
VALVE DEFUEL
VALVE
DUMP VALVE MASTER DUMP VALVE
OPEN VALVE OPEN
TANK 1 CLOSED TANK 2
PRE-CHECK FUELING
TEST ADAPTER
TANK NO. 1 TANK TANK TANK NO. 2
NO. 1 NO. 2
FUEL 2 FUEL 2
1 QTY 1 QTY
LBS X 1000 LBS X 1000

3 3
0 0
SET
LEGEND
SET
POWER ON
REFUELING FLOW OFF
REFUEL DEFUEL
CHECK VALVE
ELECTRICAL
REFUELING
Figure 28-30. Refueling/Defueling System

28 FUEL
REFUELING/DEFUELING The dump valve in each tank is held open
by fuel pressure routed through the arming
SYSTEM valve. The arming valve is operated when a
REFUEL s election is made on the refueling/
General defueling panel.
Refer to Figure 28-30. Refueling/Defueling
System. The refueling flow into each tank is normally
terminated automatically at the preselected
The refueling/defueling system provides for the fuel level on the bug by closing the refueling/
simultaneous or independent pressure refueling transfer servo valve. With the valve closed,
or defueling of the wing fuel tanks through a servo flow from the flow control valve stops,
single adapter coupling to which a fuel tender causing the flow control valve to also close.
is connected. For refueling, the fuel, supplied
under pressure, is piped to each tank through If the refueling/transfer servo valve fails
the ref ueli ng/defueling/transfer manifold. to close automatically due to an electrical
Maximum tender pressure allowed is 50-psi, malfunction, the associated flow control
equal to 70 U.S. gallons (265 liters) per minute. valve remains open, and refueling can
The system is operated from a panel located continue into the affected tank. In this event,
in the aft underside of the No.2 nacelle. The a pressure-refueling pilot valve shuts off the
refueling/defueling operation automatically servo flow from the flow control valve at
shuts off when the selected tank(s) contents the tank-full level, causing the flow control
reach a preselected level. valve to close. Operation of the pilot valve
backup shutoff feature can be checked using
A dump valve in each tank is held open with the precheck test switch on the control panel
fuel pressure during pressure refueling. This for the required tank.
feature protects the structure, in the event that
automatic and backup shutoff does not occur, A no-flow pressure switch in the delivery line
by allowing the fuel to be dumped overboard downstream of each flow control valve senses
through the surge tank. the pressure drop when the valve closes.
At approximately 2-psi falling pressure, the
The refueling/defueling panel is located in switch closes to complete the electrical circuit
the lower-aft section of the No.2 nacelle for to a white R EFUEL SHUT-OFF light on
operation by ground service personnel. the refueling/defueling c ontrol panel for the
corresponding tank.
Pressure refueling uses the same flow control
valves, refueling/transfer servo valves, and A FUELING ON light on the caution
refueling/defueling/transfer shutoff valves used panel comes on when a refueling/defueling
for fuel transfer, plus two arming valves, one selection is made with the master switch on
for each tank. Defueling requires the operation the control panel.
of the auxiliary pump in each of the affected
fuel tanks. The refueling/defueling flow into
or from each tank is through the refueling/
defueling adapter and manifold, controlled by
a master refueling/defueling control valve.
Operation of the flow control valve to each

tank is controlled by servo flow through the
refueling/transfer servo valve. The servo valve
is, in turn, controlled by the rim pointer (bug)
on the corresponding tank fuel quantity control
and repeater indicator.

28 FUEL
OPERATION
General
MSM Chapter 28 shows refueling/defueling
operations.
Refueling
See MSM ATA 28.
Fuel System Controls and

Indications
CONTROL/INDICATOR FUNCTIONS
VALVE The indicator shows the position of the respective refuel/defuel/transfer valve.
• Closed = Green
• Open = Amber
CLOSED
OPEN
The gage indicates temperature of fuel entering the engine-driven fuel pump (after
FUEL TEMP
80 80 heating) of the respective engine.
1 2
40 40
0 0
- 40 - 40
C C
The gage shows fuel quantity in the related tank in pounds. A repeater signal is
sent to the fuel quantity control and repeater indicator in the refueling/defueling
panel.
QTY TEST When pressed, the test circuits in both master indicators are energized. Master
indicator and related repeater indicator pointers rise to full-scale reading.
Releasing the button returns the indicators to their original readings.
FUEL CONTROL
The switch activates the auxiliary fuel pump when selected to AUX PUMP to
TANK 1
AUX PUMP sustain fuel boost pressure to the engine-driven fuel pump following illumination
of the ENG FUEL PRESS caution light.
OFF
AUXILIARY FUEL PUMP The light illuminates in response to a pressure sensor at the pump outlet when
ADVISORY LIGHT the pump is activated for engine feed boost, fuel transfer, or pressure defueling.
Table 28-1. Refueling/Defueling System (Sheet 1 of 3)

28 FUEL
The three-position switch activates the transfer system when selected to TO
TRANSFER
OFF TANK 1 or TO TANK 2. The TO TANK selection markings denote receiving tank.
A selection energizes the auxiliary fuel pump of the donor tank, opens both refuel/
defuel/transfer shutoff valves, and opens the flow control valve of the receiving
TO TO
TANK 1 TANK 2 tank. Fuel transfers continuously until the switch is reselected to OFF. All valves
close and the pump shuts off when OFF is selected.
The light illuminates concurrently with the refueling panel POWER ON light to
FUELING provide cockpit indication that the refueling/defueling system is active and the
REFUEL/DEFUEL switch is not off.
ON
The light illuminates to indicate that the fuel level in the related collector bay is
#1 TANK below 130 pounds. The light operates from a float switch in the collector bay
independently from other indicator systems.
FUEL LOW
The light illuminates to warn of inadequate boost pressure to the main pump inlet.
#1 ENG
FUEL PRESS
The light illuminates to warn of pending engine high-pressure fuel filter bypass.
#1 FUEL
FLTR BYPASS
OFF Selection of REFUEL or DEFUEL activates the system and arms the control and
REFUEL DEFUEL repeater indicator control circuits to regulate refueling or defueling operation.
AUX
O. 1 TANK
NO. 1 TANK The indicator pointer shows existing fuel quantity in response to a repeater signal
sent by the master indicator in the cockpit.
Internal control circuits regulate the refueling and defueling operation. The SET
1
FUEL 2 knob inputs fuel quantity commands to control circuits as shown by the rim
QTY
pointer, which then allows refueling or defueling until the actual quantity matches
the rim pointer setting.
FUEL 2
LBS X 1000
3
0
SET
QTY The rim pointer is adjusted with the SET knob to the desired fuel quantity to
remain in the tanks after refueling or defueling operations.
S X 1000
3
0 Table 28-1. Refueling/Defueling System (Sheet 2 of 3)
SET
FUEL 2
1 QTY
28 FUEL
LBS X 1000
3
0 The SET knob is used to adjust the rim pointer.
SET
The switch is spring-loaded-off. When held momentarily to TANK NO. 1 or TANK

PRE CHECK TEST
NO. 2 position, the pre-check valve in the tank floods the pilot valve to simulate
a full tank. Illumination of the REFUEL SHUT-OFF light during the test confirms
L R L R proper pilot valve operation.
MAIN TANK AUX TANK
The light illuminates concurrently with the FUELING ON caution light when the
system is activated by a REFUEL or DEFUEL selection.
POWER ON
The light illuminates to confirm that the dump valve is open during a
REFUEL selection.
DUMP VALVE
OPEN
The light illuminates to indicate that refueling has stopped.
REFUEL
SHUT-OFF
The light illuminates when the master refueling/defueling valve is closed.
MASTER
VALVE
CLOSED
The light illuminates concurrently with the refueling panel POWER ON light to
FUELING provide cockpit indication that the refueling/defueling system is active and the
ON REFUEL/DEFUEL switch is not off.
Table 28-1. Refueling/Defueling System (Sheet 3 of 3)

28 FUEL

28 FUEL
Figure 28-31. Auxiliary Fuel Panel
NO. 1 AUX TANK NO. 1 TANK NO. 2 TANK NO. 2 AUX TANK
FUEL 2 FUEL 2 FUEL 2 FUEL 2

1 QTY 1 QTY 1 QTY 1 QTY
POWER ON
LBS X 1000 LBS X 1000 LBS X 1000 LBS X 1000
3 3 3 3
0 0 0 0
SET SET
OFF SET SET
REFUEL DEFUEL
AUX
LINE VALVE REFUEL DUMP VALVE REFUEL REFUEL DUMP VALVE REFUEL LINE VALVE
CLOSED SHUT-OFF OPEN SHUT-OFF SHUT-OFF OPEN SHUT-OFF CLOSED
AUX TANK 1 MAIN TANK 1 MAIN TANK 2 AUX TANK 2
PRE CHECK TEST

MASTER GROUND
VALVE L R L R CREW
CLOSED JACK
MAIN TANK AUX TANK
LONG-RANGE FUEL SYSTEM (SOO 8061)
Figure 28-32. Refueling/Defueling Panels

28 FUEL
LONG-RANGE AUXILIARY NOTES
FUEL SYSTEM
Refer to Figure 28-31. Auxiliary Fuel Panel.
The long-range auxiliary fuel system (SOO 8061)

adds two auxiliary wing tanks inboard of the
No.1 and No.2 main tanks (see Figure 28-33).
This increases fuel capacity by 4,700 pounds
usable to a total fuel capacity of 10,378 pounds
usable (Refer to Table 28-7 ). When the s ystem is
installed, an AUXILIARY FUEL panel is installed
in the lower right corner of the copilot’s forward
instrument panel and includes two auxiliary tank
fuel quantity gages. Two fuel transfer s witches
are included, marked “TRANSFER TO MAINS’’
with positions labeled “TO TANK 1’’ or “TO
TANK 2’’ and “OFF”. Fuel transfer on both
sides should be started immediately after takeoff;
transfer to each tank should be stopped when
the quantity of each tank reaches 50 pounds (see
Limitations, this chapter).
Fuel transfer is started when the two TRANSFER

TO MAINS switches are energized. This turns
on the auxiliary boost pumps and opens a
transfer valve in each main tank (Figure 28-36)
which allows motive-flow fuel to flow through
an ejector pump and draw fuel from the auxiliary
tank to the main tank. The T RANSFER TO
MAINS switches must be turned off when fuel
transfer is completed.
Figure 28-35 is a simplified electrical schematic

of the auxiliary fuel transfer system.

28-44 28 FUEL
NO. 1
37 ENGINE
COLLECTOR BAY
NO. 1 AUXILIARY
13 25
NO. 1 MAIN TANK 13 13 13 16 TANK
15
SURGE 13 38
BAY 13
34 17
33 15 31
14 13
DASH 8 SERIES
12
23
28 18
32 24 26
25 23
16 22
19
11 26 13
9 10 20 28
21 10
27

PILOT PRECHECK 30
15 16
25
PRECHECK PILOT
8
29 5 36
7 6 5 35 3 4
TO AND FROM
NO. 2 MAIN
AND AUC TANK
LEGEND
MOTIVE FLOW 2 1
ENGINE FEED 1. REFUEL/DEFUEL ADAPTER 14. OUTBOARD SCAVENGE EJECTOR PICKUP 27. AUXILIARY PUMP CHECK VALVE
2. MASTER REFUEL/DEFUEL VALVE 15. SCAVENGE EJECTOR PUMP 28. FLOW CONTROL VALVE
REFUEL/DEFUEL/TRANSFER LINES 3. FUEL EMERGENCY SHUTOFF VALVE 16. TANK DRAIN VALVE 29. REFUEL SHUTOFF VALVE
4. REFUEL/DEFUEL/TRANSFER 17. MOTIVE FLOW LINE CHECK VALVE 30. THERMAL RELIEF VALVE (LEFT
REFUEL/TRANSFER SERVO LINES SHUTOFF VALVE 18. BOOST EJECTOR PUMP WING ONLY) (MOD 8/0133)
5. PRECHECK VALVE 19. BOOST EJECTOR PUMP CHECK VALVE 31. AUXILIARY FUEL TANK PICKUP
COLLECTOR BAY PUMPING SYSTEM 6. REFUEL/TRANFER SERVO VALVE 20. AUXILIARY PUMP 32. AUXILIARY FUEL EJECTOR PUMP
7. ARMING VALVE 21. AUXILIARY PUMP PRESSURE SWITCH 33. FUEL LEVEL CONTROL VALVE
VENT LINE 8. DUMP VALVE 22. FUEL LOW-LEVEL FLOAT SWITCH 34. AUXILIARY TANK FLOW CHECK VALVE
9. SURGE BAY AIR INLET 23. REFUEL AND FUEL TRANSFER 35. TRANSFER VALVE
WASTE FUEL LINE 10. PRESSURE REFUELING PILOT VALVE OUTLET ELBOW 36. REFUEL SERVO VALVE
11. VENT FLOAT VALVE 24. RESTRICTOR 37. TEMPERATURE-SENSING BULB
FILLER CAP 12. SURGE BAY DRAIN VALVE 25. COLLECTOR BAY SWING CHECK VALVE (LEFT WING ONLY) (MOD 8/200)
13. FUEL QUANTITY PROBE 26. NO FLOW PRESSURE SWITCH 38. DUAL VENT FLAOT VALVE

NO. 1 MAIN TANK COLLECTOR BAY NO. 1
AUXILIARY TANK
FUEL LEVEL
CONTROL LEVEL CHECK
VALVE
AUXILIARY
FUEL TANK
DASH 8 SERIES
PICKUP
AUXILIARY FUEL
AUXILIARY
EJECTOR PUMP PUMP
CHECK
VALVE

TO FUEL
TRANSFER
SYSTEM
AUXILIARY
AUXILIARY PUMP
FUEL PRESSURE
EJECTOR SWITCH
MOTIVE
FLOW LEGEND
MOTIVE-FLOW FUEL
TRANSFER FUEL
REFUEL/DEFUEL/TRANSFER FUEL
TRANSFER VALVE
28-45
Figure 28-34. Auxiliary Fuel Transfer System
28 FUEL
28-46 28 FUEL
TANK 1 TANK 2
AUX PUMP AUX PUMP
B1 B2
TANK 1 T0 T1 T1 T0 TANK 2
AUX PUMP T2 T3 T2 T3 AUX PUMP
CONTROL RELAY C D B A A B D C CONTROL RELAY
DASH 8 SERIES
AUX PUMP 1 AUX PUMP 2
C3 C3
C PH C2 C2 C PH
115V AC C1 C1 115V AC
B PH B2 B3 B3 B2 B PH
L VAR B1 B1 R VAR
FREQ A PH A2 A3 A3 A2 A PH FREQ
A1 A1
X1 AUX TANK 1 AUX TANK 2 X1
X2 K1 TRANSFER VALVE TRANSFER VALVE K2 X2
FUEL AUX FUEL AUX
CONT PMP 1 CLOSE OPEN CLOSE OPEN CONT PMP 2
OFF 1 1 OFF
2 M M 2
28V DC 5 5 28V DC

L SEC BUS 3 3 R SEC BUS
4 4
5 5
6 6
ON
D B E A C D B E A C
TANK 1 AUX TANK 2 AUX
PUMP SW PUMP SW
OFF TO TANK 1 OFF TO TANK 2

1 3 1 3
REFUEL 2 2 REFUEL
DEFUEL ADVISORY LIGHT ADVISORY LIGHT DEFUEL
REFER TO FUEL TANK 1 DIM AND TEST DIM AND TEST TANK 2
TRANSFER SYSTEM
DESCRIPTION AND 5 5
OPERATION
VALVE VALVE VALVE VALVE NOTE:

G A G A
CLOSE OPEN CLOSE OPEN IDENT CODE IS 2821
UNLESS OTHERWISE
INDICATED.
Figure 28-35. Auxiliary Fuel Transfer System Schematic

28 FUEL

28 FUEL
MAINTENANCE •• Dissolved water has been found to be

the major contaminant. Water droplets
CONSIDERATIONS in quantities as small as 40 parts per
million can, when added to suspended
water in the fuel at the time of delivery,
GENERAL be sufficient to ice a filter.
Maintenance considerations include approved •• Water in jet fuel creates an environment
preflight, postflight, and periodic maintenance f avorable to the growth of micro-
inspections, removal and installation of biological sludge. This sludge, together
components, troubleshooting, adjustment with other contaminants, can cause
and rigging, and various functional checks to corrosion of fuel pumps and clog the
determine the airworthiness of the airplane. fuel filters.
The optional long-range auxiliary fuel system
At a minimum, the following precautions
is also covered in this section.
should be taken to ensure quality control of
both the fuel supply and the fuel system:
Maintenance personnel should be thoroughly
f amiliar with instructions provided in the
•• Know the fuel supplier, and watch for
manuf acturer’s Maintenance Manual which
signs of fuel contamination.
pertain to the fuel system. Adhering to r ecom
mended practices and procedures will result in •• Ensure, as much as possible, that the
better component condition and p erformance, fuel obtained has been properly stored.
p articularly in icing conditions and in warm It should be filtered as it is pumped to
and humid regions. the truck and again as it is pumped from
the truck to the airplane.
Inspections •• Perform filter inspections to determine
whether sludge is present.
A defective component may be identified d uring
one of the scheduled airplane inspections, in •• Periodically flush the fuel tank systems.
cluding the preflight and postflight inspections. Frequency of flushing is determined
by the climate and presence of sludge.
Inspections include examining fuel system After refueling, a llow a three-hour
components for security, evidence of leakage, settling period whenever possible; then
cracks, and evidence of chafing. Associated drain a small amount of fuel from each
electrical wiring must be inspected for security drain and check for contaminants.
and chafing.
Safety
Fuel Handling Practices To avoid accidents and damage to equipment,
exercise caution when performing m
aintenance
Following are some fuel handling practices
on the fuel system. Chapter/Section 28-10-
which experienced maintenance technicians
11, Fuel Tanks-Maintenance Practices, of
have found to be valuable in keeping
the Maintenance Manual lists the following
equipment in good working order. They are
p recautions which should be observed when
g eneral in nature, and not all of them may
performing maintenance on the fuel system:
apply to all airplanes.
• • Giv en suffi ci ent t i me, suspe nde d WARNING

contaminants settle to the bottom of
the tanks. H owever, the settling time Fuel vapors are extremely
for kerosene is five times that for explosive, and e very precaution
aviation gasoline. must be taken to prevent ignition.

28 FUEL
Safety precautions are provided NOTE
to prevent injury to personnel
Approximately ten minutes after
and/or damage to equipment and
completion of fuel tank purging,
to alert personnel to the harmful
check the tank for explosiveness
effects of fuel coming in contact
at a minimum air temperature of
with eyes and skin and inhalation
60° F (16° C). If the outside air
of fuel vapors.
temperature is less than 60° F, the
airplane should be moved inside
to allow the air in the fuel tanks to
CAUTION warm up to the desired temperature
before checking explosiveness.
Personnel must not enter a fuel
tank to r emove residual fuel. Type CANADIAN U.S.
All draining operations must be
ASTM D1655 JET A
accomplished from outside the Kerosene
CAN 2-3.23-M81
ASTM D1655 JET A1
fuel tank, and personnel should CAN 2-3.23-M81
MIL-T-5624
wear respirators.
ASTM D1655 JET B
Wide-cut
MIL-T-5624 J-4
CAUTION
Table 28-2. Approved Fuels
Fuel tank purging must be
carried out in the open air in a
well-ventilated area i mmediately
after draining and removal of
residual fuel. MAIN TANK AUXILIARY TANK
ASYMMETRY (LB) ASYMMETRY (LB)
0........................................... 1,500
WARNING
50......................................... 1,375
The blower (for fuel tank 100....................................... 1,250
purging) must be grounded 150....................................... 1,125
and the flexible delivery hose 200....................................... 1,000
e lectrically bonded to the fuel 250...........................................875
tank prior to inserting the hose 300...........................................750
into the tank. The rate of purging 350...........................................525
airflow through the fuel tank 400...........................................500
must be regulated to p revent 450...........................................375
whistling. Whistling indicates
excess airflow that can cause a 500...........................................250
static spark. 550...........................................125
600............................................... 0
Table 28-3. Main Tank/Auxiliary Tank

Asymmetry Limitations
for Flight

28 FUEL
Usable Fuel
Fuel Tanks 5
Tank Capacity (Approx) Weight (Approx) 1
U.S. GAL IMP GAL LITERS LB KG
No.1 main (Usable) 423 352 1,601 2,882 1,307
(2,839)
No.2 main (Usable) 423 352 1,601 2,882 1,307
(2,839)
Total (Usable) 846 704 3,202 5,764 3 2,614
(5,678)
No.1 aux 2 (Usable) 354 295 1,341 2,400 1,089

(2,350)
No.2 aux 2 (Usable) 354 295 1,341 2,400 1,089
(2,350)
Total - all tanks (Usable) 1,554 1,294 5,884 10,564 4 4,792
(10,378)
1 Computed at 6.8 lb/U.S. gallons 4 Limitations require that 50 pounds of fuel

remain in each auxiliary tank after transfer,
2 SOO 8061
making auxiliary tank USABLE fuel
quantity 2,350 pounds per tank for a total of
3 USABLE fuel quantity is 5,678 pounds.
4,700 pounds and a total (all tanks) airplane
USABLE fuel quantity of 10,378 pounds.
5 USABLE quantities are given in parentheses
in POUNDS only. All other quantities are
tank capacity totals including unusable fuel.
Table 28-4. Fuel Tank Capacities
AUX AUX
TANK TANK
NO. 1 NO. 2
COLLECTOR COLLECTOR
BAY BAY
NO. 1 NO. 2
SURGE TANK TANK SURGE
BAY BAY
NOTE: PRESSURE
FUEL TANK CAPACITIES REFUELING/DEFUELING
ARE LISTED IN TABLE 28-2.
PANEL
Figure 28-36. Fuel Tanks

28 FUEL
•• Smoking and any other kind of open •• A continuous flow of ventilating air
flame are not allowed in the vicinity of should be maintained through a fuel tank
the airplane. when work is being carried out inside.
•• Adequate fire-extinguishing equipment, Although not specifically listed in the Dash 8
and personnel familiar with its use, Maintenance Manual, there are several o ther
must be immediately available and precautions generally acknowledged in the
standing by at all times. industry which should be taken when w orking
on the fuel system:
•• Ensure that the airplane is correctly
g rounded (see Refueling Safety, this
•• Make sure that the airplane is in an area
chapter), and, if a s uction defueling
approved for fuel system maintenance
operation is in progress, ground the
before starting work.
fuel tender.
•• Metal aircraft maintenance stands
•• E
nsure that all electrical power is off
should be bonded to the same ground
e xcept when suction defueling is in
as the airplane (the bonding surfaces
progress. During suction defueling, all
must be unpainted).
electrical services must be off except those
required for monitoring the operation. •• No electrically powered tools should
be used.
•• Avoid carrying out other work on
the a irplane until the fuel tank(s) is •• Do not remove a component from a fuel
completely drained, purged of fuel tank unless a replacement component,
vapors, and checked safe. or cover to seal the component opening,
is immediately available.
•• Avoid fuel spillage, as this greatly
increases the fire hazard. If fuel is spilled, •• All components must be grounded
all operations must cease in the vicinity before insertion into a fuel tank opening
until the spill is cleaned up and the area to avoid static-electric discharge.
is checked safe by fire personnel.
•• When installing components, use new
•• Only vapor/explosion-proof lamps, with seals and gaskets.
good electrical connections and serviceable
•• Ensure that approved torque values are
extension cords, must be used inside or in
applied throughout.
the vicinity of open fuel tanks.
The Maintenance Manual lists warnings, cautions,
•• Personnel must take every precaution to
and notes concerning all the maintenance
avoid fuel contacting the eyes and skin,
practices listed in Chapter/Section 28-10-11.
inhalation of fuel vapors, and accidental
They should be observed without exception.
swallowing of fuel. Anyone exposed
to these conditions must wash the
contacted areas thoroughly with water
and seek medical attention promptly.
•• Fuel tanks must not be entered until
c ompletely drained, purged of fuel
vapors, and checked safe. All access
panels must be open or removed.
•• Protective clothing of cotton material
should be worn when carrying out
work inside a fuel tank. Do not use any
article made from nylon due to static
electricity buildup.

28 FUEL
Figure 28-37. Incidents

28 FUEL
28 SFAR 88 •• Thai 737 - 400 wing tank explosion on
March 3, 2001
General Fuel system related accidents on a commercial
SFAR 88 is a Special Federal Aviation jet transport has occurred about every 4 years
Regulation introduced to enhance fuel tank according.
system safety.
Refer to Figure 28-37. Incidents.
Introduction On May 11, 1990, a Boeing 737-300, Ireland
Part of the safety enhancement requires the registration EI-BZG, leased to and operated
recognition of critical design safety features by Philippine Air Lines, exploded and burned
as well as specific maintenance tasks to at Manila, Republic of the Philippines,
maintain the critical design safety features shortly after pushback from the ramp. At
for SFAR 88 compliance. the time of the accident, the airplane was
operating on power from the auxiliary power
Additional safety enhancements, for SFAR unit . Of the 119 persons on board, 8 persons
88 compliance, require modifications to the were fatally injured and 30 received serious
existing design. injuries . The airplane was destroyed by fire.
TWA 800, a Boeing 747, crashed on July

Overview 17, 1996, minutes after takeoff from John
Flying today is far safer than it was 10 years F. Kennedy International Airport on a flight
ago. In fact, this is the safest period in aviation to Paris, France. All 230 persons aboard the
history due in part to the actions the FAA has airplane died in the accident. The Safety Board
taken since the TWA 800 accident that have conducted an exhaustive four-year investigation
completely changed the way fuel tanks are and determined that the accident was caused
designed, operated, and maintained. by an explosion in the center wing fuel tank,
resulting from ignition of the flammable fuel/
Since 1996, the FAA has issued more than 100 air mixture in the tank.
Airworthiness Directives (ADs) and a Special
Federal Aviation Regulation (known as SFAR “The crash of TWA 800 was a watershed
88) to eliminate ignition sources. event for the air carrier industry,” said NTSB
Acting Chairman Mark V. Rosenker. “In the
Air Carrier fuel tank events has focused the intervening years, a lot of thought and effort
attention of US Congress, the NSTB, FAA, has been devoted to the issues raised by this
JAA and EASA and associations like NBAA accident, and the public is safer for it.”
on the issue of aircraft fuel tank safety.
An explosion that destroyed a Boeing 737
on the ground in Bangkok was caused by the
Incidents same problem that downed TWA Flight 800
Four commercial carrier fuel tank safety events off the coast of New York in 1996, according
that were part of this intensive investigation were: to preliminary evidence. A Thai Airways
International 737 burst into flames March 3.
•• Philippines Airlines 737-300 in wing Investigators found no evidence of a bomb and
tank explosion in May of 1990 traced the blast to the center fuel tank, the U.S.
National Transportation Safety Board ((NTSB)
•• TWA 800, Boeing 747, crashed on July said. The NTSB is assisting Thai authorities
17, 1996 because of the board’s expertise. A flight
•• Swissair 111 McDonnell Douglas attendant aboard the jet died. The jet’s cockpit
MD-11 crashed on September 2 1998 voice recorder captured the sounds of the

28 FUEL
explosion. The NTSB said those sounds “are throughout the operational life of the airplane.
similar” to noises recorded in the explosion of For each item identified as an ALI, the holder
the center fuel tank on a Philippine Airlines of a type certificate or a supplemental type
737 in 1990. certificate needs to develop instructions for
design change, inspection and maintenance or
Late in the evening of September 2, 1998, a procedural change. The ALI will be mandated
McDonnell Douglas MD-11 passenger plane by an airworthiness directive (AD) requiring
bound for Geneva crashed into the ocean a few incorporation of the necessary measures into
kilometers off the shore Peggy’s Cove, N.S. the airworthiness limitations section of the
Despite a desperate rescue effort by emergency Instructions for Continued Airworthiness.
workers and local fishermen, all 229 people
aboard the Swissair flight perished.
Ullage
Refer to Figure 28-38. Ullage.
Regulations
Regulations that changed because of recent fuel The empty space in aircraft fuel tanks that can
tank events contain a mixture of fuel vapors, oxygen and
in some cases inert gas.
•• SFAR No.88.
An ullage atmosphere, composed of fuel vapors/
•• FAR 25.981(a)
oxygen/inert gas is a reacting, « explosive
•• Part-145, Part - M atmosphere* » , where reactions start at the
instant when fuel and oxidizer are mixed or put
•• EASA Part 66
in contact, i.e. from time t = 0
•• Part 21
Pre-ignition chain-branching reactions keep
•• AD Notes for specific aircraft.
rolling from that instant on, usually without
any heat release (globally isothermal), at a
An important change to policy is the
rate which accelerates exponentially when the
introduction of Critical Design Control
ambient temperature increases.
Configuration Limitations (CDCCL). As
applied to fuel tank safety policy, this term
refers to a feature of the fuel system design.
The integrity must be maintained to ensure
that unsafe conditions do not develop. Features
in an aircraft installation or component that
must be retained during modification, change,
repair, or scheduled maintenance characterize
CDCCL. These features may exist in the
fuel system and its related installation or in
systems that could, if a failure condition were
to happen, interact with the fuel system in such
a way that an unsafe condition would develop
in the fuel system.
As applied to fuel tank systems, Airworthiness

Limitation Item (ALI) means fuel system
mandatory instructions that can include
Figure 28-38. Ullage
design changes, maintenance, inspections, or
procedures considered necessary to ensure that
unsafe conditions do not arise in the fuel system

28 FUEL
Ignition Sources Flammability Reduction
Refer to Figure 28-39. Combustion Triangle.
Electrical Arcs and Sparks
Ignition sources from electrical arcs can occur Fuel tanks have numerous electrical
as a result of electrical component and wiring penetrations that can produce ignition sources.
failures, direct and indirect effects of lightning, The commercial aviation industry addresses
HIRF/EMI, and static discharges. this problem strictly by ignition control. For
example, Boeing stated that all electrical
circuits related to fuel tanks are designed so
Friction Sparks that electrical spark energy will be less than
Rubbing of metallic surfaces can create friction 0.02 millijoule (mJ), which is one order of
spark ignition sources. Typically this may result magnitude smaller than the nominal 0.2 mJ
from debris contacting a fuel pump impeller or minimum ignition energy (MIE) of fuel vapors
an impeller contacting the pump casing. in air at standard temperature and pressure.
Unfortunately, recent losses prove that this
design goal is extremely difficult to maintain,
Hot Surface Ignition especially for aging airplanes, with a 2 to 4
Guidance provided in FAA AC25-8 “Auxiliary year mean time between accidents. The flying
Fuel Systems Installations” has defined hot public may perceive even this alarming
surfaces which come within 30°C of the estimate optimistic in the wake of renewed
autogenous ignition temperature of the fuel terrorism threats.
air mixture for the fluid as ignition sources.
It has been accepted that this margin of 30°C
upported compliance to FAR 25.981(a). Surface
temperatures not exceeding 200°C have been
accepted without further substantiation against
current fuel types.
Self-Ignition
po e
Va a b l
r
There is no « Auto-Ignition Temperature » for Ox

Fu m m
jet fuel vapors : mixedwith air, they make up yg

an « explosive atmosphere*» (*in the EUsense
O2
en
of this term): they can self-ignite, and the flame
Fla
el
propagate and burn the entire mixture, even at

ambient temperatures of minus 130°Celsius Be
aware of the Danger: Ullage atmospheres are
time bombs, will self-ignite w/o warning when
their induction period runs out.
Ignition Source
Figure 28-39. Combustion Triangle

28 FUEL
MAINTENANCE PRACTICES
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
1-83-2.
The Safety Board’s investigation team has

performed a detailed examination of the wires,
wire bundles, and electrical connectors that
were recovered from the TWA flight 800
wreckage. The team found: fuel tank wiring
that had been repaired using string and
adhesive tape - a repair technique not permitted
inside fuel tanks; wiring with insulation cracks
that exposed the conductor; wire bundles
contaminated with semi-conductive residues;
and metal drill shavings along the path where
Fuel Quantity Indicating System (FQIS) wiring
was routed.
An examination of 13 older Boeing 747s, similar

to the TWA flight 800 airplane, and Boeing 737,
757, 767, DC-9, MD-90, and A300 airplanes
was carried out. The age of the airplanes
surveyed ranged from new to 27½ years old.
The examinations found: accumulations of
contaminants on wiring that included lint, grease,
liquids, paper, and metallic corrosion inhibiting
compounds; wire bundle clamps (designed with
rubber lining to protect the wiring) that cut into
wiring when the rubber lining crumbled; and
chafing and cracks in the insulation of wires,
deep enough to expose the conductor.
The NSTB team concluded that current

maintenance practices do not adequately
address wiring, and outlined seven tasks
that should be taken by the FAA by 2001 to
address these concerns. The tasks included:
(1) establishing an oversight committee, (2)
conducting an in-depth review of the aging
transport fleet, (3) enhancing aging airplane
systems maintenance, (4) adding aging systems
tasks to the aging airplane research program,
(5) improving reporting of wiring system
discrepancies, (6) evaluating and addressing
Figure 28-40. Maintenance Practices
fuel system wiring hazards, and (7) improving

28 FUEL
wiring installation drawings and instructions within 400 feet (121.92 m) of the airplane
for continuing airworthiness. during fuel tank maintenance.
In May 2001, the Federal Aviation Airplane battery must be disconnected and
Administration released a comprehensive tagged: FUEL SYSTEM MAINTENANCE IN
Special Federal Aviation Regulation (SFAR PROGRESS, DO NOT CONNECT BATTERY
No.88) requiring all airframe manufacturers and CABLES.
Supplemental Type Certificate (STC) holders
to conduct a safety review of all fuel system Refer to Figure 28-41. Safety Products/
components. Included were requirements to Procedures.
prepare special maintenance inspections that
operators of transport aircraft would use to Proper equipment must be used which includes
determine the continued safety and airworthiness but is not limited to: Explosive proof lights, static
of the fuel system on their respective aircraft.
Today’s aircraft are routinely required to operate
under high levels of electromagnetic interference
and must continue to operate safely as much as
two or three times longer than the expected
service life of the airframe. Fuel system designs
and installations that were acceptable 20 or 30
years ago may no longer provide the level of
safety mandated by regulatory authorities
Refer to Figure 28-40. Maintenance Practices.
Aircraft owners and operators must conduct

a safety review of the fuel tank system to
determine that the design meets the requirements
of FAR §25.901 and §25.981(a) and (b). They
must develop all maintenance and inspection
instructions required to maintain the design
features of the fuel system that preclude the
existence or development of an ignition source
within the fuel tank.
Perform maintenance only in areas which

permit free movement of ire fighting and other
emergency equipment. Maintenance area
selected must not be upwind of any building
in which fuel vapor may accumulate, or any
open flame or spark producing equipment.
Configure the aircraft by removing all spark
producing items and equipment, such as
electrically powered tools or electronic test
equipment, from the airplane and vapor hazard
area. Connect grounding cables to the airplane
and then to an approved ground.
Ensure that no high frequency radio transmitters

are operated within 200 feet (60.96 m) of the
airplane and no radar equipment is operated Figure 28-41. Safety Products/Procedures

28 FUEL
proof coveralls, positive flow respirators, gloves/

hat, inert gas cart , static proof shoe covers.
Refer to Figure 28-42. Safety.
The most important factor in preventing injury

during fuel-tank work is a properly trained
and equipped entry crew. The entry crew is
composed of the entry supervisor, the standby
attendant, and the entry personnel. The entry
supervisor authorizes the work and ensures that
it is conducted according to procedure. The
standby attendant stays outside of the fuel tank
to monitor conditions in and around the work
area. The standby attendant is authorized to
order evacuation of the fuel tank if conditions
change and put the entry personnel at risk.
Entry personnel enter the fuel tank and perform
the work. They must be able to recognize
potential hazards and evacuate the tank if
working conditions deteriorate. Individually
and together, the members of the fuel-tank
entry crew must be aware of the following
requirements for safe working conditions:
•• Communication.
•• Respiratory protection.
•• Ventilation and air monitoring.
•• Electrically powered equipment.
•• Airplane damage considerations.
Emergency Response PlansFuel-tank work

procedures must also address the potential
for emergency situations. If specific response
procedures are not developed, an emergency
situation may result in severe injury or death
to maintenance personnel.
Operators and repair stations should prepare

procedures for maintenance personnel to follow
in the following four situations:
•• Entrant self-evacuation.
•• Attendant-ordered evacuation.
•• Air monitor alarms.
Figure 28-42. Safety
•• Unresponsive tank-entrant rescue.

28 FUEL

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28 FUEL 28-62 FOR TRAINING PURPOSES ONLY
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28 FUEL
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28 FUEL

28 FUEL

28 FUEL

28 FUEL

28 FUEL

•• Explosimeter.
•• Warm air blower unit.
•• AMP 169400 or AMP 4993522520/5-01 or equivalent Crimp Tool.
•• Test panel, gaseous (0 to 100 pounds-force per square inch gauge) - G601R1216051.
•• Injection system, fuel additive - MODEL 600-1P7.
•• Electrical connector tool kit, 92-8052-6000.
•• Drain Valve Extraction Tool P/N GSB2810001.
•• GSB 1216012, Nitrogen Gauging, Low pressure (0 to 500 psi).
•• Door valve removal tool GSB 2840007.
•• Clamp ring removal tool GSB 2840006.
•• Multimeter-Handheld - GSB2400001 or equivalent.
•• Digital Fuel Quantity Test Set - GSB2840002 or Test Set consisting of Fuel Calibration
Test Unit P/N 07-8062-6000 and Calibration Interface Tester P/N 07-8063-6000.
Revision 0.5
28 FUEL

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DASH 8 300 SERIES

FlightSafety International, Inc.

FOR TRAINING PURPOSES ONLY

FlightSafety International Toronto Learning Center

For course information please contact us:

Copyright © 2015 FlightSafety International, Inc.

Dates of issue for original and changed pages are:

Second Edition..... 0.............. August 2013 Revision............... 0.3...... November 2014

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

21-i.......................................................... 0.5 30-12 – 30-45.......................................... 0.4

21-00-00 AIR CONDITIONING................................................................................. 21-1

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

21-50-01 COOLING................................................................................................. 21-25

21-ii FOR TRAINING PURPOSES ONLY

Temperature Sensing Bulb........................................................................... 21-47

FOR TRAINING PURPOSES ONLY 21-iii

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

21-1 Bleed Air System Schematic......................................................................21-4

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

21-1 Pressurization Control Settings................................................................21-64

FOR TRAINING PURPOSES ONLY 21-vii

21-00-00 AIR CONDITIONING

FOR TRAINING PURPOSES ONLY 21-1

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

AIR CONDITIONING SYSTEM PRESSURIZATION

Bleed air leaving the engine is hot enough to

Air temperature is independently controlled

The gasper system provides air to the individual

The collected air is then drawn by two air

In the event the air conditioning system fails,

21-2 FOR TRAINING PURPOSES ONLY

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 21-3

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Figure 21-1. Bleed Air System Schematic

21-4 FOR TRAINING PURPOSES ONLY

21-11-00 BLEED AIR Each engine bleed is electrically controlled

FOR TRAINING PURPOSES ONLY 21-5

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

FROM No. 1 ENGINE

H.P. Bleed Air Regulated (Deice) Air

Figure 21-2. Bleed Air System High Bleed

21-6 FOR TRAINING PURPOSES ONLY

FROM No. 1 ENGINE

H.P. Bleed Air Regulated (Deice) Air

Figure 21-3. Bleed Air System Low Bleed

FOR TRAINING PURPOSES ONLY 21-7

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

Figure 21-4. Precooler

•• Figure 21-4. Precooler.

The precooler is a steel heat exchanger mounted

Figure 21-5. Cooler

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

SOLENOID SHOWN ENERGIZED SOLENOID SHOWN DEENERGIZED

VALVE OPEN VALVE OPEN

Figure 21-6. High Pressure Shutoff Valve Schematic

21-10 FOR TRAINING PURPOSES ONLY

High Pressure Shutoff Valve The valve consists of a solenoid and a

Figure 21-7. High Pressure Shutoff Valve

FOR TRAINING PURPOSES ONLY 21-11

DASH 8 SERIES MAINTENANCE TRAINING MANUAL

FlightSafety International Toronto Learning Center

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