Dash8 - 100 - Series Training AOM

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SERIES 100
AIRCRAFT MAINTENANCE MANUAL
**ON A/C ALL
ENGINE FUEL INDICATING − GENERAL
1. General
Engine fuel indicating associated with the engine fuel and control system consists of a fuel
low pressure warning system, a fuel flow indicating system and a fuel temperature indicating
system for each engine. The systems for each engine have like components and are identical
in operation.
Fuel low pressure warning consists of a fuel low pressure switch, sensing fuel pump inlet
pressure and connected by electrical wiring to the caution lights system. Fuel flow indicating
is by means of a transmitter sensing fuel flow to the engine fuel manifold, connected by
electrical wiring to an indicator on the engine instrument panel. Fuel temperature indicating is
by means of a transmitter sensing temperature at the fuel pump inlet, connected by electrical
wiring to an indicator on the engine instrument panel.
For location of the fuel low pressure switches, and fuel flow and fuel temperature transmitter,
refer to ENGINE FUEL AND CONTROL − GENERAL, Figure 1.
Other indications associated with the fuel system are fuel quantity indicating systems, one for
each fuel tank; refer to Chapter 28.
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FUEL LOW PRESSURE WARNING − DESCRIPTION AND OPERATION
1. General
Two identical but separate fuel low pressure warning systems, monitor input fuel pressure to
the engine driven fuel pump for each engine. In the event fuel pressure falls below a pre−set
minimum pressure, the system activates caution lights.
2. Description
Refer to Figure 1.
The fuel low pressure warning is provided by a fuel low pressure switch. The switch is
installed in a tapping in the fuel/filter housing, upstream of the engine driven fuel pump.
Each switch is connected to the appropriate ENG FUEL PRESS negative seeking caution
light circuit in the caution lights panel in the flight compartment.
For details of the caution lights system, refer to Chapter 33.
3. Operation
Refer to Figure 2.
The switch is provided with one contact set. The switch mechanism is calibrated to operate
the contact from C to N.O. on increasing fuel delivery pressure of 7.5 + or − 0.8 psig and from
C to N.C. at 5.5 + or − 0.8 psig decreasing pressure.
The N.C. contact is connected to ground and the N.O. contact is an open circuit.
With fuel delivery pressure above 7.5 psig, the ground is removed and the associated caution
light goes out.
Should the fuel delivery pressure fall below 5.5 psig, the caution light logic circuit is connected
to ground and the caution light comes on.
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FUEL LOW PRESSURE WARNING

Figure 1
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FUEL LOW PRESSURE WARNING

Figure 2
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**ON A/C ALL
FUEL FLOW INDICATING − DESCRIPTION AND OPERATION
1. General
Fuel flow indicating for the engine fuel and control installation consists of two identical, but
independent fuel flow indicating systems, one for each engine. Each system consists of a fuel
flow transmitter connected to a fuel flow indicator. The transmitters are mounted on the
engine casings and the indicators are located on the engine instrument panel in the flight
compartment.
The electrical circuit for each engine is powered from the 28 V dc bus, and protected by a
5−ampere FUEL FLOW IND ENG 1 (C5) left main bus or FUEL FLOW IND ENG 2 (Q5) right
main bus circuit breaker.
2. Description and Operation
Refer to Figure 1.
A. Fuel Flow Transmitter
A fuel flow transmitter installation consisting of a transmitter and a mounting bracket
assembly is attached to the engine front inlet case rear flange at approximately 3 o’clock
(viewed from rear of engine). The transmitter is connected into engine metered fuel lines
between the hydromechanical fuel control unit (HMU) and the fuel manifold and nozzles
installation of each engine fuel system.
A directional arrow, on the transmitter casing, points away from the HMU and provides
indication of required fuel flow direction. The bracket assembly and the transmitter are
provided with an uneven bolting pattern to prevent incorrect installation.
The transmitter is of the rotating impeller type and is connected to the associated
indicator by electrical wiring.
B. Fuel Flow Indicators
Refer to Figure 2 and Figure 3.
The fuel flow indicators are located on the engine instrument panel in the flight
compartment and are internally lighted by white lighting, powered from the 5 V dc lighting
system (refer to Chapter 33).
Each indicator receives an ac signal equivalent to fuel flow from its associated
transmitter and provides a fuel flow readout by means of a moving pointer against a fixed
dial and an equivalent digital display. A 0 to 5 V dc signal proportional to fuel flow is
relayed to the flight data recorder (refer to Chapter 31).
The digital display is of the 4−digit liquid crystal display (LCD) type. Pre mod 8−1/1101
aircraft incorporate a heater associated with LCD operation in each indicator. The
heaters are powered from the 28 V dc secondary buses, engine No. 1 IND LCD HTR
(S2) indicator heater from the left bus and engine No. 2 IND LCD HTR (A1) indicator
heater from the right bus (refer to Chapter 77). The heaters are temperature controlled to
ensure LCD operation at low temperature conditions in the flight compartment.
The indicator dial is marked FF PPH × 100 (KG/H × 100) and the scale is graduated in
major graduations in increments of 100 PPH (100 KG/H) between 0 and 1200 PPH (0
and 550 KG/H), with minor graduations in increments of 50 PPH (50 KG/H). Indicator for
engine No. 1 is powered by 28V dc L MAIN BUS (C5). Engine No. 2 by 28V dc R MAIN
BUS (Q5).
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A test pushbutton is provided on the indicator, which when pressed, with power on,
causes the indicator to move to 1050 PPH (400 ±70 KG/H), indicated by a blue dot on
the face of the indicator dial and an equivalent digital display. Releasing the pushbutton
causes the pointer to fall to zero and a digital display of 0.0.
Loss of electrical power to the indicator causes the pointer to move off scale to below
zero and the digital display is blanked.
Mod 8/1738 introduces fuel flow indicators with specification changes as follows:
(1) FF (fuel flow) of 1200 PPH (550 KG/H) and higher (beyond indicator range) shall
read 1200 PPH (550 KG/H).
(2) Low range indication is extended from 80 PPH (35 KG/H) to 40 PPH (20 KG/H).
(3) The FDR outputs at pins J and K shall be 5V dc (max) for fuel flows of 1200 PPH
(550 KG/H) and higher.
(4) Normal fuel flow indications will be available without delay when fuel flow is reduced
below 1200 PPH (550 KG/H) or less.
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FUEL FLOW TRANSMITTER INSTALLATION

Figure 1
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FUEL FLOW (FF) INDICATING SYSTEM − SCHEMATIC

Figure 2
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2 3
FUEL FLOW
4
1 KG/H x 100
5
0
INDICATOR FUEL FLOW (METRIC)
P5
5V DC LTG J
(REFER TO CHAPTER 33) K
28V DC
L BUS 5 L
FUEL FLOW M
P3 IND ENGINE 1 T
1 A
3 C
2 B
0 TO 5V DC
5 OUTPUT TO S
FLIGHT DATA F
RECORDER
DC REF G
FUEL USED PULSE H
E
N
dam01_7332000_003.dg, gw, 31/10/01
P
U
V
R
NOTE
1. Engine No. 1 indicating system shown, engine No. 2 system similar. FUEL FLOW
2. Identification code is 7331. INDICATOR
FUEL FLOW (FF) INDICATING SYSTEM (METRIC) − SCHEMATIC

Figure 3
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**ON A/C ALL
FUEL FLOW INDICATING − MAINTENANCE PRACTICES
1. General
A. The maintenance procedures that follow are for the:
– Removal and installation of the fuel flow indicator
– Removal and installation of the fuel flow transmitter
– Operational test of the fuel flow indicator.
2. Removal/Installation
A. Removal of the Fuel Flow Indicator
Refer to Figure 201.
WARNING: REMOVE ALL ELECTRICAL POWER FROM THE AIRCRAFT
BEFORE YOU DO MAINTENANCE. PUT WARNING PLACARD AT
THE EXTERNAL POWER RECEPTACLE AND IN FLIGHT
COMPARTMENT. THIS IS NECESSARY TO PREVENT
ELECTRICAL SHOCK TO PERSONS AND/OR DAMAGE TO THE
EQUIPMENT.
(1) Remove the electrical power from the aircraft (refer to AMM 12−00−05).
(2) Open, safety clip and tag the circuit breakers that follow:
(a) On the left DC circuit breaker panel:
– FUEL FLOW IND ENG 1 (C5)
– IND LCD HTR (S2)
(b) On the right DC circuit breaker panel:
– FUEL FLOW IND ENG 2 (Q5)
– IND LCD HTR (A1)
(3) Remove the fuel flow indicator (1) as follows:
(a) Loosen the top right and lower left screws (3), that attach the indicator (1),
approximately five turns.
(b) Push in the top right and lower left screws (3) to disengage the clamping
mechanism.
(c) Pull out the fuel flow indicator (1) from the instrument panel (4).
(d) Disconnect the electrical connector (2), and remove the indicator (1).
(e) Put a protective cap on the electrical connector (2).
B. Installation of the Fuel Flow Indicator
(1) Make sure that the aircraft is in the same configuration as in the removal procedure.
(2) Install the fuel flow indicator (1) as follows:
(a) Remove the protective cap from the electrical connector (2). Connect the
electrical connector (2) to the indicator (1).
(b) Insert and align the indicator (1) on the instrument panel (4).
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(c) Tighten the top right and lower left screws (3).
(3) Remove the safety clips and tags and close the circuit breakers that follow:
(a) On the left DC circuit breaker panel:
– FUEL FLOW IND ENG 1 (C5)
– IND LCD HTR (S2)
(b) On the right DC circuit breaker panel:
– FUEL FLOW IND ENG 2 (Q5)
– IND LCD HTR (A1)
(4) Remove all the tools, equipment and unwanted materials from the work area.
(5) Do the operational test of the fuel flow indicator (refer to Para 3. A).
C. Removal of the Fuel Flow Transmitter
Refer to Figure 202
Equipment and Materials:
– Fuel resistant container, commercially available
EQUIPMENT.
(2) For the No. 1 fuel flow transmitter, open the access panel 414AR to get access to
the transmitter (refer to AMM 06−40−10).
(3) For the No. 2 fuel flow transmitter, open the access panel 424AR to get access to
the transmitter (refer to AMM 06−40−10).
(4) Remove the fuel flow transmitter (1) as follows:
(a) Disconnect the electrical connector (2) from the fuel flow transmitter (1). Put a
protective cap on the electrical connector (2).
(b) Put a container below the fuel flow transmitter (1) to collect the fuel that spills.
(c) Disconnect the top fuel line (3) from the fuel flow transmitter (1). Install a
protective cap on the open end of the top fuel line (3).
(d) Disconnect the bottom fuel line (4) from the fuel flow transmitter (1). Install a
protective cap on the open end of the bottom fuel line (4).
(e) Hold the fuel flow transmitter (1) and remove the bolts (5) and washers (6) that
attach the fuel flow transmitter (1) to the bracket (7).
(f) Remove the fuel flow transmitter (1).
(g) Install protective caps on the electrical connector and the open ends of the fuel
flow transmitter (1).
D. Installation of the Fuel Flow Transmitter
Refer to Figure 202
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– Fuel resistant container, commercially available
(1) Make sure that the aircraft is in the same configuration as in the removal procedure.
(2) Install the fuel flow transmitter (1) as follows:
(a) Put a container below the fuel flow lines (3) and (4) to collect the fuel that
spills.
(b) Remove the protective caps from the electrical connector and the open ends of
the fuel flow transmitter (1).
(c) Hold the fuel flow transmitter (1) near the bracket (7) in the correct position
such that the flow arrow on the fuel flow transmitter (1) points down. Install the
fuel flow transmitter (1) to the bracket (7) with the washers (6) and bolts (5).
(d) Torque the bolts (5) to 18 to 22 pound−inches (2.03 to 2.49 N·m) (refer to
AMM 20−14−01).
(e) Remove the protective cap from the bottom fuel line (4). Connect the bottom
fuel line (4) to the fuel flow transmitter (1).
(f) Remove the protective cap from the top fuel line (3). Connect the top fuel line
(3) to the fuel flow transmitter (1).
(g) Remove the protective cap from the electrical connector (2). Connect the
electrical connector (2) to the fuel flow transmitter (1).
(3) Remove all the tools, equipment and unwanted materials from the work area.
(4) Do the engine start procedure for the related engine (refer to AMM 71−00−00).
(5) Examine all the connections at the fuel flow transmitter and the tube assemblies for
signs of fuel leaks.
(6) Do the engine shutdown procedure for the related engine (refer to AMM 71−00−00).
(7) For the No. 1 fuel flow transmitter, close the access panel 414AR (refer to AMM
06−40−10).
(8) For the No. 2 fuel flow transmitter, close the access panel 424AR (refer to AMM
06−40−10).
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LEGEND
6
4
FF
8 1. Indicator.
2 PPH x 100 10 2. Electrical connector.
3. Screw.
0 12 4. Instrument panel.
2
3
4
dam01_7332004_002.dg, gw, aug14/2008
4
6
2
PP FF
Hx 8
100
0
10
12
Fuel Flow Indicator − Removal and Installation

Figure 201
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FRONT INLET CASE

REAR FLANGE (REF) 3
LEGEND
dam01_7332002_001.dg, vk, jul24/2009

1. Fuel flow transmitter. 4
2. Electrical connector.
3. Fuel line.
4. Fuel line.
5. Bolt.
6. Washer.
7. Bracket.
FUEL FLOW TRANSMITTER − REMOVAL/INSTALLATION

Figure 202
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3. Adjustment/Test
A. General
(1) The maintenance procedure that follows is to make sure that the fuel flow indicators
operate correctly. The test procedure includes the operational test of the fuel flow
indicator.
B. Operational Test of the Fuel Flow Indicator
WARNING: MAKE SURE THAT ALL PERSONS IN THE AREA OF THE
AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM IS
ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE
INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT.
(1) Apply electrical power to the aircraft (refer to AMM 12−00−05).
(2) Push and hold the test button on the indicator. Make sure that:
– The pointer moves to the blue dot on the indicator face.
– The digital display of the indicator reads 1050.
(3) Release the test button. Make sure that:
– The pointer of the indicator moves to zero.
– The digital display of the indicator reads 0000.
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**ON A/C ALL
FUEL TEMPERATURE INDICATING − DESCRIPTION AND OPERATION
1. General
Refer to Figure 1.
The fuel temperature indicating system for the fuel feed systems of both engines consists of
temperature transmitter for each engine connected by electrical wiring to a dual indicator
which serves both engines.
A. Fuel Temperature Transmitter
A fuel temperature transmitter is located in an engine supplied tapping upstream of the
engine driven pump (see ENGINE FUEL AND CONTROL − GENERAL, Figure 1). The
transmitter is a standard electrical resistance type component, in which resistance varies
in direct proportion to sensed temperature.
B. Fuel Temperature Dual Indicator
The fuel temperature indicator for both engines is mounted on the engine instrument
panel in the flight compartment.
The indicator contains separate circuits and indicating mechanisms for engine No. 1 and
engine No. 2, which receive separate inputs from the associated transmitter. The circuits
are separately powered from the 28V dc buses and protected by 5−ampere FUEL TEMP
ENG 1 (N4) left secondary bus and FUEL TEMP ENG 2 (E4) right secondary bus, circuit
breakers. Lighting for the indicator is from the 5V dc lighting system (refer to Chapter
33).
The indicator provides a readout of fuel temperature by means of moving pointers
against a fixed dial. The pointers for engines No. 1 and No. 2 are mounted on concentric
shafts and identified 1 and 2 by a marking on the dial for each half scale.
The indicator dial is marked FUEL TEMP with the two separate half scales marked
degrees C and graduated from −40 to +80 degrees, with major graduations increments
of 40 degrees and minor graduations in increments of 10 degrees.
On Pre Mod 8/0861 aircraft the scale is provided with a green arc from +11 to +43
degrees with a red limit mark at 57 degrees, and yellow arcs +43 to +57 degrees and
−40 to +11 degrees.
On Mod 8/0861 aircraft, the scale is provided with a green arc from +11 degrees to +57
degrees, yellow arc from −40 degrees to +11 degrees and red limit mark at 57 degrees.
In the event of indicator power supply failure, the pointer(s) of the affected circuit(s)
move off scale below −40 degrees.
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FUEL TEMPERATURE INDICATING SCHEMATIC

Figure 1
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FUEL TEMPERATURE INDICATING − MAINTENANCE PRACTICES
The following maintenance procedures are approved for the removal and the installation of
the fuel temperature dual indicator.
A. Removal of the Fuel Temperature Dual Indicator
EQUIPMENT.
(1) Remove electrical power from the aircraft.
(2) Open, safety clip and tag the following circuit breakers:
CIRCUIT BREAKER PANEL CIRCUIT BREAKER NO. NAME
LEFT DC N4 FUEL TEMP ENG 1
RIGHT DC E4 FUEL TEMP ENG 2
(3) Remove the fuel temperature indicator as follows:
(a) Loosen the indicator top right securing screw approximately five turns.
(b) Push in the securing screws to disengage the clamping mechanism.
(c) Slide out the fuel temperature indicator.
(d) Disconnect the connector and remove the Fuel Temperature Indicator.
B. Installation of the Fuel Temperature Dual Indicator
(1) Install the fuel temperature indicator as follows:
(a) Make sure the aircraft is in the same configuration as in the removal
procedure.
(b) Connect the connector to the fuel temperature indicator.
(c) Insert and align the fuel temperature indicator.
(d) Tighten the fuel temperature indicator top right securing screw.
(2) Remove the safety clips and tags and close the following circuit breakers:
LEFT DC N4 FUEL TEMP ENG 1
RIGHT DC E4 FUEL TEMP ENG 2
(3) Remove all tools, equipment and unwanted materials from the work area.
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(4) Apply electrical power to the aircraft.
(5) If the fuel temperature indicator is unserviceable or there is no power supply to the
indicator, the pointer on the indicator will move off the scale below −40°C (−40°F).
(6) If the fuel temperature indicator is serviceable and there is power supply to the
indicator, the pointer should read between −40 to +57°C (−40°F to +135°F).
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LEGEND
1. Indicator.
3. Screw. 1
80 FUE
L
40 TE
MP
1
80
2
0
40
−40
o 0
C o −40
C
dam01_7333004_001.dg, kmw, aug14/2008
Fuel Temperature Dual Indicator − Removal and Installation

Figure 201
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**ON A/C ALL
ENGINE INDICATING − GENERAL
1. General
Engine indicating consists of torque (TRQ), high pressure compressor rotor speed (NH), low
pressure compressor rotor speed (NL), inter−turbine (ITT) temperature indicating systems for
each engine. The indicators associated with these systems are located on the engine
instrument panel in the flight compartment (refer to Figure 1). Sensors for the systems are
shown in Figure 2.
Other indicators associated with engine operation and located on the engine instrument panel
(Figure 1) are:
A. Propeller RPM (PROP RPM) indicating systems, refer to Chapter 61.
B. Fuel flow (FF) and fuel temperature indicating systems, refer to Chapter 73.
C. Oil pressure (ENG OIL PSI) and oil temperature (ENG OIL °C) indicating systems, refer
to Chapter 79.
D. Fuel quantity (FUEL QTY) indicating, refer to Chapter 28.
E. Fuel tank temperature (FUEL TEMP °C) indicating (Mod 8/0200 Aircraft refer to
Chapter 28)
All indicators incorporate white lighting, powered from the 5V dc lighting system. Warning
lights incorporated for interturbine temperature (ITT) (located in interturbine temperature
indicator) are interconnected with a dim and test control box. Refer to Chapter 33.
Torque (TRQ), interturbine temperature (ITT), fuel flow (FF), propeller RPM (PROP RPM),
and high pressure compressor (NH) indicators are each provided with liquid crystal display
(LCD) for digital readouts.
Pre mod 8−1/1101 aircraft indicators incorporate temperature controlled heaters which allow
(LCD) operation down to −55 degrees C. in the flight compartment. Indicator heaters are
powered from the 28V dc left and right secondary buses and circuit protection provided by
(S2) and (A1) circuit breakers.
Mod 8−1/1101 aircraft indicators eliminate (LCD) heaters and heater power supplies therefore
operation of the (LCD) readout is reduced to −15 degrees C. Analog operation of the servoed
pointer is uneffected and will still function to −55 degrees C.
Two ENGINE FAIL indicator lights are powered to indicate engine failure on takeoff. They are
located on the glareshield panels in the flight compartment, one in line with the pilot, and the
other with the copilot. The lights are controlled by propeller autofeather system, and both
lights come on if either engine fails. The autofeather system (refer to Chapter 61) is in
operation only during takeoff.
Red flags on an engine condition panel are used to indicate faults or conditions leading to
faults in fuel system filters, oil system filters, lube system chip detectors and electronic control
units (ECU) (refer to Chapter 71).
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ENGINE INSTRUMENT PANEL

Figure 1
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ENGINE INDICATING − SENSING COMPONENTS ON ENGINE

Figure 2
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PRE MOD 8−1/1101 LIQUID CRYSTAL DISPLAY (LCD) HEATERS − ELECTRICAL

SCHEMATIC
Figure 3
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TORQUE INDICATING SYSTEM − DESCRIPTION AND OPERATION
1. General
Refer to Figure 1.
Two torque indicating systems are provided, one for each engine, to indicate the torsional
deflection (torque) between the reduction gearbox input shaft and the reduction gearbox
layshaft.
REFER TO INTERNAL DOCUMENT

Each system consists of a torque measuring system supplied with the engine, which is
interconnected with an airframe supplied indicator and an engine supplied electronic control
unit (ECU). The output of the measuring system is a dc voltage signal, which is directly
proportional to sensed torque and a 5 volt reference voltage supplied by measuring system
computing circuits. The signals are applied to the corresponding torque indicator, which
provides torque readings in terms of percentage.
On Pre Mod 8/0886 aircraft, the position indicator ‘bug’ in each torque indicator is
deactivated. Normal wiring is disconnected between ECU and ‘bug’. The position ‘bug’ is
rewired to indicate zero torque.
On Mod 8/0886 aircraft, the position indicator ‘bug’ is not included with torque indicator.
Refer to Figure 1.
A. Torque Measuring System
The torque measuring systems, each of which include a torque shaft and torque
reference and displacement toothed wheels, a variable reluctance sensor (magnetic
pickup) and a signal conditioner unit (SCU) are described in the Engine Maintenance
Manual. For location of SCU and sensor, refer to ENGINE INDICATING − GENERAL,
Figure 2. The SCUs of both engines are interconnected by electrical circuits to provide
control in the propeller autofeather system (refer to Chapter 61).
B. Torque Indicators
Refer to Figure 2.
The torque indicators located on the engine instrument panel, are powered from the left
and right dc essential circuit breaker panels and are protected by 5−ampere circuit
breakers. ENG 1 TORQUE IND LEFT ESSENTIAL (K6) and ENG 2 TORQUE IND
RIGHT ESSENTIAL (J5). Lighting for the indicators is white, powered from the 5V dc
lighting system (refer to Chapter 33).
The indicators, each receive a 0 to 5V dc signal proportional to sensed torque from the
corresponding SCU and provide a visual indication of engine torque, using a moving
pointer against a fixed dial and an equivalent digital display. The indication covers a
range of 0 to 120% torque.
On Pre Mod 8/0886 aircraft, the torque indicator ‘bug’ is inoperative and is driven to
‘zero’ torque setting by a negative bias produced from 26V ac left bus (refer to Figure 1,
Sheet 1). On Mod 8/0886 aircraft torque bus is removed from torque indicator. The
indicator dial is marked TRQ % and the scale on the indicator fixed dial is marked with
major graduations in increments of 10% between 0 and 120%, with minor graduations in
increments of 5%.
NOTE: Torque values in excess of 120% can be read on digital display.
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Range marks are a green arc 0 to 90%, a yellow arc 90 to 105%, a dashed red limit
(radial) at 105% torque and solid red limit mark (radial) at 90% torque.
On aircraft with SOO 8152 incorporated, range marks are a green arc 0 to 97.5%, a
yellow arc 97.5 to 112.5%, a dashed red limit (radial) at 112.5% torque and solid red limit
mark (radial) at 97.5% torque.
The digital display is a 4−digit liquid crystal display (LCD) type. Pre mod 8−1/1101
aircraft incorporate a heater associated with LCD operation, one in each indicator
powered from the 28 V dc secondary buses, engine No. 1 indicator heater from the left
bus and engine No. 2 indicator heater from the right bus (refer to ENGINE INDICATING

− GENERAL).
A 0 to 5 V dc signal proportional to 0 to 100% torque is relayed to the flight data recorder
(refer to Chapter 31).
An overtorque switch located in each indicator, is connected in series with overtorque
relay power supply circuits for the corresponding engine, relay 7712−K5 engine No. 1
and 7712−K4 engine No. 2.
In the event of engine overtorque, a circuit to ground is completed by the overtorque
switch in the indicator. The overtorque and Np governing cancel relay energizes to
connect the corresponding ECU ’cancel Np gov’ discrete to ’discrete return’ to cancel Np
underspeed governing. The power uptrim relay of the opposite engine fuel control
system energizes (in conjunction with autofeather circuits) to remove 28V dc power from
the associated ECU ’opp. engine uptrim’ discrete, which initiates engine uptrim.
A press−to−test pushbutton on the front of the indicator can be used to verify operation
of indicator internal circuits. Pressing the test button, with power applied to the indicating
system causes the pointer to move to a position opposite a blue dot at 105% torque, with
an equivalent reading on the digital display and initiates operation of the overtorque
switch.
Overtorque switch operation is verified in conjunction with autofeather control circuits.
With autofeather selected (refer to Chapter 61) a ground is established for the
associated power uptrim relay for each engine. Pressing the press−to−test button on the
front of the indicator results in dial indications, with overtorque switch actuation verified
by a ‘power uptrim’ light on the engine instrument panel which turns on.
C. Torque Indicators − Functional Test
(1) Make sure 28V dc power on aircraft buses.
(2) On left dc circuit breaker panel, make sure the following circuit breakers are closed:
ENG 1 TORQUE IND (K6)
ENG 1 TORQUE COND (L6)
(3) On right dc circuit breaker panel, make sure the following circuit breakers are
closed:
ENG 2 TORQUE IND (J5)
ENG 2 TORQUE COND (K5)
(4) Make sure the power levers are at FLT IDLE positions. At the engine instrument
panel, push the AUTOFEATHER select switch/light (SELECT light on). Press and
hold press−to−test switch on left indicator. Check that indicator pointer goes to blue
dot at 105%, rim pointer (’bug’) goes to blue dot at 85% (Pre Mod 8/1292), digital
display shows 105%.
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(5) Move the power levers forward until the PWR UPTRIM light on engine instrument
panel comes on (power levers should be above FLT IDLE + 12 degrees).
NOTE: Operation of PWR UPTRIM light confirms function of overtorque switch,
relay 7712−K5 and power uptrim circuits (see Chapter 61).
(6) Release ’press−to−test’ switch. Check indicator pointer and digital display indicate
zero % and PWR UPTRIM light goes out.
(7) Repeat steps (4), (5) and (6) for the right torque indicator ’press−to−test’ switch.
NOTE: Operation of PWR UPTRIM light confirms function of right indicator

overtorque switch relay 7712−K4 and associated power uptrim circuits
(see Chapter 61).
(8) Open circuit breakers, steps (2) and (3). Check indicator pointer on each indicator
moves off−scale and digital displays are blanked. Close circuit breakers.
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dam01_7710000_001.cgm, cg, 10/07/03
PRE MOD 8/0886
TORQUE INDICATING SYSTEM

Figure 1 (Sheet 1 of 2)
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dam01_7710000_002.cgm, cg, 10/07/03
MOD 8/0886
TORQUE INDICATING SYSTEM

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TORQUE INDICATOR
Figure 2
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TORQUE INDICATING SYSTEM − MAINTENANCE PRACTICES
The procedures that follow are for the removal and installation of the torque (TRQ%)
indicators.
A. Removal of the Torque (TRQ%) Indicators

EQUIPMENT.
(1) Remove electrical power from aircraft.
LEFT DC K6 TORQUE IND 1
LEFT DC S2 IND LCD HTR
RIGHT DC J5 TORQUE IND 2
RIGHT DC A1 IND LCD HTR
AVIONICS M1 TORQUE IND BUG
RIGHT DC R3 ENGR INSTR
(3) Loosen the torque (TRQ%) indicator top right and lower left securing screws
(4) Push in the torque (TRQ%) indicator top right and lower left securing screws to
disengage the clamping mechanism.
(5) Slide out the torque (TRQ%) indicator.
(6) Disconnect the connector and remove the torque (TRQ%) indicator.
B. Installation of the Torque (TRQ%) Indicators
(1) Make sure the aircraft is in the removal configuration.
(2) Reconnect the connector to the torque (TRQ%) indicator.
(3) Insert and align the torque (TRQ%) indicator and tighten the securing screws.
LEFT DC K6 TORQUE IND 1
RIGHT DC J5 TORQUE IND 2
AVIONICS M1 TORQUE IND BUG
RIGHT DC R3 ENGR INSTR
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(6) Apply electrical power to aircraft.
(7) Push and hold the PRESS TO TEST push button on the torque (TRQ%) indicator.
Check that the analog pointer aligns with the unlit blue dot at 105 and the digital
display shows 105.0.

(8) Release the PRESS TO TEST push button on the torque (TRQ%) indicator. Check
that the analog pointer and digital display show 0.
(9) On the overhead console, rotate the ENGINE PANEL lighting selector from OFF to
BRT. Check that the torque (TRQ%) indicator back lighting varies from off to bright.
(10) Do an engine start (Refer to Chapter 71−00−00).
(11) Check for correct operation of the torque (TRQ%) indicator.
(12) Do a Propeller (Np) Underspeed Governing Check (Refer to AMM Chapter
71−00−00).
(13) Shut Down the engine (Refer to AMM Chapter 71−00−00).
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**ON A/C ALL
TORQUE INDICATING (TI) CALIBRATION TEST − MAINTENANCE PRACTICES
1. Adjustment/Test
Digital Voltmeter 0 to 10 + or − 0.001 Volts
Power Supply 0 to 10 Volts (variable)
Test Cable (locally manufactured)
A. Torque Indicating (TRQ) Calibration Test
(1) With dc power on, press test pushbutton on indicator. Check pointer at 105%
opposite blue dot and digital readout at 105. Check on release of pushbutton,
indicator returns to original setting.
(2) Open circuit breaker ENG 1 TORQUE IND (K6) on 28V dc left essential bus circuit
breaker panel (engine No. 1) or ENG 2 TORQUE IND (J5) on 28V dc right essential
bus circuit breaker panel (engine No. 2). Ensure pointer moves off−scale and digital
readout blanks. Close circuit breaker.
(3) Open and clip following circuit breakers:
(a) Power to signal conditioning unit (SCU).
ENG 1 TORQUE COND (L6) ON 28V dc left essential bus circuit breaker
panel. (When checking engine No. 1 torque indicating system).
OR
ENG 2 TORQUE COND (K5) on 28V dc right essential bus circuit breaker
panel. (When checking engine No. 2 torque indicating system.
(b) Power to engine electronic control unit (ECU).
ECU ENG 1 (K4) on 28V dc left essential bus circuit breaker panel and
ECU ENG 1 (J7) (Mod 8/0488) on right 28V dc essential bus circuit breaker
OR
ECU ENG 2 (H3) on 28V dc right essential bus circuit breaker panel and
ECU ENG 2 (M8) (Mod 8/0488) on 28V dc left essential bus circuit breaker
(c) Power to Flight Data Recorder (FDR).
FDAU (G2) and FDR STAT (H2) on 28V dc left essential bus circuit
breaker panel and FDR (A9) on Avionics circuit breaker panel. If engine
cowls fitted, gain access to SCU and ECU by opening and staying left side
cowl of appropriate engine.
(4) Disconnect electrical connectors 7700−P1 at ECU, 7700−P7 at SCU and at station
X210 on left side of cabin (behind avionics rack) disconnect electrical connector
9811−P104 on relay panel (refer to Figure 201).
(5) Carry out resistance, continuity and insulation check of pick up probe (refer to
Engine Maintenance Manual).
(6) Connect variable voltage power across pins 3 (HI+) and 4 (LO−) and 5V (reference
voltage) to pin 5 of connector 7700−P7).
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(7) Adjust voltage applied to pins 3 and 4 to obtain readings within limits for pointer
Test Point % provided in Figure 202.
(8) Connect digital voltmeter at receptacle 9811−J104 pins E and F (engine No. 1) or
pins G and H (engine No. 2) and repeat step (7) to obtain digital readings for
indicator and voltage output to Flight Data Recorder (FDR) within limits of Figure
202.
(9) Disconnect power supplies. Reconnect connectors 7700−P1 at ECU, 7700−P7 at
SCU and 9811−P104 at relay panel at station X210 in cabin. Close circuit breakers
opened in steps (2) and (3).
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TORQUE SYSTEM CALIBRATION CHECK DETAILS

Figure 201
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TEST POINTER & DIGITAL RECORDER

POINT % VOLTS (Nominal) OUTPUT VOLTS
0 0.00 0.0
22.5 1.28 0.94
60 3.42 2.50
80 4.56 3.33
100 5.69 4.17
120 6.84 5.00
TOLERANCES: POINTER: + or − 0.07 Volts

Digital Readout: + or − 0.03 Volts
Recorder Output: + or − 0.03 Volts
NOTE: The tesyt values in the table apply only when 5 volts (reference volts) is applied
to pin 5 of electrical connector 7700−P7 during calibration check. Should
dam01_7710112_002.cgm, cg, 10/07/03

reference voltage other than 5 volts be usedd, the following corrections must\
be made:
1. Pointer Volts (Corrected) + Pointer Volts (Nom.) X Ref. Volts (Actual)

5.0 Volts
TI CALIBRATION CHECK VALUES

Figure 202
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**ON A/C ALL
HIGH PRESSURE COMPRESSOR ROTOR SPEED (NH) INDICATING SYSTEM −
DESCRIPTION AND OPERATION
1. General
Refer to Figure 1.
A separate speed indicating system is provided for the high pressure compressor rotor of
each engine. Each system contains a rotor speed (NH) sensor, which is connected by
electrical wiring to a speed indicator in the flight compartment.
A. High Pressure Compressor Rotor Speed (NH) Sensor
The high pressure rotor speed sensor is located on, and is supplied as part of, each
basic engine. The sensor (magnetic pickup) situated adjacent to a toothed wheel in the
accessory gearbox casing on the right side of each engine, provides an ac voltage signal
to 0 to 18990 Hz, at 0.5 to 6.0 Volts, peak to peak, directly proportional to rotor speeds of
0 to 100%. This signal is applied to the NH speed indicator, with an equivalent output to
the associated electronic control unit (ECU) (refer to Chapter 73). For location of the NH
speed sensor, see ENGINE INDICATING − GENERAL, Figure 1.
B. NH Speed Indicator
The high pressure compressor rotor speed (NH) indicators are mounted on the engine
instrument panel in the flight compartment. The indicators are powered from the 28 V dc
essential buses, engine No. 1 indicator from the left bus and engine No. 2 from right bus,
protected by 5−ampere ENG 1 NH IND and ENG 2 NH IND circuit breakers. Lighting for
the indicators is white, powered from the 5 V dc lighting system (refer to Chapter 33).
Circuits in each indicator compute the ac signal from its associated speed sensor and
provide an equivalent readout of NH speed by means of a moving pointer against a fixed
dial and an equivalent digital display. A 0 to 5 V dc signal, proportional to NH speed, is
relayed to the flight data recorder from each indicator (refer to Chapter 31).
The indicator dial is marked NH % RPM and a scale on the dial is graduated with major
graduations in increments of 10% NH from 0 to 110% NH, with minor graduations of 5%
NH.
The scale is provided with green arcs 10 to 20% and 66 to 100% NH and a red radial at
100% NH.
aircraft incorporate a heater associated with LCD operation in each indicator. The
heaters are powered from the 28 V dc secondary buses, engine No. 1 indicator from the
left bus and engine No. 2 indicator from the right bus (refer to ENGINE INDICATING
GENERAL).
A press−to−test pushbutton on the indicator can be used to verify correct operation of
the indicator. Pressing the test pushbutton, with power on the indicator causes the
indicator pointer to align with a blue dot at 105% NH reading on the dial with an
equivalent reading on the digital display. Releasing the pushbutton causes the pointer to
return to a zero reading and the digital display to show four digit zero reading.
In the event of indicator electrical power supply failure, the indicator pointer moves off
scale below zero reading and the digital display is blanked.
ModSum 8Q100813 introduces an Auto Relight function which monitors engine speed
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and permits engine ignition if required. When engine speed falls (NH < 59.5 + or −
0.5%), switch (S1) closes and the Auto Relight System is enabled. Above engine idle
speed (NH > 60.8 + or − 0.5%), switch (S1) opens and igniter operation is inhibited. (Ref
Chapter 74 − Engine Ignition System.)
Do an operational test of the NH speed indicator auto relight system after replacement of
a NH speed indicator with Modsum 8Q100813 (refer to AMM 77−12−11).
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EXTERNALLY
A REPLACEABLE
LAMPS
2 PLACES
40 60
NH 80
20 RPM
100
0
UNLIT BLUE DOT

PRESS TO TEST AT TEST VALUE
PUSH BUTTON 105.0% N H
A N H SPEED INDICATOR
RANGE MARKS:
10 TO 20% & 66 TO 100% GREEN P1
100% RED RADIAL 1 5V DC LIGHTING A
B LIGHTING GROUND
28VDC L ESS BUS 5 C
ENG 1 NH IND
(H5) D POWER GROUND
3 E
TO
HIGH PRESSURE 4 ECU 3
COMPRESSOR
2 R F SIGNAL
ROTOR SPEED (NH)
SENSOR No. 2 1 n G SIGNAL RETURN
(ENGINE No. 1) 5
PART OF ENG 1 U
7700−P5 HARNESS
CONNECTOR
7700−P4 H
OUTPUT TO J HI
FLIGHT DATA
RECORDER K LO
SEE ENGINE 2 L
INDICATING− 4
GENERAL, FIGURE 3 5 M
S1 NO
28VDC N
5
TO AUTO RELIGHT P
CTRL RELAY
NOTE HIGH PRESSURE
Circuits shown for engine No. 1. COMPRESSOR
Engine No. 2 circuits similar. ROTOR SPEED (NH)
Ident code is 7711, unless otherwise INDICATOR
indicated.
dam10_771200_001
1 Refer to chapter 33. 4 PRE MOD 8−1/1101 aircraft.

2 Refer to chapter 31. 5 MODSUM 8Q100813.
3 Refer to chapter 73.
ENGINE HIGH PRESSURE COMPRESSOR ROTOR SPEED (NH) INDICATING SYSTEM

Figure 1
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NH INDICATING SYSTEM − MAINTENANCE PRACTICES
The maintenance procedures that follow are for the removal and installation of the (NH)
indicators.
A. Removal of the (NH) Indicators
EQUIPMENT.
LEFT DC H5 ENG 1 NH IND
RIGHT DC H5 ENG 2 NH IND
RIGHT DC R3 ENG INSTR
(3) Loosen the (NH) indicator top right and lower left securing screws approximately
five turns.
(4) Push in the (NH) indicator top right and lower left securing screws to disengage the
clamping mechanism.
(5) Slide out the (NH) indicator.
(6) Disconnect the connector and remove the (NH) indicator.
B. Installation of the (NH) Indicators
(2) Reconnect the electrical connector to the (NH) indicator.
(3) Insert and align the (NH) indicator and tighten the securing screws.
LEFT DC H5 ENG 1 NH IND
RIGHT DC H5 ENG 2 NH IND
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(7) Push and hold the PRESS TO TEST push button on the (NH) indicator. Check that
the analog pointer aligns with the unlit blue dot at 105 and the digital display shows
105.0.
(8) Release the PRESS TO TEST push button on the (NH) indicator. Check that the
analog pointer and digital display show 0.
BRT. Check that the (NH) indicator back lighting varies from off to bright.
(10) Do an operational test of the NH Speed Indicator auto relight system for aircraft with
ModSum 8Q100813, (refer to Chapter 77−12−11).
(11) Do an engine start (refer to Chapter 71−00−00).
(12) Check for correct operation of the (NH) indicator.
(13) Shut down engine (refer to Chapter 71−00−00).
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**ON A/C ALL
HIGH PRESSURE COMPRESSOR ROTOR SPEED (NH) INDICATING SYSTEM CALIBRATION
CHECK − MAINTENANCE PRACTICES
1. Adjustment/Test
Signal Generator (HP204C or equivalent)
A. High Pressure Compressor Rotor Speed (NH) Indicating System Calibration Check
(1) With dc power on, press test pushbutton on indicator. Check pointer moves
opposite blue dot at 105% Nh and equivalent digital reading. Check on release of
pushbutton indicator returns to original setting.
(2) Open and clip "ENG 1 NH IND" circuit breaker (H5) on 28V dc left circuit breaker
panel (left engine) or "ENG 2 NH IND" circuit breaker (H5) on 28V dc right circuit
breaker panel (right engine) as required.
(3) If engine cowls installed, open right side cowl and disconnect electrical connector
7711−P5 at High Pressure Compressor Speed sensor (refer to Figure 201).
(4) Disconnect electrical connector 9811−P104 located at station X210.00 on left side
of cabin, on relay panel behind avionics rack.
(5) Connect signal generator across pins 1 and 2 of sensor electrical connector
7711−P5.
(6) Close "ENG 1 NH IND" (engine No. 1) circuit breaker or "ENG 2 NH IND (engine
No. 2) circuit breaker, as required.
(7) Adjust signal generator frequency from 0 to 20,000 Hz with not less than 0.5V dc
Peak to Peak (VPP) or greater than 5V Peak to Peak (VPP) to suit calibration check
values in Figure 202.
(8) Record pointer indication for all signal generator inputs (refer to Figure 201) and
confirm indications are within tolerances of Figure 202.
(9) Connect digital voltmeter at receptacle 9811−J104 pins A and B engine (No. 1) or
pins C and D (engine No. 2) and repeat step (7) to obtain digital readings for
202.
(10) Open circuit breakers (refer to step (2)) and remove signal generator.
(11) Carry out continuity, resistance and insulation check of NH speed sensor (refer to
Engine Maintenance Manual).
(12) Re−install connectors 7711−P5 and 9811−P104.
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EXTERNALLY
A REPLACEABLE
LAMPS
PRESS TO TEST 2 PLACES
40 60 80
NH
PUSH BUTTON 20 RPM
100
0 UNLIT BLUE DOT
AT TEST VALUE
105.0% NH
A NH SPEED INDICATOR
NH SENSOR
(MAGNETIC PICK−UP) B
P5
P1
5V DC LIGHTING A
B B LIGHTING GROUND
(H5)
28VDCL ESS BUS C
5
ENG 1NH IND
D POWER GROUND
3 E
COIL 2 ECU OUTPUT
4
2 R F SIGNAL
COIL 1
1 n G SIGNAL RETURN
5 H
PART OF ENG 1 HARNESS
A J HI OUTPUT TO
P5 CONNECTOR 7700−P4
FLIGHT DATA
HIGH PRESSURE B K LO RECORDER
COMPRESSOR ROTOR
SPEED (NH) SENSOR 9811−P104
RECEPTACLE L
5
M dam01_7712112_001.cgm, cg, 10/07/03
28VDCL SEC BUS 1 1
NOTE U
Circuits shown for engine no. 1. S1 NO
Engine no. 2 circuits similar. 28VDC N
2
Ident code is 7711, unless TO AUTO RELIGHT P
otherwise indicated. CTRL RELAY HIGH PRESSURE
COMPRESSOR
1 PRE MOD 8−1/1101) ROTOR SPEED (NH)
2 MODSUM 8Q100813. INDICATOR
NH INDICATION CALIBRATION CHECK

Figure 201
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FREQ (HZ) RECORDER O/P

(0.5 TO 5.0 VPP) INDICATION (%) (VOLTS)
18,990 100 4.55

15,192 80 3.64
11,394 60 2.73
7,596 40 1.82
3,798 20 0.91
TOLERANCES: POINTER + OR − 1.0%

DIGITS + OR − 0.3%
RECORDER + OR − 0.03 Volts
NH CALIBRATION CHECK VALUES

Figure 202
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2. Operational and Functional Test Procedures
A. Operational Test of the NH Speed Indicator Auto Relight System (Post ModSum
8Q100813 aircraft)
(1) The procedure that follows is an operational test of the NH Speed Indicator auto
relight system (Aircraft with ModSum 8Q100813). These procedures are applicable
for the left and right engine.
(2) For engine #1, close the following circuit breakers:
CB PANEL CB NO. NAME
L ESS J5 IGN #1
L ESS H5 NH IND #1
R ESS L5 IGN #2
R ESS H5 NH IND #2
(4) For engine #1, open the following access panels:
ACCESS DESIGNATION
Nacelle left side 415AL
Nacelle right side 414AR
(5) For engine #2, open the following access panels:
ACCESS DESIGNATION
(7) Do the operational test procedure for the NH #1 indicator as follows:
(a) On the ENGINE START panel, set the IGNITION #1 switch to AUTO.
(b) On the center console, set the PROP #1 Lever to START FEATHER and
observe the following:
– Audible firing of both ignitors at Engine #1.
(c) On the NH #1 indicator, press and hold the Press To Test Button and observe
the following:
– The NH #1 indicator displays 105%.
– No audible firing of both ignitors at Engine #1.
(d) On the NH #1 indicator, release the Press To Test Button and observe the
following:
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(e) On the center console, set the PROP #1 Lever to FUEL OFF and observe the
following:
(f) On the ENGINE START panel, set the IGNITION #1 switch to OFF.
(8) Do the operational test procedure for the NH #2 indicator as follows:
(a) On the ENGINE START panel, set the IGNITION #2 switch to AUTO.
(b) On the center console, set the PROP #2 Lever to START FEATHER and
observe the following:
(c) On the NH #2 indicator, press and hold the Press To Test Button and observe
the following:
(d) On the NH #2 indicator, release the Press To Test Button and observe the
following:
(e) On the center console, set the PROP #2 Lever to FUEL OFF and observe the
following:
(f) On the ENGINE START panel, set the IGNITION #2 switch to OFF.
(9) For engine #1, close the following access panels:
ACCESS DESIGNATION
(10) For engine #2, close the following access panels:
ACCESS DESIGNATION
(11) Remove electrical power to aircraft.
B. NH Speed Indicator Auto Relight Functional Check (Post ModSum 8Q100813 Aircraft)
(1) The procedure that follows is for the functional check of the NH Speed Indicator
auto relight system (Aircraft with ModSum 8Q100813). These procedures are
applicable for the left and right engine.
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L ESS J5 IGN #1
L ESS H5 NH IND #1
R ESS L5 IGN #2
R ESS H5 NH IND #2
(4) Tools and Equipment
(a) Commercially available multi−meter.
(5) Engine #1.
(a) Pull engine #1 ignition CB. Check the engine #1 ignition switch is in the "OFF"
position.
(b) Remove all electrical power to the aircraft.
(c) Disconnect the following wire from 9811−TB19, 7411−10003L18 from 3C (See
PSM 1−83−2W, Wiring Manual 74−00−05).
AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM
IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE
(d) Apply electrical power to the aircraft.
(e) Close engine #1 ignition CB.
(f) Check the Condition Lever #1 on the center console is at the "FUEL OFF"
position.
(g) Check that 28 VDC cannot be measured at 9811−TB19 Pin 3C.
(h) Move engine ignition switch #1 to the "AUTO" position. Check that 28 VDC
cannot be measured at 9811−TB19 Pin 3C.
(i) Slowly move the Condition Lever #1 on the center console to the "START &
FEATHER" position. Check that 28 VDC can be measured at 9811−TB19 Pin
3C before the Condition Lever reaches the "START & FEATHER" position.
(j) Slowly move the Condition Lever #1 forward until the "MAX" position. Verify
that 28 VDC can be measured at 9811−TB19 Pin 3C throughout the entire
travel.
(k) Pull the engine #1 ignition CB and check that 28 VDC is removed from
9811−TB19 Pin 3C.
(l) Close the engine #1 ignition CB and check that 28 VDC can be measured at
9811−TB19 Pin 3C.
(m) Press and hold the test button on the engine #1 NH Speed Indicator and check
that 28 VDC cannot be measured at 9811−TB19 Pin 3C.
(n) Release the test button on the engine NH Speed Indicator and check that 28
VDC can be measured at 9811−TB19 Pin 3C.
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(o) Move engine ignition switch #1 to the "OFF" position. Check that 28 VDC
cannot be measured at 9811−TB19 Pin 3C.
(p) Remove all electrical power to the aircraft.
(q) Move Condition Lever #1 to the "FUEL OFF" position and reconnect the
following wire, 9811−TB19, 7411−10003L18 to 3C.
(r) Disconnect 9811−P47 and check that continuity exist between Pin M and Pin K
when the Condition Lever #1 is in the "FUEL OFF" position.
(s) Move the Condition Lever #1 to the "START & FEATHER" position and check
there is no continuity between Pin M and Pin K.
(t) Connect 9811−P47 and move the Condition Lever #1 to the "FUEL OFF"
position.
(6) Engine #2.
(a) Pull engine #2 ignition CB. Check the engine #2 ignition switch is in the "OFF"
position.
(b) Remove all electrical power to the aircraft.
(c) Disconnect the following wire from 9811−TB16, 7411−20003L18 from 2A (See
PSM 1−83−2W, Wiring Manual 74−00−05).
AIRCRAFT ARE TOLD BEFORE THE ELECTRICAL SYSTEM
IS ENERGIZED. IF YOU DO NOT DO THIS, YOU CAN CAUSE
(d) Apply electrical power to the aircraft.
(e) Close engine #2 ignition CB.
(f) Check the Condition Lever #2 on the center console is at the "FUEL OFF"
position.
(g) Check that 28 VDC cannot be measured at 9811−TB16 Pin 2A.
(h) Move engine ignition switch #2 to the "AUTO" position. Check that 28 VDC
cannot be measured at 9811−TB16 Pin 2A.
(i) Slowly move the Condition Lever #2 on the center console to the "START &
FEATHER" position. Check that 28 VDC can be measured at 9811−TB16 Pin
2A before the Condition Lever reaches the "START & FEATHER" position.
(j) Slowly move the Condition Lever #2 forward until the "MAX" position. Verify
that 28 VDC can be measured at 9811−TB16 Pin 2A throughout the entire
travel.
(k) Pull the engine #2 ignition CB and check that 28 VDC is removed from
9811−TB16 Pin 2A.
(l) Close the engine #2 ignition CB and check that 28 VDC can be measured at
9811−TB16 Pin 2A.
(m) Press and hold the test button on the engine #2 NH Speed Indicator and check
that 28 VDC cannot be measured at 9811−TB16 Pin 2A.
(n) Release the test button on the engine NH Speed Indicator and check that 28
VDC can be measured at 9811−TB16 Pin 2A.
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(o) Move engine ignition switch #2 to the "OFF" position. Check that 28 VDC
cannot be measured at 9811−TB16 Pin 2A.
(p) Remove all electrical power to the aircraft.
(q) Move Condition Lever #2 to the "FUEL OFF" position and reconnect the
following wire, 9811−TB16, 7411−20003L18 to 2A.
(r) Disconnect 9811−P48 and check that continuity exist between Pin M and Pin K
when the Condition Lever #2 is in the "FUEL OFF" position.
(s) Move the Condition Lever #2 to the "START & FEATHER" position and check
there is no continuity between Pin M and Pin K.
(t) Connect 9811−P48 and move the Condition Lever #2 to the "FUEL OFF"
position.
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**ON A/C ALL
LOW PRESSURE COMPRESSOR ROTOR SPEED (NL) INDICATING SYSTEM −
DESCRIPTION AND OPERATION
1. General
Refer to Figure 1.
The speed indicating system for the low pressure compressor rotors of both engines consists
of a speed sensor for each engine connected by electrical wiring to a dual indicator which
serves both engines.
A. Low Pressure Compressor Rotor Speed (NL) Sensor
A low pressure compressor rotor speed sensor is mounted on, and supplied as part of,
the basic engine. The sensor (magnetic pickup) is located in a boss on the
intercompressor case on the left side of the engine. The output of the sensor is 0 to 9233
Hz signal (0 to 5 volts peak to peak), which is equivalent to 0 to 100% rotor speed. The
signals from both engines are applied as separate inputs to the dual indicator. For details
of the speed sensor, refer to the Engine Maintenance Manual. For location of NL speed
sensor, see ENGINE INDICATING − GENERAL, Figure 2.
B. NL Dual Indicator
The low pressure compressor rotor speed (NL) indicator for both engines is mounted on
the engine instrument panel in the flight compartment.
The indicator contains separate circuits and indicating mechanisms for engine No. 1 and
engine No. 2, which receive separate inputs from the associated speed sensor. The
circuits are separately powered from the 28 V dc essential buses, circuits for engine No.
1 from the left bus, protected by the ENG 1 NL IND circuit breaker (L5) and circuits for
engine No. 2 from the right bus, protected by the ENG 2 NL IND circuit breaker (H4).
Lighting for the indicator is from the 5 V dc lighting system (refer to Chapter 33).
The indicator circuits compute the ac signal from the associated sensor and provide an
equivalent indication of NL speeds by means of moving pointers against a fixed dial. The
pointers for engines No. 1 and No. 2 are mounted on concentric shafts and identified 1
and 2 by a marking on each pointer.
A 0 to 5 V dc signal proportional to 0 to 100% NL is relayed from each separate circuit to
the flight data recorder (refer to Chapter 31).
The indicator dial is marked NL % RPM and the scale is graduated with major
graduations in increments of 10% NL from 10 to 110% NL with minor graduations of 5%
NL.
The scale is provided with a green arc from 40 to 100% NL.
In the event of indicator power supply failure, the pointer(s) of the affected circuit(s)
move off scale below zero.
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ENGINE LOW PRESSURE COMPRESSOR ROTOR SPEED (NL) INDICATING SYSTEM −

WIRING DIAGRAM
Figure 1
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ENG (NL) INDICATING SYSTEM − MAINTENANCE PRACTICES
The procedures that follow are for the removal and installation of the engine (NL) indicators.
A. Removal of the (NL) Indicator
EQUIPMENT.
LEFT DC L5 ENG 1 NL IND
RIGHT DC H4 ENG 2 NL IND
(3) Loosen the indicator lower left securing screw approximately five turns.
(4) Push in the securing screws to disengage the clamping mechanism.
(5) Slide out the (NL) indicator.
(6) Disconnect the connector and remove the (NL) indicator.
B. Installation of the (NL) Indicator
(2) Reconnect the connector to the (NL) indicator.
(3) Insert and align the (NL) indicator and tighten the lower left securing screw.
LEFT DC L5 ENG 1 NL IND
RIGHT DC H4 ENG 2 NL IND
(5) Remove all tools equipment and unwanted materials from the work area.
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BRT. Check that the (NL) indicator back lighting varies from off to bright.
(9) Check for correct operation of the (NL) indicator(s).
(10) Shut down engine (refer to Chapter 71−00−00).
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**ON A/C ALL
INTERTURBINE TEMPERATURE INDICATING SYSTEM − DESCRIPTION AND OPERATION
1. General
Refer to Figure 1.
The interturbine temperature (ITT) indicating system provides visual indication of operating
temperature in the interturbine zone between the low pressure turbine rotor and the first stage
of the power turbine rotor. For location and details of the interturbine zone refer to the Engine
Maintenance Manual.
The indicating system consists of an interturbine subsystem supplied with each engine and
two turbine temperature indicators located on the engine instrument panel, in the flight
compartment. The temperature sensing components of the subsystem for each engine and its
corresponding indicator are joined by chromel (positive) and alumel (negative) leads, between
the indicators and thermocouple harness terminals on the associated engine. For location of
T6 sensor junction block, see ENGINE INDICATING − GENERAL, Figure 2.
A. Interturbine Temperature Sensing System
The interturbine (ITT) temperature (T6) sensing system consists of parallel−connected
chromel/alumel thermocouples, the output of which is a millivolt signal proportional to the
average temperature sensed in the interturbine zone. For details of the temperature
sensing system, refer to the Engine Maintenance Manual.
B. Interturbine Temperature Indicators
The interturbine temperature indicators are powered from the 28 V dc essential buses,
engine No. 1 indicator from the left bus, protected by the ENG 1 ITT IND circuit breaker
(F5) and engine No. 2 from the right bus, protected by the ENG 2 ITT IND circuit breaker
(F5).
Indicator lighting is white powered from the 5 V dc lighting system (refer to Chapter 33).
The indicators each receive a millivolt signal, proportional to temperature (T6) from the
corresponding interturbine sensing system. Circuits in the indicators compute the signals
to provide temperature readings and a 0 to 5 V dc output signal proportional to T6
temperatures to the flight data recorder (refer to Chapter 31). The temperature readings
are obtained by an indicator driven pointer against a fixed dial and an equivalent digital
display.
The indicator fixed dial is marked ITT degrees C × 100 and the scale is graduated in
major graduations in increments of 100 degrees C, between 0 and 1200 degrees C, with
minor graduations in increments of 50 degrees C.
The scale is provided with a green arc 350 to 785 degrees C, a red radial at 785 degrees
C, a yellow arc 785 to 816 degrees C, a dashed red radial at 816 degrees C and a red
triangle at 950 degrees C.
aircraft incorporate a heater associated with LCD operation, located one in each
indicator, powered from the 28 V dc secondary buses; engine No. 1 indicator heater from
the left bus (S2), and engine No. 2 indicator heater from the right bus (A1) (refer to
ENGINE INDICATING − GENERAL).
An overtemperature lamp in each indicator is operated by a switch, which is calibrated to
operate and turn on the lamp when interturbine temperature sensed by the indicator
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exceeds 810 degrees C. The lamp and its associated switch are connected into test and
dim unit circuits.
A test pushbutton is provided in each indicator, which when pressed, with indicating
system power on, causes the indicator pointer to move to 1050 degrees C, indicated by
the dial, a blue dot on the face of the indicator dial and an equivalent digital display.
Releasing the test pushbutton causes the indicator pointer to return to its original setting,
with an equivalent digital display.
In the event of loss of electrical power to the indicator, the indicator pointer moves off
scale below zero and the digital display is blanked.
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INTER TURBINE TEMPERATURE (ITT) INDICATING SYSTEM

Figure 1
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ITT INDICATORS − MAINTENANCE PRACTICES
The maintenance procedures that follow are for the removal and installation of the ITT
indicators.
A. Removal of the ITT Indicators
EQUIPMENT.
LEFT DC F5 ENG 1 ITT IND
RIGHT DC F5 ENG 2 ITT IND
(3) Loosen the ITT indicator top right and lower left securing screws approximately five
turns.
(4) Push in the ITT indicator top right and lower left securing screws to disengage the
clamping mechanism.
(5) Slide out the ITT indicator.
(6) Disconnect the connector and remove the ITT indicator.
B. Installation of the ITT Indicators
(2) Reconnect the connector to the ITT indicator.
(3) Insert and align the ITT indicator and tighten the securing screws.
LEFT DC F5 ENG 1 ITT IND
RIGHT DC F5 ENG 2 ITT IND
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(7) Push and hold the PRESS TO TEST push button on the ITT indicator. Check that
the analog pointer aligns with the unlit blue dot at 1050, the digital display shows
1050 and the overtemperature advisory light is "ON."
(8) Release the PRESS TO TEST push button on the ITT indicator. Check that the
analog pointer and digital display shows current engine temperature.
BRT. Check that the ITT indicator back lighting varies from off to bright.
(11) Check for correct operation of the ITT indicator.
(12) Shut down the engine (refer to Chapter 71−00−00).
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**ON A/C ALL
INTER−TURBINE TEMPERATURE INDICATOR (ITT) CALIBRATION TEST − MAINTENANCE
PRACTICES
1. Adjustment/Test
Millivolt Generator−Pyrotest V2777 (or equivalent)
A. Inter−Turbine Temperature Indicator (ITT) Calibration Test
(1) Open and clip the following circuit breakers:
(a) ENG 1 ITT IND (F5) on 28V dc left essential bus circuit breaker panel (when
testing engine No. 1 indicator).
OR
(b) ENG 2 ITT IND (F5) on 28V dc right essential bus circuit breaker panel (when
testing engine No. 2 indicator).
(c) ADVSY LTS 1 (F3) on 28V dc left essential bus C.B. panel and ADVSY LTS 2
(E3) on 28V dc left main bus circuit breaker panel.
(2) Gain access to engine terminal block through the cowl right rear access panel. At
engine terminal block (TC1) (refer to Figure 203) disconnect thermocouple harness
and connect millivolt generator.
NOTE: Ensure correct polarity of alumel and chromel leads.
(3) Check with no voltage applied to indicator, indicator pointer is off scale and digital
readout is blank.
(4) Close circuit breakers opened in step (1).
(5) Press test pushbutton on indicator and check overtemperature warning light on at
810 degrees C pointer positions opposite blue dot at 1050 degrees C and
equivalent digital reading. Release pushbutton and check pointer and digital
readout return to original readings.
(6) Apply millivolt signal to harness (refer to Figure 201) corrected for ambient
temperature as necessary (refer to Figure 204) and record readings.
(7) At each reading taken in step (6) ensure that indicator readings pointer and digital
are within tolerances given in Figure 204.
(8) Adjust signal input to increase pointer and digital display to approximately 810
degrees C and observe overtemperature warning light comes on (refer to Figure
204).
(9) Open circuit breakers (refer to step (1)).
(10) Disconnect millivolt generator from thermocouple leads.
CAUTION: WHEN DOING AN INSULATION RESISTANCE CHECK, DO NOT
APPLY A VOLTAGE HIGHER THAN 500 VOLTS, WHICH IS THE
BREAKDOWN VOLTAGE OF THE SYSTEM.
(11) Carry out continuity, insulation resistance and voltage output check of T6
thermocouples, harness and T6 trim resistor harness (refer to Engine Maintenance
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Manual).
NOTE: Check insulation resistance terminal to casing, 2 megohms minimum at
45 volts AC or DC.
(12) Connect alumel and chromel leads to terminal block and torque alumel nut (large
diameter) to 25 to 30 pound−inches and chromel nut (small diameter) to 20 to 25
pound−inches (refer to Figure 203).
(13) Close circuit breakers (refer to step (1)).
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MILLIVOLT SETTINGS CORRECTED FOR AMB. TEMP.

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MILLIVOLT SETTINGS CORRECTED FOR AMB. TEMP.

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INTER−TURBINE TEMPERATURE (ITT) INDICATING SYSTEM CALIBRATION DETAILS

Figure 202
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ITT
INTER−TURBINE TEMPERATURE (ITT) INDICATING SYSTEM CALIBRATION DETAILS

Figure 203
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ITT INPUT CHARACTERISTICS
INDICATIONS TOLERANCES
DEGREES C POINTER DIGITS
200 + 9 DEG C + OR − 5 DEG C
600 + OR − 9 DEG C + OR − 5 DEG C
1000 + OR − 9 DEG C + OR − 5 DEG C
1200 + OR − 9 DEG C + OR − 5 DEG C
OVERTEMPERATURE WARNING LIGHT IS SET TO COME ON AT APPROXIMATELY

810 oC (+2.5 C − 0 C).
ITT CALIBRATION CHECK VALUES

Figure 204
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**ON A/C ALL
INDICATING − DESCRIPTION
1. General
Refer to Figure 1.
Oil system indicating for each of the two engines is by the same type systems, consisting of
oil pressure indicating, oil temperature indicating and low oil pressure warning.
An oil tank is an integral part of each engine and oil level (quantity) indicating is by means of
a sight glass on the left side of the engine. Access to the sight glass is by means of a hinged
access door in the engine left side cowl.
Components shown are oil pressure transmitter and low oil pressure switch both connected to
common pressure and vent lines. An oil temperature bulb is screwed into an adapter in oil
lines adjacent to the oil filter. These components are connected into and provide sensing for
pressure, temperature and warning light circuits.
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OIL INDICATING COMPONENTS

Figure 1
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OIL PRESSURE INDICATING SYSTEM − DESCRIPTION AND OPERATION
1. General
Refer to Figure 1.
The oil pressure indicating system for each engine consists of an oil Pressure transmitter,
connected by electrical wiring to the oil temperature section of a dual oil pressure and
temperature indicator.
The systems are powered from the 28V dc essential buses, No. 1 engine oil pressure
indicating system from the left bus, protected by 5−ampere, ENG 1 OIL PRESS IND circuit
breaker, No. 2 engine system is powered from the 28V dc right essential bus, protected by
ENG 2 OIL PRESS IND circuit breaker of the same value.
A. Oil Pressure Transmitter
The oil pressure transmitter of the semi−conductor (silicone) strain gage−type is
mounted on the engine oil tank, adjacent to the tank level sight glass. On Mod 8/0885
aircraft, the oil pressure transmitter is hermetricallly sealed to prevent water ingress.
The components of the strain gage are bonded to a metal diaphragm. Engine oil
pressure from the output of the engine oil pressure regulator is applied to one side of the
diaphragm at the pressure inlet of the transmitter. Vent or reference pressure from the
turbomachinery accessory gearbox cavity is applied to the opposite side of the
diaphragm. Power to the transmitter strain gage which forms a bridge circuit is regulated
to 10V dc from the oil pressure section of the dual indicator.
With zero engine oil pressure, there is no voltage output from the bridge circuit, oil
pressure applied to the transmitter deflects the diaphragm and unbalances the bridge to
produce an output signal of 0 to 100 milivolts, proportional to 0 to 100 psi corrected for
reference pressure. The signal is applied to the oil pressure section of the associated
dual indicator.
On Mod 8/0965 aircraft, an oil pressure switch with a lower pressure setting is installed
to increase the amount of usable oil and reduce the possibility of activating the low oil
pressure warning light.
B. Oil Pressure and Oil Temperature Dual Indicator
The oil pressure and temperature dual indicator, located on the engine instrument panel
and marked ENG OIL has two scales and pointers, one scale marked PSI and other
degrees C. The oil pressure section provides an output of 10V dc + or − 0.01 to its
associated oil pressure transmitter and receives a 0 to 100 milivolt signal proportional to
0 to 100 psi. The indicator provides an equivalent reading of oil pressure using a moving
pointer against the fixed scale marked PSI.
The scale is calibrated from 0 to 100 psi with major graduations in increments of 10 psi
and minor graduation in increments of 5 psi. The scale is provided with a min red radial
at 40 psi, a green arc from 55 to 65 psi and a yellow arc 40 to 55 psi. Indicator lighting is
white, powered by 5V dc (refer to Chapter 33).
In the event of power failure to the system, the psi pointer moves off scale below 0 psi.
On aircraft incorporating Mod 8/1050 usage of a Series 300 oil pressure/temperature
dual indicator in Series 100 aircraft is permitted. Range markings agree with revised oil
temperature limits of the Pratt and Whitney 120/121 engine.
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OIL PRESSURE INDICATING AND ELECTRICAL SCHEMATIC

Figure 1
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OIL PRESSURE/TEMPERATURE DUAL INDICATOR − MAINTENANCE PRACTICES
The maintenance procedures that follow are for the removal and installation of the oil
pressure/temperature dual indicator.
A. Removal of the OIL PRESSURE/TEMPERATURE Dual Indicator
EQUIPMENT.
LEFT DC K5 ENG 1 OIL PRESS IND
LEFT DC M5 ENG 1 OIL TEMP IND
RIGHT DC J4 ENG 2 OIL PRESS IND
RIGHT DC K4 ENG 2 OIL TEMP IND
(3) Loosen the indicator securing screws approximately five turns.
(4) Push in the securing screws to disengage the clamping mechanism.
(5) Slide out the OIL PRESS/TEMP dual indicator.
(6) Disconnect the connector and remove the OIL PRESS/TEMP dual indicator.
B. Installation of the OIL PRESSURE/TEMPERATURE Dual Indicator
(2) Reconnect the connector to the OIL PRESS/TEMP dual indicator.
(3) Insert and align the OIL PRESS/TEMP dual indicator and tighten the securing
screws.
LEFT DC K5 ENG 1 OIL PRESS IND
LEFT DC M5 ENG 1 OIL TEMP IND
RIGHT DC J4 ENG 2 OIL PRESS IND
RIGHT DC K4 ENG 2 OIL TEMP IND
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(7) Do an engine start (Refer to Chapter 71−00−00).
(8) Check for correct operation of the OIL PRESS/TEMP dual indicator.
(9) Shut down the engine (Refer to Chapter 71−00−00).
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OIL TEMPERATURE INDICATING SYSTEM
1. General
The oil temperature indicating system for each engine consists of an engine oil temperature
transmitter, connected to the temperature side of a dual pressure and temperature indicator
by electrical wiring. The transmitter is screwed into an adapter adjacent to the engine oil filter,
sensing oil temperature downstream from the fuel heater. The indicator is located on the
engine instrument panel in the flight compartment.
The systems are powered from the 28V dc essential buses, No. 1 engine oil temperature
indicating system from the left bus, protected by 5−ampere ENG 1, OIL TEMP IND circuit
breaker (M5). No. 2 engine system is powered from the right bus, protected by ENG 2, OIL
TEMP IND circuit breaker (K4) of the same value.
A. Oil Temperature Transmitter
The engine oil temperature transmitter is a standard electrical resistance−type, in which
resistance varies in direct proportion to sensed oil temperature.
B. Oil Pressure and Temperature Dual Indicator
The oil pressure and temperature dual indicator is marked ENG OIL and has two scales
and pointers, one scale marked PSI and the other degrees C.
On aircraft incorporating Mod 8/1050 the oil pressure/temperature dual indicator range
markings agree with revised oil pressure/temperature limits of the Pratt and Whitney
120/121 engine.
The degrees C scale is calibrated from −50 to +150 degrees C. with major graduations in
increments of 50 degrees C. and minor graduations in increments of 10 degrees C.
Pre Mod 8/1050 Indicator. The scale is provided with a max red radial at 115 degrees C,
a min red radial at −40 degrees C, a yellow arc from −40 degrees C to 0 degrees C and
99 to 115 degrees C, and a green arc 0 to 99 degrees C.
Mod 8/1050 Indicator. The scale is provided with a max red radial at 125 degrees C, a
min red radial at −40 degrees C, a yellow arc from −40 degrees C. to 45 degrees C. and
115 to 125 degrees C, and a green arc 45 to 115 degrees C.
The indicator provides a reading of oil temperature using a moving pointer against a
fixed dial marked degrees C.
Indicator lighting is white, powered by 5 V dc (refer to Chapter 33).
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OIL TEMPERATURE INDICATING AND ELECTRICAL SCHEMATIC

Figure 1
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OIL TEMPERATURE BULB − MAINTENANCE PRACTICES
1. General
The maintenance procedure that follows is for the removal and the installation of the oil
temperature bulb. The oil temperature bulb is screwed into an adapter adjacent to the engine
oil filter. The procedure is the same for the left engine and the right engine.
A. Remove Oil Temperature Bulb
WARNING: DOOR LOCK PINS MUST BE INSTALLED IN THE GROUND LOCK
PROVISION BRACKETS PRIOR TO WORKING IN THE MAIN
WHEEL WELL. FAILURE TO OBSERVE THIS WARNING COULD
RESULT IN FATAL OR SERIOUS INJURY.
(1) Open the main landing gear doors and install the doors lock pin.
(2) Open the lower forward nacelle cowl (refer to AMM 71−10−00).
(3) Remove the left side center panel 413 AL (engine No. 1) or 423 AL (engine No. 2)
(refer to AMM 71−10−00).
WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO
MAINTENANCE ON OR NEAR ELECTRICAL/ELECTRONIC
EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE
INJURY TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT.
(4) Obey all the electrical/electronic safety precautions (refer to AMM 24−00−00).
(5) Disconnect the electrical connector (2) from the oil temperature bulb (1).
(6) Put the protective cap on the electrical connector (2).
WARNING: YOU MUST WEAR EYE PROTECTION WHEN YOU CUT THE
LOCKWIRE. WHEN YOU CUT THE LOCKWIRE, PIECES CAN HIT
YOUR EYES AND CAUSE INJURIES.
(7) Remove and discard the lockwire from the oil temperature bulb (1).
(8) Unscrew and remove the oil temperature bulb (1) from the adapter (4).
(9) Remove and discard the preformed packing (3) from the oil temperature bulb (1).
(10) Put the protective caps on the open ends of the oil temperature bulb (1).
B. Install Oil Temperature Bulb
(1) Make sure that the aircraft is in the same configuration as in the removal task.
(2) Remove the protective caps from the oil temperature bulb (1).
(3) Lubricate the new preformed packing (3) with the engine oil of the same
specification.
(4) Install the preformed packing (3) to the oil temperature bulb (1).
(5) Install the oil temperature bulb (1) to the adapter (4).
(6) Remove the protective cover from the electrical connector (2).
(7) Connect the electrical connector (2) to the oil temperature bulb (1).
(8) Lockwire the oil temperature bulb (1).
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(11) Check for the correct operation of the oil pressure/temperature dual indicator in the
(12) Do the engine shutdown for the related engine (refer to AMM 71−00−00).
(13) Install the left side center panel 413 AL (engine No. 1) or 423 AL (engine No. 2)
(14) Close the lower forward nacelle cowl (refer to AMM 71−10−00).
(15) Remove the main landing gear doors lock pin and close the doors.
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dam01_7934032_001.dg, cs, apr04/2012
2
LEGEND
1. Oil temperature bulb.
3. Packing.
4. Adapter.
OIL TEMPERATURE BULB − REMOVAL/INSTALLATION

Figure 201
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**ON A/C ALL
LOW OIL PRESSURE WARNING SYSTEM − DESCRIPTION AND OPERATION
1. General
The low oil pressure warning system for each engine consists of an engine oil pressure low
switch, which is mounted on the engine oil tank on the left side of the engine (refer to
INDICATING − GENERAL, Figure 1). The switch is connected to the appropriate ENG OIL
PRESS caution light circuit in the caution lights panel (Pre Mod 8/0235 aircraft) and to similar
circuits in a warning lights panel (Mod 8/0235 aircraft).
The caution lights panel is located in the flight compartment. The warning lights panel
supplied on modified aircraft is mounted on the lower edge of the caution lights panel (refer to
Chapter 33).
The oil pressure low switch of each engine is connected into engine intake lip heater circuits
of the corresponding engine. On aircraft incorporating Mod 8/0446 engine No. 2 low pressure
switch is connected into hydraulic system inter−system power transfer circuits.
Each pressure switch has two ports, one marked ‘ENG’ and the other ‘REF’. The ‘ENG’ port
is connected by rigid piping to a port on the downstream side of the engine oil pressure
regulating valve. The ‘REF’ port is similarly connected to a vent connection sensing the
turbomachinery accessory gearbox cavity pressure.
The switches are each provided with two contact sets, the normally closed contact of one set
in each switch is connected to and controls the operation of the appropriate ENG OIL PRESS
caution light (Pre−Mod 8/0235) or ENG OIL PRESS warning light (Mod 8/0235). The normally
open contact in the other contact set in each switch is connected to the corresponding engine
intake heater circuit (refer to Chapter 30). On Mod 8/0446 aircraft the normally closed contact
in engine No. 2 low pressure switch is connected into hydraulic system inter−system power
transfer circuits (refer to Chapter 29).
Switch mechanisms are calibrated to operate their contacts from N.C. to N.O. on increasing
engine oil pressure at 59 psid (Pre Mod 8/0965) or 49 psid (Mod 8/0965) and from N.O. to
N.C. at 52 + or −2 psig decreasing pressure (Pre Mod 8/0965) or 42 + or −2 psig Mod 8/0965.
With the engine oil pressure above 59 psid, (Pre Mod 8/0965) or 49 psid (Mod 8/0965), both
switch contacts are open and the ground for the appropriate ENG OIL PRESS light is
removed and the light is turned off.
Should the oil pressure of an engine fall below 52 + or −2 psid (Pre Mod 8/0965) 42 + or −2
psid Mod 8/0965, for any reason both contact sets of the switch close. The connected contact
set establishes a ground to initiate lighting of the appropriate ENG OIL PRESS light.
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ENGINE OIL PRESSURE LOW WARNING SYSTEM (PRE−MOD 8/0235 AND 8/0446) −
ELECTRICAL SCHEMATIC
Figure 1
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ENGINE OIL PRESSURE LOW WARNING SYSTEM (MOD 8/0235 AND 8/0446) −
ELECTRICAL SCHEMATIC
Figure 2
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OIL PRESSURE SWITCH − MAINTENANCE PRACTICES
1. General
pressure switch. The oil pressure switch is installed on the oil tank adjacent to the sight glass.
The procedure is the same for the left engine and the right engine.
Refer to Figure 201 or Figure 202.
A. Remove Oil Pressure Switch
WARNING: MAIN GEAR DOOR LOCK PINS MUST BE INSTALLED IN THE
GROUND LOCK PROVISION BRACKETS PRIOR TO WORKING IN
THE MAIN WHEEL WELL. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN FATAL OR SERIOUS INJURY.
(1) Open the main gear doors and install the doors lock pin (Refer to Chapter 32).
(2) Remove the lower forward nacelle cowl (Refer to Chapter 71−10−00).
(Refer to Chapter 71−10−00).
(4) Obey all the electrical/electronic safety precautions (Refer toChapter 24−00−00).
(5) Disconnect the electrical connector (1) from the oil pressure switch (2).
(6) Put a protective cover on the electrical connector (1).
(7) Put a container below the tubes (3) and (4) to collect the oil drain.
(8) Disconnect the tubes (3) and (4) from the oil pressure switch (2).
(9) Put the protective caps on the open ends of the tubes (3) and (4).
(10) Hold the oil pressure switch (2) and remove the nuts (5), washers (6) and screws
(7) from the bracket (8).
(11) Remove the oil pressure switch (2) from the bracket (8).
(12) Put the protective caps on the open ends of the oil pressure switch (2).
B. Install Oil Pressure Switch
(2) Remove the protective caps from the oil pressure switch (2) and from the tubes (3)
and (4).
(3) Put the oil pressure switch (2) in the bracket (8) with screws (7), washers (6) and
nuts (5).
(4) Tighten the screws (7).
(5) Connect the tubes (3) and (4) to the oil pressure switch (2) (Refer to Chapter
20−06−03).
(6) Remove the protective cover from the electrical connector (1).
(7) Connect the electrical connector (1) to the oil pressure switch (2).
(8) Do the engine start procedure for the related engine (Refer to Chapter 71−00−00).
(9) Examine all the connections at the oil pressure switch and at the tube assemblies
for signs of oil leaks.
MASTER
EFFECTIVITY:
79−36−01 Page 201
Jan 15/2010
D
SERIES 100
(10) Do the engine shutdown for the related engine (Refer to Chapter 71−00−00).
(Refer to Chapter 71−10−00).
(12) Install the lower forward nacelle cowl (Refer to Chapter 71−10−00).
(13) Remove main gear doors lock pin and close the doors (refer to Chapter 32).
MASTER
EFFECTIVITY:
79−36−01 Page 202
Jan 15/2010
D
SERIES 100
3 8
2
5
7
4
LEGEND
dam01_7936012_001.dg, sr, jun24/2009
2. Oil pressure switch.
3. Tube.
4. Tube.
5. Nut.
6. Washer.
7. Screw.
8. Bracket.
OIL PRESSURE SWITCH − REMOVAL/INSTALLATION

Figure 201
MASTER
EFFECTIVITY:
79−36−01 Page 203
Jan 15/2010
D
SERIES 100
6
7
LEGEND
dam01_7936012_002.dg, sr, jun24/2009
4
2. Oil pressure switch.
3. Tube.
4. Tube.
5. Nut.
6. Washer.
7. Screw.
8. Bracket.
OIL PRESSURE SWITCH − REMOVAL/INSTALLATION

Figure 202
MASTER
EFFECTIVITY:
79−36−01 Page 204
Jan 15/2010
D
SERIES 100
OIL PRESSURE TRANSMITTER − MAINTENANCE PRACTICES
1. General
pressure transmitter. The oil pressure transmitter is installed on the oil tank adjacent to the
sight glass. The procedure is the same for the left engine and the right engine.
Refer to Figure 201 or Figure 202.
A. Remove Oil Pressure Transmitter
WARNING: MAIN GEAR DOOR LOCK PINS MUST BE INSTALLED IN THE
GROUND LOCK PROVISION BRACKETS PRIOR TO WORKING IN
THE MAIN WHEEL WELL. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN FATAL OR SERIOUS INJURY.
(1) Open the main landing gear doors and install the doors lock pin.
(2) Open the lower forward nacelle cowl (refer to AMM 71−10−00).
WARNING: OBEY ALL THE SAFETY PRECAUTIONS WHEN YOU DO
MAINTENANCE ON OR NEAR ELECTRICAL/ELECTRONIC
EQUIPMENT. IF YOU DO NOT DO THIS, YOU CAN CAUSE
INJURIES TO PERSONS AND/OR DAMAGE TO THE
EQUIPMENT.
(4) Obey all the electrical/electronic safety precautions (refer to AMM 24−00−00).
(5) Disconnect the electrical connector (2) from the oil pressure transmitter (1).
(6) Put the protective caps on the electrical connector (2) and on the oil pressure
transmitter (1).
(7) Put a container below the tube (3) and the tee (4) to collect the oil drain.
(8) Disconnect the tube (3) from the union (5).
(9) Put a protective cap on the open end of the tube (3).
(10) Remove the union (5) from the oil pressure transmitter (1).
(11) Remove and discard the preformed packing (6) from the union (5).
(12) Disconnect the tubes (15) and (16) from the tee (4).
(13) Put the protective caps on the open ends of the tubes (15) and (16).
(14) Loosen the nut (7) and disconnect the tee (4) from the oil pressure transmitter (1).
(15) Remove the preformed packing (9), retainer (8) from the tee (4). Discard the
preformed packing (9).
(16) Remove the nut (7) from the tee (4).
(17) Put the protective caps on the open ends of the tee (4).
(18) Hold the oil pressure transmitter (1), remove the nut (13), washer (12) and screw
(11) that attach the clamp (10) to the bracket (14).
(19) Remove the clamp (10) and the oil pressure transmitter (1) from the bracket (14).
MASTER
EFFECTIVITY:
79−36−03 Page 201
Jul 15/2012
D
SERIES 100
(20) Remove the clamp (10) from the oil pressure transmitter (1).
(21) Put the protective caps on the open ends of the oil pressure transmitter (1).
B. Install Oil Pressure Transmitter
(2) Remove the protective caps from the oil pressure transmitter (1) and the tee (4).
(3) Put the clamp (10) to the oil pressure transmitter (1).
(4) Hold the oil pressure transmitter (1), attach the clamp (10) to the bracket (14) with
screw (11), washer (12) and nut (13).
(5) Tighten the screw (11).
specification.
(7) Put the nut (7), retainer (8) and the preformed packing (9) to the tee (4).
(8) Install the tee (4) to the oil pressure transmitter (1).
(9) Tighten the nut (7).
(10) Remove the protective caps from the tubes (15) and (16).
(11) Connect the tubes (15) and (16) to the tee (4) (refer to AMM 20−06−03).
specification and install it to the union (5).
(13) Install the union (5) to the oil pressure transmitter (1).
(14) Remove the protective cap from the tube (3).
(15) Connect the tube (3) to the union (5) (refer to AMM 20−06−03).
(16) Remove the protective cap from the electrical connector (2).
(17) Connect the electrical connector (2) to the oil pressure transmitter (1).
(19) Examine all the connections at the oil pressure transmitter (1) and at the tube
assemblies for signs of oil leaks.
(20) Check for the correct operation of the oil pressure/temperature dual indicator in the
(21) Do the engine shutdown for the related engine (refer to AMM 71−00−00).
(24) Close the lower forward nacelle cowl (refer to AMM 71−10−00).
(25) Remove the main landing gear doors lock pin and close the doors.
MASTER
EFFECTIVITY:
79−36−03 Page 202
Jul 15/2012
D
SERIES 100
LEGEND
1. Oil pressure transmitter.
3. Tube.
4. Tee.
5. Union.
6. Packing.
7. Nut.
8. Retainer.
9. Packing.
10. Clamp.
11. Screw.
12. Washer.
13. Nut. 14
14. Bracket.
15. Tube. 13
16. Tube.
12 3
5
1 6
OIL PRESSURE
10
SWITCH 11
(REF)
2
9
dam01_7936032_001.dg, hp, mar26/2012
8
7 16
15
OIL PRESSURE TRANSMITTER − REMOVAL/INSTALLATION (PRE MOD 8/0154)

Figure 201
MASTER
EFFECTIVITY:
79−36−03 Page 203
Jul 15/2012
D
SERIES 100
LEGEND
1. Oil pressure transmitter.
3. Tube.
4. Tee.
5. Union.
6. Packing.
7. Nut. 14
8. Retainer.
9. Packing.
10. Clamp.
11. Screw. 13
12. Washer.
13. Nut. 12
14. Bracket. 3
15. Tube.
16. Tube.
5
1 6
OIL PRESSURE
SWITCH 11
10
(REF)
2 9
8
dam01_7936032_002.dg, hp, mar26/2012
7 16
15
OIL PRESSURE TRANSMITTER − REMOVAL/INSTALLATION (MOD 8/0154)

Figure 202
MASTER
EFFECTIVITY:
79−36−03 Page 204
Jul 15/2012
D
SERIES 100
**ON A/C ALL
PROPELLER SYNCHROPHASING SYSTEM − DESCRIPTION AND OPERATION
1. General
The propeller synchrophasing control circuits provide for automatic speed and phase angle
synchronizing for the propeller system and provide visual indication of circuits powered. The
propeller of engine No. 1 is the reference or master propeller and engine No. 2 propeller is
the controlled or slave propeller.
The synchrophasing mode is manually selectable and must remain switched off during
take−off and landing or when operating the propeller outside the cruise range (constant
speed governing). Propeller speeds must be manually synchronized within 2 1/2 percent
before selecting the synchrophasing mode.
2. Description
System components consist of a synchrophase control unit, a torque motor, contained in the
PCU of engine No. 2 and two pulse generators, one located on the propeller brush block of
each engine on Pre−Mod 8/0312 aircraft. When Mod 8/0312 is embodied, the pulse
generators are removed from the brush block and mounted in a separate bracket. The
mounting bracket is attached to the propeller shaft seal housing of the engine reduction
gearbox at 5 o’clock (view on front of propeller shaft).
The synchrophase control unit, located on electrical equipment panel No. 1 in the cabin (see
CONTROLLING − DESCRIPTION AND OPERATION, Figure 1) is powered from the 28V dc
right secondary bus, protected by a 5−ampere PROP SYNC (D3) circuit breaker. The power
supply is controlled by a SYNCHROPHASE ON/OFF toggle switch. A SYNCHROPHASE ON
advisory light on the glareshield panel is interconnected with the power supply and advisory
dim and test circuits.
The pulse generators (see Figure 2) are aligned axially with sensor actuators, one located on
the rear face of the propeller bulkhead and slip ring assembly of each engine. The mounting
components of the pulse generators permit the setting of a controlled gap between the sensor
and the sensor actuator. For clearance details, refer to the Propeller Maintenance Manual.
Rotation of the propellers induces a variable frequency ac signal proportional to propeller
speed in each phase sensor circuit. The signals are applied as inputs to the synchrophase
control unit.
MASTER
61−29−00 Page 1
Dec 20/2004
D
SERIES 100
PROPELLER SYNCHROPHASING SYSTEM − ELECTRICAL SCHEMATIC

Figure 1
MASTER
61−29−00 Page 2
Dec 20/2004
D
SERIES 100
3. Operation
With the SYNCHROPHASE switch selected to ON, the system is powered, indicated by the
advisory light which comes on.
Input signals from the pulse generator are processed by the synchrophase control box.
Circuits using the signal from engine No. 1 propeller pulse generator as the reference or
master signal relay a correction signal, as required to the torque motor of engine No. 2 PCU.
The torque motor operates through the PCU governor to synchronize the propellers. For
details of PCU operation, refer to the Propeller Maintenance Manual.
MASTER
61−29−00 Page 3
Dec 20/2004
D
SERIES 100
SYNCHROPHASER PULSE GENERATOR DETAILS

Figure 2
MASTER
61−29−00 Page 4
Dec 20/2004
D
SERIES 100
**ON A/C ALL
PROPELLER RPM (NP) INDICATING SYSTEM − DESCRIPTION AND OPERATION
1. General
Refer to Figure 1.
A separate speed indicating system is provided for each propeller. Each system consists of a
propeller speed (NP) sensor connected by electrical wiring to a PROP RPM X100 indicator.
A. Propeller Speed (NP) Sensor
A propeller speed sensor is located on and supplied as part of each basic engine. The
sensor (magnetic pickup) mounted on the engine reduction gearbox, provides a signal (0
to 5 volts peak−to−peak) equivalent to 0 to 1200 rpm propeller speed. The signal is
applied to the associated propeller rpm indicator, with an equivalent signal relayed to the
electronic control unit (ECU) for the associated engine (refer to Chapter 73). For location
of the speed sensor, see CONTROLLING − DESCRIPTION AND OPERATION, Figure
1.
B. Propeller RPM (NP) Indicator
The propeller RPM indicator for each engine is mounted on the engine instrument panel
in the flight compartment. The indicators are powered by 28V dc from the essential
buses, engine No. 1 indicator from the left bus and engine No. 2 from the right bus,
protected by 5− ampere circuit breakers ENG 1 NP IND (G5) and ENG 2 NP IND (G5).
Lighting for the indicators is white, powered from the 5 V dc lighting system (refer to
Chapter 33).
Circuits in each indicator compute the ac signal from its associated sensor and provide
an equivalent indication of propeller rpm (NP), by means of moving pointer against a
fixed dial and an equivalent digital display. A 0 to 5 V dc signal proportional to propeller
RPM is relayed to the flight data recorder (refer to Chapter 31).
The indicator dial is marked PROP RPM × 100 and a scale is graduated in major
graduations in increments of 50 RPM from 0 to 1500 RPM can be read on digital display.
NOTE: Propeller speed (NP) in excess of 1500 RPM can be read on digital display.
Range markings are a yellow arc 500 to 785 RPM, a green arc 785 to 1200 RPM and a
red radial at 1200 RPM.
The digital display is four−digit, of the liquid crystal display (LCD) type. Pre mod
8−1/1101 aircraft incorporate a heater associated with LCD operation in each indicator.
The heaters are powered from the 28 V dc secondary buses, engine No. 1 IND LCD
HTR (S2) from the left bus and engine No. 2 IND LCD HTR (A1) from the right bus (refer
to Chapter 77).
A press−to−test push−button located on the indicator, can be used to verify the correct
operation of the indicator. Pressing the test push−button, with power on the indicator,
causes the indicator pointer to align with a blue dot at 1050 RPM reading on the dial and
there is an equivalent digital display. Releasing the push−button causes the indicator
pointer to return to the zero reading and the digital display to show four zeros.
In the event of indicator electrical power failure, the indicator moves off scale below zero
and the digital display is blanked.
Post ModSum 8Q31000 Propeller RPM (Np) Indicator is required for aircraft with the
MASTER
61−44−00 Page 1
Dec 20/2004
D
SERIES 100
Beta Lockout System Installed (CR873CH00011).
MASTER
61−44−00 Page 2
Dec 20/2004
D
SERIES 100
PROPELLER SPEED (NP) INDICATING

Figure 1
MASTER
61−44−00 Page 3
Dec 20/2004
D
SERIES 100
**ON A/C ALL
PROPELLER (PROP RPM) INDICATING SYSTEM − MAINTENANCE PRACTICES
The following maintenance procedures are approved for the removal and the installation of
the propeller (PROP RPM) indicators.
A. Removal of the Propeller (PROP RPM) Indicator
EQUIPMENT.
LEFT DC G5 ENG 1 NP IND
RIGHT DC G5 ENG 2 NP IND
(3) Loosen the propeller (PROP RPM) indicator top right and lower left securing screws
(4) Push in the propeller (PROP RPM) indicator top right and lower left securing screws
to disengage the clamping mechanism.
(5) Slide out the propeller (PROP RPM) indicator.
(6) Disconnect the connector and remove the propeller (PROP RPM) indicator.
B. Installation of the Propeller (PROP RPM) Indicator
(2) Reconnect the connector to the propeller (PROP RPM) indicator.
(3) Insert and align the propeller (PROP RPM) indicator.
(4) Tighten the top right and lower left securing screws.
LEFT DC G5 ENG 1 NP IND
RIGHT DC G5 ENG 2 NP IND
MASTER
61−44−00 Page 201
Jun 20/2005
D
SERIES 100
(8) Push and hold the PRESS TO TEST push button on the PROP RPM indicator.
Check that the analog pointer aligns with the unlit blue dot at 1050 and the digital
display shows 1050.
(9) Release the PRESS TO TEST push button on the PROP RPM indicator. Check that
the analog pointer and digital display show 0.
BRT. Check that the PROP RPM indicator back lighting varies from off to bright.
(12) Check for correct operation of the propeller (PROP RPM) indicator.
(13) For aircraft with the Beta Lockout System (CR873CH00011), do the Functional Test
of the Overspeed Protection System and Power Lever Micro Switch (6141−S3 and
S4) Calibration Check (Refer to AMM 76−10−16).
(14) Shut down the engine (refer to Chapter 71−00−00).
2. Adjustment/Test
Signal Generator HP204C or equivalent
A. Propeller RPM (NP) Indicating System − Calibration Check
(1) With dc power on, press test pushbutton on indicator. Check pointer moves
opposite blue dot at 1050 RPM and equivalent digital reading. Check that on
release of pushbutton indicator returns to original setting.
(2) Open and clip the following circuit breakers:
(a) ENG 1 NP IND (G5) on 28 V dc left circuit breaker panel. (Engine No. 1).
(b) ENG 2 NP IND (G5) on 28 V dc right circuit breaker panel. (Engine No. 2).
(c) FDAU (G2) and FDR STAT (H2) on left 28 V dc essential bus circuit breaker
panel and FDR (A9) on Avionics circuit breaker panel.
(3) Disconnect electrical connector 6142−P6 at engine speed sensor (magnetic
pick−up) on top of reduction gearbox on engine No. 1 (when testing engine No. 1
system) or 6142−P6 at similar location on engine No. 2 (refer to Figure 202).
Disconnect electrical connector 9811−P104 located at station X210 on left side of
cabin, on relay panel behind avionics rack.
(4) Carry out continuity, resistance and insulation test of speed sensor (magnetic
pick−up) of engine system under test (refer to Engine Maintenance Manual).
(5) Connect signal generator across pins 3 and 4 of connector 6142−P6 of engine
indicating system being tested.
(6) Close circuit breaker in (2) (a) or (b) for applicable engine.
(7) Adjust signal generator output from 0 to 3500 Hz with output voltage between 0.5 V
(peak to peak) minimum and 5.0 V (peak to peak) maximum. Check output
MASTER
61−44−00 Page 202
Jun 20/2005
D
SERIES 100
readings at appropriate indicator for pointer and digital indications are within
tolerances provided in Figure 201.
(8) Connect digital voltmeter at receptacle 9811−J104 pins J and K engine (No. 1) or
pins L and M (engine No. 2) and repeat step (7) to obtain digital readings for
201.
(9) Open circuit breakers, step (2) (a) or (b) and remove signal generator.
(10) Reinstall electrical connectors 6142−P6 and 9811−P104.
(11) Close circuit breakers opened in step (2).
MASTER
61−44−00 Page 203
Jun 20/2005
D
SERIES 100
FREQUENCY (HZ) INDICATOR (RPM) FLIGHT DATA

0.5 TO 5.0 VOLTS PINTER and RECORDER
PEAK TO PEAK DIGITAL (VOLTS)
3,400 1500 5.00
2,720 1200 4.00
1,813 800 2.67
907 400 1.33
453 200 0.67
NP CALIBRATION CHECK VALUES

Figure 201
MASTER
61−44−00 Page 204
Jan 15/2008
D
SERIES 100
NP INDICATING SYSTEM CALIBRATION DETAILS

Figure 202
MASTER
61−44−00 Page 205
Jun 20/2005

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