D8 MTM Vol.1 Part 1 - r51 - Epub PDF

DASH 8 SERIES MAINTENANCE
TRAINING MANUAL VOL1 PART1

Revision: 5.1
FlightSafety International,Inc.
Toronto Learning Centre
95 Garratt Boulevard
Downsview, Ontario, Canada
(416) 638-9313
www.FlightSafety.com
NOTICE
The material contained in this training manual is based on information obtained from the aircraft
manufacturer’s pilot manuals and maintenance 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, that of the manufacturer
shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions you
might have for improving this manual or any other aspect of our training program.
FlightSafety international
INSTRUCTIONAL SYSTEM DIVISION 8900 Trinity Blvd. Hurst, Texas 76053 (817) 595-5450
DASH 8 MAINTENANCE TRAINING MANUAL, VOLUME 1
Record of Revision No. 5.1
This is Revision No. 5.1 to the Dash 8 Maintenance Training Manual, Volume 1.
Pages are dated Revision 5 in the lower left or right hand corner. Each page
updates the previous version.
The portion of the text or figure affected by the current revision is indicated by a
solid vertical line in the margin. A vertical line adjacent to blank space means that
material has been deleted.
The changes made in this revision will be further explained at the appropriate
time in the training course.
safety begins with a well-trained maintenance technician...

CONTENTS
VOLUME 1
ATA
CHAPTER TITLE NUMBER
INTRODUCTION 1
ATA100 2
AIRCRAFT GENERAL 4
AIR CONDITIONING (SERIES 100/100A) 21
AIR CONDITIONING (SERIES 300A) 21A
AIR CONDITIONING (SERIES 200) 21B
AVIONICS 22
ELECTRICAL POWER 24
FIRE PROTECTION 26
FLIGHT CONTROLS 27
FUEL 28
HYDRAULIC 29
ICE AND RAIN PROTECTION 30
LIGHTING 31
Canada Ltd.
DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Dash 8. This information is intended as an instructional aid only; it does
not supersede, nor is it meant to substitute for, any of the manufacturer’s maintenance
or operating manuals. This material has been prepared from the basic design data, and
all subsequent changes in airplane appearance or system operation will be covered dur-
ing academic training and subsequent revisions to this manual.
Revision 2 1-1
Canada Ltd.
T h i s m a n u a l i s i n t wo p a r t s : t h e b a s i c The goal of this course is to provide the very

Maintenance Training Manual and the supple- best training possible for the clients in our
mental Maintenace Schematic Manual (MSM). maintenance initial program. So that there is
The MSM contains schematics to be used only no uncertainty about what is expected of the
as a tool in understanding a system. They are not client, the following basic objectives are pre-
kept current; the corresponding schematics(s) in sented for this course.
the manufacturers’s Maintenance Manual must
be used when performing maintenance. Given the Maintenance Manual , class notes,
and this training manual (as specified by the
The basic text contains references to schemat- FlightSafety instructor), the client will be able
ics found in the MSM. MSM schematics are to pass a written examination upon completion
designated by an “S” at the end of the figure of this course to the grading level prescribed
n u m b e r. A s a n e x a m p l e , t h e fi r s t M S M by the FlightSafety Director of Training. The
schematic pertaining to Chapter 29 is Figure maintenance technician will be able to:
29-1S. Succeeding figures are -2S, -3S, etc.
Also, as an aid to finding the corresponding • Outline the ATA 100 system of mainte-
schematic in the manufacturer’s Maintenance nance documentation, including the
Manual, the title of each MSM figure contains major chapter headings and symbology.
the Maintenance Manual chapter/section num- • Describe the meaning and application of
ber and figure number in parentheses; for ex- each piece of manufacturer’s mainte-
ample, the title of Figure 29-1S is “No. 1 nance documentation and use the doc-
Hydraulic Power System Schematic (29-10-00, umentation in practical applications,
Figure 1).”
• Outline the manufacturer’s spares, tech-
The second chapter of this manual, “ATA nical support, and warranty procedures,
100,” is an introduction to the Air Transport and name the principal contacts.
Association format for aircraft maintenance • Outline the recommended maintenance
manuals. It is intended to describe simply the schedule and the appplicable options.
basic format for all ATA 100 Maintenance
Manual chapters and also to explain where • Locate major components without ref-
variation may exist from one manufacturer erences to documentation and other com-
to another. ponents with the aid of documentation.
• Describe the operation of all major sys-
Each chapter following “ATA 100” of this tems in the normal and various abnor-
book has listed on the divider tab the ATA mal operating modes.
chapter(s) included, such as “24 Electrical.”
In some cases it was appropriate, for training • Perform maintenance preflight and post-
purposes, to include more than one ATA chap- flight inspections.
ter in one chapter of this book, such as Chapters • Perform selected normal and emergency
4 through 12 in “Aircraft General.” The tab cockpit procedures as required for en-
marked “4-12 Aircraft General.” indicates that gine start/run-up, APU start, battery
applicable ATA 100 Maintenance Manual check, airplane taxiing, etc. (requires
Chapters 4 through 12 are covered in that use of a simulator).
chapter. Any chapter not included the manu-
facturer’s Maintenance Manual for that par- The Flight Safety instructor will modify the
ticular airplane is not included in that chapter stated overall objective conditions and criteria
of this training manual. to satisfy selected performance requirements,
when appropriate. The performance levels
Appendix A in this manual shows the circuit- specified will not vary from those directed by
breaker panels. Appendix B displays all light in- the FlightSafety Director of Training.
dications and should be folded out for reference
while reading this manual. Appendix C con-
tains a pictorial Walkaround on a Dash 8.
1-2 Revision 2
Canada Ltd.
A glossary of abbreviated terms found in this manual is shown on the following pages.
REFERENCE DESCRIPTION LOCATION
ACM Air Cycle Machine Air Conditioning/Pressurization
ADC Air Data Computer Flight Instruments
ADI Attitude Director Indicator Flight Instruments
AFCS Automatic Flight Control System Auto Flight
APU Auxiliary Power Unit Auxiliary Power
ASCB Avionics Standard Communications Autopilot Flight Instruments

Bus (Serial)
BBPU Bus Bar Protection Unit Electrical (AC and DC)
BITE Built-In Test Equipment Electrical/APU
CLA Condition Lever Angle (Pitch) Propeller/Powerplant
CPU Central Processor Unit Auto Flight
CVR Cockpit Voice Recorder Avionics/Communications
DFDR Digital Flight Data Recorder Avionics/Communications
EADI Electronic Attitude Director Indicator Flight Instruments
ECU Electronic Control Unit Engine
EFIS Electronic Flight Instrument System Flight Instruments
EHSI Electronic Horizontal Situation Indicator Flight Instruments
ELT Emergency Locator Transmitter Avionics/Communications
ESU Electronic Sequence Unit Auxiliary Power
FDAU Flight Data Acquisition Unit Avionics/Communications
FGC Flight Guidance Computer Automatic Flight
FPU Flap Power Unit Flight Controls
GCU Generator Control Unit Powerplant Electrical (AC)
GPWS Ground Proximity Warning System Avionics/Communications
Revision 2 1-3
Canada Ltd.
HMU Hydromechanical Fuel Control Unit Powerplants
HSI Horizontal Situation Indicator Flight Instruments
IMU Inertial Measurement Unit Flight Instruments
IVSI Inertial Vertical Speed Indicator

(Instantaneous) Flight Instruments
PCU Propeller Control Unit Powerplants/Each Nacelle
PFCS Powered Flight Control Surface Indicator Flight Instrument
PLA Power Lever Angle Powerplants
PSEU Proximity Switch Electronic Unit Doors—Flight-Taxi Switch

Flaps—Ground Spoilers
Gear—Power Levers
PSU Passenger Service Unit Aircraft General
PTT Press-to-Talk Switch Avionics/Communications
PTU Hydraulic Power Transfer Unit Hydraulic Power/Landing Gear
RMI Radio Magnetic Indicator Flight Instruments
SCU Signal Conditioner Unit Powerplant/Each Nacelle
SPU Standby Power System Hydraulic Power
TRU Transformer-Rectifier Unit Electrical
ULD Underwater Locating Device Avionics/Communications
WOW Weight on Wheels
XFMR Transformer Electrical
TCS Touch Control Steering Automatic Flight
1-4 Revision 2
Canada Ltd.
ATA 100
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DOCUMENTATION............................................................................................................... 2-2
General............................................................................................................................. 2-2
Revisions.......................................................................................................................... 2-2
Customized Chapters ....................................................................................................... 2-2
Associated Manuals ......................................................................................................... 2-3
ATA Codes ....................................................................................................................... 2-3
Updated MAS .................................................................................................................. 2-6
HOW TO USE THE MAINTENANCE MANUAL ................................................................... 2-7
Division of Subject Matter............................................................................................... 2-7
Standard Numbering System ........................................................................................... 2-7
List of Effective Pages ..................................................................................................... 2-8
SUMMARY............................................................................................................................. 2-8
DASH 8 SCHEDULED MAINTENANCE PROGRAM...................................................... 2-10
Systems.......................................................................................................................... 2-10
Structures ....................................................................................................................... 2-10
Airworthiness Limitations ............................................................................................. 2-10
Related Documentation.................................................................................................. 2-11
Implications of Repairs to Damage Tolerant Structure.................................................. 2-11
Revision 2 2-i
Canada Ltd.
ILLUSTRATION
Figure Title Page
2-1 ATA 100 Numbering ................................................................................................ 2-9
Revision 2 2-iii
Canada Ltd.
ATA 100
INTRODUCTION
The purpose of this chapter is to describe the arrangement, numbering system, and spe-
cial features of the Air Transport Association format for aircraft maintenance manuals.
To take advantage of all the material presented in an ATA 100-format manual, the main-
tenance technician must become thoroughly familiar with the outline and contents pre-
sented for any given airplane.
GENERAL
ATA Specification No. 100 is issued by the Air by ATA 100. Each chapter covers a specific
Transport Association of America as the area of maintenance information, such as
Specification for Manufacturers’ Technical Chapter 10, “Parking and Mooring,” or a spe-
Data. It establishes a standard for the presen- cific system, such as Chapter 32, “Landing
tation of certain data produced by aircraft, Gear.” All data pertaining to a given system
engine, and component manufacturers required is located within its chapter, regardless of
for the support of their respective products. whether it is mechanical, hydraulic, or elec-
Under this format, the maintenance manual is trical in nature. The chapters are usually ar-
broken down into standard chapters as defined ranged in alpha betical order.
Revision 2 2-1
Canada Ltd.
DOCUMENTATION update the Dash 8 Maintenance Manual.

Additions, deletions, or revisions to the text
are identified in the Table of Contents and on
GENERAL the text page by a black bar in the left margin
of the page.
The Dash 8 Maintenance Manual is prepared
from manufacturer’s technical data in Temporary Revisions
accordance with the Air Transport Association.
The Maintenance Manual provides sufficient Temporary Revisions are printed on yellow
information to enable a mechanic who is paper and notify operators rapidly of impor-
unfamiliar with the airplane to service, tant changes or provide advance information
troubleshoot, test, adjust, and repair systems on some equipment or modifications. The
and to remove and install any unit normally Temporary Revisions are filed in the manual
requiring such action on the line or in the as instructed in the Temporary Revision.
maintenance hangar.
Record of Revisions
REVISIONS The Record of Revisions provides a place for
the responsible individual to record the suc-
General cessive revision numbers, dates inserted, and his
ATA 100 allows the manufacturers a great initials against the appropriate revision number.
deal of leeway or freedom in the area of If the revision is inserted by the factory for a
Maintenance Manual revisions and their dis- reprint of the manual, the revision record will
seminations. Virtually every aircraft manu- show the revisions already incorporated.
facturer has a system different from any other
manufacturer; some differences are great while
others are barely noticeable, but all are in- Temporary Revision Index
tended to get maintenance information, rou- Temporary Revisions are recorded on the
tine or vital, to the field in a timely manner. Temporary Revision Index. If the revision was
incorporated by the manufacturer, it will be
Because changes, particularly new temporary annotated as such.
changes, may be vital to ground and/or air-
borne safety, the maintenance technician
should be thoroughly familiar with the method- CUSTOMIZED CHAPTERS
ology used by a particular manufacturer to in-
corporate changes into the Maintenance Dash 8 Maintenance Manual chapters cover-
Manual. The manufacturer’s methods are listed ing avionics (Chapters 22, 23, and 34) and
in detail in the Maintenance Manual intro- furnishings (Chapter 25) are contained in a sep-
duction for a given airplane. arate Customized Chapters Volume (CCV).
The content of the CCV varies with each op-
Two types of revisions are issued for the Dash erator to reflect the avionics and furnishings
8–normal and temporary. configurations of his particular airplane.
Normal Revisions
Normal Revisions are printed on white paper
and issued to qualified holders as required to
2-2 Revision 2
Canada Ltd.
ASSOCIATED MANUALS • Minimum Equipment List

(DOT and FAA) ..................... PSM 1-8-16
Associated manuals for reference on Dash 8 • MEL Procedures Manual
maintenance include: (DOT and FAA)................... PSM 1-8-16A
• Aircraft Operating Data .......... PSM 1-8-1 • PW 120 Engine Maintenance Manual
• Flight Manual....................... PSM 1-8-1A • 14SF-7 Propeller Maintenance Manual
• Maintenance Manual............... PSM 1-8-2 • Dash 8 Operators' Conferences
• DHC-8 Engine • March 25-27, 1986 and subsequent
Rigging Manual.................. PSM 1-8-2ER • Reliability and Maintenance Ability
• Ramp Servicing Manual........ PSM 1-8-2S Statistical Analysis Dash 8 G.2
• Tools and Equipment • Maintenance Tips
Manual .................................. PSM 1-8-2T • Service Review Operators’ Digest
• Wiring Diagrams
Manual................................. PSM 1-8-2W ATA CODES
• Structural Rigging
Manual .................................... PSM 1-8-3 05 MAINTENANCE CHECKS
• Illustrated Parts Manual ......... PSM 1-8-4 0551 LIGHTNING STRIKE
• Component Maintenance 0552 BIRD STRIKE
Manual .................................. PSM 1-8-6* 0554 TURBULENCE
0555 HARD/OVERWEIGHT LANDING
• Repair and Overhaul Agencies
Manual................................ PSM 1-8-6A* 21 AIR CONDITIONING
• Maintenance Program 2110 COMPRESSION
Manual .................................... PSM 1-8-7 2120 DISTRIBUTION (Eye Balls/Noises)
• Non-Destructive Testing 2130 PRESSURIZATION CONTROL
Manual.................................. PSM 1-8-7A 2140 HEATING
2150 COOLING (Packs—ACM)
• Equalized Maintenance Program 2160 TEMPERATURE CONTROL
Manual .................................. PSM 1-8-7E 2170 WATER SEPARATOR
• Weight and Balance
Manual .................................... PSM 1-8-8 22 AUTO FLIGHT
• Cargo Loading 2210 AUTOPILOT/YAW DAMPER
Manual.................................. PSM 1-8-8A 2220 SPEED–ATTITUDE CORRECTION
(Mach Trim)
• Power Plant Build-up 2230 AUTO THROTTLE
Manual .................................. PSM 1-8-10 2240 SYSTEM MONITOR
• Modifications and Options 2250 AERODYNAMIC LOAD
Manual .................................. PSM 1-8-12 ALLEVIATING (Active Controls)
• Crash–Fire–Rescue Information 23 COMMUNICATIONS
Manual .................................. PSM 1-8-14
2310 SPEECH COMMUNICATION
• Vendor Warranties GENERAL
Manual .................................. PSM 1-8-15 2311 HIGH FREQUENCY (HF)
2312 VERY HIGH FREQUENCY
* Available for component repair and overhaul (VHF)
Revision 2 2-3
Canada Ltd.
2313 TELEPHONES (AIRFONE) 28 FUEL

2320 DATA TRANSMISSION AND AUTO
2810 STORAGE (Tanks, Cells)
CALLING
2820 DISTRIBUTION (Boost Pump)
2321 SELCAL
2830 DUMP
2322 DATA LINK
2840 INDICATING (NOT Fuel Flow)
2330 PASSENGER ADDRESS AND
ENTERTAINMENT
29 HYDRAULIC POWER
2331 PASSENGER ADDRESS
2332 MOVIES 2910 MAIN (A and B on B727, EDP and
2333 AUDIO ENTERTAINMENT ADP others)
2340 INTERPHONE (Cabin, Service) 2920 AUXILIARY (RAT, Standby)
2350 AUDIO INTEGRATING 2930 INDICATING (Qty, Press, Temp)
(Fit Interphone)
2360 STATIC DISCHARGING (Wicks) 30 ICE AND RAIN PROTECTION
2370 AUDIO AND VIDEO MONITORING
3010 AIRFOIL
(Voice Recorder)
3020 AIR INTAKES (Nose Cowl)
2380 INTEGRATED AUTOMATIC
3030 PITOT/STATIC
TUNING
3040 WINDOWS/WINDSHIELDS AND
DOORS
24 ELECTRICAL POWER
3050 ANTENNAS AND RADOMES
2410 GENERATOR DRIVE (CSD/IDG) 3070 WATER LINES
2421 AC GENERATOR SYSTEM 3080 DETECTION
2422 AC INVERTER SYSTEM
2430 DC GENERATION 31 INSTRUMENTS
2440 EXTERNAL POWER
3110 INSTRUMENT AND CONTROL
2450 AC ELECTRICAL LOAD
PANELS
DISTRIBUTION
3120 INDEPENDENT INSTRUMENTS
2460 DC ELECTRICAL LOAD
(Clocks)
DISTRIBUTION
3130 RECORDERS (Flight)
3140 CENTRAL COMPUTERS
26 FIRE PROTECTION
(Wt and Bal)
2611 DETECTION—ENGINE/APU 3150 CENTRAL WARNING SYSTEMS
2612 DETECTION—AIRFRAME 3160 CENTRAL DISPLAY SYSTEM
(Cargo Compartments) (EICAS)
2620 EXTINGUISHING
2630 EXPLOSION PREVENTION 32 LANDING GEAR
(B747 STP)
3210 MAIN GEARS AND DOORS
3220 NOSE GEAR AND DOORS
27 FLIGHT CONTROLS
3230 EXTENSION AND RETRACTION
2710 AILERON AND TAB 3241 WHEEL AND BRAKES
(Includes Control Wheel) 3242 ANTI-SKID
2720 RUDDER AND TAB 3250 STEERING
2730 ELEVATOR AND TAB 3260 INDICATION
(Stall Warning, DCB Pitch Trim) 3270 TAIL SKID
2740 HORIZONTAL STABILIZER
2750 FLAPS (T/E) 33 LIGHTS
2760 SPOILERS
3310 FLIGHT COMPARTMENT
2770 GUST LOCK AND DAMPERS
3320 PASSENGER COMPARTMENT
2780 LIFT AUGMENTING (L/E Flaps,
3330 CARGO AND SERVICE
Slats, Slots)
COMPARTMENTS
2-4 Revision 2
Canada Ltd.
3340 EXTERIOR 5230 CARGO

3350 EMERGENCY LIGHTING 5240 SERVICE (Hyd/Elect Compt)
5250 FIXED INTERIOR (Flt Compt)
34 NAVIGATION 5260 ENTRANCE STAIRS
5270 INDICATION
3410 FLIGHT ENVIRONMENT DATA
(Air Data, Mach Warn, Speed, Climb
53 FUSELAGE
Altitude, Air Temp)
3420 ATTITUDE AND DIRECTION (ADI,
HSI, Compass, Instrument 54 NACELLES AND PYLONS
Comparator)
3430 LANDING AND TAXI AIDS 55 STABILIZERS
(Radar ALT, ILS, Localizer)
3440 INDEPENDENT POSITION 56 WINDOWS
MEASURING 5610 FLIGHT COMPARTMENT
(Weather Radar, INS/IRS) 5620 CABIN
3445 GROUND PROXIMITY 5630 DOOR
3450 DEPENDENT POSITION 5640 INSPECTION AND OBSERVATION
MEASURING
(DME, VOR, ADF, Transponder) 57 WINGS
3460 FLIGHT MANAGEMENT
COMPUTING (FMS) 71 POWER PLANT (Cowlings)
35 OXYGEN
72 ENGINE (Fan Blades)
3510 CREW
3520 PASSENGER
3530 PORTABLE 73 ENGINE FUEL AND CONTROL
7310 DISTRIBUTION (Fuel Leaks)
36 PNEUMATIC 7320 CONTROLLING (FCU, Variable
3610 DISTRIBUTION Vanes)
3611 TEMPERATURE CONTROL 7330 INDICATING (Fuel Flow/Used)
3612 FLOW AND PRESSURE CONTROL
3622 INDICATING 74 IGNITION
38 WATER/WASTE 75 ENGINE AIR

3810 POTABLE 7510 ANTI-ICING (NOT Nose Cowl)
3820 WASH 7520 COOLING
3830 WASTE DISPOSAL (Toilets) 7530 COMPRESSOR CONTROL (Bleed
3840 AIR SUPPLY (Water Pump) Valve)
7540 INDICATING
49 AUXILIARY POWER UNIT
4940 STARTING 76 ENGINE CONTROLS
4950 AIR
4960 ENGINE CONTROLS 77 ENGINE INDICATION
4970 INDICATING
4990 OIL 7710 POWER (EPR, RPM)
7720 TEMPERATURE (EGT, TGT)
52 DOORS 7730 ANALYZERS (Vibration)
7740 INTEGRATED ENGINE
5210 PASSENGER/CREW INSTRUMENT
5220 EMERGENCY EXIT (Use 3250 for EICAS)
Revision 2 2-5
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78 ENGINE EXHAUST MAINTENANCE RECTIFICATION

CODING DEFERRED TO CODES
7830 THRUST REVERSE
NLO—Next LayOver
79 ENGINE OIL
HGR—HanGaR CHECK
7910 STORAGE ACK—A Check
7920 DISTRIBUTION (Oil Leaks) BCK—B Check
7930 INDICATING (Temp, Press) CCK—C Check
DCK—D Check
80 ENGINE STARTING
DEFERRED DUE CODES
UPDATED MAS P—Parts
T—Time insufficient
25 EQUIPMENT AND FURNISHINGS
M—Manpower
2510 FLIGHT COMPARTMENT— E—Equipment (Tools, Tow Cars)
GENERAL F—Facilities (Hangar Space)
2511 FLIGHT CREW SEATS X—Other (Weather, etc.)
2520 PASSENGER COMPARTMENT—
GENERAL ALTERNATE POSITION REFERENCE
2521 PASSENGER SEATS CODES
2522 FLIGHT ATTENDANT SEATS
2523 PASSENGER SERVICE UNITS APU—Auxiliary Power Unit
2524 CLOSETS AND PARTITIONS LBG—Left Body (Landing) Gear
2526 STOWAGES (Overhead Bins) LMG—Left Main (Landing) Gear
2527 FLOOR COVERING (Carpets) LWG—Left Wing (Landing) Gear
2530 BUFFET/GALLEY—GENERAL NLG—Nose Landing Gear
2531 GALLEY (Hot Cups and PP1—Power Plant (Engine Number) 1
Coffeemakers Use 3830 for Sinks) PP2—Power Plant (Engine Number) 2
2532 GALLEY INSERTS AND PP3—Power Plant (Engine Number) 3
TROLLEYS (Ovens) PP4—Power Plant (Engine Number) 4
2533 REFRIGERATORS AND CHILLERS RBG—Right Body (Landing) Gear
2540 LAVATORIES (Use 3830 for Sinks, RMG—Right Main (Landing) Gear
Toilets) RWG—Right Wing (Landing) Gear
2552 CARGO COMPARTMENTS
2560 EMERGENCY (Life Vests/Rafts,
Slides Use 3520 or 3530 for Oxygen) 0500—VOIDED LOG PAGES
2580 CREW AND PASSENGER CALL (Due soiled, write-through, etc.)
SYSTEM
ACF619-1 (DECAL)
LOG SHEET HANDLING

IMMEDIATE FLX—Pull BOTH Copies
DEFERRAL—Pull YELLOW Copy
DEFERRAL FIX—Pull PINK Copy
2-6 Revision 4—July 1995

Canada Ltd.
HOW TO USE THE • Pages 1

through 100 Description
MAINTENANCE MANUAL and Operation
• Pages 101
DIVISION OF SUBJECT through 200............................ Testing and
MATTER Troubleshooting
The Dash 8 Maintenance Manual is divided into • Pages 201

six major sections: “Introduction,” “Aircraft through 300 Maintenance
General,” “Airframe Systems,” “Structure,” Practices
“Propeller/Rotor,” and “Power Plant.” Depending
upon the manufacturer and the particular airplane
type, some maintenance manuals may be broken
NOTE
down into fewer or more major sections, if
required. Each major section is, in turn, separated The third block is used when all
into chapters, with each chapter having its own subtopics of Maintenance Practices
effectivity page and table of contents. Only the are relatively brief. Whenever indi-
applicable chapters are included in any particular vidual subtopics become so lengthy
airplane Maintenance Manual. as to require a number of pages, the
following page number blocks are
STANDARD NUMBERING used in the Dash 8 manual:
SYSTEM
• Pages 301
The numbering system identifies and segregates through 400............................... Servicing
subject matter by chapter (system), section
(subsystem), and subject (unit). The system is a • Pages 401
conventional dash-number breakdown, and each through 500............. Removal/Installation
number is composed of three elements consisting • Pages 501
of two digits each. When referred to as a unit, the through 600.................... Adjustment/Test
three-element number (chapter/ section/subject)
is called the “chapter/section” number. The • Pages 601
chapter/section number is located in the lower through 700 .................. Inspection/Check
right corner of each page with the page number • Pages 701
and date. Each system, subsystem, and unit is through 800 ................. Cleaning/Painting
allocated a block number to allow for coverage
of various modification states. For example, if a • Pages 801
modified rudder is introduced, the original and through 900 .................. Approved Repair
modified rudders will be covered under separate
subject numbers: original rudder, 27-20-11; Each new topic of information starts with page 1,
modified rudder, 27-20-12. Figure 2-1 illustrates 101, 201, 301, etc., and continues within the
the basic numbering system. page numbering blocks as necessary; unused
page number blocks are omitted.
A page numbering system allows further readout
of information for rapid retrieval. All Illustrations and tables use the same numbering
maintenance information (topics) and blocks of system as the page block they appear in–for
page numbers are assigned to each. The example, Figure 403 is the third figure in the
following page number blocks are used in the Removal/Installation topic. If an installation
Dash 8 manual: requires more than one page unit, whether it is a
foldout or multiple-sheet presentation, each page
unit will be assigned a sheet number.
Revision 2 2-7
Canada Ltd.
LIST OF EFFECTIVE PAGES NOTES

A List of Effective Pages is located at the
beginning of each chapter to allow the user
to determine whether the chapter is complete
and if it contains the latest issue of all pages.
On each list, the date quoted against each
page should correspond to the date on the
relevant page.
SUMMARY
The Introduction to an ATA 100-format
Maintenance Manual provides an explanation of
the documentation procedures used for that
particular airplane manual. Although the ATA 100
major chapter/section/subject specification does
not vary a great deal among aircraft manufacturers,
there are usually minor differences among
maintenance manuals, particularly in the area of
techniques for marking changes and their
dissemination, which do vary from one
manufacturer to another. That is why the
maintenance technician should read and
understand the Introduction to the manual for any
particular airplane which requires maintenance.
The Introduction is the key to understanding
manufacturer-peculiar techniques used in the
manual to help the maintenance technician find the
required information in a minimum of time.
Review it occasionally; it has been put there to
help you.
2-8 Revision 2
Canada Ltd.
CHAPTER/SECTION NUMBERING
SECOND
ELEMENT
FIRST ELEMENT THIRD ELEMENT
21-20-01
CHAPTER (SYSTEM) SUBJECT (UNIT)
AIR CONDITIONING BLOWER
SECTION (SUBSYSTEM)
DISTRIBUTION
COVERAGE
EXAMPLES: WHEN CHAPTER (SYSTEM) ELEMENT
NUMBER IS FOLLOWED BY ZEROS IN
21-00-00 SECTION AND SUBJECT ELEMENTS,
INFORMATION IS APPLICABLE TO THE
SYSTEM ENTIRE SYSTEM.
AIR CONDITIONING
21-60-00 WHEN SECTION (SUBSYSTEM) ELEMENT
NUMBER IS FOLLOWED BY ZEROS IN
SUBJECT ELEMENT, INFORMATION IS
SUBSYSTEM APPLICABLE TO SUBSYSTEM AS A WHOLE.
TEMPERATURE CONTROL
21-62-00 THIS DIGIT REPRESENTS A SUB-
SUBSYSTEM: INFORMATION IS
SUB-SUBSYSTEM APPLICABLE TO SUB-SUBSYSTEM AS
COOLING TEMPERATURE A WHOLE.
CONTROL
21-62-03 INFORMATION IS APPLICABLE TO
SPECIFIC UNIT (COMPONENT) OF SUB-
UNIT
SUBSYSTEM.
MANUAL SHUTOFF SWITCH
PAGE 201/202 BACK OF PAGE IS BLANK.
MAY 1/77 DATE OF PAGE ISSUE.
NOTE:
FIRST PAGE OF THIS FIGURE IS FOR ILLUSTRATIVE PURPOSES ONLY; IT
MAINTENANCE PRACTICES DOES NOT REFLECT ACTUAL DASH 8 SYSTEM COMPONENT
BREAKDOWN.
Figure 2-1. ATA 100 Numbering
Revision 2 2-9
Canada Ltd.
DASH 8 SCHEDULED For damage tolerance evaluation, the primary

structure is divided into zones and based on
MAINTENANCE crack growth analysis and determination of de-
tectable crack size, threshold and repeat in-
PROGRAM tervals are established for each Structurally
Significant Item (SSI).
The MSG (Maintenance Steering Group) started
with the 747 and was based on the premise that
scheduled overhaul does not improve reliability. AIRWORTHINESS LIMITATIONS
The Dash 7 program used MSG-2. The Dash 8 This section includes Systems and Structure
Scheduled Maintenance Program was derived tasks where the interval must be strictly
using MSG-3 logic analysis techniques which controlled in accordance with the certification
were developed by the ATA Maintenance documentation for the aircraft. System’s
Steering Group (MSG). MSG-3 is split into two limitations are normally at intervals larger than
sections, Systems and Structures. those in the MRB Report so that normal
program escalation can be permitted. All
fatigue inspection tasks are considered
SYSTEMS Airworthiness Limitations.
The critical items (Maintenance Significant
Items or MSI’s) on the Dash 8 were identified
and a MSG-3 analysis was performed on each NOTES
item. The purpose of the MSG (Maintenance
Steering Group) is to identify each Maintenance
Significant Item, its function, potential
functional failures, failure effect and failure
cause. Each functional failure and failure cause
is processed through logic flow charts to
determine if the task is necessary and effective to
maintain the designed level of safety and
reliability or to provide economic benefit. The
resultant tasks form part of the scheduled
maintenance program.
STRUCTURES
Prior to the development of the “damage-tol-
erant” theory, aircraft were classified by the
“fail-safe” or “safe-life” method. Problems with
the “safe-life” and “fail-safe” methods prompted
the change to the “damage-tolerant” theory.
The Dash 8 is one of the first aircraft to be cer-
tified to these damage tolerant rules.
Three types of structural damage were con-

sidered and inspections were developed for
each. Accidental damage (C Check),
Environmental damage (Calendar) and Fatigue
damage (Cycles).
2-10 Revision 2
Canada Ltd.
RELATED DOCUMENTATION NOTES

The Dash 8 Maintenance Program is contained
in PSM 1-8 (or 83) -7 and consists of three
volumes. Volume 1 contains Part 1 MRB
report and Airworthiness Limitations
L i s t ( AW L ) . Vo l u m e s 2 a n d 3 c o n t a i n
Supplementary Information.
Part 1 MRB Report details scheduled main-

tenance tasks and their frequency and is ap-
proved by the MRB. Part 2, AWL, is approved
by Transport Canada, Engineering. Part 3 con-
sists of supplementary information including
task procedures and details of zone and access
panel numbering.
The Equalized Maintenance Program (EMP)

was designed to distribute the scheduled work
load in such a manner that extended out-of-
service periods are avoided. This is contained in
PSM 1-8 (or 83) -7E.
IMPLICATIONS OF REPAIRS TO
DAMAGE TOLERANT
STRUCTURE
When the structure is changed in any way
from certification standards, it is important to
determine whether damage tolerance certifi-
cation is affected by the proposed change. The
two most likely ways this could occur are:
1. The proposed change may reduce fa-

tigue life
2. The proposed change may render the

certified inspection technique inef-
fective
In case of a repair, if possible, a scheme should

be chosen that does not affect the basis of cer-
tification. If this is not feasible, an SSI should
be raised for the deviant aircraft. This must be
evaluated by the Stress Department and revised
inspection times and/or procedures specified
for that particular SSI. This evaluation and
the proposed inspection must be reviewed and
approved by the certification authority.
Revision 2 2-11
TIME LIMITS/ complete the inspection of the aircraft before the

subsequent flight.
MAINTENANCE CHECKS
Lightning Strike Incident Reporting
This maintenance procedure is for the inspection
of the aircraft after a bird strike. To achieve a better understanding of the effects
of a lightning strike on aircraft structures and
Examine the exterior surfaces of the airplane systems, it is important that any lightning strike
structure in the general vicinity of the bird im- incidents are reported to Bombardier Technical
pact. Support and Engineering Departments. Please in-
clude as much information as possible regarding
• In the event the airplane has sustained a bird the lightning strike incident including:
strike (reported by the flight crew, or if dam-
age is observed during routine checks) gen- 1. Entry point of the strike.
eral inspection is made of the airplane to 2. Exit point of the strike.
determine the areas of the bird strike, then a
thorough check is made to those specific ar- 3. Any swept stroke or intermediate attach-
eas to determine damage that has occurred. ment point.
4. Description of any physical damage or
• If the initial inspection indicates structural 5. electrical upset.
damage, then the interior structure and any 6.
hydraulic, pneumatic, or other systems should NOTE: Please provide precise data of the physi-
be inspected for further damage. cal damage or electrical upset.
NOTE: The following statements are made for
the airplane structure in general and inspection 7. Pilot’s Report.
can be limited to the general area of impact. 8. Strip report of damaged equipment.
9. Photographs of damaged areas.
Damage to the aircraft from a bird strike usually 10. Aircraft Information
occurs in the areas that follow: • Airline Name.
• Antennas • Aircraft Registration.
• Engines • Aircraft Fleet No.
• Fuselage • Aircraft Serial No.
• Horizontal stabilizer • Report Prepared by:
• Landing gear • Name.
• Lights • Title.
• Nacelle
• Phone Number.
• Nose radome
• Vertical stabilizer 11. Geographical Location of Strike
• Aircraft Altitude:
• Windshields and side windows
• Closest Airport:
• Wings.
It is possible for the aircraft to fly into a large • WX:
flock of birds and have many bird strikes at the • Date:
same time. Examine each bird strike for damage.
• Time:
After the flight crew gives a report of a bird strike, • Flight No.:
TR # 4.1—January 2010 TR4.1-1

Lightning Strike Incident Reporting aircraft external surface is provided for flow of
(Cont) electrical current between the structural com-
ponents and the metal airframe.
• From:
D. Lightning protection on the aircraft is pro-
• To: vided by:
• Parked:
1. Metal−to−metal interfacing of fuel system
• Taxi: components mounted on wing surfaces.
• Take−off:
• Climb: 2. Electric/electronic system protection in the
form of electric conduits, aluminum covers
• Cruise: and bonding jumpers.
• Decent:
3. Grounding of low conductivity composite
• Approach: structures and metal sections to the basic met-
• Final: al structure
• Land:
4. Bonding of control surfaces and flaps with
Regarding static grounding of fuel panels on bonding jumpers at all hinges
wing
5. Installation of lightning diverter strips on the
This will give metal to metal interfacing pro- nose radome and application of conductive
vides lightening protection paints on nonconductive surfaces
The aircraft has many properties to limit the
6. Application of aluminum paste (Alcoa No.
damage caused by a lightning strike. The
1593 or No. 726 conforming to ASTMD962,
primary structural components of the fuselage Type 4, Class A to the primer and enamel paint
are fabricated from aluminum which pro- on both upper and lower wing skin surfaces
vides a good protection for both the direct and between stations YW171.20 and YW261.00.
indirect effects of a lightning discharge. The
basic metal structure also supplies a ‘protective
cover’ around the passengers, crew, fuel, and
avionics systems
B. The aircraft lightning protection systems
prevent the items that follow:–Damage of the
external skin, fuel tanks and other important
flight safety areas–Prevent damage to low con-
ductivity areas such as fairings and control sur-
faces–Prevent arcing and limit the movement
of electrical charges on the external surface
of the aircraft–Protect the electrical/electronic
hardware on the aircraft from damage.
C. Lightning protection devices are used to
stop the high voltages and currents of a light-
ning strike. A low resistance path along the
TR4.1-2 TR # 4.1—January 2010

TIME LIMITS/ NOTES

MAINTENANCE CHECKS
(CONT)
DETAILS OF MAINTENANCE PROGRAM
Line “L” Check:

The line “L” check is to be repeated at every
50 flight hours.
“A” Check:
The “A” check is to be repeated at every 500
flight hours.
“C” Check
The “C” check is to be repeated at every 5,000
flight hours.
DIMENSIONS AND
AREAS
GENERAL
Chapter 5 of the Maintenance Manual contains
lists of airplane dimensions and areas. Included
in the chapter are airplane staions, zones, and
access panels. Figure 4-2 shows the general di-
mensions of the Series 100A and Series 300A
airplanes.
NOTE
This information is also available at the be-
ginning of the PSM 1-8-3 Structural Repair
Manual.
TR # 4.1—January 2010 TR4.1-3

TOWING AND TAXIING LEVELING AND

(CONT) WEIGHTING (CONT)
Moving Aircraft with Flat Tires The basic weight of the aircraft is that weight
which includes all fixed operating equipment
An aircraft with a flat tire or a combination of both standard and optional, trapped and unus-
flat tires on the runway, taxiway or apron is able fuel and full oil.
allowed to be moved by taxiing or with the use
of a tow bar or using suitable rope to clear the
runway or a taxiway. The maximum combina-
tion of flat tires is defined in AMM. Make sure
that the rims of the wheel with the flat tires are
not damaged and the aircraft is still supported
by its own main and nose landing gears.
1. Make sure the nose landing gear ground lock

is engaged.
2. Make sure the main landing gear lockpins are

installed.
Obey the following precautions when towing

an aircraft with two flat tires on one or more
axles:
• Use rope on both main landing gear for tow-
ing.
• Limit towing speed to 2 MPH (3 KPH).
• Towing distance should be kept to a minimum
to clear the runway.
• Avoid sharp turns, abrupt starts and stops.
TR # 4.2—January 2010 TR4.2-1

PARKING AND chocks at main wheels as required by local

conditions
MOORING (CONT)
Parking Brake
Note:
1. Engage the parking brake by pulling the
To reduce any pitching tendency, it is recom- striped parking brake lever to the PARK
mended that the aircraft be fully fuelled and position.
the center to gravity moved as far forward as 2. Check the brake system accumulator pres-
possible. sure gage located in the right nacelle to
ensure sufficient pressure (2500 psi mini-
A. When parking on dry asphalt or con- mum). Pump up accumulator pressure with
crete, the aircraft should be moored if wind hand pump as required.
speeds of 55 kn (102 kph) ( 63 mph) or above
Gust Lock
are expected.
B. When parking on wet asphalt or con- 1. Lock the control surfaces by setting the
crete, the aircraft should be moored if wind CONT LOCK lever to the LOCK position.
speeds of 40 kn (74 kph) (46 mph) or above 2. Set the ailerons to the neutral position and
are expected. ensure that the aileron locks engage. Push
C. When parking on ice or snow covered either control column fully forward to en-
surfaces, the aircraft should be moored at all gage the elevator locks.
times. If possible, the ice or snow should be 3.
removed from the surface underneath the tires Landing Gear Ground Locks
to reduce skidding.
1. Engage nose gear ground lock by pressing
button on door and pulling the striped nose
Note gear ground lock door out and turning 90
1. Park aircraft with nose wheel centered. degrees clockwise.
2. Park aircraft heading into wind with flaps 2. Install main gear ground lock pins.
up, apply the parking brake, engage gust
Covers
lock, engage nose gear ground lock, install
main gear ground lock pins, install protec- 1. Engine air intake
tive covers and propeller restraints, as re- 2. Engine exhaust duct
quired, close all doors and statically ground 3. Pitot head
the aircraft. Before leaving the aircraft
ensure that battery switches are set to OFF. Propeller Restraints
Place suitable wheel chocks in front and be-
hind the main and nose wheels. The front and Two propeller restraints are provided to pre-
rear chocks at each wheel position should be vent windmilling of the propellers during park-
tied together for greater security. ing. Each restraint is secured to a fitting on the
3. For fast turn around or short term parking, associated engine nacelle.
apply parking brake. Place suitable wheel
TR # 4.3— March 2010 TR4.3-1

Static Ground Points (c) up to 90 days
Attach one end of the grounding cable to a (d) up to 180 days

ground lug or other applicable grounding loca-
(e) more than 180 days
tion. Ground points must be clean for good
continuity. Attach the other end of the ground- Aircraft stored for up to ninety days are consid-
ing cable to the GROUND (EARTH) HERE ered to be in short term storage. Aircraft stored
point on one of the two main landing gear for greater than ninety days are considered to be
cross beams. in long term storage.
• Prior to parking the aircraft for this storage

Storage Schedules period, carry out the following functional
checks:
General
• Run both engines with propellers unfeathered
Aircraft scheduled for storage shall be in an for five minutes or until the oil temperature is
airworthy condition prior to being stored. in the green arc (approximately 70 degrees).
Aircraft scheduled for storage shall have calen-
dar inspection tasks which become due, while • Select both engine bleeds to ON to operate the
Environmental Control System (ECS). Cycle
in storage, carried over and completed, prior to temperature controls to ensure positive move-
aircraft being returned to revenue service. ment of the pack and trim valves.
• Energize AC and DC systems and ensure the-

sesystems are functioning properly.
This document is designed to provide complete • Function deice boot system − ensure proper
check list procedures for: operation.
1. A specific target time frame i.e. “up to 90
days”. • Function propeller heating system − ensure
2. To cover return to service procedures for proper operation.
all environmental and operational condi- NOTE: One cycle at 785 RPM is acceptable.
tions. However,one or more cycles will require propel-
ler RPM of 900 to ensure proper cooling.
The number of check list items increase as the
time in storage increases. It is only necessary to • Function rudder through range of full motion
select the specific RECORD OF STORAGE i.e. − ensure proper operation (perform 2 full cy-
“up to 180 days” the target storage time period to cles).
Storage Time Periods • Function ailerons through full range of mo-

tion − ensure proper operation (perform 2 full
Schedules for initial tasks, weekly and monthly cycles).
recurring tasks for the following storage time pe-
riods are provided in subsequent sections. • Function elevators through full range of mo-
tion ensure proper operation (perform 2 full
(a) up to seven days cycles).
(b) up to 28 days • Function flaps through full range of motion −

ensure proper operation (perform 2 full
TR4.3-2 TR # 4.3—March 2010

cycles). NOTES
• Shut down all systems.
• Shut down both engines.
• Conduct a thorough check of the aircraft to

ensure noleaks are present.
• Secure aircraft once all checks are complete.
TR # 4.3— March 2010 TR4.3-3

FUEL SYSTEM (CONT) NOTES

WARNING: MAKE SURE THAT THE FUEL
TENDER AND THE FUEL NOZZLE ARE
ELECTRICALLY BONDED TO THE AIR-
CRAFT BEFORE YOU DEFUEL
OR REFUEL THE AIRCRAFT. AN ELECTRO-
STATIC SPARK DURING
REFUELING/DEFUELING CAN CAUSE AN
EXPLOSION OR A FIRE.
NOTE: If ac power is not available, defueling

will be by suction from the fuel tender only (10
in Hg maximum suction). Auxiliary pumps will
not operate and pump advisory lights will not
come on.
WARNING: IF YOU USE THE AUXILIARY

FUEL PUMP TO DEFUEL THE FUEL
TANK, YOU MUST TURN THE AUXILIARY
FUEL PUMP OFF AT A REMAINING FUEL
QUANTITY OF 50 LBS. A FUEL QUANTITY
OF 50 LBS IS SUFFICIENT TO PREVENT
PUMP DRY− RUN OPERATION. DRAIN THE
REMAINING FUEL WITHOUT THE USE OF
THE AUXILIARY FUEL PUMP. IF YOU DO
NOT DO THIS, YOU CAN CAUSE AN UN-
SAFE CONDITION AND POSSIBLY CAUSE
AN IGNITION SOURCE INSIDE THE FUEL
TANK IF AN
AUXILIARY FUEL PUMP ELECTRICAL OR
MECHANICAL FAILURE OCCURS.
NOTE: Minimum refueling pressure is 20 psi

and maximum is 50 psi.
TR # 4.4— March 2010 TR4.4-1

EQUIPMENT & fluorescent ceiling lights inboard, four air duct

plenums with outlet louvers and three overhead
FURNISHING light ballasts, attached at the rear by screw and
washers.
Each passenger service unit (PSU) incorpo-
rates a passenger service panel at each passen-
The load limit for each full size bin, single bin
ger seat location. Above the PSUs, overhead
and half bin is 60, 40 and 22 pounds respec-
stowage bins are provided at each side of the
tively. The bins are constructed from a hon-
aircraft for the full length of the compartment.
eycomb core, sandwiched between multi−ply
layers of pre−impregnated fabric and covered
The rear face of the wardrobe compartment
with vinyl.
wall, adjacent to the passenger door,
incorporates the first flight attendant’s seat.
The support brackets and bin hangers are
The front face of the rear baggage access door
attached to the aircraft structure through
incorporates a second flight attendant’s folding
anti−vibration mounts. These absorb move-
seat.
ment from the aircraft structure and prevent
vibration of the overhead stowage bins.
DESCRIPTION
Passenger Seats
Sidewall Coverings
The passenger compartment seats are mounted
The sidewall coverings consist of double reveal facing forward, except the first pair on the
panels, sidewall panels and dado panels. The right side which is facing rearward. The seats
panels are of a honeycomb core, sandwiched are mounted on the inboard and outboard seat
between multi−ply layers of pre−impregnated rails.
fabric and covered with vinyl. All panels are
secured to the structure by trim rails at the top The passenger seats are installed in pairs. The
and bottom. passenger seat backrests fold forward except
the seats fore and aft of the Type III emergency
Overhead Bins exits. When a forward force of approximately
30 pounds is applied to the backrest of forward
facing seats, a break over mechanism allow the
There are eight pairs of full size, one single
backrest to fold forward on the bottom cushion
and two half overhead bins, located on the
to facilitate cleaning the aircraft interior.
outboard ceiling with 9G’s hanger struts. The
bins are installed in pairs except the single
bin which is located at the forward right side
equipped with short outboard arm rests to
and two half bins at the rear right and left side
aid passengers to exit the compartment, in an
of cabin. Each bin has a door which opens
emergency.
upwards. The self−latching door pivots at
the front and rear and door travel is governed
Literature pouches and fold away meal trays
by gas springs, attached to the bin sidewall
are incorporated in the backrest of seats except
structure. Each pair of bins accommodates
TR # 4.5— March 2010 TR4.5-1

EQUIPMENT &
FURNISHING (CONT)
front row seats and those immediately forward
of the rear divider bulkhead. For passenger
seats where a meal tray is not provided provi-
sion is made for a portable tray to be plugged
into the front section of the arm rests. When
not in use, the portable tray are stowed in a
compartment located forward of the front row
aft facing seats.
Passenger seats are constructed from alumi-

num structure, plastic trim and foam cushion.
Foam bottom flotation cushions, covered with
fire resistant material, are provided and the
seats are fitted with shin guards, ash trays, head
rest cover and lap belts.
Flight Attendant’s Annunciator

Panels
Two flight attendant’s annunciator panels are

installed in the passenger compartment. One is
located on forward ceiling panel near the pas-
senger door and the second on the rear ceiling
panel above the second flight attendant seat
TR4.5-2 TR # 4.5—March 2010

FLUID SYSTEM IDENTIFICATION TAPES
FUEL INSTRUMENT
LUBRICATION HYDRAULIC
AIR
RED YELLOW BLUE YELLOW ORANGE GREY
AIR FIRE
CONDITIONING PROTECTION DE−ICING
0.25 in.
BROWN GREY BROWN GREY (6.35 mm)
1.00 in.
(25.40 mm)
dam03_2006040_001.dg, kg, mar24/2009

COMPRESSED
WATER
GAS BREATHING PNEUMATIC
INJECTION
OXYGEN
ORANGE RED RED GREEN ORANGE BLUE

GREY
FLUID SYSTEM IDENTIFICATION TAPES
TR # 4.7— March 2010 TR4.7-1

ELECTROSTATIC 2. Prepare for printed circuit board removal as

follows:
DISCHARGE
SENSITIVE DEVICES (a) Lay out the 10 mil conductive work
surface adjacent to the trouble location
− MAINTENANCE and connect alligator clip to a suitable
PRACTICES grounding point.
WARNING:
GENERAL
Many electronic line replaceable units (LRU’s) ONLY WRIST STRAPS WITH A
contain micro−circuits and other sensitive GROUNDING LEAD RESISTANCE
devices which can be damaged internally by OF ONE MEGOHM OR GREATER
SHOULD BE UTILIZED. INAD-
electrostatic discharges. These units are identi- VERTENT CONTACT BETWEEN A
fied as being Electrostatic Discharge Sensitive LOW RESISTANCE WRIST STRAP
(ESDS). Decals are installed on ESDS LRU’s AND A HIGH VOLTAGE
to indicate that special handling is required.
CONSTITUTE A SHOCK HAZARD
Personnel who remove, install, and transport TO PERSONNEL.
ESDS LRU’s should have an understanding of
static electricity including its generation and
the protection required from static discharges. CAUTION:
Damage to internal components of an ESDS WRIST STRAP MUST BE WORN

LRU can be a catastrophic failure caused by a WITH GROUNDING LEAD IN CON-
single static discharge. System characteristic TACT WITH SKIN IN ORDER TO
PROVIDE REQUIRED GROUND-
changes and/or performance degradation can ING. FAILURE TO PROVIDE
be caused by multiple static discharges over a
long period of time.
REQUIRED GROUNDING CAN
RESULT IN DAMAGE TO ESDS
Another mode of failure does not require PRINTED CIRCUIT BOARDS.
contact to the LRU by a static charged person
or object. Simple exposure of the LRU to the
(b) Attach the wrist strap ensuring a snug
electrical field surrounding a charged object fit for good contact between skin and
can damage or degrade the LRU. strap. Connect alligator clip to a suitable
grounding point.
Removal/Installation of ESDS
Printed Circuit Boards 3. Gain access to the equipment and determine
the exact location of the printed circuit board
to be removed.
Removal of Printed Circuit Boards with
STATIC SENSITIVE Decals
1. Remove system electrical power.
TR # 4.8— March 2010 TR4.8-1

4. Use the top and bottom (or left and right) ex- C. Removal of Metal Encased Units with
tractors on the printed circuit board to remove ESDS Labels
it.
1. Remove system electrical power
CAUTION:
DO NOT USE STAPLES OR ADHE- 2. Loosen and remove the ESDS labelled unit
SIVE TAPES TO CLOSE CONDUC- from the equipment rack, airframe, or panel
TIVE BAGS. DAMAGE TO THE as directed by the Removal/Installation proce-
CONTAINER WILL EXPOSE THE dure.
CONTENTS TO ELECTROSTATIC
DISCHARGES.
3. Being sure not to touch the pins in the electri-
cal connector, check the unit to see if a static
sensitive caution decal is installed near the
5. Immediately insert the static sensitive printed electrical connector(s). The static sensitive de-
circuit board into a conductive bag identical will be labelled similar to the following:
fied with an ESDS label. Use an ESDS label
or 100% cotton twine to close the conductive CAUTION:
bag. ELECTROSTATIC SENSITIVE DE-
VICE. CONDUCTIVE CONNECTOR
6. Static sensitive printed circuit boards within a DUST COVER REQUIRED.
conductive bag should be placed into a rigid
container in order to maintain the integrity of
the conductive bag during transportation.
4. The presence of such a label means the unit
can be damaged by an electrostatic discharge
through the connector pins. Install conductive
duct cover on connectors that are labelled stat-
REMOVAL/INSTALLATION OF ic sensitive and standard dust covers on con-
ESDS METAL ENCASED UNITS nectors that are not labeled.
(LRUS)
5. Conductive dust caps and connector covers
GENERAL from the unit being installed may be used on
the unit being removed.
Metal encased units can be rack mounted,
bolted to airplane structure, or control panels
installed in instrument panels. ELECTRICAL
Equipment Safety Procedures
Conductive electrical dust caps and connector The procedure that follows will help to prevent
covers injury to the person and damage to equipment:
NOTE:
Conductive dust caps and connector 1. Refer to the AMM Chapter 12, for the
covers are black or grey in color. correct procedure before you energize the DC
or AC electrical system.
2. If a circuit breaker must stay open until

a maintenance procedure is completed, install
TR4.8-2 TR # 4.8—March 2010

a safety clip below the circuit breaker button.

Tag the circuit breaker to tell the personnel not
to close the circuit breaker.
3. If a switch must stay open or closed

until a maintenance procedure is completed,
tag the switch to tell the personnel to not move
the switch.
4. When the maintenance work is com-

pleted, make sure that all the connectors are
correctly reinstalled. Make sure that all switch-
es and controls are in a position to prevent ac-
cidental operation of components. Remove the
tags from the switches, and the clips and tags
from the circuit breakers.
5. Energize the electrical system. Do the

operational and functional checks.
6. Make sure that all the switches and

controls are back to their correct position after
the end of the operational or functional checks.
Circuit Breaker Reset

1. When a circuit breaker opens, do not
try to reset until you repair the fault.
2. Close the circuit breaker only after you

repair the fault.
TR # 4.8— March 2010 TR4.8-3

Canada Ltd.
CHAPTER 21
AIR CONDITIONING
(SERIES 100/100A)
CONTENTS
Page
INTRODUCTION................................................................................................................ 21-1
GENERAL ........................................................................................................................... 21-3
BLEED-AIR SYSTEM ........................................................................................................ 21-5
General.......................................................................................................................... 21-5
Components Description and Operation....................................................................... 21-7
Control and Indication................................................................................................ 21-17
Operation .................................................................................................................... 21-21
Electrical Failure ........................................................................................................ 21-21
Overheat ..................................................................................................................... 21-21
AIR-CONDITIONING SYSTEM ..................................................................................... 21-23
General ....................................................................................................................... 21-23
Cooling System .......................................................................................................... 21-23
Components Description and Operation .................................................................... 21-27
Operation .................................................................................................................... 21-39
TEMPERATURE CONTROL SYSTEM .......................................................................... 21-41
General ....................................................................................................................... 21-41
Operation .................................................................................................................... 21-43
CONDITIONED AIR DISTRIBUTION (PRE-1990 INTERIOR)–SERIES 100 ............. 21-47
General ....................................................................................................................... 21-47
Cabin Air Distribution................................................................................................ 21-47
Revision 2 21-i
Canada Ltd.
Flight Compartment Air Distribution......................................................................... 21-49

Avionics Compartment Cooling ................................................................................. 21-53
Air Recirculation System ........................................................................................... 21-53
CONDITIONED AIR DISTRIBUTION (1990 INTERIOR)—SERIES 100A................. 21-55
General ....................................................................................................................... 21-55
Cabin Air Distribution................................................................................................ 21-57
Flight Compartment Air Distribution......................................................................... 21-59
Gasper Air System...................................................................................................... 21-59
Air Recirculation System ........................................................................................... 21-61
Avionics Compartment Cooling (1990 Interior) ........................................................ 21-63
Operation .................................................................................................................... 21-63
PRESSURIZATION SYSTEM—SERIES 100 ................................................................. 21-65
General ....................................................................................................................... 21-65
Components Description and Operation .................................................................... 21-67
Operation .................................................................................................................... 21-73
21-ii Revision 2
Canada Ltd.
ILLUSTRATIONS
Figure Title Page
21-1 Air-Conditioning System .................................................................................... 21-2
21-2 Bleed-Air System Schematic .............................................................................. 21-4
21-3 High-Pressure Bleed Shutoff Valve .................................................................... 21-6
21-4 High-Pressure Switch.......................................................................................... 21-8
21-5 Low-Pressure Check Valve ................................................................................. 21-8
21-6 Pressure Regulator and Shutoff Valve .............................................................. 21-10
21-7 Pressure Regulator and Shutoff Valve Schematic (Valve Closed) .................... 21-12
21-8 Pressure Regulator and Shutoff Valve Schematic

(Normal Regulated Flow) ................................................................................. 21-14
21-9 Bleed-Air Overtemperature Switch .................................................................. 21-16
21-10 Bleed-Air Control and Indication ..................................................................... 21-16
21-11 Bleed-Air System.............................................................................................. 21-18
21-12 Bleed-Air Electrical Schematic ........................................................................ 21-20
21-13 Air-Conditioning System Controls ................................................................... 21-22
21-14 Air-Conditioning Pack Schematic .................................................................... 21-24
21-15 Temperature Trim Valves.................................................................................. 21-26
21-16 Pack Temperature Control Valves..................................................................... 21-28
21-17 Heat Exchanger................................................................................................. 21-30
21-18 Condenser/Mixer .............................................................................................. 21-32
21-19 Air Cycle Machine............................................................................................ 21-34
21-20 Compressor Discharge Overtemperature Switch.............................................. 21-36
21-21 Temperature Controllers ................................................................................... 21-36
21-22 Temperature Sensors and Switches................................................................... 21-38
21-23 AIR CONDITIONING Control Panel .............................................................. 21-38
Revision 2 21-iii
Canada Ltd.
21-24 Temperature Control System ............................................................................ 21-40

21-25 Cabin Temperature Bias Control ...................................................................... 21-42
21-26 Cabin Air Distribution ...................................................................................... 21-46
21-27 Diverter System ................................................................................................ 21-46
21-28 Flight Compartment Air Distribution ............................................................... 21-48
21-29 Diverter Valve Installation (Mod 8/0563)......................................................... 21-48
21-30 Flight Compartment and Fan System ............................................................... 21-50
21-31 Flight Compartment Fan Electrical Schematic ................................................. 21-50
21-32 Recirculation Fan.............................................................................................. 21-52
21-33 Air Recirculation System.................................................................................. 21-52
21-34 Conditioned Air Distribution (1990 Interior) ................................................... 21-54
21-35 Cabin Air Distribution Schematic (1990 Interior) ............................................ 21-56
21-36 Flight Compartment Air Distribution (Mod 8/1538) ........................................ 21-58
21-37 Gasper System Schematic (1990 Interior) ........................................................ 21-58
21-38 Air Recirculation System Schematic (1990 Interior) ....................................... 21-60
21-39 Avionics Compartment Cooling Fan ................................................................ 21-62
21-40 Pressurized Areas.............................................................................................. 21-64
21-41 Pressurization Controls and Indicators ............................................................. 21-64
21-42 Normal Outflow Valve—Series 100 ................................................................. 21-66
21-43 Pressurization Control Schematic—Series 300 ................................................ 21-68
21-44 Selector Panel. .................................................................................................. 21-70
21-45 Indicator Panel .................................................................................................. 21-72
21-46 Pressurization System Schematic ..................................................................... 21-74
21-47 Pressurization Envelope.................................................................................... 21-76
21-48 Forward Dump Manual Selector....................................................................... 21-76
21-49 Pressurization Control—Electrical Schematic.................................................. 21-78
21-iv Revision 2
Canada Ltd.
TABLE
Table Title Page
21-1 Pressurization Control Settings......................................................................... 21-72
Revision 2 21-v
Canada Ltd.
CHAPTER 21
AIR CONDITIONING
(SERIES 100/100A)
INTRODUCTION
This chapter, though titled “Air Conditioning,’’ deals with the environmental systems of the
Dash 8, including bleed air, air-conditioning, and pressurization. Information is included from
Chapter 21, “Air Conditioning’’ and Chapter 36, “Pneumatics,’’ of the Maintenance Manual.
The material in this chapter is oriented toward the line mechanic.
All values expressed throughout this chapter, such as for pressure, temperature, flow rates, and
time, are used only for their illustrative meanings. Actual values may differ and must be
obtained from the pertinent sections of the Maintenance Manual.
Revision 2 21-1
Canada Ltd.
BACKUP
FRONT PRESSURIZATION
PRESSURE CONTROL
BULKHEAD
FLIGHT
FLIGHT COMPARTMENT
COMPARTMENT BULKHEAD
DISTRIBUTION
AIR RECIRCULATION
SYSTEM
BLEED-AIR
SYSTEM
AIR CONDITIONING
OFF
RECIRC 1 BLEED 2
40 60
CABIN
20 80
DUCT CABIN NORMAL
0 100
°C MIN MAX DISTRIBUTION PRESSURIZATION
BLEED CONTROL
MAN
COOL WARM COOL WARM

REAR
AUTO PRESSURE REFRIGERATION
DOME PACK
TEMP
F/A CABIN CONTROL FLT COMP
AIR CONDITIONING PANEL
Figure 21-1. Air-Conditioning System
21-2 Revision 2
Canada Ltd.
GENERAL NOTES
For descriptive purposes, this chapter is divided
into three sections: bleed air, air conditioning,
and pressurization.
The first section describes the bleed-air source

and its control and distribution to the various
services. The second section describes the in-
flow control of air to the occupied areas of the
airplane and the conditioning of this inflow to
achieve and maintain the desired area tem-
perature. The third section describes the out-
flow control of air from the occupied areas to
achieve and maintain the desired cabin altitudes
and rates of change conducive to maximum
personal comfort.
The air-conditioning system provides an inflow

of temperature-controlled air to the cabin and
flight compartment for heating, cooling, and
ventilation. Air required for system operation
is obtained from each engine through high-
and low-pressure bleed ports. On airplanes in-
corporating SOO 8062, bleed air is also avail-
able from the auxiliary power unit (APU) when
the airplane is on the ground.
The air-conditioning system is shown in

Figure 21-1.
Revision 2 21-3
Canada Ltd.
1 2
HP
NO. 2 ENGINE
9
LP
TO
DEICING
7 8 SYSTEM
10 11 3
FOR DETAILS REFER TO

4 PRESSURE REGULATOR AND
SHUTOFF VALVE SCHEMATIC
(FIGURE 21-7)
5
1. HIGH-PRESSURE SWITCH 6
2. HIGH-PRESSURE SHUTOFF VALVE
3. SERVO PRESSURE
4. PRESSURE REGULATOR AND
SHUTOFF VALVE TO
5. BLEED-AIR OVERTEMPERATURE HEAT
SWITCH EXCHANGER
6. WING ISOLATION CHECK VALVE
7. LOW-PRESSURE BLEED CHECK
VALVE
6
8. CHOKING VENTURI
9. PRESSURE REGULATOR
10. ELECTROPNEUMATIC SERVO
TORQUE MOTOR
11. SERVO AIR FILTER
FROM NO. 1 ENGINE BLEED-AIR SYSTEM
(SIMILAR TO NO. 2 SYSTEM)
Figure 21-2. Bleed-Air System Schematic
21-4 Revision 2
Canada Ltd.
BLEED-AIR SYSTEM NOTES
GENERAL
Within each nacelle, the bleed-air system con-
sists of a high-pressure shutoff valve, a high-
pressure switch, a pressure regulator and
shutoff valve, a flow control servo, a bleed-air
overtemperature switch, a low-pressure bleed
check valve, and two choking venturis. Both
engine outputs join downstream of two wing
isolation check valves. A single duct routes the
bleed air back to the air-conditioning pack (or
packs) in the rear fuselage, aft of the rear pres-
sure dome.
Each engine bleed is electrically controlled

through a BLEED switch and a high-pressure
bleed control relay. A single BLEED flow
control knob adjusts both pressure regulator
settings and thus controls the flow rate. Power
for electrical control is taken from the 28-
VDC left main and secondary buses through
BLEED SYS CONT 1 and BLEED SYS
FLOW CONT circuit breakers for the left
(No. 1) bleed-air system, and from the 28-
VDC right main bus through a BLEED SYS
CONT 2 circuit breaker for the right (No. 2)
bleed-air system.
Bleed-air overheat is sensed by an overtem-

perature switch which initiates closing of the
high-pressure shutoff valve and pressure reg-
ulator and shutoff valve and illuminates a
BLEED AIR caution light.
A tapping upstream of the pressure regulator

and shutoff valve provides an air supply for de-
icing purposes.
The bleed-air system is shown schematically

in Figure 21-2.
Revision 2 21-5
Canada Ltd.
SOLENOID
SHOWN ENERGIZED
SOLENOID SHOWN DEENERGIZED
FROM A FROM A
PRESSURE B PRESSURE B
SWITCH C SWITCH C
CONNECTOR CONNECTOR
VALVE OPEN VALVE CLOSED
FILTER FILTER
DIRECTION DIRECTION
OF FLOW OF FLOW
TWO-INCH DISC
Figure 21-3. High-Pressure Bleed Shutoff Valve
21-6 Revision 2
Canada Ltd.
COMPONENTS DESCRIPTION NOTES

AND OPERATION
High-Pressure Bleed Shutoff
Valve
The high-pressure bleed shutoff valve (Figure
21-3) is mounted in the hot air duct leading
from the P 3 bleed port on the engine.
It is normally closed, solenoid-controlled, and

pneumatically operated and is used to control
flow of high-pressure bleed air from the engine.
The valve consists of a solenoid and a pneu-
matic actuator that is mechanically linked to
a butterfly valve. When the solenoid is ener-
gized, upstream servo pressure operates the ac-
tuator to open the butterfly valve. To ensure
correct installation, a flow direction arrow is
provided on the valve body. The function of the
valve is to ensure adequate airflow to the air-
conditioning system for passenger comfort at
lower engine power settings. The valve will
fail-safe closed if electrical failure occurs.
Revision 2 21-7
Canada Ltd.
Figure 21-4. High-Pressure Switch
HOUSING ASSEMBLY
SEAT
PISTON
OPEN POSITION CLOSED POSITION
Figure 21-5. Low-Pressure Check Valve
21-8 Revision 4
Canada Ltd.
High-Pressure Switch NOTES

The high-pressure switch (Figure 21-4), lo-
cated on the wing front spar outboard of the na-
celle, is connected to the outlet duct from the
engine bleed port.
The pneumatic pressure-sensing switch con-

tains diaphragm-operated contacts that are
connected into the circuit to the high-pressure
bleed valve when the BLEED switch in the
flight compartment is selected on. Increasing
pressure of 55 psi moves the diaphragm to
open the switch contacts; the contacts close
when the sensed pressure drops to 50 psi.
Choking Venturis
The two choking venturis (Figure 21-2) are
mounted in the outlet ducts of the high- and
low-pressure bleed ports. The venturi in the
high-pressure line restricts bleed to 10% of
engine airflow; the low-pressure venturi re-
stricts bleed to 3% of engine airflow. The ven-
turis ensure adequate air in the compressor
for high-demand situations such as single-en-
gine operation.
Low-Pressure Bleed Check

Valve
The check valve (Figure 21-5) is a spring-
loaded-closed, poppet-type valve mounted in
the outlet duct from the engine low-pressure
bleed port. The purpose of the valve is to pre-
vent high-pressure bleed air flowing into the
low-pressure bleed port when the system is
operating on high pressure. The valve allows
low-pressure flow into the system when the
high-pressure shutoff valve is closed.
Revision 2 21-9
Canada Ltd.
ER
LT FI
Figure 21-6. Pressure Regulator and Shutoff Valve
21-10 Revision 2
Canada Ltd.
Pressure Regulator and NOTES

Shutoff Valve
General
The pressure regulator and shutoff valve
(Figure 21-6), installed in the bleed-air duct
in the nacelle, has two functions: to shutoff air
to the air-conditioning system and to regulate
the flow of bleed air into the system. It con-
sists of a solenoid, a pneumatic actuator me-
chanically connected to a butterfly valve, and
a pressure-sensing control to maintain a sched-
ule of bleed airflow.
Revision 2 21-11
Canada Ltd.
BLEED FLOW
CONTROL
ELECTROPNEUMATIC SERVO
BLEED
MAX MIN TORQUE MOTOR
FILTER
28 VDC 18 PSI FROM

L&R SEC DEICE SYSTEM
MOD 8/1820
PRESSURE SENSING CONTROL
STABILIZER
SERVOACTUATOR
UNIT
ANEROID
RESTRICTOR
28 VDC
SOLENOID
AMB (SHOWN
ENERGIZED) PNEUMATIC
SENSING ACTUATOR
SUMMING ACTUATOR
BAR TEST PORT
CLOSE
FILTER
LEGEND AMB
BLEED AIR
REGULATED AIR
REGULATED AIR (18 PSI)
AMBIENT
BUTTERFLY
VALVE
CLOSED
Figure 21-7. Pressure Regulator and Shutoff Valve Schematic (Valve Closed)
21-12 Revision 2
Canada Ltd.
Operation NOTES
The pressure regulator and shutoff valve
(Figure 21-7) is pneumatically operated and
electrically controlled.
It consists of a solenoid, a pneumatic actuator

that is mechanically linked to a butterfly valve,
and a pressure-sensing control to maintain
bleed-air flow schedule. It is powered from
the 28-VDC left and right main buses.
Pressure for valve operation is from upstream

of the valve and is routed to both sides of the
pneumatic actuator piston. The close side is
spring-assisted; the open side has a larger area
to overcome the combined force of the spring
and air pressure. The amount of pressure to the
open side is controlled by the pressure-sens-
ing control, which consists of four pneumatic
inputs to a summing bar that controls pres-
sure venting to establish open side pressure.
These inputs are:
• An actuator sensing downstream pressure
• A stabilizer unit controlled by a restricted

line
• An aneroid that senses pressure altitude

pressure changes
• A servoactuator that receives the output

of the flow control servo
The electropneumatic servo torque motor

(Figure 21-7), located adjacent to the pres-
sure regulator and shutoff valve in the nacelle,
meters deicing system pressure to the pres-
sure-sensing control. A DC electrical signal
from the bleed flow control positions a torque
motor to vent servo pressure overboard.
Revision 2 21-13
Canada Ltd.
BLEED FLOW
CONTROL
BLEED
FILTER
28 VDC 18 PSI FROM

MOD 8/1820
STABILIZER
SERVOACTUATOR
UNIT
ANEROID
RESTRICTOR
28 VDC
SOLENOID
(SHOWN
AMB
DE-ENERGIZED)
PNEUMATIC
SENSING ACTUATOR
SUMMING ACTUATOR
BAR TEST PORT
CLOSE
FILTER
LEGEND AMB
BLEED AIR
REGULATED AIR
AMBIENT
BUTTERFLY
VALVE (OPEN)
Figure 21-8. Pressure Regulator and Shutoff Valve Schematic (Normal Regulated Flow)
21-14 Revision 4
Canada Ltd.
The pressure regulator and shutoff valve is valve operation is the same as previously de-
fail-safe open in the event of an electrical fail- scribed. To reduce the amount of air being bled
ure. from the engine as altitude increases, an
aneroid expands to vent more air pressure. The
Selecting the BLEED switch on the AIR CON- aneroid contracts as altitude decreases, vent-
DITIONING panel to OFF energizes the ing less air pressure.
solenoid to close off the supply of air pressure
to the open side of the actuator (Figure 21-7).
The spring and air pressure to the close side NOTES
moves the actuator, closing the butterfly.
Selecting the BLEED switch to BLEED deen-
ergizes the solenoid, allowing air pressure to
open the butterfly valve (Figure 21-8).
With the BLEED switch in BLEED, the valve

regulates bleed-air flow to the air-condition-
ing system. This is accomplished by the pres-
sure-sensing control venting a measured
quantity of pneumatic actuator open-side air
pressure overboard; the amount is dependent
on three interrelated factors:
• Bleed flow rate required
• Altitude
• Bleed-air pressure sensed downstream of

the valve
If a high flow rate is selected by the BLEED

control knob, the torque motor is positioned to
vent a minimum amount of pressure from the
open side of the pneumatic actuator. The re-
maining pressure overcomes the spring to drive
the butterfly toward the open position. If a low
flow rate is desired, the torque motor is posi-
tioned to vent a small amount of servo pressure
overboard, the remaining pressure acting on the
servoactuator to vent more pressure from the
open side of the actuator. Spring force over-
coming the servo pressure drives the butterfly
toward the closed position.
With the flow rate set, air venting is con-

trolled by pressure sensed downstream of the
valve. Pressure increase acts on a sensing ac-
tuator to vent more air; decreasing pressure
results in the sensing actuator returning to
normal and less air being vented. The stabi-
lizer unit dampens movement of the sensing
actuator. Pneumatic actuator and butterfly
Revision 2 21-15
Canada Ltd.
Figure 21-9. Bleed Air Overtemperature Switch

#1 BLEED CAUTION LIGHTS
HOT
ILLUMINATE TO WARN OF OVERHEAT CONDITION (OVER 287° C) IN RELATED BLEED-AIR SUPPLY
DUCT DOWNSTREAM OF PRESSURE REGULATOR AND SHUTOFF VALVE. AFFECTED PRSV AND
#2 BLEED HIGH-PRESSURE BLEED VALVE CLOSE TO CUT OFF HOT AIR SUPPLY TO DUCT (BLEED SUPPLY
HOT TO DEICING SYSTEM VIA LOW-PRESSURE PORT IS UNAFFECTED). WHEN TEMPERATURE
DROPS BELOW THE OVERTEMPERATURE LEVEL, BLEED-AIR OPERATION IN AFFECTED
NACELLE IS RESTORED.
BLEED-AIR CONTROL SWITCH (2)

INITIATES BLEED-AIR FLOW TO AIR-CONDITIONING SYSTEM FROM ASSOCIATED NACELLE.
AIR CONDITIONING
OFF
RECIRC 1 BLEED 2
BLEED-AIR FLOW CONTROL

40 60
CABIN SIMULTANEOUSLY CONTROLS PRESSURE FROM LEFT AND RIGHT PRSVS,
20 80
DUCT
WHICH DETERMINES AIR-CONDITIONING SYSTEM FLOW RATE.
0 100
°C MIN MAX NOTE:
BLEED
MAN
MOD 8/1155 ADDS A DETENT POSITION AT “MIN.”
COOL WARM COOL WARM

AUTO
TEMP
CONTROL
F/A CABIN FLT COMP
Figure 21-10. Bleed-Air Control and Indication
21-16 Revision 2
Canada Ltd.
Overtemperature Switch NOTES

The overtemperature switch (Figure 21-9) is
installed in the bleed-air delivery duct down-
stream of the pressure regulator and shutoff
valve. It consists of a normally open, thermal
switch with a bimetallic element and closes
when air temperature in the duct exceeds 550
±10° F (287 ±5° C).
CONTROL AND INDICATION

BLEED Switches
The two BLEED switches (Figure 21-10) on
the AIR CONDITIONING panel control
through the left and right DC buses the open-
ing and closing of the HP shutoff valves and
the pressure regulator and shutoff valves.
Bleed Flow Control

The bleed flow control on the AIR CONDI-
TIONING panel is a potentiometer which con-
trols, through the left and right secondary
buses, the electropneumatic servo in each na-
celle. Adjustment of the control causes changes
in bleed flow volume through the pressure reg-
ulator and shutoff valves.
Caution Lights
Bleed-air overheat conditions are sensed by an
overtemperature switch which initiates clos-
ing of the HP shutoff valve and pressure reg-
ulator and shutoff valve and the illumination
of the BLEED HOT caution light on the cau-
tion lights panel.
Revision 2 21-17
Canada Ltd.
1
2
HP
NO. 2
ENGINE 9
LP
TO
DEICING
7 8 SYSTEM
10 11 3
1. HIGH-PRESSURE SWITCH 4
2. HIGH-PRESSURE SHUTOFF VALVE LEGEND
3. SERVO PRESSURE
4. PRESSURE REGULATOR AND 5 P3 AIR
SHUTOFF VALVE P2.5 AIR
5. BLEED-AIR OVERTEMPERATURE SWITCH
6. WING ISOLATION CHECK VALVE REGULATED AIR (DEICING)
7. LOW-PRESSRUE REGULATOR VALVE PRSV
8. CHOKING VENTURI
6
9. PRESSURE REGULATOR
10. FLOW CONTROL SERVO
TO
HEAT
EXCHANGER
FROM NO. 1 ENGINE BLEED-AIR SYSTEM

NO BLEED
Figure 21-11. Bleed-Air System (Sheet 1 of 2)
21-18 Revision 2
Canada Ltd.
1 1
2 2
HP HP
NO. 2 NO. 2
ENGINE 9 ENGINE 9
LP LP
TO TO
7 8 DEICING 7 8 DEICING
SYSTEM SYSTEM
10 11 3 10 11 3
4 4
LEGEND
5 P3 AIR 5
P2.5 AIR
REGULATED AIR (DEICING)
PRSV
6 6
TO TO
HEAT HEAT
EXCHANGER EXCHANGER
6 6
FROM NO. 1 ENGINE BLEED-AIR SYSTEM FROM NO. 1 ENGINE BLEED-AIR SYSTEM
(SIMILAR TO NO. 2 SYSTEM) (SIMILAR TO NO. 2 SYSTEM)
LOW BLEED HIGH BLEED
Figure 21-11. Bleed-Air System (Sheet 2 of 2)
Revision 2 21-19
21-20
PRESSURE PRESSURE
REGULATOR BLEED AIR REGULATOR BLEED AIR
AND OVER- AND OVER-
HIGH- HIGH-PRESSURE FLOW SHUTOFF HIGH- HIGH-PRESSURE FLOW SHUTOFF
PRESSURE SHUTOFF CONTROL TEMPERATURE PRESSURE SHUTOFF CONTROL VALVE TEMPERATURE
VALVE SWITCH SWITCH
SWITCH VALVE SERVO SWITCH VALVE SERVO
CLOSES WHEN
OPENS TEMP > 287°C
A
B
A
A
C
A
C
A
B
B
A
C
B
WHEN
PRESSURE
> 55 PSIG
1 1

A3
A2
A1
NO. 1 28V DC
B3 LOGIC
B2 BLEED
CIRCUIT HOT
B1 9811-TB16
X1
A3 X2
A2 F A
A1 9811-TB16 K2
A2 A3
B3 HP BLEED G B
B2 H C CONT RELAY
A1
B1 (SPARE)
B2 B3 K E
X1 LOGIC AIR CON
B1 J D CIRCUIT PACK HOT
X2 COMPRESSOR
K1
HP BLEED A3 DISCHARGE
X1 A2 OVER-
CONT RELAY A1 TEMPERATURE
A
B
1 BLEED CONT SWITCH
X2 B2 B3
K1 3 1 SW CLOSES WHEN
HP BLEED B1 TEM > 207°C
CONT RELAY OFF X1
ON DEICE 3 1
2 A3 TIME DELAY
SYSTEM A2 X2 ON OPERATE R1
1 BLEED CONT ON OFF
SEE LP 6 SEC 2 BLEED NO. 2
3 1 SW CHAP 30 WARN SW A1 LOGIC
K3 R2 BLEED
C1 BLEED FLOW CONT SW CIRCUIT
BLEED SYS HOT
5 X1 R MOD 8/0496 CONTROL 5 BLEED SYS
ON OFF CONT 1 X2 TIME DELAY
NOTE: CONT 2
2 ON RELEASE
3010K2 28V DC IDENT CODE IS 2121 UNLESS 28V DC MASTER CAUTION PANEL
DEICE 28V DC
L MAIN L SEC OTHERWISE INDICATED. R MAIN
SYSTEM
SEE LP
CHAP 30 WARN SW
BLEED SYS
5
CONT 1
28V DC
L MAIN
MOD 8/1375
Canada Ltd.
Revision 2
Figure 21-12. Bleed-Air Electrical Schematic

Canada Ltd.
OPERATION OVERHEAT
Selecting the BLEED switch on the AIR CON- If an overheat condition (550° F [287° C])
DITIONING panel to BLEED initiates two closes the overtemperature switch, three ac-
electrical functions in the bleed-air system. tions are initiated as the HP bleed control relay
The solenoid of the high-pressure bleed valve is energized: (1) the circuit to the high-pres-
is energized open through the normally closed sure bleed valve is interrupted to deenergize
contacts of the HP bleed control relay K1 and the valve closed, (2) the circuit to the pressure
the high-pressure switch. The pressure regu- regulator and shutoff valve is completed to
lator and shutoff valve is deenergized open. energize the valve closed, and (3) the BLEED
With the high-pressure bleed valve open and HOT caution light on the caution lights panel
an engine operating, bleed air flows to the air- illuminates. When the overheat condition
conditioning system through the choking ven- clears, the system resets to function normally.
turi and to the pressure regulator and shutoff
valve (Figure 21-11), which regulates the air
to approximately 35 psi. When bleed-air pres- NOTE
sure reaches 55 psi, the high-pressure switch An overheat condition in the bleed-
opens to interrupt the circuit to the high-pres- air system from one engine does
sure bleed valve, which then closes. Low-pres- not affect the operation of the
sure bleed air then supplies the system. If high bleed-air system from the opposite
bleed-air pressure drops to 50 psi, the high- engine.
pressure switch closes, opening the high-pres-
sure bleed valve. If Mod 8/0350 is incor-
porated, the high-pressure valves will not
open until both engines have experienced a
pressure drop.
NOTE
Mod 8/1375 allows the HPSOVs to
remain open, with the bleed
switches off, so that a higher pres-
sure air can be supplied to the de-
icing system in normal ground
operations.
ELECTRICAL FAILURE
If an electrical failure occurs with the BLEED
switch in BLEED, the high-pressure bleed
valve is deenergized closed to prevent thermal
damage from the hot bleed air. The pressure
regulator and shutoff valve must be energized
closed; therefore, it remains open when elec-
trical power is off. In this mode, low-pressure
bleed air is supplied to the air-conditioning sys-
tem for temperature control and to maintain
cabin pressurization (Figure 21-12).
Revision 2 21-21
Canada Ltd.
RECIRCULATION FAN SWITCH FLIGHT COMARTMENT FAN SWITCH

ACTIVATES RECIRCULATION SYSTEM FAN ACTIVATES FAN IN AIRCRAFT NOSE TO
AIR CONDITIONING VENTILATE FLIGHT COMPARTMENT
WHEN SELECTED TO RECIRC.
OFF OFF
WHEN ON THE GROUND. FAN IS
DISARMED WHEN AIRBORNE.
CABIN DUCT TEMPERATURE INDICATOR RECIRC 1 BLEED 2 FC FAN
(PRE-1990 INTERIOR)
INDICATES AIR TEMPERATURE IN CABIN
DISTRIBUTION SUPPLY DUCT. 40 60
CABIN
20 80
DUCT
0 100
°C MIN MAX
MAN–AUTO SWITCH (2) MAN
BLEED
FLIGHT COMPARTMENT COOL–WARM
AT MAN, TEMPERATURE CONTROL SWITCH WITH RELATED MAN–AUTO
OF CABIN OR FLIGHT COMPARTMENT IS BY COOL WARM COOL WARM SWITCH AT MAN. DIRECTLY CONTROLS
RELATED COOL–WARM SWITCH. AT AUTO, AUTO
TEMPERATURE TRIM VALVES WHEN
CONTROL IS DIRECTED TO ASSOCIATED HELD AT SPRING-LOADED COOL OR
AUTOMATIC TEMPERATURE CONTROLLER. TEMP
CONTROL WARM POSITIONS.
F/A CABIN FLT COMP
CABIN COOL–WARM SWITCH AUTOMATIC TEMPERATURE SELECTOR

WITH RELATED MAN–AUTO SWITCH AT MAN, (2) ROTARY KNOB, WHEN POSITIONED
DIRECTLY CONTROLS PACK TEMPERATURE CON- AS DESIRED, INPUTS TEMPERATURE
TROL VALVES WHEN HELD AT SPRING-LOADED REQUIREMENT INTO AUTOMATIC
COOL OR WARM POSITION. TEMPERATURE CONTROLLER, WHICH
MANIPULATES PACK TEMPERATURE
VALVES OR TEMPERATURE TRIM
NOTE:
VALVES TO MAINTAIN THE SELECTED
F/A POSITION AT MAX COOL
LEVEL (MAN–AUTO SWITCH MUST BE
ON THE CABIN RHEOSTAT
AT AUTO.)
MOD 8/0807
Figure 21-13. Air-Conditioning System Controls
21-22 Revision 2
Canada Ltd.
AIR-CONDITIONING The cabin system ducts the air up to and along

the cabin ceiling (or via the underfloor duct-
SYSTEM ing depending on cabin air supply switch po-
sition), where it is discharged through low-
GENERAL velocity air outlets along each side of the cen-
ter aisle. The flight compartment system ducts
The air-conditioning system provides an inflow air forward under the cabin floor to flight com-
of temperature-controlled air to the cabin and partment side window demist outlets, direc-
flight compartment for heating, cooling, and tionally adjustable side console outlets, and
ventilation. The system consists of a bleed-air fixed outlets at the rudder pedal foot wells.
system for each engine, an air-conditioning
pack, and an air recirculation system. The air recirculation system improves cabin
Conditioned air is supplied to the cabin and airflow and reduces the flow demand required
flight compartment through outlet grilles in the of the air-conditioning system. Air is drawn
cabin ceiling and/or the lower sidewall vents from the flight compartment, through the
flight compartment sidewalls. With the recir- avionics compartment, and into the under-
culation system operating, air is supplied to in- floor duct by an electric recirculation fan in
dividually controlled outlets in the cabin, flight the duct, which forces the air aft to the mixer.
compartment, and lavatory. Branch ducts just downstream of the fan di-
rect part of the recirculation flow to a series
Bleed air from the engines is hot enough to of high-velocity air outlets (gaspers) located
meet all cold day requirements. On hot days, above each passenger position, in the lava-
the bleed air is routed through an air cycle ma- tory, and on the pilot’s and copilot’s side pan-
chine, where it is cooled to below ambient, els.
using the pressure and energy of the air to
drive the cooling turbine. When the air is cooled Air-conditioning system controls are shown in
below its dew point, condensate is extracted by Figure 21-13.
a condenser.
NOTES
COOLING SYSTEM
General
The major component of the cooling system is
an air-conditioning pack located in the aft
fuselage. It is supplied with bleed air from
both engines and cools this air as necessary be-
fore distribution to the cabin and flight com-
partment. When heating is required, bleed air
bypasses the refrigeration section of the pack.
If cooling is required, the bypass valve is closed
to divert bleed air through the refrigeration
section.
Temperature of the air supplied by the pack is

controlled either automatically or manually
from the flight compartment or the flight at-
tendant’s panel if the cabin system is selected
to AUTO.
Revision 2 21-23
21-24
AIR CONDITIONING
OFF OFF
RECIRC 1 BLEED 2 FC FAN
40 60
CABIN
20 80
DUCT
0 100
°C MIN MAX
BLEED
MAN
COOL WARM COOL WARM

AUTO
TEMP
CONTROL
CABIN CABIN F/A CABIN FLT COMP
CABIN
DUCT HOT TEMP
ZONE BIAS

SENSOR
FLT COMPT CONTROL
INPUT FLIGHT
DUCT HOT COMPARTMENT
"FULL COLD" ZONE SENSOR APU
CABIN FLIGHT
OVERRIDE SIGNAL COMPARTMENT INPUT
TEMPERATURE
CONTROLLER TEMPERATURE
CONTROLLER
START
"FULL COLD" OVERRIDE SIGNAL BYPASS
BL AIR
OPEN DEICE
TO RAM-AIR BAFFLE SYSTEM
DUCT SCOOP BOX
GAUGE ACM
TRIM VALVE SUPPLY
TEMP ACTUATOR APU
SENSOR PACK DUCT
L ENGINE TEMPERATURE TEMPERATURE BLEED-AIR
BLEED AIR TRIM VALVES CONTROL VALVES VALVE
DUCT
TEMP BLEED-AIR SUPPLY DUCT
CONTROL
SENSOR VAVLE
R ENGINE BLEED AIR ACTUATOR
RAM AIR
CABIN DUCT OVERBOARD
DUCT OVERTEMP LEGEND

SWITCH
BLEED AIR
FLT COMPT DUCT
HEAT EXCHANGER AIR
DUCT TEMP COMPRESSOR
SENSOR DISCHARGE
OVER- CONDENSER COLD AIR
TEMPERATURE MIXING
SWITCH BOX HEAT
WATER
RECIRCULATED AIR
EXCHANGERS
WATER NOZZLE
FILTER CABIN CONDITIONED SUPPLY
RECIRCULATED
CABIN AIR
WATER
TRAP FLIGHT COMPARTMENT
FAN CONDITIONED SUPPLY
AMBIENT OR RAM AIR

COMPRESSOR
WATER
AIR CYCLE EXPANSION RAM-AIR
CAUTION MACHINE (ACM) TURBINE DUCT
ACM BYPASS DUCT ELECTRICAL POWER
Canada Ltd.
LIGHT
AIR COND
PACK HOT SHUTDOWN SIGNAL TO
Revision 2
BLEED-AIR SYSTEMS
Figure 21-14. Air-Conditioning Pack Schematic

Canada Ltd.
Air-Conditioning Pack Conditioned air leaving the mixer/condenser

is separated by a diverter baffle for entry into
The air-conditioning pack (Figure 21-14), lo- the cabin and flight compartment air distribu-
cated in a bay in the aft fuselage, consists of tion systems.
an air cycle machine (ACM), primary and sec-
ondary heat exchangers, an exhaust duct, and
associated piping and control valves. The pack NOTES
is supplied with hot bleed air ducted in along
the dorsal fin. According to temperature re-
quirements, this air is cooled or passed as hot
air to the mixer box.
Air to be cooled is ducted through the primary

heat exchanger, reducing its temperature, be-
fore entering the compressor side of the ACM
where its pressure is increased. The compres-
sor discharge is cooled through a pair of sec-
ondary heat exchangers and passes through
the condenser where excess water is extracted.
The air then enters the ACM expansion turbine,
where it is cooled to low temperature and re-
duced in pressure for discharge into the mixer.
The heat exchangers are cooled by ram air,

ducted into the aft fuselage by dorsal fin ram in-
lets (supplemented by the vent door to relieve
negative pressure when the airplane is on the
ground), and drawn into a ram-air duct within
the air-conditioning bay by an ACM-driven fan.
The duct directs the air through the primary and
secondary heat exchangers before discharging
it overboard through the tail cone. Water piped
from the condenser is sprayed into the ram-air
duct to improve heat exchanger efficiency.
Cold air discharged into the mixer is blended

with cabin air forced into the mixer by the
cabin recirculation system and hot bleed air in-
jected upstream of the mixer via an ACM by-
pass duct.
By varying the blended ratios of cold air to hot

bypassed air, the desired conditioned air tem-
perature is achieved. Pack temperature control
valves, one positioned in the ACM supply duct
and one in the ACM bypass duct, regulate the
blending ratios in response to commands from
the cabin temperature controller.
Revision 2 21-25
Canada Ltd.
POSITION
MICROSWITCH
RANGE LINKAGE
CABIN VALVE FLIGHT COMP

VALVE
OPEN 90°
MOUNTING
65° OPEN PLATE
CLOSED 0° 0° CLOSED
CCW CW
STOP STOP
ACTUATOR
ROTATION
FUNCTIONAL
SCHEMATIC FLIGHT COMPARTMENT CABIN
BUTTERFLY VALVE BUTTERFLY VALVE ACTUATOR
Figure 21-15. Temperature Trim Valves
21-26 Revision 2
Canada Ltd.

AND OPERATION
Temperature Trim Valve
The temperature trim valve (Figure 21-15)
consists of two one-inch butterfly valves driven
by an electrically operated actuator through
mechanical linkage. All three components are
installed on a mounting plate attached to the
condenser/mixer in the aft fuselage, aft of the
rear pressure dome.
The valve regulates the temperature of the air

supplied to the flight compartment by opening
and closing the butterfly valves to control the
flow of hot bleed air to achieve the desired
temperature. The valves are controlled by an
electrically operated actuator which modu-
lates in response to automatic signals from the
flight compartment temperature controller, or
from direct electrical inputs from the manually
operated switch.
The mechanical linkage connecting the two

butterfly valves to the actuator is designed to
provide a sequence of valve openings and clos-
ings, in response to actuator rotation, to pro-
vide a complete temperature range for the
flight compartment.
If a warmer flight compartment temperature is

desired, the flight compartment butterfly valve
is opened to allow hot bleed air directly into
the distribution system to achieve the tem-
perature. The cabin butterfly remains closed.
If a cooler flight compartment temperature is

desired, the cabin butterfly valve is opened to
allow hot bleed air directly into the cabin dis-
tribution system. The flight compartment but-
terfly valve remains closed. Since the cabin
has not called for this extra heat, the pack
temperature control valve is repositioned to
allow less bypass. The resulting cooler pack
discharge temperature restores cabin re-
quirements (pack discharge plus added heat)
and gives the flight compartment its cooler
temperature.
Revision 2 21-27
Canada Ltd.
COLD THROTTLE
FULL-TRAVEL BUTTERFLY
MICROSWITCH VALVE
2.5-INCH PACK BYPASS
THROTTLE VALVE BUTTERFLY
VALVE ACTUATOR
OPEN
1.5-INCH
VALVE BYPASS
POSITION VALVE
MOUNTING
CLOSED CLOSED PLATE
CCW STOP CW STOP

ACTUATOR
STROKE
FUNCTIONAL
SCHEMATIC
LINKAGE
Figure 21-16. Pack Temperature Control Valves
21-28 Revision 2
Canada Ltd.
Pack Temperature NOTES

Control Valves
The electrically actuated temperature control
valve consists of a 1.5-inch diameter pack by-
pass butterfly valve operated in opposition to
a 2.5-inch diameter throttle butterfly valve
(Figure 21-16). The two valves are mechani-
cally linked to the actuator, and all three com-
ponents are installed on a mounting plate
attached to the heat exchanger in the rear fuse-
lage aft of the rear pressure dome. The pack by-
pass valve is located in a bypass duct from the
bleed-air duct; the throttle valve is in the out-
let duct from the primary heat exchanger.

discharged from the pack by opening and clos-
ing of the pack bypass and throttle valves. The
electrically operated actuator modulates in re-
sponse to automatic signals from the cabin
temperature controller or direct electrical in-
puts from the manually operated switch.

valves to the actuator provides a sequence of
valve opening and closing, in response to ro-
tation of the actuator, providing a complete
temperature range from maximum cooling to
maximum heating.
For maximum cooling, the pack bypass valve

is closed and the throttle valve is open. This
allows the total flow from the engine bleed-air
system to pass through the dual heat exchanger
and air cycle machine. When less cooling is re-
quired, the actuator moves the throttle valve
toward the closed position and the bypass valve
toward open to allow a proportional amount of
the airflow to bypass the refrigeration circuit.
At maximum heat, the throttle valve is fully
closed, and the pack bypass valve is fully open.
Revision 2 21-29
Canada Ltd.
RAM-AIR VENT
OUTLET HEADER DOOR BLEED BYPASS
TO MIXING BOX
RAM-AIR INLET DUCT
OUTLET (FROM ENGINE BLEED
OR APU [SOO 8062])
PACK TEMPERATURE
CONTROL VALVE
MOUNTING BRACKET
PRIMARY
SECONDARY
OUTLET DUCT
(TO ACM
COMPRESSOR)
RAM-AIR
INLET
INLET DUCT (FROM
ACM COMPRESSOR)
OUTLET DUCT (TO TRANSITION DUCT

ACM TURBINE)
RAM-AIR WATER NOZZLE
INLET HEADER
Figure 21-17. Heat Exchanger
21-30 Revision 2
Canada Ltd.
Heat Exchanger NOTES

General
The heat exchanger (Figure 21-17), located in
the aft fuselage, is an all-welded aluminum
alloy structure consisting of a housing with a
finned core divided into primary and secondary
units.
Inlet and outlet headers on each side of the

housing separate primary and secondary air-
flow. A circular transition duct, welded to a
ram-air inlet header, functions as the ram-air
inlet for the exchanger core. This duct is con-
nected directly to the fan outlet end of the
ACM. The primary exchanger inlet duct is
connected to the bleed-air supply, and the out-
let duct to the ACM compressor inlet. The sec-
ondary exchanger inlet duct is connected to the
ACM compressor outlet and the outlet duct of
the ACM turbine inlet through the condenser.
Inward opening vent doors in the ram-air out-

let header provide a means of pressure relief
when the pressure differential in the air-con-
ditioning bay reaches 0.4 psi.
A spray nozzle in the ram-air inlet is con-

nected to a water drain in the condenser and
to another drain downstream of the condenser.
Air tapped from the supply at the drains forces
collected water to the nozzle to be sprayed
into the heat exchanger inlet.
Heat Exchanger Operation

The purpose of the heat exchanger is to lower
the bleed-air temperature for the air cycle
machine.
Hot air from the bleed-air system flows to the

primary heat exchanger. The airflow is partially
cooled by heat transfer to ram air through the
exchanger core and is then directed to the ACM
compressor inlet. From the compressor, the
air flows through the secondary heat exchanger
where it is further cooled. The airflow is then
directed through the condenser to and through
the ACM turbine.
Revision 2 21-31
Canada Ltd.
CONDENSER
MIXER
OUTLET TO INLET FROM

CABIN AND ACM TURBINE
FLIGHT WATER
COMPARTMENT DRAIN INLET FROM
RECIRCULATING
FAN
CONDENSER OUTLET
(TO ACM TURBINE)
CONDENSER INLET
(FROM HEAT
EXCHANGER)
WATER
DRAIN
CONDENSER
OUTLET TECH C
Figure 21-18. Condenser/Mixer
21-32 Revision 2
Canada Ltd.
Condenser/Mixer NOTES
General
The condenser/mixer (Figure 21-18) is an all-
welded aluminum alloy unit consisting of a
finned core and inlet and outlet headers. It is
bolted to structure in the aft fuselage.
One end of the unit is the “mixer,’’ where cool

air from the ACM, previously injected hot by-
pass bleed air, and recirculated cabin air mix
to achieve the temperature required in the
cabin. The other end of the unit is the con-
denser, where moisture is extracted from the
air. Two drains collect extracted moisture and
route it back to the heat exchanger inlet through
a filter or the overboard drain.
Condenser/Mixer Operation
Relatively cool conditioned air destined for the
cabin passes through the finned core of the
condenser. Warm air from the secondary heat
exchanger passes over the cool core, where
moisture in the air collects on the core. When
droplets collect in water drains, they are routed
back to the heat exchanger ram-air inlet or
overboard drain.
Revision 2 21-33
Canada Ltd.
TURBINE OUTLET
TURBINE
(TO CONDENSER/ COMPRESSOR INLET
HOUSING
MIXER) (FROM PRIMARY
HEAT EXCHANGER)
FAN INLET
HEAT EXCHANGER SCREEN COMPRESSOR
CONNECTING FLANGE HOUSING
FAN OUTLET
DUCT
OIL LEVEL
OIL FILL SIGHT GAGE COMPRESSOR OUTLET
FAN HOUSING PLUG (TO SECONDARY
HEAT EXCHANGER)
Figure 21-19. Air Cycle Machine
21-34 Revision 2
Canada Ltd.
Air Cycle Machine fan rotor. The fan rotates in a steel shroud,
which is an integral part of the inlet.
General
The air cycle machine (ACM) (Figure 21-19) The outlet section is cone-shaped with a tubu-
consists of a three-wheel assembly and sepa- lar bore and air-straightening vanes that pro-
rate housings for compressor, turbine, and fan vide a divergent transition duct for ram-air
rotors. The three housings are secured together delivery to the heat exchangers. The diffuser
at circular bolted flanges. outlet mates with the ram-air inlet of the heat
exchanger.
The three-wheel assembly consists of a com-
mon shaft mounting a centrifugal compressor ACM Operation
and turbine rotor on one end and an axial flow Cooled air from the primary heat exchanger en-
fan at the opposite end. The shaft rotates in ters the compressor inlet of the ACM, where
a single bearing cartridge. The shaft seals are it is compressed and then delivered at a higher
located to the front and rear of the bearing pressure and temperature to the secondary heat
races to prevent oil leakage into the airflow. exchanger through the condenser to the turbine
The bearings and the shaft are lubricated by inlet. Expansion of the air across the turbine
oil from a sump in the turbine housing. Two rotor reduces the pressure, with a corre-
wicks are radially preloaded against the shaft. sponding drop in temperature. Air leaving the
The sump has drain and filler plugs and a turbine outlet is routed to the condenser/mixer.
sight gage.
The turbine extracts energy from the airflow
The dome-shaped compressor housing is as it reduces the pressure to just above cabin
flange-mounted on the turbine housing and pressure. Most of this energy is fed back to aid
contains a diffuser to direct the airflow leav- in driving the compressor. The remainder of the
ing the centrifugal compressor. The compres- turbine energy drives the fan to ensure airflow
sor inlet is at the center of the domed housing through the heat exchanger when the airplane
and incorporates offset radial vanes to impart is stationary.
a swirling motion to the incoming air from the
primary heat exchanger, thus correcting the
impingement angle on the compressor rotor. NOTES
The turbine housing is the main structural
member of the ACM, supporting the com-
pressor and fan housings on the end flanges and
the bearings and three-wheel assembly in the
bore. A turbine nozzle in the housing aids in
the expansion of air leaving the turbine rotor,
lowering the air temperature. Tube adapters on
the housing connect the turbine inlet to the
secondary heat exchanger and the turbine out-
let to the condenser/mixer.
The fan housing consists of two sections, one

section serving as the air inlet and the other sec-
tion providing the air outlet. The inlet section
provides a circular, reverse-flow duct which di-
rects ram air through the axial-flow fan rotor.
A wraparound wire mesh screen prevents the
ingress of foreign objects, thus protecting the
Revision 2 21-35
Canada Ltd.
AIR CYCLE MACHINE
Figure 21-20. Compressor Discharge Overtemperature Switch
Figure 21-21. Temperature Controllers
21-36 Revision 4
Canada Ltd.
Compressor Discharge NOTES

Overtemperature Switch
The compressor discharge overtemperature
switch (Figure 21-20) is installed in the de-
livery duct from the ACM compressor. It con-
sists of a normally open single-pole thermal
switch with a bimetallic element. The switch
closes when the compressor discharge tem-
perature exceeds 405 ±10° F (207 ±5° C).
Overheat Condition
If the temperature of the air discharged from
the ACM compressor exceeds 207° C (450° F),
the compressor discharge overtemperature
switch closes to energize both HP bleed con-
trol relays closed with the following results:
• The AIR COND PACK HOT caution

light comes on.
• Both HP bleed valves are deenergized

closed.
• Both pressure regulator and shutoff

valves are energized closed.
When the overheat condition clears, the switch

opens to restore system operation.
Temperature Controller
The temperature controller (Figure 21-21)
for each system is located in the electrical
equipment bay forward of the No. 1 relay
panel. They consist of aluminum boxes hous-
ing electronic analog devices with printed
circuit boards. A circuit in each controller
is connected to its associated temperature
control selector and duct and zone temper-
ature sensors. Another circuit connects the
applicable valve actuator and manual tem-
perature control switch through relays. By
comparing the input signals from the duct
and zone sensors with the selection made, the
controller completes a circuit to operate the
applicable valve actuator. The actuator mod-
ulates the valves in response to the con-
troller signals to supply conditioned air at
the desired temperature.
Revision 2 21-37
Canada Ltd.
NOTE:
PRE 1990 INTERIOR
TEMPERATURE-
SENSING
BULB
DUCT
TEMPERATURE
SENSOR
DUCT
OVERTEMPERATURE
SWITCH
Figure 21-22. Temperature Sensors and Switches
Figure 21-23. AIR CONDITIONING Control Panel
21-38 Revision 2
Canada Ltd.
Duct Temperature Sensors Duct Overtemperature Switches

The duct temperature sensors (Figure 21-22) Each duct overtemperature switch consists of
are negative coefficient thermistors in which a normally open, single-pole thermal switch
the resistance varies inversely with the tem- with a bimetallic element. When duct tem-
perature of the air flowing through the duct. perature exceeds 190° F (88° C), the switch
Each sensor provides a signal to the associated closes to illuminate the appropriate cabin or
controller for automatic temperature control. flight compartment DUCT HOT caution light.
Actuation of either switch also energizes a
duct overheat control relay to switch the input
NOTE to the pack temperature control valve actuator
1990 interior temperature sensors to the manual COOL command. The switch
and switches are relocated below opens to resume air-conditioning system op-
the baggage compartment floor in eration when the duct air temperature falls to
the applicable ducts. 180° F (82° C).
The cabin duct temperature sensor is located

in the cabin supply duct above the baggage OPERATION
compartment. The flight compartment duct
sensor is in the flight compartment supply duct Air to be cooled is temperature-reduced
beneath the baggage compartment floor. through the primary heat exchanger and is then
compressed through the ACM to boost the tem-
perature and pressure (Figure 21-24).
Zone Temperature Sensors
The compressed air passes through the sec-
The zone temperature sensors are similar in ondary heat exchanger to further reduce its
construction and operation to the duct sen- temperature, passes through the condenser
sors. They provide signals for automatic tem- where moisture is extracted, and then enters the
perature control to the associated controller. ACM turbine. The energy extracted by the tur-
The cabin zone temperature sensor with inte- bine drops the air temperature well below am-
gral fan is located overhead in the center of the bient and reduces the pressure to just above
cabin area, left side. The flight compartment cabin ambient. At this point, bypassed bleed
zone sensor is located behind the pilot in an ex- air is injected to achieve the desired tempera-
haust duct into the avionics bay. ture. The air then enters the mixing box, where
it is blended with recirculated cabin air.
Temperature of the air supply is regulated by
Temperature-Sensing Bulb opening and closing the pack temperature con-
trol valves to allow part of the hot bleed air to
The temperature-sensing bulb is an electri- bypass the ACM and mix with the cool air dis-
cal resistance unit that transmits resistance charged from the ACM. The valves are oper-
va r i a t i o n s p r o p o r t i o n a l t o t e m p e r a t u r e ated through mechanical linkage from a single
changes to the cabin DUCT temperature in- actuator which positions the valves in response
dicator (Figure 21-23). The indicator read- to signals from an automatic temperature con-
ing allows for more precise temperature troller (which can be monitored on the flight
control when in the MAN mode. attendant’s panel) or from direct electrical in-
puts from a manually operated switch in the
flight compartment.
Revision 2 21-39
Canada Ltd.
FLT COMPT
DUCT HOT
CABIN
DUCT HOT
CABIN
TEMPERATURE
BIAS
HOT BLEED
4 5
AIR
1 6
10
13 7 BAGGAGE
FLT 2 12 11
COMP 8
3
9
CABIN
1. CABIN TEMPERATURE CONTROLLER 8. FLIGHT COMPARTMENT TEMPERATURE

2. FLIGHT COMPARTMENT TEMPERATURE SENSOR
CONTROLLER 9. FLIGHT COMPARTMENT DUCT
3. FLIGHT COMPARTMENT ZONE TEMPERATURE OVERTEMPERATURE SWITCH
SENSOR 10. TEMPERATURE TRIM VALVE ACTUATOR
4. TEMPERATURE-SENSING BULB 11. PACK TEMPERATURE CONTROL VALVE
5. CABIN DUCT OVERTEMPERATURE SWITCH ACTUATOR
6. CABIN DUCT TEMPERATURE SENSOR 12. CONDENSER/MIXER
7. CABIN ZONE TEMPERATURE SENSOR 13. CABIN ZONE TEMPERATURE SENSOR
(PRE MOD 8/0145) (MOD 8/0145)
Figure 21-24. Temperature Control System
21-40 Revision 2
Canada Ltd.
TEMPERATURE adjustment of cabin temperature can be con-

trolled by a five-position selector switch lo-
CONTROL SYSTEM cated at the forward flight attendant’s station.
Each setting change provides a 2° F tempera-
GENERAL ture adjustment in the direction selected (flight
attendant’s temperature control panel, pre-
Air-conditioning system temperature is con- 1990 interior).
trolled by two electrical subsystems, one for
the cabin and the other for the flight com-
partment. The cabin subsystem controls tem- NOTES
perature generated within the pack for the
entire airplane; the flight compartment sub-
system allows for changes in temperature be-
t w e e n t h e t wo a r e a s . E a c h s u b s y s t e m i s
controlled by an independent set of switches
on the AIR CONDITIONING panel, which
can be positioned for manual or automatic
operation.
The cabin temperature control system uti-

lizes a temperature controller that compares
input signals from two sensors with the tem-
perature selected and sends a signal to the
pack temperature control valve actuator to
modulate the control valves to achieve the
desired temperature.
The flight compartment temperature control

system operates the same as the cabin system
except the signal from the temperature con-
troller is sent to the trim valve actuator to mod-
ulate the trim valves for the desired flight
compartment temperature.
Air-conditioning system controls on the over-

head panel include a cabin DUCT tempera-
ture indicator and switches for temperature
control (Figure 21-24).
Temperature in the cabin and the flight com-

partment can be controlled either automati-
cally or manually with two switches labeled
“MAN’’ and “AUTO.’’ The two manual tem-
perature controls are momentary-on spring-
loaded to center switches sharing a
COOL–WARM legend with the automatic con-
trol CABIN and FLT COMP rotary variable re-
sistors. The TEMP CONTROL MAN–AUTO
switches are wired into the electrical circuits
of the appropriate temperature controller. Fine
Revision 2 21-41
Canada Ltd.
Figure 21-25. Cabin Temperature Bias Control
21-42 Revision 2
Canada Ltd.
OPERATION Flight Compartment

Flight compartment air is initially at the same
Automatic Temperature Control temperature as the cabin but can be adjusted by
setting the FLT COMP automatic temperature
Cabin control selector as required. This selection, plus
In the automatic mode, the cabin MAN–AUTO the temperature sensed by the flight compartment
switch (Figure 21-23) is positioned to AUTO, duct temperature sensor in the aft section of the
and the CABIN automatic temperature control is airplane below the baggage compartment floor
rotated toward COOL or WARM, as required. and the flight compartment zone temperature
sensor behind the pilot’s seat, forms a bridge
Temperature of the cabin air is sensed by the circuit in the flight compartment temperature
cabin air duct temperature sensor in the inlet controller. The controller compares the two sensed
duct. Temperature of the air leaving the cabin is temperatures with the selected temperature, and
sensed by the cabin zone temperature sensor at the difference, in the form of electrical impulses,
the center left side of the cabin. The cabin zone is transmitted to the temperature trim valve
sensor has an automatically powered fan to draw actuator in the supply duct.
ambient cabin air over the sensor for a more
accurate reading. These sensors are wired to If a warmer temperature than that in the cabin is
form part of an electrical bridge circuit within the desired in the flight compartment, the actuator
cabin temperature controller. An electrical input positions a trim valve to meter hot air into the
from the CABIN automatic temperature control flight compartment supply duct. If a cooler
selector, through the CABIN TEMPERATURE temperature is desired, the flight compartment
bias control, provides a variable in another leg of trim valve closes, and the cabin trim valve opens
the bridge circuit. The controller compares the to route hot air into the cabin supply duct. If
two sensed temperatures with the selected additional heat has not been selected, the cabin
temperature, and the difference, in the form of system causes the pack temperature control valve
electrical pulses, is transmitted to the pack to reposition to restore cabin temperature, with
temperature control valve actuator in the pack. the added hot air, and to provide the desired
temperature in the flight compartment.
The actuator responds to the signal by
positioning the pack temperature control valve to
regulate the flow of air at the desired NOTES
temperature. Thus, the command output from the
cabin temperature controller to the temperature
control valve actuator brings the temperature at
the zone sensor in the cabin in line with the
selected temperature. The duct temperature
sensor limits the air temperature to 35 to 160° F
(2 to 71° C).
Cabin Temperature Bias Control

The CABIN TEMPERATURE bias control
(Figure 21-25), located at the flight attendant’s
forward station, is used for minor adjustments in
the desired cabin temperature. Connected in series
with the CABIN selector on the AIR CONDI-
TIONING panel, it modifies the signal sent to the
cabin temperature controller to increase or
decrease the cabin temperature by 2 to 4° F.
Revision 2 21-43
Canada Ltd.
Manual Temperature Control If a warmer flight compartment temperature is

desired, the trim valves are positioned to add heat
Cabin to the flight compartment supply duct. If cooler
temperature is desired, the trim valves are
In the manual mode, the cabin MAN–AUTO positioned to add heat to the cabin supply duct.
switch is positioned at MAN, and the required The cabin will readjust to the added heat in the
temperature is obtained by adjustment of the AUTO mode. If the CABIN manual selection is
CABIN manual temperature control selector made, the trim valves lock in the center position
between COOL and WARM. In this mode, there if the trim valve attempts to add heat to the cabin
are no limits in the supply temperature range. system. To release the lock, the cabin must be
MAN selection also energizes a relay to initiate selected to AUTO, removing the ground from the
the following: locking relay.
• Isolate the hot and cold command signals
from the cabin temperature controller to NOTES
the pack temperature control valve
actuator.
• Complete the cool and warm circuits
between the CABIN manual temperature
control selector and the pack temperature
control valve actuator.
• With the circuits complete, signals are sent
to the actuator to position the control
valves as determined by the selection
made at the CABIN manual temperature
selector.
Flight Compartment
In the manual mode, the MAN–AUTO switch is
positioned at MAN, and the required temperature
is obtained by adjusting the FLT COMP manual
temperature control selector between COOL and
WARM. Selection of MAN also energizes a relay
to initiate the following:
• Isolate the hot and cold command signals
from the flight compartment temperature
controller to the trim valve actuator in the
supply duct.
between the FLT COMP manual
temperature control selector and the trim
valve actuator.
• With the circuits complete, signals are sent
to the actuator to position the valves as
determined by the selection made at the
FLT COMP selector.
21-44 Revision 2
Canada Ltd.
Duct Overheat STAGE THREE
If the cabin or flight compartment supply duct air 1. Pack valve goes full cold.
temperature exceeds 190° F (88° C), a duct
2. Microswitch causes return to center relay,
overtemperature switch closes with the following
driving trim valve to locked center
results:
position.
• A circuit is completed to the master
When the duct temperature falls to 180° F
caution control box to illuminate a DUCT
(82° C), the overtemperature switch opens to
HOT caution light.
resume air-conditioning system operation.
• The duct overheat relay K3 or K4 (MSM
Chapter 21) is energized with the
following results: NOTES
• Relay K1 or K2 is energized to isolate
the automatic hot or cold commands
from either temperature controller to
the associated valve actuator.
• A circuit is completed to provide a
cool signal to the associated valve
actuator, causing the actuator to
reposition its valves to operate the
pack in the fully cold mode.
Three stages of flight compartment overheat
operation are as follows:
STAGE ONE
1. Master CAUTION light illuminates.

2. Trim valve is disconnected for automatic
and manual control.
STAGE TWO
Cabin in auto Cabin in MANUAL
1. Trim valve adds 1. Trim valve locks

heat to cabin at center position.
ducts center.
2. Auto box senses

heat and drives
pack towards
cold.
Revision 2 21-45
Canada Ltd.
REAR
PRESSURE
DUCT OVER- DOME
LAVATORY
TEMPER-
ATURE
SWITCH
DUCT
OUTLET GRILLS TEMPERATURE
SENSOR
CABIN FROM
DUCT AIR-
TEMP CON-
GASPERS
SENSOR DITION-
ING
PACK
OUTLET GRILLS
ZONE
FROM TEMPERATURE TO FLIGHT
RECIRCULATION SENSOR COMPARTMENT
SYSTEM
FLIGHT
COMPARTMENT
BULKHEAD
Figure 21-26. Cabin Air Distribution
CABIN
OVERHEAD
LOWER CABIN DUCTING
OUTLET DUCTS
DIVERTER
VALVES
CABIN
UNDERFLOOR
DUCTING
LOWER CABIN
OUTLET DUCTS
Figure 21-27. Diverter System
21-46 Revision 2
Canada Ltd.
The duct from the pack incorporates a duct

CONDITIONED AIR temperature sensor and an overtemperature
DISTRIBUTION switch, which are part of the temperature control
system. A cabin duct temperature sensor
(PRE-1990 INTERIOR) provides signals to the cabin DUCT temperature
indicator on the AIR CONDITIONING panel.
SERIES 100
GENERAL Diverter System
Conditioned air from the pack is ducted into the On airplanes with Mod 8/0192, outlet grilles are
fuselage through the rear pressure bulkhead. A installed in the sidewall panels at floor level to
baffle directs 70% of the air to the cabin and give improved cabin heating during cold weather
30% to the flight compartment. The duct divides (Figure 21-27). A diverter valve in the cabin air
forward of the bulkhead, directing air through duct above the baggage compartment redirects
ducts above the cargo compartment to the cabin air from the upper duct to ducts under the cabin
outlet grilles. Flight compartment air is routed floor and then through flexible ducts to the floor
below the cabin floor. Conditioned air to the level outlet grilles.
flight compartment is also used for side window
demisting. Diverter valve operation is controlled by the
CABIN AIR SUPPLY switch on the flight
Additional airflow to controllable outlets attendant’s panel (Figure 21-25). Selecting
(gaspers) in the cabin and flight compartment is UPPER DUCT or LOWER DUCT causes the
provided by an air recirculation system. The fan diverter valve to redirect conditioned air to the
in this system also assists in avionics applicable outlet grilles.
compartment cooling.
A light in the diverter valve switch illuminates
when the motor has rotated the valve to either
CABIN AIR DISTRIBUTION full travel position (full travel time is
approximately 28 seconds).
The supply of conditioned air for the cabin
enters at the center of the rear pressure dome
(Figure 21-26). It is routed above the cabin roof NOTES
to outlet grilles on both sides of the cabin roof
and galley area.
In addition to normal cabin air conditioning,

manually controlled outlets (gaspers) are
provided at each seat location and in the lavatory
and flight compartment. The air for the gaspers is
provided by a recirculation fan.
Air is exhausted from the cabin through louvers

into the avionics and baggage compartments. Air
flowing into the avionics compartment for
equipment cooling is picked up by the
recirculation fan and recirculated to the gaspers
and the condenser/mixer. Air flowing into the
baggage compartment is vented overboard
through the pressurization outflow valve.
Revision 2 21-47
Canada Ltd.
SIDE WINDOW DEMIST OUTLETS

CABIN
REAR
PRESSURE
DIVERTER DOME
VALVE
FLIGHT (MOD 8/0563)
COMPARTMENT FLIGHT
FAN COMPARTMENT
FIXED ADJUSTABLE BULKHEAD
CABIN
OUTLETS OUTLETS
SUPPLY
IN FOOT IN SIDE
WELL CONSOLE
DUCT
TEMPERATURE
SILENCER
SENSOR
(MOD 8/0188)
DUCT
FLOW ZONE OVER-
ADJUST TEMPERATURE TEMPERATURE
LEVERS SENSOR SWITCH
SIDE WINDOW DEMIST OUTLETS
FWD
PRESSURE
BULKHEAD
Figure 21-28. Flight Compartment Air Distribution
DIVERTER
VALVE
REAR
PRESSURE CONS
DOME
5 5
AIR EXT LIGHTS

DIVERT
TAXI TAXI LOG L AIR
FLT COMP
PWR CONT CONT 1 FLARE STAIR
HOLD 20 5 5 25 5
TEE
DUCT CABIN CABIN LTS LOGO LOGO
ASSEMBLY PWR 1 CONT L R
SWITCH
15 5
A B C D E
LEFT DC CIRCUIT-BREAKER PANEL
Figure 21-29. Diverter Valve Installation (Mod 8/0563)
21-48 Revision 2
Canada Ltd.
FLIGHT COMPARTMENT AIR NOTES

DISTRIBUTION
The supply of conditioned air for the flight
compartment, consisting of approximately 30%
of the air discharged from the air-conditioning
pack, enters the cabin at the center of the rear
pressure dome and is routed to the flight
compartment via flexible ducts underneath the
cabin floor (Figure 21-28). On airplanes with
Mod 8/0563, additional air is supplied to the
flight compartment by a diverter valve (Figure
21-29) located in the main supply duct forward
of the rear pressure dome. A selector switch on
the left DC circuit-breaker panel, when activated,
increases airflow to the flight compartment to
60%. A wye duct splits the airflow and directs it
into two individual but identical air distribution
subsystems, one for the pilot and one for the
copilot. A fan provides air for flight
compartment ventilation when the airplane is on
the ground.
On airplanes with Mod 8/0188, a silencer is

installed in the flight compartment air supply
duct to reduce air noise.
Each of the two air distribution subsystems

consists of a side window demist twin outlet, a
fixed outlet in the foot well, and three adjustable
outlets in the side console. Flow adjustment
levers on the sill below the side window are
connected to push-pull controls which operate
movable vanes in the supply ducts to permit
adjustment of airflow.
A manually controllable air outlet (gasper) is

located on the pilot’s and copilot’s side panels.
The air for the gaspers is provided by the
recirculation fan.
Air is exhausted from the flight compartment

through louvers into the avionics compartment.
The exhausted air is picked up by the
recirculation fan, which recirculates the air to the
gaspers and to the air-conditioning pack and
ventilates the compartment for cooling purposes.
Revision 2 21-49
Canada Ltd.
RECIRCULATED AIR
SIDE WINDOW
DEMIST
FLIGHT
COMP
GND FAN
GASPER
42
FLIGHT COMP ZONE

TEMP SENSOR
FLOW
ADJUST
RECIRCULATION FAN
FLIGHT COMP SUPPLY
FIXED GRILLE THREE ADJUSTABLE

INBOARD OF GRILLES IN THE
FOOT WELL SIDE CONSOLE
AIR SUPPLY GRILLES
Figure 21-30. Flight Compartment and Fan System

FC FAN
A3
PWR
A2
10 A
A1
28 VDC
OFF B
R SEC BUS
FC K1
FC FAN
FAN
CONT
FAN CONTROL PROCXIMITY SWITCH

5
RELAY ELECTRONIC UNIT
28 VDC
R SEC BUS
LGWOW1
RGWOW1
GROUND PROVIDED
WITH WEIGHT ON
BOTH WHEELS (WOW)
Figure 21-31. Flight Compartment Fan Electrical Schematic
21-50 Revision 2
Canada Ltd.
Flight Compartment Fan NOTES

The flight compartment fan picks up air from the
nose wheel well area and routes it to the two
flight compartment air distribution subsystems
(Figure 21-30).
Two check valves in the ducting prevent airflow

from the fan from entering the flight
compartment supply duct. Check valves in the
ducting prevent conditioned air from escaping
into the nose area when the air-conditioning
system is operating.
Fan Operation
With weight on both main gears, selecting the FC
FAN switch on the AIR CONDITIONING panel
to on energizes the fan control relay K1 (Figure
21-31) to complete a circuit from the 28-VDC
right secondary bus to the fan.
With either main gear weight off the wheels, the

relay deenergizes to open the fan circuit. The
ground to the relay is applied or removed
through the PSEU.
Revision 2 21-51
Canada Ltd.
Figure 21-32. Recirculation Fan

REAR PRESSURE DOME
GASPERS
AVIONICS
COMPARTMENT TO
PACK MIXING BOX
FILTER RECIRCULATION FAN CHECK VALVE
RECIRC
FAN PWR
28 VDC
LEFT SEC BUS A
50A
CR1 K1
B
RECIRC
FAN CONT OFF FAN CONTROL
RECIRCULATION
28 VDC RELAY
FAN
LEFT SEC BUS 5A
RECIRC
Figure 21-33. Air Recirculation System
21-52 Revision 2
Canada Ltd.
AVIONICS COMPARTMENT through louvers in the compartment walls. It is

drawn over avionics equipment by the fan and
COOLING then directed back to the gaspers and the
Avionics compartment cooling is accomplished condenser/mixer. Normally, the recirculation
by a recirculation fan located under the cabin system operates continuously to ventilate the
floor (Figure 21-32). avionics compartment and to provide airflow to
the cabin and flight compartment.
Air exhausted from the cabin and flight
compartment enters the avionics compartment The recirculation fans incorporate protective
through louvers in the walls of the compartment. features for undervoltage, overcurrent, and
The air is drawn over the equipment by the overheat. The symptoms are those of fan failure.
recirculation fan and is then directed to the Recirculation fans automatically shut down when
gaspers or the pack. exposed to transient voltages of less than 22
VDC for periods in excess of 0.10 second. They
automatically restart between 18 and 20 VDC.
AIR RECIRCULATION SYSTEM On occasion, an overcurrent condition occurs;
the fan must be switched off for 20 seconds prior
General to restart. Overheat also causes the fan to shut
down; it automatically restarts when the overheat
The air recirculation system provides recirculated condition clears.
cabin air to the pack and to individual
controllable gaspers in the flight compartment
and lavatory. NOTES
The system consists of a fan, a check valve, and
associated ducting. The fan is controlled by the
RECIRC switch on the AIR CONDITIONING
panel. Air supply for the fan is drawn over the
avionics equipment.
A duct extends rearward beneath the cabin floor

to the condenser/mixer, where recirculated cabin
air is mixed with conditioned air. A check valve
in the duct prevents backflow of conditioned air
when the recirculation system is not in operation.
Secondary ducts extend up the cabin walls into

the ceiling to supply recirculated air to the
gaspers in the cabin, flight compartment, and
lavatory.
Operation
Selecting the RECIRC switch on completes a
circuit to energize fan control relay K1 and
complete a circuit from the 28-VDC left secondary
bus to the recirculation fan (Figure 21-33).

compartment enters the avionics compartment
Revision 2 21-53
21-54

AVIONICS COMPARTMENT COOLING
Canada Ltd.
Revision 2
Figure 21-34. Conditioned Air Distribution (1990 Interior)

Canada Ltd.
CONDITIONED AIR NOTES

DISTRIBUTION
(1990 INTERIOR)—
SERIES 100A
GENERAL
Conditioned air from the pack is ducted into the
fuselage at the center of the rear pressure dome
bulkhead (Figure 21-34). A longitudinal baffle in
the duct directs 70% of the air to the cabin and
30% to the flight compartment via two ducts.
The flight compartment duct is routed under the
baggage compartment and cabin, where it splits
into two ducts to feed the pilot’s and copilot’s
subsystems. The cabin supply duct is routed
under the baggage compartment, where it splits
into an upper and lower duct for each side of the
fuselage. The upper of these ducts supplies air to
the cabin dado panel grilles, while the lower duct
supplies, via sidewall risers, the upper cabin air
outlets, as well as the cabin, lavatory, and flight
attendant’s station gaspers. The flight
compartment duct supplies air to sidewall grilles
and gaspers in the flight compartment. Flight
compartment air is also used for side window
demisting.
On airplanes with SOO 8069, conditioned air can

be supplied to the cabin and flight compartment
through an eight-inch universal ground air
service connector located on the right side of the
aft fuselage. The air supply from the ground
connection is routed through a short flexible duct
to join the recirculated air duct in the aft
fuselage. The air is then routed, via the
condenser/mixer, to the cabin and flight
compartment. A butterfly-type check valve is
line-mounted in the ground conditioned air duct
to prevent recirculated or air-conditioning pack
air from spilling overboard through the ground
air connector.
Revision 2 21-55
21-56
UPPER GASPER
GRILLE GALLERY
GALLERY REAR
PRESSURE

BULKHEAD
RESTRICTOR FLIGHT ATTENDANT

CONTROLLED
SHUTOFF
VALVE
TO FLIGHT ATTENDANT DADO RISER
AND LAVATORY PANEL DUCT
GASPERS OVERTEMPERATURE
SWITCH
DUCT
TEMPERATURE
MAIN CABIN
DUCT SENSING
SUPPLY DUCT
TEMPERATURE BULB
SENSOR
Canada Ltd.
Revision 2
Figure 21-35. Cabin Air Distribution Schematic (1990 Interior)

Canada Ltd.
CABIN AIR DISTRIBUTION temperature sensing bulb, located in the cabin

supply duct downstream of the overtemperature
The supply of conditioned air for the cabin, switch, provides signals to a cabin duct tem-
consisting of approximately 70% of the air perature indicator on the AIR CONDITIONING
discharged from the air-conditioning pack, enters panel in the flight compartment.
the cabin at the center of the rear pressure dome
(Figure 21-35). The air is routed below the cabin
to dado panels above the cabin floor and, via NOTES
sidewall risers, to the upper air outlets, which are
located outboard of the passenger service (PSU)
units. The supply duct splits at a wye duct to
supply each side of the cabin. At the wye split, a
secondary upper duct branches out from the
lower duct and parallels it on each side of the
fuselage. The upper duct supplies air to the cabin
dado panels, while the lower duct supplies air to
the upper air outlets and gaspers via sidewall
risers. Incorporated into the upper duct is a
motorized butterfly shutoff valve controlled by a
two-position switch on the flight attendant’s
panel. The switch positions are UPPER DUCT
and LOWER DUCT. In the UPPER DUCT
position, the shutoff valve shuts off air to the
cabin dado panel, routes all air to the upper air
outlets, and gives maximum flow to the gaspers.
When LOWER DUCT is selected, the shutoff
valve opens to allow half of the air to the floor
dado panels.

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 those in the flight
compartment, receive conditioned air from the
cabin air supply duct via takeoff ducts from the
same sidewall risers as the upper cabin (PSU)
outlets.
Approximately 60% of the cabin air is exhausted

through slots located between the side and dado
panels of the mid and aft cabin, passing under the
cabin floor to be exhausted through the normal
outflow valve. The other 40% of cabin air is
exhausted through the air recirculation system.
The delivery duct from the air-conditioning pack

incorporates a duct temperature sensor and an
overtemperature switch, which are part of the
temperature control system. A cabin duct
Revision 2 21-57
Canada Ltd.
FORWARD REAR
PRESSURE SIDE WINDOW PRESSURE
BULKHEAD DEMIST OUTLETS BULKHEAD
FLOW
ADJUST
LEVERS
CABIN
DUCT
OVERTEMPERATURE
TO LARGE FIXED SIDE TO GASPERS SWITCH
DUCT
FORWARD OUTLETS CONSOLE BELOW WINDSCREEN TEMPERATURE
SIDE CONSOLE IN FOOT ADJUSTABLE CORNER PILLARS SENSOR
GASPERS WELL OUTLETS
CABIN
SUPPLY
FLOW
ADJUST ZONE
LEVERS TEMPERATURE
SENSOR
SIDE WINDOW
DEMIST OUTLETS
Figure 21-36. Flight Compartment Air Distribution (Mod 8/1538)
LAVATORY FLIGHT ATTENDANT GASPER REAR

GASPER STATION GASPER GALLERY PRESSURE
BULKHEAD
FLIGHT
COMPARTMENT
CABIN
RESTRICTOR
RISERS
LOWER CABIN AIR

FLIGHT COMPARTMENT AIR
LAVATORY
Figure 21-37. Gasper System Schematic (1990 Interior)
21-58 Revision 2
Canada Ltd.
FLIGHT COMPARTMENT AIR to individual controllable outlets at each

passenger seat. The risers also supply condi-
DISTRIBUTION tioned air to the cabin upper air outlet grilles.
The supply of conditioned air for the flight The upper cabin grilles require less airflow than
compartment, consisting of approximately 30% of the gaspers; therefore, a restrictor is installed in
the air discharged from the air-conditioning pack, each riser between the gasper tapoff and upper
enters the cabin at the center of the rear pressure grille gallery.
dome and is routed to the flight compartment via a
duct under the cabin floor (Figure 21-36). A wye An additional single riser supplies cabin duct air
duct splits the airflow into two individual but to a lavatory gasper and a flight attendant station
identical air distribution subsystems, one for the ceiling gasper.
pilot and one for the copilot.
The flight compartment gasper system is
Each of the subsystems consists of a side supplied with conditioned air from the flight
window demist twin outlet, a fixed outlet in the compartment conditioned air supply duct. Two
foot well, and an adjustable large outlet in the individual controllable outlets are provided for
side console. Flow adjustment levers on the sill the pilot and the copilot. A large outlet is located
below the side window are cable connected to at the forward end of each side console, and a
operate movable vanes in the supply ducts to smaller outlet is located below the windshield
permit adjustment of airflow. corner pillars.
Both crewmembers are provided with one large NOTES

and one small manually controllable (gasper) air
outlet. The large gaspers are at the forward end
of each side console. The small gaspers are
located below the windshield pillars on both
sides of the flight compartment.

under the floor to the recirculation fan. From
there the air is drawn back to the air-conditioning
pack condenser/mixer by the recirculation fan.
The delivery duct from the air-conditioning pack

incorporates a duct temperature sensor and an
overtemperature switch, which are part of the
temperature control system.
GASPER AIR SYSTEM

The gasper air system (Figure 21-37) comprises
two separate and independent systems, one for
the cabin and one for the flight compartment.
The one for the left system is supplied with
conditioned air from the lower cabin conditioned
air supply duct tapoffs from six sidewall risers
(three on each side of the fuselage). The risers
route air to the gasper galleries that extend above
the passenger service units (PSU) panels on each
side of the cabin. From there the air is supplied
Revision 2 21-59
Canada Ltd.
FLIGHT AVIONICS
COMPT COMPT OUTFLOW
VALVE
CABIN BAGGAGE
COMPT
AIR SLOT CHECK

EXTRACTION BETWEEN VALVE
SLOTS SIDE AND DADO
PANEL
RECIRCULATION
FAN
REAR
RECIRCULATION PRESSURE
DUCT BULKHEAD
RECIRC
FAN PWR
28 VDC
LEFT SEC BUS A
50A
CR1 2123-
B
K1
RECIRC FAN CONTROL
OFF RECIRCULATION
FAN CONT RELAY
28 VDC FAN
LEFT SEC BUS 5A
RECIRC
Figure 21-38. Air Recirculation System Schematic (1990 Interior)
21-60 Revision 2
Canada Ltd.
AIR RECIRCULATION SYSTEM NOTE

The fans incorporate protective
The air recirculation system (Figure 21-38) features for undervoltage,
supplies air to the condenser/mixer of the air- overcurrent, and overheat. The
conditioning pack, where it is blended with symptoms are those of a fan failure.
conditioned air from the air cycle machine. The fans automatically shut down
when exposed to transient voltages
The system consists of a recirculation fan, check of less than 22-VDC for more than
valve, and associated ducting. The fan is 0.10 second. They automatically
controlled, through a fan control relay, by a restart between 18 and 20 VDC. On
switch marked OFF–RECIRC on the air- occasion, an overcurrent condition
conditioning panel. will occur; the fan must be switched
off for 20 seconds prior to restart.
Electrical power is provided by the 28-VDC left Overheat will also cause shut down,
secondary bus. but it will automatically restart
when the overheat condition clears.
The fan draws air back through the recirculation
duct from under the flight compartment floor and
from the cabin via adjoining air extraction ducts,
located behind the top of the forward cabin dado
panels, to the air-conditioning pack condenser/
mixer. The fan is located aft of the rear pressure
bulkhead adjacent to the pack. The check valve is
installed between the fan and the pack to prevent
back-flow of conditioned air when the recir-
culation system is not in operation.
Approximately 40% of the cabin air is

recirculated; the other 60% is exhausted through
slots located between the dado and side panels of
the mid- to rear-cabin area. The exhausted air
passes through the slots to the underfloor area
and is exhausted through the normal outflow
valve on the rear pressure bulkhead.
Operation
Selecting the control switch to RECIRC
completes a circuit to energize fan control relay
2123-K1. The relay then completes a circuit from
the 28-VDC left secondary bus to the
recirculation fan.
Revision 2 21-61
Canada Ltd.
LOW SPEED
WARNING
DEVICE
EQUIPMENT
THERMOSTATIC COOLING FAN
SWITCH
AIR
EXTRACTION
DUCT
AVIONICS CABIN
FLT COMPT
COMPT
FLT
COMPT
SENSOR
AVIONICS FAN
LOW SPEED
WARNING
DEVICE
P1 FEABC J2 P2
C
B FAN
(20 SEC DELAY ON A
DIODE OUTPUT PIN F)
WARNING
LIGHT
DS1 B3
B2
B1
A2 A3
A1
X1
A2 A3
X2 K2
A1
X1
X2 K1
S1
CLOSES AT
> 35°C
COOLING
FAN NOTE:
10 IDENT CODE IS 2126, UNLESS
28V DC OTHERWISE INDICATED
L MAIN BUS
P/O LEFT AVIONICS
CIRCUIT BREAKER PANEL
Figure 21-39. Avionics Compartment Cooling Fan
21-62 Revision 2
Canada Ltd.
AVIONICS COMPARTMENT NOTE

COOLING (1990 INTERIOR) A 20-second delay is incorporated
in the low-speed warning device on
Avionics compartment cooling is accomplished output pin F. This prevents a false
by an avionics fan located under the cabin floor fan failure indication while the fan
(Figure 21-39). The fan draws air off each of the is spooling up to operational speed
equipment shelves, via air circulation ducts, and after initial start.
discharges it under the cabin floor. The fan is a
brushless, thermostatically controlled unit that is
operational when DC power is applied to the
airplane. In the event of fan failure, cooling by
natural convection is adequate for interim
operation. Fan failure is indicated by a light on
the forward face of the flight attendant’s panel.
OPERATION
Normal
The avionics cooling fan operates when the am-
bient temperature at the avionics rack exceeds
35° C (as detected by the thermostatic switch
mounted on the upper avionics shelf). In this
condition, switch S1 closes and relay K1 is en-
ergized. 28 VDC is applied through the fan
circuit breaker and contacts of relay K1 and K2
to energize the fan and provide power to the
low-speed warning device. Normal operating
speed for the fan is 9,000 rpm.
Fan Failure
Speed of the 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 6,000 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 disconnects power from the fan;
K2 also maintains power to the low-speed
warning device independent of relay K1. The
low-speed warning device also turns on the diode
warning lights DS1 to indicate fan failure.
Revision 2 21-63
Canada Ltd.
NOSE
GEAR
WELL
CARGO
FLIGHT COMPT
CABIN
COMPT
UNDERFLOOR AREA
AFT PRESSURE
DOME
LEGEND
FORWARD
PRESSURE PRESSURIZED UNPRESSURIZED
BULKHEAD
Figure 21-40. Pressurized Areas
CABIN ALTITUDE
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT A A INCR
1 8
U N
0 9
1000 ft L
-1 10 T
BA AUTO
RO in H G
31
30 29 28
CAB
NORM
ALT BAR SET
Figure 21-41. Pressurization Controls and Indicators
21-64 Revision 2
Canada Ltd.
PRESSURIZATION NOTES
SYSTEM—SERIES 100
GENERAL
NOTE
The installation of two normal
outflow valves on Series 300
airplanes is the only pressurization
system difference between Series
100 and Series 300 airplanes.
Pressurization of the airplane is dependent on

three factors: (1) a positive, controlled airflow
provided by the bleed-air system, (2) the flight
compartment and cabin area being appropriately
sealed, and (3) a controlled rate of air escaping
from the fuselage.

compartment is metered overboard through an
outflow valve in the rear pressure dome. Valve
operation depends on the setting of a pressure
control unit on the overhead panel. A manually
operated safety outflow valve in the forward
pressure bulkhead can be used for a backup
pressurization control or for smoke control.
Pressurization is controlled by a normal outflow

valve that modulates in response to electrical
signals generated by a cabin pressure controller.
The pressurized area of the fuselage is shown in
Figure 21-40.
The system is monitored from the selector and

indicator panels (Figure 21-41). 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.
Revision 2 21-65
Canada Ltd.
CABIN PRESSURE
AMBIENT RELIEF
(SET TO RELIEVE
AT 5.8 PSI)
SIGNAL FROM
PRESSURE
CAB
CONTROLLER
STATIC
CAB
TORQUE
MOTOR
18 PSI FROM
DEICE SYSTEM
VENTURI
Figure 21-42. Normal Outflow Valve—Series 100
21-66 Revision 2
Canada Ltd.

AND OPERATION
Normal Outflow Valve—
Series 100
The normal outflow valve (Figure 21-42)
consists of a poppet and diaphragm assembly, a
spring, an outer dome, a torque motor, and a
differential pressure limiter.
The valve is pneumatically operated and spring-

loaded closed. Cabin pressure is applied to the
inside of the poppet/diaphragm assembly and to
the outer dome. Selecting the desired cabin
altitude generates a DC signal to position the
torque motor to meter suction produced by the
venturi ejector to the outer dome. Thus, a
pressure differential is created between each side
of the poppet and diaphragm assembly. If the
cabin altitude is less than selected altitude, the
valve opens to bleed some of the cabin pressure,
increasing the cabin altitude. A drop in cabin
pressure is sensed as a reduction of poppet
opening force, and the outflow valve moves
toward the closed position to restore cabin
pressure (decrease cabin altitude).
If pressure differential between the cabin and

ambient exceeds 5.8 ±0.15 psi, a differential
pressure limiter in the outflow valve opens to
connect the outer dome to ambient, bleeding
pressure from the dome and opening the valve.
The valve also provides negative pressure relief
and opens if outside ambient pressure exceeds
cabin pressure.
The safety outflow valve on the forward pressure

bulkhead is similar in operation but is controlled
manually with a manual control needle valve on
the control unit. Smoke can be removed from the
flight compartment by opening the valve.
Revision 2 21-67
CONTROL UNIT INDICATOR

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

TORQUE
(SET TO RELIEVE EJECTOR
CAB MOTOR
CAB AT 5.8 PSI)
XXXXX
*
STATIC
CABIN
AMBIENT
PRESSURE
PORT RELIEF
* WHEN OUTER DOME PRESSURE EQUALS
PLUGGED (SET TO
CABIN AMBIENT, THE VALVE IS CLOSED;
APPLYING SUCTION OPENS THE VALVE. RELIEVE
AT 5.8 PSI)
CAB
TORQUE MOTOR STATIC
NOT ELECTRICALLY CAB
CONNECTED
PORT
PLUGGED
Figure 21-43. Pressurization Control Schematic—Series 300
21-68 Revision 2
Canada Ltd.
Normal Outflow Valves—Series ambient air pressure by 5.8 ±0.15 psi. The
maximum regulated differential pressure
300 permitted by the cabin pressure controller is 5.5
Pressurization is controlled by two normal ±0.3 psi, which corresponds to an 8,000 foot
outflow valves (Figure 21-43) which modulate in cabin at 25,000 feet.
response to electrical signals generated by the
cabin pressure controller. The valves are located Negative Pressure Relief Valves
on the rear pressure dome. The right valve is the
main (master) valve and is the only valve having Protection from negative pressure is also
the torque motor receiving electrical commands provided by the normal and safety outflow
from the cabin pressure controller. The left valve valves, which automatically open if the interior
is the auxiliary (slave) valve. It has a torque suction exceeds 0.1 psi.
motor which is not connected to the cabin
controller, but the valve is connected NOTES
pneumatically to the master valve and instantly
follows its positions as commanded by the cabin
pressure controller. Both valves consist of a
torque motor, poppet/diaphragm assembly,
spring, outer dome, and differential limiter. The
valves are pneumatically operated open and are
spring-loaded closed. Cabin pressure is applied
to the inside of the poppet/diaphragm and to the
outer dome of each valve.
Venturi Ejector
The venturi ejector is attached to the pressure
dome adjacent to the outflow valve. Air pressure
at approximately 18 psi from the airframe
deicing system is directed to the venturi to
produce suction, which is then applied to the
outer dome of the normal outflow valve through
the torque motor.
Safety Outflow Valve

The safety outflow valve is similar in
construction to the normal outflow valve. The
safety outflow valve employs suction generated
by venting one side of the valve to the
slipstream; the suction is modulated by the
manual metering valve. Thus, the system requires
no electrical power or pneumatic pressure to
function when the airplane is in flight.
Pressure Relief Valves

Both the safety and normal outflow valves
contain pressure relief valves which vent excess
pressure if cabin pressure exceeds sensed
Revision 2 21-69
Canada Ltd.
CABIN PRESSURE RATE-OF-CHANGE

SELECTOR KNOB
CONTROLS CABIN ALTITUDE RATE OF

CLIMB/DESCENT WHEN SYSTEM IS IN
SEMIAUTOMATIC MODE.
FAULT LIGHT
ILLUMINATES TO INDICATE SYSTEM

CABIN ALTITUDE SETTING INDICATOR MALFUNCTION. ALSO ILLUMINATES
BRIEFLY DURING SYSTEM SELF-TEST.
POINTER INDICATES CABIN ALTITUDE
REQUIREMENT SET BY ALT KNOB. MANUAL CONTROL KNOB
DIRECTLY MODULATES SAFETY OUTFLOW

VALVE SUCTION. TURNING CLOCKWISE
CABIN ALTITUDE KNOB
OPENS OUTFLOW VALVE, CAUSING CABIN
ALTITUDE TO INCREASE. CONTROL
INPUTS CABIN ALTITUDE REQUIREMENT
SENSITIVITY IS REDUCED AT LOWER
INTO CABIN PRESSURE CONTROLLER.
ALTITUDES.
CABIN ALTITUDE
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT A A INCR
1 8
U N
0 9
1000 ft L
-1 10 T
BA AUTO
RO in H G
31
30 29 28
CAB
NORM
ALT BAR SET
BAROMETRIC CORRECTION INDICATOR MODE SELECTOR SWITCH
BUG SHOWS CORRECTION SET ON BAR LEVER LOCKED SWITCH HAS THREE
KNOB. POSITIONS:
AUTO — CABIN PRESSURE CONTROLLER IS
ACTIVATED TO OPERATE FULLY
BAROMETRIC CORRECTION KNOB AUTOMATICALLY OR SEMIAUTOMATICALLY,
DEPENDING IN POSITION OF AUTOMATIC
INPUTS DESIRED BAROMETRIC FUNCTION SWITCH.
CORRECTION INTO CABIN PRESSURE
CONTROLLER MAN — CABIN PRESSURE CONTROLLER IS
DEACTIVATED AND PRESSURIZATION
AUTOMATIC FUNCTION SWITCH CONTROL IS THROUGH SAFETY OUTFLOW
VALVE VIA MANUAL CONTROL KNOB.
WITH MODE SELECTOR AT AUTO:
NORM —SELECTS FULLY AUTOMATIC DUMP — NORMAL OUTFLOW VALVE IS HELD OPEN
OPERATION TO PREVENT AIRCRAFT FROM
PRESSURIZING.
CAB SET —SELECTS SEMIAUTOMATIC
OPERATION
Figure 21-44. Selector Panel
21-70 Revision 2
Canada Ltd.
Selector Panel The control needle valve is mechanically

connected to the outer dome of the front safety
The selector panel (Figure 21-44) contains a outflow valve and to ambient. An arrow on the
combined cabin altitude and barometric indicator panel indicates that a clockwise selection opens
with ALT, BARO, and RATE knobs, an the needle valve, venting the outer dome and
AUTO–MAN–DUMP switch, a CAB increasing the cabin altitude. Full
SET–NORM switch, a control needle valve counterclockwise rotation closes the needle
marked “INCR,’’ and a FAULT light. valve.
The BARO knob is provided to set barometric The FAULT light provides indication of any fault
pressure, the desired cabin cruising in the pressurization control system. It
altitude/destination altitude is set with the ALT illuminates for approximately two seconds when
knob, and cabin altitude rate of change is set with electrical power is first applied, indicating that
the RATE knob. The RATE knob is rotated dynamic self-testing is in progress. The light
clockwise to increase the rate of change. When the goes out if no fault is detected during the self-
ball on the knob is aligned with the index mark on test, and passive continuous self-testing
the controller, the cabin rate of change is 500 fpm continues.
up and 300 fpm down. Movement full
counterclockwise sets a minimum fpm and full
clockwise sets the maximum rate of 0 to 2,500 NOTES
fpm up and 1,500 fpm down.
The three-position AUTO–MAN–DUMP switch

selects the mode of operation for pressurization
control. In the AUTO position, control is
completely automatic or semiautomatic,
depending on the CAB SET–NORM switch
position. In the MAN position, the desired cabin
pressure is controlled by rotating the control
needle valve toward INCR to increase cabin
altitude or counterclockwise to decrease cabin
altitude. In the DUMP position, the normal
outflow valve is commanded to a fully open
position and the airplane may be operated
unpressurized.
The CAB SET–NORM switch allows selection

of pressurization in the CAB SET position or the
cabin pressure controller to control
pressurization automatically in the NORM
position. In the CAB SET position, the crew
selects the desired cabin cruising altitude and
then the destination altitude (as descent begins)
with the ALT knob. The cabin altitude rate of
change can be varied with the RATE knob. In the
NORM position, the destination altitude is
selected prior to takeoff, and pressurization is
automatic from takeoff to touchdown. In both
cases, the BARO knob must be set to the correct
barometric pressure.
Revision 2 21-71
Canada Ltd.
CABIN RATE OF CLIMB INDICATOR
REGISTERS CABIN INTERIOR

PRESSURE CHANGES WHICH ARE
INDICATED AS A RATE OF CLIMB OR
DESCENT
CABIN
F OFF
OF
0 0 2 1 2
6 1 30 4 UP
2 20 6 0
5 DOWN
14 8
4 3 12 10 1 2
FTx FPMx
DIFF PSI ALT 1000 RATE 1000
CABIN DIFFERENTIAL PRESSURE INDICATOR CABIN ALTITUDE INDICATOR

PRESS
REGISTERS DIFFERENCES IN INTERIOR REGISTERS CABIN PRESSURE
WARNING LIGHT
AND EXTERIOR PRESSURE (NORMAL IN TERMS OF EQUIVALENT
ILLUMINATES TO INDICATE
MAXIMUM 5.5 ± .3 PSI). POINTER ALTITUDE. POINTER RESTING
CABIN PRESSURE EXCEEDS
RESTING AT OFF INDICATES NO AT OFF INDICATES NO POWER
10,000 FEET.
POWER TO INDICATOR. TO INDICATOR.
Figure 21-45. Indicator Panel
Table 21-1. PRESSURIZATION CONTROL SETTINGS
SELECTOR PANEL SETTINGS

AUTO/MAN/DUMP CAB SET/NORM RATE ALT BAR MAN
SET TO SET FULL

AUTO NORM (INDEX MARK) DESTINATION ATMOSPHERIC COUNTER-
ALTITUDE PRESSURE CLOCKWISE
Electrical output from the computer controls suction applied to the normal outflow valve. Cabin altitude is
maintained at, or as close as possible to, destination altitude without exceeding rate or differential pressure limits.
ENROUTE SET FULL
AUTO CAB SET AS DESIRED THEN ATMOSPHERIC COUNTER-
DESTINATION PRESSURE CLOCKWISE
Electrical output from the computer controls suction applied to the normal outflow valve. Cabin altitude
approaches and maintains enroute altitude. Destination altitude must be set at start of descent.
MAN N/A N/A N/A N/A MODULATE
Normal outflow valve is not used and is closed. Rotating 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 the computer increases to apply full section to hold the normal outflow valve fully open.
21-72 Revision 2
Canada Ltd.
Cabin Pressure Computer NOTES

The cabin pressure computer, located on the
avionics rack, controls the operation of the
normal outflow valve. It compares dialed-in
signals from the selector panel with cabin
pressure, ambient pressure, and its computer
schedule in relation to given information. It then
sends an electrical signal to open or close the
outflow valve to maintain the selected cabin
pressure.
Indicator Panel
The indicator panel (Figure 21-45) consists of a
DIFF pressure indicator, a cabin ALT indicator,
and a cabin altitude RATE-of-change indicator.
The indicators, receiving signals from the ADC,
are used to monitor the pressurization control
system in both the AUTO and MAN modes.
OPERATION
General
The pressurization control system operation is
primarily electrical. The pressurized area of the
fuselage is supplied with a relatively constant
flow of conditioned air from the bleed-air
systems. Pressure in the fuselage is maintained
by modulating the normal outflow valve to
regulate the amount of air discharged to ambient.
Both the normal and the safety outflow valves
incorporate integral differential pressure limiters
to open the valves when differential pressure
exceeds a predetermined value. Both valves also
open for negative pressure relief if the outside
ambient pressure exceeds fuselage pressure.
A summary of control settings for the various

modes of operation is shown in Table 21-1.
Revision 2 21-73
21-74
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
Canada Ltd.
P VALVE 5.8 PSI
TECH CHE
Revision 2
RR3321B 21
Figure 21-46. Pressurization System Schematic

Canada Ltd.
A schematic of the pressurization control sys- feet below ambient. The outflow valve is moved
tem is shown in Figure 21-46. off its fully open stop and starts modulating to be
ready to react instantly to the rapid changes,
A schematic of the electrical operation is shown which occur following lift-off. When the landing
in Figure 21-49. gear relay is deenergized through the PSEU after
lift-off, the valve modulates to maintain
pressurization as governed by the computer
program.
Automatic
When electrical power is applied, the system
self-tests, as indicated by illumination of the
NOTES
FAULT light on the selector panel, for
approximately two seconds. If the system is
faulty, the FAULT light remains illuminated.
If the self-test is satisfactory, the system is

operational and can be controlled in either the
CAB SET or NORM mode. In CAB SET, the
crew selects the desired cabin cruising altitude,
destination altitude (on descent), and cabin
altitude rate of change, if desired, using the ALT
and RATE knobs on the selector panel. In the
NORM mode, only the destination altitude is set,
using the ALT knob, and system operation is
fully automatic with the information
programmed into the computer. In both cases, the
BARO knob must be set to correct atmospheric
pressure.
On Ground
When the airplane is on the ground with the
weight on wheels and the power levers are
retarded below 80% NH (12° above FLT IDLE),
electrical power to pin R of the computer (MSM
Chapter 21) is supplied through the normally
open contacts of the energized landing gear relay
3261-K1 (the relay is energized through the
PSEU). The system is now in the ground mode,
and the normal outflow valve is fully open to
prevent airplane pressurization.
During Takeoff
When the power levers are advanced to 12°
above FLT IDLE, power lever switch S1 closes
to apply power to pin D of the computer. This, in
turn, causes the computer to position the normal
outflow valve to pressurize the airplane to 140
Revision 2 21-75
Canada Ltd.
25,000
20,000
OPERATIONAL CEILING (25,000 FEET)

15,000
CABIN ALTITUDE—FEET
UNPRESSURIZED CABIN PRESS

OPERATION CAUTION LIGHT
10,000
MAXIMUM SCHEDULED CABIN ALTITUDE
8,000 FEET
NORMAL PRESSURIZATION
ENVELOPE
5,000
ULE
RE SCED
ESSU
M PR
/NOR
UTO
TE A MAXIMUM PRESSURE
R XIMA DIFFERENTIAL
APPO
SCHEDULE (5.5 PSI)
SL 5,000 10,000 15,000 20,000 25,000
FLIGHT ALTITUDE—FEET
Figure 21-47. Pressurization Envelope
Figure 21-48. Forward Dump Manual Selector
21-76 Revision 2
Canada Ltd.
During Landing Cabin Pressure Dump

The destination field altitude and atmospheric Cabin pressure can be dumped by any of the
pressure are set with the ALT and BARO knobs following methods:
on the selector panel. Pressurization is
• Selecting the AUTO–MAN–DUMP switch
controlled automatically. If the selected field
to DUMP, causing the normal outflow
altitude is set higher than actual field altitude,
valve to actuate to the fully open position
the airplane lands unpressurized. If the field
altitude is set below actual field altitude, the • With CAB SET selected and the system in
airplane lands pressurized. After landing, cabin automatic mode, selecting the ALT knob
altitude returns to field altitude for one minute to a cabin altitude above the flight altitude.
at the rate selected before dumping cabin This causes the cabin pressure to bleed off
pressure to ambient. at a rate set by the RATE knob.
• Selecting the forward dump selector to
A schematic chart of the pressurization envelope
OPEN, causing the safety outflow valve to
is shown in Figure 21-47.
actuate fully open
• Switching off bleed air
Manual
The pressurization level can be controlled with Forward Dump Manual Selector
the safety outflow valve by selecting the
This selector (Figure 21-48), located on the
AUTO–MAN–DUMP switch to MAN and
vertical plane of the copilot’s side console,
setting the MAN control needle valve to achieve
provides for opening of the safety outflow valve
the desired pressurization. Rotating the control
to dump cabin pressure. The selector has
clockwise vents the pressure in the safety
positions labeled “NORMAL’’ and “OPEN.’’
outflow valve to ambient through the needle
valve. This opens the outflow valve, decreasing
cabin pressure, which can then be regulated by Cabin Altitude Warning
rotating the MAN control to vary the amount of
venting through the needle valve to obtain the At a cabin altitude above 10,000 feet, a pressure
desired pressurization level, as shown on the switch on the avionics rack closes at a cabin
indicator panel. pressure of 10 psi. This completes a circuit to
illuminate the CABIN PRESS warning light.
If the system is left at AUTO and is operating
under automatic control, the resulting decrease in
cabin pressure triggers the normal outflow to
close when the MAN control knob is rotated to
open the safety outflow valve. Thus, as long as
the manual selection is for a higher cabin altitude
(lower cabin pressure) than set on the automatic
control, manual mode overrides the automatic
selection.
Revision 2 21-77
Canada Ltd.
P4
P1 S C NORMAL
A OUTFLOW
CHASSIS GND A S B VALVE
CABIN SET
HI K J VALVE-HI (10W)
LO L } K VALVE-LO (10W)
AUTO J A +28V DC (25W)
NORM F F CABIN SET-NORMAL
MAN 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
SEC BUS D 28V DC—P.L. AT>12° AFI?
SELECTOR PANEL
R 28VDC • WOW
CABIN PRESSURE
COMPUTER
P39
W e POWER
C LEVER
SWITCH 2
NO NC S1
D3
D2
D1
LGWOW 1 LANDING
RELAY
DRIVER NGWOW 1 GEAR
(28V DC OUTPUT—WOW)
A6 RGWOW 1 SENSORS
P/O LGWOW 2 (WEIGHT
3261-K1 NGWOW 2 ON
PRESSURE 28V DC WHEELS)
RGWOW 2
PROXIMITY SWITCH
3312P2 P3 SWITCH EELCTRONIC UNIT (PSEU)
R
28V C
39 NOTE:
DC A 1. IDENT CODE IS 2131 UNLESS OTHERWISE
H
B INDICATED
CABIN PRESS
2 SWITCH (SI) POSITION SHOWN WHEN POWER
P/O MASTER CAUTION UNIT ACTUATES AT LEVER IS ADVANCED > 151/2° ABOVE FLT
10 PSIA (10,000)
IDLE (SWITCH RELAXED)
Figure 21-49. Pressurization Control—Electrical Schematic
21-78 Revision 2
Canada Ltd.
CHAPTER 21A
(SERIES 300A)
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION............................................................................................................. 21A-1
BLEED-AIR SYSTEM—SERIES 300 ............................................................................ 21A-3
General ...................................................................................................................... 21A-3
Components Description and Operation ................................................................... 21A-5
System Operation ................................................................................................... 21A-25
BLEED-AIR SYSTEM FLOW CONTROL (MOD 8/1656).......................................... 21A-29
General .................................................................................................................... 21A-29
AIR-CONDITIONING SYSTEM—SERIES 300 .......................................................... 21A-33
General .................................................................................................................... 21A-33
Controls ................................................................................................................... 21A-35
Cooling System ....................................................................................................... 21A-37
Components Description and Operation ................................................................. 21A-39
Operation (Air-Conditioning Package) ................................................................... 21A-48
TEMPERATURE CONTROL SYSTEM........................................................................ 21A-49
General .................................................................................................................... 21A-49
Cabin Temperature Control System ........................................................................ 21A-49
Flight Compartment Temperature Control System ................................................. 21A-49
Components Description and Operation ................................................................. 21A-51
Duct Overheat System ............................................................................................. 21A-55
Temperature Control Operation............................................................................... 21A-57
Revision 2 21A-i
Canada Ltd.
CONDITIONED AIR DISTRIBUTION ........................................................................ 21A-61

Cabin Air Distribution ............................................................................................. 21A-61
Flight Compartment Air Distribution (1990 Interior) ............................................. 21A-63
Gasper Air System (1990 Interior) .......................................................................... 21A-65
Air Recirculation System (1990 Interior)................................................................ 21A-67
Avionics Compartment Cooling (1990 Interior) ..................................................... 21A-69
Operation ................................................................................................................. 21A-69
21A-ii Revision 2
Canada Ltd.
ILLUSTRATIONS
Figure Title Page
21A-1 Bleed-Air System Schematic ............................................................................ 21A-2
21A-2 High-Pressure Switches .................................................................................... 21A-4
21A-3 High-Pressure Bleed Shutoff Valve .................................................................. 21A-6
21A-4 Handling Bleed Valve ....................................................................................... 21A-8
21A-5 Precooler Installation...................................................................................... 21A-10
21A-6 Low-Pressure Check Valve ............................................................................ 21A-12
21A-7 Nacelle Shutoff Valve..................................................................................... 21A-14
21A-8 Bleed-Air Overtemperature Switch................................................................ 21A-14
21A-9 Bleed-Air Overpressure Switch ..................................................................... 21A-15
21A-10 Pressure Regulator and Shutoff Valve............................................................ 21A-16
21A-11 Pressure Regulator and Shutoff Valve Schematic .......................................... 21A-18
21A-12 Set-Down Packs Pressure Regulation Schematic........................................... 21A-20
21A-13 Pressure Regulator and Shutoff Valve Schematic (Normal Regulated Flow) 21A-22
21A-14 Bleed-Air System Electrical Schematic—Series 300 .................................... 21A-24
21A-15 Bleed Air System Schematic (Mod 8/1656) .................................................. 21A-28
21A-16 Pressure Regulator and Shutoff Valve Schematic (Mod 8/1656)................... 21A-30
21A-17 Electrical Schematic Diagram, Bleed Simplification (Mod 8/3-1656) .......... 21A-31
21A-18 Air-Conditioning Packs.................................................................................. 21A-32
21A-19 Temperature Control ...................................................................................... 21A-34
21A-20 Air-Conditioning Packs Flow Schematic ....................................................... 21A-36
21A-21 Pack Temperature Control Valves .................................................................. 21A-38
21A-22 Heat Exchanger .............................................................................................. 21A-40
21A-23 Condenser/Mixer............................................................................................ 21A-42
Revision 2 21A-iii
Canada Ltd.
21A-24 Air Cycle Machine ......................................................................................... 21A-44

21A-25 Compressor Discharge Overtemperature Switch ........................................... 21A-46
21A-26 Cabin Temperature Switch Locations ............................................................ 21A-50
21A-27 Flight Compartment Temperature Switches and Sensors .............................. 21A-50
21A-28 Temperature Controllers................................................................................. 21A-52
21A-29 Flight Attendant Temperature Control ........................................................... 21A-52
21A-30 Caution and Warning Lights .......................................................................... 21A-54
21A-31 Temperature Control Electrical Schematic—Series 300................................ 21A-56
21A-32 Cabin Air Distribution Schematic .................................................................. 21A-60
21A-33 Flight Compartment Air Distribution............................................................. 21A-62
21A-34 Gasper Systems Schematic............................................................................. 21A-64
21A-35 Air Recirculation System and Electrical Schematic ...................................... 21A-66
21A-36 Avionics Compartment Cooling Fan.............................................................. 21A-68
21A-iv Revision 2
Canada Ltd.
CHAPTER 21A
AIR CONDITIONING
(SERIES 300A)
INTRODUCTION
Dash 8, including bleed air, air conditioning, and pressurization. Information is included
from Chapter 21, “Air Conditioning’’ and Chapter 36, “Pneumatics,’’ of the 300 Series
Maintenance Manual. The material in this chapter is oriented toward the line mechanic.
All values expressed throughout this chapter, such as for pressure, temperature, flow rates,
and time, are used only for their illustrative meanings. Actual values may differ and must
be obtained from the pertinent sections of the Maintenance Manual.
Revision 2 21A-1
Canada Ltd.
1A 1B
3 6
2
HP
2
NO. 2
ENGINE 5
ECU
LP TO DEICING
4 SYSTEM
AIR CONDITIONING
11
OFF FROM CABIN
RECIRC RECIRC 12 SUPPLY DUCT
CABIN 1 BLEED 2 CABIN
F/C
NORM 8
40
20 °C
60
13
0
DUCT 80
9
TEMP
100 #2 BLEED
MIN
BLEED
MAX HOT
CABIN
10
CAB FC
DUCT DUCT
14
GAUGE
15
OFF
MAN
AUTO
COOL WARM COOL WARM
PACKS
TEMP
F/A CONTROL
CABIN FLT COMP TO NO. 1
15 AIR-
10 CONDITIONING
PACK
FROM NO. 1 ENGINE

BLEED AIR SYSTEM
TO NO. 2
1. HIGH-PRESSURE SWITCHES AIR-
2. CHOKING VENTURI CONDITIONING
3. HIGH-PRESSURE SHUTOFF VALVE PACK
4. LOW-PRESSURE CHECK VALVE
5. HANDLING BLEED VALVE (HBOV)
6. PRECOOLER
7. NACELLE SHUTOFF VALVE
8. BLEED OVERPRESSURE SWITCH
9. OVERTEMPERATURE SWITCH
13. SET-DOWN LIMITER
14. SHUTTLE VALVE
15. PRESSURE REGULATOR AND SHUTOFF VALVE
Figure 21A-1. Bleed-Air System Schematic
21A-2 Revision 2
Canada Ltd.
BLEED-AIR SYSTEM— NOTES

SERIES 300
GENERAL
The bleed-air system in each nacelle consists
of an optional precooler with a removable by-
pass section, two high-pressure switches, a
high-pressure shutoff valve, high-pressure
choking venturi, low-pressure check valve,
nacelle shutoff valve, and duct overpressure
switch (Figure 21A-1).
The high- and low-pressure engine bleeds join

downstream. A bleed duct overtemperature
switch and a wing isolation check valve route
bleed air to two air-conditioning packs in the
aft fuselage. Two pressure regulator and shut-
off valves are controlled by a single flow con-
trol servo unit, set-down limiter, and shuttle
valve.
Each nacelle bleed-air system is controlled

by a two-position bleed switch on the AIR
CONDITIONING panel (Figure 21A-1). The
BLEED flow control knob adjusts both pres-
sure regulators, controlling the flow rate.
The engines have a high flow and pressure

ratio. To achieve the higher first-stage pres-
sure at rated power settings, it is necessary to
spill excess low-pressure air with the engine
at idle. This is achieved with a bleed-off valve
(HBOV) at the low-pressure bleed port. The
valve, installed by the engine manufacturer, is
actuated by a torque motor controlled by the
engine electronic control (EEC). It is open
during ground idle and ramped closed as en-
gine rpm increases. The valve also opens at
flight idle near sea level, but not at operating
altitude (25,000 feet) except during engine
restart.
Revision 2 21A-3
Canada Ltd.
NOTE:
SWITCHES IN BOTH LOCATIONS ARE
IDENTICAL EXCEPT FOR PRESSURE
SETTINGS.
Figure 21A-2. High-Pressure Switches
21A-4 Revision 2
Canada Ltd.

AND OPERATION
High-Pressure Switches
Two high-pressure switches (Figure 21A-2),
located on the wing front spar outboard of the
nacelle, are connected to a tapping in the out-
let duct from the engine high-pressure bleed
port. Each switch is a normally closed pneu-
matic pressure-sensing switch containing di-
aphragm-operated electrical contacts which are
connected into the circuit to the high-pres-
sure shutoff valve when the BLEED switch is
selected to BLEED. The No. 1 switch is set at
65 psig; the No. 2 switch is set at 55 psig.
Operation
In ground taxi mode with weight on wheels
(WOW), the No. 1 switch (65 psig) is activated,
allowing the airplane bleed air to remain on
high pressure through taxiing. A sensed pres-
sure of 65 psig increasing moves the diaphragm
to open a set of contacts in the switch; the
contacts close when the sensed pressure drops
to 65 psig. This switch is also activated when
the deice AIRFRAME AUTO switch is se-
lected to SLOW or FAST.
In the flight mode (no WOW signal), the only

difference from the ground mode is that the No.
2 (55 psig) switch is activated instead of the
No. 1 switch. However, when the deice AIR-
FRAME AUTO selector is positioned to SLOW
or FAST, bleed air will be controlled by the No.
1 switch.
High-Pressure Bleed-Air
Venturi
A choking venturi (Figure 21A-1) installed in
the HP bleed port restricts bleed-air flow to a
maximum of 10%. This restriction prevents en-
gine bleed from reaching damaging propor-
tions, such as both air-conditioning packs
operating from a single engine or in the event
of a duct rupture.
Revision 2 21A-5
Canada Ltd.
SOLENOID
ACTUATOR HOUSING
ELECTRICAL
CONNECTOR
ACTUATOR COVER
ACCESS TO
FILTER
FLOW CONTROL
VALVE
SOLENOID SHOWN ENERGIZED SOLENOID SHOWN DEENERGIZED
FROM A FROM A
C C
SWITCH SWITCH
CONNECTOR CONNECTOR
VALVE OPEN VALVE OPEN
FILTER FILTER
DIRECTION DIRECTION
OF FLOW OF FLOW
TWO-INCH DISC
Figure 21A-3. High-Pressure Bleed Shutoff Valve
21A-6 Revision 2
Canada Ltd.
High-Pressure Bleed Shutoff NOTES

Valve
The high-pressure (HP) bleed shutoff valve
(Figure 21A-3) is line-mounted in the hot air
duct from the high-pressure bleed port on the
engine. It is a normally closed, solenoid-con-
trolled pneumatically operated valve used to
control the flow of HP bleed air from the engine.

matic actuator which is mechanically linked
to a butterfly valve. When the solenoid is en-
ergized, servo pressure from upstream is ap-
plied to the pneumatic actuator to open the
butterfly.
To ensure correct installation of the valve in

the system, a flow direction arrow is provided
on the valve body.
Revision 2 21A-7
Canada Ltd.
DUCT
TUBE
RESTRICTOR COVER
P2.4 P2.4
MANIFOLD
TO EEC
SERVO CONTROLLED PISTON

P2.4 BLEED SERVO VALVE
ELECTRICAL
HARNESS
CONNECTION
P2.5 P2.5
Figure 21A-4. Handling Bleed Valve
21A-8 Revision 2
Canada Ltd.
Handling Bleed Valve Control NOTES

The handling bleed valves (HBV) (Figure
21A-4), located on each engine, are connected
with and control the outflow of the associated
engine P 2.5 bleed air overboard through a pre-
cooler in the bleed-air system
The HBV is used to prevent compressor surge

and stall and to reduce noise level during
steady operation of the engine. It consists of
a housing, a piston in a ported sleeve, a cover,
a servo valve, and a manifold with a restric-
tor. The HBV piston is controlled by P 2.5 air
on its underside and by P 2.4 air on the oppo-
site side. P 2.4 air is ducted from a diffuser pipe
through the restrictor and manifold, then into
the servo valve. On a signal from the EEC, the
flapper nozzle in the servo valve opens and
vents P 2.4 air. P 2.4 air in the HBV undergoes a
pressure drop, which allows P 2.5 air to seat the
piston. The valve is then open, and P 2.5 air
vented into an airframe tube is ducted to the
airframe precooler (to reduce P 3 bleed tem-
perature) and is then vented overboard.
On a signal from the EEC, the flapper nozzle

in the servo valve closes; P 2.4 air stops vent-
ing, and its pressure stabilizes to seat the pis-
ton against P 2.5 air. The piston stops P 2.5 air
from entering the valve and venting. The valves
are controlled by the corresponding engine
ECU through a potentiometer on the power
lever layshaft.
Revision 2 21A-9
Canada Ltd.
FWD
PRECOOLER
UNIVERSAL
JOINT
HP
SHUTOFF
VALVE
TAP OFF TO
HP SWITCHES
HP VENTURI
Figure 21A-5. Precooler Installation
21A-10 Revision 2
Canada Ltd.
Precooler NOTES
The precooler (Figure 21A-5) 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 engine bleed air
to an acceptable temperature for the alu-
minum heat exchangers of the two rear fuse-
lage air-conditioning packs. The cooling
effect is achieved by the handling bleed-off
(HBOV) air flowing across the precooler and
out the zone 2 exhaust louver on the top of
the engine nacelle.
Revision 2 21A-11
Canada Ltd.
HOUSING ASSEMBLY
SEAT
PISTON
OPEN POSITON CLOSED POSITON
HANDLING
BLEED VALVE
INTERCOMPRESSOR CASE (REF)
P2.5
Figure 21A-6 Low-Pressure Check Valve
21A-12 Revision 2
Canada Ltd.
Low-Pressure Check Valve NOTES

The low-pressure check valve (Figure 21A-6)
is mounted in the low-pressure (LP) bleed
port. Its prime function is to isolate LP bleed
air from the bleed-air system when the HP
bleed system is operating. The LP bleed port
does not have a venturi like the HP system, but
the check valve has a restrictor built in to per-
form the same function. The valve limits LP
bleed to a maximum of 10% of bleed flow.
Revision 2 21A-13
Canada Ltd.
Figure 21A-7. Nacelle Shutoff Valve
Figure 21A-8. Bleed-Air Overtemperature Switch
21A-14 Revision 2
Canada Ltd.
Nacelle Shutoff Valve Bleed-Air Overpressure Switch

The nacelle shutoff valve is installed in the out- The wing bleed overpressure switch is in-
let duct of the nacelle bleed-air system (Figure stalled in the bleed-air delivery duct, down-
21A-7). The function of the valve is to shut off stream from the nacelle shutoff valve (Figure
bleed air to the air-conditioning packs when 21A-9). If bleed-air pressure exceeds 75 psig,
they are not selected and when the engine the switch completes a circuit to close the na-
high-pressure bleed port overpressure or celle shutoff valve, isolating the affected wing
overtemperature limits are exceeded. and illuminating the appropriate BLEED HOT
caution light.

The overtemperature switch (Figure 21A-8)
is installed in the bleed-air delivery duct
downstream of the nacelle shutoff valve. It
consists of a normally open thermal switch
with a bimetallic element and closes when air
temperature in the duct exceeds 550 +10° F
(287 +5° C) and illuminates the appropriate
BLEED HOT caution light.
TECH CHECK
Figure 21A-9. Bleed-Air Overpressure Switch
Revision 2 21A-15
Canada Ltd.
CONTROL COVER
ACCESS TO SOLENOID
FILTER
ACTUATOR
AND TUBE
CONTROL
HOUSING
PRESSURE TEST PORT
ACTUATOR HOUSING
FLOW CONTROL NO. 2 VALVE

VALVE
NO. 1 VALVE
Figure 21A-10. Pressure Regulator and Shutoff Valve
21A-16 Revision 2
Canada Ltd.
Pressure Regulator and Shutoff NOTES

Valve
There are two pressure regulator and shutoff
valves (PRSV) installed in the bleed-air duct-
ing in the rear fuselage aft of the rear pressure
bulkhead (Figure 21A-10). One is mounted
in the bleed-air duct to the No. 1 (rear) air-con-
ditioning pack while the other is mounted in
the bleed-air duct to the No. 2 (forward) air-
conditioning pack. The purpose of the valves
is to shut off bleed air to the air-conditioning
packs when air conditioning is not required and
to regulate the flow of bleed air to the re-
spective air-conditioning systems.
Revision 2 21A-17
Canada Ltd.
FROM FLOW CONTROL SERVO

VIA SET-DOWN LIMITER
PRESSURE -SENSING CONTROL

SIGNAL ANEROID STABILIZER
CAPSULE UNIT
RESTRICTOR
28 VDC
SOLENOID
AMB (SHOWN
REGULATING DEENERGIZED) PNEUMATIC
CAPSULE ACTUATOR
SUMMING
TEST PORT
BAR
OPEN
FILTER AMB
NOTE:
NO. 2 AIR-CONDITIONING SYSTEM BUTTERFLY
PRSOV SHOWN, VALVE OPEN
NO. 1 PRSOV SIMILAR
PRESSURE-SENSING CONTROL
SIGNAL ANEROID STABILIZER
CAPSULE UNIT
RESTRICTOR
28 VDC
SOLENOID
AMB (SHOWN
REGULATING ENERGIZED)
CAPSULE PNEUMATIC
SUMMING ACTUATOR
BAR TEST PORT
OPEN
FILTER AMB
Figure 21A-11. Pressure Regulator and Shutoff Valve Schematic
21A-18 Revision 2
Canada Ltd.
Pneumatic Actuator Operation NOTES

Pressure for valve operation is from upstream
of the valve and is routed to both sides of the
pneumatic actuator piston (Figure 21A-11).
The close side is spring-assisted; the open
side has a larger area to overcome the com-
bined force of the spring and air pressure. The
amount of pressure to the open side is con-
trolled by the pressure-sensing control, which
consists of four pneumatic inputs to a summing
bar that controls pressure venting to establish
open side pressure. These inputs are:
• An actuator sensing downstream pres-

sure
• A stabilizer unit controlled by a re-

stricted line
• An aneroid that senses pressure altitude

pressure changes

Revision 2 21A-19
Canada Ltd.
REGULATED PRESSURE
LAMINAR ORIFICE FROM PRSOV
ADJUSTMENT SCREW
SET AT 6 PSI
CONTROL LEVER
POPPET
CABIN PRESSURE
FROM CABIN AIR
SUPPLY DUCT
SET-DOWN
(RESET)
PRESSURE
FROM FLOW SET-DOWN LIMITER
CONTROL SERVO SCHEMATIC
18 PSI DEICE PRESS
FLOW CONTROL
SERVO FILTER
DORSAL BLEED PIPE

SET-DOWN
SIGNAL
(FROM APU
IF FITTED)
SET-DOWN PRSOV
LIMITER
PRSOV REG. PRESS

CABIN SIGNAL
SUPPLY
SIGNAL
SHUTTLE VALVE
AFT NO. 1
PACK CABIN
FWD NO.2
PACK FLT COMPT
Figure 21A-12. Set-Down Packs Pressure Regulation Schematic
21A-20 Revision 2
Canada Ltd.
Flow Control Servo NOTES

The flow control servo (Figure 21A-12), lo-
cated in the aft fuselage aft of the rear pres-
sure dome, meters deice system air to the
signal port in the PRSVs via a set-down lim-
iter and shuttle valve. A DC signal from the
bleed flow control positions a torque motor
to reduce the signal pressure.
Shuttle Valve
The shuttle valve is a single ball-type valve that
receives output pressure from PRSVs. The
valve with the highest output pressure influ-
ences the set-down limiter, modifying venting
of the limiter.
Set-Down Limiter
The set-down limiter is connected into the
signal line from the flow control servo to the
two PRSVs via a tee fitting.
The purpose of the set-down limiter is to limit

the minimum output pressure of the two
PRSOVs. If the higher of the two valves’ down-
stream pressure is not more than 6 psi above
cabin pressure, the set-down limiter vents sig-
nal pressure to maintain sufficient flow to
pressurize the cabin.
The set-down limiter allows the NORM (cen-

ter) position of the bleed flow control knob to
be used, thus providing two-thirds of the total
output of the two air-conditioning packs. This
setting is used to economize on bleed flow
without requiring continuous adjustment.
Revision 2 21A-21
Canada Ltd.
BLEED FLOW
CONTROL
BLEED TORQUE MOTOR
MAX MIN
FILTER
28 VDC
18 PSI FROM
L AND R SEC BUS
DEICE SYSTEM
SET DOWN PRESSURE SENSING CONTROL

LIMITER STABILIZER
SERVOACTUATOR UNIT
ANEROID
RESTRICTOR
28 VDC
SOLENOID
(SHOWN
AMB DEENERGIZED)
SENSING PNEUMATIC
SUMMING ACTUAOR ACTUATOR
BAR TEST PORT
CLOSE
FILTER
AMB
LEGEND
BLEED AIR
REGULATED AIR
AMBIENT
BUTTERFLY
VALVE
Figure 21A-13. Pressure Regulator and Shutoff Valve Schematic (Normal Regulated Flow)
21A-22 Revision 2
Canada Ltd.
PRSV Operation e n s m o v e m e n t o f t h e s e n s i n g a c t u a t o r.
Pneumatic actuator and butterfly valve oper-
The PRSV (Figure 21A-13) is fail-safe open ation is the same as previously described. To
in the event of an electrical failure. reduce the amount of air being bled from the
engine as altitude increases, an aneroid ex-
Selecting the PACK switch on the AIR CON- pands to vent more air pressure. The aneroid
DITIONING panel to OFF energizes the contracts as altitude decreases, venting less air
solenoid to close off the supply of air pressure pressure.
to the open side of the actuator (Figure 21A-
13) . The spring and air pressure to the close NOTES
side moves the actuator, closing the butterfly.
Selecting the PACK switch to AUTO or MAN-
UAL deenergizes the solenoid, allowing air
pressure to open the butterfly valve.
With the PACK switch in AUTO or MAN-

UAL, the valve regulates bleed-air flow to the
air-conditioning system. This is accomplished
by the pressure-sensing control venting a mea-
sured quantity of pneumatic actuator open-
side air pressure overboard; the amount is
dependent on three interrelated factors:
• Bleed flow rate required
• Altitude
• Bleed-air pressure sensed downstream

of the valve

control knob, the torque motor is positioned
to vent a minimum amount of pressure from
the open side of the pneumatic actuator. The
remaining pressure overcomes the spring to
drive the butterfly toward the open position.
If a low flow rate is desired, the torque motor
is positioned to vent a small amount of servo
pressure overboard, the remaining pressure
acting on the servoactuator to vent more pres-
sure from the open side of the actuator. Spring
force overcoming the servo pressure drives
the butterfly toward the closed position.
With the flow rate set, air venting is controlled

by pressure sensed downstream of the valve.
Pressure increase acts on a sensing actuator to
vent more air; decreasing pressure results in
the sensing actuator returning to normal and
less air being vented. The stabilizer unit damp-
Revision 2 21A-23
21A-24
HIGH PRESSURE
NO. 1 HIGH NO. 2 HIGH BLEED SHUT-OFF NACELLE OVERPRESSURE OVERTEMPERATURE
PRESSURE SWITCH PRESSURE SWITCH VALVE SHUT-OFF VALVE (OPEN) SWITCH SWITCH
NO NC NO NC NC
NO CONTACT CLOSES AT
NO
CLOSES T > 550 ±10°
P >75 PSI

B A P19 A B C P7 A B P3 B A P13 B C P13 A B P5
OPEN OPENS WHEN
WHEN PRESSURE
PRESSURE > 55 PSI A
> 65PSI B
CR9
C
NC A3
D
A2
A1
SEE
B3 SHEET 2
B2
NC A3 CR5
B1
D3 A2
NO
D2 X1 A1
D1 X2 B3 CR6
B2
C3 CR1
2 C2 K1 B1
HIGH PRESSURE CR2 NO E
C1
CR 11
X1
BLEED CONTROL 5 SEC TIME DELAY
X1 ON OPERATE
3
{ X2
6121-K16
RELAY
(NORMALLY
CLOSED)
X2
K3 CR 19
B3 (AIR)
B2
1 B1
HBOV 2 X1 5
TIME DELAY (GND)
0VERIDE 3 ON RELEASE X2 AUXILIARY
BLEED A3 LANDING RELAY
SYSTEM 1 OFF A3 3261-K4
4 4 A2
S3 A2
5 A1 A1 AIRFRAME
BLEED
AUTOMATIC SWITCH
ON 6 C1 D1 1 (OFF) AIRFRAME
X1
BLEED SYSTEM X1 DEICE
R3
CONT 1 2 X1 X2 (SLOW) 2 2C1 (E8) 28V DC
D3 7.5
5A (B5) R. SEC
28V DC LEFT CR20 CB4
3010-K2 K6 BUS
MAIN BUS CB1 3010-S3
(FAST) 3
4
Canada Ltd.
Revision 2
Figure 21A-14. Bleed-Air System Electrical Schematic—Series 300 (Sheet 1 of 2)

Canada Ltd.
SYSTEM OPERATION NOTES

Selecting the BLEED switch to BLEED
(Figure 21A-14) deenergizes the nacelle shut-
off valve and both pressure regulator valves
open and provides 28 VDC to the solenoid of
time delay relay K3 through the normally
closed contacts of the high-pressure bleed
control relay (MSM Chapter 21).
Power is also applied to time delay relay 3010-

K2 through the normally closed contacts of
time delay relay K3 to control terminal C1 of
deice delay relay 3010-K2.
With both high-pressure switches closed, deice

time delay relay 3010-K2 energizes and its
normally closed contacts open to disconnect
the ground from the deice system low-pressure
warning switch. This prevents the DE-ICE
PRESS caution light from illuminating during
high-pressure shutoff valve operation.
Five seconds from BLEED selection, time

delay relay K3 energizes, and the high-pres-
sure shutoff valves are energized open. With
the valves open and the engines operating,
high-pressure bleed air flows to the air-con-
ditioning packs through the choking venturi,
nacelle shutoff valves, and pressure regulator
and shutoff valves. Five seconds from the
opening of the normally closed contacts of
time delay relay K3, power is disconnected
from deice delay relay 3010-K2 terminal C1.
The relay is deenergized, reconnecting the
ground to the deice system low-pressure warn-
ing switch.
Revision 2 21A-25
21A-26
HIGH PRESSURE
PRESSURE SWITCH PRESSURE SWITCH VALVE SHUT-OFF VALVE SWITCH SWITCH
NO NC NO NC NO CONTACT
OPEN

WHEN CLOSES AT CLOSES AT
PRESSURE P >75 PSI T > 550 ±10°
> 65PSI
C B A P18 A B C P8 A B P9 B A P4 C B A P12 A B P6
OPENS WHEN
PRESSURE
> 55 PSI
'B'
'A'
'E'
'D'
SEE
SHEET 1 A3
A2
3312-P3 A1
NO.1 B3
LOGIC B2
'C' 12 CIRCUIT BLEED
HOT B1
D3
D2 X1
X2 CR10
D1
C3
C2 K2
2
C3 HIGH PRESSURE
CR12
BLEED CONTROL
X1 RELAY RIGHT BLEED
3 X2
NOTES:
3312-P31 6121-K15 1
1. IDENT CODE IS 2121, UNLESS OTHERWISE
28V DC 2
LOGIC
NO.2 HBDV SPECIFIED.
BLEED CAUTION OVERRIDE 3
7 CIRCUIT LIGHTS 2 FOR CONTINUATION, SEE CHAPTER 73, ENGINE ELECTRONIC
HOT
POWER OFF
4
CONTROL SYSTEM—ENGINE 1 AND 2.
BLEED 3 FOR CONTINUATION, SEE CHAPTER 61, PROPELLER AUTO
BLEED 5
SYSTEM 2 FEATHER CONTROL SYSTEM.
MASTER CAUTION PANEL ON 6 S4
BLEED SYSTEM 4 FOR CONTINUATION, SEE CHAPTER 30, AIRFRAME DE-ICE
CONT 2 2 AND INDICATION.
(R5)
28V DC RIGHT 5A 5 FOR CONTINUATION, SEE CHAPTER 32, PROXIMITY
MAIN BUS CB2 SWITCH SYSTEM.
Canada Ltd.
Revision 2
Figure 21A-14. Bleed-Air System Electrical Schematic—Series 300 (Sheet 2 of 2)

Canada Ltd.
When either nacelle upstream high-pressure

bleed air reaches 65 psi on the ground or 55 NOTES
psi in the air, the associated high-pressure
switch opens and disconnects the ground from
time delay relay K3 and deice time delay relay
3010-K2. Relay K3 deenergizes both high-
pressure shutoff valves closed and reconnects
power to relay 3010-K2 terminal C1, ener-
gizing the relay and disconnecting the ground
from the deice low-pressure warning switch.
Low-pressure bleed air is then supplied to
the system.
Airborne with the AIRFRAME AUTO switch

in SLOW or FAST, the bleed-air system re-
mains in the high-pressure mode, controlled
by the No. 1 high-pressure switch (65 psig).
If an overpressure condition occurs, the wing

bleed overpressure switch closes at 75 psi to
energize the nacelle shutoff valve closed, iso-
lating the affected bleed-air system.
Revision 2 21A-27
Canada Ltd.
1 1
3 6
2
HP
2
NO. 2
ENGINE 5
LP TO DEICING
4 SYSTEM
AIR CONDITIONING 13 13
OFF
OFF 14 14
RECIRC RECIRC
CABIN 1 BLEED 2 F/C
NORM 8
40
20 °C
60
0
DUCT 80
9
TEMP
100 #2 BLEED
MIN
BLEED
MAX HOT 12 12
CABIN
10
CAB FC
DUCT DUCT
GUAGE
OFF
AUTO 11 16
MAN 15
COOL WARM COOL WARM
PACKS
TEMP
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 CONDITIONING
9. OVERTEMPERATURE SWITCH PACK
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 21A-15. Bleed-Air System Schematic (Mod 8/1656)
21A-28 Revision 2
Canada Ltd.
BLEED-AIR SYSTEM NOTES

FLOW CONTROL (MOD
8/1656)
GENERAL
The modification introduces a simplified
method of controlling bleed flow to the air
conditioning (A/C packs). Two solenoid valves
(one each for the PRSOV of the A/C packs),
together with a Lee restrictor, are installed in
a line joining each PRSOV regulated pressure
port to its signal pressure port.
The solenoid valves are a normally closed (de-

energized) and, when in the closed position,
no air flow reaches the PRSOV signal port
and it senses the ambient pressure and en-
forces a maximum bleed flow to the A/C pack.
When the solenoid valves are energized open,
air flow is allowed through the restrictors to
the PRSOV signal pressure port and it senses
higher than ambient pressure and enforces a
decreased bleed flow to the A/C pack.
Revision 2 21A-29
21A-30
13 14
SERVO STABILIZER

ACTUATOR UNIT
15
ANEROID
RESTRICTOR
28V DC
12
SOLENOID
(SHOWN
11
AMB DEENERGIZED)
SENSING
ACTUATOR PNEUMATIC
SUMMING ACTUATOR
BAR TEST PORT
CLOSE
FILTER
AMB
16
NORM
MIN MAX
BLEED
BUTTERFLY
VALVE
Canada Ltd.
Revision 2
Figure 21A-16. Pressure Regulator and Shutoff Valve Schematic (Mod 8/1656)
Canada Ltd.
The system is controlled by a new flow con- NOTES

trol selector switch on the overhead air con-
ditioning panel in the flight compartment. The
switch has three separate positions
(MIN–NORM–MAX) and the effect of each
position is as follows:
MIN—Both solenoid valves are energized

(open), the No. 2 (fwd) A/C pack PRSOV en-
ergized (closed) and the No. 1 (rear) A/C
pack PRSOV deenergized (open), resulting
in the rear A/C pack receiving decreased
bleed-air flow.
NORM—Both solenoid valves are energized

(open), both No. 1 and No. 2 A/C pack’s PRSOV
are deenergized open, resulting in both A/C
Packs receiving decreased bleed-air flow.
MAX—Both solenoid valves are deenergized

(closed) both No. 1 and Nol. 2 A/C pack’s PRSOV
are deenergized (open), resulting in both A/C
packs receiving maximum bleed-air flow.
FWD PACK FWD PACK/AFT PACK

PR AND SOV NORMAL FLOW
SOLS.
N.O N.C N.C
R2
R1 NORMAL
K2 5 SEC
K1 MIN MAX DELAY
5 SEC
S1
DELAY
BLEED FLOW
CONTROL
Figure 21A-17. Electrical Schematic Diagram, Bleed Simplification (Mod 8/3-1656)
Revision 2 21A-31
Canada Ltd.
NO. 1 PACK
NO. 2 PACK
Figure 21A-18. Air-Conditioning Packs
21A-32 Revision 2
Canada Ltd.
AIR-CONDITIONING NOTES
SYSTEM—SERIES 300
GENERAL
Conditioned air from two air-conditioning
packs is ducted into the fuselage at the center
of the rear pressure bulkhead (Figure 21A-
18). The No. 1 (rear) pack supplies condi-
tioned air to the cabin; the No. 2 (forward) pack
supplies conditioned air to the flight com-
partment and cabin. The flight compartment
duct is routed under the baggage compart-
ment and cabin, where it splits into two ducts
to feed the pilot’s and copilot’s subsystems.
The cabin supply duct is routed under the bag-
gage compartment, where it splits into an
upper and lower duct for each side of the fuse-
lage. The upper duct supplies air to the cabin
dado panel grills; the lower duct supplies, via
sidewall risers, the upper cabin air outlets, as
well as the cabin, lavatory, and flight atten-
dant’s station gaspers. The flight compart-
ment duct supplies air to sidewall grills and
gaspers in the flight compartment. Flight com-
partment air is also used for side window
demisting.
On airplanes with SOO 8069, conditioned air

can be supplied to the cabin and flight com-
partment through an eight-inch universal
ground air service connector located on the
left or right side of the rear fuselage. The air
supply from the ground connection is routed
through a short flexible duct to join with the
recirculated air duct in the rear fuselage. The
air is then routed via the condenser/mixer to
the cabin and flight compartment. A butter-
fly-type check valve is lined-mounted in the
ground conditioned air duct to prevent recir-
culated air or air-conditioning pack air from
spilling overboard through the ground air
connector.
Revision 2 21A-33
Canada Ltd.
RECIRCULATION FAN SWITCH

RECIRC — ACTIVATES THE
RESPECTIVE RECIRCULATION
FAN ON.
DUCT TEMPERATURE
INDICATOR
INDICATES AIR TEMPERATURE
IN THE CABIN AND SUPPLY
DUCTS FROM BOTH AIR- AIR CONDITIONING
CONDITIONING PACKS. HBDV
OFF OFF
RECIRC RECIRC
CABIN 1 BLEED 2 F/C
DUCT TEMPERATURE SELECTOR
(ROTARY SELECTION) NORM
40
CAB DUCT— INDICATES AIR TEMP- 20 °C
60 MANUAL TEMPERATURE CON-
PERATURE IN SUPPLY DUCT 0
TROL SWITCH
FROM AFT PACK. DUCT 80
TEMP
100
• PROVIDES MANUAL CONTROL
WHEN PACK SWITCH IS
CABIN— INDICATES CABIN AIR MIN MAX
BLEED SELECTED TO MAN
TEMPERATURE.
CABIN • HOLDING SWITCH TOWARD
CAB FC COOL OR WARM DIRECTS
FC DUCT— INDICATES TEMPERA-
DUCT DUCT PACK BYPASS VALVES IN
TURE IN SUPPLY DUCT FROM
SELECTED DIRECTION.
FORWARD PACK. GUAGE
OFF
PACK CONTROL SWITCHES AUTO
MAN
LEFT SWITCH CONTROLS AFT COOL WARM COOL WARM
PACKS
PACK (CABIN); RIGHT SWITCH
CONTROLS FORWARD PACK
(FLIGHT COMPARTMENT). TEMP
OFF— SELECTS ASSOCIATED
PACK OFF.
AUTO — TURNS ON ASSOCIATED

PACK FOR AUTOMATIC TEMPER-
ATURE CONTROL. AUTOMATIC TEMPERATURE
CONTROL (ROTARY ACTION)
MAN — TURNS ON ASSOCIATED • PROVIDES AUTOMATIC TEM-
PACK; HOWEVER, TEMPERA- PERATURE CONTROL FOR AS-
TURES ARE SET WITH MANUAL SOCIATED COMPARTMENT
TEMPERATURE CONTROL WHEN PACK SWITCH IS
SWITCHES. SELECTED TO AUTO.
• CABIN TEMPERATURE CON-
TROL CAN BE DELEGATED TO
THE FLIGHT ATTENDANT BY
TURNING COUNTERCLOCK-
WISE TO F/A POSITION
(DETENT).
Figure 21A-19. Temperature Control
21A-34 Revision 2
Canada Ltd.
CONTROLS NOTES
Controls on the AIR CONDITIONING panel
(Figure 21A-19), located on the overhead con-
sole in the flight compartment, include a TEMP
gage to monitor the temperature in the cabin
compartment, cabin or flight compartment
ducts, and switches for cabin and flight com-
partment temperature control. Temperature
in the cabin and flight compartment can be con-
trolled either auto matically or manually by
selection of the two PACKS switches marked
OFF—AUTO—MAN. The two manual tem-
perature controls are momen tarily-on toggle
switches sharing the same COOL-WARM leg-
end with the automatic temperature control ro-
t a r y va r i a b l e r e s i s t o r s . T h e m a n u a l a n d
automatic temperature control switches are
wired into the appropriate temperature con-
troller. The cabin temperature can also be con-
trolled through a flight attendant control rotary
switch located at the forward flight attendant’s
station. Power for automatic control is supplied
through the temperature controller.
Revision 2 21A-35
21A-36
RAM
AIR BAFFLE
ENGINE BLEED AIR

CHECK
VALVE BLEED PRESSURE
REGULATOR AND
APU SHUTOFF VALVE
BLEED AIR
DUCT ZONE/DUCT
BLEED PRESSURE

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
DISCHARGE CONTROL VALVE
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
Revision 4—July 1995
OVERBOARD
OVERBOARD DRAIN
DRAIN
Canada Ltd.
Figure 21A-20. Air-Conditioning Packs Flow Schematic
Canada Ltd.
COOLING SYSTEM NOTES

The cooling system consists of two air-con-
ditioning packs mounted in tandem in the
rear fuselage aft of the rear pressure dome
(Figure 21A-20). Both packs are supplied
with bleed air from both engines and cools it
before distribution to the systems. When heat -
ing is required, the bleed air is allowed to by-
pass the refrigeration section of the se lected
sys tem’s pack. If cooling is required, the se-
lected system’s temperature control valves
close, routing the bleed air through its re-
frigeration section.
Temperature of the air supplied by either

pack is controlled automatically or manually
from the air-conditioning panel in the flight
compartment.
In the event of a single pack failure, the re-

maining pack supplies conditioned air for all
systems. If both packs fail, ram air is sup-
plied to the cabin and flight compartment for
ventilation.
Each air-conditioning pack consists of an air

cycle machine (ACM), a heat exchanger, a
condenser/mixer, electrically operated pack
temperature control valves, and a compressor
discharge overtemperature switch.
Revision 2 21A-37
Canada Ltd.
THROTTLE
BUTTERFLY
VALVE
PACK BYPASS
BUTTERFLY ACTUATOR
VALVE
MOUNTING
PLATE
COLD
FULL-TRAVEL
MICROSWITCH
2.5-INCH
THROTTLE VALVE
LINKAGE
OPEN
VALVE
POSITION 1.5-INCH
BYPASS
VALVE
CLOSED CLOSED
CCW STOP CW STOP

ACTUATOR
STROKE
FUNCTIONAL TE
SCHEMATIC RR33
Figure 21A-21. Pack Temperature Control Valves
21A-38 Revision 2
Canada Ltd.

AND OPERATION
Pack Temperature Control
Valve
Each of the two air-conditioning packs has a
pack temperature control valve (Figure 21A-
21) which consists of a 1.5-inch-diameter pack
bypass butter fly valve operated in opposition
to a 2.5-inch diameter 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. Each pack by-
pass valve is located in a bypass duct from the
bleed-air duct, and the throttle valve is lo-
cated in the outlet duct from both primary
heat exchangers.
The 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 sig-
nals from the cabin temperature controller, or
from electrical inputs from manually oper-
ated switches.

valves to their actuator is designed to effect a
sequence of valve opening and closing in re-
sponse to rotation of the actuators. This pro-
vides a complete temperature range from
maximum cooling to maximum heating.
For maximum cooling, the appropriate pack

bypass valve is closed and the respective throt-
tle valve is open, allowing the total flow from
the engine bleed-air system to pass through a
dual heat exchanger and air cycle machine.
When less cooling is required, the actuator
moves the throttle valve toward the closed po-
sition and the bypass valve toward open to
allow a proportional amount of the airflow to
bypass the refrigeration circuit. At maximum
heat, the throttle valve is fully closed, and the
pack bypass valve is fully open.
Revision 2 21A-39
Canada Ltd.
RAM-AIR BLEED BYPASS

VENT TO MIXING BOX
OUTLET HEADER
DOORS
RAM-AIR INLET DUCT
OR APU [SOO 8062])
PACK TEMPERATURE
CONTROL VALVE
MOUNTING BRACKET
PRIMARY
SECONDARY OUTLET DUCT

(TO ACM
COMPRESSOR)
RAM-AIR
INLET
INLET DUCT (FROM
ACM COMPRESSOR)
TRANSITION DUCT
OUTLET DUCT (TO
ACM TURBINE) RAM-AIR
INLET HEADER WATER NOZZLE
Figure 21A-22. Heat Exchanger
21A-40 Revision 4—July 1995

Canada Ltd.

Two identical heat exchangers are located in
the fuselage aft of the rear pressure dome
(Figure 21A-22). Each consists of a brazed
aluminum core which is divided into separate
primary and secondary portions. The primary
heat exchanger inlet duct is connected to the
engine bleed-air supply; the outlet duct is
connected to the air cycle machine compres-
sor inlet. The secondary heat exchanger inlet
duct is connected to the air cycle machine
compressor outlet; the outlet duct is con-
nected to the air cycle machine turbine inlet
via the condenser.
Inward-opening vent doors in the ram-air out-

A water spray nozzle in the ram-air inlet is con-

nected to a water drain in the condenser and
to a second water drain downstream of the
condenser. Air tapped from the air supply at
the condenser drain and second drain sprays
collected water into the heat exchanger inlet.
Hot air from the engine bleed-air system flows

to the primary heat exchanger. The airflow is
partially cooled by heat transfer to ram air
through the heat exchanger core and is then di-
rected to the air cycle machine compressor
inlet. From the compressor, the air flows
through the secondary heat exchanger, where
it is further cooled. The airflow is then di-
rected, via the condenser, through the air cycle
machine turbine.
Revision 2 21A-41
Canada Ltd.
CONDENSER MIXER
CONDITIONED
AIR OUTLET
TO CABIN
COMPARTMENT
CONDENSED AIR
OUTLET TO
TURBINE INLET
OF ACM WATER
COLLECTOR
CONDITIONED AIR RECIRCULATED
OUTLET TO CABIN AIR INLET
COMPARTMENT WATER DRAIN
COLD AIR INLET

NOTE: (FROM TURBINE
NO. 1 SHOWN OUTLET OF ACM)
NO. 2 SIMILAR BLEED-AIR INLET
FROM SECONDARY
SECTION OF DUAL
HEAT EXCHANGER
Figure 21A-23. Condenser/Mixer
21A-42 Revision 2
Canada Ltd.
The two condenser/mixers (Figure 21A-23) are
all welded, aluminum alloy units consisting of
a finned core and inlet and outlet headers. The
units are bolted to structure in the rear fuse-
lage, aft of the rear pressure dome.

air from its ACM, previously injected hot by-
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 the “condenser,’’

where moisture is extracted from the turbine
inlet air. Two drains, one fitted to the con-
denser outlet header and one downstream of
the header, collect moisture extracted and
route it back to its heat exchanger inlet, via
a filter.
Relatively cool conditioned air destined for

the cabin or flight compartment passes through
the finned core of either condenser. Warm air
from the secondary heat exchanger passes
over the finned core, where moisture in the air
collects 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.
Revision 2 21A-43
Canada Ltd.
TURBINE OUTLET
(TO CONDENSER/
MIXER TURBINE
HOUSING
COMPRESSOR INLET
(FROM PRIMARY
FAN INLET HEAT EXCHANGER)
SCREEN COMPRESSOR
HEAT EXCHANGER
HOUSING
CONNECTING FLANGE
FAN OUTLET
DUCT
OIL LEVEL
OIL FILL SIGHT GAGE
PLUG COMPRESSOR OUTLET R
(TO SECONDARY
FAN HOUSING
HEAT EXCHANGER)
Figure 21A-24. Air Cycle Machine
21A-44 Revision 2
Canada Ltd.
Air Cycle Machine it is compressed and then delivered at a higher

pressure and temperature to the secondary
The two air cycle machines (ACMs) each con- heat exchanger. The air is cooled in the sec-
sist of a three-wheel assembly supported in a ondary heat exchanger and is directed, via the
bearing cartridge and separate housings for c o n d e n s e r, t o t h e AC M t u r b i n e i n l e t .
compressor, turbine, and fan rotors (Figure Expansion of the air across the turbine rotor
21A-24). The three housings are secured to- reduces the pressure, with a corresponding
gether by circular bolting flanges. drop in temperature. Air leaving the turbine
outlet is routed to the condenser/mixer.
Compressor Housing
The compressor housing is dome-shaped and The turbine extracts energy from the airflow
flange-mounted on the turbine housing. The as it reduces the pressure to just above cabin
compressor inlet is located at the center of pressure. The major part of this energy is fed
the domed housing. A diffuser assembly de- back to drive the compressor. With the axial
flects the airflow leaving the centrifugal flow fan rotor mounted on the same shaft, the
compressor toward an integral outlet duct in remainder of the turbine energy drives the fan
the housing. to ensure airflow through the heat exchangers
in the absence of ram air.
Turbine Housing NOTES
member of the ACM supporting the com-
pressor and fan housings on the end flanges
and the bearing cartridge and three-wheel
assembly in the bore. Part of the housing is
machined to provide a sump that contains
the oil required for lubrication of the ball
bearing races and rotor shaft. The sump in-
corporates drain and filler plugs and an oil
level sight gage.
Fan Housing
The fan housing consists of two sections se-
cured together at bolted flanges, with one sec-
tion serving as the air inlet and the other
providing the air outlet. The complete hous-
ing is flange-mounted to the turbine housing.
The inlet section is machined to provide a cir-
cular, reverse-flow duct which directs ram air
through the axial flow fan rotor. A wraparound
wire mesh screen is riveted to the duct air in-
take to prevent the ingress of foreign objects
and to protect the fan rotor. The fan rotates in-
side a steel shroud that is an integral part of
the inlet section.
Operation
Cooled air from the primary heat exchanger
enters the compressor inlet of the ACM where
Revision 2 21A-45
Canada Ltd.
AIR CYCLE MACHINE
Figure 21A-25. Compressor Discharge Overtemperature Switch
21A-46 Revision 2
Canada Ltd.

Each compressor discharge overtemperature
switch (Figure 21A-25) is installed in a boss
in the delivery duct from the ACM compres-
sor. The switches consist of a normally open,
single-pole thermal switch with a bimetallic
element. Either switch closes when its re-
spective compressor discharge temperature
exceeds 207 ±5° C (405 ±10° F), with the fol-
lowing results:
• The affected pack’s AIR COND PACK

HOT caution light illuminates.
• The affected pack’s pressure regulator

and shutoff valve is energized closed,
shutting off bleed air to the pack.
• The recirculation air diverter valve (pre

1990 interior only) is positioned to shut
off recirculation air to the affected pack
and diverts all recirculation air to the op-
erating pack.
When the overheat condition clears, the

overtemperature switch opens to restore the af-
fected system’s operation, and the diverter
valve is positioned to the center position to
allow recirculation air to both packs.
Revision 2 21A-47
Canada Ltd.
OPERATION Ram-Air Supply

(AIR-CONDITIONING The ram-air supply consists of a baffle as-
PACKAGE) sembly and flexible duct, which connects the
ram-air inlets on the dorsal fin to the condi-
General tioned-air supply duct.
Air to be cooled is reduced in temperature The baffle assembly allows the ram air either
through either primary heat exchanger and is to enter the conditioned-air supply duct, if
then compressed through its respective ACM ram-air ventilation is required, or to spill over
to boost the temperature and pressure. The into the air-conditioning bay, where it is
compressed air then passes through a sec- picked up by the ACM fans to cool the heat
ondary heat exchanger to further reduce the exchangers.
temperature, passes through a condenser where
moisture is extracted, and enters the ACM tur-
bine. The energy extracted by the turbine drops NOTES
the air temperature to well below ambient and
reduces the pressure to just above cabin am-
bient. At this point, bypassed bleed air is in-
jected to achieve the desired temperature. The
air then enters a mixing box, where it blends
with recirculated cabin air.
Temperature of the air supply is regulated by

opening and closing the pack temperature con-
trol valves to allow a proportion of bleed air
to bypass the ACM and mix with the cool air
discharged from the ACM. The valves are op-
erated through mechanical linkage from a sin-
gle actuator, which positions the valves in
response to signals from an automatic tem-
perature controller or from direct electrical in-
puts from a manually operated switch.
Pack Failure
If a single air-conditioning pack fails, its pres-
sure regulator and shutoff valve is energized
closed, isolating the pack; the remaining pack
then supplies conditioned air.
If both air-conditioning packs fail, ram air

will slightly pressurize the air-conditioning
bay since neither ACM fan is operating. Ram
air ceases to spill into the bay and enters the
conditioned-air supply duct to ventilate the
cabin and flight compartment.
21A-48 Revision 2
Canada Ltd.
TEMPERATURE duct temperature sensor, a duct temperature-

sensing bulb, a duct overtemperature switch,
CONTROL SYSTEM a thermostatic switch, a zone temperature sen-
sor, and a pack temperature control valve as-
GENERAL sembly (No. 2 pack), together with controls on
the AIR CONDITIONING panel and associ-
The air-conditioning system temperature is ated relays. The system operates the same as
controlled by two electrical subsystems, one for the cabin system except that the signal from
the cabin and one for the flight compartment. the temperature controller is sent to the No. 2
Each subsystem is controlled by independent modulate the valves to achieve the desired
sets of switches on the AIR CONDITIONING flight compartment temperature.
panel which can be positioned for manual or
automatic operation. In the event of failure of NOTES
one air-conditioning pack, air is supplied to
the cabin and flight compartment by the re-
maining pack. A temperature gage on the AIR
CONDITIONING panel monitors the tem-
perature of the cabin, as well as the tempera-
ture in the cabin or flight compartment air
ducts. The gage is controlled by a rotary three-
position switch (CAB DUCT—CABIN—FC
DUCT).
CABIN TEMPERATURE
CONTROL SYSTEM
The cabin temperature control system con-
sists of a temperature controller, a duct tem-
perature sensor, a duct temperature-sensing
bulb, a duct overtemperature switch, a cabin
temperature sensor, and a pack temperature
control valve assembly (No. 1 pack), together
with controls on the AIR CONDITIONING
panel and associated relays. The temperature
controller compares input signals from the
cabin temperature selection made on a tem-
perature 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
TEMPERATURE CONTROL
SYSTEM
system consists of a temperature controller, a
Revision 2 21A-49
Canada Ltd.
CABIN DUCT CABIN DUCT CABIN DUCT

TEMPERATURE TEMPERATURE- OVERTEMPERATURE
SENSOR SENSING SWITCH
BULB
Figure 21A-26. Cabin Temperature Switch Locations
DUCT TEMPERATURE
DUCT SENSOR
OVERTEMPERATURE TEMPERATURE-
SWITCH SENSING BULB
Figure 21A-27. Flight Compartment Temperature Switches and Sensors

Canada Ltd.
Duct Temperature Sensors to temperature changes, to the TEMP gage on

the air-conditioning panel. The gage reading
The duct temperature sensors (Figure 21A- allows for more precise temperature control
26 and 27) are negative-coefficient-type ther- when operating in the manual mode.
mistors in which the resistance varies inversely
with the temperature of the air flowing through Zone Temperature Sensors
the air-conditioning delivery ducts. Each sen-
sor provides one of the signals to the associ- The zone temperature sensors are negative
ated temperature control. coefficient, glass-bead-type thermistors, in
which the resistance varies inversely with the
The cabin duct temperature sensors are lo- cabin or flight compartment air temperature.
cated in the cabin supply duct in the rear fuse- The sensors provide one of the signals for au-
lage aft of the rear pressure dome. The flight tomatic temperature control to the associated
compartment duct temperature sensors are lo- temperature controller. The cabin zone tem-
cated in the flight compartment supply duct un- perature sensor is located above the passen-
derneath the cabin floor. ger service units in the fuselage, with a fan to
blow air across it. The flight compartment
zone temperature sensor is located behind the
Duct Overtemperature pilot in an exhaust air duct in the avionics
Switches bay.
Each duct overtemperature switch consists of
a normally open, single-pole thermal switch NOTES
with a bimetallic element. When the duct tem-
perature exceeds 88° C (190° F), contacts in
the switch close, and the appropriate cabin or
flight compartment DUCT HOT caution light
illuminates. Closing of either switch also en-
ergizes a duct overheat control relay (K3 and
K4) to immediately switch the input to the
appropriate pack bypass valve actuator to the
manual COOL command. Contacts in the
switch open when the duct air temperature
falls to 82° C (180° F) to resume air-condi-
tioning operation.
The duct overtemperature switch for each sys-

tem is located adjacent to the duct temperature
sensor in the cabin and flight compartment
supply ducts.
Temperature-Sensing Bulb
A temperature-sensing bulb is located in the
cabin supply duct in the air-conditioning bay
aft of the rear pressure bulkhead, and another
is located in the flight compartment supply
duct under the baggage compartment floor.
They are electrical-resistant-type units which
transmit variations in resistance, proportional
Revision 2 21A-51
Canada Ltd.
Figure 21A-28. Temperature Controllers
Figure 21A-29. Flight Attendant Temperature Control
21A-52 Revision 2
Canada Ltd.
Temperature Controller NOTES

The temperature controller for each system is
located in the electrical equipment bay. Each
controller consists of an aluminum alloy box
which houses an electronic analog device using
two-sided, printed circuit boards. A circuit in
each controller is connected to its associated
auto matic 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 ac-
tuator and manual temperature control switch
through auto/manual overheat relays. By com-
paring 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 con-
trol valve actuator (No. 1 for cabin, No. 2 for
flight compartment). The actuator, mechani-
cally 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 con-

troller is supplied from the 28-VDC left
secondary bus and for the flight compart-
ment controller from the 28-VDC right sec-
ondary bus.
Flight Attendant Temperature

Control
There is a temperature control rotary switch
on the forward flight attendant’s panel (Figure
21A-29). This switch gives the flight attendant
total temperature control of the cabin condi-
tioned air when the flight compartment air-
conditioning panel CABIN TEMP CONTROL
rotary switch is selected to the full counter-
clockwise F/A position.
Revision 2 21A-53
Canada Ltd.
CAUTION LIGHT (AMBER) ILLUMINATED CAUTION LIGHT (AMBER) ILLUMINATED

FLIGHT COMPARTMENT SUPPLY DUCT FLIGHT COMPARTMENT PACK COMPRESSOR DIS-
TEMPERATURE EXCEEDS 88° C. CHARGE TEMPERATURE EXCEEDS 207° C (405 °F).
PACK TEMPERATURE CONTROL VALVES ARE PRESSURE REGULATOR AND SHUTOFF VALVE IS
DRIVEN TO MAXIIMUM COOLING POSITION WHILE ENERGIZED CLOSED TO CUT OFF BLEED-AIR
OVERTEMPERATURE PERSISTS. SUPPLY.
5 6 7
FLT COMPT
A PACK HOT
#2 BLEED
#1 BLEED HOT
B HOT
FLT COMPT
C DUCT HOT
CABIN
D
DUCT HOT
E CABIN
PACK HOT
CAUTION LIGHT (AMBER) ILLUMINATED
F ASSOCIATED NACELLE SHUTOFF VALVE
SUPPLY DUCT TEMPERATURE EXCEEDS 290° C
(550° F) OR DUCT OVER PRESSURE OF 75 PSI.
CABIN
W PRESS
4 5 6 7
CAUTION LIGHT (AMBER) ILLUMINATED WARNING LIGHT (RED) ILLUMINATED

CABIN PACK COMPRESSOR DISCHARGE TEMPERA- CABIN ALTITUDE EXCEEDS 10,000 FEET. THE LIGHT
TURE EXCEEDS 207° C. GOES OUT WHEN CABIN ALTITUDE DESCENDS
BELOW 10,000 FEET.
PRESSURE REGULATOR AND SHUTOFF VALVE IS
ENERGIZED CLOSED TO CUT OFF BLEED-AIR
SUPPLY.
CAUTION LIGHT (AMBER) ILLUMINATED

CABIN SUPPLY DUCT TEMPERATURE EXCEEDS
88° C. PACK TEMPERATURE CONTROL VALVES ARE
DRIVEN TO MAXIMUM COOLING POSITION WHILE
OVERTEMPERATURE PERSISTS.
Figure 21A-30. Caution and Warning Lights
21A-54 Revision 2
Canada Ltd.
DUCT OVERHEAT SYSTEM NOTES

If the cabin or flight compartment supply duct
air temperature exceeds 88° C (190° F), a duct
overtemperature switch closes, with the fol-
lowing results:
• An electrical circuit is completed

through the switch to the master caution
control box, and a DUCT HOT caution
light (Figure 21A-30) illuminates.
• The duct overheat relay K3 or K4 is en-

ergized, initiating the following func-
tions:
• The auto/manual relay K1 or K2 is

energized to isolate the automatic hot
and cold commands from the cabin or
flight compartment temperature con-
troller to the associated pack tem-
perature control valve actuator.
• An electrical circuit is completed to

provide a direct “cool’’ signal to the
associated pack valve actuator. This
signal causes the actuator to reposi-
tion its valves to operate the associ-
ated pack in the full cold mode.
When the duct temperature falls to 82° C (180°

F), the affected overtemperature switch opens
to resume air-conditioning operation.
NOTE
When the APU (if installed) is
used as the source of bleed air, a
duct overheat condition will re-
sult in the APU bleed valve clos-
ing and cutting off the bleed air.
Revision 2 21A-55
21A-56
28V DC CABIN TEMPERATURE CONTROLLER FLIGHT COMPARTMENT TEMPERATURE CONTROLLER
R108
R101 I J G H A B C D E F
P4
J2
NO.1 PACK VALVE ACTUATOR

P3 I J G H A B C D E F D C A B P5 P1
MAKES CONTINUITY
H BETWEEN PINS H & E
K13 WHEN PACK HOT
A3 G BYPASS VALVE CLOSED C2 RE
A2 GND F/COMP 3
A1 E TEMPERATURE
X1 CASE GND SELECTOR
CABIN F EMI
TEMPERATURE D3 S1 FILTER HOT 1
X2 D2 CCW HI
SELECTOR D1 B
COLD R1 2
C3 CCW HI 10K
HOT (CW) 1 C2 M
C1 A S2
R4 HOT 3
2 CCW LOW COLD
B2 C 1.5A
B3 START UP F/COMP
COLD (CCW) 3 B1 A2 CW LOW .5A ZONE TEMP
D STEADY
1
2
A3 SENSOR
STATE P7
K1 A1 S1 SWITCHES TO OPPOSITE
AUTO X1
CONTACT AT CCW LIMIT A
10K
FLIGHT MANUEL
R3
ATTENDANT X2 S2 SWITCHES TO OPPOSITE B

RELAY
CONTACT AT CW LIMIT
COLD
CABIN CABIN TEMP C

HOT
ZONE TEMP SELECTOR 'Q'

SENSOR D
D3 D2 'R'
A D1
B C2 F/COMP DUCT
C3
34K C C1 LOGIC CIRCUIT TEMP SENSOR
P9 'S'
@ 71° F D B2
B3
DUCT OVERTEMP A
E
F } 2 B1
A3 A2
SWITCHES (CLOSE AT
TEMP > 190° F (88° C) ) B
C
P16 A1 CABIN F/C CABIN FLT 34K
AT 71° F D
CABIN DUCT DUCT COMP
TEMP SENSOR X1 X2 HOT HOT 1 2 3 4 5 6
P19
A K3
1 2 3 4 5 6 DUCT P24 A B A B P12
B OVERHEAT
34K C RELAY F/COMP F/COMP COOL WARM
@ 71° F TEMP TEMP
D AUTO M/CONT
CABIN CABIN CR2 OFF 3
COOL WARM CR3 5 5
TEMP TEMP FLT/COMPT TEMP
AUTO MAIN MANUAL CONTROL
3 OFF 28V DC 28V DC
5 3 SWITCH S2
CABIN TEMP MANUAL R SEC L SEC
28V DC 28V DC CONTROL SWITCH S1 'T'
L SEC R SEC
'U'
'V'
'L'
'M'
'N'
Figure 21A-31. Temperature Control Electrical Schematic—Series 300 (Sheet 1 of 2)
Canada Ltd.
Revision 2
Canada Ltd.
TEMPERATURE CONTROL NOTES

OPERATION
NOTE
The following is a condensation of
a detailed text in Chapter/Section
21-60-00 of the Series 300 Main-
tenance Manual and relates to
MSM Chapter 21A.
Automatic Temperature Control

Cabin
In the automatic mode, the left PACKS switch
on the AIR CONDITIONING panel is posi-
tioned to AUTO, and the CABIN selector is ro-
tated toward COOL or WARM, as required
(Figure 21A-31). The cabin temperature con-
troller transmits electrical pulses to the No. 1
pack temperature control valve for regulation
of airflow to the desired temperature.
Flight Compartment
In the automatic mode, the right PACKS
switch is positioned to AUTO, and the FLT
COMP temperature control selector is rotated
toward COOL or WARM, as desired. The
flight compartment temperature controller
transmits electrical pulses to the No. 2 pack
temperature control valve for regulation of air-
flow to the flight compartment at the desired
temperature.
Manual Temperature Control

Cabin
In the manual mode, the left PACKS switch is
set to MAN, and the desired temperature is se-
lected with the CABIN manual temperature
control selector switch positioned toward
COOL or WARM, as desired. Hot or cold com-
mand signals from the cabin temperature con-
troller are isolated from the No. 1 pack
temperature control valve actuator. Control
signals are transmitted directly to the control
valve actuator for positioning in accordance
with the manually selected temperature.
Revision 2 21A-57
21A-58

4 OFF
FLIGHT COMPARTMENT NO.2 PACK VALVE ACTUATOR 5
TEMPERATURE CONTROLLER MAN
S1 SWITCHES TO OPPOSITE 6
P2 CONTACT AT CCW LIMIT AUTO
D C A B P6 A2 A3 2 1 OFF
S2 SWITCHES TO OPPOSITE 1 2
H CONTACT AT CW LIMIT 3
A1 S9 MAN
G
GND 3 MAN
E 4
5
CASE GND
AUTO
D3 F X1
EMI K15 3
D2 CCW HI S1 FILTER S8
B X2 A3
D1 COLD A2
C3 C2 CW HI A1
A S2 M
C1 HOT
CCW LOW X1
B2
B3 C 1.5A K14 X2
B1 START UP
A2 CW LOW SA CR3
D STEADY
STATE
AUTO/
MAN X1
RELAY
K2 X2 CR4
A3 A3 C3
A2 A2 P20
C2 C1
'Q' D3 D2 A1 A1
A B3
P21 X1 X1 B3
CR5
D1 D1 B2
'R' C2 B2
C3 A X2 X2 B B1 B1
C1 D3 D3
C A3 A2 A3
A2
B2
B PRESSURE K11 T/D ON OPERATE
K12
A1 A1 DIVERTER VALVE
B3 REGULATOR AND
'S' (20 SECS) PRESSURE REGULATOR X1 X1 P18 ROTARY ACTUATOR
B1 C SHUT-OFF VALVE
A2 (PACK) AND SHUT-OFF VALVE
A3 (PACK 2) X2 K7 X2
D (CCW)
A1 A3 K16 B
X1 DIVERTER VALVE A3 A/C A/C A2
X2 ROTARY ACTUATOR A2 OVERTEMP OVERTEMP
P17 A1 M
A1 SWITCH #1 SWITCH #2 (CW)
K4 X1 A
DUCT X1
1 HI X2
OVERHEAT K9 K10 C
RELAY S7 3 LO X2 E
A B P22 A B CLOSES
C CR9 P23 405° ± 10F
CABIN NOTES:
DUCT 2 RECIRCULATION
BOTH DIVERTER VALVE
1 INDENT CODE IS 2161-UNLESS
3 CABIN FLT OTHERWISE SPECIFIED.
PACK COMPT.
PACK
HOT HOT
CABIN AIR SUPPLY 2 FOR CONTINUATION SEE CABIN
'T' DIVERTER VALVE DUCT TEMPERATURE INDICATOR
'U' 21-62-11
LOGIC
'V' CIRCUIT
'L' 3 PARTS LOCATED ON AIRCONDITIONING
'M' PANEL IN COCKPIT OVERHEAD CONSOLE
'N'
Canada Ltd.
Figure 21A-31. Temperature Control Electrical Schematic—Series 300 (Sheet 2 of 2)
Revision 2
Canada Ltd.
Flight Compartment NOTES

In manual mode, the right PACKS switch is set
to MAN, and the desired temperature is se-
lected by adjusting the FLT COMP manual
temperature control selector switch toward
COOL or WARM. The hot and cold command
signals are disconnected from the flight com-
partment temperature controller. Circuits are
activated between the FLT COMP temper -
ature control selector and the No. 2 pack tem-
perature control valve actuator. Positioning the
selector toward COOL or WARM directly po-
sitions the temperature control valve for the
Revision 2 21A-59
Canada Ltd.
DUCT
CABIN DUCT TEMPERATURE
GRILLE GASPER TEMPERATURE SENSING
GALLERY GALLERY SENSOR BULB
DADO
TO LAVATORY PANEL RISER
AND FLIGHT ATTENDANT'S DUCT
GASPER OVERTEMPERATURE
SWITCH
CABIN AIR
Figure 21A-32. Cabin Air Distribution Schematic
21A-60 Revision 2
Canada Ltd.

DISTRIBUTION
CABIN AIR DISTRIBUTION
Conditioned air for the cabin is supplied by the
No. 1 (rear) air-conditioning pack (Figure
21A-33). The air enters the cabin via the cen-
ter of the rear pressure dome and is routed
below the baggage compartment and cabin to
outlets in the dado 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 and five right
sidewall risers.

manually controllable air outlets (gaspers)
are provided at each seat location, in the cen-
ter ceiling above the forward flight attendant’s
station, the lavatory, and the flight compart-
ment. Except for those in the flight compart-
ment, all gaspers receive conditioned air from
the cabin air supply duct via takeoff ducts
from the same sidewall risers as the upper
cabin (PSU) outlets.
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.
The cabin air delivery duct from the No. 1

pack incorporates a duct temperature sensor
and a duct overtemperature switch, which are
part of the temperature control system. A cabin
duct temperature-sensing bulb in the cabin
supply duct downstream of the duct overtem-
perature switch provides signals to a cabin
duct temperature indicator on the AIR CON-
DITIONING panel in the flight compartment.
Revision 2 21A-61
Canada Ltd.
FORWARD SIDE WINDOW REAR

PRESSURE DEMIST OUTLETS PRESSURE
BULKHEAD BULKHEAD
FLOW
ADJUST
LEVERS
CABIN
DUCT
OVERTEMPERATURE
SWITCH
TO LARGE FIXED SIDE TO GASPERS

FORWARD OUTLETS CONSOLE BELOW WINDSHIELD DUCT
SIDE CONSOLE IN FOOT- ADJUSTABLE CORNER PILLARS TEMPERATURE
GASPERS WELL OUTLETS SENSOR
CABIN
FLOW SUPPLY
ADJUST ZONE
LEVERS TEMPERATURE
SENSOR
SIDE WINDOW
DEMIST OUTLETS
T
RR
Figure 21A-33. Flight Compartment Air Distribution
21A-62 Revision 2
Canada Ltd.
FLIGHT COMPARTMENT AIR NOTES

DISTRIBUTION (1990 INTERIOR)
Description
The supply of conditioned air for the flight
compartment, consisting of approximately
30% of the air discharged from the air-condi-
tioning pack, enters the cabin at the center of
the rear pressure dome and is routed to the
flight compartment via a duct under the cabin
floor (Figure 21A-33). A wye duct splits the
airflow into two individual but identical air dis-
tribution subsystems, one for the pilot and
one for the copilot.
Each of the two distribution subsystems con-

sists of a side window demist twin outlet, a
fixed outlet in the footwell, and an adjustable
large outlet in the side console. Flow adjust
levers on the sill below the side window are
connected by cables which operate movable
vanes in the supply ducts to permit adjust-
ment of airflow.
The pilot and copilot are each provided with

one large and one small manually control-
lable (gasper) air outlet. The large gaspers
are located at the forward end of each side con-
sole; the small gaspers are located below the
windshield pillars on both sides of the flight
compartment.

under the floor to the recirculation duct. From
there the air is drawn back to the pack con-
denser/mixer by the recirculation fan.
The delivery duct from the pack incorporates

a duct temperature sensor and an overtem-
perature switch, which are part of the tem-
perature control system.
Revision 2 21A-63
Canada Ltd.
LAVATORY FLIGHT ATTENDANT'S GASPER REAR

GASPER GASPER GALLERY PRESSURE
BULKHEAD
FLIGHT
COMPARTMENT
CABIN
RESTRICTOR
RISERS
LOWER CABIN AIR
LAVATORY
TEC
Figure 21A-34. Gasper Systems Schematic
21A-64 Revision 2
Canada Ltd.
GASPER AIR SYSTEM (1990 NOTES

INTERIOR)
The cabin gasper air system comprises two
separate and independent systems, one each
for the cabin and flight compartment (Figure
21A-34). The system is supplied with condi-
tioned air from the lower cabin conditioned air
supply duct, via takeoffs from six sidewall
risers (three on each side of the fuselage). The
risers route air to the gasper galleries that ex-
tend above the passenger service unit (PSU)
panels on each side of the cabin. From there
the air is supplied to individual controllable
outlets at each passenger seat. The risers also
supply conditioned air to the cabin upper air
outlet grills. The upper cabin grills require
less airflow than the gaspers; therefore, a re-
strictor is installed in each riser between the
gasper takeoff and upper grille gallery.
An additional single riser supplies cabin duct

air to a single lavatory gasper and a single
flight attendant’s station ceiling gasper.
The flight compartment gasper system is sup-

plied with conditioned air from the flight com-
partment conditioned-air supply duct. Two
individual controllable outlets are supplied
for the pilot and copilot. A large outlet is lo-
cated at the forward end of the pilot’s and
copilot’s side consoles, while a smaller out-
let is located below the pilot’s and copilot’s
windshield corner pillars.
Revision 2 21A-65
Canada Ltd.
FLIGHT AVIONICS OUTFLOW

COMPARTMENT COMPARTMENT VALVES
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)
RECIRCULATION RECIRCULATION
FAN FAN
NO. 2 NO. 1
P2 C D B A A B C D P1
2123-K2 2123-K1
FAN FAN
CONTROL CONTROL
RELAY CR2 CR1 RELAY
2123-S2 2123-S1
OFF OFF
RECIRC RECIRC
FLT CABIN
COMP
RECIRC RECIRC
FAN 5 50 RECIRC RECIRC 50 5 FAN
CONT FAN PWR FAN PWR CONT
28 VDC 28 VDC 28 VDC 28 VDC
RIGHT RIGHT LEFT LEFT
SEC BUS SEC BUS SEC BUS SEC BUS
Figure 21A-35. Air Recirculation System and Electrical Schematic
21A-66 Revision 2
Canada Ltd.
AIR RECIRCULATION SYSTEM 20 volts. Occasionally, an over-

current occurs requiring that the
(1990 INTERIOR) fan be switched off for 20 seconds
prior to restart. Overheat also
Description causes the fan to shut down, but it
The recirculation system routes exhaust air automatically restarts when the
from under the flight compartment floor and overheat condition clears.
the cabin, via air extraction ducts located be-
hind the top of the dado panels adjacent to NOTES
the forward passenger seat rows (Figure 21A-
36). From there, the air is drawn back through
the recirculation air duct to the two pack con-
denser/mixers by their respective recirculation
fans. A check valve is installed between each
recirculation fan and its respective pack.
The fans are controlled, through two fan con-

trol relays, by two switches on the air-condi-
tioning panel. The left switch is marked
OFF—RECIRC CABIN and controls the rear
No. 1 pack fan. The right switch is marked
OFF-RECIRC FLT COMP and controls the
No. 2 pack fan.
Operation
Selecting the left switch to RECIRC CABIN
completes a circuit to energize fan control
relay 2123-K1, completing a circuit from
the left 28-VDC secondary bus to the No. 1
recirculation fan. Selecting the right switch
to RECIRC FLT COMP completes a circuit
to energize fan control relay 2123-K2. The
relay then completes a circuit from the right
28-VDC secondary bus to the No. 2
recirculation fan.
NOTE
The recirculation fans incorpo-
rate protective features for un-
dervoltage, overcurrent and
overheat. The symptoms are those
of a fan failure. Recir culation fans
automatically shut down when ex-
posed to transient voltages of less
than 22 volts for periods in ex-
cess of 0.10 second. They auto-
matically restart between 18 and
Revision 2 21A-67
Canada Ltd.
THERMOSTATIC LOW SPEED EQUIPMENT

SWITCH WARNING COOLING FAN
DEVICE
AIR
EXTRACTION
DUCT
AVIONICS CABIN
FLT COMPT
COMP
FLT
COMPT
SENSOR
AVIONICS
FAN
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 21A-36. Avionics Compartment Cooling Fan

Canada Ltd.

COOLING (1990 INTERIOR) A 20-second delay is incorporated
in the low speed warning device on
Avionics compartment cooling is accom- output pin F. This prevents a false
plished by an avionics fan located under the fan failure indication while the
cabin floor (Figure 21A-36). The fan draws air fan is spooling up to operational
off each of the equipment shelves, via air ex- speed after initial start.
traction ducts, and discharges the air under the
cabin floor. The brushless, thermostatically NOTES
controlled fan is operational whenever DC
power is on. In the event of fan failure, cool-
ing by natural convection is adequate for in-
terim operation. Fan failure is indicated by a
light on the flight attendant’s panel.
OPERATION
Normal
The avionics cooling fan operates when the
ambient temperature at the avionics rack ex-
ceeds 35° C. (As detected by the thermostatic
switch mounted on the upper avionics shelf).
In this condition, switch S1 closes and relay
K1 is energized. 28 VDC is applied through
the fan circuit breaker and contacts of relay K1
and K2 to energize the fan and provide power
to the low speed warning device. Normal op-
erating speed for the fan is 9000 rpm.
Fan Failure
Speed of the 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 6,000
rpm or less, and remains at the reduced speed
for more than 20 seconds, the low speed warn-
ing device provides an output which energizes
relay K2. Contacts of K2 disconnect power
from the fan; K2 also maintains power 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.
Revision 2 21A-69
Canada Ltd.
CHAPTER 21B
(SERIES 200)
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION .............................................................................................................. 21B-1
BLEED-AIR SYSTEM—Series 200.................................................................................. 21B-3
General........................................................................................................................ 21B-3
Components Description and Operation..................................................................... 21B-5
System Operation...................................................................................................... 21B-21
AIR-CONDITIONING SYSTEM—SERIES 200 ........................................................... 21B-25
General...................................................................................................................... 21B-25
Components Description and Operation................................................................... 21B-29
Operation ................................................................................................................. 21B-41
TEMPERATURE CONTROL SYSTEM......................................................................... 21B-43
General...................................................................................................................... 21B-43
Operation .................................................................................................................. 21B-45
CONDITIONED AIR DISTRIBUTION.......................................................................... 21B-49
General...................................................................................................................... 21B-49
Cabin Air Distribution .............................................................................................. 21B-51
Flight Compartment Air Distribution ....................................................................... 21B-53
Gasper Air System.................................................................................................... 21B-53
Air Recirculation System.......................................................................................... 21B-55
Avionics Compartment Cooling ............................................................................... 21B-57
Operation .................................................................................................................. 21B-57
Revision 3 21B-i
Canada Ltd.
PRESSURIZATION SYSTEM—SERIES 200................................................................ 21B-59

General...................................................................................................................... 21B-59
Components Description and Operation................................................................... 21B-61
Operation .................................................................................................................. 21B-65
21B-ii Revision 3
Canada Ltd.
ILLUSTRATIONS
Figure Title Page
21B-1 Bleed-Air System Schematic............................................................................... 21B-2
21B-2 High-Pressure Switches ....................................................................................... 21B-4
21B-3 High-Pressure Bleed Shutoff Valve ..................................................................... 21B-6
21B-4 Handling Bleed Valve .......................................................................................... 21B-8
21B-5 Precooler Installation......................................................................................... 21B-10
21B-6 Low-Pressure Check Valve................................................................................ 21B-12
21B-7 Nacelle Shutoff Valve ........................................................................................ 21B-14
21B-8 Bleed-Air Overtemperature Switch ................................................................... 21B-14
21B-9 Bleed-Air Overpressure Switch......................................................................... 21B-15
21B-10 Pressure Regulator Valve................................................................................... 21B-16
21B-11 Pressure Regulator and Shutoff Valve Schematic (Normal Regulated Flow) ... 21B-18
21B-12 Bleed-Air System Electrical Schematic—Series 200........................................ 21B-20
21B-13 Air-Conditioning System Controls.................................................................... 21B-24
21B-14 Air-Conditioning Pack Schematic ..................................................................... 21B-26
21B-15 Temperature Trim Valves................................................................................... 21B-28

21B-16 Pack Temperature Control Valves ..................................................................... 21B-30
21B-17 Heat Exchanger.................................................................................................. 21B-32
21B-18 Condenser/Mixer ............................................................................................... 21B-34
21B-19 Air Cycle Machine ............................................................................................ 21B-36
21B-20 Compressor Discharge Overtemperature Switch............................................... 21B-38
21B-21 Temperature Controllers .................................................................................... 21B-38
21B-22 Temperature Sensors and Switches ................................................................... 21B-40
21B-23 Temperature Control System ............................................................................. 21B-42
Revision 3 21B-iii
Canada Ltd.
21B-24 Cabin Temperature Bias Control ....................................................................... 21B-44
21B-25 Conditioned Air Distribution............................................................................. 21B-48
21B-26 Cabin Air Distribution Schematic ..................................................................... 21B-50
21B-27 Flight Compartment Air Distribution ................................................................ 21B-52
21B-28 Gasper Systems Schematic................................................................................ 21B-52
21B-29 Air Recirculation System Schematic................................................................. 21B-54
21B-30 Avionics Compartment Cooling Fan ................................................................. 21B-56
21B-31 Pressurized Areas .............................................................................................. 21B-58
21B-32 Pressurization Controls and Indicators .............................................................. 21B-58
21B-33 Normal Outflow Valve—Series 200.................................................................. 21B-60
21B-34 Selector Panel .................................................................................................... 21B-62
21B-35 Indicator Panel................................................................................................... 21B-64
21B-36 Pressurization System Schematic ...................................................................... 21B-66
21B-37 Pressurization Envelope..................................................................................... 21B-68
21B-38 Forward Dump Manual Selector ....................................................................... 21B-68
21B-39 Pressurization Control—Electrical Schematic .................................................. 21B-70
21B-iv Revision 3
Canada Ltd.
TABLE
Table Title Page
21B-1 Pressurization Control Settings ......................................................................... 21B-64
Revision 3 21B-v
Canada Ltd.
CHAPTER 21B
AIR CONDITIONING
(SERIES 200)
INTRODUCTION
Dash 8, including bleed air, air conditioning, and pressurization. Information is included
from Chapter 21, “Air Conditioning’’ and Chapter 36, “Pneumatics,’’ of the 200 Series
Maintenance Manual. The material in this chapter is oriented toward the line mechanic.
All values expressed throughout this chapter, such as for pressure, temperature, flow rates,
and time, are used only for their illustrative meanings. Actual values may differ and must
be obtained from the pertinent sections of the Maintenance Manual.
Revision 3 21B-1
Canada Ltd.
1A 1B
3 6
2
HP
2
NO. 2
ENGINE 5
LP
TO DEICING
4 SYSTEM
AIR CONDITIONING 11
OFF
12
RECIRC 1 BLEED 2 8
40 9
20 °C
60
0 #2 BLEED
DUCT 80 HOT
TEMP
100
10
MIN MAX
BLEED
13
MAN
AUTO
COOL WARM COOL WARM
PACKS
TO
AIR-CONDITIONING
10 PACK
TEMP
FROM NO. 1 ENGINE

1. HIGH-PRESSURE SWITCHES BLEED AIR SYSTEM
2. CHOKING VENTURI (SIMILAR TO NO. 2 SYSTEM)
3. HIGH-PRESSURE SHUTOFF VALVE
4. LOW-PRESSURE CHECK VALVE
5. HANDLING BLEED VALVE (HBOV)
6. PRECOOLER
7. NACELLE SHUTOFF VALVE
8. BLEED OVERPRESSURE SWITCH
9. OVERTEMPERATURE SWITCH
13. PRESSURE REGULATOR VALVE
Figure 21B-1. Bleed-Air System Schematic
21B-2 Revision 3
Canada Ltd.
BLEED-AIR SYSTEM— NOTES

SERIES 200
GENERAL
The bleed-air system in each nacelle consists
of an optional precooler with a removable by-
pass section, two high-pressure switches, a
high-pressure shutoff valve, high-pressure
choking venturi, low-pressure check valve,
nacelle shutoff valve, and duct overpressure
and overtemperature switches (Figure 21B-1).
The high- and low-pressure engine bleeds join

downstream. Wing isolation check valves route
bleed air to an air-conditioning pack in the aft
fuselage. The pressure regulator valve is con-
trolled by a single flow control servo unit.
Each nacelle bleed-air system is controlled

by a two-position bleed switch on the AIR
CONDITIONING panel (Figure 21A-1). The
BLEED flow control knob adjusts the pressure
regulator, controlling the flow rate.
The engines have a high flow and pressure

ratio. To achieve the higher first-stage pres-
sure at rated power settings, it is necessary
to spill excess low-pressure air with the en-
gine at idle. This is achieved with a bleed-off
valve (HBOV) at the low-pressure bleed port.
The valve, installed by the engine manufac-
turer, is actuated by a torque motor controlled
by the engine electronic control (EEC). It is
open during ground idle and ramped closed
as engine rpm increases. The valve also opens
at flight idle near sea level, but not at oper-
ating altitude (25,000 feet) except during en-
gine restart.
Revision 3 21B-3
Canada Ltd.
NOTE:
SWITCHES IN BOTH LOCATIONS ARE
IDENTICAL EXCEPT FOR PRESSURE
SETTINGS.
Figure 21B-2. High-Pressure Switches
21B-4 Revision 3
Canada Ltd.

AND OPERATION
High-Pressure Switches
Two high-pressure switches (Figure 21B-2),
located on the wing front spar outboard of the
nacelle, are connected to a tapping in the out-
let duct from the engine high-pressure bleed
port. Each switch is a normally closed pneu-
matic pressure-sensing switch containing di-
aphragm-operated electrical contacts which are
connected into the circuit to the high-pres-
sure shutoff valve when the BLEED switch is
selected to BLEED. The No. 1 switch is set at
65 psig; the No. 2 switch is set at 55 psig.
Operation
In ground taxi mode with weight on wheels
(WOW), the No. 1 switch (65 psig) is activated,
allowing the airplane bleed air to remain on
high pressure through taxiing. A sensed pres-
sure of 65 psig increasing moves the diaphragm
to open a set of contacts in the switch; the
contacts close when the sensed pressure drops
to 65 psig. This switch is also activated when
the deice AIRFRAME AUTO switch is se-
lected to SLOW or FAST.
In the flight mode (no WOW signal), the only

difference from the ground mode is that the No.
2 (55 psig) switch is activated instead of the
No. 1 switch. However, when the deice AIR-
FRAME AUTO selector is positioned to SLOW
or FAST, bleed air will be controlled by the No.
1 switch.
High-Pressure Bleed-Air
Venturi
A choking venturi (Figure 21B-1) installed
in the HP bleed port restricts bleed-air flow to
a maximum of 10%. This restriction prevents
engine bleed from reaching damaging pro-
portions, such as both air-conditioning packs
operating from a single engine or in the event
of a duct rupture.
Revision 3 21B-5
Canada Ltd.
SOLENOID
ACTUATOR HOUSING
ELECTRICAL
CONNECTOR
ACTUATOR COVER
ACCESS TO
FILTER
FLOW CONTROL
VALVE
SOLENOID SHOWN ENERGIZED SOLENOID SHOWN DEENERGIZED
FROM A FROM A
C C
SWITCH SWITCH
CONNECTOR CONNECTOR
VALVE OPEN VALVE OPEN
FILTER FILTER
DIRECTION DIRECTION
OF FLOW OF FLOW
TWO-INCH DISC
Figure 21B-3. High-Pressure Bleed Shutoff Valve
21B-6 Revision 3
Canada Ltd.
High-Pressure Bleed Shutoff NOTES

Valve
The high-pressure (HP) bleed shutoff valve
(Figure 21B-3) is line-mounted in the hot air duct
from the high-pressure bleed port on the engine.
It is a normally closed, solenoid-controlled
pneumatically operated valve used to control the
flow of HP bleed air from the engine.

matic actuator which is mechanically linked
to a butterfly valve. When the solenoid is en-
ergized, servo pressure from upstream is ap-
plied to the pneumatic actuator to open the
butterfly.
To ensure correct installation of the valve in

the system, a flow direction arrow is provided
on the valve body.
Revision 3 21B-7
21B-8
DUCT
TUBE
RESTRICTOR COVER
P2.4 P2.4

MANIFOLD
TO EEC
SERVO CONTROLLED PISTON

P2.4 BLEED SERVO VALVE
ELECTRICAL
HARNESS
CONNECTION
P2.5 P2.5
Figure 21B-4. Handling Bleed Valve
Canada Ltd.
Revision 3
Canada Ltd.
Handling Bleed Valve Control NOTES

The handling bleed valves (HBV) (Figure
21B-4), located on each engine, are connected
with and control the outflow of the associated
engine P 2.5 bleed air overboard through a pre-
cooler in the bleed-air system
The HBV is used to prevent compressor surge

and stall and to reduce noise level during
steady operation of the engine. It consists of
a housing, a piston in a ported sleeve, a cover,
a servo valve, and a manifold with a restric-
tor. The HBV piston is controlled by P 2.5 air
on its underside and by P 2.4 air on the oppo-
site side. P 2.4 air is ducted from a diffuser
pipe through the restrictor and manifold, then
into the servo valve. On a signal from the EEC,
the flapper nozzle in the servo valve opens
and vents P 2.4 air. P 2.4 air in the HBV under-
goes a pressure drop, which allows P 2.5 air to
seat the piston. The valve is then open, and P 2.5
air vented into an airframe tube is ducted to
the airframe precooler (to reduce P3 bleed
temperature) and is then vented overboard.
On a signal from the EEC, the flapper nozzle

in the servo valve closes; P 2.4 air stops vent-
ing, and its pressure stabilizes to seat the pis-
ton against P 2.5 air. The piston stops P 2.5 air
from entering the valve and venting. The valves
are controlled by the corresponding engine
ECU through a potentiometer on the power
lever layshaft.
Revision 3 21B-9
Canada Ltd.
FWD
PRECOOLER
UNIVERSAL
JOINT
HP
SHUTOFF
VALVE
TAP OFF TO
HP SWITCHES
RR3
HP VENTURI
Figure 21B-5. Precooler Installation
21B-10 Revision 3
Canada Ltd.
Precooler NOTES
The precooler (Figure 21B-5) 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 engine bleed air
to an acceptable temperature for the alu-
minum heat exchangers of the two rear fuse-
lage air-conditioning packs. The cooling
effect is achieved by the handling bleed-off
(HBOV) air flowing across the precooler and
out the zone 2 exhaust louver on the top of
the engine nacelle.
Revision 3 21B-11
Canada Ltd.
HOUSING ASSEMBLY
SEAT
PISTON
HANDLING
BLEED VALVE
INTERCOMPRESSOR CASE (REF)
P2.5
Figure 21B-6. Low-Pressure Check Valve
21B-12 Revision 3
Canada Ltd.
Low-Pressure Check Valve NOTES

The low-pressure check valve (Figure 21B-6)
is mounted in the low-pressure (LP) bleed
port. Its prime function is to isolate LP bleed
air from the bleed-air system when the HP
bleed system is operating. The LP bleed port
does not have a venturi like the HP system, but
the check valve has a restrictor built in to per-
form the same function. The valve limits LP
bleed to a maximum of 10% of bleed flow.
Revision 3 21B-13
Canada Ltd.
Figure 21B-7. Nacelle Shutoff Valve
Figure 21B-8. Bleed-Air Overtemperature Switch
21B-14 Revision 3
Canada Ltd.
Nacelle Shutoff Valve Bleed-Air Overpressure Switch

The nacelle shutoff valve is installed in the out- The wing bleed overpressure switch is in-
let duct of the nacelle bleed-air system (Figure stalled in the bleed-air delivery duct, down-
21B-7). The function of the valve is to shut off stream from the nacelle shutoff valve (Figure
bleed air to the air-conditioning pack when 21B-9). If bleed-air pressure exceeds 75 psig,
they are not selected and when the engine the switch completes a circuit to close the na-
high-pressure bleed port overpressure or celle shutoff valve, isolating the affected wing
overtemperature limits are exceeded. and illuminating the appropriate BLEED HOT
caution light.

The overtemperature switch (Figure 21B-8) is
installed in the bleed-air delivery duct down-
stream of the nacelle shutoff valve. It con-
sists of a normally open thermal switch with
a bimetallic element and closes when air tem-
perature in the duct exceeds 550 +10° F (287
+5° C) and illuminates the appropriate BLEED
HOT caution light.
Figure 21B-9. Bleed-Air Overpressure Switch
Revision 3 21B-15
Canada Ltd.
CONTROL COVER
ACCESS TO
FILTER SOLENOID (DISCONNECTED)
ACTUATOR
AND TUBE
CONTROL
HOUSING
PRESSURE
TEST PORT
ACTUATOR HOUSING
FLOW CONTROL
VALVE
Figure 21B-10. Pressure Regulator Valve
21B-16 Revision 3
Canada Ltd.
Pressure Regulator Valve NOTES

(Figure 21B-10)
The pressure regulator is installed in the bleed-
air duct in the rear fuselage aft of the rear
pressure bulkhead. The purpose of the valve
is to regulate the flow of bleed air into the
system. It consists of a pneumatic actuator
mechanically connected to a butterfly valve,
and a pressure-sensing control to maintain a
schedule of bleed airflow.
Revision 3 21B-17
Canada Ltd.
BLEED FLOW
CONTROL
BLEED
FILTER
28 VDC 18 PSI FROM

MOD 8/1820
STABILIZER
SERVOACTUATOR UNIT
ANEROID
RESTRICTOR
AMB
PNEUMATIC
SUMMING SENSING ACTUATOR
BAR ACTUATOR
TEST PORT
CLOSE
FILTER
LEGEND
AMB
BLEED AIR
REGULATED AIR
AMBIENT
BUTTERFLY
VALVE (OPEN)
Figure 21B-11. Pressure Regulator Shutoff Valve Schematic (Normal Regulated Flow)
21B-18 Revision 3
Canada Ltd.
Pneumatic Actuator Operation the sensing actuator returning to normal and

less air being vented. The stabilizer unit damp-
Pressure for valve operation is from upstream e n s m o v e m e n t o f t h e s e n s i n g a c t u a t o r.
of the valve and is routed to both sides of the Pneumatic actuator and butterfly valve oper-
pneumatic actuator piston (Figure 21B-11). ation is the same as previously described. To
The close side is spring-assisted; the open reduce the amount of air being bled from the
side has a larger area to overcome the com- engine as altitude increases, an aneroid ex-
bined force of the spring and air pressure. The pands to vent more air pressure. The aneroid
amount of pressure to the open side is con- contracts as altitude decreases, venting less air
trolled by the pressure-sensing control, which pressure.
consists of four pneumatic inputs to a summing
bar that controls pressure venting to establish
open side pressure. These inputs are: Flow Control Servo
• An actuator sensing downstream pressure The flow control servo (Figure 21B-11), lo-
cated in the aft fuselage aft of the rear pres-
• A stabilizer unit controlled by a re- sure dome, meters deice system air to the
stricted line signal port in the PRV. A DC signal from the
bleed flow control positions a torque motor to
• An aneroid that senses pressure altitude reduce the signal pressure.
pressure changes

The electropneumatic servo torque motor

(Figure 21B-11) located adjacent to the pres-
sure regulator, meters deicing system pres-
sure to the pressure-sensing control. A DC
electrical signal from the bleed flow control
positions a torque motor to vent servo pressure
overboard.

control knob, the torque motor is positioned
to vent a minimum amount of pressure from
the open side of the pneumatic actuator. The
remaining pressure overcomes the spring to
drive the butterfly toward the open position.
If a low flow rate is desired, the torque motor
is positioned to vent a small amount of servo
pressure overboard, the remaining pressure
acting on the servoactuator to vent more pres-
sure from the open side of the actuator. Spring
force overcoming the servo pressure drives
the butterfly toward the closed position.
With the flow rate set, air venting is controlled

by pressure sensed downstream of the valve.
Pressure increase acts on a sensing actuator to
vent more air; decreasing pressure results in
Revision 3 21B-19
21B-20
HIGH PRESSURE
PRESSURE SWITCH PRESSURE SWITCH VALVE SHUT-OFF VALVE (OPEN) SWITCH SWITCH
NO NC NO NC NC
NO CONTACT CLOSES AT
NO
CLOSES T > 550 ±10°
P >75 PSI
B A P19 A B C P7 A B P3 B A P13 B C P13 A B P5
OPEN OPENS WHEN
WHEN PRESSURE
PRESSURE > 55 PSI A
> 65PSI B

CR9
C
NC A3
D
A2
A1
SEE
B3 SHEET 2
B2
NC A3 CR5
B1
D3 A2
NO
D2 X1 A1
D1 X2 B3 CR6
B2
C3 CR1
2 C2 K1 B1
HIGH PRESSURE CR2 NO E
C1
CR 11
X1
BLEED CONTROL 5 SEC TIME DELAY
X1 ON OPERATE
3
{ X2
6121-K16
RELAY
(NORMALLY
CLOSED)
X2
K3 CR 19
B3 (AIR)
B2
1 B1
HBOV 2 X1 5
TIME DELAY (GND)
0VERIDE 3 ON RELEASE X2 AUXILIARY
BLEED A3 LANDING RELAY
SYSTEM 1 OFF A3 3261-K4
4 4 A2
S3 A2
5 A1 A1 AIRFRAME
BLEED
AUTOMATIC SWITCH
ON 6 C1 D1 1 (OFF) AIRFRAME
X1
BLEED SYSTEM X1 DEICE
R3
CONT 1 2 X1 X2 (SLOW) 2 2C1 (E8) 28V DC
D3 7.5
5A (B5) R. SEC
28V DC LEFT CR20 CB4
3010-K2 K6 BUS
MAIN BUS CB1 3010-S3
(FAST) 3
4
Canada Ltd.
Figure 21B-12. Bleed-Air System Electrical Schematic—Series 200 (Sheet 1 of 2)
Revision 3
Canada Ltd.
SYSTEM OPERATION NOTES

Selecting the BLEED switch to BLEED
(Figure 21B-12) deenergizes the nacelle shut-
off valve and both pressure regulator valves
open and provides 28 VDC to the solenoid of
time delay relay K3 through the normally
closed contacts of the high-pressure bleed
control relay (MSM Chapter 21).
Power is also applied to time delay relay 3010-

K2 through the normally closed contacts of
time delay relay K3 to control terminal C1 of
deice delay relay 3010-K2.
With both high-pressure switches closed, deice

time delay relay 3010-K2 energizes and its
normally closed contacts open to disconnect
the ground from the deice system low-pressure
warning switch. This prevents the DE-ICE
PRESS caution light from illuminating during
high-pressure shutoff valve operation.
Five seconds from BLEED selection, time

delay relay K3 energizes, and the high-pres-
sure shutoff valves are energized open. With
the valves open and the engines operating,
high-pressure bleed air flows to the air-con-
ditioning pack through the choking venturi, na-
celle shutoff valves, and pressure regulator
valve. Five seconds from the opening of the
normally closed contacts of time delay relay
K3, power is disconnected from deice delay
relay 3010-K2 terminal C1. The relay is deen-
ergized, reconnecting the ground to the deice
system low-pressure warning switch.
Revision 3 21B-21
21B-22
HIGH PRESSURE
PRESSURE SWITCH PRESSURE SWITCH VALVE SHUT-OFF VALVE SWITCH SWITCH
NO NC NO NC NO CONTACT
OPEN
WHEN CLOSES AT CLOSES AT
PRESSURE P >75 PSI T > 550 ±10°
> 65PSI
C B A P18 A B C P8 A B P9 B A P4 C B A P12 A B P6
OPENS WHEN
PRESSURE
> 55 PSI
'B'
'A'
'E'

'D'
SEE
SHEET 1 A3
A2
3312-P3 A1
NO.1 B3
LOGIC B2
'C' 12 CIRCUIT BLEED
HOT B1
D3
D2 X1
X2 CR10
D1
C3
C2 K2
2
C3 HIGH PRESSURE
CR12
BLEED CONTROL
X1 RELAY RIGHT BLEED
3 X2
NOTES:
3312-P31 6121-K15 1
1. IDENT CODE IS 2121, UNLESS OTHERWISE
28V DC 2
LOGIC
NO.2 HBDV SPECIFIED.
BLEED CAUTION OVERRIDE 3
7 CIRCUIT LIGHTS 2 FOR CONTINUATION, SEE CHAPTER 73, ENGINE ELECTRONIC
HOT
POWER OFF
4
CONTROL SYSTEM—ENGINE 1 AND 2.
BLEED 3 FOR CONTINUATION, SEE CHAPTER 61, PROPELLER AUTO
BLEED 5
SYSTEM 2 FEATHER CONTROL SYSTEM.
MASTER CAUTION PANEL ON 6 S4
BLEED SYSTEM 4 FOR CONTINUATION, SEE CHAPTER 30, AIRFRAME DE-ICE
CONT 2 2 AND INDICATION.
(R5)
28V DC RIGHT 5A 5 FOR CONTINUATION, SEE CHAPTER 32, PROXIMITY
MAIN BUS CB2 SWITCH SYSTEM.
Figure 21B-12. Bleed-Air System Electrical Schematic—Series 200 (Sheet 2 of 2)
Canada Ltd.
Revision 3
Canada Ltd.
When either nacelle upstream high-pressure

bleed air reaches 65 psi on the ground or 55 NOTES
psi in the air, the associated high-pressure
switch opens and disconnects the ground from
time delay relay K3 and deice time delay relay
3010-K2. Relay K3 deenergizes both high-
pressure shutoff valves closed and reconnects
power to relay 3010-K2 terminal C1, ener-
gizing the relay and disconnecting the ground
from the deice low-pressure warning switch.
Low-pressure bleed air is then supplied to
the system.
Airborne with the AIRFRAME AUTO switch

in SLOW or FAST, the bleed-air system re-
mains in the high-pressure mode, controlled
by the No. 1 high-pressure switch (65 psig).
If an overpressure condition occurs, the wing

bleed overpressure switch closes at 75 psi to
energize the nacelle shutoff valve closed, iso-
lating the affected bleed-air system.
Revision 3 21B-23
Canada Ltd.
RECIRCULATION FAN SWITCH

ACTIVATES RECIRCULATION SYSTEM FAN
AIR CONDITIONING
WHEN SELECTED TO RECIRC.
OFF OFF
CABIN DUCT TEMPERATURE INDICATOR RECIRC 1 BLEED 2
INDICATES AIR TEMPERATURE IN CABIN

DISTRIBUTION SUPPLY DUCT. 40 60
CABIN
20 80
DUCT
0 100
°C MIN MAX
MAN–AUTO SWITCH (2) MAN
BLEED
FLIGHT COMPARTMENT COOL–WARM
AT MAN, TEMPERATURE CONTROL SWITCH WITH RELATED MAN–AUTO
OF CABIN OR FLIGHT COMPARTMENT IS BY COOL WARM COOL WARM SWITCH AT MAN. DIRECTLY CONTROLS
RELATED COOL–WARM SWITCH. AT AUTO, AUTO
TEMPERATURE TRIM VALVES WHEN
CONTROL IS DIRECTED TO ASSOCIATED HELD AT SPRING-LOADED COOL OR
AUTOMATIC TEMPERATURE CONTROLLER. TEMP
CONTROL WARM POSITIONS.
F/A CABIN FLT COMP
CABIN COOL–WARM SWITCH AUTOMATIC TEMPERATURE SELECTOR

WITH RELATED MAN–AUTO SWITCH AT MAN, (2) ROTARY KNOB, WHEN POSITIONED
DIRECTLY CONTROLS PACK TEMPERATURE CON- AS DESIRED, INPUTS TEMPERATURE
TROL VALVES WHEN HELD AT SPRING-LOADED REQUIREMENT INTO AUTOMATIC
COOL OR WARM POSITION. TEMPERATURE CONTROLLER, WHICH
MANIPULATES PACK TEMPERATURE
VALVES OR TEMPERATURE TRIM
NOTE:
VALVES TO MAINTAIN THE SELECTED
F/A POSITION AT MAX COOL
LEVEL (MAN–AUTO SWITCH MUST BE
ON THE CABIN RHEOSTAT
AT AUTO.)
MOD 8/0807
Figure 21B-13. Air-Conditioning System Controls
21B-24 Revision 3
Canada Ltd.
The cabin system ducts the air up to and along

AIR-CONDITIONING the cabin ceiling (or via the underfloor duct-
SYSTEM ing depending on cabin air supply switch po-
sition), where it is discharged through low-
velocity air outlets along each side of the cen-
GENERAL ter aisle. The flight compartment system ducts
air forward under the cabin floor to flight
The air-conditioning system provides an inflow compartment side window demist outlets, di-
of temperature-controlled air to the cabin and rectionally adjustable side console outlets,
flight compartment for heating, cooling, and and fixed outlets at the rudder pedal foot wells.
ventilation. The system consists of a bleed-air
system for each engine, an air-conditioning The air recirculation system improves cabin
pack, and an air recirculation system. airflow and reduces the flow demand required
Conditioned air is supplied to the cabin and of the air-conditioning system. Air is drawn
flight compartment through outlet grilles in the from the flight compartment, through the
cabin ceiling and/or the lower sidewall vents avionics compartment, and into the under-
flight compartment sidewalls. With the recir- floor duct by an electric recirculation fan in
culation system operating, air is supplied to the duct, which forces the air aft to the mixer.
individually controlled outlets in the cabin, Branch ducts just downstream of the fan di-
flight compartment, and lavatory. rect part of the recirculation flow to a series
of high-velocity air outlets (gaspers) located
Bleed air from the engines is hot enough to above each passenger position, in the lavatory,
meet all cold day requirements. On hot days, and on the pilot’s and copilot’s side panels.
the bleed air is routed through an air cycle
machine, where it is cooled to below ambient, Air-conditioning system controls are shown in
using the pressure and energy of the air to Figure 21B-13.
drive the cooling turbine. When the air is
cooled below its dew point, condensate is ex-
tracted by a condenser.
NOTES
COOLING SYSTEM
General
The major component of the cooling system
is an air-conditioning pack located in the aft
fuselage. It is supplied with bleed air from
both engines and cools this air as necessary be-
fore distribution to the cabin and flight com-
partment. When heating is required, bleed air
bypasses the refrigeration section of the pack.
If cooling is required, the bypass valve is
closed to divert bleed air through the refrig-
eration section.
Temperature of the air supplied by the pack is

controlled either automatically or manually
from the flight compartment or the flight at-
tendant’s panel if the cabin system is selected
to AUTO.
Revision 3 21B-25
21B-26
AIR CONDITIONING
OFF OFF
RECIRC 1 BLEED 2
40 60
CABIN
20 80
DUCT
0 100
°C MIN MAX
BLEED
MAN
COOL WARM COOL WARM

AUTO
TEMP
CONTROL
CABIN CABIN F/A CABIN FLT COMP
CABIN
DUCT HOT TEMP
ZONE BIAS

SENSOR
FLT COMPT CONTROL
INPUT FLIGHT
DUCT HOT COMPARTMENT
"FULL COLD" ZONE SENSOR APU
CABIN FLIGHT
OVERRIDE SIGNAL COMPARTMENT INPUT
TEMPERATURE
CONTROLLER TEMPERATURE
CONTROLLER
START
"FULL COLD" OVERRIDE SIGNAL BL AIR BYPASS
OPEN DEICE
TO RAM-AIR BAFFLE SYSTEM
DUCT SCOOP BOX
GAUGE ACM
TRIM VALVE SUPPLY
TEMP ACTUATOR APU
SENSOR PACK DUCT
L ENGINE TEMPERATURE TEMPERATURE BLEED-AIR
BLEED AIR TRIM VALVES CONTROL VALVES VALVE
DUCT
TEMP BLEED-AIR SUPPLY DUCT
CONTROL
SENSOR VALVE
R ENGINE BLEED AIR ACTUATOR
RAM AIR
CABIN DUCT OVERBOARD
DUCT OVERTEMP LEGEND

SWITCH PRESSURE
REGULATING BLEED AIR
VALVE
FLT COMPT DUCT
HEAT EXCHANGER AIR
DUCT TEMP COMPRESSOR
SENSOR DISCHARGE
OVER- CONDENSER COLD AIR
TEMPERATURE MIXING
SWITCH BOX HEAT
WATER RECIRCULATED AIR
EXCHANGERS
WATER NOZZLE
FILTER CABIN CONDITIONED SUPPLY
RECIRCULATED
CABIN AIR
WATER
TRAP FLIGHT COMPARTMENT
FAN CONDITIONED SUPPLY
AMBIENT OR RAM AIR

COMPRESSOR
WATER
AIR CYCLE EXPANSION RAM-AIR
CAUTION MACHINE (ACM) TURBINE DUCT
ACM BYPASS DUCT ELECTRICAL POWER
Canada Ltd.
LIGHT AIR COND
PACK HOT SHUTDOWN SIGNAL TO
Revision 3
BLEED-AIR SYSTEMS
Figure 21B-14. Air-Conditioning Pack Schematic

Canada Ltd.
Air-Conditioning Pack Conditioned air leaving the mixer/condenser

is separated by a diverter baffle for entry into
The air-conditioning pack (Figure 21B-14), lo- the cabin and flight compartment air distri-
cated in a bay in the aft fuselage, consists of bution systems.
an air cycle machine (ACM), primary and sec-
ondary heat exchangers, an exhaust duct, and
associated piping and control valves. The pack NOTES
is supplied with hot bleed air ducted in along
the dorsal fin. According to temperature re-
quirements, this air is cooled or passed as hot
air to the mixer box.
Air to be cooled is ducted through the pri-

mary heat exchanger, reducing its temperature,
before entering the compressor side of the
ACM where its pressure is increased. The
compressor discharge is cooled through a pair
of secondary heat exchangers and passes
through the condenser where excess water is
extracted. The air then enters the ACM ex-
pansion turbine, where it is cooled to low tem-
perature and reduced in pressure for discharge
into the mixer.
The heat exchangers are cooled by ram air,

ducted into the aft fuselage by dorsal fin ram
inlets (supplemented by the vent door to re-
lieve negative pressure when the airplane is
on the ground), and drawn into a ram-air duct
within the air-conditioning bay by an ACM-
driven fan. The duct directs the air through
the primary and secondary heat exchangers
before discharging it overboard through the
tail cone. Water piped from the condenser is
sprayed into the ram-air duct to improve heat
exchanger efficiency.
Cold air discharged into the mixer is blended

with cabin air forced into the mixer by the
cabin recirculation system and hot bleed air
injected upstream of the mixer via an ACM by-
pass duct.
By varying the blended ratios of cold air to hot

bypassed air, the desired conditioned air tem-
perature is achieved. Pack temperature control
valves, one positioned in the ACM supply duct
and one in the ACM bypass duct, regulate the
blending ratios in response to commands from
the cabin temperature controller.
Revision 3 21B-27
21B-28

POSITION
MICROSWITCH
RANGE LINKAGE
CABIN VALVE FLIGHT COMP

VALVE
OPEN 90°
MOUNTING
65° OPEN PLATE
CLOSED 0° 0° CLOSED
CCW CW
STOP STOP
ACTUATOR
ROTATION
FUNCTIONAL
SCHEMATIC FLIGHT COMPARTMENT CABIN
BUTTERFLY VALVE BUTTERFLY VALVE ACTUATOR
Figure 21B-15. Temperature Trim Valves
Canada Ltd.
Revision 3
Canada Ltd.

AND OPERATION
Temperature Trim Valve
The temperature trim valve (Figure 21B-15)
consists of two one-inch butterfly valves driven
by an electrically operated actuator through
mechanical linkage. All three components are
installed on a mounting plate attached to the
condenser/mixer in the aft fuselage, aft of the
rear pressure dome.

supplied to the flight compartment by open-
ing and closing the butterfly valves to control
the flow of hot bleed air to achieve the desired
temperature. The valves are controlled by an
electrically operated actuator which modu-
lates in response to automatic signals from
the flight compartment temperature controller,
or from direct electrical inputs from the man-
ually operated switch.

butterfly valves to the actuator is designed to
provide a sequence of valve openings and clos-
ings, in response to actuator rotation, to pro-
vide a complete temperature range for the
flight compartment.
If a warmer flight compartment temperature is

desired, the flight compartment butterfly valve
is opened to allow hot bleed air directly into
the distribution system to achieve the temper-
ature. The cabin butterfly remains closed.
If a cooler flight compartment temperature is

desired, the cabin butterfly valve is opened to
allow hot bleed air directly into the cabin dis-
tribution system. The flight compartment but-
terfly valve remains closed. Since the cabin has
not called for this extra heat, the pack tem-
perature control valve is repositioned to allow
less bypass. The resulting cooler pack dis-
charge temperature restores cabin require-
ments (pack discharge plus added heat) and
gives the flight compartment its cooler tem-
perature.
Revision 3 21B-29
Canada Ltd.
COLD THROTTLE
FULL-TRAVEL BUTTERFLY
MICROSWITCH VALVE
2.5-INCH PACK BYPASS
THROTTLE VALVE BUTTERFLY
VALVE ACTUATOR
OPEN
1.5-INCH
VALVE BYPASS
POSITION VALVE
MOUNTING
CLOSED CLOSED PLATE
CCW STOP CW STOP

ACTUATOR
STROKE
FUNCTIONAL
SCHEMATIC
LINKAGE
Figure 21B-16. Pack Temperature Control Valves
21B-30 Revision 3
Canada Ltd.
Pack Temperature NOTES

Control Valves
The electrically actuated temperature control
valve consists of a 1.5-inch diameter pack by-
pass butterfly valve operated in opposition to
a 2.5-inch diameter throttle butterfly valve
(Figure 21B-16). The two valves are me-
chanically linked to the actuator, and all three
components are installed on a mounting plate
attached to the heat exchanger in the rear fuse-
lage aft of the rear pressure dome. The pack
bypass valve is located in a bypass duct from
the bleed-air duct; the throttle valve is in the
outlet duct from the primary heat exchanger.

discharged from the pack by opening and clos-
ing of the pack bypass and throttle valves.
The electrically operated actuator modulates
in response to automatic signals from the cabin
temperature controller or direct electrical in-
puts from the manually operated switch.

valves to the actuator provides a sequence of
valve opening and closing, in response to ro-
tation of the actuator, providing a complete
temperature range from maximum cooling to
maximum heating.
For maximum cooling, the pack bypass valve

is closed and the throttle valve is open. This
allows the total flow from the engine bleed-
air system to pass through the dual heat ex-
changer and air cycle machine. When less
cooling is required, the actuator moves the
throttle valve toward the closed position and
the bypass valve toward open to allow a pro-
portional amount of the airflow to bypass the
refrigeration circuit. At maximum heat, the
throttle valve is fully closed, and the pack by-
pass valve is fully open.
Revision 3 21B-31
Canada Ltd.
RAM-AIR VENT
OUTLET HEADER DOOR BLEED BYPASS
TO MIXING BOX
RAM-AIR INLET DUCT
OR APU [SOO 8062])
PACK TEMPERATURE
CONTROL VALVE
MOUNTING BRACKET
PRIMARY
SECONDARY
OUTLET DUCT
(TO ACM
COMPRESSOR)
RAM-AIR
INLET
INLET DUCT (FROM
ACM COMPRESSOR)
OUTLET DUCT (TO TRANSITION DUCT

ACM TURBINE)
RAM-AIR WATER NOZZLE
INLET HEADER
Figure 21B-17. Heat Exchanger
21B-32 Revision 3
Canada Ltd.

General
The heat exchanger (Figure 21B-17), located
in the aft fuselage, is an all-welded aluminum
alloy structure consisting of a housing with a
finned core divided into primary and sec-
ondary units.
Inlet and outlet headers on each side of the

housing separate primary and secondary air-
flow. A circular transition duct, welded to a
ram-air inlet header, functions as the ram-air
inlet for the exchanger core. This duct is
connected directly to the fan outlet end of the
ACM. The primary exchanger inlet duct is
connected to the bleed-air supply, and the
outlet duct to the ACM compressor inlet.
The secondary exchanger inlet duct is con-
nected to the ACM compressor outlet and
the outlet duct of the ACM turbine inlet
through the condenser.
Inward opening vent doors in the ram-air out-

A spray nozzle in the ram-air inlet is connected

to a water drain in the condenser and to another
drain downstream of the condenser. Air tapped
from the supply at the drains forces collected
water to the nozzle to be sprayed into the heat
exchanger inlet.
Heat Exchanger Operation

The purpose of the heat exchanger is to lower
the bleed-air temperature for the air cycle
machine.
Hot air from the bleed-air system flows to the

primary heat exchanger. The airflow is par-
tially cooled by heat transfer to ram air through
the exchanger core and is then directed to the
ACM compressor inlet. From the compres-
sor, the air flows through the secondary heat
exchanger where it is further cooled. The air-
flow is then directed through the condenser to
and through the ACM turbine.
Revision 3 21B-33
Canada Ltd.
CONDENSER
MIXER
OUTLET TO INLET FROM

CABIN AND ACM TURBINE
FLIGHT WATER
COMPARTMENT DRAIN INLET FROM
RECIRCULATING
FAN
CONDENSER OUTLET
(TO ACM TURBINE)
CONDENSER INLET
(FROM HEAT
EXCHANGER)
WATER
DRAIN
CONDENSER
OUTLET
Figure 21B-18. Condenser/Mixer
21B-34 Revision 3
Canada Ltd.
General
The condenser/mixer (Figure 21B-18) is an all-
welded aluminum alloy unit consisting of a
finned core and inlet and outlet headers. It is
bolted to structure in the aft fuselage.

air from the ACM, previously injected hot by-
to achieve the temperature required in the
cabin. The other end of the unit is the con-
denser, where moisture is extracted from the
air. Two drains collect extracted moisture and
route it back to the heat exchanger inlet through
a filter or the overboard drain.
Condenser/Mixer Operation
Relatively cool conditioned air destined for the
cabin passes through the finned core of the con-
denser. Warm air from the secondary heat ex-
changer passes over the cool core, where
moisture in the air collects on the core. When
droplets collect in water drains, they are routed
back to the heat exchanger ram-air inlet or
overboard drain.
Revision 3 21B-35
Canada Ltd.
TURBINE OUTLET
TURBINE
(TO CONDENSER/ COMPRESSOR INLET
HOUSING
MIXER) (FROM PRIMARY
HEAT EXCHANGER)
FAN INLET
HEAT EXCHANGER SCREEN COMPRESSOR
CONNECTING FLANGE HOUSING
FAN OUTLET
DUCT
OIL LEVEL
OIL FILL SIGHT GAGE COMPRESSOR OUTLET
FAN HOUSING PLUG (TO SECONDARY
HEAT EXCHANGER)
Figure 21B-19. Air Cycle Machine
21B-36 Revision 3
Canada Ltd.
Air Cycle Machine vents the ingress of foreign objects, thus pro-
tecting the fan rotor. The fan rotates in a steel
General shroud, which is an integral part of the inlet.
The air cycle machine (ACM) (Figure 21B-19)
The outlet section is cone-shaped with a tubu-
consists of a three-wheel assembly and sepa-
lar bore and air-straightening vanes that pro-
rate housings for compressor, turbine, and fan
vide a divergent transition duct for ram-air
rotors. The three housings are secured to-
delivery to the heat exchangers. The diffuser
gether at circular bolted flanges.
outlet mates with the ram-air inlet of the heat
exchanger.
The three-wheel assembly consists of a com-
mon shaft mounting a centrifugal compressor
and turbine rotor on one end and an axial flow ACM Operation
fan at the opposite end. The shaft rotates in a Cooled air from the primary heat exchanger
single bearing cartridge. The shaft seals are enters the compressor inlet of the ACM, where
located to the front and rear of the bearing it is compressed and then delivered at a higher
races to prevent oil leakage into the airflow. pressure and temperature to the secondary
The bearings and the shaft are lubricated by heat exchanger through the condenser to the
oil from a sump in the turbine housing. Two turbine inlet. Expansion of the air across the
wicks are radially preloaded against the shaft. turbine rotor reduces the pressure, with a cor-
The sump has drain and filler plugs and a responding drop in temperature. Air leaving
sight gage. the turbine outlet is routed to the con-
denser/mixer.
The dome-shaped compressor housing is
flange-mounted on the turbine housing and The turbine extracts energy from the airflow
contains a diffuser to direct the airflow leav- as it reduces the pressure to just above cabin
ing the centrifugal compressor. The com- pressure. Most of this energy is fed back to aid
pressor inlet is at the center of the domed in driving the compressor. The remainder of
housing and incorporates offset radial vanes the turbine energy drives the fan to ensure air-
to impart a swirling motion to the incoming flow through the heat exchanger when the air-
air from the primary heat exchanger, thus cor- plane is stationary.
recting the impingement angle on the com-
pressor rotor.
NOTES
member of the ACM, supporting the com-
pressor and fan housings on the end flanges and
the bearings and three-wheel assembly in the
bore. A turbine nozzle in the housing aids in
the expansion of air leaving the turbine rotor,
lowering the air temperature. Tube adapters on
the housing connect the turbine inlet to the sec-
ondary heat exchanger and the turbine outlet
to the condenser/mixer.
The fan housing consists of two sections, one

section serving as the air inlet and the other
section providing the air outlet. The inlet sec-
tion provides a circular, reverse-flow duct
which directs ram air through the axial-flow
fan rotor. A wraparound wire mesh screen pre-
Revision 3 21B-37
Canada Ltd.
AIR CYCLE MACHINE
Figure 21B-20. Compressor Discharge Overtemperature Switch
Figure 21B-21. Temperature Controllers
21B-38 Revision 3
Canada Ltd.

The compressor discharge overtemperature
switch (Figure 21B-20) is installed in the
delivery duct from the ACM compressor. It
consists of a normally open single-pole thermal
switch with a bimetallic element. The switch
closes when the compressor discharge
temperature exceeds 405 ±10° F (207 ±5° C).
Overheat Condition
If the temperature of the air discharged from
the ACM compressor exceeds 207° C (450° F),
the compressor discharge overtemperature
switch closes to energize both HP bleed con-
trol relays closed with the following results:
• The AIR COND PACK HOT caution

light comes on.
• Both HP bleed valves are deenergized

closed.
• Both nacelle shutoff valves are ener-

gized closed.
When the overheat condition clears, the switch

opens to restore system operation.
Temperature Controller
The temperature controller (Figure 21B-21) for
each system is located in the electrical equip-
ment bay forward of the No. 1 relay panel.
They consist of aluminum boxes housing elec-
tronic analog devices with printed circuit
boards. A circuit in each controller is con-
nected to its associated temperature control se-
lector and duct and zone temperature sensors.
Another circuit connects the applicable valve
actuator and manual temperature control
switch through relays. By comparing the input
signals from the duct and zone sensors with the
selection made, the controller completes a cir-
cuit to operate the applicable valve actuator.
The actuator modulates the valves in response
to the controller signals to supply conditioned
air at the desired temperature.
Revision 3 21B-39
Canada Ltd.
DUCT
DUCT TEMPERATURE
OVERTEMPERATURE SENSOR TEMPERATURE-
SWITCH SENSING BULB
PT
FLT COM
CABIN
Figure 21B-22. Temperature Sensors and Switches
21B-40 Revision 3
Canada Ltd.
Duct Temperature Sensors resume air-conditioning system operation

when the duct air temperature falls to 180° F
The duct temperature sensors (Figure 21B-22) (82° C).
are negative coefficient thermistors in which
the resistance varies inversely with the tem-
perature of the air flowing through the duct. OPERATION
Each sensor provides a signal to the associated
controller for automatic temperature control. Air to be cooled is temperature-reduced
through the primary heat exchanger and is
The cabin duct temperature sensor is located in then compressed through the ACM to boost the
the cabin supply duct below the baggage com- temperature and pressure.
partment floor. The flight compartment duct
sensor is in the flight compartment supply duct The compressed air passes through the sec-
beneath the baggage compartment floor. ondary heat exchanger to further reduce its
temperature, passes through the condenser
where moisture is extracted, and then enters
Zone Temperature Sensors the ACM turbine. The energy extracted by the
turbine drops the air temperature well below
The zone temperature sensors are similar in
ambient and reduces the pressure to just above
construction and operation to the duct sen-
cabin ambient. At this point, bypassed bleed
sors. They provide signals for automatic tem-
air is injected to achieve the desired temper-
perature control to the associated controller.
ature. The air then enters the mixing box,
The cabin zone temperature sensor with inte-
where it is blended with recirculated cabin
gral fan is located in the recirculation extrac-
air. Temperature of the air supply is regulated
tion dado, left side. The flight compartment
by opening and closing the pack temperature
zone sensor is located on the pilots consol, be-
control valves to allow part of the hot bleed
tween the rudder pedals.
air to bypass the ACM and mix with the cool
air discharged from the ACM. The valves are
operated through mechanical linkage from a
Temperature-Sensing Bulb single actuator which positions the valves in
The temperature-sensing bulb is an electrical response to signals from an automatic tem-
resistance unit that transmits resistance vari- perature controller (which can be monitored
ations proportional to temperature changes to on the flight attendant’s panel) or from direct
the cabin DUCT temperature indicator (Figure electrical inputs from a manually operated
21B-23). The indicator reading allows for switch in the flight compartment.
more precise temperature control when in the
MAN mode.
NOTES
Duct Overtemperature Switches
Each duct overtemperature switch consists of
a normally open, single-pole thermal switch
with a bimetallic element. When duct tem-
perature exceeds 190° F (88° C), the switch
closes to illuminate the appropriate cabin or
flight compartment DUCT HOT caution light.
Actuation of either switch also energizes a
duct overheat control relay to switch the input
to the temperature control valve actuator to the
manual COOL command. The switch opens to
Revision 3 21B-41
Canada Ltd.
SOLENOID
ACTUATOR HOUSING
ELECTRICAL
CONNECTOR
ACTUATOR COVER
ACCESS TO
FILTER
FLOW CONTROL
VALVE
SOLENOID SHOWN ENERGIZED SOLENOID SHOWN DEENE
FROM A FROM A
C C
SWITCH SWITCH
Figure 21B-23. Temperature Control System
21B-42 Revision 3
Canada Ltd.
TEMPERATURE NOTES
CONTROL SYSTEM
GENERAL
Air-conditioning system temperature is con-
trolled by two electrical subsystems, one for
the cabin and the other for the flight compart-
ment. The cabin subsystem controls tempera-
ture generated within the pack for the entire
airplane; the flight compartment subsystem
allows for changes in temperature between the
two areas. Each subsystem is controlled by an
independent set of switches on the AIR CON-
DITIONING panel, which can be positioned for
manual or automatic operation.
The cabin temperature control system uti-

lizes a temperature controller that compares
input signals from two sensors with the tem-
perature selected and sends a signal to the
modulate the control valves to achieve the

system operates the same as the cabin system
except the signal from the temperature con-
troller is sent to the trim valve actuator to
modulate the trim valves for the desired flight
compartment temperature.
Air-conditioning system controls on the over-

head panel include a cabin DUCT temperature
indicator and switches for temperature control
(Figure 21B-23).
Temperature in the cabin and the flight com-

partment can be controlled either automatically
or manually with two switches labeled “MAN’’
and “AUTO.’’ The two manual temperature
controls are momentary-on spring-loaded to
center switches sharing a COOL–WARM leg-
end with the automatic control CABIN and
FLT COMP rotary variable resistors. The
TEMP CONTROL MAN–AUTO switches are
wired into the electrical circuits of the ap-
propriate temperature controller.
Revision 3 21B-43
Canada Ltd.
UPPER DUCT
LOWER DUCT
CABIN AIR SUPPLY
Figure 21B-24. Cabin Temperature Bias Control
21B-44 Revision 3
Canada Ltd.
OPERATION Flight Compartment

Flight compartment air is initially at the same
Automatic Temperature Control temperature as the cabin but can be adjusted
by setting the FLT COMP automatic temper-
Cabin ature control selector as required. This selec-
In the automatic mode, the cabin tion, plus the temperature sensed by the flight
MAN–AUTO switch (Figure 21B-23) is po- compartment duct temperature sensor in the
sitioned to AUTO, and the CABIN automatic aft section of the airplane below the baggage
temperature control is rotated toward COOL compartment floor and the flight compart-
or WARM, as required. ment zone temperature sensor behind the
pilot’s seat, forms a bridge circuit in the flight
Temperature of the cabin air is sensed by the compartment temperature controller. The con-
cabin air duct temperature sensor in the inlet troller compares the two sensed temperatures
duct. Temperature of the air leaving the cabin with the selected temperature, and the differ-
is sensed by the cabin zone temperature sen- ence, in the form of electrical impulses, is
sor at the center left side of the cabin. The cabin transmitted to the temperature trim valve ac-
zone sensor has an automatically powered fan tuator in the supply duct.
to draw ambient cabin air over the sensor for
a more accurate reading. These sensors are If a warmer temperature than that in the cabin
wired to form part of an electrical bridge cir- is desired in the flight compartment, the ac-
cuit within the cabin temperature controller. tuator positions a trim valve to meter hot air
An electrical input from the CABIN automatic into the flight compartment supply duct. If a
temperature control selector, through the cooler temperature is desired, the flight com-
CABIN TEMPERATURE bias control, pro- partment trim valve closes, and the cabin trim
vides a variable in another leg of the bridge cir- valve opens to route hot air into the cabin sup-
cuit. The controller compares the two sensed ply duct. If additional heat has not been se-
temperatures with the selected temperature, lected, the cabin system causes the pack
and the difference, in the form of electrical temperature control valve to reposition to re-
pulses, is transmitted to the pack temperature store cabin temperature, with the added hot air,
control valve actuator in the pack. and to provide the desired temperature in the
flight compartment.
The actuator responds to the signal by posi-
tioning the pack temperature control valve to
regulate the flow of air at the desired temper- NOTES
ature. Thus, the command output from the
cabin temperature controller to the tempera-
ture control valve actuator brings the tem-
perature at the zone sensor in the cabin in line
with the selected temperature. The duct tem-
perature sensor limits the air temperature to
35 to 160° F (2 to 71° C).
Cabin Temperature Bias Control

The CABIN TEMPERATURE bias control
(Figure 21B-24), is located at the flight at-
tendant’s forward station. When the flight
compartment “cabin” rheostat is selected to the
“F/A” position, the flight attendant gains full
control of the cabin temperature.
Revision 3 21B-45
Canada Ltd.
Manual Temperature Control • With the circuits complete, signals are

sent to the actuator to position the valves
Cabin as determined by the selection made at
the FLT COMP selector.
In the manual mode, the cabin MAN–AUTO
switch is positioned at MAN, and the required
If a warmer flight compartment temperature
temperature is obtained by adjustment of the
is desired, the trim valves are positioned to add
CABIN manual temperature control selector
heat to the flight compartment supply duct. If
between COOL and WARM. In this mode,
cooler temperature is desired, the trim valves
there are no limits in the supply temperature
are positioned to add heat to the cabin supply
range. MAN selection also energizes a relay
duct. The cabin will readjust to the added heat
to initiate the following:
in the AUTO mode. If the CABIN manual se-
lection is made, the trim valves lock in the cen-
• Isolate the hot and cold command sig-
ter position if the trim valve attempts to add
nals from the cabin temperature con-
heat to the cabin system. To release the lock,
troller to the pack temperature control
the cabin must be selected to AUTO, remov-
valve actuator.
ing the ground from the locking relay.
between the CABIN manual tempera- NOTES
ture control selector and the pack tem-
perature control valve actuator.
• With the circuits complete, signals are

sent to the actuator to position the con-
trol valves as determined by the selec-
tion made at the CABIN manual
temperature selector.
Flight Compartment
In the manual mode, the MAN–AUTO switch
is positioned at MAN, and the required tem-
perature is obtained by adjusting the FLT
COMP manual temperature control selector
between COOL and WARM. Selection of
MAN also energizes a relay to initiate the fol-
lowing:
• Isolate the hot and cold command sig-

nals from the flight compartment tem-
perature controller to the trim valve
actuator in the supply duct.

between the FLT COMP manual tem-
perature control selector and the trim
valve actuator.
21B-46 Revision 3
Canada Ltd.
Duct Overheat STAGE THREE

If the cabin or flight compartment supply duct 1. Pack valve goes full cold.
air temperature exceeds 190° F (88° C), a duct
overtemperature switch closes with the fol- 2. Microswitch causes return to center relay,
lowing results: driving trim valve to locked center
position.
• A circuit is completed to the master When the duct temperature falls to 180° F
caution control box to illuminate a DUCT (82° C), the overtemperature switch opens to
HOT caution light. resume air-conditioning system operation.
• The duct overheat relay K3 or K4 (MSM
Chapter 21) is energized with the
following results:
NOTES
• Relay K1 or K2 is energized to isolate
the automatic hot or cold commands
from either temperature controller to
the associated valve actuator.
• A circuit is completed to provide a
cool signal to the associated valve
actuator, causing the actuator to
reposition its valves to operate the
pack in the fully cold mode.
Three stages of flight compartment overheat
operation are as follows:
STAGE ONE
1. Master CAUTION light illuminates.

2. Trim valve is disconnected for automatic
and manual control.
STAGE TWO
Cabin in auto Cabin in MANUAL
1. Trim valve adds 1. Trim valve locks

heat to cabin at center position.
ducts center.
2. Auto box senses

heat and drives
pack towards
cold.
Revision 3 21B-47
Canada Ltd.
Figure 21B-25. Conditioned Air Distribution
AVIONICS COMPARTMENT COOLING
21B-48 Revision 3
Canada Ltd.

DISTRIBUTION
SERIES 200
GENERAL
Conditioned air from the pack is ducted into
the fuselage at the center of the rear pressure
dome bulkhead (Figure 21B-25). A longitu-
dinal baffle in the duct directs 70% of the air
to the cabin and 30% to the flight compartment
via two ducts. The flight compartment duct is
routed under the baggage compartment and
cabin, where it splits into two ducts to feed the
pilot’s and copilot’s subsystems. The cabin
supply duct is routed under the baggage com-
partment, where it splits into an upper and
lower duct for each side of the fuselage. The
upper of these ducts supplies air to the cabin
dado panel grilles, while the lower duct sup-
plies, via sidewall risers, the upper cabin air
outlets, as well as the cabin, lavatory, and
flight attendant’s station gaspers. The flight
compartment duct supplies air to sidewall
grilles and gaspers in the flight compartment.
Flight compartment air is also used for side
window demisting.
On airplanes with SOO 8069, conditioned air

can be supplied to the cabin and flight com-
partment through an eight-inch universal
ground air service connector located on the
right side of the aft fuselage. The air supply
from the ground connection is routed through
a short flexible duct to join the cabin supply
air duct in the aft fuselage. The air is then
routed, via the condenser/mixer, to the cabin
and flight compartment. A butterfly-type check
valve is line-mounted in the ground condi-
tioned air duct to prevent recirculated or air-
conditioning pack air from spilling overboard
through the ground air connector.
Revision 3 21B-49
21B-50
UPPER GASPER
GRILLE GALLERY
GALLERY REAR
PRESSURE
BULKHEAD

RESTRICTOR FLIGHT ATTENDANT
CONTROLLED
SHUTOFF
VALVE
TO FLIGHT ATTENDANT DADO RISER
AND LAVATORY PANEL DUCT
GASPERS OVERTEMPERATURE
SWITCH
DUCT
TEMPERATURE
MAIN CABIN
DUCT SENSING
SUPPLY DUCT
TEMPERATURE BULB
SENSOR
Figure 21B-26. Cabin Air Distribution Schematic
Canada Ltd.
Revision 3
Canada Ltd.
CABIN AIR DISTRIBUTION and an overtemperature switch, which are part

of the temperature control system. A cabin
The supply of conditioned air for the cabin, duct temperature sensing bulb, located in the
consisting of approximately 70% of the air cabin supply duct downstream of the overtem-
discharged from the air-conditioning pack, perature switch, provides signals to a cabin
enters the cabin at the center of the rear pres- duct tem-perature indicator on the AIR CON-
sure dome (Figure 21B-26). The air is routed DITIONING panel in the flight compartment.
below the cabin to dado panels above the cabin
floor and, via sidewall risers, to the upper air
outlets, which are located outboard of the pas- NOTES
senger service (PSU) units. The supply duct
splits at a wye duct to supply each side of the
cabin. At the wye split, a secondary upper
duct branches out from the lower duct and
parallels it on each side of the fuselage. The
upper duct supplies air to the cabin dado pan-
els, while the lower duct supplies air to the
upper air outlets and gaspers via sidewall ris-
ers. Incorporated into the upper duct is a mo-
torized butterfly shutoff valve controlled by
a two-position switch on the flight attendant’s
panel. The switch positions are UPPER DUCT
and LOWER DUCT. In the UPPER DUCT po-
sition, the shutoff valve shuts off air to the
cabin dado panel, routes all air to the upper air
o u t l e t s , a n d g ive s m a x i m u m f l ow t o t h e
gaspers. When LOWER DUCT is selected,
the shutoff valve opens to allow half of the air
to the floor dado panels.

manually controllable air outlets (gaspers)
are provided at each seat location, in the cen-
ter ceiling above the forward flight attendant’s
station, the lavatory, and the flight compart-
ment. All gaspers, except those in the flight
compartment, receive conditioned air from
the cabin air supply duct via takeoff ducts
from the same sidewall risers as the upper
cabin (PSU) outlets.
Approximately 60% of the cabin air is ex-

hausted through slots located between the side
and dado panels of the mid and aft cabin, pass-
ing under the cabin floor to be exhausted
through the normal outflow valve. The other
40% of cabin air is exhausted through the air
recirculation system.
The delivery duct from the air-conditioning

Revision 3 21B-51
Canada Ltd.
FORWARD REAR
PRESSURE SIDE WINDOW PRESSURE
BULKHEAD DEMIST OUTLETS BULKHEAD
FLOW
ADJUST
LEVERS
CABIN
DUCT
OVERTEMPERATURE
TO LARGE FIXED SIDE TO GASPERS SWITCH
DUCT
FORWARD OUTLETS CONSOLE BELOW WINDSCREEN TEMPERATURE
SIDE CONSOLE IN FOOT ADJUSTABLE CORNER PILLARS SENSOR
GASPERS WELL OUTLETS
CABIN
SUPPLY
FLOW
ADJUST ZONE
LEVERS TEMPERATURE
SENSOR
SIDE WINDOW
DEMIST OUTLETS
Figure 21B-27. Flight Compartment Air Distribution
LAVATORY FLIGHT ATTENDANT GASPER REAR

GASPER STATION GASPER GALLERY PRESSURE
BULKHEAD
FLIGHT
COMPARTMENT
CABIN
RESTRICTOR
RISERS
LOWER CABIN AIR

LAVATORY
Figure 21B-28. Gasper System Schematic
21B-52 Revision 3
Canada Ltd.
FLIGHT COMPARTMENT AIR that extend above the passenger service units
(PSU) panels on each side of the cabin. From
DISTRIBUTION there the air is supplied to individual con-
The supply of conditioned air for the flight trollable outlets at each passenger seat. The ris-
compartment, consisting of approximately ers also supply condi-tioned air to the cabin
30% of the air discharged from the air-condi- upper air outlet grilles. The upper cabin grilles
tioning pack, enters the cabin at the center of require less airflow than the gaspers; therefore,
the rear pressure dome and is routed to the a restrictor is installed in each riser between
flight compartment via a duct under the cabin the gasper tapoff and upper grille gallery.
floor (Figure 21B-27). A wye duct splits the
airflow into two individual but identical air dis- An additional single riser supplies cabin duct
tribution subsystems, one for the pilot and air to a lavatory gasper and a flight attendant
one for the copilot. station ceiling gasper.
Each of the subsystems consists of a side win- The flight compartment gasper system is sup-
dow demist twin outlet, a fixed outlet in the plied with conditioned air from the flight com-
foot well, and an adjustable large outlet in the partment conditioned air supply duct. Two
side console. Flow adjustment levers on the sill individual controllable outlets are provided for
below the side window are cable connected to the pilot and the copilot. A large outlet is lo-
operate movable vanes in the supply ducts to cated at the forward end of each side console,
permit adjustment of airflow. and a smaller outlet is located below the wind-
shield corner pillars.
Both crewmembers are provided with one
large and one small manually controllable
(gasper) air outlet. The large gaspers are at the NOTES
forward end of each side console. The small
gaspers are located below the windshield pil-
lars on both sides of the flight compartment.

under the floor to the recirculation fan. From
there the air is drawn back to the air-condi-
tioning pack condenser/mixer by the recircu-
lation fan.
The delivery duct from the air-conditioning

and an overtemperature switch, which are part
of the temperature control system.
GASPER AIR SYSTEM

The gasper air system (Figure 21B-28) com-
prises two separate and independent systems,
one for the cabin and one for the flight com-
partment. The one for the left system is sup-
plied with conditioned air from the lower cabin
conditioned air supply duct tapoffs from six
sidewall risers (three on each side of the fuse-
lage). The risers route air to the gasper galleries
Revision 3 21B-53
Canada Ltd.
FLIGHT AVIONICS
COMPT COMPT OUTFLOW
VALVE
CABIN BAGGAGE
COMPT
AIR SLOT CHECK

EXTRACTION BETWEEN VALVE
SLOTS SIDE AND DADO
PANEL
RECIRCULATION
FAN
REAR
RECIRCULATION PRESSURE
DUCT BULKHEAD
RECIRC
FAN PWR
28 VDC
LEFT SEC BUS A
50A
CR1 2123-
B
K1
RECIRC FAN CONTROL
OFF RECIRCULATION
FAN CONT RELAY
28 VDC FAN
LEFT SEC BUS 5A
RECIRC
Figure 21B-29. Air Recirculation System Schematic
21B-54 Revision 3
Canada Ltd.
AIR RECIRCULATION SYSTEM NOTE

The air recirculation system (Figure 21B-29) The fan incorporates protective fea-
supplies air to the condenser/mixer of the air- tures for undervoltage, overcurrent,
conditioning pack, where it is blended with and overheat. The symptoms are
conditioned air from the air cycle machine. those of a fan failure. The fan auto-
matically shuts down when exposed
The system consists of a recirculation fan, to transient voltages of less than 22-
check valve, and associated ducting. The fan VDC for more than 0.10 second. The
is controlled, through a fan control relay, by fan automatically restarts between
a switch marked OFF–RECIRC on the air- 18 and 20 VDC. On occasion, an
conditioning panel. overcurrent condition will occur; the
fan must be switched off for 20 sec-
Electrical power is provided by the 28-VDC onds prior to restart. Overheat will
left secondary bus. also cause shut down, but it will au-
tomatically restart when the over-
The fan draws air back through the recircula- heat condition clears.
tion duct from under the flight compartment
floor and from the cabin via adjoining air ex-
traction ducts, located behind the top of the for-
ward cabin dado panels, to the air-conditioning
pack condenser/ mixer. The fan is located aft
of the rear pressure bulkhead adjacent to the
pack. The check valve is installed between
the fan and the pack to prevent back-flow of
conditioned air when the recir-culation system
is not in operation.
Approximately 40% of the cabin air is recir-

culated; the other 60% is exhausted through
slots located between the dado and side pan-
els of the mid- to rear-cabin area. The ex-
hausted air passes through the slots to the
underfloor area and is exhausted through the
normal outflow valve on the rear pressure
bulkhead.
Operation
Selecting the control switch to RECIRC com-
pletes a circuit to energize fan control relay
2123-K1. The relay then completes a circuit
from the 28-VDC left secondary bus to the
recirculation fan.
Revision 3 21B-55
Canada Ltd.
LOW SPEED
WARNING
DEVICE
EQUIPMENT
THERMOSTATIC COOLING FAN
SWITCH
AIR
EXTRACTION
DUCT
AVIONICS CABIN
FLT COMPT
COMPT
FLT
COMPT
SENSOR
AVIONICS FAN
LOW SPEED
WARNING
DEVICE
P1 FEABC J2 P2
C
B FAN
(20 SEC DELAY ON A
DIODE OUTPUT PIN F)
WARNING
LIGHT
DS1 B3
B2
B1
A2 A3
A1
X1
A2 A3
X2 K2
A1
X1
X2 K1
S1
CLOSES AT
> 35°C
COOLING
FAN NOTE:
10 IDENT CODE IS 2126, UNLESS
28V DC OTHERWISE INDICATED
L MAIN BUS
P/O LEFT AVIONICS
CIRCUIT BREAKER PANEL
Figure 21B-30. Avionics Compartment Cooling Fan
21B-56 Revision 3
Canada Ltd.

COOLING A 20-second delay is incorporated
in the low-speed warning device on
Avionics compartment cooling is accom- output pin F. This prevents a false fan
plished by an avionics fan located under the failure indication while the fan is
cabin floor (Figure 21B-30). The fan draws air spooling up to operational speed after
off each of the equipment shelves, via air cir- initial start.
culation ducts, and discharges it under the
cabin floor. The fan is a brushless, thermo-
statically controlled unit that is operational
when DC power is applied to the airplane. In
the event of fan failure, cooling by natural
convection is adequate for interim operation.
Fan failure is indicated by a light on the for-
ward face of the flight attendant’s panel.
OPERATION
Normal
The avionics cooling fan operates when the
ambient temperature at the avionics rack ex-
ceeds 35° C (as detected by the thermostatic
switch mounted on the upper avionics shelf).
In this condition, switch S1 closes and relay
K1 is energized. 28 VDC is applied through
the fan circuit breaker and contacts of relay K1
and K2 to energize the fan and provide power
to the low-speed warning device. Normal op-
erating speed for the fan is 9,000 rpm.
Fan Failure
Speed of the 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 6,000
rpm or less and remains at the reduced speed
for more than 20 seconds, the low-speed warn-
ing device provides an output which energizes
relay K2. Contacts of K2 disconnects power
from the fan; K2 also maintains power to the
low-speed warning device independent of relay
K1. The low-speed warning device also turns
on the diode warning lights DS1 to indicate fan
failure.
Revision 3 21B-57
Canada Ltd.
NOSE
GEAR
WELL
CARGO
FLIGHT COMPT
CABIN
COMPT
UNDERFLOOR AREA
AFT PRESSURE
DOME
LEGEND
FORWARD
PRESSURE PRESSURIZED UNPRESSURIZED
BULKHEAD
Figure 21B-31. Pressurized Areas
CABIN ALTITUDE
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT A A
1 8
U N
0 9
1000 ft L
-1 10 T
BA AUTO
RO in H G
31
30 29 28
CAB
NORM
ALT BAR SET
Figure 21B-32. Pressurization Controls and Indicators
21B-58 Revision 3
Canada Ltd.
PRESSURIZATION NOTES
SYSTEM—SERIES 200
GENERAL
Pressurization of the airplane is dependent on
three factors: (1) a positive, controlled air-
flow provided by the bleed-air system, (2) the
flight compartment and cabin area being ap-
propriately sealed, and (3) a controlled rate of
air escaping from the fuselage.
Air exhausted from the cabin and flight com-

partment is metered overboard through an
outflow valve in the rear pressure dome.
Valve operation depends on the setting of a
pressure control unit on the overhead panel.
A manually operated safety outflow valve
in the forward pressure bulkhead can be used
for a backup pressurization control or for
smoke control.
Pressurization is controlled by a normal out-

flow valve that modulates in response to elec-
trical signals generated by a cabin pressure
controller. The pressurized area of the fuse-
lage is shown in Figure 21B-31.
The system is monitored from the selector and

indicator panels (Figure 21B-32). The selec-
tor panel provides for operation of the system
in the automatic, manual, or dump modes. The
indicator panel is used to monitor the system.
Revision 3 21B-59
Canada Ltd.
CABIN PRESSURE
AMBIENT RELIEF
(SET TO RELIEVE
AT 5.8 PSI)
SIGNAL FROM
PRESSURE
CAB
CONTROLLER
STATIC
CAB
TORQUE
MOTOR
18 PSI FROM
DEICE SYSTEM
VENTURI
Figure 21B-33. Normal Outflow Valve—Series 200
21B-60 Revision 3
Canada Ltd.
COMPONENTS DESCRIPTION Venturi Ejector

AND OPERATION The venturi ejector is attached to the pressure
dome adjacent to the outflow valve. Air pres-
Normal Outflow Valve— sure at approximately 18 psi from the airframe
Series 200 deicing system is directed to the venturi to
produce suction, which is then applied to the
The normal outflow valve (Figure 21B-33) outer dome of the normal outflow valve
consists of a poppet and diaphragm assem- through the torque motor.
bly, a spring, an outer dome, a torque motor,
and a differential pressure limiter.
The valve is pneumatically operated and

Safety Outflow Valve
spring-loaded closed. Cabin pressure is applied The safety outflow valve is similar in con-
to the inside of the poppet/diaphragm assem- struction to the normal outflow valve. The
bly and to the outer dome. Selecting the de- safety outflow valve employs suction gener-
sired cabin altitude generates a DC signal to ated by venting one side of the valve to the slip-
position the torque motor to meter suction stream; the suction is modulated by the manual
produced by the venturi ejector to the outer metering valve. Thus, the system requires no
dome. Thus, a pressure differential is created electrical power or pneumatic pressure to func-
between each side of the poppet and diaphragm tion when the airplane is in flight.
assembly. If the cabin altitude is less than se-
lected altitude, the valve opens to bleed some
of the cabin pressure, increasing the cabin al- Pressure Relief Valves
titude. A drop in cabin pressure is sensed as Both the safety and normal outflow valves
a reduction of poppet opening force, and the contain pressure relief valves which vent ex-
outflow valve moves toward the closed posi- cess pressure if cabin pressure exceeds sensed
tion to restore cabin pressure (decrease cabin ambient air pressure by 5.8 ±0.15 psi. The
altitude). maximum regulated differential pressure per-
mitted by the cabin pressure controller is 5.5
If pressure differential between the cabin and ±0.3 psi, which corresponds to an 8,000 foot
ambient exceeds 5.8 ±0.15 psi, a differential cabin at 25,000 feet.
pressure limiter in the outflow valve opens to
connect the outer dome to ambient, bleeding
pressure from the dome and opening the valve. Negative Pressure Relief Valves
The valve also provides negative pressure re-
lief and opens if outside ambient pressure ex- Protection from negative pressure is also pro-
ceeds cabin pressure. vided by the normal and safety outflow valves,
which automatically open if the interior suc-
The safety outflow valve on the forward pres- tion exceeds 0.1 psi.
sure bulkhead is similar in operation but is con-
trolled manually with a manual control needle
valve on the control unit. Smoke can be re- NOTES
moved from the flight compartment by open-
ing the valve.
Revision 3 21B-61
Canada Ltd.
CABIN PRESSURE RATE-OF-CHANGE

SELECTOR KNOB
CONTROLS CABIN ALTITUDE RATE OF

CLIMB/DESCENT WHEN SYSTEM IS IN
SEMIAUTOMATIC MODE.
FAULT LIGHT
ILLUMINATES TO INDICATE SYSTEM

CABIN ALTITUDE SETTING INDICATOR MALFUNCTION. ALSO ILLUMINATES
BRIEFLY DURING SYSTEM SELF-TEST.
POINTER INDICATES CABIN ALTITUDE
REQUIREMENT SET BY ALT KNOB. MANUAL CONTROL KNOB
DIRECTLY MODULATES SAFETY OUTFLOW

VALVE SUCTION. TURNING CLOCKWISE
CABIN ALTITUDE KNOB
OPENS OUTFLOW VALVE, CAUSING CABIN
ALTITUDE TO INCREASE. CONTROL
INPUTS CABIN ALTITUDE REQUIREMENT
SENSITIVITY IS REDUCED AT LOWER
INTO CABIN PRESSURE CONTROLLER.
ALTITUDES.
CABIN ALTITUDE
DUMP
4 5 RATE
3 6
2 7 F M
CAB ALT A A INCR
1 8
U N
0 9
1000 ft L
-1 10 T
BA AUTO
RO in H G
31
30 29 28
CAB
NORM
ALT BAR SET
BAROMETRIC CORRECTION INDICATOR MODE SELECTOR SWITCH
BUG SHOWS CORRECTION SET ON BAR LEVER LOCKED SWITCH HAS THREE
KNOB. POSITIONS:
AUTO — CABIN PRESSURE CONTROLLER IS
ACTIVATED TO OPERATE FULLY
BAROMETRIC CORRECTION KNOB AUTOMATICALLY OR SEMIAUTOMATICALLY,
DEPENDING IN POSITION OF AUTOMATIC
INPUTS DESIRED BAROMETRIC FUNCTION SWITCH.
CORRECTION INTO CABIN PRESSURE
CONTROLLER MAN — CABIN PRESSURE CONTROLLER IS
DEACTIVATED AND PRESSURIZATION
AUTOMATIC FUNCTION SWITCH CONTROL IS THROUGH SAFETY OUTFLOW
VALVE VIA MANUAL CONTROL KNOB.
WITH MODE SELECTOR AT AUTO:
NORM —SELECTS FULLY AUTOMATIC DUMP — NORMAL OUTFLOW VALVE IS HELD OPEN
OPERATION TO PREVENT AIRCRAFT FROM
PRESSURIZING.
CAB SET —SELECTS SEMIAUTOMATIC
OPERATION
Figure 21B-34. Selector Panel
21B-62 Revision 3
Canada Ltd.
Selector Panel The control needle valve is mechanically con-

nected to the outer dome of the front safety out-
The selector panel (Figure 21B-34) contains flow valve and to ambient. An arrow on the
a combined cabin altitude and barometric in- panel indicates that a clockwise selection
dicator with ALT, BARO, and RATE knobs, an opens the needle valve, venting the outer dome
AU T O – M A N – D U M P s w i t c h , a C A B and increasing the cabin altitude. Full coun-
SET–NORM switch, a control needle valve terclockwise rotation closes the needle valve.
marked “INCR,’’ and a FAULT light.
The FAULT light provides indication of any
The BARO knob is provided to set baromet- fault in the pressurization control system. It
ric pressure, the desired cabin cruising alti- illuminates for approximately two seconds
tude/destination altitude is set with the ALT when electrical power is first applied, indi-
knob, and cabin altitude rate of change is set cating that dynamic self-testing is in progress.
with the RATE knob. The RATE knob is rotated The light goes out if no fault is detected dur-
clockwise to increase the rate of change. When ing the self-test, and passive continuous self-
the ball on the knob is aligned with the index testing continues.
mark on the controller, the cabin rate of change
is 500 fpm up and 300 fpm down. Movement
full counterclockwise sets a minimum fpm NOTES
and full clockwise sets the maximum rate of
0 to 2,500 fpm up and 1,500 fpm down.
The three-position AUTO–MAN–DUMP

switch selects the mode of operation for pres-
surization control. In the AUTO position, con-
trol is completely automatic or semiautomatic,
depending on the CAB SET–NORM switch po-
sition. In the MAN position, the desired cabin
pressure is controlled by rotating the control
needle valve toward INCR to increase cabin
altitude or counterclockwise to decrease cabin
altitude. In the DUMP position, the normal out-
flow valve is commanded to a fully open po-
sition and the airplane may be operated
unpressurized.
The CAB SET–NORM switch allows selection

of pressurization in the CAB SET position or
the cabin pressure controller to control pres-
surization automatically in the NORM posi-
tion. In the CAB SET position, the crew selects
the desired cabin cruising altitude and then the
destination altitude (as descent begins) with
the ALT knob. The cabin altitude rate of change
can be varied with the RATE knob. In the
NORM position, the destination altitude is
selected prior to takeoff, and pressurization is
automatic from takeoff to touchdown. In both
cases, the BARO knob must be set to the cor-
rect barometric pressure.
Revision 3 21B-63
Canada Ltd.
CABIN RATE OF CLIMB INDICATOR
REGISTERS CABIN INTERIOR

PRESSURE CHANGES WHICH ARE
INDICATED AS A RATE OF CLIMB OR
DESCENT
CABIN
F OFF
OF
0 0 2 1 2
6 1 30 4 UP
2 20 6 0
5 DOWN
14 8
4 3 12 10 1 2
FTx FPMx
DIFF PSI ALT 1000 RATE 1000
CABIN DIFFERENTIAL PRESSURE INDICATOR CABIN ALTITUDE INDICATOR

PRESS
REGISTERS DIFFERENCES IN INTERIOR REGISTERS CABIN PRESSURE
WARNING LIGHT
AND EXTERIOR PRESSURE (NORMAL IN TERMS OF EQUIVALENT
ILLUMINATES TO INDICATE
MAXIMUM 5.5 ± .3 PSI). POINTER ALTITUDE. POINTER RESTING
CABIN PRESSURE EXCEEDS
RESTING AT OFF INDICATES NO AT OFF INDICATES NO POWER
10,000 FEET.
POWER TO INDICATOR. TO INDICATOR.
Figure 21B-35. Indicator Panel
Table 21B-1. PRESSURIZATION CONTROL SETTINGS
SELECTOR PANEL SETTINGS

AUTO/MAN/DUMP CAB SET/NORM RATE ALT BAR MAN
SET TO SET FULL

AUTO NORM (INDEX MARK) DESTINATION ATMOSPHERIC COUNTER-
ALTITUDE PRESSURE CLOCKWISE
Electrical output from the computer controls suction applied to the normal outflow valve. Cabin altitude is
maintained at, or as close as possible to, destination altitude without exceeding rate or differential pressure limits.
ENROUTE SET FULL
AUTO CAB SET AS DESIRED THEN ATMOSPHERIC COUNTER-
DESTINATION PRESSURE CLOCKWISE
Electrical output from the computer controls suction applied to the normal outflow valve. Cabin altitude
approaches and maintains enroute altitude. Destination altitude must be set at start of descent.
MAN N/A N/A N/A N/A MODULATE
Normal outflow valve is not used and is closed. Rotating 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 the computer increases to apply full section to hold the normal outflow valve fully open.
21B-64 Revision 3
Canada Ltd.
Cabin Pressure Computer NOTES

The cabin pressure computer, located on the
avionics rack, controls the operation of the nor-
mal outflow valve. It compares dialed-in sig-
nals from the selector panel with cabin
pressure, ambient pressure, and its computer
schedule in relation to given information. It
then sends an electrical signal to open or close
the outflow valve to maintain the selected
cabin pressure.
Indicator Panel
The indicator panel (Figure 21B-35) consists
of a DIFF pressure indicator, a cabin ALT in-
dicator, and a cabin altitude RATE-of-change
indicator. The indicators, receiving signals
from the ADC, are used to monitor the pres-
surization control system in both the AUTO
and MAN modes.
OPERATION
General
The pressurization control system operation
is primarily electrical. The pressurized area of
the fuselage is supplied with a relatively con-
stant flow of conditioned air from the bleed-
air systems. Pressure in the fuselage is
maintained by modulating the normal outflow
valve to regulate the amount of air discharged
to ambient. Both the normal and the safety
outflow valves incorporate integral differen-
tial pressure limiters to open the valves when
differential pressure exceeds a predetermined
value. Both valves also open for negative pres-
sure relief if the outside ambient pressure ex-
ceeds fuselage pressure.
A summary of control settings for the various

modes of operation is shown in Table 21B-1.
Revision 3 21B-65
21B-66
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
Canada Ltd.
Revision 3
P VALVE 5.8 PSI
Figure 21B-36. Pressurization System Schematic

Canada Ltd.
A schematic of the pressurization control sys- is moved off its fully open stop and starts
tem is shown in Figure 21B-36. modulating to be ready to react instantly to the
rapid changes, which occur following lift-off.
A schematic of the electrical operation is When the landing gear relay is deenergized
shown in Figure 21B-39. through the PSEU after lift-off, the valve mod-
ulates to maintain pressurization as governed
by the computer program.
Automatic
When electrical power is applied, the system NOTES
self-tests, as indicated by illumination of the
FAULT light on the selector panel, for ap-
proximately two seconds. If the system is
faulty, the FAULT light remains illuminated.
If the self-test is satisfactory, the system is op-

erational and can be controlled in either the
CAB SET or NORM mode. In CAB SET, the
crew selects the desired cabin cruising altitude,
destination altitude (on descent), and cabin al-
titude rate of change, if desired, using the
ALT and RATE knobs on the selector panel.
In the NORM mode, only the destination al-
titude is set, using the ALT knob, and system
operation is fully automatic with the infor-
mation programmed into the computer. In both
cases, the BARO knob must be set to correct
atmospheric pressure.
On Ground
When the airplane is on the ground with the
weight on wheels and the power levers are re-
tarded below 80% NH (12° above FLT IDLE),
electrical power to pin R of the computer
(MSM Chapter 21) is supplied through the
normally open contacts of the energized land-
ing gear relay 3261-K1 (the relay is energized
through the PSEU). The system is now in the
ground mode, and the normal outflow valve is
fully open to prevent airplane pressurization.
During Takeoff
When the power levers are advanced to 12°
above FLT IDLE, power lever switch S1 closes
to apply power to pin D of the computer. This,
in turn, causes the computer to position the nor-
mal outflow valve to pressurize the airplane
to 140 feet below ambient. The outflow valve
Revision 3 21B-67
Canada Ltd.
25,000
20,000
OPERATIONAL CEILING (25,000 FEET)

15,000
CABIN ALTITUDE—FEET
UNPRESSURIZED CABIN PRESS

OPERATION CAUTION LIGHT
10,000
MAXIMUM SCHEDULED CABIN ALTITUDE
8,000 FEET
NORMAL PRESSURIZATION
ENVELOPE
5,000
LE
EDU
URE SC
MP RESS
/NOR
UTO
TE A MAXIMUM PRESSURE
R XIMA DIFFERENTIAL
APPO
SCHEDULE (5.5 PSI)
SL 5,000 10,000 15,000 20,000 25,000
FLIGHT ALTITUDE—FEET
Figure 21B-37. Pressurization Envelope
Figure 21B-38. Forward Dump Manual Selector
21B-68 Revision 3
Canada Ltd.
During Landing Cabin Pressure Dump

The destination field altitude and atmospheric Cabin pressure can be dumped by any of the
pressure are set with the ALT and BARO knobs following methods:
on the selector panel. Pressurization is con-
trolled automatically. If the selected field al- • S e l e c t i n g t h e AU TO – M A N – D U M P
titude is set higher than actual field altitude, switch to DUMP, causing the normal
the airplane lands unpressurized. If the field outflow valve to actuate to the fully
altitude is set below actual field altitude, the open position
airplane lands pressurized. After landing,
cabin altitude returns to field altitude for one • With CAB SET selected and the sys-
minute at the rate selected before dumping tem in automatic mode, selecting the
cabin pressure to ambient. ALT knob to a cabin altitude above the
flight altitude. This causes the cabin
A schematic chart of the pressurization enve- pressure to bleed off at a rate set by the
lope is shown in Figure 21B-37. RATE knob.
• Selecting the forward dump selector to

Manual OPEN, causing the safety outflow valve
to actuate fully open
The pressurization level can be controlled
with the safety outflow valve by selecting the
• Switching off bleed air
AUTO–MAN–DUMP switch to MAN and set-
ting the MAN control needle valve to achieve
the desired pressurization. Rotating the con- Forward Dump Manual Selector
trol clockwise vents the pressure in the safety This selector (Figure 21B-38), located on the
outflow valve to ambient through the needle vertical plane of the copilot’s side console, pro-
valve. This opens the outflow valve, decreas- vides for opening of the safety outflow valve
ing cabin pressure, which can then be regulated to dump cabin pressure. The selector has po-
by rotating the MAN control to vary the sitions labeled “NORMAL’’ and “OPEN.’’
amount of venting through the needle valve to
obtain the desired pressurization level, as
shown on the indicator panel. Cabin Altitude Warning
If the system is left at AUTO and is operating At a cabin altitude above 10,000 feet, or if a
under automatic control, the resulting de- malfunction occurs in the system, a pressure
crease in cabin pressure triggers the normal switch on the avionics rack closes at a cabin
outflow to close when the MAN control knob pressure of 10 psi. This completes a circuit to
is rotated to open the safety outflow valve. illuminate the CABIN PRESS warning light.
Thus, as long as the manual selection is for a
higher cabin altitude (lower cabin pressure)
than set on the automatic control, manual
mode overrides the automatic selection.
Revision 3 21B-69
Canada Ltd.
P4
P1 S C NORMAL
A OUTFLOW
CHASSIS GND A S B VALVE
CABIN SET
HI K J VALVE-HI (10W)
LO L } K VALVE-LO (10W)
AUTO J A +28V DC (25W)
NORM F F CABIN SET-NORMAL
MAN 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
SEC BUS D 28V DC—P.L. AT>12° AFI?
SELECTOR PANEL
R 28VDC • WOW
CABIN PRESSURE
COMPUTER
P39
W e POWER
C LEVER
SWITCH 2
NO NC S1
D3
D2
D1
LGWOW 1 LANDING
RELAY
DRIVER NGWOW 1 GEAR
(28V DC OUTPUT—WOW)
A6 RGWOW 1 SENSORS
P/O LGWOW 2 (WEIGHT
3261-K1 NGWOW 2 ON
PRESSURE 28V DC WHEELS)
RGWOW 2
PROXIMITY SWITCH
3312P2 P3 SWITCH EELCTRONIC UNIT (PSEU)
R
28V C
39 NOTE:
DC A 1. IDENT CODE IS 2131 UNLESS OTHERWISE
H
B INDICATED
CABIN PRESS
2 SWITCH (SI) POSITION SHOWN WHEN POWER
P/O MASTER CAUTION UNIT ACTUATES AT LEVER IS ADVANCED > 151/2° ABOVE FLT
10 PSIA (10,000)
IDLE (SWITCH RELAXED)
Figure 21B-39. Pressurization Control—Electrical Schematic
21B-70 Revision 3
Canada Ltd.
CHAPTER 22
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 22-1
GENERAL ............................................................................................................................ 22-3
PITOT-STATIC SYSTEM..................................................................................................... 22-5
General........................................................................................................................... 22-5
Pitot Heads..................................................................................................................... 22-7
Static Vent Plates ........................................................................................................... 22-7
Airspeed Indicator ......................................................................................................... 22-9
Inertial Vertical Speed Indicator .................................................................................... 22-9
Barometric Altimeter................................................................................................... 22-11
Altitude Preselector/Alerter......................................................................................... 22-11
AIR DATA SYSTEM.......................................................................................................... 22-13
General ........................................................................................................................ 22-13
Air Data Computers..................................................................................................... 22-14
Emergency Warnings................................................................................................... 22-15
Avionics Standard Communications Bus (ASCB) ...................................................... 22-15
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) ..................................... 22-17
General ........................................................................................................................ 22-17
Description and Operation........................................................................................... 22-17
Power Requirements.................................................................................................... 22-19
System Test.................................................................................................................. 22-21
ELECTROMECHANICAL FLIGHT INSTRUMENT SYSTEM...................................... 22-23
Revision 2 22-i
Canada Ltd.
Attitude Director Indicator (ADI) ............................................................................... 22-23

Radio Altimeter ........................................................................................................... 22-25
Horizontal Situation Indicator (HSI)........................................................................... 22-27
Radio Magnetic Indicator (RMI)................................................................................. 22-29
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) ............................................. 22-31
General ........................................................................................................................ 22-31
EADI ........................................................................................................................... 22-35
EHSI ............................................................................................................................ 22-39
EFIS Controller ........................................................................................................... 22-41
Instrument Remote Controller..................................................................................... 22-41
System Test.................................................................................................................. 22-41
MISCELLANEOUS AND STANDBY FLIGHT INSTRUMENTS .................................. 22-43
Clock ........................................................................................................................... 22-43
Standby Magnetic Compass ........................................................................................ 22-45
Standby Altimeter........................................................................................................ 22-45
Standby Attitude Indicator .......................................................................................... 22-47
Turn-and-Slip Indicator ............................................................................................... 22-47
SPERRY DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM ................................. 22-49
General ........................................................................................................................ 22-49
Automatic Flight Control System (AFCS).................................................................. 22-51
NAVIGATION EQUIPMENT ............................................................................................ 22-61
General ........................................................................................................................ 22-61
Navigation System Receivers ...................................................................................... 22-61
COMMUNICATIONS EQUIPMENT ................................................................................ 22-65
Audio Integration ........................................................................................................ 22-65
Service Interphone....................................................................................................... 22-65
22-ii Revision 2
Canada Ltd.
VHF COMM Radios ................................................................................................... 22-67

VHF NAV Radios........................................................................................................ 22-69
Emergency Operation.................................................................................................. 22-69
Passenger Address System .......................................................................................... 22-71
Audio Integrating, Passenger Address, and Attendant’s
Interphone—Series 300............................................................................................... 22-73
Static Discharge Wicks................................................................................................ 22-75
MISCELLANEOUS EQUIPMENT ................................................................................... 22-75
Transponder................................................................................................................. 22-75
Cockpit Voice Recorder............................................................................................... 22-77
Flight Data Recorder ................................................................................................... 22-79
Ground Proximity Warning System ............................................................................ 22-81
Emergency Locator Transmitter .................................................................................. 22-83
Weather Radar ............................................................................................................. 22-85
Flight Management System......................................................................................... 22-87
AFCS INTERFACE BOX (NON-EFIS) ............................................................................. 22-89
Description .................................................................................................................. 22-89
TRAFFIC ALERT AND COLLISION AVOIDANCE (TCAS) ......................................... 22-92
System Description...................................................................................................... 22-92
TRAFFIC ADVISORY DISPLAYS ................................................................................... 22-97
Flat-Panel VSI/TRA Display....................................................................................... 22-97
ELECTRICAL POWER SOURCES .................................................................................. 22-98
MAINTENANCE CONSIDERATIONS ............................................................................ 22-98
General......................................................................................................................... 22-98
Pitot-Static System ...................................................................................................... 22-98
Air Data System........................................................................................................... 22-98
Revision 2 22-iii
Canada Ltd.
Automatic Flight Control System................................................................................ 22-98

Flight Instruments and Navigation System Components ............................................ 22-99
Communications.......................................................................................................... 22-99
FUNCTIONAL CHECKS................................................................................................... 22-99
FAULT ANALYSIS ............................................................................................................ 22-99
LIMITATIONS.................................................................................................................... 22-99
22-iv Revision 2
Canada Ltd.
ILLUSTRATIONS
Figure Title Page
22-1 Avionics Component Locations ............................................................................. 22-2
22-2 Pitot-Static System................................................................................................. 22-4
22-3 Pitot Head............................................................................................................... 22-6
22-4 Static Vent Plate ..................................................................................................... 22-6
22-5 STATIC SOURCE Selector ................................................................................... 22-6
22-6 Airspeed Indicator.................................................................................................. 22-8
22-7 Inertial Vertical Speed Indicator ............................................................................ 22-8
22-8 Barometric Altimeter ........................................................................................... 22-10
22-9 Altitude-Alerting Profile...................................................................................... 22-10
22-10 Air Data System................................................................................................... 22-12
22-11 Attitude and Heading Reference System............................................................. 22-16
22-12 AH-600 Strapdown AHRU.................................................................................. 22-18
22-13 FX-220 Flux Valve .............................................................................................. 22-18
22-14 IMU Sensor Configuration .................................................................................. 22-20
22-15 AHRS Controller ................................................................................................. 22-20
22-16 Attitude Director Indicator .................................................................................. 22-22
22-17 Radio Altimeter Receiver-Transmitter................................................................. 22-24
22-18 Horizontal Situation Indicator ............................................................................. 22-26
22-19 Radio Magnetic Indicator .................................................................................... 22-28
22-20 Sperry EFIS Data Flow........................................................................................ 22-30
22-21 Sperry EFIS Displays (Typical)........................................................................... 22-32
22-22 EADI Symbology ................................................................................................ 22-34
22-23 EADI Caution and Failure Annunciations........................................................... 22-34
Revision 2 22-v
Canada Ltd.
22-24 EHSI Symbology ................................................................................................. 22-36

22-25 EADI/EHSI Composite Display .......................................................................... 22-38
22-26 EHSI Caution and Failure Annunciations ........................................................... 22-38
22-27 EFIS Controller.................................................................................................... 22-40
22-28 Symbol Generator Failure Indicator .................................................................... 22-40
22-29 Davtron Clock...................................................................................................... 22-42
22-30 Standby Magnetic Compass ................................................................................ 22-44
22-31 Standby Altimeter................................................................................................ 22-44
22-32 Standby Attitude Indicator................................................................................... 22-46
22-33 Turn-and-Slip Indicator ....................................................................................... 22-46
22-34 Sperry DFZ-8000—Electromechanical Flight Instruments................................. 22-48
22-35 Sperry DFZ-8000—Electronic Flight Instruments.............................................. 22-50
22-36 AFCS Controller.................................................................................................. 22-52
22-37 GA Buttons .......................................................................................................... 22-54
22-38 Control Wheel Switches ...................................................................................... 22-54
22-39 Advisory Display ................................................................................................. 22-58
22-40 Servoactuators...................................................................................................... 22-58
22-41 NAV Control Head............................................................................................... 22-60
22-42 Marker Beacon Lights ......................................................................................... 22-60
22-43 MARKER SENS Panel........................................................................................ 22-60
22-44 ADF Control Head............................................................................................... 22-62
22-45 Audio Integrating System .................................................................................... 22-64
22-46 Audio Control Panels........................................................................................... 22-66
22-47 VHF COMM Control Head ................................................................................. 22-68
22-48 Passenger Address Components and Controls .................................................... 22-70
22-49 Static Discharge Wicks ........................................................................................ 22-74
22-vi Revision 4
Canada Ltd.
22-50 XPDR Control Head ............................................................................................ 22-74

22-51 CVR Monitor Panel ............................................................................................. 22-76
22-52 Cockpit Voice Recorder System .......................................................................... 22-76
22-53 FDR/ELT Control Panel ...................................................................................... 22-78
22-54 Flight Data Recorder System............................................................................... 22-78
22-55 Flight Data Recorder Block Diagram .................................................................. 22-79
22-56 Ground Proximity Warning System..................................................................... 22-80
22-57 Emergency Locator Transmitter .......................................................................... 22-82
22-58 Weather Radar Indicator ...................................................................................... 22-84
22-59 Flight Management Computer (Typical) ............................................................. 22-86
22-60 Gables Mode C, Mode S Transponder and TCAS Control Panel........................ 22-94
22-61 Typical VSI/TRA Display ................................................................................... 22-96
Revision 2 22-vii
Canada Ltd.
CHAPTER 22
AVIONICS
INTRODUCTION
The Dash 8 avionics covered in this chapter is found in Chapters 22, 23, and 34 of the
Maintenance Manual and includes the pitot-static system, Sperry digital integrated flight
control system, flight instruments, navigation equipment, and communications equip-
ment. The standard avionics package and the optional electronic flight instrument sys-
tem are described; the user should consult applicable supplements in the AFM, the
Maintenance Manual and vendor manuals for additional information and information on
specific systems not included in this chapter.
Revision 2 22-1
Canada Ltd.
BUFFET UNIT
FLIGHT
ATTENDANT'S
AVIONICS SEAT
COMPARTMENT
WARDROBE
P/A 115-V, 400-Hz

AFCS
INTERFACE COOLING FAN
CONTROLLER
CABIN PRESSURE
RAD ALT 1
RAD ALT 2
ADC 1
ADC 2
PSEU
FGC 1
HF FDAU
WARDROBE GPWS
FGC 2
FLIGHT
ATTENDANT'S
SEAT DME 2
DME 1
ADF 1 VHF/NAV 1
VHF/NAV 2
ADF 2
AFCS
AUDIO INT
ATC 1
VHF COMM 1 ATC 2
VHF COMM 2
Figure 22-1. Avionics Component Locations
22-2 Revision 4
Canada Ltd.
GENERAL clocks. The altimeters are covered with the

This chapter goes into detail on the operation air data system, and the ADIs, HSIs, and EFIS
of the avionics installed in the Dash 8. Avionics are covered under the digital integrated flight
malfunctions may not be simple and easily di- control system.
agnosed, and gold-plate or shotgun remove-
and-replace maintenance techniques can be Navigation equipment includes the flight
very expensive, especially if the replacement management system and the marker-beacon,
is not really necessary. With rapidly changing VOR, DME, and ADF receivers. Other systems
and increasingly more sophisticated electronic covered are the transponder, cockpit voice
avionics equipment installed in today’s air- recorder, flight data recorder, ground proximity
planes, it is imperative that the line mechanic warning system, emergency locator transmitter,
fully under stand the operation of all systems and weather radar.
and the limits within which a pilot can oper-
ate those systems. This does not require that The Dash 8 communications included in this
maintenance personnel be instrument pilots; in- chapter are the VHF COMM, service inter-
stead, it requires them to be knowledgeable phone, and passenger address systems.
enough of instrument flight to understand in-
flight malfunctions as reported by the flight Figure 22-1 shows the locations of the avionics
crew, functionally test and duplicate the mal- components.
function if possible, and take the proper steps
to correct the malfunction with minimum ex-
pense to the operator.
The following avionics systems are covered in

this training manual.
The pitot-static system includes two pitot

heads, two static vent plates with three static
ports per plate, and a dual air data system.
The Sperry digital integrated flight control

system includes the air data system, the auto -
matic flight control system (AFCS), the attitude
and heading reference system (AHRS), and
either the standard electromechanical ADIs
and HSIs or the electronic flight instrument
system (EFIS). The flight director function
can be used independently of the autopilot
with the pilot steering the airplane to satisfy
the flight director commands as programmed,
or the autopilot may be coupled to
automatically steer the airplane to satisfy the
flight director commands. The yaw damper
system operates independently of the autopi-
lot and may be engaged with or without the au-
topilot engaged.
Dash 8 flight instruments covered include the

standby instruments, airspeed indicators,
vertical speed indicators, inclinometers, and
Revision 2 22-3
Canada Ltd.
MANIFOLD MANIFOLD
ASI STBY
PILOT'S ALT ASI COPILOT'S
IVSI
PITOT PITOT
HEAD PILOT'S HEAD
ENGINE PILOT'S
INSTRUMENT IVSI
INSTRUMENT INSTRUMENT
PANEL
PANEL PANEL
STATIC SOURCE STATIC SOURCE
ALTERNATE
PILOT'S STATIC
NORMAL
SOURCE SELECTOR NORMAL
(NORMAL SELECTED)
AIR DATA AIR DATA
COMPUTER COMPUTER
NO. 1 COPILOT'S STATIC NO. 2
SOURCE SELECTOR
(NORMAL SELECTED)
PILOT'S
STATIC
LEFT STATIC RIGHT STATIC

PORT PORT
ALTERNATE STATIC
COPILOT'S STATIC
LEFT STATIC RIGHT STATIC

HEAD HEAD
CABIN ALTITUDE
CONTROLLER
LEGEND
PILOT'S PITOT
COPILOT'S PITOT
PILOT'S STATIC
COPILOT'S STATIC
ALTERNATE STATIC
Figure 22-2. Pitot Static System (Sheet 1 of 2)
22-4 Revision 4
Canada Ltd.
PITOT-STATIC SYSTEM NOTES
GENERAL
The pitot-static system serves the computers
of a Sperry ADZ-810 air data system, a standby
altimeter, airspeed indicators, inertial vertical
speed indicators, and the cabin pressurization
system. Provision is made for addition of
optional equipment. Two pitot heads provide
impact air pressure, and two static vent plates
provide static air pressure. The pitot heads
and the static vent plates are electrically heated
to prevent icing. Consult the Maintenance
Manual for information on the moisture trap
test points located at the lowest points in the
lines. The pitot-static system is shown in Figure
22-2 (Sheets 1 of 2 and 2 of 2).
PILOT'S
STATIC
FWD PORT
DRAIN
HOLE
DRAIN HOLES
(TOP AND BOTTOM)
ALTERNATE
STATIC COPIlOT'S STATIC
PORT PORT
PITOT
RIGHT SIDE STATIC HEAD PORT
PILOT'S STATIC
PITOT HEAD
PORT (LEFT AND RIGHT SIDES SIMILAR)
FWD PILOT'S STATIC

PORT
ALTERNATE
COPILOT'S STATIC FWD
STATIC PORT
PORT ALTERNATE
COPILOT'S STATIC
LEFT SIDE STATIC HEAD STATIC PORT
PORT
LEFT SIDE (EARLY AIRPLANES)
Figure 22-2. Pitot-Static System (Sheet 2 of 2)
Revision 2 22-5
Canada Ltd.
Figure 22-3. Pitot Head
Figure 22-4. Static Vent Plate Figure 22-5. STATIC SOURCE Selector
22-6 Revision 2
Canada Ltd.
PITOT HEADS NOTES

One pitot head (Figure 22-3) is mounted on
each side of the fuselage nose. The pitot heads
provide independent supplies as follows:
• Left pitot head—No. 1 air data computer

and the pilot’s airspeed indicator
• Right pitot head—No. 2 air data computer

and the copilot’s airspeed indicator
Both pitot heads are electrically heated by 28

VDC. Pitot heat is controlled by two PITOT
S TAT I C s w i t c h e s o n t h e ove r h e a d I C E
PROTECTION panel (see Chapter 30, “Ice and
Rain Protection,’’ for additional information).
Water drains are provided in the pitot heads.
STATIC VENT PLATES

One static vent plate (Figure 22-4) is mounted
on each side of the fuselage forward of the
pitot head. There are three static ports in each
static vent plate. Each port serves a separate
static air system and is interconnected with
the corresponding port of the static vent plate
on the opposite side of the airplane. The three
static vent systems are:
• Pilot’s static air system
• Copilot’s static air system
• Alternate static air system
Refer to Figure 22-2 to see the interconnection

of the systems.
The alternate static ports supply the cabin al-

t i t u d e c o m p u t e r. W h e n e i t h e r S TAT I C
SOURCE selector (Figure 22-5) is positioned
from NORMAL to ALTERNATE, the associ-
ated flight instruments for that side are sup-
plied with alternate static air pressure and
the normal system is cut off.
Static vent plate anti-icing heat is supplied

through the PITOT STATIC heat switches on
the overheat ICE PROTECTION panel.
Revision 2 22-7
Canada Ltd.
AIRSPEED DRUM
400
50 WHITE INDEX BUG
AIRSPEED SCALE 0 20 30
300 100
MAXIMUM OPERATING AIRSPEED POINTER
SPEED (VMO) POINTER
YELLOW INDEX BUG 150

200 WHITE INDEX BUG
YELLOW INDEX BUG

CONTROL KNOB
Figure 22-6. Airspeed Indicator
Figure 22-7. Inertial Vertical Speed Indicator
22-8 Revision 2
Canada Ltd.
AIRSPEED INDICATOR NOTES

The airspeed indicators (Figure 22-6) sense
pitot air pressure to indicate airspeed and static
pressure to indicate maximum operating speed
(V MO ). Airspeed indications are shown using
a white airspeed pointer against a 50- to 400-
knot scale and a rotating drum which reads
from 0 to 100 knots. The maximum operating
speed is preset and compensated for altitude
changes. V MO indicated is 242 KIAS from sea
level to 14,000 feet MSL and decreases linearly
to 207 KIAS at 25,000 feet MSL for the 100
Series aircraft and 243 KIAS from sea level to
17,000 feet, decreasing linearly to 214 knots
at 25,000 feet for the 300 Series aircraft. Index
bugs are provided for pilot V-speed reference.
INERTIAL VERTICAL SPEED

INDICATOR
The inertial vertical speed indicators (Figure
22-7) sense the rate of change of static pres-
sure supplied by the pitot-static system. Each
instrument has a yellow pointer and range
markings which indicate from 0 to 4,000 feet-
per-minute climb or descent. The pointers are
mechanically driven and compensated by a
dash-pot assembly to eliminate pointer lag.
With TCAS installation, this is replaced by an

electronic instrument.
Revision 4 22-9
Canada Ltd.
Figure 22-8. Barometric Altimeter
AUDIO ALERT (FOR 0.75 SEC) ALERT LIGHT ON

UNTIL RESET
+1000 FT
ALERT LIGHT ON
DEPARTURE
CAPTURE
PRESELECT ALTITUDE ERROR
ALERT LIGHT OFF

+250 FT
ALERT LIGHT OFF SELECTED ALTITUDE
0 FT
AUDIO ALERT
–250 FT
CAPTURE
ALERT LIGHT ON
888 88
DEPARTURE ALTITUDE
FEET
–1000 FT
ALERT LIGHT ON
UNTIL RESET
Figure 22-9. Altitude-Alerting Profile
22-10 Revision 2
Canada Ltd.
BAROMETRIC ALTIMETER ALTITUDE

The barometric altimeter (Figure 22-8)
PRESELECTOR/ALERTER
provides a servoed counter drum and pointer
The altitude preselector/alerter is used to
display of barometrically corrected altitude.
preselect an altitude from 0 to 60,000 feet.
The indicator provides the following displays:
Actual altitude is compared with the prese-
lected altitude, and visual and/or aural (op-
• Altitude alert annunciator—An altitude
tional) alerts are generated by the ADC in two
alert light is located in the upper-right
situations, depending on whether the system
corner of the instrument bezel. It illu-
is in acquisition ( capture) mode or deviation
minates when the airplane is within 1,000
(after-capture) mode. When in acquisition
feet of the preselected altitude and ex-
mode and a point 1,000 feet above or below
tinguishes when the airplane is within
the preselected altitude is reached, a one-half-
250 feet of the preselected altitude. The
second to one-second tone (2,900 Hz) is
light comes on any time the airplane de-
sounded, and the barometric altimeter alert
parts more than 250 feet from the se-
light illuminates. When the airplane is within
lected altitude and remains on until reset
250 feet of the preselected altitude, the alert
or the airplane returns to within 250 feet
light goes out, and the system switches to
of the selected altitude.
deviation mode. If ± 250 feet of the preselected
altitude is exceeded, the alert light and tone
• Failure warning flag—The flag is dis-
are triggered. The deviation alert is the same
played when the error between the dis-
as the acquisition alert. When the airplane re-
played altitude and the altitude signal
turns to within 250 feet of selected altitude,
received is too great, the ADC goes in-
the light extinguishes. If the airplane does not
valid, or the barometric altimeter power
return to the selected altitude, the preselected
is lost (26 VAC, 400 Hz).
altitude must be reset to extinguish the alti-
tude alert light. Figure 22-9 illustrates the al-
• Altitude counter—The four-drum
titude- alerting profile.
counter displays altitude from 0 to
60,000 feet. A negative (NEG) altitude
The Altitude Preselector displays dashed lines
shutter obscures the 10,000 and 1,000
if the the active Air Data Computer fails.
digits of the counter to annunciate
altitudes below sea level. The zero po-
sition on the ten-thousands drum is
black-and-white crosshatch to alert the
pilot to altitudes of less than 10,000 feet.
• BARO set knob and barometric coun-

ters—The BARO set knob is used to set
barometric pressure, which is displayed
in inches of mercury and millibars. This
correction is also sent to the ADC, which
in turn updates the altimeter displays.
• Pointer—The pointer displays altitudes

between 1,000-foot levels on a scale with
major indices every 100 feet and minor
indices every 20 feet.
Revision 4 22-11
22-12
NO. 1
NO. 1 TEMPERATURE PROBE NAV
(LOCATED LEFT WING) DATA
PITOT PRESSURE
PILOT'S STATIC PRESSURE
ALTIMETER ENCODED ALTITUDE NO. 1 ATC
AIRSPEED EXCEEDS 140 KTS TRANSPONDER
ALTITUDE ALERT FLIGHT SPOILERS
9 0 1
ALTIMETER SETTING STATIC PRESSURE
8 28 720 2

AIR CONDITIONING
7 MB ALT IN HG 3
ALTITUDE NO. 1 AIRSPEED EXCEEDS 130 KTS
ADC PSEU
1013
6
2992
4 ALT FAIL FLAG AIRSPEED EXCEEDS 140 KTS
5
BARO
RUDDER*
AIRSPEED EXCEEDS VMO
HLD NAV PRE 12 MLS ALTITUDE SELECT OVERSPEED
888 8 8 NM
KTS
MIN
ALTITUDE DISPLAY
SEL PWR
O'SPEED SIGNAL
ALTITUDE HSI SELECT
ALERTER
(ON ENGINE
INSTRUMENT NO. 1 & NO. 2 FGC
PANEL)
ADC ADVISORY DISPLAY
TEST 1 ASCB NO. 1 & NO. 2 AHRS
TEST 2
(ON PILOT'S SIDE NO. 1 & NO. 2 EFIS
ADVISORY DISPLAY
PANEL) ALTITUDE SELECT
HDG BANK ALT AP ALTITUDE DISPLAY
NAV CAT 2 VS YD
O'SPEED SIGNAL
APP STBY FLC M TRIM
HSI SELECT AIRSPEED EXCEEDS VMO
B/C VNAV CPL OVERSPEED WARNING
AIRSPEED EXCEEDS 140 KTS
RUDDER
FGC CONTROLLER
(ON GLARESHIELD AIRSPEED EXCEEDS 130 KTS *
NO. 2 PSEU
PANEL) ALTITUDE ALERT STATIC PRESSURE
9 0 1
ADC AIR CONDITIONING
ALTIMETER SETTING AIRSPEED EXCEEDS 140 KTS
8 28 720 2 FLIGHT SPOILERS
ALTITUDE
7 ALT IN HG 3 ENCODED ALTITUDE NO. 2 ATC
MB
1013 2992 ALT FAIL FLAG
6
5
4 TRANSPONDER
BARO
PITOT PRESSURE
COPILOT'S STATIC PRESSURE
ALTIMETER * THE RUDDER SIGNAL IS IN SERIES THROUGH BOTH ADCs.
TO OBTAIN REDUCED RUDDER HYDRAULIC PRESSURE, BOTH
NO. 2 ADCs MUST BE SERVICEABLE. OPERATING SPEED FOR THESE
Canada Ltd.
NO. 2 TEMPERATURE PROBE NAV SWITCHES IS 150 KTS IN THE 300 SERIES.
(LOCATED LEFT WING) DATA
Revision 4
Figure 22-10. Air Data System

Canada Ltd.
AIR DATA SYSTEM NOTES
GENERAL
The ADZ-810 air data system (Figure 22-10)
is a combination of sensors, instruments, and
two computers that display parameters asso-
ciated with the air mass (altitude, airspeed,
vertical speed, and temperature). The system
supplies this data to the flight control system,
navigation system, warning system, baromet-
ric altimeter, transponder, flight recorder, and
other airplane subsystems. System compo-
nents include:
• Two air data computers
• Two barometric altimeters
• Altitude preselector/alerter
A four-line advisory display provides

SAT/TAS and air data command information
as well as sensor and system status messages
and warnings. The advisory display is cov-
ered later in this chapter under Automatic
Flight Control System.
Revision 2 22-13
Canada Ltd.
AIR DATA COMPUTERS • Vertical speed
Two air data computers (ADC) independently • Static source error correction
perform computations and conversions based
on altitude, airspeed, and temperature and • Digitized pressure altitude for mode C
provide the data to airplane systems. Self-mon- (transponder)
itoring circuits check that the input data is rea-
sonable and that the computed output is correct. • V MO
Information into the ADC is from analog and dig-
ital sources. Computations are digital, and out- • Overspeed warning
put is in analog and digital form.
During power-up, the following takes place:
ADC output is available to airplane subsystems,
including the flight guidance computers, the • Normally, No. 1 ADC is primary and is
attitude and heading reference system, the ad- indicated by the left HSI edgelight.
visory displays, and, if installed, the EFIS.
Such data is transmitted in a multiplexed, dig- • If during power-up No. 1 ADC fails, a
ital form via the avionics standard communi- momentary caution is flashed on line
cations bus (ASCB), and, depending on the one of the advisory display, indicating
information, may be displayed on either an the failure. No. 2 ADC automatically
analog or digital instrument. The ASCB is an takes over, and the right HSI edgelight
information bus that allows each of these is indicated on the flight guidance
systems to receive the information it needs controller.
from other systems and to share information
that it produces with those systems. • An ADC failure after power-up requires
manual selection to be made to the ser-
Both ADCs are normally operating when power viceable ADC by one press of the HSI
is on their electrical buses. Information from button on the flight guidance controller.
only one is selected for flight guidance
computer input and for the advisory display. The ADC has an operating range of –1,000 to
Selection of the HSI SEL switch on the flight 60,000 feet altitude and 30 to 450 knots.
guidance controller panel selects the pilot’s or
copilot’s HSI and ADC information for use NOTES
by both flight guidance computers.
The ADC receives pneumatic information from

the pitot-static system. Total air temperature
and static air temperature are computed from
inputs from the total air temperature probe.
These data are then used to calculate all other
air data parameters, including:
• Indicated airspeed
• True airspeed
• Pressure altitude
• Barometric correction
• Barometrically corrected altitude
22-14 Revision 2
Canada Ltd.
EMERGENCY WARNING NOTES

When the air data computers sense that the
airplane speed is above the calculated V MO , a
warning horn in the cockpit sounds an
intermittent 1,000-Hz tone. Because the
method used by the ADC to compute V MO is
more accurate than that of the airspeed indi-
cator, the result is that the warning horn may
occur up to 6 knots indicated airspeed after the
airspeed indicator has reached V MO. For Series
100 aircraft, V MO is 242 KIAS from sea level
to 14,000 feet and decreases linearly to 207
KIAS at 25,000 feet. For Series 300 aircraft,
V MO is 243 KIAS from sea level to 17,000
feet, down to 214 KIAS at 25,000 feet. The air-
plane overspeed warning circuits can be
checked using the ADC test switch located on
the pilot’s side panel.
AVIONICS STANDARD
COMMUNICATIONS BUS
(ASCB)
The ASCB is an information bus that allows
each avionics system to receive the informa-
tion it needs from other systems and to share
information that it produces with those
systems. These two paths are called Bus A
and Bus B, and each consists of two-wire pairs
denoted as “data’’ and “clock.’’ Two bus con-
trollers are used to manage all data transfer ac-
tivity. With dual interconnections and dual
bus controllers, bus availability from the es-
sential to highly essential level is achieved. The
bus controllers are located in the flight guid-
ance computers. One bus controller only is
active at any time. The other acts as a backup
and assumes control of the bus when required
due to failure of the active controller.
Revision 2 22-15
Canada Ltd.
FLUX VALVE FLUX VALVE

(LOCATED IN (LOCATED IN
LEFT WINGTIP) RIGHT WINGTIP)
MAGNETIC MAGNETIC
HEADING REFERENCE HEADING REFERENCE
PILOT'S AHRS DG FAST AUX PR DG FAST AUX PR
COPILOT'S AHRS
CONTROLLER SLOW
FAST
OFF
SLOW
FAST
HDG
DG
VG
ERECT TEST SLOW
FAST
OFF
SLOW
FAST
HDG
DG
VG
ERECT TEST
CONTROLLER
(LOCATED ON DG SLEW DG SLEW
(LOCATED ON
SLAVE BASIC SLAVE BASIC
CENTER CONSOLE) CENTER CONSOLE)

MODE SELECTION
AND HEADING
REFERENCE
MODE SELECTION AND

NO. 1 NO. 2
HEADING REFERENCE
AHRU AHRU
ASCB
EFIS AIR DATA FLIGHT ADVISORY

ADIS AND HSIS COMPUTERS GUIDANCE DISPLAYS
COMPUTERS
(IF INSTALLED)
ATTITUDE
HEADING AND WEATHER HEADING AND

PILOT'S COPILOT'S
ATTITUDE RADAR ATTITUDE
STANDARD STANDARD
ADI AND HSI ADI AND HSI
(IF INSTALLED) HEADING (IF INSTALLED)
0 3 0 3
33 33
27 30
27 30
6 9 12
6 9 12
24
24
A A
15 D 15 D
18 21 F 18 21 F
PILOT'S VOR VOR

COPILOT'S
RMI HEADING RMI
Figure 22-11. Attitude and Heading Reference System
22-16 Revision 2
Canada Ltd.
ATTITUDE AND only by momentarily pressing and releasing the

HDG/DG pushbutton on the AHRS controller.
HEADING REFERENCE The green DG then illuminates on the
controller, indicating that the AHRS is in DG
SYSTEM (AHRS) mode. AHRS operation in DG is similar in
behavior to a free directional gyro, subject to
GENERAL drift and turn errors. For this reason, AHRS op-
eration in the DG mode results in degraded
The dual AHRS is the primary attitude and heading accuracy.
heading reference source. Several operational
modes are provided for redundancy in the
event of certain system failures. The standard NOTES
system consists of dual attitude and heading
reference units, dual AHRS controllers, and
dual flux valves. Pitch, roll, and heading are
provided to the standard flight instruments or
EFIS and to the AFCS. Attitude and heading
data are also supplied to other systems (e.g.,
weather radar antenna and RMIs).
DESCRIPTION AND
OPERATION
General
The standard AHRS operating modes are
“normal’’ for attitude and “slaved’’ for head-
ing (Figure 22-11). These modes are entered
automatically after completion of initialization,
provided that all system components and sig-
nals are valid. In normal mode, ADC true air-
speed compensates for acceleration-induced
error sources. The slaved mode receives mag-
netic heading reference from the flux valve.
Two reduced-performance modes are also

available: “BASIC’’ for attitude and DG
(directional gyro) for heading. BASIC is
annunciated in green on the AHRS controller
and entered automatically when ADC true
airspeed becomes invalid. AHRS operation in
basic mode results in attitude system behavior
similar to that of a conventional vertical gyro,
which has pitch-and-roll erection cutoffs and
is subject to drift and acceleration errors. For
this reason, AHRS operation in basic mode
results in degraded attitude accuracy.
DG mode disables automatic slaving of the

heading. Entry into this mode can be achieved
Revision 2 22-17
Canada Ltd.
Figure 22-12. AH-600 Strapdown AHRU
(H)
D
28-VDC, 400-Hz
L4
(C) EXCITATION
E
L1
F SHIELD
L2
L3
B
800-Hz
C SIGNAL OUTPUT
A
Figure 22-13. FX-220 Flux Valve
22-18 Revision 2
Canada Ltd.
Attitude and Heading Reference NOTES

Unit (AHRU)
The AHRU is an attitude and heading sensor
(Figure 22-12) which provides digital and
selected analog outputs for airplane guidance,
control, and display. The AHRU is capable of
360° operation in the roll and heading axes
and ± 90° in the pitch axis. The strapdown
mechanization also provides additional outputs
of airplane dynamic quantities such as body
rates and accelerations.
FX-220 Flux Valve

No. 1 flux valve (Figure 22-13) is in the left
wingtip, and No. 2 is in the right wingtip. The
flux valves detect the magnitude and direction of
the earth’s magnetic field and convert them to
electrical information which is used to align the
directional gyros to magnetic north.
POWER REQUIREMENTS
Power required to operate the system is 28
VDC. Each AHRS has two 28-VDC circuit-
breakers, labeled No. 1 AHRS and No. 2 AHRS
for primary power; and No. 1 AHRS AUX and
No. 2 AHRS AUX for auxiliary power. If pri-
mary power falls below 18 VDC for 200 mil-
liseconds or more, the system automatically
switches to auxiliary power and the amber
AUX PWR light on the controller illuminates.
Revision 2 22-19
Canada Ltd.
Z ACC
(FORCE Q
P Y
REBALANCE) X R
Z
P GYRO
Q GYRO
R GYRO Y
X ACC
Y ACC (TOROID)
(TOROID)
Z
Figure 22-14. IMU Sensor Configuration
GREEN AMBER AMBER
DG FAST AUX PR
OFF HDG VG
SLOW SLOW ERECT TEST
DG
FAST FAST
DG SLEW
SLAVE BASIC
RED GREEN
Figure 22-15. AHRS Controller
22-20 Revision 4
Canada Ltd.
Inertial Measurement Unit (IMU) • SLAVE annunciator—The annunciator

indicates a flux valve slaving failure.
The IMU measures the body axis angular rates • BASIC annunciator—The annunciator
and linear accelerations and converts them to indicates when the AHRU is in the re-
DC signals. Three rate gyros and accelerometers versionary mode. The basic mode, which
(Figure 22-14) are contained in the IMU. Each occurs automatically, is a reversionary
rate gyro is aligned to a principal airplane axis. mode in the attitude channel used to
Two types of accelerometers are used: a servo maintain performance in the event that
unit in the Z axis and two toroidal units in the true airspeed data is not available.
X and Y axes. The toroids are liquid-levels
which are self-temperature-compensating. The SYSTEM TEST
servo unit is also temperature-compensated
and requires no special drive signals. The AHRS performs automatic self-test when
power is first applied. The test lasts five
seconds and provides the following visual in-
AHRS Controller dications on the ADI and HSI:
A line drawing of the AHRS controller is shown • 10° pitchup

in Figure 22-15. Following are the AHRS con-
• 20° right wing down
trols and their operation:
• North heading, turning at 3° per second
• DG SLEW switch—The switch provides toward east
for selection of bidirectional dual rate • All AHRS controller annunciators on
heading slew commands. The switch is
spring-loaded to the center OFF posi- • ATT flag valid for 2.5 seconds, then invalid
tion and is active only in DG mode. • HDG flag valid for 2.5 seconds, then
• HDG/DG switch—The momentary push- invalid
button switch provides for the selection
of the directional gyro mode or the head- The flags remain invalid until initialization is com-
ing-slaved mode. plete (complete initialization requires 3 minutes).
• DG annunciator—The annunciator in- The test sequence may be initiated manually

dicates when the AHRU is in the direc- at any time (including in flight) by momentarily
tional gyro mode. It is a reversionary pressing the TEST pushbutton on the AHRS
mode that is selected if a flux valve fails. controller. The indications on the displays are
the same as those seen during the automatic
• VG ERECT switch—The momentary power-up test except that the pitch, roll, and
pushbutton switch provides for the se- heading test values are added to the existing
lection of the fast vertical erection mode. airplane flight conditions.
• FAST annunciator—The annunciator in-
dicates when the AHRU is performing a Upon completion of the five-second test, the
fast vertical erection. system returns to the correct values, the flags
clear, and the annunciators extinguish. Basic
• TEST switch—The momentary push- and DG modes are not affected by the test.
button switch provides for selection of
the maintenance test mode for the AHRS. The test sequence may be extended by holding
• AUX PR annunciator—The annuncia- t h e T E S T bu t t o n i n f o r l o n g e r t h a n five
tor indicates when the AHRU is in the seconds. The test ends when the button is re-
auxiliary power mode. leased, and the flags and annunciators clear if
all data is valid.
Revision 4 22-21
Canada Ltd.
FLIGHT DIRECTOR ROLL ROLL ATTITUDE

WARNING FLAG SCALE POINTER
DECISION
HEIGHT
ANNUNCIATOR
GO-AROUND
ANNUNCIATOR
GA DH ATTITUDE
FD WARNING FLAG
ATT
PITCH-AND-ROLL
COMMAND BARS 20 20
FAST
10 10 ATTITUDE
SPHERE
SPEED
COMMAND
POINTER GLIDE-SLOPE
10 10 POINTER
AIRCRAFT SLOW 20 20
SYMBOL
200 1570 RADIO ALTITUDE
DH RAD ALT
DECISION DIM DISPLAY
DH
HEIGHT SET/
TEST
DISPLAY
ATTITUDE INCLINOMETER EXPANDED DECISION HEIGHT

TEST SWITCH LOCALIZER SET KNOB AND
POINTER DIM CONTROL
Figure 22-16. Attitude Director Indicator
22-22 Revision 4
Canada Ltd.
ELECTROMECHANICAL Localizer deviation is amplified and presented

as a reference for landing. The display is au-
FLIGHT INSTRUMENT tomatically reversed when the back course
mode is selected on the flight director mode
SYSTEM controller. The pointer is biased from view
until a valid ILS frequency has been tuned.
ATTITUDE DIRECTOR
INDICATOR (ADI) Radio altitude is shown in digital format. The
readout displays altitude in five-foot incre-
General ments between –20 and 200 feet and in ten-foot
increments between 200 and 2,500 feet.
The electromechanical ADI is a Sperry AD- Decision height is selected using a bezel-
550C (Figure 22-16). It combines the attitude mounted knob and is displayed in ten-foot in-
sphere display with computed steering infor- crements to 990 feet. The altitude display
mation to provide the commands required to blanks above 2,500 feet, and the DH display
intercept and maintain a desired flight path. It can be blanked by setting a DH below zero
also contains an eyelid display, expanded lo- feet. A knob concentric to the DH set knob al-
calizer indication, glide-slope indication, dig- lows dimming of the RAD ALT and DH dis-
ital radio altitude display, decision height set plays, as well as DISTANCE and COURSE
and display, and inclinometer. GA and DH an- displays on the HSI, and the ALTITUDE PRE-
nunciators are located in the top-left and top- SELECT display. Pressing the DH set knob ini-
right corners, respectively, of the instrument. tiates a self-test of the radio altimeter system
(radio altitude reads 100 feet).
Description and Operation Glide-slope deviation is presented by a pointer
Roll attitude is presented by a moving pointer against the right vertical scale. The green ver-
against a fixed scale. The sphere roll angle is tical band on both sides of the index mark rep-
one-to-one: for every degree the airplane ac- resents the Category II window. The GS pointer
tually rolls, the sphere reflects it degree-for- biases out of view upon loss of a glide-slope
degree. In contrast, the pitch presentation is receiver valid.
nonlinear to allow a better resolution around
the zero-degree pitch reference. The attitude An inclinometer shows slip or skid.
test button (ATT) provides a self-test of the at-
titude presentation. A go-around (GA) annunciator is located in
the upper left corner of the bezel, and a DH
The eyelid is a small ring around the sphere annunciator is located in the upper-right cor-
w h i c h a lwa y s p r ov i d e s p o s i t ive a t t i t u d e ner. The green GA illuminates when the flight
identification regardless of the sphere. It main- director is in go-around, and the amber DH
tains proper ground-sky relationship and aids illuminates when the airplane is below deci-
recovery from unusual attitudes. sion height.
T h e a t t i t u d e f l a g p r o v i d e s A H R S - va l i d A relative speed indicator is displayed on the

information, ADI input power status (26 VAC, left side of each ADI. The speed indication is
400 Hz), and a discrepancy monitor between a “fast’’ or “slow’’ indication relative to 1.3
the AHRS pitch/roll information and what the times the airplane stall speed and is intended
ADI is actually showing. for use in an approach or in slow flight. The
speed control indicators are operated by the
The flight guidance computers drive the ADI stall warning system. The fast-slow commands
crossbars. When no flight director mode is are displayed by a pointer against the left ver-
selected, the bars are biased out of view. tical scale. The pointer is biased out of view
An FD flag identifies failures within the if invalid inputs are received or the display is
FZ-800 computer. not being used.
Revision 4 22-23
Canada Ltd.
ZERO
ALTITUDE
ADJUSTMENT
Figure 22-17. Radio Altimeter Receiver-Transmitter
22-24 Revision 2
Canada Ltd.
RADIO ALTIMETER NOTES

The radio altimeter system provides absolute
altitude from 2,500 to 0 feet, decision height
selection, failure annunciation, and internal
self-test. The display is blank if the radio
altitude is above 2,500 feet AGL. If the radio
altitude valid input is invalid, a series of dashes
appear. The EADI and ADI display radio al-
titude in the lower-right corner. Figure 22-17
shows the radio altimeter receiver-transmitter.
The receiver-transmitter provides a DC output

voltage which is proportional to the airplane
absolute altitude above the terrain. In addi-
tion, it provides radio altitude trip points, an
indicator warning flag output, and an auxiliary
radio altitude output. The precision output
supplies absolute altitude information to the
flight directors.
Revision 2 22-25
22-26
COURSE SELECTOR KNOB

SETS THE COURSE POINTER
AND COURSE COUNTER
SPOILERS
FLIGHT PULL UP COURSE COURSE PULL UP

ROLL OUTBD
GPWS TEST GPWS TEST
ENGINE FAIL ROLL INBD ENGINE FAIL
BELOW BELOW
ENGINE 12:02 GROUND
TAXI G/S G/S
12:02 ENGINE
PROPELLER
GROUND RANGE 53 HEADING HEADING
53
ON
12 OFF OFF

HEADING SELECTOR KNOB
SETS THE HEADING BUG
COURSE COUNTER ROTATING HEAD DIAL COMPASS WARNING FLAG

INDICATES POWER FAILURE
FORE LUBBER LINE
PROVIDES A DIGITAL READOUT DISPLAYS MAGNETIC COURSE INFORMATION FIXED HEADING INDEX FOR
OF A SELECTED COURSE ON A DIAL WHICH ROTATES WITH THE AIRCRAFT OR DIRECTIONAL GYRO FAILURE.
COMPASS CARD.
IN DEGREES. THROUGHOUT 360 DEGREES. COURSE DEVIATION BAR DISTANCE INDICATOR
INDICATES DEVIATION IN PROVIDES DIGITAL DISPLAYS OF
DEGREES FROM A DME DISTANCE TO OR FROM
COURSE POINTER SELECTED COURSE A STATION IN NAUTICAL MILES.
INDICATES SELECTED
CENTERLINE
COURSE.
DURING VOR
NAVIGATION 00 0 OR ILS 00 0 HEADING BUG
BEARING POINTER
C
C
WARNING FLAG THIS NOTCHED ORANGE HEADING
HD
HD
COURSE OPERATION COURSE

DIST PROVIDES MAGNETIC BEARING DIST BUG IS POSITIONED ON THE
INDICATES NAVIGATION
3 TO A SELECTED GROUND 3 ROTATING HEADING DIAL BY THE
INPUTS FROM VOR, 33 BASED NAVAID (VOR). 33
TACAN, OMEGA, OR HEADING KNOB, AND DISPLAYS
PRESELECTED COMPASS HEADING.
30
6
GLIDE-SLOPE POINTER
30
LOCALIZER ARE NOT

VALID OR POWER IN THE HEADING MODE. THE ADI
V
POINTER IS IN VIEW ONLY WHEN TUNED V
N E COMMAND BAR WILL DISPLAY THE
W
FAILURE. N E
E
TO A LOCALIZER FREQUENCY AND
W
A R A R
V T PROPER BANK COMMANDS TO
V T DISPLAYS GLIDE-SLOPE DEVIATION.
TURN TO AND MAINTAIN THIS
THE AIRCRAFT IS BELOW GLIDEPATH IF
12
24
12
24
SELECTED HEADING.
POINTER IS DISPLACED UPWARD. EACH 15
21
15 DOT REPRESENTS 0.4 DEGREE 21
GLIDE-SLOPE
DISPLACEMENT ABOVE OR BELOW WARNING FLAG
GLIDE-SLOPE CENTER.
INDICATES LOSS OF VALID
RECIPROCAL COURSE POINTER GLIDE-SLOPE SIGNAL OR
INDICATES RECIPROCAL OF COURSE POWER FAILURE.
SELECTED.
COURSE/TRACK DEVIATION SCALE AFT LUBBER LINE COMPASS SYNCHRONIZATION ANNUNCIATOR TO-FROM POINTER
DURING VOR, TACAN, OR OMEGA OPERATION, FIXED RECIPROCAL HEADING CONSISTS OF THE SYMBOL OR • +
(DOT OR CROSS) TWO FLAGS 180° APART
EACH DOT REPRESENTS 5 DEGREES INDEX FOR COMPASS CARD DISPLAYED IN A WINDOW. WHEN THE COMPASS SYSTEM INDICATE DIRECTION OF
DEVIATION FROM CENTERLINE BY COURSE IS IN THE SLAVE MODE, THE DISPLAY WILL OSCILLATE SELECTED COURSE.
DEVIATION BAR, DURING ILS OPERATION, • +
BETWEEN AND , INDICATING THE HEADING DIAL IS
EACH DOT REPRESENTS 1/14 DEGREES SYNCHONIZED WITH GYRO STABLIZED MAGNETIC HEADING.
FROM CENTERLINE BY COURSE DEVIATION
Canada Ltd.
BAR.
Revision 4
Figure 22-18. Horizontal Situation Indicator

Canada Ltd.
HORIZONTAL SITUATION indications from the glide-slope receiver causes

INDICATOR (HSI) the VERT flag to come into view over the
glide-slope display.
General
NOTES
The Sperry RD-550A HSI combines numerous
displays to provide a map-like presentation of
airplane position. The indicator displays air-
plane displacement relative to VOR, localizer,
and glide-slope beams and heading with respect
to magnetic north. Figure 22-18 shows the
RD-550A indications.
Description and Operation

The HSI has remote controls located on the
glareshield. They are used to select heading and
course.
A conventional heading dial displays heading

from the AHRS against a reference index
(lubber line) at the top center. Additional
indices are located at 45° on each side of the
top reference. The heading flag comes into
view for a failure of the AHRS or loss of HSI
input power (26 VAC, 400 Hz), or from a dis-
crepancy monitor between AHRS heading in-
formation and what the compass card is
displaying.
VOR bearing is displayed on an arrow-shaped

pointer read against the heading dial.
S t a n d a r d VO R - I L S r a d i o i n f o r m a t i o n i s
displayed. Left-right deviation, VOR to-from in-
dication, and a NAV flag are displayed. DME dis-
tance and selected course are displayed as digital
readouts. These displays are dimmed using the
concentric knob on the ADI DH set knob.
Selected heading and selected course are set

using the remote controllers in the glareshield.
A slaving indicator for the AHRS heading out-

put is located in the lower-left corner of the HSI.
Glide-slope deviation is displayed by a pointer

against a vertical scale. Loss of valid data or
Revision 4 22-27
Canada Ltd.
LUBBER HEADING FLAG—

LINE INDICATES LOSS OF VALID
SIGNAL OR POWER FAILURE
NO. 2 ADF/VOR RMI COMPASS CARD

POINTER
HD
G
33 N NO. 1 ADF/VOR POINTER
32
3
24
9
V V MODE INDICATOR—
O O DIRECTION OF ARROW INDICATES
21
E
R R MODE SELECTED
12
S 15
ADF ADF
NO. 1 ADF/VOR PUSHBUTTON SELECTOR— NO. 2 ADF/VOR PUSHBUTTON SELECTOR—

SELECTS ALTERNATIVE NO. 1 ADF SELECTS ALTERNATIVE NO. 2 ADF
OR VOR MODE MODE INDICATOR— OR VOR MODE
DIRECTION OF ARROW INDICATES
MODE SELECTED
Figure 22-19. Radio Magnetic Indicator
22-28 Revision 2
Canada Ltd.
RADIO MAGNETIC INDICATOR NOTES

(RMI)
The RMI is a dual-pointer, rotating, servo-
driven azimuth dial instrument which shows
airplane heading under the lubber line. A sin-
gle- bar pointer and a wide, double-bar pointer
provide bearing indication for either ADF or
VOR modes by means of rotary switches or
“push’’ transfer buttons (Figure 22-19), de-
pending on the particular instrument. Servo
error, compass valid, and instrument power
are monitored by a single power-off or head-
ing flag, depending on the particular instru-
ment. The head of the bearing pointer read
against the rotating compass card shows the
magnetic bearing of the ground station from
magnetic north; the number of degrees clock-
wise from the magnetic heading of the airplane
to the bearing pointer shows the relative bear-
ing of the station from the airplane. Magnetic
heading (compass) information is from the
cross-side AHRS.
Revision 4 22-29
Canada Ltd.
KIAS SEL KIAS SEL

H ch 200 H ch 200
20 20 -6 20 20 -6
-2 -2
60 10 10 60 10 10
-1 -1
0
EADI EADI 0
-1 -1
20 10 10 20 10 10
-2 -2
20 20 -6 20 20 -6
80 0 FPM 80 0 FPM
WEATHER
RECEIVER/
HDG
CRS CMP1
HDG
FAIL
NAV1
TRANSMITTER CRS CMP1
FAIL
NAV1
2.1 NM
30
33
N
2.1 NM
AND ANTENNA 30
33
N
W
W
3
3
EHSI
24
EHSI V
24
6
6
21
21
E
E
S S 12
15 12 15
GSPD HDG GSPD

HDG 130 KTS
130 KTS
DISPLAY CONTROLLER DISPLAY CONTROLLER

FULL GSPD ATT HDG NAV FULL GSPD ATT HDG NAV
WX MAP REV REV REV WX MAP REV REV REV
ARC TTG ARC TTG
AUX 1 RNV 1 RNV 2 AUX 2 WEATHER AUX 1 RNV 1 RNV 2 AUX 2

TEST
TEST
ADF 1 ADF 2 ADF 1 ADF 2
VOR 1 OFF
OFF ADI DH
OFF
HSI WX
VOR 2
OFF
DISPLAY VOR 1 OFF
OFF ADI DH
OFF
HSI WX
VOR 2
OFF
BRG DIM TST DIM DIM BRG BRG DIM TST DIM DIM BRG
RIGHT
SENSORS
LEFT
SENSORS
SYMBOL COURSE COURSE SYMBOL
INSTRUMENT
GENERATOR REMOTE GENERATOR
CONTROLLERS ASCB
ASCB HEADING HEADING
Figure 22-20. Sperry EFIS Data Flow
22-30 Revision 4
Canada Ltd.
ELECTRONIC FLIGHT The symbol generators interface with the

ASCB to provide the required outputs to the
INSTRUMENT SYSTEM flight instruments and for flight control
purposes. Input data is from the following
(EFIS) sources:
GENERAL • VOR/localizer/glide-slope receiver or

MLS
The Sperry EDZ-811 electronic flight instru-
ment system has the following components: • Attitude and heading reference system
(AHRS)
• Four electronic display units (two EADIs
and two EHSIs) • Radio altimeter
• Two symbol generators • Air data system
• Two display controllers • Distance-measuring system
• Two instrument remote controllers • Flight control system
The EFIS displays attitude, compass, and • Long-range navigation system (LRN,
navigational information on the electronic FMS, INS, etc.)
display units using color cathode ray tubes
(CRTs). In addition to information previously • Vertical navigation system
displayed on electromechanical ADIs and
HSIs, facilities such as air data, waypoint and • Weather radar system
VOR/localizer locations, and weather patterns
are also available. • Automatic direction-finding system
The Sperry EFIS uses four identical elec- • Angle-of-attack system
tronic flight display units together with the
necessary processor units and control panels. Output data include display steering commands
Figure 22-20 shows a simplified block dia- and other navigational data for flight control
gram of the system. purposes as well as information of an advisory
nature. Extensive monitoring and comparator
Two identical electronic flight display units are circuits provide warning flags and other types
installed one above the other on each main in- of data flagging to indicate possible equipment
strument panel. These correspond to the con- malfunctions.
ventional placement of electromechanical
ADIs and HSIs and are referred to as the EADIs This chapter presents a general description
and EHSIs. A standard ball-in-fluid inclin - and operation of EFIS units. For details of
ometer must be mounted on the CRT that is to each display and its controls, consult the Flight
be used as an EADI. Manual Supplement, Maintenance Manual,
and the vendor manual for a specific
Two (pilot’s and copilot’s) display controllers installation.
provide the means by which the pilots can con-
trol the display formatting, such as full com- Figure 22-21 shows several typical EFIS
pass or partial compass (sector scan) display. displays. Sheet 2 of 2 is on the following page.
Revision 2 22-31
Canada Ltd.
NORMAL ATTITUDE DISPLAY
COMPOSITE DISPLAY
Figure 22-21. Sperry EFIS Displays (Typical) (Sheet 1 of 2)
22-32 Revision 4
Canada Ltd.
PLAN MODE DISPLAY
PARTIAL COMPASS DISPLAY
Figure 22-21. Sperry EFIS Displays (Typical) (Sheet 2 of 2)
Revision 2 22-33
Canada Ltd.
ATTITUDE SOURCE ROLL

ANNUNCIATOR ATTITUDE ROLL
(ATT 1 OR ATT 2) POINTER SCALE
ATTITUDE
SPHERE
GO AROUND
ANNUNCIATOR
GA
ATT2
AOA 20 20
PITCH AND ROLL
COMMAND F
POINTERS 10 10 GLIDE-SLOPE (G) VNAV (V),
OR ELEVATION (E)
G DEVIATION POINTER
FAST/SLOW
POINTER 10 10
S AIRCRAFT
20 20 SYMBOL
I
MARKER
200 DH 140 RA BEACON
DH
0 (BLUE)
M (AMBER)
I (WHITE)
DECISION
HEIGHT
DISPLAY
EXPANDED INCLINOMETER RISING DECISION RADIO
LOCALIZER OR RUNWAY HEIGHT ALTITUDE
AZIMUTH POINTE (AMBER) DISPLAY
(NOTE)
NOTE:
WHEN NOT TUNED TO AN ILS FREQUENCY, THE RATE OF
TURN POINTER AND SCALE IS PRESENT IN PLACE OF THE
EXPANDED LOCALIZER. WHEN MLS IS SELECTED, THE
EXPANDED LOCALIZER POINTER DISPLAYS AZIMUTH DEVIATION.
Figure 22-22. EADI Symbology

COMPARATOR
MONITOR CAUTION
(AMBER)
HDG PIT LOC
FAST/SLOW ATT FAIL GLIDE-SLOPE VNAV, SAME ATTITUDE FLIGHT DIRECTOR ROL GS
FAILURE ANNUNCIATOR OR ELEVATION SOURCE (AMBER) FAILURE ATT ILS
(RED) (RED) FAILURE (RED) (AMBER) AZ
EL
MLS
FD FAIL HDG
SG2 ATT2
20 20 ATT ILS
AOA AOA
F
F ATT 10 10
FAIL
10 10
S S
M 20 20 M
200 DH DH 140 RA DH DH RA
EXPANDED LOCALIZER COMMON SYMBOL DH FAILURE DECISION RA FAILURE

OR AZIMUTH FAILURE GENERATOR (AMBER DASHES) HEIGHT (AMBER DASHES)
(RED) * ANNUNCIATION WARNING
(AMBER) (AMBER)
RED AMBER
Figure 22-23. EADI Caution and Failure Annunciations
22-34 Revision 2
Canada Ltd.
EADI NOTES
The EADI (Figure 22-22) combines the
familiar attitude sphere display with lateral
and vertical computed steering signals to pro-
vide the pilot commands required to intercept
and maintain a desired flight path.
Figure 22-23 shows EADI caution and failure

annunciations. The EADI provides the fol-
lowing display information:
• Glide-slope or elevation deviation
• Expanded localizer or azimuth devia-

tion
• Radio altitude
• Rising runway
• Digital
• Decision height
• Marker beacon annunciation
• Rate of turn
• Speed command
• Attitude source
Other items which can be displayed on the

EADI, depending upon pilot selection or op-
erational mode of the airplane, include the
following:
• Airspeed and airspeed trend
• Attitude comparator warnings
• Decision height set
Revision 2 22-35
Canada Ltd.
DRIFT HEADING HEADING FORE

ANGLE SOURCE SELECT LUBBER BEARING HEADING
BUG ANNUNCIATOR BUG LINE POINTERS DIAL
COURSE / DESIRED
TRACK DISPLAY
NAVIGATION
CRS CMP1 NAV1 SOURCE
315 H 2.1 NM ANNUNCIATOR
COURSE SELECT 33
POINTER 30 N DISTANCE
WX DISPLAY
W
DME HOLD
3
WEATHER RADAR
24
G
MODE ANNUNCIATOR VERTICAL NAVIGATION
6
GLIDE-SLOPE,
21
OR ELEVATION
E
TO-FROM VOR1
ANNUNCIATOR
S
15 12 DEVIATION
ADF POINTER
HDG GSPD
130 KTS V.G. OR E.
319 ANNUNCIATOR
BEARING
POINTER GROUND SPEED
SOURCE DISPLAY (NOTE)
ANNUNCIATOR
HEADING AIRCRAFT AFT RECIPROCAL COURSE OR

SELECT SYMBOL LUBBER COURSE AZIMUTH
DISPLAY LINE POINTER DEVIATION BAR
NAV SOURCE
NOTE: ANNUNCIATOR
TIME-TO-GO IS ALSO NAV1 RNV1
DISPLAYED AT THIS NAV2 RNV2
LOCATION.
MLS1 INS
HEADING SOURCE MLS2 INS1
ANNUNCIATOR TARGET
VLF INS2
ALERT
HDG1 DG1 VLF1 INS3
HDG2 DG2 VAR (AMBER) VLF2 FMS1
MAG1 TGT (AMBER) VLF3 FMS2
CRS
MAG2 TGT (GREEN) RNV
OR
DTRK
WEATHER RADAR
MODE ANNUNCIATOR VERTICAL
WAIT (GREEN) CRS CMP1 TGT NAV1 DEVIATION
STBY (GREEN) 315 2.1 NM ANNUNCIATOR
WX (GREEN OR AMBER) WX V
33
GMAP (GREEN) 30 N G
TEST (GREEN) E
W
FAIL (AMBER)
3
RCT (GREEN)
24
GCR (AMBER) G
TIME-TO-GO
6
CR/R (AMBER) OR GROUND

21
CYC (GREEN)
E
VOR1 SPEED DISPLAY

S 12
BEARING SOURCES
15 TTG
ADF 399 MIN
ADF1 INS HDG GSPD
ADF2 INS1 130 KTS GSPD
VOR1 INS2
319 999 KTS
VOR2 FMS1
RNV1 FMS2
RNV2
FULL COMPASS FORMATS
Figure 22-24. EHSI Symbology (Sheet 1 of 2)
22-36 Revision 4
Canada Ltd.
DTRK CMP1 32 FMS1

315 30 NM RANGE
NAVAID
33 RINGS
30
N
W
RANGE ANNUNCIATION VOR1

(NAUTICAL MILES) *
5 50 ADF
HDG 25 GSPD
12.5 100 15 260 KTS
25 150 319
* RANGE ANNUNCIATION ON
INNER RING IS 1/2 THE
RANGE SETTING OF THE
WEATHER RADAR.
WIND VECTOR
DISPLAY
NAVIGATION
TO-FROM HEADING SOURCE HEADING SOURCE
ANNUNCIATOR ANNUNCIATOR DISPLAY ANNUNCIATOR
COURSE/DESIRED
TRACK DISPLAY DISTANCE
DISPLAY
DTRK CMP1 32 FMS1
HEADING 315 TO
SELECT 30 NM
RANGE
BUG RINGS
30 05 33
HEADING N
DIAL W 04 VOR STATION
WEATHER NAVAID, BLUE FOR VOR 1
03 GREEN FOR VOR 2
MULTIPLE 50
LRN VOR2 AIRCRAFT
WAYPOINTS SYMBOL
HDG GSPD
319 260 KTS
NAVAID GROUND
SOURCE SPEED
ANNUNCIATOR DISPLAY
(NOTE)
HEADING COURSE NOTE:

SELECT DEVIATION BAR TIME-TO-GO IS ALSO DISPLAYED
DISPLAY AND SCALE AT THIS LOCATION.
PARTIAL COMPASS FORMATS
Figure 22-24. EHSI Symbology (Sheet 2 of 2)
Revision 4 22-37
Canada Ltd.
ATTITUDE ROLL NAVIGATION

TO-FROM SOURCE ATTITUDE ROLL SOURCE DISTANCE
ANNUNCIATOR ANNUNCIATOR POINTER SCALE ANNUNCIATOR DISPLAY
COURSE/DESIRED
TRACK DISPLAY ATTITUDE
AIRCRAFT SPHERE
SYMBOL CRS FR PITCH AND ROLL
NAV1 120 NM
HEADING COMMAND BARS
022 ATT2
DISPLAY 20 20 VERTICAL
HEADING NAVIGATION,
SELECT 10 10 GLIDE SLOPE,
DISPLAY OR ELEVATION
G DEVIATION POINTER
AND SCALE
HEADING 10 10 COURSE
SOURCE 000 SELECT
ANNUNCIATOR 010
I POINTER
CMP 1 3 3 0 0 0 3 MARKER
DH 140 RA BEACON
200 DH
RADIO
DECISION ALTITUDE
HEIGHT DISPLAY
DISPLAY
FORE COURSE OR COURSE OR DECISION HEADING TAPE

LUBBER AZIMUTH AZIMUTH HEIGHT DISPLAY
LINE DEVIATION DEVIATION BAR
DISPLAY
Figure 22-25. EADI/EHSI Composite Display
HEADING FAILURE
AMBER DASHES SAME HEADING
DISPLAY WEATHER TARGET
(NOTE 2) OR NAV SOURCE
(RED) ALERT (AMBER)
COURSE SELECT (AMBER) (NOTE 3)
FAILURE
(AMBER DASHES) DME DISPLAY
HDG (NOTE 2) FAILURE
COURSE OR CRS CMP1 FAIL NAV1 VERTICAL
AZIMUTH 2.1 NM CRS CMP1 TGTNAV1 (AMBER DASHES)
33 N DEVIATION H NM
DEVIATION FAILURE 30 33 N (NOTE 4)
FAILURE (RED) 30
24 W
(RED) (NOTE 1) WAYPOINT

24 W
DME HOLD
3
(NOTE 2)
3
V ALERT
G ANNUNCIATOR
6 E
ANNUNCIATOR WPT
21
6 E
(AMBER)
21
12 15 S VERTICAL (AMBER) VOR1

AMBER DEVIATION 12 15 S
HDG GSPD ANNUNCIATOR ADF
DASHES 130 KTS HEADING HDG GSPD
(NOTE 2) (WHITE) KTS
SELECT
FAILURE
GROUND SPEED
(AMBER DASHES)
FAILURE
(AMBER DASHES)
RED AMBER (NOTE 1)
NOTES: NOTES:
1. GLIDESLOPE OR ELEVATION DEVIATION FAILURE IS SIMILAR. 1. TTG FAILURE IS SIMILAR.
2. IN THE EVENT OF HEADING FAILURE, THE COURSE SCALE AND 2. DTRK FAILURE IS SIMILAR.
RED X WILL NOT BE DISPLAYED AND THE CRS AND HDG 3. IF THE PILOT SELECTS NAV 2 AND THE COPILOT SELECTS
READOUTS WILL INDICATE AMBER DASHES. NAV 1, THE NAV ANNUNCIATORS ARE AMBER.
4. AN AMBER N/A IS DISPLAYED WHEN SELECTED LRN DISTANCE
IS NOT AVAILABLE.
Figure 22-26. EHSI Caution and Failure Annunciations
22-38 Revision 4
Canada Ltd.
EHSI The following information is available in par-

tial compass displays:
The EHSI combines numerous displays to pro-
vide a map-like presentation of the airplane po- • Weather radar
s i t i o n . T h e i n d i c a t o r s h ow s a i r p l a n e
displacement relative to VOR radials, local- • Wind vector
izers, and glide-slope beams. At power-up,
the EHSI presents a full compass display. By • Navigation map (range annunciation and
pressing the FULL/ARC alternate-action push- waypoints) (KNS 660, optional)
button switch on the display controller, the
full compass display is changed to a partial • Multiple waypoints (KNS 660, optional)
compass format (sector scan). If weather radar
returns are desired, pressing the WX button on Figure 22-24 illustrates the EHSI symbology
the display controller also changes the full in the full and partial compass formats. Figures
compass display to a partial compass format 2 2 - 2 5 a n d 2 2 - 2 6 s h ow a n E A D I / E H S I
displaying weather radar returns or adds composite display and describe the EHSI cau-
weather returns to the display if already in tion and failure annunciations, respectively.
partial compass display format. This also hap-
pens in MAP function when the alternate ac-
tion MAP button is depressed. NOTES
The following information is available in full
compass displays:
• Heading
• Course select
• Course or azimuth deviation
• Distance
• Groundspeed
• To/from
• Desired track
• Bearings 1 and 2
• Heading select
• Vertical, glide-slope, or elevation devi-

ation
• Time to go
• Weather mode annunciator
• Heading sync
Revision 2 22-39
Canada Ltd.
Figure 22-27. EFIS Controller
WHEN A SYMBOL GENERATOR

DME INN OUT TAS REVN
HOLD
FAILURE OCCURS, THIS IS THE
MID
SWITCH USED TO RESTORE
THE DISPLAY USING THE CROSS-
SIDE SYMBOL GENERATOR.
SG FAIL *
* SG FAIL IS AMBER ON THE EHSI.

INTERNAL SYSTEM FAILURE
Figure 22-28. Symbol Generator Failure Indication
22-40 Revision 2
Canada Ltd.
EFIS CONTROLLER • DH—Allows setting of decision height

Two EFIS controllers (Figure 22-27) are • TEST—Allows system test
located on the center console and allow se-
lection of the desired display format on the
EFIS display units. Following are the controls
and their functions: INSTRUMENT REMOTE
CONTROLLER
• Bearing source select knob markings:
Two instrument remote controllers are located
BEARING 1 BEARING 2 on the glareshield, one for the pilot's instru-
ments and one for the copilot's instruments. On
BRG ◊
BRG
OFF ° OFF
electromechanical flight instrument installa-
tions, the controllers are connected to the HSIs.
VOR1 VOR2 On EFIS-equipped airplanes, the controllers are
ADF1 ADF2 connected to the symbol generators. With ei-
RNV1 RNV2 ther installation, the HEADING knob sets the
AUX1 AUX2 HSI heading marker (bug), and the COURSE
knob sets the HSI course arrow. Digital read-
• FULL/ARC—Alternates between full outs are also shown in the upper-left corners
and partial compass displays of the HSIs for course, and in the lower-left cor-
ners for heading.
• WX—Allows weather to be displayed
on a partial compass display or, if in full
compass format, changes the display to SYSTEM TEST
partial format with weather information
Pressing the TEST button causes flags and
• MAP—Changes a full compass display cautions to be displayed and checks the radio
to a partial compass format, allowing altimeter. EFIS test is functional on the ground
one waypoint for each bearing pointer only. The radio altimeter check is functional
and VOR/DME ground station position at all times except during glide-slope cap-
to be displayed if the station is within ture/track and expanded localizer capture/track.
the range selected When the TEST button is pressed:
• GSPD/TTG—Alternates between • The radio altimeter reads the test

displaying groundspeed or time to go in value (slews to 100 feet for Sperry radio
the lower-right corner of the EHSI altimeter).
• AT T R E V, H D G R E V, NAV R E V — • All flags are in view as indicated by a red

Allows cross-side attitude information, X through all pointer scales.
heading, or navigation source informa-
tion to be displayed on the EHSI • Command cue is out of view.
• DIM—Two inputs contribute to the over- • The word TEST appears in the upper-left
all display brightness: center of the EADI.
• Ambient light sensed by the photo-

sensors on each EFIS display NOTE
• Manual setting of the DIM controls Self-test is inhibited during glide-

slope capture.
Revision 2 22-41
Canada Ltd.
DIM SWITCH
THREE-POSITION SWITCH CONTROLS
DISPLAY BRIGHTNESS AND TIME ZONE
CORRECTION:
B—BRIGHT DISPLAY FOR DAYLIGHT OPERATION
DIM—DIM DISPLAY FOR NIGHT OPERATION
1 HR UP (MOMENTARY)—ADVANCES CLOCK TIME
BY ONE HOUR TO ADJUST FOR TIME ZONES
D 1 HR
UP
SET DIM
1 2 5 9
TIME DAVTRON ZERO
F. S
5 9
HOURS DISPLAY T
T. O
SET SWITCH P
E.T. R
ADJUSTS CLOCK TIME SETTING:
UP (MOMENTARY)—RUNS CLOCK AT DOUBLE SPEED M811B
TO ADVANCE TIME SETTING BY ONE SECOND FOR
EVERY SECOND HELD SECONDS DISPLAY
D (MOMENTARY)—STOPS CLOCK TO SET BACK TIME
SETTING BY ONE SECOND FOR EVERY SECOND HELD
ELAPSED TIME SWITCH
THREE-POSITION SWITCH CONTROLS
DISPLAY SELECT SWITCH ELAPSED TIME FUNCTION:
THREE-POSITION SWITCH SELECTS MODE TO RUN—STARTS ELAPSED TIME
BE DISPLAYED: STOP—STOPS ELAPSED TIME
TIME—CLOCK TIME ZERO (MOMENTARY)—CLEARS ELAPSED TIME
F.T.—FLIGHT TIME
E.T.—ELAPSED TIME
Figure 22-29. Davtron Clock
22-42 Revision 4
Canada Ltd.
MISCELLANEOUS AND NOTES

STANDBY FLIGHT
INSTRUMENTS
CLOCK
Two Davtron digital electronic clocks (Figure
22-29) are located in the glareshield. Each
provides three independent functions: clock
time (TIME), flight time (FT), and elapsed
time (ET). These functions are displayed on
the hours, minutes, and seconds display by
selecting the display select switch to the
desired function. All functions continue to
operate normally regardless of which function
is selected for display. Internal functions of
the clock are powered by an internal battery:
however, the display is powered by airplane
28-VDC power.
To erase flight time with the aircraft on the

ground and power applied, a flight time erase
button is located on the bottom of the clock,
accessible underneath the glareshield.
Revision 2 22-43
Canada Ltd.
LUBBER LINE
15 12 E 6
COMPASS
CARD
N-S E-W
Figure 22-30. Standby Magnetic Compass
0
9 1
1
8 0 000 2
7 ALT 3
IN HG
2992
6 4
5
Figure 22-31. Standby Altimeter
22-44 Revision 2
Canada Ltd.
STANDBY MAGNETIC NOTES

COMPASS
A standby magnetic compass (Figure 22-30)
is located at the top of the windshield center
post. Compass heading is read by the lubber
line against the compass card. A post light is
provided. Care must be taken if the standby
compass is used because the compass devia-
tion (magnetic heading ± deviation = com-
pass heading) can vary and may be unreliable
due to the amount of electrical equipment
which is energized in the cockpit. Windshield
heat may cause erratic and unreliable com-
pass readings.
STANDBY ALTIMETER
A standby altimeter (Figure 22-31) is located
on the center instrument panel. Altitude is dis-
played in the range of –1,000 to 50,000 feet by
a digital counter and a pointer read against a
dial. The pointer makes one revolution of the
dial per 1,000 feet. Gradations in 20-foot in-
crements are numbered at 100-foot intervals.
The counter shows ten-thousands and thou-
sands of feet. A knob is provided to set the
baroscale counter which simultaneously cor-
rects the setting of the pointer and digital
counter. The baroscale counter is usually read
in inches of mercury, but instruments reading
in millibars are available. The instrument is
connected to the pilot’s static air ports.
Revision 2 22-45
Canada Ltd.
Figure 22-32. Standby Attitude Indicator
STANDARD RATE TURN

INDEXES
TURN NEEDLE OFF FLAG
INCLINOMETER
Figure 22-33. Turn-and-Slip Indicator
22-46 Revision 2
Canada Ltd.
STANDBY ATTITUDE NOTES

INDICATOR
The standby attitude indicator (Figure 22-32) is
located on the pilot’s instrument panel. It is
gyro-stabilized and requires 28-VDC power. A
striped “off’’ flag indicates an invalid display
due to inadequate electrical power or gyro speed.
A caging knob is located in the lower-right
corner of the instrument.
TURN-AND-SLIP INDICATOR
The turn-and-slip indicator (Figure 22-33)
provides basic “needle and ball’’ turn rate and
slip information. The indicator needle is
stabilized by an integral electric gyro.
Deflection to the index mark on either side of
center represents a standard-rate turn of 180°
per minute. A red flag appears in each indica-
tor when it is deenergized (supply power falls
below 23.4 VDC). The turn-and-slip indicator
is optional with E/M instruments, and is not in-
stalled on EFIS-equipped aircraft.
Revision 2 22-47
22-48
AD-550C ADI AD-550C ADI

GA DH GA DH
FD FD
ATT ATT
FAST
20
10
20
10
BA-141 ALT IND BA-141 ALT IND FAST
20
10
20
10
10 10 9 0 1 9 0 1 10 10
SLOW 20 20 8 28 720 2 8 28 720 2 SLOW 20 20
200 1570 200 1570

ALT IN HG 3 ALT IN HG 3

DH DH
RAD ALT
7 7 RAD ALT
DH
SET/
TEST
DIM MB
1013
6
2992
4
WI-800 INDICATOR MB
1013
6
2992
4
DH
SET/
TEST
DIM
BARO
5 BARO
5
RI-306-IRC RD-5504 HSI RD-550A HSI RI-306-IRC

00 0 WA-800 ANTENNA WR-800 00 0
C
HD
HD
COURSE DIST COURSE DIST
33
3
RECEIVER/TRANSMITTER 33
3
30
30
6
6
Al-801 ALTITUDE PRESELECT CONTROLLER
V V
N E N E
W
E
E
A R A R
V T V T
12
12
24
24
HLD NAV PRE 12 MLS
888 8 8
15 15
21 21
KTS
NM MIN
SEL PWR
DG FAST AUX PR DG FAST AUX PR
OFF HDG OFF HDG

VG VG
SLOW SLOW ERECT TEST SLOW SLOW ERECT TEST
SERIAL DATA
DG DG
SERIAL DATA
FAST FAST FAST FAST
DG SLEW DG SLEW
SLAVE BASIC SLAVE BASIC
AC-801 AHRS CONTROLLER/

REMOTE COMPENSATOR'S AH-600
FX- 600 THIN FX- 600 THIN STRAPDOWN
AH-600 FLUX VALVE FLUX VALVE AHRU
STRAPDOWN
AHRU
NAV DUAL ASCB DATA BUSSES NAV
SWITCHING SWITCHING
WHITE WHITE
AZ-810
AZ-810
AMBER
WHITE
AMBER
WHITE
AIR DATA
AIR DATA GREEN GREEN COMPUTER
COMPUTER ID-802 ID-802
ADVISORY DISPLAY ADVISORY DISPLAY
VOR/LOC,MLS,
VOR/LOC,MLS, RNAV,AUX NAV,
RNAV,AUX NAV, HDG
NAV
BANK
CAT 2
ALT
VS
AP
YD
RCVRS
RCVRS SERIAL DATA APP STBY FLC M TRIM SERIAL DATA
FZ-800
B/C TINY VNAV CPL
GC-801 FZ-800
FLIGHT FLIGHT GUIDANCE FLIGHT
GUIDANCE CONTROLLER GUIDANCE
COMPUTER COMPUTER
RT-300 RT-300
RADIO ALTIMETER RADIO ALTIMETER
RECEIVER/ RECEIVER/
TRANSMITTER TRANSMITTER
SM-710 TM-400
LINEAR ACTUATOR ELEVATOR
SM-300 SM-300 RUDDER YAW TRIM
ELEVATOR SERVO AILERON SERVO DAMPER SERVO
AT-300 AT-300 AT-300 AT-300
ANTENNA ANTENNA ANTENNA ANTENNA
Canada Ltd.
Revision 4
Figure 22-34. Sperry DFZ-8000—Electromechanical Flight Instruments

Canada Ltd.
SPERRY DIGITAL NOTES

AUTOMATIC FLIGHT
CONTROL SYSTEM
GENERAL
The Sperry SPZ-8000 digital integrated flight
control system is a complete automatic flight
control system which provides fail-opera-
tional execution of flight director guidance,
autopilot, yaw damper, and trim functions.
Major components include the air data system,
the auto pilot and flight director, and either
the standard electromechanical ADIs and HSIs
or the EFIS. Specifically, the SPZ-8000 sub-
systems consist of the:
• Attitude and heading reference system

(AHRS)
• Air data system
• Radio altimeter system
• Standard flight instrument system
• Electronic flight instrument system

(optional)
• Dual flight guidance system
• Advisory display
This chapter gives a general description and

operation of the above systems. The user should
consult the AFM, Flight Manual Supplement,
Maintenance Manual, and vendor manual for
complete description and operation of the
systems installed on specific airplanes and
optional equipment. To assist in clarifying
how the system operates, two simplified
functional block diagrams show how the system
components are interconnected. Figure 22-34
s h ow s t h e s y s t e m w i t h s t a n d a r d f l i g h t
instruments installed.
Revision 2 22-49
22-50
ED-800 EADI ED-800 EADI

BA-141 ALT IND BA-141 ALT IND
CRS FR NAV1 120 NM
DC-810 DISPLAY 0 0
DC-810 DISPLAY CRS FR
022
NAV1 120 NM
022 9 1 9 1 ATT2
CONTROLLER
ATT2
20
10
20
10
CONTROLLER 8 28 720
2 8 28 720
2
20
10 10
20
TO COPILOT'S G FULL GSPD ATT HDG NAV

7 ALT IN HG 3 7 ALT IN HG 3 FULL GSPD ATT HDG NAV G
TO PILOT'S
WI-800 INDICATOR
WX MAP REV REV REV MB MB
WX MAP REV REV REV
ARC TTG ARC TTG
EADI 10
000
10
AUX 1 RNV 1 RNV 2 AUX 2
1013
6
2992
4
1013
6
2992
4 AUX 1 RNV 1 RNV 2 AUX 2
10
000
10
EADI
TEST
TEST
010
010
I
ADF 1 ADF 2
BARO
5 BARO
5 ADF 1 ADF 2
CMP 1 3 3
I
CMP 1 3 3 0 0 0 3 VOR 1 OFF OFF VOR 2 VOR 1 OFF OFF VOR 2 0 0 0 3
OFF OFF OFF OFF 140 RA

DH 140 RA ADI DH HSI WX ADI DH HSI WX 200 DH DH
200 DH
BRG DIM TST DIM DIM BRG BRG DIM TST DIM DIM BRG
SERIAL
SERIAL
ED-800 EHSI WA-800 ANTENNA ED-800 EHSI
WR 800
CRS CMP1
HDG
FAIL
NAV1
RECEIVER/TRANSMITTER CRS CMP1
HDG
FAIL
NAV1
2.1 NM
2.1 NM
TO COPILOT'S
30
33
N
SG-311 30
33
N
AL-801 ALTITUDE PRESELECT CONTROLLER
W
W
SYMBOL TO PILOT'S
3
3
24
24
EHSI V V
6
6
HLD NAV PRE 12 MLS

GENERATOR EHSI
21
888 8 8
21
E
E
S 12 KTS S 12
15 NM MIN 15
GSPD HDG GSPD
HDG
SERIAL
SG-311
130 KTS 130 KTS
SEL PWR
SERIAL
SYMBOL
GENERATOR
RI-306-IRC RI-306-IRC
DG FAST AUX PR DG FAST AUX PR
OFF HDG OFF HDG

VG VG
SLOW SLOW ERECT TEST SLOW SLOW ERECT TEST
SERIAL DATA
DG DG
FAST
DG SLEW
FAST
SLAVE BASIC
FAST
DG SLEW
FAST
SLAVE BASIC
SERIAL DATA
AC-801 AHRS CONTROLLER/
REMOTE COMPENSATOR AH-600
FX 600 THIN FX 600 THIN STRAPDOWN
AH-600 FLUX VALVE FLUX VALVE AHRU
STRAPDOWN
AHRU DUAL ASCB DATA BUSSES NAV
NAV SWITCHING
SWITCHING
WHITE WHITE
AZ-810
AMBER AMBER AIR DATA
WHITE WHITE
GREEN GREEN COMPUTER
AZ-810
AIR DATA ID-802 ID-802
COMPUTER ADVISORY DISPLAY ADVISORY DISPLAY
VOR/LOC,MLS,
RNAV,AUX NAV,
RCVRS
HDG BANK ALT AP
VOR/LOC,MLS, NAV CAT 2 VS YD
RNAV,AUX NAV, SERIAL DATA APP STBY FLC M TRIM SERIAL DATA
B/C TINY VNAV CPL FZ-800
RCVRS FZ-800 GC-801 FLIGHT
FLIGHT FLIGHT GUIDANCE GUIDANCE
GUIEANCE CONTROLLER COMPUTER
COMPUTER
RT-300 RT-300
RADIO ALTIMETER RADIO ALTIMETER
RECEIVER/ RECEIVER/
TRANSMITTER TRANSMITTER
SM-710 TM-400
SM-300 SM-300 LINEAR ACTUATOR ELEVATOR
ELEVATOR SERVO AILERON SERVO RUDDER YAW TRIM
DAMPER SERVO
AT-300 AT-300 AT-300 AT-300
ANTENNA ANTENNA ANTENNA ANTENNA
Canada Ltd.
Revision 4
Figure 22-35. Sperry DFZ-8000—Electronic Flight Instruments

Canada Ltd.
AUTOMATIC FLIGHT CONTROL Autopilot Modes and Controls

SYSTEM (AFCS) Autopilot Modes
General Following are the autopilot basic operating
modes:
The Sperry DFZ-8000 automatic flight control
system provides flight director, autopilot, and • Heading hold—When the autopilot is
yaw damper functions. The system design is engaged and no lateral mode is selected
fail-operational for the first failure of any sys- on the AFCS controller, the autopilot is
tem component with the exception of the au- in basic heading-hold mode. If the au-
topilot servoactuators; a single actuator is used topilot is engaged while the airplane is
in each axis due to the high reliability of these in a bank, the system engages wings
units. level; once the bank angle is less than 3°
for ten seconds, the heading-hold mode
Two flight guidance computers provide fail-op- is engaged (not annunciated on the ad-
erational capability. In normal operation, one visory display).
flight guidance computer is active, operating
in the normal fail-operational mode; the sec- • Roll hold—The autopilot holds the de-
ond computer is doing all the same processing sired roll attitude when the touch control
as the active computer but acts as a hot spare. steering (TCS) button is released be-
If the active computer fails and disengages, the tween 6 and 45° of roll attitude. If the
second computer automatically picks up where button is released when roll attitude is
the first computer failed. An advisory is then less than 6°, the airplane rolls to and
displayed on the advisory display as to why the flies wings-level. If the button is re-
automatic switchover was required. Figures leased when roll attitude is greater than
22-34 and 22-35 illustrate the digital flight 45°, the airplane rolls back to 45° and
guidance system. holds that banked attitude. The TCS
mode causes “TCS ENGAGE’’ to be dis-
As shown in these figures, the AFCS receives played on the ID 802 advisory display,
information from the dual attitude and heading and the AP engage arrow on the AFCS
reference systems, the dual ADCs, the ADI controller to be extinguished, indicat-
and HSI, the navigation radios, and the flight ing that the autopilot servos are not en-
management system (if installed). The inter- gaged.
connection of these systems is provided by
the bidirectional avionics standard
communications bus (ASCB). Because the bus NOTE
is controlled by the flight guidance computer,
failure of a flight guidance computer or the bus
To enter roll hold, the following
controller function within a flight guidance
conditions must be met:
computer usually but not always, depending on
the malfunction, causes the bus control to be
automatically transferred to the remaining • Autopilot engaged
computer.
• No lateral mode engaged
• TCS used to initiate the roll
(Roll hold is not annunciated on the

advisory display.)
Revision 2 22-51
Canada Ltd.
Figure 22-36. AFCS Controller
22-52 Revision 2
Canada Ltd.
To engage the autopilot on the ground for main-

t e n a n c e p u r p o s e s , t h e f o l l ow i n g c i r c u i t
• Pitch hold—When the autopilot is en- breakers must be pulled to bypass the weight-
gaged and no vertical mode is selected on-wheels circuits:
on the AFCS controller, the autopilot
is in basic pitch-hold mode. If a lat- • Right essential circuit-breaker panel—
eral flight director mode has been se- CB M6
lected, but no vertical mode, the flight
director engages the pitch-hold mode, • Right main circuit-breaker panel—
and a pitch command bar is displayed. CB N6
Pitch angle limit using the pitch wheel
is ± 20° (pitch is annunciated on the • Left essential circuit-breaker panel—
advisory display). CB E6
Autopilot Controls • Left main circuit-breaker panel—CB F6
General
The flight guidance controller (AFCS NOTE
controller) is used to engage and disengage
the auto pilot and yaw damper, as well as se- Use this procedure to perform ground
lecting flight director modes of operation. maintenance testing only.
Most of the controls on the AFCS controller
(Figure 22-36) are alternate-action pushbuttons
(push on, push off). NOTES
The AP and YD buttons have left and right en-
gage arrows which indicate system engagement
when illuminated and from which flight
director (Number 1, left or Number 2, right)
the autopilot is receiving flight guidance in-
formation. The Number 1 (left) FGC is auto-
matically selected during initial power-up. If
desired, selection of the Number 2 (right) FGC
(AP and YD buttons) is made with the R AFCS
button on the advisory display. Selection of L
AFCS returns control to the left side.
Autopilot Engagement and

Disengagement
Activation of the AP pushbutton engages the
autopilot and yaw damper functions simulta-
neously. A repeated activation of the AP button
disengages only the autopilot function.
Revision 4 22-53
Canada Ltd.
Figure 22-37. GA Buttons
Figure 22-38. Control Wheel Switches
22-54 Revision 4
Canada Ltd.
Autopilot disengagement occurs from any of IAS hold or VS hold mode is engaged, the
the following actions: wheel is used to dial in a new reference, which
is displayed on the advisory display as part of
• Pressing the AP or YD pushbuttons on the mode message.
the AFCS controller
Touch Control Steering
• Pressing either GA button (Figure 22-37)
on the power levers When depressed, the touch control steering
(TCS) button on the control wheels uncou-
• Pressing the AP DIS (disconnect) switch ples the autopilot servos from the airplane
on either control wheel (Figure 22-38) without disengaging the auto pilot. When the
TCS button is released, the autopilot holds
• Pressing the stick shaker self-test button the current pitch attitude of the airplane. When
an air data mode (i.e., IAS, VS, or ALT hold)
• Activation of the stick shaker is engaged, the TCS button can be used to
synchronize the AFCS command to a selected
Yaw Damper Engagement and reference.
Disengagement
Flight Director Modes and
Activation of the YD pushbutton engages the
yaw damper; a second push disengages it. The Controls
yaw damper system is independent of the au- General
topilot, but an electrical interlock ensures that
the autopilot cannot be engaged without also Flight guidance consists of lateral and
engaging the yaw damper. Disengaging the vertical modes as selected on the AFCS con-
yaw damper also disengages the autopilot, if troller. The following mode capabilities are
engaged. available.
HSI SEL Lateral Modes

The HSI SEL (select) pushbutton on the Heading Select (HDG)
AFCS controller is used to select either the
pilot’s or copilot’s HSI information. The ap- When HDG is selected on the AFCS controller,
propriate arrow annunciator on either side the airplane will roll to follow the heading bug
of the pushbutton illumi nates, indicating on the active HSI. HDG is annunciated on the
from which HSI and ADC the autopilot is advisory display. HDG may be canceled by:
receiving information.
• Pressing HDG on the AFCS controller
NAV SEL • Pressing STBY on the AFCS controller
The NAV SEL pushbutton alternately allows
either the pilot or copilot to select the desired • Selecting go-around
navigation source (V/L, MLS, or AUX) to be
fed to the HSI for navigation. • Automatic capture of any other lateral
steering mode
Pitch Wheel
• Coupling of the cross-side HSI
When the autopilot is in basic pitch-hold mode,
moving the thumbwheel toward NOSE UP or
NOSE DN causes an appropriate change in
pitch attitude at a rate proportional to the
amount of pitch wheel displacement. When
Revision 4 22-55
Canada Ltd.
Navigation (NAV) • With the airplane outside the normal

localizer capture limits, the advisory
When NAV is selected, flight guidance roll com- display annunciates:
mands to the ADIs or EADIs and the flight con-
trol function are computed to command the
airplane to intercept, capture, and track what- • BC in white
ever navigation problem is being displayed on
the active HSI. The VOR/ILS mode has an arm- • HDG SEL in green
and-capture phase which allows a path intercept
and automatic transition into navigation cap- • At localizer capture, the advisory display
ture and track. NAV provides localizer approach annunciates BC in green.
if glide-slope tracking is not desired. Composite
steering signals are used for FMS tracking. The The back-course mode is canceled by:
raw data is displayed on the HSI. When this
mode is selected, the flight guidance computer • Pressing BC on the AFCS controller
arms until directed by the FMS to capture and
track steering commands. • Pressing STBY on the AFCS controller
Approach (APP) • Selecting APP on the AFCS controller

Lateral approach mode is selected by • Coupling to the cross-side HSI
depressing the APP button on the AFCS con-
troller. Flight guidance commands and atti- • Changing NAV sources
tude commands to the flight control function
are computed to intercept, capture, and track
whatever navigation path is being displayed on Vertical Modes
the active HSI. This allows optimized ILS,
VOR, and RNAV approach mode lateral con-
Air Data Modes (IAS, VS, and ALT)
trol, based on whatever navigation system is Each of the air data hold modes operates iden-
selected for use. The lateral approach mode has tically. The appropriate mode button is pressed
an arm-and-capture phase which allows setup when the desired flight conditions exist. When
of a path intercept with automatic transition the hold reference value is established, the
into approach capture and track. The vertical system computes commands to maintain this
guidance is armed for glide-slope capture im- reference value. Only one of these modes can
mediately following localizer capture. be selected at a time. IAS and VS reference val-
ues only can be changed with the pitch wheel
Back Course (BC) while the mode is engaged. Movement of the
pitch wheel slews the reference parameter on
The back-course localizer approach mode is se- the advisory display. Depressing the TCS but-
lected by pressing the BC pushbutton on the
AFCS controller. Flight guidance and attitude ton while an air data mode is engaged allows
commands are computed to intercept, capture, and resynchronization to the value existing when
track the back side of the localizer signal. When the button is released. Moving the pitch wheel
flying a back-course localizer approach, glide- while in the ALT mode causes the message
slope capture is automatically inhibited. The “ALT OFF’’ to be displayed, and the system de-
back-course mode is set up and flown exactly faults to pitch hold.
like a front course with the following differences:
Altitude Preselect (ALT SEL)
• The BC button is selected on the AFCS Altitude preselect is enabled by selecting the
controller. desired altitude on the preselect controller and
depressing the ALT SEL pushbutton. The
armed mode is annunciated by a white “ALT
22-56 Revision 2
Canada Ltd.
SEL’’ message on the advisory display. The air- cleared, and both the GS and LOC are
plane can be maneuvered toward the selected al- annunciated in green. The glide-slope mode
titude using pitch, VS, or IAS. The AFCS may be canceled by depressing the NAV, APP,
transitions to the capture mode at a point away or STBY pushbuttons.
from the selected altitude which is dependent
upon the vertical speed. The capture mode is an- When the localizer and glide slope both are on
nunciated by the green “ALT*’’ message on the track, the radio altitude is less than 1,200 feet,
advisory display. (The asterisk denotes that the and both NAV receivers are tuned to the same ILS
airplane is in the capture portion of the mode op- and valid, the AFCS transitions to the dual HSI
eration.) When the airplane has flared onto the mode. When this mode is active, both HSI SEL
new altitude, the system transitions to altitude- engage arrows are illuminated. In this configu-
hold mode, and the asterisk is removed from ration, both flight guidance channels are using
the message. ALT SEL can be canceled by: information from both navigation receivers. This
allows the approach to be continued in the event
• Pressing ALT SEL on the AFCS con- of a failure of one NAV receiver. If one receiver
troller fails, the respective engage arrow will extin-
guish, and the approach will remain active.
• Pressing STBY on the AFCS controller
Navigation Data (V/L, MLS, and AUX)
• Selecting go-around
The bottom row of buttons on the AFCS
• Coupling to the cross-side HSI controller are used to select the source of
navigation data that is displayed on the HSI and
coupled to both flight guidance computers.
NOTE The NAV SEL button is used to select the left-
or right-side systems.
Changing the selected altitude on the
altitude alerter while in the capture Pressing V/L selects the VOR/LOC receiver
(*) phase causes the active ALT SEL output to be displayed on the HSI.
mode to be canceled and the armed
message to be displayed. Pressing MLS selects the output of the mi-
crowave landing system.
Glide Slope (APP) Pressing AUX alternately selects RNAV or
This mode is enabled when the following auxiliary NAV for source data. Modes selected
conditions are met: are annunciated on the advisory display.
• A vertical or lateral navigation source is Go-Around (GA)

selected.
The GA pushbuttons are used to select the go-
• A localizer frequency is tuned on the around mode (see Figure 22-37). Depressing
NAV receiver. either button disengages the autopilot, and
both ADIs display a fixed-pitch command of
• The APP pushbutton is depressed. 10° noseup and wings level or 12° if the flap
setting is less than 15° (9° in the series 300 air-
• Beam deviation is within the capture craft regardless of flap setting). “GA’’ is an-
envelope. nunciated on the advisory display and EADI.
The heading select (HDG) mode may be
Selection of APP automatically selects the selected while in go-around to replace the
localizer mode. Prior to capture, the armed wings-level command. Go-around may be can-
“GS’’ is annunciated in white and “LOC’’ in celed by selecting another pitch mode or by de-
green. Upon capture the white message is pressing the STBY or TCS buttons.
Revision 4 22-57
Canada Ltd.
SAT/TAS BRT
OPERATIONAL MESSAGES DISPLAY
RESET
DISENGAGE/CAUTION/CONDITIONAL STATUS MESSAGES
LATERAL ARM PREVIOUSLY SELECTED LAST SELECTED

VERTICAL ARM VERTICAL ARM
MODE STATUS
L AFCS MODE STATUS MODE STATUS R AFCS
LATERAL VERTICAL
ACTIVE MODE ACTIVE MODE
Figure 22-39. Advisory Display
SM-300 SERVO DRIVE
TM-400 TRIM SERVO
SM-710 LINEAR ACTUATOR
Figure 22-40. Servoactuators
22-58 Revision 2
Canada Ltd.
Advisory Display the same unit is used for both the aileron and
elevator in the 300 Series aircraft.
The ID-802 advisory display (Figure 22-39)
provides the capability for the AFCS to request SM-710 Linear Actuator
data from the pilots as well as provide system
mode status and annunciation. In addition to The linear actuator translates electrical inputs
SAT/TAS, which is always displayed on the into a linear mechanical output to control the
right side of line one, the information displayed rudder. The unit provides ram position feed-
includes: back to the flight guidance computer by means
of a linear variable differential transformer.
• AFCS operation and engage status
TM-400 Trim Servo
• Flight guidance mode annunciations The trim servo translates electrical inputs into
a clutched mechanical rotational output. A
• System failures and cautions spline output on the clutch drives a roller chain.
The servo is connected in parallel to the trim
White messages displayed on the left side of surface control rigging by the roller chain
line one are displayed for five seconds and are drive. The maximum deflection of the trim tab
then extinguished. Amber messages displayed is controlled with limit switches which are
on line two are either flashing or steady and part of the trim servo.
require the pilots to acknowledge by clearing
the message using the RESET button on the
advisory display or in some cases retrimming AFCS Failures
the airplane or disconnecting the autopilot.
Armed FD modes annunciated on line three are
The AFCS includes monitors which assess the
in white. Active FD modes annunciated on
validity of the computer and other system
line four are green. When a mode transitions
components. The monitors are in addition to
from the armed state to the captured state, the
those which provide fail-passive and fail-
green message appears in reverse video (black
operational operation. The power supply, mi-
letters on a green background) for a short pe-
croprocessors, and other hardware within the
riod of time to emphasize the transition. The
system are monitored for availability. If a
brightness is controlled by the BRT knob.
failure is detected, the system is rendered
inoperative.
Servoactuators With application of power to the AFCS, it goes
SM-300 Servo Drive through a power-up preflight test; the mes-
sage “SYSTEM TEST’’ is displayed on the
The servo drive (Figure 22-40) translates elec- advisory display. Upon successful completion
trical inputs into a clutched rotational me- of the test by both computers, the message “L
chanical output. This assembly, with a spline AFCS MASTER’’ is displayed. If a failure is
output on the clutch, mates with the drum as- detected in either flight guidance computer, the
sembly. Tachometer rate signals are fed back respective “L’’ or “R AP/YD FAIL’’ message
to the flight guidance computer servo ampli- is displayed. A failure of both computers re-
fier. The servo drive unit is bolted to the air- sults in both FAIL messages or a series of
plane structure and is connected, through dashes being displayed on the advisory display.
cables, in parallel with the airplane primary
control rigging. This unit is used in the ele- A failure within the flight guidance computer
vators and ailerons, but the units are not in- which prevents operation of the flight direc-
t e r c h a n g e a b l e ; t h ey h ave d i ff e r e n t d a s h tor function results in an FD flag on the ADI
numbers for the 100 Series aircraft; however, or EADI.
Revision 2 22-59
Canada Ltd.
Figure 22-41. NAV Control Head Figure 22-43. MARKER SENS Panel
DME INN OUT TAS REVN

HOLD MID
Figure 22-42. Marker Beacon Lights
22-60 Revision 2
Canada Ltd.
If a failure occurs in a flight guidance computer 1 or VOR/DME 2 information can be displayed

after the initial power-up test, any attempt to on either EHSI. As well, ADF 1 and ADF 2 can
engage the autopilot results in the “L’’ or “R be displayed on either EHSI, and the EADI dis-
AP/YD FAIL’’ message. Under this circum- plays marker beacon lights.
stance the yaw damper may still be opera-
tional, depending upon the nature of the failure.
If depressing the YD button displays the “L’’ VOR Navigation System
or “R AP/YD FAIL’’ message, the computer
failure affects the yaw damper function. D u a l VO R n a v i g a t i o n s y s t e m s p r o v i d e
reception of VOR, localizer, glide-slope, and
marker-beacon signals. The VORs are con-
trolled by two NAV control heads located in the
NAVIGATION EQUIPMENT glareshield. Each control head (Figure 22-41)
p r ov i d e s a c t ive f r e q u e n cy s e l e c t i o n a n d
standby frequency selection.
GENERAL
Navigation equipment may include the flight Normally, a frequency is selected in the SBY
management computer (FMC) and dual com- display and then transferred to the active dis-
bined VOR/marker beacon receivers, dual play for navigation receiver operation by press-
DME receivers, and dual ADF receivers. ing the transfer pushbutton (the button with the
Miscella-neous equipment covered in this sec- two-headed arrow). When the transfer push-
tion includes the transponder, cockpit voice button is momentarily pressed, the frequency
recorder, flight data recorder, ground prox- in the active display and the frequency in the
imity warning system, and emergency locator standby display exchange places. The larger
transmitter. knob of the concentric frequency selector knobs
increases or decreases the MHz portion of the
frequency in one-MHz increments. The MHz
NAVIGATION SYSTEM and kHz portion of each display rolls over to
the opposite end of the frequency band when
RECEIVERS selected beyond the upper or lower limits of
the display. The kHz display rolls over from
General .00 to .95 or .95 to .00, and the MHz display
rolls over from 108 to 117 or 117 to 108.
Navigation receivers include dual combined
VOR/marker beacon receivers, dual DME re-
ceivers, and dual ADF receivers. The marker
beacon, ADF, VOR, and RNAV are controlled
Marker Beacon System
by individual control panels on the center con-
The dual marker beacon receivers are integral
sole and the glareshield. The dual DMEs are
with the dual VOR/localizer navigation re-
selected simultaneously by respective VOR
ceivers. The marker beacon receivers illumi-
receiver selection.
nate a blue legend (OUT) at the outer marker,
an amber legend (MID)at the middle marker,
When electromechanical instruments are
and a white legend (INN) at the inner/airway
installed, VOR/DME 1 deviation and distance
marker. The marker beacon lights (Figure 22-
a r e d i s p l a y e d o n t h e p i l o t ’s H S I , a n d
42) are located directly above each ADI.
VOR/DME 2 deviation and distance are dis-
played on the copilot’s HSI. VOR and ADF
Marker beacon sensitivity may be selected to
bearing information is displayed on the RMIs.
HI or LO by the NO. 1 and NO. 2 switches on
Marker beacon receiver reception is annunci-
the MARKER SENS panel (Figure 22-43) on
ated by marker beacon lights above each ADI.
the center console.
On EFIS-equipped aircraft, either VOR/DME
Revision 4 22-61
Canada Ltd.
Figure 22-44. ADF Control Head
22-62 Revision 2
Canada Ltd.
Distance Measuring NOTES

Equipment (DME)
The dual DMEs provide distance information
from the selected VOR navigation stations.
The DME transceivers are controlled by the
NAV control heads on the glareshield. When
a VOR frequency is selected, a paired DME fre-
quency is selected simultaneously. This gives
slant range distance to the VOR on the HSI(s)
when VOR is selected to that HSI.
DME frequency can be held by each DME

transceiver while the associated NAV controller
is reselected to another frequency by pressing
the pilot’s or copilot’s DME HOLD switchlight
above each ADI (see Figure 22-42).
Automatic Direction Finding

System (ADF)
The dual ADF systems allow automatic to-
the-station relative bearing and radio broadcast
reception. The ADF systems are controlled by
the two ADF control heads (Figure 22-44) lo-
cated on the center console. Each control head
allows mode selection and display, frequency
selection and display, and channel program-
ming (optional).
Revision 2 22-63
22-64
6
7
9 10
5

1. GROUND CREW JACK, AFT
(NACELLE)
2. GROUND CREW JACK, FWD (NOSE)
3. REMOTE ELECTRONICS UNIT
4. GROUND CREW ADVISORY LIGHT
5. PILOT'S PRESS-TO-TALK SWITCH
GROUND 4 (NOSEWHEEL STEERING CONTROL)
GND
CREW 6. PILOT'S PRESS-TO-TALK SWITCH
CREW
JACK GPWS (CONTROL COLUMN)
FWD AFT 11 13 15 16 14 12
7. COPILOT'S PRESS-TO-TALK SWITCH
17 18 19 (CONTROL COLUMN)
1 8. COPILOT'S PRESS-TO-TALK SWITCH
VHF1 VHF2 HF UHF FM SERV/INT
MICROPHONES
BOOM MASK
MICROPHONES
BOOM MASK
(COPILOT'S SIDE PANEL)
BLKHD 182.0 9. PILOT'S COCKPIT SPEAKER
1- VOR -2 1- DME -2
MLS VHF1 INT
PA
SPKR MKR BOOM

MIC
MASK 1- AFD -2
HEADPHONES
NORMAL AUX
HEADPHONES
NORMAL AUX
10. COPILOT'S COCKPIT SPEAKER
HOT
VOL MIC ON
11. PILOT'S HAND MICROPHONE

12. COPILOT'S HAND MICROPHONE
13. PILOT'S MICROPHONE JACK
14. COPILOT'S MICROPHONE JACK
15. PILOT'S AUDIO CONTROL PANEL
WARDROBE 2 16. COPILOT'S AUDIO CONTROL PANEL
20
17. OBSERVER'S AUDIO CONTROL
3 PANEL
18. PILOT'S JACK PANEL
19. COPILOT'S JACK PANEL
20. OBSERVER'S JACK PANEL
Canada Ltd.
Revision 4
Figure 22-45. Audio Integrating System

Canada Ltd.
The audio system also contains a ground crew

COMMUNICATIONS jack located on the forward left fuselage and
EQUIPMENT an additional ground crew jack located in the
refuel-defuel panel in the right engine nacelle.
Common to all stations and jacks is the primary
AUDIO INTEGRATION interface component of the audio integrating
system, called the “remote electronics unit,’’
General located in the avionics rack.
The audio integrating system provides the
Each audio control panel contains a rotary MIC
pilot, copilot, and observer with the means to
(microphone) transmission selector switch which
control the airplane communication radio sys-
provides the selection of VHF 1, VHF 2, INT (in-
tems for transmission and reception and to
terphone), and optional HF, UHF, and FM com-
monitor the airplane navigation receivers. In
munication systems. The panel also contains
addition, interphone communication is pro-
14 push-on, push-off, turn (volume control) re-
vided among the crew and between the crew
ceiver selector switches and two additional
and ground crew. The audio control panel is the
switches of the same type for speaker volume
principal component of each station. Figure 22-
and service interphone. The panel has a lever-
45 shows the components of the audio inte-
lock microphone selector switch which pro-
grating system.
vides for the selection of BOOM or MASK
and a switch of the same type for the selection
Description and Operation of HOT MIC operation.
Each pilot station has the following audio Operation of the controls and switches on the
controls: audio control panels control the functioning of
the remote electronics unit to which all the
• Audio control panel (Figure 22-46) communication and navigation system audios
• Hand microphone are connected and through which all audio sig-
nals are routed.
• Jack panel
• Cockpit speaker
SERVICE INTERPHONE
• Press-to-talk interphone switch
The service interphone is for on-ground
An additional press-to-talk switch, labeled communication and is operated through the
“PTT,’’ is provided for the pilot on the nosewheel audio control panel. The system has two
steering control, and an interphone-transmit external ground crew stations (left side forward
switch, labeled “INPH/XMIT,’’ is provided for fuselage and refueling-defueling panel in the
the copilot on the copilot’s side panel. right nacelle). Volume control is possible from
t h e p i l o t ’s a n d c o p i l o t ’s s t a t i o n s o n l y.
The observer’s station has the following audio Interphone communication from any of these
controls: three stations requires that the operator select
INT on the rotary MIC switch and press XMIT,
• Audio control panel
PTT, the hand microphone switch, or INPH. If
• Jack panel INT is not selected on the rotary MIC selector
• Transmit-interphone toggle switch switch, then interphone is possible only by
pressing INPH. Either action permits all flight
• Microphone jack crew stations to receive interphone audio by
• Headset jack pressing the SERV/INT selector switch.
• On-off switch (observer’s light)
Revision 4 22-65
Canada Ltd.
PUSH ON/PUSH OFF

PUSH ON/PUSH OFF TURN VOL SERVICE/
TURN VOL SPEAKER INTERPHONE SELECTOR
SELECTOR SWITCH AND MICROPHONE/INTERPHONE SWITCH AND
VOLUME CONTROL SELECTOR SWITCH VOLUME CONTROL
VHF1 VHF2 HF UHF FM SERV/INT
1- VOR -2 1- DME -2
MLS VHF1 INT
PA
MIC
SPKR MKR BOOM MASK 1- ADF -2
HOT
VOL MIC ON
BOOM/MASK HOT MIC PUSH ON/PUSH OFF

MICROPHONE SELECTOR SWITCH TURN VOL RECEIVER
SELECTOR SWITCH (100 SERIES SWITCH SELECTOR SWITCH AND
LABELED NORM/EMER) VOLUME CONTROLS COMBINED
(TYPICAL 14 PLACES)
SERIES 100A/300
Figure 22-46. Audio Control Panel (Series 100A/300)
22-66 Revision 4
Canada Ltd.
The ground crew forward station and the PTT/INPH switch (control wheel) at PTT,
ground crew station on the refueling-defuel- pressing and holding the PTT switch on the
ing panel receive interphone audio at all times. nosewheel steering arm, or using the pilot’s
A ground crew advisory light (at the left side hand microphone. Operation of the pilot’s hand
of the nosewheel steering arm) comes on and microphone overrides the pilot’s boom and
indicates FWD (forward) when a ground crew mask microphones. Transmission by the copi-
station headset/microphone is plugged into l o t i s p o s s i b l e b y h o l d i n g t h e c o p i l o t ’s
the jack labeled “GROUND CREW JACK’’ on PTT/INPH switch (control wheel) at PTT, set-
the left side of the aircraft nose. A light labeled ting and holding the INPH/XMIT switch (copi-
“A F T ’’ c o m e s o n w h e n a h e a d s e t / m i c i s lot’s side panel) to XMIT, or using the copilot’s
plugged into the jack on the refueling-defuel- hand microphone. Operation of the copilot’s
ing panel. The FWD and AFT advisory lights hand microphone overrides the copilot’s boom
alert the flight crew that interphone commu- and mask microphones.
nication with a ground crew station may be
made and also indicates which station. During transmission, sidetone from the trans-
mitter is applied to the audio integrating
If either the pilot’s or the copilot’s audio control system. In addition, the pilot’s and copilot’s mi-
panel fails, the affected crewmember can crophone audio is constantly applied to the
monitor the audio integrating system by plug- cockpit voice recorder, regardless of the po-
ging his headset into the HEADPHONES-AUX s i t i o n o f e i t h e r t h e p i l o t ’s o r c o p i l o t ’s
jack on his jack panel. PTT/INPH selection.
For communications radio reception, the

VHF COMM RADIOS desired radio receiver audio output is
Air-to-ground communications are achieved selected by pressing in the appropriate push-
using dual very high frequency transceivers on, push-off, turn (volume control) switch.
(VHF COMM). The two control heads are Cockpit speaker audio is selected by press-
located in the center console. The pilot, copilot, ing in the SPKR/VOL switch.
and observer can transmit and receive on the
system through their audio control panels,
using headsets and boom microphones. The NOTE
crew can also use the overhead loudspeakers Speaker audio is muted when the re-
and hand-held microphones. spective PTT/INPH switch on either
control wheel is selected to PTT or
The COMM system provides voice communi- INPH or when the PTT switch on the
cations in 25-kHz increments. The control nosewheel steering switch is pressed.
h e a d d i s p l a y s a c t ive a n d p r e s e t s t a n d b y
frequencies. Normally a frequency is selected
in the SBY display and then transferred to the NOTE
active display by pressing the transfer push-
button (Figure 22-47). Programmable chan- With cockpit speakers selected, care
nels are optional. must be taken when adjusting the
volume control because acoustic
To transmit on the radio, rotate the MIC feedback may cause a loud squeal to
selector switch to the desired transmitter. be heard if it is set too high.
Microphone selection is made by setting the
MIC toggle switch to either MASK or BOOM.
With the desired radio frequency selected at the
appropriate audio control panel, transmission
by the pilot is possible by holding the
Revision 4 22-67
Canada Ltd.
Figure 22-47. VHF COMM Control Head
22-68 Revision 4
Canada Ltd.
VHF NAV RADIOS NOTES

For navigation radio reception, the desired
navigation radio receiver audio output is selected
by pressing in the appropriate push-on, push-off,
turn (volume control) switch. Navigation radio
audio output from the remote electronics unit is
applied to the cockpit voice recorder and
headphones or cockpit speaker, as desired.
EMERGENCY OPERATION
Emergency operation is selected automati-
cally. Emergency operation is automatically
selected if a power failure occurs within or to
the remote electronics unit. In emergency op-
eration, the pilot’s headphone is connected di-
rectly to VHF 1 and VOR 1/MLS 1 receivers
and the pilot’s microphone is connected di-
rectly to the VHF 1 microphone input so that
both audio signals bypass all amplifiers or
other active circuitry normally in the audio
path.
The copilot’s and observer’s headphones are

connected directly to VHF 2 and VOR 2/MLS
2 receivers, and the microphones are connected
directly to the VHF transmitter. The pilots’
hand microphones are not operational during
emergency operation. Either the boom or mask
microphone must be used for emergency op-
eration and the unused (boom or mask) mi-
crophone disconnected at the phone jack. The
interphone system is not operational during
emergency operation.
Revision 4 22-69
Canada Ltd.
1
9
CABIN INTERPHONE
11 PA CHIME CALL EMER
6
17 15
5 EMER
10
16 PA
8
CALL
12 B
O
L
I
13 A
R
D
G
H
T
'
g
S 1. FLIGHT CREW CABIN INTERPHONE
ATTENDANT'S CONTROL UNIT
CALL SWITCH
2. PASSENGER ADDRESS AMPLIFIER
OVERHEAD 3. VOLUME CONTROL (PA AMPLIFIER)
STOWAGE BIN 4. SENSITIVITY CONTROL (PA AMPLIFIER)
5. LAVATORY SPEAKER
ATTENDANT'S
CALL LIGHT 6. CABIN SPEAKERS (FOUR PLACES)
7. REMOTE ELECTRONICS UNIT
5 8. FLIGHT CREW HANDSET
VOL BLKHD 182.0 9. FLIGHT ATTENDANT'S HANDSET
3 10. HANDSET CRADLE
P
A 2 11. HANDSET CRADLE
4 12. PASSENGER SERVICE UNIT (NINE
SENS
14 PLACES, LEFT SIDE)
13. PASSENGER SERVICE UNIT (NINE
WARDROBE RETURN TO PLACES, RIGHT SIDE)
7 SEAT SIGN 14. SERVICE CALL PUSHBUTTON
VIEW LOOKING FWD 15. FLIGHT ATTENDANT'S CONTROL PANEL
LAVATORY 16. FLIGHT ATTENDANT'S ANNUNCIATOR
PANEL
17. SMOKE DETECTOR LIGHT
Figure 22-48. Passenger Address Components and Controls (Sheet 1 of 3)

SMOKE DETECTOR
LIGHT
EMER CALL/EMER
CABIN INTERPHONE PA
PA
PA CHIME CALL EMER
SERVICE
CALL CALL
(LAVATORY)
CABIN INTERPHONE
CONTROL UNIT
B L
O I
A
G
R PSU CALL
H
D
T
' S
SERIES 100 g
FLIGHT ATTENDANT'S FLIGHT ATTENDANT'S

CONTROL PANEL ANNUNCIATOR PANEL
22-70 Revision 4
Canada Ltd.
PASSENGER ADDRESS NOTES

SYSTEM
The passenger address system is operated from
the cockpit passenger address and cabin in-
terphone panel. The system draws the atten-
tion of the pilot by a visual and audible call.
The passenger address system provides the
following:
• Flight crew to passengers address
• Flight attendant to passengers address
• Passenger to flight attendant call
• No smoking and fasten seat belts warn-

ing chime
In addition, provision is made for passenger an-

nouncement and boarding music tape player in-
puts. Figure 22-48 illustrates the passenger
address components and controls.
Revision 2 22-71
Canada Ltd.
EMER
ATT CALL PA EMER
PA FLIGHT CREW CABIN INTERPHONE CONTROL PANEL
ATT CALL PA EMER

CALL
ATT ATTENDANT'S NO. 2 CONTROL PANEL

ATTENDANT NO. 2
ANNUNCIATOR PANEL
B L (CEILING CENTERLINE
O RED FOR SYSTEM
I AFT OF BULKHEAD)
A ANNUNCIATION,
G PINK GREEN
R GREEN SEE ATTENDANT
D H GREEN AMBER NO. 2 ANNUNCIATOR
I T PINK PANEL
N S RED BLUE
G GREEN ATTENDANT NO. 1
ANNUNCIATOR PANEL
ATTENDANT'S AMBER
NO. 1 CONTROL PANEL
LEGEND BLUE
LAVATORY SMOKE
(FLASHING) OXYGEN PRESSURIZED
DROP DOWN OXYGEN ONLY
EMERGENCY CALL
PA ACTIVE
LAVATORY CALL
MASTER CALL
SERIES 300
22-72 Revision 2
Canada Ltd.
AUDIO INTEGRATING, NOTES

PASSENGER ADDRESS, AND
ATTENDANT’S INTERPHONE—
SERIES 300
The audio control panels in Series 300 and
Series 100A aircraft no longer have a
NORM–EMER switch. This has been replaced
with a HOT MIC–ON switch. This switch
allows the pilot, copilot, and observer to
continuously key their microphone while
keeping their hands free in the interphone
mode only (see Figure 22-46). Also, the audio
control panel has another microphone selec-
tion marked “PA.’’ Selecting the microphone
selector to PA allows use of the boom or mask
microphone to make PA announcements. There
is no PA handset in the cockpit of the Series
300 aircraft.
The flight crew cabin interphone control unit

is also changed. The four switchlights are now
labeled “ATT,’’ “CALL,’’ “PA,’’ and “EMER.’’
The pilot now pushes PA and then CALL to
make a private call to either attendant without
it being broadcast over the PA system.
The first attendant’s control panel has an ad-

ditional switchlight marked “ATT,’’ which is
used to call from one attendant to the other.
A second attendant’s control panel annuncia-

tor panel, and handset are in the rear of the air-
craft (aft of divider bulkhead X578.000).
Revision 2 22-73
Canada Ltd.
Figure 22-49. Static Discharge Wicks
Figure 22-50. XPDR Control Head
22-74 Revision 2
Canada Ltd.
STATIC DISCHARGE WICKS NOTES

A static electrical charge, commonly referred
to as “P’’ (precipitation static), builds up on the
surface of an airplane while in flight and causes
interference in radio and avionics equipment
operation. The charge may be dangerous to
persons disembarking after landing as well as
to persons performing maintenance on the air-
plane. The static wicks are installed on all
trailing edges (Figure 22-49) and dissipate the
static electricity in flight.
Two types of static dischargers are used on

the Dash 8: one is approximately six inches in
length, and the other is eight inches long. Each
discharger consists of a resistive-coated fiber-
glass rod with a pellet of composite carbon-
based material at the tip. A total of 24 static
discharge wicks are installed on the Dash 8.
MISCELLANEOUS
EQUIPMENT
TRANSPONDER
The single (dual, optional) transponder re-
sponds to air traffic control (ATC) facility in-
terrogations with a selected ATC-assigned
code to show controllers the present position
of the airplane. Altitude can also be shown with
mode C. The receiver/transmitter is controlled
by the XPDR control head (Figure 22-50) lo-
cated in the center pedestal. The transponder
control head provides operating mode selec-
tion, ATC code selection, mode and code dis-
play, and an ident button. The mode selector
knob on the control head manually selects the
standby (SBY), ON, altitude reporting (ALT),
and test (TST) modes.
Revision 2 22-75
Canada Ltd.
Figure 22-51. CVR Monitor Panel
ULD
AUDIO INTEGRATING PILOT'S AUDIO (CHANNEL 3)
SYSTEM
MIKE PASSENGER ADDRESS COPILOT'S AUDIO (CHANNEL 2)
AND ENTERTAINMENT PA AUDIO (CHANNEL 1)
SYSTEM
18 VDC (PRE-AMP POWER)
COCKPIT MIC AUDIO (CHANNEL 4)
COCKPIT
VOICE RECORDER AUDIO MONITOR
RECORDER TEST
CONTROL
UNIT METER SIGNAL
COCKPIT
ERASE COMMAND VOICE
RECORDER COCKPIT VOICE
ULD RECORDER (CVR)
ERASE INTERLOCK P/O
OVER
TEMP
PARK BRAKE (EQ50)
PCB-B
NC
GND PROXIMITY SWITCH K7 MONITOR
C
3351-S1 ELECTRONIC UNIT (PSEU) JACK
NO
NC
AVIONICS CIRCUIT S2 C
NO K4
BREAKER PANEL GND
CENTER CONSOLE ACCELERATION
CVR
28 VDC SWITCH
(A3) 28 VDC (RELAY POWER)
LEFT MAIN (SYSTEM CODE 3401)
BUS CVR
115 VAC (A10) 115-V, 400-HZ PRIMARY POWER AUTOFLIGHT
RIGHT CONTROL SYSTEM
BUS INTERFACE UNIT
NOTES: COCKPIT VOICE

RECORDER TEST ERASE
1. PARK BRAKE SWITCH 3351-S1 IS SHOWN IN BRAKES– CONTROL UNIT PUSH-BUTTON PUSH-BUTTON 3
ON POSITION.
METER SWITCH SWITCH
2. COMPONENTS NOT KEYED NUMERICALLY ARE
IDENDIFIED IN APPROPRIATE SECTIONS OF MICROPHONE
MAINTENANCE MANUAL.
3. UNDERWATER LOCATING DEVICE (ULD) REQUIRES
NO EXTERNAL CONNECTIONS.
TEST ERASE
4. THE LOOP CIRCUIT IN PROXIMITY SWITCH ELEC-
TRONIC UNIT CLOSES WHEN CONDITIONS IN
EQUATION 50 ARE SATISFIED. EQUATION 50: HEADSET
(LGWOW 1 + LGWOW 2) (RGWOW 1 + RGWOW 2)
(NGWOW 1+ NGWOW 2) HEADSET
SYMBOLS: = AND, + = OR JACK
FOR FULL DETAILS OF PSEU LOGIC AND EQUA-
TIONS, REFER TO CHAPTER 32 IN THE MAIN-
TENANCE MANUAL.
Figure 22-52. Cockpit Voice Recorder System
22-76 Revision 2
Canada Ltd.
COCKPIT VOICE RECORDER NOTES

The cockpit voice recorder (CVR) microphone
and controls are located in the center pedestal
(Figure 22-51). The recorder unit is located in
the tail in a crash-survivable case adjacent to
the flight data recorder. An inertia switch is lo-
cated on the front spar above the cabin fuselage.
The system operates any time the airplane has

power on it and records a continuous loop 30
minutes in length. Playback is not possible
u n l e s s t h e r e c o r d e r i s r e m ove d f r o m t h e
airplane. Recording is automatically stopped
by the inertia switch in the event the switch is
actuated. An underwater beacon is attached
to aid in locating the CVR.
The system can be tested any time it is oper-

ating by pressing the TEST button while the
headphones are plugged into the recorder head-
phones jack. When the button is pressed, two
400-Hz test tones are heard in the headphones.
At the same time, the meter pointer deflects to
full scale twice. The tape can be erased at the
end of a flight by pressing the ERASE button
(optional) for at least 16 seconds after the air-
plane is on the ground and the aircraft park-
ing brake is set. Figure 22-52 shows a block
diagram of the system.
Revision 2 22-77
Canada Ltd.
FLIGHT DATA
RECORDER ELT.
OFF
NORM AUTO WARNING

EMERGENCY
USE ONLY
GND ON
UNAUTHORIZED
TEST OPERATION PROHIBITED
Figure 22-53. FDR/ELT Control Panel
12B
12A
12H 12G
12E
6 2
12C
3
18
4
1 7
8,9,10,11
12D
12F
*5 19
13
14
17 * WHEN INSTALLED
12 15,16 FROM ENGINE INSTRUMENT PANEL
CHAPTER CHAPTER
NO. DESCRIPTION REF NO. DESCRIPTION REF
1 FDAU 31 12 PWRD FLT CONT SURF 27
2 3-AXIS ACCELEROMETER 31 INDICATORS
3 DFDR 31 13 32
PROXIMITY SW ELECTRONICS
4 DFDR TEST SWITCH 31 UNIT
*5 FLIGHT DATA ENTRY PANEL 31 14 FLIGHT GUIDANCE COMPUTER 34
6 INERTIA SWITCH 31 15 VHF COMM NO. 1 23
7 COPY RECORDER CONNECTOR 31 16 VHF COMM NO. 2 23
8 PROP RPM NO. 1 AND NO. 2 61 17 ELEVATOR TRIM WHEEL 27,31
9 ENGINE TORQUE NO. 1 & NO. 2 77 POTENTIOMETER
10 GAS GENERATOR RPM 77 18 ANTICOLLISION LIGHTS SWITCH 33
NO. 1 AND NO. 2 19 AFCS INTERFACE UNIT 34
11 FLAP POSITION INDICATOR 27
Figure 22-54. Flight Data Recorder System
22-78 Revision 2
Canada Ltd.
FLIGHT DATA RECORDER The recorder records 25 hours of information

in a continuous loop. Playback is accomplished
The digital flight data recorder assesses, by maintenance personnel only. The flight data
measures, and records parameters of flight for recorder has an underwater locator beacon which
subsequent analysis or investigation of inci- emits a sonar “ping’’ when immersed in water.
dents or accidents. The recorder is in a crash-
survivable case in the tail. The system is The system can be checked for serviceability
powered on the ground when there is power on without the anticollision lights on by
the airplane and the anticollision lights are momentarily pressing the GND TEST switch
on; after the airplane is airborne, anticollision on the FLIGHT DATA RECORDER panel on
light operation is not required for recorder the overhead panel. During the test, the FLT
operation. Controls for operation are located DATA RECORDER caution light goes out, in-
on the overhead panel and are shown in Figure dicating that the system is operational. An in-
22-53. Component locations and a block dia- ertia switch will deenergize the system in the
gram are shown in Figure 22-54 and 22-55. event of a crash.
FDR FDR
DFDR TEST 6 ANTI-COLLISION STAT 115V 19 115 V, 400 HZ IN P/O CAUTION
PANEL LIGHTS 28V 400 LIGHTS PANEL
NORM OFF
TEST 0N 18 DFDR FAIL FLT DATA
LOGIC 28 V
13 P/0 AFCS RECORDER
INTERFACE
WOW UNIT
EQUATION 79
3
6 PLAYBACK DATA
*5
FLIGHT DATA P/O PSEU 5 VDC, +12 VDC,
ENTRY PANEL INERTIA –12 VDC
(OPTIONAL) SWITCH 115 V, 400 HZ
DIGITAL
FLIGHT DATA RECORD INHIBIT COPY
EQUATION 42 1 RECORDER RECORDER
TRACK
ACARS EQUATION 43 DATA OUT DIRECTION CONNECTOR
(OPTIONAL) PLAYBACK 3133-J7
HIGH SPEED (OPTIONAL)
DATE AND FLIGHT NUMBER SELECT
MAINT FLAG
ACARS DATA ODD/EVEN
DIRECTION
GMT GMT TIME SIGNAL
(OPTIONAL) TRACK SELECT
P/O FLIGHT
DATA P/N
FOR DETAILS ACQUISITION MS24264R16B24SN
OF INPUTS AIRPLANE UNIT
REFER TO SWITCHES (PSEU)
CHAPTERS AFCS "A" DATA BUS
RADIO ALTIMETER
32 AND 34 SYSTEM
OF THE TCS AND AUTOPILOT
MAINTENANCE CONTROL
MANUAL.
"B" DATA BUS
Figure 22-55. Flight Data Recorder in Block Diagram
Revision 2 22-79
22-80
5 5
AIRSPEED AUDIO OUT (LO LEVEL) TO AUDIO

INTEGRATING GLARSHIELD PANEL
ALTITUDE RATE VALID 1 (LOOKING FWD)
NO. 1 AIR SYSTEM 6 6

DATA ALTITUDE RATE VARIABLE CL
COMPUTER 4
ALTITUDE RATE REFERENCE AUDIO OUT VARIABLE 3 X195.7–
(HI LEVEL) ATTENUATOR SPEAKER
4
LIFE
VEST 3 (MOUNTED ON
NO. 1 VHF GS MODE ENABLE GROUND GPW VISUAL ANNUNCIATE LH SIDE 5
PULL UP LIGHT REAR OF PANEL)
NAV CONTROLLER
SELF TEST LH SIDE EMG EXIT
GPWS TEST
GS DEVIATION X180.9– FWD
NO. 1 VHF GS ADVISORY LH SIDE FLIGHT COMPARTMENT THRESHOLD
NAV RECEIVER GS VALID 6
GROUND GS CANCEL BELOW CEILING PANEL BLKHD
LH SIDE (LOOKING UP AT OVERHEAD PANEL)
PROXIMITY G/S 182.00
AFCS WARNING RH SIDE SIMILAR
GS MODE INHIBIT COMPUTER
CONTROL
PANEL AFCS
INTERFACE P/O MASTER
2 GPWS UNIT CAUTION PANEL
GPWS FLAP
FAIL
O/RIDE SWITCH K5 GPWS 1
PROXIMITY FLAP POSITION >15° STALL WARDROBE

SWITCH WARNING
ELECTRONICS GEAR POSITION (DOWN & LOCKED) HORN
UNIT (PSEU)
STALL PILOT'S FWD SIDE CONSOLE
WARNING (LOOKING FWD)
COMPUTERS
NO. 1 & NO. 2
INDEX NO. PART NO. MANUFACTURER

AFCS
RADIO ALTITUDE VALID INTERFACE RAD ALT VALID 1 965-0476-088 SUNDSTRAND
RADIO ALT RADIO ALTITUDE UNIT RADIO ALTITUDE
RX/TX 2 99-522-K83-15099 AEROSPACE OPTICS
NO. 1 RAD ALT TEST RAD ALT TEST 3 CLU5001 OHMITE
4 T4053 OAKTRON IND
RAD ALT TEST RAD ALT TEST
PILOT CO-PILOT 5 851-27864-001 MASTER SPECIALTIES
ADI DECISION HEIGHT GND
ADI 6 851-27864-002 MASTER SPECIALTIES
Canada Ltd.
Revision 4
Figure 22-56. Ground Proximity Warning System

Canada Ltd.
GROUND PROXIMITY • Mode 3 is conditioned for significant

altitude loss before acquiring a prede-
WARNING SYSTEM termined terrain clearance after takeoff
or missed approach. The pull-up warn-
General ing annunciator light illuminates, and
the voice advisory is “don’t sink.’’
The ground proximity warning system
(GPWS) provides visual, aural, and synthe-
• Mode 4 is conditioned for insufficient
sized voice annunciation to warn of an im-
terrain clearance based on airplane con-
pending hazardous situation with regard to
figuration and speed (inadvertent prox-
terrain avoidance. It is powered any time there
imity to terrain). Mode 4 is further
is power on the airplane.
divided into Modes 4A and 4B.
The GPWS computer receives inputs from
• Mode 4A is conditioned for inadvertent
the radio altimeter, No. 1 ADC, No. 1 glide-
proximity to terrain with the landing
slope receiver, and landing gear and flap po-
gear up. The pull-up warning annunci-
sition switches. The inputs are continuously
processed to provide airplane flight path ator light illuminates, and the voice ad-
surveillance when between 50 and 2,450 feet visory is “too low terrain’’ or “too low
AGL. With the exception of glide-slope gear,’’ depending on speed and altitude.
Mode-5 violations and Mode 4B “too low
flaps,’’ all warnings can be canceled only by • Mode 4B is conditioned for inadvertent
taking corrective action such as adding climb proximity to terrain with flaps up and
power and executing a positive pull-up. landing gear down. The pull-up warning
Warning of system failure is provided by a annunciator light illuminates, and the
GPWS caution light. voice advisory is “too low flap’’ or “too
low terrain,’’ depending on speed and
altitude. For zero-flap landings, a flap
override switch is provided adjacent to
Operation the nosewheel steering handle on the
pilot’s left console.
There are six modes of operation:
• Mode 5 is conditioned for inadvertent
• Mode 1 is conditioned for excessive rates descent below glide slope on an ILS ap-
of descent with respect to terrain. The proach. The below-glide-slope annun-
pull-up warning annunciator light illu- ciator light illuminates, and the voice
minates, and the voice advisory is “sink advisory is “glide slope.’’ The warning
rate, sink rate,’’ followed by “whoop, can be canceled by pressing the glide-
whoop, pull up.’’ s l o p e i n h i b i t s w i t c h , bu t i t w i l l b e
rearmed if the airplane recaptures the
• Mode 2 is conditioned for excessive glide-slope beam.
closure rates to terrain. The pull-up warn-
ing annunciator light illuminates, and • Mode 6 is conditioned for descent below
t h e vo i c e a d v i s o r y i s “ t e r r a i n , t e r - minimum selected altitude. The voice
rain–whoop, whoop, pull up, terrain.’’ advisory is “minimums, minimums,’’
and the decision height amber advisory
lights are illuminated.
Revision 2 22-81
Canada Ltd.
REMOTE ANTENNA
CONTROL
CABLE
FWD
Z210.54
EMERGENCY
ANTENNA
LOCATOR
COAXIAL
TRANSMITTER
CABLE
REAR BRACKET
CLIP WITH
QUICK RELEAS
Z198.6
X681.0 REMOTE
X698.55
CONTROL
CABLE
FLIGHT DATA
E.L.T.
RECORDER
OFF
WARNING
NORM AUTO EMERGENCY
USE ONLY
GND ON UNAUTHORIZED
TEST OPERATION PROHIBITED
Figure 22-57. Emergency Locator Transmitter
22-82 Revision 2
Canada Ltd.
Due to the possibility of activating more than illuminates, the advisory voice “glide
one warning condition at a time, there is a slope’’ occurs once followed by a one-
priority in the voice advisory messages: second pause, the pull-up light comes
on, the advisory voice “whoop, whoop,
1. “Whoop, whoop, pull up’’—Modes 1 pull up’’ continues for several repetitions
and 2 and then stops, and the pull-up light
then goes out.
2. “Terrain’’—Mode 2
6. Release the test switch, and the below-
3. “Too low terrain’’—Mode 4 glide-slope light and GPWS monitor
light go out.
4. “Too low gear’’—Mode 4
Any deviation from the test may not mean a
5. “Too low flap’’—Mode 4 ground proximity warning computer failure.
Sensor faults and/or broken/missing wire
6. “Minimums, minimums’’—Mode 6 connections can cause erroneous test sequencing.
7. “Sink rate’’—Mode 1
EMERGENCY LOCATOR
8. “Don’t sink’’—Mode 3 TRANSMITTER
9. “Glide slope’’—Mode 5 The emergency locator transmitter (ELT) is a
self-contained unit capable of manual or auto -
Figure 22-56 shows a block diagram of the matic operation. Automatic operation is caused
ground proximity warning system. by an inertia switch. Manual operation is from
the ELT control panel (see Figure 22-57) on the
Troubleshooting overhead panel. If necessary, the ELT can be
removed from the dorsal fin and operated with
To perform a GPWS self-test: a switch on the set.
1. Ensure that the GPWS circuit breaker During the prestart check, the ELT switch
is in and that the radio altimeter and No. should be selected to AUTO and 121.5 MHz
1 ADC are installed and operational. (guard) monitored to ensure that there is no ELT
signal.
2. Ensure that the landing gear is not re-
tracted and that the flaps are up. For portable operation after the set has been
r e m ove d f r o m t h e a i r p l a n e , t h e p o r t a b l e
3. Ensure that the GPWS flap override antenna must be attached to the transmitter
switch is closed (not in override). and the switch on the unit turned on. An indi-
cator light on the unit comes on to indicate that
4. Ensure that the ground proximity mon- the ELT is transmitting.
itor light is off. If it is on, press and re-
lease the test switch to cycle the test
sequence. If it remains on, perform NOTE
troubleshooting per the Maintenance
Manual. The off position of the remote switch
is operative only when power is being
5. Press and hold the pull-up/GPWS test applied to the airplane DC bus.
switchlight. The GPWS monitor light il-
luminates, the below-glide-slope light Figure 22-57 illustrates the emergency locator
transmitter system.
Revision 2 22-83
Canada Ltd.
TARGET
ALERT AZIMUTH RANGE VARIABLE GAIN
INDICATOR MARKERS MARKERS "ON" INDICATOR
ON/OFF
BRIGHTNESS BRT
T 300
OFF 25
STANDBY/
TEST SB/T VAR 200
WEATHER/
CYCLIC WX/C 20
100 RANGE
MAP SELECTOR
FUNCTION MAP 50 BUTTONS
RAIN ECHO
COMPENSATION RCT 15 25
GROUND +7.3
WX
CLUTTER GCR 10 10
REDUCTION 5
GAIN TILT
SENSITIVITY VAR TGT ALT AZ MK SCAN

CONTROL
COLOR MODE VARIABLE TARGET AZIMUTH SCAN ANTENNA TILT ANTENNA TILT
BAR FIELD GAIN ALERT MARKERS SELECT INDICATOR CONTROL
ON/OFF ON/OFF ON/OFF 60/120°
Figure 22-58. Weather Radar Indicator
22-84 Revision 4
Canada Ltd.
WEATHER RADAR 2. Ensure that all personnel are aware that

the radar will be tested and that a radi-
General ation hazard exists. Ensure that the area
in front of the airplane is clear of all
The Primus 800 weather radar system includes flammable material. Do not allow any
the receiver-transmitter, the digital indicator, unqualified personnel in the immediate
and the antenna unit. area without supervision. The area
which must be clear is 6.5 feet for 360°
The Dash 8 weather radar is an X-band radar and 100 feet in the sector.
designed for weather detection and analysis.
The indicator (Figure 22-58) displays storm in- Fault Displays
tensity levels in bright colors contrasted against
a black background. Areas of heaviest rainfall Operation of the radar system is monitored by
appear in red, medium intensity appears in fault circuits which warn if an abnormal
yellow, and weakest intensity returns are green. condition exists. Visual fault displays are
provided for four types of monitored
Ground mapping is possible with the radar. In faults: display colors, display sensitivity,
MAP mode, prominent landmarks are dis- transmitter and receiver integrity, and antenna
played which may allow identification of land- synchronization.
water contrast, mountainous areas, and large
population centers. Video levels of increasing Display colors are continuously monitored
reflectivity are displayed as black, cyan, yel- by the color bars. If a fault causes a change
low, and magenta. TILT and GAIN must be to unfamiliar colors, the severity level de-
carefully adjusted and balanced for different noted by the faulty color(s) is directly coded
terrain types to get the optimum picture. Radar by the bar.
range is 10 to 300 nautical miles, but consis-
tent, optimum weather returns are painted best Video detection levels for the display are
at shorter ranges. When the radar is operated monitored by the target bands in the test pattern.
in conjunction with the optional EFIS, radar For example, if the detector for severity-level 3
returns may be displayed on the EHSI. became oversensitive, the yellow bands in the
test pattern would be displayed as red. On the
other hand, if the detector lost sensitivity, the red
Troubleshooting areas would be displayed as yellow. The changes
displayed for fault(s) in the detectors for sever-
CAUTION ity-levels 1 and 2 would be similar.
Observe safety precautions when the Transmitter and receiver integrity are moni-
radar is on. A radiation hazard exists tored by the noise band in the test pattern. If
in all modes except standby and off. the noise band is not continuous, i.e., it appears
broken-up or appears periodically, the local os-
cillator or transmitter is faulty. If the band is
1. Ensure that the radar circuit breakers
missing completely, the most likely cause is
are in and that the AHRS is operational.
poor receiver sensitivity.
Revision 2 22-85
Canada Ltd.
Figure 22-59. Flight Management Computer (Typical)
22-86 Revision 2
Canada Ltd.
Other circuits continuously monitor perfor- In the AUTO/LEG mode of operation, the
mance, loading, and temperature of system system is capable of automatically tuning and
power supplies. A fault resulting in operation r e a d i n g s e n s o r s l i k e VO R / D M E a n d
outside of preset limits causes a total shutdown VLF/Omega without any input from the pilot.
because all system power is removed. The
only indication is a blank screen. For an The flight management computer takes the
overtemperature fault, the system recycles on navigation sensor inputs and blends them into
after several minutes, but for other faults, the a single composite airplane position. Accuracy
system is “latched’’ off and must be manually of this composite position is enhanced by using
recycled. Should this occur: the best characteristics of each type of sensor.
For example, an AHRS has excellent short-
1. Verify that AC and DC circuit breakers term characteristics while VLF/Omega
are in. maintains excellent long-term stability.
2. Rotate BRT/OFF control to off and, after Additional capabilities of the system include
a few seconds, rotate it to on. Then de- navigation from present position direct to any
press the WX pushbutton. waypoint, trip plan and fuel plan functions, and
the capability of creating a pseudo-VORTAC
If the fault is transitory in nature, the system will at any waypoint and establishing an offset
operate satisfactorily; if not, it will automatically parallel course. When one FMS is installed,
cycle off. F M S i n f o r m a t i o n i s s e n t t o t h e p i l o t ’s
instruments. If dual systems are installed, FMS
information goes to both pilots.
FLIGHT MANAGEMENT
SYSTEM For detailed system description and operation,
refer to the vendor manual, King KNS 660
General Pilot’s Guide. A checklist-form KNS 660 Nav
Management System Simplified Operating
The Dash 8 uses a King KNS 660 flight Instructions is also available. It is concise and
management system (FMS). It is a comprehen - broken into the following sections:
sive computer which integrates the use of
multiple navigation systems and sensors. Pilot • Initialization (Turn On)
workload is minimized by central program-
ming of the navigation systems and display of • Page Display Definitions
information through a central CRT. The system
computes great-circle routes, significantly • Direct To Operation
reducing flight time and fuel used over long dis-
tances. Figure 22-59 shows one model of the • Creating a New Flight Plan
KNS 660 flight management computer.
• Clearing a Flight Plan/Creating a Ref
The system can be configured with a variety
Waypoint
of sensors. In addition to using VOR/DME in-
formation from the NAV receivers, the KNS
660 can use VLF/Omega to provide greater
navigational accuracy in areas not covered by
VOR/DME navigational aids. Options which
can be added to the system include:
• Inertial
• TACAN
• Global positioning system (GPS)
Revision 2 22-87
Canada Ltd.
KNS 660 Controls • WPT key—This key has two functions:

to cycle through the waypoint associ-
The KNS 660 controls are either two-position ated with the active flight plan (FPL 0)
rocker switches or alternate action push-but- and to display the waypoint pages of
ton switches. Refer to Figure 22-59 for the other waypoints in the system.
control positions. The following controls are
located on the FMC: • NAV key—Using alternate action, se-
lects either NAV 1 or NAV 2 pages
• ON–OFF switch—A rocker switch that,
when pressed at the top, turns the system • DAT key—Allows viewing of data menu
on and initiates the self-test. When pages (DATA 1 and DATA 2)
pushed at the bottom and held for ap-
proximately two seconds, the unit turns • HLD key—Allows viewing of the hold
off. Prior to turning off, a caution mes- pages (HOLD 1 and HOLD 2)
sage is presented on the screen.
• ↑↓ keys (cursor keys)—Used to posi-
• BRT–DIM switch—A rocker switch that, tion the cursor
when pressed at the top, increases bright-
ness and message light intensity and de- • CLR key—Used to clear a single char-
creases it when pressed at the bottom acter in a data field, a complete data
field, or an entire page
• FRQ key—Selects the two frequency
pages which allow frequency manage- • ENTER key—Used to insert data dis-
ment of compatible King avionics played under the cursor or a complete
page of information into the computer
• OBS/LEG key—Selects the KNS 660 memory; also used to select various menu
method of operation. Each key push se- items and to approve specific cursor
lects the next method of operation in the statements
sequence of OBS, AUTO/LEG, AUTO
3D, and back to OBS. • Alpha-numeric entry keys (KCU 568
CDU)—The KCU 568 has 36 alpha-nu-
• SNS key—Selects the active sensor to be meric keys, ten of which are used to
used for navigation. Alternate action se- enter numerals 0 through 9 and 26 keys
lects VOR, OMEGA, TACAN, INS, or which are dedicated to entering the char-
BLEND, depending upon the sensor con- acters A through Z. Eight of the ten
figuration of the particular system. numeric keys also can be used to enter
north, south, east, west, left, right,
• MOD key —Allows selection of NAV, minus, and plus.
RNV ENR, or RNV APR
• MSG key—When pressed, selects the

message page, and when pressed again,
deselects it
• D key (direct to)—Allows selection

of DIRECT TO operation
• FPL key—Selects active flight plan page

(FPL 0) or the flight plan menu (FPLS)
22-88 Revision 2
Canada Ltd.
B, C and D. The descriptive titles of these

AFCS INTERFACE UNIT PCBs are as follows:
(NON-EFIS)
• Dimming and test, PCB—A
DESCRIPTION • Overtemperature , PCB—B
General • NAV switching, PCB—C
The AFCS (Automatic Flight Control System) (No. 2 systems)
interface unit primarily provides the follow-
ing functions: • NAV switching, PCB—D
(No. 1 systems)
• Digital flight data recorder (DFDR),
cockpit voice recorder (CVR), and block The two NAV switching PCBs provide nav-
time recorder (SOO 8027) operational igation switching function, NAV logic, power
power control and monitoring functions for all radio NAV
systems associated with the flight guidance
• GPWS FAIL annunciator inhibit during and indicators.
stall condition
The five relays are mounted on the underside
• CVR erase interlock of the chassis, and are identified K1 through
K5. The two voltage regulators, identified U1
• Elevator trim switching and U2, are mounted on the back of the chas-
sis. The front panel of the AFCS interface unit
• DME HOLD switching consists of a toggle switch identified FGC
TEST; two pushbutton switches, one identified
• Switching of radio altimeter information LT TEST, and the other RESET; five LED in-
to the ground proximity warning sys- dicators in a line below the LT TEST switch
tem (GPWS) (identified SYSTEM 1 at the top for No. 1
systems indicators), and another five LED in-
• Advisory lights bright/dim control dicators below the RESET switch identified
SYSTEM 2 at the top for No. 2 systems.
• Dimming and test of avionics advisory
lights system On the back of the AFCS interface unit, and
stacked vertically, are three electrical con-
• Overtemperature indication of AHRS nectors, identified (from top to bottom) A, B
computer (AHRU) and C. Between connectors B and C are three
keyways to ensure correct unit installation.
• NAV radio switching At the base of the unit, at each end, is a guide
hole to aid in installation.
• Flight guidance computer test
The AFCS interface unit is enclosed in a 3/8

ATR short case and is located in the avionics
rack. Mounted on the chassis of the AFCS in-
terface unit are four printed circuit boards
(PCBs) containing logic circuits, two PCBs
with light emitting diode (LED) indicators, five
relays, and two voltage regulators. The four
PCBs are identified on the chassis by letter A,
Revision 4 22-89
Canada Ltd.
DFDR, CVR and Block Time When the aircraft is fitted with two DME sys-
tems, the DIP switch settings are reversed to
Recorder Operational Power enable DME HOLD at No. 1 NAV Mode dis-
Control play panel for No. 1 DME system and at No.
Operational power control function to the 2 panel for No. 2 DME system. The switches
DFDR and block time recorder is provided by are preset at the factory during installation.
DFDR power relay K3, while for the CVR it
is provided by relay K4. For details on oper-
ational power control to the DFDR and block Switching of Radio Altimeter
time recorder refer to Digital Flight Data Information to GPWS
Recorder System and Digital Clock, Chapter
31, and for the CVR refer to Cockpit Voice The DIP switch S3, relay K6, diodes D16 and
Recorder System, Chapter 23. D17 in overtemperature PCB—B provide
switching of radio altimeter information to
the GPWS. During normal operation, deci-
sion height information from the No. 1 radio
GPWS Fail Annunciation Inhibit altimeter is supplied directly to the GPWS. In
During aircraft stall conditions, the GPWS a dual radio altimeter installation, this circuit
would normally provide a fail annunciation. automatically connects the decision height
To prevent this occurrence, the fail annunci- and altitude signals from No. 2 radio altime-
ation signal, which is connected through the ter to the GPWS in event of failure in No. 1
normally closed “A” contacts of relay K5, is radio altimeter system (refer to Ground
interrupted by K5 being energized from the Proximity Warning System for details). The
voltage which powers the stall warning horn. DIP switch S3 is preset at the factory accord-
ing to the radio altimeter system installed.
CVR Erase Interlock Function

CVR erase interlock function is provided by
Advisory Lights Bright/Dim
relay K7 located on the overtemperature Control
PCB—B (for details refer to Cockpit Voice Relays K16 and K17, and the associated re-
Recorder System, Chapter 23). sistor network consisting of resistors R19 and
R21 through R23 in each NAV switching PCB,
make up the bright/dim control circuits for
Elevator Trim Switching the advisory lights for the following:
Function
• Advisory display panels
Relays K1 and K2 provide elevator trim
switching function by isolating the elevator
• AFCS controller
trim servo from the flight guidance system
and connecting the standby elevator trim con-
• Altitude alerter
trol system (refer to Chapter 27 for further
details).
• Altitude and heading reference system
(AHRS) controllers
DME HOLD Switching The bright/dim control circuits in NAV switch-
The dual inline packing (DIP) switches S1 ing PCB—D controls the annunciator power
and S2 in the overtemperature PCB—B pro- to AFCS controller (No. 1 system annuncia-
vide the means of presetting the interface tor), No. 1 AHRS controller, and No. 1 advi-
scope to enable DME HOLD at either No. 1 sory display panel.
or No. 2 NAV Mode display panel, as required.
22-90 Revision 2
Canada Ltd.
The bright/dim control circuits in NAV switch- R2, diodes D1 through D4, D11 and D12 make
ing PCB—C controls annunciator power to up the overtemperature switching circuits for the
the AFCS controller (No. 2 system annunci- components of No. 1 system. Overtemperature
ators), altitude alerter, No. 2 AHRS controller, switching circuits for the components of No. 2
and No. 2 advisory display panel. system are identical, consisting of relays K8 and
K9, resistors R6 and R7, diodes D18 through
D21, D28 and D29.
Dimming and Test of Avionics
Advisory Lights System The LED indicators are on two separate PCBs,
one PCB for No. 1 system components and the
Dimming and test PCB—(A) in the AFCS in- other PCB for No. 2 system components. All
terface unit provide advisory lights bright/dim LEDs are mounted to provide indications on
and test function to the avionics advisory lights the front panel of the interface unit.
system. The system advisory lights that are
controlled through this PCB are as follows: An overtemperature condition in any of the
systems energizes the associated relay, which
• Passenger address and entertainment in turn puts on the LED indicator connected
system (Chapter 23) to it. Switch SW2, identified LT TEST, pro-
vides a means of testing all overtemperature
• Audio integrating system (Chapter 23) indicators by applying a ground to energize the
magnetic latching relays to put on all overtem-
• Ground proximity warning system perature LED indicators.
• Radio navigation systems Switch SW3, identified as RESET, provides the
means of resetting all overtemperature indica-
• Flight guidance system tor circuits by applying a ground to energize the
reset coils of the magnetic latching relays.
• Inertial reference system (if installed)
The test function and dim operation is con- Nav Switching Circuits
trolled by the TEST ADVSY/CAUT and the
DIM/BRT switches, located on the overhead The AFCS interface unit provides complete
panel, that operate all advisory lights in the control, signal and monitoring circuits be-
flight compartment. tween both No. 1 and No. 2 nav systems, and
their respective flight guidance computers.
The PCB—(A) operates in like manner as the The two switching circuits are identical, con-
advisory lights DIM/TEST circuit cards in the tained on PCB—(D) (No. 1 system), and
No. 1 advisory lights control box (Chapter 33). PCB—(C) (No. 2 system).
Inputs to the switching circuits are provided

Overtemperature Indication from the VHF nav (VOR), auxiliary naviga-
tion source, area navigation (RNAV), or mi-
The AFCS interface unit provide overtem- crowave landing system (MLS). The last three
perature indication of the attitude and head- systems, however, are customer options and are
ing reference units No. 1 and No. 2 (AHRU). not installed in every aircraft. Signals sup-
Spare circuits are provided for overtempera- plied to the unit and switched, are:
ture indication of other system components.
• DME distance, clock/sync and valid
In overtemperature PCB—(B), magnetic latch-
ing-type relays K1 and K2, resistors R1 and • Course select X-Y-Z
Revision 4 22-91
Canada Ltd.
• To-from (+ and –) TCAS has a surveillance volume defined by a

minimum horizontal radius of 14 nautical
• Bearing X-Y-Z miles and a minimum vertical range of ± 2,700
feet. TCAS continually surveys the airspace
• Heading output and valid around an aircraft, seeking replies from other
aircraft in the vicinity via their ATC transpon-
• Tuned-to-localizer (TTL) ders. The transponder replies are tracked by
the TCAS system.
Signal switching is performed by relays, con-
trolled by solid-state buffers and drivers. The Flightpaths are predicted based upon these
switching circuits receive their control infor- tracks. Flightpaths predicted to penetrate a
mation from the flight guidance controller, collision area surrounding the TCAS aircraft
depending on which nav source is selected. are annunciated by TCAS. TCAS generates
two types of annunciations: a traffic advi-
The VOR inputs are wired through normally- sory (TA) and a resolution advisory (RA).
closed contacts in the deenergized position, so
that in event of a relay or switching circuit fail- The airspace around the TCAS aircraft where
ure, the VHF nav connections to the flight a TA is annunciated can be thought of as a
guidance computer are not interrupted. caution area. The physical dimensions of the
caution and warning areas are time-based and
For EFIS-equipped aircraft, the function of vary as a function of horizontal and vertical
NAV switching is accomplished in the symbol closure speeds (range rate and altitude rate)
and horizontal and vertical distances (range
generators, not in the AFCS interphone box. and altitude) between the TCAS aircraft and
the intruder aircraft. The time-based dimen-
sions are calculated by the TCAS computer
Flight Guidance Computer Test using the functions range divided by range
The FGC TEST switch is a double-pole, single- rate, and altitude divided by altitude rate.
throw type switch. One pole of the switch is
connected to No. 1 FGC, while the other pole is A similar time calculation in the vertical di-
connected to No. 2 FGC (refer to Flight rection also must be satisfied in order to gen-
Guidance System for details on test). erate a TA or RA annunciation.
TCAS monitors a time-based dimension of a

caution area that extends 35–45 seconds from the
TRAFFIC ALERT AND time the intruder aircraft is predicted to enter the
TCAS aircraft’s collision area. Should an in-
COLLISION AVOIDANCE truder enter the caution area, traffic information
in the form of a TA is issued by the system. The
(TCAS) traffic displayed includes the range, bearing,
and altitude (if available) of the intruder relative
SYSTEM DESCRIPTION to the TCAS aircraft. The flight crew is to use
this information as an aid to visually located
The traffic alert and collision avoidance sys- the intruder in order to avoid a conflict.
tem is an independent airborne system. It is de-
signed to act as a backup to the air traffic TCAS also monitors a time-based dimension
control (ATC) system and the “see and avoid” of a warning area that extends 20–25 seconds
concept. TCAS consists of four aircraft- from the time at which an intruder would enter
mounted antennas; a TCAS computer unit and the TCAS aircraft’s collision area. Should an
Mode S transponder located remotely; and intruder enter the warning area, an escape
displays and controls in the cockpit. strategy in the form of a RA is issued by the
system.
22-92 Revision 4
Canada Ltd.
The RA is a vertical maneuver recommended NOTES

to the pilot by TCAS in order to increase or
maintain vertical separation relative to an in-
truding aircraft. The RA will be annunciated
both visually and aurally. It will consist of ei-
ther a corrective advisory, calling for a change
in aircraft vertical speed, or a preventive ad-
visory, restricting vertical speed changes.
TCAS continuously calculates tracked-air-

craft projected positions. TAs and RAs are,
therefore, constantly updated and provide real
time advisory and position information.
Once the flightpath of the intruder no longer

conflicts with the collision area of the TCAS
aircraft, TCAS will announce CLEAR OF
CONFLICT to confirm the encounter has
ended. The flight crew should then return to
the original clearance profile.
TCAS generates resolution advisories and

traffic advisories against intruder aircraft with
ATC transponders replying in Mode C and
Mode S. These include altitude in their trans-
missions. TCAS uses the altitude information
for resolution advisory computations. TCAS
can generate only traffic advisories against
intruder aircraft whose transponders reply in
Mode A (nonaltitude reporting).
WARNING
TCAS cannot provide an alert for
traffic conflicts with aircraft without
operating transponders.
TCAS will assist the pilot who, with the aid

of the ATC system, has the primary responsi-
bility for avoiding midair collisions.
Revision 2 22-93
Canada Ltd.
F D G A B
TCAS
AUTO ON
XPDR FAIL TA RA/TA
1
IDENT SBY
TRAFFIC ATC 1 2
TST T
A
C
T
A
C S
ON OFF
ALT RP
E C
Figure 22-60. Gables Mode C, Mode S Transponder, and TCAS Control Panel
22-94 Revision 2
Canada Ltd.
Figure 22-60 shows a typical TCAS controller,

with a brief description of each function listed F TA DSPLY
below.
• AUTO—Normal TCAS operation switch
A position that displays RAs or TAs along
TCAS/XPDR Mode Selector
with proximate traffic when an intruder
is detected.
Selects the transponder and/or TCAS mode.
• ON—Displays all traffic within range of
• TA/RA Mode—The TA/RA mode is the
TCAS or the display, whichever is most
normal operating mode. In the TA/RA
restrictive, and ±2,700 feet vertically
mode, TCAS provides traffic advisories
of own aircraft.
and generates resolution advisories.
• OFF—Displays resolution advisories
• TA Mode—TCAS provides traffic ad-
only.
visories only; no resolution advisories.
This mode prevents TCAS from issuing G Amber XPDR FAIL Light
RAs when the TCAS aircraft is inten-
tionally flying close to another aircraft,
Illuminated when selected XPDR has failed.
i.e., closely spaced parallel approaches.
Loss of valid altitude data will also cause
TCAS FAIL.
• XPDR ON—Activates the transponder
function only; TCAS OFF is annunciated
It also illuminates with ALT RPTG on and its
on the TCAS display.
altitude information source failed. The light
can be turned off by selecting an alternate al-
• STBY—Select the transponder to
titude information source or by turning ALT
standby. TCAS OFF is annunciated on
RPTG off.
the TCAS display.
H XPDR 1 or 2
B TEST
Select XPDR 1 or 2 respectively.
Pressing this switch activates the TCAS self-
test feature.
NOTES
C XPDR Code Window
Displays four-digit XPDR code.
D IDENT
Same function as conventional XPDR IDENT.
E ALT RPTG
Same function as conventional XPDR altitude

reporting. TCAS is inoperative with ALT
RPTG set to OFF.
Revision 2 22-95
Canada Ltd.
1 2 1 2
4 4
...
.5 ...
.5
-10
0 6 0 -04 6
.5 .5
4 4
1 2 1 2
VSI/TRA VSI/TRA WITH

TRAFFIC ADVISORIES
TRAFFIC SYMBOLOGY
AND DATA TAG
TRAFFIC - SOLID AMBER

ADVISORY (TA) CIRCLE
RESOLUTION - SOLID RED

ADVISORY (RA) SQUARE
PROXIMATE - SOLID CYAN

TRAFFIC DIAMOND
VERTICAL
SPEED OTHER - HOLLOW CYAN
POINTER 1 2 TRAFFIC DIAMOND
(WHITE)
...
.5 4
2 NM TCAS
-05 RANGE RING
0 6 (WHITE)
VERTICAL
SPEED .5
SCALE
(WHITE)
4 AIRPLANE SYMBOL
1 2 REPRESENTING TCAS
EQUIPPED AIRCRAFT
(WHITE)
TYPICAL VSI/TRA DISPLAY
Figure 22-61. TYPICAL VSI/TRA Display
22-96 Revision 4
Canada Ltd.
TRAFFIC ADVISORY NOTES

DISPLAYS
The way TCAS traffic is displayed is dependent
upon the type of installation. A flat-panel
vertical speed/TA/RA (VSI/TRA) display may
be used, or TCAS traffic may be presented on
EFIS-type displays. Symbology and colors are
the same no matter what type of display is used.
Differences in operation do exist and those
differences are as follows.
FLAT-PANEL VSI/TRA DISPLAY

Many aircraft use the combined vertical
speed/traffic indicator. In this indicator, the
vertical speed indicator (VSI) takes on the ad-
ditional function of displaying traffic and res-
olution advisories, in addition to other traffic
information designed to improve situational
awareness. Internal switching of TCAS auto-
matically presents a TCAS traffic display on
the VSI when a traffic advisory is necessary,
as long as the TCAS/XPDR mode selector is
positioned to TCAS mode, TA or TA/RA, and
the traffic switch is in the AUTO position.
Full-time display of traffic is available with
the traffic switch in the ON position.
A white airplane symbol is displayed in the

lower center of the VSI representing your
TCAS-equipped aircraft. A white range ring
made up of 12 dots, each corresponding to a
normal clock position, is included. The range
ring surrounds the airplane with a radius of 2
nautical miles, and is intended to assist in in-
terpreting TCAS traffic information.
The scale of the VSI display is 6.5 nautical

miles to the top display edge of the VSI (ahead
of the aircraft), 4 miles to the left and right
edges, and 2.5 nautical miles to the bottom
(rear of your aircraft). Color-coded symbol-
ogy is used on this display to identify traffic
aircraft in your area.
Figure 22-61 shows 3 typical TCAS displays.

This instrument replaces the conventional
IVSI.
Revision 2 22-97
Canada Ltd.
ELECTRICAL POWER CAUTION

SOURCES When a pitot or static pressure line
is disconnected, a leak check must be
Avionics power is supplied by 28 VDC and performed (check local authority for
fixed-frequency AC. The DC power is sup- this).
plied by two batteries, two DC generators, and
two TRUs. Three static inverters provide 115-
VAC, 400-Hz power; they are run by the 28-
VDC system. Two stepdown transformers are
powered from the 115-VAC, 400-Hz buses and CAUTION
provide 26-VAC, 400-Hz power. Do not apply pitot or static pres-
sure to the system unless electrical
power is on or damage may result
to the air data computer.
MAINTENANCE
CONSIDERATIONS
CAUTION
GENERAL Do not leave pitot-static heaters on
for more than one minute on the
The use and application of repair materials ground or they may burn out.
and general hardware used for maintenance
of the airplane are described in Chapter 20,
“Standard Practices,’’ of the Maintenance AIR DATA SYSTEM
Manual. Included are procedures, practices,
and processes that are not specifically covered The components of the air data system are
in other chapters. Information includes tables, remove-and-replace items only. Inspections
charts, illustrations, and technical data to aid include examining air data components and
in general maintenance of the airplane. lines for security, evidence of leakage, cracks,
and evidence of overheating. Take care not to
bend any tubing runs in such a manner that will
PITOT-STATIC SYSTEM cause kinks or flatten the tubing.
The static system must be absolutely secure
since any leakage of cabin pressure into the sys- AUTOMATIC FLIGHT CONTROL
tem will seriously affect the accuracy of the SYSTEM
flight instruments. Take care when performing
maintenance on or around the pitot-static lines Most of the autopilot/flight director compo-
and instruments. Pitot and static lines should nents are remove-and-replace items only.
be installed for position drainage of moisture Inspections include examining AFCS compo-
from the lines. Position the lines to eliminate nents for security, evidence of leakage, cracks,
traps where moisture can collect. Observe the and evidence of chafing. Associated electrical
following cautions when working on the pitot- wiring must be inspected for security, chafing,
static system. and evidence of heat damage. When installing
a servoactuator, cable tension must be mea-
sured and adjusted.
22-98 Revision 2
Canada Ltd.
FLIGHT INSTRUMENTS AND malfunction. If a functional test is required,

observe all maintenance, operational, and safety
NAVIGATION SYSTEM precautions. Refer to the avionics wiring
COMPONENTS diagrams furnished with the airplane to isolate a
malfunction.
Most flight instruments and navigation system
components are remove-and-replace items
only. Care should be taken to follow the
procedures listed in the Maintenance Manual
for the particular instrument or component LIMITATIONS
when replacing, testing, or calibrating it and Maintenance limitations are defined by the
any other procedure listed which concerns the parameters and tolerances listed in the func-
item, such as required leak checks listed in the tional checks of individual avionics compo-
pitot-static section of the book. nents and in the use of approved hardware
(sealants, adhesives, etc.) and approved main-
tenance practices (torquing, repairing fluid
COMMUNICATIONS lines, etc.) listed in Chapter 20,“Standard
Practices,’’ of the Maintenance Manual and
Most of the communications equipment is the particular system chapter under
remove-and-replace items only. In addition to Maintenance Practices. When functionally
the standard checks for placement and secu- checking any airplane system or component,
rity of wire bundles, static dischargers should ensure that AFM operational limitations are
be checked for lightning damage and for also observed for the equipment being checked
erosion of the metal tip. and other equipment/systems operated to sup-
port the testing. Maintenance personnel must
be aware of AFM limitations which ground
the airplane.
FUNCTIONAL CHECKS
Functional checks should be performed by NOTES
authorized personnel only. Some avionics
equipment can and must be functionally
checked from the airplane, even though the
unit which has been installed was bench-tested
in the shop (e.g., COM units). Other items
may require that the unit be tested at an au-
thorized repair facility, but not necessarily
tested after installation (e.g., air data instru-
ments checked in flight).
FAULT ANALYSIS
Troubleshooting any airplane system requires a
complete understanding of the function and
operation of the system. Where like components
are installed on the airplane (e.g., left and right
systems), troubleshooting is usually typical for
both sides and is listed only once in the
Maintenance Manual. It may be necessary to
perform a functional test to aid in isolating a
Revision 2 22-99
Canada Ltd.
CHAPTER 24
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 24-1
GENERAL ............................................................................................................................ 24-3
Main and Auxiliary Batteries ........................................................................................ 24-7
Battery Temperature Monitor System ......................................................................... 24-13
DC POWER SYSTEM ....................................................................................................... 24-17
General ........................................................................................................................ 24-17
Starter-Generators........................................................................................................ 24-17
Generator Control Units (GCUs) ................................................................................ 24-19
DC Contactor Box ....................................................................................................... 24-19
Generator Control Switches ........................................................................................ 24-21
Transformer-Rectifier Units (TRUs) ........................................................................... 24-23
Automatic Bus-Tie Operation and BUS FAULT Protection ....................................... 24-25
BUS Bar Protection Unit (BBPU)............................................................................... 24-27
DC External Power System ......................................................................................... 24-29
DC Power Monitor System ......................................................................................... 24-31
Engine Starting ............................................................................................................ 24-33
AC POWER SYSTEM........................................................................................................ 24-37
Variable-Frequency AC Power .................................................................................... 24-37
AC Generator Control Unit (GCU) ............................................................................. 24-41
Fixed-Frequency AC Power ........................................................................................ 24-45
AC Power Monitor ...................................................................................................... 24-49
Revision 2 24-i
Canada Ltd.
ELECTRICAL SYSTEM CIRCUIT PROTECTION ......................................................... 24-50

Removal/Installation.................................................................................................... 24-53
Battery ......................................................................................................................... 24-53
24-ii Revision 2
Canada Ltd.
ILLUSTRATIONS
Figure Title Page
24-1 Electrical Power Component Location .................................................................. 24-2
24-2 Electrical System Block Diagram.......................................................................... 24-4
24-3 Battery Component Locations ............................................................................... 24-6
24-4 Battery Venting System.......................................................................................... 24-8
24-5 Battery Temperature Monitor Schematic............................................................. 24-10
24-6 BATTERY TEMPERATURE Panel .................................................................... 24-12
24-7 Battery Power Distribution .................................................................................. 24-14
24-8 Battery Control Switches..................................................................................... 24-14
24-9 DC Power Schematic ........................................................................................... 24-16
24-10 Starter-Generator ................................................................................................. 24-16
24-11 Generator Control Units ...................................................................................... 24-18
24-12 DC Contactor Box ............................................................................................... 24-18
24-13 Typical DC Contactor Box .................................................................................. 24-18
24-14 DC CONTROL Panel .......................................................................................... 24-20
24-15 TRU ..................................................................................................................... 24-22
24-16 TRU Electrical System ........................................................................................ 24-22
24-17 DC Power Schematic ........................................................................................... 24-24
24-18 Bus Bar Protection Unit....................................................................................... 24-26
24-19 Bus Fault Reset Switch and Caution Light.......................................................... 24-26
24-20 External DC Power .............................................................................................. 24-28
24-21 DC Power Monitor Panel..................................................................................... 24-30
24-22 Engine Start Control—Electrical Schematic ....................................................... 24-32
24-23 AC Generator ....................................................................................................... 24-36
Revision 2 24-iii
Canada Ltd.
24-24 Variable-Frequency AC Power Distribution ........................................................ 24-36

24-25 AC Contactor Box and Components ................................................................... 24-38
24-26 AC Variable Frequency Generation—Simplified ................................................ 24-40
24-27 AC CONTROL Panel .......................................................................................... 24-42
24-28 AC 400-Hz Power System Component Locations............................................... 24-44
24-29 Fixed Frequency .................................................................................................. 24-44
24-30 Fixed-Frequency AC Power Schematic ............................................................... 24-46
24-31 Fixed-Frequency AC Power Distribution ............................................................ 24-46
24-32 AC Power Monitor............................................................................................... 24-48
24-33 Right DC Circuit-Breaker Panel .......................................................................... 24-50
24-34 Left DC Circuit-Breaker Panel ............................................................................ 24-50
24-35 Variable Frequency and Avionics Circuit-Breaker Panels................................... 24-51
24-36 Typical DC Power Distribution ........................................................................... 24-52
24-iv Revision 4
Canada Ltd.
CHAPTER 24
ELECTRICAL POWER SYSTEMS
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
T
BA
O ACEN
RV M
SE TE T G
1
# Y
S
S HO
T T
BA
INTRODUCTION
The electrical system on the Dash 8 includes both DC and AC systems. The DC system
consists of storage, generation, distribution, and system monitoring. The AC system con-
sists of generation, distribution, and system monitoring. Provision is also made for con-
nection of external power while on the ground to power either the DC or the AC system.
Revision 2 24-1
24-2
DC SYSTEM AC SYSTEM
BUS VOLTS MAIN BATT LOAD VOLTS LOAD VOLTS LOAD
LOAD
INVERTERS VARIABLE FREQUENCY
L ESS R ESS GEN GEN AUX A A
LEFT RIGHT
L MAIN R MAIN AUX BATT L TRU R TRU PRIM SEC B B
L SEC R SEC
C C
TEST TEST

DC CONTROL AC CONTROL
OFF
OFF OFF OFF
GEN 1 GEN 2
AUX MAIN BATTERY INVERTERS
BATT BATT MASTER
OFF L R OFF
OFF OFF OFF OFF
EXT PRIMARY OFF SECONDARY
POWER AUXILIARY
GEN 1 GEN 2 MAIN BUS BUS EXTERNAL
TIE FAULT POWER
RESET
DC STARTER-
GENERATOR
(LEFT ENG SAME)
AC GENERATOR
(LEFT ENG SAME)
TRANSFORMER
400 HZ INVERTERS RECTIFIER UNITS
PRIMARY
SECONDARY
AUXILIARY CIRCUIT-BREAKER
CIRCUIT-BREAKER CONSOLES (L AND R)
CONSOLES
DC CONTACTOR BOX
BATTERIES (ON FWD PRESS BLKHD)
Canada Ltd.
Revision 2
Figure 24-1. Electrical Power Component Location

Canada Ltd.
GENERAL NOTES
The electrical system is primarily a 28-VDC
system supplying the majority of airplane
electrical services. DC power is produced by
two engine-driven starter-generators and two
transformer-rectifier units (TRUs). Two 24-
volt nicad batteries support the DC system. A
DC external power receptacle is provided in
the left side of the nose for the operation of
the DC system from a ground power source.
Two engine-driven AC generators provide

115-volt, three-phase, variable-frequency AC
power to operate anti-icing heaters and elec-
tric pumps and to power the TRUs mentioned
above. An AC external power receptacle, lo-
cated in the right nacelle, is also provided for
the operation of the AC system from a ground
power unit. Since AC power also supplements
the DC system through the TRUs, all AC and
DC airplane services can be operated from
the AC generators or AC external power alone.
Fixed-frequency AC power, required for avion-

ics and some instrumentation, is provided by
three solid-state inverters that are powered by
the 28-volt system. Inverter output is 115
VAC at 400 Hz. Some of the 115-volt inverter
output is reduced to 26 volts, 400 Hz AC
through two step-down transformers for op-
eration of 26-volt equipment.
Figure 24-1 shows the location of electrical

components.
Revision 2 24-3
Canada Ltd.
LEFT DC RIGHT DC
STARTER- AUX MAIN STARTER-
GENERATOR BATT BATT GENERATOR
LEFT AC RIGHT AC
GENERATOR GENERATOR
L BATT R BATT
DIST BUS DIST BUS
AC
3Ø CROSS- 3Ø
115 VAC 28 VDC TIE 28 VDC 115 VAC
L MAIN R MAIN
FEEDER DC BUS FEEDER R
L 115-VAC 115-
AC BUS TIE BUS AC
VAR VAC
EXT FREQ EXT
PWR VAR PWR
BUS FREQ
DC DC BUS
EXT EXT
PWR PWR DC
LEFT RIGHT
TRU BUS TRU
DC TIE
28 VDC BUS 28 VDC
TIE
DC BUS
L SEC TIE R SEC
FENDER FENDER
BUS BUS
L MAIN L ESS BUS BATTERY R ESS R MAIN

DIST BUS POWER BUS DIST BUS
BUS
L SEC DIST BUS AUXILIARY R SEC DIST BUS
INVERTER
PRIMARY SECONDARY
INVERTER INVERTER
115 VAC 400 HZ 115 VAC 400 HZ
L 115-VAC, R 115-VAC,
400-HZ BUS 400-HZ BUS
L 26-V R 26-V
TRANSFORMER TRANSFORMER
26 VAC, 400 HZ 26 VAC, 400 HZ
L 26-VAC BUS R 26-VAC BUS

LEGEND
BATTERY POWER TRU DC POWER FIXED AC POWER EXTERNAL DC POWER
DC GENERATOR POWER VARIABLE DC POWER 26 VAC POWER
Figure 24-2. Electrical System Block Diagram
24-4 Revision 4
Canada Ltd.
Circuit-breaker consoles are installed behind NOTES

the pilot and copilot seats, on the outboard side.
The circuit-breaker panels for the DC main,
essential, and secondary buses for the left cir-
cuits are mounted on the pilot’s side and those
for the right circuits are mounted on the copi-
lot’s side.
The consoles each contain three shelves which

mount the 400-Hz inverters and other power-
related equipment.
The avionics circuit-breaker panel is mounted

above and behind the pilot’s circuit-breaker
console, on the rear flight compartment bulk-
head at FS X182.00.
The 115-VAC variable-frequency circuit-

breaker panel is mounted on the copilot’s side
in a similar position on the rear flight com-
partment bulkhead.
A block diagram of the electrical system is pro-

vided in Figure 24-2.
Revision 2 24-5
Canada Ltd.
DC SYSTEM EXTC
FUEL VALVE FUEL VALVE
BUS VOLTS MAIN BATT LOAD YEL AFT BTL
OPEN CLOSED CLOSED OPEN
GRN MT MT GRN
LOAD
L ESS A ESS GEN GEN YEL FWD BTL
L MAIN R MAIN L TRU R TRU BOTH
AUX BATT
L SEC R SEC A B
TEST FAULT FAULT FAULT

A B A
LOOP SELECTION
DC CONTROL ENGINE 1
PULL FUEL OFF TEST

DETECTION
OFF OFF OFF
AUX MAIN BATTERY

BATT BATT MASTER
OFF OFF OFF OFF

BATTERY TEMPERATURE
•
GEN 1 GEN 2 MAIN BUS BUS EXTERNAL MAIN
TIE FAULT POWER
°C 20 40 60 80
RESET
GRN AUX
• TEST
SENSOR
ICE PROTECTION FAIL
TAIL
AIR FRAME
OFF
AIR FRAME
AUTO
X.110.0
X68.44 (REF)
UPPER
SHELF Z.112.00 (LEFT SIDE) PRESSURE BULKHEAD
DC CONTACTOR BOX
WEB Y12.50
LEFT WALL OF
WHEEL WELL BATTERY METERING
SHUNTS
LOWER
PRESSURE BULKHEAD
SUMP JAR
MAIN BATTERY
AUXILIARY BATTERY—15AH SHELF Z.97.00 (LEFT SIDE)
OR—40 AH (SOO 8070)
Figure 24-3. Battery Component Locations
24-6 Revision 2
Canada Ltd.
MAIN AND AUXILIARY NOTES

BATTERIES
The main and auxiliary 24-volt nicad batter-
ies are located in the nose compartment on
shelf Z97.00, parallel to the airplane center-
line and forward of the lower pressure bulk-
head (Figure 24-3). Both batteries are secured
in their mounting trays by tiedown bolts. The
main battery has a 40-amp-hour capacity and
the auxiliary battery has a 15-amp-hour ca-
pacity. As an option (SOO 8075) a 40-amp-
hour auxiliary battery can be installed in place
of the standard auxiliary battery.
The two battery cases are commonly vented to

the atmosphere through a sump jar. The jar is
mounted aft of the frame at FS X68.44, left
side, and is connected to the battery cases and
outside air by hoses and a tee union.
The negative side of each battery is connected

through separate battery metering shunts to air-
frame ground on the underside of shelf
Z112.00 above the batteries.
Each battery is equipped with temperature

sensors which are connected to the tempera-
ture monitoring system.
The battery contactors, control relays, and

circuit breakers are located in the DC con-
tactor box, which is mounted on the forward
side of the upper pressure bulkhead.
CAUTION
If CSI 82066 is installed and the bat-
teries are selected on with external
DC power applied, the battery charge
rate and temperature must be con-
tinually monitored to ensure that bat-
tery temperature limits are not
exceeded.
Revision 2 24-7
Canada Ltd.
Figure 24-4. Battery Venting System
24-8 Revision 2
Canada Ltd.
Battery Venting System NOTES

The battery venting system (Figure 24-4) con-
sists of the battery sump jar, breather tubes
from the two batteries, and the overflow vent
through the airplane skin to the atmosphere.
The sump jar is made of styrene plastic and

consists of two separate parts. The top is
mounted to the left wheel well web forward of
the main battery and contains two vent pipe fit-
tings, one connected to the battery breather
tube and the other to the overflow vent. The
bottom part of the sump jar screws into the top
and is held in place by two halfclamps, also
attached to the wheel well web. The jar con-
tains a pad soaked with a boric acid solution
which neutralizes any fumes or electrolyte
spillovers from the batteries.
The batteries are each equipped with two vents,

but one is capped and unused. The breather
tubes from the batteries are plastic tubes joined
at a tee connector, which in turn is connected
to a fitting on top of the sump jar. The tubes
are clamped at various places to prevent move-
ment and/or damage.
The second vent fitting on the sump jar is con-

nected through a plastic tube, the end form-
ing the overflow through the airplane skin on
the bottom of the nose section. It is clamped
to prevent movement, and the end is cut flush
with the airplane skin.
NOTE
It is recommended that the battery
venting system be checked at every
battery removal and the sump jar
cleaned as required.
Revision 2 24-9
Canada Ltd.
BATTERY TEMPERATURE
MAIN
°C 20 40 60 80 AUX MAIN
AUX BAT R R R R BAT
TEST HOT HOT
SENSOR
FAIL LOGIC
A B C P J H G F E L M N R P/O WARNING
PANEL
10 11
BATT TEMP
IND (L8)
6
CB2
BATT TEMP
28-VDC
CAUT LTS (M8)
R ESS BUS
5
CB1
HI 5-VDC OVERHEAD
LO PANEL LIGHTING
F C B E E B C F
T T
DISPLAY SENSOR
T T
OVERHEAT SENSOR
LEFT (AUX) RIGHT (MAIN)

BATTERY BATTERY
Figure 24-5. Battery Temperature Monitor Schematic
24-10 Revision 2
Canada Ltd.
Temperature Sensors NOTES

There are two independent temperature sensors
(thermistors) in each battery. Each thermis-
tor is mounted on an intercell connector link
of the battery, with external connections pro-
vided through a six-pin connector on the bat-
tery case. One sensor (display sensor) provides
the temperature input to the related indicator
driver circuit, and the other (overheat tem-
perature sensor) to the overheat warning cir-
cuit in the monitor. The sensor thermistors vary
their internal resistance nonlinearly with
changes in temperature ranging from 31,439
ohms at 24° C (75.2° F) to 3,251 ohms at 80°
C (176° F), with a tolerance of ±5%. A three-
position test switch is schematically shown in
Figure 24-5.
NOTE
If the airplane has recently been op-
erating or sitting in the hot sun,
the battery temperature indication
may be higher. If ambient tem-
perature is below 15° C (59° F), the
first green segment remains on, in-
dicating a serviceable system.
Revision 2 24-11
Canada Ltd.
MAN BAT AUX BAT

HOT HOT
WARNING LIGHTS
ILLUMINATE TO INDICATE THAT TEMPERATURE

OF RELATED BATTERY HAS EXCEEDED 65° C.
MAIN BATTERY OVERHEAT

SENSOR FAIL LIGHT
ILLUMINATES TO INDICATE FAILURE OF

MAIN BATTERY OVERHEAT SENSOR
BATTERY MONITOR TEST SWITCH

THREE-POSITION SWITCH (PRESS, PUSH LEFT,
AND PUSH RIGHT) PROVIDES THREE TEST
SIMULATIONS:
• PRESSING IN SIMULATES 70° C TEMPERATURE

IN BOTH BATTERIES, CAUSING MAIN AND AUX
SCALES TO SHOW 70° AND ILLUMINATING
BAT HOT CAUTION LIGHTS.
• PUSHING LEFT SIMULATES SHORTED CIRCUITS

ON ALL SENSORS, CAUSING SENSOR FAIL
LIGHTS TO ILLUMINATE AND SINGLE YELLOW
LIGHT SEGMENT AT THE 60° POINT ON BOTH
SCALES TO ILLUMINATE.
BATTERY TEMPERATURE DISPLAYS SCALES
EACH SCALE IS A ROW OF VERTICAL BAR LIGHT • PUSHING RIGHT SIMULATES OPEN CIRCUITS
SEGMENTS WHICH ILLUMINATE IN LINE FROM ON ALL SENSORS, GIVING SAME INDICATIONS
LEFT TO RIGHT UP TO THE APPROPRIATE POINT AS ABOVE.
ON THE NUMBERED SCALE TO INDICATE RELATED
BATTERY TEMPERATURE. AUXILIARY BATTERY OVERHEAT
SENSOR FAIL LIGHT
RANGES:
ILLUMINATES TO INDICATE FAILURE OF
NORMAL OPERATION (GREEN LIGHTS)—15 TO 50° C
AUXILIARY BATTERY OVERHEAT SENSOR
CAUTIONARY (AMBER LIGHTS)—50 TO 65° C
OVERHEAT (RED LIGHTS)—65 TO 80° C
NOTE:
FAILURE OF A DISPLAY SENSOR IS INDICATED ON THE
ASSOCIATED SCALE BY ILLUMINATION OF A SINGLE AMBER
SEGMENT AT THE 60° POINT ON THE SCALE.
Figure 24-6. BATTERY TEMPERATURE Panel
24-12 Revision 4
Canada Ltd.
BATTERY TEMPERATURE NOTE

MONITOR SYSTEM Mod 8/1487 introduces a new bat-
tery temperature monitor vendor, (T-
The battery temperature monitor system pro- M O R S ) . T h i s n ew m o n i t o r h a s
vides continuous temperature indications of different test indications than the old
the main and auxiliary batteries plus warn- (Weston) type. These are:
ing of high temperature conditions. A high
temperature indication enables action to be
t a ke n t o i s o l a t e t h e b a t t e r y a n d p r eve n t 1. Press test button:
p o s s i b l e d a m a g e a r i s i n g f r o m ex c e s s ive
battery temperature. • MAIN and AUX displays both show
70 °C (±2.5 °C) and both warning lights
The system consists of a temperature level and master warning light illuminate.
(display) sensor, an overheat sensor (installed
on the intercell links of each battery), a BAT- 2. Press the test button to the left and hold:
TERY TEMPERATURE panel (Figure 24-6)
on the overhead console, and two warning • Both warning lights and master warning
lights (Appendix B). The MAIN and AUX light illuminate, both FAIL lights and
battery temperature display scales on the 60° C elements are lit, and both main and
BATTERY TEMPERATURE panel indicate aux rows of elements are lit sequentially
battery temperature, as sensed by their as- from normal (local ambient) temperature
sociated display sensors. The displays use to full scale, and then turned off.
luminous green, amber, and red light bar seg-
ments through a range of 15 to 80° C (59 to Release the test button:
176° F). MAIN BAT HOT and AUX BAT
HOT warning lights, located on the warning • Check that both FAIL light, 60° C ele-
lights panel, are illuminated by their re- ments and warning lights are turned off
spective overheat sensors when sensed tem- and all elements are lit simultaneously
perature exceeds 65° C (149° F). A failure followed by a progressive turn off from
warning mode is incorporated into the display full scale to normal temperature.
sensor circuits, which warn of display sen-
sor failure (in the form of shorted or open sen- 3. Press the test button to the right and
sor circuits) by illuminating a single amber hold:
light segment at the 60° C (140° F) point on
the associated temperature scale. Failure • Check that both fail lights turn on and
warning of the main or auxiliary battery over- the lit elements showing the local am-
heat sensor is provided by SENSOR FAIL bient temperature turn off progressively
lights on the BATTERY TEMPERATURE until no LEDs are lit and that the 60° C
panel, which illuminate upon detection of elements are lit.
shorted or open overheat sensor circuits.
Release the test button.
Incorporated into the monitor system is a three-
way test function which permits test simula- • Check that both FAIL lights are turned
tions of overtemperature conditions, sensor off and the elements are lit progressively
short circuit failure modes, and sensor open cir- from off scale at low end to local ambi-
cuit failure modes. The test uses a single bat- ent and the 60° C elements are turned off.
tery monitor TEST switch on the BATTERY
TEMPERATURE panel.
Revision 2 24-13
Canada Ltd.
FLIGHT L MAIN DIST BUS R MAIN DIST BUS BATTERY

COMPARTMENT NOTE: POWER BUS
2 CBs INSTALLED
CR3 CR2
L SEC DIST BUS R SEC DIST BUS
L ESS R ESS
BUS BUS
LEFT (NO. 1) RIGHT (NO. 2)
GENERATOR CR5 CR4
GENERATOR
K1 K2
LEFT MAIN K21 RIGHT MAIN

K5 CR1 FEEDER BUS K6
FEEDER BUS
L SECONDARY K22 F5 R SECONDARY

FEEDER BUS FEEDER BUS
K17 K9 K7 K3 K4 K8 K10 K18
DC CONTACTOR F4 F2
F1 F3
BOX ASSEMBLY
+ +
AC LEFT R BATT RIGHT AC
VAR L BATT
TRU BUS TRU VAR
BUS + +
LEFT RIGHT EXTERNAL
BATTERY BATTERY POWER
RECEPTACLE
+
Figure 24-7. Battery Power Distribution
MAIN BATTERY SWITCH

DC CONTROL
AT MAIN BATT, MAIN
BATTERY IS CONNECTED TO
OFF OFF OFF RIGHT MAIN FEEDER BUS
IF BATTERY MASTER
AUXILIARY BATTERY AUX MAIN BATTERY
SWITCH IS SELECTED.
SWITCH BATT BATT MASTER
AT AUX BATT, LEFT MAIN

FEEDER BUS CHARGING OFF OFF OFF OFF BATTERY MASTER SWITCH
CIRCUIT IS CONNECTED TO
GEN 1 GEN 2 MAIN BUS BUS FAULT EXT
AUXILIARY BATTERY IF TIE RESET POWER AT BATTERY MASTER, BOTH
BATTERY MASTER BATTERIES ARE CONNECTED TO
SWITCH IS SELECTED ESSENTIAL BUSES.
Figure 24-8. Battery Control Switches
24-14 Revision 4
Canada Ltd.
Battery Control NOTES

The batteries are connected to the essential buses
and main feeder buses by contactor relays (Figure
24-7), which are controlled by switches on the
DC CONTROL panel in the flight compartment
(Figure 24-8). A single lever-locked BATTERY
MASTER switch connects both batteries to the
essential buses through K3 and K4, and separate
AUX BATT and MAIN BATT switches control
connection of the associated battery through K7
and K8, to the related feeder bus, (the BATTERY
MASTER switch must be on to connect the bat-
teries to the feeder buses). MAIN BATTERY and
AUX BATTERY caution lights illuminate when-
ever the related battery is not connected to its
feeder bus (Appendix B).
A lever-locked MAIN BUS TIE switch on the

DC CONTROL panel provides for manual
tying of power from the main battery through
the right main feeder bus, through K21, to the
left main feeder bus (Figure 24-8).
NOTE
Battery power cannot be applied to
the secondary buses.
Revision 4 24-15
Canada Ltd.
FLIGHT L MAIN DIST BUS R MAIN DIST BUS BATTERY

COMPARTMENT NOTE: POWER BUS
2 CBs INSTALLED
CR3 CR2
L ESS R ESS
BUS BUS
GENERATOR CR5 CR4
GENERATOR
K1 K2

K5 CR1 FEEDER BUS K6
FEEDER BUS
L SECONDARY K22 F5 R SECONDARY

K17 K9 K7 K3 K4 K8 K10 K18
DC CONTACTOR F4 F2
F1 F3
BOX ASSEMBLY
+ +
AC LEFT R BATT RIGHT AC
VAR L BATT
TRU BUS TRU VAR
BUS + +
LEFT RIGHT EXTERNAL
RECEPTACLE
+
Figure 24-9. DC Power Schematic
Figure 24-10. Starter-Generator
24-16 Revision 4
Canada Ltd.
DC POWER SYSTEM in each brush block by springs. A removable

window strap provides access to the brushes.
GENERAL An air inlet duct is secured to the nondriven

end of the starter-generator and an exhaust
DC power output (Figure 24-9) from the duct is incorporated in the mounting flange to
starter-generators and TRUs is distributed via provide cooling. A thermostatic switch is in-
feeder buses to a series of distribution buses stalled in the starter-generator to close a cir-
designated main, essential, and secondary. cuit if temperature exceeds a predetermined
Generator output is normally applied through limit and provides an appropriate DC GEN
main feeder buses to the main buses and from HOT indication on the caution lights panel.
the main buses to the essential buses. TRU out-
put is normally applied through secondary Each generator is controlled by its individual
distribution buses. GCU so that the output voltage remains con-
stant over the speed range of approximately
Provision is made to automatically interconnect 5,600 to 12,000 rpm.
the main and secondary feeder buses, thereby
compensating for the loss of up to two power NOTES
sources without affecting the supply of DC
power to the buses.
STARTER-GENERATORS
The two starter-generators, one mounted on the
accessory gearbox of each engine, serve as
starter motors and automatically revert to gen-
erator operation following a successful en-
gine start. Generator control units, designated
GCU No. 1 (left) and GCU No. 2 (right), reg-
ulate starter-generator output to the associated
main feeder buses through main bus contac-
tors. The start mode operation of the starter-
generators is controlled by the engine start
circuits (MSM Chapter 24) in conjunction
with the GCUs.
Starter-Generator Operation
The generators are rated to supply 200 amperes
at 30 volts when self-cooled and 300 amperes
at 30 volts when air-blast cooled.
The starter-generator is a four-pole, shunt-con-

nected, fully compensated DC design with in-
terpole windings, brush commutation, and
internal four-blade aluminum die-cast cooling
fan, and four brush blocks, spaced 90° apart
around the commutator. A pair of brushes with
leads joined to a common terminal are retained
Revision 2 24-17
STARTER GENERATOR − 2. Fully engage starter−generator drive; en-

gage dowel pin with dowel hole.
MAINTENANCE PRACTICES
3. Position clamp on starter−generator/adapt-
er joint, ensuring complete contact. Tight-
Removal/Installation en clamp nut and torque 55 to 60 pound/
inches.
A. Remove Starter−Generator
1. Remove power from aircraft buses CAUTION
1. Proper torque must be applied to
2. Open engine cowl center panel prevent damage from arcing or
overheating.
3. Disconnect electrical plug. Blank con-
nector plug and associated receptacle on 2. Overtorque may cause cracking of
starter−generator. the terminal block or stripping of
the threads.
CAUTION 3. The specified torque values given
Ensure starter−generator is suitably below are to be strictly adhered to
supported, parallel to engine horizon- 4. Remove insulation from cable ends. Install
talcenterline, during disengagement of cable on starter−generator terminal (larger)
starter−generator drive, to prevent pos- positive stud and cable on starter−generator
sible damage to accessory drive com- terminal (smaller) negative stud. Secure
ponents. with new locknuts and washers.
4. Support starter−generator; remove clamp NOTE

and withdraw starter−generator from Correct polarity of starter−generator
mounting flange and transition duct. Re- cables is provided by hole size of cable
move and discard preformed packing ends. Positive cable hole is of increased
diameter.
B. Install Starter−Generator
1. Lubricate new preformed packing and 5. Reinstall terminal block cover oriented as
starter−generator drive splines with en- shown; secure with screws.
gine oil of correct specification.
CAUTION
Ensure starter−generator is suitably
supported, parallel to engine horizon-
tal centerline, during engagement of
starter−generator drive, to prevent pos-
sible damage to accessory drive com-
ponents.
TR # 24-1—March 2010 TR24.1-1

C. With GCU-2 energized, start contactor NOTES

2431-K2 energizes to connect the starter sec-
tion of the No. 2 engine starter-generator to
the right main feeder bus and GCU-2 to the
28-VDC right essential bus. The starter-gen-
erator, driving through the turbomachinery
accessory gearbox, rotates No. 2 engine high-
pressure compressor. Fuel is switched on at a
predetermined starter-generator speed (10%to
19%Nh), and light-up takes place. Starter-
generator speed is sensed by the speed sen-
sor (magnetic pickup) in the starter-generator,
which relays speed signals to GCU-2. For a
detailed schematic analysis of engine start, re-
fer to MSM Chapter 24.
TR24.1-2 TR # 24-1—March 2010

Canada Ltd.
Figure 24-12. DC Contactor Box

K19
K22 K7
K9 K1 K3
K17 K5
K26
Figure 24-11. Generator Control Units

K20 K23 K4
K6 K18 K21 K10 K8
K2
RELAYS AND FUNCTIONS (* INDICATES ON RELAYS PANEL, NOT IN DC

CONTACTOR BOX)
K1 #1 GEN CONTACTOR K14 R TRU LOGIC *
K2 #2 GEN CONTACTOR K15 EXT PWR INTERLOCK RELAY
K3 AUX BATT—L ESS BUS K16 EXT PWR TIME DELAY
K4 MAIN BATT—R ESS BUS K17 L TRU/L SEC BUS
K5 L MAIN/L SEC BUS TIE K18 R TRU/R SEC BUS
K6 R MAIN/R SEC BUS TIE K19 L TRU UNDERVOLTAGE
K7 AUX BATT/L MAIN FEEDER K20 R TRU UNDERVOLTAGE
K8 MAIN BATT/R MAIN FEEDER K21 MAIN BUS TIE
K9 L EXT PWR K22 SEC BUS TIE
K10 R EXT PWR K23 EXT PWR OVERVOLTAGE
K11 L GEN LOGIC * K24 EXT PWR CHANGEOVER*
K12 R GEN LOGIC * K25 EXT PWR CHANGEOVER *
K13 L TRU LOGIC * K26 EXT PWR LOCKOUT
Figure 24-13. Typical DC Contactor Box
24-18 Revision 4
Canada Ltd.
GENERATOR CONTROL UNITS The left and right contactors are physically lo-
cated on opposite sides of the contactor box
(GCUS) assembly and are connected by bus bars
The GCUs (Figure 24-11) are hard-mounted mounted directly on the contactors.
by four mounting bolts in the electrical equip-
ment rack under the right DC circuit-breaker Two current transformers are installed in each
panel beside the copilot’s seat. A formed alu- generator system. One is installed in the pos-
minum case houses the circuitry, which, with itive feeder cable adjacent to the generator
the exception of the control relays, is all solid contactor in the DC contactor box, and the
state. Electrical connections are via a multi- second transformer is mounted on the negative
pin connector on the side of the unit. feeder cable connecting the generator E ter-
minal to system ground.
When the engines are running (start circuits
released) and the generators are switched on, A terminal block is secured to the top of the
each GCU connects its generator to the main case to provide terminal connections for the
feeder bus and regulates generator output at transformer secondary, leading to the GCU. A
28 VDC, regardless of changes in speed and removable plastic cover plate provides pro-
load. The GCU monitors generator input cur- tection over the terminals.
rent and output current (using current trans-
formers), interpole current, output voltage, For a detail of component layout of the DC con-
and generator speed. By varying a generator tactor box, refer to Figure 24-13.
field strength the GCU maintains a constant
generator output voltage.
NOTES
The GCUs also monitor the associated starter-
generator for fault conditions and automati-
cally shut a generator down and remove it
from the feeder bus upon detection of a mal-
function. Time delay circuits prevent nuisance
tripping due to normal switching transients or
line noise and enable the GCU to verify before
taking corrective action.
The GCU also provides a paralleling control to

equalize the load on both generators when
operating with the main feeder bus tie closed.
The GCU performs current limiting to prevent
excessive current from flowing during starting of
the opposite engine and field weakening to
reduce starter field current as engine speed
increases during engine starting.
DC CONTACTOR BOX
The DC contactor box (Figure 24-12), located
in the airplane nose, contains all primary con-
tactors, the main and secondary feeder buses,
bus-tie contactors, protective fuses, and cir-
cuit breakers for the main and secondary dis-
t r i bu t i o n bu s e s a n d va r i o u s c o n t r o l a n d
interlocking circuits.
Revision 4 24-19
Canada Ltd.
BUS FAULT RESET SWITCH
WHEN MOMENTARILY POSITIONED TO BUS

FAULT RESET, THE BBPU CONTROL
OVER BUS ISOLATION FOLLOWING A
BUS FAULT IS RELEASED AND THE
BBPU IS REARMED
EXTERNAL POWER SWITCH
WHEN POSITIONED TO EXT PWR, A DC

POWER SOURCE IS CONNECTED TO
THE LEFT AND RIGHT MAIN FEEDER
BUSES. AT THE SAME TIME THE
BATTERIES ARE DISCONNECTED
FROM THE BUSES.
GENERATOR CONTROL SWITCHES EXTERNAL POWER

ADVISORY LIGHT
WHEN POSITIONED TO GEN 1 OR 2,
THE GCU IS ARMED TO ACTIVATE ITS STARTER- ILLUMINATES WHEN EXTERNAL POWER
GENERATOR TO THE GENERATING MODE. IS AVAILABLE TO THE DC BUSES.
IN OFF, THE GENERATOR IS SHUT DOWN OR,
FOLLOWING SHUTDOWN BY OTHER MANUAL OR MAIN BUS TIE SWITCH
AUTOMATIC MEANS, RESETS THE GCU FOR
SUBSEQUENT REACTIVATION. LEVER-LOCKED TO OFF. WHEN POSITIONED
TO MAIN BUS TIE, THE LEFT AND RIGHT
MAIN FEEDER BUSES ARE MANUALLY TIED.
THE BBPU INHIBITS BUS-TIE OPERATION ON
DETECTION OF A BUS FAULT.
Figure 24-14. DC CONTROL Panel
24-20 Revision 2
Canada Ltd.
GENERATOR CONTROL NOTES

SWITCHES
Generator mode operation is controlled by the
GEN 1 and GEN 2 switches located on the
DC CONTROL panel (Figure 24-14). The
switches provide for normal activation and
deactivation of the associated generator
through its GCU. The switches also have a
GCU reset function, by which a starter-gen-
erator that has been automatically tripped off
line due to a momentary fault can be reacti-
vated by positioning the related generator con-
trol switch to OFF and then back on.
The No. 1 DC GEN and No. 2 DC GEN cau-

tion lights, located on the caution lights panel
(Appendix B), illuminate in response to sig-
nals from the GCUs and indicate that the re-
lated starter-generator is off line. The No. 1
DC GEN HOT and No. 2 DC GEN HOT cau-
tion lights are also provided to warn of gen-
e r a t o r ove r h e a t . E a c h i s i l l u m i n a t e d b y
overtemperature sensors in the associated
starter-generator when internal temperature
exceeds a predetermined limit. The light ex-
tinguishes when temperature drops below the
overheat point.
Revision 2 24-21
Canada Ltd.
Figure 24-15. TRU
CR3 L ESS R ESS CR4
CB32 CB33
CB13 CB75 CB21
CB34 CR3 CR2 CB35
K3 CB6 K4
P/O S7 L MAIN R MAIN P/O S7
L BATT BUS BATT BATT R BATT BUS
MASTER K 21 MASTER
K5 K6
P/O CAUTION PANEL P/O CAUTION PANEL
L TRU FAIL R TRU FAIL
LOGIC LOGIC
28V 28V
CIRCUIT CIRCUIT
F5
L SEC 150 A R SEC

K17
K18
A2
12
A1
13
12
13
X2
X2
K22
X1
X1
B2
A1
14
11
A2
14
11
P/O K12
B3
CB36
CB37
B3 B3
CR8 B2
B1 B1
B2
X2 CR7 X2
SHUNT R5
SHUNT R6
K19 K20
225 A
225 A
250
250
F1
F2
UNDER X1 X1 UNDER
VOLTAGE CR9 CR10 VOLTAGE
RELAY RELAY
+ | | +
LEFT TRU RIGHT TRU
F I B D D B I F
TO
C3 C3
28V C2 C2
BUS C1 C1
C PH
B PH
A PH
A PH
C PH
B PH
TIE
B2 B3 B3 B2
BBPU
B1 B1
20
20
TO A2 A3 A3 A2
CB26
A1 A1
CB38
CB40
CB42
CB43
CB41
CB39
R ESS
28V
X1 X1
K13 K14
115/200V LEFT L TRU R TRU 115/200V RIGHT
VAR FREQ BUSES X2 LOGIC LOGIC X2 VAR FREQ BUSES
RELAY RELAY
Figure 24-16. TRU Electrical System
24-22 Revision 2
Canada Ltd.
TRANSFORMER-RECTIFIER NOTES
UNITS (TRUS)
The two TRUs (Figure 24-15), designated left
and right, consist of voltage transformers and
diode rectifiers. Both identical TRUs are in-
stalled in the nose compartment on the left side
of a shelf at Z112.00. Each TRU is fed with
three-phase, 115-volt, variable-frequency AC
power through a circuit breaker from the re-
lated variable-frequency AC bus. The AC input
is converted to a nominal 28-VDC output.
NOTE
Actual TRU output voltage can nor-
mally range from 25 to 29.5 volts,
depending on secondary DC load
with a maximum current loading of
200 amperes.
DC power is normally available from the TRUs

whenever there is AC generator or AC external
power on the related variable-frequency bus.
Manual shutdown of a TRU without removing
AC power is possible only by pulling the related
L TRU or R TRU circuit breaker on the 115-VAC
circuit-breaker panel (Figure 24-36).
TRU connection to the secondary feeder buses

is controlled automatically by TRU under-
voltage relays which operate secondary bus
contactors. Each undervoltage relay senses
output voltage from its TRU and connects the
TRU to the secondary bus whenever this volt-
age is greater than 18 volts (and subsequently
disconnects the TRU if output voltage drops
below 18 volts) (Figure 24-16).
The L TRU and R TRU caution lights on the

caution lights panel illuminate in response to
signals from the undervoltage relays to indi-
cate that the associated TRU is off line.
Warning of TRU overheat is provided by the
illumination of L TRU HOT and R TRU HOT
caution lights (Appendix B) in response to
overtemperature sensors in each TRU. The
TRU HOT light extinguishes when tempera-
ture drops below the overheat point.
Revision 2 24-23
Canada Ltd.
FLIGHT L MAIN DIST BUS R MAIN DIST BUS

COMPARTMENT
NOTE: BATTERY POWER BUS
2 CBs INSTALLED
CR3 CR2
L ESS R ESS
BUS BUS
CR5 CR4
GENERATOR GENERATOR
K1 K2

FEEDER BUS CR1 FEEDER BUS
K5 K6
L SECONDARY K22 R SECONDARY

F5
K17 K9 K7 K3 K4 K8 K10 K18
DC CONTACTOR F4 F2
F1 F3
BOX ASSEMBLY
+ +
AC LEFT RIGHT AC
VAR TRU L BATT R BATT TRU VAR
BUS BUS
+ +
LEFT RIGHT EXTERNAL

RECEPTACLE
+
Figure 24-17. DC Power Schematic
24-24 Revision 4
Canada Ltd.
AUTOMATIC BUS-TIE NOTES

OPERATION AND BUS FAULT
PROTECTION
Four bus-tie relays, consisting of a main bus tie,
a secondary bus tie, and two main/secondary bus
ties, are controlled automatically by a series of
DC logic relays that tie the appropriate feeder
buses when there is an inoperative power
source(s) (the main bus tie is also manually op-
erable). The DC logic relays receive on-line sig-
nals from the GCUs and TRU undervoltage
relays. These signals are used to determine
which bus tie to close in order to sustain power
on the affected feeder bus following failure of
a power source (Figure 24-17).
When only one DC generator is on line, the

logic relays close the main bus tie to maintain
power to the affected main feeder bus from the
opposite generator. The same happens through
the secondary bus tie when only one TRU is
on line.
If both starter-generators are off line and both

TRUs are on, the main/secondary bus ties are
closed to permit the TRUs to power the main
and essential buses. Con-versely, if both gen-
erators are on and both TRUs off, the main/sec-
ondary bus ties are closed to supply the
secondary buses from the starter-generators.
Revision 2 24-25
Canada Ltd.
Figure 24-18. BUS Bar Protection Unit
BUS FAULT RESET SWITCH

(MOMENTARY SELECTION)
DC CONTROL BUS FAULT RESET—RELEASES BBPU CONTROL
OVER A BUS ISOLATION (FOLLOWING A BUS FAULT)
ONLY IF THE FAULT HAS CLEARED.
RE-ARMS BBPU IN THE EVENT OF ANOTHER
OFF OFF OFF
BUS FAULT
AUX MAIN BATTERY
BATT BATT MASTER
OFF OFF OFF OFF

GEN 1 GEN 2 MAIN BUS BUS EXTERNAL
TIE FAULT POWER
RESET
(OVERHEAD PANEL)
DC BUS CAUTION LIGHT (AMBER)

ILLUMINATED—BBPU HAS DETECTED A BUS FAULT
ON MAIN DC BUSES, AND HAS INHIBITED THE
BUS TIE CONTACTOR FROM CLOSING
Figure 24-19. BUS Fault Reset Switch and Caution Light
24-26 Revision 4
Canada Ltd.
BUS BAR PROTECTION UNIT off-on selection with the appropriate genera-
tor control switch (Figure 24-19).
(BBPU)
Automatic protection for the starter-generators NOTES
and batteries from overloads due to bus faults
(short circuits) is provided by a bus bar pro-
tection unit (BBPU) (Figure 24-18) acting in
conjunction with the GCUs. The unit is located
on the top shelf of the right circuit-breaker con-
sole. The BBPU detects bus faults by monitoring
the GCUs for generator overcurrent conditions
and responds to a fault in two stages. Upon ini-
tial detection of a fault, the BBPU immediately
opens or inhibits the main bus tie and the two
main/secondary bus ties to ensure that the faulty
bus is isolated from the rest of the system. At
the same time, a DC BUS caution light on the
caution lights panel (Appendix B) illuminates
to warn of the fault condition.
If after approximately seven to ten seconds the

generator overload is still present, the BBPU
trips the affected generator off line and isolates
the appropriate battery from the faulted main
feeder bus (MAIN or AUX BATTERY and re-
lated DC GEN caution lights illuminate). The
BBPU continues to monitor the unfaulted side.
All main DC services on the faulted side (and

all secondary DC services if both TRUs are off
line) are lost. Essential bus power from the
remaining generator or the batteries is nor-
mally unaffected.
NOTE
Manual operation of the main bus tie
through the MAIN BUS TIE switch
is inhibited once the BBPU has re-
acted to a fault.
If the fault is subsequently cleared, normal op-

eration can be restored by means of a mo-
mentary BUS FAULT RESET switch located
on the DC CONTROL panel. When the BUS
FAULT RESET switch is held, BBPU author-
ity over bus isolation and generator shutdown
is canceled (the BBPU remains armed in case
the fault returns). Reactivation of the affected
starter-generator requires resetting its GCU by
Revision 2 24-27
Canada Ltd.
FLIGHT L MAIN DIST BUS R MAIN DIST BUS

COMPARTMENT
NOTE: BATTERY POWER BUS
2 CBs INSTALLED
CR3 CR2
L ESS R ESS
BUS BUS
CR5 CR4
GENERATOR GENERATOR
K1 K2

FEEDER BUS CR1 FEEDER BUS
K5 K6
L SECONDARY K22 R SECONDARY

F5
K17 K9 K7 K3 K4 K8 K10 K18
DC CONTACTOR F4 F2
F1 F3
BOX ASSEMBLY
+ +
AC LEFT RIGHT AC
VAR TRU L BATT R BATT TRU VAR
BUS BUS
+ +
LEFT RIGHT EXTERNAL

RECEPTACLE
+
Figure 24-20. External DC Power
24-28 Revision 4
Canada Ltd.
DC EXTERNAL POWER When the EXT PWR switch is in OFF, the in-
terlock relays ensure that the batteries are re-
SYSTEM connected to the feeder buses before the
The external DC power source takes prece- external power contactors open. In addition,
dence over airplane electrical power to sup- the main bus tie and secondary/main bus ties
ply the DC bus system. When external DC are held for a further .5 second after external
power is applied and selected on, the control power removal by the changeover relay time
circuits provide isolation of the batteries and delay logic and eliminate any gaps in the power
generators from the external power source. A supplied to the main buses during transition
customer option (CSI 82066) permits the bat- to generator power.
teries to remain on line for charging from the
external DC source. Overvoltage protection Protection for the DC power system from ex-
from the external source is also provided, as ternal power unit faults is provided by an over-
well as an advisory light for visual indication vo l t a g e r e l a y. T h e r e l a y a u t o m a t i c a l l y
that external DC power is selected. disconnects external power from the system
when input voltage at the receptacle exceeds
31.5 volts. A latching relay holds external
CAUTION power out until reset is accomplished by cycling
the EXT PWR switch to OFF and then on. This
If CSI 82066 is installed, and the action releases the latching relay and recon-
batteries are selected on with exter- nects external power to the buses (Figure 24-19).
nal power applied, the battery charge
rate and temperature must be con- NOTES
tinually monitored to ensure tem-
perature limits are not exceeded.
The DC external power system provides for the

connection of a DC ground power unit to the
main and secondary feeder buses through a re-
ceptacle in the left side of the nose. With a DC
power source connected to the nose recepta-
cle and the EXT PWR switch on the DC CON-
TROL panel switched on, power is applied to
the main feeder buses. External power causes
the main bus tie and the secondary/main bus
ties to close, connecting the secondary buses.
An external power interlock relay isolates the
batteries from the main feeder buses. A green
external power advisory light illuminates when
the contactors close to show that external
power is available to the DC buses. Since the
external control circuits operate from the es-
sential buses, the BATTERY MASTER switch
should be on before external power is con-
nected. The generator mode operation of the
starter-generators is inhibited when external
DC power is applied to the system (start mode
operation is unaffected) (Figure 24-20).
Revision 2 24-29
Canada Ltd.
BUS VOLTAGE DISPLAY
LUMINOUS DIGITAL INDICATOR

DISPLAYS VOLTAGE OF BUS
SELECTED ON BUS VOLTAGE
DISPLAY SELECTOR SWITCH.
BATTERY LOAD DISPLAYS
LUMINOUS DIGITAL INDICATORS FOR EACH

BATTERY DISPLAY CHARGE/DISCHARGE
RATES AS A DECIMAL FRACTION OF MAXIMUM
RATE CAPACITY.
EXAMPLES:
RATED LOAD IS EXPRESSED AT 1.00; 60% OF
RATED LOAD IS EXPRESSED AS .60.
DISCHARGING IS INDICATED BY FLASHING

MINUS SIGN (—) PRECEDING NUMBER.
BUS VOLTAGE DISPLAY EXAMPLE:

SELECTOR SWITCH -.30 = 30% OF RATED DISCHARGE CAPACITY
CHARGING AT A RATE GREATER THAN (1.00) IS
SELECTS BUS (ESSENTIAL, INDICATED BY A FLASHING PLUS SIGN (+)
MAIN, OR SECONDARY) TO BE PRECEDING THE NUMBER
VOLTAGE-MONITORED ON
BUS VOLTAGE DISPLAY. EXAMPLE:
+1.12 = 12% OVER RATED
DC MONITOR SYSTEM TEST BUTTON CHARGE CAPACITY
WHEN PRESSED AND HELD, ALL

POWER SOURCE LOAD DISPLAY
VOLTS AND LOAD DISPLAY
SEGMENTS ILLUMINATE FOR TWO
LUMINOUS DIGITAL INDICATOR DISPLAYS LOAD
SECONDS, FOLLOWED BY
(CURRENT) DEMAND ON SELECTED POWER SOURCE
APPEARANCE OF THE
(TRU OR GENERATOR) AS A DECIMAL FRACTION OF
FOLLOWING TEST VALUES:
ITS MAXIMUM RATED LOAD CAPACITY.
LOAD DISPLAYS SHOW 1.05 + .03.
EXAMPLES:
VOLTS DISPLAY SHOWS 30.5 + .3.
MAXIMUM LOAD DEMAND IS EXPRESSED AS 1.00;
60% OF MAXIMUM LOAD IS EXPRESSED AS .60.
POWER SOURCE LOAD DISPLAY
SELECTOR SWITCH
OVERLOADING OF POWER SOURCE IS INDICATED BY
FLASHING PLUS SIGN (+) PRECEDING NUMBER.
SELECTS POWER SOURCE (TRU
EXAMPLE:
OR GENERATOR) TO BE LOAD-
+ 1.15 = 15% OVERLOAD.
MONITORED ON POWER SOURCE
LOAD DISPLAY.
Figure 24-21. DC Power Monitor Panel
24-30 Revision 2
Canada Ltd.
DC POWER MONITOR SYSTEM NOTES

The DC power system is monitored from a
DC SYSTEM indicator panel located adja-
cent to the DC CONTROL panel on the over-
head console (Figure 24-21). The panel
monitors voltage and load at the batteries,
generators, and TRUs.
Four luminous digital displays are provided.

A BUS VOLTS display shows voltage at any
one of the main, secondary, and essential
buses, as selected with an adjacent bus volt-
age display selector switch. A power source
LOAD display indicates the existing electri-
cal load demand of any one of the DC gener-
ators or TRUs, as selected with the adjacent
power source load display selector switch.
The display is indicated in terms of a decimal
fraction of the selected power source’s max-
imum rated load capacity (for the DC gener-
ators, this is equivalent to 300 amperes; for the
TRUs, 200 amperes). For example, a reading
of 1.00 indicates 100% load, a reading of 0.50
indicates 50% of maximum load, and a read-
ing of 1.20 proceeded by a flashing “+’’ indi-
cates a 20% overload.
Battery load is shown by individual MAIN

BATT and AUX BATT electrical LOAD dis-
plays that indicate existing battery charge or
discharge rates in terms of decimal fractions
of rated load (for both batteries that is equiv-
alent to 100 amperes). A TEST button is
provided for verification of all indicator dis-
plays and monitor circuitry. The verification
is accomplished with a BITE (built-in test
equipment) system.
Revision 2 24-31
Canada Ltd.
Figure 24-22. Engine Start Control—Electrical Schematic (Sheet 1 of 2)
ENGINE START
IGNITION
START SELECT
1 OFF 2
3 4
1 G
SELECT 1 2 A B 7411-PI
ENGINE 1
NORM IGNITION
START ENG 1
SWITCH 2 D3
5 IGNITION
MANUAL 7411.S1 D2
D1 EXCITER P
ENG 1 MAN C3 2
OFF
IGN (J5) NORM C2
C1 START/TERMINATE
5
28V DC
B3
L ESS BUS
B2 B1 START CONTROL
B3
B2
B1 CURRENT LIMITING
A2 A3
X2 X1
A1 SPEED
SENSING
START CONTROL SEE SHT. 2
C1 D1
TD RELAY K1
ENG 2 X1
D2
X2 TIME DELAY
RELAY K3 TRIGGER SIGNAL
1 3 P
ENG 2
SELECT 2
5 START
(M5) 5 SPEED
SENSING
4 6
S1 B3 SEE SHT. 2
28V DC B2
R ESS BUS CURRENT LIMITING
HOLD B1
ENG 1 C3
7 8 C2
ENG C1 START CONTR
START
D3
SELECT D2
D1 START/
TERMINATE
START X2 X1
A A
START CONTROL
RELAY K2
A A
SELECT
S2
1 3 4
6
NOTES: ENGINE 2 7411-P1
PUSH BUTTON A B
IGNITION
1. INDENT CODE IS 8011-UNLESS START SWITCH 2 5
ENG 2
OTHERWISE INDICATED 7411.S2
ENG 2 IGNITION
2 28V DC START MODE 0 VOLT OFF MAN EXCITER
GENERATING IGN (L5)
NORM
3 28V DC
CONTACTOR CONTROL. SEE 5
R ESS BUS
SHEET 2
24-32 Revision 4
Canada Ltd.
ENGINE STARTING b. Start control relay 8011-K2 and

GCU-2 are energized.
Starter-Generator Control—
c. With relay 8011-K2 energized, the
No. 2 Engine following takes place:
NOTE (1) The START lens in the START
The operation for starting the No. switchlight illuminates.
2 engine is described. The pro-
cedure for starting the No. 1 en- (2) Ignition circuits for No. 2 en-
gine first is similar except that gine energize.
the main bus tie must be closed
prior to starting (Figure 24-22). (3) Start control circuit to GCU-2
is locked in.
NOTE (4) Start/terminate control changes
The starter-generator control se- over to control by GCU-2.
quence described is for the No.
2 engine with the No. 1 engine d. With GCU-2 energized, start con-
shut down. The sequence for tactor 2431-K2 energizes to con-
the No. 1 engine is similar. nect the starter section of the No.
2 engine starter-generator to the
To start the No. 2 engine, the No. 2 IGNITION right main feeder bus and GCU-2
switch is set to NORM. Selecting the start se- to the 28-VDC right essential bus.
lect switch to SELECT 2 initiates the following: T h e s t a r t e r- g e n e r a t o r, d r iv i n g
through the turbomachinery ac-
1. Start/terminate circuit for both gener- cessory gearbox, rotates No. 2 en-
ator control units (GCU-1 engine No. gine high-pressure compressor.
1 and GCU-2 engine no. 2) is powered. Fuel is switched on at a predeter-
mined starter-generator speed, and
2 Holding coil energizes to retain the start light-up takes place. Starter-gen-
select switch at SELECT 2. erator speed is sensed by the speed
sensor (magnetic pickup) in the
3. Time delay relay 8011-K3 energizes to starter-generator, which relays
complete a current limiting circuit to speed signals to GCU-2.
GCU-1 and GCU-2 and to turn on the
SELECT lens in the START switchlight. For a detailed schematic analysis of engine
start, refer to MSM Chapter 24.
4. START switchlight and start relay
8011-K2 are armed.
5. With the SELECT lens on, pressing

the START lens on the START switch-
light initiates the following automatic
sequence:
a. Start control circuit GCU-2 is

energized.
Revision 2 24-33
Canada Ltd.
ENGINE START
IGNITION
START SELECT
1 OFF 2
SELECT 1 2
NORM 2431-CB9 28V DC L MAIN
START FEEDER BUS
MANUAL
28V DC
L ESS BUS 12 14 A1
START
CONTACTOR
X1
X2 2431-K1
P/O 11 13 A3
2431-P11
R TO NO. 1 GEN
CAUTION LIGHT
START LOGIC CIRCUITS
CONTROL P P/O P/O (CHAPTER 24)
SEE SHT.1 GENERATOR 2431-P11 2431-R1
CONTROL
CONTACTOR CONTROL ENGINE ARM SHUNT
G UNIT S SPEED STARTER-
(GCU -1)
SENSING GENERATOR
K N
ENG NO. 1 DC CONTACTOR BOX
E P/O
B H
2431-P16
P/O
E 2431-P16 B H
K STARTER- DC CONTACTOR BOX

TO NO. 2 GEN GENERATOR
P/O
P/O CAUTION LIGHT ENGINE ENG NO. 2 2431-R2
G GENERATOR
2431-P12 LOGIC CIRCUITS SPEED
CONTROL ARM SHUNT
(CHAPTER 24) SENSING
START UNIT
S
CONTROL P (GCU -2)
SEE SHT.1 CONTACTOR CONTROL
N
R
P/O
2431-P12
11 13 A2
X2 START
X1
CONTACTOR
2431-CB23 2431-K2
12 14 A1
26V DC
R ESS 28V DC R MAIN
BUS FEEDER BUS
NOTES :
SEE SHEET 1
Figure 24-22. Engine Start Control—Electrical Schematic (Sheet 2 of 2)
24-34 Revision 2
Canada Ltd.
6. At a predetermined starter-generator In this mode, the start procedure is the same

speed, the GCU-2 start control, as that described above except that the bat-
start/terminate circuits, and start con- tery is charged by the output of the No. 2 en-
tactor 2431-K2 deenergize to initiate gine starter-generator. The output of the
the following: on-line generator is limited by current-limit-
ing circuits in GCU-1.
a. With start control circuits deener-
gized, start relay 8011-K2 deener- Start mode off for engine cross-starting is sim-
gizes to in turn deenergize ignition ilar to that described above for battery-only
circuits, which completes the start starting, with the exception that both starter-
circuit to both GCUs and turns off generators operate to supply power to the
t h e S TA RT l e n s i n t h e S TA RT DC system.
switchlight.
b. With start/terminate circuits deen- Engine Starting—External

ergized, the holding coil in the start Power Connected
select switch deenergizes, and the
switch toggle snaps to the center With the external power connected, 28-VDC
off position. Time delay relay 8011- power is applied to all buses through the left
K3 starts to time out. After two and right main feeder buses. In this mode, ex-
seconds delay, the relay operates to ternal power is the sole source of power, and
turn off the SELECT lens and deen- the batteries and generators are disconnected
ergize current-limiting circuits for from the buses.
both GCUs.
The start procedure for both engines is the
c. With the start contactor 2431-K2 same as that described for battery-only start-
deenergized, the start section of the ing. The batteries and generators power the
starter-generator is shut down, the buses when the external power is switched off
starter-generator driven by the No. or removed.
2 engine high-pressure compressor
through the turbomachinery acces- NOTES
sory gearbox comes on line (pro-
vided the generator control switch
is on), and the #2 DC GEN caution
light extinguishes.
Cross-Starting
NOTE
Cross-starting the No. 1 engine
with the No. 2 engine starter-gen-
erator on line is described. Cross-
starting the No. 2 engine with the
No. 1 engine starter-generator on
line is similar.
Cross-starting is accomplished with 28-VDC

battery power applied to the right main feeder
bus and the No. 2 engine generator on line.
Revision 2 24-35
Canada Ltd.
Figure 24-23. AC Generator
LEFT RIGHT
THREE-PHASE AC THREE-PHASE AC
GENERATOR/EXTERNAL GENERATOR/EXTERNAL
POWER INPUT POWER INPUT
AØ BØ CØ AØ BØ CØ
115-VAC VARIABLE-FREQUENCY
CIRCUIT-BREAKER PANEL
LEFT BUS RIGHT BUS
L PROP L PROP L WSHLD R PROP R PROP R WSHLD

DEICE DEICE HT DEICE DEICE HT
PH A PH B PH A PH B
ELEV STALL ELEV STALL

HORN XDCR HORN XDCR
HT 1 HTR 1 HT 2 HTR 2
INTK LIP L WDO

INTK LIP
HTR ENG 1 HT
HTR ENG 2
LEFT AC LEFT AC LEFT AC RIGHT AC RIGHT AC RIGHT AC

PH A PH B PH C PH A PH B PH A
STBY STBY
HYD PMP 1 HYD PMP 2
L TRU R TRU
FUEL AUX FUEL AUX
PMP 1 PMP 2
Figure 24-24. Variable-Frequency AC Power Distribution
24-36 Revision 2
Canada Ltd.
AC POWER SYSTEM Lubrication and cooling of the generator is

provided by internal oil circulation. Oil sup-
plied from the engine enters an inlet port at the
VARIABLE-FREQUENCY AC flange (mounting) edge under pressure. The
POWER oil is ducted to and through the hollow rotor
shaft of the generator, exiting through eight
Variable-frequency AC power is supplied by spray nozzles which direct the flow into the
two AC generators, one mounted on the pro- rotor and stator windings. Bearing lubrication
peller gearbox of each engine. Generator out- is provided by a controlled leakage device
put frequency varies from 333 to 528 Hz, within the rotor shaft. The oil flows through
depending on propeller speed; however, voltage a screen to a collector sump in the bottom of
remains at a constant 115 VAC (Figure 24-23). the generator and is returned to the engine
through the outlet port by action of the oil
The output of each generator is normally ap- scavenge pump.
plied through bus contactors to the related left
and right variable-frequency AC buses. These Each generator is governed by a generator
buses are integral with the variable-frequency control unit (GCU), which monitors voltage,
circuit-breaker panel in the flight compart- current, and speed to automatically initiate
ment. Variable-frequency power distribution and regulate generator output at a constant
is shown in Figure 24-24. 115 ±2.8 volts per phase throughout the nor-
mal speed range. The GCUs also provide au-
The generator output power is 115/200 volts, tomatic overvoltage, undervoltage,
three-phase, variable-frequency, with a normal underfrequency, and bus fault protection to
capacity of 20 KVA and an overload capacity each generator.
of 30 KVA. The generator is a two-stage brush-
less,two-bearing design, with stationary and ro- NOTES
tary excitation.
The first-stage generator, mounted on the rotor

shaft, is excited by the stationary field. This
generates an AC current which is rectified by
diodes mounted on the shaft to supply current
to the main field for excitation of the second-
or main-stage stator output windings. A mag-
netic speed sensor and current transformer are
also mounted in the generator housing.
An overtemperature switch is installed in the

generator. When the stator windings reach a
temperature of 177° C (350.6° F), the switch
contacts close to operate the AC GEN HOT
lights on the caution panel. The switch auto-
matically resets when the temperature returns
to a safe level.
The output frequency of the generator varies

with propeller speed and ranges from 333 Hz
at 10,000 rpm to 528 Hz at 15,850 rpm; how-
ever, the output voltage is controlled and reg-
ulated by the GCU.
Revision 2 24-37
Canada Ltd.
REMOTE C/B
MODULE-BLOCK
RELAY
CURRENT TRANSFORMER
GCU
COVER ASSEMBLY—
VOLTAGE SENSOR FUSE LIMITERS
TPYICAL AC CONTACTOR BOX (RH NACELLE)

NOTE:
LH NACELLE SIMILAR
Figure 24-25. AC Contactor Box and Components
24-38 Revision 2
Canada Ltd.
AC Contactor Box GCU of the inoperative generator switches the

associated bus contactor to the crosstie position.
There are two AC contactor boxes (Figure 24- The operational generator then supplies both the
25), one mounted in each engine nacelle, con- left and right variable-frequency buses.
taining most of the components for the left and
right AC systems.
Current Transformers
Each box contains a bus contactor, an exter-
nal power contactor, a generator control unit, Six current transformers are installed in the
current transformers, output feeder fuses, and system (T1 through T6). Transformers T5 and
control circuit breakers for the associated side. T6 measure total generator output current for
the AC power monitor system. Transformers T1
Also contained in each box is the remote-con- and T4 measure total current flow in the main
trol circuit breaker for the left or right standby and crosstie feeders. The sensed output is used
hydraulic pump. The right AC contactor box in the GCU differential current-sensing cir-
holds the external power protection unit and cuits. Transformers T2 and T3 measure crosstie
fuses. All electrical connections are via mul- current. They sense current flow only when
tipin connectors mounted on two sides of the the bus contactors are in the crosstie position.
box assemblies. Their output is summed with the output of the
opposite T1 or T4 for differential current sens-
The output feeders consist of three No. 12 wires, ing within the GCU.
routed from each contactor box to the left and
right AC variable-frequency buses circuit- Each current transformer assembly consists of
breaker panel in the flight compartment. three single-phase toroidal current trans-
formers, installed in a lightweight aluminum
housing. Each line of the three-phase system
Contactors to be monitored is passed through its toroid.
Electrical connections to the toroids are via a
Two bus contactors (left and right) switch the multipin connector. The mounting holes for
three-phase power from the generator to the as- the assembly are asymmetrical to avoid im-
sociated bus. If power from the associated gen- proper installation.
erator is not available, the bus contactor allows
that bus to be powered from the opposite gen-
erator (crosstie position). The crosstie position
is also used when external power is selected.
The left and right bus contactors are hermet-

ically sealed, three-position center-off, with
a three-pole double-throw (3PDT) contact ar-
rangement. Separate coil windings, desig-
nated X and Y, are used to energize the contact
arm to either of the two closed positions.
Heavy-threaded studs provide electrical con-
nections to external circuits.
An automatic crosstie function, controlled by

the GCU logic circuits, ensures that all variable-
frequency buses are powered when only one
AC generator is on line, such as during engine
start or following in-flight failure or shutdown.
Whenever such a fault condition exists, the
Revision 2 24-39
Canada Ltd.
NO.1 AC NO.2 AC
GEN HOT GEN HOT
L AC R AC
BUS BUS
NO. 1 AC NO. 1 AC
DIFF NO.1 AC GEN CONT GEN CONT NO.2 AC DIFF
CURRENT GEN SWITCH SWITCH GEN CURRENT
CURR SENSING SENSING CURR
CURR CURR
INDIC NO. 1 AC NO. 2 AC INDIC
XMFR GEN CONT GEN CONT XMFR
UNIT UNIT
(AC GCU) (AC GCU)
DIFF DIFF
CURR CURRENT CURRENT CURR
XMFR SENSING SENSING XMFR
PROT PROT
L GEN L GEN
ON LINE ON LINE
R GEN GENERATOR INHIBIT R GEN
ON LINE ON LINE
FROM FROM
L ESS R ESS
BUS BUS
(28 VDC) (28 VDC)
L BUS L EXT R EXT R BUS

CONTACTOR PWR PWR CONTACTOR
CONT CONT
AC
EXT
EXT AC PWR
R STBY PWR ON L STBY
CONT
HYD SW HYD
PUMP R ESS PUMP
BUS AC EXTERNAL
(28 VDC) POWER
PROTECTION
AØ UNIT AØ
BØ BØ
L TRU R TRU
CØ CØ
AC EXTERNAL POWER
L VAR FREQ RECEPTACLE R VAR FREQ
AC BUSES AC BUSES
Figure 24-26. AC Variable Frequency Generation—Simplified
24-40 Revision 2
Canada Ltd.
AC GENERATOR CONTROL plied by the essential DC buses, the essential

buses must be energized for the AC generators
UNIT (GCU) to function. However, crossconnection cir-
The GCU is all solid-state, with the exception cuitry of the GCU power supplies ensures that
of two control relays which are hermetically a GCU losing its essential bus feed can draw
sealed. The components and printed circuit DC power from the opposite GCU. Manual
boards are encased in a single-piece aluminum activation and deactivation of the AC gener-
cover on which is mounted a multipin con- ators is controlled by GEN 1 and GEN 2 con-
nector. Each unit is located in an AC contac- trol switches on the AC CONTROL panel in
tor box in each engine nacelle. the flight compartment (Figure 24-27). When
switched on, each generator control switch
The GCU contains the voltage regulator and signals its GCU to activate the generator and
control circuits for the generator, protection connect it to the bus when generator voltage
circuits, and bus contactor control. Contactor rises to a minimum value. During initial
control includes the automatic switchover startup, the GCU, once switched on, connects
function of the feeders and buses in the event the generator to its bus as soon as voltage is
of generator failure. above 42 volts and automatically shuts down
and removes the generator from the bus if out-
With both generators turned on, each GCU put voltage exceeds 125. The generator con-
monitors the following functions for control trol switches also have a GCU reset function
of the generator and contactor: with which an AC generator that has been au-
tomatically shut down may be reactivated by
• Generator output voltage on each phase off–on selection of its control switch.
measured at the bus contactors and sup-
plied to pins F, E, and D through circuit The AC generators are protected from bus faults
breakers 3, 5, and 7 (left) and 4, 6, and 8 by the GCUs, which monitor generator output
(right) located in the AC contactor boxes voltage at the bus contactors to detect the ex-
cessive voltage drop that results from a short cir-
• Feeder current in each phase, developed cuit on a bus. Once such a drop below 90 volts
in transformers T1 and T4 and supplied is detected, the GCU isolates the bus by open-
to pins M, N, and P for differential cur- ing its bus contactor and illuminates the ap-
rent sensing. propriate L AC BUS or R AC BUS caution lights
on the caution light panel (Appendix B).
• Internal generator current, developed from
current transformers within the generators The #1 AC GEN and #2 AC GEN caution lights
and supplied to pins R, S, and T illuminate in response to GCU signals and in-
dicate that the affected generator is shut down.
• Generator speed (rpm), developed from Caution lights are also provided to warn of gen-
the magnetic speed sensor within the erator overheat. These #1 AC GEN HOT and
generator and supplied to pins U and V #2 AC GEN HOT lights illuminate when the
related AC generator temperature exceeds a
• Operational status information from the predetermined limit. The caution lights ex-
other GCU. This information is provided tinguish when the related generator cools
by direct interconnections between the below the overheat point.
GCUs on pins m, t, n, b, s, i, j, and r.
Internal logic circuits in each GCU control

the operation of bus contactors that connect the
AC generators to the variable-frequency buses.
Since the GCUs operate on DC power sup-
Revision 2 24-41
Canada Ltd.
AC GENERATOR
CONTROL SWITCH
AT GEN 1 OR 2 POSITION,
THE ASSOCIATED GCU IS ARMED TO
ACTIVATE ITS GENERATOR WHEN AT
OPERATIONAL SPEED. THE OFF
POSITION SHUTS DOWN THE GENERATOR,
OR FOLLOWING SHUTDOWN BY EITHER MANUAL
OR AUTOMATIC MEANS, RESETS THE GCU
FOR SUBSEQUENT REACTIVATION.
INVERTER CONTROL SWITCHES
THREE SWITCHES CONTROL ACTIVATION OF THEIR

EXTERNAL POWER
RESPECTIVE INVERTERS.
ADVISORY LIGHT
(GREEN)
PRIMARY SWITCH, WHEN POSITIONED TO PRIMARY,
ENERGIZES THE PRIMARY INVERTERS TO POWER THE LEFT
ILLUMINATES WHEN EXTERNAL
115-VAC, 400-HZ BUS.
POWER IS AVAILABLE TO THE
VARIABLE-FREQUENCY AC BUSES
AUXILIARY SWITCH, WHEN POSITIONED TO L OR R,
ENERGIZES THE AUXILIARY INVERTER AND APPLIES IT TO
EXTERNAL POWER SWITCH THE LEFT OR RIGHT 115-VAC, 400-HZ BUS.
WHEN POSITIONED TO EXT PWR, AN AC
EXTERNAL POWER SOURCE IS CONNECTED TO THE SECONDARY SWITCH, WHEN POSITIONED TO
VARIABLE-FREQUENCY AC BUSES, AND THE AC SECONDARY, ENERGIZES THE SECONDARY INVERTER TO
GENERATORS ARE ISOLATED FROM THE BUSES. POWER THE RIGHT 115-VAC, 400-HZ BUS.
Figure 24-27. AC CONTROL Panel
24-42 Revision 2
Canada Ltd.
AC Power Monitoring System tioning of the bus contactors via the GCUs
and connect the receptacle directly to the left
The AC power monitor panel (Figure 24-32), and right variable-frequency buses. An advi-
labeled “AC SYSTEM,’’ is located adjacent to sory light on the AC CONTROL panel illu-
the AC control panel. Located on the right side m i n a t e s t o s h ow t h a t e x t e r n a l p ow e r i s
of the panel, above the label “VARIABLE available to the buses. While external power
FREQUENCY,’’ are two digital readout win- is applied, the AC generators are isolated from
dows labeled “VOLTS’’ and “LOAD’’ and a the variable-frequency buses.
six-position rotary selector switch. The dig-
ital readouts indicate voltage and current read- An external power protection unit monitors the
ings on the selected left or right phase. external power source for faults. If a mal-
function is detected (abnormal voltage, cur-
The LOAD display window monitors load current, or phase rotation), the unit switches the
rents expressed as a percentage factor of the rated external power system off.
circuit load. For example, a readout of 1.00 in-
dicates full load (87 amperes per phase),a read-
out of .50 indicates half load, and a readout of NOTES
1.20 indicates a 20% overload. An overload con-
dition is advised by a flashing positive sign (+)
preceding the readout. Pressing the TEST push-
button tests the monitor display and circuit op-
eration by using a BITE (built-in test equipment)
system. During the test all segments of both the
VOLTS and the LOAD digital display charac-
ters illuminate. When held longer than ap-
proximately two seconds, the internal test
circuits simulate a voltage of 150 ±3 and loads
of 1.05 ±.03, which are displayed on both sec-
tions of the panel.
Voltage readings are from individual circuit

breakers on each phase of the left and right
power buses; current indications are obtained
from transformer T5 on the left generator out-
put and T6 on the right generator output.
AC External Power
Operation of the variable-frequency AC sys-
tem from a ground power source is provided
for through an external power receptacle and
control circuitry installed in the inboard side
of the right nacelle, to the rear of the main
shock strut hinge point.
Application of external power to the variable-

frequency buses is controlled by the EXT
POWER switch on the AC CONTROL panel.
When external power is selected, contactors
operate in conjunction with crosstie posi-
Revision 2 24-43
Canada Ltd.
{ AC POWER MONITOR
AC CONTROL PANEL
400-HZ AUTO-
TRANSFORMERS
(REAR OF BULK-
HEAD X182.00)
PRIMARY
INVERTER
SECONDARY
INVERTER
PARALLELING CONTROL BOX

400-HZ CONTROL BOX
AUXILIARY INVERTER
INVERTER WARNING
CONTROL BOX
Figure 24-28. AC 400-Hz Power System Component Locations
INVERTER CONTROL SWITCHES

AC CONTROL
THREE SWITCHES CONTROL ACTIVATION OF THEIR
RESPECTIVE INVERTERS.
OFF
PRIMARY SWITCH ENERGIZES PRIMARY INVERTER TO
GEN 1 GEN 2 POWER LEFT 115-VOLT, 400 HZ BUS WHEN SELECTED
TO PRIMARY.
INVERTERS
SECONDARY SWITCH ENERGIZES SECONDARY

OFF L R OFF INVERTER TO POWER RIGHT 115-VOLT , 400 HZ BUS
WHEN SELECTED TO SECONDARY.
EXT PRIMARY OFF SECONDARY
POWER AUXILIARY
AUXILIARY SWITCH (THREE POSITIONS) ENERGIZES
AUXILIARY INVERTER AND APPLIES IT TO EITHER LEFT OR
RIGHT 115-VOLT, 400 HZ BUS WHEN SELECTED TO L
OR R AS APPROPRIATE.
Figure 24-29. Fixed Frequency
24-44 Revision 2
Canada Ltd.
FIXED-FREQUENCY AC faulted bus and its inverter(s). The inverter(s)

connected to the faulted bus may subsequently
POWER fail if the overload persists.
Fixed-frequency AC power is supplied at a
constant 115 volts, 400 Hz from three solid- NOTES
state static inverters installed in the flight
compartment (Figure 24-29). The inverters are
powered by 28 VDC supplied via the left es-
sential (primary inverter), right essential (sec-
ondary inverter), and left main (auxiliary
inverter) DC buses. A schematic of the fixed-
frequency system is shown in Figure 24-30;
fixed-frequency power distribution is shown
in Figure 24-31.
Inverter output is applied to left and right

115-volt, 400-Hz buses for the operation of
115-volt avionics equipment. Two step-down
transformers, one powered from each 115-
volt fixed-frequency bus, reduce part of the
fixed-frequency supply to 26 VAC. Trans-
former output is applied to left and right 26-
vo l t , 4 0 0 - H z bu s e s f o r t h e o p e r a t i o n o f
26-volt avionics equipment. Both the 115-
volt and 26-volt fixed-frequency buses are in-
tegral with the avionics circuit-breaker panel
in the flight compartment.
A paralleling control box, operating in con-

junction with inverter control switches (Figure
24-29) in the flight compartment, controls the
application of the three inverters to the 115-
volt buses. The box applies primary inverter
output to the left bus and secondary inverter
output to the right bus and allows selection of
the auxiliary inverter to either bus. The buses
are tied, via a bus-tie circuit breaker, so de-
mands on all buses are shared by the opera-
tional inverters. Load-sharing circuits within
the paralleling control box balance the load de-
mands among the inverters to maintain uniform
output from each.
The circuit breaker in the bus-tie circuit pro-

vides a measure of protection from bus faults
(short circuits). A bus fault resulting in ab-
normally high current flow (greater than a
level equivalent to one inverter’s maximum
output) across the bus tie opens the circuit
breaker, isolating the faulted bus from the un-
Revision 2 24-45
Canada Ltd.
L MAIN
L ESS BUS FEEDER BUS R ESS BUS
PRI PRI AUX AUX SEC SEC

INV INV INV INV INV INV
SW SW SW
PRI INV AUX INV SEC INV
PARALLELING
CONTROL
BOX
L 115-VAC R 115-VAC
BUS BUS
26-VAC 26-VAC
XFMR XFMR
LEGEND
28-VDC POWER L 26-VAC R 26-VAC
BUS BUS
INVERTER POWER
TRANSFORMER POWER L 26 AC R 26 AC
Figure 24-30. Fixed-Frequency AC Power Schematic
AUXILIARY INVERTER AUXILIARY INVERTER

INPUT (L SELECTION) INPUT (R SELECTION)
PRIMARY SECONDARY
INVERTER INVERTER
INPUT INPUT
LEFT RIGHT
26-VAC 26-VAC 115V
BUS BUS AUX BUS AUX
INV IN LEFT TIE INV IN
VOR 1 VOR 2
ADF 1 ADF 2 ATT PNL LTG 115-VAC NAV SW 2
HDG 1 HDG 2 NAV SW 1 BUS FGC 2
ATT 1 ATT 2 FGC 1 SYM GEN 2
ALT 1 ALT 2 SYM GEN 1 WEA RDR
HDG CRS ERROR 1 HDG CRS ERROR 2 GPWS CVR
FDR RIGHT 115/26-VAC
SYM GEN 1 SYM GEN 2
115/26-VAC 115-VAC XFMR LT
FLAP POSN 1 FLAP POSN 2
XFMR LT BUS
HYD QTY 1 HYD QTY 2
L 26V FAIL R 26V FAIL
SURF POSN IND AVIONICS CIRCUIT-BREAKER PANEL
L 26-VAC
TRANS-
FORMER
R 26-VAC
TRANS-
FORMER
Figure 24-31. Fixed-Frequency AC Power Distribution
24-46 Revision 2
Canada Ltd.
Inverter activation and deactivation are con- NOTES

trolled by three INVERTERS switches on the
AC CONTROL panel in the flight compartment
(Figure 24-29). The PRIMARY and SEC-
ONDARY switches are two-position, on-off
switches. The AUXILIARY switch has three
positions, which provide for the activation
and application of the auxiliary inverter to ei-
ther the left or right fixed-frequency buses, as
desired. The paralleling control box is
mounted on the center shelf of the left cir-
cuit-breaker (Figure 24-28) console, adjacent
to the secondary inverter.
NOTE
A failed inverter as indicated by a
MASTER CAUTION light must be
turned off manually by the related
inverter control switch located on
the AC CONTROL panel.
An inverter warning control unit monitors the

three inverters for output and controls the il-
lumination of the PRI INV, SEC INV, and
AUX INV lights located on the caution light
panel (Appendix B). Each caution light illu-
minates when the warning control unit senses
that the related inverter is off or has failed. The
inverter warning control box is mounted on top
of the 400-Hz control box, located on the bot-
tom shelf of the left circuit-breaker console.
Two 26-VAC, 400-Hz autotransformers and

power correction capacitors are installed on
the rear face of the bulkhead at FS X182.00,
behind the pilot’s circuit-breaker console.
The transformers are supplied from the left
and right 115-VAC, 400-Hz buses through
the 115/26-VAC XFMR LT circuit breaker
(CB13) and the 115/26-VAC XFMR RT cir-
cuit breaker (CB12).
The outputs are connected to the related 26-

VAC, 400-Hz bus.
L 26 AC and R 26 AC caution lights are also

provided to warn of power loss at the 26-volt
fixed-frequency buses. Component locations
are shown in Figure 24-28.
Revision 2 24-47
Canada Ltd.
INVERTER VOLTAGE DISPLAY
DISPLAY VOLTAGE OUTPUT OF SELECTED INVERTER
INVERTER LOAD DISPLAY
DISPLAY LOAD (CURRENT) ON SELECTED INVERTER AS A

DECIMAL FRACTION OF ITS MAXIMUM LOAD CAPACITY.
EXAMPLES:
MAXIMUM LOAD IS EXPRESSED AS 1.00;
60% OF MAXIMUM LOAD IS EXPRESSED AS .60.
OVERLOADING OF INVERTER IS INDICATED BY A FLASHING

PLUS SIGN (+) PRECEDING NUMBER.
EXAMPLE:
+1.05 =5% OVERLOAD
VARIABLE-FREQUENCY LOAD DISPLAY
INVERTER SELECTOR DISPLAYS LOAD (CURRENT) AT ANY ONE

PHASE OF EITHER AC GENERATOR'S
SELECTS THE INVERTER TO OUTPUT SELECTED ON PHASE SELECTOR
BE MONITORED AS A DECIMAL FRACTION OF MAXIMUM
LOAD CAPACITY.
AC MONITOR SYSTEM TEST BUTTON
VARIABLE-FREQUENCY VOLTAGE DISPLAY
WHEN PRESSED AND HELD,
ALL VOLTS AND LOAD DISPLAY DISPLAYS VOLTAGE AT ANY ONE PHASE OF
SEGMENTS ILLUMINATE FOR TWO EITHER AC GENERATOR'S OUTPUT AS
SECONDS, FOLLOWED BY SELECTED ON PHASE MONITORING
APPEARANCE OF THE FOLLOWING SELECTOR
TEST VALUES:
VARIABLE-FREQUENCY
LOAD DISPLAYS SHOWS 1.05 ±.03; PHASE SELECTOR
VOLTS DISPLAYS SHOWS 150 ±3.
SELECTS ANY ONE OF THE SIX
VARIABLE-FREQUENCY AC PHASES
TO BE MONITORED
Figure 24-32. AC Power Monitor
24-48 Revision 2
Canada Ltd.
AC POWER MONITOR NOTES

AC power is monitored from an AC SYSTEM
indicator panel (Figure 24-32), located adja-
cent to the AC CONTROL panel. The AC SYS-
TEM indicator panel receives output voltage
and load information from the two AC genera-
tors and three inverters via current transform-
ers at each power source. The left side of the
panel contains two luminous digital INVERT-
ERS VOLTS and LOAD indicators. The indi-
cators display output voltage and load for any
one of the three static inverters as selected with
the three-position INVERTERS switch. Inverter
load is presented as a decimal fraction of max-
imum inverter capacity. For example, a read-
out of 1.00 indicates full load (3.5 amperes per
phase), a readout of 0.50 indicates half load, and
a readout of 1.20 indicates a 20% overload. An
overload condition is advised by a flashing pos-
itive sign (+) preceding the readout.
The right side of the panel contains two lu-

minous digital VARIABLE FREQUENCY
VOLTS and LOAD indicators, which were
covered in the Variable-Frequency AC Power
section of this chapter.
A TEST button is provided for verification of

all indicator displays and monitor circuitry.
When the button is pressed, a BITE circuit
produces a predetermined display indication
and thereby verifies proper operation.
Revision 2 24-49
Canada Ltd.
ELECTRICAL SYSTEM
CIRCUIT PROTECTION
Circuit protection is provided for electrical
system power sources, component control
circuits, and bus distribution by circuit breakers
located on the four flight compartment circuit-
breaker panels and the DC and AC contactor
boxes in the nose compartment and right and left
nacelles. Those breakers which are located on
the flight compartment panels are illustrated in
Figures 24-33, 24-34, and 24-35.
Figure 24-33. Right DC Circuit-Breaker Figure 24-34. Left DC Circuit-Breaker

Panel Panel
24-50 Revision 4
Canada Ltd.
AC VARIABLE FREQUENCY CIRCUIT-BREAKER PANEL
AVIONICS CIRCUIT-BREAKER PANEL
Figure 24-35. Varible Frequency and Avionics Circuit-Breaker Panels
Revision 2 24-51
Canada Ltd.
Figure 24-36. Typical DC Power Distribution
24-52 Revision 4
Canada Ltd.
5. After installation, reconnect the bat-

MAINTENANCE teries and the external power source
CONSIDERATIONS as applicable. Remove the clips and
push in the circuit breakers; then per-
form an operational test on the unit.
REMOVAL/INSTALLATION
BATTERY
General
Unless required by applicable maintenance Removal and installation of the auxiliary
practices, removal and installation procedures battery is similar to that of the main battery.
for electrical equipment are considered self- However, if the auxiliary battery is to be re-
evident. Equipment grounding and bonding moved, it is necessary to first remove the
surfaces must be cleaned to ensure good con- main battery in order to facilitate access to
ductivity, and after installation any bared sur- the auxiliary.
faces must be refinished.
WARNING
Safety Precautions Battery electrolyte consists of a caus-
tic solution of potassium hydroxide
WARNING which is hazardous to personnel.
Avoid contact with skin and eyes. If
Failure to observe safety precautions skin contact occurs, bathe the af-
before carrying out maintenance fected area with large quantities of
practices on or near electrically con- water and neutralize with boric acid
trolled or operated equipment could solution or vinegar. If eye contact oc-
result in injury to personnel and/or curs, flush with water and obtain im-
damage to equipment. mediate medical attention.
1. Ensure that the airplane is properly

grounded.
2. Ensure that the BATTERY MASTER,

MAIN BATT, AUX BATT, and EXT
PWR switches on the DC control
panel and the EXT POWER switch
on the AC control panel are in OFF.
3. Disconnect the left and right batter-

ies and the external power sources.
Pull out the applicable system circuit
breakers and insert clips to prevent
push-to-reset.
4. If units removed are not to be imme-

diately replaced, ensure that the con-
nector ends are capped and stowed
and that all loose wires are insulated
and stowed.
Revision 2 24-53
Canada Ltd.
CAUTION NOTES
Ensure that the BATTERY MASTER
switch is OFF and that all external
power sources are removed from the
airplane before disconnecting or re-
moving the battery.
CAUTION
If external power is to be applied to the
airplane with the battery removed, en-
sure that the battery connector is pro-
tected from accidental contact with
the airframe or components.
CAUTION
The battery is extremely heavy (ap-
proximately 80 pounds) and must be
carefully handled, preferably by two
persons, to avoid damage to the bat-
tery or injury to individuals.
CAUTION
To avoid unnecessary loss of battery
power, switch off all electrical equip-
ment not specifically required for
testing.
24-54 Revision 2
Canada Ltd.
CHAPTER 26
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 26-1
GENERAL ............................................................................................................................ 26-3
ENGINE FIRE PROTECTION SYSTEM ............................................................................ 26-5
Engine Fire Detection .................................................................................................... 26-5
Components Description and Operation........................................................................ 26-5
Fire Detection—Series 300 ......................................................................................... 26-17
Engine Fire Extinguishing ........................................................................................... 26-19
LAVATORY FIRE PROTECTION SYSTEM..................................................................... 26-25
Lavatory Smoke Detection—Mod 8/0266................................................................... 26-25
Lavatory Smoke Detection—Series 300 ..................................................................... 26-27
Lavatory Fire Extinguishing ........................................................................................ 26-29
BAGGAGE COMPARTMENT SMOKE DETECTION SYSTEM—SERIES 100/300 .... 26-31
General......................................................................................................................... 26-31
System Operation ........................................................................................................ 26-31
System Test.................................................................................................................. 26-31
PORTABLE FIRE EXTINGUISHERS—SERIES 100 ...................................................... 26-33
PORTABLE FIRE EXTINGUISHERS—SERIES 300 ...................................................... 26-33
Maintenance Practices ................................................................................................. 26-34
Servicing...................................................................................................................... 26-35
Inspections................................................................................................................... 26-35
Revision 2 26-i
Canada Ltd.
FAULT ANALYSIS............................................................................................................. 26-35

FUNCTIONAL CHECKS................................................................................................... 26-35
26-ii Revision 2
Canada Ltd.
ILLUSTRATIONS
Figure Title Page
26-1 Fire Protection Panel and Warning Lights ............................................................. 26-2
26-2 Smoke Detection Indication and Test..................................................................... 26-2
26-3 Fire Detection Sensor Loops Installation............................................................... 26-4
26-4 Fire Detector Operating Principle (Physical)......................................................... 26-6
26-5 Fire Detector Operating Principle (Functional) ..................................................... 26-6
26-6 Fire Detection Control Units.................................................................................. 26-8
26-7 Fire Protection Panel and Warning Lights ........................................................... 26-10
26-8 Glareshield and Master Warning Lights .............................................................. 26-10
26-9 Fire Detection System Electrical Schematic ....................................................... 26-12
26-10 Fire Detection (300 Series) (Mod 8/1835)........................................................... 26-16
26-11 Fire Protection Panel............................................................................................ 26-18
26-12 Fire Extinguisher Bottles Installation .................................................................. 26-20
26-13 Distribution Lines ................................................................................................ 26-20
26-14 Fire Extinguisher Discharge Indicator Discs ....................................................... 26-21
26-15 Engine Fire-Extinguishing System ...................................................................... 26-22
26-16 Lavatory Smoke Detection System and Electrical Schematic ............................. 26-24
26-17 Lavatory Smoke Detection System—Series 300 ................................................. 26-26
27-18 Lavatory Smoke Detection Electrical Schematic—Series 300............................ 26-28
26-19 Lavatory Fire Extinguisher .................................................................................. 26-28
26-20 Baggage Compartment Smoke Detection System—Series 100 and 300............. 26-30
26-21 Baggage Compartment Smoke Detection System Electrical Schematic ............. 26-30
26-22 Portable Fire Extinguishers—Series 100 ............................................................. 26-32
Revision 2 26-iii
Canada Ltd.
CHAPTER 26
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
Fire protection in the Dash 8 consists of fire detection, smoke detection, and fire-ex-
tinguishing systems.
Fire detection in the rear baggage compartment and in the lavatory is provided by smoke
detectors. Fire detection in the nacelles is provided by dual sensor loops.
Fire extinguishing consists of an independent two-bottle engine fire-extinguishing
system, an automatic single-bottle lavatory fire-extinguishing system, three hand-op-
erated portable fire extinguishers, and an optional single-bottle APU fire-extin-
guishing system.
Revision 2 26-1
Canada Ltd.
CHECK
FIRE DET
WARNING LIGHT (RED)
WARNING
PRESS TO RESET ILLUMINATES FLASHING CONCURRENT WITH
BOTH ALARM AND FAULT CONDITIONS.
ENGINE FIRE ILLUMINATES WITH ANY WILL RESET TO STEADY ON WARNING RESET.
PRESS TO RESET WARNING LIGHT, FLASHING
UNTIL RESET.
LEFT MASTER FIRE WARNING
LIGHT (FLASHING)
FAULT LIGHTS (4)
ILLUMINATES CONCURRENT WITH
ILLUMINATION OF ANY LENS (CONCURRENT WITH THE CHECK FIRE
PULL FUEL OFF LIGHT AND
DET WARNING LIGHT) INDICATES A MALFUNCTION HAS BEEN DETECTED
CHECK FIRE DET WARNING LIGHT
WITHIN THE ASSOCIATED DETECTOR LOOP CIRCUIT.
TO WARN OF A DETECTED FIRE IN
EITHER NACELLE.
ENGINE FIRE
PRESS TO RESET
EXTG FUEL VALVE FUEL VALVE EXTG
AFT BTL OPEN CLOSED OPEN CLOSED AFT BTL
RIGHT MASTER FIRE WARNING
BAGGAGE LIGHT (FLASHING)
SMOKE WARNING
ILLUMINATES CONCURRENT WITH
FWD BTL FWD BTL
BOTH BOTH
TEST 1 PULL FUEL OFF LIGHT AND
A B A B
CHECK FIRE DET WARNING LIGHT TO
OFF
FAULT FAULT FAULT FAULT WARN OF A DETECTED FIRE IN EITHER NACELLE
A B A B TEST 2
LOOP SELECTION LOOP SELECTION

FUEL EMERGENCY
ENGINE 1 ENGINE 2 SHUTOFF VALVE LIGHTS
TEST ILLUMINATES TO INDICATE
PULL FUEL OFF DETECTION PULL FUEL OFF VALVE OPEN OR CLOSED
DETECTION SYSTEM TEST SWITCH

THREE - POSITION CENTER - OFF SWITCH SIMULATES
ALARM AND FAULT CONDITIONS IN THE ASSOCIATED
NACELLE'S FIRE DETECTION SYSTEM WHEN SELECTED
AND HELD AT ITS MOMENTARY LEFT (ENGINE 1 ) OR
PULL FUEL OFF RIGHT (ENGINE 2 ) POSITION.
LOOP ARMING SELECTOR
HANDLE LIGHT (2)
SWITCH (2) ILLUMINATION OF THE ENGINE FIRE, PULL
NORMALLY LEFT AT BOTH ILLUMINATES CONCURRENT WITH FUEL OFF, AND FAULT LIGHTS OF THE AFFECTED
(BOTH LOOPS ARMED). A AND ENGINE FIRE LIGHT SIDE PLUS THE CHECK FIRE DET WARNING LIGHT
B POSITIONS ARE FOR DISARMING AND CHECK FIRE DET WARNING INDICATES SYSTEM SERVICEABILITY.
INDIVIDUAL MALFUNCTIONING LOOPS, LIGHT UPON DETECTION OF FIRE BY NOTE:
I.E. SELECTING A DISARMS LOOP B EITHER LOOP IN THE ASSOCIATED DISARMED LOOPS ARE EXCLUDED FROM THE FAULT
SELECTING B DISARMS LOOP A. NACELLE. TEST FUNCTION.
Figure 26-1. Fire Protection Panel and Warning Lights
SMOKE DETECTOR TEST SWITCHES

SMOKE DETECTOR TEST SWITCH
(S.O.O. only)
ACTIVATES ALARM CIRCUIT OF RELATED NO.
1 OR NO. 2 SMOKE DETECTOR WHEN HELD ACTIVATES ALARM CIRCUIT OF RELATED NO.
AT TEST 1OR TEST 2 APPROPRIATELY. 1 OR NO. 2 SMOKE DETECTOR AND , IF INSTALLED,
ILLUMINATION OF SMOKE WARNING LIGHT NO. 3 OR NO. 4 SMOKE DETECTOR WHEN HELD
DURING TEST INDICATES CIRCUIT SERVICEABILITY. AT TEST 1OR TEST 2 AND TEST 3 OR 4 APPROPRIATELY.
ILLUMINATION OF SMOKE WARNING LIGHT
DURING TEST INDICATES CIRCUIT SERVICEABILITY.
FUEL VALVE FUEL VALVE EXTG
CLOSED OPEN CLOSED AFT BTL
BAGGAGE
SMOKE WARNING BAGGAGE
SMOKE WARNING
FWD BTL GARGO
TEST 1
BOTH BOTH
B A B TEST 1 SMOKE
OFF 1
FAULT FAULT FAULT OFF
1 4
B A B TEST 2 F 2
TEST 2
U
L
L TEST 3
WARNING LIGHT
SELECTION LOOP SELECTION
OFF
E1 ENGINE 2
TEST 4 ILLUMINATES UPON DETECTION
EL OFF TEST
PULL FUEL OFF OF SMOKE BY ANY SMOKE
DETECTION
DETECTOR, OR DURING TEST OF
FUNCTIONING SMOKE DETECTOR
CIRCUIT.
FIRE PROTECTION PANEL FIRE PROTECTION PANEL (S.O.O.)
Figure 26-2. Smoke Detection Indication and Test
26-2 Revision 4—July 1995

Canada Ltd.
GENERAL NOTES
Nacelle fire or overheat is detected by con-
tinuous-loop sensors routed around vital areas
of the engines. Duplicate loops parallel the in-
stallation to provide additional protection.
Nacelle fire extinguishing is provided by two
extinguisher bottles with crossover capability
to the opposite nacelle.
Warning of smoke in the baggage compartment

is provided by smoke detectors on the roof
and aft face of the compartment divider bulk-
head. Smoke detected by either unit illuminates
a warning light in the flight compartment.
A modification adds a smoke detection system

to illuminate a warning light on the flight at-
tendant’s panel and sound a chime when smoke
is detected in the lavatory. An extinguisher au-
tomatically discharges into the disposal bin,
as required.
An optional APU fire protection system uti-

lizes a continuous-loop sensor around vital
areas of the APU to detect a fire or overheat
condition. APU shutdown and extinguisher
bottle discharge occur if a fire or overheat
condition exists.
APU fire protection and detection will be cov-

ered in Chapter 49 of this manual.
Revision 2 26-3
Canada Ltd.
ZONE 3A—LEADING EDGE

ALONG SIDES AND TOP
MOD 8/0278
ZONE 1—COMBUSTION
ALONG SIDE AND UNDER
EXHAUST DUCT
ZONE 2—FORWARD
ALONG STRUCTURE
ZONE 3—WHEEL WELL

ALONG UPPER SIDES
POST MOD 8/0278

ZONE 1—COMBUSTION
ALONG SIDE AND
OVER EXHAUST DUCT
FIRE DETECTION SENSOR

STAINLESS LOOPS ROUTING IN NACELLE
HELIUM INERT METALLIC
STEEL
TUBE MATERIAL AND
HYDROGEN
LOOP A RESPONDER
TITANIUM NORMALLY
WIRE CLOSED
LOOP B RESPONDER INTEGRITY
SWITCH
ALARM/
INTEGRITY
SIGNAL
NORMALLY RESISTOR
OPEN ALARM
SWITCH
RESPONDERS
Figure 26-3. Fire Detection Sensor Loops Installation
26-4 Revision 2
Canada Ltd.
ENGINE FIRE in the center of the tube. The space between

the inert material and the tube wall is charged
PROTECTION SYSTEM with helium gas. One end of the tube is sealed;
the other end is fitted with a responder. The
gases in the loop create and maintain a min-
ENGINE FIRE DETECTION imum pressure on the attached responder.
Overall heating of the loop causes a pressure
General i n c r e a s e o n a s w i t c h i n t h e r e s p o n d e r.
Two independent fire detection systems, one Localized heating of the loop causes a re-
in each nacelle, provide warning if a fire or lease of hydrogen gas from the inert metallic
overheat condition occurs. Each system con- material, creating a similar effect by in-
sists of two separate, parallel-routed fire decreasing pressure on the switch.
tection sensor loops with responders, a fire
detection control unit, control switches, and
warning lights. NOTES
The sensor loops, designated A and B, pass
through fire zones in each nacelle and are con-
nected to fire detection control units to form
a fire detection system for each nacelle. Each
loop is filled with gases that expand as the
temperature increases. At a preset pressure, an
alarm switch in the responder closes, trigger-
ing alarm circuits in the control unit, gener-
ating signals to illuminate warning lights on
the fire protection and glareshield panels. The
lights also illuminate if a malfunction occurs
in a sensor circuit.
The detection system uses 28 VDC, both sys-

tems being supplied by the left and right es-
sential buses.
COMPONENTS DESCRIPTION
AND OPERATION
Sensor Loops
Two separate fire detection sensor loops are
installed in each nacelle to detect fire or over-
heat conditions. The loops are installed in par-
allel and are routed through designated zones
(Figure 26-3).
The loops are stainless steel capillary tubes

.063 inch (1.6 mm) in diameter, with a wall
thickness of .018 inch (.45 mm). A titanium
wire surrounded by a spongy inert metallic
material impregnated with hydrogen gas is
Revision 2 26-5
Canada Ltd.
ALARM SWITCH
(DIAPHRAGM) (N.O.)
POWER ELECTRICAL ISOLATOR/PNEUMATIC MANIFOLD
SENSOR TUBE
CORE ELEMENT
AVERAGING GAS (HELIUM) (METAL HYDRIDE)
SIGNAL
INTEGRITY SWITCH (N.C.)
ELECTRICAL INTERFACE DUAL PNEUMATIC SENSOR

RESPONDER
Figure 26-4. Fire Detector Operating Principle (Physical)
POWER
SIGNAL
OVERHEAT
HYDROGEN
ALARM SWITCH CLOSES HELLIUM
40
SENSOR PRESSURE (PSIA)
E)
AG
R
VE
(A
T
EA
H
R
INTEGRITY FIRE (DISCRETE)

VE
SWITCH
O
REMAINS NONHAZARDOUS
CLOSED OPERATING CONDITION
20
-65 250 390 1,000
EXPOSURE TEMPERATURE (° F)
Figure 26-5. Fire Detector Operating Principle (Functional)
26-6 Revision 2
Canada Ltd.
Responder NOTES
A hermetically sealed responder unit
(Figure 26-3) is mated to one end of each sen-
sor loop by a ceramic isolator that provides
for passage of gas into the responder. The re-
sponder contains alarm pressure and integrity
pressure switches (Figure 26-4) and a 3,000-
ohm resistor connected to and in series with
the integrity switch. Ducts in the responder
direct gas from the loop to one side of both
pressure switches. The switches contain
metal diaphragms that snap overcenter at
different pressures. Under pressure, the di-
aphragm makes contact with a stationary pin
to complete a circuit (switch closed). The
switches are wired to a connector at the other
end of the responder, mating with circuitry
from the fire detection control unit.
The integrity switch in the responder detects

loop damage. It is normally held closed by
gas pressure in the loop. From the switch, a
3,000-ohm resistor creates a voltage drop and
passes the integrity signal to the control unit.
If loop pressure is lost due to a leak or a cut
in the loop, the switch opens, breaking the in-
tegrity signal and triggering the detection sys-
tem fault indicators.
The alarm switch signals the control unit if a

fire or overheat condition occurs in the nacelle.
The normally open switch snaps closed when
sensor loop gas pressure increases beyond a
point corresponding to an average temperature
of approximately 390° F (199° C) or a local
temperature of 1,000° F (538° C).
Revision 2 26-7
Canada Ltd.
ELECT EQUIP PANEL NO. 2
3010-M1
NO. 1 ENGINE NO. 2 EQUIPMENT

FIRE DETECTION PANEL
CONTROL UNIT
2611-CU1
NO. 2 ENGINE
FIRE DETECTION
CONTROL UNIT 9811-J104
2611-CU2
Figure 26-6. Fire Detection Control Units
26-8 Revision 2
Canada Ltd.
Fire Detection Control Unit NOTES

Each fire detection control unit (Figure 26-6)
consists of a solid-state monitor circuit for
each loop and a test circuit.
Each circuit monitors its respective loop for

both alarm and fault conditions. The test
circuit provides self-test to the control unit
by simulating both conditions in the moni-
tor circuits.
The loop monitor circuits are identical in logic

operation. Fire alarm condition is monitored
by a PULL FUEL OFF handle drive circuit and
an alarm generator circuit. The handle drive
circuit, upon receiving an alarm signal, applies
power to illuminate the PULL FUEL OFF han-
dle on the fire protection panel and the CHECK
FIRE DET light.
Upon receiving an alarm signal, the alarm

generator circuit triggers the fire warning
drive circuit, which in turn illuminates both
ENGINE FIRE warning lights and sounds the
fire bell (SOO 8105). Fault conditions de-
veloping from the integrity switch in the re-
sponder are monitored by the fault comparator
and drive. Upon receiving a fault signal from
the responder, the fault comparator and drive
illuminates the respective loop FAULT light
and the CHECK FIRE DET light.
The test circuit contains an oscillator, which,
when triggered by an external test switch,
feeds the fault and test drive circuits. These
circuits alternately trigger alarm test loops
A and B alarm test circuits, providing the test
signals for their respective PULL FUEL OFF
handle drives and alarm generators. The cir-
cuits also alternately test the power failure
and integrity faults for both loops through the
fault comparator and drive circuit for
each loop.
The control unit also contains a fire warning
cutout/reset circuit. When triggered by an ex-
ternal voltage from the ENGINE FIRE PRESS
TO RESET switch, this circuit blocks the out-
put of the triggered fire warning drive, extin-
guishes the ENGINE FIRE warning light(s),
and mutes the fire bell (SOO 8105).
Revision 2 26-9
Canada Ltd.
EXTG FUEL VALVE EXTG

FUEL VALVE
AFT BTL AFT BTL
FUEL VALVE OPEN CLOSED CLOSED OPEN
OPEN CLOSED BTL BAGGAGE
SMOKE WARNING
FWD BTL FWD BTL TEST 1

BOTH BOTH
A B A B OFF
FAULT FIRE
FAULT FAULT FAULT FAULT
A B A B TEST 2
FIRE EXTG
TEST LOOP SELECTION LOOP SELECTION
ENGINE 1 ENGINE 1
PULL FUEL OFF TEST PULL FUEL OFF

DETECTION
FIRE PROTECTION PANEL

CHECK
FIRE DET
ENGINE FIRE ENGINE FIRE

PRESS TO RESET PRESS TO RESET
WARNING
PRESS TO RESET
Figure 26-7. Fire Protection Panel and Warning Lights
Figure 26-8. Glareshield and Master Warning Lights
26-10 Revision 2
Canada Ltd.
Fire Protection Panel NOTES

The fire protection panel (Figure 26-7) features
two LOOP SELECTOR switches, FAULT A
and FAULT B lights, PULL FUEL OFF lights,
and a TEST SELECTION switch.
The LOOP SELECTION switches, one for

each engine, have positions labeled “ A,’’
“BOTH,’’ and “B.’’ Switch positions A and B
monitor loops A and B, respectively. With the
switch in the BOTH position, both loops are
monitored simultaneously.
Four loop indicator lights provide visual in-

dication of a fault in the loops or the associ-
ated circuitry. The FAULT A and FAULT B
lights on the left side of the panel monitor the
left nacelle; identical lights on the right side
of the panel monitor the right nacelle.
The PULL FUEL OFF handles, used for arm-

ing the fire-extinguishing system, illuminate
to indicate a fire or overheat condition. The left
handle serves the left engine; the right handle
serves the right engine. Each handle has two
bulbs installed behind a red lens and is pow-
ered by 28 VDC from the associated fire de-
tection control unit.
Electrical power is supplied to the LOOP SE-

LECTION switches from the 28-VDC left and
right essential buses through 5-amp circuit
breakers. In the event one bus fails, the fire de-
tection system for one loop in each nacelle con-
tinues to be powered by the other bus. Refer
to Figure 26-9 to determine the power source
for a particular loop.
Revision 2 26-11
26-12
LOOP "A" ALARM DETECTOR A POWER A

DETECTOR A ALARM/INTEGRITY SIGNAL b
DETECTOR B POWER B
ALARM FIRE WARNING
PULL FUEL OFF GENERATOR DRIVE MASTER FIRE WARNING D
HANDLE DRIVE
}
LOOP A

28V DC (A)
POWER IN
FIRE HANDLE H
FAULT COMPARATOR FAULT A OUTPUT F
AND DRIVE FAULT B OUTPUT M
CAUTION LIGHT G
FOR CONTINUATION SEE SHEET 2

POWER GND R
LOOP "B" ALARM
DETECTOR B ALARM/INTEGRITY SIGNAL c
ALARM FIRE WARNING

PULL FUEL OFF
HANDLE DRIVE
LOOP B
GENERATOR DRIVE B LOOP POWER (ONLY)
B LOOP POWER (BOTH)

J
}
}
K
28V DC (B)
POWER IN
FAULT COMPARATOR A LOOP POWER (BOTH) L
AND DRIVE
A LOOP POWER (ONLY) C
TEST CIRCUIT
ALARM MASTER FIRE TEST OUT E

TEST WARNING P
CUTOUT/RESET RESET
LOOP B
FAULT AND
TEST DRIVE
CIRCUITS
ALARM TEST OSCILLATOR N

LOOP A TEST IN
ENGINE 1 FIRE DETECTION CONTROL UNIT
Canada Ltd.
Revision 2
Figure 26-9. Fire Detection System Electrical Schematic (Sheet 1 of 2)

Canada Ltd.
System Operation NOTES

General
The fire detection system monitors each nacelle,
providing a visual indication of fire, overheat, or
sensor loop fault. Since the system operation for
each nacelle is identical, only the operation of
the left nacelle system is described (Figures 26-9
and 26-10). Figure 26-8 shows the glareshield
and master warning lights.
Fire Alarm Operation

In the event of fire or overheat in the nacelle,
sensor loops react to temperature increase
with an increase in gas pressure. When the gas
pressure reaches a preset value, the respon-
der alarm switch snaps overcenter, closing the
alarm switch. This causes a voltage increase
of the detector alarm signal input to the con-
trol unit, triggering the PULL FUEL OFF
handle drive and the alarm generator. The
handle drive powers the PULL FUEL OFF
handle lights, causing the handle to glow red
and the CHECK FIRE DET warning light to
illuminate. The alarm generator circuit trig-
gers the fire warning drive, illuminating two
flashing ENGINE FIRE warning lights on
the glareshield panel and sounding the fire
bell (SOO 8105).
Pressing the ENGINE FIRE light applies a

voltage to the fire warning cutout/reset circuit
in the control unit, latching off the warning
circuit and disabling the output to the ENGINE
FIRE light(s) and silencing the fire bell (SOO
8105). The lights and the fire bell will then
be available if a fire/overheat condition oc-
curs in the other nacelle. The fire warning
drive circuit can be latched off only if an
alarm condition exists. If the alarm signal
passes, the triggered fire warning drive cir-
cuit automatically resets for a subsequent
alarm condition.
Revision 2 26-13
26-14
100 SERIES 300

100 SERIES 300 SERIES
SERIES
ENG
ENG NO.
NO. 11 ENG
ENG NO.
NO. 11 ENG NO.
ENG NO. 11
RESPONDER RESPONDER RESPONDER
RESPONDER RESPONDER RESPONDER
LOOPA
LOOP
LOOP A LOOP
LOOP BB LOOP
LOOP B B
(PRE-MOD
(PRE-MOD P2.5/3.0 AIR PIPE
P2.5/3.0 AIR PIPE
8/1835)
8/1835) (MOD
(MOD 8/1835)
8/1835)
3K
3K
A
A D
D A
A D
D B
B C
C

Canada Ltd.
Revision 2
Figure 26-9. Fire Detection System Electrical Schematic (Sheet 2 of 2)

Canada Ltd.
Loop Fault Operation TEST DETECTION switch is held. If only

one loop is selected, its alarm circuits are
If a sensor loop or its associated circuitry mal- tested continuously while integrity fault and
functions, the FAULT lights, as applicable, power fault are tested alternately.
illuminate simultaneously with the CHECK
FIRE DET. During the test, the fire bell (SOO 8105)
sounds and the following lights illuminate:
Normally, current from the control unit is
transmitted to the integrity switch in the re- • ENGINE FIRE warning light(s) flashing
sponder. With the integrity switch in the nor-
mally closed position, current is routed through • CHECK FIRE DET warning light
a resistor and back to the control unit through
the detector alarm/integrity line to the fault • PULL FUEL OFF handle light
comparator and drive. If either the detector
power or the detector alarm signal wiring is • FAULT A and FAULT B lights
broken, or if loop damage causes the integrity
switch to open, the resistance of the respon- If the CHECK FIRE DET, PULL FUEL OFF,
der increases, resulting in a voltage drop to the FAULT A, or FAULT B light does not illumi-
fault comparator and drive. If a short occurs nate or flash at 1/2-second intervals during the
between either line of the detector and ground, test, the associated loop has failed. Selecting
voltage to the fault comparator and drive de- the serviceable loop causes its FAULT light to
creases. When the voltage drops, the fault illuminate steadily. Selecting the unservice-
comparator and drive illuminates the CHECK able loop causes its FAULT light to flash or not
FIRE DET light and the respective sensor loop to illuminate.
FAULT light.
A power failure to either loop control circuit NOTES

is sensed by the respective fault comparator
and drive. Alternate power to the failed loop
fault comparator drive circuit is automatically
provided by the bus of the functional loop.
When the power failure fault is activated, the
CHECK FIRE DET light illuminates simul-
taneously with the failed loop FAULT light.
Power failure fault warning is available only
when the LOOP SELECTOR switch is in the
BOTH position.
Fire Detection Test

The test circuitry in the control unit becomes
active when the TEST DETECTION switch is
moved left or right to test a nacelle system.
When initiating the test, power is applied to
the oscillator circuit in the control unit. The
oscillator feeds the fault drive circuits, caus-
ing them to alternately test the loop A and B
fire alarms and integrity fault and power bus
fault for both loops. The test signals simulate
fault and alarm conditions in each loop circuit.
The test continues to alternate as long as the
Revision 2 26-15
Canada Ltd.
CLAMP
ELECTRICAL
WIRING
HARNESS
RESPONDER
AIR SWITCHING
VALVE
DIFFUSER
PIPE
RH ENGINE VIEW
Figure 26-10. Fire Detection (300 Series) (Mod 8/1835)
26-16 Revision 2
Canada Ltd.
FIRE DETECTION— NOTES

(300 SERIES)
The fire detection system (Figure 26-10) on the
300 series aircraft works exactly the same as
on the 100 series.
On Mod 8/1835 aircraft, the existing loop B

is disconnected from its control unit and
capped off. A new loop B and responder is now
connected to the control unit. The new loop
B is mounted onto the right hand intercom-
pressor case P2.5 pipe next to the air switch-
ing valve.
References:
• de Haviland, Service Bulletin 8-26-14
• Airworthiness Directive CF-91-26R1
• Pratt and Whitney Service Bulletin

21113
Revision 2 26-17
Canada Ltd.
ENGINE FIRE
PRESS TO RESET
WARNING
PRESS TO RESET ENGINE FIRE
PRESS TO RESET
FUEL EMERGENCY
SHUTOFF VALVE
FIRE-EXTINGUISHING
POSITION INDICATOR
SELECTOR SWITCH
LIGHTS ( GREEN ) (WHITE )
EXTG
FUEL VALVE
A AFT BLT
OPEN CLOSE
G W
FIRE DETECTION
A FWD BLT LOOP ARMING
BOTH
A SELECTOR SWITCH
B
FIRE-EXTINGUISHING
ARMING INDICATOR FAULT FAULT
A B
LIGHTS
LOOP FAULT INDICATOR LOOP SELECTION

ENGINE 1
LIGHTS
PULL FUEL OFF
EMERGENCY FIRE TEST SWITCH

CONTROL HANDLE
AND LIGHT
Figure 26-11. Fire Protection Panel
26-18 Revision 2
Canada Ltd.
ENGINE FIRE EXTINGUISHING Fire Extinguisher Control Switches

Two EXTG switches, with positions labeled
General “AFT BTL’’ and “FWD BTL,’’ control the
The engine fire-extinguishing system consists application of electrical power for detonation of
of two extinguisher bottles, discharge car- the discharge squibs.
tridges (squibs), and associated discharge
valves and distribution lines to the nacelles. Fire-Extinguisher-Armed
A red thermal discharge indicator provides Indicator Lights
visual indication of thermal discharge of the
bottles; normal discharge of the bottles is in- Two amber extinguisher-armed indicator lights
dicated by a yellow indicator. A pressure are located adjacent to each extinguisher switch.
switch/gage on each bottle completes a circuit When the related PULL FUEL OFF handle is
to each arm advisory light to provide a visual pulled, power is applied to the indicator circuits
check of bottle contents. through the pressure switch/gage. The lights
illuminate to indicate that the control circuits are
The control circuit for each engine is armed armed and the associated bottle is charged.
by pulling the corresponding PULL FUEL
OFF handle on the fire protection panel, which Fuel Emergency Shutoff Valve
also initiates fuel and hydraulic fluid shutoff Position Indicator Lights
for the engine. White FUEL VALVE CLOSED and green
FUEL VALVE OPEN lights provide visual in-
Bottle discharge is controlled by EXTG dication of fuel emergency shutoff valve po-
switches on the panel. These switches initiate sition. Test circuits for the lights are powered
detonation of a corresponding squib on the from the advisory lights system.
appropriate bottle.
Electrical power to the extinguishing system NOTES

is from the battery bus. On airplanes with Mod
8/0195, additional circuit breakers provide an
independent power supply to close the fuel
emergency shutoff valves.
Components Description and

Operation
Fire Protection Panel
The fire protection panel (Figure 26-11)
incorporates the following switches and indicators.
PULL FUEL OFF Handles

Pulling this handle completes circuits to arm the
extinguisher control circuits and close the fuel
and hydraulic fluid emergency shutoff valves.
The handle illuminates when a fire or overheat
condition is detected.
Revision 2 26-19
Canada Ltd.
THERMAL
RELIEF VALVE DISCHARGE LINE
TO NO. 2 NACELLE
DISCHARGE LINE
TO NO. 1 NACELLE
FILL AND
THERMAL
RELIEF VALVE
DISCHARGE
VALVES
AND SWIVELS
ELECTRICAL THERMAL
CONNECTOR DISCHARGE
RECEPTACLE INDICATOR
(RED) DISCHARGE VALVES
AND SWIVELS
PRESSURE
SYSTEM DISCHARGE
INDICATOR (YELLOW) SWITCH /GAGE
PRESSURE SWITCH /
GAGE (TYPICAL)
Figure 26-12. Fire Extinguisher Bottles Installation
FROM FIRE
EXTINGUISHER
BOTTLES
ZONE 3A
ZONE 2
DISCHARGE
PORT (TYPICAL)
ZONE 3
ZONE 1
Figure 26-13. Distribution Lines
26-20 Revision 2
Canada Ltd.
Fire Extinguisher Bottles Each bottle has a volume of 378 cubic inches and
is filled with 9 pounds of bromotrifluoromethane
The two stainless steel fire extinguisher bot- (CBrF3) (Halon). The bottles are pressurized with
tles (Figure 26-12) incorporate discharge nitrogen to 600 to 625 psi at 70° F (21° C).
valves, a combination fill and thermal relief
valve, and a pressure switch/gage.
Distribution Lines
Each discharge valve consists of a plug that is The distribution lines from the discharge valve
held by a destructible housing and a stem. A swivels on the extinguisher bottles terminate in
swivel, capable of 360° rotation to facilitate designated fire zones (Figure 26-13). Tubing at
tubing alignment, is located between the hous- discharge points is sized to deliver the correct
ing and the valve boss. The swivel incorporates quantity of extinguishant to suit the volume and
an integral, threaded discharge port. An elec- ventilation characteristics of each zone.
trically actuated squib is installed in the hous-
ing. One discharge port on each bottle is System Discharge Indicator
connected to a discharge line to each nacelle.
The yellow system discharge indicator
The fill and thermal relief valve consists of a (Figure 26-14), located on the fuselage skin,
fill fitting with a thermal relief valve con- below the left inboard flap, provides visual
nected in series. Under normal conditions, the indication of normal discharging of the bottles.
valve functions as a check valve to prevent re- The piston-operated indicator is connected
verse flow through the fill fitting. If com- through check valves and tubing to a tee in each
partment temperature exceeds 187 ±10° F (86 discharge line. The discharge of either bottle
±5° C), bottle pressure rises to 1,300 to 1,450 into either discharge line acts on a piston to
psi, and a disc in the valve ruptures to relieve eject the yellow discharge indicator disc.
pressure through the fill fitting. Tubing con-
nected to the fill fitting directs discharge to the Thermal Discharge Indicator
red thermal discharge indicator. The red thermal discharge indicator, located
above the system discharge indicator, pro-
The pressure switch/gage provides bottle pres- vides visual indication of thermal discharge
sure reading. Inspection windows in the of the bottles. The indicator is connected
wing/fuselage fairing enable pressure check- through tubing to each bottle fill fitting.
ing without opening a panel. A pressure switch Discharge of either bottle due to high tem-
in the gage is connected to the bottle-armed perature in the compartment ejects the indi-
light circuits. Contacts in the switch open as cator and dumps the extinguishant overboard.
pressure decreases to 265 to 200 psi.
RED
DURING VISUAL INSPECTION,

IF THE DISK IS MISSING,
THERMAL DISCHARGE
HAS OCCURED.
YELLOW
DURING VISUAL INSPECTION,
IF THE DISK IS MISSING,
DISCHARGE INTO THE
NACELLE HAS OCCURED.
Figure 26-14. Fire Extinguisher Discharge Indicator Discs
Revision 2 26-21
Canada Ltd.
NO. 1 NACELLE
DISCHARGE
SQUIBS (4)
FORWARD
EXTINGUISHED TO RIGHT
BOTTLE NACELLE
LEFT EXTINGUISHER
DISCHARGE SWITCH NO. 1 ENGINE FUEL VALVE
POSITION INDICATOR LIGHTS
THREE-POSITION SWITCH IS SPRING-
LOADED AT CENTER. AFTER PULLING ILLUMINATE ALTERNATELY TO
PULL FUEL OFF HANDLE, MOVING INDICATE FUEL VALVE IS
SWITCH TO FWB BTL AND/OR AFT OPEN (GREEN)
BTL DETONATES ASSOCIATED LEFT AFT OR CLOSED (WHITE)
SQUIB, DISCHARGING ENTIRE EXTINGUISHER
CONTENTS OF SELECTED BOTTLE INTO BOTTLE
NO. 1 NACELLE.
EXTNG FUEL VALVE FUEL VALVE EXTC

AFT BTL OPEN CLOSED CLOSED OPEN AFT BTL
BAGGAGE
SMOKE WARNING
FWD BTL FWD BTL TEST 1

BOTH BOTH
A B A B OFF
FAULT FAULT FAULT FAULT

A B A B TEST 2
LOOP SELECTION LOOP SELECTION
ENGINE 1 ENGINE 1
PULL FUEL OFF TEST PULL FUEL OFF

DETECTION
EXTINGUISHER ARM LIGHTS (YELLOW) LEFT FUEL PULL OFF

HANDLE
WHEN PULL FUEL OFF HANDLE IS PULLED.
LIGHTS ILLUMINATE TO INDICATE ASSOCIATED WHEN PULLED, FUEL AND HYDRAULIC
AFT BOTTLE AND FORWARD BOTTLE ARE CHARGED AND SHUTOFF VALVES TO NO. 1 ENGINE CLOSE,
ARMED FOR DISCHARGE INTO THE NO. 1 AND LEFT NACELLE DISCHARGE SQUIBS ARE
NACELLE. EACH LIGHT GOES OUT WHEN ITS BOTTLE ARMED FOR USE. PUSHING BACK IN DISARMS
IS DISCHARGED OR IF THE SYSTEM IS DISARMED. SQUIBS AND REOPENS SHUTOFF VALVES.
Figure 26-15. Engine Fire-Extinguishing System
26-22 Revision 2
Canada Ltd.
System Operation System operation with the PULL FUEL OFF

handle pulled is shown in MSM Chapter 26.
General
Selecting the EXTG switch to FWD BTL com-
Engine fire extinguishing is manually initiated.
pletes a circuit from the right essential bus to
The requirement for operation of the system
detonate the forward squib on the forward
for individual engine(s) is normally preceded
bottle, rupturing the destructible area of the
by a warning from the engine fire detection
discharge valve. The bottle discharges into
system; however, a fire warning is not manda-
the No. 1 nacelle, and the FWD BTL indica-
tory for operation of the system.
tor light goes out as the bottle pressure de-
creases below 265 psi.
With the master WARNING (red) light flash-
ing, the CHECK FIRE DET warning light il-
Some of the discharged agent is routed through
luminates to indicate fire in one of the nacelles,
tubing to act on a piston that ruptures the yel-
and an illuminated PULL FUEL OFF handle
low discharge indicator.
indicates the affected nacelle. Fire extin-
guishing is initiated as follows.
Selecting the EXTG switch to AFT BTL, if
required, completes a circuit from the right
NOTE essential bus to detonate the aft squib on the
Since operation of the fire extin- aft bottle, rupturing the discharge valve. The
guisher system is similar for both bottle discharges into the No. 1 nacelle, as
engines, only the operation of the indicated by the AFT BTL indicator light
No. 1 engine system is described. going out.
The armed (or actuated) extinguishing system

Operating Sequence is reset when the PULL FUEL OFF handle is
pushed in (MSM Chapter 26), disarming the
Pulling the PULL FUEL OFF handle squibs and opening the fuel emergency shutoff
(Figure 26-15) completes circuitry to initiate valve and firewall hydraulic shutoff valve. The
the following: white FUEL VALVE CLOSED light goes out,
and the green FUEL VALVE OPEN
1. The No. 1 engine fuel emergency shut- light illuminates.
off valve is energized closed, as indi-
cated by illumination of a white FUEL
VALVE CLOSED light. The green
FUEL VALVE OPEN light goes out.
2. The No. 1 engine hydraulic shutoff

valve is energized closed.
3. The extinguisher switch is armed.
4. The forward squib of the forward fire

bottle is armed and the No. 1 engine
FWD BTL indicator light illuminates
if the proper pressure is in the bottle.
Power is from the battery bus.
5. The aft squib of the aft extinguisher

bottle is armed and the No. 1 engine
AFT BTL light illuminates if the proper
pressure is in the bottle.
Revision 4—July 1995 26-23

26-24
SMOKE DETECTOR
INDICATOR LIGHT (RED)
INTERRUPT
SWITCH 1990 INTERIOR
AND
POWER SELF TEST SUBSEQUENT
INDICATOR SWITCH
LIGHT
FLIGHT

ATTENDANT'S PINK GREEN
ANNUNCIATOR GREEN AMBER
PANEL RED BLUE
ALARM SMOKE
INDICATOR DETECTOR
LIGHT
LEGEND
PRE-1990
INTERIOR RED–LAVATORY SMOKE
GREEN – (FLASHING) – OXYGEN PRESSURIZED
DROP DOWN OXYGEN ONLY
PINK – EMERGENCY CALL
GREEN – P.A. ACTIVE
AMBER – LAVATORY CALL
BLUE – MASTER CALL
WARDROBE
S1
A G
LAV SMOKE
NC
C
NO
DET OFF NC
SW C P2
NO
1
LAVATORY
7 SMOKE
DETECTOR
R 5
Revision 4—July 1995
TO PA 9
LAV SYSTEM TO SERVICE CALL
5 SMK HIGH CHIME BUTTON IN LAVATORY
11
DET
28-VDC
Canada Ltd.
R ESS BUS
LAVATORY TECH C
RR3321B
Figure 26-16. Lavatory Smoke Detection System and Electrical Schematic
Canada Ltd.
or until the LAV SMOKE DET OFF switch is

LAVATORY FIRE selected to the off (amber) position. The au-
PROTECTION SYSTEM dible sound from the detector ceases, the red
indicator light goes out, and the chime on the
public address system ceases.
LAVATORY SMOKE
DETECTION—MOD 8/0266
System Test
General Selecting the LAV SMOKE DET OFF switch
The smoke detection system continuously to the on (green) position and rotating the
monitors the lavatory to detect smoke gener- keyed test switch on the smoke detector 90°
ated by an incipient or active fire and pro- counterclockwise produces a simulated alarm
vides visual and audible warning when smoke condition to verify system operation. The au-
density exceeds a predetermined level. The dible warning sound from the smoke detector
system consists of a smoke detector mounted occurs simultaneously with the flashing red in-
in the lavatory at the top of the forward dicator light and the audible warning on the
wa l l , a wa r n i n g h o r n , a n d a t e s t s w i t c h public address system. Rotation of the switch
(Figure 26-16). clockwise to its original position extinguishes
the red indicator light and silences the warn-
The detector is wired to a red indicator light ing from the detector and the public address
on the overhead bin adjacent to the airstair door system. Selecting the LAV SMOKE DET OFF
and activates an audible chime on the public switch off changes the switch coloring from
address system. The detector contains a sens- green to amber.
ing chamber that houses an invisible infrared
LED, a photodiode, and associated circuitry.
NOTES
A push-button, alternate-action smoke detec-
tor switch above the wardrobe is labeled “LAV
SMOKE DET OFF,’’ with amber lighting for
the off position and green lighting to denote
the on position.
System Operation
Air in the lavatory passes through the smoke
detector, entering the sensing chamber where
it is sampled for the presence of smoke. Light
from the pulsing LED light source is reflected
by smoke particles into the photodiode light
sensor. At the first detection of smoke, the
pulse rating of the LED increases eight times
above the normal rate. When the sensor con-
firms smoke for two consecutive pulses, it
produces a signal to trigger an audible warn-
ing from the detector, illuminate the red in-
dicator light, and produce an audible sound on
the public address system.
The smoke detector maintains the alarm sig-
nal until smoke density returns to a safe level
Revision 2 26-25
Canada Ltd.
INTERRUPT FRONT
SWITCH
POWER FLIGHT ATTENDANT'S
INDICATOR SELF-TEST ANNUNCIATOR PANEL
LIGHT SWITCH
SMOKE
ALARM
DETECTOR
INDICATOR
LIGHT
D
FW
REAR
FLIGHT ATTENDANT'S
ANNUNCIATOR PANEL
D
FW
LAVATORY AFT
Figure 26-17. Lavatory Smoke Detection System—Series 300
26-26 Revision 2
Canada Ltd.
LAVATORY SMOKE NOTES

DETECTION—SERIES 300
General
The smoke detector system continuously
monitors the lavatory compartment to detect
smoke generated by an incipient fire and pro-
vides visual and audible warnings when
smoke exceeds a predetermined level. The
system includes one smoke detector assem-
bly with a built-in evacuation horn, mounted
in the lavatory at the top of the forward wall
(Figure 26-17).
The detector is interconnected with two red

warning lights. One is located on the front
flight attendant’s annunciator panel on the
overhead bin beside the airstair door entrance.
The other light is on the rear flight attendant’s
annunciator panel in the galley area of the
rear cabin.
The smoke detector, mounted on a bracket,

contains a dual-chamber ionization chamber
sensing unit and associated circuitry.
Revision 2 26-27
Canada Ltd.
LAVATORY
SMOKE
DETECTOR
P3 8 3 6 12 14 7
R
DS3
REAR FLIGHT
ATTENDANT'S
ANNUNCIATOR
PANEL
R
TO
PA SYSTEM
HIGH CHIME
DS2
FRONT FLIGHT
ATTENDANT'S
ANNUNCIATOR
PANEL
LAV
SMK 5 R
DET
28–VDC
R ESS BUS
Figure 26-18. Lavatory Smoke Detection Electrical Schematic—Series 300
BOTTLE
NOZZLES
Figure 26-19. Lavatory Fire Extinguisher
26-28 Revision 2
Canada Ltd.
System Operation The system is fully automatic. When a fire

condition occurs and the temperature increases
Air in the lavatory passes through the smoke to approximately 170° F (76° C), the fused
detector and enters the dual-chamber ioniza- ends of the distribution lines melt, releasing
tion sensor. If smoke is present, the change in the extinguishant into the garbage container.
ion density is sensed, and a signal is generated
that triggers an audible sound from the de-
tector and illuminates a red alarm indicator NOTES
light on the face of the detector. The two red
warning lights on the flight attendant’s an-
nunciator panels illuminate, and the public
address system chime sounds once. The smoke
detector maintains the audible alarm signal
until the smoke density returns to a safe level
or the interrupt switch on the face of the de-
tector is depressed. The audible detector alarm
and the chime are silenced, and the annunci-
ator lights are extinguished. However, the red
alarm indicator light on the face of the detec-
tor remains illuminated until the air clears, at
which time it goes out, indicating the system
has reset. An electrical schematic of the smoke
detection system is shown in Figure 26-18.
System Test
Pushing the self-test switch on the face of the
detector causes a simulated alarm condition
which verifies operation of the system. The
detector alarm indicator light and front and
rear flight attendant’s annunciator lights il-
luminate, and the audible alarm horn and the
public address system chime are activated.
Releasing the self-test button or depressing the
interrupt switch extinguishes the detector
alarm indicator light and the annunciator
panel warning lights. The detector alarm horn
is also deactivated.
LAVATORY FIRE
EXTINGUISHING
The lavatory fire-extinguishing system con-
sists of a fire-extinguishing bottle and asso-
ciated distribution lines. The stainless steel,
fully automatic, disposable extinguisher bot-
tle with heat-activated, fused distribution lines
is located in the lavatory garbage container
(Figure 26-19).
Revision 2 26-29
Canada Ltd.
NO. 2 DETECTOR NO. 1 DETECTOR DETECTOR NO. 2

(BULKHEAD MOUNTED) (CEILING MOUNTED) (BULKHEAD MOUNTED)
X543.50 X680.00
X610.00
DETECTOR NO. 1
X577.43
(CEILING MOUNTED)
SERIES 100 SERIES 300
VALVE EXTG
OPEN AFT BTL
BAGGAGE
SMOKE WARNING
FWD BTL TEST 1

BOTH
A B OFF
FAULT
B TEST 2
SMOKE DETECTOR
TEST SWITCH
LOOP SELECTION
ENGINE 1
SMOKE
PULL FUEL OFF
TECH CHECK
RR3322B 26-20
Figure 26-20. Baggage Compartment Smoke Detection System—Series 100 and 300
X577.43 NO. 1 DETECTOR
NO. 2
DETECTOR BULKHEAD-MOUNTED X680.00
SMOKE DETECTOR
P4 A B C D EF BAGGAGE COMPT
CEILING-MOUNTED
SMOKE DETECTOR
P2 A B C DE F
P3 A B C D E F
1J3 A B C D EF
P1
SMOKE DETECTOR
1 CONTROL
2 AMPLIFIER 5 6 1 2
4 3
3 SIGNAL
4 IMPUT S1
5 TEST SW
6
7
8 BEACON TEST 1 TEST 2
9 ALARM
10 GROUND OFF
11 28 VDC
12 TESTING
LOGIC
5 SMOKE SMOKE
CIRCUIT
DET
MASTER
28 VDC CONTROL PANEL
R ESS BUS
PRE MOD 8/0235
28
DIM AND WARNING
SMOKE V
TEST LOGIC LIGHTS PANEL
DC
TECH CHECK
RR3321B 26-21
Figure 26-21. Baggage Compartment Smoke Detection System Electrical Schematic
26-30 Revision 2
Canada Ltd.
nate the SMOKE warning light and flash the

BAGGAGE master WARNING light.
COMPARTMENT SMOKE
The detectors maintain the alarm signal until
DETECTION SYSTEM— density returns to a safe level, at which time
SERIES 100/300 the voltage to the amplifier decreases to 9 to
11 VDC and the amplifier resets and extin-
guishes the warning lights.
GENERAL
The smoke detection system continuously SYSTEM TEST
monitors the rear baggage compartment to de-
tect smoke generated by an incipient or active With the test switch held in the TEST 1 posi-
fire, providing a visual warning when smoke tion, the No. 1 smoke detector test light comes
density exceeds a predetermined level. The on to provide a light source directed at the
system includes two identical smoke detectors, photocell. This causes a simulated alarm con-
one on the bulkhead and one on the ceiling, a dition to verify operation of the system. The
control amplifier on the avionics rack, and a SMOKE warning light comes on, and the mas-
test switch (Figure 26-20). ter WARNING light flashes. Releasing the
switch to OFF extinguishes the warning lights.
Each detector contains a labyrinth that houses Holding the switch at TEST 2 repeats the
a beacon light to provide a constant light above results for the No. 2 smoke detector.
source, a photocell, a test light, and associated
circuitry. The components are shock-mounted Figure 26-21 is an electrical schematic of the
to protect against vibration, and a perforated, baggage compartment smoke detection system.
removable cage protects them from damage.
The detectors transmit electrical signals to
the amplifier, which illuminates the red
SMOKE warning light as required.
The system is powered by 28 VDC from the

right essential bus through the 5-amp SMOKE
DET circuit breaker.
SYSTEM OPERATION
Air in the baggage compartment passes
through the perforated cage of the smoke de-
tectors and enters the labyrinth where it is
sampled for the presence of smoke. Smoke in
the airflow directs light from the beacon light
into the photocells, lowering their resistance.
This initiates a voltage proportional to smoke
density into the control amplifier. If the smoke
is sufficient to reduce light transmission in the
labyrinth to 90 ±5%, the voltage from one or
more of the detectors exceeds the amplifier
alarm point of 13 to 15 VDC. This causes an
alarm relay in the amplifier to energize, trig-
gering an electronic logic circuit to illumi-
Revision 2 26-31
Canada Ltd.
BAGGAGE COMPARTMENT
DIVIDER BULKHEAD (LOOKING AFT)
INDICATOR DISC
GREEN
RED
YELLOW
AFT OF PILOT'S SEAT
FLIGHT ATTENDANT'S
CLOSET
Figure 26-22. Portable Fire Extinguishers—Series 100
26-32 Revision 2
Canada Ltd.
PORTABLE FIRE NOTES

EXTINGUISHERS—
SERIES 100
Three manually operated fire extinguishers are
installed in the airplane, one aft of the pilot’s
seat and two in the cabin (Figure 26-22). The
extinguishers in the cabin are located in the
emergency storage compartment and on the di-
vider bulkhead in the baggage compartment.
All of the extinguishers are retained in quick-
release brackets, and instructions for their
use are displayed on the extinguisher.
The Halon 1211 universal extinguishant in each

bottle is suitable for use on electrical, fuel, or oil
fires. It is not corrosive and does not cause cold
burns, harm fabrics, or leave residue.
PORTABLE FIRE
EXTINGUISHERS—
SERIES 300
Four manually operated portable fire extin-
guishers are provided: one aft of the pilot’s
seat, one in the emergency stowage compart-
ment, one on the baggage compartment di-
vider bulkhead, and one behind the front row
rear facing passenger seat on the right side.
NOTE
Portable fire extinguishers may be
replaced by different types by a cus-
tomer, but locations will remain
the same.
Revision 2 26-33
Canada Ltd.
• If a sensor loop connector is contami-

MAINTENANCE nated, clean with a solvent approved for
CONSIDERATIONS use with electrical connectors, and blow
out with dry air or nitrogen. Never use
any lubricant in connectors. Never use
MAINTENANCE PRACTICES carbon tetrachloride as a cleaner.
The maintenance practices found in the • Use a light source and a mirror to check
Maintenance Manual usually relate to re- that the blanking or shunting wire is re-
moval/installation and adjustment/test. The moved from cartridges prior to installing
following procedures apply to the fire pro- electrical connectors.
tection system in a general sense:
• Prior to assembly and tightening fire
• The clearance between the fire detection extinguisher system tubing, apply a light
sensor and the adjacent structure must c o a t i n g o f F E L P RO - C 6 2 1 t o m a l e
not be less than 0.25 inch. threads at each connection, with the ex-
ception of the first two threads entering
• Exercise extreme care during mainte- the female threads.
nance not to twist, kink, or dent the sen-
sor loop. Bend radii must be constant and
no less than one inch. WARNING
• Fire-extinguishing agent (bromotriflu- Fire extinguisher bottle squibs are

oromethane) is nonpoisonous but semi- pyrotechnic devices. Inadvertent
toxic. Contact with the agent or detonation can cause injury to ser-
breathing its vapors should be avoided. vicing personnel. The electrical con-
Thoroughly ventilate closed areas be- nector pins on the squib must be
fore entering. protected by a blank or shorted by
a piece of wire.
• Never attempt to repair a sensor loop or
a detection control unit in the field. They WARNING
are remove-and-replace items if they
fail or are damaged. Do not loosen cartridge housing as-
sembly when removing or installing
• If a sensor loop is stored, ensure that it a cartridge. The bottle may discharge
is kept in an area where no physical and cause serious injury to servic-
damage will occur to the outer shell. Do ing personnel.
not place objects on top of a sensor loop.
WARNING
• The number of times a sensor loop is
bent for installation must be kept to a Do not use a voltmeter, flashlight
minimum to avoid cold working of the battery, continuity light, or any sim-
outer shell. ilar device to test fire bottle car-
tridges. These devices may affect
• When working close to a sensor loop, or the useful life of the cartridge and
on the unit itself, take precaution to pre- could cause inadvertent detonation.
vent damage to the loop by tools and
equipment (scratching the outer shell,
denting, crushing, etc.).
26-34 Revision 2
Canada Ltd.
SERVICING FUNCTIONAL CHECKS

The nacelle fire extinguisher bottles cannot be
Functional (operational) checks are normally
recharged in the airplane. Removal and re-
performed after maintenance has been ac-
placement with a serviceable bottle is neces-
complished on a system. They may also be
sary since bottle recharging requires special
performed when a system is suspected of mal-
equipment available only at an authorized
functioning. Functional checks are frequently
agency equipped to perform recharging. The
a part of a maintenance procedure and are not
bottles are charged with bromotrifluo-
called out separately. They sometimes include
romethane and are pressurized with nitrogen.
such maintenance tasks as final adjustment,
torquing, and safetying. Chapter 26 of the
The portable fire extinguishers are charged
Maintenance Manual provides procedures for
with Halon 1211 agent and are nitrogen-pres-
performing the following functional checks:
surized; the extinguishers can be recharged at
any approved fire equipment service shop.
CHAPTER/SECTION
INSPECTIONS • Engine fire detection
system ........................................26-11-
Unscheduled Maintenance 00
Checks
• Smoke detection system 26-12-00
Chapter/Section 5-50-00 of the Maintenance
Manual provides complete instructions for • Engine fire-extinguishing
maintenance checks (inspections) required circuits .......................................26-20-
after overstress or abnormal use of speci- 00
fied systems. It does not contain any in-
spections pertaining to the fire protection Due to length and complexity, these checks are
system. However, Chapter/Section 26-20-11 not presented in this chapter. Refer to the
provides an inspection/check of the fire ex- Maintenance Manual chapter/section listed.
tinguisher bottles.
Scheduled Maintenance
Checks
Scheduled maintenance checks are listed in the
Maintenance Program, PSM 1-8-7.
FAULT ANALYSIS
Isolation of a fault or malfunction can be
accomplished by a systematic analysis of the
trouble, beginning with the most probable
cause and progressing to the least probable
cause. Any system(s) interfaced with the
troubled system should be operating properly
prior to troubleshooting.
Revision 2 26-35

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DASH 8 SERIES MAINTENANCE

TRAINING MANUAL VOL1 PART1

DASH 8 MAINTENANCE TRAINING MANUAL, VOLUME 1

Record of Revision No. 5.1

safety begins with a well-trained maintenance technician...

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

T h i s m a n u a l i s i n t wo p a r t s : t h e b a s i c The goal of this course is to provide the very

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

REFERENCE DESCRIPTION LOCATION

ACM Air Cycle Machine Air Conditioning/Pressurization

ADC Air Data Computer Flight Instruments

ADI Attitude Director Indicator Flight Instruments

AFCS Automatic Flight Control System Auto Flight

APU Auxiliary Power Unit Auxiliary Power

ASCB Avionics Standard Communications Autopilot Flight Instruments

BBPU Bus Bar Protection Unit Electrical (AC and DC)

BITE Built-In Test Equipment Electrical/APU

CLA Condition Lever Angle (Pitch) Propeller/Powerplant

CPU Central Processor Unit Auto Flight

CVR Cockpit Voice Recorder Avionics/Communications

DFDR Digital Flight Data Recorder Avionics/Communications

EADI Electronic Attitude Director Indicator Flight Instruments

ECU Electronic Control Unit Engine

EFIS Electronic Flight Instrument System Flight Instruments

EHSI Electronic Horizontal Situation Indicator Flight Instruments

ELT Emergency Locator Transmitter Avionics/Communications

ESU Electronic Sequence Unit Auxiliary Power

FDAU Flight Data Acquisition Unit Avionics/Communications

FGC Flight Guidance Computer Automatic Flight

FPU Flap Power Unit Flight Controls

GCU Generator Control Unit Powerplant Electrical (AC)

GPWS Ground Proximity Warning System Avionics/Communications

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

HMU Hydromechanical Fuel Control Unit Powerplants

HSI Horizontal Situation Indicator Flight Instruments

IMU Inertial Measurement Unit Flight Instruments

IVSI Inertial Vertical Speed Indicator

PCU Propeller Control Unit Powerplants/Each Nacelle

PFCS Powered Flight Control Surface Indicator Flight Instrument

PLA Power Lever Angle Powerplants

PSEU Proximity Switch Electronic Unit Doors—Flight-Taxi Switch

PSU Passenger Service Unit Aircraft General

PTT Press-to-Talk Switch Avionics/Communications

PTU Hydraulic Power Transfer Unit Hydraulic Power/Landing Gear

RMI Radio Magnetic Indicator Flight Instruments

SCU Signal Conditioner Unit Powerplant/Each Nacelle

SPU Standby Power System Hydraulic Power

TRU Transformer-Rectifier Unit Electrical

ULD Underwater Locating Device Avionics/Communications

WOW Weight on Wheels

XFMR Transformer Electrical

TCS Touch Control Steering Automatic Flight

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL

DOCUMENTATION update the Dash 8 Maintenance Manual.

DASH 8 SERIES 100/300 MAINTENANCE TRAINING MANUAL